Year: 1896

page_text: Date of Application, 13th May, 1896
Complete Specification Left, 4th Nov., 1896-Accepted, 20th Mar., 1897
A communication from VLADIMIR BRANCOVITCH, of Paris, in the Republic of
France, Engineer.
I, ALFRED JULIUS BOULT, of 111 Hatton Garden, in the County of Middlesex,
Chartered Patent Agent, do hereby declare the nature of this invention to be as
follows:-
The automatic brake forming the object of the present application although
applicable to a variety of apparatus is especially suitable for bicycles, and in this
specification will be described in reference thereto; when applied to them its
mechanism is arranged in the pedalling mechanism and it acts in co-operation with
the latter, operating on the rear- or driving wheel as will be more fully described.
When applied to any other apparatus it is applied to the driving and driven parts
in like manner to its application to the crank and chain wheel respectively, of the
bicycle.
In one modification the brake shoe of any suitable material is supported facing
the rear wheel of the machine at the corresponding extremity of a tube, the latter
being mounted so as to be able to move longitudinally in the sleeve which in the
usual type of bicycle frame forms the only connection of the bracket of the
pedalling axle with the rear-fork of the machine; the tube is guided and limited
in its longitudinal movement by a pin, fixed transversely in the sleeve and passing
through the said tube by means of side slots in the latter, the position and the length
of these openings corresponding exactly to the desired extent of movement of the
said tube; the pin affords at the same time an abutment to one extremity of a spiral
spring the other extremity of which rests against a head formed in the front end of
the tube and containing a central abutment having a recess therein for the passage
of the driving axle.
The tube thus formed is combined with a sleeve, placed concentrically with the
driving axle so as to be capable of rotating in the bracket; this concentric sleeve
has an opening in its middle part for receiving the abutment of the brake tube and
has two shoulders for causing and regulating the forward and backward movements
of the brake tube in its sleeve by their action against corresponding shoulders of
the corresponding end of the abutment as will be hereinafter described; the spring
is so arranged that by its action it tends always to keep the brake tube at the
forward extreme of its travel in order to secure constant contact between the
shoulders according to the working of the apparatus.
Inside the concentric sleeve is arranged a second concentric sleeve turning
round the driving-axle and provided on its circumference with round holes
equidistant from each other and receiving balls; each ball rests at one side
on the driving-axle in recesses of special shape, made in corresponding parts
of the axle, and on the other side against the inner wall of the first concentric
sleeve.
The ball sleeve is continued outside the bracket by a socket with which it is
rigidly connected and on which is secured the driving chain wheel, the boss of
which has a recess for receiving an arm provided on the outer extremity of the

page_text: socket; a bolt connects this arm with the wheel in different position of the wheel,
the opening in the chain wheel, through which the bolt being enlarged passes whilst
the corresponding opening in the arm is only sufficiently large to allow the passage
of the bolt therethrough.
The crank arms are secured in the usual manner to the opposite extremities
of the axle; the one by the side of the chain wheel has inside a pin serving
to cause the wheel to move relatively to the crank-arm and being arranged
for that purpose in a corresponding opening made in the boss of the wheel and a
little lengthened so as to allow a little play to the crank arm relatively to the chain
wheel; a spring blade fixed on one of the arms of the chain-wheel is arranged to act
by a stirrup-shaped piece on the extremity of the pin standing out from the said
wheel; a screw-threaded disc locks and regulates the position of the wheel on the
socket relatively to the adjacent crank-arm.
The result of that arrangement is that the normal action on the crank-handle
will be transmitted directly to the axle and at the same time by means of the pin,
which is pressed by the spring against the front end of its oval recess in the boss
of the wheel, to the said wheel and consequently to the socket and to the ball sleeve
connected to said socket, thus causing by means of the ball sleeve the balls to move
at their circumference with the same velocity as that of the axle, the balls occupying
then in the recesses of the axle any desired position between the extreme en ls of
these recesses.
