1261039 玖、發明說明： 【發明所屬之技術領域】 …本發明是有關於一種煞車裝置，特別是指—種 5 10 15 别後：碟式煞車系統全地域車輛中的油壓連動 【先前技術】 衣〇 目前市面上常見的煞車系統多可分為 後鼓與前後雙碟三種，而其中又以前後 =别樂 動效率最佳。參閱圖1，前後雙碟煞車二系統的止 :車的前、後輪(為便於說明，圖中二 二單Γ、一左把手單元12、-前煞車… 後煞車早7L 14、一前煞車管路15、一 16’及-第二後煞車管路16，。 後…、車管路 該右把手單元U包括一右把手i"及一作動虹"2, 而该左^手單元12包括有一左把+121及一作動紅122。 ^煞車單元13是用於煞止前輪並具有二個不相連通 的油壓缸131' 132。兮絲敏备® - 1/1 β .亥後煞車早％ 14是用於煞止後輪並呈 有一油壓缸⑷。該前煞車管路15是連結該右把手單元" 之作動$ m及該前煞車單a 13的其中一油壓缸ΐ3ι。 5亥第一後煞車管路16是連結該左把手單元12之作動 U2及孩後煞車單元14的油壓缸i4i。該第二後煞車管 路16是連結該左把手單元12之作動缸122及該前煞車單 一 13的其中另一油壓缸】32。此外，一、二敦 16、w與作動w設置有-個三通管2。 路 茶閱圖2，若使用者單獨施力於該右把手u丨上該右 20 1261039 把手111推擠該作動缸U2中的油液沿著該前煞車管路15 流進該油壓缸13丨中，因而造成該前煞車單元13止動前輪 5 10 15 麥閱圖3，若使用者施力於該左把手121上，該左把手 12 1擠壓δ亥作動缸丨22中的油液經由該三通管2、第一後煞 車官路16流入該油壓缸141，令該後煞車單元丨4止動後輪 另方面，油液亦經由該第二後煞車管路16，進入該油壓 缸132巾，同時造成該前煞車單元13達_止該前輪的效 果。因此，只要施力於該左把手111，便可以產生同時連動 該等前、後煞車單元13、14之煞止目的。 然而，在該前後雙碟煞車系統i中，製造廠商常會利 用設在該左把手單元12之作動缸122與該等第一、二後煞 車管路16、16,間的三通管2,來完成同時連動該二油壓缸 132、141的止動玉作’又@為該㈣車單元13於製造時就 必須一次成型出兩個不相連通的油壓缸13i、132，使得製 造裝配卫程不但費時，且常f要更動原有的設計才能完成 組設手續，對於製造薇商來說，常陷人兼顧成本與安全性 的兩難考量中。 【發明内容】 於疋’本發明之全地域車辆用 於煞止一全地域車輛之前、後輪。 動煞車裝置包含一第一控制單元、 因此，本發明之目的，即在提供一種不須大幅更動敦 車系統，且安全性高的全地域車輛用油壓連動煞車裝置。 油壓連動煞車裝置適用 該全地域車輛用油壓連 一可供踩踏的第二控制 20 1261039 單元、一第三控制單元 第一油壓管路、一具有 油壓缸、一具有一前、後段之 剷、後段之第二油壓管路、一與 5 10 15 个一⑼，主I俗、一興 。亥第一油壓官路之後段相連通並煞止該前輪之前煞車單元 ’及-與該第二油μ管路之後段相連通並煞止該後輪之後 煞車單疋。該油壓缸包括一本體'由該本體之一内壁面所 界定且彼此不相連通的一第一通槽與一第二通槽、一穿伸 於第—、二通槽中的連動桿，及複數個分別頂掣於該連動 桿與内壁面間的彈性件。該第—油壓f路之前、後段均分 別與該第一通槽相連通，該前段是連通第一控制單元及第 -通槽。而該第二油壓管路之前、後段分別與該第二通槽 相連通，該前段是連通第二控制單元與第二通槽。 施力於該第-控制單元擠壓油液進入該第一油壓管路 的：段、第-通槽’最後流入該第一油壓管路的後段，人 該前煞車單元止動該後輪。施力於該第三控制單元播壓: 液，入該後煞車單元以止動該後輪。踩踏施力於該第二控 制單元造成該油液被擠進該第二油壓管路的前段、第二通 槽、第二油壓管路的後段，並透過該後煞車單元而煞：： 後輪，同日夺’該第二流通槽中的油液達一定量時將_ 連動桿’以令料動桿往—預定方向㈣，料動桿移動 的結果推擠該第一通槽中的油液往該第一油壓管路 流動’以同時達到止動該前輪的效果。因此本發明在不： 變原有結構為前提下，利用該油壓缸的油路設計即 同時連動前、後輪煞止之功效。 本發明提供三種止動路徑，不論其中任何—者發生油 20 5 10 15 20 1261039 漏，仍能藉著另兩者相互合 之目& ΰ 口；達成煞止全地域車輛運動 之目的’進而加強全地域車 者的生命保障。 車輛订進之女全性，並提昇乘坐 【實施方式】 有關本發明之前述及其他技術内容、特點與功效，在 以下配合茶考圖式之一個較佳實施例的詳 清楚的明白。 凡乃Τ將了 茶閱圖4 ’本發明全地域車輛用㈣連動煞車裝置3之 該較佳實施例是適用於煞止-全地域車輛之二前輪，盘二 透過一傳動軸連動以滾進的後輪（為便於說明，圖中並無緣 出全地域車輛的詳細構造)。該全地域車輛用油壓連 裝置3包含有-第一控制單元31、一第二控制單元I、一 =料元38、一油壓缸33、一第一油壓管路3“ _第 口口 [吕路35、_分別與該二前輪連設以止動前輪之前煞 單-6 一相緊鄰但油液不相連通且能控制該傳動軸運 動以止動後輪之後煞車單元37，以及一三通管2，。其中， 该後煞車單元37是與該油壓缸33相連通。 °亥第控制單凡31具有相鄰設置的一右把手311及_ 作動缸312。該第：控制單元32具有_踏板321及一作動 紅322。亥第二控制單元％具有一左把手如及一與該後 煞車單元37,連通的作動缸382。 違油壓缸33具有一本體331、-由該本體331之第— 内土面332所界疋出的第_通槽333、一由該本體之第 内！面334所界定出的第二通槽奶、一穿置於第一、二 8 1261039 通槽333、335中的連動_ Ί 硯勒才干330、一位於該第一通槽333中 且環設在該連動桿336外側 ΙΜ貝！之套％ 337，及兩個分別頂掣於 該連動桿336盥第一、-〜社 、 ^ —内壁面332、334間的彈性件338 、3 3 8 ’。在本實施例中| _ 5 10 15 母弹性件338、338,為壓縮彈簧， 且该連動桿3 3 6與該套環d 7 < 3 3 7間形成有一供油液流通之間 隙 339 〇 該第一油壓管路3 4白紅 ^ ^ ^ _ 吕吩Μ包括一則段341及一後段342，該 月”後段341、342分別與該第一通槽阳相連通，且該前 & 341疋連接該作動缸312與該第—通槽。該後段342 是連通該第一通槽333與該二前煞車單元％。 义該第二油壓管路35包括一前段351及一後段说，該 則、後段351、352分別與該第二通槽奶相連通，該前段 351是連通該作動缸322與該第二通槽335，該後段352是 連通該第二通槽3 3 5及該後煞車單元、3 7。 。亥一通笞2疋加裝於該第一油壓管路之後段至 該二前煞車單元36間，使得油液在三通管2，的分流作用下 分別進入该一 Α煞車單元3 6，順利地完成連動工作。 參閱圖5，按壓該第一控制單元31之右把手311，該作 動缸3 12中的油液叉到該右把手3丨丨的推擠而往該第一油壓 管路34之前段341流動，並流進該第一通槽333、第一油 壓管路34之後段342，最後經該三通管2，分流以分別流入 該二前煞車單元36，令該二前煞車單元36分別止動該二前 輪。 參閱圖6 ’按壓該第三控制單元3 8之左把手3 81，該 20 1261039 作動缸382中之油液被該左把+ 381推擠而流進入該後煞 車單元37’中，以止動該傳動軸與該二後輪。 參閱圖7，踩踏該第二控制單元32之踏板32卜該作 動缸322中之油液被該踏板321推擠而往該第二油壓管路 35之前段351流動，並依序流經該第二通槽3乃、第二油 壓管路35之後段352，以進入該後煞車單元37止動該：動 軸，進而使該二後輪止動。 ίο 15 20 由於暫存於該第二通槽335中的油液量瞬間增加，產 生了 -股推動該連動桿336往如圖中箭頭所示默方向的 作用力，且該二彈性件338、338,受到擠壓而收縮該連動 桿336滑動的結果推擠該第一通槽333中之油液，受擠壓 的油液經由該第一油壓管路34的後段⑷並㈣三通管2, 分流而分別進人該二前煞車單元36,在煞止該二後輪的同 時也連帶地造成該二前輪的止動。 當該第二通槽335中的油液量逐漸增加時，施於該連 動桿336及該彈性件338、338,的作用力亦逐漸上升，令彈 ^牛338、338,具有一定的彈性係數，使得油液量必須達到 =定程度時才超越推動彈性件338、338,的閾值，也就是推 動邊連動桿336滑動’並同時擠壓該彈性件別、別，々 ^來，便可使後輪的煞止時間點將略早於前輪的煞止: 間點。 當施於該踏板321的踩踏作用力消失，油液沿著原路 ^流動，該連動桿336不再受到油液推擠，並在該 件別、338,的彈性回復力作用下恢復原位，該第一通槽 10 1261039 333中的油液不再被該連動桿336所擠壓，故前煞車單元 3 6，與後煞車單元3 7、3 7 ’的止動作用停止。 由岫可知，在本實施例中，單獨施力於該第一控制單 元1之右把手3 U將只單獨造成該二前輪的煞止，單獨施 力於該第三控制單元38之左把手381也將只單獨造成該二 後輪的煞止。但若採踏施力於該第二控制單元U之踏板 321時，油液流動的設計方式使得油液會先流入該後煞車單 凡37、以煞止後輪’並隨著流人該第二通槽奶中的油液量 ίο 15 逐漸牦加，油液對該連動桿336產生足以抗衡彈性件3%、 338,之推動力’彈性件338、別，被壓縮而令連動桿说移 動的，果，造成該第-通槽333巾的油液受推擠經該第: :壓官路34之後段342往該二前煞車單元％前進而煞止 所輪’使前輪被煞止的時間點略晚於後輪被煞止的時間點 ’如此-來’可避免因前輪煞止時間早於後輪 滑行的危險。 ^生钱車 、再：’第-、二通槽333、335彼此獨Α，不論是該第 -油壓管路34的前、後段341、342,或者是該第二油壓管 =的前、後段351、352任-者發生破裂的情形 車早疋36與後煞車單元37、37,的其中 、 常煞車功能，並不會因油液漏失而導致煞止作用無效= 進一步確保駕駛人員的行車安全，也正由於是直接自單一 ^ 33控制前煞車單元36與後煞車單元37、37，的 、’不而如習知技術般大費周章地裝設有多個構件，除 必大幅更動原有全地域車輛結構，更不會造成過多材料成 20 1261039 本的支出。 因此，不論是按壓第一控制單元31之右把手hi或第 三控制單元38之左把手381均可以分別單一地操控前輪或 後輪止動，而踩踏該踏板321則是止動所有前、後輪，若 遭遇緊急狀態時同時緊握左、右把手381、311並踩:該踏 板321，能夠確保全地域車輛煞車的穩定性，即使其中任: 者發生油液漏失，仍能藉由另外兩者的配合來執行全地域 車輛煞止，有效提昇行車安全性。 惟以上所述者，僅為本發明之較佳實施例而已，當不 能以此限定本發明實施之範圍，即大凡依本發明申請專利 範圍及發明說明書内容所作之簡單的等效變化與修飾，皆 應仍屬本發明專利涵蓋之範圍内。 【圖式簡單說明】 圖1是一種習知前後雙碟煞車系統的一示意圖； 圖2是一使用狀態示意圖，說明施力於一右把手單元 之右把手而進行煞止的情形； 圖3是另一使用狀態示意圖，說明施力於一左把手單 元之左把手而進行煞止的情形； 圖4疋本务明全地域車輛用油壓連動煞車褒置之較佳 實施例的局部剖視示意圖； 圖5是該較佳實施例的一使用狀態示意圖，說明利用 一右把手以止動二前輪的情形； 圖6是該較佳實施例的另一使用狀態示意圖，說明利 用一左把手以止動二後輪的情形；以及 12 1261039 圖7是該較佳實施例的另一使用狀態示意圖，說明利 用一踏板以使前、後輪同時受到止動的情形。1261039 玖, invention description: [Technical field to which the invention pertains] The present invention relates to a brake device, in particular to a type of 5 10 15 after: a brake system in a full-area vehicle of a dish brake system [Prior Art] At present, the common brake system on the market can be divided into three types: the rear drum and the front and rear double discs, and the former ones are not the best. Referring to Figure 1, the front and rear double-disc brakes two systems: the front and rear wheels of the car (for convenience of explanation, the picture shows the two-two singles, one left-hand unit 12, the front brakes... the rear brakes 7L 14 and one front brake The pipe 15, the 16' and the second rear brake pipe 16, the rear door, the right hand unit U includes a right handle i" and a moving rainbow " 2, and the left hand unit 12 The utility model comprises a left handle +121 and an actuating red 122. The brake unit 13 is for stopping the front wheel and has two hydraulic cylinders 131' 132 which are not connected to each other. 