DE2457569A1 - Hydraulic brake system for bicycles - has separate circuits for forward and rear brakes with simultaneous operating system - Google Patents

Abstract

The brake operating mechanism exerts greater force on the front wheels than the rear wheels, the proportion being between 52:48 and 70:30, typically 55:45. The brakes are side operated and in each hydraulic circuit there is a hydraulic intensifier. This is operated by an adjustable pressure plate acted on by the pivoted hand lever. The two intensifiers are situated at a small clearance from one another so that operation is simultaneous and if one circuit fails, the other operates with an additional force. The hydraulic pump is driven by a pinion operated by the bicycle driving sprockets, and fits on one of the frame down tubes.

Description

Description Lynn A.Williams, Winnetka, I11., George P.Costello, Evergreen Park, I11., And Beonard R. Malkowski, LaGrange, 111.-, USA Hydraulic Bicycle Brake System The invention relates to and relates to the field of brakes in particular on a hydraulic bicycle brake system.

With the ever growing popularity of cycling all over the place World has been paying heed attention to the expediency of safety regulations Dedicated to focusing on the power of bicycle brakes, a bicycle within a certain path to a standstill, and the durability of the various Obtain components from bicycle brakes.

Although cycling is practiced by all age groups, it can it may be that the young cyclist, i.e. a child or adolescent under the age of 16, is particularly inexperienced in handling his bike in dangerous situations. It It can therefore happen with sharp braking that the young person is unable to is to brake your bike properly if it has manually operated caliper brakes is equipped.

Incorrect braking is the cause of a longer braking distance and Uncoordinated application of the front and rear brakes can lead to that both the rider and the bicycle fall.

From the United States Department of Health, Education and Welfare States of North America are standard guidelines for braking distances on bicycles for Young people under 16 years of age have been suggested, following the strictest rules are applicable to such bicycles that are designed for a basic or driving speed designed to travel at about 15.5 mph or more. For the latter category the braking distance, based on a driver's weight of around 68 kg, is around 4.6 m, if when driving on a dry, level roadway with an artificial road surface is braked from a speed of about 24.15 kWh. For heavier drivers the braking distance is extended by approximately 0.3 m for each approximately 4.54 kg by which the driver's weight is over about 68 kg. Although these guidelines apply to children's and youth bikes, they also seem useful for all bikes, intended for inexperienced cyclists. This point is particularly emphasized since cyclists with great experience may be able to ride within the in stopping distances proposed by the guidelines, but a large number of cyclists older than 16 years who by no means use hand brakes are very experienced even though they use their bikes quite often.

In the case of bicycles for travel speeds - over about 24.15 k i h acts these are generally racing bikes with gears for example 3, 5 or 10 gears, which are generally equipped with hand-operated caliper brakes. The application of these caliper brakes happens unusually with the help of pull cables, which independent of the bicycle handlebar for the front and rear brakes operated from each other. Such caliper brakes are either for central or designed for lateral application of tensile force. In both cases the brake shoes are the caliper brake by pulling the cable with the one on the handlebar Actuating device for braking brought into contact with the wheel rims of the bicycle.

Another common type of bicycle caliper brakes are those that which are operated hydraulically.

Examples are in U.S. Patents 869,948, 3,338,337 and 3,554,334 described. Both the brake according to US-PS 869 948 is the use of a Proposed hydraulic system in which one attached to the bicycle handlebar Pressure bladder via a piece of hose or pipe with an expansion bladder on the rear caliper brake communicates. By compressing the pressure bladder, the Expansion bubble caused, which is arranged between the clamping levers of the caliper brake is, so that the brake shoes are forced to rest on the wheel rim.

In the hydraulic brake according to US Pat. No. 3,338,337, instead of the aforementioned Bubbles suggested the use of hydraulic cylinders and pistons. This hydraulic system shares with the usual pull cable caliper brakes the disadvantage that the cyclist coordinate the application of tension to the front and rear brakes must in order to achieve maximum braking effect without falling. In many cases, especially when braking hard, it can happen that the inexperienced cyclist / UaRabligB æra has a poorly dimensioned clamping force or only the front wheel brakes, with the result that the braking distance is increased in an unacceptable manner or that the cyclist eventually falls.

From US-PS 3,554,334 it follows that for effective braking the correct use of both the front and rear brakes of the bicycle is required. to for this purpose, U.S. Patent 3,554,334 is a Proposed Varichtung, with which the front and rear brakes at the same time can be operated and thus the cyclist is relieved of the need, consciously coordinate the application of tension on both wheels. It will taught the application of a greater clamping force on the rear wheel than on the front wheel, although tension is exerted on both wheels, resulting in loss of equilibrium to prevent, which could otherwise lead to the cyclist over his bike flips over.

While the way of applying the clamping force to the wheel rims the bike plays a bigger role in braking a bike is for real Braking also the durability of the components of importance. With the very expensive bicycles The various components are of extremely high quality and durability while the service life of the components on the less expensive bicycles is slightly shorter. One difficulty arises from the fact that bicycle wheel rims often have lateral inaccuracies or "run out", causing the wheel to run irregularly when it rotates around its axis. Even if side run-out from correct tensioning of the wheel spokes can be reduced to a minimum, it is especially with one of Not uncommon for a teenager to use and maintain a bike that sizeable There is wheel lateral runout.

A bicycle equipped with caliper brakes exhibits considerable wheel lateral runout on, the caliper brakes follow, usually with strong return springs on the Swivel joints of the brake are equipped, the lateral movement of the wheel rim is not quickly. It follows that the brake shoes on both sides of the wheel rim applied force can be uneven during the duration of the braking action. this applies in particular to those operated via pull cables Caliper brakes closed, where the pull on the cable tends to keep the brake aligned with the cable.

Cyclists whose bike has a considerable amount of wheel lateral deflection, often increase the distance between the rim and the brake shoes in the unactuated Condition stronger than practical so that the wheel does not touch the braking.

jaw can rotate and between the two while driving no mutual Influencing occurs. This type of adjustment can affect proper braking have a detrimental effect if the distance between the rim and the brake shoes a makes up an essential part of the stroke of the brake.

The invention is based on the object of using simple means economically producible bicycle brake system, in particular hydraulic brake system to create with two separate hydraulic circuits for the front and the rear wheel, which does not adhere to the disadvantages mentioned and which meets the requirements in met in a particularly reliable manner.

The hydraulic brake system solving the task of the invention, which is used in Example shown for generating braking forces on the front and rear wheel of a Bicycle uses caliper brakes, in contrast to conventional braking systems a device with which the front wheel has a greater braking force than the rear wheel can be generated. In particular, it has been found that to achieve good results the ratio of front wheel braking force to rear wheel braking force between about 52:48 and should be about 70:30, preferably about 55:45.

Although so far the opinion - that the greater braking force on the rear brake should be generated to avoid rollover forward, as in the U.S. Patent 3,554,334 described, generally represented, has surprisingly turned out to be found that it is particularly useful when braking sharply, for example in dangerous situations it is advisable to apply a greater braking force to the front wheel than to the rear wheel. Not only does this method of brake application not lead to an imbalance condition of the cyclist, but produces a high braking effect, with the result that the Braking distance is shorter than that of an inexperienced driver using an ordinary one Caliper brake would be achieved.

Although this does not imply any commitment to any particular theory of the Functionality are derived sole, it is assumed that a larger one on the front wheel Braking force than the rear wheel can be generated because the center of mass is of the cyclist is shifted forward when the brakes are applied. This is a burden the front wheel becomes heavier and the frictional reaction force increases between the front wheel and the road. This in turn allows generation a greater braking force on the front wheel without causing it to "lock" becomes, i.e.

to a complete standstill, and begins to slip through what is would have a disruptive effect on the rider's control of the bike. Of the The reason for this is that the greater stopping force acting through friction, which the road surface applies to the front wheel in this situation, the generation of a allows greater braking force to decelerate the rotation of this wheel without locking and bring it to a standstill.

Under the term "braking force" used in this description is understood as the force created by the interaction of the brakes with the bicycle wheels is generated, i.e. the force that seeks to prevent the wheels from turning. Under "Stopping forces" are understood to mean those forces or energy destroyers who are independent of the braking force are effective. Resistance is one of these forces in the wheel bearings, wind resistance, bending deformation of the pneumatic tires when moving Bicycle, frictional force between the road surface and the pneumatic tire, and the gradient resistance on the traveled route.

During test drives with one with the braking system according to the invention equipped bicycle was found to be a rider weighing approximately 86.2 kg a bicycle from a speed of about 15 km / h on an asphalt road could bring to a stop after about 3.35 to about 3.66 m, in other words, with a braking distance that is well below the titr of a driver of the specified weight proposed Richttert of about 5.8 m. On sealed concrete roadway (sealed concrete) even shorter stopping distances were achieved.

It was also found that when greater braking force is applied on the front wheel only the rear wheel "locks" when braking sharply. Other than that Rear wheel, the front wheel continues to turn while the bicycle is decelerating, so that there is no loss or impairment of maneuverability during stopping entry.

As described in more detail below, the braking system can be reduced of the invention with a single actuating device arranged on the handlebar actuate that for the introduction of force on both the front brake and on the rear brake ensures. This eliminates the need for manual coordination Avoid applying the brakes, which is particularly difficult to do for young drivers is. The invention thus creates a brake system with which a bicycle is independent can be slowed down quickly by the skill of the driver, a feature that is important for braking sharply in dangerous situations is of particular importance.

Advantageous further developments of the invention emerge from the subclaims.

