TW202138227A - Anti-lock brake device and method for anti-lock brake - Google Patents

Abstract

Anti-lock brake device and method for anti-lock brake, combined braking force with the first braking device + the second braking anti-lock device, becomes the total braking force value Tot = initial braking force value Br + high-frequency intermittent slip wedge device's braking force value Radd, and the initial braking force value Br is the first braking force value of a commercially available brake disc or brake drum due to braking, the second braking force is in a high-frequency intermittent slip wedge device, roller201 is continuous wedging slip between rotating wedging ring 100 and fixed anti-lock ring 300, resistance pattern that causes roller201 to generate intermittent wedge moments on slip wedge surface 500 or short groove 501, provides maximum braking force in high-low alternating cycles to safely control the brakes when the tire is not locked.

Description

Anti-lock braking device and method for preventing anti-lock braking

The present invention relates to the application of the "brake system" and the combined application function of the "anti-lock" mechanism.

With "mechanical" components, the function of "anti-lock braking system" is realized.

At present, there is no directly related "institutional" "anti-lock braking device" products on the market, but the electronically controlled hydraulic anti-lock braking system of Bosch of Germany is the representative.

The current market "anti-lock braking system" is referred to as ABS; for the time being, Figure 1 C: can be used to show the alternating cycle of clamping and releasing of the brake caliper set 1d with high frequency to control the wheels for braking. The hydraulic circuit is used to realize the brake braking, and the rapid pressure increase, release pressure reduction, rapid pressure increase again, and pressure release cycle of the hydraulic pipeline are controlled to complete the braking action; when the vehicle speed exceeds 5~ At 8Km/h, when the brake is deeply applied, the car computer system compares the data recorded by the speed sensor on the tire with the vehicle speed. When the tire is found to be locked, it quickly releases the brake pressure to restore the rotation of the tire to gain contact with the ground. Sufficient friction; that is, the ABS anti-lock braking system, when the speed sensing electronic system in the system detects that the tires are locked due to braking, it starts to release the brake fluid for rapid release and rapid increase of pressure Pressure control cycle and a slip rate of 10~30% during the braking process are used to prevent the tires from locking and slipping due to the brakes during driving, and to prevent the risk of slipping and out of control caused by the braking during driving, so as to increase the safety of the vehicle.

Regarding the above-mentioned ABS anti-lock braking system on the market, it uses an electronic control device and a hydraulic control system to appropriately control the hydraulic pressure of each wheel according to each wheel speed signal to achieve the braking of each wheel; that is, it is commercially available. ABS anti-lock braking system requires:

1: Operate with hydraulic pipeline system;

2: Use electricity to provide kinetic energy for electronic control devices and oil pressure control systems;

3: Judging by the signal of the wheel speed sensor installed on each wheel has nothing to do with the load-bearing capacity of the vehicle;

4: The anti-lock braking frequency is several times per second to tens to hundreds of times in multiple levels, which are differentiated according to the system price level. The higher the anti-lock braking frequency per second, the more expensive the price: standard on the market. The highest ABS anti-lock braking system is 20 to 40 times per second, and the highest-end ABS anti-lock braking system from Bosch in Germany is 90 to 120 times per second;

5: The weight of the overall system including the pipeline is not light when installed, and attention should be paid to the brake oil pressure and maintenance.

Therefore, it can be seen that the commercially available ABS anti-lock braking system is a hydraulic drive and a control device with a huge electronic detection operation. It has electronic control sensors and hydraulic pipeline wiring, which also contributes to the high price and overall cost of this system. weight.

Aiming at the above-mentioned ABS anti-lock braking system on the market, it has been widely used in family cars. However,

1: The drum brake system of heavy trucks or large passenger transport cannot effectively operate with the above-mentioned ABS anti-lock brake system, because the drum brake system cannot effectively release the pressure drop and fast pressure rise when the ABS anti-lock brake system is running. To complete the brake oil pressure control cycle, so the efficiency is not good.

2: Locomotives and bicycles cannot use this system widely to seek higher riding safety. Although manufacturers have developed ABS anti-lock braking systems for locomotives, they are still expensive, and bicycles have no electricity and no power. Oil pressure, and the need for a lightweight vehicle weight, it is impossible to run with this system.

The technical problems to be solved by the present invention are:

The present invention is to provide an anti-lock braking device, which is the same as the commercially available ABS anti-lock braking system to provide rim braking, release, then rapid braking, and then rapid release. . The goal is to be able to cycle braking and release more than 200 cycles per second, and can be calculated to evaluate the maximum total braking force value Tot of the set brake device. The maximum value of the tire slip rate is about 20%. It runs in the best mode to prevent the rim from locking up when braking, preventing motor vehicles or bicycles from being locked out of control due to braking, and improving driving safety based on the shortest emergency braking distance.

The present invention provides an anti-lock braking device, which includes the principle diagrams of the high-frequency intermittent slip wedge device shown in Figures 29 and 30;

[10A]: Figure 30 A, B: and Figure 31 C: can be used in slow applications that do not need to use brakes to make the film, such as the lightweight application of bicycles. . Etc., the roller cage 200 can be directly driven by the manual cable type to make a rotation angle β to encourage the rotating wedge ring 100 to wedge a plurality of rollers 201 to the fixed angle position anti-lock ring 300 The generation of slip wedge braking force can be regarded as an anti-lock braking device of the present invention alone;

[10B]: Figure 29: Applicable to all car models on the market today. The description will be based on the application types of automobiles, large passenger and heavy vehicles, locomotives, and bicycles, and make appropriate examples. : Combine the first brake device BD and the second brake anti-lock device ABD to form an anti-lock brake device of the present invention;

The first brake device BD can be divided into two types: 1: Commercially available disc brake components, which are brake discs and brake calipers to make disc components; 2: Commercially available drum brake components, which are brake drums and drum brake disc components;

The second brake anti-lock device ABD is the core component of an anti-lock brake device of the present invention, and is a "high-frequency intermittent slip wedge device";

The "high-frequency intermittent slip wedge device" is a type of mechanical parts, non-hydraulic drive, no power supply, light and thin solid oil ester lubrication, no special maintenance, directly installed on the inner axle of the wheel, and After the first brake device BD is combined, in addition to the ability of the original first brake device BD to brake below 90%, it also has the high frequency of the second brake anti-lock device ABD, which is directly displayed during the braking process with a function similar to the ABS anti-lock brake system. Intermittent braking ability, so that the wheels will not slip and lose control during braking;

The braking method of commercially available vehicles is to apply brake oil pressure to pressurize the brakes to cause the discs to rub against the discs or drums, and to restrict the discs or drums from rotating with the wheels. Take a car as an example: suppose that the current market Set the "brake force" to 100%, when the brake pump pressure is 10 0%, its continuous maximum braking friction force can make the tires continue to lock and stop, that is, in vehicles without ABS anti-lock braking system, (total braking force value Tot100% = initial braking force value Br100%) Indicates that when the total braking force value Tot100% is reached, the tire will be absolutely locked. This manual will also use this condition as a prerequisite for setting various parameters;

[11A] An anti-lock braking device of the present invention is represented by the total braking force value Tot=(first braking device+second braking device), that is, the total braking force value Tot=(initial braking force value Br+high The braking force value of the frequency intermittent slip wedge device (Radd); and the commercially available braking system represented by [0011 ] is represented by (total braking force value Tot100% = initial braking force value Br100%). The first preset example is: the maximum application setting initial braking force value Br=70% (to set the default value to the average value in the interval of 60%~80%), that is, the relative brake pump pressure can be 70 % For small models, and 45% of the "brake force" is provided by the braking force value Radd of the high frequency intermittent slip wedge device installed in the rim of the present invention = 44.1% (45% * 98% (slip wedge performance)), or at least 13.5% (45% * 30% (slip wedge performance)) of the "brake force" fast cycle alternate interval, so the initial braking force value Br=70% Calculate, the braking force value Radd=(45%*98% or 45%*30%) with the high-frequency intermittent slip wedge device attached, that is to say, it has an instantaneous maximum of 114.1% and an instantaneously low of 83.5%. "Brake force value Tot" rapidly alternates and cycles to become an anti-lock braking device;

[11B] Continuing the above, in order to divide the braking action into two braking friction forces and add them together, that is: total braking force value Tot = initial braking force value Br + high frequency intermittent slip wedge device The braking force value Radd, as described in [11A], is the maximum and minimum value of the preset interval: (total braking force value Tot(73.5%~124.1%)=initial braking force value Br(60%~80%)+ The braking force value Radd ((45%＊98%) or (45%＊30%)) of the high-frequency intermittent slip wedge device, so that the instantaneous conversion application of the wedge transmission force when the mechanical component is running, Will become an important principle basis cited in the present invention;

[11C] The preset braking force value Radd that starts the high-frequency intermittent slip wedge device when the initial braking force value Br≧30% is used to explain the front-to-back comparison of the braking action as follows:

1: Before braking: total braking force value Tot(0%)=initial braking force value Br(0%) + braking force value Radd(0%) of the high-frequency intermittent slip wedge device;

2: When braking lightly: total braking force value Tot(0%~30%)=initial braking force value Br(0%~30%) + braking force value of high frequency intermittent slip wedge device Radd(0% );

74.1%)=初始煞車力值Br(30%)+高頻率斷續性滑移楔合裝置的煞車力值Radd((45%＊98%)

(45%＊30%))；(符號標記：交替循環

) 3: At moderate braking: total braking force value Tot(43.5%

74.1%)=Initial braking force value Br(30%) + braking force value of high frequency intermittent slip wedge device Radd((45%＊98%)

(45%*30%)); (symbol mark: alternate cycle

)

124.1%)=初始煞車力值Br(60%~80%)+高頻率斷續性滑移楔合裝置的煞車力值Radd(45%＊98%)

(45%＊30%))； 4: When heavy braking: total braking force value Tot(73.5%

124.1%)=Initial braking force value Br (60%~80%) + braking force value Radd (45%*98%) of the high frequency intermittent slip wedge device

(45%*30%));

型態「恆定值」，兩股煞車力量為各自獨立的力量，當總煞車力值Tot>100%時，應當是代表輪胎鎖死型態，但是高頻率斷續性滑移楔合裝置的煞車力值Radd，並非提供夾角α角度值設置在6°~8°之間的100%楔合鎖止聯動的型態，而是提供夾角α角度值設置在8°~30°之間(相關解釋於下一段落)，只具有所設定的45%的滑移楔合力的限制型態；所以在總煞車力值Tot>100%時，只要輪胎還被車輛的質量慣性力推動旋轉時，一樣仍會促使「高頻率斷續性滑移楔合裝置」產生交替循環

型態「恆定值」的限制性煞車力，所以當總煞車力值Tot>100%時代表輪胎以接近鎖死型態煞車，但仍會由轉動「高頻率斷續性滑移楔合裝置」提供滑移性的轉動能力，也就是出現交替循環

型態的高頻率斷續性滑移楔合裝置的煞車力值Radd來與當時的初始煞車力值Br之值累加，所以總煞車力值Tot>100%的出現，代表以最大的煞車力煞車，仍然具有同市售ABS防鎖死剎車系統的瞬間煞車與釋放能力，為本發明更優於現今市售產品的參數數據，據此回顧【11C】的第4點：重煞車時：將會得到總煞車力值Tot(93.5%

124.1%)=初始煞車力值Br(80%)+高頻率斷續性滑移楔合裝置的煞車力值Radd(45%＊98%)

(45%＊30%))的煞車力輸出數據，且如此的數據將可於最短距離內來緊急做出 可操控性的安全煞停。 [11D] Explanation [ 0011 ] The maximum total braking force value Tot100% in paragraph [0011] is the expression of the brake output type with locked tires; and the difference between the maximum total braking force value Tot124.1% in paragraph [11A]~[11C] The literal contradiction is explained in the paragraph [11B]. The total braking force value Tot = the initial braking force value Br + the braking force value Radd of the high-frequency intermittent slip wedge device, where the initial braking force value Br It is the "non-constant value" after artificial force. The braking force value Radd of the high-frequency intermittent slip wedge device is the alternating cycle that will be generated after it is triggered

The type is "constant value", the two braking forces are independent forces. When the total braking force value Tot>100%, it should represent the tire lock type, but the high-frequency intermittent slip wedge device brake The force value Radd does not provide a type of 100% wedge lock linkage with the angle α set between 6° and 8°, but provides the angle α set between 8° and 30° (relative explanation (In the next paragraph), only has the set 45% slip wedge force limit type; so when the total braking force value Tot>100%, as long as the tire is still driven by the vehicle mass inertia force, the same will still be Promote the "high frequency intermittent slip wedge device" to produce alternating cycles

The restrictive braking force of the "constant value" type, so when the total braking force value Tot>100%, it means that the tire is braking in a close-up mode, but it will still be rotated by the "high frequency intermittent slip wedge device" Provide slipping rotation ability, that is, alternating cycles

The braking force value Radd of the high-frequency intermittent slip wedge device of the type is accumulated with the value of the initial braking force value Br at the time, so the appearance of the total braking force value Tot>100% represents braking with the maximum braking force , It still has the same instantaneous braking and release capabilities as the commercially available ABS anti-lock braking system, which is the parameter data of the present invention which is better than that of the current commercially available products. Based on this, review the fourth point of [11C]: When re-braking: Total braking force value Tot(93.5%

124.1%) = initial braking force value Br (80%) + braking force value Radd (45% * 98%) of the high frequency intermittent slip wedge device

(45% * 30%)) braking force output data, and such data will be able to make an emergency maneuverable and safe stop within the shortest distance.

The technical scheme of the present invention is:

The technology cited in the present invention mainly refers to the "roller wedge linkage principle" similar to the "one-way bearing clutch" as the structural basis of the rapid repeating cycle braking and release of the present invention to realize the "high frequency intermittent slip wedge device" "The brake is quickly clicked and released alternately, as shown in Figure 29: The low-wear feature of the metal rolling contact wedge of the heavy roller 201, the wedge ring 100 and the anti-lock ring 300, realizes the function of quickly clicking the brake. , So that the initial braking force value Br=70% (60%~80% range) of the initial braking force generated by the friction between the brake pad and the brake disc or the brake drum can be used under the "unconstant braking force" (initial The braking force value Br is 0%~80%, depending on the braking force of the driver), combined with the braking force value of the high-frequency intermittent slip wedge device Radd= generates another 45% of the rapid Under the alternate cycle of "constant braking force" (default: high frequency intermittent slip wedge braking force value Radd = constant 45% * 98% (wedge efficiency) or 45% * 30% (wedge) (Efficiency) fast alternate cycle) to achieve the stability and safety requirements of tire direction controllability and trackability every time you brake;

[Explanation 13A]: Take the 29th and 30th embodiment: as an illustration of the principle of the present invention, and explain the above-mentioned [11A] ~ [11D]: the brake of the paragraph "High frequency intermittent slip wedge device" Operation type, such as the following [13A1]: ~ [13A6]: Explanation in the paragraph:

[13A1]: An anti-lock braking device, as described in [10B]: The main braking force combined with the first brake device BD, and the anti-lock braking device of the second brake anti-lock device ABD The combined total braking force of the vehicle power; the first brake device BD is a commercially available disc brake component or drum brake component; the second brake anti-lock device ABD is a high-frequency intermittent slip wedge device;

Before braking, the first brake device BD and the second brake anti-lock device ABD are a combination of synchronous rotation;

When braking, the first brake is activated to reduce the speed by frictional resistance by applying the commercially available disc brake component of the first brake device BD or the commercially available drum brake component, so that the internal components of the second brake anti-lock device are caused by the speed difference. Generate a turning angle β to trigger the high-frequency intermittent slip wedge device of the second brake anti-lock device, generate additional intermittent slip wedge braking force, and make the first main braking force of the first brake device BD , The second slip wedge braking force of the second brake anti-lock device ABD is added to present the intermittent slip wedge anti-lock braking force with rapid high and low alternating cycles, so that the maximum total braking force can be achieved. The safety type of locked tires;

The left slope 401 or multiple right slopes 402 configured by the second brake anti-lock device ABD must be set; the first brake device BD is rigidly linked and synchronously rotates the roller cage 200 inside the second brake anti-lock device ABD , And set a plurality of rollers 201 in the roller cage 200; then set the wedge ring 100 on the outer edge side of the roller cage 200 with the central axis, the inner edge side of the ring and a plurality of angles α A left slope 401 or a plurality of right slopes 402, the wedge ring rotates synchronously with the tire;

On the inner edge side of the roller cage 200 with the central axis, an anti-locking ring 300 with a fixed angle position is set. Groove 501;

The braking action of the first braking device BD slows down the roller cage 200 and generates a turning angle β relative to the wedge ring 100, so that the plurality of left slopes 401 or the plurality of right slopes 402 push the plurality of rollers 201 continuously. The slip wedge surface 500 or the outer edge surface of the short groove 501 forms a separate slip wedge force or intermittent slip wedge force, which is at a fixed angle relative to the tire that rotates synchronously with the wedge ring 100 The braking resistance that produces the intermittent slip wedge torque on the anti-lock ring 300 becomes the braking force of the slip wedge on the second anti-lock device ABD, or the intermittent slip in the rapid alternating high and low cycle. Anti-lock braking force for wedge shifting; the combination of components is a "high-frequency intermittent slip wedge device";

[13A2]: First explain the principle of the "one-way bearing clutch" to understand the difference between the "slip wedge force" used in the present invention and the "roller wedge linkage principle" of the general one-way bearing; the one-way bearing has long been It is widely used in vehicles and mechanical equipment. For example, according to Figure 31 D: The included angle α of the commercially available one-way bearing is set between 6°~8°, generally 7°, and 100% wedge lock can be obtained. Only complete linkage, when the angle α is less than 6°, it is easy to wedge, but it is not easy to detach; but when the angle α is more than 8°, the wedge will slip and it is easy to detach; so the larger the diameter or length of the roller 201 The longer it is, the smaller the contact wear will be and the longer the service life will be. If the α angle value is larger, the lower the wear of the contact angle will be, and the service life will be longer;

[13A3]: Aiming at the mechanism slip wedge phenomenon of the "high frequency intermittent slip wedge device", as shown in Figure 29: the present invention sets the angle α between 8° and 30° To define the output value of the slip wedge braking force, it can be applied to the required slip when the braking force value Radd of the high frequency intermittent slip wedge device is set at 15%~90%. The requirement of movable wedge braking force; because the left slope 401 or right slope 402 of the wedge ring 100 applies force to the roller 201 to contact the anti-lock ring 300 at a fixed angle position, the slip phenomenon is generated As the basic application of the present invention, the sliding wedging phenomenon will cause the wedging position of the roller 201 and the anti-locking ring 300 at a fixed angle to be continuously affected by the rotating and sliding wedging point. The force slip changes and cannot be fixedly positioned at the wedging point to transmit kinetic energy, but still has a "slip wedge force" to transmit the limited kinetic energy on the input side of the wedge ring 100, which is applied to a fixed angle position The anti-locking ring 300 will become the "brake force" pursued by the present invention, and the magnitude of this force is controlled by calculating and setting the angle α to define the braking of the high-frequency intermittent slip wedge device Force value Radd;

It can be compared to the slippage of steel wheels (considered as: roller 201) and rails (considered as: anti-locking ring 300) of a train (considered as: all car embodiments) when starting the huge mass of the train Friction is used to drag the train to start moving gradually, or when the train needs to stop the huge load in emergency braking, the steel wheels are close to non-rotating or locked in emergency braking to reach a long distance between the rails. The parking type of slipping friction can be viewed or imagined from the perspective of relevance to the discussion and description of the present invention;

[13A4]: The above-mentioned intermittent slipping and wedging type is that the roller 201 and the outer edge of the anti-locking ring 300 at a fixed angle position are wedge-connected due to the larger included angle α on the wedging ring 100 For slippage, this slip phenomenon is to set the included angle α as a setting that can control the force of the slip wedge, for example, according to the preset 45% of the "brake force" in [0011 ] and [ 0013] According to calculations, in the embodiments of automobiles, buses, trucks, locomotives, bicycles, etc. proposed in the present invention, the angle α will be set differently. The number and diameter of the rollers 201 are also different due to the difference in the total mass of the load. But it needs to be different. This manual will simulate the required settings with the same frictional slip force of the brake disc or the brake drum and the brake pad (incoming pad) as the normal braking;

[13A5]: When the car is moving, the wedge ring 100 integrated with the tire rim and the roller cage 200 integrated with the brake disc or drum travel synchronously. When braking, the roller cage 200 The brake friction will be lagging relative to the tire rim (the roller cage 200 is provided with a return spring, and the braking force must be large enough to deform the return spring and rotate relative to a corner β angle), the roller cage 200 The driven roller 201 is pushed by the left slope 401 to form a left slope wedge point 404, so that the roller 201 and the wedge point 203 of the anti-locking ring 300 have a sliding wedge (interpreted as: the value of the angle α Depending on the setting, this slippery wedging means that when the roller 201 is strongly pushed by the high speed and heavy load of the left slope 401, the sliding wedge surface 500 of the roller 201 and the anti-locking ring 300 at a fixed angle position slips 1%~20% of the rotational thrust of the wedge shifting will show the phenomenon of slippage, and the rest of the wedge force is the stopping force during braking. Therefore, the wedge ring 100 integrated with the tire pushes the roller 201, and Limited by the sliding wedging force of the roller 201 and the anti-locking ring 300 at a fixed angle position, the tire slows down the rotation speed, which is the result of the "high frequency intermittent sliding wedging device" in this manual. "Brake force", which is an important key point of the present invention);

[13A6]: Short grooves 501 arranged at equal angles are arranged on the outer edge of the anti-locking ring 300 at a fixed angle position. The short groove length S of the short groove 501 is the roller 201 and the anti-locking ring 300 The contact wedge line length W of the deadlock ring 300 is 15%~85%, so that when the roller 201 rolls and slides to the top of the "short groove 501" during the sliding wedge, the roller 201 and the anti-lock ring The contact length of the wedge contact friction of the ring 300 is sharply reduced, causing the roller 201 to lose 15% to 85% of the set wedge force, and the wedge ring 100 exhibits a relatively gentle braking pattern, which is called "mild braking force". When the roller 201 touches the complete outer edge of the sliding wedge surface 500 again, it again has the original roller 201 complete wedge contact friction contact length of the slippery wedge type, which is called "heavy braking force" ; In this way, it provides a fast alternate cyclic braking transformation of "heavy braking force" braking and "light braking force" deceleration, so as to ensure the braking performance of tire anti-locking;

[Explanation 13B]: As explained [13A2]: The paragraph mentions the so-called "Roller wedge linkage principle". Take Fig. 29 A: as an example. For example, when Fig. A: The principle diagram is regarded as a general one-way bearing clutch, it is A wedge ring 100 is provided on the wheel rim of the car, and a roller cage 200 is arranged concentrically inside, in which a roller 201 is provided and supported by a roller spring 202. The fixed axis of the car is an anti-lock ring 300, When the included angle α of the wedge ring 100 is 6°~8°, the roller 201 can quickly wedge and disengage from the wedge ring 100 and the anti-lock ring 300. At this time, the roller 201 and the wedge When the inner circle side 106 of the closing ring 100 is in contact, the wedge ring 100 and the anti-locking ring 300 rotate freely without interfering with each other; when the wedge ring 100 and the roller cage 200 are caused by the friction of the brake action When the return spring becomes lagging and relatively rotates by an angle of β , the roller 201 is restricted by the left slope 401 due to the elastic blocking force of the left slope 401 of the wedging ring 100 and the roller spring 202. Pushing and contacting the anti-locking ring 300, it is in a wedge-connected shape at the wedging point 203. At this time, the wedge ring 100 and the anti-locking ring 300 will fully wedge linkage of 99.9%, which is a "roller" The principle of "wedge linkage" means that the tire will be locked with 99.99% of the wedge lock pattern. The driving will show the phenomenon of slipping out of control due to insufficient static friction between the tire and the ground; if it is installed on the rear wheel of a car, there will be no short grooves. The anti-locking ring 300 of the groove 501 is set, matched with the wedge ring 100 with the α angle value of 6°~7°, regardless of the setting value of the initial braking force value Br, only enough to drive the return spring when braking When the sheet shape becomes lagging and relatively rotates by an angle of β , the rear wheel will immediately lock up and severely slip, which is suitable for performance cars for tail-flick competition;

[Explanation 13C]: "Mild braking force" setting, as shown in Figure 29 B: Example of embodiment: and as described in [13A6]: The anti-locking ring 300 has a "short groove 501" on the upper side of the outer edge. "The short groove length S of the "short groove 501" is 15% to 85% of the contact wedge line length W between the roller 201 and the anti-locking ring 300, and it can be processed into grooves of any shape. The purpose of its setting is to reduce the contact tangent length when the cylindrical solid roller 201 and the outer edge side of the cylindrical solid anti-locking ring 300 are slip wedge, and promote the original slippery wedge type. "Heavy braking force" is changed to "mild braking force" by reducing the contact tangent length during slip wedge engagement. This will enable the "brake force" that can be rapidly alternated in a circular loop to be easily realized, which will surpass German Bosch. The company’s ABS anti-lock braking system achieves the number of "brake force" changes of 120 times per second, and the number of rim rotations per second based on vehicle speed can be used as the basis for calculation;

[Explanation 13D]: The application principle of the anti-lock braking device of the present invention is, as in [Explanation 13B], the angle α of the wedge ring 100 is set to a certain angle between 8° and 30° Value to define the output value of the slipping wedge braking force. The setting angle will vary depending on the diameter of the anti-locking ring 300 and the diameter of the roller 201, and depends on the required wedging Intensity (sensitivity requirements of braking force), there will be different definitions of the included angle α , and the roller 201 will not be able to effectively 100% positioning and wedging to prevent locking due to the increase of the included angle α (>8°) The ring 300 will show a slight slip and wedging pattern;

[Explanation 13E]: The short groove 501 in the anti-locking ring 300 is the number of grooves set at equal angles in the ring and the number of rollers 201 in the roller cage 200 is an "integer multiple" In this way, all the rollers 201 can gather together with equal sliding wedge force almost synchronously, and slide on the sliding wedge surface 500, appearing almost synchronously with the release of the sliding wedge force above the short groove 501. Type, that is, a plurality of short grooves 501 and a plurality of rollers 201, the ratio between them is an "integer multiple", so that the plurality of rollers 201 slip and rotate at the same instant to reach or leave the plurality of short grooves 501 , So that the slip wedge braking force of the high-frequency intermittent slip wedge device is set to the instantaneous maximum value and instantaneous minimum value, according to which the anti-intermittent slip wedge of rapid high and low alternating cycles can be realized. Lock the braking force;

[Note 13F]: The number of rollers 201 is calculated according to the maximum possible load that each wheel must bear, and the mass inertia force generated by its highest safe straight-line travel speed;

[Explanation 13G]: The commercially available ABS anti-lock braking system determines the start of the ABS system for determining the difference between the vehicle speed and the wheel speed; the anti-lock braking device of the present invention is based on the mass inertia force generated before braking, which prompts the vehicle to roll when braking. The force of the return spring on the sub-cage 200 is activated by a certain deformation angle (when the return spring is deformed by the braking force to produce a rotation angle β ) to trigger the activation of the anti-lock braking device;

[Explanation 13H]: The total braking force value Tot of the present invention = the initial braking force value Br + the braking force value Radd of the high frequency intermittent slip wedge device, where the braking force value Tot is set to a value exceeding 100% ( Braking force value Tot100%: it is the maximum output of the brake pump that can lock the tires during braking), it is still possible to obtain anti-locking through the "high frequency intermittent slip wedge device" as explained in [11D]: The guarantee of the dead brake;

93.5%)的所述區間交替循環； [Explanation 13Ha]: In the present invention, as [11D]: As explained in the paragraph, the total braking force value Tot= includes the initial braking force value Br and the braking force value Radd of the high-frequency intermittent slip wedge device , Is the superimposed set of the two kinds of braking force, in which the braking force value Radd of the high frequency intermittent slip wedge device is a slip wedge force, so the initial braking force value Br≦80% and it cannot be locked In the case of dead-brake tires, due to the influence of mass inertia, the friction between the tire and the ground will still drive the braking force value Radd of the high-frequency intermittent slip wedge device to work, and the "non-constant" maximum ( Initial braking force value Br80%) + "constant" (high frequency intermittent slip wedge braking force value Radd((45%＊98%) or (45%＊30%)) = total braking force value Tot(124.1%

93.5%) of the interval alternately circulating;

[13Ha1]: (At this time, the main braking force is derived from the initial braking force value Br80%, and the braking force value Radd of the high-frequency intermittent slip wedge device is set to 45% of the maximum value to accumulate the initial braking force value Br into The total braking force value Tot, in order to realize the alternating cycle function of high braking force and low braking force), the "unconstant" initial braking force value Br80% is a gradual starting braking force value Br0%~ The initial braking force value Br80%, during the process, when the initial braking force value Br30%, the high-frequency intermittent slip wedge device will be activated. The braking force value Radd is added, which is a high-frequency intermittent slip wedge device. The braking force value of Radd is the process of braking force. When the total braking force value is above Tot (74.1%), it includes an alternating cycle of "heavy braking force" and "light braking force";

[13Ha2]: (98% and 30% of the above Radd are the relative ratios of the difference between the preset lengths of the roller 201 and the short groove 501);

[13Ha3]: In the "High Frequency Intermittent Sliding Wedge Device", the included angle α is set in the range of 8°~30°. As long as there is a force, it means that the wedge ring 100 is applied to the roller 201 and Slippage will definitely occur on the anti-locking ring 300, and there will not be any wedge-locking phenomenon, the same as [11D]: The paragraph explains;

[Explanation 13Hb]: As in [Explanation 13Ha], the braking force value Radd of the "high frequency intermittent slip wedge device" will be generated when the total braking force value Tot=124.1% of the tire is close to the lock at the "heavy braking force" The phenomenon of dead braking; but the "high frequency intermittent slip wedge device" will be the same as the above [13Ha3]: it shows that the slip wedge phenomenon will continue, because the mass inertia force promotes the tire to continue due to friction. In the case of "light braking force", the static friction force between the tire and the ground will be restored. At this moment, the tire rolling braking phenomenon with the braking force value Tot=93.5% will appear, and the above-mentioned braking force value Tot will continue to be alternated. Circulate until stopping;

(70%＊30%))；(此時主煞車力來源70%來自「高頻率斷續性滑移楔合裝置」，於「輕度煞車力」循環時，煞車能力不足只剩61%，對於汽車或大型車而言，並非最佳設置，只能考慮應用於腳踏車)； [Explanation 13Hc]: When the initial braking force value Br is preset to 40%, the braking force value Radd of the high-frequency intermittent slip wedge device can be preset to about 70% to match; the explanation is: this The initial braking force value Br is the braking force generated by the original brake pad and the brake disc or drum, including the friction braking force generated by the brake disc or drum. It is 20% of the initial braking force value Br. When overcoming the elastic restoring force of the return spring and making it lagging behind and relatively rotating by an angle of β , the braking force value Radd of the high-frequency intermittent slip wedge device is promoted to intervene to produce an anti-lock slip wedge. Resultant braking force; as described in the paragraphs [11A]~[11D]: the total braking force value Tot=(initial braking force value Br + high frequency intermittent slip wedge device braking force value Radd has The combined total braking force value Tot pattern of high frequency alternating "heavy braking force" and "light braking force" with good tracking stability, and the total braking force value Tot (108.6%~61%) presented by the above formula =(Initial braking force value Br40% + braking force value of high frequency intermittent slip wedge device Radd((70%＊98)

(70%*30%)); (At this time, 70% of the main braking force source comes from the "high-frequency intermittent slip wedge device". When the "mild braking force" cycle, the braking capacity is only 61%. For cars or large vehicles, it is not the best setting and can only be considered for bicycles);

The anti-lock braking device of the present invention can apply the principle described in the paragraph [0013 ] to Figure 1: a family car with a disc brake, or Figure 7: a large passenger car with a drum brake, or a heavy truck , Or on the brake system of the trailer frame, or Figure 13: Disc brake on a motorcycle, or Figure 18: Drum brake on a motorcycle, or Figure 23: on a bicycle, to achieve high frequency Intermittent slip wedge braking force, so that every stroke can safely reach the destination through a good braking system;

An anti-lock braking device of the present invention, such as the application series and methods described in [0013 ] and [ 0014 ], will provide the following paragraphs [15A] and [15B], two types of application implementation series;

[15A]: The disc brake anti-lock brake device can be applied to family RVs, small passenger cars, motorcycles, and bicycles. It reduces the output specifications of the brake oil pressure pump on the basis of ordinary disc brakes. The new "high-frequency intermittent slip wedge device" is added to the rim, so that it has a rapid cycle of "heavy braking force" for high-frequency braking and a rapid cycle of "light braking force" for releasing deceleration, allowing the brakes to be braked. When the tire and the ground have the friction force to follow the trajectory to control the driving, it will not lose control due to the loss of friction and grip when the tire slips;

[15B]: Drum brake anti-lock brake device, which can be applied to heavy cargo trucks, trailer frames, large passenger cars, locomotives, in order to add "high frequency" to the rim on the basis of ordinary drum brakes. Intermittent slip wedge device, which has a rapid cycle of high-frequency braking "heavy braking force" and release of deceleration "light braking force" rapid cycle alternate action, so that the tire and the ground have follow-on trajectory control during braking The friction force of the driving is not out of control due to the loss of frictional grip when the tires slip, but also because the "high frequency intermittent slip wedge device" has low wedge friction heat generation, and does not cause slip wedge due to heat generation. When the brakes of the general brake system fail, and the load of the initial braking force value Br is reduced, the friction and heat will not be excessively generated due to long-distance downhill or high load-bearing braking. It can eliminate the brake of the general brake system to cause the heat exhaustion failure of the film when the heat is high. The situation happened;

[15C]: Although the brake pads will also generate heat when braking, causing thermal exhaustion to fail, but due to the "slip wedge force" between the metals of the "high frequency intermittent slip wedge device" of the present invention, The brake pads that are not commercially available brake systems will rub the brakes, which will greatly reduce the friction of the brake pads and the frictional heat generated by the brakes each time, and such as [Explanation 13H] ~ [Explanation 13Hc]: The total braking force value Tot= exceeds 124.1% (assumed preset value), which will enable the anti-lock braking device of the present invention to be more securely protected, compared to the current ABS anti-lock of the German Bosch company With the braking system, the overall safe and effective braking distance will be shorter, which is beneficial for the driver or rider to obtain a safer travel guarantee;

Compared with the previous technology, the effect of the present invention is:

The anti-lock braking device and the anti-lock braking method of the present invention eliminates the instant increase and decrease of the brake oil pressure pipeline, and does not need to install sensors on each wheel to check the speed of the vehicle, and does not require power supply. Or in the braking action initiated by the mechanical steel wire, the set mechanical structure itself provides the braking stopping force of "high frequency intermittent slip wedge" (it can also be said that when the vehicle is suddenly turned off or powered off by air pressure, oil pressure When the booster device fails, the mechanical hand brake is used to activate the "high-frequency intermittent slip wedge device", which can still have high-efficiency braking action), with higher stability and safety, to achieve each The high-frequency intermittent braking of the wheels enables the static friction between the tires and the ground to follow the trajectory to control the driving, so that the friction and the loss of control will not occur when the wheels are locked and slipped. The safest anti-lock brake application system for bicycles, and even the emergency braking system applied to buses and trucks, can get a safer journey, and will not be afraid of the brake overheating failure caused by the long-distance downhill section, or The configuration of heavy-duty trucks and their container trailers will make up for the congenital deficiency of drum brake systems that most of today’s cargo trucks cannot be equipped with ABS brakes. Compared with today’s German Bosch company’s highest-end products 120 times of stopping and releasing cycles, the present invention has several times the number of stopping and releasing cycles, and close to 99.9% of the locking and stopping power and 93.5% The release of the braking force enables the present invention to be used for safe braking in a shorter distance. With its low maintenance cost design, it will promote a more economical, safe and effective experience for individuals or long-distance transporters, and reduce various brake failures. The resulting accident occurred;

The anti-lock braking device is a "high-frequency intermittent slip wedge device", no need to supply pressurized brake oil or special lubrication maintenance, not afraid of rain, oil and dust pollution, can always achieve the brakes The anti-lock braking force of "high-frequency intermittent slip wedge", as shown in Figures 23 and 26: Example of a bicycle, with a bicycle speed of 40Km/h, calculated on the basis of a 0.7-meter road bicycle wheel diameter , Theoretically, it has 303 times of intermittent slip wedge per second at the moment of starting the brake, that is, the moment of braking provides 300 times/second of the tire braking, and 300 times/second of release (if the speed is 50Km/h, then start The braking moment theoretically has 378 intermittent slip wedge engagements per second. Because the speed will decrease linearly and gradually when braking, the above data is the instantaneous reference maximum value); Moreover, the present invention can use air pressure as the braking power source , To realize the anti-lock braking device of the present invention, it will be very suitable for today's large vans, or green energy electric vehicle applications, that is, today's pushing motorcycles and bicycles, drivers or riders are also only You need to operate a simple braking action to get a higher-quality anti-locking non-slip safety brake than the German Bosch ABS brake system. It is always guarded to avoid sad accidents within the most important second.

