Improvements in Brakes and Driving Mechanism for Velocipedes.
Year: 1899

page_text: ate of Application, 17th June, 1899--Accepted, 29th July, 1899
COMPLETE SPECIFICATION.
Improvements in Brakes and Driving Mechanism for Velocipedes.
We, CHARLES OSCAR BARNES, of No. 722, Prospect Avenue, Buffalo, New York,
and EDWARD ALFRED JONES, of Military Road, Tonawanda, Erie County, New
York, both in the United States of America, Machinists, 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 more particularly to that class of cycle brakes which
are supplied to the hub of the rear wheel and which permit the feet being kept
at rest on the pedals in coasting.
The object of this invention is the provision of an effective coaster and brake
of this kind in which the brake members are so arranged that the same can be
constructed of a comparatively large diameter or area without interfering with
the driving chain or other driving mechanism of the machine and without
necessitating a wider build of the wheel than the standard generally adopted by
cycle manufacturers.
Referring to the accompanying drawings:-
Figure is a longitudinal sectional elevation of a wheel hub provided with
our improved coaster and brake, the rear fork lugs being shown in connection
with the hub.
Figures 2 and 3 are transverse sections in lines 2-2 and 3-3, of Figure 1,
showing the reversely arranged clutches.
Figure 4 is a transverse section in line 44 Figure 1, showing the brake
released.
Figure 5 is a section on the same line, showing the brake applied.
Figure 6 is a side elevation of one of the rear fork lugs and the dust cap of
the brake, showing the means for holding the cap against turning.
Fig. 7 is a detached perspective view of the sleeve which transmits the move-
ment of the back-pedaling or brake clutch to the expanding cam of the brake
shoes.
Figure 8 is a detached longitudinal section of said sleeve and its bearing
cones.
Figure 9 is a detached interior view of the dust cap.
Figure 10 is a face view of the adjustable cone.
Figure 11 is a longitudinal sectional elevation of the wheel hub, showing a
modified construction of the brake and
Figure 12 is a transverse section on line 12--12 Figure 11.
Like letters of reference indicate corresponding parts in the several figures.
A represents the rear-fork lugs of a bicycle frame having the usual horizontal:
slots a, and B is the stationary axle of the rearwheel arranged in said slots and
having the usual stop nuts against which the inner sides of the fork lugs abut.
The axle is clamped in the fork lugs by the customary screw nuts b¹ applied.to
the screw threaded ends thereof on the outer side of the fork lugs, as shown in.
Figure 1.

page_text: C is the wheel hub or barrel which is journaled on the axle by ball bearings
of any suitable construction. In the construction shown in the drawings, the
hub is provided in its ends with outwardly facing bearing cups c and the cones
or inner members of the ball-bearings are mounted on opposite ends of a
sleeve 1) which surrounds the axle B.
The sprocket or driving wheel which is mounted on one end of the hub is
connected with the hub by a clutch of any suitable or well known construction
which compels the hub to turn forwardly with the sprocket wheel but allows the
latter to remain at rest while the hub continues its forward movement, in coast-
ing, or to be turned backwardly independently of the hub for applying the brake,
in a manner common to such coasters and brakes. In the construction shown in
the drawings, the sprocket or driving wheel consists of a circular hub or inner
portion E which is rigidly secured upon the end of the wheel hub and a loose
rim portion E' mounted on said inner portion and confined thereon by a flange e
formed at the outer side of the rim portion and overlapping the outer side of the
hub portion E, and a ring or cap el secured by screws 2 or other means to the
opposite side of the rim portion and overlapping the inner side of the hub portion,
as shown in Figure 1. The clutch interposed between these parts may consist
of transverse rollers e³ arranged in recesses e' formed in the periphery of the hub
portion and provided with inclined bottoms between which and the inner sur-
face of the sprocket rim the rollers are wedged by the forward rotation of the
sprocket wheel, in such a manner that the wheel hub C is compelled to turn
forward with the sprocket rim, while the latter is allowed to remain at rest or to
turn backward while the wheel hub continues its forward movement.