The invention is illustrated below with reference to several schematic drawings Explained with further details from £ currency examples. In the drawing shows: Fig. 1 is a side elevational view of one incorporating the braking system of the invention equipped bicycle, Fig. 2 is a side elevational view on an enlarged scale and partially in section of the brake operating device attached to the handlebar of a bicycle according to the invention, Fig. 3 is a front elevation of the brake operating device shown in Fig. 2, Fig. 4 is a rear elevation of the brake operating device shown in Fig. 2; Figure 5 is a side elevational view of one of the hydraulic systems for the braking system according to FIG of the invention, Fig. 6 is a front elevation on an enlarged scale and in part cut-away representation of one of the caliper brakes of the brake system according to the invention, Figure 7 is a side elevational view taken on line 7-7 in Figure 6; Elevation of a blank from which a caliper brake tensioning lever according to one embodiment 9 is a schematic representation of the device for filling the hydraulic systems of the brake system according to the invention, Fig. Fig. 10 is a side elevational view, partially similar to Fig. 7, of a caliper brake tensioning lever in another embodiment in connection with a rim scraper, wherein certain parts have been omitted for better clarity, FIG. 11 is a view of the brake shoe and the scraper essentially in the section plane 11-11 in FIG. 10, FIG. 12 a sectional view essentially along the line 12-12 in FIG. 10, FIG. 13 is an exploded perspective view of a Caliper brake lever in a further embodiment according to the invention, 13a shows a section on an enlarged scale essentially along the line 13a-13a in Fig. 13, Fig. 14 a view on an enlarged scale, partially in section and with the omission of certain parts, on the face of an expansion box, of pressure plates and a can clamping or holding device for use, for example in the caliper brake shown in Fig. 6 and 7, Fig. 15 is a side view in Elevation on an enlarged scale and partly in section of another embodiment the brake actuation device operated by the chain drive of the bicycle, 16 shows a section essentially along the line 16-16 in FIGS. 15, 17 a perspective view of a two-part bracket, Fig. 18 is a plan view, partly in section and with certain parts omitted; on part of a brake operating device attached to the handlebar of a bicycle in a further embodiment according to the invention, and FIG. 19 shows a section substantially along line 10-19 in FIG. 18.

Fig. 1 shows a bicycle 20 designed as a racing or touring bike, which is equipped with a caliper brake system according to the invention.

The bicycle 20 includes a frame 22 which has a substantially vertical Has seat tube 24, at the upper end of which a seat or saddle 26 is arranged, and from its lower end at a distance from each other a pair of horizontal lower ends Rear fork leg 28 go out. Under the saddle go from the seat tube 24 from two downwardly inclined upper rear fork legs 30 to the outer ends of the lower rear fork legs or rear wheel struts 28 and form one with these substantially triangular rear wheel frame part. At the junction between the rear struts 28 and the (upper) rear fork legs 30 is a through this supported rear wheel 32 is rotatably mounted.

From the lower end of the seat tube 24 there is an upwardly sloping one Down tube 34 forward. Under the saddle is a horizontal, after the seat tube front extending top tube 36 connected. The down tube 34 and the top tube 36 are connected to a steering head tube 38 through which a front fork 40 passes through. At the upper end of the journal of the front fork 40 is a LeAk3tange 42 attached. A front wheel 44 is rotatably mounted in the fork at its lower end.

A well-known chain drive system is available for driving the bicycle 20 46 available with derailleur, which is designed as a freewheel system and with which no braking force can be applied.

The brake system according to the invention has one attached to the handlebar Brake actuator 50 on, with the arranged on the front and rear wheels Caliper brakes 55 pressurized hydraulic fluid via two separate, from each other independently exchangeable hydraulic circuits, one each for the front wheel and one for the rear wheel, can be fed through pipe or hose pieces 52, which are attached to the frame 22 with adhesive tape or are fastened with ring clamps. The rear brake 55 is between the Fork legs 30 and the seat tube 24 arranged near their upper ends, so that the space behind the fork legs 30 is free of any obstacle. In this behind the fork legs 30 free space can thus be a luggage rack or attach a child seat. The front brake is on the front fork 40 mounted near the lower end of the head tube 38.

The 3brake actuator 50 (Fig. 2, 3 and 4) has two hydraulic separate, expandable or enlargeable capsules or cans 54, which with Hydraulic fluid filled and, as described in more detail below, via appropriate separate pipes or hoses 52 connected to the front and rear brakes are. The two cans, which are referred to as pressurized cans, point in a vertical position Cross-sectional view (Fig. 2) have a substantially elliptical shape and are substantially circular in cross-sectional view (Fig. 3).

In the handlebar 42 of the example shown, the handle parts according to are drawn or bent at the bottom, it is generally called a racing handlebar designated type, which is chosen here only as an example. The braking system after the The invention can also be used in conjunction with straight handlebars.

The brake operating device 50 has a base 60 with Advantage of two parts, namely a metal plate 62 and a plastic collar or ring 63, is composed. The metal plate 62 serves as a mounting part, is of substantially rectangular shape and has bent eyelet parts 64, which form journal bearings at the plate ends.

The middle part of the metal plate 62 is with one against the handlebar 42 directed bend to be brought into contact with the handlebar To obtain support surface.

The metal or mounting plate 62 is adjustable with a convenient one Clamping device 66 is provided with which the brake actuation device 50 attaches itself the handlebar 42 can be attached.

The ring 63 is substantially cylindrical and has one vertical verlauinden fork part 63a, with which it can be pushed onto the metal plate 62. The ring 63 has in the upper and in the lower part each a bore 67, which with the associated, a journal bearing bildeiiden eyelet 64 of the plate 62 is in congruence and with this forms a passage into which a pin 70 for fastening the ring 63 is inserted on the mounting plate 62. In the curved peripheral parts of the ring 63 are formed at a distance from each other receiving latches 72, the receiving a the covers to be described in more detail below are used.

The brake actuation device 50 is actuated with a in cross-section U-shaped lever 80, which is rotatably received on the lower pin 70 ist0 As best seen in Figure 4, the upper end of the lever 80 is fork-shaped designed to reach over the handlebar 42 can. Each leg of the upper one The end of the lever 80 forms a cam part 82. When the lever 80 is pulled in the direction on the handlebar 42 therefore move the cam members 82 relatively to the mounting plate 62 to the front.

The cans 54 are inside the brake actuator 50 at facing major surfaces by means of a pair of substantially U-shaped Mounted holder 86, which have eyelets 87 at their free ends, with which they on upper and lower pins 70 are attachable. The legs of the U-shaped holder serve as side walls or clamping means and their transverse parts as upper Clamping members to form a substantially hollow mounting zone for the pressure cans 54 to accomplish. The holders 86 can be made of wire or other suitable, be formed wire-like parts that have good tensile strength, the but with sudden transverse or bending loads, for example when the bicycle falls over and the brake actuator 50 hits the ground, gives way. In this way, while creating a safe and reliable structural unit the cohesion or integrity of the brake actuator as a whole guarantee.

The transverse portion of each U-shaped bracket 86 goes over a fixed pressure plate 88 away and holds it firmly. The pressure plate 88 is used as a counter-holder when the pressure cans 54 are pressed together, is essentially of circular shape and has stiffening ribs 90 on one of its surfaces, which radiate out from the center of the printing plate (Fig. 3). The other face the pressure plate 88 is provided with a disk-shaped projection 92 which is attached to the adjacent can 54 is applied to, as described in more detail below, the Squeezing the two cans together to make it easier.

At the opposite end of the actuator is near the Mounting plate 62 a pressure plate 94 displaceable in the axial direction is arranged, the ones for compressing the Doses 54 is used. The pressure plate 94 is essentially circular in cross section and faces the can 54 Surface has a disc-shaped projection 96.

On the opposite surface is the pressure plate 94 with two im substantial rectangular projections 98 of predominant length provided, the rearward guides 100 penetrate those on the opposing surfaces of the fork-shaped part of the ring 63 are formed. Each protrusion 98 has a substantially rectangular recess 102 formed on its open bottom surface one of the cam parts 82 of the lever 80 receives. In this way, the cam parts urge 82 when pivoting the lever 80, the pressure plate 94 in the axial direction to the cans 54 squeeze.

A displaceable one can, if necessary, between the two pressure cells 54 Pressure plate 106 be used, depending on the compression and expansion the pressure cans can move freely.

Since the mounting plate 62 has a curved central part and on each of it Has ends serving as pin bearings eyelets, it is in contact in three places held on the handlebar, so that when pivoting the lever 80 according to Fig. 2 counterclockwise the lower journal bearing 64 and the lower pin 70 as a reaction member act against the Benkatange 42 and during the actuation of the brake actuator 50 create a support. In addition, since the lever 80 is fork-shaped and on the adjustable pressure plate 94 on two spaced apart and on both sides attacks the handlebar locations, is the load on the brake actuation device in balance. This acts relative rotation between the brake actuation device 50 and the handlebar 42 and also ensures an even load the adjustable pressure plate.

The brake actuation device is essentially cylindrical in shape Enclosed housing 110, which consists of a flexible plastic, is made for example from polypropylene. The housing 110 has detachable fastening lugs 112 (FIG. 4), which can be snapped into the catches 72. So should that Overturn the bicycle and hit the brake operating device 50 on the ground, the housing 110 yields, or the housing may fall off and the wire-like Retainer 86 yield, so that damage to the brake actuator is counteracted. The housing 110 has a longitudinal mounting slot 114 of predominant longitudinal extent, which is open towards the free end of the lid is, as indicated in Fig. 2 with dash-dotted lines, so that the cover for Placing on the ring 63 can be spread. The slot 114 is on the opposite side Side widened to get an access opening through the hydraulic pipes or hoses 52 are passed through.

Fig. 5 shows a common hydraulic system or hydraulic circuit for carrying out the invention. It has two expandable or similar to each other enlargeable capsules or cans 54, which are blow molded from an elastomeric material can be manufactured according to its durability, mechanical strength and is selected to be above a large in terms of its properties Temperature range is stable. Natural and synthetic rubber are used as well as a variety of plastic materials in question, with ethylene vinyl acetate is preferred.

