BE1018448A5 - Ring brake system for a bike. - Google Patents

Ring brake system for a bike. Download PDF

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Publication number
BE1018448A5
BE1018448A5 BE200800331A BE200800331A BE1018448A5 BE 1018448 A5 BE1018448 A5 BE 1018448A5 BE 200800331 A BE200800331 A BE 200800331A BE 200800331 A BE200800331 A BE 200800331A BE 1018448 A5 BE1018448 A5 BE 1018448A5
Authority
BE
Belgium
Prior art keywords
brake
zone
braking
structural
bicycle
Prior art date
Application number
BE200800331A
Other languages
Dutch (nl)
Inventor
Eric Vloemans
Original Assignee
Rp Beheer Nv
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Rp Beheer Nv filed Critical Rp Beheer Nv
Priority to BE200800331A priority Critical patent/BE1018448A5/en
Priority to BE200800331 priority
Application granted granted Critical
Publication of BE1018448A5 publication Critical patent/BE1018448A5/en

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Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B62LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62LBRAKES SPECIALLY ADAPTED FOR CYCLES
    • B62L1/00Brakes; Arrangements thereof
    • B62L1/02Brakes; Arrangements thereof in which cycle wheels are engaged by brake elements
    • B62L1/06Brakes; Arrangements thereof in which cycle wheels are engaged by brake elements the wheel rim being engaged
    • B62L1/10Brakes; Arrangements thereof in which cycle wheels are engaged by brake elements the wheel rim being engaged by the elements moving substantially parallel to the wheel axis
    • B62L1/14Brakes; Arrangements thereof in which cycle wheels are engaged by brake elements the wheel rim being engaged by the elements moving substantially parallel to the wheel axis the elements being mounted on levers pivotable about different axes

Abstract

The invention relates to a brake system for a bicycle consisting of a control mechanism, for activation of the brake system, by a cyclist, a structural element and at least one brake arm consisting of different zones and bearing a brake pad positioned opposite a rim of a bicycle tire, characterized in that the brake system is provided with a left-right centering and the brake arm comprises a first zone connectable directly to the structural element or a mounting interface provided thereon, a second zone which carries a brake pad and is connectable to the first zone, and a narrowed zone, situated between the first and second zone, in order to activate the brake system when the brake system is activated, to move the brake pad towards the rim along an axis almost parallel to the wheel axle.

Description

RING BRAKE SYSTEM FOR A BIKE

TECHNICAL FIELD

The invention relates to bicycles and a brake system for bicycles. BACKGROUND

There are different types of braking systems for bicycles. Rim brakes are by far the most common type, with two brake pads directly engaging the rim of a bicycle wheel. The braking system is mainly activated by the grip of a cyclist. This force is transferred to a brake element via a hydraulic or Bowden cable system. The brake element contains at least 1 pivot axis, around which 1 or 2 brake arms are mounted that contain brake pads. When the brake system is activated, the brake arms make a rotating movement around the pivot axis or pivots, so that the brake pads move towards each other, touch the bicycle rim and brake the movement of the bicycle through friction. The brake arms are pushed open again by a separate spring.

DE10240589 discloses a rim braking system without a pivot axis in which the braking system is mounted on a support frame that is mounted on a bicycle part, such as frame or bicycle fork. This connection method is disadvantageous for the aerodynamic form and therefore disadvantageous for efficient travel with a bicycle. It also presents a problem when applying publicity such as a brand name, logo, corporate identity, as the available surface area cannot be used optimally.

In the development of racing bicycles, the tendency is to strive for integration, technical perfection, aerodynamic optimization and to reduce weight as much as possible. This is in contradiction with the large amount of parts that contain conventional braking systems.

The invention has for its object to provide a solution for at least one of the above-mentioned problems.

SUMMARY

The invention relates to a brake system for a bicycle consisting of a control mechanism, for activation of the brake system by a cyclist, a structural element, and at least one brake arm consisting of different zones and bearing a brake pad positioned opposite a rim of a bicycle tire, characterized in that the brake system is provided with a left-right centering and the brake arm comprises a first zone connectable directly to the structural element or a mounting interface provided thereon, a second zone which carries a brake pad and is connectable to the first zone, and a narrowed zone, situated between the first and second zone, in order to activate the brake system when the brake system is activated, to move the brake pad towards the rim along an axis almost parallel to the wheel axle.

