Year: 1897

page_text: Date of Application, 17th Jan., 1897
Complete Specification Left, 10th Feb., 1897-Accepted, 27th Mar., 1897
Date of Application, 17th Jan., 1897
Complete Specification Left, 10th Feb., 1897-Accepted, 27th Mar.,
1897
I, HENRY HARRIS LAKE, of the Firm of Haseltine, Lake & Co., Patent Agents,
45 Southampton Buildings, in the County of Middlesex, do hereby declare the
nature of this invention to be as follows:-
On the rear wheel hub of a bicycle the small sprocket is applied in such a manner
that it has a limited rotatable movement thereon but engages with said hub for
driving the machine.
With this end in view, the said sprocket is made without a hub, but with a rib or
web projecting inwardly from the inside of the sprocket-rim in a plane coinciding
with the center of the teeth thereof, and is made to fit loosely over the end of the
wheel-hub onto which it is ordinarily screwed.
When said sprocket is applied to the wheel-hub one side of the web thereof lies
against a flange on the hub and a second flange or disk is then screwed on the end
of said hub binding the web of the sprocket between them with more or less force
whereby a greater or less amount of power will be required to rotate the said:
sprocket on said hub.
This is an important or rather the essential feature of my invention.
To limit the rotation of said sprocket on said hub and to effect the engagement
thereof therewith for driving the bicycle, two or more concentric slots are cut through
the said web of said sprocket and a pin located in each of said slots is fixed in a
flange fixed on said hub, whereby the rotation of said sprocket on the hub is limited
by the length of said slots.
A pin or pins secured to the web of the sprocket projects inward towards the center
thereof, and a slot is cut through the hub transversely to its axis which permits
said pins projecting into the hub to move with the sprocket when the latter is rotated
on said hub.
Inside of the wheel hub is a tube fitting the inside bore thereof, and rotatable
therein, and the pins on said sprocket pass through holes in said tube, whereby the
movement of the sprocket on the said hub rotates in like degree said inner tube.
Said tube extends to nearly the opposite end of the wheel-hub, and is of sufficient
diameter to have the rear axle passed through it; and on the end thereof opposite
the sprocket end are a series, say three, of cam depressions extending circumferentially
around said tube near its end and equi-distant therefrom.
A disk is fixed on the outside of the hub in a plane vertically a little to one side
of the plane of said cam depressions, and on said disk are pivotally secured three
brake-shoes having the form of segments of a circle, each segment secured to said
disk at equidistant points from the center of said hub, and the arc of each segment.
having the same radius.
A projection in the shape of a stud is located on each of said segments which
projections pass through holes in the hub directly over the cam depressions in the
inner tube, and rest in the deepest part of said depressions when the brake is not
in use

page_text: A cup-shaped case fits over the disk to which the brake-shoes, or. segments, are
pivoted, which case is held from rotation by engagement with the frame of the
bicycle, and which is held concentric with the hub by the axle thereof which passes
centrally through it.
From the above description it will be seen that by the act of back pedaling the
rear sprocket can be rotated on its hub more or less according to the power applied
to the sprocket through the pedals and chain, and especially according to the resistance
applied to the sprocket by the more or less close adjustment of the disks between
which the web of said sprocket is clamped, and that said movement of the sprocket
rotates the inner tube with which it is connected, and by the rotation of the inner
tube the ends of the studs on the brake-shoes are forced out of the cam depressions
in which they lie, thereby forcibly moving the brake-shoes or segments against the
inner surface of the said case fixed to the frame of the machine, (it being obvious
that said brake-shoes rotate with said hub, being pivoted to a disk fixed thereon),
thereby applying a frictional resistance to the rotation of said wheel hub.
It will be seen that as the sprocket is rotated on the hub in the act of back-
pedaling only under a frictional resistance applied thereto by the disks which clamp
the web thereof, that however much or little the said sprocket is rotated there it will
remain until pressure on the pedals to propel the machine forward rotates the
sprocket back again to its normal position and releases the brake. Thus the sprocket
can be adjusted to rotate on the hub under a resistance suitable to the strength of a
child or an adult.
