M314159 八、新型說明： 【新型所屬之技術領域】 本創作係關於一種自行車制動器，其主要是利用止推 軸承賦予其掣動臂較靈活而順暢之樞擺旋動效能，配合其 用以調整剎車靈敏度之扭力彈簧與帽蓋結構予以適度簡化 ’使其整體在組配上更為簡單、容易，藉以特能使其在產 業利用上更具經濟效益與實用價值者。 【先前技術】 按，一般自行車在騎乘上，雖係利用腳踩踏板驅動鏈 條及*輪來帶動輪體的旋動而達成前進的功能，是以行進 速度並不是太快，但在面臨突發狀況或欲停車時，仍必須 藉由制動器（或俗稱之剎車）作為減速停車之裝置。 而就習知的自行車掣動器結構觀之，通常係利用二剎 車片採單一軸點樞組構成其張夾型態，並藉其中心軸卡設 的彈簧維持二剎車片的張離狀態，而經由其中一剎車片受 __剎車線的拉引而造成二剎車片相對夾合，令二剎車片下端 •組設之剎車塊得以向輪圈靠抵磨擦而達成其減速剎車效能 0 惟，此類制動器的結構設計，因係使二剎車片呈單轴 樞組，並以剎車線拉引單侧剎車片控制其夾合而達剎車效 能，故二剎車片的剎車塊很難平衡地同時夾觸磨擦輪圈， 易導致刹車塊受力不均的現象，久而久之，將產生兩侧刹 車塊磨損不均的現象，相對地將影響其剎車的效能與安全 性，自非理想之設計者。 M314159 為解決此類單軸制動器的缺失 1圖所示之雙去 有業者開發出如第 雙支點軸動式制動器，其主 (1)與-後擎動臂…、 疋由一前掣動臂 銷柱（切）構 交#並分料設於車架凸設 ⑴（i):i動器的基本組態，於前、後擎動臂 2。 的下知内侧各組設有-組剎車塊（2)( ；而别、後掣動臂（1 ) ( 1 一）沾s 掣控件所遠叙 ）的頂端則與剎車 干厅連動之刹車引線（ 件拉控刹車引線m 错以利用剎車擎控 一）以直#線（3) 帶前、後擎動臂（1 ) ( 1 -銷柱為軸樞擺，進而控制前、後掣動臂（1) )下端之刹車塊（2) 制自行車刹車制動與否的 、續張夾’達控 7丹沒叼双此，而在該二掣動臂（1 )與車架銷柱的轴設樞組上，係於二掣動臂（1)( ^ )預設的階式減⑷㈣鎖人—軸M314159 VIII. New description: [New technical field] This is a kind of bicycle brake, which mainly uses the thrust bearing to give its swing arm a flexible and smooth pivoting performance, which is used to adjust the brake. The sensitivity of the torsion spring and the cap structure is moderately simplified' to make the whole assembly simpler and easier, so that it can be more economical and practical in industrial utilization. [Prior Art] According to the general bicycle riding, although the foot pedal is used to drive the chain and the * wheel to drive the rotation of the wheel body to achieve the forward function, the traveling speed is not too fast, but in the face of the sudden When the situation is or when you want to stop, you must still use the brake (or commonly known as the brake) as a device to slow down the parking. As for the conventional bicycle squeezing structure, the two brake pads are usually used to form a single-clamp point group, and the springs of the central shaft are used to maintain the tension state of the two brake pads. Through the pulling of one of the brake pads by the __ brake wire, the two brake pads are relatively clamped, so that the brake blocks at the lower end of the two brake pads can be frictionally rubbed against the rim to achieve the braking performance of the brakes. The structural design of this type of brake is because the two brake pads are in a single-axis pivot group, and the brake pads are used to pull the one-side brake pads to control the clamping and achieve the braking performance. Therefore, the brake pads of the two brake pads are difficult to balance at the same time. The frictional rim is easy to cause unevenness of the brake block. Over time, the uneven wear of the brake blocks on both sides will occur, which will affect the performance and safety of the brakes. M314159 In order to solve the lack of such a single-axis brake, the two-way manufacturer