201210885 六、發明說明： 【發明所屬之，技術領域】 本發明是有關於-種連動煞車 種可使煞車操作干擾降低特別-有關於- 【先前技術】 請參閱第1圖，一種習知之連動煞車 有一連動控制閥10、一第一教車 ’、势 要^括 1 一第-煞車總果22及-第二煞車裝置32。 ^參閱第2A圖及第四圖，連動控 二油口】U、一第二進油口 Ub、一出油口 12、：第： 油至13a、一第二油室13b、_ 一筮一弟一油至】3c、一柱塞14、 '令&、一第二油封l5b、一單向皮碗16另r 縮彈簧17。 早门皮她16及-壓 進油口 Ua、第二進油口 m、出油口 — 油至13a、第二油室13b及第三 六 弟 顯示）。第一由官n B / 白今納有煞車油（未 第油至i3a疋連通於第一進油口 u =疋卿性地連通於第—進油DUa與出油⑼之間, 第一油至13c是連通於第二進油口 Ub。 柱塞14是以移動之方式設置於第 室13b及第三油室13c之中。 弟一油 第一油封15a是套設於柱塞14之上，並且第一㈣ 15a是抵接於第-、，由玄 ’封 按、第一油至13b之一内壁13b，與柱塞Μ之間。 第二油封15b是套設於柱塞14之上，並且第二油 是抵接於第三油室13c之一内壁…，與柱塞i4之間。 201210885 15a與第二油 在此，第三油室13c乃是被界定於第一油 封15b之間。 :向皮碗16是套設於柱塞14之上，並且單向皮碗Μ 疋連接於柱塞14 ’因而可隨著柱塞14移動。此外，單向 皮碗16是抵接於第二油室说之内f说,與柱塞μ之 間。在此，f二油t 13b 3是被界定於第一油封…盘單 向皮碗之間。特別的是，根據單向皮錢之設置方向，201210885 VI. Description of the Invention: [Technical Field] The present invention relates to a kind of interlocking vehicle type, which can reduce the disturbance of braking operation. - Related Art - Please refer to FIG. 1 , a conventional linkage brake There is a linkage control valve 10, a first teaching vehicle', a power supply, a first-to-the-car total fruit 22, and a second braking device 32. ^ Refer to Figure 2A and Figure 4, connected to the two oil ports U, a second oil inlet Ub, an oil outlet 12,:: oil to 13a, a second oil chamber 13b, _ one The brothers are oiled to 3c, a plunger 14, 'letter &, a second oil seal l5b, a one-way cup 16 and another r-shrink spring 17. Early door skin her 16 and - pressure inlet port Ua, second inlet port m, oil outlet - oil to 13a, second oil chamber 13b and third six brothers show). The first by the official n B / Bai Jinna has brake oil (not the first oil to i3a 疋 connected to the first oil inlet u = 疋 性 性 连通 连通 第 第 第 — — — , , , , , , , , , , , , , , 13c is connected to the second oil inlet Ub. The plunger 14 is disposed in the first chamber 13b and the third oil chamber 13c in a moving manner. The first oil seal 15a is sleeved on the plunger 14. And the first (four) 15a is abutted on the first, and is sealed by the black, the first oil to the inner wall 13b of the 13b, and the plunger 。. The second oil seal 15b is sleeved on the plunger 14 And the second oil is abutted between one of the inner walls of the third oil chamber 13c, and the plunger i4. 201210885 15a and the second oil here, the third oil chamber 13c is defined by the first oil seal 15b Between: The cup 16 is sleeved over the plunger 14, and the unidirectional cup Μ is connected to the plunger 14' so as to be movable with the plunger 14. Further, the unidirectional cup 16 is abutted The second oil chamber is said to be between the plunger and the plunger μ. Here, the f oil t 13b 3 is defined between the first oil seal ... between the unidirectional cups. In particular, according to the unidirectional skin The direction of the money,
煞車油僅能經由單向皮碗16從第—油室13a流至第二油室 说，而無法經由單向皮碗16從第二油室⑽流 室 13a。 蓝壓日縮彈“ 17疋5又置於第二油冑13b之中’並且i縮彈 簧P是連接於第二油室13b之内壁13b，與柱塞14之間， 其可用來抵推定位柱塞…換句話說，柱塞14在常態未 作動時可以藉由壓縮彈簧17之抵推而被定位於連動控制 閥10内之一側。 如第1圖所示，弟一煞車總泵21是連通於連動控制閥 10之第一進油口 11 a。 第一煞車裝置31是連通於連動控制閥1〇之出油口 12。在此，第一煞車裝置31可以是一煞車卡鉗之型式。 第二煞車總泵22是連通於連動控制閥1〇之第二進油 口 lib。 4 ★第二煞車裝置32是連通於第二煞車總泵22。在此， 第二煞車裝置32亦可以是一煞車卡鉗之型式。 田以第二煞車總泵22建立煞車油壓時，煞車油會傳遞 至第二煞車裝置32，以驅使第二煞車裝置32作動產生煞 201210885 車效果。同時’煞車油亦會經由第二進油口 lib傳遞至連 動控制閥10之第三油室13e，因而（向右)推動柱塞移 t如第2B圖所示。此時，第二油室13b内之煞車油會因 14之（向右）移動而經由出油口 12流向第一敘 3卜=而驅使第-煞車裝置31作動產生煞車效果j = Γ第二煞車駭22建立煞車油_，連動煞車系統 1即可產生連動煞車之效果。 I势在另—方面，當以第—煞車總果21建立煞車油壓時， 2A圖所示，煞車油會依序經由第一進油口 iia、 '由至13b、出油口 12傳遞至第一敏車裝置31 煞車裝置31作動產生煞車效第果；車裝置31以驅使第- 然而，習知之連動煞車系I會具有一些缺點。 移動::程車總果22作動時’柱塞14會(向右) 車圖所示。此時，煞車油會從第一煞 為第-油室'3二::室i3a之中，而所補充的煞車油量 煞車油從第-煞車總泵 n不。如上所述， 第一煞輕栗21之操作手感。第一油至…之中會干擾 二油ί=C總系21作動時’第-油室❿與第 内之煞車。在此，第—油室13a 一、、由室m Γ 作用產生一（向右）之推力，而第 = = = =恤心作用產生，左）之 作用之面積是大於第二油；:3二油麼對於柱塞Μ 3b内之煞車油壓對於柱塞14 201210885 =用之面積，故第一油室〗3a與第二油室13b内之煞車油 壓會對柱塞14作用產生一（向右）之淨推力，而此淨推力為 第—油室13a或第二油室13b内之煞車油壓乘以柱塞14在 第=油封15a處之口徑B的面積。在此，當該淨推力大於 壓縮彈簧17所施加在柱塞14上的壓縮彈力時，柱塞14便 會（向右）移動’因而使得第三油室13c之容積變大，如第 圖所示。此時，煞車油必須從第二煞車總泵22補充至 第三油室13c之中，因而會干擾第二煞車總泵22之操作手 感。 ^有鑑於此，本發明之目的是要提供一種連動煞車系 、·充其可將煞車運作時所產生之操作手感干擾降低至最小 的程度。 取 【發明内容】The brake oil can only flow from the first oil chamber 13a to the second oil chamber via the one-way cup 16, and cannot flow from the second oil chamber (10) to the chamber 13a via the one-way cup 16. The blue-pressed contractile "17疋5 is placed in the second oil sump 13b" and the i-retracting spring P is connected to the inner wall 13b of the second oil chamber 13b, and is interposed between the plunger 14 and the yoke. In other words, the plunger 14 can be positioned on one side of the interlocking control valve 10 by the pressing of the compression spring 17 when the normal state is not actuated. As shown in Fig. 1, the first master cylinder 21 is shown. The first brake device 31 is connected to the oil outlet 12 of the interlocking control valve 1 . Here, the first brake device 31 can be a brake caliper type. The second brake master cylinder 22 is connected to the second oil inlet lib of the interlocking control valve 1〇. 4 ★ The second brake device 32 is connected to the second brake master cylinder 22. Here, the second brake device 32 can also It is a type of brake caliper. When the second brake master cylinder 22 establishes the brake hydraulic pressure, the brake oil is transmitted to the second brake device 32 to drive the second brake device 32 to generate the effect of the 201210885 car. It is also transmitted to the third oil chamber 13e of the interlocking control valve 10 via the second oil inlet lib, And (to the right) push the plunger shift t as shown in Fig. 2B. At this time, the brake oil in the second oil chamber 13b will move to the first Syrian via the oil outlet 12 due to the movement of 14 (to the right). = Drive the first brake device 31 to produce the brake effect j = Γ The second brake 骇 22 to establish the brake oil _, the linkage brake system 1 can produce the effect of the linkage brake. I potential in the other side, when the first - When the brake oil pressure is established, as shown in Fig. 2A, the brake oil will be transmitted to the first sensor unit 31 by the first oil inlet port iia, 'from 13b, and the oil outlet port 12, and the brake device 31 is activated to generate the vehicle effect. The first result; the vehicle device 31 is driven to drive the first - however, the conventional interlocking brake system I has some disadvantages. Movement: When the total vehicle 22 is actuated, the 'plunger 14 will (to the right) the car map. At this time, The brake oil will be from the first to the first - oil chamber '3 two:: room i3a, and the amount of brake oil added is from the first brake cylinder n. As mentioned above, the first light chestnut 21 The operation feel. The first oil to ... will interfere with the two oils ί = C total system 21 when the action of the first - oil room ❿ and the inside of the car. Here, the first - oil room 13a I. The force of the chamber m Γ produces a (rightward) thrust, while the == = = the effect of the shirting effect, the area of the left side is greater than the second oil;: 3 two oils for the plunger Μ The brake oil pressure in 3b is for the plunger 14 201210885 = the area used, so the brake oil pressure in the first oil chamber 3a and the second oil chamber 13b acts on the plunger 14 to generate a (rightward) net thrust, The net thrust is the area of the brake oil pressure in the first oil chamber 13a or the second oil chamber 13b multiplied by the diameter B of the plunger 14 at the first oil seal 15a. Here, the net thrust is greater than the compression spring 17 When the compressive elastic force exerted on the plunger 14 is applied, the plunger 14 is moved (to the right) so that the volume of the third oil chamber 13c becomes large as shown in the figure. At this time, the brake oil must be replenished from the second brake master cylinder 22 to the third oil chamber 13c, thereby disturbing the operational feel of the second brake master cylinder 22. In view of the above, it is an object of the present invention to provide an interlocking brake system that minimizes the operational hand-wound interference generated when the brake is in operation. Take the content of the invention
,、本發明基本上採用如下所詳述之特徵以為了要解決上 =之問題。也就是說，本發明包括—連動控㈣，具有一 -進油口、一第二進油口、一出油口、一第一油室、一 室、-第三油室、一柱塞、一第一油封、一第二油 一、、一第三油封、一單向皮碗及一壓縮彈簧，其中，該第 一進油口、該第二進油口、該出油口、該第—油室、該第 於括=及該第—力室係容納―煞車油’該第—油室係連通 j = it/* σ ’該第二油室係選擇性連通於該第一進油 ^該出油口之間’該第三油室係連通於該第二進油口， 塞係以移動之方式設置於該第一油室、該第二油室及 μ第三油室之中，該第—油封係套設於該柱塞之上，並且 201210885 係抵接於該第一油室之一内壁與該柱塞之間，該第二油封 係套設於該柱塞之上，並且係抵接於該第二油室之一内壁 與該柱塞之間，該第三油封係套設於該柱塞之上，並且係 抵接於該第三油室之一内壁與該柱塞之間，該單向皮碗係 套設於該柱塞之上，並且係連接於該柱塞，該單向皮碗係 設置於該第一油封與該第二油封之間，並且係抵接於該第 一油室或該第二油室之該内壁與該柱塞之間，該煞車油係 經由該單向皮碗從該第一油室流至該第二油室，該壓縮彈 簧係設置於該第二油室之中，並且係連接於該第二油室之 該内壁與該柱塞之間，用以抵推定位該柱塞，該柱塞於該 第一油封處之口徑係等於該柱塞於該第二油封處之口徑， 該第三油室於該第三油封處之口徑係大於該柱塞於該第二 油封處之口徑，以及該第一油室或該第二油室於該單向皮 碗處之口徑係大於該柱塞於該第二油封處之口徑；一第一 煞車總泵，連通於該連動控制閥之該第一進油口； 一第一 煞車裝置，連通於該連動控制閥之該出油口； 一第二煞車 總泵，連通於該連動控制閥之該第二進油口；以及一第二 煞車裝置，連通於該第二煞車總泵。 同時，根據本發明之連動煞車系統，該第一煞車裝置 及該第二煞車裝置係分別包括一煞車卡鉗。 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。 201210885 請參閱第3圖，本實施例之連動煞車系統1〇〇主要包 括有一連動控制閥110、一第一煞車總泵12卜一第一煞車 裝置131、一第一煞車總栗122及一第二煞車裝置132。 請參閱第4A圖及第4B圖，連動控制閥11〇具有一第 一進油口 ma、一第二進油口 1Ub、一出油口 112、一第 一油室U3a、一第二油室113b、一第三油室U3c、一柱塞 Π4、一第一油封115a、一第二油封U5b、-第三油^ 115c、一單向皮碗116及一壓縮彈簧117。 • 第一進油口 llla、第二進油口 111b、出油口 ι12、第 一油室113a、第二油室113b及第三油室n3c皆容納有煞 車油（未顯示）。第一油室113a是連通於第一進油口 ma。、 第二油室113b是選擇性地連通於第—進油口 nu與出油 口 112之間。第三油室113c是連通於第二進油口 柱塞114是以移動之方式設置於第一油室113a、第二 油室113b及第三油室113c之中。 =一油封115a是套設於柱塞114之上，並且第一油封 籲 U5a是抵接於第一油室U3a之-内壁113a，與柱塞114 間。 第θ二油封115b是套設於柱塞1M之上，並且第二油封 115b疋抵接於第一油室η%之一内壁mb，與柱塞114之 間。 第三油封115c是套設於柱塞114之上，並且第三油封 115c疋抵接於第三油室U3c之一内壁113^，與柱塞I” 間。 皁向皮碗116是套設於柱塞ι14之上，並且單向皮碗 201210885 116是連接於柱塞114，因而可隨著柱塞丨14移動。此外， 單向皮碗116是設置於第一油封ii5a與第二油封115b之 間，並且單向皮碗116是抵接於第二油室113b之内壁113b, 與柱塞114之間。如上所述，第一油室U3a是被界定於第 一油封115a與單向皮碗Π6之間，第二油室113b是被界 定於單向皮碗116與第二油封115b之間，以及第三油室 113c是被界定於第二油封115b與第三油封U5c之間。此 外，特別的是，根據單向皮碗116之設置方向，煞車油僅 能經由單向皮碗116從第一油室113a流至第二油室mb， 而無法經由單向皮碗116從第二油室U3b流至第一油室 113a。 壓縮彈簧117是設置於第二油室U3b之中，並且壓縮 彈酱117是連接於第二油室113b之内壁腿,與柱塞 之間’其可用來抵推定位柱塞114。換句話說，柱塞114 在常態未作動時可以藉由壓縮彈簧117之抵推而被定位於 連動控制閥110内之一侧。 特別的是，如第4A圖所示，柱塞114於第一油封U5a 處之口 # D是等於㈣微小於柱塞ιΐ4於第二油封I】％ 處之口徑B，第三油室113c於第三油封U5c處之口，A 必須是大於柱塞114於第二油封⑽處之口㈣以^第 :油室113a或第二油室113b於單向皮碗116處之口徑c 疋大於柱塞114於第二油封1151)處之口徑B。 閥二煞車總泵121是連通於連動控制 第煞車裝置⑶是連通於連動控制閥11〇之出油口 201210885 112。在此，第一煞車裝置131可以是一煞車卡鉗之型式。 第一煞車總系122是連通於連動控制閥丨丨〇之第二進 油口 111b。 第二煞車裝置132是連通於第二煞車總泵122。在此， 第一煞車裝置132亦可以是一煞車卡甜之型式。 §以第—煞車總泵122建立煞車油壓時，煞車油會傳 遞至第二煞車裝置丨32，以驅使第二煞車裝置132作動產 生煞車效果。同時，煞車油亦會經由第二進油口 uib傳遞 • 至連動控制閥110之第三油室仙，因而（向右)推動柱塞 114移動，如第4B圖所示。此時，第二油室ii3b内之煞 車油會因柱塞114之（向右）移動而經由出油口 112流向第 一煞車裝置13卜因而驅使第一煞車裝置131作動產生煞 車效果。如上所述，當以第二煞車總栗122建立煞車油壓 時，連動煞車系統100即可產生連動煞車之效果。 在另一方面，當以第一煞車總泵121建立煞車油壓 ，，如第4A圖所示，煞車油會依序經由第一進油口 、 •第二油室U3b、出油口 112傳遞至第一煞車裝置⑶，以 驅使第一煞車裝置131作動產生煞車效果。 如上所述’當第二煞車總泵122作動時，柱塞114會（向 =移，一躲S，如第4B圖所示。此時，雖然煞車油仍 «攸弟一煞車總泵12ι補充至第一油室1]3a之中，但所 ，的煞車油量僅為第—油室113a或第二油室113b於單向 ^碗116處之口徑C的面積減去柱塞114於第一油封出& 之口徑D的面積後乘以柱塞114所移動之行程s， 圖及第4B圖所示。如上所述，由於從第一煞車總泵 201210885 補充至第-油室113a中之煞車油量已經減少，故對於第一 煞車總泵21之操作手感的干擾程度會減輕。 卜其—人，虽第一煞車總泵121作動時，第一油室l]3a與 第一油至113b内之煞車油壓會同時增加。在此，第一油室The present invention basically employs the features detailed below in order to solve the above problem. That is, the present invention includes a linkage control (four) having a first inlet port, a second inlet port, an outlet port, a first oil chamber, a chamber, a third oil chamber, a plunger, a first oil seal, a second oil one, a third oil seal, a one-way cup and a compression spring, wherein the first oil inlet, the second oil inlet, the oil outlet, the first - the oil chamber, the first bracket = and the first force chamber accommodating - brake oil oil - the first oil chamber is connected j = it / * σ 'the second oil chamber is selectively connected to the first oil feed ^The third oil chamber is connected to the second oil inlet between the oil outlets, and the plug is disposed in the first oil chamber, the second oil chamber and the μ third oil chamber in a moving manner The first oil seal is sleeved on the plunger, and the 201210885 is abutted between the inner wall of the first oil chamber and the plunger, and the second oil seal is sleeved on the plunger. And abutting between an inner wall of the second oil chamber and the plunger, the third oil seal sleeve is sleeved on the plunger and abuts against an inner wall of the third oil chamber and the column Between plugs The one-way cup is sleeved on the plunger and is connected to the plunger, and the one-way cup is disposed between the first oil seal and the second oil seal, and is in contact with the first Between the inner wall of the oil chamber or the second oil chamber and the plunger, the brake oil flows from the first oil chamber to the second oil chamber via the one-way cup, and the compression spring is disposed on the a second oil chamber, and is connected between the inner wall of the second oil chamber and the plunger for urging the plunger, the diameter of the plunger at the first oil seal is equal to the column a diameter of the second oil seal at the third oil seal, a diameter of the third oil seal is greater than a diameter of the plunger at the second oil seal, and the first oil chamber or the second oil chamber is The diameter of the one-way cup is greater than the diameter of the plunger at the second oil seal; a first brake master cylinder is connected to the first oil inlet of the linkage control valve; a first brake device is connected The oil outlet of the interlocking control valve; a second brake master cylinder connected to the second oil inlet of the linkage control valve; A second brake device is coupled to the second brake master cylinder. Meanwhile, according to the linked brake system of the present invention, the first brake device and the second brake device each include a 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. 201210885 Please refer to FIG. 3, the interlocking brake system 1 of the present embodiment mainly includes a linkage control valve 110, a first brake master cylinder 12, a first brake device 131, a first brake master 122 and a first Two brake device 132. Referring to FIGS. 4A and 4B, the interlocking control valve 11 has a first oil inlet port ma, a second oil inlet port 1Ub, an oil outlet port 112, a first oil chamber U3a, and a second oil chamber. 113b, a third oil chamber U3c, a plunger 4, a first oil seal 115a, a second oil seal U5b, a third oil 115c, a one-way cup 116 and a compression spring 117. • The first oil inlet port llla, the second oil inlet port 111b, the oil outlet port ι12, the first oil chamber 113a, the second oil chamber 113b, and the third oil chamber n3c each contain a brake oil (not shown). The first oil chamber 113a is in communication with the first oil inlet port ma. The second oil chamber 113b is selectively connected between the first inlet port nu and the outlet port 112. The third oil chamber 113c is in communication with the second oil inlet port. The plunger 114 is disposed in the first oil chamber 113a, the second oil chamber 113b, and the third oil chamber 113c in a moving manner. An oil seal 115a is sleeved over the plunger 114, and the first oil seal U5a abuts against the inner wall 113a of the first oil chamber U3a and the plunger 114. The second θ oil seal 115b is sleeved over the plunger 1M, and the second oil seal 115b is abutted against one of the inner walls mb of the first oil chamber η%, and the plunger 114. The third oil seal 115c is sleeved on the plunger 114, and the third oil seal 115c is abutted against one of the inner walls 113 of the third oil chamber U3c and the plunger I". The soap is placed on the cup 116. Above the plunger ι14, and the one-way cup 201210885 116 is connected to the plunger 114 so as to be movable with the plunger 。 14. Further, the one-way cup 116 is disposed on the first oil seal ii5a and the second oil seal 115b. And the one-way cup 116 is abutted between the inner wall 113b of the second oil chamber 113b and the plunger 114. As described above, the first oil chamber U3a is defined by the first oil seal 115a and the one-way cup Between the crucibles 6, the second oil chamber 113b is defined between the one-way cup 116 and the second oil seal 115b, and the third oil chamber 113c is defined between the second oil seal 115b and the third oil seal U5c. In particular, according to the direction in which the one-way cup 116 is disposed, the brake oil can only flow from the first oil chamber 113a to the second oil chamber mb via the one-way cup 116, and cannot pass through the one-way cup 116 from the second oil. The chamber U3b flows to the first oil chamber 113a. The compression spring 117 is disposed in the second oil chamber U3b, and the compression magazine 117 is connected to the second oil. The inner wall leg of 113b, between the plunger and the plunger, can be used to push the plunger 114. In other words, the plunger 114 can be positioned in the interlocking control valve 110 by the compression of the compression spring 117 when the normal state is not actuated. In particular, as shown in FIG. 4A, the port # D of the plunger 114 at the first oil seal U5a is equal to (4) smaller than the diameter B of the plunger ι 4 at the second oil seal I], The third oil chamber 113c is at the mouth of the third oil seal U5c, and A must be larger than the mouth (four) of the plunger 114 at the second oil seal (10) to the first: the oil chamber 113a or the second oil chamber 113b at the one-way cup 116. The caliber c 疋 is larger than the diameter B of the plunger 114 at the second oil seal 1151. The valve two brake master cylinder 121 is connected to the interlocking control, and the brake device (3) is connected to the oil outlet of the interlocking control valve 11〇 201210885 112. The first brake device 131 may be of a brake caliper type. The first brake system 122 is a second oil inlet 111b that communicates with the linkage control valve 。. The second brake device 132 is connected to the second brake master cylinder. 122. Here, the first braking device 132 may also be a type of car card sweet. When the master pump 122 establishes the brake oil pressure, the brake oil is transmitted to the second brake device 丨32 to drive the second brake device 132 to generate the brake effect. At the same time, the brake oil is also transmitted through the second oil inlet uib. The third oil chamber of the control valve 110, thus (to the right) pushes the plunger 114 to move, as shown in Fig. 4B. At this time, the brake oil in the second oil chamber ii3b is due to the plunger 114 (to the right) Moving and flowing through the oil outlet 112 to the first braking device 13 thus drives the first braking device 131 to generate a braking effect. As described above, when the brake hydraulic pressure is established by the second brake main pump 122, the interlocking brake system 100 can produce the effect of interlocking the brakes. On the other hand, when the brake oil pressure is established by the first brake master cylinder 121, as shown in FIG. 4A, the brake oil is sequentially transmitted through the first oil inlet, the second oil chamber U3b, and the oil outlet 112. The first braking device (3) is driven to drive the first braking device 131 to generate a braking effect. As described above, when the second brake master cylinder 122 is actuated, the plunger 114 will (shift = shift, one hides S, as shown in Fig. 4B. At this time, although the brake oil is still «攸弟一煞车总泵12ι补补Up to the first oil chamber 1] 3a, but the amount of brake oil is only the area of the diameter C of the first oil chamber 113a or the second oil chamber 113b at the one-way bowl 116 minus the plunger 114 The area of the diameter D of an oil seal & is multiplied by the stroke s of the movement of the plunger 114, as shown in Fig. 4B. As described above, since it is replenished from the first brake master cylinder 201210885 to the first oil chamber 113a Since the amount of vehicle oil has been reduced, the degree of interference with the operational feel of the first brake master cylinder 21 is reduced. Buqi-person, although the first brake master cylinder 121 is actuated, the first oil chamber l]3a and the first oil The brake oil pressure in 113b will increase at the same time. Here, the first oil chamber
113a内之鮮油齡餘塞114作用產生—（向右）之推 力’而第二油室113b内之煞車油麗會對柱塞⑴作用產生 一（向左）之推力。然而，由於柱塞114於第一油封出以 之口控D是等於柱塞114於第二油封115b處之口徑B，故 第-油室113a内之煞車油壓對於柱塞114作用之面積是等 於第二油室⑽内之煞車油I對於柱塞114作用之面積。 因此第/由室113a與第二油室1131)内之煞車油壓合 對柱塞m作用產生-淨推力，目而使得柱塞ιΐ4無法抵 抗壓縮彈簧117所施加之壓縮彈力而保持靜止。如上所 述’當第一煞車總泵121作動時，煞車油不會從第二煞車 總栗122補充至第三油室U3e之中，因μ全不會 二煞車總泵122之操作手感。The fresh oil age plug 114 in 113a produces - (to the right) thrust and the brake oil in the second oil chamber 113b acts on the plunger (1) to produce a (leftward) thrust. However, since the plunger 114 is sealed by the first oil to be equal to the diameter B of the plunger 114 at the second oil seal 115b, the area of the brake oil pressure in the first oil chamber 113a acts on the plunger 114. It is equal to the area where the brake oil I in the second oil chamber (10) acts on the plunger 114. Therefore, the pressurization of the brake oil in the first/outlet chamber 113a and the second oil chamber 1131) produces a net thrust against the plunger m, so that the plunger ι4 cannot be kept stationary against the compressive elastic force exerted by the compression spring 117. As described above, when the first brake master cylinder 121 is actuated, the brake oil is not replenished from the second brake master cylinder 122 to the third oil chamber U3e, since the μ does not operate the brake master cylinder 122.