The recesses are formed with a hollow part and an inclined edge joining
the bottom of the recess with the periphery of the axle; the hollow is of
such diameter, shape and depth as to give the ball placed in it sufficient play
between the bottom of the recess and the inner wall of the sleeve without
possibility of the ball being jammed in between those two surfaces, such wedging
being only possible in the initial position of the ball at one point of the incline and
the further the ball is from the bottom of the hollow, the quicker will such jamming
take place.
By the combination of the balls with the ball sleeve it is made possible to
vary by the latter the initial position of the said balls in their recesses, by
unscrewing the aforesaid bolt and moving the arm carrying the same either to
the right or to the left in its recess, whereby the socket and the ball sleeve will be
caused to turn and to move the balls in their recesses; then by re-fixing the
arm by its bolt in the new position, the balls are retained in desired readiness for
action.
From the explanations given it will be clear that, all parts being in position,
the fixing of the bolt arm in one extreme position in the recess will correspond to
retaining the balls in their outer recesses so that any jamming will be impossible;
whereas the fixing of the arm in its other extreme position in the recess will
correspond to immediate permanent maximum jamming of the balls by the inclined
part the fixing of the arm in the intermediate positions between the extreme
positions mentioned will correspond to a more or less quicker jamming of the balls
according to their position on the inclined parts of the recesses which jamming it
will be possible to produce intermittently or continuously by acting intermittently
or continuously en the pedals in the direction opposite to that of the movement of
the bicycle (ie. by "back-pedalling"); it is of the highest importance to remark
here, that in regard specially to the position of the balls in the hollow part of the
recesses, this hollow part must allow movement of these balls without jamming
corresponding to the maximum possible movement of the pin in its oval hole in the
boss of the wheel.
Different parts of the mechanism having been combined as just described, it will
be clear that when riding under ordinary circumstances, in order to apply the
brake shoe to the wheel, it is sufficient, the regulating of the braking action having
been previously effected as explained by adjusting the position of the balls in the
recesses, to act on the pedals in the direction opposite to that of riding, whereby
the wheel will be caused to over-run them and therefore also the ball sleeve will

page_text: advance relatively to the axle the balls will move in their recesses and get jammed
against the inner face of the first concentric socket and make the latter move in
the same direction as the wheel; in consequence of this movement the shoulder of
the sleeve which rests against the shoulder of the abutment, pushes the latter and
therefore the tube connected to it backward, thus compressing the spring in such
manner that the shoe, pushed out of the sleeve is applied to the tyre of the wheel;
if this action on the pedals is intermittent, then the pace of the bicycle is simply
slackened, whereas if the action on the pedals be continuous, the bicycle is
completely stopped; as soon as ordinary pedalling begins again, the spring on the
wheel, which has been previously deflected by the force exercise on the crank
handle, straightens itself and brings the said crank and consequently the axle into
their previous positions relatively to the wheel, thus releasing the balls from their
jammed position and bringing them back into their original position in the
respective recesses, in consequence of which these balls release the sleeve
which under the action of the expanding brake-spring returns into its original
position, the shoulder or heel of the abutment acting against the heel of the said
sleeve in the manner opposite to its previous action and so as to bring the tube into
the position in which its shoe does not touch the rim of the wheel.
In a modified form of construction, the difference from that previously described
is simply that here the socket and the sleeve are in one piece with a collar against
which rests the chain-wheel.
Another modification consists in dispensing with the aforesaid arm, its recess in
the wheel and with the bolt, which in the preceding arrangements allowed the
position of the balls in their recesses to be adjusted; in the present modification
such adjustment is effected by means of a pin with a head placed eccentrically
relatively to its body which fits into and rotates without any play in the crank arm
and which passing through a cylindrical opening of the same diameter in the boss of
the wheel enables by its eccentricity a slight movement of the said wheel to be caused
in one or another direction and consequently of the sleeve on which, in this modi-
fication, the said wheel is directly secured, whereby movement of the balls and the
adjustment of their position in the recesses, according to the desired rapidity of
action is effected.
