CN114162099B - Pressure distribution control system - Google Patents
Pressure distribution control system Download PDFInfo
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- CN114162099B CN114162099B CN202011398157.6A CN202011398157A CN114162099B CN 114162099 B CN114162099 B CN 114162099B CN 202011398157 A CN202011398157 A CN 202011398157A CN 114162099 B CN114162099 B CN 114162099B
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- 239000003921 oil Substances 0.000 claims abstract description 159
- 230000008859 change Effects 0.000 claims abstract description 21
- 239000010727 cylinder oil Substances 0.000 claims abstract description 19
- 230000001105 regulatory effect Effects 0.000 claims description 36
- 239000010985 leather Substances 0.000 claims description 21
- 239000007788 liquid Substances 0.000 claims description 5
- 238000006073 displacement reaction Methods 0.000 claims description 4
- 239000000203 mixture Substances 0.000 claims description 2
- 230000003137 locomotive effect Effects 0.000 description 10
- 238000000034 method Methods 0.000 description 7
- 230000006835 compression Effects 0.000 description 6
- 238000007906 compression Methods 0.000 description 6
- 238000005192 partition Methods 0.000 description 6
- 230000008569 process Effects 0.000 description 5
- 230000009471 action Effects 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
- 230000002195 synergetic effect Effects 0.000 description 2
- 238000006243 chemical reaction Methods 0.000 description 1
- 230000008602 contraction Effects 0.000 description 1
- 230000001276 controlling effect Effects 0.000 description 1
- 230000000149 penetrating effect Effects 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
- B60T8/1706—Braking or traction control means specially adapted for particular types of vehicles for single-track vehicles, e.g. motorcycles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/26—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels
- B60T8/261—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels specially adapted for use in motorcycles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62L—BRAKES SPECIALLY ADAPTED FOR CYCLES
- B62L3/00—Brake-actuating mechanisms; Arrangements thereof
- B62L3/02—Brake-actuating mechanisms; Arrangements thereof for control by a hand lever
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62L—BRAKES SPECIALLY ADAPTED FOR CYCLES
- B62L3/00—Brake-actuating mechanisms; Arrangements thereof
- B62L3/08—Mechanisms specially adapted for braking more than one wheel
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Hydraulic Control Valves For Brake Systems (AREA)
- Regulating Braking Force (AREA)
Abstract
The invention discloses a Pressure Distribution Control System (PDCS), which comprises a pressure distribution module (PDU) and a pressure regulation module (PRU) which are arranged on a body, wherein the body is provided with four oil pipe joints which are respectively connected with a master cylinder oil pipe on a linkage side and an auxiliary side and oil pipes of front and rear wheel brake calipers, and a first oil cylinder and a second oil cylinder are respectively provided with a cylinder shaft so as to push and press brake oil pressures distributed to front and rear wheel brake systems; the pressure adjusting module (PRU) provides a nonlinear adjusting force which can control the stroke of the cylinder shaft assembly of the first and second hydraulic cylinders, thus generating a distribution curve of front and rear wheel braking forces, the distribution curve determines the front and rear wheel braking force distribution proportion, the proportion change range and the proportion change rate when different input forces are applied, the most proper deceleration, braking control feeling, comfort and braking handle rigidity can be obtained by adjusting the distribution curve, the distribution curve can be easily adjusted by adjusting the parameters of the PDU, and the components of the original vehicle braking system do not need to be replaced.
Description
Technical Field
The invention relates to a braking force distribution system of a motor vehicle, which is applied to the motor vehicle with hydraulic disc brake systems on front and rear wheels, and can be linked with the front and rear wheel brake systems by a single handle, and when a linked side brake handle is used, the ratio of the braking force of the front and rear wheels and the change rate of the ratio can generate continuous change along with the increase of the input force of the handle.
Background
Generally, a riding locomotive mainly brakes by means of brake handles on the left side and the right side of a handlebar, and most of the riding locomotive is a brake system of a front wheel controlled by the brake handle on the right side, and a brake system of a rear wheel is controlled by the brake handle on the left side. For locomotives, the safest braking action is to brake the rear wheels and then the front wheels when the input force is low, and when the input force is large, the braking force of the front wheels is higher than that of the rear wheels, so that the vehicle can obtain the maximum deceleration and accidents caused by the fact that the slip quantity of the rear wheels is too high are avoided.
For locomotives with hydraulic braking systems for front and rear wheels, various front and rear wheel linkage braking systems (Combined Braking System, CBS) are currently sold on the market, which are used for linking the front and rear brakes when braking by a single handle, so as to solve the dangerous problem caused by carelessly and individually controlling the front wheel brakes when a rider emergently decelerates.
However, most of the currently commercially available CBS front-rear interlocking brake systems are simple interlocking brake systems with fixed front-rear wheel brake force distribution ratio, and in order to meet the rule of regulation, the front-rear wheel must have enough brake force when the front wheel fails, and the user needs to have enough handle rigidity, so that the designed brake force distribution curve is shown in fig. 1 under the condition that the degree of freedom of design is insufficient due to the simple CBS structure, and fig. 1 is a graph of the front-rear wheel brake force distributed by the CBS when the input force is in the interlocking side of the brake handle (usually left hand). The curve A represents an ideal braking force distribution curve of the motor vehicle, if the braking force distribution of the front wheel and the rear wheel accords with the curve, the front wheel and the rear wheel can simultaneously provide the maximum braking force to ensure that the whole vehicle obtains the maximum deceleration, and the danger that the front wheel is deadlocked first to topple over the vehicle body and the rear wheel is deadlocked first to throw the tail is avoided. However, in practice, because of the variability of wear of the brake pads and the discs and the difference between the tire and the road conditions, it is often difficult for the braking force of the front and rear wheels to conform to the curve, and if the braking force conforms to the curve, there will be disadvantages in that the braking is too sensitive, the vehicle body is easy to tilt forward, the comfort is poor, and the rigidity of the handle is insufficient, and considering the above problems, and the front wheel deadlock problem is avoided, the actual braking force distribution curve is generally higher than the ideal braking force distribution curve. The broken line B is a typical braking force distribution curve with fixed front and rear wheel braking proportion of a commercial CBS, obviously, the braking force of the rear wheel is higher than the braking force of the front wheel when the input force is low, but in the braking process of increasing the input force to the large input force, the increasing amount of the braking proportion distributed to the front wheel is lower, the braking force distributed to the rear wheel and the proportion thereof are greatly increased, the phenomenon can cause that when the large input force is used for braking, the rear wheel is blocked in advance, the slip amount of the rear wheel is too high to throw the tail, so the directional stability of the brake is greatly reduced, and because the braking force distributed to a rear wheel braking system by the CBS after the rear wheel is slipped, the braking force of the whole vehicle cannot be improved, but the braking force of the front wheel is not improved, namely the braking force of the whole vehicle is not increased along with the increase of the input force of a handle, the driver has poor braking control feel and the reliability of the product is reduced.
Disclosure of Invention
The pressure distribution control system can provide a better braking force distribution curve, the ratio of the braking force of the front wheel and the rear wheel and the change rate of the ratio can be automatically changed along with the increase of the input force of the handle by means of the braking force ratio distribution method provided by the invention, and the front wheel can obtain a larger braking ratio when the input force is large for braking.
In order to achieve the above-mentioned purpose, the invention discloses a pressure distribution control system, apply to the motor vehicle equipped with hydraulic disc brake system of front and back wheel, including a pressure distribution module (PDU) and a pressure adjustment module (PRU) are installed in a body, the body connects a linkage side brake master cylinder oil pipe, an auxiliary side brake master cylinder oil pipe and a front wheel brake oil pipe, a rear wheel brake oil pipe, the body has a first cylinder, a second cylinder and a set of space, the first cylinder separates independently with the second cylinder, the first cylinder has a first runner to communicate with the linkage side brake master cylinder oil pipe, a fifth runner of a first cock at the bottom of the first cylinder connects with the rear wheel brake oil pipe and communicates to the rear wheel caliper, the second cylinder has a second, third and fourth runners, and the third, fourth runner communicates with the front wheel brake oil pipe; a first cylinder shaft and a second cylinder shaft pushed by the first cylinder shaft are respectively assembled on the first cylinder and the second cylinder, the first cylinder shaft is provided with a shaft end part and a first neck part, the first neck part is provided with a first leather cup, a first oil chamber is formed between the first leather cup and the first cock, the first oil chamber is communicated with the first flow passage, the second cylinder shaft is provided with a first shaft collar and a second shaft collar smaller than the outer diameter of the first shaft collar, the top of the second cylinder is sealed by a second cock, a second leather cup is arranged between the first shaft collar and the second shaft collar, a second oil chamber is formed between the second leather cup and the second cock, and the second oil chamber is communicated with the fourth flow passage. The effective sectional area of the oil pressure from the oil pipe of the linkage side brake master cylinder acting on the first oil chamber and the effective acting sectional area of the second oil chamber are designed according to the maximum brake force ratio of the target vehicle component and the front and rear wheels; the pressure adjusting module (PRU) comprises a pressure adjusting component arranged at the top of the body and a resistance component arranged in the assembly space of the body, wherein the pressure adjusting component is provided with a pressure adjusting piece pivoted above the body, the resistance component provides a resistance force on a stress part of the pressure adjusting piece, so that a pressing part of the pressure adjusting piece presses the top of the second cylinder shaft, and a variable movement adjusting force is provided for the second shaft.
The invention further discloses a pressure distribution control system, comprising: a pressure distribution module (PDU) and a pressure adjustment module (PRU) are arranged on a body, the body is connected with a linkage side brake master cylinder oil pipe, an auxiliary side brake master cylinder oil pipe, a front wheel brake oil pipe and a rear wheel brake oil pipe, the body is provided with a first oil cylinder, a second oil cylinder and a group of assembling spaces, the first oil cylinder is independently separated from the second oil cylinder, the first oil cylinder is provided with a first runner communicated with the linkage side brake master cylinder oil pipe, a fifth runner of a first cock at the bottom of the first oil cylinder is connected with the rear wheel brake oil pipe and communicated with a rear wheel caliper, the second oil cylinder is provided with a second runner, a third runner and a fourth runner, and the third runner and the fourth runner are communicated with the front wheel brake oil pipe; the top of the second oil cylinder is sealed by a second cock, and the second cock is provided with a through hole for the second cylinder shaft to pass through; a first cylinder shaft and a second cylinder shaft pushed by the first cylinder shaft are respectively assembled on the first cylinder and the second cylinder, the first cylinder shaft is provided with a shaft end part and a first neck part, the first neck part is provided with a first leather cup, a first oil chamber is formed between the first leather cup and the first cock, the first oil chamber is communicated with the first flow passage, the second cylinder shaft is provided with a first shaft collar and a second shaft collar smaller than the outer diameter of the first shaft collar, a second leather cup is arranged between the first shaft collar and the second shaft collar, a second oil chamber is formed between the second leather cup and the second cock, the second oil chamber is communicated with the fourth flow passage, and when an input force is exerted on a linkage side brake handle to exert a braking action, the oil pressure from a linkage side brake master pump oil pipe enters the first oil chamber from the first flow passage to push the first cylinder shaft to rise, and meanwhile, the fifth flow passage through the first cock enters a rear wheel brake oil pipe to push a rear wheel brake system to generate a braking force. The effective sectional area of the oil pressure from the oil pipe of the linkage side brake master cylinder acting on the first oil chamber and the effective sectional area of the second oil chamber are designed according to the target ratio of the target vehicle data and the maximum braking force of the front wheel and the rear wheel, and a compression spring is arranged between the second collar and the second cock; the pressure regulating module (PRU) comprises a pressure regulating component arranged at the top of the body and a resistance component arranged in the assembly space of the body, wherein the pressure regulating component is provided with a pressure regulating piece pivoted above the body, the resistance component provides a resistance force on a stress part of the pressure regulating piece, so that a pressing part of the pressure regulating piece presses the top of the second cylinder shaft, and a variable regulating force is provided for the second shaft.
