201135096 六、發明說明： 【發明所屬之技術領域】 本發明是有關於一種連動煞車系統，特別是有關於一 種可讓操作者選擇控制連動煞車功能之連動煞車系統。 【先前技術】 請參閱第1圖，一種習知之連動煞車系統1主要包括 有一第一煞車總泵11、一第二煞車總泵12、一第一煞車卡 鉗21、一第二煞車卡鉗22、一第一油管31、一第二油管 32及一第三油管33。 第一煞車卡鉗21係為一雙迴路煞車卡鉗，並且具有一 第一煞車迴路21a及一第二煞車迴路21b。 第二煞車卡鉗22係為一單迴路煞車卡鉗。 第一油管31是連通於第一煞車卡鉗21之第一煞車迴 路21a與第二煞車卡鉗22之間。 第二油管32是連通於第一煞車總泵11與第一油管31 之間。 第三油管33是連通於第二煞車總泵12與第一煞車卡 鉗21之第二煞車迴路21b之間。 當連動煞車系統1被應用於一機車中時，第一煞車卡 鉗21是套設於一前輪之一煞車碟盤（未顯示）上，而第二煞 車卡鉗22則是套設於一後輪之一煞車碟盤（未顯示）上。 此外，第一煞車總泵11、第二煞車總泵12、第一煞車 卡鉗21、第二煞車卡鉗22、第一油管31、第二油管32及 第三油管33皆容納有煞車油（未顯示）。 4 201135096 當第二煞車總泵12運作而產生煞車油壓時，煞車油（煞 車油壓）會經由第三油管33流至（傳遞至）第一煞車卡鉗21 之第二煞車迴路21b。此時，第一煞車卡鉗21即可夾住前 輪之煞車碟盤，因而可達成對前輪煞車之效果。 當第一煞車總泵11運作而產生煞車油壓時，煞車油（煞 車油壓）會依序經由第二油管32及第一油管31分別流至 (傳遞至）第一煞車卡鉗21之第一煞車迴路21a及第二煞車 卡鉗22。此時，第一煞車卡鉗21及第二煞車卡鉗22即可 • 分別夾住前輪之煞車碟盤及後輪之煞車碟盤，因而可達成 同時對前輪及後輪煞車之效果。亦即，連動煞車系統1可 藉由第一煞車總泵11之運作來達成連動煞車之效果。 如上所述，當機車行駛於一般路面上時，連動煞車系 統1可提供較安全穩定之煞車性能。然而，當機車行駛於 濕滑路面上或機車進行競技賽時，對前輪煞車常會導致機 車滑倒之情形。換句話說，當機車行駛於濕滑路面上或機 車進行競技賽時，以第一煞車總泵11來對同時對前輪及後 • 輪進行連動煞車常會導致機車滑倒之情形。 【發明内容】 本發明基本上採用如下所詳述之特徵以為了要解決上 述之問題。 本發明之一實施例提供一種連動煞車系統，其包括一 第一煞車總泵；一第二煞車總泵；一第一煞車裝置，具有 一第一煞車迴路及一第二煞車迴路；一第二煞車裝置；一 第一油管，連通於該第一煞車裝置之該第一煞車迴路與該 201135096 第二煞車裝置之間；一第二油管，連通於該第一煞車總泵 與該第一油管之間；一第三油管，連通於該第二煞車總泵 與該第一煞車裝置之該第二煞車迴路之間；以及一切換裝 置，連接於該第一油管，並且設置於該第二油管與該第一 煞車裝置之該第一煞車迴路之間，其中，當該切換裝置處 於一第一運作模式時，該第一煞車總泵與該第一煞車裝置 之該第一煞車迴路之間係呈現導通之狀態，以及當該切換 裝置處於一第二運作模式時，該第一煞車總泵與該第一煞 車裝置之該第一煞車迴路之間係呈現斷開之狀態。 根據上述之實施例，該切換裝置係為一常開型電磁閥。 根據上述之實施例，該切換裝置係為一兩口兩位電磁 閥。 根據上述之實施例，該第一煞車裝置係為一雙迴路煞 車卡甜。 根據上述之實施例，該第二煞車裝置係為一單迴路煞 車卡钳。 本發明之另一實施例提供一種連動煞車系統，其包括 一第一煞車總泵；一第二煞車總泵；一第一煞車裝置，具 有一第一煞車迴路及一第二煞車迴路；一第二煞車裝置； 一第一油管，連通於該第一煞車裝置之該第一煞車迴路與 該第二煞車裝置之間；一第二油管，連通於該第一煞車總 泵與該第一油管之間；一第三油管，連通於該第二煞車總 泵與該第一煞車裝置之該第二煞車迴路之間；一切換裝 置，連接於該第一油管，並且設置於該第二油管與該第一 煞車裝置之該第一煞車迴路之間；以及一第四油管，連通 201135096 於該切換裝置與該第三油管之間，其中，當該切換裝置處 於一第一運作模式時，該第一煞車總泵與該第一煞車裝置 之該第一煞車迴路之間係呈現導通之狀態以及該第二煞車 總泵與該第一煞車裝置之該第一煞車迴路之間係呈現斷開 之狀態，以及當該切換裝置處於一第二運作模式時，該第 一煞車總泵與該第一煞車裝置之該第一煞車迴路之間係呈 現斷開之狀態以及該第二煞車總泵與該第一煞車裝置之該 第一煞車迴路之間係呈現導通之狀態。 • 根據上述之實施例，該切換裝置係為一三口兩位電磁 閥。 根據上述之實施例，該第一煞車裝置係為一雙迴路煞 車卡鉗。 根據上述之實施例，該第二煞車裝置係為一單迴路煞 車卡钳。 為使本發明之上述目的、特徵和優點能更明顯易懂， 下文特舉較佳實施例並配合所附圖式做詳細說明。 • 【實施方式】 茲配合圖式說明本發明之較佳實施例。 第一實施例 請參閱第2A圖及第2B圖，本實施例之連動煞車系統 100可以應用於一機車之中，並且其主要包括有一第一煞 車總泵111、一第二煞車總泵112、一第一煞車裝置121、 一第二煞車裝置122、一第一油管131、一第二油管132、 一第三油管133及一切換裝置140。 201135096 ⑵可以 後輪之一 可以分別套設 之-煞車碟盤201135096 VI. Description of the Invention: [Technical Field] The present invention relates to a linked brake system, and more particularly to a linked brake system that allows an operator to select and control a linked brake function. [Prior Art] Referring to FIG. 1 , a conventional linkage brake system 1 mainly includes a first brake master cylinder 11 , a second brake master cylinder 12 , a first brake caliper 21 , a second brake caliper 22 , and a first brake brake caliper 12 . The first oil pipe 31, the second oil pipe 32 and the third oil pipe 33. The first brake caliper 21 is a double circuit brake caliper and has a first brake circuit 21a and a second brake circuit 21b. The second brake caliper 22 is a single circuit brake caliper. The first oil pipe 31 is connected between the first brake circuit 21a and the second brake caliper 22 of the first brake caliper 