EP4277836A1

EP4277836A1 - Disc brake system with disc(s) housed inside a cycle wheel

Info

Publication number: EP4277836A1
Application number: EP22710005.4A
Authority: EP
Inventors: Franck Jean Savard
Original assignee: Individual
Current assignee: Individual
Priority date: 2021-02-21
Filing date: 2022-02-21
Publication date: 2023-11-22
Also published as: FR3120049B1; WO2022175534A1; FR3120049A1

Abstract

The invention relates to a mechanical or mechano-hydraulic or hydraulic disc brake system which positions the disc in the median or near-median plane of the wheel. To allow optimized protection of the brake disc (2), the disc brake system (1) comprises: a disc (2), a caliper (3) fastened to an axle (8) on which two wheel half-hubs provided with a bearing (9) allow the wheel to rotate freely, these right half-hub (4) and left half-hub (5) being situated on each side of the caliper, at least one of the half-hubs being connected to the wheel. The brake system according to the invention is particularly intended for bicycles, e-bikes and motorcycles.

Description

Disc brake system(s) housed inside a cycle wheel

TECHNICAL FIELD OF THE INVENTION

The present invention relates to a brake system with at least one disc housed inside a wheel, and intended mainly for bicycles, that is to say bicycles, electrically assisted bicycles (VAE) and motorcycles .

STATE OF THE ART

Currently, the disc brake systems that are fitted to more and more bicycles, urban or sports, improve braking performance compared to brakes with rim pads and even more so to conventional drum brakes or "roller brake" type brakes. which equip traditional Dutch bicycles and most fleet bicycles.

Today, no one disputes the decisive advantages for off-road practice. However, these disc brakes also have significant weaknesses which degrade their intrinsic performance, deteriorate the user experience, impose constraints on peripheral equipment or prevent their installation on certain bicycles; because of the very lateral installation of the disc, very close to a fork leg or a frame stay:

Disks are particularly vulnerable.

Since the disc is located between the fork or the seatstay of the frame and the spokes, it is exposed to shocks, for example:

In town, when inserted into a floor or wall storage device; the geometry and dimensions of the tubes of the bike rack are most often in contact with the discs. The front wheel disc is particularly exposed. This means of storage is incompatible with bicycles equipped with disc brakes. There is also a risk of damage to the brake discs, spokes and wheels due to the lateral pressure exerted.

In the context of off-road practice, the projection of stones or contact with an obstacle can also damage a brake disc.

The main managers of bicycle fleets regret for this reason not being able to equip their bicycles with them and being forced to use drum brakes of a certain type, which are nevertheless inefficient and unsafe, especially in hilly areas and requiring important and difficult maintenance. In addition, a traditional brake disc can be dangerous:

There is a risk of being cut in the event of a fall on the disc, the low thickness of the disc on the periphery being aggressive and sharp. The International Cycling Federation procrastinated for a long time before authorizing its use on road bikes in competition.

There is also a risk of burns after intensive use of the cycle, the brake disc heating up due to friction on the latter.

In addition, the asymmetrical braking torque of a traditional brake disc leads to an imbalance and particularly sensitive mechanical stresses on the front end, which bears most of the braking.

On bicycles and electrically assisted bicycles (VAE), in general, a single disc is fitted to each wheel of the bicycle and is fixed on one side, most often on the left. During braking, a torsion torque, proportional to the intensity of the braking, is created.

It follows that the cyclist must counter this force, for example by applying pressure on the opposite side of the handlebars.

The arm of the front fork on which the brake caliper is fixed absorbs the braking force creating significant asymmetrical mechanical stresses which require the reinforcement of the sleeves and the arch, generally resulting in additional weight.

In some extreme cases, the deformation of the sliders can affect the proper functioning of the shock absorber.

The polar inertia of the disc(s) in a very lateral position is significant, especially on fast motorcycles, where the gyroscopic effect is considerable, which degrades handling.

Disc, especially front, creates one-sided aerodynamic drag

According to some studies, a road bike ("racing bike") equipped with disc brakes would consume 3.3 Watts more on average than the same bike equipped with pad brakes, and up to 7 watts if the wind is little aside. This is one of the reasons why riders are reluctant to use the disc brake.

The subject is less sensitive for city bikes and mountain bikes. However, intense efforts on the frame can create disc-pad interference.

During high efforts and loads, for example when sprinting or on a steep slope, the fork tends to twist and the frame to deform, in particular the rear triangle. The caliper, integral with the fork or the rear triangle, follows their oscillations which are different in amplitude and in direction from that of the wheel hub, which can create friction of the disc on the pads, friction that is all the more significant. that the guard would be limited or the frame dynamic (either with elasticity) or the veiled disc.

Excessive play in the wheel axle that would allow a lateral displacement of a few tenths would create or amplify the interference.

The discs, in particular the front, receive splashes of water, which delays the onset of braking until the disc is dry (wiping time), with consequences for safety.

Changing a wheel equipped with disc brakes requires more attention and time.

When refitting the wheel, the cyclist or the mechanic must take care to insert the disc carefully and without forcing the disc between the pads, an often tricky operation when the wheel axle must be aligned at the same time with the fork dropout or of the frame and with the rear derailleur. It may happen involuntarily to slightly modify the caliper/disc alignment, then generating friction when driving. It can also happen during this operation to press the brake lever unexpectedly when the wheel is removed, causing the pads to move closer together, then their difficult separation before refitting the wheel. In competition, changing a wheel that takes longer than that of wheels with pads is penalizing. The compatibility between wheel systems further complicates the neutral assistance offered on major competitions.

The fixing of this lateral disc in its center, that is to say on a small radius (a little more than 2 cm in general), far from the braking surface (distant of about 5 cm from the center in general) , increases its weight and increases the mechanical stresses and the risk of warping.

The space required for mounting these discs on standardized wheel centers imposes strong design, manufacturing, routine maintenance or handling by cyclists and technicians.

It may be necessary to modify the wheel umbrellas by making those of the front wheel in particular asymmetrical. The increased mechanical stresses require all the components of the wheel to be reinforced: hubs, spokes, rims, which has the effect of increasing their weight.

Operation must be optimized, up to the reasonable limits of the wheel center distance to accommodate between the fork or the rear triangle and the spokes the caliper and the disc while maintaining technically acceptable wheel umbrellas. On bicycles, the distances between each component are reduced to 2 to 3 mm. This distance is all the more critical since it is one side of rapidly rotating parts (the spokes of the wheel) and opposite fixed parts, the caliper and its pads. Indeed, for example at 60 km/h, a wheel performs 450 revolutions per minute, exposing to a risk of deterioration increasing with the speed of rotation.

DISCLOSURE OF THE INVENTION

According to the invention, the new architecture makes it possible to remedy all or part of these drawbacks and therefore provides major competitive advantages, in particular: optimized and effective protection of the discs against shocks, elimination of the risks of injury represented by the discs mounted laterally , improved cycle handling, and improved braking performance and bike dynamics, simplified wheel assembly and disassembly, enhanced reliability and reduced maintenance.

This innovation is aimed at large and growing markets: motorcycles (more than 60 million sold each year); electrically assisted bicycles or not, a market of around 100 million units per year, which is growing very strongly.