has developed a double-point pivoting brake, the main (1) and the rear rear arm..., and a front swing arm The pin (cut) is crossed and the material is placed on the frame (1) (i): the basic configuration of the i-mover, the front and rear arms 2. The inner side of each group has a set of brake blocks (2) (; while the top and rear swing arms (1) (1) are touched by the s 掣 control) and the brake leads are linked to the brake trunk. (The piece pulls the brake wire m wrong to use the brake engine control one) to the straight line (3) with the front and rear engine boom (1) (1 - pin shaft pivoting, and then control the front and rear swing arm (1)) The brake block at the lower end (2) The bicycle brake brake or not, the continuation clamp 'Da control 7 Dan has nothing to do, and the shaft of the two-arm boom (1) and the frame pin On the pivot group, it is based on the preset step of the second arm (1) ( ^ ) minus (4) (four) lock man-axis
“侧置入彈酱座（6)、扭力彈酱（7)、限位套J 盖（9) ’並以螺检（未標號）加以栓鎖固結於車 架銷柱上’據此構成之制動器結構，利用該等軸套 的設置得以區隔二掣動臂（1)(「）與車架銷柱，使 其焚剎車引線（3 )拉引連動時，得以提供掣動臂（工） (1 >)所需之樞擺張夾效能，以達剎車之目的，同時利 用該扭力彈簧（7 )的復位作用，則可提供二擎動臂（丄 )(1 > )張離復位的功能。 惟，上揭之自行車制動器，因僅是利用軸套區隔掣動 臂與車架銷柱，使其得藉轴套以銷柱為軸而賦予掣動臂柩 百旋動效能’在其整個樞擺動作間’軸套容易與車架銷柱 M314159 >產生磨擦，影響其樞擺旋動的靈活性，同時其轴套與掣動 臂的螺鎖組設關係，亦導致其在組配加工上較為麻煩與不 便，加上其彈簧座、扭力彈黃、限位套、封蓋及螺检等組 成之剎車復位及靈敏度調整機件的組成構件較為複雜，不 但耗費較多的零件成本，同時整體組配上亦較為麻煩耗時 ’嚴重影響其整體組製成本，實不符產業利用上之經濟效 益原則’自有待設法加以解決改善者。 【新型内容】 •有鑑於前揭自行車制動器所存在的問題與缺失，創作 人特著手進行研究解決之道，基於其從事相關行業之多年 經驗與技術，進而研創出本創作自行車制動器改良結構， 即其主要目的乃在於經由結構之組成設計，使其掣動臂與 車架銷柱間可取得更順暢之樞組轴設關係，令其掣動臂之 樞轉動作更為靈活者。 本創作之另一目的係在於經由結構組成設計，特可簡 參_化掣動臂與車架銷柱的相關組成結構，俾使其整體在組配 、上更為簡單、容易，藉以特能使其在產業利用上更具經濟 效益與實用價值者。 為達前揭目的，本創作於結構設計上，主要是將掣動 臂的轴孔作階式孔徑設計，使其在填入轴套後，得於其内 加設一止推軸承，利用該止推轴承而得增進其旋動的靈活 度，同時將其用以調整剎車靈敏度之扭力彈簧與帽蓋結構 予以適度簡化，省略了彈簧座及限位套之使用，藉以令其 整體在組配上更為簡單、容易，從而得以有效減降其零件 M314159 成本與組製加工工時，據以獲得極佳之產業利用價值者。 【實施方式】 有關於本創作之結構組成、技術手段及功效達成方面 ’謹配合圖式再予舉例進一步具體說明於后： 首先，請參閱第2圖之結構示意圖、第3圖之局部結 構關係示意圖、第4圖結構平面關係圖及第5圖之結構動 作示意圖，如圖所示，孫盔士…& α 係為本創作之一較佳實施例，其制 動器在結構設計上，主要是由一前擎動臂（ι〇)與一後 箄動臂（20)交叠並分別軸設於車架凸設的銷柱 )而構成制動器的基本組態，於前、後擎動臂（10)( 20)的下端内侧各組設有—組剎車塊（ιι)(2 ，而前、後掣動臂（10) , 丄υ J ( 2 〇)的頂端則分別組設一 鎖栓（12)或成型一嵌槽（22)，藉以與另一剎車掣 控件（3 0 )所連動之刹車引錄^ # , , 車引線（3 1 )銜結取得連動關 （ 〇 )拉控剎車引線（3 1 ) 而=二後掣動臂（1〇) (2〇)以車架鎖柱" :動’進而控制前、後掣動臂（ι〇) (2 U)下知之漱J車塊（I}) 自行車刹車制動與否的效能；、目對張夾，達控制 得掣動臂（1〇) (2〇)的較 本創作乃將掣動臂（！ 〇 )( 搌效月b 、小孔徑之階式孔徑設計， 加工製設有-㈣^ Η Ί 的一端近外緣更 作相符軸孔（】U ” 、將其軸套（1 4 ) 軸孔（13)小孔控之設計，並於抽套（14)一 M314159 端成型契合轴孔（1 1 )大孔徑之擴徑擋止環（i 4工） ’俾將軸#( 1 4)由轴孔（1 3)大孔徑一端填入而通 過小孔徑突伸於掣動臂（10)(2〇)另側後，再於轴 孔（13)大孔徑端填入一止推軸承（15)，且以一c 塑環圈（132)嵌卡於轴孔（13)的欲環槽（131 )内而得限位該止推轴承（i 5 )與軸套（1 4 )的組配 關係，而在軸孔（i 3 )另側之掣動臂（i 〇 ) ( 2 〇 ) 的側面設有-銷孔（1 〇 1) ’俾可供扭力彈簧（i 6) 的一端桿插卡，令扭力彈簧（16)得以套組於轴套（1 4 )突伸段外部，再藉一封蓋（丄7 )套覆封阻該扭力彈 簧（16)，利用封蓋"”内緣預定位置預設的銷孔 (*171)得供扭力彈簧（16)的另一端桿插卡而在 封蓋（17)的外端緣又予製設呈一凸肋部（172)， 俾方便工未繪）夾持調整扭力彈簧（1 6)的扭力， 最後以-螺栓（；L 8 )通過封蓋（丄7 )軸孔（丄7 3 ) 