Year: 1898

page_text: I, HERBERT LEONIDAS BAILEY, of No. 189, La Salle, Chicago, in the County of Cook,
State of Illinois, United States of America, Manufacturer, do hereby declare the
nature of this invention to be as follows:-
This invention relates to brakes specially designed for use in connection with
bicycles, tricycles and similar vehicles, in which the brake is applied by back pressure
upon the driving pedals of the machine, but it relates more particularly to that class
of vehicles that are driven by a driving chain, belt or the like, and in which the
vertical or other movement of the normally slack side of the driving chain induced by
back pedalling is utilized to apply the brake.
The primary object of my invention is simplicity of construction, effectiveness,
capability of applying any degree of power between the maximum and the minimum,
and adjustability for attachment to differing machines.
Another object is the utilization of a rigid segmental piece or hoop as a brake
spoon and support therefor, with means combined therewith for actuation by the
driving chain.
A further object is the provision of simple and effective means for adapting such a
brake device for use in connection with differing machines, which shall be inexpensive
and not liable to easy destruction, clogging or other obstruction to their operation.
According to my invention I employ a rigid segmental piece or hoop having its
central portion enlarged, broadened or Hattened out so as to form a brake spoon. This
piece is pivotally connected to the framing of a bicycle and is so disposed thereon as
to be capable of being applied to the rear or driving wheel, although it may be applied
to any other chain-driven vehicle, or in any other position where the force exerted by
back pedalling or back pressure, which takes the slack out of the normally slack side
of the driving chain, may be utilized to apply the brake or brakes. For causing the
brake to be applied to the wheel I employ an arm adapted to be rigidly secured to the
brake piece in such a manner as to be adjustable thereon both vertically as to its
length and laterally as to its projection therefrom, the free extremity of said arın
carrying means for engaging or bearing upon the said slack side of the chain.
In applying my invention, for example, to an ordinary safety bicycle, each end of
the brake piece may be formed into an eye to receive the pivot therefor, but I prefer
to form a laterally and outwardly extending stud on each end of said piece, which fits
in a perforated lug, depending from the lower half of a clip by which said piece is
adjustably secured to the rear forks or chain stays of the bicycle. The upper portion
of the clip consists of a hook engaging the top of the fork and provided with a screw-
threaded shank, passing loosely through the lower half of the clip to receive a nut on the
lower end thereof, whereby the two parts of the clip may be caused to tightly clamp
the fork at any point.
By means of these clips. the brake piece may be adjusted toward and away from

page_text: the wheel to such position as may be desirable for the operation thereof, this position
depending upon the amount of slack in the chain, for obviously the greater the slack
the more movement can be imparted to the brake. It is of course also desirable that
the distance between the brake and the wheel tyre should normally be sufficient to
prevent clogging with mud.
I prefer to have the brake piece yieldingly maintained in its normally elevated
position out of contact with the wheel rim, and this end, any spring device accom-
plishing the desired purpose may be employed. By the employment of a sufficiently
stiff spring my device can be used as a chain tightener or slack take-up.
The chain-engaging device may be either a flanged roller of rubber; or it may be
a toothed sprocket wheel adapted to rotate continuously, the teeth thereof engaging
the links of the chain; or it may be simply a shoe of raw hide or leather. Both the
roller and sprocket wheel may be provided with ball bearings so as to reduce the
friction occasioned by their rotation as a result of contact with the chain.
In order to adjust this chain engaging device to suit various positions of the slack
side of the chain with relation to the fork, the arm carrying said device is as afore-
said constructed to be adjustable vertically and laterally. This arm may conveniently
consist of a bent rod, the one end of which passes vertically through a suitable bearing,
formed on the brake piece about midway between its centre and one end thereof, a
set-screw, threaded through the side of the bearing, constituting a ready means for
adjusting and securing the rod in position therein. This pivotal connection serves as
a means of adjusting the chain-engaging device laterally and vertically, as the free
end of the rod carrying the chain-engaging device will swing upon an are struck
from the axis of that portion of the rod passing through the bearing. This adjust-
ment also provides for adaptation of the brake to greater or less amount of slack in
the chain, or to wheels in which the chain runs past the rear fork at different distances
below the same, the adjustment for this purpose being effected by sliding the rod up
or down through the bearing and securing the same at the desired point.