The sleeve D which surrounds the axle is capable of turning on the latter and
is connected with the sprocket rim E by a suitable clutch acting reversely to
the coasting clutch just described, so that the sleeve is not effected by the forward
rotation of the said rim, but is compelled to turn backward therewith when the
rider back-pedals. In the construction shown in the drawings, the sleeve D) is
provided at the end adjacent to the sprocket rim with a fixed clutch disk y having
peripheral recesses g', similar to those of of the sprocket hub E¹, which recesses
receive clutch rollers 2 which become bound between the sloping bottoms of
the recesses and the surrounding flanges e of the sprocket rim when the latter
is turned backward in back-pedaling. As clearly shown in Figures 2 and 3, the
bottoms of the recesses of the two clutch members and g slope in opposite direc-
tions, to obtain this reverse action of the clutches. The clutch disk g is preferably
brazed to the sleeve D and as an additional fastening, it is provided with radial
tongues projecting from diametrically opposite sides of its axial opening and
entering longitudinal slots h₁ formed in the sleeve and extending inwardly
from the adjacent end thereof, as shown in Figures 1, 3 and 7. The sleeve 1)
is preferably journaled at its ends on the stop nuts b which latter are provided
with inwardly-extending cones i which enter concave or conical seats formed
in the ends of the sleeve, as shown in Figures 1 and 8. These nuts can be readily
adjusted to allow the sleeve to turn freely and at the same time to prevent loose-
ness and rattling of the same.
h
J is a stationary disc or support arranged adjacent to the end of the wheel
hub opposite that at which the sprocket or driving wheel is located. This sup-
porting disc is arranged on the inner side of the adjacent fork lug A and is held
held against turning by any suitable means, the device shown in the drawings
consisting of a stud secured to the outer side of the disk and projecting into
the slot of the fork lug, as shown in Figures 1 and 6.
K represents movable brakeshoes or segments mounted on the inner side of the
supporting disk J and adapted to bear against a brake disk or member L secured
to the adjacent end of the wheel hub C, so as to retard the rotation of the hub.
This brake disc is provided with an inwardly extending marginal flange or rim!
against the inner face of which the peripheral faces of the brake shoes are adapted
to bear. Each of the brake shoes K is supported centrally by a guide pink which

page_text: projects from the inner side of the supporting disc J and enters a transverse
slot formed in the shoes, as shown in Figures 1, 4 and 5.
M is a rotary cam wheel mounted on the end of the sleeve 1) at which the
brake shoes K are located and bearing with its eccentric or cam faces against
radial lugs or toes n which extend inwardly from one end of the segmental shoes,
so that when said cam is turned backwardly with said sleeve, in backpedaling,
it forces the brake shoes outwardly against the surrounding rim of the brake
member L. The cam wheel M is held against turning on the sleeve D by radial
tongues m projecting inwardly from opposite sides of its central openings and
arranged in longitudinal slots m₁ formed in said sleeve and extending inwardly
from its adjacent end, as shown in Figures 4, 5, 7 and S.
Each brake shoe K is provided at the same end at which its toe n is located
with a lip or extension, which bears against the inner edge of the adjacent
end portion of the adjoining shoe, as shown in Figures 4 and 5. By this con-
struction, each brake shoe is moved outward uniformly at both ends
and the shoe is caused to bear against the brake member L of the
hub throughout the periphery of the shoe, thereby obtaining a correspondingly
large contact area and preventing the uneven wear and partial contact of the
shoes which is liable to result when the shoes are pivoted to their support at one
end only.
o is a spring whereby the brake shoes are drawn out of contact with the brake
member when the movement of the cam wheel N is reversed by forward
pedaling. The spring preferably consists of a split circular ring of spring-wire
which passes through openings formed in the toes n of the brake shoes and which
is expanded by the spreading movement of the shoes, so as to retract the shoes
by its contraction.
When the brakes shoes are released from the brake member L of the wheel
hub they tend to move forwardly with the hub by reason of their frictional con-
tact with the same. If the guide slots of the shoes were arranged radially,
this tendency of the shoes to follow the movement of the hub would cause binding
of the sides of the slots against the guide pins k, and in order to reduce' this
friction to a minimum, the slots are arranged obliquely or at an angle to a
radial line and so as to tend forwardly or in the direction in which the wheel
hub turns, as shown in Figures 4 and 5.
