1374831 六、發明說明： 【發明所屬之技術領域】 本發明是有關於一種連動煞車系統，特別是有關於一 種連動煞車切換機構。 【先前技術】 一般來說，目前一些機車之中會配置有連動煞車裝 置，以提供連動煞車的功能。舉例來說，中華民國發明專 利公開第200930597號即揭露有一種習知之連動煞車裝 置。 然而，雖然習知之連動煞車裝置可提升機車行駛於一 般路面上之安全性，但習知之連動煞車裝置在濕滑路面上 運作時卻容易導致前輪因煞車而發生打滑現象，進而導致 危險意外。 有鑑於此，本發明之目的是要提供一種連動煞車系 統，其可增進應用上之彈性與煞車安全性。 • 【發明内容】 本發明基本上採用如下所詳述之特徵以為了要解決上 述之問題。 本發明之一實施例提供一種連動煞車系統，其包括一 連動控制閥，具有一第一進油口、一第二進油口、一出油 口、一油室及一柱塞，其中，該第一進油口、該第二進油 口、該出油口及該油室係容納一煞車油，該第一進油口、 該第二進油口及該出油口係連通於該油室，該柱塞係以移 5 1374831 動之方式設置於該油室之中；—調整器，係以轉動之方式 連接於：連動控制閥，並且具有一容置槽及__抵擋部，其 中’該谷置槽麵接於該減部，當該調整^轉動以使該 容，槽對應於錄塞時，該柱塞顧擇性移動於該油室及 該夺置槽之中’ u及當該調整器轉動以使該抵擋部對應於 該柱塞時’該柱塞係較於該油室之中；—第—煞車總粟、， 連通於該連動控制閥之該第一進油口；一敔 連通於該第-煞車總系;一第二煞車總果第連通= 控制閥之該第二進油口；以及—第二煞車卡钳，連通於該 連動控制閥之該出油口。 、本發明之另-實施例提供一種連動煞車系統，其包括 -連動控制閥，具有-進油口、—出油σ、—油室及―柱 塞’其中’該進油口、該出油口及該油室係容納一煞車油， 該進油Π及該出油口係連通於該油室，該柱塞係以移動之 方式設置於該油室之中，並且具有—第—端部及―第二端 部，以及該第一端部係相對於該第二端部，並且係突出至 該連動控侧之外部；-難器，係以轉動之方式連接於 該連動控制閥，並且具有一容置槽及一抵擋部，其中，該 容置槽係鄰接於該抵擋部，當該調整器轉動以使該容置槽 對應於該柱塞之該第二端部時，該柱塞係選擇性移動於該 油室及該容置槽之中’以及t該調整器轉動以使該抵撞部 對應於該柱塞之該第二端部時，該柱塞係固定於該油室之 中，一推桿，係以轉動之方式連接於該連動控制閥，並且 係抵接於該柱塞之該第一端部，用以驅使該柱塞移動；一 煞車操作裝置，連接於該推桿，係用以驅使該推桿轉動； 1374831 一煞車總泵，連通於該連動控制閥之該進油口；以及一煞 車卡钳，連通於該連動控制閥之該出油口。 根據本發明之連動煞車系統，該調整器更具有一螺 栓，該螺栓係穿設於該抵檔部及連動控制閥之中，以及抵 擋部係以轉動之方式連接於該螺栓。 又在本發明中，該調整器更具有一旋轉柄，以及該旋 轉柄係連接於該抵擋部。 又在本發明中，該調整器更具有一旋轉柄，該旋轉柄 Φ 係連接於該抵擋部，以及該螺栓係穿設於該旋轉柄、該抵 擋部及該連動控制閥之中。 為使本發明之上述目的、特徵和優點能更明顯易懂， 下文特舉較佳實施例並配合所附圖式做詳細說明。 【實施方式】 茲配合圖式說明本發明之較佳實施例。 第一實施例 I 請參閱第1圖、第2圖及第3圖，本實施例之連動煞 車系統100是適用於一機車之中，並且其主要包括有一連 動控制閥110、一調整器120、一第一煞車總泵131、一第 一煞車卡鉗141、一第二煞車總泵132及一第二煞車卡鉗 142。在此，連動控制閥110與調整器120亦可以被稱為是 一連動煞車切換機構。 連動控制閥110具有一第一進油口 Ilia、一第二進油 口 111b、一出油口 112、一油室113及一柱塞114。第一 進油口 111a、第二進油口 111b、出油口 112及油室113皆 7 谷納有煞車油（未顯示）。第一進油口 llla、第二進油口 lllb 及出油口 112是分別連通於油室113。柱塞114是以移動 之方式設置於油室113之中。 如第1圖、第2圖、第3圖、第4圖及第5圖所示， 調整器120是以轉動之方式連接於連動控制閥11〇，並且 調整器120具有一容置槽121、一抵擋部122、一螺栓123 及一旋轉柄124。 容置槽121是鄰接於抵擋部122。 螺栓123是穿設於抵擋部122及連動控制閥11〇之中， 以及抵擋部122是以轉動之方式連接於螺栓123。換言之， 調整器120乃是經由其螺栓123以轉動之方式連接於連動 控制閥110。 方疋轉柄124疋連接於抵擔部122。在本實施例之中，螺 栓123乃是穿設於旋轉柄124、抵擋部122及連動控制閥 110之中。 如第1圖、第2圖及第3圖所示，第一煞車總泵131 是藉由一第一油管151來連通於連動控制閥u〇之第一進 油口 111a及第一煞車卡鉗141。 第二煞車總泵132是藉由一第二油管152來連通於連 動控制閥110之第二進油口 111b。 第二煞車卡鉗142是藉由一第三油管153來連通於 動控制閥110之出油口 112。 如第1 轉動調整器 圖及第4圖所示，在一操作者利用旋轉柄 120.以使其容置槽121對應於連動控制閥 124 110 1374831 之柱塞114之位置的情形下杏 煞車油壓時，煞車油會依序經^二^車出建立 口 111b、油室113、出、、由D π ” 一油官152、第二進油 二煞車切M2,以驅使油管⑸傳遞至第 效果。同樣地，如第2圖所—:、，車/鉗142作動產生煞車 轉動調整器120以使其容^ 操作者利用旋轉柄124 114 ^ ^ w λα '置槽U1對應於連動控制閥110 情形下，當以第-煞車總請建立 ’油會經由第-油管⑸傳遞至第一轉 卡鉗141，以驅使第一敔由L ^…平 同. -ft-. “，、車卡鉗141作動產生煞車效果。 ::煞車=會依序經由第一油管i5i及第一進油口 棱J遞至主^ 114，以驅使柱塞114 (向右）移動。此時， =14會油室113及容置槽121之中，以及油室 推擠並經f112及第三油㈣ 產生煞車效果。 驅使第一煞車卡钳142作動 如上所述’在操作者利用旋轉柄124轉動調整器12〇 从使其容置槽121對應於連動控制閥110之柱塞114之位 置的情形下，當以第一煞車總泵131建立煞車油壓時，第 〜煞車卡鉗141及第二煞車卡鉗142即可同步作動而產生 連動煞車之效果。 在另一方面，如第3圖及第5圖所示，在操作者利用 旋轉柄124轉動調整器120以使其抵擋部I】】對應於連動 控制閥110之柱塞1Η之位置的情形下，柱塞114會因抵 推部122之柢擋作用而固定於油室113之中。此時:告： 9 第-煞車總泵132建立煞車油壓時， 第二油管⑸、第二進油σ lllb、油室=仍會依序經由 f第三油管⑸傳遞至第二煞車卡· 142113、出油=112 車卡鉗142作動產生煞車效果。 ，以％使第-煞 131 -et it ± …、而’當以第一煞車總泵 建立"，、車油壓時，权塞114會因抵 …、 用而無法移動，因而無法使得第二煞車二指：抵擋作 煞車效果。