The rotation of the pin is effected by a special spanner engaging in a hole of
corresponding shape lett in the head of the said pin.
In order to make it absolutely certain, that the adjustment of the balls will be
preserved this arrangement can be modified and supplemented by using a double
spanner co-operating with a safety nut disc surrounding the pin so that it becomes
necessary at first to push the disc further in by the key in order to enable said key
to get hold of the head of the spindle for causing it to turn and placing it into
four exact positions determined by projections in the disc corresponding to notches
in the crank arm; a spring always tends to bring said disc back in its original
position, after the key has been removed.
The projections can correspond to the positions of the eccentric pin for each of
the positions of the balls mentioned before, riz. the projection to the extreme
position corresponding to the immediate and permanent jamming in of the balls
and consequently to the immediate and continuous action of the brake; the
projection 2 to the extreme position corresponding to the impossibility of any
jamming of the balls and consequently to the inaction of the brake and projections 3
and 4 to the intermediate positions of the balls corresponding to actions of the
brake of different quickness.
Such arrangement allows the brake parts to be adjusted, or their action to be
completely suppressed, or enables said parts to be used as a locking device,
preventing completely any movement of the back wheel of the bicycle in
consequence of the balls being placed in the position corresponding to the immediate
and continuous braking without any special action on the crank arms; with
reference to the latter case specially, it will be understood that the balls are held
in their extreme jamming position previously discussed and that the very fact of

page_text: the back-wheel rolling forward and the movement of the wheel being caused by
the chain, will cause the rotation of the ball sleeve and consequently of the sleeve,
against the inner wall of which the balls are jammed, whereby of course the
shoulder on the sleeve will act on the shoulder of the abutment and consequently
the brake will act.
Finally, there is another modification comprising the essential parts of the brake
mechanism, combined with a device for disengaging the back road-wheel; in this
arrangement, the chain pinion of the back wheel is connected to the boss of said
wheel by a ratchet gear consisting of a notched disc and wedges arranged so that
only the forward rotation of the pinion can cause the boss and consequently the
driving back wheel to rotate whereas the rotation of the same pinion backward
remains without influence on said wheel, which is by this fact thrown out of gear,
in this modification the pedalling mechanism is considerably simplified; the crank
arm causes in the usual manner the movement of the wheel and of the axle, on
which there is a ratchet disc, in the notches of which operate wedges, the said
notches and wedges co-operating with the sleeve in such manner that only the
rotation backward of the axle can produce jamming of the welges against the
inner wall of the sleeve and consequently the rotation from forward to the back of
said sleeve; it is clear that in consequence of this rotation the heel of the sleeve
presses against the heel of the abutment, whereby the sleeve and its brake shoe
are pushed against the rim of the wheel.
With such simplified arrangement the application of the brake will be effected
by acting on the pedals in opposite direction to the normal one, whereby the
forward rotation of the axle of the wheel will be stopped and, owing to the pinion,
the back wheel is disengaged and will turn loose on its axle, with any velocity that
will be left to it by the action of the brake, determined by the backwards rotation
of the disc, the wedges of which will act on the sleeve for turning it backward
and so to push the shoe against the rim of the wheel. In this case the application
of the brake will be maintained during all the time of back-pedalling and its action
will be directly proportional to the force of back-pedalling."
Dated this 13th day of May 1896.
BOULT & WADE,
Agents for the Applicant.
A communication from VLADIMIR BRANCOVITCH, of Paris, in the Republic of
France, Engineer.
I, ALFRED JULIUS BOULT, of 111 Hatton Garden, in the County of Middlesex,
Chartered Patent Agent, do hereby declare the nature of this invention and in
what manner the same is to be performed to be particularly described and
ascertained in and by the following statement :-
The automatic brake forming the object of the present application although
applicable to a variety of apparatus, is especially suitable for bicycles and in this
specification will be described in reference thereto; when applied to them its
mechanism is arranged in the pedalling mechanism and it acts in co-operation with
the latter, operating on the rear or driving wheel as will be more fully described.