Το
In order to obtain additional brake surface, the brake shoes K are preferably
capable of moving laterally as well as radially, so that they may bear against
the brake member L at their inner sides as well as at their periphery.
produce this inward or lateral movement of the brake shoes, the periphery of the
latter is beveled or inclined outwardly and the opposing rim of the brake mem-
ber L is correspondingly beveled or flared inwardly on its inner side, as shown in
Figure 1, so that when the shoes are forced outwardly by the rotation of the cam
wheel M, they are at the same time moved laterally against the flat outer face
of the brake disc L by the action of the beveled faces of the brake shoes and the
rim. For the purpose of increasing the friction between the shoes and the brake
member L, the shoes are preferably provided on their periphery and their inner
sides with a facing of vulcanite or other suitable material, as shown. In order
to move the brake shoes outwardly. in a lateral direction for withdrawing the
same from the flat side of the brake member L, when the brake is released, the
guide pins of the shoes are arranged to converge outwardly or toward the
supporting disc J, as shown in Figures 1 and 9. When the expanded brake shoes
are released, the contractile movement of the shoes produced by the spring o
causes the outer ends of the slots of the shoes to bear against the 'converging
guide pins k, thereby directing the shoes toward the supporting disc and with-
drawing the same from the opposing side of the brake member L.
The supporting disc J is provided with an inwardly extending marginal
flange, which surrounds and encloses the rim 7 of the brake disc L, forming
a cap for excluding dust from the brake.

page_text: q is a cap applied to the outer side of the clutch disky and the sprocket rim E
for covering the joint between these parts and retaining the clutch rollers g² in
place. This cap has an inwardly extending flange g which overlaps an annular
shoulder of the sprocket rim and which is secured to the latter by screws, as
shown in Figure 1, or by other suitable means.
In order to provide for the adjustment of the hub bearings, the cone or inner
member at the brake end of the hub is made adjustable on the sleeve ]) by
means of a screw thread, as shown. This cone projects beyond the end of the
sleeve and clamped in place by a lock nut applied to the screw threaded end
of the sleeve and acting upon said cone through the medium of the intermediate
cam wheel M which bears against the outer end of the cone or inner member,
as shown in Figure 1. The tongues m of the cam wheel, while holding the
wheel against turning on the sleeve, permit the same to slide lengthwise of the
sleeve in locking the adjustable cone in position after adjusting the bearings.
This cone is provided in its outer face with an annular row of openings Figure 10
adapted to receive a suitable implement for turning it, the implement being
passed through an opening formed in the cap J and normally closed by a screw
plugs Figure 6. The lock nut r is provided at its outer end with a flange r
which holds the cap J against outward displacement.
The operation of our improved coaster and brake is as follows:
In propelling the machine in the ordinary way, the wheel hub C is caused to
turn forwardly with the sprocket or driving wheel Eby the main or coasting
clutch, while the sleeve D which forms the connection between the sprocket wheel
and the brake-applying devices, remains at rest under these conditions, allowing
the brake shoes to remain in a retracted position. In coasting, the rider simply
keeps his feet at rest on the pedals, when the wheel hub will continue its forward
movement independently of the sprocket or driving rim, in a well known manner.
To apply the brake, the rider back-pedals, which movement, being transmitted to
the sprocket rim by the usual chain or other transmitting means, causes said
rim to turn rearwardly. This rearward movement is imparted to the sleeve D
and its cam wheel M by the brake clutch gg2, causing the brake shoes to be
forced outwardly against the surrounding rim of the hub member L and laterally
against the flat face of said member, by the action of the cam wheel M and the
co-operating beveled faces of the brake shoes and the rim l, as herein before de-
scribed. Upon again pedaling forwardly, the sleeve D is turned in the reverse
direction, withdrawing its cam faces from the toes n of the brake shoes and
allowing the latter to contract out of contact with the brake member L under the
action of the spring and the outwardly converging guide pins k.
By arranging the brake devices at the opposite end of the wheel hub from
that at which the sprocket or driving wheel is located, the diameter of the brake
member L of the wheel hub and the brake devices is not limited by the size of
the wheel, as is the case when the brake and the sprocket wheel are both applied
to the same end of the hub, but the brake members can be made sufficiently large
in diameter or area to obtain an ample and effective contact surface between the
parts.
As the sleeve 1) carries the bearing cones and the adjusting device of the bear-
ings, the wheel hub can be removed from the frame and the axle withdrawn from
the sleeve and the cam wheel M and the clutch disk g without disturbing the
adjustment of the bearings.
In the modified construction of the brake shown in Figures 11 and 12, an elastic
band brake K is employed instead of the segmental brake shoes K of the con-
struction first described. This band is secured at one end to a stud t projecting
from the inner side of the fixed supporting disk J and at its opposite end to an
arm which is mounted on the sleeve D' in place of the cam wheel A
of the first-described construction. By this construction, when the sleeve
is turned backwardly in back-pedaling, the arm M¹ is caused to move away, from
the stud t, thereby expanding the band against the surrounding flange of the brake

page_text: disk L' and retarding the movement of the hub.. The opposing faces of said flange
and the brake band are beveled as in the construction previously described, so
that the expansion of the band against the flange causes the band to be shifted
laterally against the outer side of the brake disk. The elasticity of the band
permits the necessary lateral deflection of the same. The coasting and brake
clutches of this modified construction are substantially like those shown in
Figures 110, the only difference being that in the modification the clutch rollers
of the brake-clutch operate against a separate flange u of the sprocket rim, instead
of against the same flange which confines the sprocket against inward displace-
ment on its hub portion, as in Figure 1.