Each can is essentially circular in the plane of the drawing in FIG and designed to be essentially elliptical in cross section in the plane normal to it. The surfaces of each can have depressions 54a that are concentric and are of circular shape. This training facilitates compression and expanding each can by between about 6.35 mm and about 15.9 mm, preferably by about 9.5 mm. This results in a preferred form of training for the Pressure plate 94 a total movement during the brake application of about 19 mm.

A connecting piece 54b is fixed or in one piece with each can% connected, with which the hydraulic hose 52 is permanently welded. The hose 52 is provided at one end with a T-piece 52a for filling. The permanent welding of the tube or hose 52 with each socket connection piece 54b is after a any method carried out, e.g.

by heat welding or by friction welding, the latter Method is preferred. The tube or hose 52 or the can is thereby used 54 rotates at high speed while the tube is in the cavity of the connecting piece 54b is pushed in. As a result of the high speed of rotation the plastic material of the pipe and / or the connection piece of the can through Friction heated and made to flow. The relative rotation is stopped quickly and the two parts become permanently together as the plastic cools tied together. In order for this method to be used, the plastic must des Tube must be compatible with the process and with the material of the cans0 For use In connection with cans made of ethylene vinyl acetate, pipes made of polyethylene are suitable.

Each hydraulic system is filled with a suitable hydraulic fluid, which is characterized by its relatively low viscosity over a wide temperature range excellent, does not freeze at normal winter ambient temperatures and is fire-proof and is cheap. A preferred fluid consists of water, which acts as an anti-freeze agent Ethylene glycol is added. Mixtures of water with methyl alcohol or with ethyl alcohol can be used in the same way as other liquids. Under the term used here "Hydraulic fluid" is understood to mean not only liquids, but also gases, though a liquid fluid is preferred because gases often increase significantly with temperature changes Experience volume changes. The procedure for topping up each hydraulic circuit is described in more detail below.

The projections 92 and 96 on the fixed and on the adjustable Pressure plate 88 and 94 are chosen in diameter so that they have the largest part of the volume of each can without compressing the Peripheral parts of the cans must be exercised. For compressing the perimeter parts a greater force is necessary for the cans, since these parts have the tendency to behave similarly to double leaf springs. By using the protrusions 92 and 96 a longer stroke length is possible for the adjustable pressure plate, without the force needed to overcome the effect to compress the cans the peripheral parts of the cans is necessary, would have to be increased significantly. At a In the usual form, the full diameter of a can is approximately 50.8 mm while the protrusions measure approximately 38.1 mm in diameter. Any head start can protrude against the cans by about 2.4 mm. Similarly, it's floating arranged pressure plate 106, if provided, also with protruding surfaces 107 to achieve a more complete compression of both cans and thus to increase the amount of fluid displaced during brake actuation.

As described in more detail below, the on the front wheel and on the rear brake 55 arranged cans, which are referred to as expansion cans, normally subjected to externally applied compression so that the two Expand pressure cells 54 in the brake actuator when the lever 80 is released or enlarge. In this way, the adjustable pressure plate 94 is in one position with system on the mounting plate 62 and for a further brake play prepared.

Because both pressure cans 54 are freely movable, the one on the adjustable pressure plate 94 adjacent pressure cell 54 generated force uniformly Transferred to the other pressure cell 54 The pressure of the hydraulic fluid inside the both doses is therefore essentially the same, with Cans of the same diameter have only insignificant differences in the tolerance sizes can affect.

It is possible to use the two hydraulic circuits with different pressures to apply in order to achieve greater braking force on the front wheel by increasing the pressure dose for the rear wheel is chosen to be larger in diameter than the pressure dose for the front wheel and by using the freely movable pressure plate 106.

In this way, the pressure in the front brake circuit is opposite the Pressure in the rear brake circuit increased. During this procedure to increase the Braking force on the front wheel is possible, others, to be explained in more detail below Method preferred because certain production savings are achieved when using cans of the same size can be achieved.

Since the hydraulic circuits used to carry out the invention from each other are independent and work without seals subject to wear, the Brake system according to the invention a good degree of operational safety and a high Lifetime, - a safety factor that must be taken into account in every braking system must become. A hydraulic circuit designed according to the invention was tested for durability its quality characteristics were examined and remained during an operating period of several hundred thousand brake games flawlessly or corresponding to a long-term Duration of use with a very high annual mileage with year-round use. Should one of the hydraulic circuits fails, for example due to a leak in one of the cans or in the tube causing the hydraulic fluid to leak the remaining hydraulic circuit would still be operational. The one with the lever 80 executable stroke length is sufficient to compress one or the other of the pressure cells, to provide braking power for the bike.

Fig. 9 shows a schematic representation of a device for filling the hydraulic circuits according to the invention. To fill the hydraulic circuits, a Filling pipe 120 inserted into the neck of the T-piece 52a. The fill tube 120 is over a three-way valve 124 and a corresponding line 126 connected to a vacuum source, so that the hydraulic circuit can be partially evacuated. Then the filling pipe 120 for filling the hydraulic circuit by switching the three-way valve 124 and Connected via a pipeline 129 to a reservoir 128 in which the hydraulic fluid of the type described above under an overpressure of about 1.41 to about 4.22 kgf / cm2, preferably about 2.81 kgf / cm2.

During the filling process, each of the cans 54 is in a fixed jig 130 added so that each can when injecting the hydraulic fluid on a predetermined, matching the volume requirements of the hydraulic circuit Dimension is expanded. The combined effect of the two fixed jigs 130 can based on the stroke and the volume displacement, which are in each case for each hydraulic circuit should be achieved, determine in advance. For a common hydraulic circuit the fixed jigs 130 are designed so that the hydraulic circuit with a sufficient Can fill a volume of fluid that corresponds to the volume at substantially complete compression corresponds to one can and the full expansion of the other can.

After the hydraulic fluid has been injected, the filler neck of the T-piece 52a squeezed off and permanently closed, for example with the help heated clamps 134, which attack the stick below the filling tube 120 and Squeeze off, close and cut its filler neck in one operation. In none of the hydraulic circuits according to the invention are therefore moving parts or Seals are used, which counteracts the possibility of leaks. Due to the structure of each of the hydraulic circuits are also the Costs for replacing an entire circuit compared to other hydraulic circuits, the pistons and seals are quite low.

While the heated clamps 134 are for squeezing, closing and 1? when separating the filler neck of the T-piece 52a are well suited, if at dem hydraulic fluid to a non-oil-containing fluid, for example a mixture of Water and ethylene glycol, heated clamps should be used with oily fluids, such as silicone oil or petroleum oil, cannot be used. It turned out that oil-containing fluids form a film on the inner walls of the filler T-piece, which the production of a closure by the action of heat or by closing is prevented. If an oily fluid is to be used in the hydraulic circuit, a different one should therefore be used Methods such as squeezing, severing and encapsulating can be used.

6 and 7 show a caliper brake 200 according to the invention with a Common structure for the front and rear brakes.

The caliper brake 200 includes a horizontally arranged, essentially U-shaped mounting part 201 for attaching the caliper brake 200 to the bicycle frame by means of a bolt 202 which penetrates the center of a bottom of the mounting part.

As already mentioned above, the rear brake is on the rear fork legs 30 and the front brake attached to the front fork 40. Leg 201a of the Mounting part 201 each have a bore 201b through which a pivot pin 204 hindlarthgesteclst i5to Each pivot pin 204 penetrates a receiving hole 206a in the Middle part of an actuating or tensioning lever 206, which is thus pivotably mounted is. Between the leg 201a and the tension lever 206 there is one made of nylon or one Another plastic made shim 208 inserted to allow free rotation of the clamping lever to facilitate.

During the present invention, an ordinary swivel clamping lever can be used is, the swing clamp lever is economical in the forms of training to be described manufacturable and has the desired mechanical strength with considerable Weight saving. Each tension lever 206 consists of a substantially flat one Pivoting part 212 which is arranged in a plane normal to the bicycle wheel W.

The swivel part has a sufficient for the application of braking force mechanical strength, which, since it is a thin, flat deil ~, alone is not sufficient to absorb the resulting force caused by the engagement is generated between the brake shoe B and the wheel rim R.

The lower end of each pivot part 212 forms a mounting or guide slot 214, in which a brake shoe holder 216 is adjustably received. The top end each pivot part extends beyond pivot pin 204 and forms a lever arm, on the one actuation cell to be described below with further details or tensioner 250 acts to bring the brake shoe B into engagement with the wheel rim R bring. From the portion of the pivot where the mounting slot 214 is formed is, goes obliquely upward from a strut 218, at the free end of a journal bearing 220 is formed. The center line of this journal bearing 220 is with the pivot pin receiving hole 206a in the pivot part 212 in cover. The pivot pin 204 penetrates the journal bearing 220 to support the strut when braking force is applied.

In order for each strut 218 to rotate freely, there is a journal bearing between them 220 and the leg 201a an intermediate washer 222 made of nylon is used.

The tensioning lever 206 can be produced by various methods, including by die casting or stamping individually or in a package. For this reference is made to the following, detailed description.

The tensioning device inserted between the upper ends of the tensioning levers 206 250 has a substantially cylindrical housing 251 made of plastic in which one of the expansion boxes 54 is arranged. The housing 251 has a corresponding one Slot 251a so that the connecting piece 54b can be led out; In the case 251, two pressure plates 252 made of plastic are arranged, one on each each side of the expansion can. They carry the protrusions described above similar disc-shaped projections 254 to allow for expansion and compression to facilitate the expansion box. On the surface facing away from the pressurized can 54 has each pressure plate 252 has an annular projection 256, which is at a small distance is arranged from the outer circumference of the pressure plate inward.