Of course, when these adjustments are made, it is necessary also to adjust the chain
engaging device to line up with the chain, and this I accomplish, where the roller or
sprocket wheel is used, by mounting the same upon a stud shaft projecting from an
eye through which freely passes the threaded end of the aforesaid bent rod, to receive
a nut on the lower end thereof, the eye being firmly clamped between said nut and a
shoulder on the rod. This connection permits the rotation of the chain-engaging
device in a vertical plane about the axis of the free end of the rod, so that the wheel
or roller may be brought to a line with the chain and caused to rotate upon an axis at
right angles to the travel of the same. When I employ a shoe for engaging the chain,
the frame of such screw is screw-threaded to fit upon the end of the said bent rod, so
that it may be rotated to any desired position and is secured in such position by the
lock nut which is threaded upon the rod above the shoe.
In
Instead of connecting the arm carrying the chain engaging device to the brake
piece at a point between one end of said piece and the brake spoon, I may connect
such arm thereto at the point where said piece is pivoted to the aforesaid clip.
this construction the arm has a pivotal connection with the brake piece at right angles
to the axis of the pivots thereof, this being afforded by a set-screw passing freely
through an eye and engaging a threaded hole in the end of said piece. By this arm
the lateral adjustment of the chain engaging device is secured. The vertical adjust-
ment of this device as well as the proper alignment thereof, is obtained by means of
an angular rod, on the horizontal portion of which the chain engaging device is
loosely journalled, while the vertical portion of said rod passes loosely through the
bearing formed in the outer end of the arm, a set-screw being provided for locking
the rod in any adjusted position.
In the above described constructions the arrangement is such that the centre of
the chain-engaging device is to the rear of the pivots of the brake piece, that is to
say the brake piece extends to one side of its pivots while the chain-engaging device
extends to the opposite side of the said pivots, so that when the chain is lifted by
having the slack taken out of the same, the chain-engaging device is correspondingly

page_text: Improvements in Brakes for Velocipedes and similar Vehicles.
I, HERBERT LEONIDAS BAILEY, of No. 189, La Salle, Chicago, in the County of Cook
and State of Illinois, 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 especially designed for use in connection with
bicycles, tricycles and similar vehicles, in which the brake is applied by back pressure
upon the driving pedals of the machine, but it relates more particularly to that class
of vehicles that are chain-driven, and in which the vertical or other movement of the
normally slack side of the driving chain induced by back pedalling is utilized to
apply the brakes.
The primary object of my invention is simplicity of construction, effectiveness,
capability of applying any degree of power between the maximum and the minimum,
and adjustability for attachment to different machines.
Another object is the utilization of a rigid segmental piece or hoop as a brake
spoon and support therefor with means combined therewith for actuation by the
driving chain.
A further object is the provision of simple and effective means for adapting such a
brake device for use in connection with different machines, which shall be inex-
pensive and not liable to easy destruction, clogging or other obstruction to their
operation.
These and such other objects as may hereinafter appear are attained by the device
illustrated in the accompanying drawings, in which,
Figure 1 represents a detailed side elevation of a portion of a chain-driven vehicle,
showing the preferred form of brake embodying my invention applied thereto.
Figure 2 represents a plan of the same.
Figure 3 represents a detailed plan view showing the adjustment of the brake for a
different machine.
Figure 4 is a detailed side elevation showing a modified form of chain-engaging
device.
Figure 5 represents a rear elevation thereof partly in section.
Figure 6 is a detailed section on the line 6-6 of Figure 5.
Figure 7 is a detailed elevation showing another modified form of chain-engaging
device.
