201236915 五、發明說明： f發明所屬之技術領域】 本發明係有關-種車輛後輪同步 制系統，尤指-種裝置在車輛 ^車力差異化自動控 双且牡早稀的剧後剎車 後輪《-醜㈣+力棚轉 【先前技術】 按習知傳統的車輛刹車系統，主要是 =刹車線二端分猶接摘車把手及前線， ==把手及後輪_。做_作時，使用者： 於二車器、、^林把手及右刹車把手，以分別驅動前輪刹車器及後 以》別對前輪及後輪進行刹車。然而，由 統，則輪紐輪分勒摘柄手及糊車把手鶴财，在条緊狀 使用者反應中無法同時以雙手扳動左剎車把手及右刹社手 斜=樓耗聰如_，w妓人車翻覆的 車把丰㈣捕關車魏，祕概奴分勒左财把手及右剎 車，以致經常產生人車翻覆及傷亡的意外，其已 輛縣者，甚至軸的垢病。軸，已有許多廠商試 圖努力投人研發前後輪同㈣車控難統期望能改善此以缺失但 1=^雌構設料良，絲產錄歓更具安全性的前後朗 a、統，亦即，其所設計齡、統機構，應是*具有與本發明相同的 201236915 機構，亦即不具有本發明前後制車力差異化的機構設計，以致目前 市面上並未有餘成熟且具有較佳安全性之同步刹車系統的產品 問世。 有鑑於上述傳統前後輪剎車系統所產生的缺失及目前市面上未 有-種較佳而更具安全㈣同步鮮系統，本發明人本著長期投入車 輛零組件的研發，累積相當豐富的經驗，為改善上述習用所產生之缺 失，本發明人乃雜投人研發，經稍的研究、設計及實倾實驗終 而再有本發狀研發成果。為確穌發狀之研細血及本申請人合 法權益獲得保障，爰依法具文提出專利申請。 【發明内容】 本發明之第-目的，在於提供—種具差異化前後輪剎車力以確漬 增進行安全性之前後輪同步刹車及刹車力差異化自動控制系統。達成 此目的之技術手段係包括有一本體，本體設置在一基座上本體可相 對基座移動。本體供連接—第—群線、—第二剎車線、—第三刹車 線及一第四刹車線，崎應連接前制車n、後輪醉^、第一刹車 把手。其中，本體上設有一剎車力差異化機構，第三剎 車線或第四剎車線連動本體，經由刹車力差魏機構而使本體連動第 =刹車線以致動後輪刹車器對後輪_車力大於本體連動第一刹車 線以致動前輪剎車器對前輪的剎車力。 輛可^之ί二目的，在於提供一種裝置在車輛的前後刹車線(車 扮機車、自行車或電動自行車等)，可控制前後輪以一 〗之剎車力断同步财，以確實提高行車安全 控制系統。達献目的之技術手段，她括—基座、—本體及一= 201236915 構=體爛_在基細』車力差異化機構設 車力差異倾構供連鮮—财献第二鮮線-端第—接=疋線= 車器，第二刹車線另-端連接後輪刹車器，第三刹車 本體上聯把手，第四剎車線另—料接第二剎車把手。 第—腔室，第—腔室喊人第—卡塊及雜元件。第- 離並與端，其經由雜元件而與本體形成連動狀 二有—間隔距離。彈性元件兩端分別抵於第一 卡塊及第-腔室底部，贼供第—卡塊與第-腔室底部她靠近 小間隔距離之緩轉力以減小本體鴻第-鮮_行程。、·’ 本發明之第三目的，在於提供—種裝置在車輛的前㈣車線可 使左右刹車把手_本體移動的行程為—致以確保左右刹車把手刹 車需求的驅動力為-致，以進—步提高行車安全性之财控制系統。 達成此目的之技術手段，係包括本體及基座。本體頂部設有一第三穿 孔及一第四穿孔，第三穿孔及第四穿孔分職第三縣線及第四^車 線穿越。本體底部設有-第-穿孔及—第二穿孔，分別供第一刹車線 及第二刹車線穿越。基座底部及頂部設有與第…第二、第三及第四 穿孔相對的穿孔。第-穿孔與第二穿孔的中心連線形成—第一連線。 第三穿孔與第四穿孔的中心連線形成—第二連線，該第—連線與該第 二連線相互具有至少六十度的夾角。 【實施方式】 I ·本發明之基本技術特徵 如圖1至10所示，本發明達成上述第一目的之車赠後輪同步刺 201236915 ==ί=動Γ車:統的基本技術特徵，包括有-本㈣及 置在上化機構設置在本㈣上，本㈣設 連接-第-刹糊及-第二目刹車力差異化機構供 r定，_35或二線= Ϊ 53； 52, 33 二端連第Γ剎第車線 連接—第—刹車把手5Q，細刹車線37 其 _=:==:==，力時， =構再同時連動第-刹車線3G及第二刹車線犯，而二 :前輪财ϋ 52及後輪刹車器53，使後輪剎車器53 = 車器52對前輪的刹車力。或當第二刹車把手Μ承受^ 驅動力時，其_力_第_車線37連動本體Μ ==3同時連動第一刹車線3〇及第二_ ^ 輪的:力53，使_車器53對後 輪_車力大於別輪剎車H 52對前輪的刹車力。 π·本發明之第一具體實施例 in、一# —^ 裡丹媸貫施例，包括有一本體 1〇上夫 刹車力差異化機構，剎車力差異化機構設置在本體 體Π)設置在基錢上，本體财相對基㈣移㈣車力 =匕機構供連接-第-刹車線3()及—第二剎車線犯的一端及本體 利車心1G供連接—第三刹車線35及—第四刹車線37的—端。第一 則車線30 -端連接-前輪剎車器52，第二剎車線犯—端連接一後輪 201236915 剎車器53。第三剎車線35另一端連接一第—刹車把手5〇，該第四刹 車線37另-端連接-第二刹車把手51。當第一剝車把手5〇承受一驅 動力時，該驅動力經由第三剎車線35連動本體1〇，本體1〇再同時連動 第-刹車線30而致動前輪刹車器52。當第二剎車把手51承受一驅動 力時，驅動力經由第四剎車線37連動本體1G，本義再連動第二刹車 線33而致動後輪剎車器53。請配合比較圖7及8所示其中本體 上設有-剎車力差異化機構，第三剎車線35或第四剎車線π連動本 體1〇,經由剎車力差異化機構而使本體1〇同時連動第一刹車線3〇及 第二刹車線33,而以不_行程分觀動前輪剎車器52及後輪刹車器 53,並使後輪剎車器53對後輪的剎車力大於前輪剎車器犯對前輪的 剎車力。 如圖1至6所示，郝】車力差異化機構的第一種具體實施例係於本 ，1〇下半部設置有第-腔室u及第二腔室12，及上半部設置第三腔 室13及第四腔室14。第一腔室u内置入第一卡塊31及第一彈性元 件32,底110並經第一穿孔15向下貫通。第一卡塊幻固定於第一 刹車線30的另一端，其與腔室U底部110具有-間隔距離。第-彈 性疋件32套繞第-剎車線3〇之外圍，且兩端抵於第一卡塊31及第一 腔室11底部110,以提供第一卡塊31與第一腔室n底部11〇相互靠 私縮小間陳離之緩觸力，叫i、本體10㈣第，車線30的 行程第一腔至12内置入第二卡塊34,其底部12〇經第二穿孔16向 下貫通。第二卡塊34固定於第二刹車線33的另—端且卡制於第二 腔室12底部而與本體10形成連動狀態。第三腔室13及第四腔室14 2具有供第三卡塊36及第四卡塊38上下移動的裕度藉此，當第三 求線35及第四剎車線37其一被拉動時，另一則可保持不動，以避免 201236915 受到限制而無法正常作動，請配合參看圖1、2所示。第一-^塊31、第 二卡塊34、第三卡塊36及第四卡塊38 —端分別設一凹孔 310/340/360/380,而周面上設有一通孔311/341/361/381分別連通至 凹孔3310/340/360/380。凹孔310/340/360/380内壁分別具螺牙。第 一剎車線30、第二剎車線33、第三剎車線35及第四剎車線37的另 一端分別經由本體10之第一穿孔15、第二穿孔16、第三穿孔17、第 四穿孔18及通孔311/341/361/381而伸入對應的凹孔 310/340/360/380,再分別於凹孔 310/340/360/380 螺入一螺栓 19,藉 螺栓19迫緊而使第一卡塊31、第二卡塊34、第三卡塊36及第四卡 塊38分別固定於第一剎車線3〇、第二剎車線33、第三剎車線35及 第四剎車線37,並分別與腔室13/14頂部130/140卡制，而與本體1〇 形成連動狀態。 另’如圖5、6所示，基座20上設有容室21，用以容納本體1〇。基 座20頂部設有第五穿孔22及第六穿孔23,分別與第三穿孔17及第四 穿孔18對應而供第三剎車線35及第四剎車線37穿越，底部設有第七 穿孔24及第八穿孔240,分別與本體1〇之第一穿孔15及第二穿孔16 對應而供第一剎車線30及第二剎車線33穿越。再者，基座2〇可由二 半體26相互蓋合並鎖螺栓25固定，以便於組合。 如圖1至6所示，本發明組裝時，先使剎車線30/33/35/37 —端分 別穿越穿孔15/16/17/18,並分別固定卡塊31/34/36/38,第一卡塊 31、第一卡塊34、第三卡塊36及第四卡塊38分別嵌入第一腔室11、 第二腔室12、第三腔室13及第四腔室14,第一剎車線30套設彈性元 件32,彈性元件32兩端分別抵於第一卡塊31及第一腔室丨丨之底部 110。再將二半體26蓋合鎖固，使本體10位於容室21内部，並使剎車 201236915 線30/33/35/37分別穿越穿孔22/23/24/25,再將包套剎車線 30/33/35/37之剎車線管40的一端頭分別連接抵住基座2〇的頂部及 底部，即為本發明之組合態樣。 皿·本發明之第二具體實施例 如圖5、6、9及10所示，本發明達成上述第一目的之車輛前後輪 同步剎車及剎車力差異化自動控制系統的另一種具體實施例，包括有 本體10及剎車力差異化機構，剎車力差異化機構設置在本體1〇上本 體10設置在基座20上，本體1〇可相對基座2〇移動。