When applied to any other apparatus it is applied to the driving and driven parts
in like manner to its application to the crank and chain wheel respectively, of the
bicycle.

page_text: In the accompanying drawings
Figure 1 shows in elevation and partly in longitudinal section the pedalling
mechanism of a bicycle, containing the mechanism of an automatic brake according
to this invention.
Figure 2 shows a sectional plan view of the same pedalling mechanism.
Figure 3 is a partial cross section on the line X Y of Figure 2, of part of the
apparatus shown in the latter figure.
Figure 4 is an elevation of one of the details of Figure 2;
Figures 5 and 6 are views similar to Figures 1 and 2 of an alternative
construction of the brake.
Figures 7 and 8 are views similar to Figures 1 and 2, illustrating a modification
of certain of the details of the apparatus for effecting the adjustment of the balls.
Figures 9 and 10 are two views at right angles teach other, of further
modification of such parts of the adjusting mechanism as are carried on the
crank.
Figure 11 shows in sectional plan, the crank-axle and its bearing and brake-
appurtenances, as employed in combination with the apparatus illustrated in
Figure 12, wherein a device for disengaging the rear-wheel from the driving-
apparatus is shown in sectional plan in suitable relation to Figure 11;
Figures 13 and 14 are vertical sections of parts of "Figures 11 and 12
respectively.
Figures 15 and 16 show in elevation and sectional plan view, a modification of
the brake mechanism.
Like letters indicate like parts throughout the drawings.
With reference first to Figures 1, 2, 3, and 4 a brake-shon A of any suitable
material, such as leather or rubber, or the like is supported facing the rear-wheel B
of the machine at the end of a tube C, the latter being mounted so as to be able
to move longitudinally in the sleeve D, which in the usual type of bicycle frame
forms the only connection of the bottom bracket E with the rear-fork F of the
machine; the tube C is guided and limited in its longitudinal movement by a pin G,
fixed transversely in the sleeve D and passing through the said tube C by means
of side slots H in the latter, the position and the length of these openings
corresponding exactly to the desired extent of movement of the said tube C; the
pin G affords at the same time an abutment to one end of a spiral spring the
other end of which rests against a head J formed in the front end of the tube C
and containing a central abutment K having a recess L therein for the passage of
the driving axle M.
The tube C thus formed is combined with a sleeve N, placed concentrically
around the driving axle M so as to be capable of rotating in the bracket E; this
concentric sleeve N has an opening in its middle part O for receiving the abutment K
of the brake-tube C and has two shoulders PQ fo: causing and regulating the
forward and backward movements of the brake tube C in its sleeve "D by their
action against corresponding shoulders PQ of the corresponding end of the
abutment K, as will be hereinafter described; the spring I is so arranged that by
its action it tends always to keep the brake-tube C at the forward extreme of its
travel in order to secure constant contact between the shoulders P P and Q Q
according to the working of the apparatus..
Inside the concentric sleeve N is arranged a second concentric sleeve R round the
driving axle M and provided on its circumference with circular holes or cavities S
equidistant from each other and receiving balls T; each ball rests at one side on
the driving axle M in the recesses U of special shape made in corresponding parts
of the axle M, and on the other side against the inner wall of the sleeve N.
The ball sleeve R is continued outside the bracket E by a socket V, with which
it is rigidly connected and on which is secured the driving chain wheel A' the boss
of which has a recess B' for receiving an arm C' provided on the outer extremity
of the socket V; a bolt D' connects this arm C with the wheel A' in different
positions of the wheel the opening E' in the chain wheel A through which the

page_text: bolt I passes being enlarged, whilst the corresponding opening E in the arm C
is only sufficiently large to allow the passage of the bolt D' therethrough.
