IL181696A - Antilock and antiskid mechanical torque brake system for bicycles and other wheel driven vehicles - Google Patents

Description

181696 ,7-n I 453497 θ ΠΝ ID! ^D1 O^SIN Π ^ΠΠ n 301 D "> 3 JlV^O Π0^3 yOMQ Antilock and antiskid mechanical torque brake system for bicycles and other wheel driven motor vehicles and a method thereof FIELD OF THE INVENTION The present invention specifically relates to an antilock and antiskid mechanical brake system and method for 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. Some of them are approaching various mechanisms and techniques adapted to avoid lock of the decelerated wheel and hence to eliminate skidding of the bicycles at acute stop.

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 el 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.

There is thus a need for a cost-effective antilock and antiskid mechanical brake system for bicycles, which is light-weight, which is adapted for everyday use.

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 function effectively since they do not practically take into account the high braking force on the brake shoe in instances of emergency braking.

SUMMARY OF THE INVENTION It is thus the object of the present invention to provide an antilock and antiskid mechanical 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 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 movable push rod and at least 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 push rod 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.

Two preferred embodiments will be described. In the first, adapted for use with V-type brakes, the force applying member corresponds to a pair of brake arms and attached brake shoes. In this case, a pair of push rods act on the brake arms so as to cause their outward movement, away from the wheel rim, in situations when the brake arms become dragged forward with the wheel due to wheel locking. In the second main preferred embodiment, for use with disk-type brakes, the force applying member corresponds to a brake housing and a gear assembly. In this case, a push rod is coupled to the gear assembly such that when the housing is dragged forward with the disk due to locking, the push rods act to reverse the braking action on the gear assembly, thus releasing the lock of the housing on the wheel.

There is therefore provided, in a first preferred embodiment of the present invention, an anti-lock brake system including a pair of brake arms each having a brake pad coupled to the lower end thereof for applying a braking force to a wheel . The brake arms are adapted for inward movement which enables transfer of an applied braking action to the brake pads, in a manner simi lar to conventional braking systems. The anti-lock system also includes a pair of movable push rods coupled on one end to the upper end of the brake arms and coupled on the other end to a main spring via a tracker. When the brake arms move inwardly during an initial braking action, the push rods move inwardly in a corresponding manner and the spring compresses due to the braking action. The brake arms are also adapted for forward movement such that when the brake pads and the brake arms become locked to the wheel in the event of emergency braking, the brake arms drag forward with the wheel. This forward dragging of the brake arms allows the push rods to move back outwardly, thereby resulting in corresponding outward movement of the brake arms. As the brake arms 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 momentari ly, in order to trigger the anti-lock activity.

There is therefore also provided, in accordance with a second preferred embodiment of the present invention, an anti-lock brake system for use with disk-type brakes. This system includes a brake disk coupled to the central axis of a wheel for slowing a wheel when a frictional force is applied to the disk, as is well known in the art. The system also includes a brake housing including a gear assembly, for translating an applied braking force to the brake disk. The housing is adapted for forward movement with the disk when the housing becomes locked to the disk in the event of emergency braking. The system further includes at least one movable push rod coupled to the gear assembly, and coupled to a main spring. The push rod is adapted for forward rotational such that when the housing becomes locked to the disk, the push rod is pushed in a corresponding manner, thereby causing the push rod to act on the gear assembly in an anti-braking manner such that the lock of the housing on the disk becomes released. Preferably, the push rod is coupled via swivel connection to the gear assembly such that the push rod acts on at least one gear of the gear assembly so that the gear is turned in the direction opposite from the initial braking action and so that the effective frictional force on the disk is thus reduced to a level that is lower than the torque of the wheel.

BRIEF DESCRIPTION OF THE INVENTION In order to understand the invention and to see how it may be implemented in practice, a plurality of preferred embodiments 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 anti-lock brake system according to one embodiment of the present invention, characterized by operating V-type brake arms having upper hinges; a push rod mechanism, and adapted for reacting to torque generated by the bicycle wheel at emergency braking events; Figure 2 schematically presents a perspective top forward view of the anti-lock brake system of Fig. 1 when the anti-lock braking system is not in use and the bicycle wheel is free to turn; Figure 3 schematically presents a perspective top forward view of the anti-lock brake system of Fig. 1 at the very start of the braking operation. The direction of force placed on the mechanism by the user as the brake cables are pressed e is demonstrated by the curved arrow and the retraction of the mechanism on to a complete brake locking is marked by arrows; Figure 4 schematically presents a perspective top forward view of the anti-lock brake system of Fig. 1 at the point when the anti-lock mechanism becomes activated as a result of the full compression of the main spring. This stage is marked by arrows as the push rods change direction and instead of moving inwardly, they instead are compelled by the brake anns (due to momentary locking of the brake arms and pads on the wheel rim) in a circular manner so as to open away from the central axle. This results in the brake arms becoming pushed away from the rim, and thus, releasing the grip of the brake pads and unlocking the brakes at the next highest friction level that allows wheel motion to take place while at the same time allowing for decelerating the wheel as quickly as it is safely possible without wheel locking; Figure 5 schematically presents a perspective top forward view of the anti-lock brake system of Fig. 1 at the end of anti-lock braking motion, at the very beginning of the re-lock action, in order to achieve final halt. Since the torque of the retarded wheel becomes very low; the push rods begin to retract under the spring pressure and the pulling power of the brake cable in direction of the arrows so as to stop the wheel; Figure 6 schematically presents a perspective top forward view of the anti-lock brake system of Fig. 1 at the point that the anti-lock brake system had returned to an inactive state, allowing the wheel to turn for further traveling; Figure 7 schematically illustrates a decelerating wheel and the forces acting thereupon; Figure 8 schematically presents a perspective side view of an anti-lock mechanism according to a second preferred embodiment of the present invention, for use with bicycles or other vehicles having disk type brakes; and.

Figures 9 and 1 0 schematically present the anti-lock mechanism of Fig. 8 showing alternate side views of the disk and the associated components of the anti- lock mechanism.

DETA I LED 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 modi fications, however, will remain apparent to those skilled in the art, since the generic principles of the present invention have been defined specifical ly 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, hel ix 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, a piston in a compressed liquid system, etc...

The present invention discloses an antilock and antiskid mechanical brake system. In one preferred embodiment illustrated in the drawings, the brake system of the bicycle is of a V-type brake, as are well known in the art. In another preferred embodiment illustrated in the drawings, the brakes are 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 mechanical system for enabling the bicycle to be decelerated as quickly as possible, while preventing skidding or locking.

Reference is made now to Figure 1 , which is an isometric view, taken from the side, of the anti-lock brake system according to one embodiment of the present invention, The brakes are characterized by having a front driving fork ( 1 ), a front wheel (2a) and wheel rim (2). The bicycle is decelerated in a controlled fashion by a means of an anti-lock brake assembly comprising two slightly curved brake arms (6) (6a), each having a brake pad (7) (7a) connected thereto and adapted for gripping wheel rim (2) during braking so as to slow wheel (2a) by frictional force. As in brake systems known in the art, when the user activates the brakes of the bicycle, an inward force is applied to the brake arms (6) (6a), thereby pressing the brake pads (7) (7a) against the wheel rim (2).

It is appreciated that while the preferred embodiment of the present invention is being described with reference to the front wheel of a bicycle, the mechanism may also be readily applied to the back wheel, as well as to both wheels of a bicycle.

Referring still to Fig. 1 , the anti-lock brake assembly of the present invention also includes a main spring (4) housed within a spring housing (3a) which is positioned below driving fork (1 ) and above wheel (2a) of the bicycle. An anti-lock tracker (3) functions to mechanically couple spring (4) to a first push rod (5) and a second push rod (5a) such that inward and outward movement of push rods (5) (5a) effects the degree of compression of spring (4) during braking. This process will be described in more detail further on.

Brake arms (6) (6a) are each mounted on a swivel axle (8a) which enables brake arms (6) (6a) to move inwardly with respect to wheel (2a) to effect braking and to move outwardly when the applied braking force is reduced so as to reduce the effective braking force on wheel (2a). Opposing axles (6b) are also provided for allowing brake arms (6) (6a) to be moved forward with wheel (2a) and its torque force in the event that brake pads (7) (7a) become locked on wheel rim (2) during application of excessive braking force. The upper portion of each brake arm (6) (6a) is coupled to the end of push rod (5) (5a) so as to activate the anti-lock mechanism when it is required.

Reference will now be made to Fig. 2, which schematically presents a perspective top forward view of the anti-lock brake system of Fig. 1 when the anti-lock braking system is not in use and the bicycle wheel is free to turn. The mechanism is illustrated as it appears prior to any braking action and in a "relaxed" state. A brake cable (6d) positioned inside of a brake cable sheath (6c) is configured so as to communicate a braking action from the user's hand-brakes (not shown) to each of brake arms (6) (6a) and to move brake arms (6) (6a) inward when a braking force is applied (this will be shown in Fig. 3). In the embodiment shown, there is a single brake cable (6d) which communicates with both brake arms (6) (6a). However, it is possible that there is a separate cable or more than one cable components which serve to communicate the braking action to the brake arms, as is known in the art. For purposes of clarity, only one brake cable is illustrated.

It is also noted that in the "relaxed" state, push rods (5) (5a) assume an open extended configuration, as seen in Fig. 2 and spring (4) is in a substantially non-compressed state.

The mechanism of the present invention is designed to be activated when the user pulls on the brake cables (using the hand-brakes) 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, which schematically presents a perspective top forward view of the anti-lock brake system of Fig. 1 at the very start of the braking operation as the user pulls the brake cable in order to effect braking. As the brakes are hand-activated, a sequence of mechanical events begins. Firstly, brake cable (6d) is pulled inside of brake cable sheath (6c), causing the brake arms (6) (6a) to rotate inwardly towards one another due to rotation on a swivel axle base (8a). This movement is represented by arrow A of Fig. 3. Inward rotation of brake arms (6) (6a) creates an inward force on brake pads (7) (7a) in a direction perpendicular to wheel (2a). The inward force on brake pads (7) (7a) causes brake pads (7) (7a) to move inwardly (in the direction of "B" arrows), to contact wheel rim (2), and to exert a frictional force thereon so as to begin the process of slowing the wheel motion to retardation.

Referring still to Fig. 3, as brake arms (6) (6a) move inwardly, brake arms (6) (6a) push on push arms (5) (5a), causing push arms (5) (5a) to rotate inwardly with respect to an axis that is defined by anti-lock tracker (3). This movement is represented by arrow C of Fig. 3. Spring (4) compresses according to the degree of frictional braking force and torque of the wheel.

The aforementioned sequence of events continues to produce a deceleration so long as a braking force is applied and the wheel (2a) is still turning. However, if the rider exerts a force on the brake cable (6c) that is excessive, the leverage of brake arms (6) (6a) against braking pads (7) (7a) will create a frictional force on wheel (2a) which is greater than all the forces influencing the loaded wheel (2a). The frictional force will thus overpower the torque created by wheel (2a) and cause wheel (2a) to lock in the midst of its controlled deceleration. Locking of the wheel in the manner just described will immediately trigger the anti-lock system to un-lock the wheel and allow the bicycle to slow in a safe manner. This unlocking process will be described in the next Figures.

Reference is now made to Figure 4, which schematically presents a perspective top forward view of the anti-lock brake system of Fig. 1 at the point when the anti-lock mechanism becomes activated as a result of the full compression of spring (4). The unlocking process begins at the point when the wheel (2a) and the brake pads (7) (7a) are temporarily "melted" together by the great inward frictional power so that they act like one unit. Releasing the grip on the brakes by the user will not be effective in unlocking the brake pads from the wheel to prevent skidding or catapulting of the bike. Thus, another force is needed in order to stop the lock on the bicycle wheel.

The anti-lock brake system of the present invention is self-activated by the torque of the loaded wheel to produce unlocking of the brake pads from the wheel, in the following manner: When brake pads (7) (7a) become locked to wheel rim (2), brake pads (7) (7a) and corresponding brake arms (6) (6a) become temporarily dragged forward with the movement of wheel (2a). This dragging is permitted due to the presence of opposing axles (6b) which allow brake arms (6) (6a) to sway forward along with the locked wheel for a very short distance by letting the wheel torque drag brake arms (6) (6a) forward against the pressure of spring (4). This dragging movement is represented by arrow D of Fig. 4. The temporary locking of brake pads (7) (7a) to wheel (2a) and the forward dragging of brake arms (6) (6a), causes brake arms (6) (6a) to release the inward pushing force on push rods (5) (5a) (the inward pushing force which was described in Fig. 3 was a result of the initial braking action). Push rods (5) (5a) are thus compelled to back move outward, as represented by arrow E of Fig. 4. As push rods (5) (5a) open outwardly, they cause brake arms (6) (6a) to open outwardly in a corresponding manner, thereby causing brake pads (7) (7a) to move outward from wheel rim (2), and thus releasing the lock on wheel (2a). This motion is represented by arrows F of Fig. 4. It is appreciated that push rods (5) (5a) spread in a manner similar to the legs of a compass, the spreading which provides the leverage for unlocking brake pads (7) (7a) from the wheel and to allow the wheel to turn without catapulting or skidding of the bicycle.

It is appreciated that the previous chain of events occurs even as the excessive braking force is still being applied by the rider. Due to the self-activating anti-lock mechanism, the wheel continues to slow down, while the push rods provide the leverage for lowering the friction on the wheel so that the wheel does not become locked during deceleration. The actual frictional force which serves to slow the wheel is maintained at a level that is lower than the applied braking force for as long as necessary in order to prevent locking of the brake pads on the wheel. Once the frictional force had been sufficiently reduced, the events shown in Fig. 5 may take place.

It will also be appreciated that using the system of the present invention, braking does not occur in a jerking manner, as is the case with some automobile anti-lock systems. Rather, the system of the present invention provides for a smooth braking process. This is because the push rods find an "equilibrium point" or range of spreading such that while the excessive braking force is applied, the actual applied braking force, ie, the frictional force of the brake pads on the wheel, is kept just lower than the forward torque of the wheel so locking will be preventing while nonetheless allowing slowing of the wheel.

Reference is now made to Figure 5, which schematically presents a perspective top forward view of the anti-lock brake system at the end of anti-lock braking motion, at the very beginning of the re-lock action, in order to achieve final halt. Since the torque of the slowing wheel becomes very low, the forward dragging of brake arms (6) (6a) becomes negligible. Thus, push rods (5) (5a) again begin to close under the applied braking force, and brake arms (6) (6a) once again push inwardly, as in Fig. 3, so as to cause brake pads (7) (7a) to exert the full braking force on the wheel. It is again noted that inward (and outward) movement of brake arms (6) (6a) is facilitated by swivel axle base (8a). As the speed is lowered to a low value of walking speed such as 4 rn/I Ir, the braking force applied to brake cable (6b), combined with the pressure of retracted spring (4) causes brake arms (6) (6a) and brake pads (7) (7a) to exert a relatively low pressure on wheel (2a) which is much greater than the retarded torque force of the wheel. Thus, the wheel will lock in order to bring the bicycle to a complete halt.

Reference is now made to Figure 6, which schematically presents a perspective top forward view of the anti-lock brake system of the present invention at the point that the anti-lock brake system had returned to an inactive state. In this situation, there are no forces applied to the wheel and thus the wheel is free to turn.

Reference is now made to Fig. 7, which schematically illustrates a 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=0, but the bicycle is stil l 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: I ID = 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 Fig's. 8, 9 and 10. This preferred embodiment relates to an anti-lock and anti-skid mechanism for use with conventional disk brakes. While different 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, in combination, to Figures 8, 9, and 10 which represent alternate schematic views of an anti-lock mechanism for use with disk brakes. The mechanism includes a disk (3) that is centrally attached to the 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) and is thus allowed to rotate for a limited distance of rotation around wheel axis (2c) in the event of emergency braking, as to be described further.

During a braking action, the user pulls on brake cable (6a) located inside of brake cable sheath (6). Pulling on brake cable (6a) causes a gear (7b) to rotate (see Fig. 9), which in turn causes a counter gear (7c) (see Fig. 1 0) to rotate. In combination, gears (7b) (7c) form a gear assembly, and it is noted that other embodiments may include a different number of gears. The gear movement causes the disc brake pads located in housing (7) to press against disc (3) and thus retard the wheel coupled thereto. In the 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) becomes locked to disc (3) such that disc (3), housing (7) and the wheel become melted together as one unit. When this occurs, brake pad housing is allowed to be (7) dragged forward with the wheel by the wheel torque via rotation on hinge (7a), in the direction of the circularly angled arrows of Fig. 8.

As seen in Fig. 9, 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. Furthermore, push rod (5) is connected by a swivel connection (5a) to gear (7b). When housing (7) moves forward with disk (3) in the direction of the movement of the wheel, push rod (5) is moved in a corresponding manner. However, due to the presence of swivel connection (5a), movement of push rod (5) will cause push rod (5a) to drive gear (7b), causing gear (7b) to turn in the opposite direction with respect to the initial braking action (also referred to as an "anti -braking" manner). Activating gears (7b) (7c) to rotate in the direction opposite from the initial braking action has the effect of moving brake pad housing (7) slightly away from disk (3), and thereby releasing the lock of brake housing (7) on disc (3) and preventing dangerous locking or skidding of the bicycle.

Having described the present invention with regard to certain specific embodiments thereof, it is to be understood that the description is not meant as a limitation, since further modifications may now suggest themselves to those skilled in the art, and it is intended to cover such modi fications as fall within the scope of the described invention.

Claims (4)

1. 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 unsafe wheel locking is prevented; wherein said means comprises at least one movable push rod and at least one force applying member coupled thereto for facilitating applying of a frictional braking force towards a wheel, wherein said force applying member is adapted for forward movement with said wheel such that when forward movement of said force applying member occurs, said push rod automatically acts on said force applying member so as to cause said force applying member to move in an anti-braking manner so as to release the lock on said wheel.

2. The anti-lock brake system of claim l , for use with V-type brakes, comprising; a. a pair of brake arms each having a brake pad coupled to the lower end thereof for applying a braking force to a wheel, wherein said brake arms are adapted for inward movement for enabling transfer of an applied braking action to said brake pads, and; b. a pair of movable push rods coupled to the upper end of said brake arms and coupled to a main spring such that when said brake arms move inwardly during an initial braking action, said push rods move inwardly in a corresponding manner; wherein each of said brake arms is further adapted for forward movement such that when said brake pads and said brake arms become locked to said wheel in the event of emergency braking, said brake arms move forward, causing said push rods to move outwardly, thereby resulting in corresponding outward movement of said brake arms, so as to release the lock of said brake pads on said wheel. 181696/2

3. The anti-lock brake system of claim 1 , for use with disk-type brakes, comprising; a. a brake disk coupled to the central axis of a wheel for slowing said wheel when a frictional force is applied to said disk; b. a brake housing including a gear assembly, for translating an applied braking force to said brake disk, wherein said housing is adapted for forward movement with said disk when said housing becomes locked to said disk in the event of emergency braking, and; c. at least one movable push rod coupled to said gear assembly, and coupled to a main spring; wherein said push rod is adapted for forward rotational such that when said housing becomes locked to said disk, said push rod is pushed in a corresponding manner, thereby causing said push rod to act on said gear assembly in an anti- braking manner such that the lock of said housing on said disk becomes released.

4. The system of claim 3, wherein the push rod is coupled to the gear assembly by a swivel connection. DANA GRINBERG, ADV.