TWI555667B - Linked brake system - Google Patents

Description

Linked brake system

The invention relates to a linkage braking system, in particular to a linkage braking system suitable for a locomotive.

The conventional technology, such as the linked brake system disclosed in Taiwan Patent Publication No. 201515924A, please refer to FIG. 11 and FIG. 12, which are respectively a configuration diagram of a conventional linkage brake system and a conventional front wheel brake caliper hydraulic pressure and rear wheel brake caliper. Oil pressure trend chart. As shown in FIG. 11, the linked brake system described herein includes a front wheel brake mechanism 96 and a rear wheel brake mechanism 97. The front wheel brake mechanism 96 includes a right brake lever 950, a master cylinder 952, a pressing member 953, and a connection. Member 954 and a front wheel brake caliper 933. Thereby, the rider can transmit the operating force to the piston of one of the master cylinders 952 via the pressing member 953 by operating the right brake lever 950. When the piston is pressed, a hydraulic pressure change will occur inside the master cylinder 952, and is transmitted to the front wheel brake caliper 933 via a hydraulic pipe 934 to drive and clamp a brake disk 932 to provide a braking force for the front wheel to brake. In contrast, the rear wheel brake mechanism 97 includes a left brake lever 960, a master cylinder 962, a pressing member 963, a balancer 970, and a linkage cable 975. Thereby, the rider can transmit the operating force of the left brake lever 960 to the contact portion 9631 via the balancer 970 such that the pressing portion 9632 of the pressing member 963 presses one of the pistons of the master cylinder 962. When the piston is pressed, a hydraulic pressure change will occur inside the master cylinder 962, and is transmitted to the rear wheel brake caliper 943 via a hydraulic pipe 944 to drive a brake disk 942 to provide a braking force for the rear wheel to brake. In addition, the balancer 970 can transmit the operating force applied to the left brake lever 960 to the master cylinder 952 via the linkage cable 975, the connecting member 954, and the pressing member 953, that is, the balancer 70 can be applied to the left brake lever 960. The operating force is efficiently distributed to the front wheel brake caliper 933 and the rear wheel brake caliper 943, respectively, to provide a better braking effect.

However, please refer to FIG. 12 together. In the above prior art, the balancer 970 is used as a necessary condition for achieving the interlocking braking, but since the balancer 970 has different driving directions for the rear wheel brake master cylinder 962, it is necessary to add a new pressing. The member 963 achieves an effect, that is, the prior art requires two components to achieve the effect of the linkage mechanism, which inevitably increases component overhead and wear rate. In addition, in order to meet the requirements of the failure mode and impact analysis (FMEA), a connection member 954 must be added between the linkage cable 975 and the pressing member 953 of the front wheel brake device, in order to prevent accidental failure of the current wheel brake device. The connecting member 954 can be in contact with the master cylinder 952 of the front wheel brake to ensure the basic braking capability of the organic vehicle. Wherein, when the left brake lever 960 is actuated, according to the state in which the linkage mechanism applies a force to the front and rear brakes, as shown in FIG. 12, since the balancer 970 is actuated for a certain stroke, the connecting member 954 is in contact with the master cylinder 952 of the front wheel brake, so that The trend line corresponding to the front wheel brake caliper hydraulic pressure and the rear wheel brake caliper hydraulic pressure will have a distinct turning point S, which will affect the hand feeling during operation, causing the rider to have a setback in the process of pressing the left brake lever 960. sense.

Invented by this person, in the spirit of active invention, thinking about a linkage braking system that can solve the above problems, after several research experiments to complete the present invention.

The main object of the present invention is to provide a linkage braking system, which can utilize the special linkage component when the brake lever is actuated, can simultaneously achieve the functions of linkage, limit and fine adjustment of the front and rear wheel brake systems, and eliminate riding. The sense of frustration during operation improves the comfort of use.

In order to achieve the above object, the linked brake system of the present invention is disposed on a locomotive, including a first brake unit and a second brake unit, which can respectively control the brake systems of the front and rear wheels, or control the front and rear wheels respectively. Brake system.