The cranks F, F are secured in the usual manner to the opposite extremities of
the axle M; the one F¹ by the side of the chain wheel A¹ has on the inside a
pin G serving to cause the wheel A¹ to move relatively to the crank-arm and
being arranged, for that purpose, in a corresponding opening G³ made in the boss
of the wheel A and a little lengthened so as to allow a little play to the crank
arm F¹ relatively to the chain wheel A'; a spring blade H fixed on one of the
arms of the chain-wheel A' is arranged to act by a stirrup or forked shaped
piece H on the extremity of the pin G standing out from the said wheel A'; a
screw threaded disc J (Fig. 2) locks and regulates the position of the wheel A' on
the socket V relatively to the adjacent crank arm F¹.
The result of this arrangement is that the normal action on the crank arms F1 F2
will be transmitted directly to the axle M and at the same time by means of the
pin G which is pressed by the spring H' against the front end of its oval recess G
in the boss of the wheel A', to the said wheel A' and consequently to the socket V
and to the ball sleeve R connected to said socket V, thus causing by means of the
ball sleeve R, the balls T to move at their circumference with the same velocity as
that of the axle M, the balls T occupying then in the recesses U of the axle M
any desired position between the extreme ends of the recesses, for instance the
middle position shown in Figure 3.
The recesses U are formed as shown in Figures 2 and 3 with a hollow part U
and an inclined edge U connecting the bottom of the recess with the periphery of
the axle M; the hollow U is of such diameter, shape and size as to give the ball T
placed in it sufficient play between the bottom of the recess and the inner wall of
the sleeve N without the possibility of the ball being jamned between those two
surfaces such wedging being only possible in the initial position of the ball T at
one point of the incline U, and the further the ball is from the bottom of the
hollow U the quicker will such jamming take place.
By the combination of the balls T with the ball sleeve R it is possible by means
of the latter to vary the initial position of the said balls T in their recesses U, by
unscrewing the bolt D¹ and moving the arm C₁ either to the right or to the left in
its recess B' whereby the socket V and the ball sleeve R will be caused to turn
and to move the balls in their recesses U; then by refixing the arm C¹ by
means of its bolt D' in the new position the balls T are retained in the desired
position.
From the explanations given it will be clear that, all parts being in position
shown in the drawing, the fixing of the bolt arm C in its extreme right-hand
position in the recess B' will correspond to retaining the balls T in their outer
recesses U so that any jamming will be impossible; whereas the fixing of the
arm C¹ in its extreme left-hand position in the recess B' will correspond to the
immediate maximum jamming of the balls T by the inclined part U; the fixing of
the arm C' in the intermediate positions between the extreme positions mentioned
will correspond to a more or less rapid jamming of the balls T according to their
position on the inclined parts U of the recesses which jamming it will be possible
to produce intermittently or continuously by acting intermittently or continuously
on the pedals in the direction opposite to that of the movement of the bicycle
(i.e. by "back pedalling"); it is of the highest importance to remark here, that in
regard specially to the position of the balls T in the hollow part U of the
recesses U, this hollow part must allow movement of these balls without jamming
corresponding to the maximum possible movement of the pin G' in its oval hole G
in the hub of the wheel A'.