.
Dated this 11th day of January 1807
I, HENRY HARRIS LAKE, of the Firm of Haseltine, Lake & Co. Patent Agents,
45 Southampton Buildings, in the County of Middlesex, 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 :-
This invention relates to bicycle brakes and particularly to that class of brakes
applied to the rear wheel hub of the vehicle and operated by the chain in the act of
back-pedaling, the object of the invention being to produce a brake mechanism in
which a limited rotational movement of the rear sprocket on its hub, under the
restraint of an adjustable resistance, is made to operate several movable brake
elements secured to and rotating with said hub, in a plane at right angles to the axis
of said hub, against the interior surface of a stationary cup-shaped case enclosing said
brake elements, which case is located near the end of the hub opposite the sprocket-
wheel end thereof, the means of engagement between said sprocket-wheel and said
brake elements being entirely inside of the said wheel hub, all as hereinafter fuliy
described.
In the drawings forming part of this specification,-
Figure 1 is a side elevation, partly in section, of a bicycle hub having applied
thereto a brake mechanism embodying my invention.
Figure 2 is a cross section through the hub taken on line 2-2, Figure 1.
Figure 3 is a cross section through the wheel-hub and the inner tube therein
taken on line 3-3, Figure 1, a portion of the parts shown therein being broken
away.
Figure 4 is a sectional view taken on line 4-4, Figure 3.

page_text: Figure is a perspective view of wheel-nuo, Showing H
the sprocket-wheel thereto and the location of certain parts inside of said hub, and
showing some of the sprocket attaching parts separated from the hub.
Figure 5 is a side elevation, partly in section, of said detached sprocket attaching
parts shown in Figure 5.
Figure 6 is a perspective view of certain parts shown in Figure 5, but herein
separated from one another.
Figure 7 is a perspective view of a wheel-hub with all of the brake mechanism
removed.
Figure 8 is a perspective view of a tube fitting inside of the hub, shown in
Figure 7.
Referring to the drawings, A represents a portion of the frame of a bicycle.
B represents the hub-barrel having the spoke-flanges b, b, thereon; (represents the
axle secured in said frame in the usul ninner; d, d are bill cones on said axle ;
between
ff are ball-cups screwed into the ends of the hub-barrel, securing the balls y',
the said cones and cups; and y, 9 check-nuts for said cups. The above mentioned
parts constitute, minus the sprocket-wheel, the elements common to nearly all
bicycle-hub constructions, with but few variations.
In applying my brake mechanism to a hub, it is necessary that the sprocket-wheel
should be secured thereon so that it can be rotated on said hub within certain
prescribed limits, and yet engage positively therewith for propelling the bicycle; and,
furthermore, it is necessary that when said sprocket-wheel is rotated on said hub said
limited rotation must take place against a controlled resistance, and to these ends
said sprocket is applied to the hub as follows:
The exterior surface of one end of the hub-barrel B, from the spoke flange outward
is screw-threaded. A disk 2, is then screwed up to a bearing against said spoke-
flange. Figure shows said disk in perspective. Said disk is provided with a
hub 3, and two oppositely located segment-shaped parts 4, of said hub are cut away
not extending in depth quite to the surface of the disk (see Figure 6)..
A friction ring 5, is then placed over said hub closely against the face of said disk.
This ring may be made of any suitable metal, preferably gun metal, or some similar
composition.
Two locking pieces 6, (shown clearly in Figures 3 and 5 and in perspective in
Figure 6), having curved oppositely extending arms 7, and oppositely located
projections 8 and 9, the radius of said curved arins being the same as the radius of
the exterior diameters of the hub 3, are placed in the cut-away parts 4, of the hub 3,
the projections 9, passing through slots 10, cut in said hub ends in a position at right
angles to the axis thereof, and located so that they will fall within the cut-away
parts 4, of the hub 3.
