ANTILOCK AND ANTISKID HYDRAULIC TORQUE DISK BRAKE SYSTEM

AND METHODS THEREOF

FIELD OF THE INVENTION

The present invention specifically relates to an antilock hydraulic disk brake system and method of safe braking of bicycles and for other motor-driven wheel vehicles.

BACKGROUND OF THE INVENTION

Many brake systems, especially adapted for bicycles and motorcycles are known in the prior art. Various mechanisms and techniques adapted to avoid lock of the decelerated wheel and hence to eliminate skidding of the bicycles at acute stop are suggested.

Brake systems that are merely improvements of the commercially available products are constantly suggested. Hence, US Pat. No. 6,155,383 to Sugimoto and US Pat. No. 5,913,388 to Katsuyuki et al., both of Shimano Inc. discloses mechanical facilitated brakes systems for bicycles. On the other hand, US Pat. No. 5,730,256 to Abdulatif teaches a complicated mechanical antilock braking system for intermittently releasing pressure applied by a brake shoe to a wheel being decelerated. It is a fragile, heavy weight and complex system, based only on the velocity of the vehicle, which is not suitable for mass production and for being utilized in mountain or sport bicycles.

Other anti-lock brake systems for bicycles have been introduced in U.S. Patent No. 5,503,253 to Li, entitled "Brake Shoe Assembly for a Bicycle Brake Device," and U.S. Patent Application No. 2004/0182655 to Huang, entitled "Anti-Lock Brake System for a Bicycle." Both of these inventions relate to anti-lock brake mechanisms that are housed in the brake shoe assembly of the bicycle. Neither functions effectively since they do not practically take into account the high braking force on the brake shoe in instances of emergency braking.

Farther commercial developments of modern bicycle types yielded improvements in the braking field such as mechanical and hydraulic disk -brakes systems -adopted for use on bicycles.

These types of brakes are by far more durable more efficient and more expensive braking systems but paradoxically are prone to produce even better effects of locking the front wheel at emergency braking, when used by inexperienced drivers.

Thus, there is a need for a cost-effective antilock and antiskid brake system for bicycles, which is light-weight, and durable adapted for everyday use.

SUMMARY OF THE INVENTION

It is thus the object of the present invention to provide an antilock and antiskid hydraulic brake system for bicycles and motor bicycles comprising a simple, reliable, and enduring system that can be adapted for use with any bicycle type, size or designations (e.g., mountain, sport or road bicycles).

The principle behind the anti-lock and anti-skid mechanism of the present invention is that the torque generated by the vehicle loaded wheel serves as the source of force for unlocking mechanism of the same wheel during emergency braking, thereby, allowing the wheel to turn at the friction point closest to the locking point.

There is thus provided an anti-lock brake system for decelerating or ending the rotation of a wheel, comprising means for mechanically lowering and maintaining an applied braking force to a level that is lower than the forward torque force of the wheel such that dangerous wheel locking is prevented. Such a level is maintained until a point when the wheel reaches a slow enough speed such that locking will result in stopping of the bicycle or other vehicle in a totally safe manner, without catapulting or skidding.

Preferably, the means comprises at least one disk and one movable piston and at least one friction creating pad and one force applying member coupled thereto for facilitating applying of a frictional braking force towards a wheel. The force applying member is adapted for forward movement with the wheel for a short distance when the force applying member becomes momentarily locked with the wheel during excessive braking. When forward movement of the force applying member occurs, this causes the piston to automatically act on the force applying member, so as to cause the force applying member to move in an anti- braking manner so as to release the lock on the wheel.

A preferred embodiment will be described adapted for use with hydraulic brake type; the hydraulic force applying member corresponds to a pair of brake pistons having brake pads. In this case, a pair of pistons acts on the brake disk and become dragged forward with it on a designated course due to wheel locking. The motion supply force to the piston creating hydraulic back pressure on the pistons, strong enough to push the pads slightly away from the

disk, thus, release the locking of the wheel to bring about a controlled retardation of the bicycle/vehicle speed until reaching a complete halt.