21. The second oil pipe 32 is connected between the first brake master cylinder 11 and the first oil pipe 31. The third oil pipe 33 is connected between the second brake main pump 12 and the second brake circuit 21b of the first brake caliper 21. When the linked brake system 1 is applied to a locomotive, the first brake caliper 21 is sleeved on one of the front wheels (not shown), and the second brake caliper 22 is sleeved on a rear wheel. A car disc (not shown). In addition, the first brake master cylinder 11, the second brake master cylinder 12, the first brake caliper 21, the second brake caliper 22, the first oil pipe 31, the second oil pipe 32, and the third oil pipe 33 all contain brake oil (not shown) ). 4 201135096 When the second brake master cylinder 12 is operated to generate the brake oil pressure, the brake oil (the brake oil pressure) flows to the second brake circuit 21b of the first brake caliper 21 via the third oil pipe 33. At this time, the first brake caliper 21 can grip the brake disc of the front wheel, so that the effect of the front wheel brake can be achieved. When the first brake master cylinder 11 is operated to generate the brake oil pressure, the brake oil (the brake oil pressure) flows to the first brake caliper 21 through the second oil pipe 32 and the first oil pipe 31, respectively. The brake circuit 21a and the second brake caliper 22. At this time, the first brake caliper 21 and the second brake caliper 22 can be used to clamp the brake discs of the front wheels and the brake discs of the rear wheels, respectively, so that the effects of the front and rear wheels can be achieved at the same time. That is, the interlocking brake system 1 can achieve the effect of the interlocking brake by the operation of the first brake master cylinder 11. As described above, when the locomotive is traveling on a general road surface, the linked brake system 1 can provide safe and stable braking performance. However, when the locomotive is driving on a slippery road or the locomotive is playing a competitive game, the front wheel brake often causes the locomotive to slip. In other words, when the locomotive is running on a slippery road or the locomotive is playing a competitive game, the simultaneous braking of the front and rear wheels by the first brake master cylinder 11 often causes the locomotive to slip. SUMMARY OF THE INVENTION The present invention basically employs the features detailed below in order to solve the above problems. An embodiment of the present invention provides a linked brake system including a first brake master cylinder; a second brake master cylinder; a first brake device having a first brake circuit and a second brake circuit; a brake device; a first oil pipe connected between the first brake circuit of the first brake device and the second brake device of the 201135096; a second oil pipe connected to the first brake main pump and the first oil pipe a third oil pipe connected between the second brake master cylinder and the second brake circuit of the first brake device; and a switching device coupled to the