兮丝敏备® - 1/1 β. The brake early % 14 is for stopping the rear wheel and has a hydraulic cylinder (4). The front brake line 15 is one of the hydraulic cylinders connecting the right handle unit " and the front brake order a 13亥3ι. The 5th first rear brake line 16 is a hydraulic cylinder i4i that connects the operation U2 of the left handle unit 12 and the rear brake unit 14. The second rear brake line 16 is connected to the left handle unit 12 The cylinder 122 and the other hydraulic cylinder of the front brake unit 13 are 32. In addition, one, two Dun 16, w and the actuation w are provided with a tee tube 2. If the user applies a separate force to the right handle u丨, the right 20 1261039 handle 111 pushes the oil in the cylinder U2 into the hydraulic cylinder 13丨 along the front brake line 15, thereby causing the The front brake unit 13 stops the front wheel 5 10 15 . As shown in FIG. 3 , if the user applies force to the left handle 121 , the left handle 12 1 squeezes the oil in the δ 作 作 丨 22 via the tee 2 The first rear brake road 16 flows into the hydraulic cylinder 141, so that the rear brake unit 丨4 stops the rear wheel, and the oil also enters the hydraulic cylinder 132 through the second rear brake line 16. At the same time, the front brake unit 13 reaches the effect of stopping the front wheel. Therefore, as long as the left handle 111 is applied, the purpose of simultaneously interlocking the front and rear brake units 13, 14 can be generated. In the front and rear double-disc brake system i, the manufacturer often uses the three-way pipe 2 disposed between the cylinder 122 of the left-hand unit 12 and the first and second brake lines 16, 16 to complete the simultaneous linkage. The stop of the two hydraulic cylinders 132, 141 is made again. For the (four) vehicle unit 13, it must be formed at one time. The hydraulic cylinders 13i and 132 that are not connected to each other make the assembly and assembly process not only time-consuming, but also often require the original design to complete the assembly procedure. For the manufacturer of Weis, it is often cost-effective and safe. [Disclosed] [Invention] The full-area vehicle of the present invention is used to stop the front and rear wheels of a full-area vehicle. The brake device includes a first control unit, and therefore, the object of the present invention is Provided is a hydraulic pressure linkage brake device for a whole-area vehicle which does not require a large change of the vehicle system and has high safety. The hydraulic pressure brake device is applicable to the hydraulic control of the whole region for connecting the second control 20 1261039 unit, a third control unit, the first oil pressure pipeline, one having the hydraulic cylinder, and one having a front and a rear section. The shovel, the second hydraulic line in the rear section, one with 5 10 15 one (9), the main I v, one Hing. The rear section of the first hydraulic pressure official road communicates with the brake unit before the front wheel and the rear section of the second oil μ pipeline and communicates with the rear wheel. The hydraulic cylinder includes a first through groove and a second through groove defined by an inner wall surface of the body and not in communication with each other, and a linkage rod extending through the first and second through grooves. And a plurality of elastic members respectively lie between the linkage rod and the inner wall surface. The first and second stages of the first oil pressure f are respectively connected to the first through groove, and the front stage is connected to the first control unit and the first through groove. The front and rear sections of the second hydraulic line are respectively connected to the second through slot, and the front section is connected to the second control unit and the second through slot. Applying force to the first control unit to squeeze oil into the first hydraulic line: the segment, the first through groove 'ends into the rear portion of the first hydraulic line, and the front brake unit stops wheel. Applying force to the third control unit to bleed: the liquid into the rear brake unit to stop the rear wheel. Pressing the force on the second control unit causes the oil to be squeezed into the rear section of the second hydraulic line, the second passage, and the second section of the second hydraulic line, and through the rear brake unit: The rear wheel, the same day, when the oil in the second circulation tank reaches a certain amount, the _ linkage rod is pushed to the predetermined direction (4), and the result of the movement of the material rod pushes the first passage groove. The oil flows to the first hydraulic line to simultaneously achieve the effect of stopping the front wheel. Therefore, according to the premise that the original structure is not changed, the oil circuit design of the hydraulic cylinder is used to simultaneously link the front and rear wheels. The present invention provides three kinds of stopping paths, no matter which one occurs, the oil 20 5 10 15 20 1261039 leaks, and can still be combined with each other by the other two; achieving the purpose of stopping the movement of the whole region vehicle' Strengthen the life guarantee of the entire region. MODE FOR CARRYING OUT THE INVENTION The above-mentioned and other technical contents, features, and effects of the present invention will be apparent from the following detailed description of a preferred embodiment of the tea. The preferred embodiment of the present invention is applied to the front wheel of the vehicle of the whole region, and the disk 2 is linked by a drive shaft to roll in. Rear wheel (for the sake of explanation, the detailed structure of the vehicle in the whole area is not shown in the figure). The all-terrain vehicle hydraulic pressure connecting device 3 includes a first control unit 31, a second control unit I, a material unit 38, a hydraulic cylinder 33, and a first hydraulic line 3 _ The mouth [Lu Lu 35, _ is respectively connected with the two front wheels to close the front wheel before the front wheel -6 but the oil is not in communication and can control the movement of the transmission shaft to stop the brake unit 37 after the rear wheel, and a three-way pipe 2, wherein the rear brake unit 37 is in communication with the hydraulic cylinder 33. The °Hil control unit 31 has a right handle 311 and a _actuating cylinder 312 disposed adjacent to each