TWI579190B - Variable proportions of separate front and rear brake handle interlocking brake device - Google Patents
Variable proportions of separate front and rear brake handle interlocking brake device Download PDFInfo
- Publication number
- TWI579190B TWI579190B TW104137477A TW104137477A TWI579190B TW I579190 B TWI579190 B TW I579190B TW 104137477 A TW104137477 A TW 104137477A TW 104137477 A TW104137477 A TW 104137477A TW I579190 B TWI579190 B TW I579190B
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- brake
- handle
- linkage
- line
- pull rod
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62L—BRAKES SPECIALLY ADAPTED FOR CYCLES
- B62L3/00—Brake-actuating mechanisms; Arrangements thereof
- B62L3/02—Brake-actuating mechanisms; Arrangements thereof for control by a hand lever
- B62L3/026—Brake-actuating mechanisms; Arrangements thereof for control by a hand lever actuation by a turning handle or handlebar
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62L—BRAKES SPECIALLY ADAPTED FOR CYCLES
- B62L3/00—Brake-actuating mechanisms; Arrangements thereof
- B62L3/08—Mechanisms specially adapted for braking more than one wheel
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transmission Of Braking Force In Braking Systems (AREA)
- Hydraulic Control Valves For Brake Systems (AREA)
- Handcart (AREA)
- Braking Arrangements (AREA)
Description
本發明係有關於一種設置在左右剎車把手的聯動剎車裝置,特別是有關於一種二剎車把手單向聯動剎車控制裝置,且可在剎車過程中依剎車壓按力量連續性的改變前後輪制動比例之剎車裝置及應用其之車輛。 The invention relates to a linkage brake device which is arranged on the left and right brake handles, in particular to a two-brake handle one-way linkage brake control device, and can change the front and rear wheel brake ratio according to the continuity of the brake press force during the braking process. The brake device and the vehicle to which it is applied.
一般而言,在騎乘者進行減速或停止制動時,因車輛慣性作用力以及車輛整體重心集中在前輪與後輪間並偏向後輪位置等條件下,最好是先剎後輪、再剎前輪,車輛才能有良好的操控性中達到減速或停止之需求。特別是在新購買不熟悉車況下、車輛高速行駛或是處於下坡路段時,騎乘者想減速而不慎單獨操控前輪剎車,容易因車輛的慣性作用力與前輪鎖死等狀況下,造成車輛失控嚴重更會導致翻車的意外事故。 Generally speaking, when the rider performs deceleration or stops braking, it is preferable to first brake the rear wheel and then brake the vehicle due to the inertial force of the vehicle and the center of gravity of the vehicle concentrated between the front wheel and the rear wheel and biased to the rear wheel position. In the front wheel, the vehicle can be decelerated or stopped in good handling. Especially in the case of new purchase unfamiliar car conditions, when the vehicle is driving at a high speed or on a downhill road, the rider wants to decelerate and inadvertently manipulates the front wheel brakes separately, which is easy to cause the vehicle to be locked due to the inertial force of the vehicle and the front wheel. Serious out of control can lead to accidents involving rollovers.