The invention is characterized in that under the synergistic effect of a pressure distribution module (PDU) and a pressure adjustment module (PRU), the front and rear wheel braking forces have a larger proportion range, the proportion change rate can be easily adjusted so as to obtain an optimal proportion change curve, so that a locomotive equipped with CBS can interlock a front and rear wheel braking system by a single handle and has a better front and rear wheel braking force ratio distribution curve, in other words, when a driver brakes by utilizing an interlocked side braking handle, the proportion of the front and rear wheel braking forces and the change rate of the proportion can be automatically changed along with the increase of the handle input force, and the braking force distribution curve can be easily adjusted according to the requirements of safety, braking performance and comfort of users without greatly changing components of the original vehicle braking system.
Drawings
FIG. 1 is a schematic diagram of a braking force versus ideal braking force distribution curve of a conventional CBS front-rear interlock braking system.
Fig. 2 is a simplified cross-sectional schematic of the present invention.
Fig. 3 is a schematic view of the present invention mounted on a vehicle.
Fig. 4 is an external view of an embodiment of the present invention.
Fig. 5 is a front cross-sectional view of an embodiment of the present invention.
Fig. 6 is a side cross-sectional view of an embodiment of the present invention.
FIG. 7 is a cross-sectional view of a resistance assembly configured with an adjustment assembly in accordance with an embodiment of the present invention.
Fig. 8A and 8B are schematic diagrams illustrating an angular change of the pushing angle of the pressure regulator of the pressure adjusting module according to an embodiment of the invention.
Fig. 9A and 9B are graphs showing the relationship between the second cylinder shaft stroke and the adjusting force and the corresponding braking force of the front and rear wheels according to the embodiment of the present invention.
Fig. 10 is a cross-sectional view of the second cylinder shaft of the pressure adjusting module according to the embodiment of the invention, in which the compression spring and the assembly space of the body are filled with oil.
Fig. 11 is a schematic plan view showing a second cylinder shaft without slots and a bearing wall plate on top of the second cylinder shaft according to another embodiment of the invention.
Symbol description in the drawings:
a1: front wheel brake oil pipe;
a2: rear wheel brake oil pipe;
a3: a front wheel brake system;
a4: a rear wheel brake system;
b1: oil pipe of the linkage side brake master cylinder;
b2: auxiliary side brake master cylinder oil pipe;
C1, C2, C3, C4: a braking curve;
Ls1, ls2, ls3: a curve;
l1, L2: a distance;
A1, A2: a cross-sectional area;
H1: the direction of the rear wheel oil pipe;
θ: an angle;
100: a body;
101: a first cylinder;
102: a second cylinder;
103: a partition plate;
104: a shaft hole;
105: a first cock;
106: a second cock;
107: perforating;
108: a first flow passage;
109: a second flow passage;
110: a third flow passage;
111: a fourth flow passage;
112 A fifth runner;
113: a space is assembled;
200: a pressure distribution module;
210: a first cylinder shaft;
211: a shaft end;
212: a first oil chamber;
213: trepanning;
214: a first neck;
215: a first leather cup;
220: a second cylinder shaft;
223: a first collar;
224: a second collar;
225: a second neck;
226: a second leather cup;
228: a rotating wheel;
229: a second oil chamber;
230: a slot hole;
231: a plug pin;
232: a compression spring;
300: a pressure adjustment module;
310: a pressure regulating assembly;
312: a wall plate;
313: a force-bearing wall plate;
314: a pressure regulating member;
315: a shaft pin;
316: a force receiving part;
317: a pressing part;
320: resistance to force a component;
321: an elastic component;
322: a push rod;
323: a propping assembly;
324: countersink;
325: an adjustment assembly;
400: a cover;
410: and a connecting piece.
Detailed Description
In order that those skilled in the art will better understand the present invention, a technical solution in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in which it is apparent that the described embodiments are only some embodiments of the present invention, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present invention without making any inventive effort, shall fall within the scope of the present invention.
The drawings are not to scale and only some of the structures and the different layers forming these structures may be shown in the drawings. Embodiments according to the present invention may be implemented in conjunction with these other (possibly conventional) process steps without significantly disturbing them. In general, embodiments according to the present invention may replace portions of conventional processes without significantly affecting peripheral processes and steps.
Referring to fig. 2-6, the pressure distribution control system of the present invention is applied to a motor vehicle having front and rear disc brake systems, and the present embodiment is applied to a two-wheeled vehicle, and the system includes a pressure distribution module (Pressure Distribution Unit; PDU) 200 and a pressure adjustment module (Pressure Regulation Unit; PRU) 300 mounted on a body 100, and a cover 400.
The body 100 has a first cylinder 101, a second cylinder 102 and a set of space 113, the first cylinder 101 and the second cylinder 102 are on the same axis, the second cylinder 102 is located above the first cylinder 101, a partition 103 is disposed between the first cylinder 101 and the second cylinder 102, the partition 103 separates the first cylinder 101 and the second cylinder 102 independently, a shaft hole 104 is disposed in the center of the partition 103, a first cock 105 is disposed at the bottom of the first cylinder 101, a fifth runner 112 is disposed inside the first cock 105 and connected to a rear wheel brake oil pipe a2, i.e. the direction H1 of the rear wheel oil pipe, the rear wheel brake oil pipe a2 is linked with a rear wheel brake system a4 of the locomotive, an opening at the top of the second cylinder 102 is sealed by a second cock 106, and a through hole 107 is disposed in the center of the second cock 106. A first flow passage 108 is arranged at one side of the body 100, the first flow passage 108 is communicated with a linkage side brake master cylinder oil pipe b1, the first flow passage 108 is communicated with the first oil cylinder 101, a second flow passage 109 and a third flow passage 110 are positioned at the side of the second oil cylinder 102 and are communicated with the second oil cylinder 102, the second flow passage 109 and the third flow passage 110 are connected with an auxiliary side brake master cylinder oil pipe b2, a fourth flow passage 111 is communicated with the second oil cylinder 102 and is positioned above the third flow passage 110, the fourth flow passage 111 is connected with a front wheel brake oil pipe a1, the front wheel brake oil pipe a1 is linked with a front wheel brake system a3 of the locomotive, and the assembly space 113 is positioned at one side of the first oil cylinder 101 and the second oil cylinder 102.