Having now particularly described and ascertained the nature of our said
invention, and in what manner the same is to be performed, we declare that what
we claim is: -
1. In a combined coaster and brake for velocipedes, the combination with the
wheel hub, a driving wheel mounted loosely on one end thereof, and a coasting
clutch which is interposed between the driving wheel and the hub and which
drives the latter forwardly but allows said wheel to be held stationary while the
hub continues its forward rotation, of a brake mounted on a stationary support
at the opposite end of the hub, a brake actuating device, a sleeve connected at
one end with said actuating device and arranged lengthwise in the hub but in-
dependent thereof, said sleeve being normally stationary and free to be turned
backwardly while the hub is free to rotate forwardly, and a brake clutch inter-
posed between the opposite end of the sleeve and the driving wheel and operating
reversely to the coasting clutch.
2. In a combined coaster and brake for velocipedes, the combination with the
wheel hub, a driving wheel mounted loosely on one end thereof and a coasting
clutch which is interposed between the driving wheel and the hub and which
drives the latter forwardly but allows said wheel to be held stationary while the
hub continues its forward rotation, of a brake disk arranged at the opposite end
of the wheel hub and having an outwardly projecting annular flange, a brake
shoe mounted on a stationary support adjacent to said brake disk and capable
of movement toward and from said disk, a brake actuating device, a sleeve con-
nected at one end with said actuating device, and arranged lengthwise in the hub
but independent thereof, said sleeve being normally stationary and free to be
turned backwardly while the hub is free to rotate forwardly, and a brake clutch
interposed between the opposite end of the sleeve and the driving wheel and
operating reversely to the coasting clutch.
3. In a velocipede brake, the combination with a supporting member, of an
opposing brake member having a projecting annular flange, segmental brake shoes
carried by said supporting member and capable of moving toward and from the
Hange of said brake member and each provided at one end with a lip or extension
which engages with the adjoining brake shoes, and an expanding device which
operates against said brake shoes.
4. In a velocipede brake, the combination with a supporting member, of an
opposing brake member having a projecting annular flange, a segmental brake
shoes carried by said supporting member and capable of moving toward and from
the flange of said brake member and each provided at one end with an inwardly
extending toe and with a lip or extension which engages with the opposing end
of the adjoining brake shoe, and an expanding device which operates against the
toes of the brake shoes.
5. The combination with a wheel hub, a sprocket wheel mounted loosely thereon
and a clutch interposed between said parts and arranged to allow the driving
wheel to turn backward independently of the hub, of a brake disk mounted on
the hub and having a projecting annular flange, a stationary support arranged
adjacent to said brake disk and having inwardly projecting pins, brake shoes
movable toward and from the flange of said disk and having oblique guide slots

page_text: which receive the pins of said support, an actuating device for expanding said
brake shoes, and an intermediate connection whereby the backward movement of
the driving wheel is imparted to said actuating device.
6. In a velocipede brake, the combination with a supporting member, of an
opposing brake member provided with a projecting annular flange having its
inner face beveled or flared inwardly, a curved brake arranged within said an-
nular flange and capable of moving both radially and laterally on said supporting
member and having its periphery beveled to correspond to the bevel of said flange,
whereby the brake, when moved outwardly against said surrounding flange is,'
at the same time moved laterally against. the flat side of said brake member.
7. The combination of an axle and a wheel hub journaled thereon by ball
bearings, one of which has an adjusting cone, of a sleeve surrounding the axle
and provided with a screw threaded portion on which said adjusting cone is.
mounted, a brake operating against the hub, and actuating member for said brake
held against turning on said sleeve but capable of sliding lengthwise thereon
and bearing against said adjusting cone, a lock nut applied to the end of said
sleeve and bearing against the outer side of said actuating member,
a driving wheel mounted loosely on the hub, a clutch interposed between
the hub and the driving wheel for driving the hub forwardly, and a brake.
clutch interposed between the driving wheel and said sleeve and operating.
reversely to the driving clutch.
Tatal 41: ie
T
1000
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicants.