Drake Mechanism for Cycles.
Year: 1896

page_text: Date of Application. 12th Mar., 1895
Complete Specification Left, 15th Aug., 1896--Accepted, 24th Oct., 1896
Drake Mechanism for Cycles.
I, OTTO TITUS BLÁTHY, Engineer, of II Hauptgasse 73, Budapest, Hungary, do
hereby declare the nature of this invention to be as follows:-
The object of this invention is to discard the special brake lever generally used on
cycles for actuating the brake, and at the same time simplifying the external aspect
of the machine and obtaining several other advantages specified later on.
The essential features of this invention consist in that the handle-bar is held in a
horizontal socket and can be turned in it around a horizontal axis parallel to the
longitudinal direction of the handle bar itself, or in other words, transversely to the
machine. The said socket is fixed to the top of the handle bar-stem. In the middle
of the handle bar a small lever is fixed to it, and this lever is pivotted to and actuates
a connecting rod situated inside the handle bar stem and steering tube. Thus, if the
handle bar is turned in its socket, an upward or downward movement can be given
to the said connecting rod whereby a brake shoe attached to the said rod can be
pressed on to the tyre of the wheel. A strong spring is made to press the rod in
an upward direction so as to maintain the whole of the brake mechanism in the
position of rest, out of action.
To adjust for the different positions as to height to be given to the handle bar, the
connecting rod can be screwed into or out of a socket on the brake shoe, or any other
known means for the adjustment of the brake extension rod can be also adopted.
When the connecting rod is attached directly to the brake shoe as described, this is
guided by sliding with its socket in the lower end of the tubular handle bar stem;
the brake shoe instead of being directly actuated by the connecting rod, may be acted
upon through a lever, as is often the case in the cycles as generally made, or any
other type of brake known in the art can be actuated by means of the connecting
rod, as for example a band brake on the front or back wheel, or a brake acting on
the rim instead of on the tyre.
To prevent the application of the brake involuntarily, it is advisable to have the
handle arranged in the extension of the axis round which the handle bar is turned
when applying the brake.
In machines with a short frame, or when the rider is sitting well forward, the
socket in which the handle bar is held, will be arranged in advance of the steering
tube. If on the contrary the machines have a long frame, or when the rider
affects a more backward position, the said socket is preferably placed back of the
steering tube.
Different shapes may be given to the handle bar socket; it may with advantage
be made in two halves, in order to allow of an easy removal of the handle bar.
This arrangement of the brake mechanism is possessed of the following advantages
as compared to the now generally adopted plan with a special brake lever. By
discarding this extra lever a perceptible lightening of the cycle fitted with brake
will be effected, a saving in weight ranging from half a pound to one pound. The
brake can be actuated by either of the two hands, or by both simultaneously, and
a very great power can be put on the brake.
As no change in the position of the hands must be made for actuating the brake,
this being so to speak always in hand, the brake can be put on much quicker in case
of danger than with the usual types.
A machine fitted with my brake mechanism has almost the neat appearance of a

page_text: orakeless machine. As there are no externally visible levers, rods, the brake
mechanism is well protected from injuries which are rather frequent with the external
rods, when the steering wheel is turned too much to one side, which happens pretty
often on the occasion of falls. Finally, the socket of the brake shoe when in the
form of a tube sliding in the lower end of the handle bar stem, serves also to
strengthen the head of the machine, this being, as is well known, the most dangerous
part of the modern safety bicycle.
L'ated this 12th day of March 1806
ABEL & IMRAY,
Agents for the Applicant.
I, OTTO TITUS BLÁTHY, Engineer of II Hauptgasse 73, Budapest, Hungary, do
hereby declare the nature of this invention and in what manner the same is to be
performed to be particularly described and ascertained in and by the following
statement :-
This invention relates to that description of brake mechanism for cycles in which
a separate brake lever is dispensed with, the brake being applied by turning the
handle bar in a horizontal socket by a downward pressure upon the rearward
projecting handles. With such arrangements as heretofore proposed, it has been
necessary to hold the handle bar by means of a catch, in order to prevent the brake
from being accidentally applied when the rider presses unduly upon the rearward
projecting handles, so that when the brake has to be applied the rider has first to
release the catch, thus in many cases losing valuable time, and complicating the
construction.
My present invention relates to an iniproved construction of such brake apparatus
whereby the necessity of a catch such as above referred to is obviated, the brake
gear being contained within the tubular handle bar stem, as I will explain with
reference to the accompanying drawings, in which, Figure 1 is a vertical section
through the handle bar, handle bar stem and steering tube, Figure 2 shews a part
plan of the handle bar and its socket, and Figures 3 and 4 shew plans of two
modifications of the handle bar constructed according to my invention.
The handle bar 1 is held in a horizontal socket 4 so as to be capable of being
turned on its axis therein. The socket 4 is formed as a bracket projecting laterally
from the top of the handle bar stem 5. In the middle of the handle bar this has
fixed to it a small lever 2 which is pivotted to and actuates a connecting rod 3
passing down within the handle bar stem 5 and steering tube 9. Thus if the handle
bar is turned in its socket 4, an upward or downward movement can be given to the
connecting rod 3, whereby the intermediate piece 7 adjustably attached to the rod
and carrying the brake shoe 8, can be pressed down on to the tyre 11, or raised up
therefrom. The last named motion is effected by a strong spring such as 6, arranged
either as shewn or in any other suitable manner, which presses the rod 3 in an
upward direction, so as to keep the brake out of action, this being the position
shewn at Figure 1.
To adjust for the different positions as to height to be given to the handle bar
the connecting rod 3 can be screwed into or out of the piece 7, or any other suitable
known means for the adjustment of the brake mechanism can be employed. When
the rod is attached to the brake shoe 8 by the piece 7 as described, this piece is made
to fit the interior of the lower end of the steering tube 9 so as to act as a guide as
shewn. Instead of actuating the brake shoe directly by the connecting rod 3 it may
be acted upon through a lever, or any other known type of brake can be actuated

page_text: by means of the connecting rod 3, as for example a band brake on the front or back
wheel, or a brake acting on the rim instead of on the tyre, so that the application
of the brake will be effected either by an upward or by a downward motion of the
lever 2 and rod 3, according to how the brake is arranged.
The handle bar 1, instead of being curved rearward in the usual manner, (in which
case as before stated, any undue pressure on the handles would apply the brake
unintentionally) has it ends or handles so formed that when held, the hands are in
line with the axis of rotation of the handle bar, so that any equal pressure exerted by
the hands upon the handles would then have no tendency to turn the handle bar
on its axis, while for applying the brake a turning motion is exerted by the hands on
the handles, or in other words, the main pressure is exerted either in the direction of
the thumb or in the direction of the little finger according as the handle bar has to be
turned forward or backward to apply the brake.
The handle bar can be variously constructed for fulfilling this condition.
Figures 3 and 4 shew two such constructions. In Figure 3 in which the lever 2
and connecting rod are arranged forward of the steering tube as at Figures 1 and 2,
the handles 1, are formed so as to project on either side of the axial line of the
bar 1, so that when held by the hands the axial line will pass about centrally through
these.
In Figure 4 the handle bar 1 is arranged backward of the steering tube, instead
of forward, as at Figures 1, 2 and 3, and it is formed with a forward and backward
curvature, so that the handles 1ª are again in line with the axis x as before.
The arrangement at Figures 1, 2 and 3 with the socket of the handle bar forward
of the steering tube is suitable with machines having a short frame, or when the rider
is sitting well forward, while the backward arrangement at Figure 4, is suited for
machines with a long frame, or when the rider affects a backward position.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed, I declare that what I
claim is :-
In brake mechanism for cycles, a handle bar, rotatably mounted in a horizontal
socket projecting forward or backward from the handle bar stem and connected by
a lever to a brake rod passing down within the tubular handle bar stem and steering
tube, the said handle bar being so formed that the portion of the ends or handles
thereof which is held for steering is situated in line with the axis of rotation of the
handle bar, substantially as set forth.
Dated this 8th day of August 1896.
ABEL & IMRAY,
Agents for the Applicant..