Disc brake braking compensation structure and stay wire disc brake

Abstract

The utility model relates to a brake compensation structure of a disc brake and a stay wire disc brake. The brake compensation structure of the disc brake is matched with a brake caliper body, the brake caliper body is composed of a first caliper body and a second caliper body, a brake cavity with an opening in one side is formed in the middle of the brake caliper body, a brake part is arranged in the brake cavity, and a driving part is arranged in the first caliper body. The first clamp body is rotationally assembled with the upper end of the first clamp body; the brake compensation piece is arranged in the first caliper body and comprises a driven ejector rod, a first brake rod and a second brake rod. A compensation mandrel; a limiting shaft sleeve; an active push rod; and when the traction rotation angle of the pull rod exceeds the preset rotation angle, the brake compensation piece moves downwards to compensate and push the brake piece. According to the utility model, automatic compensation of brake of the stay wire disc brake is realized, and the optimal brake state of a brake system is maintained.

Description

Technical Field

[0001] This utility model relates to the technical field of two-wheeled vehicle accessories, specifically to a disc brake compensation structure and a cable disc brake. Background Technology

[0002] Disc brakes currently have two control transmission methods: cable disc brakes and hydraulic disc brakes. Hydraulic disc brakes are more expensive, so they are mostly installed on high-end bicycles or professional racing bikes. Compared with hydraulic disc brakes, cable disc brakes have a simpler structure and lower cost. Due to the limited production cost of bicycles, cable disc brakes are still widely installed and used on bicycles.

[0003] After a period of use, disc brakes experience wear as the brake pads on the front and rear wheels of bicycles, scooters, or motorcycles wear down, gradually increasing the brake pad clearance and weakening the braking effect. A significant advantage of hydraulic disc brakes over cable-operated disc brakes is that the brake slip valve in a hydraulic disc brake automatically compensates for brake pad wear as hydraulic pressure decreases, maintaining a constant brake pad clearance. Cable-operated disc brakes, on the other hand, require frequent adjustments to the brake pad clearance to maintain optimal braking performance. Therefore, there is a pressing need in the market for a cable-operated disc brake that can automatically compensate for brake pad wear. Utility Model Content

[0004] This application provides a disc brake compensation structure and a cable disc brake, which at least solves the problem in the prior art that the brake pads of cable disc brakes wear and the brake pad gap gradually increases, resulting in a weakening of the braking effect of the braking system, while cable disc brakes require frequent adjustment of the brake pad gap in order to maintain the optimal state of the braking system.

[0005] In a first aspect, this application provides a disc brake compensation structure, which is configured in conjunction with a brake caliper. The brake caliper consists of a first caliper and a second caliper, and has a brake cavity with one open side in its middle. A brake element is provided in the brake cavity. A drive element for pushing the brake element to move and clamp the brake disc is provided in the first caliper. The structure also includes:

[0006] The first end of the pull rod is connected to the drive end of the drive component and is rotatably assembled with the upper end of the first clamp body;

[0007] A brake compensation component, disposed within the first caliper body, includes:

[0008] The driven push rod is disposed in the movable cavity opened in the middle of the first clamp body and is rotatably limited by the movable cavity. It is disposed on the side of the driven push rod away from the pull rod.

[0009] The compensating spindle rotates axially within the movable cavity opened in the middle of the first clamp body, and its second end is threaded through the middle of the driven push rod and abuts against the brake element.

[0010] A limiting bushing is sleeved on the compensating spindle and connected to the limiting bushing by a one-way bearing, and has a positioning key on its outer circumference. The rotatable direction of the one-way bearing is opposite to the braking traction direction of the pull rod.

[0011] An active push rod is axially rotatably assembled in the movable cavity. Its first end is fixedly assembled with the first end of the pull rod by a pull rod screw, and its interior is provided with a key slot that accommodates the positioning key and has a preset rotation angle limit.

[0012] When the traction rotation angle of the pull rod exceeds the preset rotation angle, the brake compensation component moves downward to compensate and propel the brake component.

[0013] Optionally, the braking compensation component further includes a locking member, the locking member comprising:

[0014] A set hole is formed in the side wall of the driven push rod and communicates with the annular side wall of the compensating spindle;

[0015] Friction particles are disposed within the settling hole and abut against the compensation mandrel;

[0016] A set screw, its threaded assembly is fitted into the set hole and pushes against the annular sidewall of the compensating mandrel where the friction particles contact, thereby imparting a rotational frictional force to the compensating mandrel. This rotational frictional force is greater than the forward rotational resistance of the one-way bearing and less than the rotational resistance between the limiting sleeve and the one-way bearing.

[0017] Optionally, the driving element includes:

[0018] The first water droplet ball lane, numbered in several, is located on the side of the driven push rod facing the active push rod;

[0019] There are several second teardrop lanes, which are located on the side of the active push rod facing the driven push rod and are matched and correspond to the first teardrop lanes;

[0020] The number of transmission balls is several, and their rolling limit is located within the complete droplet ball track formed by the combination of the first droplet ball track and the second droplet ball track.

[0021] A sealing screw cap, the threads of which are fitted onto the lower edge of the movable cavity;

[0022] An elastic element is sleeved on the compensating mandrel, and its two ends are respectively connected to the driven push rod and the sealing screw cap.

[0023] Optionally, the free end of the second end of the compensation spindle is provided with a top pressure plate, and the top pressure plate abuts against the braking element;

[0024] There is an annular gap between the sealing screw cap and the compensating mandrel, and the top pressure plate is assembled into the annular gap to compress the assembly height.

[0025] Optionally, the annular sidewall of the active push rod is formed with an assembly step, and a planar bearing with a movable surface that contacts the assembly step and the inner wall of the movable cavity is sleeved on the assembly step.

[0026] Optionally, the pull rod screw has a hollow structure and is coaxially arranged with the compensation spindle, wherein an adjustment screw hole is provided on the free end of the first end of the compensation spindle.

[0027] Optionally, the braking element includes:

[0028] Two brake pad back plates are symmetrically arranged in the vertical grooves opened in the brake cavity to limit their rotation, and the two brake pad back plates are respectively connected to the second end of the compensation spindle and the second clamp body by strong magnets.

[0029] Two brake pads are provided, symmetrically arranged on opposite sides of the back plates of the two brake pads to clamp and brake the brake disc mounted between the two brake pads.

[0030] The guide pin is inserted into and assembled with the two brake pad back plates and fixed on the brake caliper body to position the two brake pad back plates within the brake cavity.

[0031] Optionally, the second clamp body has an adjustment hole in the middle, and the adjustment hole is threaded with an adjustment cap for adjusting the lifting of one of the brake pads.

[0032] Secondly, this application provides a cable disc brake, which includes the disc brake compensation structure proposed in the first aspect above.

[0033] Optionally, the second end of the pull rod is provided with a wire clamping plate and a guide portion. The wire clamping plate is assembled to the second end of the pull rod by a wire clamping screw to fix the first end of the pull cable. The second end of the pull cable changes the cable routing direction through the guide portion and passes through a wire threading pin and connects to the brake lever. The wire threading pin is assembled on a base formed on the outside of the first clamp body.

[0034] Alternatively, the first caliper body may be integrally formed with mounting wings for mounting the brake caliper body to a two-wheeled vehicle by means of bolts.

[0035] Compared with related technologies, the disc brake compensation structure and cable disc brake provided in this application have at least the following technical advantages:

[0036] By setting up a brake compensation component, when the brake pads wear down and the brake pad gap increases, the displacement of the driving component to push the brake component is insufficient for braking. The brake compensation component moves down to indirectly extend the overall length of the driving component, thereby compensating for the braking effect of the driving component on the brake disc. After a single compensation is completed, the position of the brake compensation component remains unchanged to maintain the compensation braking effect. In this way, the optimal braking state of the braking system is optimized and maintained.

[0037] Details of one or more embodiments of this application are set forth in the following drawings and description to make other features, objects and advantages of this application more readily apparent. Attached Figure Description

[0038] To more clearly illustrate the specific embodiments of this utility model or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0039] Figure 1 This is a three-dimensional structural diagram of a cable disc brake with a disc brake compensation structure, according to an exemplary embodiment.

[0040] Figure 2 This is an exploded view of a cable disc brake structure with a disc brake compensation structure, according to an exemplary embodiment.

[0041] Figure 3 This is a cross-sectional view of a cable disc brake structure with a disc brake compensation structure, according to an exemplary embodiment.

[0042] Figure 4 This is a schematic diagram of a brake compensation component structure according to an exemplary embodiment.

[0043] Figure 5 This is a schematic diagram of the operation of a cable disc brake with a disc brake compensation structure, according to an exemplary embodiment.

[0044] Figure 6 This is one of the schematic diagrams illustrating the operation of a disc brake compensation structure according to an exemplary embodiment.

[0045] Figure 7 This is the second schematic diagram of the operation of a disc brake compensation structure according to an exemplary embodiment.

[0046] Explanation of reference numerals in the attached drawings: Brake caliper body 10; First caliper body 101; Second caliper body 102; Caliper body bolt 103; Adjusting screw cap 104; Locking pin 1041; Mounting wing 105; Base 106;

[0047] Pull rod 20; wire clamping plate 201; wire clamping screw 202; guide part 203;

[0048] Braking compensation component 30; driven push rod 301; compensation spindle 302; limit bushing 303; positioning key 3031; one-way bearing 304; driving push rod 305; keyway groove 3051; locking component 306; top pressure plate 307;

[0049] Drive component 40; First water droplet ball track 401; Second water droplet ball track 402; Transmission ball 403; Surface bearing 404; Bearing washer 405; Elastic component 406; Sealing screw cap 407;

[0050] Brake component 50; brake pad backing plate 501; brake pad 502; guide pin 503; strong magnet 504; wire threading pin 60. Detailed Implementation

[0051] The technical solution of this utility model will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this utility model. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this utility model.

[0052] In the description of this utility model, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0053] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0054] In related technologies, after a period of use, disc brakes experience wear as the brake pads mounted on the front / rear wheels of bicycles, scooters, or motorcycles wear down, gradually increasing the brake pad clearance and weakening the braking effect. A significant advantage of hydraulic disc brakes over cable disc brakes is that the brake slip valves in hydraulic disc brakes automatically compensate for brake pad wear as hydraulic pressure decreases, maintaining a constant brake pad clearance; while cable disc brakes require frequent adjustments to the brake pad clearance to maintain optimal braking performance.

[0055] Based on the above, this utility model provides a disc brake compensation structure and a cable disc brake, which will be described in detail below with reference to specific embodiments and accompanying drawings.

[0056] Example 1

[0057] Embodiment 1 of this utility model provides a disc brake compensation structure. Figure 1 This is a three-dimensional structural diagram of a cable disc brake with a disc brake compensation structure, according to an exemplary embodiment. Figure 2 This is an exploded view of a cable disc brake structure with a disc brake compensation structure, according to an exemplary embodiment. Figures 1-2 As shown, the disc brake compensation structure is configured with a brake caliper 10. The brake caliper 10 consists of a first caliper 101 and a second caliper 102, and has a brake chamber with one side open in the middle. A brake element 50 is provided in the brake chamber. A drive element 40 is provided in the first caliper 10 to push the brake element 50 to move and clamp the brake disc. Specifically, the first caliper 101 and the second caliper 102 are fixed by a number of caliper bolts 103.

[0058] Continue to refer to the appendix Figures 1-2 The disc brake compensation structure also includes:

[0059] The pull rod 20 has its first end rotatably assembled with the upper end of the first clamp body 101 and connected to the drive end of the drive component 40; wherein, Figure 5 This is a schematic diagram illustrating the operation of a cable-operated disc brake with a disc brake compensation structure according to an exemplary embodiment. (Refer to the attached diagram.) Figure 2 and attached Figure 5 The second end of the pull rod 20 is provided with a wire pressing plate 201 and a guide part 203. The wire pressing plate 201 is assembled to the second end of the pull rod 20 by a wire pressing screw 202 to fix the first end of the pull cable. The second end of the pull cable changes the direction of the cable through the guide part 203 and passes through a wire threading pin 60 and connects to the brake lever. The wire threading pin 60 is assembled on the base 106 formed on the outside of the first clamp body 101.

[0060] A brake compensation component 30, disposed within the first clamping body 10, is used to compensate for insufficient displacement of the brake component 50 by the driving component 40 to clamp and brake the brake disc; in this embodiment,Figure 3 This is a cross-sectional view of a cable disc brake structure with a disc brake compensation structure, according to an exemplary embodiment. Figure 4 This is a schematic diagram of a brake compensation component structure according to an exemplary embodiment.

[0061] For details, please refer to the appendix. Figures 1-4 The brake compensation component 30 includes:

[0062] Brake compensation component 30, which is disposed within the first caliper body 10, includes:

[0063] The driven push rod 301 is located in the movable cavity opened in the middle of the first clamp body 101 and is rotated and limited by the movable cavity. Specifically, the edge of the driven push rod 301 is formed with a number of disc wings 3011. The disc wings 3011 are snapped and fixed in the wing slots opened on the inner wall of the movable cavity to be rotated and limited and can slide axially. They are located on the side of the driven push rod 301 away from the pull rod 20.

[0064] The compensating spindle 302 rotates axially within the movable cavity opened in the middle of the first clamp body 101, and its second end is threaded through the middle of the driven push rod 301 and abuts against the brake member 50.

[0065] The limiting bushing 303 is sleeved on the compensating spindle 302 and connected to the limiting bushing 303 by a one-way bearing 304. It has a positioning key 3031 on its outer periphery. The rotatable direction of the one-way bearing 304 is opposite to the braking traction direction of the pull rod 20.

[0066] The active push rod 305 is axially rotatably assembled in the movable cavity. Its first end is fixedly assembled with the first end of the pull rod 20 by the pull rod screw 307, and its interior is provided with a key groove 3051 that accommodates the positioning key 3031 and has a preset rotation angle b limit.

[0067] When the traction rotation angle of the pull rod 20 exceeds the preset rotation angle b, the brake compensation component 30 moves down to compensate for the push brake component 50.

[0068] Continue to refer to the appendix Figures 1-4 The driving component 40 includes: The driving component 40 includes:

[0069] The first water droplet lane 401, of which there are several, is located on the side of the driven push rod 301 facing the active push rod 305;

[0070] There are several second teardrop lanes 402, which are located on the side of the active push rod 305 facing the driven push rod 301 and are matched and correspond to the first teardrop lane 401.

[0071] There are several transmission balls 403, and their rolling limits are located within the complete droplet ball track formed by the combination of the first droplet ball track 401 and the second droplet ball track 402.

[0072] The sealing screw cap 407 has its threads fitted onto the lower edge of the movable cavity;

[0073] The elastic element 406 is sleeved on the compensating spindle 302, and its two ends are respectively connected to the driven push rod 301 and the sealing screw cap 407; in this embodiment, the elastic element 406 is a compression spring.

[0074] Braking element 50 includes: Braking element 50 includes:

[0075] There are two brake pad back plates 501, which are symmetrically arranged in the vertical grooves opened in the brake cavity to limit their rotation. The two brake pad back plates 501 are respectively connected to the second end of the compensation spindle 302 and the second clamp body 102 by strong magnets 504.

[0076] There are two brake pads 502, which are symmetrically arranged on the opposite sides of the two brake pad back plates 501 to clamp and brake the brake disc assembled between the two brake pads 502.

[0077] The guide pin 503 is inserted into and fitted with two brake pad back plates 501 and fixed on the brake caliper body 10, so as to position the two brake pad back plates 501 in the brake cavity and not interfere with the movement of the pull rod 20.

[0078] In the technical solutions of the above embodiments, Figure 6 This is one of the schematic diagrams illustrating the operation of a disc brake compensation structure according to an exemplary embodiment. Figure 7 This is the second schematic diagram illustrating the operation of a disc brake compensation structure according to an exemplary embodiment. (See attached diagram.) Figures 5-7 For reference, under normal conditions, with no or minimal wear on the brake pads, and the pull rod 20 rotating forward when pulled by the cable, the active push rod 305, pulled by the pull rod 20, rotates forward within the movable cavity to brake (see attached). Figures 5-7 (Rotating counterclockwise), the drive ball 403 rolls within the second teardrop track 402, causing the active push rod 305 and the drive ball 403 to change position. The rolling of the drive ball 403 also causes a position change along the second teardrop track 402. Combined, these changes press down on the driven push rod 301 and the compensating spindle 302, causing them to shift downwards and pushing the brake element 50 to brake the brake disc. At the end of the force application, the vertical compression restoring force of the elastic element 406 pushes the driven push rod 301 to reverse and reset upwards. The reverse rolling of the drive ball 403 simultaneously resets the active push rod 305 and the pull rod 20, ensuring stable driving of the drive element 40 and the pull rod 20. In this state, the traction rotation angle of the pull rod 20 does not exceed the preset rotation angle b of the positioning key 3031 within the keyway groove 3051, thus achieving effective braking.

[0079] It is understandable that the clamping force between the limiting bushing 303 and the one-way bearing 304 is less than the reverse resistance of the one-way bearing 304. When the counterclockwise rotation angle of the active push rod 305 exceeds the preset rotation angle b, the active push rod 305 drives the limiting bushing 303 to rotate counterclockwise. The one-way bearing 304 and the compensating spindle 302 are locked in the opposite direction. The limiting bushing 303 drives the one-way bearing 304 and the compensating spindle 302 to rotate counterclockwise synchronously. The compensating spindle 302 and the driven push rod 301 generate a downward threaded transmission.

[0080] When resetting, if the reverse rotation angle of the active push rod 305 exceeds the preset rotation angle b, the active push rod 305 drives the limit sleeve 303 to reverse, and the limit sleeve 303 drives the one-way bearing 304 to reverse. There is no resistance between the one-way bearing 304 and the compensation spindle 302. At this time, the limit sleeve 303 only drives the one-way bearing 304 to rotate freely, and no threaded transmission is generated between the compensation spindle 302 and the driven push rod 301.

[0081] Specifically, as the number of braking operations increases, when the brake pads 502 have worn down, the brake pad clearance increases. With each braking action, the torque held by the brake lever increases, further increasing the forward rotation angle of the traction rod 20. The active push rod 305, pulled by the traction rod 20, also rotates forward at a greater angle within the movable cavity (see attached diagram). Figures 5-7 (Rotating counterclockwise), at this time the forward rotation angle of the active push rod 305 exceeds the preset rotation angle b of the keyway 3051 and the positioning key 3031. The keyway 3051 rotates from one side to the other side, and the other side of the groove drives the positioning key 3031 and the limiting sleeve 303 to rotate in the same direction as the active push rod 305. Due to the unidirectional transmission limitation between the limiting sleeve 303 and the compensating spindle 302, the compensating spindle 302 is driven to rotate counterclockwise. Due to the unidirectional transmission limitation between the compensating spindle 302 and the driven... The threaded connection of the push rod 301, under the constraint of the thread, will press down to compensate when the compensation spindle 302 rotates counterclockwise, which is equivalent to extending the length of the driven push rod 301 in a disguised way. One of the brake pad back plates 501 on the upper side is attracted to the lower end of the compensation spindle 302 by a strong magnet 504. And due to the rotation limit of the vertical groove and the guide pin 503, the upper brake pad 502 will move down further to complete the compensation for the wear of the brake pad 502 and maintain the braking effect.

[0082] Furthermore, in this embodiment, after braking is completed, the brake lever is released, and the vertical compression restoring force of the elastic element 406 pushes the driven push rod 301 to reverse and reset upwards. The transmission ball 403 rolls in the opposite direction, driving the active push rod 305 and the pull rod 20 to reset simultaneously. During the reset process, as the active push rod 305 reverses, the key groove 3051 resets and abuts against the positioning key 3031. At this time, the rotation of the one-way bearing 304 is unrestricted. The part of the reverse angle that exceeds the preset rotation angle b only drives the one-way bearing 304 to rotate and will not drive the reverse thread reset of the compensation spindle 302. The compensation spindle 302 remains in the compensation position, ensuring the stable drive of the subsequent drive component 40 to the braking component 50, thereby ensuring the automatic compensation effect of the cable disc brake on the wear of the brake pads and maintaining the best braking state of the braking system.

[0083] Continue to refer to the appendix Figure 2 and attached Figure 4 In this embodiment, the free end of the second end of the compensation spindle 302 is provided with a top pressure plate 307, and the top pressure plate 307 abuts against the brake component 50. The top pressure plate 307 effectively increases the pushing contact area and maintains the braking balance. There is an annular gap between the sealing screw cap 407 and the compensation spindle 302. The top pressure plate 307 is assembled into the annular gap to compress the assembly height, thereby effectively compressing the overall height of the cable disc brake, reducing the disc brake volume, and facilitating assembly.

[0084] Continue to refer to the appendix Figures 2-3 In this embodiment, an assembly step is formed on the annular sidewall of the active push rod 305. A plane bearing 404 with movable surfaces respectively contacting the assembly step and the inner wall of the movable cavity is sleeved on the assembly step to reduce rotational friction. Furthermore, a bearing gasket 405 is provided between the plane bearing 404 and the inner wall of the movable cavity to avoid damage to the inner wall of the movable cavity. The bearing gasket 405 can be replaced for subsequent maintenance.

[0085] Continue to refer to the appendix Figure 2 and 3 In this embodiment, the brake compensation component 30 further includes a locking component 306, which includes: a locking hole, which is opened on the side wall of the driven push rod 301 and communicates with the annular side wall of the compensation spindle 302. In this embodiment, the locking hole may also extend through to the side wall of the first clamp body 101 for easy assembly and subsequent adjustment; friction particles, which are disposed in the locking hole and abut against the compensation spindle 302; and a locking screw, which is threaded in the locking hole and pushes against the friction particles to contact the annular side wall of the compensation spindle 302, so as to give the compensation spindle 302 a rotational friction force. The rotational friction force is greater than the forward rotational resistance of the one-way bearing 304 and less than the rotational resistance between the limiting bushing 303 and the one-way bearing 304.

[0086] In this embodiment, the set screw pre-compresses the plastic particles, causing the compensating spindle 302 and the setter 306 to generate a preset frictional force F. The magnitude of the preset frictional force F is set to be greater than the forward rotational resistance F1 of the one-way bearing 304 and less than the rotational resistance F2 between the limiting bushing 303 and the one-way bearing 304. At this time, when the active push rod 305 rotates forward to brake (refer to the attached diagram), Figures 5-7 (Rotating counterclockwise), the limiting bushing 303 drives the one-way bearing 304 and the compensating spindle 302 to rotate. When the active push rod 305 reverses (refer to the appendix) Figures 5-7 (Rotating clockwise), the limit sleeve 303 drives the one-way bearing 304 to rotate freely around the compensating spindle 302.

[0087] The tie rod screw 307 has a hollow structure and is coaxially arranged with the compensation spindle 302. The free end of the first end of the compensation spindle 302 is provided with an adjustment screw hole. In this embodiment, the adjustment screw hole is an internal hexagon screw hole.

[0088] In the technical solutions of the above embodiments, the appendix is ​​used. Figure 5 For reference, this setting allows for manual adjustment of the brake compensation component 30. As mentioned above, the clamping force between the limit sleeve 303 and the one-way bearing 304 is less than the reverse resistance of the one-way bearing 304. Therefore, during manual adjustment, the hollow pull rod screw 307 is inserted into the adjustment screw hole of the hex wrench. When rotating downwards, the compensation spindle 302 can press down on the upper brake pad 502. At this time, the compensation spindle 302 rotates freely in the one-way bearing 304. When rotating upwards, the compensation spindle 302 drives the one-way bearing 304 to slip and rotate freely in the limit sleeve 303.

[0089] In summary, the disc brake compensation structure provided in this embodiment of the present invention, through the setting of the brake compensation component 30, when the brake pads 502 wear and the brake pad gap increases, the displacement of the driving component 40 pushing the brake component 50 is insufficient for braking. The brake compensation component 30 moves downward to indirectly extend the overall length of the driving component 40, thereby compensating for the braking of the brake disc by pushing the brake component 50. After a single compensation is completed, the downward position of the brake compensation component 30 remains unchanged, maintaining the compensation braking effect. In this way, the optimal braking state of the braking system is optimized and maintained.

[0090] Example 2

[0091] Embodiment 2 of this utility model provides a cable disc brake, which includes the disc brake compensation structure proposed in the first aspect above; the second caliper 102 has an adjustment hole in the middle, and the adjustment hole is threaded with an adjustment screw cap 104 for adjusting the lifting of the lower brake pad 502. The adjustment screw cap 104 can be adjusted by lifting through the thread, thereby controlling the distance between the lower half of the brake element 50 and the brake disc. It can be understood that the adjustment screw cap 104 can be adjusted quickly on its own, or it can be used with the drive element 40 to adjust the overall braking torque of the cable disc brake. Furthermore, the adjustment screw cap 104 is laterally fitted with a locking pin 1041 that is threaded horizontally with the second caliper 102. In this embodiment, the locking pin 1041 has the same structure as the fastener 306. The locking pin 1041 is threaded into the locking hole opened laterally in the second caliper 102 and pushes against the friction particles to closely contact the annular sidewall of the adjustment screw cap 104 to fix the axial position of the adjustment screw cap 104, thereby ensuring that the position of the lower half of the brake element 50 is fixed after adjustment.

[0092] Alternatively, the first caliper body 101 may be integrally formed with mounting wings 105 for mounting the brake caliper body 10 to a two-wheeled vehicle by bolts.

[0093] Other undescribed structures are described in Example 1.

[0094] In summary, the disc brake compensation structure and cable disc brake provided in this embodiment of the present invention, through the setting of the brake compensation component 30, when the brake pads 502 wear and the brake pad gap increases, the displacement of the driving component 40 pushing the brake component 50 is insufficient for braking. The brake compensation component 30 moves downward to indirectly extend the overall length of the driving component 40, thereby compensating for the braking of the brake disc by pushing the brake component 50. After a single compensation is completed, the downward position of the brake compensation component 30 remains unchanged, maintaining the compensation braking effect. In this way, the optimal braking state of the braking system is optimized and maintained.

[0095] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0096] The above embodiments merely illustrate several implementation methods of this application, and their descriptions are relatively specific and detailed. However, they should not be construed as limiting the scope of the utility model patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A disc brake compensation structure, which is configured in conjunction with a brake caliper, the brake caliper being composed of a first caliper and a second caliper, and having a brake cavity with one open side in its middle, the brake cavity containing a brake element, characterized in that, The first clamp body is provided with a drive member for pushing the brake member to move and clamp the brake disc, and also includes: The first end of the pull rod is connected to the drive end of the drive component and is rotatably assembled with the upper end of the first clamp body; A brake compensation component, disposed within the first caliper body, includes: The driven push rod is disposed in the movable cavity opened in the middle of the first clamp body and is rotatably limited by the movable cavity. It is disposed on the side of the driven push rod away from the pull rod. The compensating spindle rotates axially within the movable cavity opened in the middle of the first clamp body, and its second end is threaded through the middle of the driven push rod and abuts against the brake element; A limiting bushing is sleeved on the compensating spindle and connected to the limiting bushing by a one-way bearing, and has a positioning key on its outer circumference. The rotatable direction of the one-way bearing is opposite to the braking traction direction of the pull rod. An active push rod is axially rotatably assembled in the movable cavity. Its first end is fixedly assembled with the first end of the pull rod by a pull rod screw, and its interior is provided with a key slot that accommodates the positioning key and has a preset rotation angle limit. When the traction rotation angle of the pull rod exceeds the preset rotation angle, the brake compensation component moves downward to compensate and propel the brake component.

2. The disc brake compensation structure as described in claim 1, characterized in that, The braking compensation component further includes a retaining member, the retaining member comprising: A set hole is formed in the side wall of the driven push rod and communicates with the annular side wall of the compensating spindle; Friction particles are disposed within the settling hole and abut against the compensation mandrel; A set screw, its threaded assembly is fitted into the set hole and pushes against the annular sidewall of the compensating mandrel where the friction particles contact, thereby imparting a rotational frictional force to the compensating mandrel. This rotational frictional force is greater than the forward rotational resistance of the one-way bearing and less than the rotational resistance between the limiting bushing and the one-way bearing.

3. The disc brake compensation structure as described in claim 1, characterized in that, The driving component includes: The first water droplet ball lane, numbered in several, is located on the side of the driven push rod facing the active push rod; There are several second teardrop lanes, which are located on the side of the active push rod facing the driven push rod and are matched and correspond to the first teardrop lanes; The number of transmission balls is several, and their rolling limit is located within the complete droplet ball track formed by the combination of the first droplet ball track and the second droplet ball track. A sealing screw cap, its threads being fitted onto the lower edge of the movable cavity; An elastic element is sleeved on the compensating mandrel, and its two ends are respectively connected to the driven push rod and the sealing screw cap.

4. The disc brake compensation structure as described in claim 3, characterized in that, The free end of the second end of the compensation spindle is provided with a top pressure plate, and the top pressure plate abuts against the braking component; There is an annular gap between the sealing screw cap and the compensating mandrel, and the top pressure plate is assembled into the annular gap to compress the assembly height.

5. The disc brake compensation structure as described in claim 2, characterized in that, An assembly step is formed on the annular sidewall of the active push rod, and a planar bearing with a movable surface that contacts the assembly step and the inner wall of the movable cavity is sleeved on the assembly step.

6. The disc brake compensation structure as described in claim 1, characterized in that, The pull rod screw has a hollow structure and is coaxially arranged with the compensation spindle. The free end of the first end of the compensation spindle is provided with an adjustment screw hole.

7. The disc brake compensation structure as described in claim 1, characterized in that, The braking component includes: Two brake pad back plates are symmetrically arranged in the vertical grooves opened in the brake cavity to limit their rotation, and the two brake pad back plates are respectively connected to the second end of the compensation spindle and the second clamp body by strong magnets. Two brake pads are provided, symmetrically arranged on opposite sides of the back plates of the two brake pads to clamp and brake the brake disc mounted between the two brake pads. The guide pin is inserted into and assembled with the two brake pad back plates and fixed on the brake caliper body to position the two brake pad back plates within the brake cavity.

8. The disc brake compensation structure as described in claim 7, characterized in that, The second clamp body has an adjustment hole in the middle, and an adjustment screw cap for adjusting the lifting of one of the brake pads is threaded into the adjustment hole.

9. A cable-operated disc brake, characterized in that, It includes the disc brake compensation structure described in any one of claims 1-8.

10. The cable disc brake as described in claim 9, characterized in that: The second end of the pull rod is provided with a wire pressing plate and a guide. The wire pressing plate is assembled to the second end of the pull rod by a wire pressing screw to fix the first end of the pull cable. The second end of the pull cable changes the direction of the cable through the guide and passes through a wire threading pin and connects to the brake lever. The wire threading pin is assembled on the base formed on the outside of the first clamp body.

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