剎車力差異化 機構供連接第-刹車線3G及帛二#林線33的—端，本體10供連接第 三刹車線35及第四刹車線37的-端。第一刹車線3〇 一端連接前輪 剎車器52,第二剎車線33 —端連接後輪剎車器53。第三剎車線35另 一端連接第ϋ車把手50,該第四刹車線37另-端連接第二刹車把手 5卜第-剎車把手50承受-驅動力，該驅動力經由第三刹車線35連 動本體10,本體10 it動第一刹車線3〇而致動前輪刹車器52。第二刹 車把手51承受一驅動力，該驅動力經由第四剎車線37連動本體1〇, 本體10連動第二剎車線33而致動後輪剎車器53。其中，本體1〇上設 有剎車力差異化機構，第二剎車線35或第四剎車線37連動本體1〇， 經由刹車力絲化麵而使本體㈣時連鱗—财線洲及第二刹 車線33,而以不同的行程分別致動前輪刹車器52及後輪剎車器53，並 使後輪剎車器53對後輪賴車力大於前輪料器52對前輪的剎車 力。 如圖10至12所不’刹車力差異化機構的一種具體實施例係於本 體设置包括有位於下半部的第一腔室u及第二腔室12，及位於上 半。P的第二腔至13及第四腔室14。第一腔室n内置入第—_^塊31 201236915 鱼:一彈件32。第一卡塊31固定於第-剎車線30的另-端，其 、腔至11底部11〇具有一間隔距離。第一彈性元件32套繞第一 車線30之外圍，且兩端抵於第一卡塊31及第-腔室n底部11〇之 間，以提供第—卡塊31與第一腔室η底部110相互靠近而縮小該間 隔，離之_彈力，以減小本體1G拉鮮-刹車線30的行程。第二 =12内置人第二卡塊34。第二卡塊34固定於第二剎車線33的另 =端丄並卡制於第二腔室12底部120而與本體1()形成連動狀態。第 -腔室13内置入第三卡塊36。第三卡塊36映於第三剎車線犯的 另一端，其卡制於第三腔室13頂部13〇而與本體1〇形成連動狀態。 第四腔室14内置入第四卡塊38。第四卡塊38固定於第四剎車線37 的另一端，其卡制於第四腔室14頂部⑽而與本體1〇形成連動狀態。 另，如圖5、6所示，基座20上設有容室21，用以容納本體1〇。基 座20頂部設有第五穿孔22及第六穿孔23,分別與第三穿孔17及第四 穿孔18對應而供第三剎車線35及第四剎車線37穿越底部設有第七 穿孔24及第八穿孔240,分別與本體10之第一穿孔15及第二穿孔16 對應而供第一剎車線30及第二剎車線33穿越。再者，基座2〇可由二 半體26相互蓋合並鎖螺栓25固定，以便於組合。 如圖11及12所示，先於剎車線30/33/35/37分別先固定卡塊 31/34/36/38,本體10之穿孔15/16/17/18分別於一側向外延伸一開 槽150/160/170/180,剎車線30/33/35/37分別經由開槽 150/160/170/180 而嵌入穿孔 15/16/17/18。 IV.本發明之其他具體及較佳實施例 如圖1至4所示，本發明的一種較佳實施例中，本體丨〇頂部設有 第三穿孔17及第四穿孔18,第三穿孔17及第四穿孔18分別供第三剩 201236915 車線35及第四刹車線37穿越。本體l〇底部設有第一穿孔a及第_ 穿孔16,第-穿孔15及第二穿孔W分別供第一剎車線3〇及第二刹: 線33穿越。第-穿孔15與第二穿孔16供第一剎車線3〇及第二刹車 線33穿越的中心形成-第-連線。第三穿孔17與第四穿孔18供第 三剎車線35及第四剎車線37穿越的中心形成一第_ 與第二連仙互财至少针度喊角。如贿示 佳實施例中，該夾角為九十度。 如圖卜3所示，本發明的一種較佳實施例中第一彈性元件犯為 一線性彈簧。其可以提供一精確的行程控制。 如圖13所示，本發明亦可朗於只有—刹車把手的車輛其係將 :第二刹車線35 一端連接一刹車把手，另一端連接本體，即可以刹 =把手驅動經第三剎車線35，而同步連動第—刹車線3()及第二刹車線 33,進而產生前後輪差異化剎車力之效果。 :圖Η所示，本發明可將第三剎車線35及第四刹車線37 一端連 37 可連動本㈣冰饿都 V.結論 因此，藉由上述之具體 優點： 實施例說明，可歸納本發明具有下列幾點 ======_ 統， 而且更可控制後剎車器對後輪之 具控制====車娜力編自_系統， 201236915 =車力大於前剎車器對前輪_車力，在後輪完全刹 2健少量滾動，㈣成車喊進之適當緩衝，讓車艘在刹車3 為穩疋，以進一步地提升行車之安全性。 3.本發明之車輛前後輪同判車及刹車力差異化自動控制系统 線性彈簧，以精雜控制剎車力，以能調整後輪刹車力相對前 力保持在—最佳的比例範圍，本發明更以前輪剎車力相對後輪 1之_為3:7為佳，不僅後輪及前輪具有同步剎車之功效而且 —剎車力健後_車力呈—祕雜，更錢—步地提升行 安全性。 4=發明之車輛前後輪同步刹車及刹車力差異化自動控制系統， =槐線3G、第二刹車線33、第三刹車線35及第四剎車線^組 一、在本體1〇時第一刹車線3〇與第二刹車線33的中心連線相對第 ，刹車線35與第四刹車線37的巾心連線具有—大於六十度的夾角， 最佳為九十度，使得無論是扳動第—料把手或第二刹車把手都能 確保本體10連動第-卡塊31及第二卡塊34的行程保持相同以確保 左右手剎車的一致性及有效性增進行車安全。 以上所述’僅為本發明之可行實施例，並非用以限定本發明之專 利範圍，凡舉依據下觸求摘述之魄、特顏及其精神而為之其 他，化的等效實施，皆應包含於本發明之專利細…本發明所具體 界定於sf求項之結構特徵，未見於同類物品，且具實雜與進步性， 已符合發料利要件’纽法具文提出申請，謹請肖局依法核予專 利’以維護本申請人合法之權益。 【圖式簡單說明】 12 201236915 圖1係本發明之第—種具體實施例分解示意圖； =之第—種具體實施儀本體另—角度示意圖； 圖4你太Γ之第—種具體實施例局部組合示意圖； :、㈣之第―種具體實施例完整組合示意圖； 糸發明之第一種具體實施例正向剖示圖· =係本發明之第一種具體實施例背向剖：： 係本發明之第一種具體實施例側向剖示圖； 圖q ^發月之第—種具體實施例側向剖示暨動作示意圖； 圖明組裝於車架上並與刹車把手連接的示意圖； /發明組裝於車架上並與剎車把手及剎車器連接的示意圖； 糸發明之第二種紐實酬分解示意圖；及 糸本發明之第二種具體實施例的本體另一角度示意圖； 圖⑷Γ發Γ設置—組刹車控制組件之實施例示意圖；及 '、發明第三剎車線與第四剎車線連接為一體的實施例示意圖< 【主要元件符號說明】 本體10 底部 110/120 第一腔室11 第二腔室12 第三腔室13 頂部 130/140 第四腔室14 第一穿孔15 開槽 150/160/170/180 第一穿孔16 第三穿孔17 第四穿孔18 螺栓19 基座20 容室21 13 201236915 第五穿孔22 第七穿孔24 螺栓25 第一剎車線30 凹孔 310/340/360/380 第一彈性元件32 第二卡塊34 第三卡塊36 第四卡塊38 剎車線管40 第一剎車把手50 前輪剎車器52 第六穿孔23 第八穿孔240 半體26 第一卡塊31 通孔 311/341/361/381 第二剎車線33 第三剎車線35 第四剎車線37 導輪39 第二剎車把手51 後輪剎車器53201236915 V. Technical Description: The invention relates to a vehicle rear wheel synchronous system, in particular, after a post-brake brake of a vehicle with different vehicle power and automatic control Wheel "- ugly (four) + force shed turn [previous technology] According to the conventional vehicle brake system, the main brake = the second end of the brake line is picked up the handlebar and front line, == handle and rear wheel _. When doing _, the user: in the second car, the ^ forest handle and the right brake handle to drive the front wheel brakes and then to the front and rear wheels. However, by the system, the wheel of the wheel is hand-picked and the handle of the truck is craned. In the reaction of the tight-fitting user, the left brake handle and the right brake are not possible at the same time. _, w 妓 翻 翻 翻 翻 ( 四 四 四 四 四 四 四 四 四 四 四 四 四 四 