1278400 t 九、發明說明： 【發明所屬之技術領域】 本發明係關於一種連動液壓煞車裝置，特別是關於一 ^ 種具有加壓器以加強煞車制動力與可降低煞車時所需手柄 握持力之連動液壓煞車裝置。 【先前技術】 習知液壓煞車系統10如第1圖所示，其中包括一手柄 . 11、一煞車總泵12、一油管13、一電性連接線14、至少 ⑩一煞車卡鉗15與一煞車燈16。當駕駛者施一握力握住手 柄11，煞車總泵12會推播其中的液壓油經由油管13進入 至少煞車卡鉗15產生煞車作動使車輛減速，同時煞車總泵 ‘ 12也送出訊號控制煞車燈16亮燈。 • 由於道路狀況複雜，駕駛者常須多次煞車以操控車 輛，但多次且重複煞車的操作增加駕駛者手部負擔。轎車 具有煞.車倍力器（booster)以減輕煞車時所需的腳踏力，因 倍力器須利用引擎真空促成背壓降低以增加煞車力之效 φ 果，較小車輛如機車之煞車總泵安裝於把手上，因無足夠 空間裝置倍力器且與引擎距離過長，倍力器不適用於較小 車輛。因此，需要採用其他方法以達成減輕煞車時駕駛者 煞車操控之負擔，以增加車輛操控性。 【發明内容】 有鑑於此，本發明之目的在於提供一種連動液壓煞車 裝置，具有一加壓器以增加煞車制動力與煞車時降低所需 手柄握持力。 根據此發明，提供一種連動液壓煞車裝置，此裝置提 0134-A21533TWF(N2)；95-TOP-3；chentf 5 1278400 供一加壓器以增加煞車制動力與降低煞車時施於手柄的所 需握持力，其中包括包括一第一油管、一第二油管、一控 制線、一煞車總泵、一手柄、至少一煞車卡钳、以及一加 ^ 壓器。其中煞車總泵連接於控制線與第一油管。手柄鄰接 . 於煞車總泵並包括一煞車作動位置與一非煞車作動位置。 至少一煞車卡钳連接於第二油管。加壓器設置於第一油管 與第二油管之間且與控制線連接。 ‘ 本發明中所敘述的連動液壓煞車裝置可應用於各種小 Φ 型車輛，例如摩托車、沙灘車等。 【實施方式】 以下以具體之實施例，對本發明揭示之各形態内容加 ‘ 以詳細說明。 - 參照第2 A圖，第2 A圖為根據本發明所提供的一種連 ； 動液壓煞車裝置20之示意圖，此裝置提供一加壓器28以 ' 增加煞.車制動力與降低煞車時施於手柄21的所需握持 力，其中包括一第一油管23、一第二油管27、一控制線 • 24、一煞車總泵22、一手柄21、至少一煞車卡鉗25、一 煞車燈26、以及一加壓器28。其中煞車總泵22連接於控 制線24與第一油管23。手柄21鄰接於煞車總泵22並包 括一煞車作動位置（未見於圖式）與一非煞車作動位置（未見 於圖式）。至少一煞車卡鉗25連接於第二油管27。加壓器 28設置於第一油管23與第二油管27之間且與控制線’24 連接。煞車燈26連接於控制線24。當駕駛者施一握力握 住手柄21，煞車總泵22會推擠其中的液壓油經由第一油 0134-A21533TWF( N2) ； 95-TOP-3； chentf 6 1278400 k 管23進入加壓器28，同時產生一訊號透過控制線24以控 制煞車燈26亮燈並控制加壓器28將液壓油加壓，然後將 液壓油透過第二油管27傳送到至少一煞車卡鉗25產生煞 • 車作動使車輛減速。 • 參照第2A與2B圖，第2B圖為根據本發明所提供的 一種加壓器28之作動狀態示意圖，其中包括一電磁元件 28卜一柱塞282、一彈簧283、一進油室284、以及一出 • 油室285。其中柱塞282用於分割一第一柱塞空間286與 φ 一第二柱塞空間287，並具有一電磁吸附端2821。電磁元 件281連接於控制線24，用以產生磁力吸引電磁吸附端 2821。彈簧283設置於電磁元件281與柱塞282之間。進 • 油室284具有一主油道2841與一附屬油道2842，進油室 ‘ 284經由主油道2841與第一柱塞空間286連通，而附屬油 : 道2842則連通於第一柱塞空間286與第二柱塞空間287 _ 兩者其一。此外，出油室285連通於第二柱塞空間287。 又，進油室284連通於第一油管23，而出油室285連 • 通於第二油管27。 又，手柄21位於煞車作動位置時，煞車總泵22内的 液壓油經由第一油管23、進油室284而進入第一柱塞空間 286而推擠柱塞282,同時煞車總泵22透過控制線24控制 電磁元件281作動產生磁力，以吸引電磁吸附端2821使柱 塞282壓縮彈簧283，此時第二柱塞空間287的空間縮小 並往電磁元件281移動，而附屬油道2842連通於第一柱塞 空間286。第二柱塞空間287縮小時，第二柱塞空間287 0134-A21533TWF(N2)；95-TOP-3；chentf 7 1278400 内之液壓油經由第二油管27被推至煞車卡鉗25以產生煞 車作動。 又，當手柄21位於非煞車作動位置時，電磁吸附端 • 2821與電磁元件281之間無磁力吸引並柱塞282承受彈簧 283之彈力推動（參考第2C圖），此時第二柱塞空間287擴 大且連通於附屬油道2842，液壓油從煞車卡钳25經第二 油管27、出油室285回流至第二柱塞空間287，煞車卡鉗 . 25解除煞車作動。而第一柱塞空間286内的液壓油經由主 φ 油道2841、進油室284、以及第一油管23回流至煞車總泵 22 〇 又，加壓器28又包括複數個皮碗288，分別設置於第 …一柱塞空間286與第二柱塞空間287之間、以及電磁元件 - 281與第二柱塞空間287之間，用以防止第二柱塞空間287 ， 内的液壓油流至第一柱塞空間286與防止第二柱塞空間 • 287内的液壓油經由第二柱塞空間287與電磁元件281的 配合間隙溢出。 φ 當手柄21位於煞車作動位置而電磁元件281卻失效 時，煞車總泵22的液壓油經由第一油管23、進油室284、 附屬油道2842、第二柱塞空間287、出油室285、以及第 二油管27進入煞車卡鉗25以產生煞車作動。因此，連動 液壓煞車裝置20仍具有煞車功能。 而其中附屬油道2842係用於調節進油室284、第一柱 塞空間286、以及第二柱塞空間287之間的液壓油流量。 參照第3圖，第3圖為根據本發明所提供之另一實施 0134-A21533TWF(N2)；95-TOP-3；chentf 8 1278400 例的連動液壓煞I壯里 33、一第二油故衣置30之不意圖，其中包括一第一油管 -煞車總132:、36、:第三油管37、一控制、線34、-第 -第二煞車總4、伽第—車卡鉗35A、—第—手柄31A、 31B、與-加心38、Γ弟一煞車卡鉗35B、—第二手柄 33，第一敔 广8。弟一煞車總泵32A連接於第一油管 連接於;二車總泵32A包括控制線34。第一煞車卡鉗35Λ 32A且包36。第一手柄31A鄰接於第一煞車總泵 ± 弟煞車作動位置（未見於圖式）與一第一非 d皁作動位置（去g ^ 三、、由总^ 於圖式）。第二煞車總泵32B連接於第 管。一鉍控制線34。第二煞車卡钳35B連接於第三油 二。弟一手柄31B鄰接於第二煞車總泵32B，且包括_ θ 勒位置（木見於圖式）與一第二非煞車作動位置 (未見於圖式、。；r r "丨儿夏 36之 ）加壓器38設置於第一油管33與第二油管 S，且與控制線34連接。應注意的是連動液壓敏吾 裝置30之转舛务a 寸破為弟一手柄31A位於第一煞車作動位置 二二可驅動第—煞車卡鉗35A作動，而第二手柄31B位於 第一煞車作動位置時，可同時驅動第一煞車卡鉗35人與第 一煞車卡钳35B作動，故操控第一手柄31A與操控第二手 柄31B具有兩種不同的煞車作動模式。 又’加壓备3 8的操作原理請參考前一實施例中之加壓 器28之操作原理。 當第一手柄31A位於第一煞車作動位置時，第一煞車 總泵32A内的液壓油經由第一油管33進入加壓器3 8，同 時第一煞車總泵32A透過控制線34控制加壓器38，使加 0134-A21533TWF(N2);95-T〇P-3;chentf 1278400 壓态38内之液壓油經由第二油管36被推擠第一煞車卡钳 35A以產生煞車作動。 胃又，當第一手柄31A位於第一非煞車作動位置時，液 壓油從第一煞車卡钳35A經第二油管36、加壓器38而回 流至第一煞車總泵32A，而第一煞車卡钳35A解除煞車作 動。 當第二手柄31B位於第二煞車作動位置時，第二煞車 總系32B内的液壓油經過第三油管被推擦至第二煞車切 35B產生煞車作動，同時第二煞車總泵32B透過控制線 ，制加壓器38,以擠壓加壓器38内之液壓油經由第二油 言3 6至弟一煞車卡甜3 5 A以產生煞車作動。 又，當第二手柄31B位於第二非煞車作動位置時，第 —煞車卡鉗35B内的液壓油經過第三油管回流至第二煞車 總泵32B以解除第二煞車卡鉗35B之煞車作動，同時第一 煞車卡鉗35A内的液壓油經由第二油管36回流至加壓器 38，而第一煞車卡鉗35A解除煞車作動。 當第一手柄31A位於第一煞車作動位置時而加壓器％ 中電磁元件（參照第2B圖中元件281)卻失效時，第二煞 車總泵32A内的液壓油仍可經由加壓器38、第二油管％ 進入第…、車卡鉗35A以產生煞車作動，此連動煞車裝置 3〇仍具有煞車效果。 當第二手柄31B位於第二煞車作動位置時而加壓器％ 中電磁元件（參照第2B圖中元件281)卻失效時，第二煞 車總泵32B内的液壓油經由第三油管37進入第二煞車卡 0134-A21533TWF(N2)；95-T〇p^3；chentf 10 1278400 置30也仍具有煞 鉗35B以產生煞車作動，此連動煞車裝 車效果。 參照第4圖’第4圖為根據本發明所提供 一 例的加壓器、30之示意圖，其中包括一枉塞4〇2、一 =1278400 t IX. Description of the Invention: [Technical Field] The present invention relates to a linked hydraulic brake device, and more particularly to a brake device having a pressurizer for enhancing brake braking force and reducing handle grip force required for braking The hydraulic brake device is linked. [Prior Art] As shown in Fig. 1, the conventional hydraulic brake system 10 includes a handle. 11. A brake master cylinder 12, a fuel pipe 13, an electrical connecting line 14, at least 10 brake calipers 15 and a brake. Light 16. When the driver applies a grip to hold the handle 11, the brake master cylinder 12 pushes the hydraulic oil therein through the oil pipe 13 to enter at least the brake caliper 15 to generate the brake to slow down the vehicle, and the brake master cylinder '12 also sends the signal control brake light 16 Light up. • Due to the complexity of road conditions, drivers often have to brake multiple times to control the vehicle, but repeated and repeated braking operations increase the driver's hand burden. The car has a booster to reduce the pedaling force required for braking. The booster must use the engine vacuum to reduce the back pressure to increase the braking force. Smaller vehicles such as locomotives. The master cylinder is mounted on the handle, and the booster is not suitable for smaller vehicles because there is not enough space to install the booster and the engine is too long. Therefore, other methods are needed to reduce the burden on the driver's brakes during braking to increase vehicle handling. SUMMARY OF THE INVENTION In view of the above, it is an object of the present invention to provide a linked hydraulic brake device having a pressurizer to increase the braking force of the brake and reduce the required handle grip force when braking. According to the present invention, there is provided a linked hydraulic brake device which provides 0314-A21533TWF (N2); 95-TOP-3; and a afent 5 1278400 for a pressurizer to increase braking force and reduce the need for a handle when braking The holding force comprises a first oil pipe, a second oil pipe, a control line, a brake