TW386955B - Brake pressure controller in brake device for vehicle - Google Patents

Abstract

The object of the invention is to provide a simple structure, low cost and includes a brake controller device with a high linear pressure for operating the process of the brake operating components. The solvable method of the invention is in that if operating the brake operating components, it is necessary to start the mechanical wheel brake and simultaneously start the actuator to let a main cylinder produce a brake pressure, thereby utilizing the brake pressure to start the hydraulic wheel brake for assisting the above-mentioned mechanical wheel brake. The above-mentioned assistant braking pressure proceeds by a load control of a motor, the load rate of the motor is based on a basic load rate which is decided by the operating process of the brake operating components, according to the rate of time change or the increasing/decreasing trend of the operating process so as to correct and decide the basic load rate.

Description

Attachment 1: Patent application No. 84110781 Chinese revised page of the manual A7 B7 V. Description of the invention (2) The brake pressure control device of the linear pressure brake pressure is for its purpose. (Please read the precautions on the back before filling this page) [Solutions to solve the problem] In order to achieve the above-mentioned purpose, the invention in the first scope of the patent application is based on the operation of the brake operating member to start the actuator, and the actuator The brake device of the vehicle driven by the main cylinder to activate the hydraulic brake is provided with: an operation stroke detection means for detecting the operation stroke of the brake operating member, and the driving calculation caused by the output based on the above operation stroke detection means. Basic load factor calculation method for the basic load factor required by the actuator, and an open loop control method for the actuator to perform open loop control based on the output of the basic load factor calculation method. Also, the scope of patent application is the second The invention of item 1 is characterized in that in addition to item 1 of the scope of patent application, the above-mentioned open-loop control means is a first load rate correction means for correcting the basic load rate according to the time change of the operation stroke. Printed by the Consumers' Cooperative of the Intellectual Property Bureau of the Ministry of Economic Affairs and applying for the third scope of the patent application, except for the first scope of the patent application, its characteristics are between the time when the above operation itinerary is increased and when it is decreased The hysteresis of the output brake pressure of the main cylinder has the second load rate correction method for correcting the above basic load rate. Also, the invention in the fourth patent application scope * has the features in addition to the first patent scope application. The above-mentioned open-loop control means is provided with a third load factor correction means that corrects the basic load factor when the vehicle is at a low speed immediately before the vehicle stops. In addition, the invention in the fifth scope of the patent application is in addition to the paper size of the patent application model. The Chinese national standard (CNS) A4 specification (210 X 297 mm) applies. 5 A7 _____B7 V. Description of the invention (1) [Technical field of the invention] The present invention relates to a brake pressure control device for a brake device of a vehicle that activates an actuator according to the operation of a brake operating member, and the main cylinder driven by the actuator activates a hydraulic brake. [Know-how] The brake device of such a vehicle controls brake pressure according to the operating load or operating stroke of a brake operating member. For example, it is known from Japanese Patent Application Laid-Open No. 2-279450 and Japanese Patent Application Laid-Open No. 3-262456. . [Problems to be Solved by the Invention] However, the former is an oil pressure control system installed between the master cylinder and the wheel brakes, and the short pipe (spoo 1 ) The position is based on the operation of the brake operating member printed by the Yinyang Standard Bureau Employee Consumer Cooperative of the Ministry of Economic Affairs (read the precautions on the back before filling this page) to control the change in the brake pressure. In the latter case, a plurality of oil pressure control valves installed between the main cylinder and the wheel brakes are controlled in accordance with the deviation of the operating stroke of the brake operating member and the vehicle deceleration to change the magnitude of the brake pressure. However, these systems require a large number of detectors or complicated control devices in order to control the brake pressure. For example, the brake devices of the Skoda type locomotive are difficult to adopt due to their size and cost. The present invention provides an inventor's view of the above situation, 'Simple structure and low cost, and for the operating stroke of the brake operating member can obtain this paper size Applicable Chinese National Standard (CNS) A4 specification (21〇 > < 297 mm) — A7 B7 V. Description of the invention (6) On the one end side of the damper shell 3 1, a first load abutting on the movable member 3 2 —end protruding from the end of the damper shell 3 1 is fixed. The detection switch 3 8 1, the brake operation input from the first brake lever 3 F is in a state of a predetermined load range, that is, when the movable member 3 2 moves in accordance with the traction of the first push-pull cable 2 5 and the stroke of the compression spring 3 5, 3 5 , The first load detection switch 3 will be turned ON within the predetermined range of its stroke. If this is described in more detail, if the first brake lever 3F increases and exceeds its operating force, that is, the inner cable 3 Oi is turned to The load pulled in the direction of the arrow A increases and exceeds the predetermined value. Due to the load of the two outer cables 291 * 29 !, the movable member 3 2 side compression springs 3 5, 3 5 slide toward the fixed member 3 3. As a result, Movable member 3 2 Start the first load pick-up Turn off the detection element of 3 to change the first load detection switch 3 to 0 N. As shown by circle 5, the second cable damper 2 42 basically has the same structure as the first cable damper 2 described above, and the same components as those of the first cable damper 2 4 i are marked with the same symbol and are only shown in the drawing. However, the second cable damper 2 42 only has two dish-shaped springs 36 between the flange 3 4 a of the sliding member 3 4 and the flange 3 2 a of the movable member 32. The point 36 is different from the first cable damper 2 4 α described above. However, when the second brake lever 3 «* pulls the second push-pull cable 2 5 2 within the cable 3 02 in the direction of the arrow A, if the load is within the predetermined range, the second load detection switch 3 82 will be turned on. According to the use of a small plate constant spring 3 6, 3 6 to the second load detection switch 3 82 This paper size applies the Chinese National Standard (CNS) A4 specification (210 X 297 mm) ----- -------- * I — I I- 1 II ^ · I I ------ (Please read the general matters on the back before filling out this page) Printed by the Consumer Cooperative of Intellectual Property Bureau of the Ministry of Economic Affairs 9 Attachment 1: Revised page of Chinese specification of patent application No. 84110781 A7 B7 V. Description of the invention (2) The brake pressure control device of the linear pressure brake pressure is for its purpose. (Please read the precautions on the back before filling this page) [Solutions to solve the problem] In order to achieve the above-mentioned purpose, the invention in the first scope of the patent application is based on the operation of the brake operating member to start the actuator, and the actuator The brake device of the vehicle driven by the main cylinder to activate the hydraulic brake is provided with: an operation stroke detection means for detecting the operation stroke of the brake operating member, and the driving calculation caused by the output based on the above operation stroke detection means. Basic load factor calculation method for the basic load factor required by the actuator, and an open loop control method for the actuator to perform open loop control based on the output of the basic load factor calculation method. Also, the scope of patent application is the second The invention of item 1 is characterized in that in addition to item 1 of the scope of patent application, the above-mentioned open-loop control means is a first load rate correction means for correcting the basic load rate according to the time change of the operation stroke. Printed by the Consumers' Cooperative of the Intellectual Property Bureau of the Ministry of Economic Affairs and applying for the third scope of the patent application, except for the first scope of the patent application, its characteristics are between the time when the above operation itinerary is increased and the time when it is decreased. The hysteresis of the output brake pressure of the main cylinder has the second load rate correction method for correcting the above basic load rate. Also, the invention in the fourth patent application scope * has the features in addition to the first patent scope application. The above-mentioned open-loop control means is provided with a third load factor correction means that corrects the basic load factor when the vehicle is at a low speed immediately before the vehicle stops. In addition, the invention in item 5 of the patent application scope is in addition to the patent application model. The paper size applies to the Chinese National Standard (CNS) A4 (210 X 297 mm) 5 A7

