2. About us…
BIKEBRAKESTORE TAKES THE ART OF BRAKING VERY
SERIOUSLY. BE IT ON A SPORT BIKE, ALL TERRAIN
VEHICLE, SCOOTER, OR EVEN A OFF-ROAD DIRT BIKE
BRAKING IS THE MOST IMPORTANT THING YOU WILL DO
EVERY TIME YOU RIDE.
THEREFORE
WE ONLY WORK WITH
THE BEST PRODUCTS AND THE TOP SUPPLIERS THAT CAN
PROVIDE YOU OUR CUSTOMER WITH THE OPTIMAL
STOPPING POWER.
COMES TO
ON THE
SECOND PLACE WON’T
QUALITY AND SAFETY.
CUT IT WHEN IT
WORLD WIDE BRAKE MARKET TODAY IT IS EASY TO
FIND MANY BRAKE DISCS, BRAKE PADS IN MANY DIFFERENT
STYLES AND QUALITIES.
WE TAKE
THE GUESS WORK OUT
OF PICKING THE RIGHT COMPONENT, BECAUSE LET’S FACE
IT YOU ONLY WANT THE BEST WHEN IT COUNTS.
3. Types of brake
REGENERATIVE BRAKE
BICYCLE BRAKE
FIXED-GEAR BICYCLE
MOUNTAIN BIKE TRAILS
DOWNHILL MOUNTAIN BIKING
4. Regenerative brake
A REGENERATIVE BRAKE IS AN ENERGY RECOVERY
MECHANISM WHICH SLOWS A VEHICLE OR OBJECT
DOWN BY CONVERTING ITS KINETIC ENTRY INTO
ANOTHER FORM, WHICH CAN BE EITHER USED
IMMEDIATELY OR STORED UNTIL NEEDED. THIS
CONTRASTS WITH CONVENTIONAL BRAKING SYSTEMS,
WHERE THE EXCESS KINETIC ENERGY IS CONVERTED TO
HEAT BY FRICTION IN THE BRAKE LININGS AND
THEREFORE WASTED.
CONTINUE………
5.
6. HISTORY
The most common form of
regenerative brake involves using
an electric motor as an electric
generator. In electric railways the
generated electricity is fed back
into the supply system, whereas in
battery
electric
and
hybrid
electric vehicles, the energy is
stored chemically in a battery,
electrically in a bank of capacitors,
or mechanically in a rotating
flywheel. Hydraulic hybrid vehicles
use hydraulic motors and store
energy in form of compressed air.
7. Limitations
TRADITIONAL
FRICTION-BASED BRAKING IS USED IN CONJUNCTION WITH
MECHANICAL
REGENERATIVE
THE
REGENERATIVE
BRAKING
BRAKING
EFFECT
FOR
THE
DROPS
REASONS:
FOLLOWING
OFF
AT
LOWER
SPEEDS;
THEREFORE THE FRICTION BRAKE IS STILL REQUIRED IN ORDER TO BRING THE
VEHICLE TO A COMPLETE HALT.
MOST
ROAD VEHICLES WITH REGENERATIVE
BRAKING ONLY HAVE POWER ON SOME WHEELS (AS IN A TWO-WHEEL DRIVE
CAR) AND REGENERATIVE BRAKING POWER ONLY APPLIES TO SUCH WHEELS
BECAUSE THEY ARE THE ONLY WHEELS LINKED TO THE DRIVE MOTOR, SO IN
ORDER TO PROVIDE CONTROLLED BRAKING UNDER DIFFICULT CONDITIONS
(SUCH
AS IN WET ROADS) FRICTION BASED BRAKING IS NECESSARY ON THE
OTHER
WHEELS.
THE
AMOUNT
OF
ELECTRICAL
ENERGY
CAPABLE
OF
DISSIPATION IS LIMITED BY EITHER THE CAPACITY OF THE SUPPLY SYSTEM
TO ABSORB THIS ENERGY OR ON THE STATE OF CHARGE OF THE BATTERY OR
CAPACITORS.
REGENERATIVE
BRAKING
CAN
ONLY
OCCUR
IF
NO
OTHER
ELECTRICAL COMPONENT ON THE SAME SUPPLY SYSTEM IS DRAWING POWER
AND ONLY IF THE BATTERY OR CAPACITORS ARE NOT FULLY CHARGED.
FOR
THIS REASON, IT IS NORMAL TO ALSO INCORPORATE DYNAMIC BRAKING TO
ABSORB
THE
EXCESS
ENERGY.
8. BICYCLE
BRAKE
A bicycle brake reduces the speed of a bicycle or
prevents it from moving. The three main types are: rim
brakes, disc brakes, and drum brakes. There have been
various types of brake used throughout history, and
several are still in use today
Most bicycle brake systems consist of three main
components: a mechanism for the rider to apply the
brakes, such as brake levers or pedals; a mechanism
for transmitting that signal, such as Bowden cables,
hydraulic hoses, rods, or the bicycle chain; and the
brake mechanism itself, a caliper or drum, to press two
or more surfaces together in order to convert, via
friction, kinetic energy of the bike and rider into
thermal energy to be dissipated.
9. HISTORY BICYCLE BRAKE
The earliest bicycles with pedals such as the
boneshaker were fitted with a spoon brake which
pressed onto the rear wheel. The brake was operated
by a lever or by a cord connecting to the handlebars.
The rider could also slow down by resisting the pedals
of the fixed wheel drive. The next development of the
bicycle, the penny-farthings, were similarly braked with
a spoon brake or by back pedaling. During its
development from 1870 to 1878, there were various
designs for brakes, most of them operating on the rear
wheel. However, as the rear wheel became smaller and
smaller, with more of the rider's weight over the front
wheel, braking on the rear wheel became less effective.
The front brake, introduced by John Kean in 1873, had
been generally adopted by 1880 because of its greater
stopping power.
11. SPOON BRAKES
The spoon brake, or plunger brake was probably the
first type of bicycle brake and precedes the pneumatic
tyre. Spoon brakes were used on penny farthings with
solid rubber tyres in the 1800s and continued to be
used after the introduction of the pneumatic-tyred
safety bicycle. The spoon brake consists of a pad
(often leather) or metal shoe (possibly rubber faced),
which is pressed onto the top of the front tyre. These
were almost always rod-operated by a right-hand lever.
In developing countries, a foot-operated form of the
spoon brake sometimes is retrofitted to old rod brake
roadsters. It consists of a spring-loaded flap attached
to the back of the fork crown. This is depressed
against the front tyre by the rider's foot.
12. DUCK
BRAKE
Invented in 1897, the duck brake, aka Duck Roller Brake
used a rod operated by a lever on the handlebar to pull
twin friction rollers (usually made of wood or rubber)
against the front tyre. Mounted on axles secured by
friction washers and set at an angle to conform to the
shape of the tyre, the rollers were forced against their
friction washers upon contacting the tyre, thus braking
the front wheel. A tension spring held the rollers away
from the tyre except when braking. Braking power was
enhanced by an extra-long brake lever mounted in parallel
with and behind the handlebar, which provided additional
leverage when braking (two hands could be used to pull the
lever if necessary). Used in combination with a rear
coaster brake, a cyclist of the day could stop much more
quickly and with better modulation of braking effort than
was possible using only a spoon brake or rear coaster brake
13. RIM
BRAKE
Rim brakes are so called because braking force is
applied by friction pads to the rim of the rotating
wheel, thus slowing it and the bicycle. Brake pads
can be made of leather, rubber or cork and are
mounted in metal "shoes". Rim brakes are typically
actuated by the rider squeezing a lever mounted on
the handleba
14. BRAKE PADS
There are many designs of brake pads (brake blocks). Most
consist of a replaceable rubber pad held in a metal channel
(brake shoe), with a post or bolt protruding from the back to
allow attachment to the brake. Some are made as one piece
with the attachment directly molded in the pad for lower
production costs; brake pads of the cartridge type are held
in place by a metal split pin or threaded grub screw and can
be replaced without moving the brake shoe from its
alignment to the rim. The rubber can be softer for more
braking force with less lever effort, or harder for longer
life. The rubber can also contain abrasives for better
braking, at the expense of rim wear. Compounds vie for
better wet braking efficiency. Typically pads are relatively
short, but longer varieties are also manufactured to provide
more surface area for braking; these often must be curved
to match the rim. A larger pad does not give more friction
but wears more slowly, so a new pad can be made thinner. In
general, a brake can be fitted with any of these many
varieties of pads, as long as the pad mounting method is
compatible. Carbon-fibre rims, as on some disc wheels,
generally have to use non-abrasive cork pads.
15. ROD-ACTUATED
BRAKES
The rod-actuated brake, or simply rod brake, uses a
series of rods and pivots, rather than Bowden cables, to
transmit force applied to a hand lever to pull friction
pads upwards against the inner surface, which faces
the hub, of the wheel rim. They were often called
stirrup brakes due to their shape. Rod brakes are used
with a rim profile known as the Westwood rim, which
has a slightly concave area on the braking surface and
lacks the flat outer surface required by brakes that
apply the pads on opposite sides of the rim.
16. THE CALIPER BRAKE
DESIGN
The caliper brake is a class of cable-actuated brake in
which the brake mounts to a single point above the
wheel, theoretically allowing the arms to auto-centre on
the rim. Arms extend around the tyre and end in brake
shoes that press against the rim. While some designs
incorporate dual pivot points — the arms pivot on a subframe — the entire assembly still mounts to a single
point. Caliper brakes tend to become less effective as
tyres get wider, and so, deeper, reducing the brakes'
mechanical advantage. Thus caliper brakes are rarely
found on modern mountain bikes. But they are almost
ubiquitous on road bikes, particularly the dual-pivot
side-pull caliper brake.
17. SIDE-PULL
CALIPER
BRAKES
Single-pivot side-pull caliper brakes consist of two
curved arms that cross at a pivot above the wheel and
hold the brake pads on opposite sides of the rim. These
arms have extensions on one side, one attached to the
cable, the other to the cable housing. When the brake
lever is squeezed, the arms move together and the
brake pads squeeze the rim.These brakes are simple
and effective for relatively narrow tyres but have
significant flex and resulting poor performance if the
arms are made long enough to fit wide tyres. If not
adjusted properly, low-quality varieties tend to rotate
to one side during actuation and tend to stay there,
making it difficult to evenly space brake shoes away
from the rim. These brakes are now used on inexpensive
bikes; before the introduction of dual-pivot caliper
brakes they were used on all types of road bikes.
18. CENTRE-PULL
CALIPER
BRAKES
Centre-pull caliper brakes have symmetrical arms
and as such centre more effectively. The cable
housing attaches to a fixed cable stop attached
to the frame, and the inner cable bolts to a sliding
piece (called a "braking delta", "braking triangle",
or "yoke") or a small pulley, over which runs a
straddle cable connecting the two brake arms.
Tension on the cable is evenly distributed to the
two arms, preventing the brake from taking a
"set" to one side or the other.
These brakes were reasonably priced, and in the
past filled the price niche between the cheaper
and the more expensive models of side-pull
brakes.
19. U-BRAKES
U-brakes (also known by the trademarked term
"990-style") are essentially the same design as
the centre-pull caliper brake. The difference is
that the two arm pivots attach directly to the
frame or fork while those of the centre-pull
caliper brake attach to an integral bridge frame
that mounts to the frame or fork by a single bolt.
Like roller cam brakes, this is a caliper design
with pivots located above the rim. Thus U-brakes
are often interchangeable with, and have the
same maintenance issues as, roller cam brakes.
20. V-BRAKES
Linear-pull brakes or direct-pull brakes, commonly
referred to by Shimano's trademark V-brakes, are a
side-pull version of cantilever brakes and mount on the
same frame bosses. However, the arms are longer, with
the cable housing attached to one arm and the cable to
the other. As the cable pulls against the housing the
arms are drawn together. Because the housing enters
from vertically above one arm yet force must be
transmitted laterally between arms, the flexible
housing is extended by a rigid tube with a 90° bend
known as the "noodle". The noodle seats in a stirrup
attached to the arm. A flexible bellows often covers
the exposed cable
21. MINI V-BRAKES
The mini V-brakes (also referred to as "mini V's") are
V-brakes with shorter arms, typically between 8 and 9
centimeters. This reduces the required cable pull,
making them compatible with brake levers intended for
cantilever brakes.
Mini V-brakes retain advantages specific to V-brakes
such as not requiring extra cable stops.
On the downside, their shorter arms provide very small
tyre and wheel clearance and generally make for a less
forgiving setup: they can only accommodate smaller
tyre sizes compared to cantilever brakes, may pose
problems for mounting fenders, can be clogged more
easily by mud, and they can make it harder to change
wheels out.
22. ROLLER
CAM BRAKES
Roller cam brakes are centre-pull cantilever brakes
actuated by the cable pulling a single two-sided sliding
cam. (First and second-class lever designs exist; firstclass is most common and is described here.) Each arm
has a cam follower. As the cam presses against the
follower it forces the arms apart. As the top of each
arm moves outward, the brake shoe below the pivot is
forced inward against the rim. There is much in favor
of the roller cam brake design. Since the cam controls
the rate of closure, the clamping force can be made
non-linear with the pull. And since the design can
provide positive mechanical advantage,
23. DELTA
BRAKES
The delta brake is a road bicycle brake named due to
its triangular shape. The cable enters at the centre,
pulls a corner of a parallelogram linkage housed inside
the brake across two opposite corners, pushing out at
the other two corners on to the brake arms above the
pivots, so that the arms below the pivots push pads in
against the rim. A feature of the design is that the
mechanical advantage varies as a tangent function
across its range, where that of most other designs
remains fixed.