The invention further provides a method for mounting a brake system according to the invention. The invention also relates to the use of a brake system in a bicycle.

The invention has the advantage that due to the absence of a pivot axis in the brake system, there are no rotating or sliding parts so that the transmission of the braking force is optimally prevented and wear other than that of the brake pads themselves.

The invention has the additional advantage that through the direct connection of a brake arm to a structural element an even shape is achieved with a minimum of aerodynamic resistance. Also, due to the integrated design, cleaning the bike and changing wheels will be much easier.

The far-reaching simplification of the braking mechanism itself and its components reduces the weight of the bicycle. The surface of a bicycle fork or frame containing the braking system will be as smooth as possible, which simplifies the application of decoration or publicity and makes optimum use of the surface possible.

With the insight to better show the characteristics of the invention, a few preferred embodiments are described below with reference to the accompanying drawings as an example without any limiting character.

DETAILED DESCRIPTION OF THE FIGURES

Figure 1 represents a simplified representation with a side view of a bicycle and with indication of different structural elements, namely A front fork, B standing rear fork and C horizontal rear fork.

Figure 2 represents a schematic structure of a structural element with indication of different zones.

Figures 3 to 6 represent cross-sections with a schematic representation of an embodiment of a braking system according to the present invention for illustrating the operating mechanism.

Figures 7 to 9 and 11 represent views of an embodiment of a braking system according to the present invention implemented in an I-shaped structural element.

Figure 9 represents a side view of an embodiment of a brake arm according to the present invention with an adjustable brake pad.

Figure 10 represents a cross-section with a schematic representation of the structure of a braking system according to the present invention.

Figures 12 to 17 represent views of an embodiment of a braking system according to the present invention embodied in a Y-shaped structural element, such as a front fork.

Figure 17 shows an inflated drawing showing the different parts from which an embodiment of a brake arm according to the present invention is built.

Figures 18 to 20 represent views of an embodiment of a braking system according to the present invention implemented in a U-shaped structural element.

Figures 21, 22 and 24 represent views of an embodiment of a braking system according to the present invention implemented in an H-shaped structural element.

Figure 23 represents a cross-section with a schematic representation of an embodiment of a braking system according to the present invention

Figures 25 to 27 represent views of an embodiment of a braking system according to the present invention implemented in a structural element in I-shape.

Figure 28 represents a schematic representation of an embodiment of a brake system according to the present invention in a structural element of a bicycle in which a bicycle wheel is mounted.

The invention will now be further elucidated with reference to a few non-limitative examples. The figures show various embodiments of the invention.

DETAILED DESCRIPTION OF THE INVENTION

The vast majority of bicycles consist essentially of a fixed frame, a front fork in which a front wheel is mounted, a standing and lying rear fork that accommodates the rear wheel, a saddle, pedals, handlebars, lights and a braking system.

A rim brake system of a bicycle can be mounted on various structural elements of a bicycle. Structural elements that are eligible are the front fork, the upright rear fork and the horizontal rear fork.

The invention relates to a brake system for a bicycle consisting of a mechanism in which essentially the squeezing force from the hand of a cyclist is transferred via a hydraulic or Bowden traction cable system to a brake arm with a narrowed zone on which there is a brake pad. The activation of the brake system ensures that the brake pad is pressed onto the rim. This ensures that the bicycle is braked.

The invention provides a brake arm with a special construction. The brake arm is essentially elongated and consists of a minimum of two parts, being an upper and lower part. There is a control element between the two pieces. The upper part is connected with a brake pad. Due to the mounting of the brake arm, the brake pad is located at the rim of a bicycle wheel. The lower part of the brake arm is connected to the structural element. The brake arm has a narrowed zone. It gives flexibility to the material in the zone where the brake arm is narrowed. The brake arm is connected at the free end to the operating mechanism of the brake system.

The brake arm can be made of different materials. In a preferred embodiment, the complete brake arm is made of fiber-reinforced composite material. Multiple types of fiber come into consideration, such as carbon fiber, fiberglass, kevlar fiber, flax fiber, or combinations thereof, as well as different types of matrix material, eg epoxy resin, thermoplastic nylon, or other low-impact thermoplastic plastics. A 'hybrid' brake arm can also be realized, made up of several materials or material combinations. Useful materials include titanium, or spring steel for the flexible zone in combination with any other rigid material for the upper and lower parts.

A preferred embodiment is a braking system with two brake arms. A brake arm is positioned to the left and right of the bicycle wheel, so that when the brake pad is pressed against the rim, the wheel is braked on two sides.

In a preferred embodiment, the operating mechanism of the braking system consists of a Bowden traction cable. The tension cable is tensioned when applying muscle strength. The upper elements of the brake arm move towards each other. This movement is not done via rotation about a rotary axis as is the case with conventional bicycle brakes, but via a crease in the narrowed zone.

In a preferred embodiment, the brake arm comprises a sliding block.

In a preferred embodiment, the brake arm is hollow. This contributes to the weight reduction of the bicycle, an element that is important in the construction of racing bicycles.

In a most preferred embodiment, a brake arm is connected to a structural element such that a substantially integrated whole is formed. This can be achieved by arranging the brake arm in a recess of a structural element. The connection can be established by, for example, an adhesive, screw or other connection. The advantage of an integrated whole is the improvement of the aerodynamic resistance of the bicycle. An additional advantage is that an integrated structure has a smoother surface that is easier to clean.

A brake arm can be incorporated in various structural components of a bicycle. In a preferred embodiment, a brake arm according to the above description is connected to a part of a bicycle frame or a part connected thereto such as a bicycle fork, more particularly a front fork, standing or lying rear fork. The structural element in question preferably has, in the case of one brake arm, an I-shape, or in the case of two brake arms, a Y, H or U shape.

In a most preferred embodiment, a braking system according to the above description is provided with elastic spacers. The elastic spacers consist of a light-elastic material, such as foam rubber. These ensure that in the external appearance, the necessary dilution that allows the elastic deformation of the brake arm, can no longer be distinguished as such. This allows the aerodynamic resistance to be lowered even further, and an integral-looking whole is realized.

In another most preferred embodiment, a structural element is provided with an integrated left-right centering.

In a most preferred embodiment, a brake arm according to the above description comprises an integrated brake pad mounting profile.

In another most preferred embodiment, a brake arm according to the above description comprises mounting points for the traction cable which are located in the plane of the fork leg or fork legs. In the invention, these mounting points are further fixed relative to the flexible zone in the direction of rotation of the wheel. The location of the attachment points ensures that the torsion in the flexible zone caused by the reaction force of the rim to be braked is compensated. The invention thus realizes minimal torsion in the flexible zone and a more even wear of the brake pads.

A brake arm according to a preferred embodiment can consist of one whole in which all parts such as brake block holder and adjusting spring are integrated, or a brake arm can also be obtained by screwing together or gluing different parts.

In another most preferred embodiment, a brake arm is constructed as an integral sandwich construction, with a thin strong outer skin and a light core which ensures the dimensional stability of the thin outer skin

The invention further provides a method for the construction of a brake arm. A preferred method of making a brake arm braking system according to the invention consists of screwing or gluing the brake arm to a structural element. The principle of a screw or glue connection between brake arm and structural element can of course be applied to I, U, Y or H-shaped structural elements.

Advantages of a screwable brake arm include the following: structural element is easier to produce, brake arm is easier to produce, the choice of material for structural element and brake arm can be done independently, brake arms are replaceable, leaf spring is easier to produce, the whole is easy to disassemble / assemble . The invention further provides a bicycle with a braking system according to the above description.

A brake system of a bicycle can be mounted on various structural elements of a bicycle. Structural elements that are eligible are shown in Figure 1: the front fork A, the upright rear fork B and the horizontal rear fork C.

The invention provides a brake arm with a special construction. A first preferred embodiment is shown in Figures 3 to 5. The brake arm is substantially elongated, consists of a minimum of two zones, being a first zone that carries a brake pad 30 and a second zone that is directly connected to a structural element 1. Located between the two zones there is a third, narrowed zone. Due to the mounting of the brake arm, the brake pad 30 is located at the rim 10 of a bicycle tire 9.

The recess in the material of the brake arm is located near where the structural element merges into the brake arm. The narrowing FL gives flexibility to the material. Outside the narrowed zone, the material is stiff, indicated by ST. The brake arm is connected at the free end to the operating mechanism of the brake system. This can be a hydraulic system or a Bowden traction cable. The embodiments depicted in Figures 3 to 5 are equipped with a Bowden traction cable. This is connected to the brake arm via a conductor 4 and a nipple 6. Furthermore, a cable adjustment element 7 can be provided. The pull rope is pulled when muscle strength is applied. The upper elements of the brake arm move towards each other. This movement is not done via rotation about a rotary axis as is the case with conventional bicycles, but via a crease in the narrowed zone of the brake arm.

Figure 3 shows a preferred embodiment in the open state, this is the state in which no external forces act on the various components. On the left we see three indications that indicate which zones are stiff, indicated by ST, and which are flexible, indicated by FL. The flexibility comes from a local narrowing of the material. It can be clearly seen that the brake pads 30 are located at a large distance from rim surfaces 10. In this position there is a clearance between adjusting element 3 and the relevant recess in brake arm 2. This condition can be created if a wheel with a tire 9, which is considerably wider than the rim 10, has to be taken from the structural element 1.

In Figure 4 we see the same cross-section of this preferred embodiment in active position. The flexible zone is slightly deformed in this position. With two opposite brake arms 2, the tension in the flexible zone ensures that the brake cable is already pre-stressed and the brake pads 30 are ready to be activated by a pulling force in the brake cable 5, for example a Bowden traction cable. The brake arms 2 will be in this position for most of the time. The Bowden traction cable 5 is prestressed. The brake pad 30 is essentially parallel to the rim 10.

In this active position we see that nipple 6 is now located in the recess provided in brake arm 2 for this purpose. Cable adjusting element 7 now ensures that the total play between brake pads and rim surfaces can be adjusted. By means of spring adjusting element or elements 3 mounted in a leaf spring or leaf springs 8, the total play between brake pads and rim surfaces can then be distributed equally. In the active position, the spring adjusting element or the spring adjusting elements make contact with the recesses provided in brake arms 2 for this purpose. The spring adjusting elements can be adjusted from the outside by means of a hole in brake arms 2. In this position, both brake arms 2 and structural element 1 form a perfectly formal whole.

Figure 5 shows the braking position or activated position. This is the position in which braking is effective. The Bowden traction cable 5 is further tightened. The brake arm is folded towards the bicycle tire and rim via a bend in the narrowed zone. The brake pads 30 push against the rim. The bicycle is braked by the transmission of the power via the brake mechanism operating mechanism, preferably via a Bowden traction cable or via a hydraulic system, to the brake arm with brake pad, and pressing the brake pad against the rim.

The figure clearly shows that the bending of the narrowed zone in the brake arm ensures that the brake pads are moved to the rim surface according to an axis that runs almost parallel to the wheel axle. In this way efficient braking and even wear of the brake pads are achieved.

The two brake pads 30 now make contact with the rim surfaces 10, thereby slowing them down in its movement. The force in traction cable 5 causes the flexible zones in the brake arms and the leaf springs to bend, as a result of which cable adjustment element 7 and nipple 6 move towards each other. Because the brake arms 2 are largely stiff, the flexible zone in the brake arm starts to act as a virtual pivot point, so that both brake pads come into contact with the rim with the remaining force X lever. When the braking force is lost, via a release of the brake cable, the brake arm returns to its original position. The required spring force for opening the brake arm (s) comes from the elastic deformation of the bendable zone and / or the adjustment spring.