四 , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , disease. Axis, there have been many manufacturers trying to invest in research and development before and after the same (four) car control system is expected to improve this lack of but 1 = ^ female structure is good, silk production is more secure before and after the a, unified, That is to say, the designed age and organization should be *201236915 with the same invention as the present invention, that is, the mechanism design that does not have the difference in the braking force before and after the invention, so that the market is not mature and has more The product of the safety and safety synchronous braking system is available. In view of the above-mentioned lack of the traditional front and rear wheel brake system and the fact that there is no better and safer (four) synchronous fresh system on the market, the inventors have accumulated considerable experience in the research and development of long-term investment in vehicle components. In order to improve the lack of the above-mentioned conventional use, the inventors have developed and researched the miscellaneous investigators, and after a little research, design and actual tilting experiments, they have the development results of this hair. In order to ensure the research of the blood of the hair and the legal rights of the applicant, the patent application is filed according to law. SUMMARY OF THE INVENTION A first object of the present invention is to provide an automatic control system for differential braking of a rear wheel and a braking force before the front and rear wheel braking force is differentiated to ensure safety. The technical means for achieving this object includes a body that is disposed on a base and that is movable relative to the base. The main body is connected - the first group line, the second brake line, the third brake line and the fourth brake line, and the kneading should be connected to the front brake n, the rear wheel drunk ^, and the first brake handle. Wherein, the body is provided with a brake force differentiation mechanism, and the third brake line or the fourth brake line is linked to the body, and the body is interlocked by the brake mechanism to the brake line to actuate the rear wheel brake to the rear wheel. The first brake line is interlocked with the body to actuate the braking force of the front wheel brake to the front wheel. The purpose of the vehicle is to provide a device for braking the front and rear brake lines (car locomotive, bicycle or electric bicycle, etc.), which can control the front and rear wheels to break the balance with a brake force to ensure safe driving control. system. The technical means of achieving the purpose, she includes - pedestal, - body and one = 201236915 structure = body rotten _ in the base of the car power difference mechanism set the difference in car power for the fresh - the second fresh line - The first end is connected to the 疋 line = the vehicle, the second brake line is connected to the rear wheel brake at the other end, the third brake body is connected to the handle, and the fourth brake line is connected to the second brake handle. The first chamber, the first chamber, the first block and the miscellaneous components. The first-to-be-and-end end is formed in a interlocking manner with the body via the impurity element. The two ends of the elastic member respectively abut against the first block and the bottom of the first chamber, and the thief supplies the slowing force of the first block to the bottom of the first chamber at a small separation distance to reduce the body-to-small_stroke. The third object of the present invention is to provide a device in which the front (four) car line of the vehicle can move the left and right brake handles to the body to ensure that the driving force of