The pressure distribution module (Pressure Distribution Unit; PDU) 200 has a first cylinder shaft 210 and a second cylinder shaft 220, the first cylinder shaft 210 is assembled with the first cylinder 101, the first cylinder shaft 210 can move up and down along the length direction of the first cylinder 101, the first cylinder shaft 210 is provided with a shaft end 211 towards the first cock 105, the outer diameter of the shaft end 211 is smaller than that of the first cylinder shaft 210, the first cylinder shaft 210 is provided with a sleeve hole 213 towards the second cylinder shaft 220, the first cylinder shaft 210 is provided with a first neck 214, the first neck 214 is sleeved with a first elastic leather cup 215, a first oil chamber 212 is formed between the first leather cup 215 and the first cock 105, and the first oil chamber 212 is communicated with the first flow passage 108.
The second cylinder shaft 220 is assembled with the second cylinder 102, the bottom end of the second cylinder shaft 220 is sleeved with the sleeve hole 213 of the first cylinder shaft 210, the other top end of the second cylinder shaft 220 protrudes out of the top of the second cylinder shaft 220 through the through hole 107, a first collar 223 and a second collar 224 smaller than the outer diameter of the first collar 223 are arranged at the middle section of the second cylinder shaft 220, a second neck 225 is formed between the first collar 223 and the second collar 224, the second neck 225 is sleeved with an elastic second leather cup 226, the first collar 223 is matched with the wall surface of the second cylinder 102 and is adjacent to the partition 103, the top end of the second cylinder shaft 220 passes through the through hole 107 of the second cock 106 and is exposed out of the top of the body 100, a slot 230 is arranged at the top of the second cylinder shaft 220, two sides of the slot 230 are respectively provided with a rotary wheel 228, another rotary wheel 228 is further arranged between the two rotary wheels 228, and three rotary wheels 228 and a plug 231 passes through the slot 230 are pivoted at the top of the second cylinder shaft 220, a second leather cup 229 is arranged between the second leather cup 226 and the second oil chamber 106, a second oil chamber 229 is communicated with the fourth oil chamber 110. The effective cross-sectional area of the first oil chamber 212 is A1, the effective cross-sectional area of the second oil chamber 229 is A2, and the ratio (A1/A2) of the effective cross-sectional area A1 to the effective cross-sectional area A2 is matched with the nonlinear resistance curve (Fs) provided by the pressure adjustment module (PRU) 300, so that an optimal pressure ratio between the first oil chamber 212 and the second oil chamber 229 can be obtained.
The pressure adjusting module (PRU) 300 comprises a pressure adjusting component 310 arranged at the top of the body 100 and a resistance component 320 arranged in the assembly space 113 of the body 100, wherein the pressure adjusting component 310 comprises two opposite wall plates 312 at the top of the body 100 and a bearing wall plate 313 opposite to the side surfaces of the two wall plates 312, a pressure adjusting component 314 is pivoted between the two wall plates 312, the bearing wall plate 313 and the rotating wheel 228 are propped against each other, the center of the bearing wall plate 313 is in a groove shape, so that the rotating wheel 228 at the center corresponds to the groove shape, but does not prop against the bearing wall plate 313, the pressure adjusting component 314 is pivoted on the two wall plates 312 in a penetrating way through a shaft pin 315, one end of the pressure adjusting component 314 is provided with a stress part 316, in application, the stress part 316 is a roller pivoted on the pressure adjusting component 314, the other end of the pressure adjusting component 314 is provided with a pressing part 317, and the pressing part 317 presses the rotating wheel 228 at the top of the second cylinder shaft 220. Wherein, the distance L1 between the pin 315 and the force receiving portion 316 of the regulator 314 is greater than the distance L2 between the pin 315 and the pressing portion 317 of the regulator 314, and the ratio of L1/L2 affects the adjusting force variation curve of the pressure adjusting assembly 310 on the second cylinder shaft 220.
In another embodiment, as shown in fig. 11, the top of the second cylinder shaft 220 is not provided with a slot 230, one end of the pressure regulating member 314 is pivoted with a roller at the force receiving portion 316, the other end is pivoted with a pressing portion 317 opposite to the force receiving portion 316, the roller is pivoted with the same roller, namely the rotating wheel 228, and the pressing portion 317 is a contact portion of the rotating wheel 228 pressing the top of the second cylinder shaft 220, but in this embodiment, there is no force bearing wall 313.
The resistance component 320 includes an elastic component 321 that can axially expand and contract, such as a compression spring, where the elastic component 321 is assembled in the assembling space 113 of the body 100, an upper end of the elastic component 321 is propped against a push rod 322, a bottom end of the elastic component 321 is propped against a propping component 323, and in application implementation, a counter bore 324 is provided at the bottom of the push rod 322 for the top end of the elastic component 321 to be sleeved in, so that the push rod 322 can elastically prop up the stress part 316 of the pressure regulator 314.
The cover 400 covers the top of the body 100 of the pressure distribution module (PDU) 200 and is screwed with the body 100 by means of a plurality of connectors 410, such as screws, and the cover 400 seals the pressure regulating assembly 310 of the pressure regulating module (PRU) 300, the top of the second cylinder shaft 220 and the top of the push rod 322 inside.
According to the above structure, when the rider inputs a force to the linkage side brake handle of the motorcycle, and the brake is actuated, the brake oil in the linkage side brake master cylinder pipe b1 is pressed from the first flow passage 108 into the first oil chamber 212 and directly enters the rear wheel brake pipe a2 through the fifth flow passage 112 in the first cock 105, so that the rear wheel brake pipe a2 is linked with the rear wheel brake system a4 to brake the rear wheel of the vehicle, and when the thrust generated by the oil pressure acting on the effective cross section area A1 of the first oil chamber 212 is greater than the resistance acting on the second cylinder shaft 220 provided by the pressure adjusting module (PRU) 300, the second cylinder shaft 220 moves upward.