Figure 8 is a detailed section on the line 8-8 of Figure 7.
Figures 9 and 10 are elevation and plan views, respectively, similar to Figures 1
and 2, but illustrating a modified form of my brake.
Figure 11 is a detailed section on the line 11-11 of Figure 9, and
Figure 12 is a detailed elevation showing the spring clip attachment of one end of
the hall to the frame of the machine.
Similar letters of reference indicate the same parts in the several figures of the
drawings.
A indicates the driving sprocket wheel, B the sprocket chain passing round said

page_text: wheel and around the driven sprocket wheel of the driving wheel of the machine,
all of which is now so well understood in the art as not to require illustrating
herein. The fork C, illustrated in the drawing is preferably the rear fork of
a bicycle, D indicating the rim of the rear wheel and E the tire, it being the
purpose of my invention to have the brake applied to the rear or driving wheel
of a bicycle, although it may be applied to any other chain-driven vehicle, or in
any other position where the force exerted by back pedalling or back pressure,
which takes the slack out of the normally slack side of the driving chain, may be
utilized to apply the brakes.
To the rear fork, at each side of the wheel and adjacent to the rim thereof, is
pivotally connected the ends of a rigid segmental piece or hoop F, which constitutes
the brake spoon and hanger therefor. I prefer to enlarge or broaden the hoop at its
centre, as at G, so as to increase the area of that part of the same which makes
contact with the wheel tire, and thus avoid the danger of injury to the tire which
might result if a narrow part were used, for the brake may be applied with sufficient
power to arrest the rotation of the wheel, and I have found by experience that a
narrow brake piece is more prompt and sudden in its action than is desirable.
Each end of the brake piece or hoop may be formed into an eye to receive the pivot
therefor, but I prefer to form a laterally and outwardly extending stud H on each end
of the said piece, which fits in a perforated lug I, depending from the lower half of
the clip J by which said piece is adjustably secured to the forks or chain stays of the
bicycle, the upper portion of the clip consisting of a hook K engaging the top of
the fork and provided with a screw-threaded shank L, passing loosely through the
lower half J of the clip to receive a nut M on the lower end thereof, as illustrated in
Figure 5, whereby the two parts of the clip may be caused to tightly clamp the fork
bars at any point.
I prefer to have the brake piece yieldingly maintained in its normally elevated
position out of contact with the wheel rim, and to this end, any spring device
accomplishing the desired purpose may be employed.
In Figure 12 I have illustrated a simple device for this purpose consisting of a
U-shaped flat spring N embracing one end of the brake piece having a laterally
perforated ear through which the shank of the clip passes, the body of the spring
being interposed between the end of the brake piece and the lower part of the clip.
The two ends O and P of the spring terminate forward of the clip and in contact
with the end thereof forward of the brake-piece, the normal tension of the spring 3
serving to hold the brake-piece in its normal position. When, however, the brake-
piece is swung down upon its pivots, as hereinafter described, the arm P will yield
under such pressure, but as soon as the pressure is withdrawn or relieved the arm P
will cause the brake-piece to rise and resume its normal position.
By means of the clips, the brake piece may be adjusted toward and away from the 4
wheel to such position as may be desirable for the operation thereof, which position
will depend, of course, upon the amount of slack in the chain, for the greater the
slack the more movement can be imparted to the brake. And of course it is desirable
that the distance between the brake and the wheel tyre should normally be sufficient
to prevent clogging with mud. I have found by practice that a space of one-half to 4
three-quarters of an inch may be left and yet all of the movement necessary for the
application of the brakes be obtained with a very moderate amount of slack in the
chain, for the chain-engaging devices are applied at such a point that the greatest
inovement of the chain is obtained, and indeed, by the employment of a sufficiently
stiff spring for maintaining the brake out of contact with the wheel; my device can 5
be used as a chain tightener or slack take-up without an objectionable amount of
friction, which therefore enables the safe and satisfactory operation of the machine
with an abnormally slack chain, and when such a slack chain is used the brake ball
may be set an inch or more away from the tyre, it is not necessary to have the brake
so delicate or prompt in its operation and slight back pressure may be applied 5
in slowing down the speed without the necessity for applying the brake at all.