There is therefore provided, in the preferred embodiment of the present invention, an anti- lock hydraulic brake system including a pair of brake pistons each having a brake pad coupled to the braking disk thereof for applying a braking force to a wheel. The brake pistons are adapted for inward movement which enables transfer of an applied braking action to the brake pads, in a manner similar to conventional braking systems. The anti-lock system also includes a main brake cylinder equipped with its own piston coupled on one end to a brake fluid reservoir and coupled on the other end to a main spring via a tracker. When the brake pistons move inwardly during an initial braking action, the brake fluid on the anti locking chamber move inwardly in a corresponding manner into the brake fluid reservoir and the spring compresses due to the braking action. When the brake pads become locked to the brake disk in the event of emergency braking, the main brake cylinder permitted to drags forward with the wheel. This forward dragging of the main brake cylinder allows the self equipped piston to move inwards into the reservoir cylinder causing a compression of the brake fluid outwardly through an inbuilt channel to the anti locking chamber affecting the back side of the brake piston, thereby resulting in corresponding outward movement away from the locked brake disk. As the brake pistons move outward, the lock of the brake pads on the wheel is released. It is appreciated that locking of the brake pads on the wheel is permitted only momentarily, in order to trigger the anti-lock activity.

It is hence in the scope of the invention wherein an anti-lock hydraulic torque brake system for decelerating or ending the rotation of a wheel is disclosed. The brake system comprises inter alia braking means for mechanically lowering and maintaining an applied braking force to a level that is lower than the forward torque force of the wheel such that unsafe wheel locking is prevented. It is also in the scope of the invention wherein the aforesaid braking means comprises at least two movable hydraulic pistons and at least one force applying member coupled thereto for facilitating an applied frictional braking force towards a wheel. The force applying member is adapted to move forward with the wheel such that when forward movement of the force applying member occurs, the hydraulic pistons automatically acts on the force applying member so as to cause the force applying member to move in an anti-braking manner and to release the lock on the wheel.

It is also in the scope of the invention wherein the anti-lock brake system comprises at least one first hydraulic piston having a brake pad coupled to the end point at a braking disk

thereof, for applying a braking force to a wheel connected by its axis to the disk, wherein the pistons are adapted for inward movement for transferring an applied braking action to the brake pads; at least one second piston moveable perpendicularly to the disk, coupled to the brake pad; and, at least one third piston adapted to parallel movement relatively to the disk, coupled to a main spring such that when the. parallel piston moves inwardly into a cylinder during a braking action, the perpendicular moving piston moves outwardly to the disk in a corresponding manner. One of the pistons, e.g., the second piston, is further adapted for perpendicular movement, such that when the brake pads are locked to the disk in the braking action, the piston assembly move forward, causing the assembly of the third parallel piston4o move parallel to the disk inside a stationary cylinder, so that (i) a hydraulic pressure that actuates an outward movement of the brake piston and the pad connected to it is created; (H) the lock of the brake pads on the wheel to the point that the unlocked wheel returns to move under speed retarding pressure created originally by the driver is released.

It is also in the scope of the invention wherein the anti-lock brake system (ATS) as defined above comprises a brake disk coupled to the central axis of a wheel for at least partially slowing the wheel when a frictional force is applied to the disk; a brake cylinder and piston housing including an extra ATS piston assembly, for translating an applied braking force to the brake disk, wherein the housing is adapted for forward movement with respect to the disk when the housing becomes locked to the disk in the event of braking, and at least one ATS cylinder coupled to the (i) brake cylinder; (ii) piston housing assembly; and, (iii) coupled to a main spring. The brake cylinder and piston housing are adapted for forward rotational movement such that when the housing becomes locked to the disk, the ATS piston is pushed into the ATS cylinder in a corresponding manner, so as (i) movement by exerting counter hydraulic pressure on its contained brake piston in an anti-braking manner is allowed by the brake cylinder and the piston housing; and, (ii) the lock of the housing on the disk becomes released.

It is also in the scope of the invention wherein the ATS as defined above is further characterized by hand operated master cylinder (6a) designed to apply force through hydraulic work fluid compressed by the press ^" of the driver hand on handle ^" (6) into pipe (3a) connected to a main brake cylinder (3) equipped with hydraulic brake pistons capable of driving brake pads, and riding over a disk (2) that is attached to the main axis of the wheel (2a) of a bicycle or any other motor driven vehicle, adapted for reacting to torque generated

by the bicycle wheel at emergency braking events, by operating an additional brake cylinder

(4) and piston (3d) in order to retard the wheel speed at a safe and controlled manner.