For this according to the invention, the disc brake system for cycles (bicycles, VAE, motorcycles, etc.) comprises:

A hand-held or pedestrian transmitter which, via a means of transmission, actuates a receiver which squeezes by pinching a disc placed in the mid-plane or almost of a wheel to which it is firmly attached; the invention is mainly characterized in that it comprises at least one disc secured to a wheel, this disc is pinched during braking by at least one caliper fixed solidly (at least in rotation) to an axle which is itself fixed integrally with the fork or the frame of the said cycle, on this axis a wheel hub allows it to turn freely in rotation and fixed in translation, the said hub consists of a straight half-hub and a half - left hub located on either side of the caliper attachment to said axle; at least one of said half-hubs is connected to the rim by an umbrella of spokes which may also be spokes.

To this end, the disc brake system (sometimes hereinafter referred to as “Internal disc”) according to the invention therefore comprises:

At least one brake caliper (and its pads) which is fixed directly by means of a tab (one-piece caliper or added) on the physical axle of the wheel, in the middle or almost. This axis is hollow to allow the passage of the transmission of the braking force and is fixed quickly or not on the fork or the frame; this axle can traditionally have its virtual axes of the wheel bearings and the means of connection (axle with nuts; quick release by lever/stem/knurled nut; spindle with nut, or, screwed directly into a fork arm or frame;.. .) with the fork or the frame which are concentric, or, more particularly in certain variants, these virtual axes are eccentric in order to conveniently accommodate the mechanical or hydraulic passage of the caliper control means; which allows the use of relatively small diameter wheel bearings.

The braking forces of the caliper are taken up on the said wheel axle by an anti-rotation means (a key for example) and then for the said axle, preferably directly on at least one fixed point materialized by one of the two tabs fork or frame; for this, the ends of said axle are provided with an anti-rotation profile combined with the profile (open for a wheel with a solid axle with a nut at each end, or with a pierced axle for quick fixing, or else, closed for a wheel with spindle ) of the fork or frame dropouts in order to prevent any rotation of the caliper during braking. The caliper and its mechanism for pressurizing the pads are relatively conventional, whether mechanical or hydraulic.

A hub composed of two half-hubs each equipped with at least one bearing such as for example a bearing which is mounted on the wheel axle, on either side of the fixing of the caliper to the said wheel axle, and close to each end of the wheel axle. Each half-hub, left or right, directly supports the spokes or spokes of the wheel constituting what is called an umbrella.

In configurations mainly reserved for light cycles (bicycles, e-bikes, etc.), the flanges (or blanks) of each half-hub receive, in a single block or attached, peripheral protuberances which preferably have the shape of a star with at least three branches whose ends support the fixing of the disc by its outer part (periphery).

For heavier vehicles such as motorcycles for example, where a double disc is necessary, each half-hub supports a disc by the internal part of said disc.

The bearings are of the types usually used in bicycles or motorcycles: ball, roller, cup or cage, metallic, ceramic or hybrid, with different levels of sealing.

The left and right half-hubs are preferably identical and symmetrical with respect to the median plane of the fork or of the frame.

The brake disc when it is thin, narrow and particularly lightened by holes is thus fixed at its periphery to the tops of the two star flanges of the half-hubs, which improves its rigidity and reduces its weight.

The rim rotates with its disc via spokes or spokes attached to the half-hubs.

The brake control passes through the hollow axle, supporting the bearings of the half-hubs of the wheel and can be:

- Cable mechanics, a cable pulled by a lever traditionally located on the handlebars, and which activates a device that transforms the movement to move the caliper piston in order to pinch the disc.

- Hydro mechanical, as before from the manual lever, a cable, which in this case controls a hydraulic piston (master cylinder) at wheel level. This mixed solution makes it possible to combine the feel of the hydraulics and the ease of assembly and maintenance of the cables.

- All hydraulic, the master cylinder being traditionally positioned on the handlebars, or on the brake pedal (motorcycle), preferably, a quick coupling with connector without bleeding ensures the junction between the two parts of the hydraulic hose.

The wheel can be fixed on the fork or on the frame as desired by: A quick release, a pin, nuts.

The wheel is simply removed as if it were a wheel with pad brake:

- Disconnection of the brake control (simplicity comparable to the action of spreading the brake calipers on a road bike or a mountain bike with V-brakes for example.

- Release of the fixing means (quick release, pin, nuts).

- Removal of the wheel.

The reassembly of the wheel is also carried out as if it were a wheel with brake pads with the sequences in the reverse order of disassembly.

Changing the pads is done as on the side disc brakes, the architecture of the caliper being identical. The extraction of the platelets will be done preferentially; towards the outside of the caliper, for relatively small discs and towards the inside for relatively large discs.

Access is through the spokes (or sticks), sufficient space allows easy handling.

The change of disc (or discs), the frequency of which will decrease thanks to the position of the disc in the center or almost of the umbrellas and its fixing outside the brake track or inside the brake track, is carried out according to the following simple sequences:

- Removal of the wheel.

- Loosening of each disc fixing screw on the star branches. The disc is no longer held but still prevented by the wheel axle supporting the half-hubs and which still passes through said disc.

- Loosening and removal of the bearing stopper of one of the half-hubs, in order to allow a translation (lateral displacement) of the said axle of the wheel, sufficient to open a free space allowing the disc to pass.

- Extraction of the disc between two spokes.

- Reassembly of the new disk.

- Repositioning of the axle of the wheel, reassembly and tightening of the said bearing stop and therefore fixing of the half-hub.

- Fixing of the disc on the star flanges of the hubs; advantageously, each disk fixing screw will be longer on one side to cross the end of the star then the disk to be screwed directly into the other star directly or indirectly with said other star via a threaded spacer held in place by another shorter screw located on the other side.

This disc removal operation can be done without dismantling the caliper or its support bracket, therefore without opening any hydraulic duct which would require bleeding the hydraulic circuit.

According to the invention, the disc, in particular if it is relatively thick, could be split into two half-discs which would therefore allow the dismantling of the disc without recoil from the axle of the wheel, a male / female interlocking of the connecting zones brake half-tracks allows a perfectly flat shoulder and is provided by the invention. The section of the disc would preferably be oblique and not radial, in order to avoid the slightest collision of the pads with the disc when passing through each connecting zone of the half-discs.

The general description of the invention given above makes it possible to highlight the substantial progress for users.

For cyclists, the innovation of a disc caged between the spokes or spokes of the wheel offers superior functional performance, a much better user experience and greater reliability and safety.

Disk vulnerability is greatly reduced:

- While driving, the position of the disc in the middle (or almost) of the wheel, sheltered behind the spokes of the wheel, considerably reduces or even eliminates its exposure to shocks or the projection of stones, for example.

- During storage, urban use of bicycles fitted with the "Internal disc" disc brake system is possible without restriction, without any particular precautions; during transport of disassembled wheels, for example, in a car trunk.

- Strong reduction in the risk of the disc warping, or even more serious, burning, the risk of burning is considerably reduced when handling of the wheel after intensive use.

- Improved braking performance for greater safety.

- Ideal balance of braking in the middle of the wheel avoiding: o The yaw effect induced in the handlebars. o Twisting of the fork.

- Improved handling thanks to greatly reduced polar inertia.

- Reduced disc wiping time when riding in the rain. Water spray is weak between the umbrellas of the right and left spokes.