又另有一剎車結構係以單一剎車握把以雙剎車線連接控制前輪剎車器與後輪剎車器,以於操控者使用時經由操控其單一剎車握把鎖固剎車器,請參考專利案號第86210399號專利之「同步控制前後輪剎車之剎車把手構造」(如圖1A、圖1B及圖1C所示),其主要係於機車或自行車把手上,固設一剎車把手10,且該剎車把手10上另鎖設一固定座11者;其中,該固定座11於前端,設有供前、後輪剎車線穿設之前導孔111、後導孔112, 導孔上端分別開設前滑溝1111、後滑溝1121,又該導線座後端,則開設一隱藏槽12;另配合於剎車把手之拉線位置,開設一樞接槽101,並以一8字型之樞接片13分別樞接於拉桿14及嵌入樞接槽101內;當前、後輪剎車線同時剎車時,且應用拉桿14之蹺蹺板擺動,以及8字型樞接片13可供拉桿上下擺動之特性,若前後輪掣動不均,或前後輪剎車線產生些微鬆弛,可藉拉桿及8字型樞接片之校正,使前後輪可同時兼具剎車之效果;惟該剎車把手之拉桿14構造在剎車時會呈翹翹板狀左右搖擺,而使得失去校正前後輪同步剎車的功能,甚至會產生前後輪剎車量不相等之缺失,使得車速驟然停止並危害行車安全。另外,其極容易造成前輪與後輪同時瞬間被剎車器鎖死,進而造成操控者之傷害,因此其安全性具有相當大的問題。 Another brake structure uses a single brake grip to connect the front wheel brake and the rear wheel brake with a double brake line for the controller to lock the brake by controlling its single brake grip. Please refer to the patent case number. The brake handle structure of the synchronous front and rear wheel brakes (shown in FIGS. 1A, 1B, and 1C) of the 86210399 patent is mainly attached to a locomotive or a bicycle handle, and a brake handle 10 is fixed, and the brake handle is fixed. 10 is further locked with a fixing seat 11; wherein the fixing seat 11 is at the front end, and the guiding hole 111 and the rear guiding hole 112 are provided for the front and rear wheel brake lines to pass through. A front sliding groove 1111 and a rear sliding groove 1121 are respectively formed at the upper end of the guiding hole, and a hidden groove 12 is opened at the rear end of the wire holder; and a pivoting groove 101 is opened at the position of the wire of the brake handle, and an 8 is opened. The pivoting tabs 13 of the font are respectively pivotally connected to the pull rod 14 and embedded in the pivoting slot 101; when the front and rear brake lines are simultaneously braked, and the rocker flap of the application lever 14 is swung, and the 8-shaped pivoting piece 13 is available for the drawbar The characteristics of up and down swing, if the front and rear wheels are unevenly moved, or the front and rear wheel brake lines are slightly slack, the lever and the 8-shaped pivoting plate can be corrected, so that the front and rear wheels can simultaneously have the effect of braking; The structure of the tie rod 14 is swayed in a see-saw shape when braking, so that the function of correcting the synchronous brakes of the front and rear wheels is lost, and even the lack of the same amount of brakes of the front and rear wheels is generated, so that the vehicle speed suddenly stops and the driving safety is impaired. In addition, it is extremely easy to cause the front wheel and the rear wheel to be locked by the brake at the same time, thereby causing damage to the controller, and thus its safety has considerable problems.
本創作的目的在於提供一種利用左右二剎車把手聯動之優先進行後輪剎車,再自動變換前、後輪剎車比例的剎車控制裝置。 The purpose of the present invention is to provide a brake control device that utilizes the priority of the left and right brake levers to perform the rear wheel brakes and then automatically converts the front and rear wheel brake ratios.
為達成上述裝置的目地,本創作的技術手段在於提供一固定於該第一手把的一第一剎車把手,其包含:第一本體、第一按把及制動力分配機構。該第一本體具有一托架,該托架一側設有一後剎接孔與一聯動接孔,該第一按把樞設於該第一本體,其具有一按壓部及一帶動部,該帶動部對應該按壓部的受力而由釋放位置旋動至制動位置,該制動力分配機構係可滑動地設置於該托架,其具有一擺臂及一拉桿組件,該擺臂兩端分別樞接後輪剎車線頭端與聯動線之頭端,該拉桿組件以二連桿的一端樞接在該第一按把的帶動部,另一端以位於該擺臂的一第一槓桿支點拉動該擺臂,該二連桿以一彈性件之彈性力維持該二連桿保持一夾角,並在一持續 的外力克服該彈性力後使該二連桿依外力的大小而漸漸改變至另一夾角,使帶動該擺臂的位置由一第一槓桿支點滑動至一第二槓桿支點,藉以改變拉動該後輪剎車線及該聯動線的拉力比例;以及固定於該第二手把的一第二剎車把手,其包含一第二本體、一第二按把及一制動力轉向機構,該第二本體具有一座體,該座體具有一前剎接孔與一聯動接孔,該第二按把樞設於該第二本體,並具有一可接受一外力的按壓部及對應該外力而自一釋放位置擺動至一制動位置的一帶動部,該制動力轉向機構係包含一擺動塊,該擺動塊左、右兩端分別樞接由該前剎接孔導入之一前輪剎車線之頭端與由該聯動接孔導入的該聯動線之尾端,該擺動塊中間則以一樞軸樞設於該第二按把帶動部,且在該第二按把之該帶動部由該釋放位置轉動到該制動位置或在該第一按把拉動該聯動線的過程中,該擺動塊以該樞軸為軸心,並受該樞接之該聯動線之尾端的拉力或阻力牽制,而使該擺動塊朝向樞接之該前輪剎車線的一端轉動,而拉動該前輪剎車線。 