及轴套（13)而鎖入車架銷柱（4())的螺孔 内’據以完成掣動臂（1〇) (2〇)與車架銷柱（4〇 )的組配’據以當擎動臂"〇) (2〇)受刹車掣控件 2 )及4掣引線（3 1 )拉引連動時，得以車架銷柱 〇)為軸而作平衡的相對夾合，令二掣動臂（i 〇) 端的刹車塊（11) (21)同時觸抵磨擦輪 〇)而達減速剎車效能，待釋放剎車掣控 )，]車引線（3 i )的拉掣力量後，即可藉由扭力彈簧 6)的作用而使二掣動臂（1〇) (20)張離復位 M314159 而、由該封蓋（1 7)的角度調整則可改變扭力彈簧（ 16)的扭力值，俾賦予其剎車靈敏度的微調效能； 經由上述之結構組成設計，因該二掣動臂（1 〇 )( 2 0 )與車架銷枉（4 〇 )的樞組軸設上，並非單純以軸 套（1 4 )作為區隔構件，而是藉增設之止推軸承（工5 )取得掣動臂（1 〇 ) ( 2 〇 )與車架銷柱（4 〇 )的軸 設介面，故在掣動臂（1〇) (20)的樞擺旋動上將具 有更佳的靈活度，較不致有磨損問題，另方面因其係藉由 封蓋（17)套覆封阻該扭力彈簧（16)與轴套（14 )的套組關係，並藉封蓋（i 7 )預設銷孔（i 7 i )供 扭力彈簧（1 6)端桿插結，而得直接以調整封蓋（工7 )，度以達扭力彈簧（1 6)扭力值與剎車靈敏度之調變 ，疋以可減省習知結構之彈簧座與限位塊等構件，不但得 以節省零件成本，同時在整體、组配上亦因结構的簡化而更 為合易、省時’就其產業利用上而t，當更具經濟效益與 φ-實用價值者； 、 次，凊參閱第6圖之結構示意圖及第7圖之局部結構 關係示意圖，係為本創作之另一較佳實施例，如圖所示， 其結構設計上，基本上與前揭實施例並無太大差異，仍是 將擎動臂（10)(20)的轴孔（13)作階式孔徑設 ’俾在填入軸套（1 4 )後，可在軸孔（1 3 )的大孔 位端填人一止推軸承（丄5 )，％不同於前揭實施例之處 ,乃在於該軸孔（1 3)的大孔徑端並未加設嵌環槽，所 以不採C型環圈作為止推軸承（1 5)的限位，而是在止 M314159 推軸承（1 5 )置入轴孔（1 3 )後，利用機具於轴孔（ 13)邊緣沖壓出數凹陷封點（133)，使止推軸承（ 15)受該等凹陷封點（133)的止擋限位而無法脫出 軸孔（1 3 )，如此將可取代前揭實施例的c型環圈限位 結構，令其加工更為簡易，而後再於掣動臂（1〇) (2 〇)另侧依序套組扭力彈簧（16)、封蓋（17)，並 以螺拴（18)穿結鎖設於車架銷柱（4〇)，即得完成 •擎動臂（10) (20)與車架銷柱（40)的樞組:設 ，構成本創作之另一實施型態，當掣動臂（丄〇 ) ( 2 〇 )受剎車掣控件（3 〇 )及剎掣引線（3 1 )拉引連動時 得以車架銷柱（4 〇 )為轴而作平衡的相對夾合，令二 箄動是（10) (20)下端的剎車塊（11) (21) 同時觸抵磨擦輪圈（5 〇 )而達減速刹車效能，待釋放刹 車掣控件（3 0 )與刹車引線（3 1 )的拉掣力量後，即 可藉由扭力彈簧（16)的作用而使二掣動臂（丄〇)( 鲁-2 0 )張離復位，依此達成自行車制動器的基本功能； 即，經由以上說明，可知本創作在結構組成設計上， 利用止推軸承的增設，使其掣動臂在樞擺旋動上可更為靈 活續暢’更藉由其封蓋之結構設計，減省了習知彈黃座與 限位線構件，令其整趙結構得以簡化，使其整體在組配上 更為簡單容易，有效解決習知結構所存在的諸多問題與缺 失而有助於產業利用上之經濟效益與實用價值者。 <^综上所述，本創作針對自行車制動器所作之結構改良 a4 ’除可取得更靈活之輛動效能外，更得以適度簡化其 M314159 組配作業’達極佳之產業經濟效益與實用價值，誠不失為 一優異、突出之創新設計，爰依法提出專利申請。 【圖式簡單說明】 第1圖：係習知自行車制動器之結構示意圖。 第2圖：係本創作較佳實施例之結構示意圖。 第3圖：係本創作較佳實施例之局部結構關係示意圖。 第4圖·係本創作較佳實施例之平面結構關係圖。 第5圖·係本創作較佳實施例之結構動作圖。 第6圖：係本創作另一較佳實施例之結構示意圖。 第7圖·係本創作另一較佳實施例之局部結構關係示意圖 【主要元件符號說明】 (1 ) ( 1 > )掣動臂 (3 )剎車引線 (5 )轴套 φ. ( 7 )扭力彈簧 ,(9 )封蓋 (1 0 1 )銷孔 (1 2 )鎖栓 (1 3 )轴孔 (132)C型簧圈 (1 4 )轴套 (15)止推轴承 (1 7 )封蓋 (2 ) ( 2 > )剎車塊 (4 )軸孔 (6 )彈簧座 (8 )限位塊 (1〇) ( 2 〇 )掣動臂 (11)(21)剎車塊 (2 2 )嵌槽 (1 3 1 )嵌槽 (133)凹陷封點 (141)擋止環 (16)扭力彈簧 (1 7 1 )銷孔 12 M314159 (1 7 2 )凸肋部 (1 8 )螺栓 (3 1 )剎車引線 (4 1 )螺孔 (1 7 3 )轴孔 (3 0 )剎車掣控件 (4 0 )車架銷柱 (5 0 )輪圈“Side into the sauce seat (6), torsion bomb sauce (7), limit sleeve J cover (9) 'and bolted to the frame pin by screwing (not marked)' The brake structure, by means of the arrangement of the bushings, is able to provide a swaying arm when the two arm (1) (") and the frame pin are pulled together to cause the brake brake lead (3) to be pulled together. (1 >) required pivoting clamp effect for the purpose of braking, while using the resetting action of the torsion spring (7), it can provide the second moving arm (丄) (1 >) The function of the reset. However, the bicycle brake disclosed above is only used to separate the boom and the frame pin from the sleeve, so that the shaft can be used to give the swing arm a multi-rotation performance by using the sleeve as the shaft. 