因此，在操作者利用旋轉柄車 以使it抽垆加^ 們124轉動調整器120 ，、抵擋。卩122對應於連動控制閥 置的情形下，以第-煞車總1131建二:，114之位 第-煞車切⑷作動產生料絲Μ車油㈣能堪使 、如上所述，在操作者利用旋轉柄12 敕 以使其抵擔部122對躲連動控侧 罟认坡W 1 υ之柱塞114之位 下，連動煞車系統10。之連 除因而可提升機車在濕滑路面上奴時之煞車安^ 第二實施例 同二實施例中’與第—實施例相同之元件均標示以相 ^參閱第6圖、第7圖及第8圖，本實施例 車糸統刚，亦是適用於—機車之中 =，·、 連動控制閥110，、-調敫哭” n也』〃要匕括有一 f詈m “ 一推桿125、一煞車操作 =126、—煞車總栗13G及―煞車切14G。在此，連動 =閥U0,與鮮器12G亦可以被稱為是—連動煞車切換 出油口 112、 連動控制閥110,具有—進油口 Ul、一 1374831 油室113及-枉塞u[進油n 1U、出油口 ιι2及油室 113皆容納有煞車油（未顯示）。進油口 m及出油口 ιΐ2是 分別連通於油室113。柱塞⑴是以移動之方式設置於油 室⑴之中，並錄塞114具有—第―端部收及一第二 端部^4b。在此’第-端部114a是㈣於第二端部⑽， 並且第-端部114a是突出至連動控制閥11Q，之外部。 如第6目第7圖、第8圖、第4圖及第5圖所示， 調整器120是以轉動之方式連接於連動控制闊ιι〇,，並且 調正益120具有一谷置槽121、—抵擋部n 一螺检⑵ 及一旋轉柄124。 容置槽121是鄰接於抵擋部122。 螺栓123是穿設於抵擋部122及連動控制闊ιι〇，之 一，从及抵擔部122是以轉動之方式連接於螺栓123。換 言之’調整器120乃是經由其螺* 123 於連動控_ 11G，。 腳之万式運接 =轉柄U4是連接於抵擔部m。在本實施例之中，螺 =乃是穿設於_柄124、抵#部122及連動控 11ϋ之中。 第6圖、第7圖及第8圖所示，推桿125是以轉動 ，連，於連動控侧11G，，並且推桿125 *抵接於柱 土敏^ 一端部114&，其可用來驅使柱塞114移動。 f 12^操作裝£ 126 ^連接於推桿125,其可用來驅使推 :m煞車操作裝置126還可用來驅使與其 連之一煞車裝置（未顯示）進行煞車運作。 111374831 VI. Description of the Invention: [Technical Field] The present invention relates to a linked brake system, and more particularly to a linkage brake switching mechanism. [Prior Art] In general, some locomotives are currently equipped with interlocking brake devices to provide the function of interlocking brakes. For example, the Republic of China Invention Patent Publication No. 200930597 discloses a conventional linked brake device. However, although the conventional linkage brake device can improve the safety of the locomotive on a general road surface, the conventional linkage brake device is likely to cause the front wheel to slip due to braking when operating on a slippery road surface, thereby causing a dangerous accident. In view of the above, it is an object of the present invention to provide a linked brake system that enhances the flexibility of application and the safety of braking. • SUMMARY OF THE INVENTION The present invention basically employs the features detailed below in order to solve the above problems. An embodiment of the present invention provides a linkage braking system including a linkage control valve having a first oil inlet, a second oil inlet, an oil outlet, an oil chamber, and a plunger, wherein The first oil inlet, the second oil inlet, the oil outlet and the oil chamber receive a brake oil, and the first oil inlet, the second oil inlet and the oil outlet are connected to the oil a plunger is disposed in the oil chamber by moving 5 1374831; the adjuster is rotatably connected to: a linkage control valve, and has a receiving groove and a __resisting portion, wherein 'The groove of the valley is connected to the minus portion, and when the adjustment is rotated to make the volume, the groove corresponds to the recording, the plunger is selectively moved in the oil chamber and the capturing groove. When the adjuster is rotated such that the resisting portion corresponds to the plunger, the plunger is in the oil chamber; the first brake is connected to the first oil inlet of the interlocking control valve One connected to the first brake car; one second brake total connected to the second inlet of the control valve; and - the second brake a caliper that is connected to the oil outlet of the interlocking control valve. Another embodiment of the present invention provides a linked brake system including a - linkage control valve having an oil inlet, an oil output σ, an oil chamber, and a "plunger" wherein the oil inlet and the oil outlet The port and the oil chamber are configured to receive a brake oil, the oil inlet port and the oil outlet port are connected to the oil chamber, the plunger is disposed in the oil chamber in a moving manner, and has a first end portion And a second end portion, wherein the first end portion is opposite to the second end portion and protrudes to the outside of the interlocking control side; the dynamometer is rotatably coupled to the interlocking control valve, and Having a receiving groove and a resisting portion, wherein the receiving groove is adjacent to the resisting portion, and when the adjusting device is rotated to make the receiving groove correspond to the second end of the plunger, the plunger Selectively moving in the oil chamber and the accommodating groove' and when the adjuster rotates to make the impact portion correspond to the second end of the plunger, the plunger is fixed to the oil chamber a push rod connected to the interlocking control valve in a rotating manner and abutting against the plunger One end portion for driving the plunger to move; a brake operating device coupled to the push rod for driving the push rod to rotate; 1374831 a brake master cylinder connected to the oil inlet of the interlocking control valve; A brake caliper is connected to the oil outlet of the interlocking control valve. According to the interlocking brake system of the present invention, the adjuster further has a bolt which is threaded through the abutting portion and the interlocking control valve, and the abutting portion is rotatably coupled to the bolt. In still another aspect of the invention, the adjuster further has a rotary handle, and the rotary handle is coupled to the resisting portion. In the present invention, the adjuster further has a rotating handle, the rotating handle Φ is coupled to the resisting portion, and the bolt is threaded through the rotating handle, the abutting portion and the interlocking control valve. The above described objects, features and advantages of the present invention will become more apparent from the description of the appended claims. [Embodiment] A preferred embodiment of the present invention will be described with reference to the drawings. First Embodiment I Referring to FIG. 1 , FIG. 2 and FIG. 3 , the linkage braking system 100 of the present embodiment is suitable for use in a locomotive, and mainly includes a linkage control valve 110 , an adjuster 120 , A first brake master cylinder 131, a first brake caliper 141, a second brake master cylinder 132 and a second brake caliper 142. Here, the interlocking control valve 110 and the adjuster 120 may also be referred to as a linked brake switching mechanism. The interlocking control valve 110 has a first oil inlet Ilia, a second oil inlet port 111b, an oil outlet port 112, an oil chamber 113 and a plunger 114. The first oil inlet 111a, the second oil inlet 111b, the oil outlet 112, and the oil chamber 113 are all provided with brake oil (not shown). The first oil inlet llla, the second oil inlet lllb, and the oil outlet 112 are respectively communicated with the oil chamber 113. The plunger 114 is disposed in the oil chamber 113 in a moving manner. As shown in FIG. 1 , FIG. 2 , FIG. 3 , FIG. 4 , and FIG. 5 , the adjuster 120 is rotatably connected to the interlocking control valve 11 , and the adjuster 120 has a receiving slot 121 . A resisting portion 122, a bolt 123 and a rotating handle 124. The accommodating groove 121 is adjacent to the resisting portion 122. The bolt 123 is inserted through the abutting portion 122 and the interlocking control valve 11 , and the abutting portion 122 is connected to the bolt 123 in a rotating manner. In other words, the adjuster 120 is rotatably coupled to the interlocking control valve 110 via its bolt 123. The square turn knob 124 is connected to the bearer portion 122. In the present embodiment, the bolt 123 is disposed through the rotary handle 124, the abutting portion 122, and the interlocking control valve 110. As shown in FIG. 1 , FIG. 2 and FIG. 3 , the first brake master cylinder 131 is connected to the first oil inlet 111 a of the interlocking control valve u and the first brake caliper 141 by a first oil pipe 151 . . The second brake master cylinder 132 is connected to the second oil inlet port 111b of the interlocking control valve 110 by a second oil pipe 152. The second brake caliper 142 is connected to the oil outlet 112 of the dynamic control valve 110 by a third oil pipe 153. As shown in the first rotation adjuster diagram and the fourth figure, in the case where the operator uses the rotary handle 120. such that the accommodation groove 121 corresponds to the position of the plunger 114 of the interlocking control valve 124 110 1374831, the apricot oil When pressing, the brake oil will be passed through the door to establish the port 111b, the oil chamber 113, the outlet, the D π ” oil commander 152, and the second oil feed two brakes to cut the M2 to drive the oil pipe (5) to the first Similarly, as shown in Fig. 2:, the vehicle/clamp 142 is actuated to generate the brake rotation adjuster 120 so that the operator can use the rotary handle 124 114 ^ ^ λα ' to position the slot U1 corresponding to the interlocking control valve. 110 In the case, when the first brake is established, the oil will be transferred to the first transfer caliper 141 via the first oil pipe (5) to drive the first cymbal by L ^ .... -ft-. ",, the car caliper 141 Actuation produces a braking effect. :: Brake = will be sequentially delivered to the main 114 via the first tubing i5i and the first inlet port J to drive the plunger 114 (to the right). At this time, =14 will be in the oil chamber 113 and the accommodating groove 121, and the oil chamber is pushed and the braking effect is generated by the f112 and the third oil (4). Driving the first brake caliper 142 to act as described above. 'In the case where the operator rotates the adjuster 12 by the rotary handle 124 from the position where the accommodation groove 121 corresponds to the plunger 114 of the interlocking control valve 110, when the first When the brake master cylinder 131 establishes the brake hydraulic pressure, the first brake caliper 141 and the second brake caliper 142 can be synchronized to generate the effect of the interlocking brake. On the other hand, as shown in FIGS. 3 and 5, in the case where the operator rotates the adjuster 120 by the rotary handle 124 so that the resisting portion I] corresponds to the position of the plunger 1 of the interlocking control valve 110 The plunger 114 is fixed in the oil chamber 113 by the blocking action of the urging portion 122. At this time: Notice: 9 When the first-loader master cylinder 132 establishes the brake oil pressure, the second oil pipe (5), the second oil feed σ lllb, the oil chamber = will still be transmitted to the second brake car via the f third oil pipe (5). 142113, oil out=112 The car caliper 142 is activated to produce a braking effect. In the case of %-煞131 -et it ± ..., and 'when the first brake master cylinder is established ", when the vehicle is under hydraulic pressure, the weight 114 will not move due to the use of Two cars and two fingers: resisting the effect of braking. Therefore, the operator uses the rotating handle car to cause the it to twitch and rotate the adjuster 120 to resist.卩122 corresponds to the interlocking control valve, in the case of the first brake-wheel-mounted 1131: the 114-th position of the first brake-cut (4) to generate the wire brake oil (four) can be used, as described above, in the operator The shank system 12 is rotated by rotating the shank 12 so that the damper portion 122 abuts the plunger 114 of the swaying side of the swaying side W1 υ. The connection between the locomotive and the locomotive on the wet road surface can be improved. The second embodiment is the same as the components of the second embodiment, and the components are labeled as shown in Fig. 6 and Fig. 7 Figure 8, the rut system of this embodiment is also suitable for - in the locomotive =, ·, linkage control valve 110, - 敫 敫 cry "n also 〃 匕 匕 匕 詈 詈 詈 “ “ “ “ 125, a car operation = 126, - car total chestnut 13G and - car cutting 14G. Here, the linkage = valve U0, and the freshener 12G may also be referred to as - linkage brake switching oil outlet 112, linkage control valve 110, having - inlet port Ul, a 1374831 oil chamber 113 and - u u [ The oil inlet n 1U, the oil outlet ιι 2 and the oil chamber 113 all contain brake oil (not shown). The oil inlet port m and the oil outlet port ιΐ2 are respectively connected to the oil chamber 113. The plunger (1) is disposed in the oil chamber (1) in a moving manner, and the spool 114 has a first end portion and a second end portion 4b. Here, the 'th end portion 114a' is (four) to the second end portion (10), and the first end portion 114a protrudes to the outside of the interlocking control valve 11Q. As shown in the sixth, seventh, eighth, fourth, and fifth figures, the adjuster 120 is connected to the interlocking control in a rotating manner, and the tuning 120 has a valley slot 121. - a resisting portion n a thread check (2) and a rotating handle 124. The accommodating groove 121 is adjacent to the resisting portion 122. The bolt 123 is inserted through the resisting portion 122 and the interlocking control, and the slave and the receiving portion 122 are rotatably connected to the bolt 123. In other words, the adjuster 120 is via its screw _ 11G. Foot-to-foot transmission = The rotary handle U4 is connected to the offset portion m. In the present embodiment, the screw = is inserted in the shank 124, the yoke portion 122, and the interlocking control 11 。. As shown in Fig. 6, Fig. 7, and Fig. 8, the push rod 125 is rotated, connected to the interlocking side 11G, and the push rod 125* abuts against the column end portion 114& The plunger 114 is driven to move. The f 12^ operating device 126 is coupled to the push rod 125, which can be used to drive the push: m brake operating device 126 can also be used to drive a brake device (not shown) for braking operation. 11
I37483T 煞車總泵no是藉由-第-油營1S1，來連通於連動控 制閥110’之進油口 111。 煞車卡钳14G是藉由一第二油管152，來連通於連動控 制閥110’之出油口 112。 如第6圖及第4圖所示，在-操作者利用旋轉柄124 轉動調整器U0以使其容置槽m對應於連動控制閥11〇, 之柱塞114(之第二端名p ll4b)之位置的情形下：當以煞車 總泵130建立煞車油壓時，煞車油會依序經由第一、、由管 =、進油口 m、油室113、出油口 112及第二油管⑽ 傳遞至煞車袖14G ’錄使絲切UG作動產生敏車 樣地，如第7圖所示，在操作者利用旋轉柄以 12〇以使其容置槽121對應於連動控制閥ιι〇, = 煞車操作裝置126會驅使與其連接 之…車裝置（未顯示）進㈣車運作。畴， 126會驅使推桿125轉 …、旱操作裝置 此B#，Μ⑴a 使柱塞114(向右）移動。 土 會移動於油室113及容置_ 12〗φ 及油室113中之煞車油 ：1之中’以 油管152,傳遞至煞車112及第二 產生煞車效果。 U|£使煞車卡钳140作動 以使其容置槽利用旋轉柄124轉動調整器12。 二端部mb)之位置:連動控糊⑽之柱塞m(之第 時，煞車裝置（未顧干^形下’當煞車操作裝置126被操作 (未顯不）及煞車卡鉗⑽即可同步作動而產 12 1374831 生連動煞車之效果。 在另一方面，如第8圖及第5圖所示，在操作者利用 旋轉柄124轉動調整器120以使其抵擋部122對應於連動 控制閥H0,之柱塞H4(之第二端部n4b)之位置的情形 下，柱塞114(之第二端部114b)會因抵擋部122之抵擋作 用而固定於油室113之中。此時，當以煞車總果13^立 煞車油壓時，煞車油仍會依序經由第—油管ΐ5ι，、進油口 111、油室113、出油口 112及第二油管152，傳遞至 Γ40，賴使㈣切作動產生煞車效果二而， 會因抵卿⑵之抵擋作㈣^4_4部_ 由， 無法移動，因而盔法佶锃敔 車卡鉗140作動產生煞車效果。 、…、 柄m轉動調整器12〇錢复拭^ ’在柄作者利用旋轉 間⑽之柱塞m(之第二t=，122對應於連動控制 動產生煞車效果。 饮 <”、'早裝置（未顯不）作 如上所述，在操作者利用旋 以使其抵擋部122對應於連2 =調整器⑽ 二端部mb)之位置的情开^控=110之柱塞114(之第 妨由 、 崎下，連動煞車系統歸，之純 :煞解除，因而可提升機車在濕滑路面上行歇時 一車輛儀錄上，並允許操作者自行選擇是否== 1374831 之功能，因而可具有應用上之彈性以及提升之煞車安全性。 雖然本發明已以較佳實施例揭露於上，然其並非用以 限定本發明，任何熟習此項技藝者，在不脫離本發明之精 神和範圍内，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。