first oil pipe and disposed on the second oil pipe Between the first brake circuit of the first brake device, wherein when the switching device is in a first operation mode, the first brake master cylinder and the first brake circuit of the first brake device are presented a state of being turned on, and when the switching device is in a second mode of operation, the first brake master cylinder and the first brake circuit of the first brake device are in a disconnected state. According to the above embodiment, the switching device is a normally open solenoid valve. According to the above embodiment, the switching device is a two-position two-position solenoid valve. According to the above embodiment, the first brake device is a double circuit brake. According to the above embodiment, the second brake device is a single circuit brake caliper. Another embodiment of the present invention provides a linked brake system including a first brake master cylinder; a second brake master cylinder; a first brake device having a first brake circuit and a second brake circuit; a first oil pipe connected between the first brake circuit of the first brake device and the second brake device; a second oil pipe connected to the first brake main pump and the first oil pipe a third oil pipe connected between the second brake master cylinder and the second brake circuit of the first brake device; a switching device connected to the first oil pipe and disposed on the second oil pipe and the Between the first brake circuit of the first brake device; and a fourth oil pipe connecting 201135096 between the switching device and the third oil pipe, wherein when the switching device is in a first operation mode, the first a state in which the brake master cylinder and the first brake circuit of the first brake device are in a state of being turned on, and a state in which the second brake master cylinder and the first brake circuit of the first brake device are disconnected And when the switching device is in a second mode of operation, the first brake master cylinder and the first brake circuit of the first brake device are in a disconnected state and the second brake master cylinder and the first The first brake circuit of the brake device is in a conducting state. • According to the above embodiment, the switching device is a three-position two-position solenoid valve. According to the above embodiment, the first brake device is a double circuit brake caliper. According to the above embodiment, the second brake device is a single circuit brake caliper. The above described objects, features and advantages of the present invention will become more apparent from the description of the appended claims. • [Embodiment] A preferred embodiment of the present invention will be described with reference to the drawings. The first embodiment of the present invention can be applied to a locomotive, and includes a first brake master cylinder 111 and a second brake master cylinder 112. A first brake device 121, a second brake device 122, a first oil pipe 131, a second oil pipe 132, a third oil pipe 133 and a switching device 140. 201135096 (2) One of the rear wheels can be separately set up - the car disc
