我需要一份关于自行车刹车方面英文介绍分别从设计、选材、制造和检测四个方面,一定要英文,

我需要一份关于自行车刹车方面英文介绍分别从设计、选材、制造和检测四个方面,一定要英文,
我需要一份关于自行车刹车方面英文介绍
分别从设计、选材、制造和检测四个方面,一定要英文,

我需要一份关于自行车刹车方面英文介绍分别从设计、选材、制造和检测四个方面,一定要英文,
英国的一家网址http://en.wikipedia.org/wiki/Bicycle_brake_systems
分几次法吧,太长了.
Rim brakes

Single pivot side-pull caliper brake on front wheel.
Center-pull caliper brake.
Dual-pivot caliper brake.
Traditional L-shaped cantilever brake.
Unusual center-pull caliper brake.
Low profile cantilever brake.In rim brakes, the braking force is applied by the rider squeezing a lever mounted on the handlebar; this causes friction pads (usually made of leather or rubber and mounted in metal "shoes") to contact the rim of the rotating wheel, thus slowing it and the bicycle. There are several types of rim brakes.
Rod brakes use a series of rods and pivots (rather than Bowden cables) to transmit the braking force from the hand levers to pull the friction pads upwards onto the inner surface (facing the hub) of the wheel rim. They were often called "stirrup brakes" due to their shape. To fit the rear wheel and the more directly actuate front wheel, they use a mechanism to transmit the force but still allow rotation where the fork attaches to the frame. Although heavy and complex, the linkages are reliable and durable and can be repaired or adjusted with simple hand tools in areas where replacement Bowden cables are not available or are too expensive. They are still used on some bicycles, typically roadsters, particularly in the East Asia. 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 which apply the pads on opposite sides of the rim.
In newer designs, friction pads squeeze the sides of the wheel rims with a force transmitted from a hand lever by a Bowden cable. Designs include the scissor-action "side pull" and "centre pull" brakes, and the lever action "cantilever" and "V" 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 tires, but have serious disadvantages if made big enough to fit wide tires. Low-quality varieties also tend to rotate to one side during actuation and to stay there, so that one brake pad continually rubs the rim even when the brake is released. 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.
Centre-pull caliper brakes have symmetrical arms and by design do not rub the rim when they are released, by actuating the brake arms symmetrically. The cable housing attaches to a fixed cable stop attached to the frame, and the inner cable attaches to a sliding piece 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.
Dual-pivot caliper brakes are used on most modern racing bicycles. One arm pivots at the centre, like a side-pull; and the other pivots at the side, like a centre-pull. The cable housing attaches like that of a side-pull brake; the centering of side-pull brakes was simplified with the mass-market adoption of dual-pivot side-pulls (an old design re-discovered by Shimano in the early 1990s). These brakes offer a higher mechanical advantage. Dual-pivot brakes are slightly heavier than conventional side-pull calipers and cannot accurately track an out-of-true rim.
Cantilever, direct-pull, and linear-pull brakes have each arm attached to a separate pivot point on one side of the seat stay or fork just below the rim. This solves the problem for standard callipers on wide tires (such as those on mountain bikes) where the long distance from the pivot to the pad allows the arms to flex, reducing braking effectiveness.
The traditional cantilever has an L-shaped arm protruding outwards on each side, with a cable stop on the frame or fork to hold the cable housing and a straddle cable between the arms similar to the centre-pull brake. The cable from the brake handle pulls upwards on the straddle cable, causing the brake arms to rotate up and inward and squeezing the rim between the brake pads.
Linear-pull brakes (sometimes referred to by the trademarked term "V-brakes") mount similarly, but the arms extend straight up, and the housing is attached to one arm and the cable to the other, similar to the cable attachment for side-pull brakes. They are generally more powerful and easier to adjust than cantilever brakes but require a smaller gap between the brake pad and the rim surface. They function well with the suspension systems found on many mountain bikes because they do not require a separate cable stop on the frame or fork. Due to their higher mechanical advantage, linear-pull brakes require levers with longer cable travel than levers intended for caliper brakes or traditional cantilever brakes. See Linear-pull brake adjustment.
Closely related is the U-brake (sometimes referred to by the term "990's" after the Dia-Compe u-brake model); this type has the pivots for the arms mounted to the frame or fork on each side above the rim. The arms cross over similarly to centre-pull brakes; its main advantage is that it does not protrude sideways from the frame like the cantilevers. U-brake mounts are the current standard on Freestyle BMX frames and forks.
One of the least common rim brakes is the hydraulic rim brake. These brakes are generally able to be mounted on the same pivot points used for cantilever and linear-pull brakes. They were available on some high-end mountain bikes in the early 1990s, but declined in popularity with the rise of disc and linear-pull brakes. The moderate performance advantage (greater power and control) they offer over the latter is offset by their greater weight and complexity. The only significant current use of these brakes is on bicycles used for trials riding.
Another design is the delta brake, where the arms pivot above the rim but do not cross, and the inner cable attaches to a wedge-shaped piece between the brake arms, instead of a straddle cable. When the brakes are applied, the wedge forces the arms apart at the top, squeezing the rim between the pads. This has an advantage in that the shape of the wedge can be varied other than straight-sided, to allow for a very high mechanical advantage at the point where the pads contact the rim to give high braking power, but a lower mechanical advantage when the pads are not contacting the rim so that the pads move well away from the rim when the brake is not applied, preventing any rubbing.
[edit] Advantages and disadvantages
Rim brakes are cheap, light, mechanically simple, easy to maintain, and very powerful. However, they perform poorly in wet weather when the rims are wet. This problem is less serious with rims made of aluminium, found on more expensive bikes, than on those with steel or chromed rims. They are also prone to clogging with mud, particularly when mountain biking.
Rim brakes also need regular maintenance. Brake pads can wear down quickly, and have to be replaced. Over longer time and use, rims become worn. Rims should be checked for wear periodically as they can fail catastrophically if the rim sidewalls become too worn. Depending on the brake pads and rim, this can happen after a few thousand miles if heavily used in wet and muddy conditions. Bowden cables can become sticky if not regularly lubricated or if water gets into the housing, causing corrosion, although modern lined and stainless steel cables are less prone to these problems. The cables also can wear through repeated use over a long time, however they are more likely to get damaged through getting bent, kinked or the open end becoming unraveled. If the inner cables are not replaced when they fray, they can suddenly break when brakes are applied strongly, causing brakes to be lost precisely when they are most needed. Rim brakes also require that the rim be relatively straight; if the rim has a pronounced wobble, then either the brake pads rub against it when the brakes are released, or apply insufficient and uneven pressure to the rim when certain brakes e.g. dual pivot, are applied.
Rim brakes also heat the rim, because the brake converts kinetic energy into thermal energy, which increases the temperature of the rim (the brake caliper and frame do not become hot because brake pads are excellent thermal insulators). In normal use and with lightweight bicycles this is not a problem, as the brakes are only applied with a limited force and for a short time, so the heat quickly dissipates to the surrounding air. But on heavily-laden touring bikes and tandems in mountainous regions, the heat build-up can increase tire pressure so much that the tire blows off the rim. If this happens on the front wheel, a serious accident is almost inevitable. The problem is worse when descending cautiously at slow speeds because the brakes are "always on" and the cooling airflow over the rim is insufficient. The risk can be reduced by not over-inflating tires and adopting an aggressive riding style, only braking for the corners, but the real solution is a drum brake or a disc brake which avoids rim heating.
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. 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, simplifying wheel removal with linear-pull brakes in particular. 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 rims, as on some disc wheels, generally have to use non-abrasive cork pads.