Improvements in Cycle Hub Brakes.
Year: 1898

page_text: Date of Application, 27th Sept., 1898-Accepted, 28th Jan., 1899
1.
COMPLETE SPECIFICATION.
Improvements in Cycle Hub Brakes.
We, STEPHEN PRIEST, of West Devonport, in the Colony of Tasmania, Builder,
and STEPHEN PRIEST, JUNIOR, of West Devonport,' in the Colony of Tasmania
aforesaid, Joiner, 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 brake mechanism which forms the subject of this invention is of small
weight and comprises an enclosed clutch gear at the hub of the driving wheel, the
said clutch being out of sight and protected from mechanical injury; and other
parts as shown on the attached drawings.
The brake is applied by the action of the feet (instead of by the hands as with
most brakes) and the feet are always allowed to remain in position on the pedals.
The pedals will be motionless when the brake is on and so act as foot rests, the
rider being able to immediately recommence forward pedalling at will. This
feature is notably beneficial to the rider when descending any hill, or grade where
the machine will run by itself, as by having the pedals motionless the labor of
ordinary back pedalling is obviated.
In the drawing herewith Figure 1 is a plan partly in horizontal section of the
hub of the driving wheel of a safety bicycle or the like, there being around the
central axle a driving axle and outside the latter the barrels of a hollow clutch, the
said barrels being adapted to slide laterally. In this figure the brake is "off."
Figure 2 is also a plan partly in horizontal section as in Figure 1 but with the
brake on."
Figure 3 is a side elevation with the brake "off" showing the parts outside the
hub, which parts may in practice be preserved from dust and interference by a
cover (not shown).
Figures 4 to 6 are perspective views of respective details.
A is a friction or brake band one end of which is connected by a suitable sup-
porting stud B to the back stay or other convenient part of the frame of the cycle,
and the other end of which is connected to a lug C on a movable quadrant D which
is pivoted upon the stud B. The teeth E of the quadrant engage teeth F located
upon the cylindrical member G of the clutch which is acted on by the barrel H
when the brake is applied.
A barrel His provided which telescopes into barrel H and has its range of
movement limited by a pin H2 on H working in a slot H³ in H. The relative.
positions of H¹ and H are kept in normal adjustment by a strong spring H+, the
use of said spring being further explained hereafter.
Jis a stationary central axle passing loosely through the cylinder G and also
loosely through the driving axle K which may be integral with but is usually
keyed to the driving sprocket L. The axle K is square or of other equivalent
section and extends through H and H which each fit it accurately so that both
barrels turn together as the driving axle K turns.

page_text: or
61
on
"
Mis the hollow hub having fixed thereto within one end a ring of ratchet
teeth N with which a corresponding ring of teeth 0 at one end of H engages
when the brake is off." Qis a ring of ratchet teeth on G with which a corre-
sponding ring of teeth on the near end of H engages when the brake is "on." The
normal combined length of barrels H, H₁ is shorter than the distance between
the teeth N and Q and these barrels slide laterally whenever the brake is put
"off."
In order that the part G may be unable to slide along the axle J,
the latter has a collar R upon it, against which one side of G abuts, there being
on the other side of G a retaining nut G¹. S is a cap or nut to adjust the driving
axle K and its bearings in place and T is a check nut. When going forward with
the brake off, the sprocket L with axle K revolves (upon suitable bearings) in the
direction of arrow 7 (Figure 4) and barrels H and H revolve in the direction
of arrow 8 (Figure 5) the teeth and N. being interlocked. To put on the brake
the rider stops pedalling; this stops the chain (or its equivalent) and also the
sprocket L and the axle K but as the driving wheel U continues to rotate, the
teeth N do not stop moving, and being unable to carry teeth O with them, they
push the latter towards G until teeth 0 are free from teeth N and teeth. Pare
interlocked with teeth Q any clashing of P and Q being softened by the resilience
of barrel H allowed by the spring H As soon as P and Q engage the effect of a
slight back pressure on the pedals (causing their movement backwards) is to make
the chain turn sprocket L with axle K and also barrels H' and H in the direction
of arrow 9 (Figures 4 and 5) whereupon the teeth F begin to turn thereby swing-
ing quadrant D and closing up the band A upon a brake flange W which is bolted
to the hub. Then so long as the rider holds the pedals at rest the brake must
remain on," but when he starts to pedal forward the barrels H H will begin to
move as per arrow 8 and turn G so as to take off the brake. The teeth P however
owing to their bevel will also proceed to glide out of engagement with teeth Q
bringing teeth into engagement with teeth N.
A pair of inwardly pressing bevelled spring teeth X are used to keep the
barrels H H positively at one side or the other of their range of movement so
that the teeth or 1' when not in engagement shall be held apart to prevent their
being worn down by friction. The bevelled teeth X press upon lugs Y (with
bevelled sides) upon barrel H and by reason of the pressure of the inclined surfaces
the longitudinal movement of barrel H towards whichever side the ratchet teeth
are to be engaged, is accelerated and slightly added to.
Having now particularly described and ascertained the nature of our said inven-
tion and in what manner the same is to be performed we declare that what we
claim is:--
1. In a cycle hub brake, in combination, a stationary axle J; a sprocket L with
driving axle K projecting therefrom, a hub M with internal ratchet teeth N and
barrels H, H having respective ratchet teeth and P the said barrels being
connected telescopically by pin H in slot H2 and kept at a normal relative
position by a spring H substantially as and for the purposes set forth.
2. In a cycle hub-brake, in combination stationary axle J, collar R, sprocket L,
driving axle K hub M internal ratchet teeth N barrels H¹ and H spring H
slot H pin H2 ratchet teeth O and P cylinder G ratchet teeth Q and teetji F
substantially as and for the purposes set forth.
3. In a cycle hub brake in combination, the parts claimed in claim numbered 2
above, together with quadrant Q pivoted on a stud Battached to the frame of the
cycle the said quadrant having teeth E and having a lug C attached to a band
brake A around a flange W substantially as and for the purposes set forth.
4. In a cycle hub-brake, in combination, two or more bevelled spring teeth X,
corresponding bevelled lugs Y upon a barrel H having ratchet teeth P a barrel Hi
having teeth a spring H normally keeping H and H in proper relative
position, and a square or equivalent driving axle K passing through the
barrels H H substantially as and for the purposes set forth.

page_text: 5. In a cycle hub brake, the general combination and arrangement of the whole
of the parts substantially as herein before described and as illustrated in the
accompanying drawings.
Dated this 27th day of September 1898.
WHEATLEY & MACKENZIE,
40, Chancery Lane, London, W.C., Agents.