English font symbols:

α : included angle

β : rotation angle

θ : reference angle

ω : angular velocity

ω 1: V2 angular velocity difference

ω 2: V3 angular velocity difference

ABD: Brake anti-lock device. (Anti-Lock Brake Device)

BD: Brake Device

BP: Brake Position

Br: Initial braking force value

CL: Cable or link linkage device (Cable Linkage)

DP: Driving Position

Radd: The braking force value of the high frequency intermittent slip wedge device

S: Short groove length

SC: Steel Cable

t: Minimum contact length on one side (roller and anti-locking ring)

Tot: total braking force value

VA: The angular velocity that promotes the inertial force of the tire rotating mass

VB: The angular velocity of the force acting on the tire to decelerate and rotate

V1: Mass inertia force of vehicle

V2: Severe braking force (presented on the anti-locking ring, roller 201 100% slip wedge force braking mode)

V3: Mild braking force (presented on the anti-locking ring, the roller 201 suddenly reduces 70%~90% of the contact wedge length of the deceleration mode, slipping wedge force deceleration mode)

W: Length of contact wedge wire

X: gap size

Y: size value

<Y: Relative miniature size value

:交替循環

: Alternate cycle

Number sign:

1: Disc brake wheel set

1a: Axle suspension group

1b: Wheels

1c: tires

1d: Brake caliper set

1e: Wheel nut

2: Drum brake wheel set

2a: heavy vehicle suspension axle

2b: Steel rims for heavy vehicles

2c: heavy vehicle tires

2d: drum type internal brake booster cylinder

2e: Steel ring nut

3: Locomotive disc brake wheel set

3a: Locomotive wedge brake bearing seat

3aa: flange

3b: Disc brake aluminum ring for locomotive

3c: Locomotive tires

3d: limit sleeve

4: Locomotive drum brake wheel set

4a: Locomotive drum brake anti-rotation seat

4b: Drum brake aluminum ring for locomotive

4c: motorcycle tire

4d: limit tube

4e: Washer

4f: drive sprocket

4g: anti-rotation column

4h: Drum Shaping Handle

5: Bicycle disc brake hub wheel set

5a: Bicycle bearing flange

5b: Hub

5c: Bicycle tires

5d: Hub limit slot

10: Wheel axle

10A: Flange fixing nut

10B: Ring external tooth

11: Brake disc

11A: Disc and cage connection fixing screw

12: Wheel axle main bearing

12A: Disc main bearing

12B: Cage bearing

12C: Wheel bearing

13: Hub flange

13A: The return spring is placed in the groove

13B: Ring internal tooth

13C: inner flange

20: Heavy wheel axle

20A: heavy axle flange drum nut

20AB: heavy truck flange drum nut fixing screw

20B: Heavy truck outer ring gear

21: Internal brake drum

21A: Connecting screw between inner brake drum and roller cage

21Ah: Screw hole for connecting inner brake drum and roller cage

21B: Support column limit sector ring hole

21C: heavy vehicle return spring flange groove

21D: Anti-drop column for heavy vehicle return spring

21E: Roller cage linkage flange

21F: Drum brake to make the film combination

22: Heavy axle main bearing

22A: Main bearing of inner brake drum

22B: Inner brake drum bearing

23: Brake drum flange

23A: heavy vehicle return spring support column

23B: Heavy car inner ring gear

23C: inner flange bearing sleeve

23D: Assembly hole

30: Locomotive wheel axle

30a: Polygonal axle

30b: Polygon limit edge

31: motorcycle disc brake

31A: Disc brake and cage coupling screw

32: Locomotive shaft bearing

32A: Ball cage

32B: secondary ball cage

40: Locomotive drum brake axle

40a: Polygonal axle

40b: Polygonal limit edge

41: motorcycle brake drum

41a: Brake flange

41F: Locomotive brake drum

42: Locomotive Drum Brake Bearing

42A: Ball rack

42B: Sub ball rack

42C: Sub-ball support frame

50: Bicycle axle

50A: Axle flange

50a: Anti-rotation axle

50b: Anti-rotation limit edge

51: Bicycle Disc Brake

51A: Disc brake cage coupling screw

52: Bicycle bearings

52A: Bicycle ball rack

52B: Bicycle auxiliary ball frame

100: Wedge ring

106: circle inner edge side

110: car wedge ramp ring (same key feature as wedge ring 100)

111: limit rotation flange

120: Wedge ramp ring inside the brake drum (the same key features as wedge ring 100)

130: Locomotive wedge ramp ring (the same key features as wedge ring 100)

131: Flange limit

132: Limit bump

133: Limit groove

135: Locomotive return spring positioning groove

140: Locomotive drum wedge ramp ring (the same key features as wedge ring 100)

141: ramp ring flange

145: Restriction groove on the outer side of the return spring

150: Bicycle wedge ramp ring (the same key features as wedge ring 100)

151: limit key flange

152: Limiting convex part

155: Return spring wedge ring restriction groove

200: Roller cage

201: Roller

202: Roller spring

203: Wedge Point

210: Automotive roller cage (the same key features as the roller cage 200)

211: Reset the top piece

212: return spring

213: Roller Hole

214: Spring positioning hole

215: Reset the top piece insert groove

220: Roller cage for heavy vehicles (the same key features as the roller cage 200)

222: heavy vehicle return spring

222a: heavy vehicle return spring limit

223: Heavy Car Roller Hole

224: heavy car spring positioning hole

225: Cage joint groove

230: Locomotive disc roller cage (the same key features as the roller cage 200)

231: Brake Disc Limiter

231a: Brake disc positioning ring

232: Locomotive return spring

233: Locomotive Roller Hole

234: Locomotive spring positioning hole

235: Locomotive return spring limit slot

240: Brake drum roller cage (the same key features as the roller cage 200)

241a: Brake groove

242: Locomotive drum brake return spring

243: Drum Sha Roller Hole

244: Drum Sha Spring Limit Point

245: Restriction groove inside the return spring

250: Bicycle roller cage (the same key features as the roller cage 200)

251: retainer disc limiter

251a: retainer disc positioning ring

252: Bicycle return spring

253: Bicycle Roller Hole

254: Bicycle Spring Limit Point

255: Return spring cage limit groove

262: Roller outer expansion spring

300: Anti-locking ring

306: round outer edge side

310: Automobile anti-locking ring (the same key features as anti-locking ring 300)

311: Axle fixed bushing

312: fixed shaft key

313: fixed keyway

320: heavy vehicle anti-locking fixed ring (the same key features as anti-locking ring 300)

321: Heavy truck anti-lock fixing ring screw hole

322: Heavy truck anti-locking fixing ring screw

323: Booster cylinder assembly hole

324: Concentric Flange Ring

325: Brake to make disc limiting spindle hole

330: Locomotive anti-locking fixed ring (the same key features as anti-locking ring 300)

331: Polygon Axle Hole

340: Locomotive drum brake anti-locking ring (the same key features as anti-locking ring 300)

341: Polygonal Axle Hole

350: Bicycle anti-locking ring (the same key features as anti-locking ring 300)

351: Anti-rotation wheel shaft hole

401: left ramp

402: right slope

404: Left slope wedging point

405: Right slope wedging point

500: Sliding wedge surface

501: Short groove

Fig. 1 The anti-lock braking device and the method for preventing the anti-lock braking of the present invention is a "high-frequency intermittent slip wedge device" for the disc brake of a family car.

A: It is a cross-sectional diagram of the anti-lock braking device installed in the rim of an automobile according to an embodiment of the present invention.

B: The front view and side view of the anti-lock braking device of the present invention installed on the rim of an automobile.

C: A three-dimensional illustration of the anti-lock braking device of the present invention installed on the rim of an automobile.

Figure 2 is a cross-sectional view of the "high-frequency intermittent slip wedge device" for the disc brake of the anti-lock brake device for a family car of the present invention.

Figure 3 A: It is a side view of the "high frequency intermittent slip wedge device" for disc brakes.

B: It is a three-dimensional icon of a "high frequency intermittent slip wedge device" for disc brakes.

C: is the C-C cross-sectional view of Figure A. C1: It is a partial enlargement of Figure C.

D: is the D-D cross-sectional diagram of Figure A. D1: It is a partial enlargement of Figure D.

Figure 4A: A diagram of the core component in the D-D section of Figure 3A.

B: is a partially enlarged view of Fig. 4A, which is a partially enlarged view of the roller 201 in a free state when the roller 201 is not braked.

C: When braking in Figure B, the car roller cage 210 lags behind and the roller 201 starts to wedge and slip the wedge surface 500.

D: When braking in Figure C, when the roller passes through the short groove 501, the wedging force is released at the position where the wedging force is suddenly reduced when the contact line of the wedging force is suddenly reduced due to friction when the roller passes through the short groove 501.

E: Three views of roller 201 and automobile anti-lock ring 310.

F: The three-dimensional diagram of Figure E.

Figure 5 is an illustration of the components of the high-frequency intermittent slip wedge device in the anti-lock braking device of the present invention.

A: The front view of the explosion diagram of the internal components of the anti-lock brake device.

B: An exploded perspective view of the internal components of the anti-lock brake device.

C: It is a three-dimensional illustration of the component automobile wedging the ramp ring 110.

Figure 6 is an illustration of the key core components of the high-frequency intermittent slip wedge device in the anti-lock braking device of the present invention.

A: Left perspective view of the exploded illustration of the key components of the anti-lock braking device.

B: Right perspective view of the exploded illustration of the key components of the anti-lock braking device.

C: It is a partial enlarged view of the roller hole 213 and the spring positioning hole 214 of the automobile roller cage 210.

D: A partial enlarged view of the short groove 501 and the slip wedge surface 500 of the automobile anti-locking ring 310.

Fig. 7 The anti-lock braking device and the method of the present invention are used for drum brakes of heavy-duty passenger and cargo vehicles.

A: It is a cross-sectional diagram of the anti-lock braking device of an embodiment of the present invention installed in a heavy wheel rim for a large passenger and cargo.

B: The front view and side view of the anti-lock braking device of the present invention installed on a heavy wheel rim for large passenger and cargo.

C: A three-dimensional illustration of the anti-lock braking device of the present invention installed on a heavy wheel rim for a large passenger and cargo.

Figure 8A: A cross-sectional view of the "high-frequency intermittent slip wedge device" used in the drum brake of the anti-lock brake device for large passenger and cargo heavy vehicles of the present invention.

B: Three views of the roller 201 and the heavy-duty anti-locking fixed ring 320.

C: It is a three-dimensional illustration of Figure B.

Figure 9A: A three-dimensional illustration of a "high-frequency intermittent sliding wedging device" installed in the drum cart drum.

B: It is a side view of the "high-frequency intermittent slip wedge device" installed in the drum cart.

C: is the h-h cross-section diagram in Figure B.

D: is a partially enlarged view of Figure C, which is a partially enlarged view of the roller 201 in a free state when the roller 201 is not braked.

E: It is a partial enlarged view of the wedging surface 500 when the roller cage 220 is lagging behind when the heavy vehicle is braking and the roller 201 starts to wedge and slip.

F: When braking in Figure C, when the roller passes through the short groove 501, the wedging force is released at the position where the wedging force is suddenly reduced when the contact line of the wedging force is suddenly reduced due to friction when the roller passes through the short groove 501.

Figure 10A: A side view of the "High Frequency Intermittent Sliding Wedge Device" equipped with a brake drum.

B: It is a three-dimensional icon of a "high-frequency intermittent slip wedge device" equipped with a brake drum.

C: It is a perspective view of the g-g position of B in Figure 9.

D: is the g-g cross-sectional view of B in Fig. 9.

E: It is the diagram when the forward brake of the heavy vehicle in Figure 9D is rotated by an angle of β.

F: It is the diagram when the reversing brake of the heavy vehicle in Figure 9D is rotated by an angle of β.

Figure 11 is an illustration of the components of the high-frequency intermittent slip wedge device in the heavy vehicle anti-lock braking device of the present invention.

A: The front view of the exploded view of the internal components of the anti-lock braking device for heavy vehicles.

B: An exploded perspective view of the internal components of the anti-lock braking device for heavy vehicles.

C: It is a three-dimensional illustration of the brake drum flange 23 and the components provided above the wedge ramp ring 120.

D: It is a three-dimensional illustration of the brake drum flange 23 and the components provided above the wedging ramp ring 120.

E: It is a three-dimensional enlarged illustration of the inner brake drum 21.

Figure 12 is an illustration of the key core components of the high-frequency intermittent slip wedge device in the heavy vehicle anti-lock braking device of the present invention.

A: Left perspective view of the exploded view of the key components of the anti-lock braking device for heavy vehicles.

B: Right perspective view of the exploded illustration of the key components of the anti-lock braking device for heavy vehicles.

C: A partial enlarged view of the heavy-duty inner ring teeth 23B of the brake drum flange 23.

D: Partially enlarged illustration of the heavy vehicle roller hole 223 and the heavy vehicle spring positioning hole 224 of the heavy vehicle roller cage 220.

E: It is a partial enlarged view of the short groove 501 and the slip wedge surface 500 of the anti-locking fixed ring 320 for heavy vehicles.

Fig. 13 The anti-lock braking device and the method of the present invention for anti-lock braking is a "high-frequency intermittent slip wedge device" for the disc brake of a locomotive.

A: The front view and side view of the anti-lock brake device of the locomotive disc of the present invention installed on the rim.

B: A three-dimensional illustration of the anti-lock braking device of the present invention installed on the wheel rim of a locomotive.

C: A cross-sectional view of the anti-lock braking device of the present invention installed on a locomotive.

Figure 14 A: The side of the "high frequency intermittent slip wedge device" of the locomotive anti-lock brake device view.

B: Right-view perspective view of "High-frequency intermittent sliding wedging device".

C: Left perspective view of "High-frequency intermittent sliding wedging device".

D: Section of Figure A: H-H section diagram.

E: Section of Figure A: Hh-Hh cross-section diagram.

F: 1/4 cross-sectional view of the internal structure of the anti-lock brake device of the locomotive disc.

Figure 15 A: An enlarged view of Section: H-H in Figure 14 D. .

B: The partial enlarged view of FIG. A is a partial enlarged view of the roller 201 in the free state when the brake is not braked, and the enlarged view of the roller and the short groove 501.

C: During the braking action, the detailed relationship diagram in Figure B is a partial enlarged diagram of the locomotive disc roller cage 230 lagging behind and the roller 201 starts to wedge and slip the wedge surface 500.

D: When braking in Figure C, when the roller passes through the short groove 501, the wedging force is released at the position where the wedging force is suddenly reduced when the contact line of the wedging force is suddenly reduced due to friction when the roller passes through the short groove 501.

E: Three views of the roller 201 and the anti-locking fixed ring 330 of the locomotive.

F: The three-dimensional diagram of Figure E.

Figure 16 is an illustration of the components of the high-frequency intermittent slip wedge device in the disc-type anti-lock braking device of the locomotive of the present invention.

A: The left-view exploded icon of the internal components of the disc-type anti-lock braking device of a locomotive.

B: An exploded view of the internal components of the disc-type anti-lock brake device of a locomotive from the right perspective.

C: An enlarged front view of the locomotive wedging ramp ring 130 in Figure A.

D: A three-dimensional diagram of the locomotive wedging ramp ring 130 in Figure C.

Figure 17 is an illustration of the key core components of the high-frequency intermittent slip wedge device in the disc-type anti-lock braking device of the locomotive of the present invention.

A: The left-view exploded icon of the key core component of the locomotive's disc-type anti-lock brake device.

B: An exploded view from the right view of the key core component of the locomotive disc-type anti-lock brake device.

C: is a partially enlarged three-dimensional view of the member of the limiting groove 133 of the locomotive wedging ramp ring 130 in Figure B.

D: is a partially enlarged three-dimensional view of the ball cage 32A in FIG. A.

E: It is a partially enlarged three-dimensional view of the brake disc limiter 231 and the brake disc positioning ring 231a of the locomotive disc roller cage 230 in Figure B.

F: A partially enlarged three-dimensional view of the locomotive roller cavity 233 and the locomotive spring positioning cavity 234 of the locomotive disc roller cage 230 in Figure A.

G: is a partially enlarged three-dimensional view of the flange 3aa of the locomotive wedge brake bearing seat 3a in Figure B.

Figure 18 The anti-lock braking device and the method of anti-lock braking of the present invention is a "high frequency intermittent slip wedge device" for the drum brake of a locomotive.

A: The front view of the locomotive drum brake anti-locking brake device of the present invention installed on the wheel rim of the locomotive.

B: Left perspective view of the anti-locking brake device of the locomotive drum brake of the present invention.

C: A right perspective view of the anti-locking brake device of the locomotive drum brake of the present invention.

D: A cross-sectional view of the locomotive drum brake anti-locking brake device of the present invention installed in the wheel rim of the locomotive.

Figure 19 A: Side view and Section: Ii-Ii of the locomotive drum brake anti-lock brake device of the present invention installed in the wheel rim of the locomotive.

B: Right perspective view of the locomotive drum brake anti-lock brake device.

C: Side view of the locomotive drum brake anti-lock brake device.

D: A cross-sectional view of the locomotive drum brake anti-locking brake device of the present invention installed in the wheel rim of the locomotive.

Figure 20 A: Section: J-J section of Figure 19 D.

B: A partial enlarged view of the roller 201 in the free state when the brake is not braked, and an enlarged view of the roller and the short groove 501 in FIG. A.

C: During the braking action, the detailed relationship diagram in Figure B is a partial enlarged diagram of the brake drum roller cage 240 lagging behind and the roller 201 starts to wedge and slip the wedge surface 500.

D: When braking in Figure C, when the roller passes through the short groove 501, the wedging force is released at the position where the wedging force is suddenly reduced when the contact line of the wedging force is suddenly reduced due to friction when the roller passes through the short groove 501.

E: Front view and side view of roller 201 and locomotive drum brake anti-lock ring 340.

F: The three-dimensional diagram of Figure E.

Figure 21 is an illustration of the components of the high-frequency intermittent slip wedge device in the locomotive drum brake anti-lock braking device of the present invention.

A: The left view exploded view of the internal components of the anti-lock brake device of the locomotive drum brake.

B: An exploded view from the right perspective of the internal components of the anti-lock brake device of the locomotive drum brake.

C: is a three-dimensional diagram of the locomotive drum wedge ramp ring 140 in Figure B.

D: It is the front view of Figure C.

E: is a partial enlarged view of the brake drum roller retainer 240 in FIG. A.

F: is a partial enlarged view of the brake drum roller cage 240 in FIG. A.

Figure 22 is an illustration of the key core components of the high-frequency intermittent slip wedge device in the locomotive drum brake anti-lock braking device of the present invention.

A: The left-view exploded illustration of the key core component of the locomotive drum brake anti-lock brake device.

B: An exploded view from the right view of the key core component of the locomotive drum brake anti-lock brake device.

C: is a partially enlarged three-dimensional view of the drum brake roller hole 243 and drum brake spring limiting hole 244 of the brake drum roller holder 240 in FIG. B.

D: is a partially enlarged three-dimensional view of the ball frame 42A in FIG. B.

E: is a partially enlarged three-dimensional view of the member of the outer limit groove 145 of the return spring of the locomotive drum-type wedge ramp ring 140 in FIG. A.

F: is a partially enlarged three-dimensional view of the component of the locomotive brake drum 41 in Figure A.

Figure 23 The present invention is an anti-lock braking device and a method for anti-lock braking, which is an illustration of the application type of a disc-type anti-lock brake for bicycles.

A: A three-dimensional illustration of the bicycle's disc-type anti-lock brake device installed on the bicycle tire 5c and hub 5b.

B: The three-dimensional effect icon of the disc-type anti-lock brake of the bicycle.

Figure 24 A: A front view of the disc-type anti-lock brake device of the bicycle of the present invention.

B: It is a right-view perspective view of Figure A.

C: Part of the side view of Figure A is shown.

D: It is the Section: N-N cross-sectional view of Figure C, and the center part has an enlarged view of the elastic two-way limit type of the bicycle return spring 252.

E: It is the three-dimensional diagram of the left-view cross-sectional view of Figure C.

Figure 25A: Section: K-K section view of the disc-type anti-lock brake device of the bicycle in Figure 24A.

B: Section: L-L sectional view of the disc-type anti-lock brake device of the bicycle in Figure 24A.

Figure 26A: Section: M-M section of Figure 24C.

B: A partial enlarged view of the roller 201 in the free state when the brake is not braked, and an enlarged view of the roller and the short groove 501 in FIG. A.

C: During the braking action, the detailed relationship diagram in Figure B shows a partial enlarged diagram of the bicycle roller cage 250 lagging behind and the roller 201 starts to wedge and slip the wedge surface 500.

D: When braking in Figure C, when the roller passes through the short groove 501, the wedging force is released at the position where the wedging force is suddenly reduced when the contact line of the wedging force is suddenly reduced due to friction when the roller passes through the short groove 501.

E: The three-dimensional illustration of the roller 201 and the bicycle anti-locking ring 350.

F: Front view and side view of Figure E.

Figure 27 is an illustration of the components of the high-frequency intermittent slip wedge device in the bicycle disc type anti-lock brake device of the present invention.

A: The left-view exploded icon of the internal components of the bicycle disc-type anti-lock brake device.

B: An exploded view of the internal components of the bicycle disc-type anti-lock brake device from the right perspective.

C: is a three-dimensional diagram of the bicycle wedging ramp ring 150 in Figure B.

D: It is the front view of Figure C.

Figure 28 is a diagram of the key core components of the high-frequency intermittent slip wedge device in the bicycle disc type anti-lock brake device of the present invention.

A: The left-view exploded icon of the key core component of the bicycle disc-type anti-lock brake device.

B: The exploded icon of the key core component of the bicycle disc-type anti-lock brake device from the right perspective.

C: is a partially enlarged three-dimensional diagram of the bicycle roller hole 253 and the bicycle spring limiting hole 254 of the bicycle roller cage 250 in Figure B.

D: It is a partially enlarged three-dimensional view of the retainer disc retainer 251 and the retainer disc positioning ring 251a of the bicycle roller cage 250 in FIG. A.

E: It is a partially enlarged three-dimensional diagram of the return spring wedge ring restricting groove 155 of the bicycle wedged ramp ring 150 in Figure A.

F: is a partially enlarged three-dimensional view of the component of the return spring cage restricting groove 255 of the bicycle roller cage 250 in FIG. A.

Figure 29 is an illustration of the core principle of the high-frequency intermittent slip wedge device in the anti-lock brake device of the present invention, which is applied to the anti-lock brake device that requires the combination of the first brake device.

A: Application principle diagram of the key core components of the sliding wedge device (the application type of the two-way wedge-locking linkage without short groove 501, and the wedge-locking linkage with the fixed anti-locking ring 300 means it has Constant braking force).

B: Application principle diagram of key core components of high frequency intermittent slip wedge device (with short groove The 501 is a two-way wedge-lockable and linked two-way wedge brake application type. The anti-lock ring 300 whose wedge linkage is at a fixed angle position represents a kind of anti-lock brake action).

Figure 30 is an illustration of the core principle of the high-frequency intermittent slip wedge device in the anti-lock braking device of the present invention, which can be applied to a small device that can brake without the brake disc.

A: Application principle diagram of the key core components of the sliding wedging device (the application type of the two-way wedge brake without short groove 501 and the two-way wedge linkage, which is represented by the wedge linkage with the rotating wedge ramp ring 100 Represents a constant braking force).

B: Application principle diagram of the key core components of the high-frequency intermittent sliding wedge device (the application type of the two-way wedge brake with short groove 501 and the two-way wedge linkage, and the wedge linkage is in the rotating wedge ring 100 represents an anti-lock braking action).

Figure 31C: The brake activation control action diagram of the schematic diagram of Figure 30B.

D: Generally, the included angle α of commercially available one-way bearings is set between 6° and 8°. When the axis is active, it has the characteristics of unidirectional linkage in the clockwise direction and separation in the counterclockwise direction.

An anti-lock brake device and its brake anti-lock method is to use the description of [0010 ]~[ 0013 ] and [Explanation 13B]: The "Principle of Roller Wedge Linkage" described in the paragraph is set as a method such as [ 0013 [Explanation 13A]: Paragraphs, and "High-frequency intermittent slip wedge device" described in the paragraphs [0015 ] and [ 0017 ]; then integrated into the total braking force value Tot=(first braking device BD+Second Braking Device ABD), as shown in the paragraph [11A], taking the total braking force value Tot=(initial braking force value Br+ braking force value Radd of the high frequency intermittent slip wedge device) as the original The application mode of the invention;

In the anti-lock braking device, the second braking device ABD is a "high-frequency intermittent slip wedge device", which is mainly composed of a rotating wedge ring 100, and a roller cage 200, and a fixed angle position The combined application of the anti-locking ring 300 becomes a braking device, which generates a rotation angle β for the relative rotation of the roller cage 200 through action manipulation, which triggers the plurality of rollers built in the roller cage 200 of the braking device 201 angle α of the ramp 401 or a plurality of left with right-angle α of the plurality of ramps 402 contact wedge, wedge slippage to transfer the rotational energy of the wedging ring 100, the rollers 201 and the rotation A device that generates slipping wedge braking force between the wedge ring 100 and the anti-lock ring 300 at a fixed angle position;

[Note 18A]: The examples listed in the "high-frequency intermittent slip wedge device" of the anti-lock braking device of the present invention all have the following three prerequisite settings and are used for each The embodiments [ 0019 ]~[ 0023 ] illustrate the implementation manners, which are distinguished by different symbols, but the key features are the same, as follows:

1: The wedge ring 100 is combined with the wheel hub flange 13 of the tire and rim, or the brake drum flange 23, or the motorcycle disc brake aluminum ring 3b, or the motorcycle drum brake aluminum ring 4b, or the hub 5b. The keyway is assembled into a synchronous integrated rotation transmission; (when used in each embodiment, the key features are completely the same)

When used in the description of the embodiment of the automobile disc brake, it is: the automobile wedges the ramp ring 110 When used in the description of the embodiment of the heavy-duty drum brake: the inner wedge ramp ring 120 of the brake drum is used for the locomotive disc brake embodiment: the locomotive wedge the ramp ring 130 is used for the locomotive drum brake embodiment description The time is: the locomotive drum-type wedge ramp ring 140 is used for bicycle disc brakes. The embodiment is described as: the bicycle wedge ramp ring 150

2: The roller cage 200 and the brake disc 11, or the inner brake drum 21, or the motorcycle disc brake 31, or the motorcycle brake drum 41, or the bicycle disc brake 51 are assembled into a synchronous integrated transmission by inlays or screws; When used in each embodiment, the key features are exactly the same)

When used in the description of the embodiment of the automobile disc brake, it is: the automobile roller cage 210

When used in the description of the embodiment of the heavy-duty drum brake, it is: the heavy-duty roller cage 220

When used in the description of the embodiment of the locomotive disc brake, it is: the locomotive disc roller cage 230

When used in the description of the embodiment of the locomotive drum brake, it is: the brake drum roller retainer 240

Used to illustrate the embodiment of bicycle disc brake: bicycle roller cage 250

3: The anti-locking ring 300 is combined with the axle suspension group 1a, or the heavy-duty suspension axle 2a, or the locomotive wheel axle 30, or the locomotive drum brake axle 40, or the bicycle axle 50, assembled by inlays or screws The socket becomes a solid non-rotating fixed part; (when used in each embodiment, the key features are exactly the same)

When used in the description of the embodiment of the automobile disc brake, it is: automobile anti-lock ring 310

When used in the description of the embodiment of heavy vehicle drum brake, it is: heavy vehicle anti-locking fixed ring 320

When used for the description of the embodiment of the locomotive disc brake, it is: the locomotive anti-locking fixed ring 330

When used in the description of the embodiment of the locomotive drum brake, it is: the locomotive drum brake anti-locking ring 340

Used to illustrate the embodiment of bicycle disc brake: bicycle anti-lock ring 350

[Explanation 18B]: As shown in Figures 29 and 30, Figure A, B: and Figure 31, C: are applications of two characteristic types, which will be cited in the description of the embodiments [0018 ]~[ 0023] as:

When the wedge ring 100 has a characteristic configuration with a left slope 401 and a right slope 402, the anti-locking ring 300 has the characteristics of a slipping wedge surface 500;

Or when the wedge ring 100 has a characteristic configuration with a sliding wedge surface 500, the anti-lock ring 300 has the characteristics of a left slope 401 and a right slope 402;

When the wedge ring 100 is in a rotating configuration with the anti-lock ring 300 at a fixed angle position, and at the same time is in wedge contact with the roller 201, a braking force of slip wedge torque is generated;

[Explanation 18B1]: When the car is moving, the wheels and brake discs or drums rotate synchronously, which means that the wedge ring 100 and the roller cage 200 rotate synchronously, as shown in Figure 29A: The numbers are 1, 2, When the roller 201 is in the 3 position, the roller is not in contact with the anti-locking ring 300, and the wheel is in a free-rotating travel pattern. At this time, the roller 201 is driven by two directions:

The first type of directional force is: the roller 201 elastically floats under the elastic force of the roller springs 202 on both sides, so that the roller 201 elastically contacts the inner edge 106 of the wedge ring 100,

The second directional force is: the wedge ring 100 and the roller cage 200 have centrifugal force when they rotate synchronously. The roller 201 arranged in the roller cage 200 is a freely movable individual and will move away from the center point due to the centrifugal force, such as When the roller 201 is located on the left slope 401 or the right slope 402 due to the braking action, when the braking action is stopped and the car is moved, the roller 201 will Driven by centrifugal force to roll closer to the inner edge of the circle 106;

[Explanation 18C]: As [Explanation 18B]: As discussed, use 29 Figure A: The setting of the included angle α angle value is explained, and the following [18C1] and [18C2] are used for explanation:

[18C1]: When the car is moving, the wedge ring 100 and the roller cage 200 rotate synchronously. When the brake is stepped on, the wedge ring 100 will continue to rotate with the mass inertia force of the car weight, and the roller cage 200 will rotate Compared with the left slope 401 of the wedge ring 100 that rotates at the original speed and presents a higher speed, the rotation hysteresis phenomenon caused by friction caused by the braking friction force, when the roller cage 200 lags behind the rotation angle β angle, The left ramp 401 contacts the roller 201 at the left ramp wedge point 404, compresses the roller spring 202 and pushes the roller 201 to contact the anti-locking ring 300, at this moment, a wedge will be formed on the randomly touched wedge point 203 Closed type, and the roller 201 at positions 4, 5, and 6 presents a wedge transmission; at this time, suppose 29 Figure A: When the angle α is set to 6°~8°, the number is 4 The wedge transmission shown by the roller 201 at the positions of, 5, and 6 will immediately become an interfering wedge lock type, which is automatically and elastically adjusted by the roller spring 202. When the number is 4, 5, and 6 The roller 201 can be synchronized to the left slope wedging point 404 and wedging point 203 at positions 4, 5, and 6 at the best timing and angle to produce the same wedging force, and due to the anti-locking The ring 300 is a fixed part that is set to be connected with other fixing parts and cannot rotate. That is, the braking action that is operated will cause the left slope wedging point 404, which is the wheel on the wedge ring 100, to lock up, and the tires and The static friction of the ground will be lost and cause loss of control (the angle α at this time is the standard angle of the one-way bearing of 6°~8°, as shown in Figure 31);

[18C2]: Refer to the related description of [0013 ], so the angle α of the present invention is set to 8°~30°. It will be configured for each wheel with different diameters, and the number of rollers 201, and those with different roller 201 diameters. characteristic, with their different needs of the angle α angle value, wherein the angle α angle value> when 8 °, the roller 201 wedging phenomenon left slope wedge point 404 and the wedge point 203 is formed with, will not be in contact with the instant A fixed-point wedging force is generated, which will show a slipping wedging force, and with the increase of the included angle α, the amount of slippage will be increased and the wedging force will reduce the slippage, so the roller 201 and the left slope wedge of the wedging ring 100 The wedging force of the wedging point 404 and the wedging point 203 of the anti-locking ring 300 will be relatively reduced with the increase of the angle α (the length of the roller 201 is regarded as a certain value at this time, because of the set The contact wedge length value of the roller 201 and the left slope wedge point 404 and the wedge point 203 determines the overall torque value of the wedge force that determines the slip; in summary, the roller 201 and the left slope wedge point 404 And the wedging force of the wedging point 203 can be understood as: when braking friction is given, the roller cage 200 is rotated due to friction, and the wedging ring 100 is continuously driven to rotate according to the mass inertia force it carries. Under the circumstances, when the roller cage 200 and the wedge ring 100 form a corner β angle, the roller 201 and the left slope wedging point 404 and wedging point 203 will form a slipping wedging force, so The moment formed by the "slip wedge force" relative to the tire radius can be defined as "brake force";

[Explanation 18D]: The above [Explanation 18B], [Explanation 18C]: It runs under the condition of clockwise rotation. When it is reverse clockwise rotation, the same applies to [Explanation 18B] and [Explanation 18C]: But the left slope wedge point 404 of the left slope 401 mentioned therein must be changed to the right slope The right slope wedging point 405 of 402;

[Note 18E]: Please refer to Figure 29 B: For example, [18C2]: The included angle α is set to 8°~30°, and the outer edge side surface of the anti-locking ring 300 is set with a short groove 501;

[18E1]: The length of the short groove 501 is about 15% to 85% of the length of the roller 201, so when the roller 201 surrounds the short groove 501, the middle section of the roller 201 has 15 of the short groove length S %~85% of the contact length will disappear, leaving the remaining 25%~5% of the minimum contact length t on both sides of the roller 201, and the remaining 25%~5% of the length is still running on the slip wedge surface 500 of the anti-locking ring 300 On the outer edge side, until the roller 201 rolls back to the full-contact slip wedge surface 500 again, the outer edge side surface of the roller 201 and the anti-locking ring 300 will return to the contact wedge line length W;

That is to say: the slip wedge surface 500 has a plurality of short grooves 501 arranged at equal angles, so that the contact wedge line length W of the plurality of rollers 201 on the slip wedge surface 500 is reduced due to the intermittent The short groove length S makes the slip wedge force produce high and low alternate cyclical changes. The braking force of the slip wedge torque generated by it is transformed into a plurality of intermittent slip wedge torque, which is Anti-lock braking device with high frequency intermittent slip wedge braking force.