the left and right brake handles is required to be - Step to improve the safety control system for driving safety. The technical means for achieving this purpose include a body and a pedestal. The top of the body is provided with a third through hole and a fourth through hole, and the third through hole and the fourth through hole are divided into a third county line and a fourth line. The bottom of the body is provided with a first-perforation and a second perforation for respectively crossing the first brake line and the second brake line. The bottom and top of the base are provided with perforations opposite the second, third and fourth perforations. The first perforation forms a first line with the center line of the second perforation. The third through hole and the center line of the fourth through hole form a second line, and the first line and the second line have an angle of at least sixty degrees with each other. [Embodiment] I. The basic technical features of the present invention are as shown in Figs. 1 to 10, and the present invention achieves the above-mentioned first object of the vehicle rear wheel synchronization thorn 201236915 == ί = motor vehicle: the basic technical features, including Yes - Ben (4) and placed in the upper chemical system set in this (four), this (four) set connection - the first brake and - the second brake force differential mechanism for r, _35 or second line = Ϊ 53; 52, 33 The second end of the first brake line connection - the first - brake handle 5Q, the fine brake line 37 its _=:==:==, force, = structure and then the first brake line 3G and the second brake line, And two: the front wheel money 52 and the rear wheel brake 53, so that the rear wheel brake 53 = the braking force of the front wheel of the car 52. Or when the second brake handle Μ is subjected to the driving force, the _force_the first line 37 links the body Μ==3 while interlocking the first brake line 3〇 and the second _^ wheel: the force 53 makes the _ car 53 pairs of rear wheels _ car force is greater than the braking force of the front wheel brakes H 52 to the front wheels. π· The first embodiment of the present invention in, a #—^ 里 媸 施 , , , , , , , , , , , , , , , , , , , , , , , , , 里 里 里 里 里 里 里 里 里 里 里 里 里 里 里On the money, the body wealth relative base (four) shift (four) car power = 匕 mechanism for connection - the first brake line 3 () and - the second brake line committed one end and the body of the car heart 1G for connection - the third brake line 35 and - The end of the fourth brake line 37. The first car line 30-end connection - front wheel brake 52, the second brake line guilty - the end is connected to a rear wheel 201236915 brake 53. The other end of the third brake wire 35 is connected to a first brake handle 5A, and the fourth brake wire 37 is connected at the other end to the second brake handle 51. When the first stripping handle 5 is subjected to a driving force, the driving force is linked to the body 1 via the third brake line 35, and the body 1 is simultaneously linked to the first brake line 30 to actuate the front wheel brake 52. When the second brake lever 51 is subjected to a driving force, the driving force is linked to the body 1G via the fourth brake wire 37, and the second brake wire 33 is interlocked to activate the rear wheel brake 53. Please compare with FIG. 7 and FIG. 8 , wherein the body is provided with a brake force differentiation mechanism, and the third brake line 35 or the fourth brake line π is connected to the body 1〇, and the body 1〇 is simultaneously linked via the brake force differentiation mechanism. The first brake line 3〇 and the second brake line 33, and the front wheel brake 52 and the rear wheel brake 53 are separated by the non-stroke, and the braking force of the rear wheel brake 53 to the rear wheel is greater than that of the front