5. Description of the invention (9) The main cylinder 2 6 is provided with a cylinder block 3 9 fixed to the actuator 5 housing 9 and a cylinder block 3 9 slidably fitted with the front surface facing the pressure chamber 41. The piston 40 is accommodated in the pressure chamber 41 and a return spring 4 2 that exerts elastic force by pressing the piston 40 to the rear side (right side in FIG. 9), and is connected to the front end of the cylinder block 39 Line 2 7 in pressure chamber 41. The rear end of the piston 40 protruding from the rear end of the cylinder block 39 is lowered to the piston knocker 4 3. If the first sector gear 481 is located at the position shown by the solid line in FIG. 9, it is installed on the piston 4. The cup seal 4 4 of 0 is located at the position where the air vent 3 9 a formed in the cylinder block 3 9 is opened, and the first sector gear 4 8 is from the solid line position in the counterclockwise direction (making the piston 4 The direction of 0 retreat) is slightly rotatable at the position of the chain line, and abuts against the stopper 10 a at the position of the chain line to restrict its rotation. The rotation angle between the solid line position and the chain line position is set in consideration of the position of the air vent 3 9 a or the uneven processing accuracy of the gears. If the second sector gear 4 8a abuts on the stopper 1 0 a When the piston 40 reaches the retreating end, the cover seal 44 of the piston 40 surely opens the air bleed port 39a, and the cover seal 44 does not retract too far from the air bleed port 39a. * However, if the first control shaft 2 0a is When the piston knocker 4 3 presses the piston 40, the piston 40 acts on the side of the reduction pressure chamber 41, and the hydraulic pressure generated in the pressure chamber 41 acts on the front wheel brake BF through the pipeline 27. As described above, the first control shaft 2 01 and the second control shaft 2 02 have the axes of the first and second planetary gear mechanisms 62 parallel to each other on the same axis, and the two control shafts SOi and 202 are respectively arranged coaxially. This paper size applies to China National Standard (CNS) A4 (210 x 297 mm) 1Ω -12-(Please read the precautions on the back before filling this page) ______—--------- Ministry of Economy Wisdom Printed by the Consumer Cooperative of the Property Bureau A7 B7 Printed by the Consumer Cooperative of the Central Standards Bureau of the Ministry of Economic Affairs 5. Description of the Invention (3) Except for item 1, the brake operating member is connected to the actuator and mechanical by cable. The brake, the open-loop control means is provided with a fourth load rate correction means for correcting the basic load rate based on the slack of the cable. [Embodiments of the invention] The embodiments of the invention will be described below with reference to the embodiments of the invention shown in the drawings. FIGS. 1 to 25 are diagrams showing an embodiment of the present invention. The entire side view of the χ-series locomotive is shown in FIG. 2. FIG. 2 is an arrow symbol view in the direction of FIG. 2 and FIG. 3 is a structural diagram of the braking device. 1A longitudinal section view of the cable, FIG. 5 is a longitudinal section view of the second continued cable damper, FIG. 6 is a right side view of the actuator (direction arrow symbol view in FIG. 7), and FIG. 7 is line 7_7 in FIG. 6 Sectional view 'Figure 8 left side view of the actuator (8 direction arrow symbol view in Figure 7)' Fig. 9 is a sectional view taken along line 9-9 of FIG. 7 and FIG. 10 is taken along line 10-10 of FIG. 7 Sectional view, FIG. 11 is a sectional view taken along line 1 1-1 1 of FIG. 6, FIG. 12 is a sectional view taken along line 1 2-1 2 of FIG. 6, and FIG. 13 is a sectional view taken along line 1 3-1 3 of FIG. 8. 'Figure 1 4 is a sectional view taken from line 1 4 to line 14 of Figure 8' Figure 1 is a block diagram of the control system of the 5 series interlocked brake, and FIG. 16 is an illustration of the function of the 6 series interlocked brake 'FIG. 7 is an anti-lock brake Explanation of the function of the diagram 'Figure 18 is a chart explaining the function of the interlocked brake, FIG. 19 is a schedule illustrating the function of the anti-locking brake, and FIG. 20 is a schedule illustrating the function of the linked brake, FIG. 2 1 Explain basic amount calculation The chart of the role of the means. Figure 2 2 is a chart explaining the effect of the input speed correction method. This paper size applies the Chinese National Standard (CNS) A4 specification (210X 297 mm) " I ·--6-Ί ---- 0 拉 衣- -„--- L1T ------ 0 (Please read the precautions on the back before filling this page) A7 _ < i ~ r / Mod__B7 __.___ V. Description of the invention (11) Relative angle occurs The phase of the first control axis 2 Oi can be arbitrarily fine-tuned by this change. As a result, the piston knocker 4 3 provided on the first control axis 2 Oi can be fine-tuned to the position shown by the solid line in FIG. 9 · As can be clearly seen from FIG. 7 and FIG. 10, the second control shaft 2 02 supports the second sector gear 482 as a second control member in a relatively rotatable manner, and the second sector gear 4 82 is meshed and integrally mounted on the second sector gear 482. The driven gear 4 92 of the second planetary pinion 192 is fixed to the leading end stop 50 a of the control rod 50 of the second control shaft 2 02, and is fitted into the long hole formed in the second sector gear 482. 48a · These stoppers 50a and the long holes 48a constitute an invalid movement mechanism. Also, in Fig. 10, the clockwise rotation end of the second sector gear 4 82 is to be restricted, and the second casing member 11 is shaped in the shape of 1 The stopper 1 1 a which can be abutted to the second sector gear 4 82 shows the second push-pull cable 252 connected to the second brake lever 3R, and the second push-pull cable 252 from the second brake lever 3R. Connection part of the second control shaft 2 02 extending to the outside of the housing member 11 • A pair of cable joints are pivotally supported on the second control shaft 202 via an arm 73 fixed to the second control shaft 202 and a pin 74 75, 76. The outer cable 292 and the second push-pull cable 252 formed by the inner cable 30 are connected to the cable joint 75. At the same time, the outer cable 4 6 and the pin 6 7 are connected to the cable joint 76. The completed third push-pull cable 4 5 and the third inner cable 4 7. However, the operating force of the third brake lever 3F is transmitted to the first transmission system 4f of the front wheel brake Bf by the first cable damper. (Please read the notes on the back before filling this page)

