TW202231532A - Interlocking brake system - Google Patents

Abstract

The present invention relates to an interlocking brake system, which includes a first brake operating device, a second brake operating device, a first brake generating device, a second brake generating device, a first transmission member, and a second transmission member and a third transmission member. The first brake operating device is provided with a switching device, and the switching device can control the magnitude or presence of force transmitted by the third transmission member through mode change of the cam portion. When the first abutment of the cam portion faces the stopper, there is a first gap between them. When the second abutment of the cam portion faces the stopper, there is a second gap between them. When the third abutment of the cam portion faces the stopper, there is a third gap between them. Wherein, the first gap and the second gap form a first margin, the second gap and the third gap form a second margin, and the first margin must be greater than the second margin. As such, the hydraulic force applied in different modes of the switching device will increase by the same value, making it easier for the rider to grasp the braking force and performance, and maintain the consistency of the force increase, so the rider can choose an interlocking brake function which is suitable for the current riding status.

Description

Linked Brake System

The present invention relates to a linkage braking system, in particular to a linkage braking system suitable for locomotives.

Please refer to FIG. 1 to FIG. 3 , which are a structural diagram of a conventional interlocking brake system, a view in the direction of A in FIG. 1 and a cross-sectional view in A-A in FIG. 2 , respectively. The figure shows a linkage braking system, which mainly includes a first brake operating device 1, a second brake operating device 2, a first brake generating device 3, a second brake generating device 4, a first transmission member 6, a The second transmission member 7 and a third transmission member 8 .

The first brake operating device 1 is connected to the first brake generating device 3 via the first transmission member 6 , and the rider's pressing force on the first brake operating device 1 is transmitted to the first brake generating device 3 through the first transmission member 6 . to generate braking force. The second brake operating device 2 is connected to the second brake generating device 4 through the second transmission member 7 , and the rider's pressing force on the second brake operating device 2 is transmitted to the second brake generating device 4 through the second transmission member 7 . to generate braking force. The first brake operating device 1 and the second brake operating device 2 are connected through a third transmission member 8 , and the partial force exerted by the rider on the first brake operating device 1 is transmitted to the second brake operation device 1 through the third transmission member 8 . Brake operating device 2.

The first brake operating device 1 is a first brake master cylinder, including a first cylinder 11 , a first brake lever 12 , a switching device 121 and an actuating rod 15 . The first cylinder 11 has a first oil The chamber 14, a first plunger 13 and a first spring 16, the first oil chamber 14 is filled with hydraulic oil, and a first spring 16 is installed to exert a spring force on the first plunger 13 for a long time, the first The plunger 13 can be pushed by the actuating rod 15 to move within the first cylinder 11 . The actuating lever 15 is pivoted on the first brake operating device 1 with a first pivot point 111 , the first brake lever 12 is pivoted on the actuating lever 15 with a second pivot point 153 , and the switching device 121 can control The third transmission member 8 transmits the magnitude or termination of the force or oil pressure, and the detailed features of the switching device 121 will be described in the following text. The actuating rod 15 has a stopper portion 151 and a push portion 152 . The stopper portion 151 can limit the maximum rotation range of the first brake lever 12 at the second pivot point 153 , and the push portion 152 can directly contact the first plunger 13 . Or move by indirect force. Therefore, when the first plunger 13 moves, the first spring 16 is compressed, and part of the hydraulic oil in the first oil chamber 14 will be pushed out of the first cylinder 11 , so that the first brake operating device 1 generates an oil pressure.

The second brake operating device 2 is a second brake master cylinder, which includes a second cylinder 21 , a second brake lever 22 , a rocker arm 25 , and a second cylinder 21 and the rocker arm 25 . The rebound spring 211, the second brake lever 22 and the rocker arm 25 are pivotally connected to the second cylinder 21, and the second cylinder 21 has a second oil chamber 24, a second plunger 23 and a second Spring 26, the second oil chamber 24 is filled with hydraulic oil, and a second spring 26 is installed to exert a spring force on the second plunger 23 for a long time, and the second plunger 23 can be pushed by the rocker The cylinder 21 moves inside. Therefore, when the second plunger 23 moves, the second spring 26 is compressed, and part of the hydraulic oil in the second oil chamber 24 will be pushed out of the second cylinder 21 , so that the second brake operating device 2 generates an oil pressure.

The first transmission member 6 is a brake oil pipe, which can transmit the hydraulic oil of the first brake operating device 1 to the first brake generating device 3. The first brake generating device 3 is a brake caliper, so when the first brake is generated When hydraulic pressure is input to the device 3, a braking force can be generated on the rear wheel brake disc (not shown) to decelerate or stop the movement of the vehicle. The second transmission member 7 is a brake oil pipe, which can transmit the hydraulic oil of the second brake operating device 2 to the second brake generating device 4. The second brake generating device 4 is a brake caliper, so when the second brake is generated When hydraulic pressure is input to the device 4, a braking force can be generated on the front wheel brake disc (not shown) to decelerate or stop the movement of the vehicle. The third transmission member 8 is a brake wire, which includes a sleeve 81 and an inner wire 82 passing through the sleeve 81 , the first cylinder 11 is provided with a brake wire fixing seat 112 , and one end of the sleeve 81 is connected to the brake wire The other end of the fixed seat 112 is connected to the second cylinder 21 , one end of the inner wire 82 is connected to the first brake lever 12 , and the other end is connected to the rocker arm 25 .

Please refer to FIG. 4 and FIG. 5 together, which are the B-B cross-sectional view of FIG. 1 and the C-C cross-sectional view of FIG. 4 , respectively. As shown in FIG. 4 , the first brake operating device 1 is provided with a switching device 121 on the first brake lever 12 . The switching device 121 includes an operating portion 1211 , a cam portion 1212 , a camshaft axis 1213 and an accommodating space 1214 . The accommodating space 1214 is provided with a spring 1215 and a steel ball 1216 , and the spring 1215 can exert a force on the steel ball 1216 for a long time to push the steel ball 1216 to the outside of the accommodating space 1214 . As shown in FIG. 5 , the first brake lever 12 is provided with a plurality of grooves, and the grooves are the first positioning point 1221 , the second positioning point 1222 , the third positioning point 1223 , the fourth positioning point 1224 and the fifth positioning point respectively. 1225. After the steel ball 1216 is pushed out by the spring 1215, it will selectively contact the first positioning point 1221, the second positioning point 1222, the third positioning point 1223, the fourth positioning point 1224 or the fifth positioning point 1225, so that the switching device 121 Stable and not shaking at will.

Please refer to FIGS. 6A to 10A , which are enlarged views of the first to fifth stages of the switching device of the conventional interlocking brake system of FIG. 1 , respectively, and FIG. 6B to FIG. 10B , which are respectively the schematic views of FIG. 3 . A partial enlarged view of the switching device of the conventional interlocking braking system is located in the first section to the fifth section. As shown in the figure, the outer contour of the cam portion 1212 includes a first abutment 12121 , a second abutment 12122 , a third abutment 12123 , a fourth abutment 12124 and a fifth abutment 12125 . When the operation part 1211 of the switching device 121 is adjusted so that the steel ball 1216 is positioned at the first positioning point 1221, that is, when the switching device 121 is switched to the first position, the first contact part 12121 of the switching device 121 will face the stop. When the first brake lever 12 has not moved, there is a gap d1 between the first contact portion 12121 and the stop portion 151 . When the operation part 1211 of the switching device 121 is adjusted so that the steel ball 1216 is positioned at the second positioning point 1222, that is, when the switching device 121 is switched to the second position, the second contact part 12122 of the switching device 121 will face the stop. When the first brake lever 12 has not moved, there is a gap d2 between the second contact portion 12122 and the stop portion 151 . When the operation part 1211 of the switching device 121 is adjusted so that the steel ball 1216 is positioned at the third positioning point 1223, that is, when the switching device 121 is switched to the third position, the third contact part 12123 of the switching device 121 will face the stop. When the first brake lever 12 has not moved, there is a gap d3 between the third contact portion 12123 and the stop portion 151 . When the operation part 1211 of the switching device 121 is adjusted so that the steel ball 1216 is positioned at the fourth positioning point 1224, that is, when the switching device 121 is switched to the fourth position, the fourth contact part 12124 of the switching device 121 will face the stop. When the first brake lever 12 has not moved, there is a gap d4 between the fourth contact portion 12124 and the stop portion 151 . When the operation part 1211 of the switching device 121 is adjusted so that the steel ball 1216 is positioned at the fifth positioning point 1225, that is, when the switching device 121 is switched to the fifth position, the fifth contact part 12125 of the switching device 121 will face the stop. When the first brake lever 12 has not moved, the fifth contact point 12125 has a gap d5 between the stopper 151 and the stopper 151 .

When the first brake lever 12 is operated, since there is a gap d1 to d5 between the cam portion 1212 and the stopper portion 151 in sequence, the first brake lever 12 can be rotated at the second pivot point 153 when the first brake lever 12 is operated by the rider. , the second brake generating device 4 is actuated by applying a partial force through the third transmission member 8 , and the gap d1 to the gap d5 are different from each other. Therefore, when the cam portion 1212 of the switching device 121 is located in different angular orientations, it can limit the force applied by the interlocking brake system to the third transmission member 8 from the first brake lever 12, so as to limit the generation of the second brake during interlocking braking. The upper limit of the braking force of the device 4 enables the rider to maintain the safety of riding under different riding conditions, such as double-load, high-speed cornering and deceleration, or driving on wet and slippery roads.

Please refer to FIG. 11 , which is a corresponding diagram of the gap width-oil pressure exerting force of the switching device of the conventional interlocking brake system. As shown in the figure, the abscissa is the width of the gap between different contact points and the stopper, and the ordinate is the applied force or oil pressure input by the second brake generating device. Wherein, when the steel ball 1216 on the switching device 121 is in the state of the first positioning point 1221 and the second positioning point 1222, respectively, the variation of the gap d1 and the gap d2 is the first difference Δd ₁₂ ; when the steel ball 1216 on the switching device 121 In the state of the second positioning point 1222 and the third positioning point 1223 respectively, the variation of the gap d2 and the gap d3 is the second difference Δd ₂₃ . When the steel ball 1216 on the switching device 121 is at the third positioning point 1223 and the fourth positioning point, respectively When the positioning point 1224 is in the state, the variation of the gap d3 and the gap d4 is the third difference Δd ₃₄ ; when the steel ball 1216 on the switching device 121 is in the fourth positioning point 1224 and the fifth positioning point 1225 respectively, the gap d4 and the gap The amount of change in d5 is the fourth difference Δd ₄₅ .

Under the design of the conventional switching device 121 , the first difference Δd ₁₂ , the second difference Δd ₂₃ , the third difference Δd ₃₄ and the fourth difference Δd ₄₅ are designed and configured in an equivalent manner, but in actual use, as shown in FIG. 11, under the condition that the first difference Δd ₁₂ , the second difference Δd ₂₃ , the third difference Δd ₃₄ and the fourth difference Δd ₄₅ on the horizontal axis maintain equal increments, the gaps d1 to d5 respectively correspond to The hydraulic forces FP1 to FP5 input to the second brake generating device 4 on the vertical axis are not equal increments, so the adjusted performance of the switching device 121 on the interlocking brake system presents an inconsistent feeling.

The inventor is motivated by this, and in the spirit of active invention, he urgently thinks of a linkage braking system that can solve the above problems, and finally completes the present invention after several researches and experiments.

The main purpose of the present invention is to provide an interlocking brake system. By adding a switching device to the first brake operating device, it is convenient for users to switch and adjust at any time according to different driving surfaces, and to change the magnitude of the force applied by the interlocking brake. or not, and the present invention changes the amount of change in the gap between the cam portion and the stop portion from an equivalent design to a reduced design, so that the actual applied force or oil pressure input by the second brake generating device can be increased in an equivalent manner, so that the It is easier for the rider to master the braking force and efficiency, and maintain the consistency of the increase in the force applied.

In order to achieve the above objects, the interlocking braking system of the present invention includes a first braking operation device, a second braking operation device, a first braking generating device, a second braking generating device, a first transmission member, and a second transmission piece and a third transmission piece.

The first brake operating device is connected to the first brake generating device via the first transmission member, and transmits the rider's pressing force on the first brake operating device to the first brake generating device to form a braking force; the second brake operating device is a The second brake generating device is connected through the second transmission member, and the rider's pressing force on the second brake operating device is transmitted to the second brake generating device to form a braking force; the first brake operating device and the second brake operating device They are connected through a third transmission element, and the part of the force exerted by the rider on the first brake operation device is transmitted to the second brake operation device.

The first brake operating device includes a first brake lever, a switching device and an actuating lever, the actuating lever is pivoted on the first brake operating device with a first pivot point, and the first brake lever is connected with a first The two pivot points are pivoted on the actuating rod. The actuating rod has a stop portion. The switching device has a cam portion. The cam portion has at least three abutting points, including a first abutting point and a second abutting point. and a third abutting part, when the switching device makes the first abutting part face the stop part with a first gap, and when the switching device makes the second abutting part face the stopping part and spaced a second gap, when switching The device makes the third contact part face the stop part and is separated by a third gap, and the switching device and the stop part can limit the maximum rotation range of the first brake lever according to the difference of the gap, and then adjust the transmission force of the third transmission part. size or presence.

It is characterized in that: the first gap and the second gap form a first difference, the second gap and the third gap form a second difference, and the first difference is greater than the second difference. With the above design, the present invention can change the amount of change in the gap between the cam portion and the stop portion from an equivalent design to a reduced design, so that the applied force or oil pressure actually input by the second brake generating device can be increased in an equivalent manner. , which makes it easier for the rider to master the braking force and efficiency, and maintains the consistency of the increase in force.

The first brake operating device can be a first brake master cylinder, which can further include a first cylinder, the first cylinder has a first oil chamber, a first plunger and a first spring, the first spring A spring force may be applied to the first plunger for a long time. Therefore, the first brake operating device of the present invention is in the form of a brake master cylinder capable of providing oil pressure changes.

The second brake operating device can be a second brake master cylinder, which can include a second cylinder, a second brake lever, a rocker arm, and a rebound spring installed between the second cylinder and the rocker arm , the second cylinder has a second oil chamber, a second plunger and a second spring, and the second brake lever and the rocker arm are pivotally connected to the second cylinder. Therefore, the second brake operating device of the present invention is in the form of a brake master cylinder capable of providing oil pressure changes.

The third transmission member can be a brake wire, which can include a sleeve and an inner wire passing through the sleeve. The first cylinder is provided with a brake wire holder, one end of the sleeve is connected to the brake wire holder, and the other end is connected to the brake wire holder. Connect to the second cylinder, one end of the inner wire is connected to the first brake lever, and the other end is connected to the rocker arm. When the rider continues to press the first brake lever, the rebound spring will be pulled and compressed by the inner wire, so that the rocker arm pushes the second plunger, at this time the second brake master cylinder will send out oil pressure to the second brake generating device And achieve the effect of interlocking braking.

The above-mentioned switching device may further include an operating portion, which can selectively adjust the contour orientation of the cam portion to change the size of the gap between the cam portion and the actuating rod. Therefore, the present invention utilizes the mechanical properties of the cam portion, allowing the user to adjust the contour orientation of the cam portion through the rotating operation portion, and then adjust the magnitude of the transmission force applied by the third transmission member, thereby changing the performance of the interlocking brake.

The first brake generating device can be a first brake caliper, and the first transmission member can be a first brake oil pipe. The second brake generating device can be a second brake caliper, and the second transmission member can be a second brake oil pipe. Therefore, the present invention uses a disc brake system. When the first brake caliper is input with oil pressure, it can generate braking force on the rear wheel brake disc to decelerate or stop the movement of the vehicle; when the second brake caliper is input with oil When pressed, the braking force can be generated on the front wheel brake disc to decelerate or stop the movement of the vehicle.

Both the above summary and the following detailed description are exemplary in nature and are intended to further illustrate the scope of the present invention. The other objects and advantages of the present invention will be explained in the following descriptions and drawings.

Please refer to FIG. 12 and FIG. 13 , which are a structural diagram and a partial cross-sectional view of a linked brake system according to a preferred embodiment of the present invention, respectively. A linkage braking system is shown in the figure, which mainly includes a first brake operating device 1', a second brake operating device 2, a first brake generating device 3, a second brake generating device 4, a first transmission member 6, A second transmission member 7 and a third transmission member 8, the first brake operating device 1' has a switching device 121', the basic structure of which is the same as that of the prior art, but the difference is that the switching device 121 in this embodiment is The outer contour design of the cam portion 1212 ' is slightly different from that of the prior art.

14 to 18 , which are respectively enlarged views of the first section to the fifth section of the switching device of the interlocking brake system in FIG. 12 . As shown in the figure, the outer contour of the cam portion 1212' includes a first abutment 12121, a second abutment 12122, a third abutment 12123, a fourth abutment 12124 and a fifth abutment 12125. When the operating part 1211 of the switching device 121' is adjusted to the first stage position, the first contact part 12121 of the switching device 121' will face the stop part 151, and when the first brake lever 12 has not moved, There is a gap d1' between the first contact portion 12121 and the stop portion 151. When the operation part 1211 of the switching device 121' is adjusted to the second position, the second contact part 12122 of the switching device 121' will face the stop part 151, and when the first brake lever 12 has not moved, There is a gap d2' between the second contact portion 12122 and the stop portion 151. When the operating portion 1211 of the switching device 121 ′ is adjusted to the third position, the third contact portion 12123 of the switching device 121 ′ will face the stop portion 151 , and when the first brake lever 12 has not moved, There is a gap d3' between the third contact portion 12123 and the stop portion 151. When the operating portion 1211 of the switching device 121 ′ is adjusted to the fourth position, the fourth contact portion 12124 of the switching device 121 ′ will face the stop portion 151 , and when the first brake lever 12 has not moved, There is a gap d4' between the fourth contact portion 12124 and the stop portion 151. When the operation part 1211 of the switching device 121' is adjusted to the fifth position, the fifth contact part 12125 of the switching device 121' will face the stop part 151, and when the first brake lever 12 has not moved, There is a gap d5 ′ between the fifth abutting portion 12125 and the stopper portion 151 .

Please refer to FIG. 19 , which is a corresponding diagram of the gap width-oil pressure exerting force of the switching device of the interlocking brake system according to a preferred embodiment of the present invention. As shown in the figure, the abscissa is the width of the gap between different contact points and the stopper, and the ordinate is the applied force or oil pressure input by the second brake generating device. Wherein, the change of the gap d1' and the gap d2' is the first difference Δd _12' , the change of the gap d2' and the gap d3' is the second difference Δd _23' , the change of the gap d3' and the gap d4' is the third difference Δd _34' , and the variation between the gap d4' and the gap d5' is the fourth difference Δd _45' .

Under the design of the switching device 121 ′ of the present invention, the first difference Δd _{12 ′} , the second difference Δd _{23 ′} , the third difference Δd _{34 ′} and the fourth difference Δd _{45 ′} are not designed and configured in an equivalent manner, but are The change amount of the gap between the cam portion 1212' and the stopper portion 151 is changed from the equivalent design to the reduced design, that is, Δd _12' > Δd _23' > Δd _34' > Δd _45' , at this time the gap d1' ~ the gap d5' The corresponding hydraulic forces FP1'~FP5' input by the second brake generating device 4 will increase by the same value, which will make it easier for the rider to grasp the braking force and efficiency, and maintain the consistency of the increase of the force. Link brake function for riding state.

The above-mentioned embodiments are only examples for convenience of description, and the scope of the claims claimed in the present invention should be based on the scope of the patent application, rather than being limited to the above-mentioned embodiments.

1, 1': The first brake operating device 11: The first cylinder block 111: The first pivot point 112: The brake wire fixing seat 12: The first brake lever 121, 121': The switching device 1211: The operating part 1212, 1212' : Cam part 1213: Camshaft axis 1214: Accommodating space 1215: Spring 1216: Steel ball 12121: First contact point 12122: Second contact point 12123: Third contact point 12124: Fourth contact point 12125: Fifth contact point 1221: First positioning point 1222: Second positioning point 1223: Third positioning point 1224: Fourth positioning point 1225: Fifth positioning point 13: First plunger 14: First oil chamber 15: Actuation Rod 151: Stopper 152: First Push 153: Second Pivot 16: First Spring 2: Second Brake Operating Device 21: Second Cylinder 211: Rebound Spring 22: Second Brake Lever 23: Second plunger 24: Second oil chamber 25: Rocker arm 26: Second spring 3: First brake generator 4: Second brake generator 6: First transmission 7: Second transmission 8: Third transmission Piece 81: Bushing 82: Inner wire d1-d5: Clearance d1'-d5': Clearance Δd ₁₂ , Δd _12' : First difference Δd ₂₃ , Δd _23' : Second difference Δd ₃₄ , Δd _34' : Third difference Δd ₄₅ , Δd _45' : Fourth difference FP1~FP5: Hydraulic pressure FP1'~FP5': Hydraulic pressure

FIG. 1 is a schematic diagram of a conventional interlocking braking system. FIG. 2 is a view from the direction A of FIG. 1 . FIG. 3 is a cross-sectional view taken along line A-A of FIG. 2 . FIG. 4 is a cross-sectional view taken along line B-B of FIG. 1 . FIG. 5 is a cross-sectional view taken along line C-C of FIG. 4 . FIG. 6A is a partial enlarged view of the switching device of the conventional interlocking brake system of FIG. 1 located in the first section. FIG. 6B is a partial enlarged view of the switching device of the conventional interlocking brake system of FIG. 3 located in the first section. FIG. 7A is a partial enlarged view of the switching device of the conventional interlocking brake system of FIG. 1 located in the second section. FIG. 7B is a partial enlarged view of the switching device of the conventional interlocking brake system of FIG. 3 located in the second section. FIG. 8A is a partial enlarged view of the switching device of the conventional interlocking brake system of FIG. 1 at the third stage. FIG. 8B is a partial enlarged view of the switching device of the conventional interlocking brake system of FIG. 3 located in the third stage. FIG. 9A is a partial enlarged view of the switching device of the conventional interlocking brake system of FIG. 1 located in the fourth section. FIG. 9B is a partial enlarged view of the switching device of the conventional interlocking brake system of FIG. 3 located in the fourth section. FIG. 10A is a partial enlarged view of the switching device of the conventional interlocking brake system of FIG. 1 at the fifth stage. FIG. 10B is a partial enlarged view of the switching device of the conventional interlocking brake system of FIG. 3 at the fifth stage. FIG. 11 is a corresponding diagram of the gap width-hydraulic force of the switching device of the conventional interlocking brake system. FIG. 12 is a structural diagram of a linked braking system according to a preferred embodiment of the present invention. FIG. 13 is a partial cross-sectional view of a linked brake system according to a preferred embodiment of the present invention. FIG. 14 is a partial enlarged view of the switching device of the interlocking brake system of FIG. 12 at the first stage. FIG. 15 is a partial enlarged view of the switching device of the interlocking brake system of FIG. 12 at the second stage. FIG. 16 is a partial enlarged view of the switching device of the interlocking brake system of FIG. 12 at the third stage. FIG. 17 is a partial enlarged view of the switching device of the interlocking brake system of FIG. 12 at the fourth stage. FIG. 18 is a partial enlarged view of the switching device of the interlocking brake system of FIG. 12 at the fifth stage. FIG. 19 is a corresponding diagram of the gap width versus the hydraulic force of the switching device of the interlocking brake system according to a preferred embodiment of the present invention.