As shown in Figures 3 and 5, said cut-away portions 4, exceed the total length of
the locking pieces 6, between the ends of the curved arms 7 thereof; and the length
of the slots 10. in the hub-barrel B, is such that when the pieces 6 are moved
circumferentially around said hub, the end of the curved arms 7 will strike against
the end of one of the parts 12, of the hub 3, between the cut-away portions 4, before
the projection 9 will reach the end of the said slot 10.
Said parts 12 further serve as a hub over which the sprocket-wheel fits and by
which it is centered relative to the other parts of the device, the sectional view in
Figure 4 showing the relation of these parts.
:
The difference between the length of the cut-away portions 4 of the hub 3 and the
width of the locking-pieces 6, between the ends of the arms 7, determines the extent
of rotation of said sprocket-wheel on its hub.
The hub-barrel B, is now ready for the sprocket-wheel S, which is made without
any hub portion by which it is usually screwed onto the barrel B, but the web 13
thereof is turned smooth on both faces thereof and the central hole therethrough is of
a diameter permitting it to fit easily over the outside of the hub 3.
Cut-away portions for the reception of the projections 8; of the locking pieces 6 are
provided in said web 13, which projections extend beyond the circumference of said
7

page_text: hub 3. By this construction the sprocket-wheel S can move in either direction on
the said hub-barrel B, until one end or the other of the arms 7 of the pieces 6, abuts
against the portions 12 of the hub 3.
A second friction ring 14 is then fitted within the rim of the sprocket-wheel
against the face of the web 13, and a disk 15 screwed up thereagainst, thus
clamping the said web securely. By turning up said disk 15 more or less, the web
of the sprocket-wheel is clamped between it and the disk 2, with as much or as little
force as may be desired whereby a greater or less amount of force may be required to
rotate said sprocket.
Said disk 15 has a hub 15ª, turned thereon on its inner face, as shown, which fits
the interior diameter of said ring 14, but said ring 14 projects slightly beyond the
face of said hub, and the friction-ring 5 projects beyond the bottom of the cut-away
portions 4 of the hub 3, whereby when said outer disk 15 is screwed up the clamping
force thereof is exerted on said sprocket-web ent rely through said friction rings.
A check-nut 16 is screwed up on the hub against the disk 15 to lock it in place.
In assembling the above parts as above, after the disk 2 has been screwed out of
the hub and before the locking pieces 6 have been put in place, the tube T is inserted
in said hub-barrel B.
This tube (shown in Figure 8 in perspective, and in part in some of the other
figures), is made of steel and has a bearing in said hub-barrel only on each end
thereof and turns freely therein.
Through the end of said inner tube under the sprocket, perforations 17 are made
for the reception of the ends of the projections 9 of the locking-pieces 6, said
projections being long enough to extend through both the hub-barrel and the said
tube T, and fit the said perforations 17 closely.
Thus it is seen that the rotary movement of the sprocket-wheel on its hub will
rotate said tube T, in like degree within said bub-barrel.
In the exterior surface and near the end of the tube T, opposite to the sprocket-
wheel end, are cam depressions 18, arranged in the same circular path therearound.
Said depressions, as shown in the end view of said tube in Figure 2, are deepest at
one end and incline gradually towards the surface of the tube.
A disk 19 is screwed on the outer end of the hub-barrel B, up to a bearing against
the spoke flange b, said disk having a long hub 20, thereon to give it a rigid seat on
said hub-barrel.
On said disk, equidistant from each other and from the center of the hub, are
three segment-shaped brake-shoes 21, constituting the rotating brake element and
secured thereto by screws 22 passing through one end of said segments and on which
the latter swing freely.
The radius of the outer surface of said segments is equal to the radius of the
disk 19 to which they are pivotally secured in such position that the outer surface
of said segments, when the brake is set, will be in the position relative to said
disk shown in Figure 2.