Since the bottom end of the second cylinder shaft 220 is fitted into the fitting hole 213 of the first cylinder shaft 210 to be connected to the first cylinder shaft 210, when the thrust force generated by the hydraulic pressure acting on the effective sectional area A1 of the first oil chamber 212 is greater than the resistance force acting on the second cylinder shaft 220 provided by the pressure adjusting module (PRU) 300, the second cylinder shaft 220 moves upward, and when the upward travel of the second cylinder shaft 220 is sufficient to allow the second cup 226 to cover the third flow passage 110, the second oil chamber 229 generates the hydraulic pressure and allows the brake oil to enter the front wheel brake oil pipe A1 via the fourth flow passage 111 to push the front wheel brake system a3 to generate the front wheel brake force.
Referring to fig. 7 to fig. 9A and fig. 9B, the resistance component 320 of the pressure adjusting module (PRU) 300 of the present invention further includes an adjusting component 325, such as a screw, where the adjusting component 325 is screwed to the bottom of the assembling space 113 of the main body 100, and the adjusting component 325 is rotatably driven to move upward to push the pushing component 323 upward and push the elastic component 321 upward, so that the push rod 322 is forced upward, the force of the force receiving portion 316 of the pressure adjusting component 314 is increased, the downward pressing force of the pressing portion 317 of the pressure adjusting component 314 is increased, that is, the resistance of the adjusting force (Fs) is increased, and the rotating wheel 228 on the top of the second cylinder shaft 220 is pressed, so that the larger the upward moving amount of the adjusting component 325 is, the larger the resistance generated by the force receiving portion 316 of the pressure adjusting component 314 is due to the elastic component 321, and the larger the downward resistance of the pressing portion 317 is, and the larger force required for relatively pushing the second cylinder shaft 220 upward moves. Conversely, the rotation adjusting component 325 moves downward, the pressure of the abutting component 323 to the elastic component 321 is reduced, the pressure of the elastic component 321 to the ejector rod 322 is also reduced, the stress of the stress part 316 of the pressure adjusting component 314 is reduced, namely the resistance of the adjusting force (Fs) is reduced, and the resistance of the pressing part 317 of the pressure adjusting component 314 to the second cylinder shaft 220 is also reduced; the pressing portion 317 of the regulator 314 has a slope with an angle θ contacting the rotating wheel 228, and as the amount of upward movement of the second cylinder shaft 220 increases, the angle θ changes so that the regulating force (Fs) will change nonlinearly to become larger and smaller.
Referring to fig. 7, 9A and 9B, by adjusting the parameters of the pressure adjusting module (PRU) 300, for example, changing the rigidity and the pre-pressure of the elastic component 321, different changing relationships between the adjusting force (Fs) and the second cylinder axis displacement (Xv) can be obtained, such as three curves Ls1, ls2 and Ls3 in fig. 9A, which have different peaks and initial resistance but all have nonlinear characteristics, and the adjusting force (Fs) becomes smaller when the adjusting force (Fs) becomes larger during the increasing process of the second cylinder axis displacement (Xv) and reaches a peak value, so as to slightly improve the front wheel braking force when a large input force is desired. FIG. 9B shows the brake force distribution curves C1, C2 and C3 of different front and rear wheels generated by the whole vehicle corresponding to the three Fs curves, wherein the Ls1 curve can generate the C1 curve, the Ls2 curve generates the C2 curve and the Ls3 curve generates the C3 curve, and the three curves show different brake performances, for example, when the pressure adjusting module (PRU) 300 provides the lower Fs curve (Ls 1), the brake force distribution curve C1 which is closer to the ideal distribution curve C4 can be obtained, the ratio of the front wheels is higher, larger deceleration can be obtained, the brake is more sensitive, the slip amount of the rear wheels is lower when the large input force is braked, but the rigidity of the handle is lower, and the forward tilting amount felt by the passengers is also larger when the large input force is braked, so the comfort is poor; conversely, if the pressure adjustment module (PRU) 300 provides a higher Fs curve (Ls 3), a braking force distribution curve of C3 can be obtained, at this time, the rigidity of the handle can be improved, the braking ratio of the front wheel and the rear wheel can be reduced, the maximum deceleration can be reduced, the slip amount of the rear wheel can be improved when the input force is large, the braking is less sensitive, and the advantages are that the forward tilting amount felt by the passengers is lower and the comfort is higher when the input force is large. The highest proportion of the front wheels of the curves C1, C2 and C3 is obviously higher than that of the commercially available simple fixed proportion CBS (the highest proportion of the front/rear wheel braking force is usually less than 40/60 because of design limitation), and the curves are closer to an ideal braking curve C4, and more importantly, the situation that the rear wheel braking force suddenly and abruptly rises during the braking with high input force does not occur. In short, by means of the adjusting force Fs curve provided by the pressure adjusting module (PRU) 300, and the proportional design of the effective cross-sectional areas A1 and A2 in the pressure distributing module (PDU) 200, the proportional variation range of the braking force of the front and rear wheels can be improved to generate a better braking force distributing curve, so that the whole vehicle has the most proper deceleration and safety under the condition of considering both the braking comfort and the rigidity of the braking handle, and the braking force distributing curve can be easily adjusted according to the requirement of the user because of the easy adjustment of the parameters of the pressure adjusting module (PRU) 300. The efficacy of the regulation force Fs curve in fitting the ratio of the effective cross-sectional areas A1 to A2 (A1/A2) is described as follows: because the front wheel braking force (F f) and the rear wheel braking force (F r) are respectively determined by the second oil chamber oil pressure (P 2) and the first oil chamber oil pressure (P1), that is
Wherein A f is the effective area of the front wheel caliper piston, and A r is the effective area of the rear wheel caliper piston; when the interlock side master cylinder is pushed by a specific handle input force value, the relation between the second oil chamber oil pressure (P2) and the first oil chamber oil pressure (P1) is that
Wherein F L is the input force value of the handle at the linkage side, F m is the sum of the resistances of the total pumps at the linkage side, A m is the effective area of the piston of the total pumps at the linkage side, and the adjusting force Fs comprises the moving resistance, the friction force and the oil seal resistance provided by the pressure adjusting module (PRU) 300 to the piston. As can be seen from the above description, when the driver provides a linkage-side handle input force value F L at a certain ratio of A1 to A2, the pressure distribution module (PDU) 200 can obtain a corresponding ratio P 1, and the ratio of the second oil chamber oil pressure P 2 to the first oil chamber oil pressure P 1 is determined by the adjustment force Fs, in other words, the ratio of the second oil chamber oil pressure (P 2) to the first oil chamber oil pressure (P 1) can be adjusted by adjusting the curve of the adjustment force Fs, so as to adjust the braking force ratio of the front wheel to the rear wheel; in the present invention, the pressure adjustment module (PRU) 300 is utilized to make the adjustment force Fs exhibit a nonlinear relationship corresponding to the second cylinder axis displacement Xv, so that the distribution ratio of the front wheel braking force to the rear wheel braking force can be adjusted by adjusting the nonlinear curve. In accordance with the product specifications of a commercially available master cylinder and a caliper, the preferred front and rear wheel brake force ratio ranges and handle rigidity performance, the preferred effective cross-sectional areas A1 and A2 in the invention have the ratio: A1/A2 is 0.75 or more.