master cylinder, a handle, at least one brake caliper, and a pressure increasing device. The brake master cylinder is connected to the control line and the first oil pipe. The handle abuts. The brake master cylinder includes a brake actuation position and a non-brake actuation position. At least one brake caliper is coupled to the second oil pipe. The pressurizer is disposed between the first oil pipe and the second oil pipe and connected to the control wire. The interlocking hydraulic brake device described in the present invention can be applied to various small Φ type vehicles such as motorcycles, beach cars, and the like. [Embodiment] Hereinafter, each aspect of the present invention will be described in detail with reference to specific embodiments. Referring to FIG. 2A, FIG. 2A is a schematic view of a hydraulic brake device 20 according to the present invention, which provides a pressurizer 28 to increase the brake force of the vehicle and reduce the brake time. The required holding force of the handle 21 includes a first oil pipe 23, a second oil pipe 27, a control line 24, a brake master cylinder 22, a handle 21, at least one brake caliper 25, and a brake light 26 And a pressurizer 28. The brake master cylinder 22 is connected to the control line 24 and the first oil pipe 23. The handle 21 abuts the brake master cylinder 22 and includes a brake actuation position (not shown) and a non-brake actuation position (not shown). At least one brake caliper 25 is coupled to the second oil pipe 27. The pressurizer 28 is disposed between the first oil pipe 23 and the second oil pipe 27 and is connected to the control line '24. The brake light 26 is connected to the control line 24. When the driver applies a grip to hold the handle 21, the brake master cylinder 22 pushes the hydraulic oil therein through the first oil 0334-A21533TWF (N2); 95-TOP-3; chentf 6 1278400 k tube 23 into the pressurizer 28 At the same time, a signal is generated through the control line 24 to control the brake light 26 to be illuminated and the pressurizer 28 is controlled to pressurize the hydraulic oil, and then the hydraulic oil is transmitted through the second oil pipe 27 to the at least one brake caliper 25 to generate the vehicle. The vehicle is slowing down. Referring to Figures 2A and 2B, Figure 2B is a schematic view of the actuating state of a pressurizer 28 according to the present invention, including an electromagnetic component 28, a plunger 282, a spring 283, an oil inlet chamber 284, and a Out • Oil room 285. The plunger 282 is used to divide a first plunger space 286 and φ a second plunger space 287 and has an electromagnetic adsorption end 2821. Electromagnetic element 281 is coupled to control line 24 for generating a magnetic attraction to electromagnetic attraction end 2821. The spring 283 is disposed between the electromagnetic element 281 and the plunger 282. The oil chamber 284 has a main oil passage 2841 and an auxiliary oil passage 2842, and the oil inlet chamber '284 communicates with the first plunger space 286 via the main oil