201111227 六、發明說明： 【發明所屬之技術領域】 本發明是有關於-種剎車系統與 於-種適用於-雙輪車的刹車系統與方法。制疋有關 【先前技術】 (例如自行車或腳踏車)都配備有剎車 力而減緩或停止其移動。-位騎士通 ΐ 壓握把上的刹車桿以控制前、後輪的 3車=,Γΐ輪的刹車力量有其中一個過大，而 鎖 這會疋很危險的狀況。對一 以於㈣+輪鎖死，對騎士會是危險而難 裡車輛會打滑）°在-個雙輪車翻車的例子 苎時月挤+ :鎖死但車輛仍繼續移動，因此當後輪離地夠 有需要握把而往前摔出。有馨於上述的狀況， 【發明内容】 因此本發明的目的就是在提供一種創新的刹車系統。 2本發明之上述目的，提出一種刹車系統，其包含 車1^及—後懸臂剎車器。前剎車器用以施力於一 具有—第—刹車線。後懸臂刹車器包含兩刹車臂以 輔助臂。兩剎車臂適用以分別樞接於一自行車架的兩 201111227 後叉上，使得每一該剎車臂各自以其第一 臂樞接於該兩剎車臂至少其中 匕動。辅助 後—佐心 咕 兵τ該辅助臂包含一 第底知、一第一頂端以及—第―中間段。 用以驅動前刹車器的第一剎車線 =一底化適 以施力於-後輪。第一中間段位於：= 包含-剎車墊 門θ 於第一底端與第一頂端之 間’且樞祕㈣I!車臂至少其巾之— 二樞軸擺動。 又付裨助#以一第 發明之實施例’第二樞轴大致垂直該第一極軸。 至少明之實施例’第一頂端滑動連接於兩刹車臂 根據本發明之實施例，第—頂端包含— 樞軸轉動，兩剎車臂至少苴 第二 動於其上。 人、中之—包含—支撐件供滾輪滾 =本發明之實施例’第三樞軸大致垂直第二樞轴。 ”發明之實施例，兩刹車臂至少其中之一包含一 一氐知、一第二頂端以及一第二中間 :中間段樞接於其上。第二中間段位於第二= = 端之間’且適用以樞接於自行車架的兩後又1中之一。 一」=本發明之上述目的’提出一種刹車Ϊ、統，其包含 前輪且具有一第前刹車器用以施力於^ 及U 懸臂刹車器包含兩刹車臂以 及水i車藝。兩刹車臂分別樞接於一自行 上，使得每一剎車臂各自以盆一 接於兩剎車臂至少1中之八動。刹車塾滑動連 直执“Γ 、中。當刹車塾接觸一後輪時’刹 墊拉動别剎車器的第一剎車線。 201111227 動連=::: = :墊"〜向滑 根據本發明之實施例，剎車系統更包含一淋 刹糊定於滑件，且滑槽固定於：ΐ 的：實施例’滑件的材質包含黃鋼，而滑槽 鎮。根據本發明之實施例，兩刹車臂的材質包含紹、鈦或 根據本發明之實施例，刹車系統更包含_ 加 一端固定於兩剎車臂至少其中 木， -刹車線。 甲之#另-端用以固定第 根據本發明之實施例，刹車系統更包含一第 連接於㈣車臂的頂端以啟動後㈣刹車器。“車線 本::明的另一目的是在提供一種創新的懸臂剎車器。 人根據本發明之上述目的’提出一種懸臂剎車器 :兩：：臂以及一輔助臂。兩剎車臂適用以分別樞接於t =的兩後叉上’使得每—剎車臂各自以其第一樞輪 擺動。輔助臂樞接於兩刹車臂至少其中之一， 1軸 =-第-底端、一第一頂端以及一第一中間段 :適用以驅動另-剎車器的剎車線。第-頂端包含一彳 J以施刹車力於一自行車輪。第一中間段位= =頂端之間，且樞接於兩刹車臂至少其中之一，= 助1以一第二樞軸擺動，第二樞軸大致垂直第-樞轴。輔 根據本發明之實施例’第-頂端滑動連接於該兩剎車 201111227 臂至少其中之一。 根據本發明之實施例，第一頂端包含一滾輪以一第三 樞軸轉動，兩剎車臂至少其中之一包含一支撐件供滾輪滾 動於其上。 根據本發明之實施例，第三樞軸大致垂直第二樞軸。 根據本發明之實施例，支撐件包含一大致平坦表面供 滾輪滾動於其上。 根據本發明之實施例，兩剎車臂至少其中之一包含一 B 第二底端、一第二頂端以及一第二中間段。第二底端供第 一中間段樞接於其上。第二中間段位於第二底端與第二頂 端之間，且適用以框接於自行車架的兩後叉其中之一。 根據本發明之實施例，另一剎車線連接於兩剎車臂的 第二頂端以啟動懸臂剎車器。 根據本發明之上述目的，提出一種懸臂剎車器，其包 含兩剎車臂以及一剎車墊。兩剎車臂分別柩接於一自行車 架的兩後叉上，使得每一剎車臂各自以其一樞軸擺動。剎 Φ 車墊滑動連接於兩剎車臂至少其中之一以施一剎車力於一 第一輪。當剎車墊接觸一第一輪時，剎車墊拉動一第二輪 剎車器的第一剎車線。 根據本發明之實施例，剎車墊沿一平行樞軸的方向滑 動連接於兩剎車臂至少其中之一。 根據本發明之實施例，懸臂剎車器更包含一滑件滑動 連接於一滑槽上，剎車墊固定於滑件，且滑槽固定於兩剎 車臂至少其中之一。 根據本發明之實施例，滑件的材質包含黃銅，而滑槽 201111227 的材質包含青銅。 根據本發明之實施例，兩剎車臂的材質包含鋁、鈦或 撰。 根據本發明之實施例，懸臂剎車器更包含一 L型架， 其一端固定於兩剎車臂至少其中之一，其另一端用以固定 第一剎車線。 根據本發明之實施例，懸臂剎車器更包含一第二剎車 線連接於兩剎車臂的頂端以啟動懸臂剎車器。 φ 本發明的又一目的是在提供一種創新的雙輪車輛。 根據本發明之上述目的，提出一種雙輪車輛，其包含 以下元件。一車架包含一握把以及兩後叉。一前輪與一後 輪轉動連接於車架上。一前剎車器用以施力於前輪，且前 剎車器包含一第一剎車線。一後剎車器包含兩剎車臂以及 一辅助臂。兩剎車臂分別樞接於兩後叉上，使得每一剎車 臂各自以其第一樞軸擺動。輔助臂樞接於兩剎車臂至少其 中之一，其中輔助臂包含一第一底端、一第一頂端以及一 φ 第一中間段。第一底端用以驅動第一剎車線。第一頂端包 含一剎車墊以施剎車力於一該後輪。第一中間段位於第一 底端與第一頂端之間，且樞接於兩剎車臂至少其中之一， 使得輔助臂以一第二樞轴擺動。一剎車桿樞接於握把且用 以拉動第一剎車線以啟動後剎車器。 根據本發明之實施例，第二樞軸大致垂直第一樞軸。 根據本發明之實施例，第一頂端滑動連接於兩剎車臂 至少其中之一。 根據本發明之實施例，第一頂端包含一滾輪以一第三 201111227 樞軸轉動，兩剎車臂至少其中之一包含一支撐件供滾輪滚 動於其上。 根據本發明之實施例，兩剎車臂至少其中之一包含一 第二底端、一第二頂端以及一第二中間段。第二底端供第 一中間段樞接於其上。第二中間段位於第二底端與第二頂 端之間，且適用以樞接於自行車架的兩後叉其中之一。 根據本發明之實施例，一第二剎車線連接於兩剎車臂 的第二頂端以啟動後剎車器。 根據本發明之上述目的，提出一種雙輪車輛，其包含 以下元件。一車架包含一握把以及兩後叉。一前輪與一後 輪轉動連接於車架上。一前剎車器用以施力於前輪，且前 剎車器包含一第一剎車線。一後剎車器包含兩剎車臂以及 一剎車墊。兩剎車臂分別樞接於兩後叉上，使得每一剎車 臂各自以其一柩軸擺動。剎車墊滑動連接於兩剎車臂至少 其中之一。當剎車墊接觸一後輪時，剎車墊拉動前剎車器 的第一剎車線。 根據本發明之實施例，剎車墊沿一平行樞軸的方向滑 動連接於兩剎車臂至少其中之一。 根據本發明之實施例，雙輪車輛更包含一滑件滑動連 接於一滑槽上，剎車墊固定於滑件，且滑槽固定於兩剎車 臂至少其中之一。 根據本發明之實施例，雙輪車輛更包含一 L型架，其 一端固定於兩剎車臂至少其中之一，其另一端用以固定第 一剎車線。 根據本發明之實施例，兩剎車臂分別包含底端以樞接 201111227 - 於車架之兩後叉。 . 根據本發明之實施例，懸臂剎車器更包含一第二剎車 線連接於兩剎車臂的頂端以啟動懸臂剎車器。 由上述可知，本發明之傳動裝置、剎車方法、系統與 使用此剎車方法、系統的自行車、雙輪車輛具有以下優點： (1) 能夠快速的調整前輪剎車力，使得後輪鮮有機會 離開地面； (2) 剎車時能夠補償溼滑地面造成的影響，有助於減 φ 少前輪的打滑； (3) 能夠保護騎士免於剎車過度所造成的負面效應， 例如車輪鎖死、翻車、車輪打滑等；以及 (4 )能夠減少前剎車力到足以讓後輪維持在地面的狀 況，並同時維持足夠的剎車力讓車輛於最短距離内剎車。 【實施方式】 請參照第1圖，其係繪示依照本發明一實施方式的一 • 種自行車。一種新的剎車系統實施於自行車1〇〇上，藉以 預防車輪鎖死、翻車或前、後輪的剎車力無法控制等問題 的狀況。在翻車狀況中，前輪因剎車力無法適當控制而鎖 死（前輪無法或很難相對於剎車轉動），而自行車仍在移 動。自行車100具有一車架101，前輪107與後輪105轉 動連接於車架101，因而自行車100能藉前、後輪轉動而 移動。在第一剎車路徑Ri中，騎士按壓握把103上的剎車 桿102 (剎車桿102樞接於握把103上），藉以啟動後剎車 器104施予後輪105 —剎車力。在第二剎車路徑R2中，剎 201111227 =力（後刹車ΙΙΗΜ與後輪1〇5之間的摩擦力）藉由傳動 ^置150 U純機械方式傳遞以啟動前刹車器1〇6而施 I107。所謂的「純機械方式」意謂著「傳遞剎車力與 啟動刚刹車器的整個過程，都是看得到、摸得到的興 而^會包含看不到、摸不到的方式（例如電子訊號）」。既 =剎車1G6是利用後剎車力啟動的，當沒有後刹車力產 =，前剎車⑽就不可能鎖死。當翻車發生的可能狀況， 後輪會導致沒有後剎車力產生，因此就會鬆開前剎 =〇6。所以，離地的後輪會再度著地，就能預防翻車或 刖輪的剎車力無法控制而鎖死等問題的發生。 ，參照第2 ® ’騎核照本發明—實施方式的一種 剎車系統。此剎車系統包含一剎車桿2〇2、一 22=車器)、一傳動震置250以及一第二刹車器— (輪緣刹車益）或206b (圓盤剎車器）。騎士按壓剎車桿 =經刹車線203啟動第一刹車器綱。傳動裝置⑽ ，比^的傳遞第-刹車器綱的刹車力，藉以經刹車線 a 205b)啟動第二剎車器2〇6a。在第i圖的實施例 二，1車器204是一後刹車，而第二刹車器施a或 =-別刹車。在另一實施例中，第一刹車器綱是一 =㈣1第二刹車器206a或206b是一後刹車。在後者 r〜#動裝置25G用以成比例的傳遞第—刹車器204 ί ^ Ϊ器）的刹車力，藉以啟動第二刹車器206a或206b 二郝車力）’使得前輪的剎車力較後輪剎車力大。若適當 的前=輪#轉力比施予一雙輪車，翻車的狀況也可以預防。 明參照第3圖，其繪示依照本發明另一實施方式的一 201111227 種剎車系統。此剎車系統包含兩剎車桿（ 302a、3Q2b)、一 第一剎車器304、一傳動裝置350以及一第二剎車器306。 在此實施例中，兩剎車桿（ 302a、302b)用以啟動第一剎 車器304，其中兩剎車線芯309a、309b連結在一起後再共 同拉一線芯309。上述設計將線芯309的拉力分給兩線芯 309a、309b，因而騎士按壓在兩刹車桿（3〇2a、302b )的 施力就會相對的減少。即使是兩剎車桿的設計，騎士仍然 可以按壓任一剎車桿（302a、302b)以啟動第一剎車器3〇4。201111227 VI. Description of the Invention: [Technical Field of the Invention] The present invention relates to a brake system and a brake system and method suitable for use in a two-wheeled vehicle. About the system [Prior Art] (such as bicycles or bicycles) are equipped with braking force to slow or stop their movement. - The Cavaliers pass the brake lever on the grip to control the front and rear wheels of the 3 cars =, the braking force of the wheel is too large, and the lock will be very dangerous. For one (4) + wheel lock, the rider will be dangerous and the car will slip.) In the case of a two-wheeler rollover, the month squeezes +: locks but the vehicle continues to move, so when the rear wheel There is a need to grip the ground and fall out. The present invention is directed to the above-described situation, and it is therefore an object of the present invention to provide an innovative brake system. 2 The above object of the present invention is to provide a brake system comprising a vehicle 1 and a rear cantilever brake. The front brake is used to apply a force to the first - brake line. The rear cantilever brake includes two brake arms to assist the arm. The two brake arms are adapted to be pivotally connected to the two 201111227 rear forks of a bicycle frame, respectively, such that each of the brake arms is pivoted with its first arm to at least the two brake arms. After the assist - Zuo Xin 咕 兵 τ The auxiliary arm contains a first base, a first top and a - middle. The first brake line used to drive the front brake = a bottoming is applied to the rear wheel. The first intermediate section is located at: = include - brake pad door θ between the first bottom end and the first top end and the pivotal (four) I! arm at least its towel - two pivotal swings. Further, in the embodiment of the first invention, the second pivot is substantially perpendicular to the first polar axis. At least the embodiment of the invention, the first top end is slidably coupled to the two brake arms. According to an embodiment of the invention, the first end includes - pivoting, and the two brake arms are at least secondly movable thereon. Person, medium-inclusive-support member for roller roll = embodiment of the invention 'The third pivot is substantially perpendicular to the second pivot. In an embodiment of the invention, at least one of the two brake arms includes a phantom, a second apex, and a second intermediate: the intermediate section is pivotally coupled thereto. The second intermediate section is located between the second == end And is adapted to be pivotally connected to one of the two rear and one of the bicycle frame. A "the above object of the present invention" proposes a brake system comprising a front wheel and having a front brake for applying force to the ^ and U The cantilever brake consists of two brake arms and a water car. The two brake arms are respectively pivotally connected to oneself, such that each of the brake arms is connected to at least one of the two brake arms by a basin. Brake 塾 slide even straight Γ “Γ, 中. When the brake 塾 contacts a rear wheel, the brake pad pulls the first brake line of the other brake. 201111227 动连=::: = :垫"~向滑 according to the invention In an embodiment, the brake system further comprises a shower brake attached to the slider, and the chute is fixed to: ΐ: the material of the embodiment 'slider comprises yellow steel, and the chute town. According to an embodiment of the invention, two The material of the brake arm includes the titanium, or according to an embodiment of the present invention, the brake system further includes a fixing end fixed to at least two of the two brake arms, a brake line. The other end of the arm is fixed for the invention according to the present invention. In an embodiment, the brake system further includes a top end connected to the (four) arm to activate the rear (four) brake. "Car line:: Ming's other purpose is to provide an innovative cantilever brake. According to the above object of the present invention, a cantilever brake is proposed: two: an arm and an auxiliary arm. The two brake arms are adapted to pivotally engage the two rear forks of t = respectively such that each of the brake arms swings with their first pivot. The auxiliary arm is pivotally connected to at least one of the two brake arms, 1 axis = - the first bottom end, a first top end and a first intermediate section: a brake wire adapted to drive the other brake. The first top contains a 彳 J to apply braking force to a bicycle wheel. The first intermediate segment == between the top ends, and is pivotally connected to at least one of the two brake arms, = assist 1 swings with a second pivot, and the second pivot is substantially perpendicular to the first pivot. In accordance with an embodiment of the present invention, the first end is slidably coupled to at least one of the two brakes 201111227. According to an embodiment of the invention, the first top end includes a roller pivoted by a third pivot, and at least one of the two brake arms includes a support member for the roller to roll thereon. According to an embodiment of the invention, the third pivot is substantially perpendicular to the second pivot. According to an embodiment of the invention, the support member includes a substantially flat surface for the roller to roll thereon. According to an embodiment of the invention, at least one of the two brake arms comprises a B second bottom end, a second top end and a second intermediate section. The second bottom end is pivotally coupled to the first intermediate section. The second intermediate section is located between the second bottom end and the second top end and is adapted to be framed to one of the two rear forks of the bicycle frame. In accordance with an embodiment of the present invention, another brake wire is coupled to the second end of the two brake arms to activate the boom brake. In accordance with the above objects of the present invention, a cantilever brake is provided which includes two brake arms and a brake pad. The two brake arms are respectively connected to the two rear forks of a bicycle frame such that each of the brake arms swings with a pivot thereof. The brake Φ car mat is slidably coupled to at least one of the two brake arms to apply a braking force to a first wheel. When the brake pad contacts a first wheel, the brake pad pulls the first brake line of the second wheel brake. According to an embodiment of the invention, the brake pads are slidably coupled to at least one of the two brake arms in a direction of a parallel pivot. According to an embodiment of the invention, the cantilever brake further includes a sliding member slidably coupled to a sliding slot, the brake pad is fixed to the sliding member, and the sliding slot is fixed to at least one of the two brake arms. According to an embodiment of the invention, the material of the slider comprises brass, and the material of the chute 201111227 comprises bronze. According to an embodiment of the invention, the material of the two brake arms comprises aluminum, titanium or woven. According to an embodiment of the invention, the cantilever brake further comprises an L-shaped frame, one end of which is fixed to at least one of the two brake arms, and the other end of which is used for fixing the first brake wire. According to an embodiment of the invention, the boom brake further includes a second brake line coupled to the top ends of the two brake arms to activate the boom brake. φ Another object of the present invention is to provide an innovative two-wheeled vehicle. According to the above object of the present invention, a two-wheeled vehicle is proposed which comprises the following elements. A frame includes a grip and two rear forks. A front wheel and a rear wheel are rotationally coupled to the frame. A front brake is used to apply force to the front wheel, and the front brake includes a first brake line. A rear brake includes two brake arms and an auxiliary arm. The two brake arms are pivotally connected to the two rear forks, respectively, such that each of the brake arms swings with its first pivot. The auxiliary arm is pivotally connected to at least one of the two brake arms, wherein the auxiliary arm includes a first bottom end, a first top end and a φ first intermediate section. The first bottom end is for driving the first brake line. The first top end includes a brake pad for applying a braking force to a rear wheel. The first intermediate section is located between the first bottom end and the first top end and is pivotally connected to at least one of the two brake arms such that the auxiliary arm swings with a second pivot. A brake lever is pivotally coupled to the grip and is used to pull the first brake line to activate the rear brake. According to an embodiment of the invention, the second pivot is substantially perpendicular to the first pivot. According to an embodiment of the invention, the first top end is slidably coupled to at least one of the two brake arms. According to an embodiment of the invention, the first top end includes a roller pivoted by a third 201111227, at least one of the two brake arms including a support member for the roller to roll thereon. According to an embodiment of the invention, at least one of the two brake arms includes a second bottom end, a second top end and a second intermediate section. The second bottom end is pivotally coupled to the first intermediate section. The second intermediate section is located between the second bottom end and the second top end and is adapted to be pivotally coupled to one of the two rear forks of the bicycle frame. In accordance with an embodiment of the present invention, a second brake line is coupled to the second top end of the two brake arms to activate the rear brake. According to the above object of the present invention, a two-wheeled vehicle is proposed which comprises the following elements. A frame includes a grip and two rear forks. A front wheel and a rear wheel are rotationally coupled to the frame. A front brake is used to apply force to the front wheel, and the front brake includes a first brake line. A rear brake includes two brake arms and a brake pad. The two brake arms are respectively pivotally connected to the two rear forks such that each of the brake arms swings on one of its axes. The brake pad is slidably coupled to at least one of the two brake arms. When the brake pad contacts a rear wheel, the brake pad pulls the first brake line of the front brake. According to an embodiment of the invention, the brake pads are slidably coupled to at least one of the two brake arms in a direction of a parallel pivot. According to an embodiment of the invention, the two-wheeled vehicle further includes a sliding member slidably coupled to a sliding slot, the brake pad is fixed to the sliding member, and the sliding slot is fixed to at least one of the two brake arms. According to an embodiment of the invention, the two-wheeled vehicle further includes an L-shaped frame, one end of which is fixed to at least one of the two brake arms, and the other end of which is used to fix the first brake line. According to an embodiment of the invention, the two brake arms respectively comprise a bottom end for pivoting 201111227 - two rear forks of the frame. According to an embodiment of the invention, the cantilever brake further includes a second brake wire coupled to the top ends of the two brake arms to activate the boom brake. It can be seen from the above that the transmission device, the braking method and the system of the present invention and the bicycle and two-wheeled vehicle