wheel brake The braking force on the front wheels. As shown in FIG. 1 to FIG. 6 , the first embodiment of the vehicle power differentiation mechanism is based on the present invention. The lower half of the first half is provided with the first chamber u and the second chamber 12, and the upper half is disposed. The third chamber 13 and the fourth chamber 14. The first chamber u is built into the first block 31 and the first elastic member 32, and the bottom 110 is penetrated downward through the first through hole 15. The first block is singularly fixed to the other end of the first brake wire 30, which has a - spaced distance from the bottom portion 110 of the chamber U. The first elastic member 32 is wound around the periphery of the first brake wire 3〇, and the two ends abut against the first block 31 and the bottom portion 110 of the first chamber 11 to provide the first block 31 and the bottom of the first chamber n 11 〇 〇 〇 〇 〇 〇 〇 〇 〇 〇 , , , , , 、 、 、 、 、 、 、 、 、 、 、 、 、 、 、 、 、 、 、 、 、 、 、 、 、 、 、 、 、 、 、 、 、 、 . The second block 34 is fixed to the other end of the second brake wire 33 and is engaged with the bottom of the second chamber 12 to form an interlocking state with the body 10. The third chamber 13 and the fourth chamber 14 2 have a margin for moving the third block 36 and the fourth block 38 up and down, whereby when the third line 35 and the fourth brake line 37 are pulled one by one The other one can remain motionless to avoid 201236915 being restricted and unable to operate normally. Please refer to Figure 1 and Figure 2. The first block, the second block 34, the third block 36 and the fourth block 38 are respectively provided with a recess 310/340/360/380, and a through hole 311/341 is provided on the peripheral surface. /361/381 is connected to the recessed holes 3310/340/360/380, respectively. The inner walls of the recessed holes 310/340/360/380 respectively have screw threads. The other ends of the first brake line 30, the second brake line 33, the third brake line 35, and the fourth brake line 37 are respectively passed through the first through hole 15, the second through hole 16, the third through hole 17, and the fourth through hole 18 of the body 10. And the through holes 311/341/361/381 extend into the corresponding recessed holes 310/340/360/380, and then screw a bolt 19 into the recessed holes 310/340/360/380 respectively, and the bolts 19 are tightened. The first block 31, the second block 34, the third block 36 and the fourth block 38 are respectively fixed to the first brake line 3〇, the second brake line 33, the third brake line 35 and the fourth brake line 37. And are respectively engaged with the top portion 130/140 of the chamber 13/14, and form a interlocking state with the body 1〇. Further, as shown in Figs. 5 and 6, the base 20 is provided with a chamber 21 for accommodating the body 1''. The top of the base 20 is provided with a fifth through hole 22 and a sixth through hole 23 respectively corresponding to the third through hole 17 and the fourth through hole 18 for the third brake line 35 and the fourth brake line 37 to pass through, and the bottom portion is provided with a seventh through hole 24 And the eighth through hole 240 corresponding to the first through hole 15 and the second through hole 16 of the body 1 respectively for the first brake wire 30 and the second brake wire 33 to pass through. Further, the base 2 can be fixed by the two halves 26 and the lock bolts 25 to facilitate assembly. As shown in Figures 1 to 6, when assembling the present invention, the brake wires 30/33/35/37 are respectively passed through the perforations 15/16/17/18, and the blocks 31/34/36/38 are respectively fixed. The first block 31, the first block 34, the third block 36 and the fourth block 38 are respectively embedded in the first chamber 11, the second chamber 12, the third chamber 13, and the fourth chamber 14, respectively A brake wire 30 is sleeved with an elastic member 32. The two ends of the elastic member 32 respectively abut the first block 31 and the bottom portion 110 of the first chamber. Then, the two halves 26 are closed and locked, so that the body 10 is located inside the chamber 21, and the brakes 201236915 line 30/33/35/37 pass through the perforations 22/23/24/25, respectively, and then the brake wire 30 is wrapped. The one end of the brake wire tube 40 of /33/35/37 is respectively connected to the top and the bottom of the base 2, which is a combination of the present invention. A second embodiment of the present invention, as shown in FIGS. 5, 6, 9, and 10, is another specific embodiment of the vehicle front and rear wheel synchronous brake and brake force differential automatic control system that achieves the above first object, including There is a body 10 and a brake force differentiation mechanism, and a brake force differentiation mechanism is disposed on the body 1 . The upper body 10 is disposed on the base 20 , and the body 1 〇 is movable relative to the base 2 . The brake force difference mechanism is connected to the ends of the first brake line 3G and the second line #33, and the body 10 is connected to the ends of the third brake line 35 and the fourth brake line 37. The first brake wire 3〇 is connected to the front wheel brake 52 at one end, and the rear wheel brake 53 is connected at the end of the second brake wire 33. The other end of the third brake wire 35 is connected to the second handlebar 50, and the fourth brake wire 37 is connected at the other end to the second brake handle 5, and the first brake handle 50 receives the driving force, and the driving force is linked via the third brake wire 35. The body 10, the body 10, moves the first brake line 3 to actuate the front wheel brake 52. The second brake handle 51 is subjected to a driving force that interlocks the body 1 经由 via the fourth brake wire 37, and the body 10 interlocks the second brake wire 33 to actuate the rear wheel brake 53. Wherein, the body 1〇 is provided with a brake force differentiation mechanism, and the second brake line 35 or the fourth brake line 37 links the body 1〇, and the body (4) is connected by the brake force to smooth the surface—Feizhou and the second The brake wire 33 is actuated by the front wheel brake 52 and the rear wheel brake 53 respectively with different strokes, and the rear wheel brake 53 is more resistant to the rear wheel than the front wheel 52 to the front wheel. A specific embodiment of the brake force differentiating mechanism as shown in Figures 10 through 12 is that the body arrangement includes a first chamber u and a second chamber 12 in the lower half, and is located in the upper half. The second chamber of P is 13 to the fourth chamber 14. The first chamber n is built into the first - 31 block. 201236915 Fish: a bullet 32. The first block 31 is fixed to the other end of the first brake wire 30, and the cavity to the bottom 11 of the 11 has a separation distance. The first elastic member 32 is sleeved around the periphery of the first wire 30, and the two ends are abutted between the first block 31 and the bottom portion 11 of the first chamber n to provide the first block 31 and the bottom of the first chamber η 110 is close to each other to narrow the interval, away from the elastic force, to reduce the stroke of the body 1G pull-brake line 30. The second = 12 built-in second block 34. The second block 34 is fixed to the other end of the second brake wire 33 and is locked to the bottom 120 of the second chamber 12 to form an interlocking state with the body 1 (). The first chamber 13 is built into the third block 36. The third block 36 is formed on the other end of the third brake line, and is clamped to the top 