[18E2]: The ratio between the plurality of short grooves 501 and the plurality of rollers 201 is an integer multiple, so that the plurality of rollers 201 slip and rotate at the same instant to reach or leave the plurality of short grooves 501, making the high The slip wedge braking force of the frequency intermittent slip wedge device is set to the instantaneous maximum value and instantaneous minimum value; because the area formed by two adjacent short grooves 501 is the same The sample is a slip wedge surface 500, so that the outer edge side surface of the anti-locking ring 300 has a short groove 501 with a length of 15% to 85% of the roller 201 and a slip wedge surface 500. The short groove 501 is mainly Reduce the contact length between the roller 201 and the outer edge side surface of the anti-locking ring 300, which can be a groove of any depth and any shape, as described in [13A6];

[18E3]: After the above paragraphs [18E1] and [18E2] are set, when the wedge ring 100 is in wedge contact with the roller 201 on the anti-lock ring 300, the above-mentioned slip wedge contact force appears The continuous cycle of large and small, forms an intermittent slip wedge type, which becomes a "high frequency intermittent slip wedge device";

[18E4]: Under the settings including [18C2]: ~[18E3]:, as shown in Figure 29 B: The principle diagram will explain: the roller cage 200 is set on the original disc brake of the linkage wheel Or on the brake drum of a drum brake, and when the disc is clamped by the caliper to brake or the brake drum is externally expanded, the initial braking force value Br has the braking force and overcomes the elastic restoring force of the return spring. , To make the deformation, to promote the relative lagging rotation of the roller cage 200 by an angle of β , the braking force value Radd of the high-frequency intermittent slip wedge device is generated, and the wedge ring 100 linked by the wheel has The angle value of the angle α is set to 8°~30°, the left slope 401 with a suitable fixed angle pushes the roller 201 and compresses the roller spring 202, so that the roller 201 closely touches the left slope 401 and locks against it. The slip wedge surface 500 above the outer edge side surface of the ring 300 and the adjacent short groove 501 generate slipping intermittent wedging force, which is a kind of "high frequency intermittent slip wedge torque" for the wheel. ", so that the wheel has a slipping wedge between the roller 201 and the wedge point 203 to interfere with braking, and when the roller 201 slips to the top of the slip wedge surface 500, it will have a large slip wedge force. Rectangular form, showing "heavy braking force" braking, and driven by the inertia force of the mass carried by the wheels, and then sliding the roller 201 to the top of the short groove 501 to contact friction, the contact wedge length of the roller 201 is abrupt Reduced, forming a small slip wedge torque pattern that reduces the slip wedge torque by 15% to 85%, and allows the wheels to show a "light braking force" rotation, according to the above-mentioned response obtained by the mechanism when braking The rapid cycling of the braking torque from large to small allows the wheel to have the number of short grooves 501 for each revolution during the braking process. The braking torque of the "heavy braking force" in the "slip wedge" with the number of joints of 500 times;

； [18E5]: Therefore, the anti-lock braking device of the present invention, in the form of the total braking force value Tot=(first braking device BD+second braking device ABD), that is, the brake disc or the brake drum is combined with The roller cage 200 is linked and set as the first braking device BD. When braking, the initial braking force value Br is activated, and the preset initial total braking force value Tot of 70% (assumed value) is generated. During the braking process of the initial braking force value Br, the braking force overcomes the elastic restoring force of the return spring and produces a deformed relative rotation angle β . In order to activate the second braking device ABD, the roller cage 200 lags behind to allow The plurality of left slopes 401 or the plurality of right slopes 402 of the wedge ring 100 connected by the rim and tire are in contact with the plurality of rollers 201 and wedged, and promote the plurality of rollers 201 and the anti-locking with a plurality of short grooves 501 The slip wedge surface 500 on the fixed part of the dead ring 300 generates a "slip wedge force""heavy braking force", and prompts a plurality of rollers 201 to produce a contact wedge line on a plurality of short grooves 501. The length of the wedge line is sharply reduced The "mild braking force" makes the braking process show a "constant" rapid alternating cycle of "heavy braking force" and "light braking force"

；

[18E6]: Therefore, the method of the present invention to prevent the brakes from locking up is to start the initial braking force value Br, and make a preliminary braking deceleration, which is the first braking device BD, but the mass inertia when the vehicle is running When the friction braking force exceeds the initial braking force value Br, the braking force value Radd of the high-frequency intermittent slip wedge device is triggered to start the intervention, which is the second brake device ABD intervention, and the multiple left of the wedge ring 100 The angle α of the slope 401 or the plurality of right slopes 402 is set to a suitable angle in the interval of 8°~30°, so that the wedging of the plurality of left slopes 401 or the plurality of right slopes 402 and the plurality of rollers 201 form a "slip". “Slip wedge” produces a “slip wedge force”. In terms of the diameter of the cylinder of the roller 201, this “slip wedge force” * The roller diameter becomes the force applied in the form of “slip wedge moment” , And on the outer edge of the anti-locking ring 300 at a fixed angle position, a short groove 501 arranged at equal angles with an integer multiple of the number of the plurality of rollers 201 is arranged so that the rollers 201 are in the anti-locking ring 300 The resulting "slip wedging moment" will rapidly alternately cycle "slip wedging" between the slip wedge surface 500 and the short groove 501, according to the contact wedge between the roller 201 and the anti-locking ring 300 Variations in the length of the joint line produce different braking torques of the "slip wedge force", so that the tire and the ground form the original (initial braking force value Br + the braking force value Radd of the high frequency intermittent slip wedge device) Combine the wedge braking mode of "heavy braking force" and the rapid alternate cycle of the wedge deceleration mode of "light braking force";

95.5%)=初始煞車力值Br(85%)+高頻率斷續性滑移楔合裝置的煞車力值Radd(35%＊98%

35%＊30%)，解釋為當緊急時，最大總煞車力值Tot=119.3%的煞車出力，可得到以不鎖死輪胎的型態並以較短煞車距離來煞車，當最大總煞車力值Tot=95.5%的煞車出力，可使輪胎快速恢復抓地力(靜摩擦力)，來使輪胎具有操控方向的依循性，並且以較高的煞車力值來輔助讓總煞車距離縮短； If the total braking force value Tot = the initial braking force value Br + the braking force value Radd of the high frequency intermittent slip wedge device, set the total braking force value Tot (120%) = the initial braking force value Br (85%) + Braking force value Radd (35%) of the high-frequency intermittent slip wedge device, resulting in a β angle, when the force to activate the second brake device ABD is 10%; then, when slow braking: braking force The second brake device ABD will not be activated within 10%. When the vehicle speed is fast, the maximum total braking force value Tot(119.3%

95.5%) = initial braking force value Br (85%) + high frequency intermittent slip wedge braking force value Radd (35% * 98%

35%*30%), which means that in an emergency, the maximum total braking force value Tot=119.3% of the braking force can be obtained in the form of non-locking tires and braking with a short braking distance. When the maximum total braking force is The value of Tot=95.5% of the braking force can quickly restore the grip (static friction) of the tires, so that the tires can follow the steering direction, and use a higher braking force value to assist in shortening the total braking distance;

[18E7]: That is, the anti-lock braking device and the anti-lock braking method of the present invention, in addition to the first braking device BD, a second braking device ABD is additionally provided, and the first braking device BD and the second braking device ABD The braking device ABD has two different independent braking forces;

The braking force of the first brake device BD comes from the frictional resistance of the brake discs or brake drums and the brake pads in the commercially available brake system. Set the force at which the tire will be locked by the brake to 100%, then set the first brake device The initial braking force value Br of BD is: 15%<initial braking force value Br<90%, which will be the best type;

As shown in Figure 29: the braking force of the second brake device ABD comes from the left slope 401 or the right slope 402 of the wedge ring 100 synchronized with the tires, pushing the roller 201 to make the roller 2 01. The slip wedge braking force generated by the anti-locking ring 300 at a fixed angle position. When matched with the first brake device BD, the high frequency intermittent slip wedge device brake of the second brake device ABD is set The force value Radd is: 15% <the braking force value of the high frequency intermittent slip wedge device Radd <90%, which will be the best type;

According to the above setting requirements, the tires will be locked by the brakes when the force value of the first brake device BD is set to 100%. Therefore, when the force value of the first brake device BD is less than 90%, the second brake device ABD is added. When the appropriate force value range is matched, the total braking force value Tot can exceed 100% without locking the tires, because the second brake device ABD is under the setting conditions of rapid alternating cycles that produce slip wedge braking force;

As shown in Figure 30 and Figure 31 C: That is, since the first brake device BD and the second brake device ABD have two different independent braking forces, the first brake device is the brake device currently used in the market , Under specific requirements (such as slow cars, or occasions requiring more sophisticated design and configuration), you can also abandon the existing commercially available first brake device BD and use the second brake device ABD as the sole brake device. When the setting of the first braking device is 0%, the second braking device (ABD) becomes the total braking force value (Tot), and the braking force value (Radd) of the high-frequency intermittent slip wedge device is required Adjusted to: 50% <the braking force value (Radd) of the high-frequency intermittent slip wedge device (Radd) <99% to face the demand for the total braking force value during braking alone;

[18E8]: An example of setting application of a method of anti-locking brake of the present invention, in (total braking force value Tot = initial braking force value Br + high frequency intermittent slip wedge device braking Based on the force value (Radd), the operation of the entire braking action is related to the following 3 settings, which are explained as follows:

[18E8a]: 1: (Initial braking force value Br) setting: If the original setting is set to 70%, it depends on the friction area of the brake pads, and the pneumatic or hydraulic pressure booster cylinder or mechanical steel The force value of the length of the arm of the cable;

[18E8b]: 2: (Brake force value Radd of the high frequency intermittent slip wedge device) setting: If the original setting is 45%, it depends on the angle value of the included angle α and the roller 201 The difference in length between the two and the short groove 501;

[18E8c]: 3: The length W of the contact wedge line between the roller 201 and the slip wedge surface 500 in the high frequency intermittent slip wedge device changes, and a short groove 501 is provided above the slip wedge surface 500 , Because the short groove length S is a solid collapse (processing cutting cutout), the roller 201 will continue to slide and wedged on the sliding wedge surface 500 and the short groove 501, resulting in the occurrence of [13A6]: " "Severe braking force" and "Mild braking force" quickly alternately cycle patterns;

[18E9]: The elastic strength of the return spring is preset to about 25% of the initial braking force value Br; refer to [ 0010 ], [13A1]: Description, the first brake device BD is rigidly linked and rotates synchronously and the second brake anti-lock The roller cage 200 inside the dead device ABD makes the roller cage 200 and the wedge ring ring through the return spring 212 or the heavy-duty return spring 222 or the locomotive return spring 232 or the locomotive drum brake return spring 242 or the bicycle return spring 252 100 has an elastic relative angle relationship. The plurality of rollers 201 in the roller cage 200 are elastically supported by the roller springs 202, and are located at the center of the inner edge side 106 of the wedge ring 100, and are not protected against Contact of the locking ring 300;

When braking, because the first braking device BD indirectly brakes the roller cage 200 and decelerates by friction, it produces a speed difference with the wedge ring 100, which causes the return spring 212, or the reload return spring 222, or the locomotive return spring 232, Or the locomotive drum brake return spring 242, or the bicycle return spring 252 produces an elastic deformation, so that the roller cage 200 produces a turning angle β , prompting the left slope 401 or the right slope 402 of the wedge ring 100 to squeeze and push the roller 201 at the same time And contact with the slip wedge surface 500 or the outer edge surface of the short groove 501 on the anti-lock ring 300 at a fixed angle position to generate the slip wedge braking force or high-frequency breaking of the second anti-lock device ABD. The continuous slip wedge braking force becomes the braking force of the high frequency intermittent slip wedge device of the second brake device ABD, which is the slip wedge braking force of Radd;

The initial braking force value Br is used as the braking force value Radd for starting the high-frequency intermittent slip wedge device when it firstly resists the elastic restoring force of the return spring to make its shape change and relatively rotates by an angle of β. Continuous work is used for friction deceleration of the initial braking force;

25.5%)=(初始煞車力值Br(90%＊25%)+高頻率斷續性滑移楔合裝置的煞車力值Radd(30%＊98%

30%＊10%))；如為緊急狀態時則最大總煞車力值Tot(119.4%

93%)=(初始煞車力值Br(90%)+高頻率斷續性滑移楔合裝置的煞車力值Radd(30%＊98%

30%＊10%))的合併快速交替循環的煞車力，共同對抗車輛的質量慣性力，協助煞車動作的安全穩定及煞車距離的縮減； Another embodiment setting, such as changing and resetting the previous preset value: "Initial braking force value Br90% + high frequency intermittent slip wedge braking force value Radd30% = maximum total braking force value Tot120%", And when the braking force is set to 25% of the initial braking force value Br90%, the "high-frequency intermittent slip wedge device" is activated to intervene in the braking action. At this time, the initial braking force value Br=25%~90% extra The braking force can be continuously pressurized to brake. This can be interpreted as the braking action at slow speed from the initial braking force value Br=0%~90% within 25% of the force to stop and reflect In the elastic strength of the return spring against the restoring force, the initial braking force value Br=25%~90% when the vehicle speed is faster, and the high frequency intermittent slip is triggered when the output reaches 25% during the moment of braking. The braking force value Radd of the wedge device is combined with the wedge brake mode of "heavy braking force" of the "high frequency intermittent slip wedge device" and the wedge brake mode of "light braking force". The initial braking force value Br=25% of the subsequent braking force, the total braking force value at this moment Tot(51.9%

25.5%)=(Initial braking force value Br(90%*25%) + braking force value of high frequency intermittent slip wedge device Radd(30%*98%

30%＊10%)); if it is an emergency, the maximum total braking force value Tot(119.4%

93%)=(initial braking force value Br(90%) + braking force value of high frequency intermittent slip wedge device Radd(30%＊98%

30%*10%)) combined with the braking force of rapid alternating cycles to jointly oppose the mass inertia force of the vehicle, assisting in the safety and stability of the braking action and the reduction of the braking distance;

25.5%)交替循環，當最緊急情況發生致 使煞車做出最大出力時的最大總煞車力值Tot(119.4%

93%)，即是為駕駛或騎乘者於遇到緊急情況時的煞車動作過程，為煞車出力25%時啟動高頻率斷續性滑移楔合裝置的煞車力值Radd(30%＊98%

30%＊10%)加入，使具有總煞車力值Tot(51.9%

25.5%)一直到最大總煞車力值Tot(119.4%

93%)的瞬間緊急過程間，快速地達到最大119.4%的煞車力，期間在具有100%的煞車力時，輪胎就以接近鎖死的總煞車力值Tot119.4%的煞停型態，及總煞車力值Tot93%的釋放型態取得輪胎靜摩擦力的煞慢型態的快速交替循環，全程瞬間緊急過程皆使輪胎與地面具有可操控的摩擦力，並有效的縮短煞車總距離，對行車安全性將具有非常大的提升； [18E10]: If the result of the calculation formula is displayed, it can be described as: such as [Explanation 13H]: set (brake force value Tot100%: the maximum output of the brake pump that can lock the tires when braking), when using the initial braking force value When Br=90% is used as the standard setting of the vehicle, the initial braking force value Br=90% alone cannot lock the wheels with the maximum braking force; however, in pursuit of a safe and effective shortest braking distance, various types are generally available from the factory. Vehicles are configured to exceed the braking force value Tot100%; according to the calculation result of the [18E9] setting, it can be interpreted as the braking action output when the initial braking force value Br (90% * 25%) will start high-frequency intermittent sliding Wedge shifting device, the total braking force value at this moment Tot(51.9%

25.5%) alternately cycle, the maximum total braking force value Tot(119.4%

93%), that is, the braking action process of the driver or the rider in an emergency situation. It is the braking force value Radd (30%*98) that activates the high-frequency intermittent slip wedge device when the braking force is 25% %

30%＊10%) is added to make the total braking force value Tot(51.9%

25.5%) until the maximum total braking force value Tot (119.4%

93%) during the instant emergency process, the maximum braking force is quickly reached 119.4%. During this period, when the braking force is 100%, the tires will be in a braking mode close to the locked total braking force value Tot119.4%. And the release pattern of the total braking force value Tot93% achieves the rapid alternating cycle of the slow pattern of the tire static friction force. The entire emergency process makes the tire and the ground have controllable friction force, and effectively shortens the total braking distance. Driving safety will be greatly improved;

[18F]: An anti-lock brake device and its brake anti-lock method, which can be used as a slow car anti-lock brake device and its brake anti-lock method, and is an anti-lock device that uses the second brake anti-lock device ABD alone The dead braking force is taken as the total braking force. Taking Fig. 30: to see, it is another type of "high frequency intermittent" in which the slip wedge surface 500 and the short groove 501 are arranged on the inner edge side of the wedge ring 100 Sexual sliding wedging device", such as [10A]: Explained: It is controlled by a manual cable or other controls. . Type, to directly drive the roller cage 200 to make a corner β angle to cause the rotating wedge ring 100 to wedge a plurality of rollers 201 to produce a slip wedge with the fixed angle position anti-lock ring 300 The braking force can be individually regarded as an anti-lock braking device of the present invention;

[18F1]: As shown in the upper half of the right-handed diagram in Figure 30A, such as the application of a bicycle as an example, when the bicycle is traveling, the inner edge of the wedge ring 100 has a sliding wedge surface 500 and rotate synchronously with the tire, above the anti-lock loop 300 has an included angle α of the left and right slope angle α of the ramp 401 and 402, with the roller holder 200 elastically supported by a spring piece and to maintain a certain angular relationship, prompting number 1,2 , The roller 201 of 3 and the anti-locking ring 300 are in contact with the central area of the outer edge side 306 of the circle, and the roller 201 is not in contact with the wedge ring 100;

As shown in the lower half of Figure 30A, when the roller cage 200 is manually pulled and rotated by an angle β , the braking action mode is started, and the wedge ring 100 will continue to follow the mass inertia force of the bicycle and the rider When the roller cage 200 rotates to an angle of β through manual braking, the right slope 402 and the roller 201 are in contact at the right slope wedging point 405, compressing the roller spring 202 and pushing the roller 201 and the inner edge of the wedge ring 100 When the side sliding wedging surface 500 touches, a wedging pattern will be formed on the randomly touched wedging point 203 at this moment, and the roller 201 at positions numbered 4, 5, and 6 will show a wedging transmission; If you assume 30 Figure A: when the included angle α is set to 6°~8°, the wedge transmission shown by the roller 201 at positions 4, 5, and 6 will immediately become an interfering wedge lock type The state is automatically and elastically adjusted by the roller spring 202. The roller 201 at positions 4, 5, and 6 can be synchronized with the right slopes at positions 4, 5, and 6 at the best timing and angle. The wedging point 405 and the wedging point 203 generate the same wedging force, and because the anti-locking ring 300 is a fixed part that is set to be connected to other fixed parts and cannot be rotated, that is, the operated brake The action will cause the right slope wedging point 405 to be wedge locked, that is, the wheels on the wedge ring 100 will be locked, and the static friction between the tire and the ground will be lost and cause loss of control (the angle α at this time is 6°~ The standard angle of one-way bearing of 8°, as shown in Figure 31);

[18F2]: Refer to the related description of [0013 ], so if the angle α in Figure 30A is set to the interval of 8°~30°, the angle α can be set with different wedging force requirements, where the angle α is the angle value. >8°, the wedging phenomenon formed by the roller 201 and the right slope wedging point 405 and the wedging point 203 will not be able to generate a fixed-point wedging force at the moment of contact, and will show a slipping wedging force, and will vary with the included angle α The angle increases to increase the amount of slippage and reduce the wedging force of slippage, so the wedging point 405 of the right slope of the roller 201 and the anti-locking ring 300 and the wedging point 203 of the wedging ring 100 are wedged The strength will be relatively reduced as the included angle α increases (the length of the roller 201 is regarded as a certain value at this time, because the set roller 201 and the right slope wedging point 405 and the wedging point 203 contact wedges The value of the combined length is the overall moment value of the wedging force that determines the slippage); in summary, the wedging force of the roller 201 with the right slope wedging point 405 and the wedging point 203 can be understood as: When the cable is manipulated to make the roller cage 200 turn angle β angle, the wedge ring 100 is continuously driven to rotate according to the mass inertia force it carries, the roller 201 and the right slope wedging point 405 and wedging point 203 are that A slipping wedge force is formed, so the moment formed by the "slip wedge force" relative to the radius of the bicycle tire in the embodiment can be defined as the "brake force";

[18F3]: Please refer to Figure 30 B: For example, [18F2]: The angle α is set to the interval of 8°~30°, and the inner edge side surface of the wedge ring 100 is set with a short groove 501 , The length of the short groove 501 is about 15%~85% of the length of the roller 201, so when the roller 201 surrounds the inner side of the short groove 501, the middle section of the roller 201 has 15%~85% of the short groove length S % Of the contact length will disappear, leaving the remaining 25%~5% of the minimum contact length t on both sides of the roller 201 with the remaining 25% to 5% of the length still rolling on the slip wedge surface 500 on the inner edge side of the wedge ring 100, Until the roller 201 rolls back to the full-contact slip wedge surface 500, the inner edge side surface of the roller 201 and the wedge ring 100 will return to the contact wedge line length W;

[18F4]: The ratio between the plurality of short grooves 501 and the plurality of rollers 201 is an integer multiple, so that the plurality of rollers 201 slip and rotate at the same instant to reach or leave the plurality of short grooves 501, making the high The slip wedge braking force of the frequency intermittent slip wedge device is the set instant maximum and instant minimum; because the area formed by two adjacent short grooves 501 is also the slip wedge surface 500, so The inner edge side surface of the wedge ring 100 has a short groove 501 with a length of 15%-85% of the roller 201 and a sliding wedge surface 500. The short groove 501 is mainly used to reduce the roller 201 and the anti-locking ring. The contact length of the outer edge side surface of 300 can be grooves of any depth and any shape, as described in [13A6];

[18F5]: After the above paragraphs [18F2]~[18F4] are set, when the wedge ring 100 is in wedge contact with the roller 201 on the anti-lock ring 300, the above-mentioned slip wedge contact force appears The constant cycle of large and small, forms an intermittent slip wedge type, which has become another application type of "high frequency intermittent slip wedge device";

[18F6]: Under the settings including [18F2]~[18F5]:, as shown in Figure 30B: the principle diagram will explain: the roller cage 200 is set to be linked to the bicycle handlebar via a steel cable On the brake handle, and when the brake handle drives the brake, it overcomes the elastic restoring force of the return spring to produce a slip wedge braking force when a rotation angle β is generated. The anti-locking ring 300 at a fixed angle position The right slope 402 with a suitable fixed angle with the included angle α set to 8°~30° blocks the roller 201 and compresses the roller spring 202 to make the roller 201 and the wedge ring 100 slip and wedged The surface 500 is in close contact, and the slipping intermittent wedging force is generated due to the groove 501, which is a kind of "high-frequency intermittent slipping wedging torque" for the bicycle wheel. The bicycle wheel is caused by the roller 201 and The right slope 402 and the wedging point 203 present a slip wedge to interfere with braking, and when the roller 201 slips to the surface of the slip wedge surface 500 to contact friction, it will have a large slip wedge moment pattern. Braking with "heavy braking force", and driven by the mass inertia force carried by the bicycle wheels, the wedge ring 100 continues to rotate and slip, so that when the short groove 501 is in contact with the roller 201, due to the contact of the roller 201 The wedge length is reduced sharply, forming a small slip wedge torque pattern that reduces the slip wedge torque by 15% to 85%, and the bicycle wheels show a "light braking force" rotation. The rapid cycle of the sudden large and small braking torque obtained by the reaction of the component can make the bicycle wheel during the braking process have the number of short grooves 501 set for each revolution of the "light braking force" at the time of release. The braking torque, and the braking torque of the "severe braking force" at the time of "slip wedging" with 500 times of slipping the wedge surface;

[18F7]: As described in the above [18F]~[18F6] description, it can be understood that, as in the example application of Figure 31 C:, the steel cable SC is connected to the brake handle on the bicycle handle to pull the cable or connection The lever linkage device CL rotates the roller cage 200, and shifts from the original driving position DP to the braking position BP due to the braking action, so that the roller cage 200 rotates by an angle of β to drive the "high frequency intermittent" Sliding and wedging device", in which the roller cage 200 is linked to the other end of the anti-locking ring 300. The powerful roller expansion spring 262 is elastically expanded and the roller 201 expands outward to make a plurality of rollers. The roller 201 contacts and rubs against the sliding wedge surface 500, and the rotating wedge ring 100 drives the roller 201 to rotate and push the roller spring 202 to shift, and under the elastic action of the roller spring 202, the plurality of rollers 201 On the right slope 402 of the anti-locking ring 300 at a fixed angle position, the right slope wedging point 405 is generated at the position where the respective contact pressure is appropriate, and the slipping wedging surface of the wedge ring 100 that rotates synchronously with the bicycle wheel A wedging point 203 is generated at any point on the 500 to form a slipping wedging moment, which quickly passes through a plurality of short grooves 501 during the slipping process, and then forms an intermittent slipping wedging moment, which becomes a kind of "High-frequency intermittent slip wedge device" anti-lock brake device;

[18F8]: When the brake lever on the treadmill is released and does not brake, the cable or connecting rod linkage CL is elastically returned to its original position, and the other end of the roller cage 200 is linked with the anti-lock ring 300 to limit the position The powerful roller expansion spring 262 elastically recovers and shrinks to its original size. At this time, the outer edge of the roller expansion spring 262 does not contact the roller 201, and the roller 201 returns to the original under the action of the roller spring 202. Position, elastically and balancedly stop at the position 306 of the outer edge of the anti-locking ring 300;

[18F9]: For example, when the wedge ring 100 rotates in the reverse direction (that is, when reversing), press the brake lever to link the steel cable SC to pull the cable or the connecting rod linkage device CL to rotate the roller to hold The frame 200 also promotes the expansion of the powerful roller expansion spring 262 to make the roller 201 expand outward and contact and rub against the sliding wedge surface 500. The counter-rotating wedge ring 100 will drive the roller 201 to rotate and push the roller. The sub-spring 202 is displaced in the reverse direction, prompting the plurality of rollers 201 to start wedging on the left slope 401 of the anti-locking ring 300 at a fixed angle position, and to slip the wedge surface 500 of the rotating wedge ring 100 A wedging point 203 is generated at any point on the upper side to form a slipping wedging moment, which is the braking action pattern when reversing;

[18F10]: That is, a slow-moving anti-lock braking device is used to pull the cable or connecting rod linkage CL through the brake to make the roller cage 200 produce a rotation angle β , and the roller expansion spring 262 changes due to the outer expansion type. Enlarging the diameter of the outer edge, the elastic contact roller 201 expands to the outer circle and closely touches the sliding wedge surface 500, so that the rotating wedge ring 100 drives the roller 201 to rotate according to the friction force in the rotation direction, and then rotates after rolling. A right slope wedging point 405 is generated on the right slope 402 of the anti-locking ring 300 shifted to a fixed angle position, or a left slope wedging point 404 is generated on the left slope 401, and is generated synchronously on the wedging ring 100 The wedging point 203 makes a plurality of rollers 201 at the right slope wedging point 405 or the left slope wedging point 404, and the wedging point 203 that continues on the outer edge surface of the sliding wedging surface 500 or the short groove 501, forming Separate slip wedge braking force or intermittent slip wedge anti-lock braking force;

[18F11]: That is, a method for slow braking to prevent lockup is that when the brake is not braked, the roller expansion spring 262 makes the roller 201 located on the side of the outer edge of the circle that contacts the lockup ring 300 due to the elastic restoring force 306 area, and is not in contact with the wedge ring 100 under the influence of the roller spring 202;

When braking, the roller cage 200 is rotated to produce a rotation angle β , which causes the plurality of roller expansion springs 262 arranged in the axial direction to be deformed and expand outward to enlarge its diameter, so that the plurality of rollers in the axial direction are enlarged. The outer edge side of the outer expansion spring 262 synchronizes the outer support to contact the plurality of rollers 201, and makes the roller 201 closely contact the slip wedge surface 500 on the inner edge side of the wedge ring 100. The plurality of rollers 201 receive the wedge ring. The rotational friction force of the ring 100 is defined in accordance with the direction of rotation of the wedge ring 100. It is in contact with the left slope 401 to form a left slope wedging point 404, or in contact with the right slope 402 to form a right slope wedging point 405, and slips at the same time The wedging surface 500 generates a wedging point 203, and the rotational kinetic energy of the wedging ring 100 is transmitted to the anti-locking ring 300 at a fixed angle position via a plurality of rollers 201, forming a slip wedge braking force;

47.5%)=初始煞車力值Br(0%)+高頻率斷續性滑移楔合裝置的煞車力值Radd((95%＊98%)

(95%＊50%))的快速交替循環煞車型態(上述其中98%與50%為參照【13Ha2】：設置)，成為一種慢車應用，且不管在車速較快或較慢時皆能煞慢車速並不會鎖死輪胎的應用型態； [18F12]: As shown in Figure 30 and Figure 31 C: when the total braking force = the first brake device BD + the second brake anti-lock device ABD to explain the application logic, the first brake device BD is not set, Therefore, its value is 0%, and only the second brake anti-lock device ABD outputs braking force. For example, if you apply [18E6]: set the angle α to the second brake anti-lock device ABD to 95% of the maximum slip When moving the wedge force, it becomes the total braking force value Tot = the initial braking force value Br + the braking force value Radd of the high-frequency intermittent slip wedge device. When the application of the applied braking force value is the total braking force value Tot (93.1%

47.5%)=Initial braking force value Br(0%) + braking force value of high frequency intermittent slip wedge device Radd((95%＊98%)

(95%*50%)) fast alternating cycle braking mode (98% and 50% of the above are based on [13Ha2]: setting), which becomes a slow car application, and it can brake regardless of the speed of the car is fast or slow. Slow speed will not lock the application type of tires;

This invention has simple maintenance, and eliminates the application of gas and oil pressure pipelines, is not easy to be damaged by external forces, and if any frictional heat is generated in the device with lubrication, it will be the device for wedging the ring 100 The outer edge conducts conduction and quickly dissipates heat. It can be used as an armored explosion-proof vehicle suitable for slow-speed vehicles or off-road use. It is directly used as the only brake device with the second brake anti-lock device ABD.

[18G]: As explained in all the paragraphs in [0018 ], the present invention uses the sliding wedge type of the mechanical parts to reduce the speed and use the fast and intermittent braking force to complete the non-locking The safety braking process of dead tires can also be said to be that when the vehicle is suddenly turned off or the oil pressure fails, the mechanical hand brake can be used to easily activate the "high-frequency intermittent slip wedge device", which makes it impossible to Under predicted emergencies, it can still have high-efficiency braking action to avoid further expansion of hazardous accidents.

As shown in Figures 1~6: An automobile anti-lock brake device and its brake anti-lock method, that is, set the disc brake wheel set of the current commercial car as the disc brake wheel set 1, so that it can be used for braking. There is a high-speed frequency wedge braking and release cycle (total braking force value Tot = initial braking force value Br + braking force value Radd of the high-frequency intermittent slip wedge device). The anti-lock braking ability of the anti-lock braking device is the key core of the present invention, which is the functional performance of the "high-frequency intermittent slip wedge device";

[Remark 19A]: Brake component assembly instructions: Refer to Figures 1 to 6: The disc brake wheel set 1, the main composition is to regard the axle suspension group 1a as the fixed part of the overall wheel set, in which The main axle bearing 12 and the axle shaft 10 are installed inside, and the axle sleeve 311 is fixed by the axle Connect and fix the axle suspension group 1a by screws, limit the main axle bearing 12, and install the auxiliary axle bearing 12C at the same time, so that the axle shaft 10 can transmit the rotational kinetic energy of the engine or the motor through the axle shaft; The main axle bearing 12A of the disc and the automobile anti-locking ring 310 are inserted above the axle fixing shaft sleeve 311, and the automobile anti-locking ring 310 is fixed at an angle on the axle fixing shaft sleeve 311 with the fixed shaft key 312 The fixed keyway 313 does not rotate; first take the brake disc 11 and the car roller cage 210 and sleeve it on the same centerline, and use the disc and cage coupling fixing screws 11A to hold the brake disc 11 and the car roller The bracket 210 is locked and combined; then the brake disc holder assembly is inserted into the automobile anti-locking ring 310, and the brake disc 11 is inserted above the main bearing 12A of the disc and can rotate freely; the roller hole 213 and the spring positioning hole 214 are filled with a proper amount of solid lubricating grease for lubrication and sticking installation parts, and then a plurality of roller springs 202 are sleeved in the spring positioning hole 214 surrounding the automobile roller cage 210. After the roller spring 202 is elastically seated, a plurality of rollers 201 are filled in around; at this time, the car wedging ramp ring 110 is inserted into the car roller cage 210 (it is sufficient to insert it at any angle on the same central axis) ; Insert the reset top piece 211 into the reset top piece insert groove 215 of the automobile roller cage 210; then take the cage auxiliary bearing 12B in the same central axis attitude, and install it into the automobile roller with its outer edge side In the center circle below the recessed groove 215 of the return top piece of the cage 210; then take the hub flange 13, install a plurality of return springs 212 into the inner return spring into the groove 13A; then take this hub flange 13 With the same central axis, align the return spring insertion groove 13A with the rotation limiting flange 111 of the car wedging ramp ring 110 and insert it, and insert the inner flange 13C into the cage sub-bearing 12B according to the lead angle. At this time, the inner ring teeth 13B of the hub flange 13 and the outer ring teeth 10B of the wheel axle 10 are linked in the direction of rotation of the ring teeth, and then the flange fixing nut 10A is interlocked with the wheel axle 10 ; Then put the brake caliper set 1d on the brake disc 11 and fix it, and then the "brake device" of the disc brake wheel set 1 and the "high frequency intermittent slip wedge device" of the present invention are completed "Assemble; then put the rim 1b and the tire 1c into the hub flange 13, and lock it with the rim nut 1e; that is, the assembly sequence of the disc brake wheel set 1;

[Explanation 19B]: Description of braking action: As in [Explanation 19A]: The disc brake wheel set 1 device described in the description, the application function action of the brake end is explained as follows:

[19B1]: Nowadays, when the car is on the market, when the car is moving, the clamping of the brake caliper will cause the brake disc to directly slow down the rotation of the rim tire, which is a general braking phenomenon;

[19B2]: The case of the present invention is: please refer to Figures 1 and 2, when the car is traveling, the wheel axle 10 drives the rim 1b and the tire 1c to rotate relative to the ground through the hub flange 13 to rotate relative to the ground, and to link the brake discs. The disc 11 rotates at a constant speed; when the brake caliper set 1d is braked by the driver, the brake caliper set 1d clamps the brake disc 11, and the brake disc 11 is linked to the automobile roller cage 210. Because of the fixed position of the brake caliper set 1d produces frictional resistance to the brake disc 11, which will cause the automobile roller cage 210 to produce a hysteresis rotation relative to the rim 1b to slow down the rotation of the rim 1b. This process is the same as the action of a general disc brake on the market;

[19B3]: The front end of the automobile roller cage 210 is equipped with a plurality of return top pieces 211, which form a strong elastic collision with the plurality of return springs 212 installed in the spring steel sheet with strong elasticity in the hub flange 13 Touch (as shown in Figure 3 C, C1:), this return spring The elastic force of 212 urges the hub flange 13 and the automobile wedging ramp ring 110 and the automobile roller cage 210 above it to maintain a certain relative angle in a free state (as shown in Figure 3 D, D1 :);

[19B4]: As in the above [19B3]: paragraph, the car wedged ramp ring 110 and the car roller cage 210 maintain a certain relative angle in a free state. Therefore, when the car is not braked, the car roller The roller 201 arranged inside the cage 210 is elastically supported by the roller spring 202, and the roller 201 elastically abuts against the inner circle side 106 of the car wedging ramp ring 110, that is, when the car is traveling, the roller 201 Under the elastic support of the roller spring 202 and the centrifugal force of the roller 201's own mass, there is a gap size X with the automobile anti-locking ring 310 (as shown in Figure 4 B, C:), which represents the unbrake In the free state, the roller 201 and the automobile anti-locking ring 310 at a fixed angle position will not produce any friction;

[19B5]: As in the above [19B2], [19B3]: paragraphs, among which Figure 3 C, C1: When the brake caliper set 1d is braked by the driver, it has the initial braking force value Br to use the braking friction force Slow down the rotation speed of the brake disc 11, and move the automobile roller cage 210 and a plurality of return top pieces 211 in parallel to form a strong elasticity with the plurality of return springs 212 in the hub flange 13 that rotates according to the rotational inertia force Deformation and contact. At this time, if it is a slow speed, the mass inertia formed when the car is moving is small, and the braking friction force of the brake disc 11 given by the driver is not large, and the plural return springs 212 will form a limit. The strong elastic deformation is used as the braking limit force of the hub flange 13, and this limit force comes directly from the brake disc 11 The initial braking force value Br "brake force" of the brake caliper set 1d is almost the same as the above [19B2] ~ [19B4]: the paragraph is almost the same;

[19B6]: As in the above [19B5]: paragraph, when the driving speed is fast, the driver is eager to stop the car in the face of road conditions and gives the brake caliper group 1d initial braking force value Br for braking. At this time, the speed is fast. The mass inertia force formed when the car is traveling is large. When the initial braking force value Br given to the brake disc 11 by the driver tends to the maximum (this manual is preset to 70% of the total braking force value Tot), during the braking process , The plurality of return springs 212 form a limited degree of strong elastic deformation to serve as the initial slow-down limiting force of the hub flange 13, and in the further elastic deformation, the automobile roller cage 210 is linked to increase the hysteresis rotation angle from 0° ~ When there is a β angle value of a turning angle, the roller 201 and the automobile anti-locking ring 310 are prompted to change from Fig. 4B: to No. 4 under the form of a gap size X in the paragraph [19B4]: Figure C: The contact type, because the car's mass inertia force exceeds the initial braking force value Br, when the brake starts to brake, after the initial braking force value Br intervenes, multiple return springs 212 are squeezed to meet the elastic deformation. After the β angle, increase the braking force value Radd of the high-frequency intermittent slip wedge device. At this moment, due to the initial braking force value Br, there is still a huge mass inertia force of the car after braking, which causes the hub flange 13 and The rotation speed of the car wedging ramp ring 110 is still faster than the rotation speed of the brake disc 11 after being given the brake caliper set 1d by the driver to brake friction. The left ramp 401 of the car wedging ramp ring 110 contacts the roller 201 , And drive the roller 201 to be located in the middle position due to the elastic force of the roller springs 202 on both sides of the size value Y, the force compression offset is reduced to the relative miniature size value <Y, and the original automobile anti-lock ring 310 has The gap size X is also reduced to 0.0 by the force of the left slope 401, and becomes a pressed contact state. At this moment, the left slope 401 and the roller 201 produce a left slope wedging point 404, and the roller 201 and the automobile anti-locking ring The ring 310 produces the wedging point 203. At this moment, because in the paragraph [18C2] of [0018 ], the left slope 401 whose included angle α is set to 8°~30° will make the roller 201 wedged with the left slope. The point 404 and the wedging point 203 generate the "slip wedging force", which is the "slip wedging moment" relative to the tire 1c, which is the "brake force" described in the paragraph [18C2] of the present invention in [0018] Definition;

[19B7]: Continuing the above [19B6]: paragraph, as shown in Figure 4: Description, wherein the automobile anti-locking ring 310 is a fixed part, and the roller 201 is wedged with the car ramp ring 110 and the car anti-locking ring The ring 310 generates a "slip wedge force", which will cause the car to wedge the ramp ring 110 so that it has the "slip wedge torque" to stop the rotation of the "brake force" definition, to slow down the rotation of the integrated wheel hub The flange 13 and the rim 1b and the tire 1c are moving at the speed of the car. The "brake force" of the "slip wedge moment" is due to the rotation of the unlocked tire 1c, and the static contact friction force with the ground continues to follow the car's The huge mass inertial force rotates and moves forward, and the static contact friction force with the ground continuously causes the tire 1c to rotate and move in the inertial direction of the trajectory, continuously pushing the car to wedge the ramp ring 110 and exerting force on the roller inside the car roller cage 210 Son 201;

As shown in Figure 4 C, D, E, F: the plurality of rollers 201 are wedged at the plurality of left ramp wedging points 404 and the sliding wedged at the plurality of wedging points 203, as shown in Figure F: The roller 201 is a solid cylinder with a length. In Figure C: the original wedge point 203 can be regarded as the contact wedge line of the roller 201 on the sliding wedge surface 500. When the "sliding wedge" When the resultant force is applied, it is the sliding and rolling displacement that produces the wedging force on the sliding wedge surface 500 when the roller 201 is used. The longer the roller 201 is, the "sliding wedging force" generated on the sliding wedging surface 500. The larger the angle α , the smaller the "slip wedge force"; as shown in Figure C: when the roller 201 is pushed by the left slope wedging point 404, the wedge shape remains unchanged Under the circumstances, the "slip wedge force" between the roller 201 and the slip wedge surface 500 will not disappear. This "slip wedge force" is the above-mentioned [19B6]: the "brake force" mentioned in the paragraph, which is based on the mass inertia of the car Before the forward force disappears due to braking friction loss of kinetic energy, the "slip wedge force" of the roller 201 and the sliding wedge surface 500 will continue to slip, as shown in Figure D: the roller 201 slips to the short groove When the groove 501 is above, the contact wedge line between the roller 201 and the sliding wedge surface 500 becomes as shown in Figure E: WS=2*t (the original (contact wedge line length W)-(short groove) Length S)=2*(Minimum contact length on one side t), equivalent to WW*(15%~85%)=W*(85%~15%)=2t (the same principle description, please refer to [Explanation 13C] Paragraphs, and [ 18E1], [18E2], [18E4] paragraphs of [0018 ] [Explanation 18E])), which means that the contact wedge line is instantly reduced by 15%~85%, and the length of the contact wedge line also represents The magnitude of the "slip wedge force" or "brake force" at this moment becomes only 85%~15% of the braking force in the previous moment;

84%)=初始煞 車力值Br的60%+((高頻率斷續性滑移楔合裝置的煞車力值Radd的40%＊98%)或(Radd的40%＊60%))的快速交替循環，如【13Ha1】~【說明13Hb】：所說明，原來在「滑移楔合力」作用下總煞車力值Tot以最大接近於99.2%的煞車並形同接近鎖死的情況下，「高頻率斷續性滑移楔合裝置」內其中的「滑移楔合力」容許輪胎1c以「重度煞車力」型態來慢速滾動滑移，當滾子201滑移至短溝槽501時，瞬間變成只剩下84%的「滑移楔合力」，此瞬間輪胎1c只接受最多84%的「輕度煞車力」，而使輪胎1c呈現煞慢且接近快速滾動的型態，待滾子201經過短溝槽501上方區間又再次來到打滑楔合面500時，將重複本段落所述的總煞車力值Tot又以最大接近於99.2%的「滑移楔合力」的快速交替循環

； Assuming that the default value of the embodiment is changed: the new total braking force value Tot (100%) = the initial braking force value Br (60% preset value) + the braking force value of the high frequency intermittent slip wedge device Radd (40%) ), which can be regarded as the maximum total braking force value Tot(99.2%

84%) = 60% of the initial braking force value Br + ((40% of the braking force value of the high frequency intermittent slip wedge device Radd * 98%) or (40% of the Radd * 60%)) fast Alternately cycle, such as [13Ha1] ~ [Explanation 13Hb]: As explained, the total braking force value Tot under the action of the "slip wedge force" is close to 99.2% of the braking and is similar to the case of close to lockup. The "slip wedging force" in the high-frequency intermittent slip wedge device allows the tire 1c to roll and slip slowly in the form of "heavy braking force", when the roller 201 slips to the short groove 501 , It becomes only 84% of the "slip wedging force" in an instant. At this moment, the tire 1c only accepts up to 84% of the "light braking force", and the tire 1c shows a slow and fast rolling pattern, waiting to be rolled. When the sub 201 passes through the area above the short groove 501 and comes to the slip wedge surface 500 again, the total braking force value Tot described in this paragraph will be repeated and the "slip wedge force" rapidly alternates with a maximum close to 99.2%.

；

[19B8]: When the vehicle is slow or fast, if the brake is lightly applied, that is, the initial braking force value Br of the brake caliper set 1d gives the brake of the brake disc 11 the friction force is not enough to reset the plural ones The spring 212 is elastically deformed. Although the brake disc 11 has a hysteresis, the automobile roller cage 210 does not rotate relative to a corner β angle (as shown in Fig. 3C: and Fig. 29) to drive the plurality of rollers 201 and the car When the anti-locking ring 310 has a wedge relationship, its braking mode has the same effect as a normal brake;

[19B9]: When the vehicle has a certain speed and relatively heavy braking, the initial braking force value Br of the brake caliper set 1d gives the initial friction force of the brake of the brake disc 11 under the action of the mass inertia when the car is traveling The multiple return springs 212 are compressed to produce elastic deformation and deceleration, and the automobile roller cage 210 is relatively rotated by a rotation angle β angle (as shown in Figure 3 C: the maximum hysteresis rotation angle) to drive the plurality of rollers 201 and the automobile When the anti-locking ring 310 produces a wedge relationship, the plurality of rollers 201 and the plurality of left slope wedging points 404 are pushed into force contact and wedged, which will make the plurality of rollers 201 and the sliding wedge surface 500 The "slip wedge force" and the "slip wedge force" in the upper section of the plurality of rollers 201 and the short groove 501 evolved into a "brake force" that alternately generates "slip wedge force". This "brake force""When the plurality of rollers 201 are located in the 500 section of the slip wedge surface, the "heavy braking force" is tight, and when the plurality of rollers 201 are located in the section of the short groove 501, the "light braking force" is released quickly. Alternate cycle, so that tire 1c does not lock up and slip due to the continuous pressing "heavy braking force";

[Explanation 19C]: An automobile anti-lock braking device and a brake anti-lock method of the present invention, the mechanism operation effects of braking and release times are as follows, as shown in the embodiment in Figure 4, where Figures A and F The number of short grooves 501 above the automobile anti-locking ring 310 shown is that the ring 360° has 48 short grooves 501, and is provided with 8 rollers 201 (a cylinder with a diameter of 14mm*38mm in length). Hard metal roller), the number of short grooves is 48/the number of rollers is 8=6 (must be an integer multiple), that is, the number of rollers can be set to 4 or 6 or 8 or 12 or 24. . , Or other groove number settings, so:

[19Ca]: When the number of rollers increases, the total "slip wedge force" of each roller 201 acting on the slip wedge surface 500 is accumulated, and the total "slip wedge force" value is greater;

[19Cb]: When the number of grooves in the short groove 501 is larger, the "slip" obtained by the 360° of the ring The smaller the cumulative value of the “wedge shifting force”;

[19Cc]: The smaller the groove clamping angle of the short groove 501, the greater the accumulated value of the "slip wedge force" obtained by the 360° of the ring ring, due to the "slip wedge force" acting on the slip wedge surface 500 "The more accumulated time value is;

[19Cd]: Convert the number of times of "heavy braking force" when the rim is 360° braking. For example, when the tire diameter in the example is 20 inches and the driving speed is 50Km/h, the instantaneous maximum number of stops and releases per second can be calculated : Wheel diameter: 20 inches * 2.54 (cm/inch) = 50.8 cm = 0.508 meters (diameter) Wheel circumference: 0.508 (meters) * 3.1416 (π) = 1.596 (wheel circumference. meters) speed per hour. meters Feet/hour: 50(Km/h)*1000(meters)=50000(meters/hour) speed. Meters/minute: 50000(meters/hour)/60(minutes/hour)=833.3(meters) /Min) speed.m/sec: 833.3(m/min)/60(sec/min)=13.889(m/sec) wheel rotation times/sec: 13.889(m/sec)/1.596( Meter) = 8.7 (times/second) 8.7 (times/second) * 48 (number of grooves) = 417.7 (number of grooves/second) It can be seen from the above formula that the driving speed is 50Km/h. When the brake is applied, any roller 201 passes through the short groove 501 417 times per second, that is, 417 times through the slip wedge surface 500; that is, when the plurality of rollers 201 pass the slip wedge surface 500 instantaneously The "heavy braking force" that produces the "slip wedge force" will cause the tire 1c to rotate at a very slow speed due to the braking action friction force imparted to the brake disc 11 by the brake caliper set 1d. 1c The static friction force of contact with the ground drops rapidly; the next moment, the tire 1 c Because of the driving of the mass inertia force of the car, the frictional resistance between the tire 1c and the ground causes the car to wedge the ramp ring 110 and push the multiple rollers 201 continuously to shift the angular position to the top of the short groove 501. The "slip wedge force" is suddenly reduced to 50% of the original "brake force" (set according to the length difference) "light braking force", so that the original "heavy braking force" is instantly converted to "light braking force". Driven by the mass inertia force while traveling, the tire 1c can rotate faster in the form of "light braking force" to avoid slipping, and restore more than 90% of the static friction force in contact with the ground. At this moment, the tire 1c is It can stay on the driving track and avoid losing control. Therefore, the anti-lock braking device of the present invention will linearly decrease the speed per hour due to the braking action during the braking process of the car. The above 50Km/h instantaneous maximum per second The cycle times of 417 times of "severe braking force" braking and 417 times of "light braking force" release will be reduced according to the above formula as the vehicle speed decreases, until the stop is as described in the paragraph [19B9]: The plurality of return springs 212 are elastically deformed when starting to brake, and the plurality of return springs 212 will return to their pre-deformation positions when the vehicle is completely stopped;

[Explanation 19D]: An automobile anti-lock braking device of the present invention is a combination of mechanical parts of a mechanism "high frequency intermittent slip wedge device", mainly as shown in Figure 6, such as [ 0018] The pre-narrative part and its [Explanation 18E]: [18E1], [18E2], [18E3] paragraph description, and this paragraph [ 0019 ] [Explanation 19A]: Brake component assembly instructions: Now focus on the interaction Please refer to Figures 2, 3, and 4: For the car wedging ramp ring 110, the left slope 401 or the right slope 402 is set at the same angle as the ring with the included angle α in the interval of 8°~30°. An automobile roller cage 210 is installed on the center inner ring side. The automobile roller cage 210 is provided with a plurality of rollers 201 and a plurality of roller springs 202, which are integrated with the brake disc 11 on the axial side. An automobile anti-locking ring 310 is installed in the center, which is installed and fixed on the axle fixing sleeve 311. The outer edge of the automobile anti-locking ring 310 is a slippery wedge surface 500, and has a processing recess with a short groove 501 Short groove feature;

[19D1]: Refer to Figure 2: and (Figure 3: and Figure 4: Section: DD). When the car is running, the tire 1c and the rim 1b and the hub flange 13 are wedged with the car ramp ring 110 It has an angular velocity VA that promotes the inertial force of the tire rotating mass, and is integrally connected with the brake disc 11 and the automobile roller cage 210. The angular velocity VB that acts on the force of the tire to decelerate and rotate is synchronized. Rotation type and have the same angular velocity ω (because the return spring 212 of the hub flange 13 is associated with the return top piece 211 of the automobile roller cage 210);

[19D2]: As shown in Figure 4B: Before braking, the car has an inertial speed of VA.V1 (the angular speed VA that generates the inertial force of the vehicle's running mass inertia V1 to cause the tire to rotate), and has an inertial speed of VB.V1 (It is the angular velocity VB at which the vehicle's running mass inertia force V1 resists the force acting on the tire to decelerate and rotate). When braking, the brake pads in the brake caliper set 1d will use contact friction to prevent the brake disc 11 from rotating to slow it down Its angular velocity ω , although no vehicle power is provided at this time, the huge mass inertia force of the vehicle during driving causes the tire 1c to continue to rotate forward at an angular velocity ω close to the original; therefore, the force of the tire to decelerate and rotate is applied before braking The angular velocity VB of is 0, as in the above [19D1]: the car wedged ramp ring 110 and the car roller cage 210 have a form of rotating at the same angular velocity ω before braking;

99.2%)的交替循環煞車力，使輪胎1c以99%的瀕臨被鎖死的形態下來拖行轉動，及輪胎1c以72%的煞車力來滾動，並恢復與地面的接觸靜摩擦力，促使重車可依循行駛軌跡路線前進； [19D2a]: Continuing the above description, as shown in Figure 4C: When braking, the inertial speed of VA.V1 (the angular speed VA that generates the inertial force of the vehicle's running mass inertia V1 to promote the rotational mass inertial force of the tire) continues to rotate, and the VB.V1 The inertial speed is converted by the braking force to the inertial speed of VB.V2 (the angular velocity VB at which the tire is decelerated and rotated by the heavy braking force V2), which is the force that causes the tire to decelerate and rotate due to the "heavy braking force" V2 braking. The angular velocity VB starts to act and slows down. During this period, the inertial velocity of VA.V1 continues to rotate at the angular velocity ω , but the inertial velocity of VB.V2 is severely acted on by the braking force V2, causing the two to form a lag with a V2 angular velocity difference ω 1 , And further slow down the rotational force of the angular velocity ω of the inertial speed of VA.V1; the process of braking appears as the car is wedging the plural left ramps 401 of the ramp ring 110 with the plural rollers 201 to contact and push Under the action of a plurality of roller springs 202, the plurality of rollers 201 are synchronized one by one with the automobile anti-lock ring 310 at a fixed angle position and wedged in contact with each other, resulting in huge friction and wedging resistance, because the left slope 401 has The angle value of the included angle α , the slip wedge surface 500 of the plurality of rollers 201 and the fixed angle position of the automobile anti-lock ring 310 has a "slip wedge force", and the huge friction wedge resistance is "heavy braking The braking phenomenon of "force" V2 appears, and the tire 1c is used with the continuous maximum total braking force value Tot=(72%

99.2%) of the alternating cycling braking force, so that the tire 1c will drag and rotate in 99% of the state of being on the verge of being locked, and the tire 1c will roll with 72% of the braking force, and restore the static friction force in contact with the ground, which promotes the weight The car can follow the route of the driving track;

[19D2b]: As shown in Figure 4 D: the vehicle has an inertial speed of VA.V1 during driving (the angular velocity VA that generates the inertial force of the vehicle mass inertia V1 to cause the tire to rotate) continues to rotate, [19D2a] the VB. The inertial speed of V2 is converted to the inertial speed of VB.V3 (the angular velocity VB of the force that acts on the tire to decelerate and rotate by the light braking force V3), and the inertial speed of VB.V2 is braked by the "severe braking force" V2. After that (after the braking action of the heavy "slip wedge force"), the braking of the "light braking force" V3 will be slowed down immediately, and the inertial speed of VA.V1 will continue to rotate at a slightly reduced angular velocity ω , but The inertial speed of VB.V3 is acted on by the mild braking force V3, so that a larger accumulated angular velocity ω with a V3 angular velocity difference ω 2 lag is formed between the two to slow down, and the inertial speed of VA.V1 is further slowed down. The rotational force of the angular velocity ω ; under the continuous advancement of the huge vehicle mass inertia force V1, the continuous accumulation of the V2 angular velocity difference ω 1+V3 angular velocity difference ω 2 is required to slow the speed from hundreds to tens of thousands of times The angular velocity difference can reduce the rotational angular velocity ω of the automobile tire 1c to 0 continuously; the tire 1c and the automobile wedge ramp ring 110 are continuously in the braking friction condition of the brake disc 11 when the speed is slowed down by the brake. (The brake drives the return spring 212 to change its shape. When it is not braking, the restoring force of the return spring 212 drives the roller 201 away from the left slope 401), the vehicle running mass inertia force V1 generates the angular velocity VA that promotes the tire rotation mass inertia force. ω drives the tire 1c to rotate to allow the left ramp 401 to continuously push the plurality of rollers 201 and the fixed slip wedge surface 500 to slip and roll. In the process, when the plurality of rollers 201 slip and roll to the top of the short groove 501, The "slip wedge force" of the huge frictional wedging resistance is suddenly reduced by about 15% to 85%, which quickly transforms into a "light braking force" to reduce the chronic braking phenomenon. At this moment, the tire 1c is Such as [19B7]: The set total braking force value Tot=66% of the brake clamping friction force is continued to be dragged and rotated by the car's own mass inertia force. At this moment, the car roller cage 210 bears the initial braking force value Br Braking friction force (Explanation: derived from the angle β as shown in Figure 3 C: After the angle is shifted, the 60% of the braking force preset by the initial braking force value Br transmits the limiting force to the hub flange through the reset top piece 211 13) + the braking force value of the high-frequency intermittent slip wedge device Radd’s "mild braking force", the tire 1c instantly restores 90%~99% of the static friction force with the ground, and the contact static friction between the tire 1c and the ground The power increase drives the car to follow the driving trajectory steadily. The instant "heavy braking force" and "light braking force" have a rapid alternating cycle of 400 times per second as described in [19Cd], which will be safe To prevent the brake device from being locked to complete the various journeys;

[19D3]: In another angle, the fourth figure: the angular velocity ω is used to represent the angular velocity VA of the inertial force of the tire rotating mass and the angular velocity VB of the force acting on the tire to decelerate and rotate is the same angular velocity rotation without braking. 4 The illustrations of Figures B, C, and D are the representations of the enlarged form of Figure A at positions B, C, and D, in which the angular velocity VA that promotes the inertial force of the tire rotating mass, and the angular velocity VB that acts on the force of the tire to decelerate and rotate, It is used as the braking mode before and during the braking process when the car is running. For example, the mass inertia force of the vehicle V1 is the mass inertia force of the car during driving, and the heavy braking force V2 is the "high frequency intermittent slip wedge". The wedge braking moment generated by the roller 201 and the slip wedge surface 500 when the closing device is working. The mild braking force V3 is the roller 201 and the short groove when the “high frequency intermittent slip wedge device” is working. The wedge deceleration moment of the shorter contact wedge line length on the slip wedge surface 500 when 501 is above;

[19D3a]: As shown in Figure 4B: where VA.V1 is the rotational angular velocity of the tire driven by the vehicle's mass inertial force, and VB.V1 is the graph of the angular velocity formed by the vehicle's mass inertial force in the decelerating rotation of the tire , So it is in the unbrake state, so the angular velocity ω of the two is constant;

[19D3b]: As shown in Figure 4C: VA.V1 is the angular velocity VA that generates the mass inertia force of the vehicle driving mass inertia V1, and VB.V2 is the angular velocity VB that acts on the force of the tire to decelerate and rotate due to heavy braking. After the effect of force V2 braking, the relative angular velocity of the tire brake slows down, so the angular velocity of the two has the V2 angular velocity difference ω 1 as shown in the figure, showing a large "slip wedge force" braking, and Angular velocity ω has a difference in angular velocity deceleration after a large "slip wedge force"braking;

[19D3c]: As shown in Figure 4 D: VA.V1 is the angular velocity VA that generates the mass inertia force of the vehicle driving mass inertia V1, and VB.V3 is the angular velocity VB that acts on the force of the tire to decelerate and rotate. After the braking effect of the braking force V3, the relative angular velocity of the tire slows down and rotates slowly. Therefore, the angular velocity of the two has the V3 angular velocity difference ω 2 as shown in the figure, showing a small "slip wedge force" braking. Therefore, the V3 angular velocity difference ω 2 is the combined angular velocity difference after a large "slip wedge force" braking + a small "slip wedge force"braking; and when there is a V3 angular velocity difference ω 2, the original [19D3a] ]: The VA.V1 is the rotational angular velocity of the tire driven by the vehicle's mass inertia force, and VB.V1 is the angular velocity of the tire's decelerating rotation formed by the vehicle's mass inertial force, because this moment is the type of brake , So its original angular velocity ω tends to decrease to an angular velocity of (ω - ω 2);

[19D4]: To sum up, it is the working momentary process of the mechanical "high frequency intermittent sliding wedging device". The metal roller 201 and the metal car wedging ramp ring 110 are directly used. The "slip wedge force" of the automobile anti-lock ring 310, which is made of metal and fixed angle position, is used as the braking force, which can reduce the temperature rise of the brake caliper set 1d and the brake disc 11, so as to be implemented in the anti-lock brake device And change the angular velocity VA, which promotes the inertia force of the tire rotating mass, so that the braking force with "slip wedge force" is used in a rapid alternating cycle of braking braking force, for the heavy braking force V2 to slow down to promote the angular velocity difference ω 1, and light The braking force V3 slows down, prompting a single instantaneous alternate (severe braking force V2 + light braking force V3). The braking force produces the angular velocity difference ω 2 and the brake braking speed reduction difference to change and reduce its original angular velocity ω (by prompting The angular velocity VA of the inertial force of the rotating mass of the tire), after hundreds to tens of thousands of times of slowing down the angular velocity ω , until the angular velocity ω approaches 0, achieving the purpose of safe, stable and fast braking anti-lock braking; The commercially available ABS anti-lock braking system will have a higher alternating cycle frequency. Under the premise of sufficient effective tire static friction during the whole braking process, it will accumulate a higher total braking force of the "heavy braking force" Value Tot is used to decelerate and stop, and the safer and higher "light braking force" provides static friction between the tires and the ground, and at the same time, it has a higher continuous mild braking force, which enables shorter The long stopping distance and the good handling and driving performance of the tires without locking will represent a safer driving experience;

[Explanation 19E]: A method of the present invention for preventing the locking of car brakes, that is, as explained in [Explanation 18E] in [0018 ]: [18E5], [18E6] paragraphs, applying this embodiment is: wedging the car The included angle α of the plural left slopes 401 or the plural right slopes 402 of the slope ring 110 is set to a suitable angle in the interval of 8°~30°, so that the plural left slopes 401 or the plural right slopes 402 and the plural rollers The wedging of 201 forms a "slip wedging", and the number of short grooves 501 arranged at equal angles of the plurality of rollers 201 are provided on the outer edge of the automobile anti-lock ring 310 at a fixed angle position. The wedging moment generated by rolling a plurality of rollers 201 on the anti-locking ring 310 of the automobile at a fixed angle position is simultaneously enlarged and reduced, and the "slip wedging" in a rapid alternate cycle is used on the slipping wedging surface 500 and the short groove. The groove 501 section is based on the contact wedge line length W between the roller 201 and the automobile anti-lock ring 310, and the short groove length S of the short groove 501 is a physical collapse and loses a part of the contact wedge line length W, which becomes The minimum contact length on one side is t*2, so that the braking torque of different "slip wedging force" is generated due to the change of the length of the contact wedge line, so that the tire and the ground form a wedge brake model with "heavy braking force" and "slip wedge force". "Light braking force" is a rapid alternate cycle of wedge deceleration patterns.

As shown in Figures 7 to 12: a heavy vehicle anti-lock brake device and its brake anti-lock method, which is to set the drum brake wheel set of the large passenger and heavy vehicles on the market as drum brake wheel set 2. It has a high-speed frequency wedge braking and release cycle (total braking force value Tot = initial braking force value Br + braking force value Radd of the high-frequency intermittent slip wedge device) when it is drum braking. , The anti-lock braking capability of the heavy vehicle anti-lock braking device, which includes the key core of the present invention, is the functional performance of the "high-frequency intermittent slip wedge device";

[Note 20A]: Brake component assembly instructions: Refer to Figures 7-12: The drum brake wheel set 2, the main composition is to regard the heavy-duty suspension axle 2a as the fixed part of the integral wheel set. The heavy vehicle axle main bearing 22 and the heavy wheel half shaft 20 are installed inside, and the heavy vehicle anti-locking fixed ring 320 is connected to the heavy vehicle suspension axle 2a by screws, and the heavy vehicle axle main bearing is limited. The bearing 22 enables the heavy wheel half shaft 20 to transmit the rotational kinetic energy of the engine or the electric motor through the half shaft; the heavy vehicle anti-locking fixed ring 320 follows its concentric flange ring 324 and is centered on the heavy vehicle suspension axle 2a Then take the heavy vehicle anti-locking fixed ring screw 322 through the heavy vehicle anti-locking fixed ring screw hole 321 and combine with the heavy vehicle suspension axle 2a to lock into a fixed assembly, and install the drum brake to make the plate assembly 21F It is limited to the inner side of the heavy vehicle anti-locking fixed ring 320, and the brake is aligned to the limit mandrel hole 325, and then the drum-type internal brake pressurized cylinder 2d is installed, and the pressurized cylinder assembly hole 323 is used to interact with the heavy vehicle Lock the fixed ring 320 to fix the position; take the inner brake drum sub-bearing 22B and insert it into the center inner edge of the inner brake drum 21, and then sleeve the heavy-duty roller cage 220 according to the upper limit of the tenon concave and convex groove, which is Set the roller cage linkage flange 21E into the cage coupling groove 225, and then insert the inner brake drum and roller cage connecting screw 21A into the inner brake drum and roller cage connecting screw hole 21Ah to lock it into an inner brake Drum 21 assembly; then sleeve the inner brake drum 21 assembly above the central axis of the heavy wheel axle 20, and the inner brake drum 21 assembly can be rotated on the central axis of the heavy wheel axle 20 according to the inner brake drum sub-bearing 22B; The heavy vehicle roller cavity 223 and the heavy vehicle spring positioning hole 224 above the heavy vehicle roller cage 220 are filled with an appropriate amount of solid lubricating grease for lubrication and sticking installation parts, and then a plurality of roller springs 202 are sleeved around the weight In the heavy-duty spring positioning hole 224 of the roller cage 220, after the multiple roller springs 202 are elastically seated, a plurality of rollers 201 are filled around; take the brake drum flange 23 and place it on its flange The inner flange of the inner flange bearing sleeve 23C on the inner side of the disc is sleeved into the inner brake drum main bearing 22A, and then the heavy vehicle return spring 222 is inserted into the heavy vehicle return spring support column 23A to become the brake drum flange 23 Components; take the brake drum flange 23 components, according to the central axle hole of the inner ring teeth 23B of the heavy vehicle, penetrate the heavy wheel axle 20 to the proper position, take a thin metal strip and insert it into the assembly hole 23D, adjust and rotate the position of the heavy vehicle return spring 222 to reset the heavy vehicle Insert the spring limit 222a into the heavy vehicle return spring flange groove 21C, and confirm that it is restricted to the inner edge side of the heavy vehicle return spring anti-disengagement column 21D; push the brake drum flange 23 assembly to the bottom, and then the heavy vehicle is outside The ring teeth 20B and the inner ring teeth 23B of the heavy vehicle mesh with each other to complete the radial rotation linkage. The flange drum nut 20A of the heavy vehicle axle flange is screwed to the heavy wheel axle 20 to complete the axial fixation, and then the heavy vehicle flange The drum nut fixing screw 20AB penetrates so that the axle flange drum nut 20A and the brake drum flange complete the radial rotation lock. At this time, the "brake device" of the drum brake set 2 and the "high" of the present invention are completed. "Frequency Intermittent Sliding Wedge Device" is assembled; then the heavy vehicle steel rim 2b and heavy vehicle tire 2c are put on the brake drum flange 23 and locked with the steel rim nut 2e; that is, the drum brake Assembly sequence of wheel 2;

[Explanation 20B]: Description of braking action: As described in [Explanation 20A]: The drum brake wheel set 2 device described in the description of the application function action of the brake end is as follows:

[20B1]: Nowadays, large passenger or cargo trucks are sold on the market. When a large heavy vehicle is moving, the brake drum will expand and expand so that the brake drum directly slows down the rotation of the rim tire. This is a general braking phenomenon;

[20B2]: The case of the present invention is: please refer to Figures 7 and 8, when a large and heavy vehicle is moving, the heavy wheel axle 20 via the brake drum flange 23 drives the heavy vehicle rim 2b and the heavy vehicle tire 2c to interlock with each other Rotate with respect to the ground, and the inner brake drum 21 rotates at a constant speed; when the drum brake disc combination 21F drum type inner brake booster cylinder 2d is braked by the driver, it is fixed to the heavy vehicle anti-locking fixation The drum brake on the ring 320 to make the disc combination 21F outside expand the friction inside The brake drum 21 and the inner brake drum 21 are linked to the heavy vehicle roller cage 220. Due to the fixed position of the drum brake, the disc assembly 21F generates frictional resistance to the inner brake drum 21, which will make the heavy vehicle roller cage 220 relatively heavy. The steel rim 2b produces a hysteresis rotation to slow down the rotation of the steel rim 2b on a heavy vehicle. This process is the same as the action of a general drum brake on the market;

[20B3]: The front end of the brake drum 21 of the heavy vehicle roller cage 220 is provided with a heavy vehicle return spring flange groove 21C, and a strong and rigid heavy vehicle return spring is installed in the heavy vehicle return spring flange groove 21C 222. The other side of the heavy-duty return spring 222 is limited by the heavy-duty return spring support column 23A of the brake drum flange 23 (as shown in Figure 10 C and D:), this strong and rigid heavy-duty return spring 222 The rigid elastic force urges the brake drum flange 23 and the inner brake drum above it to wedge the ramp ring 120 and the heavy vehicle roller cage 220 to maintain a certain relative angle (such as Figure 10 C, E, F:), that is, the inner brake drum 21 and the brake drum flange 23 are concentric, and with the strong and rigid heavy-duty return spring 222, the two have a certain degree of flexibility. The reference angle θ of elastic change;

[20B4]: As in the above [20B3]: paragraph, the wedge ramp ring 120 in the brake drum and the heavy vehicle roller cage 220 maintain a certain relative angle in a free state, so when the brake is not applied, Under the elastic support of the roller spring 202, the roller 201 provided in the roller cage 220 of the heavy vehicle is elastically abutted against the inner edge 106 of the wedge ramp ring 120 in the brake drum (as shown in Figure 11). D:), that is, when a large passenger and cargo truck is traveling, the roller 201 is supported by the roller spring 202 and under the centrifugal force of the roller 201's own mass, and both have the same effect as the heavy truck anti-locking fixed ring 320 A gap size X (as shown in Figure 9 D), which means that the roller 201 and the heavy-duty anti-locking fixed ring 320 at a fixed angle position will not generate any friction in the free state without braking;

[20B5]: As in the above [20B2], [20B3]: paragraphs, in which Figure 10 C, D: When the drum brake pad combination 21F is braked by the driver, it will have the initial braking force value Br. The braking friction force slows down the rotation speed of the inner brake drum 21, and drives the heavy vehicle roller cage 220 and the heavy vehicle return spring 222 rigidly driven by itself in parallel to encourage the brake drum flange 23 that is still rotating in accordance with the rotational inertia force. The heavy vehicle return spring 222, which is restricted by the heavy vehicle return spring support column 23A set inside, forms a strong and rigid compression and expansion. At this time, if it is a slow speed, the mass inertia formed when the vehicle is moving is small, which is given by the driver. When the braking friction of the inner brake drum 21 is not large, the multiple heavy-duty return springs 222 will form a limited and strong elastic deformation as the braking limit force of the brake drum flange 23. This limit force comes directly from The initial braking force value Br "brake force" of the drum brake applied to the inner brake drum 21 to make the disc combination 21F is almost the same as the above [20B2] ~ [20B4]: the paragraph is almost the same;

[20B6]: As in the above [20B5]: paragraph, when the driving speed is fast, the driver is eager to stop the large passenger and heavy vehicle in the face of road conditions and applies drum brakes to make the disc combination 21F initial braking force value Br for braking When braking, the vehicle speed is fast at this time, and the mass inertia force formed when the large passenger and cargo vehicle is traveling is large. When the initial braking force value Br given to the inner brake drum 21 by the driver tends to be the maximum (the embodiment of this specification is preset as The total braking force value is 70% of Tot (see [11A] description:)). During the braking process, a plurality of heavy-duty return springs 222 form a limited degree of strong rigid elastic deformation to serve as the initial braking of the brake drum flange 23 Slowly limit the force, and link the heavy vehicle roller cage 220 in the further elastic deformation to increase the hysteresis rotation angle from 0° to the β angle value with a rotation angle, prompting the roller 201 and the heavy vehicle anti-locking fixed ring Ring 320 in the above paragraph [20B4]: in the form of a gap size X, from Figure 9 D: to the contact type of Figure 9 E:, because the mass inertia force of the large passenger and cargo truck exceeds the initial braking force Braking friction force of value Br, after the initial braking force value Br intervenes when the brakes start to brake, after multiple reset springs 222 are squeezed to meet the β angle of elastic deformation, a high-frequency intermittent slip wedge device is added With the addition of the braking force value of Radd, there is still a huge mass inertia force of the car after the brake decelerates due to the initial braking force value Br, which prompts the inner brake drum in the brake drum flange 23 to wedge the ramp ring 120 speed, still Faster than the rotational speed of the inner brake drum 21 after the drum brake is given by the driver to make the disc combination 21F brake friction and decelerate, the left slope 401 of the wedge ramp ring 120 in the brake drum contacts the roller 201 and drives the roller 201 is the size value Y at the middle position due to the elastic force of the roller springs 202 on both sides, the compression offset is reduced to the relative miniature size value <Y, and the gap size between the original and heavy vehicle anti-locking fixed ring 320 X, is also reduced to 0.0 by the force of the left slope 401, and becomes a pressed contact state. At this moment, the left slope 401 and the roller 201 produce a left slope wedging point 404, and the roller 201 and the heavy vehicle anti-locking fixed ring 320 produces the wedging point 203. At this moment, because in the paragraph [18C2] of [0018 ], the left slope 401 whose included angle α is set to 8°~30° will make the roller 201 and the left slope wedged point 404 and the wedging point 203 generate a "slip wedging force", which is the "slip wedging moment" relative to the heavy vehicle tire 2c, which is the "brake force" described in the paragraph [18C2] of the present invention in [0018] "Definition;

[20B7]: Continuing the above [20B6]: paragraph, as shown in Figure 9: Description, where the heavy vehicle The anti-locking fixed ring 320 is a fixed part. The roller 201 wedges the ramp ring 120 with the inner brake drum and the heavy-duty anti-lock fixed ring 320 generates a "slip wedge force", which will make the brake drum inner wedge the slope Therefore, the ring 120 has the definition of "brake force" which prevents the rotation of the "slip and wedging moment" to slow down the rotation of the brake drum flange 23, the heavy vehicle steel rim 2b and the heavy vehicle tire 2c. The “brake force” of the “slip wedge moment” is due to the rotation of the unlocked heavy-duty tire 2c, and the static contact friction force with the ground continues to be the same as that of the heavy-duty passenger The mass inertial force rotates and advances, and the static contact friction force with the ground continuously causes the heavy vehicle tire 2c to rotate and advance in the inertial direction of the trajectory, and continuously pushes the wedge ramp ring 120 in the brake drum and applies force to the heavy vehicle roller cage 220 internal roller 201;

As shown in Fig. 8 B, C: and Fig. 9 E, F: the plurality of rollers 201 are wedged at the plurality of left ramp wedging points 404 and the sliding wedged at the plurality of wedging points 203, as shown in Fig. 8 Figure B: As shown, the roller 201 is a solid cylinder with a length. In Figure 9 E: the original wedging point 203 can be regarded as the contact wedging line of the roller 201 on the sliding wedging surface 500. When the "slip wedging force" is applied, it is the sliding and rolling displacement of the roller 201 that generates the wedging force on the sliding wedging surface 500. The longer the roller 201 is, it is generated on the sliding wedging surface 500. The "slip wedging force" is greater; and when the included angle α is greater, the "slip wedging force" becomes smaller; as shown in Figure 9E: when the roller 201 is pushed by the left slope wedging point 404 Under the condition that the force-bearing wedging pattern remains unchanged, the "slip wedging force" between the roller 201 and the sliding wedge surface 500 will not disappear. This "slip wedging force" is the above-mentioned [20B6]: ""Brakeforce" means that the "slip wedge force" of the roller 201 and the sliding wedge surface 500 will continue to slip before the mass inertial forward force of the car disappears due to braking friction loss kinetic energy, as shown in Figure 9F: As shown, when the roller 201 slides above the short groove 501, the contact wedge line between the roller 201 and the sliding wedge surface 500 becomes as shown in Figure 8 C: As shown, WS=2*t (the original (Contact wedge wire length W)-(short groove length S)=2*(minimum contact length on one side t), equivalent to WW*(15%~85%)=W*(85%~15%)=2t (For the same principle description, please refer to the paragraph [Explanation 13C], and [ 0018 ] [Explanation 18E] [18E1], [18E2], [18E4] paragraphs)), which means that the contact wedge line is instantly reduced by 15%~ 85%, and the length of the contact wedge line also represents the "slip wedge force" or "brake force". At this moment, the braking force is only 85%~15% of the previous moment;

90%)=初始煞車力值Br的70%+((高頻率斷續性滑移楔合裝置的煞車力值Radd(50%＊98%)

(50%＊40%))的快速交替循環，如【13Ha1】~【說明13Hb】：所說明，在巨大荷載的質量慣性力的推動下，在「滑移楔合力」的作用中總煞車力值Tot以最大接近於119%煞車並形同接近鎖死的情況下，「高頻率斷續性滑移楔合裝置」內其中的「滑移楔合力」容許重車輪胎2c以「重度煞車力」型態來慢速滾動滑移，當滾子201滑移至短溝槽501時，瞬間變成總煞車力值Tot只剩下90%的「滑移楔合力」，此瞬間重車輪胎2c只具有最多90%的「輕度煞車力」，而使重車輪胎2 c呈現煞慢且接近快速滾動的型態，待滾子201經過短溝槽501上方區間又再次來到打滑楔合面500時，將重複本段落所述的總煞車力值Tot接近於119%的「滑移楔合力」的快速交替循環

； Assuming that the preset value of the embodiment is changed: that is, the newly set total braking force value Tot (120%) = initial braking force value Br (70% preset value) + braking force value Radd( 50%), which can be regarded as the maximum total braking force value Tot(119%

90%)=70% of the initial braking force value Br+((The braking force value of the high-frequency intermittent slip wedge device Radd(50%＊98%)

(50%*40%)) rapid alternate cycle, such as [13Ha1]~[Explanation 13Hb]: As explained, the total braking force is driven by the mass inertia force of a huge load under the action of the "slip wedge force" The value of Tot is close to 119% of braking and close to lockup. The "slip wedge force" in the "high frequency intermittent slip wedge device" allows the heavy tire 2c to use "heavy braking force". "Type" to roll and slip at a slow speed. When the roller 201 slips to the short groove 501, it instantly becomes the total braking force value Tot, leaving only 90% of the "slip wedge force". At this moment, there are 2c heavy tires. With up to 90% of the "mild braking force", the heavy-duty tire 2c exhibits a slow and fast rolling pattern. After the roller 201 passes through the area above the short groove 501, it comes to the slip wedge surface 500 again. , Will repeat the rapid alternating cycle described in this paragraph that the total braking force value Tot is close to 119% of the "slip wedge force"

；

[20B8]: When the vehicle speed is slow or fast, if the brake is lightly applied, that is, the drum brake is used to make the initial braking force value Br of the disc combination 21F and the braking action friction force of the inner brake drum 21 is insufficient A plurality of heavy-duty return springs 222 are elastically deformed. Although the inner brake drum 21 is lagging, the heavy-duty roller cage 220 does not rotate relative to a corner β angle (as shown in Figure 10 E, F: and Figure 29) When a plurality of rollers 201 are driven to form a wedge relationship with the heavy vehicle anti-locking fixed ring 320, the braking mode is the same as a normal brake;

[20B9]: When the vehicle has a certain speed and relatively heavy brakes, under the mass inertia of a large passenger and heavy vehicle when traveling, the drum brake is used to make the initial braking force value Br of the disc combination 21F to give the inner brake drum The action friction force of the brake of 21 preliminarily presses a plurality of heavy vehicle return springs 222 to produce elastic deformation and decelerate, and makes the automobile roller cage 210 relatively rotate by a rotation angle β angle (as shown in Figure 10 E, F: the maximum hysteresis Rotation angle) to drive the plurality of rollers 201 and the heavy vehicle anti-locking fixed ring 320 to produce a wedging relationship, the plurality of rollers 201 and the plurality of left slope wedging points 404 are pushed into force-contact wedging. , The "slip wedge force" of the plurality of rollers 201 and the slip wedge surface 500, and the "slip wedge force" of the area above the plurality of rollers 201 and the short groove 501, evolve into alternate cycles of "slip wedge force". The "brake force" of the wedging force". This "brake force" presents a tight "severe braking force" when the plurality of rollers 201 are located in the 500 section of the sliding wedge surface, and the plurality of rollers 201 are located in the short groove 501 During the interval, a rapid alternating cycle of the released "light braking force" is shown, so that the heavy-duty tire 2c does not appear to lock up and slip due to the continuous tight "severe braking force";

[Explanation 20C]: In the present invention, a heavy vehicle anti-lock braking device and a brake anti-lock method thereof, the mechanism operation effects of braking and release times are as follows, as shown in Figure 8 B: and Figure 9 C: Implementation As shown in the example, the number of short grooves 501 above the heavy-duty anti-locking fixed ring 320 is that the ring 360° has 64 short grooves 501, and 16 rollers 201 are arranged around it (a diameter of 24mm * 99mm). Length of cylindrical hard metal roller), the number of short grooves 64/number of rollers 16 = 4 (must be an integer multiple), that is, the number of rollers can be set to 4 or 8 or 16 or 32. . , Or other groove number settings, so:

[20Ca]: When the number of rollers increases, the total "slip wedge force" of each roller 201 acting on the slip wedge surface 500 is accumulated, and the total "slip wedge force" value is greater, which is suitable for large passengers Demand for cargo trucks;

[20Cb]: The greater the number of short grooves 501, the smaller the accumulated value of the "slip wedging force" obtained by the 360° of the ring. In this embodiment, the number of short grooves 501 may be set to 48. It can increase the braking force of the total "slip wedge force";

[20Cc]: The smaller the groove angle of the short groove 501, the greater the accumulated value of the "slip wedging force" obtained by the 360° of the ring, due to the "slip wedging force" acting on the sliding wedging surface 500 "The more accumulated time value is;

[20Cd]: Convert the number of times of "heavy braking force" when the rim is 360° braking. For example, when the tire diameter of the large passenger and cargo truck in the example is 30 inches, when the driving speed is 50Km/h, it can be calculated per second. The maximum number of stops and releases at a moment: Wheel diameter: 30 inches * 2.54 (cm/inch) = 76.2 cm = 0.762 meters (diameter) Wheel circumference: 0.763 (meters) * 3.1416 (π) = 2.394 (wheel circumference) Length. meters) speed. meters/hour: 50 (Km/h)*1000 (meters) = 50000 (meters/hour) speed. meters/minute: 50000 (meters/hour)/60 (minutes) /Hour)=833.3(meters/minute) speed. meters/second: 833.3(meters/minute)/60(seconds/minute)=13.889(meters/second) Wheel rotation times/second: 13.889( Meters/second)/2.394(meters)=5.8(times/second)5.8(times/second)*64(number of grooves)=371.2(number of grooves/second) It can be known from the above formula When the driving speed is 50Km/h, any roller 201 passes through the short groove 501 370 times per second when the brake is re-depressed, that is, it passes through the slip wedge surface 500 370 times; that is, the plurality of rollers 201 "Heavy braking force" of "slip wedge force" will be generated when passing the slip wedge surface 500 instantaneously, so that the heavy vehicle tire 2c is presented by the action friction force of the inner brake drum 21 given to the inner brake drum 21 by the drum brake. It rotates very slowly. At this time, the vehicle speeds down rapidly, and the static friction force between the heavy vehicle tire 2c and the ground rapidly drops; the next moment, the heavy vehicle tire 2c is driven by the vehicle mass inertia force and is stressed by the heavy vehicle tire 2c. The frictional resistance between 2c and the ground prompts the wedging ramp ring 120 in the brake drum to wedgely push the multiple rollers 201 continuously to shift the angular position to the top of the short groove 501, the "slip wedge force" is suddenly reduced to the original "slip wedge force". The "mild braking force", which is less than 50% of the "brake force", instantly converts the original "heavy braking force" into "light braking force". Under the continuous drive of the mass inertia force of the original large passenger and freight vehicle traveling, The heavy-duty tire 2c can be turned faster in the "light braking force" mode to avoid To avoid the occurrence of slipping phenomenon, to restore more than 90% of the static friction force in contact with the ground. At this moment, the heavy vehicle tire 2c can be kept on the driving trajectory without losing control. Therefore, the anti-lock braking device of the present invention can be used in large During the braking process of passenger and freight vehicles, their speed will decrease linearly due to the braking action. The above-mentioned 50Km/h instantaneous maximum of 370 times of "heavy braking force" braking and 370 times of "light braking force" releases per second The number of cycles will decrease as the vehicle speed drops and follow the vehicle speed according to the above formula until it stops as described in [20B9]: The multiple return springs 222 described in the paragraph are elastically deformed when starting to brake. And restore the multiple return springs 222 to the position before deformation;

[Explanation 20D]: An anti-lock braking device for heavy vehicles of the present invention is a combination of mechanical parts of a mechanism "high frequency intermittent slip wedge device", mainly as shown in Figure 12, such as [ 0018 ] The pre-narrative part and its [Explanation 18E]: [18E1], [18E2], [18E3] paragraph description, and this paragraph [ 0020 ] [Explanation 20A]: Brake component assembly instructions: Now focus on explaining their mutual For the correlation of the effects, please refer to Figures 8, 9 and 10: The left slope 401 or the right slope 402 is set for the angle of the ring with the included angle α in the range of 8°~30° for the wedge ramp ring 120 in the brake drum. , The center inner ring side is equipped with a heavy-duty roller cage 220, and the heavy-duty roller cage 220 is provided with a plurality of rollers 201 and a plurality of roller springs 202 on the axial side and in conjunction with the inner brake drum 21 Connected as a whole, a heavy-duty anti-locking fixed ring 320 is installed at the same center axis, which is installed and fixed on the heavy-duty suspension axle 2a, and the outer edge of the heavy-duty anti-locking fixed ring 320 is a slipping wedge surface 500, and has a short groove 501 processing recessed short groove feature;

[20D1]: Refer to Section: hh in Figure 8: and Figure 9 C:, when a large passenger and heavy truck is traveling, heavy tire 2c and heavy vehicle steel rim 2b, and the brake drum in the brake drum flange 23 The inner wedge ramp ring 120 is integrally arranged, has an angular velocity VA that promotes the inertial force of the tire rotating mass, and is set to be indirectly connected to the inner brake drum 21 via the heavy vehicle return spring 222, and the heavy vehicle roller cage 220, so The angular velocity VB that acts on the force of the tire to decelerate and rotate is a synchronous rotation type and has the same angular velocity ω (because the brake drum flange 23 is elastically connected to the inner brake drum 21 through the reset spring 222);

[20D2]: As shown in Figure 9D: Before braking, a large passenger and heavy vehicle has an inertial velocity of VA.V1 (the angular velocity VA that generates the inertial force of the mass inertia force V1 for the vehicle traveling mass), and has VB. The inertial velocity of V1 (the angular velocity VB at which the inertial force of the vehicle's running mass V1 resists the force acting on the tire to decelerate and rotate). When braking, the drum brake pad assembly 21F will use contact friction to prevent the inner brake drum 21 from rotating. Slow down its angular velocity ω . Although the power of large passenger and heavy vehicles is no longer provided at this time, the huge mass inertia force of the large passenger and heavy vehicles in driving causes the heavy vehicle tires 2c to continue to rotate at an angular velocity close to the original angular velocity ω. ; Therefore, before braking, the angular velocity VB of the force that acts on the tire to decelerate and rotate is 0, as in the above [20D1]: the wedge ramp ring 120 in the brake drum and the heavy vehicle roller cage 220 rotate at the same angular velocity ω before braking Type of

119%)的交替循環煞車力，使重車輪胎2c以99%的瀕臨被鎖死的形態下來拖行轉動，及重車輪胎2c以85%的煞車力來滾動，並恢復與地面的接觸靜摩擦力，促使機車可依循行駛軌跡路線前進； [20D2a]: Continuing the above description, as shown in Figure 9E: When braking, the inertial velocity of VA.V1 (the angular velocity VA that produces the inertial force of the mass inertia of the vehicle driving mass V1 to promote the rotation of the tire) continues to rotate, and the inertia of VB.V1 The inertial speed is converted by the braking force to the inertial speed of VB.V2 (the angular velocity VB at which the tire is decelerated and rotated by the heavy braking force V2), which is the force that causes the tire to decelerate and rotate due to the "heavy braking force" V2 braking. The angular velocity VB starts to act and slows down. During this period, the inertial velocity of VA.V1 continues to rotate at the angular velocity ω , but the inertial velocity of VB.V2 is severely acted on by the braking force V2, causing the two to form a lag with a V2 angular velocity difference ω 1 , And further slow down the rotational force of the angular velocity ω of the inertial speed of VA.V1; the process of braking appears to be in contact with the plural left ramps 401 of the wedging ramp ring 120 in the brake drum and the plural rollers 201 Pushing, under the action of a plurality of roller springs 202, the plurality of rollers 201 are synchronously wedged with the fixed heavy-duty anti-locking fixed ring 320 one by one, resulting in huge frictional wedging resistance, due to the left slope 401 has the angle value of the included angle α . The slip wedge surface 500 of the plurality of rollers 201 and the fixed heavy-duty anti-locking fixed ring 320 has a "slip wedge force", and the huge friction wedge resistance is based on " The braking phenomenon of "Heavy Braking Force" V2 appears, and the heavy-duty tire 2c is used to continuously approximate the total braking force value Tot=(85%

119%) of the alternating cycling braking force, so that the heavy-duty tire 2c will drag and rotate in 99% of the state of being on the verge of being locked, and the heavy-duty tire 2c will roll with 85% of the braking force and restore the contact static friction with the ground. Force, to encourage the locomotive to follow the driving trajectory route;

[20D2b]: As shown in Figure 9 F: the vehicle has an inertial speed of VA.V1 (the inertial force of the vehicle running mass V1 produces an angular velocity VA that promotes the inertial force of the tire rotating mass) and continues to rotate, [20D2a] the VB. The inertial speed of V2 is converted to the inertial speed of VB.V3 (the angular velocity VB of the force that acts on the tire to decelerate and rotate by the light braking force V3), and the inertial speed of VB. V2 is braked by the "heavy braking force" V2. After that (after the braking action of the heavy "slip wedge force"), the braking of the "light braking force" V3 will be slowed down immediately, and the inertial speed of VA.V1 will continue to rotate at a slightly reduced angular velocity ω , but The inertial speed of VB.V3 is acted on by the mild braking force V3, so that a larger accumulated angular velocity ω with a V3 angular velocity difference ω 2 lag is formed between the two to slow down, and the inertial speed of VA.V1 is further slowed down. The rotational force of the angular velocity ω ; under the continuous advancement of the huge vehicle mass inertia force V1, the continuous accumulation of the V2 angular velocity difference ω 1+V3 angular velocity difference ω 2 is required to slow the speed from thousands to tens of thousands of times. The angular velocity difference can reduce the rotation angular velocity ω of the heavy-duty tire 2c to 0 continuously; the heavy-duty tire 2c and the inner brake drum wedged ramp ring 120 continue to be the inner brake drum 21 when the speed is slowed down by the brakes. In the braking friction conditions (brake drives the heavy-duty return spring 222 to change, when not braking, the restoring force of the heavy-duty return spring 222 drives the roller 201 away from the left slope 401), the vehicle's running mass inertia force V1 generates the mass that promotes the tire rotation The angular velocity ω generated by the angular velocity VA of the inertial force drives the heavy vehicle tire 2c to rotate to allow the left ramp 401 to continuously push the plural rollers 201 and the fixed slip wedge surface 500 to slip and roll, and in the process the plural rollers 201 slide When rolling to the top of the short groove 501, the "slip wedge force" due to the huge frictional wedge resistance is suddenly reduced by about 15% to 85%, making it quickly turn into a "light braking force" The slow braking phenomenon is reduced. At this moment, the heavy-duty tire 2c will continue to be dragged and rotated by the vehicle's own mass inertia in the form of [20B7]: the set total braking force value Tot=85% of the braking clamping friction force; now it is braked The inner-drum wedge ramp ring 120 bears the braking friction of the initial braking force value Br (Explanation: derived from the initial braking force value Br preset after the turning angle β as shown in Figure 10 E and F: 70% of the braking force is transmitted to the heavy-duty return spring support column 23A through the support column limit fan-shaped ring hole 21B, and will be fully represented by the brake drum flange 23) + high-frequency intermittent slip wedge device braking With Radd’s "light braking force", the heavy-duty tire 2c instantly restores 90%~99% of the static friction force with the ground. The increased static friction force between the heavy-duty tire 2c and the ground drives the large passenger, freight, and heavy vehicle to follow the driving trajectory in a stable manner. Continue to move forward, the instant "heavy braking force" and "light braking force" when braking is as shown as [20C d] The fast alternating cycle of 370 times/sec mentioned will be able to safely prevent the brake device from being locked to complete various strokes;

[20D3]: In another perspective, I will elaborate again. Figure 9: Use the angular velocity ω to represent the angular velocity VA of the inertial force of the tire rotating mass and the angular velocity VB of the force acting on the tire to decelerate and rotate. 9 Figures D, E, and F are the representations of the enlarged form of Figure C at positions D, E, and F, where the angular velocity VA that promotes the inertial force of the tire rotating mass, and the angular velocity VB that acts on the force of the tire to decelerate and rotate, It is used as the braking mode before and during the braking process when the car is running. For example, the mass inertia force of the vehicle V1 is the mass inertia force of the car during driving, and the heavy braking force V2 is the "high frequency intermittent slip wedge". The wedge braking moment generated by the roller 201 and the sliding wedge surface 500 when the "closing device" is working. The mild braking force V3 is the "high frequency intermittent sliding wedging device" when the roller 201 is in the short groove. The wedge deceleration moment of the shorter contact wedge line length on the slip wedge surface 500 when 501 is above;

[20D3a]: As shown in Figure 9D: where VA.V1 is the rotational angular velocity of the tire driven by the mass inertia force of the vehicle, and VB.V1 is the graphic representation of the angular velocity formed by the mass inertia force of the vehicle that decelerates and rotates. , So it is in the unbrake state, so the angular velocity ω of the two is constant;

[20D3b]: As shown in Figure 9E: VA.V1 is the angular velocity VA that generates the mass inertia force of the vehicle driving mass inertia V1, and VB.V2 is the angular velocity VB that acts on the force of the tire to decelerate and rotate due to heavy braking. After the effect of force V2 braking, the relative angular velocity of the tire brake slows down, so the angular velocity of the two has the V2 angular velocity difference ω 1 as shown in the figure, showing a large "slip wedge force" braking, and Angular velocity ω has a difference in angular velocity deceleration after a large "slip wedge force"braking;

[20D3c]: As shown in Figure 9F: where VA.V1 is the angular velocity VA that generates the inertial force of the mass inertia of the vehicle's running mass V1, and VB.V3 is the angular velocity VB that acts on the force to decelerate the rotation of the tire. After the braking effect of the braking force V3, the relative angular velocity of the tire slows down and rotates slowly. Therefore, the angular velocity of the two has the V3 angular velocity difference ω 2 as shown in the figure, showing a small "slip wedge force" braking. Therefore, the V3 angular velocity difference ω 2 is the combined angular velocity difference after a large "slip wedge force" braking + a small "slip wedge force"braking; and when there is a V3 angular velocity difference ω 2, the original [20D3a] ]: The VA.V1 is the rotational angular velocity of the tire driven by the vehicle's mass inertia force, and VB.V1 is the angular velocity of the tire's decelerating rotation formed by the vehicle's mass inertial force, because this moment is the type of brake , So its original angular velocity ω tends to decrease to an angular velocity of (ω - ω 2);

[20D4]: To sum up, it is the working momentary process of the mechanical "high-frequency intermittent slip wedge device", which directly uses the metal roller 201 and the metal brake drum inner to wedge the ramp ring The "slip wedge force" of the ring 120 and the metal material and fixed angle position of the heavy-duty anti-locking fixed ring 320 serves as the braking force, which can reduce the drum brake to increase the temperature of the disc assembly 21F and the inner brake drum 21. It is implemented in the anti-lock braking device and changes the angular velocity VA that promotes the inertial force of the tire rotating mass, so that the braking force with "slip wedge force" is used in rapid alternating cycles of braking braking force, which promotes the generation of heavy braking force V2 slowing down The angular velocity difference ω 1, and the light braking force V3 slow down, prompting a single instantaneous alternate (heavy braking force V2 + light braking force V3) braking force to produce the angular velocity difference ω 2 of the braking brake speed reduction difference, to change and reduce The original angular velocity ω (produced by the angular velocity VA that promotes the inertial force of the tire rotating mass), after thousands to tens of thousands of times of slowing down the angular velocity ω , until the angular velocity ω approaches 0, achieving a safe, stable and fast stop The purpose of anti-lock braking: Compared with the commercially available ABS anti-lock braking system, it will have a higher alternating cycle frequency. Under the premise of sufficient effective tire static friction during the whole braking process, it will accumulate a higher value. The total braking force value Tot of “heavy braking force” is used to decelerate and stop, and the safer and higher “light braking force” is used to provide static friction between the tires and the ground, and at the same time, it has a higher sustainability. The braking force enables a shorter stopping distance and good handling and driving performance without tire locking, which will represent a safer driving experience.

[Explanation 20E]: A heavy-duty brake anti-locking method of the present invention, that is, as explained in [Explanation 18E] in [0018 ]: [18E5] and [18E6] paragraphs, applying this embodiment is: The angle α of the plural left slopes 401 or the plural right slopes 402 of the wedging ramp ring 120 in the brake drum in the flange 23 is set to a suitable angle in the interval of 8°~30°, so that the plural left slopes 401 Or a plurality of right slopes 402 and a plurality of rollers 201 are wedged together to form a "slip wedge", and an integer multiple of the plurality of rollers 201 is set on the outer edge of the heavy vehicle anti-locking fixed ring 320 at a fixed position and angle The number of short grooves 501 arranged at equal angles makes the multiple rollers 201 roll at a fixed position and angle. The wedging moment generated on the heavy-duty anti-locking fixed ring 320 is synchronously enlarged and reduced, and the cycle is rapidly alternated. "Slip wedge" is in the interval between the slip wedge surface 500 and the short groove 501, according to the length W of the contact wedge line between the roller 201 and the heavy vehicle anti-lock fixed ring 320, and the short groove due to the short groove 501 The groove length S is the length of the contact wedge line W when the body collapses and loses part of the contact wedge line length W, which becomes the minimum contact length on one side t*2, so that the braking torque of different "slip wedge force" is generated due to the change in the length of the contact wedge line, which makes the tire It forms a rapid alternating cycle of wedge brake mode with "heavy braking force" and wedge deceleration mode with "light braking force" with the ground.

As shown in Figures 13-17: A locomotive disc type anti-lock brake device and its brake anti-lock method, that is, the disc brake wheel set of the current commercial locomotive is set to the locomotive disc brake wheel set 3 to make itself When braking, it has a high-speed frequency wedge braking and release cycle (total braking force value Tot = initial braking force value Br + braking force value Radd of the high-frequency intermittent slip wedge device). The anti-lock braking capability of the locomotive disc-type anti-lock braking device is the key core of the present invention, which is the functional performance of the "high-frequency intermittent slip wedge device";

[Note 21A]: Brake component assembly instructions: Refer to Figures 13-17: The locomotive disc brake wheel set 3, the main composition is to regard the locomotive wheel axle 30 as the fixed part of the integral wheel set, and use the locomotive wheel axle 30 The polygonal limit edge 30b is limited to the locomotive frame, so that the locomotive wheel axle 30 is fixed and does not rotate; take the locomotive disc roller cage 230, and connect the locomotive disc brake 31 with the The brake disc positioning ring 231a of the brake disc limiter 231 on the bracket is fixedly combined with the disc brake and cage coupling screw 31A according to the hole position; the ball cage 32A is inserted; and the locomotive roller hole 233 And the locomotive spring positioning hole 234 is filled with a proper amount of solid lubricating grease for lubricating and sticking installation parts, and then a plurality of roller springs 202 are inserted into the locomotive spring positioning hole 234 surrounding the locomotive disc roller cage 230. After the multiple roller springs 202 are elastically seated, a plurality of rollers 201 are filled in to form a locomotive disc roller cage assembly; the locomotive wedged ramp ring 130 is inserted into the secondary ball cage 32B and used Stick it with solid lubricating butter, then insert the assembled locomotive disc roller cage assembly into the locomotive wedge ramp ring 130 with reference to the position of the locomotive return spring 232; then place a plurality of locomotives on the rear side of the above assembly The return spring 232 is inserted into the locomotive return spring positioning groove 135 of the locomotive wedge ramp ring 130 and the locomotive return spring limit groove 235 of the locomotive disc roller cage 230 to become a locomotive wedge ramp ring and cage Combination; the above-mentioned locomotive wedge ramp ring and cage assembly are tightly embedded in the locomotive disc brake aluminum ring 3b with locomotive tires 3c, penetrate the locomotive wheel axle 30, and set in the closed hole side of the locomotive disc brake aluminum ring 3b Locomotive shaft bearing 32, and insert the locomotive anti-lock fixing ring 330 on the open side of the locomotive disc brake aluminum ring 3b, and align the polygonal axle hole 331 with the polygonal axle 30a of the locomotive wheel axle 30; then wedge the locomotive into the brake The bearing housing 3a is inserted into the locomotive wheel shaft 30 on the open side, and the locomotive shaft bearing 32 is inserted into the outer edge of the locomotive wheel shaft 30 and the outer edge hole of the locomotive wedge brake bearing seat 3a; Sleeve the limit sleeve 3d, and then restrict and lock the polygon limit edge 30b of the locomotive wheel axle 30 after the combination to the front wheel frame of the locomotive; that is, It is the assembly sequence of locomotive disc brake wheel set 3;

[Explanation 21B]: Braking operation description: such as [Explanation 21A]: For the locomotive disc brake wheel set 3 device described in the description, the application function action of the brake end is explained as follows:

[21B1]: Nowadays, when the locomotive is on the market, the brake caliper clamping will cause the brake disc to directly slow down the rotation of the rim and tire when the locomotive is running. This is a general braking phenomenon;

[21B2]: The present invention uses the front wheel of a locomotive as an example: please refer to Figures 13 and 14, when the locomotive is traveling, the locomotive tire 3c receives the combined weight of the locomotive and the rider, and generates friction on the ground. The mass inertia force with the combined weight causes the locomotive tires 3c to roll and rotate with static friction, so the locomotive disc brake aluminum ring 3b rotates when the locomotive is traveling, and the rotary linkage car wedges the ramp ring 130 through the flange limit 131, and then Through a plurality of locomotive return springs 232, the disc roller cage 230 is elastically linked, and the disc brake 31 is constantly rotated by the brake disc positioning ring 231a; when the brake caliper is braked by the rider , Then the brake pad clamps and rubs the locomotive disc brake 31, the locomotive disc brake 31 is linked to the disc roller cage 230, which will cause the locomotive disc roller cage 230 to have a hysteresis relative to the locomotive disc brake aluminum rim 3b Rotate to slow down the rotation of the locomotive tire 3c. This process is the same as the action of ordinary disc brakes on the market;

[21B3]: The front end of the locomotive disc roller cage 230 is provided with a plurality of locomotive return spring limit grooves 235, and the locomotive return spring installed above the locomotive wedge ring 130 above the locomotive disc brake aluminum ring 3b The positioning groove 135 is equipped with a locomotive return spring 232 to form an angular relationship with elastic rotation changes (as shown in Figure 14 C, D:), this locomotive return spring The elastic force of the spring 232 urges the locomotive where the locomotive is located to wedge the ramp ring 130 and the locomotive disc roller cage 230 above it to maintain a certain relative angle in a free state;

[21B4]: As in the above [21B3]: paragraph, the locomotive wedge ramp ring 130 and the locomotive disc roller cage 230 maintain a certain relative angle in a free state. Therefore, when the brake is not applied, the locomotive The roller 201 arranged inside the disc roller cage 230 is elastically supported by the roller spring 202, and the roller 201 elastically abuts against the inner circle side 106 of the locomotive wedging ramp ring 130, that is, when the locomotive is traveling Under the elastic support of the roller spring 202 and the centrifugal force of the roller 201's own mass, the roller 201 has a gap size X with the locomotive anti-locking fixed ring 330 (as shown in Figure 15 B: enlarged image) , Which means that the roller 201 and the locomotive anti-locking fixed ring 330 at a fixed angle position will not generate any friction in the free state without braking;

[21B5]: As in the above [21B2], [21B3]: paragraphs, in Figure 14 C, D: When the brake caliper is braked by the rider, it has the initial braking force value Br to drag with the friction force of the brake The rotation speed of the disc brake 31 of the slow locomotive is connected in parallel with the disc roller cage 230 of the motor car to the locomotive wedging ramp ring 130 of the disc brake aluminum ring 3b that rotates in accordance with the rotational inertia force, so that it has an angular correlation The locomotive return spring 232 forms a strong elastic torsion deformation. At this time, if it is a slow speed, the mass inertia formed when the locomotive is traveling is small, and the braking friction force of the locomotive disc brake 31 given by the rider is not large, then A plurality of locomotive return springs 232 will form a limited and strong elastic deformation as the braking limit force of the locomotive disc brake aluminum ring 3b. This limit force is directly derived from the initial braking force value of the brake caliper received by the locomotive disc brake 31 Br "Brake force", and the above [21B2] ~ [21B4]: there is almost no difference in paragraphs;

[21B6]: As in the above [21B5]: paragraph, when the driving speed is fast, the rider is eager to stop the motorcycle in the face of road conditions and gives the brake caliper the initial braking force value Br for braking. The mass inertia force formed when traveling is large, when the initial braking force value Br given to the locomotive disc brake 31 by the driver tends to the maximum (the embodiment of this specification is preset to 70% of the total braking force value Tot (see [11A 】Explanation:)). During the braking process, a plurality of locomotive return springs 232 form a limited degree of strong elastic deformation to serve as the initial braking limit force of the locomotive disc brake aluminum ring 3b and locomotive tire 3c, and further elastic deformation When the roller cage 230 of the center-linked car disc plate increases the lagging rotation angle from 0° to the β angle value with a rotation angle, it prompts the roller 201 and the locomotive anti-locking fixed ring 330 to be in the above paragraph [21B4]: With a gap size X, the contact type is changed from Figure 15 B: to Figure 15 C:. Because the combined mass inertia force of the locomotive and the rider exceeds the braking friction force of the initial braking force value Br, After the initial braking force value Br intervenes when the brake starts to brake, after the multiple locomotive return springs 232 are squeezed to meet the β angle of the elastic deformation, the braking force value Radd of the high-frequency intermittent slip wedge device is increased, at this moment After the brake with the initial braking force value Br decelerates, there is still a huge mass inertia force combined with the rider, which causes the locomotive disc brake aluminum ring 3b and the locomotive wedging ramp ring 130 to rotate faster than the rider. Given the brake calipers to act as a braking brake to frictionally decelerate the speed of the disc brake 31 of the locomotive, the left slope 401 of the wedging ramp ring 130 of the locomotive contacts the roller 201 and drives the roller 201 to be driven by the elastic force of the roller springs 202 on both sides. For the dimension value Y at the middle position, the compression offset under force is reduced to a relative reduced dimension value<Y, and the gap dimension X that was originally present with the locomotive anti-locking fixed ring 330 is also reduced to 0.0 by the force of the left slope 401. be pressed contact, at the moment, the ramp 401 of the left and the roller 201 produces a left ramp wedge point 404, the roller 330 generates 201 points wedge 203 is fixed with a locomotive antilock loop, at the moment because of the [0018] [18C2]: As mentioned in the paragraph, the left slope 401 whose included angle α is set to 8°~30° will cause the roller 201 and the left slope wedging point 404 and wedging point 203 to produce a "slip wedging force". Relative to the locomotive tire 3c, it is the "slip and wedging moment", which is the definition of the "brake force" described in the paragraph [18C2] of [0018] of the present invention;

[21B7]: Continuing the above [21B6]: paragraph, as shown in Figure 15: Description, wherein the locomotive anti-locking fixed ring 330 is a fixed part, the roller 201 is wedged with the locomotive slope ring 130 and the locomotive anti-locking ring The fixed ring 330 generates a "slip wedge force", which will cause the locomotive to wedge the ramp ring 130 so that it has the definition of "slip wedge torque" to block the continued rotation of the "brake force" to brake the slower rotation and merge into one body The locomotive wedging ramp ring 130, the locomotive disc brake aluminum ring 3b and the locomotive tire 3c at the traveling speed of the locomotive. The static contact friction force continues to rotate and advance in accordance with the mass inertia force of the locomotive, and the static contact friction force with the ground continues to cause the locomotive tire 3c to rotate and advance in the inertial direction of the trajectory, continuously pushing the locomotive to wedge the ramp ring 130 and apply force to it The roller 201 inside the roller cage 230 of the locomotive disc plate;

As shown in Figure 15 C, D, E, F: The plurality of rollers 201 are wedged at the plurality of left slope wedging points 404 and the sliding wedged at the plurality of wedging points 203, as shown in Figure F: The roller 201 is a solid cylinder with a length. In Figure C: the original wedge point 203 can be regarded as the contact wedge line of the roller 201 on the sliding wedge surface 500. When the "sliding wedge" When the resultant force is applied, it is the sliding and rolling displacement that produces the wedging force on the sliding wedge surface 500 when the roller 201 is used. The longer the roller 201 is, the "sliding wedging force" generated on the sliding wedging surface 500. The larger the value of the included angle α , the smaller the "slip wedge force"; as shown in Figure C: When the roller 201 is pushed by the left slope wedging point 404, the wedge shape remains unchanged Under the circumstances, the "slip wedge force" between the roller 201 and the slip wedge surface 500 will not disappear. This "slip wedge force" is the above-mentioned [21B6]: the "brake force" mentioned in the paragraph. Before the combined mass inertia forward force disappears due to braking friction loss kinetic energy, the "slip wedge force" of the roller 201 and the slip wedge surface 500 will continue to slip, as shown in Figure D: Roller 201 When sliding to the top of the short groove 501, the contact wedge line between the roller 201 and the sliding wedge surface 500 becomes as shown in Figure E: WS=2*t (the original (contact wedge line length W) -(Short groove length S)=2*(minimum contact length on one side t), equivalent to WW*(15%~85%)=W*(85%~15%)=2t (the same principle description can be used Refer to the paragraph of [Explanation 13C], and [ 0018 ] [Explanation 18E] [18E1], [18E2], [18E4] paragraphs)), which means that the contact wedge line is instantly reduced by 15%~85%, while the contact wedge line The length of is also representative of the "slip wedge force" or "brake force". At this moment, the braking force is only 85%~15% of the previous moment;

85.5%) =初始煞車力值Br的75%+((高頻率斷續性滑移楔合裝置的煞車力值Radd的35%＊98%)

(Radd的35%＊30%))的快速交替循環，如【13Ha1】~【說明13Hb】：所說明，在機車及騎乘者的質量慣性力的推動下，在「滑移楔合力」的作用中總煞車力值Tot以最大接近於109.3%煞車並形同接近鎖死的情況下，「高頻率斷續性滑移楔合裝置」內其中的「滑移楔合力」容許機車輪胎3c以「重度煞車力」型態來慢速滾動滑移，當滾子201滑移至短溝槽501時，瞬間變成只剩下85.5%的「滑移楔合力」，此瞬間機車輪胎3c只接受最多85.5%的「輕度煞車力」，而使機車輪胎3c呈現煞慢且接近快速滾動的型態，待滾子201經過短溝槽501上方區間又再次來到打滑楔合面500時，將重複本段落所述的總煞車力值Tot接近於109.3%的「滑移楔合力」的快速交替循環

； Assuming that the preset value of the embodiment is changed: that is, the newly set total braking force value Tot (110%) = initial braking force value Br (75% preset value) + braking force value Radd( The remaining 35%), which can be regarded as the maximum total braking force value Tot(109.3%

85.5%) = 75% of the initial braking force value Br + ((35% of the braking force value Radd of the high-frequency intermittent slip wedge device * 98%)

(Radd’s 35%*30%)) rapid alternating cycle, such as [13Ha1]~[Explanation 13Hb]: As explained, driven by the mass inertia force of the locomotive and the rider, the "slip wedge force" The active total braking force value Tot is close to 109.3% of the braking and close to lockup. The "slip wedge force" in the "high frequency intermittent slip wedge device" allows the motorcycle tires to exceed 3c. "Heavy braking force" type to roll and slip slowly, when the roller 201 slips to the short groove 501, it instantly becomes only 85.5% of the "slip wedge force". At this moment, the motorcycle tire 3c only accepts the most 85.5% of the "mild braking force", which makes the motorcycle tire 3c appear slow and close to a fast rolling pattern. When the roller 201 passes through the area above the short groove 501 and comes to the slip wedge surface 500 again, it will repeat The total braking force value Tot described in this paragraph is close to 109.3% of the "slip wedge force" rapid alternating cycle

；

[21B8]: When the vehicle is slow or fast, if the brake is lightly applied, that is, the initial braking force value Br of the brake caliper gives the locomotive disc brake 31 the brake action friction is not enough to reset multiple locomotives The spring 232 is elastically deformed. Although the locomotive disc brake 31 is lagging, the locomotive disc roller cage 230 does not rotate relative to a corner β angle (as shown in Figure 14 C, D, E: and Figure 29) to drive When the plurality of rollers 201 and the anti-locking fixed ring 330 of the locomotive have a wedge relationship, the braking mode has the same effect as a normal brake;

[21B9]: When the vehicle has a certain speed and relatively heavy braking, the initial braking force value Br of the brake caliper gives the brake of the locomotive disc brake 31 under the action of the mass inertia when the locomotive and the rider are traveling together. The action friction force initially compresses the multiple locomotive return springs 232 to produce elastic deformation and decelerate, and makes the locomotive disc roller cage 230 relatively rotate by a rotation angle β (as shown in Figure 14 E: the maximum lagging rotation angle). When a plurality of rollers 201 are driven to produce a wedging relationship with the anti-locking fixed ring 330 of the locomotive, the pushing force of the plurality of rollers 201 and the plurality of left slope wedging points 404 will cause the plurality of The "slip wedging force" of the roller 201 and the sliding wedge surface 500, and the "slip wedging force" between the plurality of rollers 201 and the short groove 501, evolved into a "slip wedge force" that alternately generates "Brake force". This "brake force" presents a tight "severe braking force" when the plurality of rollers 201 are located in the 500 section of the slip wedge surface, and is released when the plurality of rollers 201 are located in the section of the short groove 501 The rapid alternating cycle of "mild braking force" prevents the motorcycle tire 3c from being locked and slipping due to the continuous tight "severe braking force";

[Explanation 21C]: A locomotive disc-type anti-lock braking device and a method for anti-lock braking of the present invention, the mechanism operation effect of braking and release times is as follows, as shown in the embodiment in Figure 15, where Figure A , The number of short grooves 501 above the locomotive anti-locking fixed ring 330 shown in F is that the ring 360° has 40 short grooves 501, and is provided with 8 rollers 201 (with a diameter of 12mm * 30.6mm). Length of cylindrical hard metal roller), the number of short grooves is 40/number of rollers 8=5 (must be an integer multiple), that is, the number of rollers can be set to 4 or 5 or 8 or 10. . , Or other groove number settings, so:

[21Ca]: When the number of rollers increases, the total "slip wedge force" of each roller 201 acting on the slip wedge surface 500 is accumulated, and the total "slip wedge force" value is greater;

[21Cb]: When the number of grooves in the short groove 501 increases, the "slip" obtained by the 360° ring of the short groove 501 The smaller the cumulative value of the “wedge shifting force”;

[21Cc]: The smaller the groove clamping angle of the short groove 501, the greater the accumulated value of the "slip wedging force" obtained by the 360° of the ring, due to the "slip wedging force" acting on the sliding wedge surface 500 "The more accumulated time value is;

[21Cd]: Convert the number of times of "heavy braking force" when the rim is 360° braking. For example, when the tire diameter of the example is 17 inches and the driving speed is 50Km/h, the maximum number of braking and release per second can be calculated : Wheel diameter: 17 inches * 2.54 (cm/inch) = 43.2 cm = 0.432 meters (diameter) Wheel circumference: 0.432 (meters) * 3.1416 (π) = 1.357 (wheel circumference. meters) speed per hour. meters Feet/hour: 50(Km/h)*1000(meters)=50000(meters/hour) speed. Meters/minute: 50000(meters/hour)/60(minutes/hour)=833.3(meters) /Min) speed.m/sec: 833.3(m/min)/60(sec/min)=13.889(m/sec) wheel rotation times/sec: 13.889(m/sec)/1.357( Meter) = 10.235 (times/second) 10.2 (times/second) * 40 (number of grooves) = 408 (number of grooves per second). From the above formula, it can be seen that the moment when the brake is heavily applied at a driving speed of 50Km/h Any roller 201 passes through the short groove 501 408 times per second, that is, 408 times through the slip wedge surface 500; The "heavy braking force" of the "wedge shift force" causes the locomotive tire 3c to rotate at a very slow speed due to the friction force of the brake caliper imparted to the locomotive disc brake 31. At this time, the locomotive rapidly reduces its speed, and the locomotive tire 3c is on the ground. The static friction force of the contact drops rapidly; the next moment, the machine The tire 3c is driven by the combined mass inertia force of the locomotive and the rider. The frictional resistance between the tire 3c and the ground causes the locomotive to wedge the ramp ring 130 and push the multiple rollers 201 continuously to shift the angular position. When reaching the top of the short groove 501, the "slip wedge force" is suddenly reduced to the "light braking force" which is less than 50% of the original "brake force", so the original "heavy braking force" is instantly converted to "light braking force" "Force", under the continuous drive of the combined mass inertia force of the original locomotive when it is traveling, the locomotive tire 3c can rotate faster in the "light braking force" mode to avoid slipping and restore more than 90% of the static friction against the ground. At this moment, the locomotive tire 3c can be kept on the rider’s driving track route without losing control. Therefore, the anti-lock braking device of the present invention, during the braking process of the locomotive, its speed per hour will be linear due to the braking action The above mentioned 50Km/h instantaneous maximum 400 times of "heavy braking force" and 400 times of "light braking force" release cycles per second will be reduced according to the above formula as the vehicle speed decreases, until When parking, as in the above [21B9]: the plurality of locomotive return springs 232 are elastically deformed when starting to brake, and the plurality of locomotive return springs 232 will return to their pre-deformed positions when they are completely parked;

[Explanation 21D]: A disc type anti-lock braking device for locomotives of the present invention is a combination of mechanical components of a mechanism "high frequency intermittent slip wedge device", mainly as shown in Figure 17, [0018] the preamble of 18E and [] Description: [18E1], [18E2], described in paragraph [18E3] and paragraph [0021] of the present description [21A]: braking member assembly instructions: mainly explained again now For the correlation of the interaction, please refer to Figures 13, 14, and 15: The left slope 401 or the right slope 402 is set at equal angles for the locomotive wedging the slope ring 130 with the included angle α in the range of 8°~30°. On the inner ring side of the center is installed a roller cage 230 for the locomotive disc disc. The roller cage 230 for the locomotive disc disc is provided with a plurality of rollers 201 and a plurality of roller springs 202 on the axial side and with the disc brake of the locomotive. The disc 31 is connected as a whole. The anti-locking fixed ring 330 of the locomotive is installed in the center, and it is installed and fixed on the axle 30 of the locomotive. The processing of groove 501 is recessed short groove feature;

[21D1]: Refer to Figure 13: and (Figures 14 and 15: Section: HH). When the locomotive is running, the locomotive tire 3c, the locomotive disc brake aluminum ring 3b, and the locomotive wedge ramp ring 130 are integrated, with The angular velocity VA that promotes the inertial force of the tire rotating mass, and the locomotive disc brake 31 and the locomotive disc roller cage 230 that are integrally connected, have the angular velocity VB that acts on the force of the tire to decelerate and rotate, and is a synchronous rotation type State and have the same angular velocity ω (because there are a plurality of locomotive return springs 232, the locomotive disc roller cage 230 and the locomotive wedging ramp ring 130 are angularly related);

[21D2]: As shown in Figure 15B: Before braking, the locomotive and the rider have an inertial velocity of VA.V1 (the angular velocity VA that generates the inertial force of the mass inertia of the vehicle driving mass V1), and has VB .V1 inertial velocity (the angular velocity VB at which the vehicle’s running mass inertial force V1 resists the force acting on the tire to decelerate and rotate). When braking, the brake pads in the brake caliper will use contact friction to prevent the locomotive disc brake 31 from rotating , To slow down its angular velocity ω . Although no locomotive power is provided at this time, the locomotive has a huge mass inertia force that merges with the rider during driving, which prompts the locomotive tire 3c to continue to rotate forward at an angular velocity ω close to the original; therefore; Before braking, the angular velocity VB of the force acting on the tire to decelerate and rotate is 0, as in the above [21D1]: the locomotive wedged ramp ring 130 and the locomotive disc roller cage 230 have a form of rotating at the same angular velocity ω before braking ；

109.3%)的交替循環煞車力，使機車輪胎3c以99%的瀕臨被鎖死的形態下來拖行轉動，及機車輪胎3c以85.5%的煞車力 來滾動，並恢復與地面的接觸靜摩擦力，促使機車可依循行駛軌跡路線前進； [21D2a]: Continuing the above description, as shown in Figure 15C: When braking, the inertial velocity of VA.V1 (the angular velocity VA that generates the inertial force of the vehicle's running mass inertia V1 to promote the rotation of the tire) continues to rotate, and the VB.V1's The inertial speed is converted by the braking force to the inertial speed of VB.V2 (the angular velocity VB at which the tire is decelerated and rotated by the heavy braking force V2), which is the force that causes the tire to decelerate and rotate due to the "heavy braking force" V2 braking. The angular velocity VB starts to act and slows down. During this period, the inertial velocity of VA.V1 continues to rotate at the angular velocity ω , but the inertial velocity of VB.V2 is severely acted on by the braking force V2, causing the two to form a lag with a V2 angular velocity difference ω 1 , And further slow down the rotational force of the angular velocity ω of the inertial speed of the VA.V1; the process of braking appears as the locomotive wedges the plural left ramps 401 of the ramp ring 130 to the plural rollers 201 to contact and push Under the action of the plurality of roller springs 202, the plurality of rollers 201 are synchronously wedged with the fixed locomotive anti-locking fixed ring 330 in contact with each other, resulting in huge friction and wedging resistance, because the left slope 401 has an included angle For the angle value of α, the slip wedge surface 500 of the plurality of rollers 201 and the fixed locomotive anti-lock fixing ring 330 has a "slip wedge force", and the huge friction wedge resistance is a "heavy braking force" The braking phenomenon of V2 is present, and the motorcycle tire 3c is used to continuously approximate the total braking force value Tot=(85.5%

109.3%) of the alternating cycling braking force, so that the locomotive tire 3c will drag and rotate in 99% of the state of being on the verge of being locked, and the locomotive tire 3c will roll with 85.5% of the braking force, and restore the static friction force in contact with the ground. Encourage the locomotive to follow the driving track route;

[21D2b]: As shown in Figure 15 D: the vehicle has an inertial speed of VA.V1 during driving (an angular velocity VA that generates the inertial force of the vehicle mass inertia V1 to promote the rotation of the tire) and continues to rotate, [21D2a] the VB. The inertial speed of V2 is converted to the inertial speed of VB.V3 (the angular speed VB of the force that acts on the tire to decelerate and rotate by the light braking force V3), and the inertial speed of VB.V2 is braked by the "heavy braking force" V2. After that (after the braking action of the heavy "slip wedge force"), the braking of the "light braking force" V3 will be slowed down immediately, and the inertial speed of VA.V1 will continue to rotate at a slightly reduced angular velocity ω , but The inertial speed of VB.V3 is acted on by the mild braking force V3, so that a larger accumulated angular velocity ω with a V3 angular velocity difference ω 2 lag is formed between the two to slow down, and the inertial speed of VA.V1 is further slowed down. The rotation force of the angular velocity ω ; under the continuous advancement of the huge vehicle inertia force V1 of the locomotive and the rider, it takes hundreds to tens of thousands of times of the V2 angular velocity difference ω 1+V3 angular velocity difference ω 2 The angular velocity difference accumulated to slow the speed can reduce the rotation angular velocity ω of the locomotive tire 3c to 0 continuously; the locomotive tire 3c and the locomotive wedge ramp ring 130 continue to stay on the locomotive disc when the speed is slowed down by the brakes. In the braking friction condition of the brake disc 31 (the brake drives the multiple locomotive return springs 232 to change, when the brake is not braking, the restoring force of the multiple locomotive return springs 232 drives the roller 201 away from the left slope 401), the mass inertia force of the vehicle is V1 promote quality produce tire rotation angular velocity VA inertia force generated by the rotation angular velocity ω 3c driven locomotive tires to make the left slope 401 continued to push a plurality of rollers 201 rolling with a fixed slip wedge 500 slip surface, a plurality of process in When the roller 201 slips and rolls to the top of the short groove 501, the "slip wedge force" due to the huge frictional wedge resistance is suddenly reduced by about 15% to 85%, causing it to quickly change to a "mild wedge force". The slow braking phenomenon of "brake force" appears. At this moment, the locomotive tire 3c is in the form of [21B7]: the total braking force value Tot=85.5% of the brake clamping friction is the combined mass of the locomotive and the rider. The inertial force continues to drag and rotate. At this moment, the locomotive disc roller cage 230 bears the braking friction force of the initial braking force value Br (Explanation: derived from the angle β as shown in Figure 14 D and E: The 75% of the braking force preset by the braking force value Br is represented by the locomotive disc brake 31, through the brake disc limiter 231 to transfer the limiting force to the locomotive wedging ramp ring 130 limit protrusion 132) + high The braking force value of the frequency intermittent slip wedge device is Radd’s "mild braking force", the locomotive tire 3c instantly restores 90%~99% of the static friction force with the ground, and the contact static friction force between the locomotive tire 3c and the ground increases and drives the locomotive Stably follow the driving trajectory and continue to move forward. "Right" and "Mild braking force" have a rapid alternating cycle of 400 times per second as described in [21Cd], which will be able to safely prevent the brakes from being locked to complete various strokes;

[21D3]: In another angle, I will elaborate again. Figure 15: The angular velocity ω represents the angular velocity VA of the inertial force of the tire rotating mass and the angular velocity VB of the force acting on the tire to decelerate and rotate is the same angular velocity rotation when the brake is not braked. 15 The illustrations of Figures B, C, and D are the representations of the enlarged form of Figure A at positions B, C, and D, in which the angular velocity VA that promotes the inertial force of the tire rotating mass, and the angular velocity VB that acts on the force of the tire to decelerate and rotate, It is used as the braking mode before and during braking when riding a locomotive. For example, the mass inertia force V1 of the vehicle is the mass inertia force during the combined riding of the locomotive and the rider, and the heavy braking force V2 is the "high frequency" The wedge braking moment generated by the roller 201 and the sliding wedge surface 500 when the intermittent slip wedge device is in operation, and the mild braking force V3 is used when the "high frequency intermittent slip wedge device" is in operation. The wedge deceleration torque of the shorter contact wedge line length on the slip wedge surface 500 when the sub 201 is above the short groove 501;

[21D3a]: As shown in Figure 15B: where VA.V1 is the rotational angular velocity of the tire driven by the vehicle's mass inertia force, and VB.V1 is the graph of the angular velocity formed by the vehicle's mass inertial force in the decelerating rotation of the tire , So it is in the unbrake state, so the angular velocity ω of the two is constant;

[21D3b]: As shown in Figure 15 C: where VA.V1 is the angular velocity VA that generates the mass inertia force of the vehicle driving mass inertia V1, and VB.V2 is the angular velocity VB that acts on the force of the tire to decelerate and rotate due to heavy braking. After the effect of force V2 braking, the relative angular velocity of the tire brake slows down, so the angular velocity of the two has the V2 angular velocity difference ω 1 as shown in the figure, showing a large "slip wedge force" braking, and Angular velocity ω has a difference in angular velocity deceleration after a large "slip wedge force"braking;

[21D3c]: As shown in Figure 15 D: where VA.V1 is the angular velocity VA that generates the inertial force of the mass inertia of the vehicle's running mass, and VB.V3 is the angular velocity VB that acts to decelerate the rotation of the tire. After the braking effect of the braking force V3, the relative angular velocity of the tire slows down and rotates slowly. Therefore, the angular velocity of the two has the V3 angular velocity difference ω 2 as shown in the figure, showing a small "slip wedge force" braking. Therefore, the V3 angular velocity difference ω 2 is the combined angular velocity difference after 1 time of large "slip wedge force" braking + 1 time of small "slip wedge force"braking; and when there is a V3 angular velocity difference ω 2, the original [21D3a] ]: The VA.V1 is the rotational angular velocity of the tire driven by the vehicle's mass inertia force, and VB.V1 is the angular velocity of the tire's decelerating rotation formed by the vehicle's mass inertial force, because this moment is the type of brake , So its original angular velocity ω tends to decrease to an angular velocity of (ω - ω 2);

[21D4]: To sum up, it is the working momentary process of the mechanical "high-frequency intermittent slip wedge device", which directly uses the metal roller 201 and the metal locomotive to wedge the ramp ring 130 The "slip wedge force" of the metal material and fixed angle position of the locomotive anti-locking fixed ring 330 is used as the braking force, which can reduce the brake caliper and the temperature of the locomotive disc brake 31 to increase the anti-lock In the dead brake device, the angular velocity VA of the mass inertia force that promotes the rotation of the tire is changed, so that the braking force with the "slip wedge force" is the braking force with rapid alternating cycles, and the heavy braking force V2 slows down to promote the angular velocity difference ω 1 , And the light braking force V3 slows down, prompting a single instantaneous alternate (heavy braking force V2 + light braking force V3) the braking force to produce the angular velocity difference ω 2 The difference of the braking speed reduction of the brake to change and reduce its original angular velocity ω (produced by the angular velocity VA that promotes the inertial force of the tire rotating mass), after hundreds to tens of thousands of times of slowing down the angular velocity ω , until the angular velocity ω approaches 0, a safe, stable and fast braking anti-lock brake is achieved Purpose: Compared with the commercially available ABS anti-lock braking system, it will have a higher alternating cycle frequency. Under the premise of sufficient effective tire static friction during the whole braking process, it will accumulate a higher "heavy braking force" The total braking force value Tot is used to decelerate and stop, and the safer and higher "mild braking force" provides static friction between the tires and the ground, and at the same time has a higher continuous mild braking force, so The ability to have a shorter stopping distance and good handling and driving performance without tyre locking will represent a safer driving experience;

[Explanation 21E]: A method for preventing lockup of a locomotive disc brake of the present invention, that is, as explained in the paragraphs [18E5] and [18E6] of [0018 ] [Explanation 18E], this embodiment is applied as follows: The included angle α of the plural left slopes 401 or the plural right slopes 402 of the combined slope loop 130 is set to a suitable angle in the interval of 8°~30°, so that the plural left slopes 401 or the plural right slopes 402 and the plural rolls The wedging of the sub 201 forms a "slip wedge", and short grooves 501 are arranged on the outer edge of the fixed position and angle of the anti-locking fixed ring 330 of the locomotive that are integer multiples of the rings of the plurality of rollers 201. Number, the wedging moment generated on the anti-locking fixed ring 330 of the locomotive that makes the plurality of rollers 201 roll at a fixed position and angle is simultaneously enlarged and reduced, and the rapid alternate cycle of "slip wedging" on the slipping wedging surface 500 Between the short groove 501 and the short groove 501, according to the contact wedge line length W between the roller 201 and the locomotive anti-locking fixed ring 330, and the short groove length S of the short groove 501 is a physical collapse and part of the contact wedge line is lost The length W becomes the minimum contact length on one side t*2, so that different "slip wedge force" braking torques are generated due to the change in the length of the contact wedge line, so that the tire and the ground form a wedge brake with "heavy braking force" The rapid alternate cycle of the wedge deceleration pattern and the "light braking force".

As shown in Figures 18-22: a locomotive drum-type anti-lock brake device and its brake anti-lock method, that is, the rear drum brake of the current commercial locomotive is set to the rear wheel locomotive drum brake set 4, It is equipped with high-speed frequency wedge braking (total braking force value Tot = initial braking force value Br + braking force value Radd of the high-frequency intermittent slip wedge device) during drum braking And the cycle of release. The anti-lock braking capability of the locomotive drum-type anti-lock brake device includes the key core of the present invention, which is the functionality of the "high-frequency intermittent slip wedge device" Performance;

[Note 22A]: Brake component assembly instructions: Refer to Figures 18-22: The locomotive drum brake wheel set 4, the main composition is to install the drive sprocket 4f on the closed side of the locomotive drum brake aluminum ring 4b, Put the locomotive drum brake bearing 42 into the locomotive drum brake aluminum ring 4b from the left closed side end and the open side end according to the outer edge side, and then take the locomotive drum brake shaft 40 from the right open side of the locomotive drum brake bearing 42 The center bearing hole penetrates and passes through the center bearing hole of the locomotive drum brake bearing 42 on the left closed side, and the washer 4e is put on. At this time, the locomotive drum brake wheel shaft 40 is regarded as the fixed part of the integral wheel set, and the locomotive drum brake The polygonal limit edge 40b of the wheel shaft 40 is limited to the locomotive frame, so that the locomotive drum brake wheel shaft 40 is fixed and does not rotate; take the brake drum roller cage 240, and insert the ball frame 42A; then put the drum brake roller hole 243 and The drum brake spring limit hole 244 is filled with a proper amount of solid lubricating grease for lubrication and adhesion installation parts, and then a plurality of roller springs 202 are inserted into the drum brake spring limit hole 244 surrounding the brake drum roller cage 240 After the multiple roller springs 202 are elastically seated, a plurality of rollers 201 are then filled in to form a locomotive brake drum roller cage assembly; take the locomotive drum-type wedge ramp ring 140 and place it on the inner edge side Insert the auxiliary ball frame 42B and stick it with solid lubricating butter, and then insert the assembled locomotive brake drum roller cage assembly into the locomotive drum wedge ramp ring 140 with reference to the position of the locomotive drum brake return spring 242; On the rear side of the above combination, set a plurality of locomotive drum brake return springs 242 into the outer limit groove 145 of the return spring of the locomotive drum wedge ramp ring 140, and the brake drum In the limiting groove 245 on the inner side of the return spring of the roller cage 240, a locomotive drum-type wedge ramp ring is combined with the cage; the locomotive drum-type wedge ramp ring and the cage combination are closely embedded with a locomotive tire 4c In the locomotive drum brake aluminum ring 4b, penetrate the locomotive drum brake axle 40, and insert the locomotive drum brake anti-locking ring 340 on the open side of the locomotive drum brake aluminum ring 4b, and make the polygonal axle hole 341 and the polygonal axle 40a alignment; take the locomotive brake drum 41 and install it into the brake drum roller holder 240 according to the center axis on the right open side, and make the brake flange 41a of the locomotive brake drum 41 mortise the brake recess of the brake drum roller holder 240 The groove 241a forms an integral linkage between the two, and then the auxiliary ball support frame 42C is inserted into the inner edge of the locomotive brake drum 41 and attached with solid butter; in addition, the locomotive drum brake anti-rotation seat 4a is taken to brake the locomotive The piece 41F and the drum brake force lever 4h are installed on it to form a locomotive drum brake seat assembly; take the locomotive drum brake seat assembly above and insert it into the right locomotive drum brake axle 40, in accordance with the locomotive drum brake anti-locking ring 340 The square limit angle is embedded, and it rolls smoothly and smoothly with the auxiliary ball support frame 42C; the upper limit tube 4d is used to complete the assembly of the locomotive drum brake wheel set 4; the locomotive drum brake wheel set 4 can be used for the locomotive drum brake The polygonal limiting edges 40b on both sides of the axle 40 are fixed to the rear frame of the locomotive, and the anti-rotation post 4g on the anti-rotation seat 4a of the locomotive drum brake is sleeved with the anti-rotation hole of the frame to form a fixed angle association; that is, the locomotive drum The assembly sequence of type brake wheel set 4;

[Explanation 22B]: Description of braking action: As described in [Explanation 22A]: For the locomotive drum brake wheel set 4 device described in the description, the application function action of the brake end is explained as follows:

[22B1]: A large part of the locomotives on the market today are rear-wheel drum brakes. When the locomotive is running, the brake drum will expand and expand so that the brake drum directly slows down the rotation of the rim tire. This is a general brake. Car phenomenon

[22B2]: The case of the present invention is: Please refer to Figure 18. When the locomotive is traveling, the locomotive tire 4c receives the combined weight of the locomotive and the rider, and generates friction on the ground, and has the mass inertia of the combined weight during travel. Force, the locomotive tire 4c rolls and rotates with static friction force, so the locomotive drum brake aluminum ring 4b rotates when the locomotive is traveling, and the drum-type wedge ramp ring 140 is rotated through the ramp ring flange 141, and then passes through a plurality of locomotive drums. The brake return spring 242 is elastically linked to the brake drum roller holder 240, and the brake groove 241a is constantly connected to the brake flange 41a of the brake drum 41 to rotate at a constant speed; when the brake caliper is braked by the rider, Then the brakes will expand and clamp the friction locomotive brake drum 41. The locomotive brake drum 41 is linked to the brake drum roller cage 240, which will cause the brake drum roller cage 240 to rotate with respect to the locomotive drum brake aluminum ring 4b. The rotation of the slow locomotive tire 4c, this process is the same as the action of ordinary disc brakes on the market;

[22B3]: The front end of the brake drum roller cage 240 is provided with a plurality of return spring inner limit grooves 245, and the installation limit is the locomotive drum type wedge ramp ring 140 above the locomotive drum brake aluminum ring 4b. The restricting groove 145 is equipped with the drum brake return spring 242 of the locomotive to form an angular relationship with elastic rotation (as shown in Figure 19 A, B:). The elastic force of the drum brake return spring 242 of the locomotive promotes the locomotive drum-type wedging slope. The ring 140 and the brake drum roller retainer 240 above it are in a free state, maintaining a certain relative angle pattern;

[22B4]: As in the above [22B3]: paragraph, the locomotive drum-type wedge ramp ring 140 It maintains a certain relative angle with the brake drum roller cage 240 in a free state. Therefore, when the brake is not applied, the roller 201 arranged inside the brake drum roller cage 240 is elastically supported by the roller spring 202 , The roller 201 elastically abuts on the inner circle side 106 of the locomotive drum wedge ramp ring 140, that is, when the locomotive is traveling, the roller 201 is under the elastic support of the roller spring 202 and the centrifugal force of the roller 201's own mass Under the action, there is a gap size X between both and the locomotive drum brake anti-locking ring 340 (as shown in Figure 20 B: enlarged image), which represents the roller 201 and the locomotive drum in a fixed angle position in the unbraked free state The anti-locking ring 340 will not generate any friction;

[22B5]: As in the above [22B2], [22B3]: paragraphs, among which Figure 19 A, B: When the brake caliper is braked by the rider, it has the initial braking force value Br to drag with the friction force of the brake The rotation speed of the slow locomotive brake drum 41, in parallel with the dynamic brake drum roller cage 240, is associated with the locomotive drum-type wedge ramp ring 140 of the locomotive drum brake aluminum ring 4b that rotates according to the rotational inertia force, so that it has an angular relationship The locomotive drum brake return spring 242 forms a strong elastic torsional deformation. At this time, when the locomotive is at a slow speed, the mass inertia formed when the locomotive is traveling is small, and when the braking friction force of the locomotive brake drum 41 given by the rider is not large, Then the multiple locomotive drum brake return springs 242 will form a limited and strong elastic deformation as the braking limit force of the locomotive drum brake aluminum ring 4b. This limit force is directly derived from the initial braking of the brake caliper on the locomotive brake drum 41. The force value Br "brake force", and the above [22B2] ~ [22B4]: almost no difference;

[22B6]: As in the above [22B5]: paragraph, when the driving speed is fast, the rider is eager to stop the motorcycle in the face of road conditions and gives the brake caliper the initial braking force value Br for braking. The mass inertia force formed during travel is large, when the initial braking force value Br given to the locomotive brake drum 41 by the driver tends to be the maximum (the embodiment of this specification is preset to be 70% of the total braking force value Tot (see [11A] Explanation:)). During the braking process, a plurality of locomotive drum brake return springs 242 form a limited degree of strong elastic deformation to serve as the initial braking limit force of the locomotive drum brake aluminum ring 4b and the locomotive tire 4c, and further elasticity During the deformation, when the linkage brake drum roller cage 240 increases the hysteresis rotation angle from 0° to the β angle value with a rotation angle, the roller 201 and the locomotive drum brake anti-locking ring 340 are in the above paragraph [22B4]: Under the form with a gap size X, the contact type is changed from Fig. 20 B: to Fig. 20 C:, because the combined mass inertia force of the locomotive and the rider exceeds the braking friction force of the initial braking force value Br, After the initial braking force value Br intervenes at the beginning of the brake, after the multiple locomotive drum brake return springs 242 are squeezed to meet the β angle of the elastic deformation, the braking force value Radd of the high-frequency intermittent slip wedge device is increased. Added, at this moment, due to the initial braking force value Br, there is still a huge mass inertia force combined with the rider after the brake is decelerated, which causes the locomotive drum brake aluminum ring 4b and the locomotive drum wedge ramp ring 140 to rotate fast. At the speed of the locomotive brake drum 41 that is decelerated by the brake caliper applied by the rider to brake friction, the left slope 401 of the locomotive drum-type wedge ramp ring 140 contacts the roller 201 and drives the roller 201 due to the rolling on both sides. The elastic force of the sub-spring 202 is located in the middle position of the dimension value Y, the compression offset is reduced to the relative shrinkage dimension value <Y, and the original gap dimension X with the locomotive drum brake anti-locking ring 340 is also affected by the left slope The force of 401 is reduced to 0.0 and becomes a state of pressing contact. At this moment, the left slope 401 and the roller 201 produce a left slope wedging point 404, and the roller 201 and the locomotive drum brake anti-locking ring 340 produce a wedging point 203 At this moment, because in the paragraph [18C2] of [0018 ], the left slope 401 whose included angle α is set to 8°~30° will make the roller 201 and the left slope wedged point 404 and wedged point 203 The resulting "slip wedge force" is "slip wedge torque" relative to the locomotive tire 4c, which is the definition of "brake force" in the paragraph [18C2] of the present invention in [0018];

[22B7]: Continuing the above [22B6]: paragraph, as shown in Figure 20: description, wherein the locomotive drum brake anti-locking ring 340 is a fixed part, the roller 201 and the locomotive drum wedging ramp ring 140 and the locomotive The drum brake anti-locking ring 340 generates "slip wedge force", which will make the locomotive drum wedge ramp ring 140 have the definition of "slip wedge torque" to block the continued rotation of the "brake force" to reduce braking The locomotive drum-type wedge ramp ring 140, the locomotive drum brake aluminum ring 4b and the locomotive tire 4c that are merged into one during slow rotation. The "brake force" of the "slip wedge torque" is not locked. The rotation of the locomotive tire 4c, the static contact friction force with the ground continues to rotate and advance according to the mass inertia force of the locomotive, and the static contact friction force with the ground continues to cause the locomotive tire 4c to rotate and move forward in the inertial direction of the track, continuously pushing the locomotive drum Wedge the ramp ring 140 and apply force to the roller 201 inside the brake drum roller cage 240; as shown in Figure 20 C, D, E, F: the plurality of rollers 201 are wedged to the plurality of left ramp wedges The juncture 404 and the sliding wedging point are joined to a plurality of wedging points 203, as shown in Figure F: where the roller 201 is a solid cylinder with a length. In Figure C:, the original wedging point 203 can be converted into The contact wedge line of the roller 201 on the sliding wedge surface 500, when the "slip wedging force" acts, it is the sliding and rolling shift that generates the wedging force on the sliding wedge surface 500 when the roller 201 is used , The longer the roller 201, the greater the "slip wedging force" generated on the slip wedge surface 500; and the greater the angle α , the smaller the "slip wedging force"; as shown in Figure C: When the roller 201 is pushed by the left slope wedging point 404 and the wedge force is unchanged, the "slip wedging force" between the roller 201 and the sliding wedge surface 500 will not disappear. This "slip" The “wedge force” is the above-mentioned [22B6]: the “brake force” mentioned in the paragraph. Before the combined mass inertia forward force of the locomotive and the rider disappears due to braking friction loss of kinetic energy, the friction between the roller 201 and the sliding wedge surface 500 "Slip wedge force" will continue to slip, as shown in Figure D: When the roller 201 slides to the top of the short groove 501, the contact wedge line between the roller 201 and the sliding wedge surface 500 becomes as Figure E: As shown, WS=2*t (the original (contact wedge wire length W)-(short groove length S) = 2* (one-side minimum contact length t), equivalent to WW* (15%~ 85%)=W*(85%~15%)=2t (the same principle description, please refer to [Explanation 13C], and [ 0018 ] [Explanation 18E] paragraphs [18E1], [18E2], [18E4] )), which means that the contact wedge line is instantly reduced by 15%~85%, and the length of the contact wedge line also represents the "slip wedge force" or "brake force". At this moment, it becomes the braking force and only the front 85%~15% in an instant;

80%)=初始煞車力值Br的65%+((Radd的50%＊98%)或(Radd的50%＊30%))的快速交替循環

，如【13Ha1】~【說明13Hb】：所說明，在機車與騎乘者的質量慣性力的推動下，及在「滑移楔合力」的作用中總煞 車力值Tot以最大接近於114%煞車並形同接近鎖死的情況下，「高頻率斷續性滑移楔合裝置」內其中的「滑移楔合力」容許機車胎4c以「重度煞車力」型態來慢速滾動滑移，當滾子201滑移至短溝槽501時，瞬間變成只剩下80%的「滑移楔合力」，此瞬間機車胎4c只接受最多80%的「輕度煞車力」，而使機車胎4c呈現煞慢且接近快速滾動的型態，待滾子201經過短溝槽501上方區間又再次來到打滑楔合面500時，將重複本段落所述的總煞車力值Tot接近於114%的「滑移楔合力」的快速交替循環

； Assuming changes to the default value: that is, the new total braking force value Tot (115%) = the initial braking force value Br (65% preset value) + the braking force value Radd of the high-frequency intermittent slip wedge device (the remaining 50%) %), which can be regarded as the maximum total braking force value Tot(114%

80%) = 65% of the initial braking force value Br + ((50% of Radd * 98%) or (50% of Radd * 30%)) rapid alternating cycle

, Such as [13Ha1] ~ [Explanation 13Hb]: As explained, driven by the mass inertia force of the locomotive and the rider, and under the action of the "slip wedge force", the total braking force value Tot is close to 114% at the maximum When the brake is close to locking, the "slip wedge force" in the "high frequency intermittent slip wedge device" allows the locomotive tire 4c to roll and slip slowly in the form of "heavy braking force" When the roller 201 slips to the short groove 501, it becomes only 80% of the "slip wedge force" in an instant. At this moment, the locomotive tire 4c only accepts up to 80% of the "light braking force", which makes the locomotive The tire 4c exhibits a slow and fast rolling pattern. When the roller 201 passes through the area above the short groove 501 and comes to the slip wedge surface 500 again, the total braking force value Tot described in this paragraph will be repeated to approach 114 % Of the rapid alternating cycle of "slip wedge force"

；

[22B8]: When the vehicle speed is slow or fast, if the brake is lightly applied, that is, the initial braking force value Br of the brake drum 41F gives the brake action friction force of the locomotive brake drum 41 It is not enough to produce elastic deformation of a plurality of locomotive drum brake return springs 242. Although the locomotive brake drum 41 is lagging, its brake drum roller cage 240 does not rotate relative to a corner β angle (as shown in Figure 19A: and Figure 29 ) To drive a plurality of rollers 201 to produce a wedge relationship with the locomotive drum brake anti-locking ring 340, the braking mode is the same as a normal brake;

[22B9]: When the vehicle has a certain speed and relatively heavy braking, the initial braking force value Br of the brake drum gives the brake of the locomotive brake drum 41 under the action of the mass inertia when the locomotive and the rider are combined. The action friction force initially compresses the multiple locomotive drum brake return springs 242 to produce elastic deformation and decelerate, and makes the brake drum roller cage 240 relatively rotate by a rotation angle β (as shown in Figure 19 A: the maximum lagging rotation angle). When a plurality of rollers 201 are driven to produce a wedge relationship with the locomotive drum brake anti-locking ring 340, the plurality of rollers 201 and the plurality of left slope wedging points 404 are pushed into force contact and wedged, which will cause the plurality of The "slip wedging force" between the two rollers 201 and the sliding wedge surface 500, and the "slip wedging force" between the plurality of rollers 201 and the short groove 501, evolve into alternate cycles to generate "slip wedge force""Brakeforce". This "brake force" presents a tight "severe braking force" when the plurality of rollers 201 are in the 500 section of the slip wedge surface, and when the plurality of rollers 201 are in the section of the short groove 501, it presents The rapid alternating cycle of the released "light braking force" prevents the tire 4c from being locked and slipping due to the continuous pressing "severe braking force";

[Explanation 22C]: A locomotive drum-type anti-lock braking device and a brake anti-lock method of the present invention, the mechanism operation effects of braking and release times are as follows, as shown in the embodiment in Figure 20, where Figure A , The number of short grooves 501 above the anti-locking ring 340 of the locomotive drum brake shown in F is that the ring 360° has 40 short grooves 501, and is provided with 8 rollers 201 (a diameter of 12mm*30.6 mm length cylindrical hard metal roller), the number of short grooves is 40/number of rollers 8=5 (must be an integer multiple), that is, the number of rollers can be set to 4, 5, or 8. . , Or other groove number settings, so:

[22Ca]: When the number of rollers increases, the total "slip wedge force" of each roller 201 acting on the slip wedge surface 500 is accumulated, and the total "slip wedge force" value is greater;

[22Cb]: The greater the number of short grooves 501, the smaller the cumulative value of the "slip wedging force" obtained by the 360° of the ring. In this embodiment, the number of short grooves 501 may be set to 48. It can increase the braking force of the total "slip wedge force";

[22Cc]: The smaller the groove clamping angle of the short groove 501, the greater the accumulated value of the "slip wedge force" obtained by the 360° of the ring, due to the "slip wedge force" acting on the slip wedge surface 500 "The more accumulated time value is;

[22Cd]: Convert the number of times of "heavy braking force" when the rim is 360° braking. For example, when the tire diameter of the large passenger and cargo truck in the example is 17 inches, and the driving speed is 60Km/h, the instantaneous maximum per second can be calculated The number of brakes and releases: Wheel diameter: 17 inches * 2.54 (cm/inch) = 43.2 cm = 0.432 meters (diameter) Wheel circumference: 0.432 (meters) * 3.1416 (π) = 1.357 (wheel circumference. Meters per hour. Meters/hour: 60 (Km/h)*1000 (meters) = 60000 (meters/hour) speed. Meters/minute: 50000 (meters/hour)/60 (minutes/hour) )=1000 (meters/minute) speed. meters/second: 1000 (meters/minute)/60 (seconds/minute)=16.666 (meters/second) Wheel rotation times/second: 16.666 (meters) /Sec)/1.357(meters)=12.28(times/sec) 12.28(times/sec)*40(number of grooves)=491.2(number of grooves/second) It can be known from the above formula, driving When the vehicle speed is 60Km/h, when the brake is re-depressed, any roller 201 passes through the short groove 501 490 times per second, that is, passes the slip wedge surface 500 490 times; that is, the plurality of rollers 201 pass by instantaneously When the wedge surface 500 is slipped, it will produce a "slip wedge force" "heavy braking force", so that the locomotive tire 4c is very slow due to the locomotive drum brake pad 41F giving the locomotive brake drum 41 the braking action friction force. At this time, the locomotive rapidly reduces its speed, and the static friction force between the locomotive tire 4c and the ground quickly drops; in the next moment, the locomotive tire 4c is driven by the locomotive and the rider's mass inertia force and is stressed by the locomotive tire 4 c. The frictional resistance against the ground urges the locomotive drum-type wedge ramp ring 140 to wedgely push the multiple rollers 201 to continuously shift the angular position to the top of the short groove 501, the "slip wedge force" is suddenly reduced to the original "slip wedge force". The "mild braking force" with less than 50% of the "brake force" makes the original "severe braking force" instantly converted to "light braking force". Under the continuous drive of the original motorcycle and the rider's mass inertia force, the motorcycle tires The 4c can be turned faster in the "mild braking force" mode to avoid skidding and restore more than 90% of the static friction force in contact with the ground. At this moment, the locomotive tire 4c can be kept on the driving trajectory and avoid Because of the loss of control, the anti-lock braking device of the present invention will linearly decrease the speed per hour due to the braking action during the braking process of the locomotive. The number of cycles of 490 releases of "mild braking force" will be reduced in accordance with the above formula as the vehicle speed decreases and follow the vehicle speed until it stops as described in the above [22B9]: The multiple locomotive drum brake return springs 242 are described in the paragraph above. When starting to brake, elastic deformation will occur, which will cause the multiple locomotive drum brake return springs 242 to return to their pre-deformation positions due to a complete stop;

[Explanation 22D]: A locomotive drum type locomotive drum type anti-lock brake device of the present invention is a mechanism combination of "high frequency intermittent sliding wedging device", mainly as shown in Figure 22 Components, such as [ 0018 ] pre-narrative part and [Explanation 18E]: [18E1], [18E2], [18E3] paragraph description, and this paragraph [ 0022 ] [Explanation 22A]: Brake component assembly instructions: Now again Focusing on the interaction of the interaction, please refer to Figures 18, 19 and 20: the locomotive drum-type wedge ramp ring 140 has the left slope 401 with the angle α of the ring with the angle value of 8°~30°. Or right slope 402, the center inner ring side is installed with a brake drum roller cage 240, the brake drum roller cage 240 is provided with a plurality of rollers 201, and a plurality of roller springs 202, and on the axial side and The locomotive brake drum 41 is connected as a whole. The center of the locomotive drum brake anti-locking ring 340 is installed and fixed on the locomotive drum brake axle 40. The outer edge of the locomotive drum brake anti-locking ring 340 is a slip wedge surface 500, and has a short groove 501 processing recessed short groove feature;

[22D1]: Refer to Figure 18: and (Figures 19 and 20: Section: JJ). When the locomotive is running, the locomotive tire 4c and the locomotive drum brake aluminum ring 4b are integrated with the locomotive drum wedge ramp ring 140 , Has an angular velocity VA that promotes the inertial force of the tire rotating mass, and is integrally connected with the locomotive brake drum 41 and the brake drum roller cage 240. The angular velocity VB that acts on the force of the tire to decelerate and rotate is a synchronous rotation type And have the same angular velocity ω (because there are a plurality of locomotive drum brake return springs 242, the brake drum roller cage 240 and the locomotive drum wedge ramp ring 140 are angularly related);

[22D2]: As shown in Figure 20B: Before braking, the locomotive and the rider have an inertial velocity of VA.V1 (the angular velocity VA that generates the inertial force of the mass inertia force V1 for the vehicle traveling mass), and has VB .V1's inertial speed (the angular velocity VB at which the vehicle's running mass inertial force V1 resists the force that acts on the tire to decelerate and rotate). When braking, the locomotive brake drum 41F in the locomotive brake drum 41 will stop the locomotive with contact friction. The brake drum 41 rotates to slow down its angular velocity ω . Although the locomotive power is not provided at this time, the locomotive has a huge mass inertia force that merges with the rider during driving, which causes the locomotive tire 4c to continue to approach the original angular velocity ω Rotate forward; therefore, before braking, the angular velocity VB of the force acting on the tire to decelerate and rotate is 0, as in the above [22D1]: the locomotive drum wedge ramp ring 140 and the brake drum roller cage 240 have the same angular velocity before braking The type of ω rotation;

114%)的交替循環煞車力，使機車胎4c以99%的瀕臨被鎖死的形態下來拖行轉動，及機車胎4c以80%的煞車力來滾動，並 恢復與地面的接觸靜摩擦力，促使機車可依循行駛軌跡路線前進； [22D2a]: Continuing the above description, as shown in Figure 20C: When braking, the inertial speed of VA.V1 (the angular speed VA that generates the inertial force of the vehicle's running mass inertia V1 to promote the rotational mass inertial force of the tire) continues to rotate, and the VB.V1 The inertial speed is converted by the braking force to the inertial speed of VB.V2 (the angular velocity VB at which the tire is decelerated and rotated by the heavy braking force V2), which is the force that causes the tire to decelerate and rotate due to the "heavy braking force" V2 braking. The angular velocity VB starts to act and slows down. During this period, the inertial velocity of VA.V1 continues to rotate at the angular velocity ω , but the inertial velocity of VB.V2 is severely acted on by the braking force V2, causing the two to form a lag with a V2 angular velocity difference ω 1 , And further slow down the rotational force of the angular velocity ω of the inertial speed of VA.V1; the process of braking appears as a result of the braking action. Pushing, under the action of a plurality of roller springs 202, a plurality of rollers 201 are synchronously wedged with the fixed locomotive drum brake anti-locking ring 340 one by one in contact with each other, resulting in huge frictional wedging resistance, due to the left slope 401 has the angle value of the included angle α . The slip wedge surface 500 of the plurality of rollers 201 and the fixed locomotive drum brake anti-lock ring 340 has a "slip wedge force", and the huge friction wedge resistance is based on " The braking phenomenon of "Heavy Braking Force" V2 appears, and the locomotive tire 4c is used to continuously approximate the total braking force value Tot=(80%

114%) of the alternating cycle braking force, so that the locomotive tire 4c will drag and rotate in 99% of the state of being on the verge of being locked, and the locomotive tire 4c will roll with 80% of the braking force and restore the static friction force in contact with the ground. Encourage the locomotive to follow the driving track route;

[22D2b]: As shown in Figure 20 D: The vehicle has an inertial speed of VA.V1 during driving (an angular velocity VA that generates the inertial force of the vehicle mass inertia V1 to cause the tire to rotate) continues to rotate, [22D2a] the VB. The inertial speed of V2 is converted to the inertial speed of VB.V3 (the angular velocity VB of the force that acts on the tire to decelerate and rotate by the light braking force V3), and the inertial speed of VB.V2 is braked by the "severe braking force" V2. After that (after the braking action of the heavy "slip wedge force"), the braking of the "light braking force" V3 will continue to slow down, and the inertial speed of VA.V1 will continue to rotate at a slightly reduced angular velocity ω , but The inertial speed of VB.V3 is acted on by the mild braking force V3, so that a larger accumulated angular velocity ω with a V3 angular velocity difference ω 2 lag is formed between the two and slows down, and further slows down the inertial speed of VA.V1. The rotation force of the angular velocity ω ; under the continuous advancement of the huge vehicle mass inertia force V1 of the locomotive and the rider, it takes hundreds to tens of thousands of times of the V2 angular velocity difference ω 1+V3 angular velocity difference ω 2 The angular velocity difference accumulated to slow the rotational speed can reduce the rotational angular velocity ω of the locomotive tire 4c to 0 continuously; among them, the locomotive tire 4c and the locomotive drum-type wedge ramp ring 140 are continuously slowed down by the brakes. In the braking friction condition of the locomotive brake drum 41 (the brake drives multiple locomotive drum brake return springs 242 to change, when not braking, the restoring force of the multiple locomotive drum brake return springs 242 drives the roller 201 away from the left slope 401), the vehicle The driving mass inertial force V1 generates the angular velocity VA that promotes the tire rotating mass inertial force. The angular velocity ω generated drives the locomotive tire 4c to rotate to allow the left slope 401 to continuously push the plural rollers 201 and the fixed slip wedge surface 500 to slip and roll. In the process, when the plurality of rollers 201 slip and roll to the top of the short groove 501, the "slip wedge force" due to the huge frictional wedge resistance is suddenly reduced by about 15% to 85%, making it a rapid change. In order to show the slow braking phenomenon of "mild braking force", the locomotive tire 4c is used by the motorcycle and the rider in the form of [22B7]: the set total braking force value Tot=80% brake clamping friction force at this moment The combined inertia force of the own mass continues to drag and rotate. At this moment, the brake drum roller cage 240 bears the braking friction force of the initial braking force value Br (explanation: derived from the angle β angle deviation shown in Figure 19 A and B: After shifting, 65% of the braking force preset by the initial braking force value Br passes through the locomotive brake drum 41, and transmits the limiting force to the locomotive drum wedge ramp ring 140 to present) + high frequency intermittent slip wedge device With the braking force value Radd’s "light braking force", the locomotive tire 4c instantly restores 90%~99% of the static friction force with the ground. The increased static friction force between the locomotive tire 4c and the ground drives the locomotive to follow the driving trajectory in a stable manner. When braking, the instant "heavy braking force" and "light braking force" have as described in [22Cd] When the driving speed is 60Km/h, the rapid alternate cycle of 490 times per second will be able to complete various trips safely without locking the brake device;

[22D3]: In another perspective, I will elaborate again. Figure 20: Use the angular velocity ω to represent the angular velocity VA of the inertial force of the tire rotating mass and the angular velocity VB of the force acting on the tire to decelerate and rotate. 20 Figures B, C, and D show the enlarged form of Figure A at positions B, C, and D, where the angular velocity VA that promotes the inertial force of the tire rotating mass, and the angular velocity VB that acts on the force of the tire to decelerate and rotate, It is used as the braking mode before and during the braking process when the car is running. For example, the mass inertia force of the vehicle V1 is the mass inertia force of the car during driving, and the heavy braking force V2 is the "high frequency intermittent slip wedge". The wedge braking moment generated by the roller 201 and the sliding wedge surface 500 when the "closing device" is working. The mild braking force V3 is the "high frequency intermittent sliding wedging device" when the roller 201 is in the short groove. The wedge deceleration moment of the shorter contact wedge line length on the slip wedge surface 500 when 501 is above;

[22D3a]: As shown in Figure 20B: where VA.V1 is the rotational angular velocity of the tire driven by the vehicle's mass inertial force, and VB.V1 is the graph of the angular velocity formed by the vehicle's mass inertial force in the decelerating rotation of the tire , So it is in the unbrake state, so the angular velocity ω of the two is constant;

[22D3b]: As shown in Fig. 20C: VA.V1 is the angular velocity VA that generates the mass inertia force of the vehicle running mass inertia V1, and VB.V2 is the angular velocity VB that acts on the force of the tire to decelerate and rotate due to heavy braking. After the effect of force V2 braking, the relative angular velocity of the tire brake slows down, so the angular velocity of the two has the V2 angular velocity difference ω 1 as shown in the figure, showing a large "slip wedge force" braking, and Angular velocity ω has a difference in angular velocity deceleration after a large "slip wedge force"braking;

[22D3c]: As shown in Figure 20 D: where VA.V1 is the angular velocity VA that generates the inertial force of the mass inertia of the vehicle driving mass V1, and VB.V3 is the angular velocity VB that acts on the force of the tire to decelerate and rotate due to mild After the effect of braking force V3, the relative angular velocity of the tire slows down and rotates slowly. Therefore, the angular velocity of the two has the V3 angular velocity difference ω 2 as shown in the figure, showing a small "slip wedge force" braking. Therefore, the V3 angular velocity difference ω 2 is the combined angular velocity difference after a large "slip wedge force" braking + 1 small "slip wedge force"braking; and when there is a V3 angular velocity difference ω 2, it is originally as [22D3a ]: The VA. V1 is the rotational angular velocity of the tire driven by the inertial force of the vehicle's running mass, and VB.V1 is the angular velocity of the tire decelerating and rotating formed by the inertial force of the vehicle's running mass, because this moment is the type of brake , So its original angular velocity ω tends to decrease to an angular velocity of (ω - ω 2);

[22D4]: To sum up, it is the working momentary process of the mechanical "high-frequency intermittent sliding wedging device", which directly uses the metal roller 201 and the metal locomotive drum-type wedging ramp ring The "slip wedge force" of the ring 140 and the metal material and fixed angle position of the locomotive drum brake anti-locking ring 340 serves as the braking force, which can reduce the locomotive drum brake to increase the temperature of the plate 41F and the locomotive brake drum 41. In the anti-lock braking device and change the angular velocity VA that promotes the inertial force of the tire rotating mass, the braking force with the "slip wedge force" is used to rapidly alternately cycle the braking force, and the heavy braking force V2 slows down to promote the generation of angular velocity The difference ω 1, and the slowing down of the light braking force V3, prompts a single instantaneous alternating (heavy braking force V2 + light braking force V3) braking force to produce the angular velocity difference ω 2 of the brake braking speed reduction difference, to change and reduce it The original angular velocity ω (generated by the angular velocity VA that promotes the inertial force of the tire rotating mass), after thousands to tens of thousands of times of slowing down the angular velocity ω , until the angular velocity ω approaches 0, achieving a safe, stable and fast braking prevention The purpose of lock-up braking: Compared with the commercially available ABS anti-lock-up braking system, it will have a higher alternating cycle frequency. Under the premise of sufficient effective tire static friction during the whole braking process, it will accumulate a higher “severity” The total braking force value of "Brake Force" is Tot to slow down and stop, and the safer and higher "Mild Braking Force" provides static friction between the tires and the ground while maintaining high continuous light braking. Power, enabling a shorter stopping distance and good handling and driving performance without tire locking, will represent a safer driving experience.

[Explanation 22E]: A method for preventing lockup of a locomotive drum brake according to the present invention, that is, as explained in the paragraphs [18E5] and [18E6] of [0018 ] [Explanation 18E], this embodiment is applied as follows: The angle α of the plural left slopes 401 or the plural right slopes 402 of the locomotive drum-type wedging slope ring 140 in the aluminum brake ring 4b is set to a suitable angle in the interval of 8°~30°, so that the plural left slopes 401 Or a plurality of right slopes 402 and a plurality of rollers 201 are wedged together to form a "slip wedge", and an integral multiple of the plurality of rollers 201 is set on the outer edge of the locomotive drum brake anti-lock ring 340 at a fixed position and angle The number of short grooves 501 arranged at equal angles makes the multiple rollers 201 roll on the locomotive drum brake anti-locking ring 340 at a fixed position and angle. The wedging torque is simultaneously enlarged and reduced, rapidly alternating "Slip wedge" is between the slip wedge surface 500 and the short groove 501, according to the contact wedge line length W between the roller 201 and the locomotive drum brake anti-lock ring 340, and the short groove due to the short groove 501 The groove length S is the length of the contact wedge line W when the body collapses and loses part of the contact wedge line length W, which becomes the minimum contact length on one side t*2, so that the braking torque of different "slip wedge force" is generated due to the change in the length of the contact wedge line, which makes the tire It forms a rapid alternating cycle of wedge brake mode with "heavy braking force" and wedge deceleration mode with "light braking force" with the ground.

As shown in Figures 23 to 28: A bicycle anti-lock brake device and its brake anti-lock method, that is, the disc brake hub wheel set 5 on the market nowadays for bicycles, so that it has the (total braking force) Value Tot = initial braking force value Br + braking force value of the high-frequency intermittent slip wedge device Radd) The cycle of high-frequency wedge braking and release, wherein the bicycle anti-lock brake device is anti-lock The dead-brake capability is the key core that contains the present invention Heart, which is the functional performance of the "high-frequency intermittent sliding wedging device";

[Note 23A]: Brake component assembly instructions: Refer to Figures 23-28: The bicycle disc brake hub wheel set 5, the main composition is to regard the bicycle axle 50 as the fixed part of the integral brake hub wheel set, and The anti-rotation limit edge 50b of the bicycle axle 50 is limited to the bicycle frame, so that the bicycle axle 50 is fixed and does not rotate; take the bicycle roller cage 250, and connect the bicycle disc brake 51 to the cage disc limiter 251 on the cage The cage disc positioning ring 251a is fixed and combined with disc brake cage coupling screws 51A according to the hole position; the bicycle ball cage 52A is inserted and glued with solid lubricating butter; then the bicycle roller cavity 253 and the bicycle spring The limit point 254 is filled with a proper amount of solid lubricating butter for lubricating and sticking installation parts, and then a plurality of roller springs 202 are inserted into the bicycle spring limit point 254 surrounding the bicycle roller cage 250, making more After the roller spring 202 is elastically in place, a plurality of rollers 201 are filled around to form a bicycle disc roller cage assembly; take the bicycle wedged ramp ring 150 and insert it into the bicycle auxiliary ball rack 52B and use solid lubricating butter Stick it, and then insert the assembled bicycle disc roller cage assembly into the bicycle wedging ramp ring 150 with reference to the bicycle return spring 252; then put a plurality of bicycle return springs 252 on the rear side of the above combination. Sleeve into the return spring wedge ring limiting groove 155 of the bicycle wedging ramp ring 150 and the return spring cage limiting groove 255 of the bicycle roller cage 250 to form a bicycle wedge ramp ring and cage combination; The bicycle wedging ramp ring and the cage set are in accordance with the limit key flange 151 of the bicycle wedging ramp ring 150, and are closely embedded in the bicycle tire 5c and connected to the hub 5 of the bicycle wheel set through the banner lock. Insert the bicycle axle 50 into the hub stop groove 5d of b, and insert the bicycle bearing 52 on the closed hole side of the hub 5b, and insert the bicycle anti-locking ring 350 on the open side of the hub 5b, and connect it to the anti-rotation axle 50a is inserted according to the anti-rotation wheel shaft hole 351; then the bicycle bearing flange 5a is inserted into the open side bicycle shaft 50, and the bicycle bearing 52 is inserted into the outer edge of the bicycle shaft 50 and the outer edge hole of the bicycle bearing flange 5a Middle; on both sides of the bicycle axle 50 and then respectively lock the axle flange 50A to complete the combination of the bicycle disc brake hub wheel set 5, and then combine the bicycle disc brake hub wheel set 5 to complete the bicycle axle 50 The anti-rotation limit edge 50b is restricted to be locked on the wheel frame of the bicycle; that is, the assembly sequence of the bicycle disc brake hub wheel set 5;

[Explanation 23B]: Description of the braking action: As [Explanation 23A]: The bicycle disc brake hub wheel set 5 device described in the description, the application function action of the brake end is explained as follows:

[23B1]: When the bicycles currently on the market are riding and traveling, the clamping of the brake calipers will cause the bicycle disc brake 51 to directly slow down the rotation of the bicycle tire 5c, which is a general braking phenomenon;

[23B2]: The case of the present invention is: Please refer to Figures 23, 24, and 25. When the bicycle is riding and traveling, the bicycle tire 5c receives the combined weight of the bicycle and the rider, and generates friction on the ground. The mass inertia force of the combined weight causes the bicycle tire 5c to roll and rotate with static friction. Therefore, when the bicycle is riding and traveling, the hub 5b rotates, and the rotation of the limit key flange 151 links the bicycle to wedging the ramp ring 150, and then through the plural A bicycle return spring 252 is elastically linked to the bicycle roller cage 250, and the bicycle disc brake 51 is constantly rotated by the cage disc positioning ring 251a to rotate at a constant speed; when the brake caliper is ridden When the occupant brakes, the brake disc clamps and rubs the bicycle disc brake 51. The bicycle disc brake 51 is linked to the bicycle roller cage 250, which will cause the bicycle roller cage 250 to lag behind the bicycle hub 5b. Rotate to slow down the rotation of the bicycle tire 5c. This process is the same as a general disc brake on the market;

[23B3]: The front end of the bicycle roller cage 250 is provided with a plurality of return spring cage limiting grooves 255, which are installed with the bicycle wedge ring limiting grooves of the bicycle wedging ramp ring 150 above the hub 5b of the bicycle. 155. The device is equipped with a bicycle return spring 252 to form an angular relationship with elastic rotation changes (as shown in Figure 24 D, E:). The elastic force of this bicycle return spring 252 urges the bicycle on which it is located to wedge the ramp ring 150 and limit it above it The bicycle roller cage 250 keeps a certain relative angle in the free state;

[23B4]: As in the above [23B3]: paragraph, the bicycle wedges the ramp ring 150 and the bicycle roller cage 250 in a free state and maintains a certain relative angle. Therefore, when the bicycle is not braked, the bicycle roller The roller 201 arranged inside the cage 250 is elastically supported by the roller spring 202, and the roller 201 elastically abuts on the inner edge 106 of the bicycle wedged ramp ring 150, that is, when the bicycle is riding, the roller Under the elastic support of the roller spring 202 and the centrifugal force of the roller 201's own mass, the roller 201 has a gap size X with the bicycle anti-locking ring 350 (as shown in Figure 26 B: enlarged image), which represents In the unbraked free state, the roller 201 and the bicycle anti-lock ring 350 at a fixed angle will not generate any friction;

[23B5]: As in the above [23B2], [23B3]: paragraphs, among which Figure 24 D, E: When the brake caliper is braked by the rider, it has the initial braking force value Br to drag with the friction force of the brake The rotation speed of the slow bicycle disc brake 51 is connected in parallel with the bicycle roller cage 250 to wedge the ramp ring 150 with the bicycle hub 5b rotating in accordance with the rotational inertia force, and the bicycle return spring 252 is angularly dependent. Form a strong elastic torsion deformation. At this time, if the bicycle is running at a slow speed, the mass inertia formed when the bicycle is traveling is small, and when the bicycle disc brake 51 given by the rider is not too frictional, a plurality of bicycle return springs are used. 252 will form a limited and strong elastic deformation as the braking limit force of the bicycle hub 5b. This limit force is directly derived from the initial braking force value Br "brake force" of the brake caliper received by the bicycle disc brake 51, which is the same as the above 【23B2】~【23B4】: There is almost no difference in paragraphs;

[23B6]: As in the above [23B5]: paragraph, when the driving speed is fast, the rider is eager to stop the bicycle in the face of the road conditions and gives the brake caliper the initial braking force value Br for braking. At this time, the speed is fast and the bicycle is The mass inertia force formed together with the rider is large when the initial braking force value Br given to the bicycle disc brake 51 by the rider tends to the maximum (the embodiment of this specification is preset as the total braking force value Tot 70% (see [11A] description:)). During the braking process, a plurality of bicycle return springs 252 form a limited and strong elastic deformation to serve as the initial braking limit force of the bicycle hub 5b and bicycle tire 5c, and further In the elastic deformation of the linked bicycle roller cage 250, when the hysteresis rotation angle is increased from 0° to a β angle value with a rotation angle, the cage disc limit member 251 and the limit convex member 152 will form an angle at this time The limit relationship urges the roller 201 and the bicycle anti-locking ring 350 to change from Fig. 26 B: to Fig. 26 C: in the form of the above [23B4]: paragraph with a gap size X. , Because the combined mass inertia force of the bicycle and the rider exceeds the braking friction of the initial braking force value Br, when the brake starts to brake, after the initial braking force value Br intervenes, multiple bicycle return springs 252 are squeezed to meet the elastic deformation After the β angle, increase the braking force value Radd of the high-frequency intermittent slip wedge device. At this moment, due to the initial braking force value Br, there is still a huge mass inertia force combined with the rider after the brake is decelerated. The speed of the bicycle hub 5b and the bicycle wedged ramp ring 150 is still faster than the speed of the bicycle disc brake 51 after the rider gives the brake caliper to friction and decelerate, and the bicycle wedges the left slope 401 of the ramp ring 150 Contact the roller 201, and drive the roller 201 to be in the middle position due to the elastic force of the roller springs 202 on both sides, the size value Y, the force compression offset is reduced to the relative miniature size value <Y, and the original and bicycle anti-locking The gap size X of the ring 350 is also reduced to 0.0 by the force of the left slope 401, and becomes a pressed contact state. At this moment, the left slope 401 and the roller 201 produce a left slope wedging point 404, and the roller 201 and the bicycle anti-lock loop 350 generates wedging point 203, at the moment because of the [0018] [18C2]: paragraphs, provided the angle α which the angle value is 8 ° ~ 30 ° left ramp 401, the roller 201 will The left slope wedging point 404 and the wedging point 203 generate the "slip wedging force", which is the "slip wedging moment" relative to the bicycle tire 5c, which is described in the paragraph [18C2] of the present invention in [0018]: State the definition of "brake force";

[23B7]: Continuing the above [23B6]: paragraphs, as shown in Figure 26: Description, wherein the bicycle anti-locking ring 350 is a fixed part, the roller 201 and the bicycle are wedged with the ramp ring 150 and the bicycle anti-locking ring Ring 350 produces a "slip wedging force" that will make the bicycle wedged to the ramp ring The ring 150 therefore has the definition of "brake force" that prevents the continuous rotation of the "slip wedging moment", to slow down the rotation of the bicycle, wedging the ramp ring 150, the bicycle hub 5b and the bicycle tire 5c into one body. Vehicle speed, the "brake force" of the "slip wedge moment" because the rotation of the bicycle tire 5c is not locked, and the static contact friction force with the ground continues to rotate forward in accordance with the common mass inertia force of the bicycle and the rider, and The static contact friction force of the ground continuously promotes the rotation of the bicycle tire 5c and advances in the inertial direction of the trajectory, continuously pushing the bicycle to wedge the ramp ring 150 and exerting force on the roller 201 inside the bicycle roller cage 250;

As shown in Figure 26 C, D, E, F: the plurality of rollers 201 are wedged at the plurality of left slope wedging points 404 and the sliding wedged at the plurality of wedging points 203, as shown in Figure F: The roller 201 is a solid cylinder with a length. In Figure C: the original wedge point 203 can be regarded as the contact wedge line of the roller 201 on the sliding wedge surface 500. When the "sliding wedge" When the resultant force is applied, it is the sliding and rolling displacement that produces the wedging force on the sliding wedge surface 500 when the roller 201 is used. The longer the roller 201 is, the "sliding wedging force" generated on the sliding wedging surface 500. The larger the value of the included angle α , the smaller the "slip wedge force"; as shown in Figure C: When the roller 201 is pushed by the left slope wedging point 404, the wedge shape remains unchanged Under the circumstances, the "slip wedge force" of the roller 201 and the slip wedge surface 500 will not disappear. This "slip wedge force" is the above-mentioned [23B6]: the "brake force" mentioned in the paragraph. Before the combined mass inertia forward force disappears due to braking friction loss kinetic energy, the "slip wedge force" of the roller 201 and the slip wedge surface 500 will continue to slip, as shown in Figure D: Roller 201 When sliding to the top of the short groove 501, the contact wedge line between the roller 201 and the sliding wedge surface 500 becomes as shown in Figure F: WS=2*t (the original (contact wedge line length W) -(Short groove length S)=2*(Minimum contact length on one side t), equivalent to WW*(15%~85%)=W*(85%~15%)=2t (the same principle description can be Refer to the paragraph of [Explanation 13C], and [ 0018 ] [Explanation 18E] [18E1], [18E2], [18E4] paragraphs)), which means that the contact wedge line is instantly reduced by 15%~85%, while the contact wedge line The length of also represents the "slip wedge force" or "brake force". At this moment, the braking force is only 85%~15% of the previous moment;

94%)=初始煞車力值Br的80%+((高頻率斷續性滑移楔合裝置的煞車力值Radd的35%＊98%)或(Radd的35%＊40%))的快速交替循環，如【13Ha1】~【說明13Hb】：所說明，在腳踏車及騎乘者的質量慣性力的推動下，在「滑移楔合力」的作用中總煞車力值Tot以最大接近於114.3%煞車並形同接近鎖死的情況下，「高頻率斷續性滑移楔合裝置」內其中的「滑移楔合力」容許腳踏車輪胎5c以「重度煞車力」型態來慢速滾動滑移，當滾子201滑移至短溝槽501時，瞬間變成只剩下94%的「滑移楔合力」，此瞬間腳踏車輪胎5c只接受最多94%的「輕度煞車力」，而使腳踏車輪胎5c呈現煞慢且接近快速滾動的型態，待滾子201經過 短溝槽501上方區間又再次來到打滑楔合面500時，將重複本段落所述的總煞車力值Tot接近於114.3%的「滑移楔合力」的快速交替循環

； Assuming that the preset value of the embodiment is changed: that is, the new total braking force value Tot (115%) = the initial braking force value Br (80% preset value) + the braking force value of the high frequency intermittent slip wedge device Radd( The remaining 35%), which can be regarded as the maximum total braking force value Tot(114.3%

94%) = 80% of the initial braking force value Br + ((35% of the braking force value of the high-frequency intermittent slip wedge device Radd * 98%) or (35% of the Radd * 40%)) fast Alternate cycle, such as [13Ha1] ~ [Explanation 13Hb]: As explained, driven by the mass inertia force of the bicycle and the rider, the total braking force value Tot is close to 114.3 at the maximum under the action of the "slip wedge force" %When the brake is close to locking, the "slip wedge force" in the "high frequency intermittent slip wedge device" allows the bicycle tire 5c to roll slowly at a "heavy braking force" pattern When the roller 201 slips to the short groove 501, it becomes only 94% of the "slip wedge force" in an instant. At this moment, the bicycle tire 5c only receives up to 94% of the "light braking force", so The bicycle tire 5c exhibits a slow and fast rolling pattern. When the roller 201 passes through the area above the short groove 501 and comes to the slip wedge surface 500 again, the total braking force value Tot described in this paragraph will be repeated. 114.3% of the rapid alternating cycle of ``slip wedge force''

；

[23B8]: When the vehicle is slow or fast, if the brake is lightly applied, that is, the initial braking force value Br of the brake caliper gives the bicycle disc brake 51 the brake action friction is not enough to reset the plural bicycles The spring 252 is elastically deformed. Although the bicycle disc brake 51 is lagging, the bicycle roller cage 250 does not rotate relative to a rotation angle β (as shown in Figure 24 A, D, E: and Figure 29 A, B:) When a plurality of rollers 201 are driven to form a wedge relationship with the anti-locking ring 350 of the bicycle, the braking mode is the same as a normal brake;

[23B9]: When the vehicle has a certain speed and relatively strong braking, the initial braking force value Br of the brake caliper gives the brake of the bicycle disc brake 51 under the action of the mass inertia when the bicycle and the rider are traveling together. The action friction force preliminarily presses the plural bicycle return springs 252 to produce elastic deformation and decelerates, and makes the bicycle roller cage 250 relatively rotate by a rotation angle β (as shown in Figure 24 A: the maximum lagging rotation angle) to drive the plural bicycle roller cages. When the rollers 201 and the bicycle anti-locking ring 350 have a wedge relationship, the plurality of rollers 201 and the plurality of left slope wedging points 404 are pushed by force to contact and wedged, which will make the plurality of rollers 201 and The "slip wedge force" of the sliding wedge surface 500 and the "slip wedge force" in the upper section of the plurality of rollers 201 and the short groove 501 evolved into a "brake force" that alternately generates "slip wedge force" , This "brake force" presents a tight "severe braking force" when the plurality of rollers 201 are located in the 500 section of the slip wedge surface, and when the plurality of rollers 201 are located in the section of the short groove 501, it presents a "mild braking force" of release. The rapid alternating cycle of "brake force" prevents the bicycle tire 5c from being locked and slipping due to the continuous pressing of "heavy braking force";

[Explanation 23C]: The bicycle anti-lock braking device and the anti-lock braking method of the present invention, the mechanism operation effect of the braking and release times is as follows, as shown in the embodiment in Figure 26, where Figures A and E The number of short grooves 501 above the bicycle anti-locking ring 350 is that the ring 360° has 60 short grooves 501, and is provided with 6 rollers 201 (a cylinder with a diameter of 12mm*30.6mm in length). Body hard metal roller), the number of short grooves 60/the number of rollers 6=10 (must be an integer multiple), that is, the number of rollers can be set to 4 or 5 or 6 or 10. . , Or other groove number settings, so:

[23Ca]: When the number of rollers increases, the total "sliding wedge force" of each roller 201 acting on the sliding wedge surface 500 is accumulated, and the total "sliding wedge force" value is greater;

[23Cb]: The greater the number of grooves in the short groove 501, the smaller the cumulative value of the "slip wedging force" obtained by the 360° of the ring;

[23Cc]: The smaller the groove clamping angle of the short groove 501, the greater the accumulated value of the "slip wedging force" obtained by the 360° of the ring, due to the "slip wedging force" acting on the sliding wedge surface 500 "The more accumulated time value is;

[23Cd]: Convert the number of times of "heavy braking force" when the ring is 360° braking. For example, when the tire diameter is 70cm and the driving speed is 50Km/h, the maximum number of braking and release per second can be calculated: Wheel diameter: 70cm = 70 cm = 0.7 meters (diameter) Wheel circumference: 0.7 (meters) * 3.1416 (π) = 2.199 (wheel circumference. meters) speed. meters/hour: 50 (Km/h) )*1000 (meters) = 50000 (meters/hour) speed. meters/minute: 50000 (meters/hour)/60 (minutes/hour)=833.3 (meters/minute) speed. meters/second Clock: 833.3 (meters/minute)/60 (seconds/minute)=13.889 (meters/second) Wheel rotation times/second: 13.889 (meters/second)/1.596 (meters)=6.3 (times/second) ) 6.3 (times/second) * 60 (number of grooves) = 378 (number of passes through grooves/second) It can be seen from the above formula that when the driving speed is 50Km/h, when the brake is re-depressed, any roller is 201 per second There are 370 times through the short groove 501, that is, 370 times through the slip wedge surface 500; that is, when the plurality of rollers 201 pass the slip wedge surface 500 instantaneously, the "slip wedge force" will be generated. "Brake force", so that the bicycle tire 5c rotates at a very slow speed due to the action friction force of the brake caliper imparted to the bicycle disc brake 51. At this time, the bicycle speeds down rapidly, and the static friction force of the bicycle tire 5c in contact with the ground drops rapidly; In the next moment, the bicycle tire 5c is driven by the combined mass inertia force of the bicycle and the rider, and the frictional resistance between the bicycle tire 5c and the ground causes the bicycle to wedge the ramp ring 150 wedged and pushes a plurality of rollers. When the sub 201 continues to shift its angular position to the top of the short groove 501, the "slip wedge force" is suddenly reduced to the "light braking force" which is less than 50% of the original "brake force", making the original "heavy braking force" instantaneously Converted to "mild braking force", under the continuous drive of the mass inertia force when the original bicycle and the rider are traveling together, the bicycle tire 5c can rotate faster in the form of "light braking force" to avoid slipping. To restore more than 90% of the contact with the ground Friction force, the bicycle tire 5c can be kept on the driving track at this moment, so as not to lose control. Therefore, the anti-lock braking device of the present invention will linearly decrease the speed per hour due to the braking action during the braking process of the bicycle. , The above mentioned 50Km/h instantaneous maximum 370 times of "heavy braking force" and 370 times of "light braking force" release cycles per second will be reduced according to the above formula as the vehicle speed decreases, until it stops. As in the above [23B9]: The plurality of bicycle return springs 252 are elastically deformed when starting to brake, and the bicycle return springs 252 will return to their pre-deformation positions when they are completely stopped;

[Explanation 23D]: An anti-lock braking device for bicycles of the present invention is a combination of mechanical parts of a mechanism "high frequency intermittent slip wedge device", mainly as shown in Figure 28, such as [ 0018 ] The pre-narrative part and its [Explanation 18E]: [18E1], [18E2], [18E3] paragraph description, and this paragraph [ 0023 ] [Explanation 23A]: Brake component assembly instructions: Now focus on their interaction association, see FIG. 24, 25: is a bicycle wedging the ramp ring 150 has a left angle of slope angle α is 8 ° ~ 30 ° ring sections 401 or the like disposed at an angle to the right ramp 402, the center A bicycle roller cage 250 is installed on the inner ring side. A plurality of rollers 201 and a plurality of roller springs 202 are arranged inside the bicycle roller cage 250, which are connected to the bicycle disc brake 51 on the axial side as a whole. A bicycle anti-locking ring 350 is installed in the center, which is installed and fixed on the bicycle axle 50. The outer edge of the bicycle anti-locking ring 350 is a slippery wedge surface 500, and has a short groove 501 and a processed recessed short groove. Slot characteristics;

[23D1]: Refer to Figures 24 and 25: and Figure 26: Section: MM. When the bicycle is running, the bicycle tire 5c and hub 5b are integrated with the bicycle wedging ramp ring 150, which has the inertia force to promote the mass of the tire. The angular velocity VA, and the bicycle disc brake 51 and the bicycle roller cage 250, which are integrally connected, have the angular velocity VB that acts on the force of the tire to decelerate and rotate. It is a synchronous rotation type and has the same angular velocity ω (due to internal There are a plurality of bicycle return springs 252 that are angularly related to the bicycle roller cage 250 and the bicycle wedging ramp ring 150);

[23D2]: As shown in Figure 26B: Before braking, the car has an inertial velocity of VA.V1 (the angular velocity VA that generates the inertial force of the mass inertial force V1 of the vehicle driving mass), and has an inertial velocity of VB.V1 (It is the angular velocity VB at which the vehicle's running mass inertia force V1 resists the force that acts on the tire to decelerate and rotate). Angular velocity ω . Although no pedaling power is provided at this time, the bicycle has a huge mass inertia force that merges with the rider during driving, which prompts the bicycle tire 5c to continue to rotate forward at an angular velocity ω close to the original; therefore, before braking, The angular velocity VB of the force acting on the decelerating rotation of the tire is 0, as in the above [23D1]: the bicycle wedged ramp ring 150 and the bicycle roller cage 250 have a form of rotating at the same angular velocity ω before braking;

114.3%)的交替循環煞車力，使腳踏車輪胎5c以99%的瀕臨被鎖死的形態下來拖行轉動，及腳踏車輪胎5c以94%的煞車力來滾動，並恢復與地面的接觸靜摩擦力，促使腳踏車可依循行駛軌跡路線前進； [23D2a]: Continuing the above description, as shown in Figure 26 C: When braking, the inertial speed of VA.V1 (the angular speed VA that generates the inertial force of the vehicle's running mass inertia V1 to promote the rotational mass inertial force of the tire) continues to rotate, and the VB.V1 The inertial speed is converted by the braking force to the inertial speed of VB.V2 (the angular velocity VB at which the tire is decelerated and rotated by the heavy braking force V2), which is the force that causes the tire to decelerate and rotate due to the "heavy braking force" V2 braking. The angular velocity VB starts to act and slows down. During this period, the inertial velocity of VA.V1 continues to rotate at the angular velocity ω , but the inertial velocity of VB.V2 is severely applied by the braking force V2, causing the two to form a lag of V2 angular velocity difference ω 1 , And further slow down the rotation force of the angular velocity ω of the inertial speed of VA.V1; the process of braking appears as a bicycle wedging the plural left ramps 401 of the ramp ring 150 and the plural rollers 201 to contact and push Under the action of a plurality of roller springs 202, the plurality of rollers 201 are synchronized one by one with the automobile anti-lock ring 310 at a fixed angle position and wedged in contact with each other, resulting in huge frictional wedging resistance, because the left slope 401 has The angle value of the included angle α , the slip wedge surface 500 of the plurality of rollers 201 and the fixed angle position of the automobile anti-lock ring 310 has a "slip wedge force", and the huge friction wedge resistance is "heavy braking The braking phenomenon of "force" V2 is present, and the bicycle tire 5c is used to continuously approximate the total braking force value Tot=(94%

114.3%) of the alternating cycling braking force, so that the bicycle tire 5c will be dragged and turned in 99% of the state of being on the verge of being locked, and the bicycle tire 5c will roll with 94% of the braking force, and restore the static friction force in contact with the ground. Encourage the bicycle to follow the driving track route;

[23D2b]: As shown in Figure 26 D: the vehicle has an inertial speed of VA.V1 during driving (the angular velocity VA that produces the inertial force of the vehicle's running mass inertia V1) that promotes the rotation of the tire and continues to rotate, [23D2a] the VB. The inertial speed of V2 is converted to the inertial speed of VB.V3 (the angular speed VB of the force that acts on the tire to decelerate and rotate by the light braking force V3), and the inertial speed of VB.V2 is braked by the "heavy braking force" V2. After that (after the braking action of the heavy "slip wedge force"), the braking of the "light braking force" V3 will be slowed down immediately, and the inertial speed of VA.V1 will continue to rotate at a slightly reduced angular velocity ω , but The inertial speed of VB.V3 is acted on by the mild braking force V3, so that a larger accumulated angular velocity ω with a V3 angular velocity difference ω 2 lag is formed between the two to slow down, and the inertial speed of VA.V1 is further slowed down. The rotational force of the angular velocity ω ; under the continuous advancement of the huge vehicle mass inertia force V1, the continuous accumulation of the V2 angular velocity difference ω 1+V3 angular velocity difference ω 2 is required to slow the speed from hundreds to tens of thousands of times The angular velocity difference can reduce the rotational angular velocity ω of the bicycle tire 5c to 0 continuously; the bicycle tire 5c and the bicycle wedged ramp ring 150 continue to rub the bicycle disc brake 51 when the speed is slowed down by the brake. In the condition (the brake drives the bicycle return spring 252 to change shape, when the bicycle is not braking, the return force of the bicycle return spring 252 drives the roller 201 away from the left slope 401), the vehicle mass inertia force V1 generates an angular velocity VA that promotes the tire rotation mass inertia force The resulting angular velocity ω drives the bicycle tire 5c to rotate to allow the left slope 401 to continuously push the plurality of rollers 201 and the fixed slip wedge surface 500 to slip and roll. In the process, the plurality of rollers 201 slip and roll to a short groove. When the 501 is above, the "slip wedge force" due to the huge frictional wedge resistance is suddenly reduced by about 15% to 85%, which quickly transforms into a "light braking force" to reduce the chronic braking phenomenon. At this moment, the bicycle tire 5c is dragged and rotated by the combined mass inertia force of the bicycle and the rider under the form of 94% of the braking clamping friction force. At this moment, the bicycle roller cage 250 bears the braking friction force of the initial braking force value Br. (Explanation: As shown in Fig. 24A: After the angle β is shifted, the initial braking force value Br presets 80% of the braking force through the bicycle return spring 252 to transmit the limiting force to the hub 5b.)+High The braking force of the frequency intermittent slip wedge device is Radd’s "mild braking force", the bicycle tire 5c instantly restores 90%~99% of the static friction force with the ground, and the static friction force between the bicycle tire 5c and the ground increases and drives the bicycle Stably follow the driving track and continue to move forward. The instant "heavy braking force" and "light braking force" have a rapid alternating cycle of 370 times per second as described in [23Cd] when braking, which will be safe to prevent locking Braking device to complete Various itineraries;

[23D3]: In another angle, I will elaborate again. Figure 26: The angular velocity ω represents the angular velocity VA of the inertial force of the tire rotating mass and the angular velocity VB that acts on the tire to decelerate the rotation. 26 Figures B, C, and D show the enlarged form of Figure A at positions B, C, and D, where the angular velocity VA that promotes the inertial force of the tire rotating mass, and the angular velocity VB that acts on the force of the tire to decelerate and rotate, It is used as the braking mode before and during the braking process when the car is running. For example, the mass inertia force of the vehicle V1 is the mass inertia force of the car during driving, and the heavy braking force V2 is the "high frequency intermittent slip wedge". The wedge braking moment generated by the roller 201 and the slip wedge surface 500 when the closing device is working, the mild braking force V3 is the roller 201 and the short groove when the “high frequency intermittent slip wedge device” is working The wedge deceleration moment of the shorter contact wedge line length on the slip wedge surface 500 when 501 is above;

[23D3a]: As shown in Figure 26B: where VA.V1 is the rotational angular velocity of the tire driven by the vehicle's mass inertial force, and VB.V1 is the graph of the angular velocity formed by the vehicle's mass inertial force in the decelerating rotation of the tire , So it is in the unbrake state, so the angular velocity ω of the two is constant;

[23D3b]: As shown in Figure 26C: VA.V1 is the angular velocity VA that generates the mass inertia force of the vehicle driving mass inertia V1, and VB.V2 is the angular velocity VB that acts on the force of the tire to decelerate and rotate due to heavy braking. After the effect of force V2 braking, the relative angular velocity of the tire brake slows down, so the angular velocity of the two has the V2 angular velocity difference ω 1 as shown in the figure, showing a large "slip wedge force" braking, and Angular velocity ω has a difference in angular velocity deceleration after a large "slip wedge force"braking;

[23D3c]: As shown in Figure 26 D: VA.V1 is the angular velocity VA that generates the inertial force of the mass inertia of the vehicle driving mass V1, and VB.V3 is the angular velocity VB that acts to decelerate the rotation of the tire. After the braking effect of the braking force V3, the relative angular velocity of the tire slows down and rotates slowly. Therefore, the angular velocity of the two has the V3 angular velocity difference ω 2 as shown in the figure, showing a small "slip wedge force" braking. Therefore, the V3 angular velocity difference ω 2 is the combined angular velocity difference after a large "slip wedge force" braking + a small "slip wedge force"braking; and when there is a V3 angular velocity difference ω 2, the original [23D3a] ]: The VA.V1 is the rotational angular velocity of the tire driven by the vehicle's mass inertia force, and VB.V1 is the angular velocity of the tire's decelerating rotation formed by the vehicle's mass inertial force, because this moment is the type of brake , So its original angular velocity ω tends to decrease to an angular velocity of (ω - ω 2);

[23D4]: To sum up, it is the working momentary process of the mechanical "high frequency intermittent sliding wedging device", which directly uses the metal roller 201 and the metal bicycle to wedge the ramp ring 150 The "slip wedge force" of the bicycle anti-lock ring 350 with a metal material and a fixed angle position serves as the braking force, which can reduce the temperature rise of the brake caliper and the bicycle disc brake 51, so as to realize the integration in the anti-lock brake device. Change the angular velocity VA that promotes the inertial force of the tire rotating mass, so that the braking force with "slip wedge force" is used to rapidly alternately cycle the braking braking force, for the heavy braking force V2 to slow down to promote the angular velocity difference ω 1, and light braking The force V3 is slowed down, prompting a single instantaneous alternate (severe braking force V2 + light braking force V3). The braking force produces the angular velocity difference ω 2 and the braking speed reduction difference of the braking speed is changed to change and reduce its original angular velocity ω (by prompting the tires The angular velocity VA of the inertial force of the rotating mass is generated), after hundreds to tens of thousands of times of slowing down the angular velocity ω , until the angular velocity ω approaches 0, the goal of anti-lock braking with safety, stability and rapid braking is achieved; The commercially available ABS anti-lock braking system will have a higher alternating cycle frequency. Under the premise of sufficient effective tire static friction during the entire braking process, it will accumulate a higher total braking force value of the "heavy braking force" Tot to decelerate and stop, and the safer and higher "light braking force" to provide static friction between the tires and the ground, and at the same time have a higher continuous mild braking force, enabling a shorter The stopping distance and the good driving performance of the tire without locking will represent a safer driving experience;

[Explanation 23E]: A bicycle brake anti-locking method of the present invention, that is, as explained in the paragraphs [18E5] and [18E6] in [0018 ] [Explanation 18E], this embodiment is applied as follows: wedging the bicycle to the slope The angle α of the plural left slopes 401 or the plural right slopes 402 of the ring 150 is set to a suitable angle in the interval of 8°~30°, so that the plural left slopes 401 or the plural right slopes 402 and the plural rollers 201 The number of short grooves 501 arranged at equal angles of the plurality of rollers 201 are arranged on the outer edge of the automobile anti-locking ring 310 at a fixed angle position. The wedging moment generated by the plurality of rollers 201 rolling on the automobile anti-locking ring 310 at a fixed angle position is simultaneously enlarged and reduced, and the "slip wedging" in a rapid alternate cycle is on the slipping wedging surface 500 and short grooves. In section 501, according to the contact wedge line length W between the roller 201 and the automobile anti-locking ring 310, and the short groove length S of the short groove 501 is a solid collapse and part of the contact wedge line length W is lost, it becomes a single The minimum contact length on the side t*2 makes the braking torque of different "slip wedging force" due to the change in the length of the contact wedge line, so that the tire and the ground form a wedge brake model with "heavy braking force" and "light braking force". The rapid alternating cycle of the wedge deceleration pattern of "degree braking force".

Including the anti-lock braking device and its anti-lock braking method described in the paragraphs [0018 ] ~ [ 0023 ], according to the definition of technical problems in the paragraph [0011 ], and the technology in the paragraphs [0013 ] ~ [ 0015 ] The solution is implemented in [18F] under the 3 prerequisite settings of [Explanation 18A]: An embodiment description of a slow-motion anti-lock brake device, and imported and implemented in [ 0019 ] with the schematic diagram of Figure 29 ~【 0023 】In the various daily use embodiments, realize the anti-lock braking device of automobiles, large passenger or heavy vehicles, locomotive disc brakes, and locomotive drum brakes, and bicycle anti-lock braking devices and their brake anti-lock methods , And use the schematic diagram of Figure 30~Figure 31 C: to import [18F1]~[18F12]: slow-motion anti-lock braking device and its braking anti-lock method; each of the above embodiments can shorten the braking distance The effect of, and the function of tire anti-locking, will be able to promote the safety of the daily travel of everyone in the future;

[Explanation 24A]: Integrating all the embodiments and applications, a brake anti-locking method of the present invention can be comprehensively and briefly described as: manipulating the roller cage 200 on the anti-locking brake device to make it relative to the wedge ring ring 100 or the anti-lock loop 300 generates a rotational angle β, 200 causes the roller holding frame built with a plurality of rollers 201 having a plurality of angle α of the ramp 401 or the left with the right angle α of the ramp 402 produces a plurality of wedge Contact, and synchronized wedge contact with the anti-locking ring 300, to slip the wedge to transmit the rotational kinetic energy of the wedge ring 100, so that the roller 201 is between the rotating wedge ring 100 and the fixed angle position The anti-locking ring 300 generates a slipping wedge braking force, and the anti-locking ring 300 at a fixed angle position presents a braking resistance force to prevent the rotation of the tire that rotates synchronously with the wedge ring 100 , To make the wedge ring present a method of reducing the speed, which becomes the basis of the method cited in the present invention;

[24B] Description: The [24A] Description: The basic method described, which is safe for maximum braking force between the tires and the ground of the tire having the shortest distance with the safety brake static friction, using the angle α is the angle values provided An angle value between 8°~30° is used to define the output value of the slip wedge braking force, and to determine the value of the braking force after the second brake device ABD is triggered;

Using the constant sliding wedge force relationship generated by the contact wedge line length W between the roller 201 and the slip wedge surface 500, a short groove 501 is provided above the slip wedge surface 500, due to the short groove length S The groove is a solid collapse, which will make the original contact wedge line length W abruptly reduced, so that the constant sliding wedge force becomes the resistance of the continuous high and low alternating cycle, so that the roller 201 continues to slip and wedged on the sliding wedge surface 500 and short groove 501, a pattern of rapid alternating cycle of heavy braking force and light braking force is generated;

[Note 24C]: Quoting the data calculation formula of each embodiment,

83.5%)=初始 煞車力值Br(60%~80%)+高頻率斷續性滑移楔合裝置的煞車力值Radd(45%＊98%

45%＊30%)； As [11B] preset total braking force value Tot(114.1%

83.5%)=Initial braking force value Br(60%~80%) + braking force value Radd(45%＊98%) of the high frequency intermittent slip wedge device

45%*30%);

95.5%)=初始煞車力值Br85%+高頻率斷續性滑移楔合裝置的煞車力值Radd(35%＊98%

35%＊30%)； As [18E6] preset maximum total braking force value Tot(119.3%

95.5%)=initial braking force value Br85% + braking force value of high frequency intermittent slip wedge device Radd(35%＊98%

35%*30%);

84%)=初始煞車力值Br60%+高頻率斷續性滑移楔合裝置的煞車力值Radd(40%＊98%

40%＊60%)； As [19B7] preset maximum total braking force value Tot(99.2%

84%)=initial braking force value Br60% + braking force value of high frequency intermittent slip wedge device Radd(40%＊98%

40%*60%);

90%)=初始煞車力值Br70%+高頻率斷續性滑移楔合裝置的煞車力值Radd(50%＊98%

50%＊40%)； As [20B7] preset maximum total braking force value Tot(119%

90%) = initial braking force value Br70% + high frequency intermittent slip wedge braking force value Radd (50% * 98%

50%*40%);

85.5%)=初始煞車力值Br75%+高頻率斷續性滑移楔合裝置的煞車力值Radd(35%＊98%

35%＊30%)； As [21B7] preset maximum total braking force value Tot(109.3%

85.5%)=initial braking force value Br75% + braking force value of high frequency intermittent slip wedge device Radd(35%＊98%

35%*30%);

80%)=初始煞車力值Br65%+高頻率斷續性滑移楔合裝置的煞車力值Radd(50%＊98%

50%＊30%)； As [22B7] preset maximum total braking force value Tot(114%

80%)=initial braking force value Br65% + braking force value Radd(50%＊98%) of the high frequency intermittent slip wedge device

50%*30%);

94%)=初始煞車力值Br80%+高頻率斷續性滑移楔合裝置的煞車力值Radd(35%＊98%

35%＊30%)； As [23B7] preset maximum total braking force value Tot(114.3%

94%)=initial braking force value Br80% + braking force value of high frequency intermittent slip wedge device Radd(35%＊98%

35%*30%);

80%)=初始煞車力值Br(60%~85%)+高頻率斷續性滑移楔合裝置的煞車力值Radd((35%~50%)＊98%

(35%~50%)＊(30%~60%))； It can be seen from the above 7 formulas that all the setting intervals are the maximum total braking force value Tot(120%

80%)=Initial braking force value Br(60%~85%) + braking force value of high frequency intermittent slip wedge device Radd((35%~50%)*98%

(35%~50%)*(30%~60%));

The logic is [18E7]: In the interval defined in the paragraph, any changes made in the interval can be used as the application of the anti-lock braking device of the present invention, but it must be the total brake The force value Tot ≧ 100%, and the setting force value of the first brake device BD must be ≧ the return spring 212 set in each embodiment, or the reset spring 222, or the locomotive return spring 232, or the locomotive drum brake return spring 242 , Or the elastic force value of the bicycle return spring 252 to trigger the activation of the second brake device ABD;

Or when the first braking device BD is not used, the initial braking force value Br=0% is set, and the total braking force value Tot is ≦99%.

[Explanation 24D]: Summarize the total braking force value Tot=(first brake device BD+second brake device ABD) as proposed in [0010 ]~[ 0013]: a method for preventing the brakes from locking up. In addition to the brake device BD, a second brake device ABD is additionally given. The first brake device BD and the second brake device ABD have two different independent braking forces;

The braking force of the first brake device BD comes from the frictional resistance of the brake disc or the brake drum and the brake pad in the commercially available brake system. If the force value of the tire will be locked by the brake is set to 100%, then the first brake is set The initial braking force value Br of the device BD is not less than 15% and not more than 90%;

The braking force of the second braking device ABD comes from the left slope 401 or the right slope 402 of the wedge ring 100 synchronized with the tires, pushing the roller 201, so that the roller 201 and the anti-locking ring 300 at a fixed angle position are generated. When combined with the first brake device BD, set the high frequency intermittent slip wedge braking force value Radd of the second brake device ABD to be not less than 15% and not more than 90 %, combined with the setting of the first braking device BD, the total braking force value Tot range can be 100%<total braking force value Tot<150%;

When the demand is slow, when the first brake device BD is set to 0%, the second brake device ABD becomes the total braking force value Tot, the braking force of the high-frequency intermittent slip wedge device The value of Radd is: 50% <the braking force value of the high frequency intermittent slip wedge device (Radd) <99%;

According to the above setting requirements, the total braking force value Tot can exceed 100% without locking the tires, because the second brake device ABD is under the setting of rapid alternating cycles that will produce slip wedge braking force.

[Explanation 24E]: Therefore, an anti-lock braking device and a brake anti-lock method of the present invention, the braking anti-lock method is: combined total braking force value Tot=first braking device BD+second braking device ABD, where ；

The maximum initial braking force value Br of the first braking device BD is an artificially operated "non-constant" main braking force, which depends on the braking force given by the driver or rider. It has braking friction for deceleration and slow braking. It is set to The maximum braking force does not have the friction braking force that causes the tire to lock up;

The high frequency intermittent slip wedge device of the second brake device ABD is the braking force value Radd of the additional constant high frequency intermittent slip wedge device triggered by the first brake device BD, with multiple short grooves 501 is set on the slip wedge surface 500, so that every time the tire rotates, it will be constantly given according to the contact wedge line length W of the plurality of rollers 201 and the anti-locking ring 300 with a fixed angle position or the roller and the anti-locking ring. The change of the minimum contact length on one side of the dead ring t*2 produces the intermittent slip wedge braking force with rapid high and low alternating cycles;

The main braking force equivalent to the total braking force value Tot = the initial braking force value Br + the braking force value of the high frequency intermittent slip wedge device Radd additional intermittent slip wedge braking force;

When the total braking force value Tot is in the maximum output mode, its high and low range can exceed the force value of the locked tire by 100% in the highest range, and the force value of the locked tire in the lowest range is close to the force value of the locked tire according to the vehicle load. And the width of the tire section. . Under various conditions, it is set to be the best ideal state where the overall brake slip rate tends to 20%, to present a safe anti-lock brake with tire tracking and the shortest stopping distance.

1a: Axle suspension group

1b: Wheels

1c: tires

10: Wheel axle

10A: Flange fixing nut

11: Brake disc

11A: Disc and cage connection fixing screw

12: Wheel axle main bearing

12A: Disc main bearing

12B: Cage bearing

12C: Wheel bearing

13: Hub flange

13C: inner flange

100: Wedge ring

110: car wedge ramp ring (same key feature as wedge ring 100)

200: Roller cage

201: Roller

210: Automotive roller cage (the same key features as the roller cage 200)

211: Reset the top piece

300: Anti-locking ring

310: Automobile anti-locking ring (the same key features as anti-locking ring 300)

311: Axle fixed bushing

501: Short groove

Claims (21)

An anti-lock brake device, wherein the brake device includes a rotating wedge ring (100), a roller cage (200), and a combination of a fixed angle position anti-lock ring (300) , The main features include: The braking device is to make the roller cage (200) relatively rotate to generate a rotation angle ( β ) through action control, triggering the plurality of rollers (201) and tools built in the roller cage (200) of the braking device angle ([alpha]) of the plurality of left ramp (401) or with an angle ([alpha]) a plurality of right-ramp (402) contact the wedge to wedge slippage transmitting said wedge ring (100) of the rotational kinetic energy It is a device that makes the roller (201) generate slipping wedge braking force between the rotating wedge ring (100) and the anti-lock ring (300) at a fixed angle position. The anti-lock braking device according to a request item 1, wherein said angle ([alpha]) left the ramp (401) or with the right slope angle ([alpha]) (402) contact the wedge, the main features comprising: The angle value of the included angle ( α ) is set at a certain angle value between 8° and 30° to define the output value of the slip wedge braking force. The anti-lock braking device according to claim 1, wherein the wedge ring (100) and the anti-lock ring (300), the main features include: When the wedge ring (100) is equipped with a left slope (401) and a right slope (402), the anti-lock ring (300) has a slipping wedge surface (500); Or when the wedge ring (100) is equipped with a slip wedge surface (500), the anti-lock ring (3 00) has a left slope (401) and a right slope (402); When the wedge ring (100) is in a rotating configuration with the anti-lock ring (300) at a fixed angle position and at the same time is in wedge contact with the roller (201), a braking force of slip wedge torque is generated. The anti-lock braking device according to claim 3, wherein the slip wedge surface (500), the main features include: The sliding wedge surface (500) has a plurality of short grooves (501) arranged at equal angles, so that the contact wedge line length (W) of the plurality of rollers (201) on the sliding wedge surface (500) Due to the intermittent reduction of the short groove length (S), the sliding wedging force produces a high and low alternate cyclical change, and the braking force of the sliding wedging moment generated is transformed into a plurality of interruptions. The continuous slip wedge torque is an anti-lock braking device with high frequency intermittent slip wedge braking force. The anti-lock braking device according to claim 4, wherein the short grooves (501) arranged at equal angles in the ring ring, the main features include: The short groove length (S) of the short groove (501) is 15%-85% of the contact wedge line length (W) of the roller (201) and the anti-locking ring (300). The anti-lock braking device according to claim 4, wherein the plurality of rollers (201) and the plurality of short grooves (501) have a certain ratio of the number of configurations, and the main features include: The ratio of the number of arrangements between the plurality of short grooves (501) and the plurality of rollers (201) is an integer multiple, so that the plurality of rollers slip and rotate at the same instant to reach or leave the complex The several short grooves make the slip wedge braking force of the high frequency intermittent slip wedge device the set instant maximum value and instant minimum value. An anti-lock brake device and a brake anti-lock method thereof, wherein the anti-lock brake device is a slow-speed anti-lock brake device, and the anti-lock brake force of the second brake anti-lock device (ABD) is used as the total Braking force, including the anti-lock braking device described in requirements 2, 5, and 6, the main features include: The brake pulls the cable or connecting rod linkage device (CL) to make the roller cage (200) produce a rotation angle ( β ), the roller expansion spring (262) enlarges the outer edge diameter due to the expansion deformation, and elastically touches The contact roller (201) expands to the outer circle and closely touches the sliding wedge surface (500), so that the rotating wedge ring (100) drives the roller (201) to rotate according to the friction in the direction of rotation, and then moves after rolling. A right slope wedge point (405) is generated on the right slope (402) on the anti-locking ring (300) at a fixed angle position, or a left slope wedge point (404) is generated on the left slope (401), and Synchronously generate a wedging point (203) on the wedging ring (100), so that a plurality of rollers (201) will slide at the right slope wedging point or the left slope wedging point, and continue to slide on the slip wedge The wedging point (203) of the mating surface (500) or the outer edge surface of the short groove (501) forms a separate slip wedge braking force or an intermittent slip wedge anti-lock braking force. The anti-lock braking device and its anti-lock braking method according to claim 7, wherein the said anti-lock braking method is: When the car is not braking, the roller expansion spring (262) makes the roller (201) due to its elastic restoring force. It is located in the area on the outer side (306) of the circle that contacts the anti-locking ring (300), and is affected by the roller spring (202) without contacting the wedge ring (100); When braking, the roller cage (200) is rotated to produce a rotation angle ( β ), which causes the plurality of roller expansion springs (262) arranged in the axial direction to be deformed and expand outward to enlarge its diameter, so that the shaft Expanding the outer edge of the spring (262) to the plurality of rollers synchronously expand the outer edge of the spring (262) to contact the plurality of rollers (201), and make the rollers (201) closely contact the slip wedge on the inner edge of the wedge ring (100) On the surface (500), a plurality of rollers (201) receive the rotational friction force of the wedge ring (100), and according to the rotation direction of the wedge ring (100), they are in contact with the left slope (401) to form a left slope The wedging point (404), or contacting the right slope (402) to form the right slope wedging point (405), and at the same time generating the wedging point (203) on the sliding wedge surface (500), through a plurality of rollers (201) ) Transmit the rotational kinetic energy of the wedge ring (100) to the anti-lock ring (300) at a fixed angle position to form a slip wedge brake force. An anti-lock braking device comprising a total braking force combining the main braking force of the first braking device (BD) and the anti-lock braking force of the second anti-lock device (ABD), wherein the second The anti-lock braking device (ABD) includes the anti-lock braking device described in requirements 2, 5, and 6, and the main features include: The first brake device (BD) is a commercially available disc brake assembly or drum brake assembly; The second brake anti-lock device (ABD) is a high-frequency intermittent slip wedge device; Before braking, the first brake device (BD) and the second brake anti-lock device (ABD) are a combination of synchronous rotation; When braking, the first main brake is activated to reduce the speed by frictional resistance by applying a commercially available disc brake component or a commercially available drum brake component of the first brake device (BD) to make the inside of the second brake anti-lock device The component generates a rotation angle ( β ) due to the difference in speed, which triggers the high-frequency intermittent slip wedge device of the second brake anti-lock device to generate additional intermittent slip wedge braking force, so that the first The first main braking force of the brake device (BD) is combined with the second slip wedge braking force of the second brake anti-lock device (ABD) to present the intermittent slip wedge braking force with rapid high and low alternating cycles. The braking force is locked to achieve a safe type that does not lock the tires when the maximum total braking force is achieved. The anti-lock braking device according to claim 9, wherein the second anti-lock braking device (ABD) is a high-frequency intermittent slip wedge device, including a wedge ring (100) with plural One left slope (401) or multiple right slopes (402), the main features include: The first brake device (BD) is rigidly linked and synchronously rotates the roller cage (200) inside the second brake anti-lock device (ABD); A wedge ring (100) is arranged on the outer edge of the central axis of the roller cage, and the inner edge of the ring has a plurality of left slopes (401) or a plurality of right slopes (402); An anti-locking ring (300) with a fixed angle position is set on the inner edge side of the central axis of the roller cage, and the outer edge surface has a slippery wedge surface (500), or at the same time has a ring set at equal angles Multiple short grooves (501); The braking action of the first braking device (BD) slows down the roller cage (200) and generates a turning angle ( β ) relative to the wedge ring (100), so that a plurality of the left slopes or a plurality of the right slopes Push a plurality of rollers (201) continuously on the outer edge surface of the sliding wedge surface (500) or the short groove (501) to form a separate slip wedge force or intermittent slip wedge force, which is opposite to the wedge For tires with synchronous rotation of the closing ring (100), it is the braking resistance that produces intermittent slip and wedging moments on the anti-locking ring (300) at a fixed angle position, which becomes the second brake anti-locking device ABD The braking force of the upper slip wedge, or the anti-lock braking force of the intermittent slip wedge with rapid high and low alternating cycles. According to the anti-lock braking device described in claim 10, before braking, the first braking device (BD) and the second anti-lock braking device (ABD) are a combination of synchronous rotation, and the main features include: The first brake device (BD) is rigidly linked and synchronously rotates the roller cage (200) inside the second brake anti-locking device (ABD) through a return spring (212) or a heavy-duty return spring (222) or a locomotive The return spring (232) or the locomotive drum brake return spring (242) or the bicycle return spring (252) make the roller cage (200) and the wedge ring (100) have an elastic relative angle relationship, which is the roller cage The plurality of rollers (201) in (200) are elastically supported by a plurality of roller springs (202), and are located at the center of the inner edge side (106) of the wedge ring (100), and are not connected to the anti-locking ring. Dead ring (300) contact; When braking, the first braking device (BD) indirectly brakes the roller cage (200) and decelerates by friction, causing a difference in speed with the wedge ring (100). The return spring or the heavy vehicle return spring , Or the locomotive return spring, or the locomotive drum brake return spring, or the bicycle return spring produces elastic deformation, so that the roller cage (200) produces a rotation angle ( β ), which promotes the rotation of the wedge ring The left slope (401) or right slope (402) of (100) squeezes and pushes the roller (201) at the same time and contacts the slip wedge surface (500) or short groove on the anti-lock ring (300) at a fixed angle position The outer edge surface of the groove (501) generates the slip wedge braking force of the second anti-locking device (ABD) or the high frequency intermittent slip wedge braking force. The anti-lock brake device according to claim 11 is an automobile anti-lock brake device, and the main features of the automobile anti-lock brake device include: The first brake device (BD) is a brake disc (11) and a brake caliper set (1d); The high frequency intermittent slip wedge device of the second brake anti-lock device (ABD) is to replace the wedge ring (100) with the car wedge ramp ring (110), and the roller cage ( 200) is replaced with an automobile roller cage (210), and the anti-locking ring (300) is replaced with an automobile anti-locking ring (310). The anti-lock braking device described in claim 11 is an anti-lock braking device for heavy vehicles, and the main features of the anti-lock braking device for heavy vehicles include: The first brake device (BD) is a combination of inner brake drum (21) and drum brake pads (21F); The high frequency intermittent slip wedge device of the second brake anti-lock device (ABD) is to replace the wedge ring (100) with the wedge ramp ring (120) in the brake drum, and to keep the rollers The frame (200) is replaced with a heavy-duty roller cage (220), and the anti-locking ring (300) is replaced with a heavy-duty anti-locking fixed ring (320). The anti-lock brake device described in claim 11 is a locomotive disc-type anti-lock brake device. The main features of the locomotive disc-type anti-lock brake device include: The first brake device (BD) is a locomotive disc brake (31); The high frequency intermittent slip wedge device of the second brake anti-lock device (ABD) is to replace the wedge ring (100) with the locomotive wedge ramp ring (130), and replace the roller cage ( 200) is replaced with a locomotive disc roller cage (230), and the anti-locking ring (300) is replaced with a locomotive anti-locking fixed ring (330). The anti-lock braking device described in claim 11 is a locomotive drum-type anti-lock braking device. The main features of the locomotive drum-type anti-lock braking device include: The first brake device (BD) is the locomotive brake drum (41) and the locomotive brake drum (41F); The high-frequency intermittent slip wedge device of the second anti-locking device (ABD) is to replace the wedge ring (100) with the locomotive drum-type wedge ramp ring (140) and keep the rollers The frame (200) is replaced with a brake drum roller cage (240), and the anti-locking ring (300) is replaced with a locomotive drum brake anti-locking ring (340). The anti-lock braking device according to claim 11 is a bicycle anti-lock braking device, and the main features of the bicycle anti-lock braking device include: The first brake device (BD) is a bicycle disc brake (51); The high frequency intermittent slip wedge device of the second brake anti-lock device (ABD) is to replace the wedge ring (100) with the bicycle wedge ramp ring (150), and the roller cage ( 2 00) is replaced with a bicycle roller cage (250), and the anti-lock ring (300) is replaced with a bicycle anti-lock ring (350). An anti-locking braking device and a braking anti-locking method thereof. The braking anti-locking method is to manipulate a roller cage (200) on the braking device to generate a relative rotation angle ( β ) to encourage the rollers The plurality of rollers (201) built into the cage (200) make wedge contact with the plurality of left ramps (401) or the plurality of right ramps (402), and synchronize the wedge contact with the anti-locking ring (300) , To transmit the kinetic energy of rotation of the wedge ring (100) by sliding wedge, so that the roller (201) rotates between the wedge ring (100) and the anti-lock ring (300) at a fixed angle. In between, a slipping wedge braking force is generated, and the anti-locking ring (300) at a fixed angle position presents a braking resistance force to prevent the rotation of the tire that rotates synchronously with the wedge ring (100), so that The wedge ring presents a method of reducing the rotational speed. An anti-lock brake device and its brake anti-lock method. The brake anti-lock method is to obtain the maximum braking force and static friction between the tire and the ground by using a roller (201) and a sliding wedge surface ( The length (W) of the contact wedge line between 500) changes, and a short groove (501) is set above the sliding wedge surface. Because the short groove length (S) is a solid collapse, it will cause the roller (201) to collapse. When the continuous sliding wedge is on the sliding wedge surface (500) and the short groove (501), a pattern of rapid alternating cycle of heavy braking force and light braking force is generated. An anti-locking braking device and a braking anti-locking method thereof. The braking anti-locking method is to provide a second braking device (ABD) in addition to the first braking device (BD), the first braking device and The second braking device has two different independent braking forces; The braking force of the first braking device is derived from the frictional resistance between the brake disc or the brake drum and the brake pad in the commercially available braking system, so the initial braking force value (Br) of the first braking device (BD) is set as: 15%<initial braking force value (Br)<90%; The braking force of the second braking device comes from the left slope (401) or the right slope (402) of the wedge ring (100) synchronized with the tire, pushing the roller (201) to make the roller and the fixed The slipping wedge braking force produced by the anti-locking ring (300) in the angular position; When matched with the first brake device, the braking force value (Radd) of the high frequency intermittent slip wedge device of the second brake device (ABD) is set as: 15%<high frequency intermittent slip wedge The braking force value of the device (Radd)<90%; The total braking force value (Tot) can exceed 100% without locking the tires, because the second braking device is all set in a rapid alternate cycle that produces a slip wedge braking force. The anti-lock brake device and its brake anti-lock method according to claim 19, wherein the first brake device BD and the second brake device ABD have two different independent braking forces, and when the second brake is used alone When the device ABD is used as the sole braking device, when the setting of the first braking device is 0%, the second braking device (ABD) becomes the total braking force (Tot), a high-frequency intermittent slip wedge device The braking force value (Radd) must be: 50% <the braking force value (Radd) of the high frequency intermittent slip wedge device (Radd) <99%; An anti-locking braking device and a braking anti-locking method thereof, wherein the braking anti-locking method is: combined total braking force value (Tot) = first braking device (BD) + second braking device (ABD), wherein : The maximum initial braking force value (Br) of the first braking device (BD) is an artificially operated non-constant main braking force, which depends on the braking force given by the driver or rider. It has braking friction for deceleration and slow braking. Setting the maximum braking force does not have the friction braking force that can cause the tires to lock up; The high-frequency intermittent slip wedge device of the second brake device (ABD) is a constant high when the roller cage (200) is triggered by the first brake device (BD) to generate a relative rotation angle ( β ). The braking force value (Radd) of the frequency intermittent slip wedge device has a plurality of short grooves (501) arranged on the slip wedge surface (500), so that each rotation of the tire will follow the wedge ring ( 100) A plurality of left slopes (401) with an included angle ( α ) or a plurality of right slopes (402) with an included angle ( α ) on the upper part, according to the setting of the included angle (α ) to generate a constant wedging contact force, giving The slip wedge surface and the short groove above the multiple rollers (201) and the anti-locking ring (300) at a fixed angle position are due to the contact wedge line length (W) or the minimum contact length on one side (t) The transformation of *2 produces intermittent slip wedge braking force with alternating high and low cycles; The main braking force equivalent to the total braking force value (Tot) = the initial braking force value (Br) + the braking force value of the high frequency intermittent slip wedge device (Radd) additional intermittent slip wedge braking force; When the total braking force value (Tot) is in the maximum output mode, the force value of the locked tire is exceeded by 100% in the highest interval, and the force value of the locked tire is approached in the lowest interval to show tire tracking. , And a safe anti-lock brake with the shortest stopping distance.

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