The housing 251 has inwardly directed, angularly spaced apart from one another at each edge arranged tabs or tabs 262. Between this and each pressure plate 252 is an annular tendon in the form of a wave washer spring 260 with three superscripts or three segment-shaped projections used to the pressure plates inward to push to rest on the expansion box. Each corrugated washer 260 is thereby against Rotation ensured that a superscript between two in Wizikel distance from each other arranged positioning lugs 263 is used, which are located on the inner surface of the Housing 251 are located (Fig. 7). Preferably, the wave washer springs 260 are like this designed that in the operational state of the 3remsbetätiguugsvorrichtung the Compress the expansion can completely.

From each pressure plate 252 another ring-shaped one jumps outwards Projection 270 to which an adjusting member or ring 272 attach leaves. The adjustment ring 272 is substantially circular in cross section and has one knurled portion 272a and one smaller in diameter part 272b. A circumferential ring groove 273 is formed on the latter, in which the legs a U-shaped spring ring 274 are added. The legs of each spring ring 274 are inserted through two openings in the projection 270 to the respective Adjustment ring 272 rotatably received on the associated projection.

An alternative embodiment is to make the spring ring 274 unnecessary of the adjusting ring 272 and the projection 270 can be used. This is a snap connection formed, wherein the projection 270 instead of the openings for the spring washers its outer circumference has an annular rib or web. The adjustment ring is modified by the additional training of an annular projection, the can be pushed over the projection 270, and has an annular groove that can be snapped into the annular rib on the projection 270.

Each tensioning lever 206 is from the tensioning device 250 by the Movement of an actuating or transmission member can be actuated, namely by a Bolt 280 with a flattened, spade-shaped head which is connected at one end by a Part arrangement yet to be described through into the associated setting ring 272 is screwed in and pivotable with the associated tensioning lever 206 via a pin 282 is connected, the at the upper end of the tensioning lever in one of a plurality of Receiving holes 281 is used. Each adjustment ring 272 engages one on the Bolt 280 screwed on nut 284, so that by turning the adjusting ring 272 the distance between the brake shoe B and the wheel rim R at the other end of the Tension lever 206 is changed. If each adjustment ring 272 is rotated so that the effective length of the associated bolt 280 shortened, the brake shoes Bring B into a spaced position with a view to dismantling the wheel W.

On the bolt 280 is between the nut 284 and another ring-shaped Projection 286 on the pressure plate 252 received a pressure disk 290. As soon as the expansion box 54 expands or enlarges, each associated pressure plate 252 becomes adjusted outwards, the projection 286 presses against the pressure disc 290, this against the nut 284, the bolt 280 moves the upper end of the tensioning lever 206 to outside and the brake shoe B at the other end of the clamping lever is to rest on the Bred rim R of the bicycle wheel.

The hydraulic clamping device 250 thus has the clamping levers 206 a freely movable, non-rigid connection, since apart from the corrugated washer springs 260 there are no parts or devices that pre-tension the tensioning levers themselves. The entire unit can therefore run inaccurately, in particular a lateral runout follow the wheel rim R freely, so that any wheel rim with considerable Running inaccuracy results in improved braking.

In Fig. 8, a one-piece blank 300 is shown, from which the clamping lever 206 according to FIGS. 6 and 7 can be shaped.

The blank 300 has a flat, substantially rectangular shape Section 331 of predominant longitudinal extent, which in its central part Has receiving hole 332 for a pivot pin. By folding on bending lines 333 a receiving slot 214 (Fig. 7) is obtained. The folded parts can be hold in position with wing flaps 334 around the main part of the swing lever are bent around and correspond to the tabs 234 shown in FIG.

With the upper end of the swing lever part 331 can be through Fold over at bending lines 335 to form a downwardly open U-shaped lever arm. A plurality are located at various distances from the pivot pin receiving hole 332 from Receiving holes 336, with the help of which the length of the lever arm, on which the clamping device 250 acts, can be changed. This is the possibility created by using a set of locating holes extending from the pivot pin 204 are located at a greater distance than with the rear brake on the front wheel a larger one Apply braking force.

A sloping upward part 338 extends after folding at a vertical bending line 339 at right angles to the flat part 331 and forms then the strut 218 (Fig. 7).

The upper end of the part 338 has a loop part which is shown in FIG a pair of wing flaps 340 ends. Reach around the strut 218 in the operating position the tabs 340 form the main part of the part 338 and form the journal bearing 220 (Fig. 7).

10 shows a further, two-part embodiment of the tensioning lever. Those individual parts of the tensioning lever 306 that correspond to the tensioning lever 206, are denoted by the same reference numerals, but increased by 100. In this example The parts 312 and 318 can be stamped parts that can be manufactured by spot welding Clamping levers 306 are connected to one another.

Another tensioning lever 406 is shown in FIGS. 13 and 13a.

The clamping lever 406 is in two parts and consists of a pivot part 412 and a strut 418. The pivot part 412 is an essentially flat piece, which is obtained with advantage by punching from sheet metal. The upper end of the pivot part 412 is bent over to form a downwardly open, U-shaped part 412 a, in which a A plurality of receiving holes 481 at different distances from a pivot pin receiving hole 406a is formed in the central part of the pivot part.

The lower end of the pivot member 412 is bent over to form a brake shoe receiving slot 414. The free end 430 of this part having the receiving slot has a substantially S-shaped configuration to a To obtain support surface 431, which is slidable on the flat part of the pivot part rests. In this way, and after the part having the slot of the pivoting part in engagement position with the one to be described in more detail below Strut part 418 is inserted, the first-mentioned part acts as a self-supporting compression spring (cantilever compression spring).

The strut 418 has a substantially triangular main portion with an eyelet 420 serving as a journal bearing at one of the triangular tips / 5; the The end of the strut 418 facing away from the eyelet 420 has an elongate in the vertical direction Edge protrusion 436 and a small vertical protrusion 438 extending from the main body protrudes outward and with the projection 436 a substantially U-shaped receiving zone forms into which the part of the pivoting part that has the slot can be inserted is.

To facilitate the engagement of the pivot part with the strut, are in the vertical migration of the part of the pivoting part that has the receiving slot long ribs or protrusions 440 are formed. The projections grip over these 436 and 438, which are used to achieve a form-fitting or reliable engagement with the projections 440 are bent inward (Fig. 13a). In addition, it is on the S-shaped end 430 adjoining part of the pivot part 412 with a long one Projection 442 is provided which, as can be seen most clearly in FIG. 13a, is close of the projection 438 in a recess 444 in the strut 418 secures to the parts 412 and 418 to be held reliably in position.

The description of the various means of application now follows a greater braking force on the front wheel than on the rear wheel. From these means you can any can be used singly or in combination with each other.

As described above, pressure cans can be of various diameters be used. Another way to increase the pressure in the front brake circuit consists in the contact surface between the pressure cell of the front brake circuit and to reduce the pressure plates arranged on both sides of the can, so that, there the applied force remains the same, the hydraulic pressure in the front brake circuit increases.

The other options for generating greater braking force on the front brakes result from any of several modifications of the brake actuator, which, generally speaking, are either mechanical or hydraulic modifications.

As described above, each tension lever has 206, 306, or 406 a plurality of receiving holes 281, 381 and

481 on. These receiving holes are at different distances from the pivot point of the clamping lever. One attaches the pot made with spade leaf-shaped Bolt 280 of the front brake on a receiving hole that is further away from the pivot point is than the receiving hole used on the rear brake, then the lever arm longer on the front brake than on the rear brake. The ones from the front brakes applied braking force is therefore greater than that applied by the rear wheel brakes.

Another method of achieving greater braking force with the front brake results from the use of a larger effective hydraulic Surface on the expansion box of the front brake than on the expansion box of the rear brake.

The term "effective hydraulic surface" refers to the resulting area, which is used to calculate the force that the Fluid pressurized in an expandable pressure vessel to one on the pressure vessel adjacent Pressure plate of a given size, after taking into account the tension effect, which results from the special design and the deformation resistance of the walls of the pressure vessel results. Where the surface of the pressure vessel is larger than the surface area of the pressure plate and the pressure plate elastic against the surface the pressure vessel is crowded, the effective hydraulic surface changes, on which the pressurized fluid acts, inversely dependent on the voltage in the pressure vessel walls.

If the pressure vessel is almost compressed, the pressure plate can move surrounding pressure vessel walls, for example, beyond the level of the pressure plate bulge out and then exert a function similar to that of tension springs in order to generate to support an outwardly directed force acting on the pressure plate, which is greater than the product of the hydraulic pressure and the surface area of the pressure plate. If the pressure vessel is in a state of partial expansion, the effective one is hydraulic surface equal to the area of the pressure plate. Is that approaching The pressure vessel finally reaches its greatest extent, the tension acts in the pressure vessel walls again as a tension spring, but is effective in the opposite direction, so that the force exerted on the pressure plate is smaller than the product of pressure and Area of the printing plate.

As used herein, "effective hydraulic force" is related on the force exerted by an expandable pressure vessel on a pressure plate is multiplied and calculated from the effective hydraulic surface with the pressure in the pressure vessel.

A larger effective hydraulic surface can be applied to different Way to achieve. Once you can determine the diameter of the expansion box for the front brake increase compared to the expansion box for the rear brake, together with a corresponding increase in the area of the with the expansion box of Front brake contacting pressure plate. However, this solution won't preferred, since, as already mentioned, it is expedient in practice, expansion doses of the same dimensions. A similar effect can be achieved if the pressure plates 252 of the front brake have projections 254 larger in diameter than the pressure plates of the rear brake.