In order to achieve the purpose of the above device, the technical means of the present invention is to provide a first brake handle fixed to the first handle, comprising: a first body, a first handle and a braking force distribution mechanism. The first body has a bracket, and one side of the bracket is provided with a rear brake hole and a linkage hole. The first handle is pivotally disposed on the first body, and has a pressing portion and a driving portion. The driving portion is rotated to the braking position by the releasing position corresponding to the pressing portion, and the braking force distribution mechanism is slidably disposed on the bracket, and has a swing arm and a pull rod assembly, the swing arm ends respectively The first end of the two levers is pivotally connected to the driving portion of the first button, and the other end is pulled by a first lever fulcrum of the swing arm. The swing arm maintains an angle between the two links by an elastic force of an elastic member, and continues After the external force overcomes the elastic force, the two links are gradually changed to another angle according to the magnitude of the external force, so that the position of the swing arm is slid from a first lever fulcrum to a second lever fulcrum, thereby changing the pulling a brake ratio of the wheel brake line and the linkage line; and a second brake handle fixed to the second handle, comprising a second body, a second handle and a brake force steering mechanism, the second body having a body having a front brake hole and a linkage hole, the second button pivoting on the second body, and having a pressing portion capable of receiving an external force and a corresponding release position a driving portion that swings to a braking position, the braking force steering mechanism includes a swinging block, and the left and right ends of the swinging block are respectively pivotally connected to the front end of one of the front wheel brake wires by the front brake connecting hole and a tail end of the linkage line introduced by the linkage hole, the pivot block is pivotally disposed at the second push button portion in the middle, and the driving portion of the second handle is rotated from the release position to the Braking position or pulling the first button During the moving line, the swinging block is pivoted by the pivoting axis and is restrained by the pulling force or the resistance of the pivoting end of the linking line, and the swinging block is rotated toward the pivoting end of the front wheel brake line. And pull the front wheel brake line.
在一實施例中,該第一槓桿支點與該擺臂樞接該後剎車線的距離係小於該第二槓桿支點與該擺臂樞接該後剎車線的距離。 In one embodiment, the distance between the first lever pivot point and the swing arm pivotally connected to the rear brake line is less than the distance between the second lever pivot point and the swing arm pivotally connected to the rear brake line.
在一實施例中,該擺臂具有一面向該後剎接孔與該聯動接孔的一工作面和背向該工作面的一底面,該拉桿組件係設置在該擺臂之底面外側,該二連桿為一主動拉桿與一被動拉桿,其係以一樞軸相連接該主動拉桿的尾端與該被動拉桿的頭端,該主動拉桿頭端並樞接於該第一按把帶動部,該被動拉桿的尾端由該擺臂的該底面一側跨越該工作面一側,並於該尾端設置一滑輪,該滑輪的輪面接觸該工作面。該彈性件為一在該主動拉桿和該被動拉桿之間套接於該樞軸,且其兩端分別固定於該主動拉桿與 該被動拉桿之扭轉彈簧,或者,該擺臂左右兩端係以一第一連接件樞接該後輪剎車線與一第二連接件樞接該聯動線之頭端,該彈性件為一頭尾兩端分別固設於該第一連接件及該被動拉桿上之拉伸彈簧。 In one embodiment, the swing arm has a working surface facing the rear brake hole and the linkage hole and a bottom surface facing the working surface, and the rod assembly is disposed outside the bottom surface of the swing arm, The two links are an active pull rod and a passive pull rod, which are pivotally connected to the tail end of the active pull rod and the head end of the passive pull rod, and the active pull rod end end is pivotally connected to the first push button driving portion The tail end of the passive pull rod spans the side of the working surface from the bottom side of the swing arm, and a pulley is disposed at the tail end, and the wheel surface of the pulley contacts the working surface. The elastic member is sleeved on the pivot between the active pull rod and the passive pull rod, and the two ends thereof are respectively fixed to the active pull rod and The torsion spring of the passive lever, or the left and right ends of the swing arm are pivotally connected to the rear wheel brake line and a second connecting member to pivotally connect the head end of the linkage line, the elastic member is a tail end The two ends are respectively fixed to the first connecting member and the tension spring on the passive pull rod.