- Gain in aerodynamics: o The position of the disc inside the umbrellas (hence the name "Internal disc") and therefore in the wake of the tire generates very little turbulence compared to the traditional lateral positioning. This is a determining element for sports practitioners and competitors. This is an interesting factor for other practitioners and for the efficiency and autonomy of electric assistance devices.

- Weight gain between 100 and 150 grams for a bicycle equipped with a pair of wheels with the brake according to the invention, in comparison with wheels with side disc brake. The weight of the discs is reduced by 40% to 50% in proportion to the material removed. Traditional bicycle discs, fixed in their center, require the junction with the peripheral rubbing surface (the brake track). Conversely, the brake disc according to the invention, when it is held at the periphery, hardly uses any more (small fixing lug) than the material necessary for the braking surface. Or 120 to 150 grams less.

- Even if the disc is less massive, the particular arrangement of the disc makes it possible to better evacuate the heat caused by the friction of the pads during braking, in fact the fixing of the disc on the ends of the star plates allow the said stars to constitute a kind radiator that efficiently exchanges its calories with the surrounding air.

- The brake caliper mounting bracket on the front fork and on the rear triangle is removed.

- Removal of material between the half-hubs. - The star flanges, made of light alloy, are larger than the classic flanges, which leads to a reduction in the length of the spokes.

- The design of the forks can be optimized due to reduced mechanical constraints and ideally balanced with the possibility of lightening, for example by working on the arch (a sort of bridge above the tire between the two fork arms) or even by deleting it.

- Improved dynamics and solidity of the wheel, thanks to the lateral space freed by the transfer of the disc to the middle of the wheel, the umbrellas can be widened and symmetrical in relation to the median plane of the cycle, thus recovering the characteristics of the wheels with skids . More natural and improved wheel dynamics.

- Elimination of disc / pad interference under intense stress on the frame, during high stress and loads, for example when sprinting or on a steep slope, the fork tends to twist and the frame to deform, in particular the triangle back. The specificity of "Internal disc", i.e. a complete brake system (caliper and disc) and fixed to the hub in the middle or almost, eliminates any risk of contact or friction of the disc on the pads even in extreme efforts: axle of the wheel in its center does not deform.

- The star flanges holding the disc, independent of the fixing of the spokes, also do not deform under load on the frame or on the fork.

- Excessive play in the wheel axle, in particular lateral shifting, cannot cause the pads disc assembly attached to the same wheel axle to interfere with its hubs.

- Quality of damping preserved even during intense braking phases. The balance of braking forces at the center of the wheel eliminates twisting of the fork legs, thereby reducing the variation in the operation of the shock absorbers.

- Disassembly and reassembly of the wheel as simple as in the case of a wheel with pad brake.

- No risk of damage to the braking system when inserting the disc between the pads (for example, misalignment of the caliper which could cause friction when driving).

- Without risk of inadvertent closure of the pads. Improved reliability and reduced maintenance.

For bicycles, the risk of the disc slipping is reduced thanks to its grip on the periphery, on the largest diameter and no longer in the center on the smallest diameter.

Chain of dimensions much easier to master and which only depends on the wheel system and not on the fork or the frame, the wheel, the braking system itself.

Fewer disc changes due to accidental damage. Rewarding aesthetics: o The disc is ideally integrated into a homogeneous wheel system, without having as currently this wart on the outside represented by the disc and its caliper o A more sober and purer aesthetic whole. o The possibility of varying materials and colors, in particular star flanges for a strong and differentiated identity, which is not possible with traditional discs. A real contribution for professionals: o Managers of bicycle fleets; possibility of equipping bicycles without constraint with disc brakes to replace the "roller brakes" usually used. Bicycle manufacturers; integrated and homogeneous brake system, which can be personalized, freeing the design of the bike. Easy factory assembly; the brake system is already mounted on the wheel, no calliper to be fitted and adjusted on the fork and the frame, hydraulic pipes can be opened with the quick connector without bleeding allowing total freedom of integration into the frame. In the end, a more homogeneous, more aesthetic and more valuable bike. o Points of sale and aftermarket in general; possibility of equipping a bike with rim brakes, disc brakes by simply mounting a wheel with the “Internal disc” system; simple migration from a traditional disc brake to an “Internal Disc”, opening up new sales opportunities, especially for sports bikes o Manufacturers of forks and suspensions; removal of the caliper mounting tabs (cost, aesthetics, mechanical impact), more freedom of design and optimization. - Allows the integration of valuable additional functions; induction lighting: integration of magnets in the branches of the stars; sensor (solenoid) integrated in the brake calliper; power cable in the wheel axle and exiting opposite that controlling the brake mechanism, integrated magnetic counter: magnet in a branch of the stars: sensor in the brake calliper ...

- Can be designed and manufactured at least as easily as side disc brake systems; allows a complete design of an integrated brake system with control of all the chains of dimensions guaranteeing optimal operation of the system. Manufacturers of lateral disc brakes are dependent on respecting the fixing dimensions of the calipers on the fork and the frame, for example.

- Manufactured as easily as side disc brake systems. Same architecture of calipers and pads. Simplified shape of the discs with the same materials and mechanical characteristics. The new architecture of the hubs does not complicate its manufacture; the materials are the same. Assembly times for the complete system will be comparable to those of traditional side disc brakes and hubs.

- Does not represent any technical or industrial handicap for referencing by bicycle brands, "Internal disc" is easier to install on bicycle assembly lines. The brake system is already fully mounted on the wheel. The two-part hydraulic circuit promotes integration into the frame tubes of the manufacturer's choice.

- The range time at the bicycle manufacturer will be significantly lower for a bicycle with "Internal disc" than for the same bicycle with traditional discs: o The bicycle manufacturer receives the "Internal disc" brake system already mounted and adjusted ( disc and caliper) on the hub. All that remains is to mount the brake control on the handlebar and pass the brake sheaths. o The range time is reduced from the time usually required for the installation of the caliper, the mounting of the disc on the hub and the adjustment disc / caliper which is de facto eliminated.

- For the supplier of the "Internal disk", it integrates the operations above previously made by the bike manufacturer. An element taken into account in the selling price of the “Internal disc” brake system.

- On the contrary, for bicycle brands, this “Internal disc” innovation opens up new perspectives for the design and promotion of their ranges.

- The turnover potential of "Internal Disk" is very significant and is based on an exclusive combination of competitive advantages: o Substantially expanded turnover base for obvious technical reasons. "Internal disc" necessarily includes the duo brake system itself and wheel axle hub designed for each other, while disc brake brands only deliver their brake systems which can be mounted on hubs manufactured by d other actors. o Possibility of offering a complete wheel system including the brake system, further broadening the revenue base and integration o Enhancement of additional functions (lighting, speedometer) o Attraction of innovation for both users and professionals ( bicycle brands, retailers) converging their interests to choose and recommend "Internal disc". o Immediately perceptible and substantial user benefits allowing the application of a price supplement of around 20% compared to the rates applied to traditional brake systems and without any real differentiation.

BRIEF DESCRIPTION OF FIGURES

Other advantages, aims and particular characteristics of the present invention will emerge from the non-limiting description which follows of at least one particular embodiment of the devices and methods which are the subject of the present invention, with reference to the appended drawings, in which:

Figures 1 to 13 illustrate embodiments intended for light cycles such as bicycles, electrically assisted bicycles (VAE), etc. ; and FIGS. 14 and 15 are embodiments intended for heavy cycles such as motorcycles, sidecars, etc.

