Improvements in Brakes for Bicycles.
Year: 1897

page_text: Date of Application, 29th Mar., 1897-Accepted, 22nd May, 1897
Improvements in Brakes for Bicycles.
I, GEORGE THOMAS WARWICK, of 62 Oriental Street, in the City of Newark,
in the State of New Jersey, United States of America, Manufacturer, 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 brakes for bicycles and analogous vehicles, and pertains
more particularly to a class of brakes which are constructed so as to be operated by
reason of the back-pedaling action accomplished by the rider.
The objects of the present invention are to devise a brake mechanism of the class
indicated which shall be very efficient and certain in its braking action ;--very
simple and light in construction, involving the necessity of the least possible number
of parts additional to those commonly employed at the hub and axle of the vehicle ;-
and which is susceptible of application in a most compact and secluded manner,
internally in the hub, being concealed from view and protected against exposure
and dirt.
The invention consists in a brake for bicycles or other vehicles, in the combination
with a hub, and a member as a sprocket-wheel mounted on and movable in unison
with the hub, and having an additional independent movement relative to the hub,
a fixed support or axle, and an appliance comprising a cylindrical shell, constructed
to be constricted or diametrically contracted under torsional stress, having one
portion thereof connected to the hub, and another to the said backward and
forwardly movable member, and adapted when said member has its independent
movement to be constricted about and bind upon the adjacent fixed part or axle..
The invention furthermore consists in certain subordinate constructions and
arrangements of parts all substantially as will hereinafter fully appear and be set
forth in the claims.
In the accompanying drawings, my improvements in brake mechanism are
illustrated as applied in relation to the hub of the rear wheel of a bicycle and the
axle about which said hub rotates; and in said drawings,
Figure 1 is a sectional view centrally through the hub, and its appliances, and
through said brake mechanism, the axle, which is understood as fixed, and the
cones, being represented in side view.
Figure 2 is a side view of the device which comprises the constrictive
convolutions and which constitutes a prominent component in the improved
mechanism.
Figures 3 and 4 are views of the different ends of said constrictive device.
Figures 5 and 6 are views taken at the opposite ends of the wheel hub, disclosing
important structural features to be hereinafter pointed out.
Figure 7 is a cross sectional and face view of parts as seen at the plane indicated
by the line 7-7, Figure 1, looking towards the right.
Figure 8 is an outer face view of a frictional ring to be hereinafter mentioned.
Figure is a side view showing a modification of the device illustrated in
Figure 2.
Similar characters of reference indicate corresponding parts in all of the views.
In the drawings, A represents the hub, the same being constructed as usual
except in respect of the grooves.g. g extended longitudinally within its inner wall