The first brake unit includes a first brake master cylinder, a first brake caliper, a linkage member and a first brake lever. The first brake master cylinder has a first cylinder fixed to a first handle, and has a first brake cylinder A first oil chamber and a first plunger are linearly slidable in the first oil chamber to change the liquid pressure of the first oil chamber. The first brake caliper communicates with the first oil chamber via a first brake oil pipe, and transmits the liquid pressure change to the first brake caliper to generate a braking effect. In addition, one end of the linking member is pivotally connected to one of the first locking holes of the first brake lever, and the other end is connected to a brake connecting wire, and has a first pushing portion contacting the first plunger and a Resisting the limit of the flange of one of the first brake levers. Furthermore, one of the first brake levers is pivotally connected to the first cylinder.

The second brake unit includes a second brake master cylinder, a second brake caliper, a pressing member and a second brake lever. The second brake master cylinder has a second cylinder fixed to a second handle. The utility model has a second oil chamber and a second plunger, wherein the second plunger can linearly slide in the second oil chamber, thereby changing the liquid pressure of the first oil chamber. The second brake caliper communicates with the second oil chamber via a second brake oil pipe, and transmits the liquid pressure change to the second brake caliper to generate a braking effect. In addition, one end of the pressing member is simultaneously pivoted to the second brake lever and the second cylinder, and the other end is connected to the brake linkage wire and has a second pushing portion that is in contact with the second plunger. Furthermore, the second brake lever has a projection that abuts against the pressing member.

With the above design, the invention can achieve the effect of interlocking braking through a more compact mechanism design, in addition to effectively reducing the cost, the pressing feeling of the rider when braking is improved, and the situation of being frustrated and unsatisfactory is effectively avoided.

The difference between the degree of the rider pressing the first brake lever can be divided into four stages. When the first brake lever is pressed to the first stage, the first brake lever can be rotated by the second lock hole as a pivot point, so that the linkage member and the linkage member The first plunger is successively driven. Thereby, in the first stage of the braking system, the liquid pressure of the first oil chamber can be effectively changed by pushing the first plunger in the first oil chamber, thereby changing the oil pressure state of the first brake caliper to achieve the braking effect.

When the first brake lever is pressed to the second stage, the linkage member can be rotated by the first thrusting portion as a pivot point, so that the linkage member pulls the brake linkage wire and the pressing member and the second plunger are sequentially driven. Thereby, in the second stage of the brake system, the linkage member can be pulled by the linkage member to push the pressing member and the second plunger in the second oil chamber, thereby effectively changing the liquid pressure of the second oil chamber, thereby changing the second brake The oil pressure state of the caliper reaches the front and rear wheels and the brakes are intensified to enhance the braking effect.

When the first brake lever is pressed to the third stage, the limiting portion of the linkage member can resist the flange of the first brake lever to limit the pulling amount of the brake linkage wire. In this way, in the third stage of the brake system, the second brake caliper of the front wheel can be prevented from being generated on the wet road surface due to excessive oil pressure due to excessive force of the interlocking member and the flange. Danger.

When the first brake lever is pressed to the fourth stage, the linkage member can be rotated by the flange of the first brake lever, so that the linkage member slightly pulls the brake to interlock the wire, and the pressing member and the second plunger are successively driven. Thereby, in the fourth stage of the brake system, the interlocking member rotates along the outer contour of the flange, so that after the interlocking member is restrained by the first brake lever, the effect of fine adjustment is maintained, so that the hydraulic pressure of the second brake caliper can be further A slight increase in the sense of the feel of the brakes in the conventional technology.

The limiting portion may be a curved surface matching the flange. Thereby, the interlocking member can more easily lean against the flange to generate rotation, and the flange provides a rounded outer contour, so that the interlocking member retains the effect of fine adjustment after being restrained by the first brake lever.

The above summary and the following detailed description are exemplary in order to further illustrate the scope of the invention. Other objects and advantages of the present invention will be described in the following description and drawings.

1 to 4, which are respectively a configuration diagram of a linked brake system according to a preferred embodiment of the present invention, a partial side view of the B direction of FIG. 1, a cross-sectional view taken along line A-A of FIG. 1, and a cross-sectional view taken along line C-C of FIG. The figure shows a linkage braking system disposed on a locomotive, comprising a first braking unit 10 and a second braking unit 20, respectively controlling the braking system of the front and rear wheels, or interlocking the braking system of the front and rear wheels.

In this embodiment, the first brake unit 10 includes a first brake master cylinder 1, a first brake caliper 3, a linkage member 16 and a first brake lever 12, and the first brake master cylinder 1 has a fixed a first cylinder 11 of the first handle 51, as shown in FIG. 3, a first plunger 13 is disposed in the first oil chamber 14 of the first cylinder 11 to be linearly movable, and the first oil chamber 14 is coupled to the first cylinder 11 The oil cups 15 communicate with each other and have a spring 17 that pushes the first plunger 13 to one side. In contrast, the second brake unit 20 includes a second brake master cylinder 2, a second brake caliper 4, a pressing member 26, and a second brake lever 22, and the second brake master cylinder 2 has a second brake fixed to the second brake cylinder 2 The second cylinder 21 of the handle 52 is similar in structure to the first cylinder 11 of FIG. 3, and a second plunger 23 is disposed in the second oil chamber 24 of the second cylinder 21 to be linearly movable. The chamber 24 is in communication with an oil cup (not shown) and has a spring 27 that urges the first plunger 23 to one side.

In addition, the first brake caliper 3 is in communication with the first oil chamber 14 via a first brake oil pipe 6; the second brake caliper 4 is in communication with the second oil chamber 24 via a second brake oil pipe 7, whereby the above The liquid pressure changes of the two oil chambers 14, 24 are transmitted to the first brake caliper 3 and the second brake caliper 4, respectively, for generating a braking effect.

Furthermore, as shown in FIG. 4, one end of the linking member 16 of the present invention is pivotally connected to one of the first locking holes 121 of the first brake lever 12, and the other end is connected to a brake linkage wire 8 and has a The first ejector portion 161 is in contact with the first urging portion 161 of the first ram lever 13 and the limiting portion 162 of the flange 120 of the first brake lever 12, wherein the limiting portion 162 is a curved surface matching the flange 120. The second locking hole 122 of one of the first brake levers 12 is pivotally connected to the first cylinder block 11, whereby the linking member 16 can more easily lean against the flange 120 and generate rotation while providing a smoothness by the flange 120. The outer contour allows the interlocking member 16 to retain the effect of fine adjustment after being restrained by the first brake lever 12.

As for the pressing member 26 of the second braking unit 20, reference may be made to FIG. 5, which is a schematic diagram of the operation of the second braking unit according to a preferred embodiment of the present invention. As shown, one end of the pressing member 26 is simultaneously pivotally connected to the second brake lever 22 and the second cylinder 21 as a pivoting hub when the rider presses the second brake lever 22, and one of the other ends is grooved. There is a brake connecting wire 8 and a second pushing portion 261 which is in contact with the second plunger 23. When the second brake lever 22 is operated, the protrusion 221 against the pressing member 26 pushes the pressing member 26 to rotate along the same pivot point as described above, at which time the pressing member 26 pushes the second plunger 23 to make the second oil chamber The liquid pressure established in 24 can be transmitted to the second brake caliper 4 via the second brake oil pipe 7 to produce a braking effect.

Please refer to FIG. 6 to FIG. 10 , which are schematic diagrams showing the operation of the first stage of the first brake unit, the operation diagram of the second stage, the operation diagram of the third stage, and the operation of the fourth stage according to a preferred embodiment of the present invention. The schematic diagram and the trend diagram of the first brake caliper hydraulic pressure and the second brake caliper hydraulic pressure. The focus of the present invention is still focused on the interlocking member and its linked brake system. Therefore, the present embodiment will be divided into four stages according to the difference in the degree of the rider pressing the first brake lever 12:

First, as shown in FIG. 6, when the first brake lever 12 is pressed to the first stage, the first brake lever 12 rotates with the second lock hole 122 as a pivot point, so that the linking member 16 and the first plunger 13 are successively It is driven by the first pushing portion 161. At this time, as shown in FIG. 10, the D point is the hydraulic state of the first brake caliper 3 with respect to the second brake caliper 4. As can be seen from FIG. 10, in the first stage, the oil pressure of the first brake caliper 3 starts to increase. The oil pressure of the second brake caliper 4 has not been linked. Thereby, in the first stage of the braking system, the hydraulic pressure of the first brake chamber 3 can be changed by pushing the first plunger 13 in the first oil chamber 14 to change the hydraulic pressure of the first brake chamber 3 , to achieve the brake effect.

As shown in FIG. 7, when the first brake lever 12 is pressed to the second stage, the linking member 16 is pivoted with the first pushing portion 161 as a fulcrum, so that the linking member 16 pulls the brake linking wire 8 and the pressing member 26 and The second plunger 23 is successively driven. At this time, as shown in FIG. 10, the E point is the hydraulic state of the first brake caliper 3 with respect to the second brake caliper 4. As can be seen from FIG. 10, in the second stage, the hydraulic pressure of the first brake caliper 3 gradually increases. The oil pressure of the second brake caliper 4 is also affected by the interlocking effect. Thereby, in the second stage of the brake system, the brake linkage wire 8 can be pulled by the linkage member 16, and the second plunger 23 in the pressing member 26 and the second oil chamber 24 can be pushed to effectively change the liquid of the second oil chamber 24. The pressure, in turn, changes the oil pressure state of the second brake caliper 4, and the front and rear wheels are connected to each other to enhance the braking effect.

As shown in FIG. 8, when the first brake lever 12 is pressed to the third stage, the limiting portion 162 of the linking member 16 will abut against the flange 120 of the first brake lever 12, limiting the amount of pulling of the brake-engaging wire 8. At this time, as shown in FIG. 10, the F point is the hydraulic state of the first brake caliper 3 with respect to the second brake caliper 4. As can be seen from FIG. 10, in the third stage, regardless of the oil pressure increase of the first brake caliper 3 and No, the oil pressure of the second brake caliper 4 will be affected by the limiting portion 162 to limit the increase. Therefore, in the third stage of the braking system, the second brake caliper 4 of the front wheel can be prevented from being too wet due to excessive oil pressure due to the limit action of the interlocking member 16 and the flange 120 abutting against each other. Danger on the road.

As shown in FIG. 9, when the first brake lever 12 is pressed to the fourth stage, the limiting portion 162 of the linking member 16 is pivoted with the flange 120 of the first brake lever 12 as a fulcrum, so that the linking member 16 slightly pulls the brake linkage. The wire 8 is driven and the pressing member 26 and the second plunger 13 are successively driven. At this time, as shown in FIG. 10, the G point is the hydraulic state of the first brake caliper 3 with respect to the second brake caliper 4. As can be seen from FIG. 10, in the third stage, the oil pressure of the first brake caliper 3 continues to increase. At the same time, the oil pressure of the second brake caliper 4 will be slightly increased by the outer contour of the flange 120. Thereby, in the fourth stage of the braking system, the linking member 16 is rotated along the outer contour of the flange 120, so that after the interlocking member 16 is restrained by the first brake lever 12, the effect of fine adjustment is maintained, so that the second brake caliper 4 is The oil pressure can be slightly increased to improve the frustration of the brake operation in the conventional technology.

The above-mentioned embodiments are merely examples for convenience of description, and the scope of the claims is intended to be limited to the above embodiments.

1‧‧‧First brake master cylinder
10‧‧‧First brake unit
11‧‧‧First cylinder
12‧‧‧First brake lever
120‧‧‧Flange
121‧‧‧First keyhole
122‧‧‧Second keyhole
13‧‧‧First plunger
14‧‧‧First Oil Room
15‧‧‧ oil cup
16‧‧‧ linkage components
161‧‧‧First push
162‧‧‧Limited
17‧‧‧ Spring
2‧‧‧Second brake master cylinder
20‧‧‧Second brake unit
21‧‧‧Second cylinder
22‧‧‧Second brake lever
221‧‧‧Protruding
23‧‧‧Second plunger
24‧‧‧Second oil room
25‧‧‧ oil cup
26‧‧‧ Pressing members
261‧‧‧second push
27‧‧‧ Spring
3‧‧‧First brake caliper
4‧‧‧Second brake calipers
51‧‧‧First handle
52‧‧‧ second handle
6‧‧‧The first brake pipe
7‧‧‧Second brake hose
8‧‧‧煞 linkage wire
932‧‧‧煞车盘
933‧‧‧Front wheel brake calipers
934‧‧‧Hydraulic piping
942‧‧‧煞车盘
943‧‧‧ Rear wheel brake calipers
944‧‧‧Hydraulic piping
950‧‧‧Right car lever
952‧‧‧Master cylinder
953‧‧‧ Pressing members
954‧‧‧Connecting members
96‧‧‧Front wheel brake mechanism
960‧‧‧Left brake lever
962‧‧‧Master cylinder
963‧‧‧ Pressing members
9631‧‧‧Contacts
9632‧‧‧ Pressing department
97‧‧‧ Rear wheel brake mechanism
970‧‧‧balancer
975‧‧‧ linkage cable

1 is a configuration diagram of a linked brake system according to a preferred embodiment of the present invention. Figure 2 is a partial side elevational view of the B-direction of Figure 1 of the linked brake system in accordance with a preferred embodiment of the present invention. 3 is a cross-sectional view of the interlocking brake system of FIG. 1 taken along line A-A of the preferred embodiment of the present invention. Figure 4 is a cross-sectional view taken along line C-C of Figure 2 of the linked brake system in accordance with a preferred embodiment of the present invention. FIG. 5 is a schematic view showing the operation of a second brake unit according to a preferred embodiment of the present invention. 6 is a schematic diagram showing the operation of the first stage of the first brake unit according to a preferred embodiment of the present invention. Figure 7 is a schematic view showing the operation of the second stage of the interlocking brake system in accordance with a preferred embodiment of the present invention. Figure 8 is a schematic view showing the operation of the third stage of the interlocking brake system in accordance with a preferred embodiment of the present invention. Figure 9 is a schematic view showing the operation of the fourth stage of the interlocking brake system in accordance with a preferred embodiment of the present invention. FIG. 10 is a trend diagram of the first brake caliper hydraulic pressure and the second brake caliper hydraulic pressure according to a preferred embodiment of the present invention. Figure 11 is a configuration diagram of a conventional interlocking brake system. Fig. 12 is a trend diagram of the oil pressure of the front wheel brake caliper and the oil pressure of the rear wheel brake caliper.

1‧‧‧First brake master cylinder

10‧‧‧First brake unit

11‧‧‧First cylinder

12‧‧‧First brake lever

120‧‧‧Flange

121‧‧‧First keyhole

122‧‧‧Second keyhole

13‧‧‧First plunger

14‧‧‧First Oil Room

16‧‧‧ linkage components

161‧‧‧First push

162‧‧‧Limited

17‧‧‧ Spring

2‧‧‧Second brake master cylinder

20‧‧‧Second brake unit

21‧‧‧Second cylinder

22‧‧‧Second brake lever

221‧‧‧Protruding

23‧‧‧Second plunger

24‧‧‧Second oil room

26‧‧‧ Pressing members

261‧‧‧second push

27‧‧‧ Spring

3‧‧‧First brake caliper

4‧‧‧Second brake calipers

51‧‧‧First handle

52‧‧‧ second handle

6‧‧‧The first brake pipe

7‧‧‧Second brake hose

8‧‧‧煞 linkage wire

Claims (6)

A linkage braking system, disposed on a locomotive, comprising: a first brake unit, comprising a first brake master cylinder, a first brake caliper, a linkage member and a first brake lever, the first brake master cylinder having a first cylinder fixed to a first handle, having a first oil chamber and a first plunger therein, the first brake caliper being in communication with the first oil chamber via a first brake oil pipe, the linkage One end of the member is pivotally connected to one of the first locking holes of the first brake lever, and the other end is connected to a brake connecting wire, and has a first pushing portion contacting the first plunger and a conflicting One of the first brake lever flanges, and a second lock hole of the first brake lever is pivotally connected to the first cylinder; and a second brake unit includes a second brake master cylinder, a second brake caliper, a pressing member and a second brake lever, the second brake master cylinder has a second cylinder fixed to a second handle, and has a second oil chamber and a second column therein Plug, the second brake caliper is connected via a second brake hose a second oil chamber is connected, one end of the pressing member is simultaneously pivoted to the second brake lever and the second cylinder, and the other end is connected to the brake linkage wire and has a contact with the second plunger a second pushing portion, and the second brake lever has a protruding portion that interferes with the pressing member. The linked brake system of claim 1, wherein the first brake lever is pressed to the first stage, and the first brake lever is pivoted by the second lock hole, so that the linkage member and the first column The plugs were driven. The interlocking brake system of claim 2, wherein the first brake lever is rotated to the second stage, and the linkage member is pivoted with the first thrust portion as a pivot point, so that the linkage member pulls the brake linkage wire, The pressing member and the second plunger are sequentially driven. The interlocking brake system of claim 3, wherein the first brake lever is pressed to the third stage, the limiting portion of the linkage member is in contact with the flange of the first brake lever, and the brake linkage wire is restricted The amount of pulling. The interlocking brake system of claim 4, wherein the first brake lever is pressed to the fourth stage, the linkage member is pivoted with the flange of the first brake lever as a fulcrum, so that the linkage member slightly pulls the linkage member The brakes interlock the wires and the pressing member and the second plunger are successively driven. The linked brake system of claim 1, wherein the limit portion is a curved surface matching the flange.