It is also in the scope of the invention wherein the ATS as defined above comprises is activated either for retardation of the wheel or to unlock the wheel at emergency braking events, when the user presses on the brake master cylinder (6a) by using the hand-brakes (6) and when the bicycle is traveling at speed above approximately 4 kilometers per hour.

It is also in the scope of the invention wherein the ATS as defined above further comprises a disk (3), centrally attached to a main axis (2c) of the wheel; a brake pad housing (7) is mechanically coupled to disk (3) and is attached by a hinge (7a) to main axis (2c), thus allowed to rotate for a limited distance of rotation around wheel axis (2c) in the event of emergency braking; during a braking action, brake cable (6a) which is located inside a brake cable sheath (6) is pulls, and a gear (7b) rotates in a manner a counter gear (7c) rotates in return; a plurality of gears, especially two gears (7b) (7c), form a gear assembly; the movement of the gear causes the disc brake pads located in housing (7) to press against disc (3) and thus to retard the wheel coupled thereto; in an event of excessive braking, when the frictional pressure of the brake pads on disk (3) becomes greater than the forward torque of wheel (2c), housing (7) is locked to disc (3) such that disc (3), housing (7) and the wheel become integrated together as one unit; brake pad housing is now allowed to drag forward with the wheel, by the wheel torque, via rotation along hinge (7a); brake pad housing (7) is connected to a push rod (5) which is mechanically coupled to loaded spring (4a) housed within spring housing (4), attached to the bicycle fork (1) or frame; push rod (5) is connected by a swivel connection (5a) to gear (7b); at the time that housing (7) moves forward with disk (3) in the direction of the movement of the wheel, push rod (5) is adapted to move in a corresponding manner; due to the presence of swivel connection (5 a), movement of push rod

(5) causes push rod (5a) to drive gear (7b), causing gear (7b) to turn in the opposite direction with respect to the initial braking action (an "anti-braking" mechanism); gears (7b) (7c) are activatable to rotate in the direction opposite from the initial braking action and adapted for moving brake pad housing (7) slightly away from disk (3), thereby releasing the lock of brake housing (7) on disc (3) and preventing undesirable locking or skidding of the vehicle.

It is also in the scope of the invention to disclose a method for decelerating or ending the rotation of a wheel by means of an anti-lock hydraulic torque brake system of a bicycle or any other motor driven vehicle. The method inter alia comprises steps of applying force through hydraulic work fluid compressed by the press of the driver hand on handle (6) into

pipe (3a) connected to a main brake cylinder (3) equipped with hydraulic brake pistons capable of driving brake pads, by means of a hand operated master cylinder (6a) riding over a disk (2) that is attached to the main axis of the wheel (2a) of the vehicle; and, reacting to torque generated by the wheel at emergency braking events, by operating an additional brake cylinder (4) and piston (3d) to retard the wheel speed at a safe and controlled manner.

It is also in the scope of the invention to disclose a method for decelerating or ending the rotation of a wheel by means of an anti-lock hydraulic torque brake system of a bicycle or any other motor driven vehicle, the method comprising step of mechanically lowering and maintaining an applied braking force to a level that is lower than the forward torque force of the wheel such that unsafe wheel locking is prevented.

It is also in the scope of the invention wherein the aforesaid method comprising steps of moving at least two movable hydraulic pistons; and, applying braking force by means of at least one force applying member coupled thereto for facilitating an applied frictional braking force towards a wheel: moving forward the force applying member with the wheel thereby (i) acting the hydraulic pistons automatically on the force applying member; (ii) moving the force applying member in an anti-braking manner and (iii) releasing the lock on the wheel.

It is also in the scope of the invention wherein the aforesaid method comprises steps of providing at least one first hydraulic piston having a brake pad coupled to the end point at a braking disk thereof, for applying a braking force to a wheel connected by its axis to the-disk, wherein the pistons are adapted for inward movement for transferring an applied braking action to the brake pads; at least one second piston moveable perpendicularly to the disk, coupled to the brake pad; and, at least one third piston adapted to parallel movement relatively to the disk, coupled to a main spring such that when the parallel piston moves inwardly into a cylinder during a braking action, the perpendicular moving piston moves outwardly to the disk in a corresponding manner; perpendicularly moving one of the pistons, especially the second piston, thereby (a) locking the brake pads to the disk in the braking action; (b) moving forward the third parallel piston, parallel to the disk inside a stationary cylinder, so that (i) a hydraulic pressure that actuates an outward movement of the brake piston and the pad connected to it is created; (H) the lock of the brake pads on the wheel to the point that the unlocked wheel returns to move under speed retarding pressure created originally by the driver is released.