Referring to fig. 6 and 7, in the present invention, the effective cross-sectional area A1 of the first oil chamber 212 is acted by the oil pressure from the linkage side brake master cylinder pipe b1 to generate a thrust force to the first cylinder shaft 210 to push the second cylinder shaft 220, and the thrust force minus the adjusting force of the second cylinder shaft 220 acted by the pressure adjusting member 314 of the pressure adjusting module (PRU) 300 is divided by the effective cross-sectional area A2 of the second oil chamber 229 to be the pressure for pushing the brake oil into the front wheel brake pipe A1. With this relationship, the design of the present invention can utilize the change of the adjusting force of the pressure adjusting unit (PRU) 300 acting on the second cylinder shaft 220, and adjust the front wheel braking force according to the change of the handle input force, so as to ensure that the front wheel braking force is larger than the front wheel braking force at the initial stage of braking, and the front wheel braking force is gradually increased with the increase of the movement amount of the second cylinder shaft 220. Therefore, when the input force is applied to the linkage side brake handle of the locomotive, the brake action of the rear wheel is ensured to be earlier than that of the front wheel, and more importantly, as the input force of the handle is increased, the proportion of the brake force (F f) of the front wheel is gradually increased at a proper increasing rate, namely the proportion of the brake force (F r) of the rear wheel is gradually reduced at a proper attenuation rate, so that the slipping amount and probability of the rear wheel in the running path of the locomotive are effectively controlled to be reduced, and the locomotive is safely decelerated or stopped within the shortest distance.
Referring to fig. 10, a compression spring 232 capable of generating expansion and contraction in an axial direction is provided between a second collar 224 of a second cylinder shaft 220 and a second cock 106, and a fixed amount of mixed liquid of gas and oil is injected into a closed space formed by a push rod 322 and an assembling space 113, and the mixed liquid can generate a fixed amount of resistance force when being extruded in the closed space, so that when the second cylinder shaft 220 moves upwards to press the push rod 322 through a pressure regulating component 310, the mixed liquid is pressed by the push rod 322, and the resistance force generated by the compression of the mixed liquid forms a nonlinear regulating force F s for moving the second cylinder shaft 220 through the conversion of the pressure regulating component 310; on the other hand, the adjusting component 325 can adjust the position of the abutting component 323 to change the volume of the assembling space 113, and the change of the volume can affect the rigidity of the gas-oil mixture to change the curve of the adjusting force F s.
Referring to fig. 3 and 6, when the rider inputs a force to the linkage side brake lever, the hydraulic pressure of the linkage side brake master cylinder pipe b1 enters the first oil chamber 212 through the first flow passage 108, and directly enters the rear wheel brake pipe a2 through the fifth flow passage 112 in the first cock 105 to link the rear wheel brake system a4, and when the hydraulic pressure acts on the effective cross-sectional area A1 of the first oil chamber 212 to generate a thrust force greater than the resistance force provided by the pressure adjusting module (PRU) 300 to act on the second cylinder shaft 220, the second cylinder shaft 220 moves upward, and when the upward movement of the second cylinder shaft 220 is enough to cause the second cup 226 to cover and exceed the third flow passage 110, and when the force is input again to assist the side brake lever to perform a braking operation, the hydraulic pressure is input through the second flow passage 109 and the third flow passage 110, so that the second oil chamber 229 generates a hydraulic pressure, and the fourth flow passage 111 enters the front wheel brake pipe A1 to push the front wheel brake system a3, so that the front wheel is braked. When the rider inputs a force to the auxiliary side brake lever to perform a braking operation, the auxiliary side brake lever inputs a force to cause brake oil to pass through the third flow passage 110 and enter the fourth flow passage 111 to brake the front wheel, and the rear side brake lever inputs a force to cause the oil pressure of the linkage side brake master cylinder pipe b1 to enter the first oil chamber 212 through the first flow passage 108 and directly enter the rear wheel brake pipe a2 through the fifth flow passage 112 in the first cock 105 to link the rear wheel brake system a4, and the linkage side brake master cylinder oil pressure generates an pushing force to the first cylinder shaft 210 and the second cylinder shaft 220 in the first oil chamber 212, and the pushing force adds an oil pressure generated by the second oil chamber 229 to an oil pressure generated by the input force of the auxiliary side brake lever to increase a braking force of the front wheel.
When the rider inputs only the auxiliary side brake lever to perform the braking operation (the force linkage side brake lever is not input), the auxiliary side brake master cylinder tube b2 pushes the oil pressure from the third flow passage 110, and the oil pressure enters the front wheel brake tube a1 through the fourth flow passage 111 to push the front wheel brake system a3, but more importantly, the first oil cylinder 101 and the second oil cylinder 102 respectively have independent spaces by the partition plate 103, so that the oil pressure of the third flow passage 110 does not cause the problem that the second cylinder shaft 220 reversely pushes the first cylinder shaft 210 when the force linkage side brake lever is not input only to perform the braking operation.