第一油管131是連通於第一煞車裝置 第一煞車裝置121及第二煞車裴置 於一前輪之一煞車碟盤（未顯示）上及一 (未顯示）上。 在，·上 卡鉗之子 車迴路 式。 之第一煞車 迴路121a與第二煞車裝置122之間。 … 第二油管132是連通於第一煞車總泵ln與第一油管 131 之間。 、/ e 第三油管133是連通於第二煞車總泵112與第一煞車 裝置121之第二煞車迴路i21b之間。 切換裝置140是連接於第一油管131，並且切換裝置 ^40疋设置於第二油管〗32與第一煞車裝置丨21之第一煞 車迴路121a之間。在本實施例之中，切換裝置14〇乃是一 常開型電磁閥（或一兩口兩位電磁閥）之形式。在此，第一 煞車總泵111可以經由切換裝置14〇來選擇性地連通於第 一煞車裝置121之第一煞車迴路i2ia。 特別的是，本貫施例之切換裝置14〇可由一操作者控 制而在一第一運作模式與一第二運作模式之間切換運作。 更具體而δ，當切換裝置140處於第一運作模式時，如第 2Α圖所示，第一煞車總泵lu與第一煞車裝置121之第一 煞車迴路121a之間係呈現導通之狀態。在另一方面，當切 換裝置140處於第二運作模式時，如第2B圖所示，第一煞 201135096 車總泵111與第一煞車裝置121之第一煞車迴路1213之間 係呈現斷開之狀態。 此外，第一煞車總泵1U、第二煞車總泵112、第一煞 車装置121、第二煞車裝置122、第一油管131、第二油管 132及第三油管133皆容納有煞車油（未顯示）。 當第二煞車總泵U2運作而產生煞車油壓時，煞車油 (煞車油壓）會經由第三油管133流至（傳遞至）第一煞車裝置 121之第二煞車迴路121b。此時，第一煞車裝置I]〗即可 夾住前輪之煞車碟盤，因而可達成對前輪煞車之效果。 如第2A圖所示，在切換裝置14〇處於第一運作模式 下（亦即，在第一煞車總泵111與第一煞車裝置121之第一 煞車迴路121a之間係纽導通之㈣下），#第—煞車總 泵111運作而產生煞車油壓時，煞車油（煞車油壓）會依序 、毛由第一油官132及第一油管131分別流至(傳遞至)第一 煞車裝置121之第一煞車迴路121&及第二煞車裝置122。 此^ ’第-煞車裝置121及第二煞車裝置122即可分別夹 j前輪之煞車碟盤及後輪之煞車碟盤，因而可達成同時 讀及後輪煞車之效杲。亦即，連動煞車系統刚可藉由 第一煞車總泵ill之運作來達成連動煞車之效果。9 如第2B圖所示’在切換裝置14〇處於第二運作模式 (亦即’在第一煞車總泵1 1 1與第一煞車裝置121之第一煞 車迴路121a之間係呈現斷開之狀態下），#第—煞車總^ HI運作而產生煞車油塵時’煞車油（煞車油壓）會依序^由 第二油管132及第-油管131而僅能流至(傳遞至）第二敦 車裝置122。此時，第二煞車裝置122即可夾住後輪之= 9 201135096 車碟盤，而第一煞車裝置121不會進行作動。 、如上所述，由於切換裝置14G可由操作者控制 -運作模式與第二運作模式之間切換運作，故操作 據實際路面狀況或應用需求來決定是否讓、斂=根 供連動煞車之功能。因此，連動煞車系統; 有效提升機車行駛時之安全性。 第二實施例 在本實施例中，與第一實施例相同 同之符號。 ①件叫不以相 請參閱第3A圖及第3B圖，本實施例之 _，可以應用於-機車之中，並且其主要包括有H 車總泵111、一第二煞車總泵112、一 第一…、 一第二煞車裝置122、一第—油管131、一第'二;二12卜 -第三油管⑶、一第四油管! 34及一切換裝:：，1。32、 同樣地，第一煞車裝置121及第二煞車裝置 分別套設於一前輪之一煞車碟盤（未 、 可以 煞車碟盤（未㈣）上。 味和）上及—後輪之- 在本實施例之中，第一煞車裝置 卡钳之形式，並且其具有-第-煞車=煞^ 車迴路121b。第二煞車裝置122是〜M、 弟一煞 式。 早迴路煞車卡鉗之形 切換裝置140’是連接於第一油管 140,是設置於第二油管132與第〜煞車 i且切換襄置 車迴路121 a之間。在本實施例之中 之第一煞 三口兩位電磁狀H 吨UUG乃是一 201135096 第四油管134是連通於切換裝置140’與第三油管133 之間。更詳細的來說，第二煞車總泵112可以經由切換裝 置140’來選擇性地連通於第一煞車裝置121之第一煞車迴 路 121a。 特別的是，本實施例之切換裝置140’亦可由一操作者 控制而在一第一運作模式與一第二運作模式之間切換運 作。更具體而言，當切換裝置140’處於第一運作模式時， 如第3A圖所示，第一煞車總泵111與第一煞車裝置121 • 之第一煞車迴路121a之間係呈現導通之狀態以及第二煞 車總泵112與第一煞車裝置121之第一煞車迴路121a之間 係呈現斷開之狀態。在另一方面，當切換裝置140’處於第 二運作模式時，如第3B圖所示，第一煞車總泵111與第一 煞車裝置121之第一煞車迴路121a之間係呈現斷開之狀態 以及第二煞車總泵112與第一煞車裝置121之第一煞車迴 路121a之間係呈現導通之狀態。 至於本實施例之其他元件構造、特徵或運作方式均與 • 第一實施例相同，故為了使本案之說明書内容能更清晰易 懂起見，在此省略其重複之說明。 如第3A圖所示，在切換裝置140’處於第一運作模式 下（亦即，在第一煞車總泵111與第一煞車裝置121之第一 煞車迴路121a之間係呈現導通之狀態以及第二煞車總泵 112與第一煞車裝置121之第一煞車迴路121a之間係呈現 斷開之狀態下），當第一煞車總泵111運作而產生煞車油壓 時，煞車油（煞車油壓）會依序經由第二油管132及第一油 管131分別流至（傳遞至）第一煞車裝置121之第一煞車迴 11 201135096 路121a及第二煞車裝置122。此時，第一煞車裝置121及 第二煞車裝置122即可分別夾住前輪之煞車碟盤及後輪之 煞車碟盤，因而可達成同時對前輪及後輪煞車之效果。亦 即，連動煞車系統100’可藉由第一煞車總泵111之運作來 達成連動煞車之效果。同時，在切換裝置140’處於第一運 作模式下，當第二煞車總泵112運作而產生煞車油壓時， 煞車油（煞車油壓）只會經由第三油管133流至（傳遞至）第一 煞車裝置121之第二煞車迴路121b。此時，第一煞車裝置 121即可夾住前輪之煞車碟盤，因而可達成對前輪煞車之 馨 效果。 如第3B圖所示，在切換裝置140’處於第二運作模式 下（亦即，在第一煞車總泵111與第一煞車裝置121之第一 煞車迴路121a之間係呈現斷開之狀態以及第二煞車總泵 112與第一煞車裝置121之第一煞車迴路121a之間係呈現 導通之狀態下），當第一煞車總泵111運作而產生煞車油壓 時，煞車油（煞車油壓）會依序經由第二油管132及第一油 管131而僅能流至（傳遞至）第二煞車裝置122。此時，第二 鲁 煞車裝置122即可夾住後輪之煞車碟盤，而第一煞車裝置 121不會進行作動。同時，在切換裝置140’處於第二運作 模式下，當第二煞車總泵112運作而產生煞車油壓時，煞 車油（煞車油壓）會同時經由第三油管133、第四油管134、 切換裝置140’及第一油管131流至（傳遞至）第一煞車裝置 121之第一煞車迴路121a及第二煞車迴路121b。