[Fig 1] shows a ¾ front right view of the braking system in a configuration where the braking control is entirely mechanical. [Fig 2] shows a sectional front view of the model of figure 1.

[Fig 3] shows a right rear ¾ view of the model of Figures 2 and 3 but where the half-hubs are one-piece with the stars.

[Fig 4] shows a right rear ¾ view of another configuration, in this case, the transmission is mixed; mechanical at the transmitter and hydraulic at the receiver, which I then call hydromeca.

[Fig 5] represents a right front ¾ view of the model in figure 4

[Fig 6] shows a right rear ¾ view of a variant of the model in figure 4 and figure 5.

[Fig 7] represents a view from the right side of a hydraulic transmission configuration, the fork and its means of attachment to the wheel are absent.

[Fig 8] shows a sectional front view of the model of figure 7.

[Fig 9] shows a front view of the wheel axle of the previous model.

[Fig 10] shows a side view of the wheel axle of the previous model.

[Fig 11] represents the brake system in isolation and seen from the right front ¾ of an improved model of the previous model.

[Fig 12] shows a cross-sectional right side view of the previous model.

[Fig 13] shows a right rear ¾ view of the braking system installed on a rear wheel of a bicycle.

[Fig 14] shows a ¾ view of a variant preferably for motorcycles, where the disc is fixed directly to the rim.

[Fig 15] shows a rear ¾ view of the brake system with two discs mounted on a “neo-retro” type motorcycle front fork.

DETAILED DESCRIPTION OF THE INVENTION

This description is given on a non-limiting basis, each characteristic of an embodiment being able to be combined with any other characteristic of any other embodiment in an advantageous manner.

We note, from now on, that the figures are not to scale. In all the figures, the brake system according to the invention only shows the elements linked to the wheel, that is to say the receiving part of the braking system, the transmitting part which can for example be manual (lever on the handlebars) or pedestrian (pedal on the footrest) is not represented, because it remains traditional.

Elements or parts which have identical functions are identified by identical reference numbers.

Figures 1, Figure 2 and Figure 3 show the installation of a brake system according to the invention, said system is here entirely mechanical.

On a front fork (F) of a bicycle, a cable (3f) actuated from a lever on the handlebar, slides in a sheath (G) placed in abutment (B) on an adjuster integral with the right arm of the fork (F) .

Said cable (3f) is anchored by its lower pin to a lateral lever (3e) located concentrically and externally of the nut (11) for tightening the axle (8) of the wheel on the open lower leg of the fork ( F).

This lever (3e) held by a screw (6c) rotates a rod (8a) preferably concentric with the axis (8); almost in the middle of the said axis (8), thanks to a slot made in this axis (8), the rod (8a) in turn drives in rotation a central lever (3d) fixed by a screw (6b) to the said stem (8a). A small cable (3c) with at least one head, rotatably connects the central lever (3d) to the lever (3a) of the stirrup (3) on which a possible screw (3b) clamps the headless end of the cable ( 3c). Conventionally, the lever (3a) actuates the mechanism (3j) for pressurizing the pads (3i) which pinch the disc (2). Screws (6d) secure the stirrup (3) to the end of a support lug (3g), the other end of this support lug (3g) in the form of a half-collar is firmly fixed to the axis (8 ) by a half collar (3h) tightened by screws (6th). A key (22) puts in phase and fixes in rotation the support lug (3g) to the axis (8).

On either side of said support (3g), and almost at the ends of the axis (8) are housed coaxially with this axis (8) bearings which are bearings (9) held in place by stops (10 ) screwed onto the bore of the housing of each of these bearings (9) in a right half-hub (4) and a left half-hub (5). These half-hubs (4) and (5) carry in an attached way (for example thanks to screws (6a)) or in one piece star-shaped ends (in this case with six branches), respectively (4a) at right and (5a) left. Star-shaped ends form flanges of the wheel, and are in particular star-shaped although they can also take another shape. When they are star-shaped, they are called "star flanges".

The outer ends of these star flanges (4a) and (5a) "sandwich" the brake disc (2) by fixing it by its peripheral lugs, for example using screws (6).

In Figure 3 appear spacers (7a) and (7b), preferably if the disc (2) is offset because of an asymmetrical caliper (3), said spacers will be different, the longest (7a) will be threaded and the shorter ones (7b) will be smooth.

Each half-hub (4) and (5) is provided with a part in the form of a lateral flange in which holes are made as lateral as possible and which receive the heads of the spokes (R); these spokes (R) thus constitute the right umbrella and the left umbrella which supports the rim (J) carrying the tire (P).

In this type of illustrated bicycle fork, the lower end of each fork arm (F) consists of a part resembling a flat key, this profile is advantageously used by the invention to constitute with the ends of the axis (8) equipped with diametrically opposed flat faces, an anti-rotation means during braking. Simple, economical, it allows a good number of cycles already in circulation to adapt the wheels according to the invention which would be sold as replacement accessories for another disc, drum or rim pad brake system.

In Figures 4 and 5, many similarities with the previous models, in this case, the brake system (1) is called hydromechanical; everything can be identical in the mechanical transmission of the brake control to the central lever (3d). Here said lever (3d) is connected by a small crank pin (23) to a piston (13) of the hydraulic master cylinder (12) which is directly attached to the caliper (3).

In Figure 6, the brake system (1) is a variant of the hydromechanical system described above, in this case, unlike the previous system, here the master cylinder is outside the umbrella of the spokes (R) of the half- hub (4). The lower end of the master cylinder (12) has a relatively thin cylindrical part (12a) which is screwed onto the shaft (8) so tight just on the outer side of the bearing stop (10) (9). The cable (3f) which is here immobile anchored to the body of the master cylinder (12), actuates by reaction of its sheath (G) the piston (13) of the hydraulic master cylinder (12). Pushed by the sheath (G) the piston (13) pushes the hydraulic fluid into the duct which via the pin (8) enters the caliper support (3g) to supply and therefore push the caliper piston (3 ). A spring placed under the piston (13) brings said piston (13) back to its neutral position when the braking action ceases. A protective bellows (14) isolates the attachment of the cable (3f) and its sheath (G). A plug screw (17) closes the hydraulic conduit machined in the axis (8). Ad hoc seals will be present at each open connection of the segments of the hydraulic conduit.

Due to the use of a wheel spindle (18), the axis (8) has the particularity of having its virtual axis of the spindle eccentric with respect to the virtual axis of rotation of the wheel, which allows to free up a space to accommodate the hydraulic conduit, thus optimizing the use of the bearing (9) of relatively small diameter.

On this view one can see according to the invention, the judicious use of the branches of the stars (4a) and (5a), to fix thanks to screws (15a) magnetic studs (15) (magnet) which cooperate with at least a solenoid (16) fixed to the bracket (3), which provides a source of electrical energy for lighting, a horn, etc.

In Figures 7 and 8, the brake control is totally hydraulic here, the brake system largely repeats the description of the model in Figure 6. The master cylinder (12) which was therefore previously actuated by a cable (3f ) from the handlebar lever, is here replaced instead by a quick connection (20) preferably, without bleeding the hydraulic circuit when connecting the transmitter circuit (lever/master cylinder) with the receiver circuit (caliper ( 3)).