The chain-engaging device may be either a flanged roller Q of rubber, illustrated

page_text: in the preferred construction in Figures 9 and 10, which is intended to ride upon the
top of the slack side of the chain, or it may be a toothed sprocket wheel R such as
that illustrated in Figures 4 and 5, the teeth of which engage the links of the sprocket
chain and the wheel rotating continuously, or it may be simply a shoe S of raw hide
or leather, as illustrated in Figures 7 and 8.
Both the roller Q and sprocket wheel R may be provided with ball bearings so as
to reduce the friction occasioned by their rotation as a result of contact with the
sprocket chain,
These contacting devices may be attached to the brake-piece in any suitable
manner, the preferred construction being that illustrated in Figures 1 to 8, inclu-
sive, this being the simplest construction known to me and one which provides a
ready means of adjustment for wheels in which the location of the chain with relation
to the rear forks may vary considerably. This means of adjustment consists of a
bent rod a, the one end of which passes vertically through a suitable bearing b,
formed on the brake piece about mid-way between its centre and one end thereof,
a set-screw c, threaded through the side of the bearing, constituting a ready means
for adjusting and securing the rod in position in the bearing. This pivotal connec-
tion serves as a means of adjusting the chain-engaging device laterally and vertically,
as the free end of the rod carrying the chain-engaging device will swing upon an arc
struck from the axis of that portion of the rod passing through the bearing. This
adjustinent is clearly shown in Figure 3, in which the chain is shown as passing the
brake further out from the rear fork than in Figures 1 and 2. This adjustment also
provides for adaptation of the brake to greater or less slack in the chain, or to wheels
in which the chain runs past the rear fork at different distances below the same, the
adjustinent for this purpose being effected by sliding the rod a up or down through
the bearing and securing the same at the desired point.
Of course, when these adjustments are made, it is necessary also to adjust the
chain engaging device to line up with the chain, and this I accomplish where the
roller or sprocket wheel is used, by mounting the same upon a stud shaft d projecting
from an eye e through which freely passes the threaded end of the aforesaid bent
rod a, to receive a nut f on the lower end thereof, the eye being firmly clamped
between said nut and a shoulder on the rod a, as illustrated in Figure 6. This con-
nection permits the rotation of the chain-engaging device in a vertical plane about
the axis of the free end of the rod a, so that the wheel or roller may be brought to a
line with the chain and caused to rotate upon an axis at right angles to the travel of
the same.
With the construction of chain-engaging device illustrated in Figures 7 and 8, the
frame I of such shoe is screw-threaded to fit upon the end of the said bent rod a, so
that it may be rotated to any desired position and is secured in such position by the
lock nut h which is threaded upon the rod above the shoe.
In all three of the constructions shown in Figures 1 to 8, inclusive, it may be
observed that the centre of the chain-engaging device is to the rear of the pivots
of the brake piece, that is to say the brake piece extends to one side of its pivot,
while the chain-engaging device extends to the opposite side of the said pivots so
that when the chain is lifted by having the slack taken out of the same, the chain-
engaging device is correspondingly lifted, while the brake piece is thrown down and
thus brought to bear upon the wheel tyre. This disposition of the parts is necessary
in the above described constructions, because if the chain engaging devices were on
the same side of the pivots as the brake piece, the latter would be lifted instead of
being swung down into engagement with the wheel tyre.
In Figures 9 and 10 I have illustrated a modification of my invention, in which
the brake piece and the arm carrying the chain contacting device constitute a lever
of the first class, with the pivot of the brake piece as the fulcrum therefor, but in
other respects the action of the brake is identical with that previously described.