This of course results in an increase in the effective Hydraulic force generated by the front brake.

Another solution for allocating a greater braking force to the Front brake becomes the effect of the tension generated in the can of the rear brake exploited to the effective hydraulic force generated by the expansion box of the rear brake to change. As can be seen in FIG. 14, a U-shaped cross-section can be used Ring part 360, which can be arranged in the interior of the housing 251 by the Overcome the leaf spring effect generated on the circumferential edges of the can. The ring portion 360 has two contact or support members 361, which are symmetrical on the outer circumference of the can 54 are arranged. These support members 361 are fastened to one another with fastening means 362 connected so that their contact or support surfaces are in a predetermined position can be brought to rest on expansion of the can 54 on its outer circumference come. The support members 361 hold the outer periphery of the can 54 so that only the inner part can be moved, and in this way take part of the hydraulic pressure and reduce the effective hydraulic surface area of the can. By adjusting the fastening means 362 can change the range of motion. With little Between the distance between the support members, the can 54 has a smaller freedom of movement and gives less effective hydraulic force during the working stroke of their movement game away.

The time of application and the ratio of the braking force the front and rear brakes can be passed through to a certain extent Change the turning of the setting rings 272. When the stretch doses are increased, this leads to during the last phase of the stroke an increasing proportion of the mechanical pressure Work out necessary to stretch the can walls. This consumption of a Part of the hydraulic pressure leads to a reduction in the effective hydraulic pressure Surface. Accordingly, the rear brake shoes can be set to a larger one if necessary Adjust the distance from the wheel rim so that the rear brake is only activated in the last part of the can stroke comes to rest on the rear wheel rim, with the result that the Braking force on the front wheel is applied earlier and is greater than the braking force on the rear wheel.

If necessary, it is also possible to brake from a low driving speed, i.e. below about 8 km / h, initially only apply a small braking force on the rear wheel, with a greater braking force on the front wheel at higher driving speeds is applied. The front brake shoes wear out more when braking hard than the rear brake shoes, so that the use of the rear brake shoes at weak braking leads to a compensation of the total wear of the brake shoes. This can be done by using corrugated washer springs with a smaller spring stiffness reach on the rear wheel so that the rear brake is activated when braking from slow speed responds very quickly, and also by the fact that the effective hydraulic surface the expansion box for the rear brake is made smaller than that of the front Expansion box. The pressure on the pressure plates of the front brake then increases when overcoming the harder wave washer springs in the front brake as the lever stroke increases, to apply a greater braking force to the front wheel. As those made by the leather Forces are a function only of deformation, the importance of spring forces takes on in each of the brakes with increasing hydraulic pressure.

It is believed that the possibility of applying a larger Braking force on the front wheel depends on the cyclist's center of gravity, i.e. from the weight distribution on the front and rear wheels, and from the dynamic effect the forward shift of the center of gravity when braking, through which the reaction force between the pneumatic tire of the front wheel and the road surface is increased. In any case was found contrary to the previous view that it is possible to do more than half of the total braking force must be applied to the front wheel, with the ratio always limited by the demand from front brake force to rear wheel brake force is that the braking force applied to the rear wheel must be sufficiently large so that the rear wheel 'locks' in front of the front wheel and slips.

Although conventional in connection with the caliper brake according to the invention Brake shoes can be used, but they tend to wear excessively at the front end. The invention therefore provides an improved brake shoe that leads to a reduction the wear and tear by dividing the braking effect over the working or braking surface every brake shoe leads. In addition, the brake shoe is designed according to the invention exchangeable to achieve a more economical brake.

According to FIGS. 10, 11 and 12, the brake shoe assembly consists of three Main parts together, namely from a brake shoe 501 made of an elastic resp. Elastomer mass, a holder 502 formed from sheet metal and a mounting stud bolt 503

The brake shoe 501 can be made from an extrudate with a substantially trapezoidal shape Be made cross-sectional shape and is captive for inclusion in the holder 502 broader at the base while narrowing outward and at the braking surface 501a is about the width of the bicycle wheel rim.

The braking surface 501a is not parallel to the base surface, but at an angle corresponding to the rim angle, so that the brake shoe braking surface is complementary to the rim surface.

The holder 502 can be in a flat arc according to the curvature the wheel rim be shaped (Fig. 7) in order to have the largest possible contact area with the Achieve wheel rim. The holder 502 has a generally rectangular base 504 with clamping walls 505 and to the inside inclined on the long sides Base on normal end-face clamping walls 506, which together have a cross-section Form a trapezoidal receiving zone that is smaller in width than the brake shoe 501, the length of which, however, corresponds to the length of the brake shoe. The thickness of the brake shoe 501 exceeds the height of the clamping walls, so that the braking surface 501a outside the free ends of the clamping walls lies.

The front end-side clamping wall 506 in the direction of rotation of the wheel is sufficient essentially up to the full height of the side clamping wall 505 around the brake shoe 501 to hold firmly and to prevent shifting of the brake shoe if this during the braking process is pushed in the direction of wheel rotation. On the opposite At the end of the holder 502, the clamping walls 505 are bevelled to form an insertion part 507 so that the brake shoe 501 can be removed without the holder, As is common with conventional brake shoe assemblies, they have to be thrown away. To remove the brake shoe 501, it is for example with a pair of pliers on the insertion part 507 exposed end, lifted over the low front-side clamping wall 506 and pulled out of the holder. A new brake shoe is inserted in reverse order. The beveled part 507 allows the brake shoe to be lifted over the low front-side clamping wall by bending the brake shoe, without excessive Requiring effort.

The brake shoe holder 502 is in the receiving slot 214, 314 or 414 fastened with the help of the mounting stud 503.

To accommodate the stud 503, the base of the holder 502 has a obtained by punching, outwardly directed boss 508, in which a through hole 509 is designed to receive the stud 503. The dimensions of the hump 508 are chosen so that the holder 502 in any convenient, for aligning the Brake shoe after the bicycle wheel rim required angle position the recording can bridge slot.

The stud bolt 503 is provided with a head 503a on the side walls of boss 508 to prevent rotation when securing the stud a fastening nut 510 and an intermediate washer 511 in the receiving slot the end of the stud can be screwed on.

In order to reduce uneven wear of the brake shoes, has Turned out to be useful if the mounting stud 503 is closer to the direction of rotation of the wheel front end of the brake shoe holder 502 is arranged. With conventional Brake shoes, with the stud bolt protruding from the center of the holder, inclines the Brake shoe when clamping against the wheel rim to tilt so that it at the rear end of the braking surface 501a in the direction of rotation of the wheel Wear is coming.

The amount of displacement of the stud 503 in the direction of rotation the front end of the wheel can have a ratio of the direction of rotation of the wheel relative brake shoe lengths in front of and behind the location of the stud bolt between 52:48 and 65:35, preferably from about 55:45.

As bicycles in all weathers and on different roads or cycle paths are used, it is advisable to ensure that under different weather and road conditions can be braked properly.

One of the disadvantages of conventional bicycle caliper brakes is that they that they lose a large part of their effectiveness in wet weather. At the Driving in the rain or on a wet road surface, water collects on the wheel rims. This water acts like a lubricant, so that on bicycles with caliper brakes the brake shoes slide more on the wheel rims, with the result that the stopping or braking distance opposite when driving in dry weather or on dry roads get considerably longer. It is not uncommon for a conventional braking system to which can bring a bicycle to a standstill within about 6 m at a given speed brings, with wet rims under otherwise identical conditions up to twice this Needed way. To increase the effectiveness of the brake shoes on wet rims were In the past, different approaches, cleats, on the braking surface of the brake shoes or the like. intended.

However, these changes have not occurred for various reasons proven.

10 and 11 show a scraper 540 with which the bicycle wheel rim Allow water to be removed before the brake shoe comes to rest on the wheel rim. Of the Wiper 540 has a wiping part 542 on which a plurality of spaced apart arranged projections or wiping elements 542a are formed, the width is exaggerated for clarity.

The wiping member 542 can be made of any durable and resilient Elastomer material such as natural or synthetic rubber be. The material should be soft enough to give way, but also strong enough to repel water from the rim. A more preferred The material is neoprene with a durometer hardness between approximately 50 and 70, preferably of about 60. The wiping elements 542a are inclined so that they are walking past the wheel rim at the scraper 540 hurls the water radially outwards towards the wheel. The wiping part 542 is preferably made from an extruded starting material, which is cut at an angle to obtain the desired bevel. The outer edge each wiping element is in the direction of wheel rotation to the plane that has a radius and includes the axis of rotation of the bicycle wheel tilted forward at an angle or tilted. The angle of inclination can be between about 50 and about 750, an angle of about 300 is preferred.

In the example shown, the stripper 540 is on the stud 503 of the Brake part attached with the help of an elongated profiled support spring 546, with which the scraper is arranged in front of the brake shoe in the direction of wheel rotation leaves.

The end of the support spring 546 receiving the wiping part 542 has a inclined projection 546a, which is located at the leading end of the wiping part 542 can be brought to the plant. The wiping part 542 is on the support spring 546 with the help a bent, one-piece tab 546b attached to the trailing end of the wiping member engages, and retained from the side wall protruding holders 546c. Of the Tab 546b also serves to hold the wiping part 542 during engagement with the To prevent the wheel rim from shifting in the direction of the brake shoe.

The support spring 546 can be made of any elastic material be made. Beryllium bronze is preferred as the material. How most clearly 11, the support spring 546 is profiled so that the trailing or the end on the fastening side can be pushed over the stud 503, which holds brake shoe holder 502 in slot 314. In the example shown, this is the end of the support spring 546 on the fastening side outside the nut 510 arranged. To fix the support spring on the stud 503 are another nut 550 and an intermediate disk 551 is provided. The use of two nuts, namely 510 and 550, allows the brake shoe and wiper to be aligned independently of one another. If necessary, the nut 510 can be omitted and only the nut 550 used. Although this is a more economical training, it is necessary to use the brake shoe and align the scraper at the same time.