using the braking method and system have the following advantages: (1) The front wheel braking force can be quickly adjusted, so that the rear wheel has a rare chance to leave the ground. (2) It can compensate for the impact caused by slippery ground when braking, and help to reduce the slip of the front wheel; (3) It can protect the knight from the negative effects caused by excessive braking, such as wheel lock, rollover, wheel slip And (4) can reduce the front brake force enough to maintain the rear wheel on the ground while maintaining sufficient braking force to brake the vehicle in the shortest distance. [Embodiment] Referring to Fig. 1, there is shown a bicycle according to an embodiment of the present invention. A new brake system is implemented on the bicycle to prevent problems such as wheel lock, rollover or uncontrollable braking forces on the front and rear wheels. In the rollover condition, the front wheels are locked due to improper control of the braking force (the front wheels cannot or are difficult to rotate relative to the brakes), and the bicycle is still moving. The bicycle 100 has a frame 101, and the front wheel 107 and the rear wheel 105 are rotatably coupled to the frame 101, so that the bicycle 100 can be moved by the front and rear wheels. In the first brake path Ri, the knight presses the brake lever 102 on the grip 103 (the brake lever 102 is pivotally connected to the grip 103), thereby actuating the rear brake 104 to apply the rear wheel 105 to the braking force. In the second brake path R2, the brake 201111227 = force (friction between the rear brake ΙΙΗΜ and the rear wheel 1 〇 5) is transmitted purely mechanically by the transmission 150 U to activate the front brake 1 〇 6 and apply I107 . The so-called "pure mechanical approach" means "the process of transmitting the braking force and starting the brakes. It is all visible and tangible. It will contain invisible and intangible methods (such as electronic signals). "." Both the brake 1G6 is activated by the rear brake force. When there is no rear brake force, the front brake (10) cannot be locked. When the rollover occurs, the rear wheel will cause no rear brake force to be generated, so the front brake = 〇6 will be released. Therefore, the rear wheel that is off the ground will touch the ground again, and it can prevent problems such as the uncontrollable braking force of the rollover or the rolling wheel and the lock. Referring to the 2nd '' riding of the present invention - a brake system of an embodiment. The brake system includes a brake lever 2〇2, a 22=vehicle), a transmission shock 250, and a second brake (rim brake) or 206b (disc brake). The knight presses the brake lever = the first brake is activated via the brake line 203. The transmission device (10) transmits the brake force of the first-brake unit to activate the second brake 2〇6a via the brake line a 205b). In the second embodiment of Fig. i, the 1 car 204 is a rear brake, and the second brake applies a or = - does not brake. In another embodiment, the first brake is a = (four) 1 second brake 206a or 206b is a rear brake. In the latter r~# moving device 25G is used to proportionally transmit the braking force of the first brake 204 ί ^ Ϊ), thereby starting the second brake 206a or 206b (the second brake force)" so that the braking force of the front wheel is later The wheel brake force is large. If the appropriate front=wheel# rotation force is applied to a two-wheeler, the condition of the rollover can also be prevented. Referring to Figure 3, a 201111227 brake system in accordance with another embodiment of the present invention is illustrated. The brake system includes two brake levers (302a, 3Q2b), a first brake 304, a transmission 350, and a second brake 306. In this embodiment, the two brake levers (302a, 302b) are used to activate the first brake shoe 304, wherein the two brake cores 309a, 309b are joined together to pull a core 309 together. The above design distributes the pulling force of the core 309 to the two cores 309a, 309b, so that the force applied by the knight to the two brake levers (3〇2a, 302b) is relatively reduced. Even with the design of the two brake levers, the knight can still press either of the brake levers (302a, 302b) to activate the first brake 3〇4.
傳動裴置35〇用以成比例的傳遞第一剎車器304的剎車 力’藉以啟動第二剎車器306。 請參照第4圖，其繪示依照本發明一實施方式的一種 後剎車器與傳動裝置。此圖將上述的第一剎車器（1〇4、 2〇4、3〇4)實施為輪緣後刹車器姻，經由刹車線楊啟 動。在本實施例中，傳動裝置450傳遞後剎車器4〇4的剎 車力以拉動剎車線411的線芯411c。傳動裝 〇 支撐架452、-致動件祝以及—復位件（456a、456b)。 復位件（ 456a、456b)可以是彈簧等彈性元件。支撐架452 ^於-雙輪車的車架4()1。致動件叫移動（例如滑動） 、接於支撐架452的通孔452a内。致動件454的一端454a ，接至後刹車器4G4，另-端侧連接至線芯4以。通孔 52a内可以加裝軸承（未输示於圖面），使致動件…能 2的相對於支撐架452滑動。復位件咖的一端連接於 ^件454的一端454a，另一端連接於支撐架扣。復位 牛456b的一端連接於致動件454的一端4地 接於車架401。復位件（ 456a、456b)兩者或1中之一用 201111227 以對抗後剎車器404的剎車力。當後剎車器404啟動而夾 住後輪405時，後剎車器404的剎車力驅動致動件454對 抗復位件（456a、456b)，進而拉動剎車線411的線芯411c。 當後剎車器404未啟動時（後剎車器404與後輪405之間 沒有接觸）’復位件會將致動件454推回原位。當後輪405 離開地面時’雖然後剎車器4〇4啟動而夾住後輪405，但 復位件仍然會將致動件454推回原位，因而鬆開了剎車線 411的線芯411c與前剎車器。剎車線411的一端411b固定 於支標架452上，另一端（未繪示於圖面）連接至前剎車 器（例如第1圖的標號1〇6)。 在另一實施例中’第4圖的實施例不具有復位件 ( 456a、456b)。前剎車器具有復位件（例如彈簧）會施予 線芯411c 一拉力。當前剎車器鬆開時（前剎車器張開而離 開輪緣），線芯411c的拉力通常足夠將致動件4M推回原 位。若前剎車器之復位件施予線芯4Uc的拉力不夠，就需 要加復位件（456a、456b)於傳動裝置450中。 請參照第5圖，其繪示依照本發明另一實施方式的一 種後剎車器與傳動裝置。此圖將上述的第—剎車器（刚、 204、304)實施為輪緣後剎車器5〇4 (後剎車器5〇4之剎 車線未繪示於圖面）。在本實施例中，傳動裝置55()傳遞後 东|]車器504的刹車力以拉動剎車線5⑽線芯5山 含-支榜架552、一致動件554、一槓桿=動 2 :: 一復位件556 (例如彈簧等彈性元件)。支 料552固定於-雙輪車的車架5(M。致 與連接桿562移動連接於支樓架552丄〇 = 12 201111227 此2蚁（槓桿560兩端除外的部份）樞接至支撐架552。 ml，槓桿560的一端560a連接至剎車線511的線芯 &另一知560b樞接於致動件554。致動件554固定於 ^剎車器504。復位件556的一端連接於致動件554的一 另一端連接於支撐架552。當後剎車器5〇4啟動而夾 ^輪505時，後剎車器5〇4的剎車力驅動致動件554對 几復位件556，進而推動槓桿56〇的一端56〇b，使得槓桿 56〇的另一端560a拉動剎車線511的線芯5na。槓桿56〇 • 用以使用槓桿原理成比例的傳遞後剎車器504的剎車力， 藉以拉動剎車線511的線芯5ila，使得前刹車器得以啟 動。當後剎車器504未啟動時（後剎車器5〇4與後輪5〇5 之間 >又有接觸），復位件556會將致動件554推回原位。當 後輪505離開地面時，雖然後剎車器5〇4啟動而夾住後輪 505 ’但復位件556仍然會將致動件554推回原位，因而鬆 開了剎車線511的線芯511a與前剎車器。剎車線511的一 端511b固定於支撐$ 552上，另一端（未繪示於圖面）連 φ 接至前剎車器（例如第1圖的標號106)。 a在另一實施例中，第5圖的實施例不具有復位件556。 則剎車器具有復位件（例如彈簧）會施予線芯511a —拉力。 • 當前剎車器鬆開時（前剎車器張開而離開輪緣），線芯4Ua ’的拉力通常足夠使致動件554回到原位。若前剎車器之復 位件施予線芯411a的拉力不夠，就需要加復位件5兄於傳 動装置550中。 請參照第6圖，其繪示依照本發明又一實施方式的一 種後剎車器與傳動裝置。此圖將上述的第一剎車器（1〇4、 13 201111227 ‘ 2〇4、3〇4)實施為輪緣剎車器604 (後剎車器6〇4之剎車 . 線未繪示於圖面）。在本實施例中，傳動裝置650傳遞後剎 車器604的剎車力以拉動剎車線611的線芯6Ua。梦 置650包含一支樓架652、一致動件—、一積桿咖^ 及一復位件656 (例如彈簧等彈性元件）。支撐架652固定 於一雙輪車的車架60】。致動件654移動（例如滑動） 接於支撐架652的通孔652a内。通孔652a内可以加裝軸 承（未繪示於圖面），使致動件654能平順的相對於支^架 • 652滑動。槓桿_具有一甲間段（槓桿66〇兩端除夕牙卜的 部份）藉一連接桿653樞接至支撐架652。換言之，連接 才干653的一端樞接至槓桿660，另一端樞接至支撐架。 當槓桿660往復擺動時，連接桿653會幅度較小的上下擺 動。此外，槓桿660的一端660a連接至剎車線611的線芯 611a，另一端660b樞接於致動件654。槓桿66〇用以使= 槓桿原理成比例的傳遞後剎車器6〇4的剎車力，藉以拉動 剎車線611。後剎車器6〇4固定於致動件654。復位件幻6 鲁的一端連接於致動件654的一端，另一端連接於支撐架 652。當後剎車器604啟動而夾住後輪6〇5時，後剎車器 604的剎車力（後剎車器6〇4與後輪6〇5之間的摩擦力） 驅動致動件654對抗復位件656，進而推動槓桿66〇的一 端660b，使得槓桿660的另一端660a拉動剎車線611的線 芯611a。因此，拉動線芯6Ua啟動前剎車器。當後剎車器 604未啟動時（後剎車器6〇4與後輪6〇5之間沒有接觸）， 復位件656會將致動件654推回原位。當後輪6〇5離開地 面時，雖然後剎車器604啟動而夾住後輪6〇5，但復位件 656仍然會將致動件654推回原位，因而鬆開了剎車線6丄丄 201111227 " 的線芯611a與前剎車器。剎車線611的一端611b固定於 . 車架6〇1上，另一端（未繪示於圖面）連接至前剎車器（例 如第1圖的標號106)。 a在另一實施例中，第6圖的實施例不具有復位件656。 刖剎車器具有復位件（例如彈簧）會施予線芯6Ua 一拉力。 當前剎車器鬆開時（前剎車器張開而離開輪緣），線芯6na 的拉力通常足夠使致動件654回到原位。若前剎車器之復 位件施予線芯611a的拉力不夠，就需要加復位件656於傳 $ 動裝置650中。 ' 在第6圖的實施例中，傳動裝置65〇中具有一槓桿比 例5周整機構用以調整槓桿660的槓桿比例。具體來說，槓 桿比例調整機構的細部設計如下，槓桿66〇具有3個樞接 孔660a，而支撐架652也具有3個樞接孔052b。連接桿 653可以選擇性的連接於上排樞接孔（66〇a、652b)之間、 中排樞接孔（ 660a、652b)之間或下排樞接孔（66〇a、652b) 之間，使得槓桿660具有三種不同的槓桿比例。此外，連 _ 接桿653可以設計的更長或更短，並改變槓桿66〇的長度 (例如圖中的山、屯）藉以達到所需的槓桿比例。在另一 實施例中，槓桿比例調整機構可具有兩排、四排或更多排 樞接孔，使得連接桿653有更多連接的選擇性，槓桿比例 • 也有更多選擇。 : 理論上，為了讓任何車輛能夠以最短的距離剎車（忽 略車輪可能會打滑的狀況），應該將所有的剎車力都擺在前 輪，而讓後輪稍微離地。然而，這種理論一點都不實際也 不女全。沒有任何車輛只使用前剎車器剎車，原因是這太 15 201111227 =了’且容易造成前輪磨耗。在一實施例 4著達成前、後剎車力比約75/25。對^ θ 耵大邻分騎士而言，以 =-女王又有效率的前、後剎車力比，能夠不費力的讓車 輛於短距離内剎車，又不容易讓車輪鎖死。、 3會力比可以藉上述的積桿比例調整機構來達 成。事貫上’月”後剎車力比在刹車的過 化 ::=車而，的開始時，最好的前、後刹車一大 ^疋70/30’而壓剎車桿動作的結束時，最好的前、後刹車 力比大岐80/20。在前、後刹車力比是8〇/2〇日夺，騎士只 需要20%的後刹車力以停止後輪，而槓桿比例調整機構會 將，剎車力放大4倍，藉以停止前輪。因為騎士只需要施 總剎車力（前、後剎車力總合）的2G%，要讓車輛快速的 短，離剎車的施力減少許多（相較於-般自行車或機車）， 使得一位較弱小的騎士（例如小孩或女性）也能夠快速、 安全的剎車。 明參照第7圖，其續·示依照本發明再一實施方式的一 φ 種後剎車器與傳動裝置。第7A圖係繪示延第7圖中A-A， 之剖面圖。這兩圖將上述的第一剎車器（104、204、304) 實施為輪緣剎車器704 (後剎車器704之剎車線未繪示於 圖面）。在本實施例中，傳動裝置75〇傳遞後剎車器7〇4的 剎車力以拉動剎車線711的線芯711a。傳動裝置75〇包含 一支撐架752、一致動件754、一槓桿760、以及一復位件 756 (例如彈簧等彈性元件支撐架752固定於一雙輪車 的車架701。致動件754移動（例如滑動）連接於支撐架 752的通孔752a内。支撐架752還具有一滑槽752b，供樞 201111227 -餘760c滑行於其内，同時也限制致動件乃4與積桿· •於-預定範圍内移動。樞接軸·〇是用來將致動件乃4與 横桿糊樞接在一起（參照第，樞接軸760c貫穿致 動件754與槓桿76〇)。樞接軸麻的兩端可以加裝【定 件（未繪示於圖面），使樞躲76〇c不會從致動件754盥 横桿掉出。槓桿760具有一中間段（槓桿7 除 外的部份）藉一連接桿753樞接至支撐架752的上臂752= 換言之’連接桿753的-端樞接至損桿76〇，另 »至支料752。連接桿W設計的更長錢短，並改 變槓桿760的長度藉以達到所需的横桿比例。當積桿· 往復擺動時，連接桿753會幅度較小的上下擺動。此外， 槓桿760的一端760a連接至刹車線711的線芯川心另一 端760b樞接於致動件754。槓桿使用損桿原理成比例 的傳遞後刹車器7〇4的剎車力，藉以拉動剎車線川。 後剎車器704固定於致動件754。復位件756位於的 二端連接於致動件754的-端，另_端連接於支撐架752。 _ ，後刹車器7〇4啟動而夾住後輪而時’後剎車器剔的 =車力（後剎車器7〇4與後輪7〇5之間的摩擦力）驅動致 動2 754對抗復位件756，進而推動槓桿鳩的一端懸， 使仔槓桿760的另一端760a拉動刹車線711的線芯711a。 因此，拉動線芯711a啟動前剎車器。當後剎車器7〇4未啟 動時（後刹車_ 704與後輪7〇5之間沒有接觸），復位件 乃6、會將致動件754推回原位。當後輪7〇5離開地面時， 雖然後剎車器7〇4啟動而夾住後輪7〇5，但復位件乃6仍 然會將致動件754推回原位，因而鬆開了刹車線川的線 17 201111227 芯711a與前剎車器。剎車線711的一端711b固定於支撐 架752的上臂752c上，另一端（未繪示於圖面）連接至前 剎車器（例如第1圖的標號106)。 在另一實施例中，第7圖的實施例不具有復位件756。 前剎車器具有復位件（例如彈簧）會施予線芯711a —拉力。 當前剎車器鬆開時（前剎車器張開而離開輪緣），線芯711a 的拉力通常足夠使致動件754回到原位。若前剎車器之復 位件施予線芯711a的拉力不夠，就需要加復位件756於傳 動裝置750中。 雖然上述第4、5、6、7圖的是以自行車的後輪緣剎車 器為實施例，相同或類似的結構也可以實施在前輪、圓盤 剎車器或機車上。舉例，若傳動裝置450、550、650以及 750要實施於前剎車器上，支撐架452、552、652、752就 會固定於自行車或機車的前叉上。若傳動裝置450、550、 650以及750要實施於圓盤剎車器上，支撐架452、552、 652、752就會固定於自行車或機車的車架上，但離前輪或 後輪的輪軸近一點，使得剎車器能夠夾住剎車圓盤，而非 前輪或後輪的輪緣。 請參照第8圖，其繪示依照本發明一實施方式的一種 後懸臂剎車器與傳動裝置。第8A圖繪示第8圖之後懸臂 剎車器與傳動裝置的右半部放大圖。不同於上述實施例， 本實施例將傳動裝置整合於另一種輪緣剎車器「懸臂剎車 器」。後懸臂剎車器804基本上包含兩剎車臂（ 804a、 804b)。傳動裝置（例如輔助臂804c)可以整合於兩剎車 臂（ 804a、804b)其中之一或兩者上。剎車臂804a以其中 18 201111227 間段樞接於後叉801a(自行車車架的一部份），所以能夠相 對於樞軸803a擺動。剎車臂804b樞接於後叉801b(自行車 車架的一部份），所以能夠相對於樞軸803b擺動。剎車線 809 (例如鲍登線（Bowden cable ))連接於兩剎車臂（804a、 804b )的頂端以驅動各自的剎車墊（807a、807b )以制動 後輪805。彈性復位結構809a (例如内含壓縮彈簧）用以 使兩剎車臂（ 804a、804b)的頂端回復到未驅動前的原始 位置。 雖然上述第8圖繪示的懸臂剎車器為一側拉式 (side-pull)的懸臂剎車器（一般又稱為v夾剎車器），傳 動裝置亦可整合於其他種類的懸臂剎車器（例如中拉式懸 臂剎車器）。 ^ 請再次參照8A圖，以下繼續說明後懸臂剎車器與傳 動裝置右半部的作動機制。辅助臂804c以其中間段枢接於 剎車臂804a的底端，所以能夠相對於樞轴8〇6c擺動。樞 轴806c大致上垂直樞軸803ae輔助臂8〇4c的底端用以驅 動剎車線811(例如一鮑登線）的線芯8Ua，其中剎車線8ιι 固定於後叉801a。辅助臂804c的頂端則具有剎車墊8〇7a 與滾輪806b (例如一滚動軸承）。滚輪8〇6b滾動於支撐件 806a之大致平坦表面，因此輔助臂8〇4c的頂端能滑動^接 於剎車臂804a上。這裡所謂「大致平坦」意謂支撐件8〇如 的表面夠平坦，使得滾輪806b能平順的滾動於其上。滾輪 806b以樞軸806d轉動，而樞軸8〇6d大致垂直樞軸8〇&。 Μ車臂804a可以沿方向820b擺動，並驅動輔助臂8〇4c 一 起擺動，使得剎車墊807a能夠制動後輪805。支撐件8〇6a 201111227 用以施力於滚輪806b，使得剎車墊807a能夠更穩定的制 動後輪805。當後懸臂剎車器不被驅動時，剎車臂的知則 沿方向820a擺動回原始位置。 、 滾輪806b與支撐件806a在此的功能係提供輔助臂的 頂端能相對於剎車臂8〇4a平順的（或低摩擦的）滑動。、 此，滾輪806b與支撐件806a可被其他提供相似功能 構所替代，上述實施例中的滾輪與支撐件並非唯一的方次The drive cymbal 35 is used to proportionally transmit the braking force of the first brake 304 to activate the second brake 306. Please refer to FIG. 4, which illustrates a rear brake and transmission device in accordance with an embodiment of the present invention. In this figure, the first brakes (1〇4, 2〇4, 3〇4) described above are implemented as rim rear brakes, and are activated via the brake line. In the present embodiment, the transmission 450 transmits the brake force of the rear brake 4〇4 to pull the core 411c of the brake wire 411. The drive assembly 452, the actuating member and the reset member (456a, 456b). The reset members (456a, 456b) may be elastic members such as springs. The support frame 452 is on the frame 4 () of the two-wheeled vehicle. The actuating member is called moving (for example, sliding) and is connected to the through hole 452a of the support frame 452. One end 454a of the actuating member 454 is connected to the rear brake 4G4, and the other end side is connected to the core 4. A bearing (not shown in the drawing) may be added to the through hole 52a to slide the actuating member 2 relative to the support frame 452. One end of the resetting piece is connected to one end 454a of the piece 454, and the other end is connected to the support frame buckle. One end of the reset cow 456b is connected to one end 4 of the actuating member 454 to be coupled to the frame 401. One of the reset members (456a, 456b) or one of the ones uses 201111227 to counter the braking force of the rear brake 404. When the rear brake 404 is activated to clamp the rear wheel 405, the braking force of the rear brake 404 drives the actuator 454 against the reset member (456a, 456b), thereby pulling the core 411c of the brake wire 411. When the rear brake 404 is not activated (no contact between the rear brake 404 and the rear wheel 405), the reset member will push the actuator 454 back into place. When the rear wheel 405 is off the ground, 'although the rear brake 4〇4 is activated to clamp the rear wheel 405, the reset member still pushes the actuating member 454 back to the original position, thereby loosening the core 411c of the brake wire 411 and Front brake. One end 411b of the brake wire 411 is fixed to the support frame 452, and the other end (not shown) is connected to the front brake (for example, reference numeral 1〇6 of Fig. 1). In another embodiment, the embodiment of Fig. 4 does not have a reset member (456a, 456b). The front brake has a reset member (e.g., a spring) that applies a pulling force to the core 411c. When the front brake is released (the front brake is opened and the rim is removed), the pulling force of the core 411c is usually sufficient to push the actuator 4M back to its original position. If the pulling force applied to the core 4Uc by the resetting member of the front brake is insufficient, it is necessary to add a reset member (456a, 456b) to the transmission 450. Referring to Figure 5, a rear brake and transmission are illustrated in accordance with another embodiment of the present invention. In this figure, the above-mentioned first brake (just, 204, 304) is implemented as a rim rear brake 5〇4 (the brake line of the rear brake 5〇4 is not shown in the drawing). In the present embodiment, the transmission 55 () transmits the brake force of the rear vehicle 504 to pull the brake wire 5 (10) core 5 mountain-supported frame 552, the actuator 554, a lever = 2: A reset member 556 (such as a spring element such as a spring). The support 552 is fixed to the frame 5 of the two-wheeled vehicle (M. The connection rod 562 is movably connected to the support frame 552 丄〇 = 12 201111227. The 2 ants (the portions except the ends of the lever 560) are pivotally connected to the support. 552. ml, one end 560a of the lever 560 is connected to the core of the brake wire 511 & another 560b is pivotally connected to the actuating member 554. The actuating member 554 is fixed to the brake 504. One end of the reset member 556 is connected to One end of the actuating member 554 is coupled to the support frame 552. When the rear brake 5〇4 is activated to clamp the wheel 505, the braking force of the rear brake 5〇4 drives the actuating member 554 to the reset member 556, and further Pushing one end 56〇b of the lever 56〇 such that the other end 560a of the lever 56〇 pulls the core 5na of the brake wire 511. The lever 56〇 is used to proportionally transmit the braking force of the rear brake 504 using the lever principle, thereby pulling The core 5ila of the brake wire 511 enables the front brake to be activated. When the rear brake 504 is not activated (between the rear brake 5〇4 and the rear wheel 5〇5), the reset member 556 will The actuating member 554 is pushed back to the original position. When the rear wheel 505 is off the ground, although the rear brake 5〇4 is activated to clamp the rear wheel 505 'But the reset member 556 still pushes the actuating member 554 back to the original position, thereby releasing the core 511a of the brake wire 511 and the front brake. One end 511b of the brake wire 511 is fixed to the support $552 and the other end ( Not shown in the drawing) φ is connected to the front brake (for example, reference numeral 106 of Fig. 1). a In another embodiment, the embodiment of Fig. 5 does not have a reset member 556. The brake has a reset member The core 511a is pulled (e.g., spring) to pull. • When the front brake is released (the front brake is open and leaves the rim), the tension of the core 4Ua' is generally sufficient to return the actuator 554 to its original position. If the pulling force applied to the core 411a of the front brake is insufficient, the reset member 5 is required to be added to the transmission 550. Referring to FIG. 6, a rear brake according to still another embodiment of the present invention is illustrated. And the transmission device. This figure implements the above-mentioned first brake (1〇4, 13 201111227 '2〇4, 3〇4) as the rim brake 604 (the brake of the rear brake 6〇4. The line is not shown In the embodiment, the transmission device 650 transmits the braking force of the rear brake 604 to pull The wire core 6Ua of the car line 611. The dream set 650 includes a frame 652, an actuating member, a stacking bar, and a reset member 656 (such as a spring element such as a spring). The support frame 652 is fixed to a two-wheeled vehicle. The frame 60 is moved (for example, slid) to the through hole 652a of the support frame 652. A bearing (not shown) may be installed in the through hole 652a to make the actuating member 654 smooth. Sliding relative to the support frame • 652. The lever _ has a section (the portion of the lever 66 〇 both ends of the eve tooth) is pivotally connected to the support frame 652 by a connecting rod 653. In other words, one end of the connector 653 is pivotally connected to the lever 660 and the other end is pivotally coupled to the support frame. When the lever 660 swings back and forth, the connecting rod 653 swings up and down with a small amplitude. Further, one end 660a of the lever 660 is coupled to the core 611a of the brake wire 611, and the other end 660b is pivotally coupled to the actuator 654. The lever 66 is used to transmit the braking force of the rear brake 6〇4 in proportion to the principle of the lever, thereby pulling the brake wire 611. The rear brake 6〇4 is fixed to the actuator 654. One end of the reset member is connected to one end of the actuating member 654, and the other end is connected to the support frame 652. When the rear brake 604 is activated to clamp the rear wheel 6〇5, the braking force of the rear brake 604 (the friction between the rear brake 6〇4 and the rear wheel 6〇5) drives the actuator 654 against the reset member. 656, which in turn pushes the end 660b of the lever 66〇, so that the other end 660a of the lever 660 pulls the core 611a of the brake wire 611. Therefore, the wire core 6Ua is pulled to activate the front brake. When the rear brake 604 is not activated (no contact between the rear brake 6〇4 and the rear wheel 6〇5), the reset member 656 pushes the actuator 654 back into place. When the rear wheel 6〇5 leaves the ground, although the rear brake 604 is activated to clamp the rear wheel 6〇5, the reset member 656 still pushes the actuating member 654 back to the original position, thereby releasing the brake wire 6丄丄. 201111227 " core 611a and front brakes. One end 611b of the brake wire 611 is fixed to the frame 6〇1, and the other end (not shown) is connected to the front brake (for example, reference numeral 106 in Fig. 1). a In another embodiment, the embodiment of Figure 6 does not have a reset member 656. The brake device has a reset member (for example, a spring) that applies a pulling force to the core 6Ua. When the current brake is released (the front brake opens and leaves the rim), the tension of the core 6na is generally sufficient to return the actuator 654 to its original position. If the tension of the front brake applied to the core 611a is insufficient, a reset member 656 is required to be applied to the actuator 650. In the embodiment of Fig. 6, the transmission 65 has a lever ratio and a peripheral mechanism for adjusting the lever ratio of the lever 660. Specifically, the detail of the lever ratio adjusting mechanism is designed as follows. The lever 66 has three pivot holes 660a, and the support frame 652 also has three pivot holes 052b. The connecting rod 653 can be selectively connected between the upper row of pivot holes (66A, 652b), the middle row of pivot holes (660a, 652b) or the lower row of pivot holes (66A, 652b) In the meantime, the lever 660 has three different lever ratios. In addition, the _ post 653 can be designed to be longer or shorter, and the length of the lever 66 ( (e.g., the mountain, 屯 in the figure) can be varied to achieve the desired leverage ratio. In another embodiment, the lever proportional adjustment mechanism can have two, four or more rows of pivot holes, such that the connecting rod 653 has more options for connection, and the lever ratio has more options. : In theory, in order to allow any vehicle to brake at the shortest distance (ignoring that the wheels may slip), all the braking forces should be placed on the front wheels, leaving the rear wheels slightly off the ground. However, this theory is neither practical nor female. No vehicle uses only the front brakes, because this is too much and it is easy to cause front wheel wear. In an embodiment 4, the braking force ratio is about 75/25 before and after the achievement. For the ^ θ 耵 big neighbor knight, with the =- Queen's efficient front and rear brake force ratio, the car can be braked in a short distance without difficulty, and it is not easy to lock the wheel. 3, the force ratio can be achieved by the above-mentioned integrated rod ratio adjustment mechanism. After the 'month', the brake force is more than the brakes::== The car is at the beginning, the best front and rear brakes are a big ^疋70/30' and the brake lever is at the end of the action, the most Good front and rear brake force is greater than 80/20. The front and rear brake force ratio is 8〇/2〇, the Cavaliers only need 20% of the rear brake force to stop the rear wheel, and the leverage ratio adjustment mechanism will The braking force is amplified by 4 times to stop the front wheel. Because the Cavaliers only need to apply 2G% of the total braking force (the total of the front and rear braking forces), the vehicle should be made short and the braking force is much reduced. In a bicycle or locomotive, a weaker knight (such as a child or a female) can also brake quickly and safely. Referring to Figure 7, there is shown a φ species according to still another embodiment of the present invention. Rear brakes and transmissions. Figure 7A shows a cross-sectional view of AA in Figure 7. These two figures implement the first brakes (104, 204, 304) described above as rim brakes 704 (post The brake line of the brake 704 is not shown in the drawing. In the embodiment, the transmission 75 〇 transmits the rear brake The braking force of 7〇4 pulls the core 711a of the brake wire 711. The transmission 75A includes a support frame 752, an actuating member 754, a lever 760, and a reset member 756 (for example, an elastic member support frame 752 such as a spring is fixed. In the frame 701 of a two-wheeled vehicle, the actuating member 754 is moved (for example, slidably) to be connected to the through hole 752a of the support frame 752. The support frame 752 further has a sliding slot 752b for the pivot 201111227 - the remaining 760c to slide therein At the same time, it also restricts the movement of the actuating member 4 and the stacking rod within a predetermined range. The pivoting shaft 〇 is used to pivotally connect the actuating member 4 and the crossbar paste (refer to the first, pivoting shaft) The 760c extends through the actuating member 754 and the lever 76〇). Both ends of the pivoting shaft can be attached with a fixing member (not shown in the drawing), so that the pivoting block does not pass the actuating member 754. The lever 760 has an intermediate section (except for the lever 7) that is pivotally connected to the upper arm 752 of the support frame 752 by a connecting rod 753. In other words, the end of the connecting rod 753 is pivotally connected to the broken rod 76〇, and another » To the support 752. The connecting rod W is designed to be shorter and shorter, and the length of the lever 760 is changed to achieve the desired crossbar ratio. When the rod is reciprocatingly oscillated, the connecting rod 753 swings up and down. In addition, one end 760a of the lever 760 is connected to the other end 760b of the core of the brake wire 711, and is pivotally connected to the actuating member 754. The lever principle proportionally transmits the braking force of the rear brakes 7〇4, thereby pulling the brake line. The rear brake 704 is fixed to the actuating member 754. The resetting member 756 is located at the two ends of the second end of the actuating member 754. The other end is connected to the support frame 752. _, the rear brake 7〇4 is activated and the rear wheel is clamped while the rear brake is ticked=the vehicle force (between the rear brake 7〇4 and the rear wheel 7〇5) The frictional drive actuates the 2 754 against the reset member 756, thereby pushing the end of the lever 悬 to hang, causing the other end 760a of the lever 760 to pull the core 711a of the brake wire 711. Therefore, the wire core 711a is pulled to activate the front brake. When the rear brake 7〇4 is not activated (there is no contact between the rear brake_704 and the rear wheel 7〇5), the reset member 6 pushes the actuator 754 back into place. When the rear wheel 7〇5 leaves the ground, although the rear brake 7〇4 is activated to clamp the rear wheel 7〇5, the reset member 6 still pushes the actuating member 754 back to the original position, thereby releasing the brake line. Chuan's line 17 201111227 core 711a with front brakes. One end 711b of the brake wire 711 is fixed to the upper arm 752c of the support frame 752, and the other end (not shown) is connected to the front brake (for example, reference numeral 106 of Fig. 1). In another embodiment, the embodiment of Figure 7 does not have a reset member 756. The front brake has a reset member (such as a spring) that applies a wire core 711a to the pulling force. When the front brake is released (the front brake opens and leaves the rim), the pulling force of the core 711a is generally sufficient to return the actuator 754 to its original position. If the tension of the front brake applied to the core 711a is insufficient, a reset member 756 is required to be applied to the actuator 750. Although the fourth, fifth, sixth, and seventh embodiments described above are based on the bicycle rear rim brake, the same or similar structure can be implemented on the front wheel, the disc brake or the locomotive. For example, if the transmissions 450, 550, 650, and 750 are to be implemented on the front brakes, the support brackets 452, 552, 652, 752 will be secured to the front fork of the bicycle or locomotive. If the transmissions 450, 550, 650, and 750 are to be implemented on a disc brake, the support brackets 452, 552, 652, 752 are fixed to the frame of the bicycle or locomotive, but are closer to the axle of the front or rear wheel. This allows the brake to grip the brake disc, not the rim of the front or rear wheel. Please refer to FIG. 8 , which illustrates a rear cantilever brake and transmission device according to an embodiment of the invention. Fig. 8A is an enlarged view of the right half of the cantilever brake and the transmission after Fig. 8. Unlike the above embodiment, this embodiment integrates the transmission into another rim brake "cantilever brake". The rear boom brake 804 basically includes two brake arms (804a, 804b). A transmission (e.g., auxiliary arm 804c) can be integrated into one or both of the two brake arms (804a, 804b). The brake arm 804a is pivotally connected to the rear fork 801a (a part of the bicycle frame) with the section 18 201111227 so that it can swing relative to the pivot 803a. The brake arm 804b is pivotally coupled to the rear fork 801b (a portion of the bicycle frame) so that it can swing relative to the pivot 803b. A brake wire 809 (e.g., a Bowden cable) is coupled to the top ends of the two brake arms (804a, 804b) to drive the respective brake pads (807a, 807b) to brake the rear wheels 805. The resilient returning structure 809a (e.g., containing a compression spring) is used to return the top ends of the two brake arms (804a, 804b) to their original positions before being driven. Although the cantilever brake shown in FIG. 8 above is a side-pull cantilever brake (also commonly referred to as a v-clip brake), the transmission can be integrated into other types of cantilever brakes (for example, Middle pull cantilever brake). ^ Please refer to Figure 8A again. The following describes the operation mechanism of the rear cantilever brake and the right half of the actuator. The auxiliary arm 804c is pivotally connected to the bottom end of the brake arm 804a at its intermediate portion so that it can swing relative to the pivot 8?6c. The pivot shaft 806c is substantially vertically pivoted 803ae. The bottom end of the auxiliary arm 8〇4c is for driving the wire core 8Ua of the brake wire 811 (e.g., a Bowden cable), wherein the brake wire 8 is fixed to the rear fork 801a. The top end of the auxiliary arm 804c has a brake pad 8〇7a and a roller 806b (for example, a rolling bearing). The roller 8〇6b is rolled over the substantially flat surface of the support member 806a so that the top end of the auxiliary arm 8〇4c can be slidably attached to the brake arm 804a. By "substantially flat" herein is meant that the surface of the support member 8 is sufficiently flat so that the roller 806b can smoothly roll thereon. The roller 806b is rotated by a pivot 806d, and the pivots 8〇6d are substantially perpendicular to the pivot 8〇&. The brake arm 804a can swing in the direction 820b and drive the auxiliary arms 8〇4c to swing together so that the brake pad 807a can brake the rear wheel 805. The support member 8〇6a 201111227 is used to apply force to the roller 806b, so that the brake pad 807a can brake the rear wheel 805 more stably. When the rear cantilever brake is not actuated, the brake arm knows to swing back to the original position in direction 820a. The function of the roller 806b and the support member 806a here provides that the tip end of the auxiliary arm can slide smoothly (or with low friction) with respect to the brake arm 8A4a. Therefore, the roller 806b and the support member 806a can be replaced by other similar functions. The roller and the support member in the above embodiment are not unique.
請參照第8B圖，其繪示第8圖之後懸臂剎車器與 裝置的側視圖（省略剎車臂804b)。當剎車墊807a接動 輪805的輪圈805a時，輔助臂804c以樞軸806c為轉軸後 方向840a擺動，使得輔助臂804c的底端拉動剎車線〜 的線芯811a，其中剎車線811連接至前剎車器。當剎車11 807a離開後輪805的輪圈805a時’剎車線811的線芯8if 拉動輔助臂804c的底端，使得辅助臂804c以樞轴 轉軸沿方向840b擺動回原始位置。樞轴806c可力η磬〜為 性元件（例如扭力彈簧），使得辅助臂能更容县彈 回原始位置。 b動 第參照第8C圖，其繪示第8圖之後懸臂剎車器與 裝置的上視圖（省略剎車臂80仆）<5上述的作動機制r動 視圖的觀點再加以描述如下。當剎車臂8〇4a的頂端沿乂本 820b驅動剎車墊807a以接觸後輪805時，輔助臂8〇4向 頂端沿方向840a擺動。當剎車臂8〇4a的頂端沿方向u的 驅動剎車墊807a離開後輪805時，輔助臂804c的項』^ 方向840b擺動回原始位置。 ^沿 第參照第8D圖，其繪示依照本發明另一實施方式的 20 201111227 一種後懸臂剎車器與傳動裝置。本實施例與上述 的不同處在於滾輪806b與支撐件806a，移除補 頂端上的滾輪806b，且移除剎車臂804a的支於# 〇 換&之，輔助臂8〇4c的頂端不再能滑動於剎車臂肋牝上。 輔助臂㈣料咖之__處成 a 唯-連接部份。 嘗之间的Referring to Figure 8B, a side view of the cantilever brake and device (the brake arm 804b is omitted) is shown in Figure 8. When the brake pad 807a is engaged with the rim 805a of the wheel 805, the auxiliary arm 804c swings with the pivot 806c as the rotation axis rear direction 840a, so that the bottom end of the auxiliary arm 804c pulls the wire core 811a of the brake wire~, wherein the brake wire 811 is connected to the front brake. When the brake 11 807a leaves the rim 805a of the rear wheel 805, the core 8if of the brake wire 811 pulls the bottom end of the auxiliary arm 804c, so that the auxiliary arm 804c swings back to the original position in the direction 840b with the pivot axis. The pivot 806c can force the η 磬 to be a sexual component (such as a torsion spring), so that the auxiliary arm can be more resilient back to the original position. b. Referring to Fig. 8C, which is a top view of the cantilever brake and device after the eighth drawing (the brake arm 80 is omitted), the viewpoint of the above-described action mechanism r is further described below. When the top end of the brake arm 8〇4a drives the brake pad 807a along the sample 820b to contact the rear wheel 805, the auxiliary arm 8〇4 swings toward the tip in the direction 840a. When the top end of the brake arm 8A4a is moved away from the rear wheel 805 in the direction u, the term "arm" 840b of the auxiliary arm 804c swings back to the original position. Referring to FIG. 8D, there is illustrated a rear cantilever brake and transmission in accordance with another embodiment of the present invention. The difference between this embodiment and the above is that the roller 806b and the support member 806a remove the roller 806b on the top end, and the support arm of the brake arm 804a is removed. The top end of the auxiliary arm 8〇4c is no longer Can slide on the brake arm ribs. The auxiliary arm (4) is made up of a __ connection. Taste between
第參照第9、11圖其分別繪示依照本發明另一實施方 ，的二種後懸臂剎車器與傳動裝置，其中第9圖的後懸臂 剎車器尚未作用，而第U圖之後懸臂剎車器已作用制動後 輪。在此實施例，傳動裝置亦整合於「懸臂剎車器」中。 後懸臂車器904基本上包含兩剎車臂（904a、904b )。傳 動裝置906可以整合於兩剎車臂（9〇4a、904b)其中之一 或兩者上。剎車臂904a以其底端樞接於後叉901a(自行車 車架的一部份），所以能夠相對於樞軸9〇3a擺動。剎車臂 904b樞接於後叉901b(自行車車架的一部份），所以能夠相 對於樞軸903b擺動。剎車線909 (例如鮑登線）連接於兩 剎車臂（904a、904b)的頂端以驅動各自的剎車墊（ 907a、 907b)以制動後輪905。彈性復位結構909a (例如内含壓 縮彈簧）用以使兩剎車臂（9〇4a、904b)的頂端回復到未 驅動前的原始位置。 當後懸臂剎車器尚未作用前（如第9圖所繪示），兩剎 車臂（904a、904b)彼此遠離使其各自的剎車墊（ 907a、 907b)以不制動（不接觸）後輪905。因此，傳動裝置906 (由滑槽906a與滑件906b組成）就不會作用。 當後懸臂剎車器作用時（如第11圖所繪示），兩剎車 21 201111227 臂（904a、904b)彼此接近f 刹車墊⑼7a、907b)制^較於第9圖）使其各自的 動裝置906 (由滑槽906a與滑件觸905。因此，傳 當後懸臂刹車器又再次不作用時，㈣車且會作用。 的扭力彈簧⑷會示於圖面㈣'9〇叫 雖然上述第原始;4置。 ㈤e-pu丨丨}的懸臂刹車 又稱*丨車益為一側拉式 動裝置亦可整合於其他種類(的縣刹車器），傳 臂剎車器）。 心#市】車器（例如中拉式懸 請參照第10、12圖，其_第Referring to Figures 9 and 11, respectively, there are shown two rear cantilever brakes and transmissions according to another embodiment of the present invention, wherein the rear cantilever brake of Figure 9 has not yet been applied, and the U-back rear cantilever brake The braked rear wheel has been applied. In this embodiment, the transmission is also integrated into the "cantilever brake". The rear cantilever vehicle 904 basically includes two brake arms (904a, 904b). The actuator 906 can be integrated into one or both of the two brake arms (9〇4a, 904b). The brake arm 904a is pivotally connected to the rear fork 901a (a part of the bicycle frame) with its bottom end so that it can swing relative to the pivot 9〇3a. The brake arm 904b is pivotally connected to the rear fork 901b (a part of the bicycle frame) so that it can swing relative to the pivot 903b. A brake wire 909 (e.g., Bowden cable) is coupled to the top ends of the two brake arms (904a, 904b) to drive the respective brake pads (907a, 907b) to brake the rear wheel 905. The resilient returning structure 909a (e.g., containing a compression spring) is used to return the top ends of the two brake arms (9〇4a, 904b) to their original positions before being driven. Before the rear boom brake has not been actuated (as shown in Fig. 9), the two brake arms (904a, 904b) are moved away from each other such that their respective brake pads (907a, 907b) do not brake (not contact) the rear wheel 905. Therefore, the transmission 906 (consisting of the chute 906a and the slider 906b) does not function. When the rear cantilever brake acts (as shown in Fig. 11), the two brakes 21 201111227 arms (904a, 904b) are close to each other, f brake pads (9) 7a, 907b) are compared with their respective actuators. 906 (by the chute 906a and the slider touch 905. Therefore, when the rear cantilever brake again does not work, (4) the car will act. The torsion spring (4) will be shown in the figure (four) '9 bark although the above original (4) e-pu丨丨} cantilever brakes, also known as *丨车益, one side pull type device can also be integrated into other types (county brakes), arm brakes). Heart #市] car (such as the middle pull type, please refer to the 10th, 12th, its _
If, 圖5兒明後懸臂刺車器與傳動褒置右半部的作動機制。 固ϋΓΓ的一端固定於刹車臂9〇4a，其另一端用以 (例如鮑登線）。剎車線911的線芯他 传VU古1車墊9G7a或滑件9G6b。剎轉9G7a或滑件906b 連接於滑槽9G6a，而方向92Q大致平行 當傳動裝置906尚未作用前（如帛1〇圖所繪示），滑 (或剎車墊術a) *會拉動線芯9ua以啟動一前刹 車器j例如第1圖之前剎車器1〇6)。 ，傳動裝置906作用時（如第12圖所繪示），滑件9〇6b (或剎車墊907a)會拉動線芯911a以啟動一前剎車器（例 如第1圖之前剎車器1〇6)。當傳動裴置9〇6再度不作用時， 22 201111227 -， 線芯911a會拉動滑件906b (或剎車墊9〇7a)回原始的位 ，置（如第10圖所繪示）。 此外，剎車臂904a可藉由設計的長短，而調整施加於 後輪905的剎車力（藉剎車墊9〇7a所施加），進而調整施 加剎車線911的線芯911a之拉力（藉剎車墊9〇7a或滑件 906b所施加）。 請參照第13圖，其繪示第9圖之後懸臂剎車器與傳動 裝置的右半部立體圖，而第14圖係繪示第13圖之後懸臂 • 剎車器與傳動裝置的右半部的前視圖。如第14圖所示，剎 車墊907a固定於滑件9〇6b上，滑槽906a固定於剎車臂 904a上，且滑件906b滑動連接於滑槽906a上。因此，剎 車塾907a能夠滑動連接於滑槽9〇6a上。此外，樞軸孔$⑽〜 係用以樞接於後叉901a上的樞軸903a(如第10圖所繪示）。 如第13圖所繪示，滑槽9〇6a上具有兩擋塊（9〇6&1、 906a2)藉以限制滑件9〇外的延伸件906b〗，因而滑件906b 只能沿方向920於一限制範圍内來回滑動。因為此滑動範 • 圍的限制，滑件906b不致於過度拉動剎車線911的線芯 911a。 滑件906b與滑槽906a可以藉能提供低摩擦滑動表面 的金屬材料來設計製作。在此實施例中，滑件906b由黃銅 或其他銅合金所製成’而滑槽906a青銅或其他銅合金所製 成。滑槽906a可以施加潤滑油，使得滑件906b能以更低 的摩擦相對於滑槽906a滑動。此外，剎車臂904a可藉由 較輕的金屬材料所製成，例如鋁、鈦或鎂合金’使得剎車 臂904a既輕強度又高。 23 201111227 ..料9〇6b與滑槽906a在此的功能係提供刹車塾9〇7a • 相對於剎車臂904a平順的（或低摩擦的）滑動。因此，滑 件與滑槽可被其他提供相似功能的機構所替代，上述實施 例中的滑件906b與滑槽906a並非唯一的方式。 由上述本發明實施方式可知，實施例中_車系統能 夠快速的調整剎車力，使得後輪鮮有機會離開地面。當後 輪於地面滑行時，刹車系統就會釋放施於前輪刹車線上的 拉力’使得後輪持續位於地面並減少滑行，但仍然於最短 籲距離内剎車。因為這個特點，短距離内刹車的能力不再取 決於騎士的力量或技巧，騎士犯錯的機會也會降低。 再者貫施例中的刹車系統之設計確保後刹車的功能 正常，即使剎車系統内傳動裝置的零件故障或失去功能。 =外，此刹車系統也有補償澄滑地面的功能，有助於減少 前輪的打滑，例如車輛過彎的溼滑情況。 因此，實施例中的剎車系統是一種動態、可調整、及 時反應的刹車系統，能夠及時補償各種路面的各種狀況。 • 此剎車系統也能夠保護騎士免於剎車過度所造成的負面效 應，例如車輪鎖死、翻車、車輪打滑等。此刹車系統能夠 減少前剎車力到足以讓後輪維持在地面的狀況，並同時維 持足夠的剎車力讓車輛於最短輯内刹車。 雖然本發明已以實施方式揭露如上，然其並非用以限 =本發明，，任何熟習此技藝者，在不脫離本發明之精神和 1巳圍内’當可作各種之更動與潤飾，因此本發明之保護範 圍當視後附之申請專利範圍所界定者為準。 24 201111227 【圖式簡單說明】 為讓本發明之上述和其他目的、特徵、優點與實施 月b更明顯易懂’所附圖式之說明如下： 第1圖係繪示依照本發明一實施方式的一種自行車。 第2圖係繪示依照本發明一實施方式的一種剎車系 第3圖係繪示依照本發明另一實施方式的一種刹車系 第4圖係繪示依照本發明一實施 缸壯J種後朮丨]車器 統If, Figure 5 shows the action of the rear cantilever and the right half of the drive. One end of the solid body is fixed to the brake arm 9〇4a, and the other end is used for (for example, Bowden cable). The core of the brake line 911 passes the VU ancient 1 car mat 9G7a or the slider 9G6b. The brake 9G7a or the slider 906b is connected to the chute 9G6a, and the direction 92Q is substantially parallel before the transmission 906 has been applied (as shown in Fig. 1), the slip (or brake pad a) * will pull the core 9ua To start a front brake j, such as the brakes 1〇6) before Figure 1. When the transmission 906 is acting (as shown in Fig. 12), the slider 9〇6b (or the brake pad 907a) pulls the core 911a to activate a front brake (for example, the brakes 1〇6 before Fig. 1). . When the transmission device 9〇6 is no longer active, 22 201111227 -, the core 911a will pull the slider 906b (or the brake pad 9〇7a) back to the original position (as shown in Fig. 10). In addition, the brake arm 904a can adjust the braking force applied to the rear wheel 905 (applied by the brake pad 9〇7a) by the length of the design, thereby adjusting the pulling force of the core 911a to which the brake wire 911 is applied (by the brake pad 9) 〇7a or slider 906b). Please refer to Fig. 13, which shows a right side perspective view of the cantilever brake and the transmission after Fig. 9, and Fig. 14 shows a front view of the right side of the cantilever/brake and transmission after Fig. 13. . As shown in Fig. 14, the brake pad 907a is fixed to the slider 9〇6b, the chute 906a is fixed to the brake arm 904a, and the slider 906b is slidably coupled to the chute 906a. Therefore, the brake lever 907a can be slidably coupled to the chute 9〇6a. In addition, the pivot hole $(10)~ is pivoted to the pivot 903a on the rear fork 901a (as shown in Fig. 10). As shown in Fig. 13, the chute 9〇6a has two stops (9〇6&1, 906a2) to limit the extension 906b of the slider 9〇, so the slider 906b can only be in the direction 920 Slide back and forth within a limited range. Because of this limitation of the sliding range, the slider 906b does not excessively pull the core 911a of the brake wire 911. The slider 906b and the chute 906a can be designed by a metal material that provides a low friction sliding surface. In this embodiment, the slider 906b is made of brass or other copper alloy and the chute 906a is made of bronze or other copper alloy. The chute 906a can apply lubricating oil so that the slider 906b can slide relative to the chute 906a with lower friction. Further, the brake arm 904a can be made of a lighter metal material such as aluminum, titanium or a magnesium alloy such that the brake arm 904a is both light and high. 23 201111227 .. The function of the 9 〇 6b and the chute 906a here provides a brake 塾 9〇 7a • a smooth (or low friction) slip relative to the brake arm 904a. Therefore, the slider and the chute can be replaced by other mechanisms that provide similar functions, and the slider 906b and the chute 906a in the above embodiment are not unique. It can be seen from the above embodiments of the present invention that the brake system can quickly adjust the braking force in the embodiment, so that the rear wheel has a rare chance to leave the ground. When the rear wheel glides on the ground, the brake system releases the pulling force applied to the front wheel brake line so that the rear wheel stays on the ground and reduces the gliding, but still brakes within the shortest distance. Because of this feature, the ability to brake within a short distance is no longer dependent on the strength or skill of the Cavaliers, and the Cavaliers' chances of making mistakes are reduced. Furthermore, the design of the brake system in the embodiment ensures that the function of the rear brake is normal even if the components of the transmission in the brake system fail or lose function. In addition, this brake system also has the function of compensating for the smooth ground, which helps to reduce the slippage of the front wheels, such as the slippery condition of the vehicle. Therefore, the brake system in the embodiment is a dynamic, adjustable, and time-responsive brake system that can timely compensate various conditions of various road surfaces. • This brake system also protects the rider from the negative effects of over-braking, such as wheel lock, rollover, wheel slip, etc. This brake system reduces the front brake force enough to keep the rear wheels on the ground while maintaining sufficient braking force to brake the vehicle in the shortest series. Although the present invention has been disclosed in the above embodiments, it is not intended to limit the present invention, and any person skilled in the art can make various changes and retouchings without departing from the spirit and scope of the present invention. The scope of the invention is defined by the scope of the appended claims. 24 201111227 [Brief Description of the Drawings] In order to make the above and other objects, features, advantages and embodiments of the present invention more obvious, the description of the drawings is as follows: FIG. 1 is a diagram showing an embodiment of the present invention. a kind of bicycle. FIG. 2 is a view showing a brake system according to an embodiment of the present invention. FIG. 3 is a view showing a brake system according to another embodiment of the present invention.丨] car system
與傳動裝置 種後剎車 第5圖係繪示依照本發明另 器與傳動裝置。 式的一 種後剎車 ^圖鱗示依財發明又-實施 盗與傳動裝置。 1 第7圖係繪示依照本發明再一 器與傳動裝置。 方式的一種後剎車 第7A圖係繪示延第7圖中A-A，之剖面圖 車器ί傳8動圖裝係Γ示依照本發明-實施方柄—種後懸臂刹 右半綠示第8圖之後懸臂刹車器與傳動裝置的 第8Β圖係緣示第8圖之後 現圖。 #車态與傳動裝置的側 第SC圖係緣示第8 ‘車器與傳動裳置的上 25 201111227 視圖 第8D圖係繪示依照本發明另一實施方式的一種後懸 臂剎車器與傳動裝置。 “ 第9圖係繪示依照本發明另一實施方式一 刹車器與傳動裝置。 種後懸臂 視圖 第10圖係繪示第9圖之後懸臂剎車器與傳動f 置的侧 置’其 第11圖係繪示第9圖之後懸臂剎車器與傳動 中後懸臂剎車器處於作動狀態。 、置’ 第12圖係繪示第11圖之後懸臂剎車器 側視圖。 與傳動裴 置的 置的右 第13圖係繪示第9圖之後懸臂剎車器與傳動 半部立體圖。 x 置的 第14圖係繪示第13圖之後懸臂剎車器鱼 右半部的前視圖。 〃動震And Transmissions Rear Brake Figure 5 illustrates the attachment and transmission in accordance with the present invention. A type of rear brake ^ Figure shows the implementation of the stolen and transmission device. 1 Fig. 7 is a diagram showing a further device and transmission in accordance with the present invention. A rear brake of the mode is shown in Fig. 7A, and the cross-sectional view of the car is transmitted in accordance with the present invention - the implementation of the handle - the rear cantilever brake right half green display 8 After the figure, the figure 8 of the cantilever brake and the transmission is shown in FIG. The side of the vehicle state and the transmission of the SC map shows the 8th car and the drive of the upper 25 201111227 view 8D diagram shows a rear cantilever brake and transmission according to another embodiment of the present invention . Fig. 9 is a view showing a brake and a transmission according to another embodiment of the present invention. Fig. 10 is a rear view of the cantilever brake and the side of the transmission after the ninth figure. After the figure 9 is shown, the cantilever brake and the rear rear cantilever brake are in an active state. The 12th figure shows the side view of the cantilever brake after the 11th figure. The figure shows the perspective view of the cantilever brake and the transmission half after Fig. 9. The 14th figure of the figure shows the front view of the right half of the cantilever brake after the 13th figure.
【主要元件符號說明】 100 :自行車 di :長度 101 =車架 d2 :長度 102 :剎車桿 701 :車架 1〇3 :握把 704 .後剎車器 i〇4 :後剎車器 :後輪 =後輪 711 :剎車線 1〇6 :前剎車器 711a :線芯 107 :前輪 711b :端 26 201111227[Main component symbol description] 100: Bicycle di: Length 101 = Frame d2: Length 102: Brake lever 701: Frame 1〇3: Grip 704. Rear brake i〇4: Rear brake: Rear wheel = Rear Wheel 711: brake line 1〇6: front brake 711a: core 107: front wheel 711b: end 26 201111227
150 :傳動裝置 Rt :路徑 R_2 :路徑 202 :剎車桿 203 :剎車線 204 :剎車器 205a :剎車線 205b :剎車線 206a :剎車器 206b :剎車器 250 :傳動裝置 302a :剎車桿 302b :剎車桿 309 :剎車線 309a :剎車線 309b :剎車線 304 :剎車器 306 :剎車器 350 :傳動裝置 401 :車架 404 :後剎車器 405 :後輪 409 :剎車線 411 :剎車線 411b :端 411c :線芯 750 :傳動裝置 752 :支撐架 752a :通孔 752b :滑槽 754 :致動件 756 :復位件 760 _·槓桿 760a :端 760b :端 760c :樞接軸 753 :連接桿 801a :後叉 801b ··後叉 803a :樞軸 803b :樞軸 804 :懸臂剎車器 804a :剎車臂 804b :剎車臂 804c :輔助臂 805 :後輪 805a :輪圈 806a :支撐件 806b :滾輪 806c :樞軸 806d :樞軸 807a ··剎車墊 27 201111227 450 :傳動裝置 807b :剎車墊 452 :支撐架 809 :剎車線 452a :通孔 809a :彈性復位結構 454 :致動件 811 :剎車線 454a :端 811a :線芯 454b :端 820a :方向 456a :復位件 820b :方向 456b :復位件 840a :方向 501 :車架 840b :方向 504 :後剎車器 901a :後叉 505 :後輪 901b :後叉 511 :剎車線 903a :樞軸 511a :線芯 903a!:樞軸孔 511b :端 903b :樞軸 550 :傳動裝置 904 :懸臂剎車器 552 :支撐架 904a :剎車臂 554 :致動件 9〇4b :剎車臂 556 :復位件 905 :後輪 560 :槓桿 906 :傳動裝置 560a :端 906a :滑槽 560b :端 :擋塊 562 :連接桿 906a2 :擋塊 601 :車架 906b :滑件 604 :後剎車器 906b!:延伸件 605 :後輪 907a :剎車墊 611 :剎車線 907b :剎車墊 28 201111227 611a :線芯 909 :剎車線 611b :端 909a :彈性復位結構 650 :傳動裝置 910 : L型架 652 :支撐架 911 :剎車線 652a :通孔 911a :線芯 652b :樞接孔 654 :致動件 656 :復位件 660 :槓桿 660a :端 660b :端 6 6 0 c ·框接孔 653 :連接桿 920 :方向 29150: transmission Rt: path R_2: path 202: brake lever 203: brake line 204: brake 205a: brake line 205b: brake line 206a: brake 206b: brake 250: transmission 302a: brake lever 302b: brake lever 309: brake line 309a: brake line 309b: brake line 304: brake 306: brake 350: transmission 401: frame 404: rear brake 405: rear wheel 409: brake line 411: brake line 411b: end 411c: Core 750: Transmission 752: Support frame 752a: Through hole 752b: Chute 754: Actuator 756: Reset member 760 _·Leverage 760a: End 760b: End 760c: Pivot shaft 753: Connecting rod 801a: Rear fork 801b ··Back fork 803a : Pivot 803b : Pivot 804 : Cantilever brake 804a : Brake arm 804b : Brake arm 804c : Auxiliary arm 805 : Rear wheel 805a : Rib 806a : Support 806b : Roller 806c : Pivot 806d : Pivot 807a · Brake pad 27 201111227 450 : Transmission 807b : Brake pad 452 : Support frame 809 : Brake wire 452a : Through hole 809a : Elastic reset structure 454 : Actuator 811 : Brake wire 454a : End 811a : Line Core 454b: end 820a: direction 456a: reset member 820b: direction 456b: Reset member 840a: direction 501: frame 840b: direction 504: rear brake 901a: rear fork 505: rear wheel 901b: rear fork 511: brake wire 903a: pivot 511a: core 903a!: pivot hole 511b: end 903b: Pivot 550: Transmission 904: Cantilever brake 552: Support frame 904a: Brake arm 554: Actuator 9〇4b: Brake arm 556: Reset member 905: Rear wheel 560: Lever 906: Transmission 560a: End 906a: chute 560b: end: stopper 562: connecting rod 906a2: stopper 601: frame 906b: slider 604: rear brake 906b!: extension 605: rear wheel 907a: brake pad 611: brake wire 907b: Brake pad 28 201111227 611a: core 909: brake wire 611b: end 909a: elastic return structure 650: transmission 910: L-frame 652: support frame 911: brake wire 652a: through hole 911a: core 652b: pivot hole 654: Actuator 656: Reset member 660: Lever 660a: End 660b: End 6 6 0 c · Frame hole 653: Connecting rod 920: Direction 29