In this construction the arm i extending rearwardly from the pivot of the brake-
piece has a pivotal connection with the brake piece at right angles to the axis of the
pivots thereof, this being afforded by a set-screw j, passing freely through ar eye and

page_text: engaging a threaded hole in the end of said piece. By this arm the lateral adjust-
ment of the chain engaging device is secured. The vertical adjustment of this
device as well as the proper alignment thereof, is secured by means of an angular
rod, on the horizontal portion of which the chain-engaging device is loosely journalled,
while the vertical portion of said rod passes loosely through the bearing formed in
the outer end of the arm i, a set-screw being provided for locking the rod in any
adjusted position.
The numerous advantages of a brake constructed in accordance with this invention
are apparent, though many of them have been hereinabove set forth, chief among
which may be mentioned the simplicity of the brake, the few parts and small cost
of manufacture, the great strength and rigidity thereof, and the readiness of
adjustability of the parts to fit different machines.
Another advantage, which I may mention, of having the centre of the brake-piece
flattened or broadened where it makes contact with the tyre is that the face of this
flattened part serves as a ready means of determining the position upon the rear
forks that the clips should be secured in when the brake is applied to the wheel,
for it is necessary that the face of the brake piece should bear against the tyre flatly
when depressed for application of the brakes, and by depressing it by hand when the
brakes are applied the clips will be forced to their proper position on the rear forks,
and no further adjustment is necessary. Of course, this is not necessarily true where
the brake piece has no flattened portion but is round or has any round surface applied
thereto, for in such case the position of the clips on the rear fork will depend upon
the position it is desired the brake piece shall assume when out of play, which
position would depend upon the slack in the chain and the amount of movement of
the brake-piece desired.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed, I declare that what I
claim is :-
1. In a brake for chain-driven vehicles the combination with a brake-piece
pivotally secured to the frame of the machine of a chain-engaging device attached to
said brake piece and adapted to rock the same on its pivot when actuated by the
movement of the normally slack side of the driving chain, substantially as
described.
2. In a brake for chain-driven vehicles the combination with a brake-piece pivoted
to the frame of the machine of a chain-engaging device attached to said piece and
adapted to rock the same on its pivots when actuated by the movement of the
normally slack side of the chain and a spring for yieldingly maintaining and restoring
said brake piece to its normal position out of contact, substantially as
described.
3. In a brake for chain-driven vehicles the combination with a brake-piece pivotally
secured to the frame of the machine of a chain-engaging device attached to said piece
and a vertical adjustable connection between said device and the brake-piece
substantially as described.
4. In a brake for chain-driven vehicles the combination with a brake-piece pivotally
secured to the frame of the machine and a chain-engaging device secured to said
piece of a laterally adjustable connection between said device and the brake-piece,
substantially as described.
5. In a brake for chain-driven vehicles the combination with a brake-piece pivotally
secured to the frame of the machine, and a chain-engaging device attached thereto, of
a laterally and vertically adjustable connection between said device and the brake-piece,
substantially as described.
6. In a brake for chain-driven vehicles the combination with a brake-piece pivotally
connected to the frame of the machine, and a chain-engaging device attached to said
piece, of a laterally and vertically adjustable connection between said devices and the
brake-piece, said device being capable of rotation on an axis at right-angles to the
axis of its immediate support, substantially as described.
4

page_text: 7. In a brake for chain-driven vehicles the combination with a brake-piece pivotally
secured to the frame of the machine of a chain-engaging device connected with said
brake-piece at a point between one end and the centre thereof, substantially as
described.
8. In a brake for chain-driven vehicles the combination with a brake-piece pivotally
secured to the frame of the machine of a chain-engaging device attached to said piece at
a point between one end and the centre thereof, said device being vertically and laterally
adjustable, substantially as described.
9. In a brake for chain-driven vehicles the combination with a brake-piece pivotally
secured to the frame of the machine of a rotary chain-engaging device attached to
said brake-piece between one end and the centre thereof, said device being laterally
and vertically adjustable, and revoluble on an axis at right angles to its axis of
rotation.
Doted this with ... ST 1000
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicant.