TWI532614B - Breaking coordinating apparatus - Google Patents

Description

Brake linkage

The invention relates to a brake linkage device, in particular to a brake linkage device for a locomotive, a bicycle or an automobile of two or more wheels.

Vehicles such as light locomotives, bicycles or electric locomotives have become an indispensable means of transportation for everyday life. However, since the vehicle has only two wheels, it is inappropriate to use the front and rear rims inadvertently during the braking process. The situation will not only greatly extend the braking distance, but also cause the tire to slip due to locking, which will cause the vehicle body to lose stability or accidents of dumping, which seriously endangers the driving safety of the vehicle.

When the vehicle is braking, the braking force of the whole vehicle is the sum of the front wheel braking force and the rear wheel braking force. The correct distribution of the front and rear wheel rim driving force can make the front and rear braking completely apply the tire's grip force, so that the braking distance is the smallest; at the same time, it will not The front wheel or the rear wheel is locked, which causes the tire to lose stability or even collapse due to the side slip, or the crisis of difficulty in driving direction control. Among them, the vehicle is affected by the inertia forward movement during the braking process, and the grip of the front wheel will increase. On the contrary, the grip of the rear wheel will be reduced. Therefore, when braking, the correct braking force ratio should be compared with the front wheel braking force. The rim car has a high proportion. The effect of the inertia forward movement of the vehicle will become more and more obvious as the braking force of the vehicle increases. Therefore, the braking force ratio of the front wheel should increase as the braking force of the vehicle increases.

In addition, for the two-wheeled vehicle, if the vehicle brakes during the turning process, the braking force of the rear wheel will generate a torque that stabilizes the direction of the vehicle body, and vice versa, the braking force of the front wheel will generate the front The torque of the wheel yaw. At present, most of the two-wheeled vehicles or bicycles use two brake handles to drive the front and rear wheels respectively. When the driver makes an emergency stop during high-speed driving, the correct method of use is to use the front and rear rims at the same time, and the front wheel has a large braking force. If you accidentally use the front wheel brake alone, the faucet will be heavily biased and the body will fall over. On the other hand, if the rear wheel brake is used alone, it will be affected by the inertia of the vehicle. Not only is the braking force insufficient, but the braking distance is greatly increased, which makes it easier for the rear tire to slip due to locking, causing the body to lose its directional stability and fall. . Although the driver can understand the risk through proper driving training, the probability of occurrence of the above situation can be reduced. However, in an emergency, it is still difficult to prevent the situation of using the front or rear wheel brakes alone, which makes the safety of the above vehicles long questioned.

In view of this, how to properly distribute the braking force provided by the front wheel brake and the rear wheel brake is a key technology to improve the driving safety of the vehicle. However, even in the automotive field, devices such as anti-lock Braking (ABS) or Proportional Valve have been developed to perform the front and rear braking force distribution of the vehicle, but it is limited by the volume of the device. Considerations such as weight, cost, etc., cannot always be applied to vehicles such as light-duty locomotives, bicycles, or electric cars.

Referring to FIG. 1 , a conventional brake linkage device 8 includes a left brake line 81 , a right brake line 82 , a front brake line 83 , and a rear brake line 84 . The left brake line 81 and the right brake line 82 can respectively connect the left brake handle and the right brake handle of the vehicle, and the front brake line 83 and the rear brake line 84 can respectively connect the front wheel brake or the rear wheel brake of the vehicle. When the user pulls the left brake handle or the right brake handle, the left brake line 81 or the right brake line 82 will be displaced. At this time, the front brake line 83 and the rear brake will be driven through the corresponding linkage device. The line 84 moves, wherein the degree of movement of the front brake line 83 is half of the displacement of the left brake line 10 or the right brake line 82, and the degree of movement of the rear brake line 84 is the same as the left brake line 10 or the right brake The amount of displacement of line 82 is the same. An embodiment of the conventional brake linkage device 8 has been disclosed in the Patent Law No. M364652 of the Republic of China on "Safety Brakes".

By providing the conventional brake linkage device 8 in the vehicle, it can be ensured that the rear wheel brake of the vehicle can preferentially provide the braking force regardless of whether the user pulls the left brake handle or the right brake handle, so as to achieve the effect of the front wheel and the front wheel. . Moreover, if the user pulls one of the handles of the vehicle and then pulls the other handle of the brake, that is, when the left brake handle or the right brake handle is simultaneously pulled, the conventional brake linkage 8 can further drive the front brake line 84. Move to increase the braking force generated by the front wheel brakes.

However, the above-described conventional brake linkage device 8 cannot properly distribute the braking force provided by the front wheel brake and the rear wheel brake when the user pulls the left brake handle or the right brake handle, and if the user wishes to make the front wheel brake force compare with the rear wheel brake force To occupy a higher proportion, it is still necessary to pull the left hand grip or the right brake handle at the same time. Accordingly, the conventional brake linkage device 8 cannot achieve the requirement that the user can simultaneously drive a plurality of brake devices and appropriately distribute the ratio of the brake force provided by each brake device when the user pulls a single brake handle.

Referring to FIG. 2, another conventional brake linkage device 9 includes a housing 91, a first driving body 92 and a second driving body 93. One end of the housing 91 is provided with a first through hole 911, and the other end is provided with a second through hole 912 and a third through hole 913. The two ends of the first driving body 92 are respectively provided with a pivoting portion 921, 922 corresponding to the first and second through holes 911, 912 of the housing 91, respectively. A rear wheel brake line 94 for connecting the rear wheel brakes is passed through the 912, and the rear wheel brake line 94 is attached to the pivot portion 922 corresponding to the second through hole 912. One end of the second driving body 93 is provided with a pivoting portion 931 corresponding to the third through hole 913 of the housing 91, and the third through hole 913 is configured to pass through a front wheel brake line 95 of the front wheel brake. And the front wheel brake line 95 is attached to the pivot portion 931 corresponding to the third through hole 913. One end of a control line 96 is inserted through the first through hole 911 of the housing 91 and then mounted on the pivoting portion 921 corresponding to the first through hole 911. The other end of the control line 96 is mounted on a brake handle 961. The second driving body 93 is coupled to the first driving body 92, and a set distance is reserved between the first and second driving bodies 92 and 93. The combination of gaps. An embodiment of the conventional brake linkage device 9 has been disclosed in the patent of the Republic of China Patent Publication No. M412127, "Improved Front and Rear Wheel Brake Control Devices".

Therefore, when the user presses the brake handle 961 to perform the braking operation, the control line 96 connected to the brake handle 5 and the first driving body 92 directly pulls the first driving body 92 forward, so as to be mounted thereon. The rear wheel brake line 94 on the first drive body 92 is interlocked and causes the rear wheel brake to perform a braking action on the rear wheel. At the same time, since the combined first and second driving bodies 92, 93 are provided with a joint gap, when the first driving body 92 is moved forward to cause the rear wheel to brake, the second driving body 93 is installed. The front wheel brake line 95 thereon will not be operated temporarily, and after the first driving body 92 continues to move forward to cause the joint gap to disappear, the first driving body 20 is driven forward together, thereby causing the front wheel to brake. Line 95 produces a linkage and causes the front wheel brake to perform a braking action on the front wheel.

Although the above-described conventional brake linkage device 9 is provided, the user can control the operation of the front and rear wheel brakes by using a single brake handle 961, and a binding gap is reserved between the first and second driving bodies 92, 93 to delay the movement. When the second driving body 93 is driven by the first driving body 92, the segment braking operation in which the rear wheel is immediately adjacent to the front wheel can be achieved, but the conventional brake linkage device 9 cannot properly distribute the front wheel brake and the rear wheel brake. The proportion of the driving force. In fact, the use of the conventional brake linkage 9 will cause the rear wheel brake line 94 to be pulled by the control line 96 to always be greater than the distance that the front wheel brake line 95 is pulled, resulting in the front wheel brake force in the vehicle's braking force. The proportion can not be greater than the proportion of the rear wheel brakes, which obviously does not meet the need to properly distribute the braking force provided by the front and rear wheel brakes.

Therefore, the above-mentioned conventional brake linkage devices 8 and 9 cannot properly distribute the braking force provided by the front wheel brake and the rear wheel brake, and it is not necessary to provide a brake linkage device, which enables the driver to simultaneously drive a plurality of brake handles while driving several brakes at the same time. The braking device is activated by the brake device, and the braking force provided by each braking device is appropriately allocated, thereby effectively avoiding the danger caused by the driver's improper control of the front and rear brakes, resulting in the risk of improper control of the distribution of the front and rear braking forces, thereby improving the vehicle. Driving safety.

An object of the present invention is to provide a brake linkage device capable of ensuring that a user pulls a single brake handle when attempting to drive a first or two brake device to operate according to a driver by providing a brake force distribution mechanism. Apply the force of the handlebars to the handlebars, and appropriately allocate the proportion of the brake force provided by each brake device. Thereby, the first and second braking devices can be respectively disposed on a rear wheel and a front wheel of the vehicle, so as to achieve the effect of correct braking force ratio by using the braking force distribution mechanism, effectively shortening the braking distance of the vehicle, and improving the braking effect of the vehicle. efficacy.

Another object of the present invention is to provide a brake linkage device, which is provided with a brake gap automatic adjustment mechanism, wherein the brake gap automatic adjustment mechanism comprises a connecting rod, a first adjusting member, a second adjusting member, a fork and a a bracket, when the brake shoe of the first brake device is excessively worn, the distance pulled by the connecting rod, the first adjusting member and the second adjusting member is increased, and the fork is rotated relative to the connecting rod, forcing the first The adjusting member rotates to reduce the distance between the first adjusting member and the second adjusting member, and the length of the brake cable can be automatically adjusted to maintain a constant value between the brake shoe and the brake drum of the drum brake device to ensure the braking force. The distribution mechanism can correctly allocate the ratio of the braking force generated by the first and second braking devices, without causing a gap change due to the wear of the rolling shoe, resulting in a change in the braking ratio, and having the effect of improving the correctness of the use of the brake linkage device. .

A further object of the present invention is to provide a brake linkage device, which can adjust the ratio of the braking force generated by the first and second braking devices by the user or the driving computer depending on the road condition by setting a braking ratio limit value adjusting mechanism. In order to achieve the best braking effect, and at the same time meet the vehicle driving safety considerations, it has the effect of improving the practicality of the brake linkage device.

The invention can be applied to the brake linkage device of the locomotive, the bicycle or the automobile of two or more wheels, in particular, the brake linkage device capable of driving the plurality of brake devices at the same time when the driver pulls the single handle of the brake. The device can appropriately allocate the proportion of the braking force provided by each braking device according to the driver's applied force value of the handlebar, and can automatically compensate the drum type. The gap change caused by the wear of the brake shoe of the brake device maintains the set correct brake ratio.

In order to achieve the foregoing object, the technical means used in the present invention include: The utility model relates to a brake linkage device, which comprises: a vehicle power distribution mechanism, comprising a rod body and a sliding seat, wherein the two ends of the rod body respectively form a first pivoting portion and a second pivoting portion, the first pivoting The second pivoting portion is coupled to a second braking device, the sliding seat is movably coupled to the shaft, and the second pivoting portion is coupled to the sliding portion An elastic member is disposed, one end of the elastic member abuts the sliding seat; and a connecting seat for coupling a brake wire, the connecting seat is pivotally coupled to the sliding seat.

In the brake linkage device of the present invention, the elastic member is a spring, and the elastic member positions the sliding seat at a predetermined position, so that the distance between the sliding seat and the first pivoting portion is smaller than the sliding seat and the second The distance of the pivoting portion.

The brake linkage device of the present invention, wherein the second brake device is a disc brake and includes a push rod, the push rod is pivotally coupled to the second pivot portion, and the connecting seat and the push rod are coupled to the rod One of the sides of the body in the radial direction.

The brake linkage device of the present invention, wherein the first brake device is a drum brake and includes a brake wire, the brake wire is coupled to the first pivot portion, and the brake wire and the connection seat are respectively coupled to the shaft One of the two sides in the radial direction.

The brake linkage device of the present invention further comprises a brake gap automatic adjustment mechanism, wherein the brake gap automatic adjustment mechanism comprises a connecting rod, a first adjusting member, a second adjusting member, a fork and a bracket, and the connecting The lever is pivotally coupled to the first pivoting portion, the first adjusting member is rotatably coupled to the connecting rod, and the first adjusting member is further provided with a gear and a first threaded portion, and the second adjusting member is The second threaded portion is screwed to the first threaded portion, and the second adjusting member is further provided with a connecting member for coupling the brake wire, the fork includes a first joint portion, and a a second joint portion and an end portion, the first joint portion is coupled to the connecting rod, and the link is provided with a back pressure spring, the back pressure spring abuts the first joint portion to face the first joint portion The outer surface of the connecting rod is squeezed, and the bracket is provided with a slide, and the second joint of the shifting fork is movably coupled to the sliding passage, and the end portion is disposed toward the gear.

In the brake linkage device of the present invention, the slide rail is a long slot, the link has an axial direction, and the slide rail is not parallel to the axial direction of the link.

In the brake linkage device of the present invention, the brake gap automatic adjustment mechanism further comprises a body, and an outer surface of the second adjustment member forms a plane or other non-circular surface, and the base abuts the second adjustment member. The outer surface.

In the brake linkage device of the present invention, the end of the fork is positioned in one of the slots of the gear.

In the brake linkage device of the present invention, the link is further provided with a pull-back spring, and the pull-back spring is respectively connected to the link and the fork.

The brake linkage device of the present invention further includes a brake ratio limit value adjustment mechanism, including a screw, a support portion and a power component, the support portion is screwed to the screw, and the power component is connected to the screw for driving the brake The screw pivots and the support portion grips and supports the brake line.

In the brake linkage device of the present invention, the screw of the brake ratio limit value adjustment mechanism is not parallel to the rod body of the brake force distribution mechanism.

In the brake linkage device of the present invention, one of the extending directions of the screw forms an angle with an extending direction of the rod body, and the braking ratio limit value adjusting mechanism further provides an adjusting groove, and one end of the screw is transmitted through an adjusting portion. The adjusting portion is movably coupled to the adjusting slot for adjusting a position of one end of the screw in the adjusting groove for adjusting an angle formed by the extending direction of the screw and the extending direction of the rod body.

In the brake linkage device of the present invention, the brake force distribution mechanism is further provided with a limiting member, and the rod body is provided with a threaded portion, the limiting member is screwed to the threaded portion and abuts the elastic member away from the sliding seat One end.

In the brake linkage device of the present invention, the lever body of the brake force distribution mechanism is provided with a guiding slot at the first pivoting portion, and the guiding slot is used for pivotally connecting a connecting rod of the brake gap automatic adjusting mechanism, the guiding slot The margin for the slight swing of the rod is reserved.

The brake linkage device of the present invention further includes a housing, wherein the housing defines an accommodating space for accommodating the brake force distribution mechanism and the brake gap automatic adjustment mechanism, and the housing is provided with a fixing portion. Used to fix the housing to a vehicle.

In the brake linkage device of the present invention, the brake gap automatic adjustment mechanism further comprises an abrasion amount warning module, wherein the wear amount warning module comprises a sensing unit, a baffle and a warning unit, and the sensing unit is combined with The second adjusting member is coupled to the first adjusting member, and the sensing unit is disposed opposite to the baffle in an axial direction of the connecting rod, and the warning unit is coupled to the sensing unit.

In the brake linkage device of the present invention, one of the brackets is provided with a sliding slot, and one end of the bracket is movably coupled to the sliding slot for adjusting the angle between the slide rail of the bracket and the axial direction of the connecting rod.

〔this invention〕

1‧‧‧煞车力分配机构

11‧‧‧ rod body

111‧‧‧Threading Department

11a‧‧‧First pivotal

11b‧‧‧Second pivotal

12‧‧‧Slide

13‧‧‧Flexible parts

14‧‧‧Limited parts

15‧‧‧ Guide slot

2‧‧‧煞车线

21‧‧‧Connecting Block

22‧‧‧煞Handle

3‧‧‧Automatic adjustment mechanism for brake clearance

31‧‧‧ Connecting rod

312‧‧‧Return spring

313‧‧‧Retraction spring

32‧‧‧First adjustment

322‧‧‧ Gears

322a‧‧‧ cogging

322a’‧‧‧ cogging

323‧‧‧First threaded part

33‧‧‧Second adjustment

331‧‧‧Second thread

332‧‧‧Connecting parts

333‧‧‧ outer surface

34‧‧‧ fork

341‧‧‧End

34a‧‧‧ first joint

34b‧‧‧Second junction

35‧‧‧ bracket

351‧‧‧ slide

352‧‧‧Chute

36‧‧‧ body

37‧‧‧Abrasion warning module

371‧‧‧Sensor unit

372‧‧ ‧Baffle

373‧‧‧Warning unit

4‧‧‧ brake ratio limit adjustment mechanism

41‧‧‧ screw

411‧‧‧Adjustment Department

42‧‧‧Support

43‧‧‧Power components

44‧‧‧Adjustment slot

5‧‧‧Shell

51‧‧‧ Fixed Department

B1‧‧‧First brake device

B1a‧‧‧ brake wire

B2‧‧‧Second brake device

B2a‧‧‧Put

[study]

8‧‧‧Used brake linkage

81‧‧‧Left car line

82‧‧‧Right car line

83‧‧‧ Front brake line

84‧‧‧After the car line

9‧‧‧Used brake linkage

91‧‧‧Shell

911‧‧‧ first perforation

912‧‧‧Second perforation

913‧‧‧ third perforation

92‧‧‧First Driver

921‧‧‧ pivotal department

922‧‧‧ pivotal department

93‧‧‧Secondary driver

931‧‧‧ pivotal department

94‧‧‧ Rear wheel brake line

95‧‧‧ Front wheel brake line

96‧‧‧Control line

961‧‧‧煞车把手

Figure 1 is a schematic view of a conventional brake linkage device.

Figure 2 is a schematic view of another conventional brake linkage device.

Figure 3 is a schematic view showing the installation of an embodiment of the present invention.

Figure 4 is a schematic view showing the appearance of an embodiment of the present invention.

Figure 5 is a schematic cross-sectional view showing an embodiment of the present invention.

Fig. 6 is a schematic view showing the use of the handlebar of the handlebar according to an embodiment of the present invention.

Figure 7 is a schematic view showing the use of the handlebar of the handlebar according to an embodiment of the present invention.

Fig. 8 is a partially enlarged schematic view showing the automatic adjustment mechanism of the brake gap according to an embodiment of the present invention.

Figure 9 is a diagram showing the automatic adjustment mechanism of the brake gap according to an embodiment of the present invention when the connecting rod is pulled A partial enlarged view of the figure.

Figure 10 is a partial cross-sectional view showing the automatic brake gap adjusting mechanism of the embodiment of the present invention when the connecting rod is pulled.

11 is a partially enlarged schematic view showing the brake gap automatic adjusting mechanism of the first embodiment of the present invention when the brake shoe of the first brake device is excessively worn and the link is pulled.

Figure 12 is a partial cross-sectional view showing the brake gap automatic adjustment mechanism according to an embodiment of the present invention when the brake shoe of the first brake device is excessively worn and the link is pulled.

Figure 13 is a partial cross-sectional view showing the brake gap automatic adjustment mechanism according to an embodiment of the present invention when the brake shoe of the first brake device is excessively worn and the link is released.

Fig. 14 is a view showing the use of the braking ratio limit value adjusting mechanism of an embodiment of the present invention.

Fig. 15 is a view showing another embodiment of the braking ratio limit value adjusting mechanism of an embodiment of the present invention.

Figure 16 is a schematic view showing still another embodiment of the braking ratio limit value adjusting mechanism according to an embodiment of the present invention.

Figure 17 is a schematic view showing still another embodiment of the braking ratio limit value adjusting mechanism of an embodiment of the present invention.

Fig. 18 is a view showing the use of still another embodiment of the braking ratio limit value adjusting mechanism according to an embodiment of the present invention.

Figure 19 is a schematic cross-sectional view showing another embodiment of the present invention.

The above and other objects, features and advantages of the present invention will become more <RTIgt; The component can be a motor, which can be designed to be clockwise or reversed via a sensing switch, a timed switch or various programming. The rotation or stop of the needle is familiar to those skilled in the art and can be expected and understood.

Referring to Figures 3 and 4, an embodiment of the brake linkage device of the present invention includes a brake force distribution mechanism 1 that is coupled to a brake line 2 and has two ends of the brake force distribution mechanism 1 A first braking device B1 and a second braking device B2 can be combined respectively.

In detail, as shown in FIG. 5, the brake force distribution mechanism 1 includes a rod body 11 , and the two ends of the rod body 11 respectively form a first pivoting portion 11a and a second pivoting portion 11b. And a slider 12 is movably coupled to the shaft 11. Accordingly, the slider 12 can slide along the rod body 11 between the first pivot portion 11a and the second pivot portion 11b. An elastic member 13 is disposed between the second pivoting portion 11b and the sliding seat 12, and one end of the elastic member 13 abuts the sliding seat 12. The elastic member 13 is preferably spring. When the slider 12 is not affected by an external force, the elastic member 13 can maintain its original length to position the slider 12 at a predetermined position. The height of the elastic member 13 is preferably designed such that the distance between the sliding seat 12 and the first pivoting portion 11a is smaller than the sliding seat 12 and the second pivot when the sliding seat 12 is in the predetermined position. The distance of the joint 11b.

One end of the brake wire 2 is coupled to a connecting seat 21 that is pivotally coupled to the slide 12 of the brake force distribution mechanism 1 to connect the brake wire 2 to the brake force distribution mechanism 1. In the present embodiment, the first brake device B1 combined with the brake force distribution mechanism 1 is disposed on the rear wheel of the vehicle, and the first brake device B1 can be a conventional drum brake, and the brake force distribution mechanism 1 is combined. The second braking device B2 is disposed on the front wheel of the vehicle, and the second braking device B2 may be a conventional disc brake, but the invention is not limited thereto. The first braking device B1 can be coupled to the first pivoting portion 11a via a brake wire B1a. When the braking wire B1a is pulled by the first pivoting portion 11a, the first braking device B1 can be driven. The sheet is opened to rub against the brake drum to produce a braking effect; the second braking device B2 can be pivotally coupled to the second pivoting portion 11b via a push rod B2a, and when the pushing rod B2a is received by the second pivoting portion 11b When pushed, will The brake master cylinder piston can be driven to force the hydraulic caliper to rub against the disc to produce a braking effect. Since the drum brakes and the disc brakes can be easily understood by those of ordinary skill in the art to which the present invention pertains, detailed descriptions thereof will not be repeated. In the present embodiment, the brake wire B1a of the first braking device B1 and the connecting seat 21 are respectively coupled to two sides in one radial direction of the rod body 11, and the connecting seat 21 and the push rod B2a are It is bonded to the same side in the radial direction of the rod body 11.

With the above structure, when the brake linkage device of the embodiment of the present invention is actually used, the other end of the brake wire 2 can be combined with a brake handle 22, which can be controlled by the user to drive the brake wire 2 to expand and contract; In addition to the brake handle 22, the brake wire 2 can also be combined with a pedal or other structure that can control the brake wire 2 to be actuated, and the invention is not limited thereto. Referring to FIG. 6 together, since the two ends of the brake line 2 are respectively connected to the connecting seat 21 and the brake handle 22, when the user pulls the brake handle 22 to tighten the brake line 2, The sliding seat 12 of the braking force distribution mechanism 1 is pulled through the connecting seat 21, and the rod body 11 is also driven to be displaced toward the connecting seat 21. In other words, when the slider 12 is pulled, the first pivoting portion 11a of the rod body 11 is driven to pull the braking wire B1a of the first braking device B1 to generate the braking force of the first braking device B1; The carriage 12 will drive the second pivoting portion 11b of the rod body 11 to push the push rod B2a of the second braking device B2 to generate the braking force of the second braking device B2. The ratio of the braking force generated by the wheel braked by the first braking device B1 to the braking force generated by the braking wheel of the second braking device B2 will form a braking ratio R.

The elastic member 13 is disposed between the second pivoting portion 11b of the braking force distribution mechanism 1 and the sliding seat 12, so that the sliding seat 12 is at the predetermined position, so the sliding seat 12 and the first pivot The ratio of the distance between the connecting portion 11a and the distance between the sliding portion 12 and the second pivoting portion 11b affects the amount of displacement generated by the first pivoting portion 11a and the second pivoting portion 11b, thereby determining the An initial value of the braking ratio R of the first braking device B1 and the second braking device B2. In this embodiment, the distance between the sliding seat 12 and the first pivoting portion 11a is preferably smaller than the sliding seat. The distance between the 12 and the second pivoting portion 11b is such that the initial value of the braking ratio R is such that the proportion of the rear wheel braking force of the vehicle to the braking force of the vehicle is greater than the proportion of the front wheel braking force.

Please refer to FIG. 7 again, during the braking process, the power of the user pulling the brake line is gradually increased. When the user continues to increase the pulling force of the brake handle 22 to tighten the brake line 2, the brake line 2 The tension applied to the slider 12 along the component of the shaft 11 will be greater than the elastic force of the elastic member 13, causing the slider 12 to slide toward the second pivot portion 11b. The distance between the seat 12 and the first pivoting portion 11a will gradually be greater than the distance between the sliding seat 12 and the second pivoting portion 11b. Therefore, as the pulling force applied by the braking line 2 to the sliding seat 12 increases, The carriage 12 will continue to slide toward the second pivoting portion 11b, so that the braking force generated by the second braking device B2 is gradually increased. When the user pulls the power of the brake handle 22 to the maximum, so that the brake wire 2 is received to the tightest position, the slide 12 is slid toward the second pivoting portion 11b to a final position, the first brake device The braking ratio R of B1 and the second braking device B2 will form a limit value. In the present embodiment, the limit value of the braking ratio R is such that the proportion of the front wheel braking force of the vehicle to the braking force of the whole vehicle is greater than the proportion of the rear wheel braking force, and the limit value is preferably 〝3:7〞 .

On the other hand, the rod body 11 of the brake force distribution mechanism 1 can be provided with a threaded portion 111, and a limiting member 14 is further disposed. The limiting member 14 is screwed to the threaded portion 111 and abuts the elastic member 13 away from the elastic member 13 One end of the slider 12. In other words, the two ends of the elastic member 13 respectively abut the slider 12 and the limiting member 14, and the position of the limiting member 14 can be moved by controlling the rotation of the limiting member 14 relative to the threaded portion 111. The amount of pre-compression of the elastic member 13 is changed to adjust the elastic force of the elastic member 13. Therefore, the vehicle designer can control the timing of the sliding of the sliding member 12 along the rod body 11 toward the second pivoting portion 11b by adjusting the elastic force of the elastic member 13, thereby controlling the first braking device B1 and the The timing of change of the braking ratio R of the second braking device B2.

Therefore, it can be seen that the brake linkage device of the embodiment of the present invention can ensure that the first brake is applied when the user pulls the brake handle 22 to attempt to drive the first or second brake devices B1 and B2 to operate. The braking force generated by the device B1 is used in the braking of the whole vehicle. The proportion of the force is large. Thereby, the first and second braking devices B1, B2 can be respectively disposed on a rear wheel and a front wheel of the vehicle. When the user pulls the braking handle 22 to tighten the braking line 2, the first braking device B1 The braking force generated by the rear wheel is relatively large. However, as the user pulls the braking handle 22 to increase the range, that is, the braking force demand of the whole vehicle increases, the second braking device B2 brakes the braking force generated by the front wheel. The proportion will be gradually increased, so that the second brake device B2 accounts for a large proportion of the vehicle's braking force. By appropriately allocating the ratio of the braking force generated by the first and second braking devices B1, B2, the braking distance of the vehicle can be effectively shortened, and the effect of improving the braking effect of the vehicle can be effectively achieved.

It should be noted that in the present embodiment, the first brake device B1 is a conventional drum brake, which is easy to wear the brake shoe with the increase of the number of brakes, so that the distance between the brake shoe and the brake drum is enlarged, which leads to the The brake wire B1a must be pulled a longer distance to allow the brake shoe to contact the friction brake drum to obtain the same braking force as before the brake shoe is not worn. Therefore, after the first braking device B1 is worn out, the braking force distribution mechanism 1 may not correctly allocate the ratio of the braking force generated by the first and second braking devices B1, B2.

In view of the above, the vehicle linkage device of the embodiment of the present invention is further provided with a brake gap automatic adjustment mechanism 3, and the brake wire B1a of the first brake device B1 is via the rear view. The brake gap automatic adjustment mechanism 3 is coupled to the first pivot portion 11a of the rod body 11. In detail, the brake gap automatic adjustment mechanism 3 includes a connecting rod 31, a first adjusting member 32 and a second adjusting member 33. The connecting rod 31 is pivotally coupled to the first pivoting portion 11a. An adjusting member 32 is rotatably coupled to the connecting rod 31. In the embodiment, the connecting rod 31 defines an opening 311. The first adjusting member 32 is provided with a cylinder 321 through which the cylinder 321 can pass. The opening 311 extends through the link 31 such that the first adjustment member 32 can stably rotate relative to the link 31. However, the first adjusting member 32 can be rotatably coupled to the connecting rod 31 via various conventional pivoting structures, and the invention is not limited thereto.

The first adjusting member 32 is further provided with a gear 322 and a first threaded portion 323. The second adjusting member 33 is provided with a second threaded portion 331 , and the second threaded portion 331 is screwed to the first threaded portion 323 . In this embodiment, the first threaded portion 323 is an external thread, and the second threaded portion 331 is an internal thread. However, the first and second threaded portions 323 and 331 can also be internally and externally threaded, respectively. Anyone having ordinary knowledge in the field to which the present invention pertains can be easily considered. The second adjusting member 33 is further provided with a connecting member 332 for combining the braking wire B1a of the first braking device B1, and an outer surface 333 of the second adjusting member 33 is formed into a plane or other non-circular surface.

In addition, the brake gap automatic adjustment mechanism 3 is further provided with a shifting fork 34, a bracket 35 and a body 36. The shifting fork 34 includes a first joint portion 34a and a second joint portion 34b. The first joint The connecting portion 31 is coupled to the connecting rod 31, and the connecting rod 31 is provided with a back pressure spring 312 that abuts the first joint portion 34a to face the first joint portion 34a toward the outer surface of the connecting rod 31. Extrusion, the shifting fork 34 further has an end portion 341 disposed toward the gear 322 of the first adjusting member 32. The bracket 35 is provided with a slide 351, and the second joint portion 34b of the shifting fork 34 is The movable body 333 is movably coupled to the outer surface 333 of the second adjusting member 33 and is in surface contact with the outer surface 333, since the outer surface 333 is formed into a plane or other non-circular shape. An arc surface, such that the seat body 36 is in surface contact with the outer surface 333 to limit the second adjustment member 33 from sliding only in the axial direction of the link 31; in other words, the second adjustment member 33 will not The link 31 is rotated relative to the link 31. In the embodiment, the slide 351 is a long slot, and the slide 351 is not parallel to the axial direction of the link 31. The angle between the slide 351 and the axial direction of the link 31 can be Adjust according to design needs. However, the slide 351 may also be an elliptical groove, an arcuate groove, or an irregular hole. In addition, the slide 351 can be a through slot extending through the bracket 35. Alternatively, the slide 351 can also be a blind slot with the opening facing the shifting fork 34, which is not limited in the present invention.

Referring to FIG. 8 together, when the user has not pulled the brake handle 22, the brake wire 2 does not exert a pulling force on the brake force distribution mechanism 1, and the lever 11 will be in a fixed position. And the end portion 341 of the shifting fork 34 is positioned on one of the slots of the gear 322 Among the 322a.

Referring to Figures 9 and 10, if the first car brake device B1 has no wear on the brake shoe, that is, when the distance between the brake shoe and the brake drum of the first brake device B1 is normal, when the user pulls The brake handle 22 pulls the sliding seat 12 of the braking force distribution mechanism 1 to drive the first pivoting portion 11a of the lever body 11, and further connects the connecting rod 31 and the first adjusting member of the braking gap automatic adjusting mechanism 3 32 and the second adjusting member 33 are pulled together along the axial direction of the connecting rod 31 toward the first pivoting portion 11a. Since the first joint portion 34a of the shifting fork 34 is coupled to the connecting rod 31, the shifting fork 34 is also moved toward the first pivotal portion 11a in the axial direction of the link 31. The second joint portion 34b of the shift fork 34 will slide in the slide rail 351. Since the slide rail 351 is a long slot that is not parallel to the axial direction of the link 31, the shift fork 34 will Rotation with respect to the link 31 causes the end portion 341 to be displaced and slightly raised in a direction away from the gear 322. In this case, the amplitude of the shifting fork 34 relative to the link 31 is relatively small, so that the end portion 341 is also lifted to a lesser extent and will remain positioned in the slot 322a. Accordingly, once the user releases the brake handle 22, the lever 11 will return to the fixed position without any influence on the brake gap automatic adjustment mechanism 3.

However, as shown in Figures 11 and 12, if the first car brake device B1 is worn out, that is, when the distance between the brake shoe and the brake drum of the first brake device B1 is increased, when the user is The brake handle 22 is continuously pulled to pull the sliding seat 12 of the braking force distribution mechanism 1, and the first pivoting portion 11a of the lever body 11 is driven, and the connecting rod 31 of the brake gap automatic adjusting mechanism 3 is further An adjusting member 32 and a second adjusting member 33 are pulled together along the axial direction of the connecting rod 31 toward the first pivoting portion 11a, and the connecting rod 31, the first adjusting member 32 and the second adjusting member 33 are pulled. The distance will be longer than in the foregoing case, so that the amplitude of the rotation of the shifting fork 34 relative to the link 31 is increased, so that the end portion 341 is lifted away from the gear 322 and disengaged from the slot 322a.

Please refer to FIG. 13 again, the link 31 is provided with the back pressure spring 312 to The first joint portion 34a of the shifting fork 34 is pressed toward the outer surface of the connecting rod 31, so that when the end portion 341 is disengaged from the tooth groove 322a, it will be pressed by the back pressure spring 312 to be positioned with the tooth. The other groove 322a' adjacent to the groove 322a. Accordingly, once the user releases the brake handle 22, the lever 11 will return to the fixed position, and the end portion 341 will be pressed in the direction of the gear 322, thereby pressing the gear 322 to rotate the angle of the single tooth groove. The end portion 341 is formed to be positioned in the other tooth groove 322a'. The first threaded portion 323 of the first adjusting member 32 is screwed to the second threaded portion 331 of the second adjusting member 33, but the seat is rotatably rotated. The body 36 abuts against the outer surface 333 of the second adjusting member 33 to restrict the second adjusting member 33 from sliding only in the axial direction of the connecting rod 31, so the second adjusting member 33 cannot follow the first An adjustment member 32 rotates. Therefore, the first threaded portion 323 will pivot relative to the second threaded portion 331 to reduce the distance between the first adjusting member 32 and the second adjusting member 33 for compensating for the shackle of the first braking device B1. The distance between the sheet and the brake drum is enlarged to maintain a fixed gap between the brake shoe of the first brake device B1 and the brake drum.

Therefore, the brake linkage device of the embodiment of the present invention can use the link 31 and the first adjustment member 32 when the brake shoe of the first brake device B1 is excessively worn by providing the brake gap automatic adjustment mechanism 3 The distance at which the second adjustment member 33 is pulled increases, causing the shift fork 34 to rotate relative to the link 31 to cause the end portion 341 to be lifted and disengaged from the slot 322a, and the end portion 341 is positioned by the back pressure spring 312. The other tooth groove 322a' adjacent to the tooth groove 322a, so that after the user releases the brake handle 22, the fork 34 can force the gear 322 to rotate to maintain the brake shoe of the first brake device B1. The distance between the brake drums is constant. Accordingly, the brake linkage device of the embodiment of the present invention can maintain a fixed gap between the brake shoe of the first brake device B1 and the brake drum, so that the braking force of the first brake device B1 is not affected by the wear of the brake shoe. It is ensured that the brake force distribution mechanism 1 can correctly distribute the ratio of the braking force generated by the first and second braking devices B1 and B2, and has the effect of improving the convenience of use.

On the other hand, the connecting rod 31 is preferably further provided with a pull-back spring 313, which is pulled back. The spring 313 is connected to the connecting rod 31 and the shifting fork 34 respectively. When the shifting fork 34 rotates relative to the connecting rod 31, the pull-back spring 313 will be forced to extend. Thereby, when the end portion 341 is pressed downward in the direction of the gear 322, the restoring force of the pull-back spring 313 can increase the pressure under the end portion 341, ensuring that the end portion 341 can force the gear 322 to rotate, avoiding the The rotation speed of the shift fork 34 is insufficient to cause the gear 322 to be unable to rotate normally.

In addition, the brake linkage device of the embodiment of the present invention may be provided with a casing 5 for providing dustproof, waterproof and protective functions. The interior of the casing 5 forms an accommodating space for accommodating the brake force distribution mechanism 1 and the brake gap automatically. The adjusting mechanism 3, the braking line 2, the braking wire B1a of the first braking device B1 and the push rod B2a of the second braking device B2 can penetrate the housing 5 to respectively combine the braking force distribution mechanism 1 or the braking gap automatically The adjusting mechanism 3 and the bracket 35 and the seat body 36 of the brake gap automatic adjusting mechanism 3 can be fixed to the inner peripheral wall of the casing 5. The housing 5 can be provided with a fixing portion 51. The fixing portion 51 can be a conventional fixing structure such as a seat hole, a locking point or a card slot for the user to fix the housing 5 to a frame of a vehicle or Other body parts.

Referring to FIG. 5, the brake linkage device of the embodiment of the present invention is further provided with a brake ratio limit value adjustment mechanism 4, and the brake ratio limit value adjustment mechanism 4 can also be accommodated inside the housing 5. The braking ratio limit value adjusting mechanism 4 includes a screw 41, a supporting portion 42 and a power component 43. The supporting portion 42 is screwed to the screw 41, and the supporting portion 42 is for holding and supporting the braking line 2; The power element 43 is preferably a conventional stepping motor, and the power element 43 is coupled to the screw 41 for driving the screw 41 to pivot, thereby driving the support portion 42 to move along the screw 41. More specifically, the support portion 42 is coupled to a portion of the brake wire 2 between the connecting seat 21 and the brake handle 22, and thus the support portion 42 forms a fulcrum of the brake wire 2.

Since the limit value of the braking ratio R of the first and second braking devices B1, B2 is different from the applied vehicle, it may also be necessary to respond to the road condition and the driver's preference. Therefore, the brake linkage device of the embodiment of the invention can adjust the brake ratio of the first and second brake devices B1 and B2 by the user or the electronic control unit (ECU) via the brake ratio limit value adjustment mechanism 4. The limit value R.

For example, if the support portion 42 is in the position shown in FIG. 5, it can serve as a fulcrum of the brake line 2, so that the limit of the brake ratio R when the user pulls the force of the brake handle 22 to the maximum is reached. The value is 〝3:7〞, that is, the ratio of the braking force generated by the first and second braking devices B1 and B2 is 〝3:7〞, assuming that the limit value of the braking ratio R is for a vehicle. Suitable for dry asphalt pavement.

Please refer to Figure 14 again. When the vehicle needs to be driven on a rainy day, it will be affected by the slippery road surface. It will be necessary to increase the proportion of the rear wheel brake force to the vehicle's braking force to reduce the risk of slipping. If the limit value of the braking ratio R is 〝4:6〞, that is, the ratio of the braking force generated by the first and second braking devices B1 and B2 is required to be 4:6〞, which is in accordance with the vehicle in rainy days. For the driving demand, the user or the electronic control unit (ECU) can control the power component 43 to drive the support portion 42 to move along the screw 41, so that the support portion 42 and the first pivoting of the rod body 11 The distance of the portion 11a is reduced (that is, the distance from the second pivot portion 11b is increased), thereby increasing the proportion of the braking force generated by the first braking device B1 until the limit value of the braking ratio R needs to be reached. 4:6〞.

Therefore, the brake linkage device of the embodiment of the present invention can adjust the ratio of the braking force generated by the first and second braking devices B1 and B2 through the setting of the braking ratio limit value adjusting mechanism 4 for the user or the driving computer to view the road condition. It can be used by the user or the driving computer to set the limit value of the braking ratio according to the demand, in order to achieve the best braking effect, and at the same time meet the driving safety considerations of the vehicle, and indeed has the effect of improving its practicality.

Referring to FIG. 15 , another embodiment of the brake linkage device according to the embodiment of the present invention, wherein the brake gap automatic adjustment mechanism 3 further includes an abrasion amount warning module 37, and the warning module 37 includes a sense. Measuring unit 371, a baffle 372 and a warning unit 373, the feeling The measuring unit 371 can be coupled to the second adjusting member 33, the baffle 372 can be coupled to the first adjusting member 32, and the sensing unit 371 is disposed opposite to the baffle 372 along the axial direction of the connecting rod; The warning unit 373 is coupled to the sensing unit 371. In detail, the sensing unit 371 can be a conventional sensing device such as a micro switch, a proximity switch or an electromagnetic switch, and the sensing unit 371 is preferably coupled to one side of the second adjusting member 33 away from the connecting member 332. The baffle 372 is preferably coupled between the gear 322 of the first adjusting member 32 and the first threaded portion 323.

As the user uses the first braking device B1 for a long time, the shifting fork 34 will continue to force the gear 322 to rotate to drive the first threaded portion 323 to pivot relative to the second threaded portion 331, thereby reducing the first adjusting member. 32 and the distance between the second adjusting member 33 to maintain the distance between the first car brake device and the brake drum of the first braking device B1, and under the action of an automatic adjusting mechanism, when the first braking device B1 is braked When the wear amount of the shoe is increased, the distance between the first adjusting member 32 and the second adjusting member 33 must be reduced to effectively compensate for the widening of the distance between the first car and the brake drum of the first braking device B1. Therefore, by providing the above-mentioned wear amount warning module 37, when the brake shoe of the first brake device B1 is completely worn out, the distance between the first adjusting member 32 and the second adjusting member 33 is greatly reduced, so that the distance is greatly reduced. The sensing unit 371 can contact the flap 372. Thereby, the sensing unit 371 can send a signal to the alert unit 373 to control the alert unit 373 to generate an alert message. In detail, the warning unit 373 can be coupled to the driving computer or the instrument panel of the vehicle. Therefore, when the sensing unit 371 contacts the blocking piece 372, the warning unit 373 can be sent a warning light or warning tone to the user. The warning message is used to remind the user that the first car brake device B1 has been completely worn out, and it is not necessary to replace the brake shoe as soon as possible to maintain the braking effect of the first brake device B1.

Referring to FIG. 16, in another embodiment of the brake linkage device according to the embodiment of the present invention, when the user has not pulled the brake handle 22, the screw 41 of the brake proportional limit adjustment mechanism 4 is preferably not parallel to The rod body 11 of the brake force distribution mechanism 1 , in other words, one of the extending directions of the screw 41 preferably forms an angle with an extending direction of the rod body 11 , and the clip The angle is not equal to 〝0°〞 or 〝180°〞. Thereby, when the user or the driving computer controls the power component 43 to drive the supporting portion 42 to move along the screw 41 to adjust the ratio of the braking force generated by the first and second braking devices B1 and B2, When the displacement amount generated by the support portion 42 is limited, the limit value of the braking ratio R can be adjusted to a wider range, and the screw 41 and the rod 11 are parallel to each other, and the efficiency can be more efficiently Change the limit value of the brake ratio R.

Referring to FIG. 17 , in another embodiment of the brake linkage device of the embodiment of the present invention, the brake ratio limit value adjustment mechanism 4 may further be provided with an adjustment slot 44 , and the adjustment slot 44 is preferably an arc groove. One end of the screw 41 is movably coupled to the adjustment groove 44 through an adjusting portion 411. The adjusting portion 411 can be a screwing structure or other conventional adjustment fixing structure for adjusting the position of one end of the screw 41 in the adjusting groove 44 and fixing it. Accordingly, as shown in FIG. 18, the user can adjust the position of one end of the screw 41 in the adjusting groove 44 through the adjusting portion 411, thereby adjusting the extending direction of the screw 41 and the extension of the rod body 11. The angle formed by the direction enables the braking ratio limit value adjustment mechanism 4 to more flexibly adjust the limit value of the braking ratio R of the first and second braking devices B1, B2.

On the other hand, one end of the bracket 35 can be provided with a sliding slot 352. The sliding slot 352 is preferably an arcuate slot, and one end of the bracket 35 is movably coupled to the sliding slot 352 for adjusting the bracket 35. One of the ends is in the position in the chute 352 and is fixed. Accordingly, the angle between the slide 351 of the bracket 35 and the axial direction of the link 31 can be adjusted by the sliding slot 352.

Referring to FIG. 19, another embodiment of the brake linkage device of the present invention is different from the foregoing embodiment in that, in the embodiment, the first and second brakes combined by the brake force distribution mechanism 1 are combined. The devices B1 and B2 are conventional drum brakes, and the brake wire B1a of the first brake device B1 and the brake wire B2a of the second brake device B2 are respectively coupled to the same side in one radial direction of the rod body 11. And the connecting seat 21 and the first braking wire B1 are respectively coupled to two sides in the radial direction of the rod body 11. Since the first and second braking devices B1 and B2 are both conventional drum brakes, the first and second braking devices B1 and B2 respectively exist. The problem of the wear of the car shoes. Accordingly, in the present embodiment, a second brake gap automatic adjustment mechanism 3 is further provided, and the brake wire B1a of the first brake device B1 is coupled to the first of the shafts 11 via one of the brake gap automatic adjustment mechanisms 3 The pivoting portion 11a; the braking wire B2a of the second braking device B2 is coupled to the second pivoting portion 11b of the shaft 11 via another braking gap automatic adjustment mechanism 3.

Similarly, the first and second brake devices B1 and B2 combined with the brake force distribution mechanism 1 may also be conventional disc brakes, but in this case, the brake gap automatic adjustment mechanism 3 is not required. Therefore, the present invention is not limited to the type of brake to which the first and second pivoting portions 11a and 11b of the rod body 11 are coupled.

In addition, the rod body 11 of the brake force distribution mechanism 1 can be provided with a guide groove 15 at the first pivoting portion 11a for pivotally connecting the connecting rod 31 of the brake gap automatic adjusting mechanism 3, and the guiding groove 15 is compared. Goodly, the margin of the micro-swing of the rod body 11 can be reserved, so as to avoid the situation that the rod body 11 is slightly oscillated, and interference cannot be smoothly operated; likewise, the rod body 11 can be used in the second pivot The connecting portion 11b is provided with another guiding groove 15 for pivotally connecting the connecting rod 31 of the other brake gap automatic adjusting mechanism 3.

In summary, the brake linkage device of the embodiment of the present invention can be applied to a motorcycle, a bicycle, an electric motor vehicle, or other various vehicles to achieve improved driving safety of the vehicle, improved vehicle braking effect, and improved ease of use of the brake linkage device. And practical and many other effects.

While the invention has been described in connection with the preferred embodiments described above, it is not intended to limit the scope of the invention. The technical scope of the invention is protected, and therefore the scope of the invention is defined by the scope of the appended claims.

1‧‧‧煞车力分配机构

11‧‧‧ rod body

111‧‧‧Threading Department

11a‧‧‧First pivotal

11b‧‧‧Second pivotal

12‧‧‧Slide

13‧‧‧Flexible parts

14‧‧‧Limited parts

2‧‧‧煞车线

21‧‧‧Connecting Block

3‧‧‧Automatic adjustment mechanism for brake clearance

31‧‧‧ Connecting rod

311‧‧‧ openings

312‧‧‧Return spring

313‧‧‧Retraction spring

32‧‧‧First adjustment

321‧‧‧Cylinder

322‧‧‧ Gears

323‧‧‧First threaded part

33‧‧‧Second adjustment

331‧‧‧Second thread

332‧‧‧Connecting parts

333‧‧‧ outer surface

34‧‧‧ fork

341‧‧‧End

34a‧‧‧ first joint

34b‧‧‧Second junction

35‧‧‧ bracket

351‧‧‧ slide

36‧‧‧ body

4‧‧‧ brake ratio limit adjustment mechanism

42‧‧‧Support

43‧‧‧Power components

5‧‧‧Shell

51‧‧‧ Fixed Department

B1a‧‧‧ brake wire

B2‧‧‧Second brake device

B2a‧‧‧Put

Claims (17)

The utility model relates to a brake linkage device, comprising: a vehicle power distribution mechanism, comprising a rod body and a sliding seat, wherein the two ends of the rod body respectively form a first pivoting portion and a second pivoting portion, the first pivoting portion The second pivoting portion is coupled to a second braking device, the sliding seat is movably coupled to the shaft, and the second pivoting portion is disposed between the second pivoting portion and the sliding seat. There is an elastic member, one end of the elastic member abuts the sliding seat; and a connecting seat for coupling a brake wire, the connecting seat is pivotally coupled to the sliding seat. The brake linkage device of claim 1, wherein the elastic member is a spring, and the elastic member positions the sliding seat at a predetermined position, so that the distance between the sliding seat and the first pivoting portion is smaller than The distance between the slider and the second pivoting portion. The brake linkage device of claim 1, wherein the first brake device is a disc brake and includes a push rod, the push rod is pivotally coupled to the first pivot portion, and the connector and the connector The push rod is coupled to the same side in one of the radial directions of the rod. The brake linkage device of claim 1, wherein the first brake device is a drum brake and includes a brake wire, the brake wire is coupled to the first pivot portion, and the brake wire and the connector They are respectively coupled to the two sides in one of the radial directions of the rod. The brake linkage device of claim 4, wherein the brake gap automatic adjustment mechanism is further provided, the brake gap automatic adjustment mechanism comprises a connecting rod, a first adjusting member, a second adjusting member, and a dialing a fork and a bracket, the connecting rod is pivotally coupled to the first pivoting portion, the first adjusting member is rotatably coupled to the connecting rod, and the first adjusting member is further provided with a gear and a first thread portion The second adjusting member is provided with a second threaded portion, the second threaded portion is screwed to the first threaded portion, and the second adjusting member is further provided with a connecting member for coupling the brake wire, the fork includes First knot a joint portion, a second joint portion and an end portion, the first joint portion is coupled to the connecting rod, and the link is provided with a back pressure spring, the back pressure spring abuts the first joint portion to join the first joint The portion is pressed toward the outer surface of the connecting rod, and the bracket is provided with a slide, and the second joint of the shifting fork is movably coupled to the sliding passage, and the end portion is disposed toward the gear. The brake linkage device of claim 5, wherein the slide rail is a long slot, the link has an axial direction, and the slide rail is not parallel to the axial direction of the link. The brake linkage device according to claim 5, wherein the brake gap automatic adjustment mechanism further comprises a body, and an outer surface of the second adjustment member forms a plane or other non-circular surface, and the seat body is abutted. The outer surface of the second adjusting member is connected. The brake linkage device of claim 5, wherein the end of the fork is positioned in one of the slots of the gear. The brake linkage device of claim 5, wherein the link is further provided with a pull-back spring, and the pull-back spring is respectively connected to the link and the fork. The brake linkage device according to any one of claims 1 to 9, wherein a brake ratio limit value adjustment mechanism is further provided, comprising a screw, a support portion and a power component, wherein the support portion is screwed to the brake a screw, the power element is coupled to the screw for driving the screw to pivot, and the support portion clamps and supports the brake wire. The brake linkage device of claim 10, wherein the screw of the brake ratio limit value adjustment mechanism is not parallel to the shaft of the brake force distribution mechanism. The brake linkage device of claim 10, wherein one of the extending directions of the screw forms an angle with an extending direction of the rod body, and the braking ratio limit value adjusting mechanism further provides an adjusting groove, and the screw One end is movably coupled to the adjustment slot through an adjustment portion, and the adjustment portion is used to adjust one end of the screw to adjust a position in the groove for adjusting an angle formed by the extending direction of the screw and the extending direction of the rod. The brake linkage device according to any one of the preceding claims, wherein the brake force distribution mechanism is further provided with a limiting member, and the rod body is provided with a threaded portion, and the limiting member is screwed to the a threaded portion and abutting the elastic member away from one end of the sliding seat. The brake linkage device of any one of the preceding claims, wherein the lever body of the brake force distribution mechanism is provided with a guiding slot at the first pivoting portion, the guiding slot is for pivotally coupling the The connecting rod automatically adjusts the connecting rod of the mechanism, and the guiding groove retains a margin for the micro-swing of the rod. The brake linkage device according to any one of claims 5 to 9, wherein a housing is further provided, and the housing has an accommodation space for accommodating the brake force distribution mechanism and the brake gap automatically. The adjusting mechanism is provided with a fixing portion for fixing the housing to a vehicle. The brake linkage device according to any one of claims 5 to 9, wherein the brake gap automatic adjustment mechanism further comprises an abrasion amount warning module, wherein the wear amount warning module comprises a sensing unit and a first gear. And a warning unit, the sensing unit is coupled to the second adjusting member, the baffle is coupled to the first adjusting member, and the sensing unit is disposed opposite to the baffle in an axial direction of the connecting rod The warning unit is coupled to the sensing unit. The brake linkage device of claim 6, wherein one end of the bracket is provided with a sliding slot, and one end of the bracket is movably coupled to the sliding slot for adjusting the slide rail of the bracket and the connecting rod. The angle between the axial directions.