Figure 6 shows the section in worn position. This is the position in which the brake arms 2 come to stand when braking with worn brake pads 30. It is clearly visible that the brake pads move almost parallel to the wheel axle between the activated position in Figure 5 and the worn position in Figure 6.

A brake arm is preferably connected to a structural element such that a substantially integrated whole is formed. This can be achieved by arranging the brake arm in a recess of a structural element. The connection can be established by, for example, an adhesive, screw or other connection. The advantage of an integrated whole is the improvement of the aerodynamic resistance of the bicycle. An additional advantage is that an integrated structure has a smoother surface that is easier to clean.

Figure 2 shows a side view of a first preferred embodiment, designed as a front fork. This is a front fork with both a formally and structurally integrated part a brake arm, which in this case lies behind the fork legs.

On figures 2, 12, 13 and 14 we see this part in more detail with an indication of the different zones and accessories. Characteristic of this is that it essentially has a plane of symmetry Q in Figure 13, as a result of which one fork leg forms as well as the mirror image of the other fork leg. The ends of both fork legs zone A in Figure 2 are provided for mounting or integrating a wheel axle attachment point zone B in Figure 2. Further upwards both fork legs both split into two parts. A first, stiff part of both fork legs zone C in Figure 2 moves towards each other to merge further into 1 central shaft zone D in Figure 2. If it concerns a front fork, it forms the central pivot axis for control in the case of a round fork. of a bicycle. If it is a rear fork, this central shaft does not have to be substantially round, and is suitable for connecting to the saddle tube, top tube or bottom bracket portion of a bicycle. The other side of the split fork legs starts with a flexible zone E on Figure 2, which can bend in 1 plane, followed by a rigid zone F on Figure 2. In this rigid zone we first find a zone for a brake pad assembly or - integration zone G, further away from the wheel axle assembly or integration, a side is provided for a tightening element zone H.

Denoted by 1 in Figure 12 is the structural element itself (zones A + B + C + D) that provides the rigid connection between the front wheel axle and the head tube of the bicycle. Component 2 consisting of (zones E + F, in which zones G + H) is an integral part of 1 and can be considered as the brake arm. Characteristic of this is that the brake arm 2 is elongated and is substantially parallel to 1, and that it forms an integral part of structural element 1 through a flexible zone E, and that after this flexible zone a stiff zone F can be distinguished again, in which successively a zone G for the brake block holder 31 and at the end a zone H for the attachment of the tightening element, which will cause both brake arms 2 to move towards the rim. In this Figure 12 we also see a screw 32 which will provide for the fixation of the brake pad element 30 on the brake pad holder 31.

Figure 13 shows a front view of the same embodiment in which we can clearly see that this embodiment is Y-shaped. Here we also see the pull-on element 5 (in this case a Bowden cable), and its conductor 4, which ensures that the Bowden cable is smoothly guided in the required direction. Figure 14 shows a right-hand side view of the embodiment, on which again the necessary elements can be recognized, in particular structural element 1, brake pad holder 31, brake pad fastener 32, conductor 4 and moreover a cable adjustment element 7 with which the correct total play between brake pads and rim can easily be adjusted.

In Figure 15, a perspective view of a first embodiment of the invention, we clearly see that the brake arms 2 form a clearly formal and structural part of structural element 1. Nipple 6 is attached to the end of the traction cable 5 and is trapped in a recess in brake arm 2.

Figure 16 shows a rear view of an embodiment of the invention, on which two additional elements can be distinguished. A first relates to the adjustment spring 8, which also forms a structural and structural part of structural element 1 and brake arms 2. This adjustment spring 8 ensures that, by means of a spring adjustment element 3, screwed into integral springs or leaf springs 8, the necessary clearance between the two rim surfaces and both brake pads is neatly arranged. the same can be divided between the left brake pad and left rim surface, and the right brake pad and right rim surface, so that this clearance can be kept to a minimum. Every wheel always has a certain form of flexibility which can lead to an unintended drag of the brake pads.

Figure 17 shows an inflated overview of the first embodiment of the present invention, on which it can again be clearly seen that the two brake arms formally and integrally form part of the structural element 1.