passage 2841, and the auxiliary oil: the road 2842 is connected to the first plunger. The space 286 and the second plunger space 287 _ are both one. Further, the oil discharge chamber 285 is in communication with the second plunger space 287. Further, the oil inlet chamber 284 is in communication with the first oil pipe 23, and the oil discharge chamber 285 is connected to the second oil pipe 27. Moreover, when the handle 21 is in the braking position, the hydraulic oil in the brake master cylinder 22 enters the first plunger space 286 via the first oil pipe 23 and the oil inlet chamber 284 to push the plunger 282, and the brake master cylinder 22 transmits control. The wire 24 controls the electromagnetic element 281 to generate a magnetic force to attract the electromagnetic adsorption end 2821 to compress the plunger 282 to the spring 283. At this time, the space of the second plunger space 287 is reduced and moved to the electromagnetic component 281, and the auxiliary oil passage 2842 is connected to the first A plunger space 286. When the second plunger space 287 is reduced, the hydraulic oil in the second plunger space 287 0134-A21533TWF(N2); 95-TOP-3;chentf 7 1278400 is pushed to the brake caliper 25 via the second oil pipe 27 to generate the brake action. . Moreover, when the handle 21 is in the non-brake operating position, there is no magnetic attraction between the electromagnetic attraction end 2821 and the electromagnetic element 281 and the plunger 282 is urged by the spring force of the spring 283 (refer to FIG. 2C), at this time, the second plunger space 287 is expanded and communicated with the auxiliary oil passage 2842, and the hydraulic oil is returned from the brake caliper 25 through the second oil pipe 27 and the oil discharge chamber 285 to the second plunger space 287, and the brake caliper is released. The hydraulic oil in the first plunger space 286 is returned to the brake master cylinder 22 via the main φ oil passage 2841, the oil inlet chamber 284, and the first oil pipe 23, and the pressurizer 28 further includes a plurality of cups 288, respectively Between the first plunger space 286 and the second plunger space 287, and between the electromagnetic component 281 and the second plunger space 287, the hydraulic oil in the second plunger space 287 is prevented from flowing to The first plunger space 286 and the hydraulic fluid in the second plunger space 287 are prevented from overflowing through the mating gap of the second plunger space 287 and the electromagnetic member 281. φ When the handle 21 is in the brake action position and the electromagnetic element 281 fails, the hydraulic oil of the brake master cylinder 22 passes through the first oil pipe 23, the oil inlet chamber 284, the auxiliary oil passage 2842, the second plunger space 287, and the oil discharge chamber 285. And the second oil pipe 27 enters the brake caliper 25 to generate the brake action. Therefore, the interlocking hydraulic brake device 20 still has a braking function. Wherein the auxiliary oil passage 2842 is used to regulate the flow of hydraulic oil between the oil inlet chamber 284, the first plug space 286, and the second plunger space 287. Referring to FIG. 3, FIG. 3 is another embodiment of the present invention provided by the present invention, 0334-A21533TWF (N2); 95-TOP-3; chentf 8 1278400, linked hydraulic 煞 I Zhuangli 33, a second oil cover Not intended, including a first tubing - brake total 132:, 36,: third tubing 37, a control, line 34, - second - second brake total 4, gamma - car calipers 35A, - - handles 31A, 31B, and - centering 38, squatting caliper 35B, second handle 33, first 敔 8 8. The first master cylinder pump 32A is connected to the first oil pipe; the second master cylinder pump 32A includes a control line 34. The first brake caliper 35Λ 32A and the bag 36. The first handle 31A is adjacent to the first brake master pump ± the brake operating position (not shown) and a first non-d soap actuating position (to g ^ 3, from the total figure). The second brake master cylinder 32B is connected to the second pipe. A control line 34 is provided. The second brake caliper 35B is connected to the third oil second. The first handle 31B is adjacent to the second brake master cylinder 32B, and includes a _ θ position (wood is shown in the figure) and a second non-brake actuation position (not shown in the figure, rr " 丨儿夏36) The pressurizer 38 is disposed on the first oil pipe 33 and the second oil pipe S and is connected to the control wire 34. It should be noted that the linkage of the hydraulic stimulator 30 is broken, the handle 31A is located at the first brake actuation position, the second brake caliper 35A is actuated, and the second handle 31B is located at the first brake actuation position. At the same time, the first brake caliper 35 and the first brake caliper 35B can be driven at the same time, so that the first handle 31A and the second handle 31B are operated in two different brake actuation modes. Further, the operation principle of the pressurizing device 38 is referred to the operating principle of the pressurizer 28 in the previous embodiment. When the first handle 31A is in the first brake actuation position, the hydraulic oil in the first brake master cylinder 32A enters the pressurizer 3 8 via the first oil pipe 33 while the first brake master cylinder 32A controls the pressurizer through the control line 34. 38. The hydraulic oil in the pressure state 38 of the 0314-A21533TWF (N2); 95-T〇P-3; chentf 1278400 is pushed through the second oil pipe 36 to push the first brake caliper 35A to generate the brake action. In the stomach, when the first handle 31A is in the first non-brake operating position, the hydraulic oil is returned from the first brake caliper 35A to the first brake master cylinder 32A via the second oil pipe 36 and the pressurizer 38, and the first brake caliper The 35A lifted the brakes. When the second handle 31B is in the second brake actuation position, the hydraulic oil in the second brake main system 32B is pushed by the third oil pipe to the second brake cut 35B to generate the brake operation, and