It is also in the scope of the invention wherein the aforesaid method comprises steps of containing a reservoir work fluid in both ATS chamber in the brake cylinder; connecting ATS reservoir (3dl) in a close circuit while allowing the fluid to flow between the two chambers through the channel (3g) according to the different stages of the braking operation; compressing the master cylinder (6a) by pressing the handle (6); flowing hydraulic work fluid . through pipe (3 a) and through bridge (3 b) to the chambers located in the brake cylinder (3); providing a braking pressure on the face surface of two opposing brake pistons also located inside the brake cylinder (3); forcing the pistons to move perpendicularly to the disc (2) and toward it, while simultaneously emptying some of the work fluid in the ATS chamber located - behind the pistons; effecting by their rear surface through a channel (3g) through orifice in the ATS piston to the ATS reservoir chamber (3dl) in the ATS cylinder (4); and pushing the spring loaded reservoir piston (4b) to a new position. Hence, the ATS action could not be enabled if mechanical provisions were not be made to allow the "flow under pressure" to take place between the two chambers.

It is also in the scope of the invention wherein the aforesaid method comprises steps of providing a sudden event of applying an excessive force by the driver on the brake handle (6) resulting in excessive friction that the hydraulically compressed brake pads which on their turn exerting excessive pressure on the disk (2) until bicycle wheel is near to be locked; as the locking phenomenon occurs; fusing the brake pads to the disk, while allowing the entire brake cylinder housing (3) to travel in the disk rotational direction on rail (5a) under the loaded spring (3e) back pressure, by sliding on the rail using track (3c) grooved on the tail end; and simultaneously; sliding the entire brake cylinder housing towards the non-traveling fixed located ATS cylinder (4), thus, protruding its external piston (3d) into the ATS cylinder (4); as protrusion of the piston (3d) takes place, accumulating the work fluid in the reservoir space (4c) and compressing the same through the orifice in the ATS , piston (3d) through , channel (3f) grooved in the front part of the cylinder housing (3) and flowing it back under the pressure exerted by the torque of the yet fused disk (2) to create hydraulic back pressure in the ATS chamber; effecting the face surface of the back side of the brake piston and pushing it and the brake pads which are tied to it perpendicularly-,- namely away from the disk (2) with a force grater than the force that was needed to create the wheel lock; and as a result; releasing the brake pads' grip and allowing disk (2) to turn, as soon as it is slightly released at retarded speed; and finally, releasing the nearly locked wheel.

BRIEF DESCRIPTION OF THE INVENTION

In order to understand the invention and to see how it may be implemented in practice, a preferred embodiment will now be described, by way of non-limiting example only, with reference to the accompanying drawing, in which

Figure 1 schematically presents a isometric view, taken from the side, of the hydraulic anti- lock torque brake system according to one embodiment of the present invention, characterized by hand operated master cylinder designed to apply force through work fluid compressed by it into pipe connected to a main brake cylinder equipped with pistons capable of driving brake pads, riding over a disk attached to the main axis of the wheel of a bicycle or any other motor driven of a vehicle, adapted for reacting to torque generated by the bicycle wheel at emergency braking events in order to retard the said wheel speed at a safe and controlled manner;

Figure 2 schematically presents a perspective side view cross section of the hydraulic anti- lock torque brake system of Fig. 1 when the anti-lock braking system is not in use and the bicycle wheel is free to turn at drivers will;

Figure 3 schematically presents a perspective side view cross section of the main brake cylinder and its contained parts of Fig. 1 when the anti-lock braking system is not in use and the bicycle wheel is free to turn at drivers will;

Figure 4 schematically presents a perspective side view cross section of the hydraulic anti- lock torque brake system of Fig. 1 when the braking system is in use and the bicycle wheel speed is retarded because of the friction that the hydraulically compressed brake pads are exerting on the disk - at the drivers will;

Figure 5 schematically presents a perspective side view cross section of the main brake cylinder and its contained parts of Fig. 1 when the braking system is in use and the bicycle wheel speed is retarded because of the friction that the hydraulically compressed brake pads are exerting on the disk - at the drivers will;

Figure 6 schematically presents a perspective side view cross section of the hydraulic anti- lock torque brake system of Fig. 1 when the braking system is in use for emergency braking and the bicycle wheel is locked because of the friction that the hydraulically compressed brake pads are exerting on the disk - living the driver on non controlled vehicle;

Figure 7 schematically presents a perspective side view cross section of the main brake cylinder and its contained parts of Fig. 1 when the braking system is in use as an anti lock torque brake unlocking the wheel shown on figure 6.

Figure 8 schematically illustrates the method of decelerating wheel and the forces acting thereupon;

Figure 9 presenting a block diagram of the various stages of action of an anti lock torque brake system operated by the method demonstrated on figure 8;

Figure 10 presenting a schema of the hydraulic torque brake system demonstrating the reposition of the parts at the mode of relaxed mechanism - ready for braking action;

Figure 11 presenting a schema of the hydraulic torque brake system demonstrating the reposition of the parts at the mode of hydraulic force applied for braking;

Figure 12 presenting a schema of the hydraulic torque brake system demonstrating the reposition of the parts when at mode from start of speed retardation - Torque < Friction, until wheel locking mode - Torque > Friction;

Figure 13 presenting a schema of the hydraulic torque brake system demonstrating the reposition of the parts at the mode of wheel locking release - Torque < Friction; and

Figure 14 presenting a schema of the hydraulic torque brake system demonstrating the reposition of the parts when brake system return to relaxed mechanism mode.

DETAILED DESCRIPTION OF THE INVENTION

The following description is provided, alongside all chapters of the present invention, so as to enable any person skilled in the art to make use of said invention and sets forth the best modes contemplated by the inventor of carrying out this invention. Various modifications, however, will remain apparent to those skilled in the art, since the generic principles of the present invention have been defined specifically to provide an antilock and antiskid mechanical brake system for bicycles and or any wheel driven vehicle.

The term 'bicycles' generally refers in the present invention to any bicycles (especially sport and mountain bicycles), tandem, wagons, carts, motorcycles; motorbikes and their like; and also to any vehicle or car characterized by at least one rotating loaded wheel to be

occasionally stop or decelerate in a controllable manner. For the sake of simplicity, the following description will be provided with respect to a bicycle.

The term "spring member" refers in the present invention to any spring, helix or other spring-like members; springs assembly (e.g., a clockwise coiled spring enveloping a narrower counter-clockwise coiled spring, a plurality of parallel springs etc), hydraulic brake ' mechanism, and a piston in a compressed liquid system.

The present invention discloses an antilock and antiskid hydraulic brake system. In the preferred embodiment illustrated in the drawings, the brake system of the bicycle is of a disk- type, as is also well-known in the art. It will be appreciated by those skilled in the art that the anti-lock mechanism of the present invention could be readily applied to other types of brakes as well.

As it will be appreciated, the present invention meets the need for a mechanism for use with known bicycle brake systems which prevents skidding and wheel locking in the event of emergency braking.

In the context of the present invention, "emergency braking" refers to the situation in which bicycle rider activates the brake mechanism using an excessive force which causes the brake pads to lock with the wheel. As it will be appreciated further, the mechanism of the present invention provides a highly effective hydraulic system for enabling the bicycle to be decelerated as quickly as possible, while preventing skidding or locking.

Reference is made now to Figure I ₅ schematically presents a isometric view, taken from the side, of the hydraulic anti-lock torque brake system (ATS) (also denoted simply as 'brake') according to the preferred embodiment of the present invention, characterized by hand operated master cylinder marked as (6a) on FIG 2 designed to apply force through hydraulic work fluid compressed by the press of the driver hand on handle marked as- (6) on FIG 2- into pipe (3a) connected to a main brake cylinder (3) equipped with hydraulic brake pistons capable of driving brake pads, and riding over a disk (2) that is attached to the main axis of the wheel (2a) of a bicycle or any other motor driven vehicle, adapted for reacting to torque generated by the bicycle wheel at emergency braking events, ^% by operating an additional brake cylinder (4) and piston marked as (3d) on FIG 2 in order to retard the said wheel speed at a safe and controlled manner.

Reference will now be made to Fig. 2, which schematically presents a perspective side view cross section of the hydraulic anti-lock torque brake system of Fig. 1 when the anti-lock braking system is not in use and the bicycle wheel is free to turn at drivers will.

The mechanism of the present invention is designed to be activated either for retardation of the wheel or to unlock the wheel at emergency braking events, when the user presses on the brake master cylinder (6a) by using the hand-brakes (6) and when the bicycle is traveling at speed above approximately 4 kilometers per hour. The figures that follow show how the self- activating anti-lock mechanism of the present invention operates in such instances so as to slow the bicycle in a safe manner.

Reference is now made to Figure 3, schematically presents a cross section of the main brake cylinder and its contained parts when the anti-lock braking system is not in use and the bicycle wheel is free to turn at drivers will. This type of illustration is utilizes to illustrate the various locations of the hydraulic work fluid and the paths of fluids between the master cylinder (6a) (Fig. 1) through the pipe (3a) through the bridge (3b) to the chamber of the brake cylinder (3bl) to effect the brake piston (3d) to move perpendicularly toward the disc, thus, emptying some of the work fluid in the ATS chamber (3dl) through a channel (3d2) in the brake piston (3d) to the brake chamber (3dl) in the brake cylinder (4). The figures that follow show how the self-activating anti-lock mechanism of the present invention operates in such instances so as to slow the bicycle in a safe manner.

Reference is now made to Figure 4, which schematically presents a perspective side view cross section of the hydraulic anti-lock torque brake system of Fig. 1 and Fig 2 when the braking system is in use and the bicycle wheel speed is retarded because of the friction that the hydraulically compressed brake pads are exerting on the disk, at the drivers will. The driver compresses the master cylinder (6a) by pressing the handle (6), thus, the hydraulic work fluid flows through the pipe (3a) and through the bridge (3b) to the chambers located in the brake cylinder (3) and creates braking pressure on the surface of two opposing brake pistons marked as (3bl) on FIG 3, also located inside the brake cylinder (3) (as it shall be demonstrated on the following figure). Thus, forcing the pistons to move perpendicularly to the disc (2) and toward it, while simultaneously emptying some of the work fluid in the ATS chamber located behind the pistons, and effected by their rear surface (as it shall be demonstrated on the following figures), through a channel (3g) through orifice in the ATS piston to the ATS reservoir chamber (3dl) in the ATS cylinder (4) pushing the spring loaded reservoir piston (4b) to a new position. It can be noted here that the reservoir work fluid is

contained in both ATS chamber in the brake cylinder, and the ATS reservoir (3dl) which is connected in a close circuit, and is allowed to flow between the two chambers through the channel (3g) according to the different stages of the braking operation. As demonstrated in the following figures, an ATS action could not be enabled if mechanical provisions were not be made to allow the "flow under pressure" to .take place between to two chambers.

Reference is now made to Figure 5 schematically presenting a cross section of the main brake cylinder and its contained parts when the braking system is in use and the bicycle wheel speed is retarded because of the friction that the hydraulically compressed brake pads are exerting on the disk, at the drivers will. As the driver compresses the master cylinder by pressing the brake handle, the hydraulic work fluid flows through the pipe (3a) and through the bridge (3b) to the chambers (3al) and creates braking pressure on the surface of two opposing brake pistons (3bl), thus, forcing the pistons to move perpendicularly to the disc (2) (Fig. 4) and toward it, while simultaneously emptying some of the work fluid in the ATS chamber (3dl), by the pressure effected by their rear surface, through the channel (3g) and through the orifice in the ATS piston (3d) to the ATS cylinder (4) specifically to the ATS reservoir chamber (3dl) pushing the spring loaded reservoir piston (4b) to a new position. It can be noted here that the spring loaded piston (4b) function is to compress the work fluid back through the orifice and channel from the reservoir (3dl) to the ATS piston chamber (3b2) when the driver loosens his/her grip on the brake handle, thereby releasing the hydraulic pressure in the brake cylinders, thus, ending the braking operation.

Reference is now made to Figure 6, schematically presenting a perspective side view of the hydraulic anti-lock torque brake system of Fig. 1 and Fig. 2 when the braking system is in use as described in detail on the previous Fig. 5 for emergency braking. A sudden excessive force is created by the driver on the brake handle (6) resulting in excessive friction that the hydraulically compressed brake pads as shown on Fig. 5, which on their turn exerting excessive pressure on the disk (2), thus, the bicycle wheel is locked, living the driver on non controlled vehicle; As the locking phenomenon takes place the said brake pads are fused to the disk, but yet allow the entire brake cylinder housing (3) to travel in the disk rotational direction on rail (5a) under the loaded spring (3e) back pressure - by sliding on the said rail using track (3c) grooved on the tail end. In effect, at the said instant the entire brake cylinder housing slides towards none traveling fixed located ATS cylinder (4), thus, protruding its external piston (3d) into the ATS cylinder (4). As protrusion of the piston (3d) replace the work fluid, that was accumulated in the reservoir space (4c) (Fig. 5), and is compressed

through orifice in said ATS piston (3d), through channel (3f), grooved in the front part of the cylinder housing (3) (also marked as 3g on Fig. 5) and flows back under the pressure exerted by the torque of the yet fused disk (2) to create hydraulic back pressure in the said ATS chamber as shown on Fig. 5. Thus, effecting the surface of the back side of the brake piston as illustrated on the following Fig. 7 and pushing it and the brake pads that are tied to it perpendicularly - away from the disk (2) with a force grater than the force that was needed to create the said wheel lock. As result to the said hydraulic back pressure - the said brake pads release its grip and the disk (2) is allowed to turn as soon as it is slightly released at retarded speed, thus, releasing the locked wheel as demonstrated farther on the following figures.

Reference is now made to Fig. 7 schematically presents a perspective side view cross section of the main brake cylinder and its contained parts when the braking system is in use as an anti lock torque brake unlocking the wheel shown on Fig. 6. when the braking system is in use as described in detail on the previous figure 5 for emergency braking - a sudden excessive force is created by the driver on the brake handle resulting an excessive friction on the hydraulically compressed brake pads (202) which on their turn exerting excessive pressure on the disk (2), thus, the bicycle wheel is locked - living the driver on non controlled, vehicle; As the locking phenomenon takes place the said brake pads (202) are fused to the disk, but yet allow the entire brake cylinder housing (3) (Fig. 6) to travel in the disk rotational direction on rail (5a) (Fig. 6) under the loaded spring (3e) (Fig. 6) - by sliding on the said rail using track (3c) grooved on the tail end. In effect, at the said instant the entire brake cylinder housing slides towards the non-traveling fixed located ATS cylinder (4), thus, protruding its ATS piston (3d) into the ATS cylinder (4). As protrusion of the piston (3d) takes place the work fluid that was accumulated in the reservoir space (3dl) is compressed through the orifice in the said ATS piston (3d) through channel (3d2) grooved in the front part of the cylinder housing (3g) and flows back under the pressure exerted by the .torque of .the yet. fused disk. (2), to create hydraulic back pressure in the said ATS chamber (3b2). Thus, effecting the surface of the back side of the brake piston as illustrated in this figure, pushing it and the brake pads (202) that are tied to it, perpendicularly, away from the disk (2) with a force grater than the force that was needed to create the said wheel lock. As result to the said hydraulic back pressure - the said brake pads release its grip and the disk (2) allowing it to turn as soon as it is slightly released at retarded speed, thus, releasing the locked wheel. It is fit to note here that the slight releasing of the said ATS action is done under influence of the adjustable loaded retardation spring described as (3e) (Fig. 6). The solemn duty of the said retardation

spring is to compress the system to a final halt by allowing it to lock the wheel at a very low speed, and also to drive the entire brake housing (3) on track (5a) (Fig. 6) by the groove (3c) (Fig. 6) back to "ready to operate position" as the driver decides to release the brake handle.

Reference is now made to Fig. 8 which schematically illustrates the invented method of decelerating wheel and" the forces acting thereupon. The wheel" is centered at point C and touches the ground at point G. The distance between C and G is equal to the radius of the wheel, R. A brake force is applied at point B, roughly at a distance R from center C. It is assumed that the distance between B and G is exactly R, for the sake of simplicity.

The wheel rotates clockwise, at an angular velocity, W, and moves along axis X at a velocity V. Gravity acts in the direction perpendicular to X against axis Y.

The wheel is connected to the bicycle at its center, C. The center of gravity of the bicycle is located at distance D from C along the X-axis direction. The weight of the bicycles is H, including rider, payload, etc.

To calculate the force, F, at the braking action and at a certain critical instant in which the wheel has just stopped rotating due to the braking action, W=O, but the bicycle is still moving, V>0, so that the ground drags it by a force T acting to stop the motion.

The bicycle may overturn when force T extends too high a torque. Calculating at point C, T extends a torque of T multiplied by R, or TR. This torque is balanced by the torque extended by weight H, which is HD. The condition for the bicycle not to overturn is TR < HD, and TR = HD at the limit.

Looking at the wheel, net of the rest of the bicycle, when it is stopped from turning, the balance of torques at point C dictates FR=TR or F=T.

Therefore: HD = TR = FR, or

F = HD/R.

In conclusion, the greatest force the break must extend, without the danger of catapulting the bicycle is proportional to the weight of the bicycle, including rider, payload, etc., it is proportional to the length from wheel to the center of mass, and it is inversely proportional to the radius of the wheel.

When the wheel is turning, W>0, and the brake is applied, and assuming the wheel is lightweight and has no moment of inertia, and if traction force T vanishes briefly, as it happens over a patch of slippery ground, then the force of the break F instantly locks the

wheel, regardless of its magnitude. Therefore, the critical force to prevent the wheel from locking depends on the condition of the road.

A second embodiment of the present invention will now be described with reference to Figs. 8, 9 and 10. This preferred embodiment relates to an anti-lock and anti-skid mechanism for use with conventional disk brakes. While" differing in its exact structure, this embodiment functions in essentially the same manner as the V-brake type embodiment above. Namely, the forward torque of the wheel is utilized in order to automatically trigger the anti-lock activity in cases where it is needed to prevent unsafe wheel locking. The torque of the wheel provides the leverage for reversing the grip of the brake pads on the wheel, and thus unlocking the wheel in situations of emergency braking.

Reference is now made to Fig. 9 schematically illustrates a block diagram demonstrating consequent 7 stages of operation of the invented method of decelerating wheel and the forces acting thereupon.

Reference is now made to Fig. 10 schematically illustrates a diagram of stage #1 in the block diagram, demonstrating hydraulic flow and powers exerted thereof, where hydraulic mechanism is relaxed parts are positioned in a "ready to be operated" mode. Numbers defined in the figures are denoted in text above.

Reference is now made to Fig. 11 schematically illustrates a diagram of stage #2 in the block diagram demonstrating hydraulic flow and powers exerted thereof, where hydraulic mechanism is applied by the driver for braking. Where the hydraulic work fluid floes through the pipe (3a) to the chamber (3al), thus, the brake piston (3d) moves towards the disk (2) compressing the brake pads (202) to its surface to create friction that brings about retardation of the vehicle wheel speed. The movement of the piston (3d) also activates another closed circuit of work fluid between the ATS chamber (3b2) to the fluid reservoir (3dl) and transfers fluid into it as the compressed piston (3d) moves along to perform the said speed retardation.

Reference is now made to Fig. 12 schematically illustrates a diagram of stage #3 and #4 in the block diagram demonstrating hydraulic flow and powers exerted thereof, where at speed retardation mode - Torque < Friction, and when reaching wheel locking mode - Torque > Friction: The diagram demonstrating the hydraulic actions and the increasing forces (marked by arrows) that cause the retardation of the wheel speed to the point of locking it. The brake pistons (3bl) are pushed perpendicularly towards the disk (2) by the said application of

hydraulic pressure in the cylinder chamber (3al) thus pushing the said brake pads to create the said wheel speed retardation friction. When the friction reaches the point that Torque > Friction, the system reaches the locking point.

Reference is now made to Fig. 13 schematically illustrates a diagram of stage #6 in the block diagram demonstrating the hydraulic actions and the decreasing forces (marked by arrows) that cause the wheel lock to release, At the said wheel lock instant the entire brake cylinder housing which becomes "fused" with the disc (2) is allowed to slide parallel to the said disk rotation forcing the piston (3d) into the ATS cylinder (4), thus, the work fluid in the said cylinder cavity (3dl) is compressed backwards to the back chamber (3b2) of the said piston (3bl) pressing it with grater pressure than the locking pressure to release the friction pressure on the pads, thus, wheel locking release is a result of Torque < Friction unlocking the locked wheel.

Reference is now made to Fig. 14 schematically illustrates a diagram of stage #7 in the block diagram demonstrating Brake system return to relaxed mechanism where all contained fluid had flow back to their designed place under the action forced by the main retracting springs (3e) as shown in Fig. 1 and 2, and the reservoir spring (4b) as shown clearly in function in Fig. 3, 5, and 7, thus, the bicycle braking ability is restored for the next braking event.