A second embodiment of the invention can be seen in Figures 18, 19 and 20. The structural element 90 is here not Y-shaped, but U-shaped. This makes this embodiment particularly suitable for use in zones B and C in Figure 1. Here, a distinction can be made between the U-shaped structural element 90, brake arms 71, brake pad holders 31 and brake pads 30,

A third embodiment of the invention can be seen in Figures 21, 22, 23 and 24. The structural element 70 is here not Y-shaped, but H-shaped. This makes this embodiment particularly suitable for use in zones B and C in Figure 1. Here, a distinction can be made between the H-shaped structural element 70, brake arms 71, brake pad holders 31 and brake pads 30,

A fourth embodiment of the present invention can be seen in Figures 25, 26 and 27. The structural element 80 is here not Y-shaped, but I-shaped. This makes this embodiment particularly suitable for use in zones B and C in Figure 1. In this embodiment, the intention is to have a opposite left and right version of this structural element. The I-shaped structural element 80, brake arm 71, brake block holder 31 and brake block 30 can be distinguished here.

A fifth embodiment of the invention can be seen on Figures 7, 8, 9 and 10. The difference with the fourth embodiment is that brake arm 51 is now connected to I-shaped structural element 50 with a screw connection 53 and 54. A second difference is that leaf spring 20 is no longer an integral part of the structural element 50, but is clamped by means of the screw connection 53 and 54 between or on the screwable brake arm 51 and structural element 50. The construction is provided such that the shape of the recess for leaf spring 20 in structural element 50 and brake arm 51, realizes a perfect centering and motionless connection, taking into account that the expected occurring forces and reaction forces are optimally transferred from brake arm to structural element. In this embodiment, the integrated brake block holder 31 from the first embodiment has also been replaced by an adjustable and screwable connection. In addition, elastic filling foam pieces 60 and 61 are provided here. These ensure that in the external appearance, the necessary dilution that allows the elastic deformation of the brake arm, can no longer be distinguished as such. This allows the aerodynamic resistance to be lowered even further, and an integral-looking whole is realized.

As illustrated in Figure 7, a brake arm 2 with a sliding block 40 can be provided. A sliding block 40 is positioned between a structural element 50 and a brake arm 51.

The sliding block 40 is fixed to the structural element 50 by means of an adhesive, screw or other connection. A sliding block ensures that the movement of the brake arm in the direction of the rotational movement of the rim to be braked is absorbed. Due to a choice of materials with a low coefficient of friction, this will require virtually no electrical braking force in the cable. Preventing a displacement caused by the rim that the brake block wants to take in its direction of rotation ensures that the stresses in the flexible part of the brake arm are greatly reduced, making the whole more reliable.

To obtain a bicycle with a braking system according to an embodiment, a front fork is suspended in a bicycle frame and a wheel is mounted between the front and rear fork (s). Furthermore, the well-known handlebar, lights, pedals, pedals and saddle parts are mounted. These parts and mounting methods are well known to a person skilled in the art and are therefore not described further here. A braking system according to a preferred embodiment is located at the front of the bicycle frame to achieve braking of the front wheel, and / or axially in one or both forks to achieve braking of the rear wheel. Figure 28 shows a part of a bicycle in which a brake arm according to an embodiment of the invention forms part of the bicycle fork.

Claims (7)