此時，第 一煞車裝置121即可夾住前輪之煞車碟盤，因而可達成對 前輪加強煞車之效果。 12 201135096 如上所述，由於切換裝置140’可由操作者控制而在第 一運作模式與第二運作模式之間切換運作，故操作者可根 據實際路面狀況或應用需求來決定是否讓連動煞車系統 100’提供連動煞車之功能。因此，連動煞車系統100’可以 有效提升機車行駛時之安全性。 雖然本發明已以較佳實施例揭露於上，然其並非用以 限定本發明，任何熟習此項技藝者，在不脫離本發明之精 神和範圍内，當可作些許之更動與潤飾，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。The first oil pipe 131 is connected to the first brake device 121 and the second brake device 121 is disposed on a brake disc (not shown) of a front wheel and a (not shown). On, on the upper caliper, the car circuit type. The first brake circuit 121a is connected to the second brake device 122. The second oil pipe 132 is connected between the first brake master cylinder ln and the first oil pipe 131. The / e third oil pipe 133 is connected between the second brake master cylinder 112 and the second brake circuit i21b of the first brake device 121. The switching device 140 is connected to the first oil pipe 131, and the switching device is disposed between the second oil pipe 32 and the first brake circuit 121a of the first brake device 21 . In the present embodiment, the switching device 14 is in the form of a normally open solenoid valve (or a two-port two-position solenoid valve). Here, the first brake master cylinder 111 can selectively communicate with the first brake circuit i2ia of the first brake device 121 via the switching device 14A. In particular, the switching device 14 of the present embodiment can be controlled by an operator to switch between a first mode of operation and a second mode of operation. More specifically, δ, when the switching device 140 is in the first mode of operation, as shown in Fig. 2, the first brake master cylinder lu and the first brake circuit 121a of the first brake device 121 are in a conducting state. On the other hand, when the switching device 140 is in the second operation mode, as shown in FIG. 2B, the first 煞201135096 car master pump 111 and the first braking circuit 1213 of the first braking device 121 are disconnected. status. In addition, the first brake master cylinder 1U, the second brake master cylinder 112, the first brake device 121, the second brake device 122, the first oil pipe 131, the second oil pipe 132, and the third oil pipe 133 all contain brake oil (not shown) ). When the second brake master cylinder U2 is operated to generate the brake oil pressure, the brake oil (loading oil pressure) flows to the second brake circuit 121b of the first brake device 121 via the third oil pipe 133. At this time, the first brake device I] can grip the brake disc of the front wheel, so that the effect of the front wheel brake can be achieved. As shown in FIG. 2A, after the switching device 14 is in the first mode of operation (that is, under the relationship between the first brake master cylinder 111 and the first brake circuit 121a of the first brake device 121). When the #第-煞车总泵111 is operated and the brake oil pressure is generated, the brake oil (the brake oil pressure) will flow to (transfer to) the first brake device by the first oil officer 132 and the first oil pipe 131, respectively. 