DSS1736 High-Torque Electronic Disc Brake Lock For Shared Bikes

DSS1736 is a high-torque bike disc brake lock for shared bicycles, shared e-bikes, rental fleets and public-use mobility vehicles. It integrates around matched bicycle disc brake kits at the left rear dropout and 6-bolt rear disc-brake area, giving fleet developers fixed rear-wheel immobilization without treating DSS1736 as a brake caliper, rotor or complete brake kit. The lock remains on the vehicle, eliminating the daily handling required by a portable disc lock and supporting a cleaner fleet-bike layout.

For vehicles parked repeatedly in public environments, DSS1736 raises the locking-structure direction to a confirmed torque-resistance test value of at least 300 N.m. The concealed installation and high-strength protective structure support projects that place greater emphasis on resistance to forced wheel movement, while the lock remains one part of the complete vehicle and parking-security architecture.

A single Hall module and three evenly distributed magnets per ring provide wheel-movement information for the fleet project's electronic protection strategy. The lock can be matched to 5V DC or 48V DC platforms, with UART, RS485 or CAN selected according to the controller, IoT or battery architecture. IPX7 complete-unit protection, OTA online upgrade support and defined environmental validation fields provide a structured basis for fleet sampling, integration and complete-vehicle testing.

• Shared Bike And Shared E-Bike Focus: Supports both pedal shared bicycles with a matched electrical system and shared e-bike platforms.

• Fixed Concealed Installation: Keeps the lock integrated at the rear dropout and disc-brake area instead of relying on a removable accessory.

• Vehicle And Fleet-System Coordination: Accepts project-matched lock control through the selected vehicle-side interface architecture.

• Single-Hall Wheel Sensing: Provides wheel-movement input for the electronic protection logic defined by the fleet project.

• Three Evenly Distributed Magnets: Uses the confirmed three-magnet ring arrangement for speed-information input.

• Project-Defined Electronic Protection: Allows protection settings and controller response to be validated for the intended wheel size and operating model.

• UART / RS485 / CAN Options: Supports different fleet controller and IoT integration directions through project selection.

• 5V DC / 48V DC Options: Matches two confirmed electrical-platform directions for bicycle and e-bike fleet development.

• IPX7 Complete-Unit Protection: Supports repeated outdoor fleet operation within the confirmed waterproof scope.

• OTA Online Upgrade: Provides a firmware maintenance direction for the electronic lock after system integration.

The locking structure is assembled at the rear disc-brake area following the approved installation sequence. When the vehicle or fleet-side system issues a valid command through the selected interface, the electronic actuator controls the locking mechanism to immobilize rear-wheel rotation. The lock is separate from the braking function: it does not replace the brake caliper or define the vehicle's braking performance.

The single Hall module and three-magnet arrangement supply wheel-movement information to the complete-vehicle control architecture. This input supports the project-defined electronic protection strategy before the selected lock-control action is executed. Controller connection, wheel size, voltage, interface, protection setting and system response should therefore be validated together under the intended fleet operating conditions.

Before sampling, confirm the rear dropout drawing, wheel size, rear disc-brake layout, 6-bolt interface direction, locking-structure clearance, approved installation sequence, 5V or 48V electrical platform, selected UART/RS485/CAN interface, controller/IoT/battery connection, Hall and magnet arrangement, project-defined electronic protection setting, parking environment and fleet validation plan. Hub, axle and brake components are not included. The >=300 N.m value must be reviewed as a locking-structure torque-resistance test, while the overall security plan should be defined at complete-vehicle and fleet level.

Q: What is DSS1736? A: DSS1736 is a high-torque electronic rear-wheel lock for shared bicycles, shared e-bikes, rental fleets and public-use mobility projects. It is integrated at the left rear dropout and rear disc-brake area.

Q: Can DSS1736 be used on both shared bicycles and shared e-bikes? A: Yes. It can be considered for both vehicle types when the bicycle provides the matched power source, control architecture, rear dropout structure, disc-brake layout and complete-vehicle validation required by the project.

Q: What does the >=300 N.m value mean? A: It is the confirmed torque-resistance test value for the DSS1736 locking structure. It is not braking torque, vehicle load capacity or a third-party complete-lock security certification.

Q: How does DSS1736 differ from DSS1735? A: DSS1736 uses the >=300 N.m high-torque direction for shared and rental fleets. DSS1735 uses the >=160 N.m standard direction and is focused on urban e-bike and regular OEM integration.

Q: Which vehicle interfaces can be selected? A: UART, RS485 and CAN are available as project interface options. The selected version is matched to the controller, IoT or battery architecture before sampling.

Q: How does the speed-sensing arrangement support safer lock control? A: A single Hall module and three evenly distributed magnets provide wheel-movement information for the project-defined electronic protection strategy. The detailed threshold and controller response are validated at complete-vehicle level.

Q: Does IPX7 cover the complete DSS1736 unit? A: Yes. IPX7 applies to the complete unit. Connectors, harness routing, mounting and complete-vehicle sealing still require project validation, and the rating does not authorize high-pressure washing claims.

Q: Is DSS1736 a complete fleet anti-theft system? A: DSS1736 provides integrated rear-wheel immobilization. Vehicle anchoring, tracking, alarms, parking operations and other fleet-security measures remain separate parts of the overall security plan.