In summary, when the handle is driven to brake by the linkage side brake, the ratio of the braking force of the front wheel to the braking force of the rear wheel and the change rate of the ratio can be automatically changed along with the increase of the input force of the handle. In other words, by combining the functions of the pressure distribution module (PDU) 200 and the pressure adjustment module (PRU) 300, a braking force distribution curve having a better ratio range and ratio change rate of front and rear wheel braking forces can be generated, so that the rear wheel braking can be ensured to be earlier than the front wheel braking when the small input force is applied, the maximum deceleration can be obtained when the large input force is applied, the braking control feeling and comfort are improved, the slip amount of the rear wheel is reduced, and meanwhile, the rigidity expression of the braking handle is considered, and the braking force distribution curve can be easily adjusted according to the requirements of the safety, the braking performance and the comfort of a user, and the component specification of the original vehicle braking system does not need to be replaced.
The invention is characterized in that under the synergistic effect of the pressure distribution module (PDU) 200 and the pressure adjustment module (PRU) 300, the front and rear wheel braking forces have a larger proportion range, the proportion change rate can be easily adjusted so as to obtain an optimal proportion change curve, the front and rear wheel braking systems can be linked by a single handle, and a better front and rear wheel braking force ratio distribution curve (hereinafter referred to as a braking force distribution curve) is provided, in other words, when a driver brakes by utilizing a linkage side braking handle, the proportion of the front and rear wheel braking forces and the change rate of the proportion can be automatically changed along with the increase of the handle input force in a better process, and the braking force distribution curve can be easily adjusted according to the requirements of safety, braking performance and comfort of users without greatly changing components of the original vehicle braking system.
In detail, when the input force is applied to the linkage side brake master cylinder oil pipe, the oil pressure of the linkage side brake master cylinder oil pipe directly enters the rear wheel brake oil pipe through the fifth runner in the first cock to link the rear wheel brake system, so that the rear wheel of the vehicle brakes first, and when the oil pressure acts on the thrust generated by the effective sectional area A1 of the first oil chamber to be greater than the resistance acting on the second cylinder shaft provided by the pressure adjusting module (PRU) 300, the second cylinder shaft moves upwards, and when the upward movement of the second cylinder shaft is enough to enable the second leather cup to cover the third runner, the second oil chamber generates the oil pressure, and the brake oil enters the front wheel brake oil pipe to push the front wheel brake system to generate the front wheel brake force.
Particularly, the effective cross-sectional area A1 of the first oil chamber and the effective cross-sectional area A2 of the second oil chamber can be set according to the specifications of the target vehicle; the matching pressure adjustment module (PRU) 300 provides a variable movement adjustment force Fs to the second cylinder shaft, allowing a wide adjustment of the front wheel to rear wheel brake force ratio; since the front wheel braking force (F f) and the rear wheel braking force (F r) are determined by the second oil chamber oil pressure (P 2) and the first oil chamber oil pressure (P 1), respectively.
The foregoing description is only illustrative of the preferred embodiments of the present invention, and is not intended to limit the scope of the invention, i.e., the invention is not limited to the specific embodiments described herein, but is to be accorded the full scope of the claims.
Claims (11)
1. A pressure distribution control system for use with a motor vehicle having front and rear disc brake systems, comprising:
The pressure distribution module is arranged on a body, the body is connected with a linkage side brake master cylinder oil pipe, an auxiliary side brake master cylinder oil pipe, a front wheel brake oil pipe and a rear wheel brake oil pipe, the body is provided with a first oil cylinder, a second oil cylinder and a group of space, the first oil cylinder and the second oil cylinder are independently separated, the first oil cylinder is provided with a first flow passage communicated with the linkage side brake master cylinder oil pipe, a fifth flow passage in a first cock at the bottom of the first oil cylinder is connected with the rear wheel brake oil pipe, the second oil cylinder is provided with a second flow passage, a third flow passage and a fourth flow passage, the third flow passage and the fourth flow passage are communicated with the front wheel brake oil pipe, a first cylinder shaft and a second cylinder shaft driven by the first cylinder shaft are respectively assembled on the first oil cylinder and the second oil cylinder, the first cylinder shaft has a shaft end part and a first neck, the first neck is provided with a first leather cup, the first leather cup is communicated with the first oil chamber, the first leather cup is communicated with the first cock, the second leather cup is arranged between the first piston ring and the second piston ring, the second piston has a second leather cup has a large cross-sectional area equal to the first piston ring and the second piston ring, the second piston ring has a large cross-sectional area equal to the first piston ring and the second piston ring, the first piston ring has a second piston ring has a large cross-sectional area, and the piston ring with the piston ring is provided with the piston ring; and
The pressure adjusting module comprises a pressure adjusting component arranged at the top of the body and a resistance component arranged in the assembly space of the body, the pressure adjusting component is provided with a pressure adjusting piece pivoted above the body, and the resistance component pushes up a stress part of the pressure adjusting piece to enable a pressing part of the pressure adjusting piece to press the top of the second cylinder shaft.
2. The pressure distribution control system according to claim 1, wherein a slot is provided at the top of the second cylinder shaft, two rollers are provided at both sides of the slot, another roller is provided between the two rollers, and a pin passes through the three rollers and the slot and is pivoted, the pressure regulating assembly comprises two wall plates above the body, a bearing wall plate opposite to the side of the two wall plates and the two rollers are abutted against each other, the pressure regulating member is pivoted between the two wall plates, the pressure regulating member is pivoted to the two wall plates by a pin, and the pressing member presses the rollers at the top of the second cylinder shaft.
3. The pressure distribution control system according to claim 1, wherein the pressure regulating assembly comprises two wall plates above the body, the pressure regulating member is pivoted between the two wall plates, the pressure regulating member is pivoted to the two wall plates by a shaft pin, both ends of the pressure regulating member are pivoted by rollers, one end is a force bearing part, the other end is a pressing part, and the pressing part presses the top of the second cylinder shaft.