13 of the third chamber 13 to form an interlocking state with the body 1 . The fourth chamber 14 is built into the fourth block 38. The fourth block 38 is fixed to the other end of the fourth brake wire 37, and is clamped to the top (10) of the fourth chamber 14 to form an interlocking state with the body 1 . In addition, as shown in FIGS. 5 and 6, the base 20 is provided with a chamber 21 for receiving the body 1 . The bottom of the base 20 is provided with a fifth through hole 22 and a sixth through hole 23 respectively corresponding to the third through hole 17 and the fourth through hole 18, and the third brake line 35 and the fourth brake line 37 are provided with a seventh through hole 24 through the bottom portion thereof. The eighth through holes 240 respectively correspond to the first through holes 15 and the second through holes 16 of the body 10 for the first brake wire 30 and the second brake wire 33 to pass through. Further, the base 2 can be fixed by the two halves 26 and the lock bolts 25 to facilitate assembly. As shown in FIGS. 11 and 12, the blocks 31/34/36/38 are respectively fixed before the brake wires 30/33/35/37, and the perforations 15/16/17/18 of the body 10 are respectively extended outward on one side. A slot 150/160/170/180 is attached and the brake wires 30/33/35/37 are inserted into the perforations 15/16/17/18 via slots 150/160/170/180, respectively. IV. Other specific and preferred embodiments of the present invention, as shown in FIGS. 1 to 4, in a preferred embodiment of the present invention, the top of the body top is provided with a third through hole 17 and a fourth through hole 18, and the third through hole 17 and The fourth perforations 18 are respectively traversed by the third remaining 201236915 lane 35 and the fourth brake line 37. A first through hole a and a first through hole 16 are defined in the bottom of the main body, and the first through hole 15 and the second through hole W are respectively passed through the first brake wire 3〇 and the second brake line 33. The first through hole 15 and the second through hole 16 form a --connection to the center through which the first brake wire 3〇 and the second brake wire 33 pass. The third through hole 17 and the fourth through hole 18 are formed by the center through which the third brake wire 35 and the fourth brake wire 37 pass to form a first and a second cross. In the preferred embodiment of bribery, the angle is ninety degrees. As shown in Figure 3, in a preferred embodiment of the invention, the first resilient member acts as a linear spring. It provides an accurate stroke control. As shown in FIG. 13, the present invention can also be applied to a vehicle having only a brake handle. The second brake wire 35 has one end connected to a brake handle and the other end is connected to the body, that is, the brake can be driven through the third brake line 35. And synchronously interlocking the first brake line 3 () and the second brake line 33, thereby generating the effect of differential braking force between the front and rear wheels. As shown in the figure, the present invention can connect the third brake line 35 and the fourth brake line 37 to one end. 37 can be linked to this (4) ice hungry. V. Therefore, by the specific advantages described above, the embodiment can be summarized. The invention has the following points ======_ system, and can control the rear brakes to control the rear wheels ==== Che Na Li compiled from _ system, 201236915 = the vehicle force is greater than the front brakes to the front wheels _ Car power, in the rear wheel, fully brake 2, a small amount of rolling, (4) appropriate buffer for the car to shout, so that the car in the brakes 3 is stable, in order to further enhance the safety of driving. 