Mi- 衣 --- I I .--- Order --------- Printed by the Consumer Cooperatives of the Intellectual Property Bureau of the Ministry of Economic Affairs This paper is printed in accordance with China National Standard (CNS) A4 (210 X 297 mm) ) -14-A7 B7 Printed by the Consumers' Cooperative of the Central Standards Bureau of the Ministry of Economic Affairs 5. Description of the invention (4), Figure 2 3 is a chart illustrating the effect of the hold release catching correction method, and Figure 2 4 is a description of the speed correction Figures 2 and 5 are diagrams illustrating the functions of the subsidy correction method. As shown in Figures 1 to 3, the front wheel WF of the Stark locomotive V equipped with a selective power unit P is used as a hydraulic wheel brake, and a disc brake front wheel which is activated according to the effect of oil pressure is installed. The brake BF is a mechanical wheel brake provided on the rear wheel W r as a mechanical wheel brake. The conventional mechanical rear wheel brake BR is used to exert the braking force according to the amount of movement of the lever 1. There are grips on the left and right ends of the handlebar in the operating direction, and the right end of the handlebar can be operated by the right hand of the gripping part 2f as the first brake operating member. 1 brake lever 3 f, while operating the right end of the handlebar in the holding direction, the axle support can be used with the grip _ 2 F left hand can be operated as the second brake operating member, 2 brake lever 3 r. The first brake lever 3 F and the front wheel brake B f are transmitted through the operating force of the first brake lever 3 F. The first transmission system 4 F to the front wheel brake BF is connected to the second brake lever 3 R and The operation lever 1 ′ of the rear wheel brake BR is mechanically transmitted to the second transmission system 4R of the rear wheel brake BR by the operating force of the second wheel brake 3R. And the middle portion of the two transmission systems 4f and 4r is connected to the actuator 5 and the actuator 5 is activated. The braking force of the front wheel brake B F and the rear wheel brake B R can be adjusted. The first push-pull cable 2 5X connecting the first brake lever 3F and the actuator 5 is provided with a first cable damper 24i, and the second push-pull cable 2 connecting the second brake lever 3r and the actuator 5 is installed with a second cable 52 Damper 2 4 2. These continuous cable dampers 2 4ι '242 are arranged on the paper size of the frame and are applicable to the Chinese National Standard (CNS) A4 specification (21〇 × 25 > 7 mm) ~~ One--7------; ----- 衣-(Please read the precautions on the back before filling out this page) ΐτ S. A7B7 V. Description of the invention (27) Figure 2 1 A chart illustrating the function of the basic subsidy calculation method · Figure 2 2 series Chart explaining the function of input speed correction means · (Please read the precautions on the back before filling this page) Figure 2 3 is a chart explaining the function of holding release correction means. Figures 24 and 4 are diagrams illustrating the function of the speed correction means. Figure 2 5 is a circular table explaining the function of adjusting the catching method. [Explanation of symbols] 3 R 2nd brake lever (brake operating member), 5 actuator * 2 5 2 2nd push-pull cable (cable) 2 6 Master cylinder , 4 5 3rd push-pull cable (cable) * 51 temperature sensor (operation stroke detection means), 5 2 electronic control unit (open-loop control means), BF front wheel brake (hydraulic brake), BR rear wheel Brakes (mechanical brakes), M1 Basic assistance calculation method (Basic load factor calculation method, printed by the Consumer Cooperatives, Intellectual Property Bureau, Ministry of Economic Affairs), M2 Input speed correction method (the first load ratio correction method) 9 Μ 3 holding release correction method (the second load factor correction method), Μ 4 speed correction method (the third load factor correction method), and Μ 5 adjustment correction method (the fourth load factor correction method). This paper size applies to Chinese National Standard (CNS) A4 (210 X 297 mm) Printed by the Consumers' Cooperative of the China Standards Bureau of the Ministry of Economic Affairs A7 B7 V. Description of the invention (5) Downward direction ... (-dow.n tufci .e.,) to the right and left. A battery 5 3 is arranged above the first cable damper 2 on the right side, and an electronic control unit 52 is arranged above the second cable damper 2 4 2 on the left side. According to FIG. 1 and FIG. 2, the reference numeral 56 and 6 refer to the fuel tank of the master cylinder 26 after the actuator 5. The reference numeral 57 refers to the front cylinder brake Bf connected to the master cylinder 26 (see FIG. 3). The bleed joint for bleed air at the upper end of the pipe 2 7 'symbol 4 5 is connected to the third push-pull cable from the actuator 5 and the symbol 5 8 is the fuel tank. The structure of the first cable damper 2 is described below with reference to FIG. 4. The first push-pull cable 2 5 α is formed by a cable 2 9 α connected to the outside of the first brake lever 3 F and a cable 2 9α connected to the outside of the actuator 5. In addition, the first cable damper 24α is provided in a cylindrical shape and is combined with the damper housing 31 in the frame and a cylindrical movable member inserted in the damper housing 31 so as to be relatively movable in the axial direction. 3 2 and a cylindrical fixed member 3 3 which can be relatively slidably fixed in the damper housing 3 1 and a movable member 3 2, and can be inserted in the damper housing 3 1 to move in the axial direction, and The flange 3 4 a is a sliding member 3 4 abutting on the flange 3 2 a, and the two springs 3 between the flange 3 2 a contracted on the movable member 3 2 and the flange 3 3 a of the fixed member 3 3 5, 3 5. The flange 3 3 a of the fixed member 3 3 fixes the end of one outer cable 2 9i, and the flange 3 2 a of the movable member 32 fixes the end of the other outer cable 29χ. Therefore, the two springs 35, 35 are Pull the outer cable 29: ^ '2 9 α and exert elastic force in a direction away from each other. This paper size applies Chinese National Standard (CNS) ΛΑ specifications (210X 297 mm) [J ---: -------- ^ pack— (Please read the precautions on the back before filling this page) l · Order 8 5 Description of the invention (28) Printed by the Consumer Cooperative of the Intellectual Property Bureau of the Ministry of Economic Affairs A7 ^ / 7 / ^ ____ B7 P Selective power unit V Stark locomotive WF .Λ 刖 Wheel WR rear tfrA lose 1 action lever 2 F grip Part 3 F 1st brake lever 4 F 1st transmission system 4 R 2nd transmission system 2 5 1 1st push-pull cable 2 4 1 1st cable damper 2 4 2 2nd cable damper 5 3 battery 5 6 fuel tank 5 7 Bleed joint 5 8 mn \ w Fuel tank 2 9 1 Outer cable 3 0 1 Inner cable 3 1 Damper shell 3 2 Movable member 3 3 Fixed member 3 4 Slide member 3 3 a, 3 4 a Flange 3 5 Spring (please Read the idea on the back before filling out this page) f! TT_i !!%, this paper size is applicable to China National Standard (CNS) A4 (210 X 297 mm) -31 -A7 B7 V. Description of the invention (6) On one end side of the damper case 3 1, a movable member 3 2-which protrudes from the end of the damper case 3 1-is fixed to the first load detection switch 3 8 1, the brake operation input from the first brake lever 3 F is in a state of a predetermined load range, that is, the movable member 3 is moved according to the traction of the first push-pull cable 2 2 when the compression spring 3 5, 3 5 stroke is moved, The first load detection switch 3 will be turned on within the specified range of the stroke. If this is described in more detail, if the first brake lever 3F increases and exceeds its operating force, that is, the inner cable 3 Oi is pulled in the direction of arrow A. As the load increases and exceeds the predetermined value, the movable member 3 2 compresses the spring 3 5, 3 5 to the fixed member 3 3 due to the load of the two outer cables 291 * 29 !, which move closer to each other. As a result, the movable member 3 2 The detection element of the first load detection switch 3 is activated so that the first load detection switch 3 becomes 0 N. As shown by circle 5, the second cable damper 2 42 basically has the same structure as the first cable damper 2 described above, and the same components as those of the first cable damper 2 4 i are marked with the same symbol and are only shown in the drawing. However, the second cable damper 2 42 only has two dish-shaped springs 36 between the flange 3 4 a of the sliding member 3 4 and the flange 3 2 a of the movable member 32. The point 36 is different from the first cable damper 2 4 α described above. However, when the second brake lever 3 «* pulls the second push-pull cable 2 5 2 within the cable 3 02 in the direction of the arrow A, if the load is within the predetermined range, the second load detection switch 3 82 will be turned on. According to the use of a small plate constant spring 3 6, 3 6 to the second load detection switch 3 82 This paper size applies the Chinese National Standard (CNS) A4 specification (210 X 297 mm) ----- -------- * I — I I- 1 II ^ · I I ------ (Please read the general matters on the back before filling out this page) Printed by the Consumer Cooperative of Intellectual Property Bureau of the Ministry of Economic Affairs 9 Printed by the Consumer Cooperative of the Intellectual Property Bureau of the Ministry of Economic Affairs A7 _, v__B7 V. Description of the invention (29) 3 8! 1st load detection switch 3 8 2 2nd load detection switch 3 6 dish spring 6 1 1st planetary gear mechanism 6 2 2nd planetary gear mechanism 7 Electromagnetic brake 8 Motor 9 Housing 7 a »8 a Rotary shaft 1 6! 1st ring gear 1 6 2 2nd ring gear 1 7 a 1st sun gear 1 7 2 2nd sun gear 181 1st planetary gear 1 8 2 2nd planetary gear 1 9 1 planetary gear 2 0 1 1st control shaft 2 0 2 2nd control shaft 4 8 1 1st sector gear 4 8 2 2nd sector gear 4 9 1 Driven gear 43 Piston detonator 3 9 Cylinder block 4 1 Pressure chamber This paper size applies to China National Standard (CNS) A4 (210 X 297 mm) (Please read the note on the back first (Fill in this page again)

-32-A7 B7 V. Description of the invention (7) 'Load, so that the load change when the input stroke is small will become larger. On the other hand, it is possible to reduce the load loss which is used as a reference when the cable damper is not used, and to reduce the invalid stroke so as not to make the brake operation feel uncomfortable. The structure of the actuator 5 is described below with reference to FIGS. 6 to 10. The actuator 5 is provided with a first planetary gear mechanism, a second planetary gear mechanism 62, an electromagnetic brake 7 as a sun gear braking means, and a motor 8 capable of freely rotating in forward and reverse directions. The housing 9 of the actuator 5 is coupled to the first housing case member 10 of the motor 8 and the first housing member 10, and at the same time, an electromagnetic brake 7 is installed on the same axis as the rotation axis of the motor 8. The second shell member 11 is formed. The rotary shaft 7 a of the electromagnetic brake 7 and the rotary shaft 8 a of the motor 8 are arranged on the same axis, and the ends thereof are butted against each other. The first planetary gear mechanism 6ι is disposed on the outer periphery of the rotary shaft 8a of the motor 8, and includes a first ring gear 16i surrounding the outer periphery of the end of the rotary shaft 8a of the motor 8. and formed on the rotary shaft of the motor 8. The first sun gear 172 at the end of 8 a, and the plurality of first planetary gears 1 8, 1 8 meshed with the first ring gear 16i and the first sun gear 17 7... Printed by a consumer cooperative (please read the precautions on the back before filling out this page), and support the first planetary gear ISi > 18! ...... as the first planetary gear 19i which can rotate freely. In addition, if the motor 8 is driven, the first planetary gear mechanism 6 can be driven in rotation: the first sun gear 17! ° The first planetary gear mechanism 62 is provided; the end portion of the rotary shaft 7a surrounding the electromagnetic brake 7 is provided The second ring gear 1 62 on the outer periphery and the second sun gear 172 formed on the end of the rotating shaft 7 a of the electromagnetic brake 7 are in accordance with the Chinese National Standard (CNS) A4 (210 X 297 mm) 10 -A7 V. Description of the invention (30) 4 0 Piston 4 2 Return spring 2 7 Pipe 4 4 Cap seal 3 9 a Deflate P 1 0 a Stopper 6 1 Collar 6 2 Upper boom 6 3 Low boom 6 4 Adjusting boom 6 5 Bolt 6 6 Cable joint 6 7 Pin 6 8 Adjusting bolt 6 9 Pin 7 0 Adjusting nut 5 0 Control lever 5 0 a Printed by the Consumer Cooperative of the Intellectual Property Bureau of the Ministry of Economic Affairs 75 * 76 Cable connector 4 8 a Long hole 5 4 Front wheel speed sensor 5 5 Rear sensor (Please read the precautions on the back before filling this page)

This paper size is in accordance with Chinese National Standard (CNS) A4 (210 X 297 mm) -33-Printed by the Consumers Cooperative of the Central Standards Bureau of the Ministry of Economic Affairs A7 _______B7 V. Description of the invention (8) Meshed to the second ring gear 1 62 And the second planetary gear 1 72 of the second sun gear 1 72 1 82 ′ 1 82 ...... ′ and the second planetary gear 1 82 1 1 8 2 ...... are supported freely The second planetary gear 192. Further, the electromagnetic brake 7 is capable of braking and stops the rotation of the second sun gear 172 of the second planetary gear mechanism 62. The first ring gear 16! And the second ring gear 1 62 are the same component, and the first planetary gears 18ι, 18ι ... and the second planetary gears 1 8 2-1. 8 2 .... .. while being positioned in the radial direction, it is clamped between the first planetary retractor 19α and the second planetary retractor 192 relatively smoothly. Since the first and second ring gears 16, and 62 form the same member, the number of parts can be reduced, and the actuator 5 can be miniaturized. The first control axis 2 (^ and the second control axis 202) are arranged in front of the rotation axis 7a of the electromagnetic brake 7 and the rotation axis 8a of the motor 8, and the rotation axes 7a, .8a are equal to each other. A cylindrical portion is formed at the inner end of the first control shaft 20α, and the inner periphery of the cylindrical portion is fitted to the inner periphery of the second control shaft 2 0 2 relatively freely, and the first control shaft 2 CU and the second control shaft In the 002 series, the axes of the first and second planetary gear mechanisms 62 are coaxially arranged on a parallel common axis. As can be seen from Figs. 7 and 9, the first control shaft 2 Oi is fixed as the first control. The first sector gear 4 of the component, the first sector gear 4 8ι is meshed with the driven gear 4 9α integrally installed on the first planetary gear 19i. The first control shaft 2 Oi is fixed and the main shaft will be described later. The piston knocker of cylinder 2 6 (t〇n knocker,) 4 3. This paper size is applicable to China National Standard (CNS) A4 specification (210X297 mm)-installed --- (Please read the precautions on the back before filling (This page) Order ---- -11-A7

5. Description of the invention (9) The main cylinder 2 6 is provided with a cylinder block 3 9 fixed to the actuator 5 housing 9 and a cylinder block 3 9 slidably fitted with the front surface facing the pressure chamber 41. The piston 40 is accommodated in the pressure chamber 41 and a return spring 4 2 that exerts elastic force by pressing the piston 40 to the rear side (right side in FIG. 9), and is connected to the front end of the cylinder block 39 Line 2 7 in pressure chamber 41. The rear end of the piston 40 protruding from the rear end of the cylinder block 39 is lowered to the piston knocker 4 3. If the first sector gear 481 is located at the position shown by the solid line in FIG. 9, it is installed on the piston 4. The cup seal 4 4 of 0 is located at the position where the air vent 3 9 a formed in the cylinder block 3 9 is opened, and the first sector gear 4 8 is from the solid line position in the counterclockwise direction (making the piston 4 The direction of 0 retreat) is slightly rotatable at the position of the chain line, and abuts against the stopper 10 a at the position of the chain line to restrict its rotation. The rotation angle between the solid line position and the chain line position is set in consideration of the position of the air vent 3 9 a or the uneven processing accuracy of the gears. If the second sector gear 4 8a abuts on the stopper 1 0 a When the piston 40 reaches the retreating end, the cover seal 44 of the piston 40 surely opens the air bleed port 39a, and the cover seal 44 does not retract too far from the air bleed port 39a. * However, if the first control shaft 2 0a is When the piston knocker 4 3 presses the piston 40, the piston 40 acts on the side of the reduction pressure chamber 41, and the hydraulic pressure generated in the pressure chamber 41 acts on the front wheel brake BF through the pipeline 27. As described above, the first control shaft 2 01 and the second control shaft 2 02 have the axes of the first and second planetary gear mechanisms 62 parallel to each other on the same axis, and the two control shafts SOi and 202 are respectively arranged coaxially. This paper size applies to China National Standard (CNS) A4 (210 x 297 mm) 1Ω -12-(Please read the precautions on the back before filling this page) ______—--------- Ministry of Economy Wisdom Printed by the Consumer Bureau of the Property Bureau A7 B7 V. Description of the invention (10) Compared with the case where it is arranged on different axes, the actuator 5 can be made lighter and lighter. In addition, between the turning surface of the first sector gear 4 8α supported on the first control shaft 2 0α and the turning surface of the second sector gear 4 82 supported on the second control shaft 202, such as crossing the 1 'second control shaft 2CM, 202 is similarly equipped with a master cylinder 26, so 'the dead space in the actuator 5 is effectively used and the master cylinder 26 can be arranged to be lightweight. In FIG. 6 ′, FIG. 11 and FIG. 12, the first push-pull cable 2 5 connected to the first brake lever is shown, and the first control shaft 20α extending from the first housing member 10 to the outside, and The connection part of the first control shaft 2 ι extending to the outside of the container member 10. The outer periphery of the first control shaft 2 is relatively rotatable and the fitted collar 6 1 is welded with the upper boom 6 2 and the lower boom 6 3. At the same time, the outer periphery of the first control shaft 2 CU is fixed with bolts 6 5 to adjust the boom. 6 4. The first push-pull cable is connected to the upper end of the upper arm 6 2 via a cable connector 6 6. An adjusting bolt 6 8 pivotally supported by a pin 6 7 at the lower end of the lower boom 6 3 is a pin 6 9 which is supported by the middle portion of the adjusting boom 6 4, and an adjusting nut 70 is screwed at the tip. The coil spring 7 1 fitted on the outer periphery of the adjustment bolt 6 8 is printed by the consumer cooperation of the Central Bureau of Standards of the Ministry of Economic Affairs. (Please read the precautions on the back before filling this page.) In order to abut the above pins 6 9 The pressure is applied to the arc surface 70a formed at the lower end of the adjusting nut 70. Therefore, the low arm 6 3 integrated with the upper arm 62 is connected to the adjusting arm 6 4 through the adjusting bolt 6 8. From the first push-pull cable 2 5: When the upper boom 62 is rotated, the first control shaft 2 is rotated through the lower boom 6 3, the cable joint 6 6 and the adjustment arm stem 6 4. In addition, the adjustment nuts 70 are rotated in a semi-rotary manner because the paper sizes of the low boom 63 and the adjustment boom 64 are adapted to the national standard (CNS) A4 specification (210X297 mm) 13-A7 _ < i ~ r / 么 __B7 __.___ 5. Description of the invention (11) The relative angle is changed, and the phase of the first control axis 2 Oi can be fine-tuned arbitrarily. As a result, the piston knocker 4 3 provided on the first control shaft 2 Oi can be fine-tuned to the position shown by the solid line in FIG. 9. It can be clearly seen from FIG. 7 and FIG. 10, and the second control shaft 2 〇 2 As a second control member, a second sector gear 482 is relatively rotatably supported. The second sector gear 4 82 meshes with a driven gear 4 92 integrally mounted on the second planetary gear 192. The leading end stop portion 50 a of the control rod 50 fixed to the second control shaft 2 02 is fitted into the long hole 48a formed in the second sector gear 482. The stop portion 50a and the long hole 48a are constituted. Invalid kinematic mechanism • Also, in FIG. 10, to restrict the clockwise rotation end of the second sector gear 4 82, a stopper 1 is formed on the second housing member 1 1 to abut the second sector gear 4 82. 1 a 〇 In FIG. 6, FIG. 13, and FIG. 14, a second push-pull cable 252 connected to the second brake lever 3R and a second control shaft 2 extending outward from the second housing member 11 are shown. Connection portion • A pair of cable joints 75 and 76 are pivotally supported on the second control shaft 202 via an arm 73 fixed to the second control shaft 202 and a pin 74. The outer cable 292 and the inner cable 30 of the second push-pull cable 252 formed by the inner cable 30 are connected to the cable joint 75. At the same time, the first cable formed by the outer cable 46 and the pin 67 is connected to the cable joint 76. 3Push-pull cable 4 5 The third inner cable 4 7. However, the operating force of the third brake lever 3F is transmitted to the first transmission system 4f of the front wheel brake Bf. The first cable damper is installed (please read the precautions on the back before filling this page)

Mi- 衣 --- I I .--- Order --------- Printed by the Consumer Cooperatives of the Intellectual Property Bureau of the Ministry of Economic Affairs This paper is printed in accordance with China National Standard (CNS) A4 (210 X 297 mm) ) -14-Printed by the Consumer Cooperatives of the Central Standards Bureau of the Ministry of Economic Affairs A7 B7 V. Description of the invention (12) The first push-pull cable 25l, the main cylinder 26 and the pipeline 27 constitute the operation of the second 1 brake lever 3 R The second transmission system 4R transmitting the force to the rear wheel brake BR is composed of a second push-pull extension cable 2 52 and a third push-pull cable 45 provided with a second cable damper 2 42. An angle sensor 5 1 is fixed to the outer end of the second control shaft 2 0 2 extending from the actuator 5, and the angle sensor 51 detects the operation stroke of the second brake lever 3R. As shown in FIG. 3 ', a front wheel speed sensor 5 4 is installed on the front wheel wF and a rear wheel sensor 55 is installed on the rear wheel W R. However, the ON and OFF actions of the electromagnetic brake 7 of the actuator 5 and the turning method and the amount of action of the motor 8 are controlled by the electronic control unit 52, which is input to the first one, 2nd load detection switch_ 3 8 1 ′ 3 8 2 ′ Detected values of angle sensor 51, front wheel speed sensor 54 and rear sensor 55. Fig. 15 is a block diagram showing a control system for driving the brake b R via the actuator 5 due to the operation of the second brake lever 3 R connected to the rear wheel brake b R. When the second brake lever 3 R is operated, the braking force of the rear wheel brake b R is supplemented by the braking force of the front wheel brake B f. However, the amount of assistance is provided by the motor 8 installed on the actuator 5. The rotation speed is determined by load control. This control system consists of basic subsidy amount calculation means M1 (basic load factor calculation means), input speed correction means M2 (first load factor correction means), holding release correction means M3 (second load factor correction means), 'vehicle speed correction Means M4 (the third load factor correction means) and adjustment and correction means M5 (the fourth load factor correction means). This paper size applies to China National Standard (CNS) A4 specification (2 丨 0 × 297 mm) ^ ^^-(Please read the precautions on the back before filling out this page) Order _ 15-Staff Consumption of the Central Government Bureau of the Ministry of Economic Affairs Printed by the cooperative A7 B7 V. Description of the invention (13) The basic subsidy calculation method M1 is based on the rotation angle of the second control shaft 2 0 2 detected by the angle sensor 51 0 ° (that is, the second brake lever 3R's operating stroke Θ) to calculate the basic assistance amount converted to the load ratio of the motor 8. The input speed catching means M 2 is, for example, when the second brake lever 3 R is held firmly, and the braking force according to the operating speed is exerted. In order to obtain a proper braking feeling, it is detected by the angle sensor 51. The operation stroke 0 and the time change rate d Θ / dt based on the operation stroke 0 are used to correct the above-mentioned basic subsidy amount (basic load factor). The holding release correction means M3 is to compensate for the hysteresis of the brake pressure occurring during the travel time and the backward travel time of the piston 4 0 of the main cylinder 26, according to the operating stroke 0 detected by the angle sensor 51, once When the second brake lever 3R being held is held or returned, the subsidy amount is corrected. The speed detection means M4 is intended to improve the braking feeling of the locomotive when the vehicle stops when V stops, and to correct the subsidy according to the speed detected by the output of the front wheel speed sensor 54. The adjustment and correction means M5 follows the loosening of the 2 ′ and 3rd push-pull cables 252, 45 connecting the brake lever 3R to the rear wheel. If the braking force of the rear wheel BR is weakened, it is necessary to reduce the braking force of the front wheel brake b F. Correct the amount of subsidy. The operation of the embodiment of the present invention having the above-mentioned configuration is described below. If the brake operation input of the first brake lever 3 F or the second brake lever 3 R is below a predetermined value, the actuator 5 is not activated and the first brake lever 3 f · or the second brake lever 3 r is obtained. Wheel brake or rear wheel This paper size is applicable to China National Standard (CNS) A4 specification (210X297 mm) (Please read the precautions on the back before filling this page) I-Order

Printed by the Consumers' Cooperative of the Central Standards Bureau of the Ministry of Economic Affairs A7 --- B7 _____ ^ V. Description of the invention (14) The braking force of the brake B κ 'If the χ, the second load detection switch 3 8 1' 3 82 Do not change When connected, the electronic control unit 52 stops the operation of the motor 8 'at the same time' and becomes the electromagnetic brake 7 and becomes the 0FF state ', that is, the state where the second sun gear 1 72 is allowed to rotate freely. In this state, if only the first brake lever 3 F is braked, the hydraulic pressure is output from the master cylinder 26 with the rotation of the first control shaft 2 Oi towed by the first push-pull cable 2, and the hydraulic pressure thereof Then, the brake B f ′ is applied to the brake B f ′ through the line 27, and the braking force is applied to the front wheel brake BF. At this time, the rotational force input to the first control shaft 2 0α is transmitted from the first pinion gear 4 8ι to the first planetary wheat rotor 1 9! Via the driven gear 4. However, when the motor 8 is stopped and the first sun gear 17 is stopped, or when the second brake lever 3 .R. Is not braked, the second planetary gear 2 92 of the second planetary gear mechanism 62 is also Stop, so 'the rotation of the first planetary gear 19i is communicated via the first planetary gear 18x' 18α ..., the first and second ring gears 16α, 162 and the second planetary gears 1 82, 1 82 ... to the first 2 sun gear 1 72 ′, and the second sun gear 1 72 is idling. Therefore, unless the motor 8 and the electromagnetic brake 7 are not activated, the rear wheel brake 61? Will not be activated by the operation of the first brake lever 3F. When the motor 8 and the electromagnetic brake 7 are not activated, if only the second brake lever 3 R is used for braking operation, the rear wheel brake can be exerted due to the transmission of the mechanical brake operating force according to the second transmission system 42. Br This paper size applies to Chinese National Standard (CNS) A4 specification (210 X 297 mm) —, J -------- ^^ equipment-I 锖 read and read it back! Note for renewal: ir —i i —I— ^ in m * I ^ i -17-Printed by the Consumer Cooperatives of the Central Standards Bureau of the Ministry of Economic Affairs A7 ___B7 V. The braking force of the invention description (15). At this time, due to the traction of the second push-pull cable 2 52, even if the second control shaft 2 02 rotates, 'the first sun gear 1 7 i stops because the motor 8 is stopped, and then, as the first brake lever 3 F is located in a non-braking state The operating state is because the first planetary gear 1 9 i of the first planetary gear mechanism also stops, so the 'first and second ring gears; 16α, 1 6 2 are passed through the first planetary gears 1 8 1-1 8 1 ... … Fixed so that it cannot rotate. Therefore, the rotation system of the second planetary gear 192 is transmitted to the second sun gear 1 72 via the second planetary gears 1 82 ′ 1 82... And the second sun gear 1 will be idled. Therefore, unless the motor 8 and the electromagnetic brake 7 are activated, the front wheel brake B F will not be activated by the operation of the second brake lever 3R. If the brake operation input of the first brake lever 3 F or the second brake lever 3 R becomes more than a predetermined value, the actuator 5 is activated to interlock, and the front wheel brake Bj · and the rear wheel brake .BR are operated. When the first and second load detection switches 3 8 1 and 3 8 2 perform the switching action, the actuator 5 is activated by the electronic control unit 5 2, and at the same time, the electromagnetic brake 7 becomes the ON state. Sun gear 1 7 2. Here, 'if it is assumed that the brake lever 3 R of the brother 1 is used to perform a braking operation with an operation force greater than a predetermined value', as shown in FIG. 16, and the second sun gear 1 is braked by the electromagnetic brake 7, When the actuator 5 is slewing, the first planetary puller 19: and the second planetary puller 192 will be rotationally driven in opposite directions, and the second planetary puller 1 g2 will be driven as a whole. Gear 4 92 and second sector gear 4 82 will be driven clockwise in FIG. 16. However, because the second sector gear 482 is compatible with the paper standard (CNS) Eighty-fourth Secret (21 () > < 297 Public Celebration) --- --------- Gen-- : (Please read the notes on the back before filling this page)-Order I®. 18- A7 B7 Printed by the Consumers' Cooperative of Shiyang Standard Bureau of the Ministry of Economic Affairs 5. Description of Invention (16) Stopper 1 1 a Due to the limitation of rotation, the first planetary drafting gear 1 which is rotated due to its reaction force passes through the first driven gear 4 9ι and the first sector gear 4 83 ^ will rotate counterclockwise as shown in FIG. 16. As a result, the brake pressure is generated when the master cylinder 26 is activated, and the front brake BF is activated by the brake pressure. At this time, since the control portion 50 a of the control arm 50 is freely fitted into the long hole 4 8 a of the second sector gear 4 82, the second sector gear 4 82 The rotation system is not affected by the rotation of the second control shaft 202 caused by the operation of the second brake lever 3R. However, during the simultaneous activation of the front brake B F and the rear wheel brake B R, the operation of the actuator 5 is controlled based on the output of the angle sensor 51 which detects the rotation angle 0 of the second control shaft 202. If this is explained in more detail with reference to FIG. 18, if the second brake lever 3R is operated, first the rear wheel brake BR acts through the second push-pull cable 2 52 and the third push-pull cable 45, and the rear wheel WR is established. Braking force. When the operating load of the second brake lever 3 R is increased and the second load detection switch 382 of the second cable damper 242 is turned on, the actuator 5 is moved and the front wheel brake limiter ^ · is activated. As a result, the braking force distribution becomes curved along the ideal distribution line. At this time, if it is assumed that the invalid movement mechanism formed by the tie-down portion 50 a of the control arm 5 0 and the long hole 4 8 a of the second sector gear 4 82 does not exist, the actuator 5 starts and the rear wheel WR The braking force refers to the input component from the driver's second brake lever 3R, which will be added to the increased component caused by the activation of the actuator 5 (the slanted part in Figure 18). Standard (CNS) A4 specification (21〇297mm) (Please read the precautions on the back before filling this page) i @ 装. • ^^^ 1 In m ^ — I i ml ml ^ mm — ^ ϋ ma ^ n K ^ — ^^^ 1 im -19-printed by A 7 ______ B7 ___ ^ ____ 5 'Description of Invention of the Central Consumers Bureau of the Ministry of Economic Affairs (17) As indicated by the dotted line, the braking force of the rear wheel WR becomes too strong and too large Leaving from the ideal distribution line, the rear wheel w R has the possibility of increasing the locking tendency. However, in fact, the braking force of the rear wheel wR is only due to the input component from the driver. Therefore, by appropriately setting the amount of action of the actuator 5 to adjust the braking force of the front wheel w κ, it is easy to obtain The braking force distribution characteristics of the ideal distribution line, and also help to improve the braking feel. When the second brake lever 3R is operated, the control of the braking force (supplementary force) that occurs at the front wheels is mainly explained below with reference to FIGS. 20 to 25. -As shown in Fig. 20, the operating stroke of the second brake lever 3 R is increased by holding the second brake lever 3 R. If the second cable damper 2 4 2 and the second load detection switch 3 8 2 Ο N At this time, the motor 8 and the electromagnetic brake 7 of the actuator 5 are activated to start the assist control. At this time, the basic assist amount f (Θ) of the number of revolutions of the control motor 8 is #. As shown in FIG. 21, it becomes the rotation angle 0 of the second control shaft 2 0 2 (that is, the operation of the second brake lever 3 R As a function of the stroke 0), it is set to increase as the operation stroke Θ increases. If the actuator 5 drives the piston 40 of the main cylinder 26 forward, the actuator 5 will act as a predetermined reaction force until the brake pressure is generated through the exhaust port 3 9 a. However, in FIG. 2 1 The auxiliary amount established while the second load detection switch 382 is ON is a component required to absorb the above reaction force. However, the basic subsidy amount calculation means M 1 calculates the basic subsidy amount f (0) based on the operation stroke “Θ, and uses the basic subsidy amount f (0) as a basis to start the motor 8 of the actuator 5. Environmental control, so that this paper size is applicable to Chinese national standards (〇 叫 八 4 听 > (210 乂 297mm) — " -20-(Please read the precautions on the back before filling this page)丨 ® installation ---- 1 ---- Order A7 ___ _ B7 V. Description of the invention (18) (Please read the precautions on the back before filling this page) The brake according to the second brake lever 3 R operation stroke 0 occurs The pressure not only can obtain a