Different parts of the mechanism having been combined as just described it will
be clear that when riding under ordinary circumstances, in order to apply the
brakeshoe A to the wheel B, it is sufficient-the adjustment of the braking action
having been previously_effected, as explained, by adjusting the position of the
balls T in the recesses U,-to press on the pedals in the direction opposite to that

page_text: of riding, whereby the wheel A will be causet to over-run them and therefore the
ball sleeve R will also advance relatively to the axle M the balls T will move in
their recesses U and become jammed against the inner face of the socket N and
cause the latter to move in the same direction as the wheel A'; in consequence of
this movement the shoulder Q of the sleeve N which rests against the shoulder Q
of the abutment K, pushes the latter, and consequently the tube C connected to it,
hackwards thus compressing the spring I in such manner that the shoe A pushed
forward from the sleeve D is applied to the tyre of the wheel B: if this action on
the pedals is intermittent, then the pace of the bicycle is simply slackened, whereas
if the action on the pedals be continuous, the bicycle is completely stopped. As
soon as ordinary pedalling begins again, the spring H which has been previously
deflected by the force exercised on the crank F', straightens itself and brings the
said crank F1 and consequently the axle M into their previous positions relatively
to the wheel A', thus releasing the balls T from their jammed position and bringing
them back into their original position in the respective recesses U, in consequence
of which the balls release the sleeve N which under the action of the expanding
brake spring I returns into its original position, the shoulder or heel Q' of the
abutment K acting against the heel Q of the said sleeve in the manner opposite to
its previons action and so as to bring the tube C into the position in which its
shoe A does not touch the rim or tyre of the wheel B.
Figures 5 and 6 show a modified form of construction the difference from that
shown in Figures 1 and 2 being simply that here the socket V and the sleeve R are
in one piece with a collar R' against which the chain wheel A¹ rests.
Figures 7 and 8 illustrate another modification wherein I dispense with the
aforesaid arm C', its recess B₁ in the wheel A¹ and with the bolt D', which in the
preceding arrangements allowed the position of the balls T in their recesses U to
be adjusted; in the present modification such adjustment is effected by means of a
pin Ji with a head placed eccentrically relatively to its body J2, which fits into and
rotates without any play in the crank arm F1; the pin .J' passing through a circular
opening K' of the same diameter as the body J2 and concentric with this body J
in the boss of the wheel A¹ enables by its eccentricity a slight movement of the
said wheel A' to be caused in one or another direction and consequently of the
sleeve R on which, in this modification the said wheel A' is directly secured,
whereby movement of the balls T and the adjustment of their position in the
recesses U, according to the desired rapidity of action, is effected.
The rotation of the pin J2 is effected by a special spanner engaging in a hole K'
of corresponding shape formed in the outer end of the said pin J2.
In order to make it absolutely certain that the adjustment of the balls T will be
preserved, the arrangement shown in Figures 7 and 8 can be modified and supple-
mented as shown in Figures 9 and 10 by using a double spanner L' co-operating
with a non-rotatable safety nut or disc L surrounding the pin J' so that it becomes
necessary at first to push the disc L2 further in by the key L' in order to enable
said key to take hold of the head of the spindle J; after this, said spindle J2 may
be turned and placed in the four exact positions determined by projections 1. 2. 3. 4.
in the non-rotatable disc L2 corresponding to notches in the crank arm F'.
A spring N' always tends to bring said disc L' back in its original position after
the key L' has been removed.
The projections 1. 2. 3. 4 may correspond to the positions of the eccentric pin J¹
for each of the positions of the balls T before mentioned viz.; the projection 1 to
the extreme position, corresponding to the immediate and permanent jamming of
the balls T and consequently to the immediate and continuous action of the
brake; the projection 2 to the extreme position corresponding to the impossibility
of any jamming of the balls T and consequently to the inaction of the brake and
projections 3 and 4 to the intermediate positions of the balls T corresponding to
actions of the brake of different quickness.
Such arrangement allows the brake parts to be adjusted, or their action to be
completely suppressed, or enables said parts to be used as a locking device, whereby

page_text: any movement of the back wheel of the bicycle may be completely prevented in
consequence of the balls T heing placed in the position corresponding to immediate
and continuous braking without any special action on the crank arms; with
reference to the latter case specially, it will be understood that the balls T are
held in their extreme jamming position previously described and that the very fact
of the back wheel rolling forward and the movement of the wheel A' being caused
by the chain, will eanse the rotation of the ball sleeve R and consequently of the
sleeve N against the inner wall of which the balls T are jammed, whereby the
shoulder Q will act on the shoulder R' of the abutment K and consequently cause
the brake to act.