3. The linear spring of the vehicle front and rear wheel and the brake force differential automatic control system of the present invention controls the braking force with fine control, so as to adjust the rear wheel braking force to maintain the optimal ratio range, the present invention The front wheel brake force is better than the rear wheel 1 _ 3:7, not only the rear wheel and the front wheel have the effect of synchronous braking but also - the brake force is healthy _ the car force is - secret, more money - step by step to improve safety Sex. 4=Invented vehicle front and rear wheel synchronous brake and brake force differential automatic control system, = 槐 line 3G, second brake line 33, third brake line 35 and fourth brake line ^ group 1, the first in the body 1 〇 The brake wire 3 is opposite to the center line of the second brake wire 33, and the wire connection between the brake wire 35 and the fourth brake wire 37 has an angle of more than sixty degrees, preferably ninety degrees, so that The first handle or the second brake handle can ensure that the strokes of the first and third blocks 31 and 34 of the body 10 are kept the same to ensure the consistency and effectiveness of the left and right hand brakes to increase the safety of the vehicle. The above description is only a possible embodiment of the present invention, and is not intended to limit the scope of the patent of the present invention, and the equivalent implementation of the invention is based on the singularity, the special beauty and the spirit thereof. The invention should be included in the patent of the present invention. The invention is specifically defined in the structural features of the sf item, and is not found in the same kind of articles, and has the complexity and progress, and has met the requirements of the issue of the 'new law article'. I would like to ask the Board of Directors to grant a patent in accordance with the law' to protect the lawful rights and interests of this applicant. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an exploded perspective view of a first embodiment of the present invention; the first embodiment of the present invention is an additional angle view; FIG. 4 is a partial embodiment of the present invention. A schematic diagram of the combination of the first embodiment of the invention: a cross-sectional view of the first embodiment of the invention. The first embodiment of the invention is a reverse cross-section: 1 is a side cross-sectional view of a first embodiment of the invention; a schematic view of a side view of a specific embodiment and a schematic view of the action; and a schematic view of the assembly on the frame and connected to the brake handle; The invention is assembled on a frame and connected with a brake handle and a brake; a second schematic diagram of the invention of the second invention; and a schematic view of the second embodiment of the second embodiment of the invention; (4) ΓSetting—a schematic diagram of an embodiment of a group brake control component; and 'a schematic diagram of an embodiment in which the third brake line and the fourth brake line are integrally connected. <The main component symbol description】 The bottom of the body 10 110/120 One chamber 11 second chamber 12 third chamber 13 top 130/140 fourth chamber 14 first perforation 15 slot 150/160/170/180 first perforation 16 third perforation 17 fourth perforation 18 bolt 19 Base 20 chamber 21 13 201236915 fifth perforation 22 seventh perforation 24 bolt 25 first brake line 30 recess 310/340/360/380 first elastic element 32 second block 34 third block 36 fourth card Block 38 brake line tube 40 first brake handle 50 front wheel brake 52 sixth perforation 23 eighth perforation 240 half body 26 first block 31 through hole 311 / 341 / 361 / 381 second brake line 33 third brake line 35 Fourth brake line 37 guide wheel 39 second brake handle 51 rear wheel brake 53