JP2000168537A - Brake mechanism for four-wheel suspension type vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a brake mechanism to generate uniform braking force simultaneously in all brakes for respective wheels fitted with cables leading from an equalizer mechanism by coupling therewith a link mechanism from one brake operating tool and a link mechanism from an automatic brake actuator, wherein a balance limiting device is installed approx. parallel with and ahead of a front-rear tuning equalizer plate of the equalizer mechanism. SOLUTION: A balance limiting device 60 is installed ahead of a front-rear tuning equalizer plate 26, and an equalizer mechanism E is installed ahead of the front wheels 2 and between an upper arm 81 and lower arm 82 of a double Wishbone type suspension, and a two-rod type steering mechanism 90 is installed behind the front wheels, and a rotary arm 21 is rotatably supported on the rotary shaft 16 of a brake pedal 15, and an automatic brake actuator 70 and a normal brake spring 23 are coupled together.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention is applied to, among four-wheel suspension type traveling vehicles, those of a type capable of automatically controlling a braking force to control braking and traveling speed, for example, traveling vehicles such as golf carts. Brake mechanism to be used.

[0002]

2. Description of the Related Art Conventionally, a brake is attached to each wheel of a four-wheel suspension type traveling vehicle, and a link mechanism from one brake operating tool and a link mechanism from an automatic brake actuator are both connected to an equalizer mechanism. For example, Japanese Patent Application Laid-Open No. 9-39751 discloses a configuration in which a cable is extended from a mechanism to a brake attached to all wheels to apply an equal braking force to all brakes at the same time.

In the above prior art, the equalizer mechanism is disposed at a position rearward of the front wheels of the traveling vehicle.
Further, the link mechanism from the brake operating tool and the link mechanism from the automatic brake actuator have been configured to have different rotation axes.

[0004]

However, in the prior art, when one of the brake cables extending to the four brakes at the front, rear, left and right is cut off due to wear or the like, the equalizer mechanism balances the left and right. Lose 4
There was a possibility that all brakes did not brake.

Further, since the equalizer mechanism is arranged behind the front wheels of the traveling vehicle, a reversing mechanism is required for a brake cable connected to a brake of the front wheels, which complicates the structure and increases the cost. Causing damage. In addition, since the space behind the front wheels is limited by the equalizer mechanism, it is impossible to arrange a double rod type steering mechanism, and rods are required on the left and right sides of the front and rear sides of the front wheels. Therefore, a one-side control steering mechanism has to be adopted, the configuration is complicated, and the cost is high.

[0006]

The present invention uses the following means in order to solve the above problems. That is, in a configuration in which a brake is attached to each wheel of a four-wheel suspension traveling vehicle, a link mechanism from one brake operating tool and a link mechanism from an automatic brake actuator are both connected to an equalizer mechanism, and the equalizer mechanism is entirely connected to the link mechanism. A cable is extended to a brake provided with wheels to apply an equal braking force to all brakes at the same time, and a balance limit is provided in front of the front-rear tuned equalizer plate of the equalizer mechanism in substantially parallel with the front-rear tuned equalizer plate. Equipment was provided.

In a configuration in which a brake is provided for each wheel of a four-wheel suspension traveling vehicle, a link mechanism from one brake operating tool and a link mechanism from an automatic brake actuator are both connected to an equalizer mechanism. A cable is extended from the mechanism to the brakes attached to all the wheels to apply an equal braking force to all the brakes at the same time, and the equalizer mechanism is disposed ahead of the front wheels of the four-wheel suspension traveling vehicle. .

In a configuration in which a brake is attached to each wheel of a four-wheel suspension type traveling vehicle, a link mechanism from one brake operating tool and a link mechanism from an automatic brake actuator are both connected to an equalizer mechanism, and the equalizer mechanism is provided. The structure is such that a cable is extended from the mechanism to the brakes attached to all the wheels, and a uniform braking force is simultaneously applied to all the brakes.A double wishbone type suspension is provided on the front wheels of the traveling vehicle, and the equalizer mechanism is provided. The double wishbone suspension was disposed vertically between the upper arm and the lower arm.