other. The unit 32 has a _ pedal 321 and an actuating red 322. The second control unit % has a left handle such as an actuator 382 that communicates with the rear brake unit 37. The hydraulic cylinder 33 has a body 331, a first through slot 333 defined by the first inner surface 332 of the body 331 and a second through slot defined by the inner inner surface 334 of the body are placed on the first and second 8 1261039 The linkage in the slot 333, 335 _ 砚 才 才 330, a located in the first through slot 333 and ringed outside the linkage rod 336 mussel! The sleeves 87 and the two elastic members 338, 3 3 8 ' respectively between the first rod, the first member, the inner wall surface 332, 334, and the inner wall surfaces 332, 334. In the present embodiment | _ 5 10 15 The female elastic members 338 and 338 are compression springs, and the linkage rod 3 3 6 and the collar d 7 < 3 3 7 form a gap 339 for the oil to flow. The first hydraulic pressure line 3 4 White red ^ ^ ^ _ Μ Μ Μ Μ Μ Μ Μ Μ Μ Μ Μ Μ Μ Μ Μ Μ , 341 342 342 342 342 342 342 342 342 342 342 342 342 342 342 342 342 342 342 342 342 342 342 342 342 342 342 342 342 342 342 342 342 The first - through slot. The rear section 342 is connected to the first through slot 333 and the two front brake unit %. The second hydraulic circuit 35 includes a front section 351 and a rear section. The rear section 351 and 352 are respectively connected to the second through-tank. The front section 351 is connected to the cylinder 322 and the second pass. a slot 335, the rear section 352 is connected to the second through slot 353 and the rear brake unit, 37. . The first step of the first hydraulic line is added to the second front brake unit 36, so that the oil enters the brake unit 3 6 under the diversion of the tee 2, respectively. Complete the joint work. Referring to FIG. 5, the right handle 311 of the first control unit 31 is pressed, and the oil fork in the cylinder 3 12 is pushed by the right handle 3丨丨 to flow to the front section 341 of the first hydraulic line 34. And flowing into the first through slot 333, the first oil pressure line 34 and the rear portion 342, and finally through the three-way tube 2, splitting into the two front brake units 36, respectively, so that the two front brake units 36 are respectively stopped. Move the two front wheels. Referring to FIG. 6 'pressing the left handle 3 81 of the third control unit 38, the oil in the 20 1261039 cylinder 382 is pushed by the left handle + 381 and flows into the rear brake unit 37' to stop. The drive shaft and the two rear wheels. Referring to FIG. 7, the pedal 32 of the second control unit 32 is stepped on, and the oil in the cylinder 322 is pushed by the pedal 321 to flow to the front section 351 of the second hydraulic line 35, and sequentially flows through the pedal 321 The second through groove 3 is a second stage 352 of the second hydraulic line 35 to enter the rear brake unit 37 to stop the moving shaft, thereby stopping the two rear wheels. Ίο 15 20, because the amount of oil temporarily stored in the second through slot 335 is instantaneously