The opposite fiee ends of said brake-shoes have holes drilled through them, radially
disposed as regards said disk to which they are pivoted, said holes being tapped to fit
the screws 23 closely. Said screws are headless preferably and their outer ends
are sunk below the level of the brake-shoes, as shown in said Figure 2. Holes 24
are drilled through the hub of the disk 19, and through the hub-barrel, in such
position as to lie directly over the cam depressions 18 in the surface of the inner
tube T, through which holes the ends of the screws 23 pass freely, the inner
extremities of said screws resting in the deepest portions of the cam depressions when
the brake mechanism is not in operation.
This last named position of the brake-shoes is shown in Figure 2 in dotted lines,
only one of them being so indicated.
The inner ends of said screws are slightly rounded and hardened, and the end of
the tube T, having cam depressions 18, is also hardened.
All of the parts indicated in the above description rotate with the wheel-hub to
which they are attached.

page_text: The fixed brake element against which the brake-shoes are moved into engagement.
to arrest the rotating hub consists of a cup-shaped case 25. This is made preferably
of steel and has an internal diameter slightly larger than the diameter of disk 19,.
and fits over the latter, as shown in Figure 1, in section, the brake-shoes attached to
said disk being enclosed by said case 25, the outer surfaces of said shoes lying in close
proximity to the inner surface of the rim of said case and parallel therewith.
Said case is maintained in a position concentric with said hub parts by having
a bearing on the axle C, and is prevented from being rotated by the contact of the
brake-shoes therewith, by a pin 26, secured to said case and projecting therefrom, as
shown in Figure 1, to engage a part of the frame of the bicycle.
From the above description it is obvious that the rotary movement of the
sprocket-wheel S, relative to its hub-barrel B, will rotate the inner tube T, within
said hub-barrel in like degree, and the rotation of the latter causes the movement of
the inclined cam depressions against the ends of the screws 23, resting thereagainst,..
forcing outward against the interior of the case 25, the brake-shoes 21, and applying
resistance to the rotation of said wheel-hub in proportion to the degree of back-
pressure applied to the sprocket by the act of back-pedaling; and, as stated above,..
the rotary movement of the sprocket on its hub being effected only against a certain
resistance, it follows that to whatever degree said sprocket may be rotated, it must
remain in that position until an amount of force is applied to it to rotate it in the
opposite direction, equal to that required to move it in the first instance.
This permits a rider to apply the brake as much as desired and then take the feet.
off from the pedals if he so wishes, the brake meanwhile remaining set.
Furthermore, the resistance applied to the sprocket wheel being controlled or
adjustable resistance, it can be graduated to suit the strength of a child or adult, or
made so great that it will be beyond the strength of the rider to move it, and the
machine then would be in the same condition as though no brake mechanism were
attached thereto.
It is obvious that it would come within the scope of this invention were a bevel gear
substituted for the sprocket-wheel on the rear hub, and gear connections between it:
and the crank-axle substituted for the chain shown herein.
Having now particularly described and ascertained the nature of my said invention,.
and in what manner the same is to be performed, as communicated to me by my foreign.
correspondent, I declare that what I claim is :-
1. A brake mechanism for bicycles comprising a wheel-hub, a sprocket-wheel.
engaging therewith and rotatable thereon, a brake element fixed to said wheel-hub on
the end thereof opposite to that of which said sprocket-wheel is secured, and rotating
therewith, a non-rotatable brake element concentric with said hub, and means within
said hub between said sprocket-wheel and said non-rotatable brake element, and
actuated by said sprocket-wheel, for effecting the engagement and disengagement of
said rotating and non-rotating brake elements, and means for rotating the sprocket-
wheel, substantially as described.
2. A brake mechanism for bicycles comprising a wheel-hub, a sprocket-wheel
engaging therewith and rotatable thereon, means for applying to said sprocket-wheel
an adjustable resistance, a brake element fixed to said wheel-hub on the end thereof
opposite to that on which said sprocket-wheel is secured and rotating therewith, a non-
rotatable brake element concentric with said hub, and means within said hub between
said sprocket-wheel and said non-rotatable brake element, and actuated by said sprocket--
wheel, for effecting the engagement and disengagement of said rotating and non-
rotating brake elements, and means for rotating the sprocket-wheel, substantially
as described.