  1. A brake system for a bicycle consisting of a control mechanism, for activation of the brake system by a cyclist, a structural element, and at least one brake arm consisting of different zones and bearing a brake pad positioned opposite a rim of a bicycle tire, characterized in that the brake system is provided of a left-right center and the brake arm comprises a first zone connectable directly to the structural element or a mounting interface provided thereon, a second zone carrying a brake pad and connectable to the first zone, and a narrowed zone located between the first and second zone, when the brake system is activated, to move the brake pad towards the rim along an axis substantially parallel to the wheel axle.
  2. Brake system according to claim 1, characterized in that the number of brake arms is two.
  3. Brake system according to claim 1 or 2, characterized in that the brake system also contains a sliding block.
  4. Brake system according to one of the preceding claims 1 to 3, characterized in that a brake arm is hollow.
  5. Braking system according to one of the preceding claims 1 to 4, characterized in that a brake arm is integrated primarily in a recess of a structural element.
  6. Braking system according to one of the preceding claims 1 to 5, characterized in that the structural element is a bicycle fork or part of a bicycle frame with a Y, H, U or I shape.
  7. Braking system according to one of the preceding claims 1 to 6, characterized in that the narrowed zone is filled with a filler piece made of elastic material. 87ft system according to one of the preceding claims 1 to 7, characterized in that the braking system is provided with a left-hand circuit. 9r8. Braking system according to one of the preceding claims 1 to 87, characterized in that the brake arm zone with brake block holder forms a whole. Brake system according to one of the preceding claims 1 to 98, characterized in that the total play between the brake pads and rim is adjustable. ί-ΙτΙΟ. Braking system according to one of the preceding claims 1 to 1, characterized in that the mounting points for the traction cable are in the plane of the foreleg or forelegs. Braking system according to one of the preceding claims 1 to 7, characterized in that the brake arm consists of an integral sandwich construction. Brake system according to one of the preceding claims 1 to 112, characterized in that the rigid and flexible zones consist of different, interconnected materials. Method for the construction of a braking system according to one of claims 1 to 123 above, characterized in that a brake arm is screwed or glued directly to a structural element. 4-5t14. Bicycle with a braking system according to one of claims 1 to 134 above.
BE200800331A 2008-06-16 2008-06-16 Ring brake system for a bike. BE1018448A5 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
BE200800331A BE1018448A5 (en) 2008-06-16 2008-06-16 Ring brake system for a bike.
BE200800331 2008-06-16

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
BE200800331A BE1018448A5 (en) 2008-06-16 2008-06-16 Ring brake system for a bike.
DE200910024890 DE102009024890A1 (en) 2008-06-16 2009-06-15 Caliper brake system for bicycle, has brake arm comprising narrow zone between two zones so that brake shoe is moved during actuation of system in circle in axis, where one of two zones is connected with structure element or interface

Publications (1)

Publication Number Publication Date
BE1018448A5 true BE1018448A5 (en) 2010-12-07

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Family Applications (1)

Application Number Title Priority Date Filing Date
BE200800331A BE1018448A5 (en) 2008-06-16 2008-06-16 Ring brake system for a bike.

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Country Link
BE (1) BE1018448A5 (en)
DE (1) DE102009024890A1 (en)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8079609B2 (en) * 2010-01-28 2011-12-20 Felt Racing, Llc Aerodynamic brake system
IT1398996B1 (en) * 2010-03-18 2013-03-28 Torino Politecnico improved brake caliper
CN101811545B (en) * 2010-04-21 2014-10-15 彦豪金属工业股份有限公司 Rear-mounted brake with low wind resistance
EP2383177B1 (en) * 2010-04-28 2014-08-27 Tektro Technology Corporation Front brake of racing bicycle

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR919492A (en) * 1945-12-28 1947-03-10 Brake for cycles, bicycles and motorcycles
FR929790A (en) * 1946-06-26 1948-01-07 Brake for bicycles and similar vehicles
DE10240589A1 (en) * 2002-08-28 2004-03-18 Wissler, Erhard Bicycle calliper brakes with two brake arms connected by elastic couplings to a rigid support bracket secured to the bicycle frame or to the front forks
WO2008009817A1 (en) * 2006-07-17 2008-01-24 Time Sport International Bicycle frame incorporating a braking device

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR919492A (en) * 1945-12-28 1947-03-10 Brake for cycles, bicycles and motorcycles
FR929790A (en) * 1946-06-26 1948-01-07 Brake for bicycles and similar vehicles
DE10240589A1 (en) * 2002-08-28 2004-03-18 Wissler, Erhard Bicycle calliper brakes with two brake arms connected by elastic couplings to a rigid support bracket secured to the bicycle frame or to the front forks
WO2008009817A1 (en) * 2006-07-17 2008-01-24 Time Sport International Bicycle frame incorporating a braking device

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Publication number Publication date
DE102009024890A1 (en) 2010-01-07

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