increased, a force is generated to push the linkage rod 336 to the direction indicated by the arrow in the figure, and the two elastic members 338, 338, squeezed and contracted by the linkage rod 336 to push the oil in the first through groove 333, the squeezed oil passes through the rear section (4) of the first hydraulic line 34 and the (four) tee 2. Dividing into the two front brake units 36 respectively, and simultaneously stopping the two rear wheels, the two front wheels are also stopped. When the amount of oil in the second through groove 335 is gradually increased, the force applied to the interlocking rod 336 and the elastic members 338, 338 is gradually increased, so that the elastic cattle 338, 338 have a certain elastic coefficient. Therefore, when the amount of oil must reach a certain level, the threshold value of the elastic members 338, 338 is exceeded, that is, the side linkage rod 336 is pushed to slide 'and the elastic member is squeezed at the same time. The stop time of the rear wheel will be slightly earlier than the stop of the front wheel: the point. When the pedaling force applied to the pedal 321 disappears, the oil flows along the original path, and the linkage rod 336 is no longer pushed by the oil, and is restored to the original position by the elastic restoring force of the piece 338. The oil in the first through groove 10 1261039 333 is no longer squeezed by the linkage rod 336, so the stop action of the front brake unit 3 6 and the rear brake unit 3 7 , 3 7 ' is stopped. It can be seen that, in the present embodiment, the right handle 3 U applied to the first control unit 1 alone will only cause the two front wheels to be individually stopped, and the left handle 381 of the third control unit 38 is separately applied. It will also only cause the two rear wheels to stop. However, if the pedal is applied to the pedal 321 of the second control unit U, the design of the oil flow is such that the oil will flow into the rear brake wheel first 37, so as to stop the rear wheel' The amount of oil in the two-pass tank milk ίο 15 gradually increases, the oil produces enough force against the elastic rod 336, 338, the driving force of the elastic member 338, and is compressed, so that the linkage rod moves , the fruit, causing the oil of the first through groove 333 towel to be pushed through the first:: the rear section 342 of the pressure official road 34 to the second front brake unit% forward and stop the wheel 'to make the front wheel stopped The time point is slightly later than the time when the rear wheel is stopped. 'So-to' avoids the danger of the front wheel stopping time earlier than the rear wheel. ^ Money truck, again: 'The first and second pass slots 333, 335 are independent of each other, whether it is the front and rear sections 341, 342 of the first hydraulic line 34, or the front of the second hydraulic tube = In the case of the rear section 351, 352, the rupture of the vehicle, the brakes of the vehicle and the rear brake unit 37, 37, and the normal brake function, will not be invalid due to oil leakage; further ensure