Disc brake automatic compensation structure and stay wire disc brake

Abstract

The utility model relates to a disc brake automatic compensation structure and a stay wire disc brake. The disc brake automatic compensation structure 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 end of the second clamp body is rotationally assembled with the upper end of the first clamp body and is connected with the driving end of the driving part; the brake compensation piece is arranged in the first caliper body and comprises a main ejector rod, a second ejector rod and a third ejector rod. A positioning key; a limiting shaft sleeve; a compensation screw cap; and when the traction rotation angle of the pull rod exceeds the preset rotation angle, the brake compensation piece pushes the driving piece to integrally move downwards so as 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 an automatic compensation structure for disc brakes and a cable-operated 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 an automatic compensation structure for disc brakes 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 an automatic compensation structure for a disc brake, 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 rotatably assembled with the upper end of the first clamp body and connected to the drive end of the drive component;

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

[0008] The main push rod rotates axially within the movable cavity opened in the middle of the first clamp body, and its first end is fixedly assembled with the first end of the pull rod by a pull rod screw;

[0009] A positioning key is provided on the annular sidewall of the main push rod;

[0010] A limiting bushing is movably sleeved on the main push rod, and its interior has a keyway groove that accommodates the positioning key and has a preset rotation angle limit.

[0011] The compensating screw cap is sleeved on the limiting bushing and connected to the limiting bushing through a one-way bearing. Its outer side is threaded to the movable cavity. The rotatable direction of the one-way bearing is opposite to the braking traction direction of the pull rod.

[0012] When the traction rotation angle of the pull rod exceeds the preset rotation angle, the brake compensation component pushes the drive component to move downward as a whole to compensate for the advancement of the brake component.

[0013] Optionally, the driving element includes:

[0014] An upper pad is fixedly assembled to the upper edge of the movable cavity;

[0015] An elastic element is sleeved on the main push rod, and its two ends are respectively connected to the upper pad and the pull rod;

[0016] The active disc is integrally formed on the second end of the main push rod, and has a plurality of first water droplet ball channels at the end facing the main push rod, and its bottom end abuts against the braking component;

[0017] A positioning disk is disposed on the upper part of the active disk and is fitted to limit the movable cavity. The end of the positioning disk facing the active disk has a plurality of second water drop ball lanes that match and correspond to the first water drop ball lane.

[0018] 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.

[0019] Optionally, there is an annular gap between the positioning plate and the main push rod, and the end of the limiting bushing facing the driving plate is fitted into the annular gap to compress the assembly height.

[0020] Optionally, a limiting step is formed on the annular sidewall of the limiting bushing;

[0021] The upper part of the inner cavity of the compensation screw cap is equipped with an elastic open retaining ring that cooperates with the lower limiting step to axially limit the assembly of the one-way bearing.

[0022] Optionally, the edge of the upper pad has several positioning parts and a locking part. The positioning parts are snapped into the limiting groove opened on the upper edge of the movable cavity, and the locking part is fixedly assembled with the first clamp body by screws.

[0023] Optionally, a dust cover is provided between the upper pad and the pull rod, located on the outside of the elastic element.

[0024] Optionally, the braking element includes:

[0025] Two brake pad backplates are symmetrically arranged in the vertical grooves opened in the brake chamber to limit their rotation, and the two brake pad backplates are respectively connected to the drive disc and the second caliper by strong magnets.

[0026] 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.

[0027] The guide pin is inserted into and fitted with the two brake pad back plates and fixed on the brake caliper body to position the two brake pad back plates in the brake cavity without interfering with the movement of the pull rod.

[0028] 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.

[0029] Secondly, this application provides a cable disc brake, which includes the disc brake automatic compensation structure proposed in the first aspect above.

[0030] 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.

[0031] 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.

[0032] Compared to related technologies, the disc brake automatic compensation structure and cable disc brake provided in this application have at least the following technical advantages:

[0033] By setting up a brake compensation component, when the brake pads wear out 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 pushes the driving component to move downward as a whole to compensate for the braking effect of the driving component clamping the brake disc. After a single compensation is completed, the downward position of the driving component remains unchanged, maintaining the compensation braking effect. In this way, automatic compensation of cable disc brake braking is achieved, optimizing and maintaining the best braking state of the braking system.

[0034] 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

[0035] 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.

[0036] Figure 1 This is a perspective view of a cable disc brake with an automatic disc brake compensation structure, according to an exemplary embodiment.

[0037] Figure 2 This is an exploded view of a cable disc brake structure with an automatic disc brake compensation structure, according to an exemplary embodiment.

[0038] Figure 3 This is a cross-sectional view of a disc brake automatic compensation structure according to an exemplary embodiment.

[0039] Figure 4 This is a vertical sectional view of a disc brake automatic compensation structure according to an exemplary embodiment.

[0040] Figure 5 This is a schematic diagram of the combined structure of the main push rod and the limiting bushing according to an exemplary embodiment.

[0041] Figure 6 This is a cross-sectional view of the combined structure of the drive member and the brake compensation member according to an exemplary embodiment.

[0042] Figure 7 This is a schematic diagram of the operation of a cable disc brake with an automatic disc brake compensation structure, according to an exemplary embodiment.

[0043] Figure 8 This is one of the schematic diagrams illustrating the operation of an automatic compensation structure for disc brakes according to an exemplary embodiment.

[0044] Figure 9 This is a second schematic diagram illustrating the operation of an automatic compensation structure for disc brakes, according to an exemplary embodiment.

[0045] 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; Assembly wing 105; Base 106; Limiting groove 107;

[0046] Pull rod 20; wire clamping plate 201; wire clamping screw 202; guide part 203;

[0047] Brake compensator 30; spindle 300; positioning key 301; limit sleeve 302; keyway 3021; ​​lower limit step 3022; one-way bearing 303; compensating screw cap 304; elastic open retaining ring 3041; pull rod screw 305;

[0048] Drive component 40; Active disc 401; First water droplet ball track 402; Transmission ball 403; Positioning disc 404; Disc wing 4041; Upper pad 405; Elastic component 406; Dust cover 407;

[0049] Brake component 50; brake pad backing plate 501; brake pad 502; guide pin 503; strong magnet 504; wire threading pin 60. Detailed Implementation

[0050] 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.

[0051] 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.

[0052] 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.

[0053] 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.

[0054] Based on the above, this utility model provides an automatic compensation structure for disc brakes and a cable-operated disc brake, which will be described in detail below with reference to specific embodiments and accompanying drawings.

[0055] Example 1

[0056] Embodiment 1 of this utility model provides an automatic compensation structure for disc brakes. Figure 1 This is a perspective view of a cable disc brake with an automatic disc brake compensation structure, according to an exemplary embodiment. Figure 2 This is an exploded view of a cable disc brake structure with an automatic disc brake compensation structure, according to an exemplary embodiment. Figure 3 This is a cross-sectional view of a disc brake automatic compensation structure according to an exemplary embodiment. Figure 4 This is a vertical sectional view of a disc brake automatic compensation structure according to an exemplary embodiment. Figure 1-4 As shown, the disc brake automatic compensation structure is equipped 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. The brake chamber is equipped with a brake element 50. The first caliper 10 is equipped with a drive element 40 for pushing 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.

[0057] Continue to refer to the appendix Figure 1-4 The disc brake automatic compensation structure also includes:

[0058] 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 7 This is a schematic diagram illustrating the operation of a cable-operated disc brake with an automatic disc brake compensation structure, according to an exemplary embodiment. (Refer to the attached diagram.) Figure 2 and attached Figure 7 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.

[0059] A brake compensation component 30, disposed within the first clamp body 10 and located between the drive component 40 and the pull rod 20, is used to compensate for insufficient displacement of the brake component 50 by the drive component 40 to clamp and brake the brake disc; in this embodiment, Figure 5 This is a schematic diagram of the combined structure of the main push rod and the limiting bushing according to an exemplary embodiment. Figure 6 This is a cross-sectional view of the combined structure of the drive member and the brake compensation member according to an exemplary embodiment. Specifically, refer to the attached diagram. Figure 1-6 The brake compensation component 30 includes:

[0060] The spindle 300 rotates axially within the movable cavity opened in the middle of the first clamp body 101, and its first end is fixedly assembled with the first end of the pull rod 20 by the pull rod screw 305.

[0061] The positioning key 301 is disposed on the annular sidewall of the mandrel 300 and extends along the axial direction of the mandrel 300;

[0062] The limiting bushing 302 is movably sleeved on the spindle 300, and its interior is provided with a key groove 3021 that accommodates the positioning key 301 and has a preset rotation angle b limit.

[0063] The compensating screw cap 304 is sleeved on the limiting bushing 302 and connected to the limiting bushing 302 through a one-way bearing 303. Its outer side is threaded with the movable cavity. The rotatable direction of the one-way bearing 303 is opposite to the braking traction direction of the pull rod 20.

[0064] If the traction rotation angle of the pull rod 20 exceeds the preset rotation angle b, the brake compensation component 30 pushes the drive component 40 to move down as a whole to compensate for the propulsion brake component 50.

[0065] Continue to refer to the appendix Figure 1-6 The driving component 40 includes: an upper pad 405, which is fixedly mounted on the upper edge of the movable cavity; continue referring to the appendix. Figure 2 The upper pad 405 has several positioning parts and a locking part on its edge. The positioning parts are snapped into the limiting groove 107 opened on the upper edge of the movable cavity, and the locking part is fixedly assembled with the first clamp body 101 by screws to ensure the stable assembly of the upper pad 405. Furthermore, the upper pad 405 can also limit the compensation screw cap 304 to prevent the compensation screw cap 304 from slipping off.

[0066] The elastic element 406 is sleeved on the spindle 300, and its two ends are respectively connected to the upper pad 405 and the pull rod 20. In this embodiment, the elastic element 406 is a torsion spring. A dust cover 407 is provided between the upper pad 405 and the pull rod 20 and is provided on the outside of the elastic element 406. The dust cover 407 is sleeved on the outside of the elastic element 406 and there is a compression gap between the bottom end of the dust cover 407 and the upper pad 405 to match the downward rotation of the pull rod 20, which can effectively prevent dust from entering the brake caliper body 10.

[0067] The active disc 401 is integrally formed at the lower end of the spindle 300, and has a plurality of first water droplet ball channels 402 at the end facing the main push rod, and its bottom end abuts against the brake member 50.

[0068] The positioning disk 404 is located on the upper part of the active disk 401 and is fitted to the movable cavity for limiting assembly. Specifically, the edge of the positioning disk 404 is formed with several disk wings 4041. The disk wings 4041 are snapped and fixed in the wing slots opened on the inner wall of the movable cavity for limiting assembly. The lower end of the positioning disk 404 has several second water drop ball lanes that match and correspond to the first water drop ball lane 403.

[0069] There are several transmission balls 403, and their rolling limits are located within the complete water droplet ball track formed by the combination of the first water droplet ball track 402 and the second water droplet ball track.

[0070] The braking component 50 includes: two brake pad back plates 501, which are symmetrically arranged in the vertical grooves opened in the braking cavity to limit their rotation, and the two brake pad back plates 501 are respectively connected to the drive disc 402 and the second caliper 102 by strong magnets 504.

[0071] 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.

[0072] 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.

[0073] In the technical solutions of the above embodiments, Figure 8 This is one of the schematic diagrams illustrating the operation of an automatic compensation structure for disc brakes according to an exemplary embodiment. Figure 9 This is a second schematic diagram illustrating the operation of an automatic compensation structure for a disc brake, according to an exemplary embodiment. (See attached diagram.) Figure 7-9For reference, under normal conditions, with no or minimal wear on the brake pads, the lever 20 rotates counterclockwise when pulled by the cable. The spindle 300, pulled by the lever 20, rotates counterclockwise within the movable cavity, driving the transmission ball 403 to roll within the first teardrop track 402. The active disc 401 and the transmission ball 403 change position, and the rolling of the transmission ball 403 also changes position along the second teardrop track. Combined, these changes press down on the active disc 401, spindle 300, and lever 20, causing them to displace downwards and pushing the brake element 50 to brake the brake disc. When the force ends, the vertical compression restoring force of the elastic element 406 pushes the spindle 300 to reverse and reset upwards. The transmission ball 403 rolls in the opposite direction, causing the spindle 300 and lever 20 to reset simultaneously, ensuring stable driving of the drive element 40 and lever 20. In this state, effective braking is achieved as long as the traction rotation angle of the lever 20 does not exceed the preset rotation angle b of the positioning key 301 within the key slot 3021.

[0074] As the number of braking cycles increases, when the brake pads 502 become worn, the brake pad clearance increases. With each braking action, the torque held by the brake lever increases, further increasing the rotation angle of the traction lever 20. At this point, the rotation angle of the traction lever 20 exceeds the preset rotation angle b of the positioning key 301 within the keyway 3021. The positioning key 301 drives the limiting sleeve 302 to rotate in the same direction as the spindle 300. Due to the unidirectional transmission limitation between the limiting sleeve 302 and the compensating screw cap 304, the compensating screw cap 304 is driven to rotate counterclockwise. When the needle rotates, due to the threaded connection between the compensation screw cap 304 and the movable cavity on the first clamp body 101, the compensation screw cap 304 will move downward when it rotates counterclockwise under the restriction of the thread, pushing the entire drive component 40 downward. One of the brake pad back plates 501 on the upper side is attracted to the lower end of the drive component 40 by a strong magnet 504, and is limited by the rotation limit of the vertical groove and the guide pin 503, so the upper brake pad 502 will move further downward, completing the compensation for the wear of the brake pad 502 and maintaining the braking effect.

[0075] 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 spindle 300 to reverse and reset upwards. The transmission ball 403 rolls in the opposite direction, causing the spindle 300 and the pull rod 20 to reset simultaneously. During the reset process, as the spindle 300 reverses, the positioning key 301 reverses in the key slot 3021. At this time, the rotation of the one-way bearing 303 is unrestricted. The part of the reverse angle that exceeds the preset rotation angle b only drives the one-way bearing 303 to rotate and will not drive the reverse thread of the compensation screw cap 304 to reset. The compensation screw cap 304 and the driving element 40 remain in the compensation position, ensuring the stable driving of the subsequent driving element 40 on the braking element 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.

[0076] Continue to refer to the appendix Figure 2 and4 In this embodiment, there is an annular gap between the positioning disc 404 and the spindle 300. The lower end of the limiting bushing 302 is fitted 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.

[0077] Continue to refer to the appendix Figure 2 and 4 In this embodiment, a lower limiting step 3022 is formed on the annular sidewall of the limiting bushing 302; an elastic open retaining ring 3041 is assembled on the upper part of the inner cavity of the compensating screw cover 304 to cooperate with the lower limiting step 3022 to axially limit the assembly of the one-way bearing 303, effectively limiting the one-way bearing 303 axially within the compensating screw cover 304 and maintaining the one-way transmission effect on the compensating screw cover 304.

[0078] In summary, the disc brake automatic 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 pushes the driving component 40 to move downward as a whole to compensate for the braking of the brake component 50 clamping the brake disc. After a single compensation is completed, the downward position of the driving component 40 remains unchanged, maintaining the compensation braking effect. In this way, the optimal braking state of the braking system is optimized and maintained.

[0079] Example 2

[0080] Embodiment 2 of this utility model provides a cable disc brake, which includes the disc brake automatic compensation structure proposed in the first aspect above; the second clamp body 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 one of the brake pads 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 quickly adjusted alone, 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 and a friction particle that are threaded horizontally with the second clamp body 102. The locking pin 1041 is threaded into the locking hole opened laterally in the second clamp body 102 and pushes against the friction particle 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.

[0081] 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.

[0082] Other undescribed structures are described in Example 1.

[0083] In summary, the disc brake automatic 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 pushes the driving component 40 to move downward as a whole to compensate for the braking of the brake component 50 clamping the brake disc. After a single compensation is completed, the downward position of the driving component 40 remains unchanged, maintaining the compensation braking effect. In this way, the optimal braking state of the braking system is optimized and maintained.

[0084] 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.

[0085] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, 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 automatic compensation structure, which is configured in conjunction with a brake caliper body, the brake caliper body being composed of a first caliper body and a second caliper body, 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 rotatably assembled with the upper end of the first clamp body and connected to the drive end of the drive component; A brake compensation component, disposed within the first caliper body, includes: The main push rod rotates axially within the movable cavity opened in the middle of the first clamp body, and its first end is fixedly assembled with the first end of the pull rod by a pull rod screw; A positioning key is provided on the annular sidewall of the main push rod; A limiting bushing is movably sleeved on the main push rod, and its interior has a keyway groove that accommodates the positioning key and has a preset rotation angle limit. The compensating screw cap is sleeved on the limiting bushing and connected to the limiting bushing through a one-way bearing. Its outer side is threaded to the movable cavity. The rotatable direction of the one-way bearing is opposite to the braking traction direction of the pull rod. When the traction rotation angle of the pull rod exceeds the preset rotation angle, the brake compensation component pushes the drive component to move downward as a whole to compensate for the advancement of the brake component.

2. The disc brake automatic compensation structure as described in claim 1, characterized in that, The driving component includes: An upper pad is fixedly assembled to the upper edge of the movable cavity; An elastic element is sleeved on the main push rod, and its two ends are respectively connected to the upper pad and the pull rod; The active disc is integrally formed on the second end of the main push rod, and has a plurality of first water droplet ball channels at the end facing the main push rod, and its bottom end abuts against the braking component; A positioning disk is disposed on the upper part of the active disk and is fitted to limit the movable cavity. The end of the positioning disk facing the active disk has a plurality of second water drop ball lanes that match and correspond to the first water drop ball lane. 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.

3. The disc brake automatic compensation structure as described in claim 2, characterized in that, There is an annular gap between the positioning plate and the main push rod, and the end of the limiting bushing facing the driving plate is fitted into the annular gap to compress the assembly height.

4. The disc brake automatic compensation structure as described in claim 1, characterized in that, A limiting step is formed on the annular sidewall of the limiting bushing; The upper part of the inner cavity of the compensation screw cap is equipped with an elastic open retaining ring that cooperates with the lower limiting step to axially limit the assembly of the one-way bearing.

5. The disc brake automatic compensation structure as described in claim 2, characterized in that, The edge of the upper pad has several positioning parts and a locking part. The positioning parts are snapped into the limiting groove opened on the upper edge of the movable cavity, and the locking part is fixedly assembled with the first clamp body by screws.

6. The disc brake automatic compensation structure as described in claim 2, characterized in that, A dust cover is provided on the outside of the elastic element between the upper pad and the pull rod.

7. The disc brake automatic compensation structure as described in claim 2, characterized in that, The braking component includes: Two brake pad backplates are symmetrically arranged in the vertical grooves opened in the brake chamber to limit their rotation, and the two brake pad backplates are respectively connected to the drive disc and the second caliper 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 automatic 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 automatic compensation structure as 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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