The wiper part 542 engages the wheel rim before the braking surface 501a of the brake shoe comes to rest on the rim. For this purpose is between the washer 551 and the support spring 546 are relatively inflexible Adjustment element 560 installed. This has a threaded hole at its free end 562, which is in congruence with the support spring 546. One in threaded hole 562 The screwed-in set screw 564 engages the support spring 546 around the wiping surfaces of the wiping elements 542a relative to the braking surface 501a of the brake shoe and to be positioned a little closer to the curved bicycle wheel rim, as in FIG. 11 indicated by the distance d.

The brake shoe 501 is preferably adjusted so that the wheel rim turns past her at a short distance without touching her. In such a state the adjusting screw 564 can be adjusted so that the wiping elements 542a with the Have light contact with the wheel rim. Should the bike user prefer it, it can Wiping part 542 can also be adjusted so that it does not come into contact with the wheel rim until the brake shoe is actuated.

If the frequency of wet weather is high, it is advantageous if the wiping elements 542a constantly have light contact with the wheel rim, so that Water is stripped off at every moment. Even if the wiping elements 542a does not touch the wheel rim under normal driving conditions it useful if the scraper is set so that it is when the brake shoe is actuated before this comes to the plant.

This gives a cyclist the opportunity to use the Brake actuation device to be operated lightly from time to time in order to prevent it from being applied wipe water from the wheel rims of the brake shoes. With then subsequent Applying the brakes results in a much stronger braking effect.

The brake operating device according to the above description can be operated with a lever located on the handlebar. The brake actuator can also be modified in such a way that it can be changed by reversing the direction of movement of the bicycle chain drive can be operated. 15 and 16 are further developments shown, with which a braking system can be created by reversing the Pedal movement or backward pedaling can be actuated.

The brake operating device 600 is further different from that Brake operating device 50 described above only slightly. Corresponding to each other Components are labeled with corresponding numerical references. For attachment the brake actuation device 600 is a bracket instead of the mounting plate 62 601 provided. With this, the brake actuator between the Arrange the seat tube 24 and the down tube 34 that goes up at an angle.

The bracket 601 is substantially L-shaped (FIG. 15) and has a forward-facing, substantially H-shaped main part 602 (Fig. 16). The down tube 34 is between legs 603 at the front end of the bracket recordable. Between the legs 603 there is one upwards on the base pointing nose 604, which is folded over at right angles to the main part 602 and on the down tube 34 rests to the main part 602 in a perpendicular position to the down tube to keep. A hose clamp is used to attach the bracket 601 to the down tube 34 606, which engages over the down tube and the nose 604.

The rear end of the bracket 601 is forked on the seat tube 24 Part 608 supported, which engages over the seat tube. One at the base of the forked Upwardly directed nose 609, which is present in part 608, rests on the seat tube 24. the Bracket 601 is attached to the seat tube with a hose clamp 610.

The bracket 601 is designed so that the main operating load according to the following description is added to the down tube 34. The forked part 608 and hose clamp 610 help support the load, but also act counter to the lateral or transverse moment that occurs when the brake actuation device is actuated 600 is generated.

For attaching and supporting the brake actuation device 600 the holder 601 has two bent-up parts 612, one on each side. On each bent part there are two tabs or spaced apart from one another Bearing blocks 614 formed which have a recess for receiving pins 70. The bearing blocks 614 support the brake actuator in a similar manner like the eyelet parts 64 of the mounting plate 62 described above.

The cover 110 is opposite to the example shown in FIGS. 2, 3 and 4 slightly modified to provide an outlet for pipes or hoses 52 at one opposite the Lenkatangen type to get 900 staggered positions. The pipes or hoses 52 are conveniently taped to the seat tube 24 for boys' bikes or on Seat tube 24 and attached to the down tube 34 on girls' bikes.

The actuation of the brake actuation device 600 takes place via a Device with ratchet wheel and pawl. At the internal Ring gear 46a is, for example, with the screws 621 with which the drive ring gears 46a and 46b are fastened together, a ratchet or ratchet wheel 620 attached. A spacer washer 622 is located between this and the ring gear 46a arranged. In this way, the ratchet 620 is with the drive sprockets 46a and 46b non-rotatably connected.

The ratchet wheel 620 is able to engage a pawl 625, which is on a square rotating shaft 626 is added. The square rotating shaft 626 carries three Spacer sleeves 628a, 628b and 628c. The 1) istanzhülsen 628a and 628c are rotatable stored in tabs 605, which protrude from the outer edges of the legs 603 downwards and a pair of spaced apart receiving tabs or bearing blocks for Form the support of the square rotating shaft 626. One between the square rotating shaft 626 and the ~ spacer sleeve 628b arranged torsion spring 627 urges the shaft accordingly 15 clockwise to hold the pawl 625 in one position, in FIG which can engage the ratchet wheel 620 on her.

Instead of the lever 80, there are two pivot levers on the square rotating shaft 626 630 attached. Each of them extends backwards upwards on the brake actuation device 600 and has a curved one at its free end Cam part 632, which is in one of the recesses 102 described above Extensions or projections 98 penetrates. The pivot levers 630 form together with the pawl 625 a lever system that reverses or counterclockwise Directed rotary movement of the pedals into a usable for actuating the brake system Power transforms.

The lever system formed by the pawl 625 and the pivot arms 630 is designed to reduce the force exerted by the driver on the pedals, so that when the pressure cans 52 are pressed together, there is no excessive force exercised will. This is achieved in that the pivot levers 630 are longer than the radial one Distance between the teeth of the ratchet wheel and the center of rotation of the same.

In a common form of training, the mechanical translation is (mechanical ratio) between the drive gears and the ratchet 620 in of the order of about 2.5 to 1, so that when the driver is at full weight the pedals backwards, the force generated by the pivot lever 630 is not so is large than that the brakes are suddenly and fully applied, i.e. that Blocking of both the front wheel and the rear wheel would be caused. Control of the bike is retained. Except that through the pivot lever 630 applied force versus the applied force applied by the driver while braking on the pedals Force is reduced, each lever has a flat top 630a that the underside of the bracket 601 can be brought to bear in order to adjust the travel of the Limit leverage. This limitation ensures that one on the levers applied excessive load is absorbed by the bracket and not possibly the brake actuator itself is damaged.

In the drawing, the teeth 620a of the ratchet wheel 620 are for the better Illustration shown enlarged. In practice, the tooth pitch is only 1/2 or 1/3 of the division shown in FIG.

Another way to operate the brake actuator The chain tensioning and switching device 650 would be via the drive chain (Fig. 1) to use.

The chain tensioning and switching device 650 is used on racing or touring bikes with more than three gears to keep the lower run of the drive chain taut. When the drive chain is moved in the reverse direction, the idler lever pivots counterclockwise. By attaching a brake actuator to the Rear wheel strut 28 and use of modified pivot lever 630, the The pivot lever extensions could extend beyond the square rotating shaft 626 be articulated to the chain idler lever. When stepping backwards of the pedals, which pulls the chain idler lever forward, would the Pivoting lever 630 can be pivoted and actuated the brake actuation device. While this possibility is feasible, it becomes due to diversity the chain tensioning and shifting devices used by the various bicycle manufacturers not preferred. This great variety would make a multitude of different designs require, which would make economical production more difficult.

17 shows a modified embodiment of the mounting part 201. The mounting part 700 is in two parts with a base body 701 and a stiffening part 702 formed.

The mounting part 700 is expediently obtained by punching.

The main body 701 has a substantially rectangular main part 703, from which a substantially U-shaped part 705 extends in the same plane. The main portion 703 has a downwardly directed, transverse stiffening rib 704 and is provided with several recesses 704b to reduce weight. On the outer circumference of the main part 703, stiffening walls 706 are folded down each side of the main part as well as two spaced sets, with bearing blocks 708 and 709 provided with a recess. The recesses of the Bearing blocks of each set are in congruence with each other and are used to hold one the pins 204. The part 705 is smaller in width than the main part 703 and is also bent up at its free end in order to obtain a bearing block 712, in the recess of which the bolt 202 can be received in order to keep the mounting part in the next to be able to attach to the bike as described above.

The stiffening part 702 is essentially U-shaped and has legs 720, which are beveled at their upper edge. The free end of each leg has a nose 721 which is inserted into a slot 723 in the upturned end wall of the base body is used. The end of each leg associated with the nose 721 is set back to between this leg end and the upturned end wall to get the basic body game. In the base 726 of the stiffener 702 is a recess is formed which is congruent with the hole in the bearing block 712. The stiffener is sized so that the base 726 rests against the bearing block 712.

In the base 726 are two outwardly embossed depressions 728 formed in two holes or recesses or depressions in the bearing block 712 to hold the two parts together in the arrangement shown.

When a braking force is applied to the wheel rim, the Mounting part 700 acting reaction force that the outer, the bearing block 712 facing away end of the mounting part bends upwards. The game between the ends of the Leg 720 and the upturned end wall allows sliding engagement between the Top of the main part 703 and the bottom surfaces of the legs when the slots 723 move inward relative to lugs 721. This intervention leads to friction losses, which tend to dampen vibrations and / or reduce kiln in the assembly part.

18 and 19 show a further modified embodiment of the invention in which a brake actuator 800 at the junction between the handlebar 42 and the upper part of the journal of the front fork 40 is appropriate. The handlebar 42 is already further in the example shown racing or touring handlebars described above and is in their middle with one of the upper part of the front fork pin protruding forward clamping sleeve 801 on the front fork 40 connected. the Handlebar 42 is in the clamping sleeve 801 laterally centered and held captive therein with a bolt 803 and a nut 805. When the bolt and nut are tightened, the clamping sleeve 801 acts on the handlebar 42 a radial force.