121 first brake circuit 121 & and second brake device 122. The second brake device 121 and the second brake device 122 can respectively clamp the brake discs of the front wheels and the brake discs of the rear wheels, thereby achieving the effects of simultaneous reading and rear wheel braking. That is to say, the interlocking brake system can just achieve the effect of the interlocking brake by the operation of the first brake master cylinder ill. 9 as shown in FIG. 2B, 'the switching device 14 is in the second mode of operation (ie, 'the first brake master cylinder 1 1 1 is disconnected from the first brake circuit 121a of the first brake device 121) Under the state), #第—煞车总^ HI operates when the brake oil dust is generated, 'the brake oil (the brake oil pressure) will be flown to the second oil pipe 132 and the first oil pipe 131 in order to pass (to) Er Dun car unit 122. At this time, the second brake device 122 can clamp the rear wheel = 9 201135096 car disc, and the first brake device 121 does not operate. As described above, since the switching device 14G can be controlled by the operator - the operation mode is switched between the operation mode and the second operation mode, the operation determines whether to allow or restrict the function of the linked vehicle according to the actual road surface condition or application demand. Therefore, the brake system is linked; the safety of the locomotive is effectively improved. SECOND EMBODIMENT In this embodiment, the same reference numerals are used as in the first embodiment. 1 piece can be referred to as FIG. 3A and FIG. 3B, and the present embodiment can be applied to a locomotive, and mainly includes an H car master cylinder 111, a second brake master cylinder 112, and a First..., a second brake device 122, a first oil pipe 131, a second 'two; two 12 b-third oil pipe (3), a fourth oil pipe! 34 and a switching device::, 1.32, the same The first brake device 121 and the second brake device are respectively sleeved on one of the front wheels of the brake disc (not, the brake disc (not (4)). The taste and the upper and the rear wheel - in the embodiment The first brake device is in the form of a caliper, and it has a -th-car = 煞^ car circuit 121b. The second brake device 122 is a type of 〜M, 弟一。. The early circuit brake caliper shape switching device 140' is connected to the first oil pipe 140 and is disposed between the second oil pipe 132 and the first brake car i and switches between the brake car circuits 121a. In the present embodiment, the first three-port two-electromagnetic H-ton UUG is a 201135096 fourth oil pipe 134 which is connected between the switching device 140' and the third oil pipe 133. In more detail, the second brake master cylinder 112 can be selectively coupled to the first brake return passage 121a of the first brake device 121 via the switching device 140'. In particular, the switching device 140' of the present embodiment can also be controlled by an operator to switch between a first mode of operation and a second mode of operation. More specifically, when the switching