the driver's Driving safety is also due to the fact that the front brake unit 36 and the rear brake unit 37, 37 are directly controlled from a single unit 33, and it is not necessary to install a plurality of components as in the conventional technology. The original territory-wide vehicle structure will not cause excessive expenditure of 20 1261039. Therefore, whether the right handle hi of the first control unit 31 or the left handle 381 of the third control unit 38 is pressed, the front wheel or the rear wheel stop can be individually controlled, and the pedal 321 is stepped on all the front and rear stops. If the wheel encounters an emergency, hold the left and right handles 381, 311 and step on it: the pedal 321 can ensure the stability of the vehicle in the whole area. Even if any of them suffer from oil loss, they can still use the other two. Cooperate with the implementation of all-region vehicles to effectively improve driving safety. The above is only the preferred embodiment of the present invention, and the scope of the present invention is not limited thereto, that is, the simple equivalent changes and modifications made by the scope of the invention and the description of the invention are All should remain within the scope of the invention patent. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic view of a conventional front and rear double-disc brake system; FIG. 2 is a schematic view showing a state in which a force is applied to a right handle of a right handle unit to terminate; FIG. FIG. 4 is a partial cross-sectional view showing a preferred embodiment of a hydraulic interlocking brake device for a full-area vehicle. FIG. 5 is a schematic view showing a state of use of the preferred embodiment, illustrating the use of a right handle to stop the two front wheels; FIG. 6 is a schematic view of another use state of the preferred embodiment, illustrating the use of a left handle The case of the second rear wheel; and 12 1261039 Fig. 7 is a schematic view showing another use state of the preferred embodiment, illustrating a case where a pedal is used to simultaneously stop the front and rear wheels.
13 1261039 【圖式之主要元件代表符號說明】 2， 三通管 337 環套 3 全地域車輛用油壓連 338 彈性件 動煞車裝置 338, 彈性件 31 第一控制單元 339 間隙 311 右把手 34 第一油壓管路 312 作動缸 341 前段 32 第二控制單元 342 後段 321 踏板 35 第二油壓管路 322 作動缸 351 前段 33 油壓缸 352 後段 331 本體 36 前煞車單元 332 第一内壁面 37 後煞車單元 333 第一通槽 3 8 第三控制單元 334 第二内壁面 381 左把手 335 第二通槽 382 作動缸 336 連動桿 1413 1261039 [Description of the main components of the drawings] 2, tee 337 ring sleeve 3 all-terrain vehicle hydraulic connection 338 elastic parts brake device 338, elastic member 31 first control unit 339 clearance 311 right handle 34 A hydraulic line 312 Actuator 341 Front section 32 Second control unit 342 Rear section 321 Pedal 35 Second hydraulic line 322 Actuator 351 Front section 33 Hydraulic cylinder 352 Rear section 331 Main body 36 Front brake unit 332 First inner wall surface 37 Brake unit 333 first through slot 3 8 third control unit 334 second inner wall surface 381 left handle 335 second through slot 382 actuating cylinder 336 linkage rod 14