the second brake main pump 32B passes through the control line. The pressurizer 38 is configured to squeeze the hydraulic oil in the pressurizer 38 to generate a brake operation via the second oily gas to the third. Moreover, when the second handle 31B is in the second non-brake operation position, the hydraulic oil in the first brake caliper 35B is returned to the second brake master cylinder 32B through the third oil pipe to release the brake operation of the second brake caliper 35B, and at the same time The hydraulic oil in the brake caliper 35A is returned to the pressurizer 38 via the second oil pipe 36, and the first brake caliper 35A is released from the brake. When the first handle 31A is in the first brake actuation position and the electromagnetic element in the pressurizer % (refer to the component 281 in FIG. 2B) fails, the hydraulic oil in the second brake master cylinder 32A can still pass through the pressurizer 38. The second oil pipe % enters the ..., the car caliper 35A to generate the brake action, and the interlocking brake device 3 〇 still has the braking effect. When the second handle 31B is in the second brake actuation position and the electromagnetic component (refer to the component 281 in FIG. 2B) in the pressurizer % fails, the hydraulic oil in the second brake master cylinder 32B enters the third hydraulic conduit 37. Two car card 0334-A21533TWF (N2); 95-T〇p^3; chentf 10 1278400 30 also has a pliers 35B to generate brakes, this interlocking car loading effect. Referring to Fig. 4', Fig. 4 is a schematic view of a pressurizer, 30 according to an embodiment of the present invention, including a plug 4, 2, a =
彻、一進油室4〇4、一出油室4〇5、一滑動件·、—電 磁=件40卜以及—施力臂41〇。柱塞4〇2用於分割一第— 板塞空間概與—第二柱塞"407。彈簧彻設置於第 二柱塞空間407内。進油室4〇4具有一主油道4〇41與—附 屬油道4042,進油室404經由主油道4〇41與第一柱塞空 間=06連通，而附屬油道4〇42連通於第一柱塞空間4㈨ ^第二柱塞空間407其中之-。出油室他連通於第二柱 塞空間407。滑動件409具有一電磁吸附端4〇9丨與一凸軸 4092，與電磁元件4〇1為相對直線運動之配置關係，而電 磁元件401設置於加壓器4〇之外殼上。施力臂41〇依序具 有一樞接端411，一中間突出部412與一滑檜413，樞接端 樞接於加壓器40之殼體上，中間突出部412抵接於柱 塞402之一侧，而凸軸4〇92設置於滑槽413内。手柄（未 見於圖式）透過煞車總泵（未見於圖式）上的控制線24控制 電磁元件401 ’用以產生磁力吸引電磁吸附端仙％對施力 臂410產生一作用方矩，使中間突出部412對柱塞4〇2產 生一推力，透過柱塞402擠壓第二柱塞空間407内的液壓 油經由出油室405與第二油管27,進入煞車卡钳(未見於圖 式）内產生煞車制動力。 當手柄（未見於圖式）位於煞車作動位置（未見於圖式） 0134-A21533TWF(N2)；95-TOP-3；chentf 1278400 時而加壓器40中電磁元件401卻失效時，煞車總泵（未見 於圖式）内的液壓油經由第二油管27進入煞車卡鉗（未見於 圖式）以產生煞車作動，此連動煞車裝置40也仍具有煞車 . 效果。 _ 又，加壓器40又包括複數個皮碗408，分別設置於第 一柱塞空間406與第二柱塞空間407之間、以及電磁元件 401與第二柱塞空間406之間，用以防止第二柱塞空間407 . 内的液壓油流至第一柱塞空間406與防止第一柱塞空間 φ 406内的液壓油經由第一柱塞空間406與加壓器40本體之 間的組裝間隙溢出。 又，其中附屬油道4042係用於調節進油室404、第一 • 柱塞空間406、以及第二柱塞空間407之間的液壓油流量。 - 故此，由於在本發明之連動液壓煞車裝置中具有一加 _ 壓器，可以增加煞車制動力與降低煞車時所需手柄握持力。 ，雖然本發明已以較佳實施例揭露如上，然其並非用以 限定本發明，任何熟習此技藝者，在不脫離本發明之精神 φ 和範圍内，當可作些許之更動與潤飾，因此本發明之保護 範圍當視後附之申請專利範圍所界定者為準。 0134-A21533TWF(N2)；95-TOP-3；chentf 12 1278400 【圖式簡單說明】 第1圖係習知液壓煞車系統之示意圖； 第2A圖係本發明之連動液壓煞車裝置示意圖； • 第2B圖係本發明之加壓器作動狀態之示意圖； 第2C圖係本發明之加壓器未作動狀態之示意圖； 第3圖係本發明之連動液壓煞車裝置另一實施例示意 * 圖； • 第4圖係本發明所提供的加壓器另一實施例示意圖。 【主要元件符號說明】 - 習知技術 . 10〜液壓煞車系統； 11〜手柄， 12〜煞車總泵； • 13〜油管； φ 14〜電性連接線； 15〜煞車卡鉗； 16〜煞車燈； 本發明 20〜連動液壓煞車裝置； 21〜手柄； 22〜煞車總泵； 23〜第一油管； 0134-A21533TWF(N2)；95-TOP-3；chentf 13 1278400 24〜控制線； 25〜煞車卡鉗； 26〜煞車燈； - 27〜第二油管； . 