The I37483T brake master cylinder no is connected to the oil inlet port 111 of the interlocking control valve 110' by the -th oil camp 1S1. The brake caliper 14G is connected to the oil outlet 112 of the interlocking control valve 110' by a second oil pipe 152. As shown in FIGS. 6 and 4, the operator rotates the adjuster U0 with the rotary handle 124 so that the accommodation groove m corresponds to the interlocking control valve 11A, and the plunger 114 (the second end name p ll4b) In the case of the position: when the brake motor oil pressure is established by the brake master cylinder 130, the brake oil will pass through the first, the pipe =, the oil inlet m, the oil chamber 113, the oil outlet 112 and the second oil pipe in sequence. (10) Passing to the brake sleeve 14G 'recording the wire cut UG to generate the sensitive vehicle sample, as shown in Fig. 7, the operator uses the rotary handle to 12 turns so that the receiving groove 121 corresponds to the interlocking control valve ιι, = Brake operating device 126 will drive the ... car device (not shown) connected thereto into the (four) car operation. Domains, 126 will drive the push rod 125 to rotate, and the dry operating device B#, Μ(1)a moves the plunger 114 (to the right). The earth moves in the oil chamber 113 and accommodates the brake oil in the oil chamber 113: 1 in the oil pipe 152, and transmits it to the brakes 112 and the second to produce the braking effect. U|£ causes the brake caliper 140 to act such that its receiving slot rotates the adjuster 12 with the rotary handle 124. Position of the two end mb): the plunger m of the interlocking paste (10) (when the brake device (not under the shape of the brake device 126 is operated (not shown) and the brake caliper (10) can be synchronized In the other hand, as shown in Figs. 8 and 5, the operator rotates the adjuster 120 with the rotary handle 124 such that the resisting portion 122 corresponds to the interlocking control valve H0. In the case of the position of the plunger H4 (the second end portion n4b), the plunger 114 (the second end portion 114b) is fixed in the oil chamber 113 by the resisting action of the resisting portion 122. At this time, When the total fuel is 13°, the brake oil will still pass through the first tubing ΐ5ι, the oil inlet 111, the oil chamber 113, the oil outlet 112 and the second oil pipe 152, and then transferred to Γ40, Lai. The (4) cut action will produce the effect of the brakes, and will be unable to move due to the resistance of the defender (2) (4) ^4_4 _, and therefore the helmet caliper 140 will act to generate the brake effect. ,..., handle m rotation adjuster 12 复 复 复 ^ ^ 'In the handle author using the rotation of the (10) plunger m (the second t =, 122 corresponds to linkage control The braking effect is generated. The drinking <", 'early device (not shown) is as described above, and the operator uses the rotation