brake feeling with a high linearity, but also because the control system of the open-loop control is simplified and the number of detection methods is reduced, which helps to reduce the cost. As shown in FIG. 20, after the second load detection switch 3 82 is turned on, Input speed correction range of operation stroke 0 reaching a predetermined value (area (A) in Fig. 20) 'Input speed correction means M 2 is based on the time differential value of operation stroke Θ < 10 / (11: to correct the basic subsidy amount. (0) »As shown in Figure 2 2 'The supplementary correction amount of the correcting means M 2 according to the input speed is determined by the constant KDVST The time differential value d0 / dt between RK and the operating stroke 0 is determined by KDVSTRKxde / dt or KDVSTRKX (d 0 / dt) 2. The Ministry of Economic Affairs ordered the Central Bureau of Consumer Affairs to print on the second brake lever 3 At the beginning of the operation of r, since the second brake lever 3 R is held firmly, it is generally operated, and the time differential value d 0 / dt of stroke 0 becomes larger, and the input speed correction range is due to the above-mentioned auxiliary correction amount KDVSTRKxd0 / dt plus the basic subsidy amount f (0), so the total subsidy amount will increase. As a result, when the second brake lever 3 R is held firmly, the supplementary force of the front wheel brake will be corrected in the increasing direction to increase the brake in the initial stage of braking. The brake feel can be improved by pressing the button. When the operating stroke is increased and the area (A) is increased, the input speed correction can be stopped, thereby avoiding the effect of excessive operation in the area with large operating stroke 0 (the area with large subsidy force). Supporting force. In FIG. 20 ′, in the area where the operating stroke 0 is shifted from increasing to holding and less holes (B), the holding release correction means M3 is to compensate the hysteresis of the main cylinder 26 to correct the subsidy amount. That is, the main Cylinder 2 6 Piston 4 0 This paper size applies to China National Standard (CNS) A4 (210X297 mm) -21-Employees' cooperation of China Standards Bureau, Ministry of Economic Affairs, Du printed A7 ——______ B7 V. Description of the invention (19) Further from the pressure of brake pressure State, and when the piston 400 stops and moves backward to the state of depressurized brake pressure, due to the looseness of the various parts of the main cylinder 26 or the deformation of the elastic members such as the cover seal 4, the brake pressure follows the piston 40. Backlash does not decrease immediately, but delay with a small amount of time decreases. Therefore, 'the hysteresis of the brake pressure will occur before the piston 40 advances and advances in the time of the piston 40 of the main cylinder 26', and to make the braking feel linear, the hysteresis must be compensated. In Figure 2 3 (B) 'as shown by the line-if the operating stroke 0 changes' If the change amount of the operating stroke 0 per unit time is regarded as △ 0, then this change amount Λ0 is made 4 times continuously Adding and moving average ΣΑΘ can be expressed by the line △ △ △. If this moving average ΣΛ0 takes a positive value, it is determined that the operating stroke 0 is in an increasing state, and the solid release chart shown in Figure 2 3 (C) is set to "0". If it is negative, the operating stroke Θ is determined In order to be in a reduced state, the holding release chart is set to "1 j. As shown in Fig. 2 3 (A), the subsidy amount when the operating stroke β is increased (illustrated by a dotted line) and the subsidy when the operating stroke is reduced by 0. The amount (indicated by the chain line) is set in advance in accordance with the hysteresis characteristics of the master cylinder 26. With the operation of the second brake lever 32, if the operating stroke 0 increases, the holding release chart is "0", so the subsidy amount is related to The supplementary amount when the operating stroke 0 increases as shown by the dotted line is the same. Soon due to the holding or returning of the second brake lever 32, if the holding release chart becomes "1 j, in order to compensate for the hysteresis, the subsidy amount will be changed from the subsidy amount shown by the dotted line to the trapped amount shown by the chain line. At this time In order to prevent the sudden change of the trapping amount, in the field (D), the national standard (CNS) A4 specification (210 × 297 mm) is applied to the paper size set in advance. --- M ----- ^ equipment- ------ ^ Order (please read the notes on the back before filling in this page) 22 Printed by the Prospective Bureau Consumers Cooperative in the Ministry of Economic Affairs A7 ______B7 V. Change rate α of the invention description (20) to reduce When the holding release chart becomes "0" by holding the second brake lever 3F again, the amount of subsidy will be changed from the amount of assistance indicated by the chain line to the amount of assistance indicated by the dotted line. At this time, in order to prevent sudden changes in the amount of subsidy, increase the amount of subsidy in the area (E) at a rate of change set in advance. Pressing, the absolute value I yS I of the above-mentioned change rate when the operation stroke 0 is increased is set to be larger than the absolute value of the above-mentioned change rate when the operation stroke 0 is reduced. In addition, the amount of supplementary correction by means of holding release correcting means M 3 is indicated by OFF CBS. In FIG. 20, the vehicle speed correction means M4 will reduce the subsidy amount when the vehicle speed V decreases and becomes the area immediately before the stop (c). That is, as shown in FIG. 4, if the vehicle speed V reaches the decreasing vehicle speed, the subsidy amount is reduced, and if the vehicle speed V reaches the subsidized off-vehicle speed, the subsidy amount is reduced to zero. Thereby, it is possible to reduce the braking force immediately before stopping and to perform smooth stopping. In addition, since the second load detection switch 3 82 is turned OFF and the amount of the assistance is reduced to 0 before the stop of the operation of the actuator 5, the second load detection switch 3 82 becomes 0 FF. Stopping the action can alleviate the reaction force transmitted to the second brake lever 3 R, and can improve the braking feeling. However, the second push-pull cable 2 52 and the third push-pull cable 4 5 connecting the second brake lever 3R to the rear wheel tend to gradually loosen due to extension over time or due to wear of the rear wheel Br brake pads. Due to the second and third push-pull cables 252 and 45, the braking force of the relaxed rear wheel brake BR will gradually decrease, but the front wheel brake is acted by the actuator 5 because it is linked to the rear wheel brake BR. BF's braking force This paper size is applicable to China National Standards (CNS) 8-4 (2 丨 OX; 297mm) (Please read the precautions on the back before filling this page) Order-23-Staff of the Central Standards Bureau of the Ministry of Economic Affairs Printed by the consumer cooperative A7 B7 5. The invention description (21) will not decrease, so 'the driver will pay attention to the second and third push-pull cables 2 5 2 and 4 5 slack. In addition, when the braking force of the front wheel brake BF is rapidly reduced due to the damage of the actuator 5 and the like, the braking force of the rear wheel brake κ is reduced due to the looseness of the second and third push-pull cables 2 52 and 4 5. In the state, the total braking force changes rapidly before and after damage to the soil, and this causes a problem that the driver is uncomfortable. Press to detect the slack of the second and third push-pull cables 25 2 and 45, and use the adjustment and correction means M 5 to reduce the subsidy amount as the slack increases as shown in Figure 25. At the same time, if the slack increases to a predetermined value After that, if the subsidy is stopped, the above problems can be solved. The slack amount for stopping the subsidy is set to be smaller than the slack amount detected by the second and third push-pull cables 2 52 and 45, and the slack amount activated by the alarm indicator is smaller. With this, the second and third push-pull cables 252, 45 can be alerted before the indicator is activated. The slack of the 2nd and 3rd push-pull cables 252 and 45 can be detected according to the deviation of the rotation axis 6 > (that is, the operating stroke 0) of the second control shaft 2202 when the second load detection switch 382 is turned on. . If this is explained further, if the second and third push-pull cables 252 and 45 are not in a normal state of slack, if the rotation angle β when the second load detection switch 382 is turned on is regarded as the second and third When the cable 252 is pushed and pulled, the rotation angle Θ when the load detection switch 3 8 2 0 Ν becomes equal to the above-mentioned 0 when 45 is loosened. Difference of 01. So, just calculate the deviation 01 — Θ. At this time, this deviation can correspond to the slack of the second and third push-pull cables 252, 45. This paper size applies Chinese National Standard (CNS) Α4 specification (2 丨 〇 Father 297 male) (Please read the precautions on the back before filling this page)