In Figures 11, 12, 13, and 14 is represented another melification comprising the
essential parts of the brake mechanism, combined with a device for disengaging
the back road wheel; in this arrangement the chain pinion O of the back wheel is
connected to the boss O2 of said wheel by a ratchet gear consisting of a notched
dise P and wedges P arranged so that only the forward rotation of the pinions O'
can cause the boss O2 and consequently the bick wheel to rotate whereas the
rotation of the same pinion O' backwards remains without influence on said
wheel, which is by this fact thrown out of gear; in this modification the pedalling
mechanism is considerably simplified; the crank arm F causes, in the usual
manner the rotation of the wheel A' and of the axle M, on which is a ratchet
dise S in the notches T of which operate wedges T the said notches T and
wedges T co-operating with the sleeve N in such manner that only the rotation
backwards of the axle M can produce jamming of the wedges T against the inner
wall of the sleeve N and consequently the rotation from forward to backward of
said sleeve; it is clear that in consequence of this rotation the heel P (Fig. 1) of
the sleeve N presses against the end P1 of the abutment K, whereby the sleeve C
and its brake-shoe A are pushed against the rim of the wheel B.
With such simplified arrangement the application of the brake will be effected.
by acting on the pedals in the opposite direction to the normal one, whereby the
forward rotation of the axle M of the wheel A' will be stopped and through the
pinion the backwheel B will be disengaged and will turn loose on its axie at a
speed that will be regulated by the action of the brake, determined by the
backward rotation of the disc S¹ the wedges T of which will act on the sleeve N
for turning it backward and so push the shoe A against the rim of the wheel B.
In this case the application of the brake will be maintained during all the whole
time of back pedalling and its action will be directly proportional to the force of
backpedalling.
Finally in Figures 15 and 16 is shown a modification of this system of automatic
braking, in which different parts are arranged on the outside of the bearing E of the
driving gear and of the tube D connecting said bearing E with the back fork F.
In this modified arrangement, the axle M of the driving gear has at each end
secured to it in the usual manner cranks FF; as before, the crank on the side of
the chain wheel A' which is independent of the axle M as it is mounted by means
of its enlarged hub on the corresponding part of the said crank F', bas inside a
finger G' for the wheel A¹ which enters into a corresponding oval opening G³ in
the hub of said wheel A'.
On the inner side of the wheel A' there is a disc V, having a circular groove V',
screwed at A2 on the inner projecting part of the crank F¹ and bearing against the
corresponding face of said wheel; the groove V is concentric with the axle M
and the disc V is provided with small perforations S arranged at equal distances
and of such number that they correspond to the arms of the wheel A'; in these
perforations or holes S are arranged and held circumferentially balls T which
laterally bear on one side against corresponding recesses U in the arms of the
wheel A and on the other side in similar recesses U formed in the corresponding
face of a circular ring N¹ arranged in the groove V' of the disc V and covered by
another disc K, through which the axle M passes loosely bearing with its outer
face against the corresponding face of the hearing E of the driving axle.

page_text: A screw g screwed into the finger G¹ connects in a solid and secure manner the
disc V with the crank F'; laterally opposite the screw the disc V is beld slightly
but not pressing against the wheel A¹ by a tongue C with which said disc V is
provided through which passes a screw D passing also through the corresponding
arm of the wheel A' and is secured by a nut D2; the hole E in the tongue C
through which the screw D' passes is made oval in order to allow of a slight
angular movement of the disc V relatively to the wheel A' corresponding to the
same angular movement of the cranks F¹ F relatively to the same wheel A¹ which
is made possible by the oval hole G in which, as has already been explained, the
finger G engages.
The shoe A of the brake is arranged below the tube D and is hinged to a
framed secured to the said tube; its distance from the tyre B is adjustable
according to the diameter of the wheel on which it is arranged, by means of
teeth e made on the bracket el, supporting it and operating in combination with a
fixed spring-hook ; the said shoe A is operated by a connecting rod C' the
respective ends of which are connected by hinged joints with the support el
of the shoe A and with a knob C³ arranged suitably on the outer surface of the
disc K.