d1'-d5': gap

△d _12' : the first difference

△d _23' : the second difference

△d _34' : the third difference

△d _45' : the fourth difference

FP1’~FP5’: hydraulic pressure

Claims (7)

A linkage braking system, comprising: a first brake operating device, a second brake operating device, a first brake generating device, a second brake generating device, a first transmission member, a second transmission member and a third a transmission part, the first brake operating device is connected to the first brake generating device via the first transmission part, and the rider's pressing force on the first brake operating device is transmitted to the first brake generating device to form a brake Force; the second brake operating device is connected to the second brake generating device via the second transmission member, and the rider's pressing force on the second brake operating device is transmitted to the second brake generating device to form a braking force ; The first brake operating device and the second brake operating device are connected through the third transmission member, and the partial force exerted by the rider on the first brake operating device is transmitted to the second brake operating device; Wherein, the first brake operating device includes a first brake lever, a switching device and an actuating lever, the actuating lever is pivoted on the first brake operating device with a first pivot point, the first brake lever A second pivot point is pivoted on the actuating rod, the actuating rod has a stop part, the switching device has a cam part, the cam part has at least three abutting points, including a first abutting part , a second abutment and a third abutment, when the switching device makes the first abutment face the stopper with a first gap, when the switching device makes the second abutment There is a second gap facing the stopper, and when the switching device makes the third contact part face the stopper with a third gap, the switching device and the stopper can limit the The maximum range of rotation of the first brake lever, so as to adjust the size or presence of the transmission force applied by the third transmission member; It is characterized in that: the first gap and the second gap form a first difference, the second gap and the third gap form a second difference, and the first difference is greater than the second difference. The linked brake system of claim 1, wherein the first brake operating device is a first brake master cylinder, which further comprises a first cylinder, the first cylinder having a first oil chamber, a A first plunger and a first spring, the first spring can exert a spring force on the first plunger for a long time. The linked brake system of claim 2, wherein the second brake operating device is a second brake master cylinder, which includes a second cylinder, a second brake lever, a rocker arm, and a A rebound spring between the second cylinder and the rocker arm, the second cylinder has a second oil chamber, a second plunger and a second spring, the second brake lever is pivotally connected to the rocker arm on the second cylinder. The interlocking braking system according to claim 3, wherein the third transmission member is a brake wire, which includes a sleeve and an inner wire passing through the sleeve, and the first cylinder is provided with a brake wire for fixing One end of the sleeve is connected to the brake wire fixing seat, the other end is connected to the second cylinder, one end of the inner wire is connected to the first brake lever, and the other end is connected to the rocker arm. The interlocking braking system as claimed in claim 1, wherein the switching device further comprises an operating part, the operating part can selectively adjust the contour orientation of the cam part to change the gap between the cam part and the actuating rod size. The linked brake system of claim 1, wherein the first brake generating device is a brake caliper, and the first transmission member is a brake oil pipe. The interlocking braking system of claim 1, wherein the second braking generating device is a brake caliper, and the second transmission member is a braking oil pipe.

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