In a configuration in which a brake is provided for each wheel of a four-wheel suspension traveling vehicle, a link mechanism from one brake operating tool and a link mechanism from an automatic brake actuator are both connected to an equalizer mechanism, and The mechanism extends the cables to the brakes attached to all the wheels from the mechanism, and applies a uniform braking force to all the brakes at the same time.The front seat is arranged on the front wheel upper part, and the double rod type is located on the rear side from the front wheel. The steering mechanism of was arranged.

In a configuration in which a brake is attached to each wheel of a four-wheel suspension traveling vehicle, a link mechanism from one brake operating tool and a link mechanism from an automatic brake actuator are both connected to an equalizer mechanism, and A mechanism is provided in which a cable is extended from a mechanism to a brake attached to all wheels to apply an equal braking force to all the brakes at the same time. An automatic brake actuator is connected to the upper part of the moving arm, and a spring for brake braking is always suspended below the rotating arm.

[0011]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described with reference to the accompanying drawings. 1 is an overall side view of a multi-person golf cart, FIG. 2 is a bottom plan view showing a brake system, FIG. 3 is a side view of a brake pedal and an equalizer device, FIG. FIG. 6 is a plan view of the equalizer device, and FIG.
FIG. 2 is a front view of a front wheel and a suspension device.

The present invention will be described with reference to an embodiment in which the present invention is applied to a multi-person (five-seater) golf cart having front and rear seats as shown in FIG. The overall configuration of the golf cart will be described with reference to FIG. Left and right front wheels 2 and right and left rear wheels 3 are suspended before and after the main frame 1, and a front seat base 4 is mounted on a suspension portion of the left and right front wheels 2. The seat 5 is placed. Further, a front step plate 6 is provided extending forward of the front seat base 4,
At the front end, a front cowl 7 is fixedly provided, and at the upper rear end, a handle 8 is projected. On the other hand, a rear cowl 9 rotatable rearward is mounted on the main frame 1 between the front and rear wheels 2, 3 and above the rear wheel 3, and a rear seat 10 is mounted on the rear cowl 9 with a seat mounting stay 10a. Mounted through. Between the front lower end of the rear cowl 9 and the rear lower end of the front seat base 4, a rear step plate 11 on which a person sitting on the rear seat 10 drops down is fixed horizontally on the main frame 1. I have. Further, a roof frame 12 is extended above and behind the front cowl 7, and a roof rear support 14 is pivotally connected between the seat mounting stay 10 a and the rear end of the roof frame 12, and the rear cowl 9 is rotated. And can be rotated. A roof 13 is fixed on the roof frame 12 and covers the upper part of the golf cart.

The driving system of the golf cart will be briefly described. An engine (not shown) is provided in a rear cowl 9 (the rear cowl 9 is used for engine maintenance and maintenance of a battery provided therein). A transmission case M is continuously provided at the rear of the engine as shown in FIG. 2, and a differential device is formed at the rear of the transmission case M. The axles 3a and 3a of the rear wheels 3L and 3R are pivotally supported. That is, it is a rear wheel drive type in which the rear wheel 3 is used as a drive wheel. The front wheel 2 is a driven wheel, and is a steering wheel steered by the steering wheel 8.

Next, FIGS. 2 to 7 show the brake mechanism.
A more detailed description will be given. First, an operation system of the brake pedal 15, which is a brake operation tool, will be described. As shown in FIG. 1, a brake pedal 15 (a manual lever is also conceivable) as a brake operating tool is protruded above the front part of the front step plate 6, and its lower end is provided with the step plate. 6
Is fixed to a pipe 16a inserted into a rotating shaft 16, which is a pedal shaft shown in FIGS. 4 and 6. The brake pedal 15 is rotatable on a rotation shaft 16 integrally with the pipe 16a. As shown in FIG. 4, a spring 17 is suspended in the middle of the brake pedal 15, and the other end of the spring 17 is The brake pedal 15 is suspended and supported behind the pedal 15, and urges the brake pedal 15 to the rear side, that is, the brake non-braking side by the tension of the spring 17.

As shown in FIG. 6, pipes 16a, 16b, and 16c are inserted into the rotating shaft 16 in the left and right directions, and can be independently rotated on the rotating shaft 16.
Pipe 16 sandwiched between pipes 16a and 16c in the left-right direction
A push pin 24 is fixedly mounted on the front side b. The push pin 24 is connected to the pipe 16a
The cam portion 15a is formed so as to extend to a front portion of the brake pedal 6c.

When the brake pedal 15 is turned in the direction of arrow X (brake braking side) in FIG. 4, the cam portion 15a of the brake pedal 15 contacts the push pin 24, and By rotating 15, the push pin 24 and the pipe 16b are integrally rotated in the arrow Y direction.

On the other hand, an arm 18 is fixed to the pipe 16b as shown in FIGS.
With the rotation of the arm 18, the arm 18 also rotates in the arrow Y direction. The upper end of the arm 18 pivotally supports a bracket 19a provided at the front end of the connecting rod 19 so as to be rotatable in the vertical direction. Is drawn to. The connecting rod 1
At the turning fulcrum 26a provided at the rear end of the horn 9, the equalizer plate 26 for front and rear tuning of the equalizer mechanism E is supported rotatably in the horizontal direction.

Next, the equalizer mechanism E will be described. Below the rear step plate 11, as shown in FIGS. 4, 5 and 6, the front-rear tuning equalizer plate 26 is rotatable in a horizontal direction about the rotation fulcrum 26a. The left and right tuning equalizer plates 27F and 27R (collectively left and right tuning equalizer plates 2
7) It is pivotally supported at each central part.

Among them, the left and right tuning equalizer plate 27
R connects the rear-wheel braking brake cables 36L and 36R. The connection portion will be described with reference to FIG. The front ends of the end rods 28 are pivotally supported at the left and right ends of the left / right tuning equalizer plate 27R, and each end rod 2
Reference numeral 8 extends rearward and is connected to an absorbing member 29 having a bellows shape and covered with a spring by an elastic member. On the other hand, as shown in FIG.
Drum brake 37L attached to left and right rear wheels 3L and 3R
The front ends of the brake cables 36L and 36R for braking the rear wheels extending forward from the brake shoes of the 37R are slidably fitted into outer metal fittings 30 fixed to the rear of the equalizer support frame 20, Each front end is fixed to the rear end of the fitting connected to the left / right tuning equalizer plate 27R.

On the other hand, with respect to the method of connecting the front wheel braking brake cables 34L and 34R to the left / right tuning equalizer plate 27F, the front wheel braking extended from the brake shoes of the drum brakes 35L and 35R attached to the front wheels 2L and 2R is used. The other end of each of the brake cables 34L and 34R is slidably fitted into an outer fitting 30 fixed to the equalizer support frame 20, further extended, and fixed to the rear end of the absorbing member 29. An end rod 28 protrudes from the front end of 29 and pivotally supports a left-right synchronized equalizer plate 27F.

Brake cables 34L, 34R and 36
The length L / 36R is extended by use for a long time, and if a difference occurs in the length or position of the left and right brake cables connected to the same left / right tuning equalizer plate 27, the left / right tuning equalizer plate 27 By rotating, this difference is corrected. Therefore, the left and right wheels 2L and 2L of the front wheel 2
R and the left and right wheels 3L and 3R of the rear wheels can be maintained at an equal operating force. Furthermore, the golf cart of this configuration is
Since all four wheels are braked, even between front wheel 2 and rear wheel 3,
It is required to equalize braking responsiveness. for that reason,
As described above, the left and right tuning equalizer plates 27F and 27R for the front wheel 2 and the rear wheel 3 are pivotally supported on the left and right ends of one rotatable front and rear tuning equalizer plate 26, and the front and rear tuning equalizer plates 26 are provided. The rotation of the front wheel 2 corrects the difference in the operation amount between the front wheel 2 and the rear wheel 3.

The equalizer mechanism E configured as described above
, Each brake cable 34L ・ 34R ・ 36L ・ 3
6R can be operated with an equal sliding force, and each brake cable is connected to the front wheels 2L and 2R as shown in FIG.
And the brake shoes of the drum brakes 35L and 35R and 37L and 37R attached to the rear wheels 3L and 3R, respectively. With such a configuration, if the brake pedal 15 is depressed, all four wheels can be braked equally.

FIG. 5 shows an equalizer mechanism E according to the present invention.
As shown in FIG. 6, a balance limiting device 60 is provided in front of the front / rear tuning equalizer plate 26. The balance limiting device 60 has a bracket having a substantially U-shape in plan view fixed to the body, and a substantially left-right limiting wall 61 and side walls 62 extending forward at right and left ends of the limiting wall 61.
Are formed integrally, and pivotally support the rotation shaft 16 at the side walls 62. Then, as described above, the push pin 24 rotates with the rotation of the brake pedal 15, and the pipe 16 b rotates to follow the rotation of the brake rod 15, thereby causing the connecting rod 1 to rotate.
When the brake cable 9 is pulled forward and the front-rear tuning equalizer plate 26 also moves forward, the brake cables 34 and 36 are normal (if any of the brake cables is not disconnected). Even when the brake pedal 15 is depressed to the deepest part, the tuning equalizer plate 26 does not come into contact with the limiting wall 61 of the balance control device 60.

However, the brake cables 34.3
If one of the cables 6 is disconnected due to long-term use, the front / rear tuning equalizer plate 26 loses the left / right balance and pivots largely to one side around the pivot 26a. At this time, one of the left and right front ends of the bottom plate 26b of the front / rear tuning equalizer plate 26 that rotates to the front side comes into contact with the limiting wall 61 of the balance control device 60.

Thus, the front-back tuning equalizer plate 26
Can maintain the posture without losing the balance between the left and right, so that any of the brake cables 3
Even if 4.36 is cut, the remaining brake cables 34 and 36 will be pulled, and will not be affected by the cables in the normal state. For this reason, even when one brake cable is cut, the braking action is generated at three of the four front, rear, left and right locations, thereby improving the reliability of the brake.

As shown in FIGS. 2 and 5, the equalizer mechanism E of the present invention is located at a position forward of the front wheels 2. Therefore, it is possible to adopt a configuration in which each of the brake cables 34L, 34R, 36L, 36R extending from the equalizer mechanism E extends rearward in the same direction. As a result, the configuration of the equalizer mechanism E is simplified, and the cost is also reduced.
Conventionally, the equalizer mechanism was disposed behind the front wheels, and it was necessary to provide a reversing mechanism on the brake cable connected to the front wheel brake.However, the present invention does not require a reversing mechanism, and the configuration is simplified. In addition, there is no need to bend the brake cable greatly, and the durability of the cable is excellent.

As described above, the (drum) brakes 35L, 35R,
Utilizing the brake system that brakes all 7L and 37R,
That is, an automatic brake mechanism is configured using the same equalizer mechanism E, the same brake cable and the same brake. This will be described. A rotating arm 21 is fixed to the pipe 16c inserted on the rotating shaft 16, and as shown in FIGS. 3 and 4, the rotating arm 21 extends above and below the pipe 16c. A brake spring 23 is always suspended on the lower side. The other end of the constant brake spring 23 is suspended on the main body frame or the like behind the rotating shaft 16, and constantly urges the lower portion of the rotating arm 21 rearward (that is, on the braking side).

A cam portion 21a is formed near the upper portion of the push pin 24 at a front portion of the rotating arm 21, and the rotating arm 21 is integrally formed with the pipe 16c on the rotating shaft 16. 4 When turning in the Y direction as viewed from the middle arrow,
The cam portion 21a contacts a push pin 24 fixed to the pipe 16b, urges the push pin 24 downward, and rotates the pipe 16b in the arrow Y direction.

On the other hand, against the urging force of the constant brake spring 23, the rotating arm 21 is set to the non-braking side to release the brake at all times, and the position of the rotating arm 21 is adjusted to control the braking. An automatic brake actuator 70 is provided in the front seat base 4 as shown in FIGS. 5 to 7 to adjust the power and control the speed. The automatic brake actuator 70 includes a DC motor, an electromagnetic clutch, and the like (not shown), and rotates the control arm 71 by controlling the driving of the motor.

Then, the automatic brake rod 22 is pulled rearward via a link mechanism (not shown) in conjunction with the pivotal movement of the control arm 71. On the other hand, a bracket 22a provided at the front end of the automatic brake rod 22 is pivotally supported on the upper part of the turning arm 21, and the turning arm 21 follows the pulling of the automatic brake rod 22 backward. 4 is rotated in the direction opposite to the Y direction as viewed in the direction of the arrow in FIG.

That is, the lower end of the rotating arm 21 fixed on the pipe 16c is urged in the Y direction by the above-mentioned constant brake spring 23, and the automatic brake rod 70 is controlled by the motor of the automatic brake actuator 70. 2
2, the upper end of the rotating arm 21 is urged in the direction opposite to the Y direction as viewed from the arrow, and is controlled by the motor of the automatic brake actuator 70 so that the brake is not always applied in the normal state. The position of 21 is maintained. In an emergency state, the motor of the automatic brake actuator 70 is controlled, the urging force of the automatic brake rod 22 in the direction opposite to the Y direction of the turning arm 21 is released, and the constant brake spring 23 is applied. The turning arm 21 is turned in the Y direction when viewed by the force.

Thus, the cam portion 2 of the rotating arm 21
1a pivots the push pin 24 downward, the pipe 16b pivots, and pivots the arm 18 in the arrow Y direction.
The connecting rod 19 is pulled forward to generate a braking action. As described above, in the golf cart brake mechanism of the present invention, the rotation arm 21 for constantly controlling the brake has the rotation shaft 1 which is the rotation fulcrum of the brake pedal 15 described above.
Since the same rotary shaft as that of FIG. 6 is used, the overall configuration is very compact, cost can be reduced, and the structure is simple, so that the reliability of the brake mechanism is improved.

The golf cart of the present invention has front wheels 2L and 2R.
The upper side is supported by upper arms 81L and 81R, and the lower side is supported by lower arms 82L and 82R.
The lower arm 82L
82R are supported so as to be rotatable up and down around rotation fulcrums 84L and 84R, respectively.
Left and right coil springs 85L and 85L are provided for 2L and 82R.
R is attached to form a double wishbone suspension.

As shown in FIG. 7, the equalizer mechanism E is located between the upper arm 81 supporting the front wheels 2L and 2R and the lower arm 82 in the vertical direction. For this reason, the equalizer mechanism E and its components such as the front-rear tuning equalizer plate 26 and the brake cables 34 and 36 are viewed from the front, and the upper arm 81 and the lower arm 82 constituting the double wishbone suspension are viewed from the front.
Between the front seat 5
The height of the vehicle can be reduced, and the ease of getting on and off can be improved.

Next, the golf cart steering mechanism 90 of the present invention will be described. As shown in FIG. 5 and FIG. 7, the knuckle arms 91L
The other ends of the knuckle arms 91L and 91R are connected to the left and right ends of the tie rod 92 via universal joints 93L and 93R, respectively, so that the tie rod 92 is slightly rightward from the middle in the left and right direction. The steering gear box 94 is mounted at the position. The steering gear box 94 accommodates a rack-and-pinion type steering gear, and converts the rotation output transmitted through a connecting mechanism (not shown) into a reciprocating motion of the tie rod 92 by operating the handle 8. is there.

That is, in the conventional configuration, the equalizer mechanism E is disposed at the rear position of the front wheel 2 (near the position where the knuckle arm 91L is disposed in the configuration of the present invention). Although the steering configuration could not be adopted, as described above, since the equalizer mechanism E is disposed at a position ahead of the front wheels 2, it is possible to secure a space at a position behind the front wheels 2, The above-described double rod type steering configuration can be arranged. As a result, the configuration can be simplified as compared with the conventional configuration, and weight reduction and cost reduction can be realized.

[0037]

The present invention is configured as described above.
The following effects are obtained. That is, in a configuration in which a brake is attached to each wheel of a four-wheel suspension traveling vehicle, a link mechanism from one brake operating tool and a link mechanism from an automatic brake actuator are both connected to an equalizer mechanism, and the equalizer mechanism is entirely connected to the link mechanism. A cable is extended to a brake provided with wheels to apply an equal braking force to all brakes at the same time, and a balance limit is provided in front of the front-rear tuned equalizer plate of the equalizer mechanism in substantially parallel with the front-rear tuned equalizer plate. Since the device is provided, even if any brake cable is cut, the front and rear tuning equalizer plate can maintain its posture without losing the left and right balance, and the cable in the normal state Is not affected. For this reason, even when one brake cable is cut, the braking action is generated at three of the four front, rear, left and right locations, thereby improving the reliability of the brake.

In a configuration in which a brake is provided for each wheel of a four-wheel suspension traveling vehicle, a link mechanism from one brake operating tool and a link mechanism from an automatic brake actuator are both connected to an equalizer mechanism, and the equalizer mechanism is connected to the brake mechanism. A cable is extended from the mechanism to the brakes attached to all the wheels to apply an equal braking force to all the brakes at the same time, and the equalizer mechanism is disposed ahead of the front wheels of the four-wheel suspension traveling vehicle. Therefore, it is possible to adopt a configuration in which all of the brake cables extending from the equalizer mechanism extend rearward in the same direction, and the configuration of the equalizer mechanism is simplified, and cost reduction is realized. is there. Also, there is no need to provide a reversing mechanism in the brake cable, which simplifies the configuration,
There is no need to bend the brake cable significantly, and the cable has excellent durability.

Further, in a configuration in which a brake is provided for each wheel of the four-wheel suspension traveling vehicle, a link mechanism from one brake operating tool and a link mechanism from an automatic brake actuator are both connected to an equalizer mechanism, and the equalizer is connected to the link mechanism. The structure is such that a cable is extended from the mechanism to the brakes attached to all the wheels, and a uniform braking force is simultaneously applied to all the brakes.A double wishbone type suspension is provided on the front wheels of the traveling vehicle, and the equalizer mechanism is provided. Since the double wishbone type suspension is disposed between the upper arm and the lower arm in the vertical direction, the equalizer mechanism is housed between the upper arm and the lower arm in a front view, so that the configuration becomes compact, and the height of the front seat is reduced. It is possible to get on and off easily.

Also, in a configuration in which a brake is attached to each wheel of a four-wheel suspension traveling vehicle, a link mechanism from one brake operating tool and a link mechanism from an automatic brake actuator are both connected to an equalizer mechanism, and the equalizer mechanism is provided. The mechanism extends the cables to the brakes attached to all the wheels from the mechanism, and applies a uniform braking force to all the brakes at the same time.The front seat is arranged on the front wheel upper part, and the double rod type is located on the rear side from the front wheel. Since the steering mechanism is arranged, a simple configuration can be achieved, and weight reduction and cost reduction can be realized.

Further, in a configuration in which a brake is attached to each wheel of a four-wheel suspension traveling vehicle, a link mechanism from one brake operating tool and a link mechanism from an automatic brake actuator are both connected to an equalizer mechanism, and the equalizer mechanism is connected to the link mechanism. A mechanism is provided in which a cable is extended from a mechanism to a brake attached to all wheels to apply an equal braking force to all the brakes at the same time. Since the automatic brake actuator is connected to the upper part of the moving arm and the spring for brake braking is always suspended at the lower part of the rotating arm, the structure of the brake mechanism becomes very compact, and the cost can be reduced. Since the structure is simple, durability and reliability are also improved.

[Brief description of the drawings]

FIG. 1 is an overall side view of a multi-person golf cart.

FIG. 2 is a lower plan view showing the same brake system.

FIG. 3 is a side view of the brake pedal and the equalizer device.

FIG. 4 is an enlarged view of a main part in the same manner.

FIG. 5 is a plan view of a front wheel and an equalizer device.

FIG. 6 is a plan view of the equalizer device.

FIG. 7 is a front view of a front wheel and a suspension device.

[Explanation of symbols]

 15 Brake pedal 26 Equalizer plate for front / rear synchronization 27 Equalizer plate for left / right synchronization 34 Front wheel brake cable 36 Rear wheel brake cable 60 Balance control device 70 Automatic brake actuator 90 Steering mechanism E Equalizer mechanism

Claims (5)

[Claims] 1. A structure in which a brake is attached to each wheel of a four-wheel suspension traveling vehicle, wherein a link mechanism from one brake operating tool and a link mechanism from an automatic brake actuator are both connected to an equalizer mechanism, and A cable is extended from the mechanism to the brakes attached to all the wheels to apply an equal braking force to all the brakes at the same time, and is substantially parallel to the front-rear tuned equalizer plate in front of the front-rear tuned equalizer plate of the equalizer mechanism. A brake mechanism for a four-wheel suspension type traveling vehicle, wherein a balance limiting device is provided on the vehicle. 2. A structure in which a brake is attached to each wheel of a four-wheel suspension traveling vehicle, wherein a link mechanism from one brake operating tool and a link mechanism from an automatic brake actuator are both connected to an equalizer mechanism. A cable is extended from the mechanism to the brakes attached to all the wheels to apply an equal braking force to all the brakes at the same time, and the equalizer mechanism is disposed ahead of the front wheels of the four-wheel suspension traveling vehicle. A brake mechanism for a four-wheel suspension traveling vehicle. 3. A structure in which a brake is provided for each wheel of a four-wheel suspension traveling vehicle, wherein a link mechanism from one brake operating tool and a link mechanism from an automatic brake actuator are both connected to an equalizer mechanism, and The structure is such that a cable is extended from the mechanism to the brakes attached to all the wheels, and a uniform braking force is simultaneously applied to all the brakes.A double wishbone type suspension is provided on the front wheels of the traveling vehicle, and the equalizer mechanism is provided. A brake mechanism for a four-wheel suspension traveling vehicle, which is disposed between the upper arm and the lower arm of the double wishbone suspension in the vertical direction. 4. A structure in which a brake is provided for each wheel of a four-wheel suspension traveling vehicle, wherein a link mechanism from one brake operating tool and a link mechanism from an automatic brake actuator are both connected to an equalizer mechanism, and the equalizer is provided. The mechanism extends the cables to the brakes attached to all the wheels from the mechanism, and applies a uniform braking force to all the brakes at the same time.The front seat is arranged on the front wheel upper part, and the double rod type is located on the rear side from the front wheel. A brake mechanism for a four-wheel suspension type traveling vehicle, wherein the steering mechanism is disposed. 5. A structure in which a brake is attached to each wheel of a four-wheel suspension traveling vehicle, wherein a link mechanism from one brake operating tool and a link mechanism from an automatic brake actuator are both connected to an equalizer mechanism, A mechanism is provided in which a cable is extended from a mechanism to a brake attached to all wheels to apply an equal braking force to all the brakes at the same time. A brake mechanism for a four-wheel suspension traveling vehicle, wherein an automatic brake actuator is connected to an upper part of a moving arm, and a spring for brake braking is always suspended at a lower part of the rotating arm.