'In its entire pivoting action', the bushing is easy to rub with the frame pin M314159>, affecting the flexibility of its pivoting, and the relationship between the bushing and the screwing of the swinging arm also leads to It is more troublesome and inconvenient in assembly processing, plus its spring seat, torsion spring yellow, limit sleeve, cover and screw inspection, etc. The components of the adjustment mechanism are more complicated, which not only consumes a lot of parts costs, but also the overall assembly is more troublesome and time-consuming, which seriously affects the overall group cost, which is inconsistent with the principle of economic efficiency in industrial utilization. To solve the improvement. [New content] • In view of the problems and shortcomings of the bicycle brakes, the creators have specially researched and solved the problem, based on their years of experience and technology in related industries, and then researched and created the bicycle. The brake-improved structure, that is, its main purpose is to design a smoother pivoting relationship between the swing arm and the frame pin, so that the pivoting movement of the swing arm is more flexible. The other purpose of this creation is to design the structure through the structure, and the specific structure of the 掣 掣 掣 与 与 与 车 车 与 与 与 与 与 与 与 与 与 与 与 与 与 与 与 与 与 与 与 与 与 与 与 与 与 与 与 与 与 与Special ability to make it more economical and practical in the use of the industry. In order to achieve the goal, this creation is mainly in structural design. The shaft hole of the swinging arm is designed with a stepped aperture so that after the bushing is filled, a thrust bearing is added therein, and the thrust bearing is used to increase the flexibility of the rotation, and is used for The torsion spring and cap structure for adjusting the brake sensitivity are moderately simplified, omitting the use of the spring seat and the limit sleeve, so that the overall assembly is simpler and easier, thereby effectively reducing the cost and group of the part M314159. According to the processing time, it is obtained according to the structure, the technical means and the effect of the creation. Please refer to the figure for further details. First, Please refer to the structure diagram of Fig. 2, the partial structure relationship diagram of Fig. 3, the structure plane relationship diagram of Fig. 4, and the structure operation diagram of Fig. 5, as shown in the figure, Sun Shields...& In a preferred embodiment, the brake is structurally designed, and is mainly composed of a front moving arm (ι) and a rear swinging arm (20) and is respectively disposed on the protruding post of the frame. And constitute The basic configuration of the brake is provided on the inner side of the lower end of the front and rear booms (10) (20) - a set of brake blocks (ι) (2, and the front and rear swing arms (10), 丄υ J The top of ( 2 〇) is respectively set up with a lock bolt (12) or a groove (22), so as to be linked with another brake damper control (3 0), the brake guide ^ # , , car lead (3 1) Get the linkage to get the linkage ( 〇) pull the brake wire (3 1 ) and = the second rear arm (1 〇) (2 〇) with the frame lock column " : move 'and then control the front and rear sway Arm (ι〇) (2 U) Under the know J 车 (I}) The effectiveness of the brakes on the bicycle; the purpose of the clamp, the control of the arm (1 〇) (2 〇) Creation will be awkward (! 〇) ( 搌 月 b , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , (13) Design of small hole control, and forming a matching shaft hole (1 1 ) with a large aperture at the end of the pumping sleeve (14) - M314159 (i 4 work) '俾将轴#( 1 4) The shaft hole (13) is filled with one end of the large aperture and protrudes from the other side of the swing arm (10) (2〇) through a small aperture, and then a thrust bearing is filled in the large aperture end of the shaft hole (13). And engaging a c-shaped plastic ring (132) in the ring groove (131) of the shaft hole (13) to limit the assembly of the thrust bearing (i 5 ) and the bushing (14) Relationship, and the side of the swing arm (i 〇) ( 2 〇) on the other side of the shaft hole (i 3 ) is provided with a - pin hole (1 〇 1) '俾 for one end of the torsion spring (i 6) The card is such that the torsion spring (16) can be sleeved outside the protruding portion of the sleeve (1 4 ), and the cover spring (16) is covered by a cover (丄7), and the cover is used. The pin hole (*171) preset at the predetermined position is provided for the other end of the torsion spring (16) to be inserted into the card. The outer edge of (17) is further provided with a rib (172), which is not shown in the drawing. The torque of the torsion spring (16) is clamped, and finally the bolt is closed by a bolt (; L8). (丄7) The shaft hole (丄7 3 ) and the bushing (13) are locked into the screw hole of the frame pin (4()) to complete the swing arm (1〇) (2〇) and the vehicle. When the combination of the pin (4〇) is used, the brake pin 〇 当 〇 〇 〇 〇 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 得以 得以 得以 得以 得以 得以 得以) The relative clamping of the balance for the shaft, so that the brake block (11) (21) of the second arm (i 〇) end simultaneously touches the friction rim) to achieve the deceleration braking performance, to release the brake control),] After the pulling force of the car lead (3 i ), the two-moving arm (1〇) (20) can be pulled away from the reset M314159 by the action of the torsion spring 6), and the cover (17) The angle adjustment can change the torque value of the torsion spring (16), and give it a fine-tuning performance of the brake sensitivity; through the above-mentioned structural design, because the two-arm (1 〇) (20) and the frame pin ( 4 〇) The pivot axis is set, not just the axis (1 4 ) As the partitioning member, the thrust bearing arm (1 〇) (2 〇) and the frame pin of the frame pin (4 〇) are obtained by the additional thrust bearing (Work 5), so The pivoting of the boom (1〇) (20) will have better flexibility, less wear and tear, and the other part will be blocked by the cover (17). ) the set relationship with the bushing (14), and the cap (i 7 i ) of the cover (i 7 ) is used for the end of the torsion spring (16), and the cover is directly adjusted. 7), to adjust the torque value of the torsion spring (16) and the brake sensitivity, so as to reduce the spring seat and the limit block and other components of the conventional structure, not only can save the cost of parts, but also in the whole, group Matching is also easier because of the simplification of the structure, saving time and 'using its industry to use it, when it is more economical and φ-utility value; 、, 凊, see the structure diagram of Figure 6 and the 7th The schematic diagram of the partial structure relationship of the figure is another preferred embodiment of the present invention. As shown in the figure, the structural design is basically not much different from the previous embodiment. The difference is that the shaft hole (13) of the slewing arm (10) (20) is set to a stepped aperture. 俾 After filling the sleeve (1 4 ), the large hole position of the shaft hole (1 3 ) can be The end of the thrust bearing (丄5), % is different from the previous embodiment, in that the large hole end of the shaft hole (13) is not provided with a ring groove, so the C ring is not used. As the limit of the thrust bearing (15), after the M314159 push bearing (15) is placed in the shaft hole (13), several recessed seal points are punched out at the edge of the shaft hole (13) by the implement (133). ), the thrust bearing (15) is prevented from coming out of the shaft hole (13) by the stop limit of the recessed seal points (133), so that the c-ring limit structure of the foregoing embodiment can be replaced. To make it easier to process, and then set the torsion spring (16), cover (17) on the other side of the swing arm (1〇) (2 〇), and wear the lock with the thread (18). It is set on the frame pin (4〇), which is completed. • The pivot arm of the engine arm (10) (20) and the frame pin (40): set, which constitutes another embodiment of the creation. Boom (丄〇) ( 2 〇) is controlled by brake ( control (3 〇) and brake 掣 lead (3 1 ) When the linkage is linked, the frame pin (4 〇) is balanced for the relative clamping of the shaft, so that the second slamming is the brake block (11) at the lower end of (10) (20) (21) simultaneously touches the friction rim ( 5 〇) and the deceleration braking performance, after the brake 掣 control (30) and the brake lead (3 1) are pulled, the two-way boom can be activated by the action of the torsion spring (16). 〇) (Lu-2 0) Zhang from the reset, according to which the basic function of the bicycle brake is achieved; that is, through the above description, it can be seen that the design of the structure is based on the design of the thrust bearing, so that the swing arm is pivoted The swinging motion can be more flexible and continually', and the structure of the cover is reduced by the structure of the cover, which reduces the conventional yellow-seat and limit line components, so that the whole Zhao structure can be simplified, so that the whole is in combination. It is simpler and easier, and effectively solves many problems and shortcomings in the conventional structure and contributes to the economic benefits and practical value of industrial utilization. <^In summary, the structural improvement of the bicycle brakes a4' can not only achieve more flexible vehicle performance, but also moderately simplify the M314159 assembly operation's excellent industrial economic benefits and practical value. Integrity is an excellent and outstanding innovative design, and patent applications are filed according to law. [Simple description of the drawings] Fig. 1 is a schematic view showing the structure of a conventional bicycle brake. Fig. 2 is a schematic view showing the structure of a preferred embodiment of the present invention. Fig. 3 is a schematic view showing the relationship of the partial structure of the preferred embodiment of the present invention. Fig. 4 is a plan view showing the structure of a preferred embodiment of the present invention. Fig. 5 is a structural action diagram of a preferred embodiment of the present invention. Figure 6 is a block diagram showing another preferred embodiment of the present invention. Figure 7 is a schematic diagram showing the relationship between the partial structure of another preferred embodiment of the present invention. [Description of main component symbols] (1) (1 >) Brake arm (3) Brake lead (5) Bushing φ. ( 7 ) Torsion spring, (9) cover (1 0 1 ) pin hole (1 2) lock bolt (1 3) shaft hole (132) C-ring (1 4) bushing (15) thrust bearing (1 7) Cover (2) (2 >) Brake block (4) Shaft hole (6) Spring seat (8) Limit block (1〇) ( 2 〇) Brake arm (11) (21) Brake block (2 2 ) slot (1 3 1 ) slot (133) recessed seal (141) stop ring (16) torsion spring (1 7 1 ) pin hole 12 M314159 (1 7 2 ) rib (1 8 ) bolt ( 3 1) Brake lead (4 1) screw hole (1 7 3) shaft hole (3 0) brake lever control (4 0) frame pin (5 0) rim