In Figure 8 which is a sectional view, we see that the pin (19) is easily accessible, which allows removing it, to remove and quickly reposition the pads (3i).

In figures 9 and 10, the isolated view of the axle (8) of the wheel highlights:

The misalignment of the virtual axis (8b) of the wheel with the virtual axis (8c) of (in this case) the pin (18) which secures the wheel to the fork (F) or the frame (C). The anti-rotation profile (8g) which in this presentation is two flats at each end of the axle (8) and which are housed in conjugation in shape with the fork plates (F) or frame (C).

The housing (8f), preferably threaded for fixing the quick coupling (20) or the master cylinder (12).

The first part (8e) of the hydraulic conduit is threaded to receive the plug screw (17), then the second part (8e) of the hydraulic conduit extends to the middle of the part (8h) where the tight or free (shoulders (8m) limit the lateral play) with the support bracket (3g), at this point the hydraulic conduit springs at (8d) or a counterbore (8i) accommodates a seal (26).

The bearing surfaces (8k) with shoulders (8n) receive the bearings (9).

The threaded parts (8I) on which are screwed the stops (10) of the bearings (9).

The milling (8j) which receives the key (22) which blocks the stirrup (3) in rotation on the said axis (8).

In Figures 11 and 12 is illustrated an improved configuration of the model of Figures 7 and 8 which was rather intended for mountain bikes, here the destination is rather directed towards road bikes. The caliper (3) is one-piece with its support bracket. A sealed plug (3k) closes the machining of the bore which allows the introduction of the hydraulic pistons. A bleed screw (3I) is provided in the caliper (3) above each said hydraulic piston. As previously described, the hydraulic conduit (8d) passes through the caliper bracket to allow the hydraulic fluid to exert its pressure on each piston, which pinches the pads (3i), guaranteeing effective braking.

In this configuration, the means for clamping the wheel on the fork (F) or the frame (C) is entrusted to a quick release traditionally consisting of a lever (S), a threaded rod (24) and a nut (25) knurled in this case.

In order to be able to adapt to the current forks (F), easily and efficiently, despite the offset of the axes (8b) and (8c), the invention provides for the interposition of spacers (21) between the quick release (S) - (25) and the fork arms (F) and which correspond to said misalignment. In Figure 13 we can see an application of the brake system (1) on a rear cycle wheel, all the components are substantially identical to the model of Figures 7 and 8, that is to say hydraulic with a caliper (3 ) and its support (3g) assembled using screws (6d), the main difference lies in the fact that the stopper (10) straight bearing (9) has an outer protrusion with a threaded part on which is fixed a freewheel (RI) carrying at least one pinion which cooperates with a chain (Ch). The wheel axle (8) will be secured to the frame (C), as for the front wheel with the fork (F), either by nuts (11), or by a pin (18) or by a quick fastener (S )-(24)-(25).

In Figure 14 is illustrated a particular embodiment of the invention intended for heavy and / or fast cycles (motorcycle for example) and where the disc (2) to have a maximum diameter has peripheral fixing ears which preferentially s 'insert into clevises (J1) of U-section, molded or cut in the rim (J), and whose holes (J2) will receive the screws (6) connecting the disc (2) with the rim (J) but also connecting with at least one star (the right (4a) and/or the left (5a) of the half-hubs (4) and (5). Here said stars also serve as wheel spokes.

In figure 15, in a spirit of use similar to the mode described above, we can see a parallelogram front fork for a "neo retro" type motorcycle, or the use of spokes (R) with a rim with the old one requires two discs (2) to have effective braking in all circumstances.

For this, a double caliper (3) has its support tab (3g) in the center of the wheel between the two discs (2). Each disc (2) is held in place by lugs which this time are not on the periphery of the disc (2), but on the contrary inside the brake track of the said discs (2): these lugs are integral with star flanges (4a) on the right and (5a) on the left; as for the other embodiments, the said stars (4a) and (5a) will be one-piece or attached (thanks to screws) on the half-hubs (4) and (5).

Preferably, here, each half-hub (4) and (5) will be equipped with two bearings, or bearings (9), as spaced as possible to allow the wheel to turn perfectly round on the axis (8). Preferably the discs (2) are mounted floating on the stars (4a) and (5a) in order to leave the discs (2) a certain lateral freedom which ensures perfect positioning of the discs between the pads (3i) during braking.

Of course, the invention provides that this type of architecture can be achieved with a simple disc, slightly offset or perfectly centered in the middle of the wheel, in particular for light all-terrain motorcycles (cross, enduro, trial, etc.).

Advantageously and in a practical manner, during shelving (fitting of the spokes, centering and trueing of the rim (J)) of this type of wheel with disc with internal lugs for fixing the disc(s) (2), a specific tool will immobilize the half-hubs (4) and (5) so that they are perfectly phased with respect to each other.

In all the embodiments, illustrated or not, the support bracket (3g) is of course perfectly integral in rotation with the axis (8) which is stationary opposite the fork (F) or the frame (C), but this support leg (3g) may optionally have a certain lateral freedom to allow the self-positioning of said caliper (3) on the disc (2) so as not to deform the said disc (2) in particular when the pads (3i) are worn out.

It goes without saying that any type of spoke, type of shelving or sticks can be used to connect the half-hubs (4) and (5) according to the invention with a rim (J) whether specific or standard. .

The figures used are in no way exhaustive embodiments of the invention.

In summary, the subject of the invention is a 1-cycle disc brake system comprising a receiving part actuated by a transmitting part via a transmission means. As explained above, the transmitting part, also called transmitter, is traditional and known. It can be in particular manual or pedestrian. The receiving part, also called receiver, constitutes an innovative technique unknown to the state of the art. The transmission means, adapted to the receiving part of the invention, also constitutes an innovative technique.

It is emphasized that the system according to the invention can be operated via various transmission means, as will be seen later. This adaptability distinguishes the invention from known techniques, which are generally limited to a particular type of transmission medium. It is thus possible to design a relatively inexpensive system, through the use of an exclusively mechanical transmission means, to a high performance system, through the use of a hydraulic transmission means, passing through a hydromechanical hybrid system. .

The receiving part comprises at least one disc 2 located in or close to the median plane of a wheel of the cycle 1. By median plane is meant the plane generally corresponding to the plane of symmetry of the cycle, or bicycle. The median plane is generally perpendicular to the ground on which the vehicle is moving, being parallel to the direction of travel of the vehicle. The term "nearby" means a deviation from the median plane lower than the lateral dimensions of the wheel, and preferably a location located inside the wheel, in particular inside an umbrella of spokes of a wheel.

The disc is integral with the wheel, for example by being fixed there to flanges of the wheel.

The receiving part comprises at least one stirrup 3 configured to pinch, or grip, said at least one disk 2 during the braking of said cycle.

Said at least one stirrup 3 is integrally fixed at least in rotation to an axle 8 of said wheel, said axle 8 being integrally fixed to a fork F or to a frame C of said cycle 1.

The receiving part comprises a wheel hub disposed on said axis 8, said wheel hub being provided with bearings 9, which may be bearings, allowing said wheel to turn freely in rotation and to remain fixed in translation.

In particular, said wheel hub consists of a right half-hub 4 and a left half-hub 5 located on either side of the caliper 3, at least one of said half-hubs 4, 5 being connected to said wheel. In particular, at least one of the half-hubs is connected to the rim J. This can be done by means of an umbrella of spokes R, or sticks. The two half-hubs are preferably located at a distance from each other, and preferably at a distance, axially, from the caliper 3 and from the disc 2.

Thus, the wheel and therefore the disc 2 can rotate freely on the axis 8, without collision with the stirrup 3, thanks to the hub divided into half-hubs. Caliper 3 is quant to him perfectly fixed in rotation with respect to the cycle, which makes it possible to slow down the cycle when the stirrup 3 encloses the disc 2 at the time of braking.

The particular design in two half-hubs allows in particular a simple replacement of the brake disc or the caliper, which can be removed simply after partial or total removal of the wheel axle 8. In particular, it is not necessary to disassemble the wheel, nor to move the half-hubs, to remove the brake disc or the caliper. In particular, in the prior art, the use of half-wheels that have to be dismantled is particularly disadvantageous in terms of costs, ease of assembly, structural strength, etc. The proposed invention authorizes the use of an otherwise entirely conventional wheel, in particular with a one-piece rim.

Removing the brake disc is even easier when the disc is made up of two half-discs, which can simply be removed without even having to handle the wheel axle 8. In other words, the cycle can remain completely intact when changing a disc composed of half-discs, therefore not requiring a dedicated workshop or species, nor specific tools, and being able to be carried out even by a user with little experience, intuitively and quickly.

In addition, the particular design of the invention allows the use of symmetrical half-hubs, or even an entirely symmetrical wheel. This aspect of course has advantages in terms of manufacturing costs, simplicity of assembly, simplicity and speed of replacing elements, etc. No known technique provides for such symmetrical elements (hubs and/or wheel), nor does it authorize adaptation to such symmetrical elements.

Other Benefits and Optional Features of the Invention

In particular embodiments of the invention, each disc 2 is fixed by peripheral lugs to flanges 4a, 5a of the wheel, and the half-hubs 4, 5 each have a single one, i.e. of a single, level 9.

Thus, a particularly effective solution is obtained for light cycles, such as bicycles, in particular.

In particular embodiments of the invention, each disc 2 is fixed by internal lugs to flanges 4a, 5a of the wheel, and the half-hubs 4, 5 each have two bearings 9. It is however possible that the half- hubs each have only one bearing, or more than 2 bearings.

Thus, a particularly effective solution is obtained for heavy cycles, such as motorcycles, in particular. In particular, the disc is notably not sandwiched between wheel half-rims; but it is simply attached to the wheel by its inner ears. This type of design is thus very simple and facilitates the maintenance of the brake system, while being very reliable, even for braking heavy vehicles.

The flanges are in particular so-called “star” flanges, that is to say flanges provided with fixing branches giving them a star shape.

In particular embodiments of the invention, the wheel axle 8 is hollow, to allow the transmission means to pass from the transmitting part to the stirrup 3.

In particular embodiments of the invention, the transmission means is totally mechanical, and comprises, selectively or according to any technically effective combination:

- a first cable (3f) actuated from a so-called transmitter lever, sliding in a sheath (G) placed in abutment (B) on an adjuster integral with an arm of the fork (F) or of the frame (C); said cable (3f) being anchored by a lower pin to a lateral lever (3e) located concentrically and externally of a nut (11) for tightening the axle (8) of the wheel on a dropout of the fork (F) or of the frame (C); the lateral lever (3e), being held by a screw (6c), rotating a rod (8a) concentric with the axis (8); arranged substantially in the middle of said axis (8), thanks to a slot made in this axis (8), the rod (8a) driving in rotation a central lever (3d) fixed by a screw (6b) to the said rod (8a);

- a second cable (3c) with at least one head, rotatably connects the central lever (3d) to a lever (3a) of the bracket (3) on which a screw (3b) clamps the headless end of the second cable (3c); the lever (3a) of the caliper (3) actuating a mechanism (3j) for pressurizing the pads (3i) which pinch the disc (2);

- screws (6d) securing the stirrup (3) to the end of a support lug (3g), the other end of said support lug (3g) in the form of a half-collar is firmly fixed to the axis ( 8) by a half collar (3h) tightened by screws (6e); - a key (22) fixing in rotation the support lug (3g) to the axis (8); on either side of said support (3g), substantially at the ends of the shaft (8), the bearings (9), held in place by stops (10) screwed onto a bore of the housing of each of the bearings ( 9) in the right half-hub (4) and the left half-hub (5), are housed coaxially with this axis (8);

The right (4) and left (5) half-hubs carry in an attached manner, by means of screws (6a), or in a single piece, wheel flanges (4a, 5a) whose outer ends (4a, 5a) take in "sandwich" a brake disc (2) by fixing it by its peripheral lugs using screws (6);

Each half-hub (4, 5) is provided with a part in the form of a lateral flange in which are made substantially lateral holes, receiving the heads of the spokes (R); the spokes (R) constituting the right umbrella and the left umbrella which supports a rim (J) of the wheel carrying a tire (P) of the wheel.

In particular embodiments of the invention, the transmission means is hydromechanical, and comprises, selectively or according to any technically effective combination:

- a mechanical transmission part of the braking force, up to the level of a central lever (3d);

- a hydraulic transmission part of the braking force, from said lever (3d), being connected by a crank pin (23) to a master cylinder piston (13)

(12) hydraulic, which is directly attached to the bracket (3).

- a mechanical transmission part of the braking force, to a master cylinder which is outside an umbrella of the spokes (R) of a half-hub (4); the lower end of the master cylinder (12) having a cylindrical part (12a) which is screwed onto the axis (8) in a sealed manner on the outer side of the bearing stop (10) (9);

- a cable (3f) immobile anchored to the body of the master cylinder (12), actuating by reaction of its sheath (G) a piston (13) of the hydraulic master cylinder (12); the piston

(13) pushed by the sheath (G) pushing the hydraulic fluid into a conduit which via the pin (8) enters a caliper support (3g) to feed and push the caliper piston (3);

- a spring placed under the piston (13), bringing said piston (13) back to its neutral position when the braking action ceases;

- a protective bellows (14) isolating the attachment of the cable (3f) and its sheath

(G);

- a plug screw (17) closing the hydraulic conduit machined in the shaft (8);

- seals, arranged at each open connection of the segments of the hydraulic conduit.

In particular embodiments of the invention, the transmission means is hydraulic, and comprises:

- a master cylinder (12) actuated from a lever; interposed in the hydraulic circuit at the level of a housing (8f),

- a connection (20), preferably quick, without bleeding the hydraulic circuit when connecting the transmitter circuit, comprising the lever and the master cylinder, with the receiver circuit, comprising the caliper (3).

In particular embodiments of the invention, a virtual axis (8c) for fixing the axis (8) of the wheel is offset with respect to an axis (8b) of rotation of the wheel, so that a space for accommodating a hydraulic conduit (8e) is configured inside the axle (8) of the wheel

In particular embodiments of the invention, the axis (8) has its virtual axis (8c) of fixing (pin (18), quick rod (24), nut (11)) offset with respect to the axis virtual rotation (8b) of the wheel, which makes it possible to free up space to accommodate the hydraulic conduit (8e), thus optimizing the use of the bearing (9) of relatively small diameter.