These different parts thus arranged and combined operate on the same principle
as that of the arrangements, already described.
In ordinary travelling the wheel A¹ revolves with the same speed as the crank F¹;
the disc V is caused to participate in this movement which it transmits through
the balls T to the dise N¹; the disc K remaining stationary and the brake does
not act.
As soon as the rotation of the cranks F1 F is retarded relatively to the wheel A¹
in order to produce braking action, this retardation is transmitted to the disc V, the
result of which is the wedging of the balls T in the recesses U of the wheel A' and
pressing of the disc N against the corresponding inner face of the disc K, and
consequently, the latter is caused to move and operate the rod C³ whereby the
shoe A is brought in contact with the tyre B. The shoe A is arranged very close
to the wheel, so that only slight movement is required to produce braking, and
consequently the spring-pawle remains in engagement with the teeth e.
When returning to the conditions of ordinary travel, the different parts return to
their original positions, the shoe A ceases to act, it being withdrawn by the
action of the spring-pawl acting in the desired direction on the teeth of the
bracket e.
Having now particularly described and ascertained the nature of the said inven-
tion as communicated to me by my foreign correspondent and in what manner
the same is to be performed, I declare that what I claim is :-
1. The arrangement of the brake shoe A, adapted to act on the rim or tyre of
the road wheel, at the end of a tube C working inside the tube D connecting the
main axle-bearing E with the back fork or bottom stay of the machine, said tube
being under the influence of a spring 1 and being provided at its end farthest from
the brake shoe A with an abutment K having heels or extensions P' Q' in
combination with a sleeve N having shoulders PQin such manner that the rotation
of said sleeve N causes the tube C to move and consequently causes the shoe A to
act on or to be withdrawn from the tyre or wheel.
2. The arrangement of the inner sleeve N concentric with the main axle
bearing E through which sleeve the axle N passes and the rotation of which sleeve
may be produced by balls T adjustable in recesses V on the axle M the said
rotation being caused by the action on the pedals in the direction opposite to that
producing the normal rotation, thus causing longitudinal movement of the tube C
in order to cause the shoe A to be applied to the rim or tyre of the road wheel.
3. The device for adjusting the balls T in their recesses U in order to produce
complete braking action or to release the brake, said device being constituted by a
aleeve R to which is connected a driving or chain wheel A' said sleeve R guiding

page_text: and retaining circumferentially said balls T and being capable of altering its
position with regard to the axle M so as to produce wedging of the balls
relatively to the sleeve N thereby causing the brake to be applied substantially as
described.
4. A modification of the arrangements described in the preceding claims
consisting in the combination or the sleeve N, producing by its rotation novements
of the tube C and consequently of the brake-shoe A, with a disc S¹ provided with
wedges T2 and carried by the axle M, and a disengaging gear for the back wheel,
operated when the pedals are worked in a backward or reverse direction.
5. A modification of the arrangements specified consisting in arranging the
operating parts of the brake on the outside of the main axle bearing E and on the
tube D which connects said bearing E with the back fork or stay F; this mechanism
consisting of a disc V which causes the balls T to rotate, secured to the crank F¹,
said disc operating in combination with the wheel A¹ to which it is so connected as
to allow of a slight angular movement and the arms of which are provided with
recesses for the balls T on one side of the disc V, aud a disc N also having
recesses for the balls T on the other side of the disc V in order to produce braking
action by pressing the disc N¹ against the disc K and causing the latter to
participate in the movement of the said disc N¹ in the operative direction of the
shoe A driven by means of a rod C2 hinged to said shoe and to the disc K
substantially as described.
6. The various combination and arrangements of parts constituting a complete
brake for cycles and similar vehicles substantially as described and illustrated in
the accompanying drawings.
Dated this 3rd day of November 1896
BOULT & WADE,
Agents for the Applicant.