so that the resisting portion 122 corresponds to the position of the 2 = adjuster (10) two end portions mb) Open the control = 110 of the plunger 114 (the syllabus, the bottom, the linkage system, the pure: 煞 release, thus improving the locomotive on the wet road when the vehicle is on the move, and allows the operator Self-selection of the function of == 1374831, thus having the flexibility of application and the improved safety of the brakes. Although the invention has been disclosed in the preferred embodiments, it is not intended to limit the invention, and any skill in the art is known. The scope of protection of the present invention is defined by the scope of the appended claims.
14 1374831 【圖式簡單說明】 第1圖係顯示本發明之第一 -種運作狀II下之部份剖面及平面示意圖^煞車系統於 另一之第—實施例之連動煞車系統於 種運乍狀〜、下之部份剖面及平面示意圖； 第3圖係顯示本發明之第_實_ 又一種運作狀態下之部份剖面及平面㈣圖；糸統於 第4圖係顯示根據第i 面示意圈； _及第6圖之Z方向之部份平 第5圖係顯示根據第3 面示意圖； ®及第8圖之Y方向之部份平 第^圖係顯示本發明之第二實_ -種運作«下之部份剖面及平㈣意圖；I、車糸統於 第7圖係顯示本發明之第二實施例 另-種運繼邮編㈣=、及車系統於 又-種運倾ml 例之連㈣車系統於 又種運作狀杯之部份剖面及平面示意圖。 【主要元件符號說明】 100、100’〜連動煞車系統 110、110’〜連動控制閥 111〜進油口 11 la〜第一進油口 15 1374831 lllb〜第二進油口 112〜出油口 113〜油室 114〜柱塞 114a〜第一端部 114b〜第二端部 120〜調整器 121〜容置槽 122〜抵擋部 123〜螺栓 124〜旋轉柄 125〜推桿 126〜煞車操作裝置 130〜煞車總泵 131〜第一煞車總泵 132〜第二煞車總泵 140〜煞車卡鉗 141〜第一煞車卡鉗 142〜第二煞車卡鉗 151、 151’〜第一油管 152、 152’〜第二油管 153〜第三油管14 1374831 BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a partial cross-sectional view and a plan view showing the first type of operation of the present invention. The brake system is in another type of embodiment. Figure 3 shows a partial cross-section and a plan view of the lower part; Figure 3 shows a partial cross-section and a plane (four) diagram of the first embodiment of the present invention; the fourth embodiment shows the i-th surface according to the fourth aspect. The circle of the figure _ and the part of the Z direction of the figure 6 are shown in Fig. 3; the partial view of the Y direction of the ® and Fig. 8 shows the second reality of the invention _ - Operational part of the following section and flat (four) intent; I, car system in Figure 7 shows the second embodiment of the invention, another type of postal code (four) =, and the car system in the Part of the profile and plane diagram of the operating cup. [Description of main component symbols] 100, 100'~ linkage braking system 110, 110'~ linkage control valve 111~ oil inlet port 11 la~ first oil inlet port 15 1374831 lllb~ second oil inlet port 112~ oil outlet 113 - Oil chamber 114 to plunger 114a to first end portion 114b to second end portion 120 to adjuster 121 to accommodating groove 122 to resisting portion 123 to bolt 124 to rotating handle 125 to push rod 126 to brake operating device 130 The brake master cylinder 131 to the first brake master cylinder 132 to the second brake master cylinder 140 to the brake caliper 141 to the first brake caliper 142 to the second brake caliper 151, 151' to the first oil pipe 152, 152' to the second oil pipe 153 ~ third oil pipe