28〜加壓器； 281〜電磁元件； 282〜柱塞； - 2821〜電磁吸附端； φ 283〜彈簧； 284〜進油室； 2841〜主油道； ' 2842〜附屬油道； 一 285〜出油室； … 286〜第一柱塞空間； 287〜第二柱塞空間； 288〜皮碗； • 30〜連動液壓煞車裝置； 31A〜第一手柄； 32A〜第一煞車總泵； 35A〜第一煞車卡鉗； 31B〜第二手柄； 32B〜第二煞車總泵； 35B〜第二煞車卡钳； 33〜第一油管； 0134-A21533TWF(N2)；95-TOP-3；chentf 14 1278400 3 4〜控制線； 36〜第二油管； 37〜第三油管； 38〜加壓器； 40〜加壓器； 4 01〜電磁兀件， 402〜柱塞； 403〜彈簧； 404〜進油室； 4041〜主油道； 4042〜附屬油道； 405〜出油室； 406〜第一柱塞空間； 407〜第二柱塞空間； 408〜皮碗； 409〜滑動件； 4091〜電磁吸附端； 4092〜凸轴； 410〜施力臂； 411〜樞接端； 412〜中間突出部； 413〜滑槽。 0134-A21533TWF(N2)；95-TOP-3；chentf 15Through, an oil inlet chamber 4〇4, an oil outlet chamber 4〇5, a sliding member, an electromagnetism member 40b, and a force applying arm 41〇. The plunger 4〇2 is used to divide a first plug space and a second plunger "407. The spring is disposed in the second plunger space 407. The oil inlet chamber 4〇4 has a main oil passage 4〇41 and an auxiliary oil passage 4042. The oil inlet chamber 404 communicates with the first plunger space=06 via the main oil passage 4〇41, and the auxiliary oil passage 4〇42 communicates. In the first plunger space 4 (nine) ^ the second plunger space 407 among them. The oil discharge chamber is connected to the second plug space 407. The slider 409 has an electromagnetic attraction end 4〇9丨 and a convex shaft 4092 arranged in a relatively linear relationship with the electromagnetic element 4〇1, and the electromagnetic element 401 is disposed on the outer casing of the pressurizer 4〇. The urging arm 41 〇 has a pivoting end 411 , a middle protruding portion 412 and a sliding 413 , the pivoting end is pivotally connected to the casing of the pressurizing device 40 , and the intermediate protruding portion 412 abuts against the plunger 402 . One side, and the convex shaft 4〇92 is disposed in the sliding groove 413. The handle (not shown) is controlled by a control line 24 on the brake master cylinder (not shown) to control the electromagnetic element 401' to generate a magnetic attraction electromagnetic attraction end. The protruding portion 412 generates a thrust to the plunger 4〇2, and the hydraulic oil in the second plunger space 407 is pressed through the plunger 402 through the oil discharge chamber 405 and the second oil pipe 27 to enter the brake caliper (not shown). Generate brake braking force. When the handle (not shown in the figure) is in the brake action position (not shown) 0134-A21533TWF (N2); 95-TOP-3;chentf 1278400 and the electromagnetic element 401 in the pressurizer 40 fails, the brake master cylinder The hydraulic oil (not shown in the figure) enters the brake caliper (not shown) through the second oil pipe 27 to generate the brake action, and the interlock brake device 40 still has the brake effect. In addition, the pressurizer 40 further includes a plurality of cups 408 disposed between the first plunger space 406 and the second plunger space 407 and between the electromagnetic component 401 and the second plunger space 406. Preventing hydraulic oil in the second plunger space 407 from flowing into the first plunger space 406 and preventing