A7 B7 V. Description of the invention (22) The load is 8 dnn and the 5 devices are ntnn. The area is) ο Integrate the integration into the internal change. The upper part will be y and t if the U D rate.

XKRTSYDK + s) x 0 / V f {XR τ G s R s ο B sc B II VGR 〇s B c X TJ DF \) y A Niy. 1 B 2 (c (K '\ X s) B) cst KB d! Ic \ yF 0 t F duo (D + (Please read the precautions on the back and fill in this education first) The Central Working Group of the Ministry of Economic Affairs and the Consumer Cooperatives printed on the formula (1), calculated according to Figure 2 1 The basic subsidy 爨 f () is added to the subsidy correction amount KDVSTi ^ KX (d0 / dt) calculated according to Fig. 22, and the sum of CBSSTR and CBSSTR can be calculated by multiplying the sum by CBSSTR. Moreover, in equation (2 ), For the above subsidy amount, CBSORG multiplied by the subsidy correction coefficient calculated according to circle 25 1 10 3 ??] At the same time, add or subtract the holding release correction amount to the product (refer to Figure 23: ), And the final load factor Duty can be calculated by multiplying the coefficient KCBS in order to make the load factor 0 to 100%. The situation of performing the anti-lock brake control is described below. According to the front wheel speed sensor 5 4 And the rear wheel sensor 5 5 detects that the wheels become locked, the electronic control unit 5 2 turns the electromagnetic brake 7 on, and at the same time, starts the motor 8 to The above-mentioned interlocking action works in the opposite direction. Therefore, as shown in FIG. 17, the first planetary drafting device 1 and the second planetary drafting device 1 92 are opposite to each other. This paper applies the Chinese National Standard (CNS) A4. Specifications (210X297 mm) -25-Printed by the Consumers' Cooperative of the Central Standards Bureau of the Ministry of Economic Affairs A7 __ B7 V. Description of the invention (23), and it is driven to rotate in the opposite direction to the above-mentioned linkage operation, and the first sector gear 4 8 It is clockwise in Fig. 17 and the second sector gear 482 is driven in the counterclockwise direction. At this time, the rotation of the "first sector gear 48 :!" is directly transmitted to the first control shaft 2 0, and the first The control shaft 2 is rotated in the direction of weakening the braking force of the front wheel WF, and the rotation of the second sector gear 4 82 is transmitted to the end of the long hole 4 8 a because the stop of the control arm 50 is attached to the end of the long hole 4 8 a. 2 control shaft 2 〇2, and the second control shaft 002 is oriented in the direction of weakening the braking force of the rear wheel WR. Furthermore, the actuator 5 ON 'OFF' can be performed repeatedly according to the wheel slip ratio. Effectively avoid anti-lock brake control of wheel lock. Furthermore, in the first and second transmission systems 4f > 4 R, first and second cable dampers 2 4 are respectively installed between the actuator 5 and the first and second brake levers 3 F and 3 R: When the braking force in the anti-lock brake control is increased again, by making the motor 8 into a non-starting state, the reaction force stored in the cable dampers 24ι, 242 can be used, and the anti-lock brake is being executed. In the control, it is possible to avoid directly acting on the first brake lever 3 F or the second brake lever 3 R from the actuator 5 side, and to obtain a good operation feeling. However, the actuator 5 of this embodiment is provided with a stopper 10a (see circle 9) that restricts the rotation range of the first sector gear 4 connected to the master cylinder 26, and the following effects can be obtained. In Fig. 19, for example, when the speed of the front wheel WF is lower than the set speed, the anti-lock brake control is started. As the actuator 5 is activated, the Chinese paper standard (CNS) A4 applies to this grid (210X 297) Mm) ~ '' -26---- Γ 丨 ~. 丨 一 # 装 I- (Please read the precautions on the back before filling in this page) ^^^ 1 n ^ — ^ ia ^ ii — ^ ϋ m «·, τ -I—-. ^-/ m --1 ----- II —-I-i I--I. Printed by the Consumer Cooperatives of the Central Standards Bureau of the Ministry of Economic Affairs A7 ____B7 V. Description of the invention (24) 1 sector gear 4 8: The turning angle decreases in the direction of weakening the braking force, and the braking force of the front wheel WF also decreases. As the rotation angle of the first sector gear 4 8ι decreases, the piston 40 of the main cylinder 26 retreats with the piston knocker 43. In FIG. 9, after the air outlet 39 a is opened at the cover 44, the first sector gear 48: abutment on the stopper 10 a to restrict its rotation. At this time, if it is assumed that the stopper 10 a does not exist, the first sector gear 4 is rotated again as shown by the dotted line in FIG. 19 and the lever reaction force of the first brake lever 3 F is also greatly increased, and will become Reduce the feel of the brake lever. In addition, when the actuator 5 is activated and the first sector gear 4 8m is rotated in the direction of increasing the braking force, the cap seal 4 of the piston 40 closes the exhaust port ^ 3 9 a and the braking pressure occurs in the pressure chamber 41. The timing will be delayed 'and will reduce its responsiveness. However, as in this embodiment, the rotation of the first sector gear 4 in the backward direction of the piston 40 is restricted by the stopper 10a. The first drive is driven with the activation of the actuator 5 which is to increase the braking force. When the sector gear 4 8 iL, the piston 40 is rapidly advanced to generate braking force, thereby preventing a reduction in responsiveness. The embodiments of the present invention have been described in detail above. However, the present invention can be modified in various ways without departing from the scope of the present invention. [Effects of the invention] As above, if the invention according to item 1 of the scope of the patent application 'is based on the operating stroke of the brake operating member detected by the operating stroke detection means', the basic paper size applies to the Chinese National Standard (CNS) A4 specification (210X297 mm) 〉 (Please read the precautions on the back before filling this page) J, *. 1. β nm ^^^ 1 nn ^^^ 1 ^ nn — ^ ϋ One, Jn i —m — ^ n (da—nn d ^ — mf —I: — I —1-I-^^^ 1 m HI, zero eic--27-A7 ____B7_ V. Description of the invention (25) The load factor calculation method will calculate the basic required to drive the actuator Load rate, and the open-loop control means will perform open-loop control of the actuator based on this basic load rate, so that the braking pressure that occurs according to the operating stroke of the brake operating member can not only obtain a very linear braking feeling, but also, Due to the simplification of the open-loop control control system and the reduction in the number of detection methods, it is cost-effective to reduce the cost. If the invention is based on the second patent application, the first load factor correction method of the open-loop control method can be based on the operating schedule. Time change rate to correct the basic Load rate, therefore, the braking force can be changed according to the operating speed of the brake operating member to obtain a better braking feeling. Also, if the invention is based on the third item of the patent application scope, the second load factor of the open-loop control means The correction means is to compensate the hysteresis of the output brake pressure of the main cylinder and correct the basic load factor. Therefore, the difference in braking force between the increase and decrease of the operating stroke of the brake operating member can be reduced, and it can be more linear. High brake feeling. Printed by the Consumers' Cooperative of the China Standards Bureau of the Ministry of Economic Affairs (please read the precautions on the back before filling out this page). If the invention according to item 4 of the scope of patent application, 3 The load factor correction method can correct the basic load factor when the vehicle is stopped immediately before the low speed, so it can reduce the braking force immediately before the stop and stop smoothly. Also, if the invention according to item 5 of the scope of patent application is applied, because The fourth load factor correction method of the open-loop control method can correct the basic load factor based on the amount of slack in the cable. Therefore, the machine should respond to the increase in the amount of slack in the cable. The reduction of the braking force of the mechanical brake can reduce the braking force of the hydraulic brake. The driver can recognize the increase in the amount of slack in the cable. This paper standard applies to Chinese national standards. (〇 ^) 8 4 specifications (210 father 297 mm) 28-Printed by the Central Bureau of Standards of the Ministry of Economic Affairs for employee cooperation 5. Printed description of the invention (26) Brief description of the drawings Figure 1 is the overall side view of the locomotive. Figure 2 is the direction of Figure 1-2 Arrow symbol diagram. Figure 3 is a structural diagram of a brake device. Figure 4 is a longitudinal sectional view of a first cable damper. Figure 5 is a longitudinal sectional view of a second cable damper. Figure 6 is a right side view of an actuator ( Figure 7-6 arrow arrow symbol). Fig. 7 is a sectional view taken along line 7-7 in Fig. 6; Fig. 8 is a left side view of the actuator (Fig. 7-8 arrow sign diagram _ Fig. 9 is a cross-sectional view taken along line 9-9 of Fig. 7. Fig. 10 is a cross-sectional view taken along line 10-10 of Fig. 7 Figure 11 is a cross-sectional view taken along line 11-11 of Figure 6 ° Figure 1 2 is a cross-sectional view taken along line 1 2-12 of Figure 6 Figure 1 3 is a cross-sectional view taken along line 1 3-1 3 of Figure 8 Figure 1 4 Fig. 8 is a sectional view taken along line 1-14. Fig. 15 Block diagram of the control system of the 5 series interlocking brake. Fig. 16 Description of the function of the interlocking brake. Fig. 17 illustrates the function of the anti-locking brake. Figure 18 is a chart illustrating the action of the interlocked brake. Figure 19 is a timetable illustrating the action of the anti-locking brake. Figure 20 is a timetable illustrating the action of the interlocked brake. ° This paper size applies the Chinese National Standard (CNS) A4 specification ( 210 X 297 mm) I ------- @ 装-(谙 first read the notes on the back and then fill out this page) Order Φ. A7B7 V. Description of the invention (27) Figure 2 1 illustrates the basic subsidy amount Chart of the calculation method function. Figure 2 2 is a chart illustrating the function of the input speed correction method. (Please read the precautions on the back before filling out this page.) Figure 2 3 is a chart of the function of the holding release correction method. Table 2. Figure 4 is a chart explaining the function of the speed correction means. Figure 2 5 is a circular chart explaining the function of the adjustment and catching method. [Explanation of symbols] 3 R 2nd brake lever (brake operating member), 5 actuator * 2 5 2 2nd push-pull cable (cable) 2 6 master cylinder, 4 5 3rd push-pull cable (cable) * 51 temperature sensor (operation stroke detection means), 5 2 electronic control unit (open-loop control means), BF Front wheel brakes (hydraulic brakes), BR rear wheel brakes (mechanical brakes), M1 Basic assistance calculation method (Basic load factor calculation method, printed by the Consumers' Cooperative of Intellectual Property Bureau, Ministry of Economic Affairs), M2 Input speed correction method (the first load factor correction method) 9 Μ 3 Hold release correction method (the second load factor correction method), Μ 4 Speed correction method (the third load factor correction method), Μ 5 Adjustment correction method ( The fourth load factor correction method.) This paper size applies the Chinese National Standard (CNS) A4 specification (210 X 297 mm). 5. Description of the invention (28) Printed by the Consumer Cooperative of the Intellectual Property Bureau of the Ministry of Economic Affairs A7 ^ / 7 / ^ ____ B7 P Selective power unit V Stark locomotive WF .Λ 刖 Wheel WR rear tfrA lose 1 action lever 2 F grip 3 F 1st brake lever 4 F 1st transmission system 4 R 2nd transmission system 2 5 1 1 Push-pull cable 2 4 1 1st cable damper 2 4 2 2nd cable damper 5 3 battery 5 6 fuel tank 5 7 vent connection 5 8 mn \ w fuel tank 2 9 1 outer cable 3 0 1 inner cable 3 1 damper Shell 3 2 Movable member 3 3 Fixed member 3 4 Sliding member 3 3 a, 3 4 a Flange 3 5 Spring (Please read the idea on the back before filling this page) f! TT_i !!%, This paper size is applicable to China National Standard (CNS) A4 Specification (210 X 297 mm) -31-Printed by the Consumer Cooperative of the Intellectual Property Bureau of the Ministry of Economic Affairs A7 _, v__B7 V. Description of the Invention (29) 3 8! The first load detection switch 3 8 2 No. 2 Load detection switch 3 6 Dish spring 6 1 First planetary gear mechanism 6 2 Second planetary gear mechanism 7 Electromagnetic brake 8 Motor 9 7 a »8 a Rotary shaft 1 6! 1st ring gear 1 6 2 2nd ring gear 1 7 a 1st sun gear 1 7 2 2nd sun gear 181 1st planetary gear 1 8 2 2nd planetary gear 1 9 1 Planetary gear 2 0 1 1st control shaft 2 0 2 2nd control shaft 4 8 1 1st sector gear 4 8 2 2nd sector gear 4 9 1 driven gear 43 piston knocker 3 9 cylinder block 4 1 pressure The paper size of the room is applicable to the Chinese National Standard (CNS) A4 (210 X 297 mm) (Please read the precautions on the back before filling this page)