The brake operating device 800 is further different from that Brake operating device 50 described above only slightly. Corresponding to each other Components are denoted by the same numerical reference symbols. In particular, require only the already described mounting plate 62, the clamping device or clamp 66 and the lever 80 a different training.

Instead of using the mounting plate 62, the brake actuator is 800 fastened with a bracket 809. This has a substantially rectangular shape flat middle part 809a, at the lateral ends of which the above-described Eyelet parts 64 similar eyelet parts 809b are bent up (FIG. 18).

Extending from the top and bottom edges of the middle portion 809a to the rear two tabs 809c arranged at a distance from one another. The lobes 809c are profiled accordingly and provided with appropriate holes in order to be able to use the Bolt 803 can be attached to the clamping sleeve 801, the upper tab between the head of the bolt 803 and the top of the clamping sleeve 801 and the lower Tabs between the underside of the Elemmuffe 801 and the nut 805 are arranged (Fig. 19). Each tab 809c is in its middle part to a contact shoulder 812 formed, which fits snugly on the front edge-814 of the closely related Kleiiimiffteil, to prevent relative rotation between the brake actuator 800 and the handlebar 42 counteract torsion.

The adjustable pressure plate 94 can be in the brake actuator 800 move in axial direction with the aid of a lever 820. The lever 820 is in cross section U-shaped and directed with the open side against the handlebar 42. The lever 820 is on the brake actuator 800 by means of a vertical pin 70 hinged to get a pivot point. The lever 820 is thus for manual Actuation near and forward handlebar 42 is arranged. The inside, between the pins 70 lying end of the lever 820 is forked in order to reach over the tabs 809c, and forms cam parts 821 similar to the cam parts 82, which when the Adjust the pressure plate 94 using the lever 820.

As can be seen most clearly in FIG. 18, the lever 820 is essentially U-shaped and with the open side against the front of the bike directed. By this U-shape an intermediate piece 825 is obtained, which is with can grasp the fingers, while the thumb on that of the clamping sleeve 801 outgoing Part of the handlebar engages at a point indicated by 826 to when actuated of the lever 820 to form a reaction support. The one generated by lever 820 As with the lever 80, the stroke is sufficient to cope with the failure of one pressure cell as a result Fluid outlet to be able to compress the other can.

The base of a U-shaped portion of the lever 820, immediately thereafter at the free end of the lever, runs essentially parallel to the downward bent Part of the handlebar 42, so that if necessary, when the remaining fingers this handlebar part grasp, grip the lever part 827 with your thumb and let the lever 820 pivot.

/Expectations

Claims (49)