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，在残離本發 神t範圍内’ #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。 ’、 12 201210885 【圖式簡單說明】 第i圖係顯示一種習知之連 平面示意圖； 連動“、、車糸統之部份剖面及 第2A圖係顯示習知之連 一種動'、、、車系統之連動控制閥於 硬連作狀態下之剖面示意圖； 第2B圖係顯示習知之車叙 锸β 運動煞車系統之連動控制閥於 種運作狀態下之剖面示意圖；Although the present invention has been disclosed in the preferred embodiments, it is not intended to limit the present invention, and anyone skilled in the art can make some changes and refinements within the scope of the present invention. The scope of the invention is defined by the scope of the appended claims. ', 12 201210885 [Simple description of the diagram] The i-th diagram shows a schematic diagram of a conventional plane; the linkage of ",, the part of the vehicle system and the 2A diagram show the connection of a kind of motion", vehicle system The cross-sectional view of the interlocking control valve in the hard continuous state; FIG. 2B is a schematic cross-sectional view showing the interlocking control valve of the conventional car 锸 煞 β moving brake system in a state of operation;
=3圖係顯示本發明之連動煞車系統之部份剖面 面不意圖； 第4Α圖係顯示本發明之連動煞車系統之連動控制闊 於一種運作狀態下之剖面示意圖；以及 第4Β圖係顯不本發明之連動煞車系統之連動控制闊 於另一種運作狀態下之剖面示意圖。 【主要元件符號說明】The Fig. 3 shows a partial cross-sectional view of the linked brake system of the present invention; the fourth drawing shows a schematic diagram of the interlocking control of the linked brake system of the present invention which is wider than a working state; and the fourth drawing shows that The interlocking control of the linked brake system of the present invention is wider than the schematic diagram of the other operating state. [Main component symbol description]
另 1、100〜連動煞車系統 10、110〜連動控制閥 11a、11 la〜第一進油口 lib、111b〜第二進油口 12、112〜出油口 13a、113a〜第一油室 13b、113b〜第二油室 13c、113c〜第三油室 13b’、13c’、U3a’、113b’、113c，〜内壁 14、114〜柱塞 13 201210885 15a、115a〜第一油封 15b、115b〜第二油封 16、 116〜单向皮碗 17、 117〜壓縮彈簧 21、 121〜第一煞車總泵 22、 122〜第二煞車總泵 31、 131〜第一煞車裝置 32、 132〜第二煞車裝置 115c〜第三油封 A、B、C、D〜口徑 S〜行程1st, 100~ linkage braking system 10, 110~ linkage control valve 11a, 11 la~ first oil inlet lib, 111b to second oil inlet 12, 112~ oil outlet 13a, 113a~ first oil chamber 13b 113b to the second oil chambers 13c, 113c to the third oil chambers 13b', 13c', U3a', 113b', 113c, the inner walls 14, 114, the plungers 13, 201210885, 15a, 115a, the first oil seals 15b, 115b~ Second oil seals 16, 116, one-way cups 17, 117, compression springs 21, 121, first brake master cylinders 22, 122, second brake master cylinders 31, 131, first brake devices 32, 132, and second brakes Device 115c to third oil seal A, B, C, D ~ caliber S ~ stroke
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