device 140' is in the first operation mode, as shown in FIG. 3A, the first brake master cylinder 111 and the first brake circuit 121a of the first brake device 121 are in a conductive state. And a state in which the second brake master cylinder 112 and the first brake circuit 121a of the first brake device 121 are disconnected. On the other hand, when the switching device 140' is in the second operation mode, as shown in FIG. 3B, the first brake master cylinder 111 and the first brake circuit 121a of the first brake device 121 are disconnected. And a state in which the second brake master cylinder 112 and the first brake circuit 121a of the first brake device 121 are in conduction. The other components of the present embodiment are the same as those of the first embodiment, and therefore, in order to make the contents of the present specification clearer and easier to understand, the repeated description thereof will be omitted. As shown in FIG. 3A, the switching device 140' is in the first mode of operation (that is, the state in which the first brake master cylinder 111 and the first brake circuit 121a of the first brake device 121 are conductive) and When the second brake master cylinder 112 and the first brake circuit 121a of the first brake device 121 are disconnected, when the first brake master cylinder 111 is operated to generate the brake oil pressure, the brake oil (loading oil pressure) The second oil pipe 132 and the first oil pipe 131 are sequentially flowed (transmitted) to the first brake return 11 201135096 road 121 a and the second brake device 122 of the first brake device 121 . At this time, the first brake device 121 and the second brake device 122 can respectively clamp the brake disc of the front wheel and the brake disc of the rear wheel, thereby achieving the effect of simultaneously braking the front wheel and the rear wheel. That is, the interlocking brake system 100' can achieve the effect of the interlocking brake by the operation of the first brake master cylinder 111. At the same time, when the switching device 140' is in the first operation mode, when the second brake master cylinder 112 operates to generate the brake oil pressure, the brake oil (the brake oil pressure) only flows to the third fuel pipe 133 (transmitted to) A second brake circuit 121b of the brake device 121. At this time, the first brake device 121 can grip the brake disc of the front wheel, so that the effect of the front wheel brake can be achieved. As shown in FIG. 3B, the switching device 140' is in the second mode of operation (ie, the state between the first brake master cylinder 111 and the first brake circuit 121a of the first brake device 121 is disconnected and When the second brake master cylinder 112 and the first brake circuit 121a of the first brake device 121 are in a conducting state, when the first brake master cylinder 111 is operated to generate the brake oil pressure, the brake oil (loading oil pressure) The second brake device 122 can only be flown (transmitted) to the second brake pipe 122 via the second oil pipe 132 and the first oil