CLAIMS 1. Bicycle brake system with a front brake, a Viterradbremse and an actuating device for the simultaneous actuation of both Braking with a single, continuous brake actuation movement, in particular hydraulic brake system with two separate hydraulic circuits for the front and the rear wheel, thereby g e k e n n n -z e i c h n e t that with the brake actuator (50; 600; 800) on the front wheel (44) has a greater braking force than on the rear wheel (32) can be applied. 2. Bicycle brake system according to claim 1, characterized in that g e k e n n z e i c h n e t that the ratio of front wheel braking force to rear wheel braking force is about 52:48 to 70:30. 3. Bicycle brake system according to claim 2, characterized in that it k e n n z e i c h ne t that the ratio is 55:45. 4. Bicycle brake system according to one of claims 1 to 3, characterized in that g E k e n n n e i n e t that the front and rear brakes (55) are known Way designed as caliper brakes, in particular as hydraulic caliper brakes are. 5. Bicycle brake system according to one of claims 1 to 4, characterized in that g e k e n n n n z e i c h n e t that with the brake actuation device (50; 600; 800) the braking force on the rear wheel (32) before the braking force on the front wheel (44) can be initiated, and that a greater braking force initially on the Rear wheel (32) and then on the front wheel (44) can be exercised. 6. Bicycle brake system according to claim 5, characterized in that g e k e n n z e i c it does not mean that the brake parts which apply the braking force to the wheels (32, 44) (206, B) are biased away from them by a biasing device (260), and that the biasing force on the front brake parts (206, B) is higher than that on the rear brake parts is set. 7. Bicycle brake system according to one of claims 4 to 6, characterized in that g I do not know that in the hydraulic circuit of the front wheel brake and the rear wheel brake one expansion box (54) each for actuating the caliper brake (55) and one with it contained by a hydraulic line (52) communicating pressure cell (54) are, the pressure cells (54) of the two hydraulic circuits are arranged so that Surfaces on them are closely spaced from one another, and that the devices (88,94) for simultaneous actuation of the hydraulic circuits to compress the pressure cells (54) on the surfaces of the pressure cells facing away from the adjacent surfaces (54) are able to attack. 8. Bicycle brake system according to claim 7, characterized in that g e k e n n z e i c h n e t that the brake actuator (50; 800) is an adjustable pressure plate (94) and a pivotably mounted lever (80; 820) with which the pressure plate (94) can be pressed against the pressure cans (54), and near the handlebar (42) one Bicycle (20) can be attached so that the lever (80; 820) close to the handlebar (42) is located, the handlebar (42) when the lever (80; 820) is operated manually acts as a reaction support. 9. Bicycle brake system according to claim 8, characterized in that g e k e n n z e i c h n e t that the actuation path of the lever (80; 820) is sufficient to the pressure plate (94) to be adjusted so that even if one hydraulic circuit fails, one Sufficient force on the pressure cell (54) of the other hydraulic circuit to brake is exercisable. 10. Bicycle brake system according to one of claims 7 to 9, characterized in that g It is not noted that the brake actuation device (50) is immediate on the handlebar (42) is attachable, and that the lever (80) at one end a has forked working part (82) which engages over the handlebar (42) and on the pressure plate (94) engages at two spaced apart locations. 11. Bicycle brake system according to one of claims 7 to 9, characterized in that g It is not noted that the brake actuation device (800) is at the connection point between the handlebar (42) and the upper part of the pin of the front fork (40) is attachable, and that the lever (820) close to that of the connection point outgoing part of the Benkstange (42) is arranged. 12. Bicycle brake system according to claim 11, characterized in that g e k e n n z e i c h n e t that it can be used in conjunction with a drop bar (42) with bent down Benkstangenenden is used, and that the lever (820) is substantially U-shaped and with the open side facing the front of the bicycle (20) and near the handlebar section extending from the connection point, a grippable one Middle part (825) and near the downwardly bent handlebar piece a tangible one has free end piece (827). 13. Bicycle brake system according to one of claims 7 to 9, characterized in that g it is not shown that the brake actuation device (600) on the frame (22) of a bicycle (20) attachable and through the drive chain system (46) is actuatable when this is actuated in the reverse direction. 14. Bicycle brake system according to claim 13, characterized in that g e k e n n z e i c h n e t that the brake actuator (600) is close to the drive sprockets (46a, 46b) of the drive chain system (46) is arranged and a rotationally fixed therewith connected ratchet wheel (620) and a transmission member (625) which at Rotation of the ratchet wheel (620) in the reverse direction to engage it capable and has a pawl (625), each with one end of two spaced apart arranged levers (630) is operatively connected, the respective other End (632) at spaced points on a pressure plate (94) can be brought to bear and this pressure plate (94) for actuating the brake system able to press against the pressure cans (54). 15. Fahrradbrcsanlage according to any one of claims 7 to 14, characterized in that g e k e n n n n e i n e t that the pressure cell (54) for the front brake in the effective hydraulic surface is smaller than the pressure cell (54) for the rear brake. 16. Bicycle brake system according to claim 15, characterized in that it is e k e n n z e i c h n e t that the opposite face of that associated with the front brake Pressure cell (54) on which the actuating device for the hydraulic circuit acts, is smaller in area than the corresponding area of the rear brake associated pressure cell (54). 17. Bicycle brake system according to one of claims 7 to 16, characterized it is not noted that between the mutually facing surfaces of the pressure cells (54) a freely movable pressure plate (106) is inserted. 18. Bicycle brake system according to one of claims 7 to 17, characterized it is not noted that all pressure and expansion cans (54) in one to their adjacent surfaces parallel plane substantially circular Have cross-section, and that at least one of the facing and facing away from each other Surfaces of each can (54) has at least one recess (54a) through which the Expansion and compression of the cans (54) is facilitated. 19. Bicycle brake system according to one of claims 4 to 18, characterized it should be noted that said area is a plurality of interconnected having concentric annular recesses (54a). 20. Bicycle brake system according to one of claims 4 to 19, characterized it is not noted that each of the caliper brakes (55) is used to move the Brake shoes (B) actuating clamping lever (206) has a pair of pressure plates (252), able to attack the surfaces of the expansion box (54) facing away from each other, whereby, by enlarging the expansion box (54), a force is exerted on the pressure plates (252) is exercised so that it can be used to apply a braking force to the associated wheel (32 or 44) of the bicycle (20) actuate the corresponding caliper brake (55). 21. Bicycle brake system according to claim 20, characterized in that g e k e n n z e u c h n e t that the greater braking force can be applied with the pressure plate pair (252) is that engages the expansion box (54) of the front brake, and that of each of these pressure plates (252) is the part which, when the brake system is actuated on the said Expansion box (54) is applied, is larger in area than the part of the corresponding Pressure plate (252) that rests against the expansion box (54) of the rear brake. 22. Bicycle brake system according to claim 20, characterized in that it is e k e n n z e i c h n e t that a greater braking force by training the front caliper brake (55) can be brought up with a longer lever arm (206) than the rear wheel caliper brake is. 23. Bicycle brake system according to claim 2, characterized in that g e k e n n z e i c h n e t that to apply a greater braking force, the expansion cells (54) to exert a greater effective hydraulic force on the front caliper brake (55) capital. 24. Bicycle brake system according to claim 23, characterized in that it is e k e n n z e i c h n e t that the parts of the expansion box (54) belonging to the front brake, the can be brought into contact with the pressure plates (252), are larger in area than the parts of the pressure plates (252) belonging to the rear brake, which are attached to the associated expansion box (54) can be brought to bear. 25. Bicycle brake system according to claim 23, characterized in that it is e k e n n z e i c h n e t that to apply a larger braking force a part of the rear wheel brake belonging expansion socket (54) is restricted in its expansion movement the effective hydraulic force exerted on the associated pressure plates (252) to decrease. 26. Bicycle brake system according to claim 23, characterized in that it is e k e n n z e i c h n e t that to apply a greater braking force that of the rear wheel brake belonging pressure plates (252) are arranged so that they are in the unstretched state the associated expansion socket (54) have a predetermined distance therefrom and can only be actuated after this can (54) has partially expanded and a portion of the hydraulic pressure acting in the can (54) to expand the can material was consumed. 27. Bicycle brake system according to one of claims 4 to 26, characterized it is noted that the brake actuation device (50) is in a safety housing (60,86,110) is accommodated, which consists of a base (60) and an upper clamping member (86) as well as of side walls connected to these, which together form a Form installation zone for the cans (54), the side walls having good tensile strength to keep the cans (54) securely clamped when they are pressed together, however, they are flexible to withstand sudden transverse or bending loads acting from the outside to give in. 28. Bicycle brake system according to claim 27, characterized in that it is e k e n n z e i c h n e t that the security housing (60, 86, 110) has a base (60) and a plurality of wire-like members (86) fixed at both ends to the base (60) are connected to form a substantially hollow installation zone for the cans (54) to form, the wire-like members (86) having good tensile strength, to keep the cans (54) securely clamped when they are pressed together, but flexible in order to yield in the event of sudden transverse or bending loads acting from the outside. 29. Bicycle brake system according to claim 28, characterized in that it is e k e n n z e i c h n e t that for the security housing (60,86,110) a flexible one, the wire-like one Members (86) enclosing cover (110) belonging to the base (60) releasably is connected in order to be able to detach from this in the event of impact. 30. Bicycle brake system according to one of claims 20 to 29, characterized it is noted that in a housing (251) on both sides of an expansion box (54) each a pressure plate (252) is arranged that between at least one of the Pressure plates (252) and the housing (251) a device (260) is arranged, which pushes this pressure plate (252) elastically in the direction of the expansion box (54), and that each Pressure plate (252) facing away from the expansion box (54) Side carries a transmission member (280) attached to it. 31. Bicycle brake system according to claim 30, characterized in that it is e k e n n z e i c h n e t that between at least one of the pressure plates (252) and the associated Transmission element (280) a device (272) is interposed with which the distance between the pressure plate (252) and the relevant transmission link (280) can be changed. 32. Bicycle brake system according to claim 31, characterized in that it is e k e n n z e i c h n e t that for the device (272) one facing the pressure plate (252) Adjusting ring (272) and parts (270,274) screwed to the end of the transmission link (280) belong to the detachable connection of the adjusting ring (272) with the pressure plate (252), wherein the parts (270,274) the adjustment ring (272) against movement in the direction of it Hold the longitudinal axis, but free rotation of the adjusting ring (272) relative to the Allow pressure plate (252). 33. Bicycle brake system according to one of claims 27 to 32, characterized it is noted that the elastic pretensioning device (260) is annular Compression spring is. 34. Bicycle brake system according to claim 33, characterized in that it is e k e n n z e i c h n e t that at least one of the surfaces of the expansion box (54) has a plurality of having annular recesses (54a) arranged concentrically with one another. 35. Bicycle brake system according to claim 34, characterized in that it is e k e n n z e i c h n e t that the pretensioning devices (260) hold the can (54) up to a considerable extent Able to compress degrees. 36. Bicycle brake system according to claim 35, characterized in that it is e k e n n z e i c h n e t that each pressure plate (252) on the surface facing the can (54) has a has circular projection (254) whose diameter is smaller than that of Can (54) to facilitate the squeezing of the can (54). 37. Bicycle brake system according to one of claims 4 to 36, characterized it is noted that the pressure plates (252) in the unstretched state of the Can (54) have a distance from this, and that the can (54) only then to the pressure plates (252) comes into play after it has expanded by a predetermined amount and after a part of the hydraulic pressure acting in it to stretch the can material was consumed by the effective hydraulic force exerted on the pressure plates (252) to reduce. 38. Bicycle brake system according to claim 22, characterized in that it is e k e n n z e i c h n e t that the lever arm (206) at various distances from a pivot pin receiving hole (206a) a plurality of receiving points (281) for receiving a transmission link (280), with which a force can be applied to the lever arm (206). 39. Bicycle brake system according to claim 38, characterized in that it is e k e n n z e i c h n e t that the lever arm (206) from an end piece of a pivot part (212) of predominant longitudinal extent is formed, which has a substantially flat central part having a pivot pin receiving hole (206a) therein and one at the opposite end Has brake shoe receiving slot (214) of predominantly longitudinal extent, and that of said opposite end of the pivot member (212) one substantially flat strut (218) goes up and at its upper end at a distance from and equiaxed having a pivot bearing (220) with the pivot pin receiving hole (206a), the flat part of the Brace (218) in one of the flat parts of the Pivoting part (212) containing plane is normal plane. 40. Bicycle brake system according to claim 38, characterized in that it is possible to use it c h n e t that the brake shoe receiving slot (414) is predominantly longitudinal through the inner walls of a folded part at said opposite end of the pivoting part (412) is formed, which is located over the subsequentlyeii part of the Pivoting part (412) lies and is essentially in congruence with this, and that the end of the strut (418) opposite the journal bearing (420) essentially has a U-shaped part (436,438) for the reliable reception of the receiving slot (414) having the end of the pivoting part (412). 41. Bicycle brake system according to claim 40, characterized in that it is e k e n n z e i c h n e t that the folded over part (430) of the pivoting part (412) is essentially a Forms a U-shaped compression spring and thus when received in the U-shaped part (436,438) the strut (418) rests elastically on its inner walls. 42. Bicycle brake system according to claim 41, characterized in that it is e k e n n z e i c h n e t that the outer walls of the part (430) forming the receiving slot (414) of the pivot part (412) have long ribs (440) on their surfaces, on which grab the free ends of the U-shaped portion (436,438) of the strut (418) to relative To prevent angular movement between the parts (412,418). 43. Bicycle brake system according to claim 18, characterized in that it is e k e n n z e i it should be noted that each of the cans (54) has a U-shaped toroidal cross-sectional shape has, and that at least one of the two main walls of the can (54) has at least one the compression of the can (54) facilitating depression (54a), wherein the connecting piece (54b) from a small wall of the can (54) protrudes. 44. Bicycle brake system according to one of claims 1 to 43, characterized It is noted that the caliper brake (200) has an exchangeable elastic Brake shoe (501) and a brake shoe holder (502) are installed that the brake shoe (501) formed with a given length and with a trapezoidal cross-sectional shape is that the holder (502) has a substantially rectangular base (504), on the longitudinal sides inwardly inclined clamping walls (505) and to the base (504) substantially has right-angled end-face clamping walls (506) which form a receiving zone, which is trapezoidal in cross section and smaller than the brake shoe (501) and in corresponds to the length of the length of the brake shoe (501) so that the brake shoe (501) can be removed therein that the narrower base of the trapezoidal brake shoe (501) is arranged outside the clamping walls (505, 506) and one on a circumferential The wheel rim (R) has braking surface (501a) that can be brought into contact, / the clamping walls (505) are beveled at the leading end of the holder (502) in the wheel rotation, thus a part of the brake shoe (501) that is exposed there for removal and replacement detected a brake shoe and over the adjacent low front-side clamping wall (506) can be lifted. 45. Bicycle brake system according to claim 44, characterized in that it is e k e n n z e i c h n e t that the braking surface (501a) of the brake shoe (501) is complementary to the wheel rim (R) is conical. 46. Bicycle brake system according to claim 44, characterized in that it is e k e n n z e i c h n e t that the brake shoe holder (502) on the caliper brake (200) with a stud bolt (503) is attached, from the base (504) facing away from the receiving zone Side protrudes outward and opposite the center of the base (504) closer to the end the base (504) is arranged offset, in the installed state forms the trailing end in the direction of rotation of the wheel, so that on the wheel rim (R) the trailing end At the end of the brake shoe (501) a greater pressure is exerted than at its leading one End. 47. Procedure for filling the hydraulic bicycle brake system after One of claims 4 to 46, the expandable pressure cell and expandable expansion cell thereof are connected to each other by a hose or pipe piece in which a filling T-piece made of plastic is not shown by the following work steps: - Applying a vacuum to the T-piece (52a) to evacuate the system (52,54) and compressing or reducing the size of the cans (54) - inserting each can (54) in a fixed jig (130), which the expansion of the cans (54) to a predetermined Ability to limit the extent, - Filling the evacuated system (52,54) with hydraulic fluid and - closing the filler neck ″ of the T-piece (52a). 48. The method according to claim 47, characterized in that it is n -z e i c h n e t that the system (52,54) is filled with pressurized hydraulic fluid. 49. The method as claimed in claim 47 or 48, characterized in that it is e k e n n z e i c h n e t that the hydraulic fluid does not contain oil, and that the sealing by Squeeze the filler neck of the T-piece (52a) with a pair of heated clamps (134) happens, which cut through the T-piece (52a) and seal it.