In particular embodiments of the invention, the axle (8) which secures the wheel to the fork (F) or the frame (C) has, selectively or according to any technically effective combination:

- An anti-rotation profile (8g) which are for example two flats at each end of the axle (8) and which are housed in conjugation in shape with the fork plates (F) or frame (C). A housing (8f) threaded preferably for fixing the quick coupling (20) or the master cylinder (12).

From a first part (8th) of the hydraulic conduit which is threaded to receive the plug screw (17), then the second part (8th) of the hydraulic conduit extends to the middle of the part (8h) which has shoulders (8m), part (8h) which ensures a free fixing or not with the support leg (3g), at this place the hydraulic conduit springs in (8d) or a counterbore (8i) reception a seal (26).

Seats (8k) for bearings (9), seats which have shoulders (8n).

A threaded part (8I) on which the stops (10) of the bearings (9) are screwed.

A milling (8j) which receives the key (22) which blocks the stirrup (3) in rotation on the said axis (8). In particular embodiments of the invention, the support bracket (3g) is of course perfectly integral in rotation with the axis (8) which is stationary opposite the fork (F) or the frame (C), but this support leg (3g) may possibly have a certain lateral freedom between the shoulders (8m) to allow the self-positioning of said caliper (3) on the disc (2) so as not to deform the said disc (2) in particular when the pads (3i) are worn.

- an anti-rotation profile (8g), for example two flats at each end of the axle (8) and which are housed in conjugation with the fork plates

(F) or frame (C);

- a housing (8f), preferably threaded, for fixing the quick coupling (20) or the master cylinder (12);

- a first part of the hydraulic conduit (8th) which is threaded to receive the plug screw (17), then the other part of the hydraulic conduit (8th) extends to the middle of the part (8h) of the axle (8) of the wheel, providing free or unattached fixing with the support lug (3g), between two shoulders (8m), the hydraulic duct protruding in the part (8h) ensuring the fixing with the support tab (3g);

- bearing surfaces (8k) for bearings (9), bearing surfaces which have shoulders (8n);

- a threaded part (8I) on which the stops (10) of the bearings (9) are screwed;

- a milling (8j) which receives the key (22) which blocks the caliper (3) in rotation on said axis (8).

In particular embodiments of the invention, the means for clamping the wheel on the fork (F) or the frame (C) is entrusted to a quick clamp consisting of a lever (S), a threaded rod ( 24) and a knurled nut (25); spacers (21) being interposed between the quick release (S)-(25) and the fork arms (F) and which correspond to the offset of the wheel fixing axis relative to the axis of rotation of the wheel.

In particular embodiments of the invention on a rear wheel of a cycle, the stopper (10) on the right bearing (9) has an external protrusion equipped with a threaded part on which is fixed a free wheel (RI) carrier at least one pinion which cooperates with a chain (Ch); the wheel axle (8) being integral with the frame (C), as for the front wheel with the fork (F), either by nuts (11), or by a pin (18) or by a quick fastening (S )-(24)-(25).

In particular embodiments of the invention, the disc (2), in order to have a maximum diameter, has peripheral fixing lugs which fit into yokes (J1) of U-section, preferably molded or cut in the rim (J), and whose holes (J2) receive fixing means such as screws (6) for connecting the disc (2) with the rim (J), but also for connecting with at least one flange of the wheel, in particular called star, also serving as wheel spokes.

In particular embodiments of the invention the system comprises two discs (2). The system comprises a double caliper (3), in particular comprising a support tab (3g) in the center of the wheel between the two discs (2). each disc (2) is preferably held in place by lugs which are inside the brake track of said discs (2). These lugs are integral with the wheel, for example via so-called star wheel flanges (4a) on the right and (5a) on the left. Said star flanges (4a) and (5a) are one-piece or attached to the half-hubs (4) and (5). Each half-hub (4) and (5) is then preferably provided with two bearings (9), preferably as spaced apart as possible in order to be able to turn perfectly round on the axle (8). It is advantageous for the discs (2) to be mounted floating on the star flanges (4a) and (5a) in order to allow the discs (2) a certain lateral freedom, which ensures perfect positioning of the discs between the pads (3i ) when braking.

Such a design of a system comprising two discs, particularly suitable for heavy cycles, is totally innovative with regard to the prior art. In particular, it makes it possible to obtain much more reliable braking for heavy vehicles.

In particular embodiments of the invention, the system comprises star flanges (4a, 5a), the branches of the star flanges (4a) and (5a) make it possible to fix magnetic studs (15) using screws (15a). which cooperate with at least one solenoid (16) fixed to the bracket (3), forming an electrical energy generator.

In particular embodiments of the invention the support bracket (3g) is perfectly integral in rotation with the axis (8) which is fixed opposite the fork (F) or the frame (C), said support bracket ( 3g) having a lateral freedom between shoulders (8m) to allow the self-positioning of said caliper (3) on the disc (2) so as not to deform said disc (2) in particular when the pads (3i) are worn.

In particular embodiments of the invention, the disc is split into two half-discs, allowing the disc to be removed without recoil from the axle of the wheel; a male/female interlocking of the connecting zones of the brake half-discs allowing a perfectly flat shoulder; the section of the disc being preferentially oblique, that is to say that it preferentially non-radial. However, it is possible for the cut to be radial, although this is less advantageous in terms of the reliability of the connection between the discs.

Such a design of a disc which is not one-piece is totally innovative compared to the prior art, and brings significant advantages in terms of ease and speed of assembly/disassembly of the brake disc, due to simplified removal without any disassembly, even partial, of the wheel.

In particular embodiments of the invention, the two half-discs are connected by a ring-shaped clip, preferably of substantially rectangular section. Preferably, the half-discs are connected at the level of a disc ear, each half-disc thus comprising a half-ear, adapted to be assembled with a half-ear of the other half-disc. Each half-ear has a radial slot for inserting a clip. The clip is inserted into the respective slots of the half-ears, and thus maintains the two half-discs against each other. In this way, a fixing of the half-discs to one another is obtained which is very simple, quick to implement, and which reliably fixes the two half-discs.

Preferably, the section of the disc is in the shape of a chevron oriented tangentially to the disc, so as to ensure correct positioning of the half-discs relative to each other.

Claims

1) Disc brake system for cycles (1) comprising a receiving part actuated by a transmitting part via a transmission means, said receiving part being characterized in that it comprises:

- at least one disc (2) located in or close to the median plane of a wheel of the cycle (1), and which is integral with said wheel,

- at least one caliper (3) configured to pinch said at least one disc (2) during braking of said cycle, said at least one caliper (3) being integrally fixed at least in rotation to an axle (8) of said wheel, said axle (8) being fixed integrally to a fork (F) or to a frame (C) of said cycle (1),

- a wheel hub arranged on said axle (8), said wheel hub being provided with bearings (9) allowing said wheel to turn freely in rotation and to remain fixed in translation, said wheel hub being made up of a half - right hub (4) and a left half-hub (5) located on either side of the caliper (3), at least one of said half-hubs (4, 5) being connected to said wheel.

2) Disc brake system (1) according to claim 1 characterized in that each disc (2) is fixed by peripheral lugs to flanges (4a, 5a) of the wheel, and the half-hubs (4, 5 ) each have a single bearing (9).

3) Disc brake system (1) according to claim 1 characterized in that each disc (2) is fixed by internal lugs to flanges (4a, 5a) of the wheel, and the half-hubs (4, 5 ) each have two bearings (9).

4) Disc brake system (1) according to claim 1 characterized in that the axis (8) of the wheel is hollow, to allow the passage of the transmission means from the transmitting part to the caliper (3) .

5) Disc brake system (1) according to claim 1 or 4 characterized in that the transmission means is completely mechanical, and comprises:

- a first cable (3f) actuated from a so-called transmitter lever, sliding in a sheath (G) brought into abutment (B) on an adjuster integral with an arm of the fork (F) or of the frame (C); said cable (3f) being anchored by a lower pin to a lateral lever (3e) located concentrically and externally of a nut (11) for tightening the axle (8) of the wheel on a dropout of the fork (F) or of the frame (C); the lateral lever (3e), being held by a screw (6c), driving in rotation a rod (8a) concentric with the axis (8); disposed substantially in the middle of said axis (8), thanks to a light made in this axis (8), the rod (8a) rotating a central lever (3d) fixed by a screw (6b) to said rod (8a);

- screws (6d) securing the stirrup (3) to the end of a support lug (3g), the other end of said support lug (3g) in the form of a half-collar is firmly fixed to the axis ( 8) by a half collar (3h) tightened by screws (6e);

- a key (22) fixing in rotation the support lug (3g) to the axis (8); on either side of said support (3g), substantially at the ends of the shaft (8), the bearings (9), held in place by stops (10) screwed onto a bore of the housing of each of the bearings ( 9) in the right half-hub (4) and the left half-hub (5), are housed coaxially with this axis (8); the right (4) and left (5) half-hubs carry in an attached manner, by means of screws (6a), or in a single piece, wheel flanges (4a, 5a) whose outer ends (4a, 5a) take in "sandwich" a brake disc (2) by fixing it by its peripheral lugs using screws (6); each half-hub (4, 5) is provided with a part in the form of a lateral flange in which are made substantially lateral holes, receiving the heads of the spokes (R); the spokes (R) constituting the right umbrella and the left umbrella which supports a rim (J) of the wheel carrying a tire (P) of the wheel.

6) Disc brake system (1) according to claim 1 or 4 characterized in that the transmission means is hydromechanical, and in that it comprises:

- a hydraulic transmission part of the braking force, from said lever (3d), being connected by a crankpin (23) to a piston (13) of the hydraulic master cylinder (12), which is directly integral with the caliper (3).

7) Disc brake system (1) according to claim 1 or 4 characterized in that the transmission means is hydromechanical, and in that it comprises:

- a mechanical transmission part of the braking force, up to a master cylinder which is outside an umbrella of the spokes (R) of a half-hub (4); the lower end of the master cylinder (12) having a cylindrical part (12a) which is screwed onto the axis (8) in a sealed manner on the outside of the stop (10) of bearing (9);

- a cable (3f) immobile anchored to the body of the master cylinder (12), actuating by reaction of its sheath (G) a piston (13) of the hydraulic master cylinder (12); the piston (13) pushed by the sheath (G) pushing the hydraulic liquid in a conduit which via the pin (8) enters a caliper support (3g) to supply and push the piston of the caliper (3) ;

(G);

- a plug screw (17) closing the hydraulic conduit machined in the shaft (8);

8) Disc brake system (1) according to claim 1 or 4 characterized in that the transmission means is hydraulic, and in that it comprises:

9) Disc brake system (1) according to any one of the preceding claims, characterized in that an axis (8c) for fixing the axis (8) of the wheel is offset with respect to an axis (8b) rotation of the wheel, so that a space for accommodating a hydraulic conduit (8e) is configured inside the axis (8) of the wheel.

10) Disc brake system (1) according to claim 9 characterized in that the axis (8) which secures the wheel with the fork (F) or the frame (C) has:

- an anti-rotation profile (8g), for example two flats at each end of the axle (8) and which are housed in conjunction with the fork (F) or frame (C) plates;

- a first part of the hydraulic conduit (8e) which is threaded to receive the plug screw (17), then the other part of the hydraulic conduit (8e) extends to the middle of the part (8h) of the axis (8) of the wheel, ensuring a free attachment or not with the support lug (3g), between two shoulders (8m), the hydraulic conduit emerging in the part (8h) ensuring the fixing with the support lug (3g);

- a threaded part (8I) on which the stops (10) of the bearings (9) are screwed;

11) Disc brake system (1) according to one of claims 9 or 10, characterized in that the means for clamping the wheel on the fork (F) or the frame (C) is entrusted to a quick clamp consisting a lever (S), a threaded rod (24) and a knurled nut (25); spacers (21) being interposed between the quick release (S)-(25) and the fork arms (F) and which correspond to the misalignment of the wheel fixing axis with respect to the axis of rotation of the wheel.

12) Disc brake system (1) according to any one of the preceding claims, characterized in that on a rear cycle wheel, the abutment (10) bearing right (9) has an outer protrusion with a threaded part on which is fixed a free wheel (RI) carrying at least one pinion which cooperates with a chain (Ch); the wheel axle (8) being integral with the frame (C), as for the front wheel with the fork (F), either by nuts (11), or by a pin (18) or by a quick fastening (S )-(24)-(25).

13) Disc brake system (1) according to claim 1 characterized in that the disc (2), to have a maximum diameter, has peripheral fixing lugs which fit into yokes (J1) of section in U, molded or cut in the rim (J), and whose holes (J2) receive screws (6) for connecting the disc (2) with the rim (J), but also for connecting with at least one star flange, also serving as wheel spokes.

14) Disc brake system (1) according to claim 1 characterized in that it comprises two discs (2); and in that it comprises a double caliper (3) comprising a support tab (3g) at the center of the wheel between the two discs (2), each disc (2) is held in place by lugs which are inside the brake track of said discs (2), these lugs are integral with so-called star wheel flanges (4a) on the right and (5a) left; the said star flanges (4a) and (5a) are one-piece or attached to the half-hubs (4) and (5), each half-hub (4) and (5) is provided with two bearings (9), preferably also spaced as possible to be able to turn perfectly round on the axis (8); the discs (2) are mounted floating on the stars (4a) and (5a) in order to leave the discs (2) a certain lateral freedom, which ensures perfect positioning of the discs between the pads (3i) during braking. 15) Disc brake system (1) according to any one of the preceding claims, comprising star flanges (4a, 5a), characterized in that the branches of the star flanges (4a) and (5a) make it possible to fix thanks to screws (15a) magnetic pads (15) which cooperate with at least one solenoid (16) fixed on the bracket (3), forming an electrical energy generator. 16) Disc brake system (1) according to any one of the preceding claims, characterized in that the support tab (3g) is perfectly integral in rotation with the axis (8) which is fixed opposite the fork (F ) or of the frame (C), said support bracket (3g) having lateral freedom between shoulders (8m) to allow the self-positioning of said caliper (3) on the disc (2) so as not to deform said disc ( 2) especially when the pads (3i) are worn.

17) Disc brake system (1) according to any one of the preceding claims, characterized in that the disc is split into two half-discs, allowing the dismantling of the disc without recoil from the axis of the wheel; a male/female interlocking of the connecting zones of the brake half-discs allowing a perfectly flat shoulder; the section of the disc being preferentially oblique.