3. A brake mechanism for bicycles comprising a wheel-hub, a sprocket-wheel
engaging therewith and rotatable thereon, means for applying to said sprocket-wheel
an adjustable resistance, a brake element consisting of parts movable in a plane at
right angles to the axis of said hub, pivotally secured thereto and rotating therewith.
on the end thereof opposite to that on which said sprocket-wheel is secured, a

page_text: non-rotatable brake element concentric with said hub, and means within the latter between
said sprocket-wheel and said non-rotatable brake element, and actuated by said
sprocket-wheel, for effecting the engagement and disengagement of said rotating and
non-rotating brake elements, and means for rotating the sprocket-wheel, substantially
as described.
4. A brake mechanism for bicycles comprising a wheel-hub, a sprocket-wheel
engaging therewith and rotatable thereon, means for applying to said sprocket-wheel
an adjustable resistance, a brake element consisting of parts movable in a plane at
right angles to the axis of said hub, and pivotally secured thereto and rotating
therewith on the end thereof opposite to that on which said sprocket-wheel is secured,
a non-rotatable brake element concentric with said hub, and means within said
hub and rotatable therein between said sprocket-wheel and said non-rotatable
brake element, actuated by said sprocket-wheel for effecting the engagement and
disengagement of said rotating and non-rotating brake elements, and means for
rotating the sprocket-wheel, substantially as described.
5. A brake mechanism for bicycles comprising a wheel-hub, a sprocket-wheel
engaging therewith and rotatable thereon, means for applying to said sprocket-wheel
an adjustable resistance, a brake element consisting of parts movable in a plane at
right angles to the axis of said hub, pivotally secured thereto and rotating therewith,
on the end thereof opposite to that on which said sprocket-wheel is secured, a non-
rotatable brake element concentric with said hub, and means within said hub for
actuating said movable parts consisting of a tube rotatable therein, and operatively
engaging by one end said movable parts, and by its opposite end engaged by said
sprocket-wheel, whereby it is actuated for effecting the engagement and disengagement
of said rotating and non-rotating brake elements, and means for rotating said sprocket-
wheel, substantially as described.
6. A brake mechanism for bicycles comprising a wheel-hub, a sprocket-wheel
engaging said hub and rotatable thereon, means for applying an adjustable resistance
to said sprocket-wheel, a rotating brake element consisting of parts attached to said
hub, which are movable and adjustable in a plane at right angles to the axis thereof,
a non-rotatable brake-element and means within said hub, between said sprocket-wheel
and said movable parts, and actuated by said sprocket-wheel for effecting the
engagement and disengagement of said rotating and non-rotating brake elements, and
means for rotating said sprocket-wheel, substantially as described.
7. A brake mechanisin for bicycles comprising a wheel-hub, a sprocket-wheel
engaging said hub and rotatable thereon, means for applying an adjustable resistance
to said sprocket-wheel, a rotating brake element consisting of parts attached to said
hub which are movable and adjustable in a plane at right angles to the axis thereof,
a non-rotatable brake element and means within said hub for effecting the engagement
and disengagement of said fixed brake element, and said movable parts, consisting of
a tube, cam depressions in said tube with which said movable brake parts engage, and
means of connection between said sprocket-wheel and said tube whereby the rotary
movements of the former actuate the latter, and means for rotating said sprocket-wheel,
substantially as described.
8. In combination, a wheel-hub, a disk on said hub held against rotation thereon,
a sprocket-wheel carried on said hub in proximity to said disk and free for a limited
rotatable movement thereon, and a second disk having a screw engagement with said
hub and thereby adjustable against and from the adjoining side of said sprocket-wheel
whereby the latter may be clamped with more or less force between said disks,
substantially as set forth.
HASELTINE, LAKE & Co.,
45 Southampton Buildings, W.C., Agents for the Applicant.