pipe 131. At this time, the second brake device 122 can clamp the brake disc of the rear wheel, and the first brake device 121 does not operate. At the same time, when the switching device 140' is in the second operation mode, when the second brake master cylinder 112 is operated to generate the brake oil pressure, the brake oil (the brake oil pressure) is simultaneously switched via the third oil pipe 133 and the fourth oil pipe 134. The device 140' and the first oil pipe 131 flow (transfer) to the first brake circuit 121a and the second brake circuit 121b of the first brake device 121. At this time, the first brake device 121 can grip the brake disc of the front wheel, so that the effect of strengthening the brake on the front wheel can be achieved. 12 201135096 As described above, since the switching device 140' can be switched between the first operating mode and the second operating mode by the operator, the operator can decide whether to let the linked braking system 100 be based on actual road conditions or application requirements. 'Provides the function of interlocking brakes. Therefore, the interlocking braking system 100' can effectively improve the safety of the locomotive while driving. Although the present invention has been disclosed in its preferred embodiments, it is not intended to limit the present invention, and it is possible to make some modifications and refinements 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.
13 201135096 【圖式簡單說明】 第1圖係顯示一種習知之連動煞車系統之平面示意 圖； 第2A圖係顯示本發明之第一實施例之連動煞車系統 於一種運作狀態下之平面示意圖； 第2B圖係顯示本發明之第一實施例之連動煞車系統 於另一種運作狀態下之平面示意圖； 第3A圖係顯示本發明之第二實施例之連動煞車系統 於一種運作狀態下之平面示意圖；以及 第3B圖係顯示本發明之第二實施例之連動煞車系統 於另一種運作狀態下之平面示意圖。 【主要元件符號說明】 I、 100、100’〜連動煞車系統 II、 111〜第一煞車總泵 12、112〜第二煞車總泵 21〜第一煞車卡鉗 21a、121a〜第一煞車迴路 21b、121b〜第二煞車迴路 22〜第二煞車卡鉗 121〜第一煞車裝置 122〜第二煞車裝置 31、 131〜第一油管 32、 132〜第二油管 201135096 33、133〜第三油管 134〜第四油管 140、140’〜切換裝置13 201135096 [Simplified description of the drawings] Fig. 1 is a plan view showing a conventional interlocking brake system; Fig. 2A is a plan view showing the interlocking brake system of the first embodiment of the present invention in an operational state; Figure 3 is a plan view showing the interlocking brake system of the first embodiment of the present invention in another operating state; Figure 3A is a plan view showing the interlocking brake system of the second embodiment of the present invention in an operational state; Fig. 3B is a plan view showing the interlocking brake system of the second embodiment of the present invention in another operational state. [Description of main component symbols] I, 100, 100'~ linkage brake system II, 111~ first brake master cylinder 12, 112 to second brake master cylinder 21 to first brake calipers 21a, 121a to first brake circuit 21b, 121b to the second brake circuit 22 to the second brake caliper 121 to the first brake device 122 to the second brake device 31, 131 to the first oil pipe 32, 132 to the second oil pipe 201135096 33, 133 to the third oil pipe 134 to the fourth Oil pipe 140, 140'~ switching device
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