assembly of hydraulic oil in the first plunger space φ 406 via the first plunger space 406 and the body of the pressurizer 40 The gap overflows. Further, the auxiliary oil passage 4042 is for regulating the flow rate of the hydraulic oil between the oil inlet chamber 404, the first • plunger space 406, and the second plunger space 407. - Therefore, since there is a pressure accumulator in the interlocking hydraulic brake device of the present invention, the brake force of the brake can be increased and the handle grip force required for braking can be reduced. Although the present invention has been described above by way of a preferred embodiment, it is not intended to limit the invention, and it is possible to make some modifications and refinements without departing from the spirit and scope of the invention. The scope of the invention is defined by the scope of the appended claims. 0134-A21533TWF(N2); 95-TOP-3;chentf 12 1278400 [Simplified Schematic] FIG. 1 is a schematic diagram of a conventional hydraulic brake system; FIG. 2A is a schematic diagram of a linked hydraulic brake device of the present invention; Figure 2 is a schematic view showing the state of operation of the pressurizer of the present invention; Figure 2C is a schematic view showing the unactuated state of the pressurizer of the present invention; Figure 3 is a schematic view of another embodiment of the linked hydraulic brake device of the present invention; 4 is a schematic view of another embodiment of the pressurizer provided by the present invention. [Main component symbol description] - Conventional technology. 10 ~ hydraulic brake system; 11 ~ handle, 12 ~ brake master cylinder; • 13 ~ oil pipe; φ 14 ~ electrical connection line; 15 ~ brake caliper; 16 ~ 煞 car lights; The invention 20~ linkage hydraulic brake device; 21~ handle; 22~ brake master cylinder; 23~ first oil pipe; 0134-A21533TWF(N2); 95-TOP-3; chentf 13 1278400 24~ control line; 25~ brake caliper ; 26 ~ 煞 car lights; - 27 ~ second tubing; . 28 ~ pressurizer; 281 ~ electromagnetic components; 282 ~ plunger; - 2821 ~ electromagnetic adsorption end; φ 283 ~ spring; 284 ~ oil inlet; 2841 ~ Main oil passage; ' 2842 ~ auxiliary oil passage; one 285 ~ oil outlet; ... 286 ~ first plunger space; 287 ~ second plunger space; 288 ~ cup; • 30 ~ linkage hydraulic brake device; 31A ~ First handle; 32A ~ first brake master cylinder; 35A ~ first brake caliper; 31B ~ second handle; 32B ~ second brake master cylinder; 35B ~ second brake caliper; 33 ~ first tubing; 0134-A21533TWF ( N2); 95-TOP-3; chentf 14 1278400 3 4~ control line; 36~ second tubing; 37 ~ third oil pipe; 38 ~ pressurizer; 40 ~ pressurizer; 4 01 ~ electromagnetic cooker, 402 ~ plunger; 403 ~ spring; 404 ~ oil inlet; 4041 ~ main oil passage; 4042 ~ auxiliary oil passage ; 405 ~ oil outlet; 406 ~ first plunger space; 407 ~ second plunger space; 408 ~ cup; 409 ~ sliding member; 4091 ~ electromagnetic adsorption end; 4092 ~ convex axis; 410 ~ force arm; 411~ pivotal end; 412~ intermediate protrusion; 413~ chute. 0134-A21533TWF(N2); 95-TOP-3;chentf 15