page_text: 'rom the one end, and the recesses or apertures 10 cut longitudinally from and
within its other end whereby such end portion of the annular hub is divided into
the separated are formed members, prongs or projections h h h.
As usual, the hub has at its one end the ball-case B2 which is formed with the
cylindrical hub-like extension 14, which screws in the end of the hub and has the
external step-like flange 13 which overlies the end of the hub.
At the other end of the hub, the sprocket-wheel C and the ball-case B are
shown as integrally formed, although these parts may be separately formed
if desired.
The sprocket-wheel is constructed and applied on the hub so as normally to
rotate in unison therewith, but to have an independent rotational movement on and
relative to the hub; and as shown the sprocket-wheel has the three arc formed
recesses or apertures iii which enable the sprocket-wheel to be slipped over the
separated projections of the hub, and to have an interlocking engagement
therewith, it being perceived however, that the said recesses i are somewhat longer
than the arc on which the separate projections of the hub are comprised, all
whereby, when the sprocket-wheel is being positively turned by the sprocket chain,
as the wheel is driven in the direction of the large arrow Figure 7, the end
boundaries of the recesses i are in contact with the adjacent edges of the hub
projections so that the hub is positively driven as one with the sprocket-wheel,
but whereby, on the other hand, the wheel and hub, assumed to be running by
momentum, or on a down grade, when a retarding force is applied to the sprocket-
wheel in the direction of the small arrow in Figure 7, as would be accomplished by
a back-pedaling as well known in bicycling, the sprocket-wheel will have a slight
extent of independent, reverse rotational movement relative to the hub, as permitted
by the recesses i being elongated.
h
D represents the axle about which the hub rotates, the same being understood as
adapted to be set and confined between the rear legs or fork of the bicycle frame,
the axle being properly equipped with cones between which and the race grooves in
the ball-cases are comprised the balls.
The intermediate portion of the axle D as shown is constructed of somewhat
increased diameter beyond that usually given to the rear wheel axle in bicycles,
which is a provision of preference, and not of necessity; and in order that the axle
may not, by reason of its increased diametrical dimension, be unduly heavy, it may
be cored out or constructed hollow.
G represents the device which comprises the several convolutions a a,-the same,
as I have constructed it, consisting of a cylindrical shell open from end to end
baving at its one end the external radially extending projections or trunnions 6 and
having at its opposite end, the several holes or sockets extending from such end
longitudinally within the thickness of the wall of the shell; and the convolutions
are constituted by a helical kerf 15 which preferably has its beginning near, but
within one end of the shell, and extends in its helical course nearly, but not quite
throughout the length of the annular shell terminating within the opposite end
thereof, as more particularly seen in Figure 2.
This kerfed shell G is slipped within the annular space in the hub between the
latter and the enlarged portion of the axle D, its end trunnions bb being sunk
within, and having an interlocking engagement with the side walls of the grooves g 9,
whereby the end of the constrictive device becomes anchored to the hub. The
aforementioned cylindrical hub portion 14 of the ball-case B3 being screwed in place
in the left band end of the hub, within the internally threaded wall within which
the aforesaid grooves 9 9 are provided, covers and conceals the adjacent end of the
constrictive shell G and may also serve to prevent any undue end wise movement or
displacement of the latter.
With the opposite ends of the said constrictive shell G,-in the sockets
thereof, interlock and engage the studs or projections d d inwardly and longitudinally
extended from the inner face of the sprocket-wheel C, all whereby as the sprocket-
wheel has its limited independent reversed rotational movement relative to the hub

page_text: as aforesaid, a twisting movement is imparted to the constrictive shell,-the
farther end of which it is remembered, is immovable relative to the hub,-which
twisting movement causes a constrictive action of the convolutions of the part G,
that is, a diametrical contraction thereof resulting in a frictional bind against the
periphery of the axle D, and a most effectual braking and retardation of the running
wheel hub.
I desire to state that the kerf 15 may be extended from end to end of the
device G, that is, the device may be produced by a strip or strap of flat spring.
metal wound in helically running convolutions or the kerf may extend from near
the one end of the shell quite to the other, but the device G constructed as shown,
is deemed to be considerably the best, as it is susceptible of all requisite constriction
as described, being sufficiently sensitive under moderate applied force, and at the
same time, the so constructed device possesses a desirable stability, which it would
not have were it rendered more flimsy by having the kerf extended from end to end
as it might be even with fair results.
It will be perceived that the brake device hereinabove described involves or
necessitates, in addition to the usual axle, hub and sprocket-wheel, merely one part,
to wit; the constrictive device G, all else necessary to render the device operative
being features or formations of construction in the hub and sprocket-wheel which
cannot be regarded as additional parts or anything which will create additional
weight.
I have, however, shown at f an annular friction ring having a curved or ogee
cross section, surrounding the end portions hhh of the hub and bearing against the
outer face of the sprocket-wheel, and held in place by the locking nut m. This will
serve to retain the sprocket-wheel in any given set position relative to the hub so
that after a back-pedaling pressure has been exerted to set the brake, the brake
will remain set until a purposed forward pedaling, or driving movement of the
sprocket-wheel is given.
I may employ in my improved brake a cylindrical shell G2 located and connected
in the device in the corresponding situation and manner to the shell G which in lieu
of having a helical kerf or slot may have a longitudinally extending slot 15%, this
having as well as the shell G a capacity for constriction in the application of a
twisting force thereupon.
Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be performed, I declare that what
I claim is:
:
1. In a brake for bicycles and other vehicles, in combination, a hub and a member
as a sprocket-wheel, mounted on and movable with the hub, and having an additional
independent movement relative to the hub, a fixed support or axle, and an appliance
comprising a cylindrical shell, constructed to be constricted or diametrically contracted.
under torsional stress, having one portion thereof connected to the hub, and another
to the said backward and forwardly movable member, and so arranged that when
said member has its independent movement, it will be constricted about, and bind
upon, the adjacent fixed part or axle.
2. In a brake for bicycles or other vehicles, in combination, a hub and a member
mounted on, and movable in unison with the hub, and having an additional
independent movement relative to the hub, a fixed support or axle, and an appliance
which consists of a shell provided with a helical slot whereby a series of
convolutions are provided having one portion thereof connected to the hub, and
another to the said movable member, and adapted when said member has its
independent movement to be constricted about the adjacent fixed part or axle.
3. In a brake for bicycles or other vehicles, in combination, a hub, and a
sprocket-wheel mounted on, and movable in unison with the hub, and having an
additional independent movement relative to the hub, a fixed axle around which
said hub rotates, and a cylindrical shell constructed with a slot and capable of being
constricted under a twisting force thereupon located in the annular space between
:

page_text: the hub and axle, having its one end connected to the hub, and its other to the
said sprocket-wheel, and adapted when said sprocket-wheel has its independent
movement in one direction to be constricted about the adjacent fixed part or axle,
substantially as described.
4. In a brake for bicycles or other vehicles in combination, a hub and a member
mounted on and movable in unison with the hub, and having an additional
independent movement relative to the hub, a fixed support or axle, and a shell
constructed with a slot and capable of constriction under a twisting force, a series
of convolutions, having one portion thereof connected to the hub and another to the
said backward and forwardly movable member, and a friction device having bearing
against said sprocket-wheel, substantially as described.
5. In a brake for bicycles or other vehicles in combination, a hub, and a member
mounted on and movable in unison with the hub, and having an additional
independent movement relative thereto, an axle, and an appliance comprising a
series of convolutions, having one portion thereof connected to the hub, and another
to the said backward and forwardly movable member, the friction ring f surrounding
an end portion of the hub, and bearing on the face of the sprocket-wheel, and the
nut m screwing into the end portion of the hub, against said friction ring, all
substantially as and for the purposes set forth.
6. In a brake for bicycles or other vehicles in combination, a hub having within
its one end one or more grooves g, and a member mounted on and movable in
unison with the hub, and having an additional independent movement relative to
the hub, a fixed axle, and an appliance comprising a series of convolutions, having
at one end thereof the one or more projections h, engaged in said grooves of the
hub, and having its other end connected with said movable member, for the purpose
set forth.
7. In a brake mechanism, in combination, a hub, having within its one end the
internal longitudinal grooves 99, and a sprocket-wheel mounted on and adapted to
be movable in unison with the hub, and having an additional independent movement
relative to the hub, a fixed axle around which said hub rotates and an appliance
located within the annular space between the hub and axle comprising a series of
convolutions, and having at one end the projections 6 engaging in said hub grooves g
and having at its other end an endwise interlocking a pin and socket engagement
with said sprocket-wheel, substantially as and for the purpose set forth.
8. In combination, a hub and a sprocket-wheel mounted on and movable with the
hub and having an additional independent limited movement relative thereto, a fixed
axle and the device G comprising the series of convolutions having one portion
thereof connected to the hub and having within its other end portion one or
more sockets within which studs or projections which are provided upon an
adjacent part of the sprocket-wheel have an interlocking engagement, substantially
as described.
9. In a brake for bicycles or other vehicles, the combination with a hub
having its end constructed with recesses 10 whereby the separated are formed
members h h are produced, or the sprocket-wheel having the arc formed recesses or
apertures, which are of somewhat greater extent than the widths of said pro-
jections h, the axle and the shell G having the convolutions a a, said shell having
one end portion secured to the sprocket-wheel another end portion thereof being
engaged with the hub, substantially as described.
10. In a brake the combination with the hub having its one end internally
screw-threaded and also provided with the grooves 9 g, of the sprocket-wheel
mounted on the hub to turn therewith and to have an independent movement, the
axle extended through the hub, the shell G having the convolutions a a, and the
external projections 6 entered in said grooves g 9, and having its other end inter-
locked with the sprocket-wheel and the ball-case B' having a cylindrical portion,
threading in the end of the hub, covering the said shell G.
11. In a brake, in combination, a hub and a member mounted on and movable
with the hub and having an independent movement relative to the hub, a fixed axle

page_text: or support relative to which the hub rotates and the cylindrical shell having a slot
of longitudinal trend which begins and terminates within the ends of said shell,—
one end of the shell being engaged with the hub, and the other with said backward
and forwardly moving member.
AD 1907