4. A pressure distribution control system according to claim 2 or claim 3, wherein the pin is spaced from the pressure receiving portion of the pressure regulator by a greater distance than the pin is spaced from the pressure receiving portion of the pressure regulator.
5. A pressure distribution control system according to claim 1,2 or 3, wherein the resistance component comprises an elastic component, the upper end of the elastic component is propped against a push rod, the push rod is upwards pushed against the stress part of the pressure regulating piece, and the bottom end of the elastic component is propped against a propping component.
6. The system of claim 5, further comprising an adjustment assembly threadably coupled to the bottom of the assembly space, wherein rotating the adjustment assembly adjusts the upward or downward displacement of the abutment assembly.
7. The pressure distribution control system of claim 1, further comprising a cover disposed on top of the body and threadably engaged with the body by a plurality of connectors, the cover enclosing the pressure regulating assembly and the top of the second cylinder shaft.
8. The pressure distribution control system of claim 1, wherein the second collar has an outer diameter that is less than an outer diameter of the first collar.
9. A pressure distribution control system for use with a motor vehicle having front and rear disc brake systems, comprising:
The pressure distribution module is arranged on a body, the body is connected with a linkage side brake master cylinder oil pipe, an auxiliary side brake master cylinder oil pipe, a front wheel brake oil pipe and a rear wheel brake oil pipe, the body is provided with a first oil cylinder, a second oil cylinder and a group of space, the first oil cylinder and the second oil cylinder are independently separated, the first oil cylinder is provided with a first runner which is communicated with the linkage side brake master cylinder oil pipe, a fifth runner in a first cock at the bottom of the first oil cylinder is connected with the rear wheel brake oil pipe, the second oil cylinder is provided with a second runner, a third runner and a fourth runner, the third runner and the fourth runner are communicated with the front wheel brake oil pipe, the top of the second oil cylinder is sealed by a second cock, the second cock is provided with a first through hole for a second cylinder shaft to pass through, the first cylinder shaft and a second cylinder shaft which is pushed by the first cylinder shaft are respectively arranged on the first oil cylinder and the second oil cylinder, the first cylinder shaft end part and the first neck part of the first cylinder shaft are provided with a first rubber cup which is communicated with the first oil cylinder, the second rubber cup is arranged between the first runner and the second piston, the first piston ring and the second piston ring are communicated with the first oil chamber, the first piston ring and the second piston ring are arranged between the first piston ring and the first piston; the pressure regulating module comprises a pressure regulating component arranged at the top of the body and a resistance component arranged in the assembly space of the body, the pressure regulating component is provided with a pressure regulating part pivoted above the body, the resistance component pushes up a stress part of the pressure regulating part to enable a pressing part of the pressure regulating part to press the top of the second cylinder shaft, the assembly space of the body is assembled with a push rod, the regulating component is screwed at the bottom of the assembly space of the body, the push rod and the assembly space form a closed space, quantitative gas and oil liquid mixture is injected into the closed space, and the regulating component can change the volume of the assembly space.
10. The pressure distribution control system according to claim 9, wherein a slot is provided at the top of the second cylinder shaft, two rollers are provided at both sides of the slot, another roller is provided between the two rollers, and a pin passes through the three rollers and the slot and is pivoted, the pressure regulating assembly comprises two wall plates above the body, a bearing wall plate opposite to the side of the two wall plates and the two rollers are abutted against each other, the pressure regulating member is pivoted between the two wall plates, the pressure regulating member is pivoted to the two wall plates by a pin, and the pressing member presses the rollers at the top of the second cylinder shaft.
11. The pressure distribution control system of claim 10, wherein the pin is spaced from the pressure receiving portion of the pressure regulator by a greater distance than the pin is spaced from the pressure receiving portion of the pressure regulator.
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| TW109131375 | 2020-09-11 | ||
| TW109131375A TWI754378B (en) | 2020-09-11 | 2020-09-11 | Pressure distribution control system |
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| CN114162099A CN114162099A (en) | 2022-03-11 |
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| TWI813312B (en) * | 2022-05-26 | 2023-08-21 | 盛鴻技研股份有限公司 | Braking device |
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| JP3535345B2 (en) * | 1997-06-16 | 2004-06-07 | 日信工業株式会社 | Brake device for motorcycle |
| PL3075617T3 (en) * | 2015-03-30 | 2018-03-30 | J.Juan S.A. | Combined brake device for vehicles |
| CN204713063U (en) * | 2015-06-04 | 2015-10-21 | 长安大学 | A kind of all-terrain vehicle brake equipment |
| TWM569302U (en) * | 2018-06-22 | 2018-11-01 | 亨通國際開發股份有限公司 | Linked brake mechanism and brake system thereof |
| CN108916146A (en) * | 2018-07-13 | 2018-11-30 | 重庆鼎超机械制造有限公司 | A kind of hydraulic brake valve and brake fluid system |
| TWM613822U (en) * | 2020-09-11 | 2021-07-01 | 明鴻工業股份有限公司 | Pressure distribution control system |
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2020
- 2020-09-11 TW TW109131375A patent/TWI754378B/en active
- 2020-12-04 CN CN202011398157.6A patent/CN114162099B/en active Active
- 2020-12-22 JP JP2020212362A patent/JP2022047464A/en active Pending
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| JPH0672127A (en) * | 1992-06-22 | 1994-03-15 | Yamaha Motor Co Ltd | Suspension system for four wheel vehicle |
| CN1339378A (en) * | 2000-08-24 | 2002-03-13 | 光阳工业股份有限公司 | Motorcycle linkage brake system with oil pressure front and rear double brake |
| JP2002274351A (en) * | 2001-03-14 | 2002-09-25 | Nissin Kogyo Co Ltd | Rear wheel brake fluid pressure control device for motorcycle |
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| CN205931142U (en) * | 2016-05-13 | 2017-02-08 | 明鸿工业股份有限公司 | Brake linkage system with high variable brake proportion range |
Also Published As
| Publication number | Publication date |
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| JP2022047464A (en) | 2022-03-24 |
| TWI754378B (en) | 2022-02-01 |
| TW202210353A (en) | 2022-03-16 |
| CN114162099A (en) | 2022-03-11 |
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