-32-A7 V. Description of the invention (30) 4 0 Piston 4 2 Return spring 2 7 Pipe 4 4 Cap seal 3 9 a Deflate P 1 0 a Stopper 6 1 Collar 6 2 Upper arm 6 3 Low Boom 6 4 Adjusting the boom 6 5 Bolt 6 6 Cable joint 6 7 Pin 6 8 Adjusting bolt 6 9 Pin 7 0 Adjusting nut 5 0 Control lever 5 0 a Printed by the Consumers ’Cooperative of the Intellectual Property Bureau of the Ministry of Economic Affairs 75 * 76 cable connector 4 8 a long hole 5 4 front wheel speed sensor 5 5 rear sensor (please read the precautions on the back before filling this page)

This paper size applies to China National Standard (CNS) A4 (210 X 297 mm) -33-

Claims (1)

Attachment 2: A8 B8 C8 D8 goods (ψ VI. Application for Patent Scope No. 841 1 0781 Chinese Patent Application Scope Amendment May 1998 (Please read the notes on the back before filling this page) 1 kind The brake pressure control device of the brake device of the vehicle is to start the actuator (5) according to the operation of the brake operating member (3R), so that the main cylinder (2 6) driven by the actuator (5) is started. The brake device of a hydraulic brake (BF) vehicle is characterized in that it is provided with: a basic basis for calculating a basic load factor required to drive the actuator (5) according to the output of the above-mentioned operation stroke detection means (5 1); Load rate calculation means (Ml), and an open loop control means (5 2) for performing open loop control of the actuator (5) based on the output of the basic load rate calculation means (Ml). Employee Cooperatives, Intellectual Property Bureau, Ministry of Economic Affairs Printed 2. The brake pressure control device for the brake device of the vehicle as claimed in item 1 of the scope of patent application, wherein the above-mentioned open-loop control means (52) has a correction based on the time change rate of the operation stroke The first load factor catching positive means (M2) of the basic load factor. 3. For example, the brake pressure control device of the brake device of the vehicle in the scope of patent application item 1, wherein the above-mentioned open loop control means (52) has the The second load factor correction method (M3) to correct the above basic load factor is the hysteresis of the output brake pressure of the main cylinder (2 6) that occurs between the increase and decrease of the operating stroke. The brake of the brake device of the vehicle in item 1 applies the Chinese national standard (CNS) A4 specification (210X297 mm). Attachment 2: A8 B8 C8 D8 goods (ψ 6. Patent application scope No. 841 1 0781 patent application Amendments to the scope of patent application in Chinese Amended in May of the Republic of China (please read the precautions on the back before filling out this page) 1 brake pressure control device for the brake device of a vehicle, which is caused by the activation of the brake operating member (3R) The brake device of the vehicle that causes the main cylinder (2 6) driven by the actuator (5) to start the hydraulic brake (BF) is characterized in that: The basic load factor calculation means (Ml) for calculating the basic load factor required to drive the actuator (5) according to the output of the above-mentioned operation stroke detection means (5 1), and according to the output of the basic load factor calculation means (Ml) The open-loop control means (5 2) for the open-loop control of the actuator (5). Printed by the Consumer Cooperatives of the Intellectual Property Bureau of the Ministry of Economic Affairs 2. The brake pressure control device of the brake device of the vehicle, such as the scope of patent application Among them, the above-mentioned open-loop control means (52) is a first load-rate capture correcting means (M2) that corrects the basic load rate based on the time change rate of the operation stroke. 3. The brake pressure control device for the brake device of a vehicle according to item 1 of the scope of patent application, wherein the above-mentioned open-loop control means (52) is provided with a master to compensate for the increase and decrease of the operation stroke. The output brake pressure hysteresis of the cylinder (2 6) is the second load factor correction method (M3) that corrects the basic load factor. 4. If the brake of the vehicle's brake device of the scope of the patent application is applied for, the paper size is applicable to the Chinese National Standard (CNS) A4 specification (210X297 mm) 888 8 ABCD, the patent application pressure control device, among which the above open-loop control Means (52), a third load rate correction means (M4) to correct the above basic load rate when the vehicle is stopped at a low speed immediately before the vehicle stops, such as the brake pressure control of the brake device of the vehicle applying for item 1 of the patent scope The device 'wherein' the brake operating member (3 R) is connected to the actuator (5) and the mechanical brake (BR) via a cable (252 '45). The above-mentioned open loop control means (5 2) is based on the above The fourth load factor correction method (M5) for slackening the cables (2 52, 4 5) to correct the basic load factor. (Please read the precautions on the back before filling out this page), vs Γ Ⅱ Printed by the Intellectual Property Bureau Employees Consumer Cooperatives of the Ministry of Economic Affairs This paper is printed in accordance with the Chinese National Standard (CNS) A4 specification (210X297 mm) 888 8 ABCD, application Patent range pressure control device, in which the above-mentioned open-loop control means (52) is provided with a third load rate correction means (M4) that corrects the above-mentioned basic load rate at a low speed immediately before the vehicle stops. The brake pressure control device of the brake device of the vehicle according to the first item, wherein the brake operating member (3 R) is connected to the actuator (5) and the mechanical brake (BR) via a cable (252 '45). The loop control means (5 2) is a fourth load rate correction means (M5) for correcting the basic load rate based on the slackness of the cables (2 52, 4 5). (Please read the notes on the back before filling out this page), vs Γ Ⅱ Printed by the Consumer Cooperatives of the Intellectual Property Bureau of the Ministry of Economic Affairs This paper applies the Chinese National Standard (CNS) A4 specification (210X297 mm)