在一實施例中,該拉桿組件更包含一前後兩端分別樞接於該主動拉桿與該第一按把帶動部之連接桿,用以使該可變比例連動剎車裝置被該第一按把帶動部拉引時,得以沿著該後輪剎車線與該聯動線的軸線延伸方向移動。 In one embodiment, the pull rod assembly further includes a connecting rod pivotally connected to the active pull rod and the first push button driving portion, respectively, for causing the variable proportional interlocking brake device to be pressed by the first button When the driving portion is pulled, it is possible to move along the rear wheel brake line and the axis extending direction of the linkage line.
本創作的特點至少包括:1.可依駕駛者按壓剎車之力量大小,自動分配前、後剎車比例。2.可適用於前後鼓剎、前碟後鼓,前後碟剎等剎車系統。3.剎車作動瞬間,前剎車不比後剎車先作動,且後剎車力大於前剎車力。4.初始剎車比例為前輪小、後輪大,並在同一個壓按剎車的動作行程中持續變化剎車比例,最終剎車比例前輪大、後輪小。5.可支援原左右二剎車把手所拉動的後、前輪剎車線架構,加入改變比例及左右二剎車把手連動剎車的功能,以維持原後輪剎車單獨連接一只左剎車把手、原前輪剎車單獨連接一只右剎車把手之結構單純化,而不易故障的特點。6.本創作應用連桿機構,使在拉動需要較大出力的制動力分配機構時,可順著制動力分配機構連接的剎車線及聯動線的軸線方向拉,因此其拉動方向不會彎折並損壞該剎車線及聯動線。 The characteristics of this creation include at least: 1. The ratio of the front and rear brakes can be automatically assigned according to the strength of the driver pressing the brake. 2. It can be applied to front and rear drum brakes, front disc rear drums, front and rear disc brakes and other brake systems. 3. When the brake is actuated, the front brake does not act earlier than the rear brake, and the rear brake force is greater than the front brake force. 4. The initial braking ratio is small for the front wheel and large for the rear wheel, and the brake ratio is continuously changed during the same stroke of pressing the brake. The final brake ratio is large for the front wheel and small for the rear wheel. 5. It can support the rear and front wheel brake line structure pulled by the original left and right brake handles, and add the function of changing the ratio and the left and right brake handles to maintain the original rear wheel brake separately connected to a left brake handle and the original front wheel brake. The structure of a right brake handle is simplistic and not easy to malfunction. 6. The creation of the link mechanism is such that when the brake force distribution mechanism that requires a large output force is pulled, the brake line and the linkage line connected by the brake force distribution mechanism can be pulled in the axial direction, so that the pulling direction is not bent. And damage the brake line and linkage line.
10‧‧‧剎車把手 10‧‧‧Brake handle
101‧‧‧樞接槽 101‧‧‧ pivot slot
11‧‧‧固定座 11‧‧‧ Fixed seat
111‧‧‧前導孔 111‧‧‧ lead hole
1111‧‧‧前滑溝 1111‧‧‧ front sliding ditch
112‧‧‧後導孔 112‧‧‧ rear guide hole
1121‧‧‧後滑溝 1121‧‧‧ rear sliding ditch
12‧‧‧隱藏槽 12‧‧‧Hidden trough
13‧‧‧樞接片 13‧‧‧ pivoting piece
14‧‧‧拉桿 14‧‧‧ lever
20‧‧‧剎車把手連動剎車裝置 20‧‧‧Brake handle linkage brake
30‧‧‧第一剎車把手 30‧‧‧First brake handle
31‧‧‧第一本體 31‧‧‧First Ontology
311‧‧‧托架 311‧‧‧ bracket
3111‧‧‧後剎接孔 3111‧‧‧ rear brake hole
3112‧‧‧聯動接孔 3112‧‧‧Linking holes
3113‧‧‧導槽 3113‧‧‧ Guide slot
32‧‧‧第一按把 32‧‧‧First press
321‧‧‧按壓部 321‧‧‧ Pressing Department
322‧‧‧帶動部 322‧‧‧Drive Department
3221‧‧‧制動位置 3221‧‧‧Brake position
3222‧‧‧釋放位置 3222‧‧‧ release position
33‧‧‧制動力分配機構 33‧‧‧Brake force distribution mechanism
331‧‧‧擺臂 331‧‧‧ swing arm
3311‧‧‧工作面 3311‧‧‧Working face
3312‧‧‧底面 3312‧‧‧ bottom
3313‧‧‧第一連接件 3313‧‧‧First connector
3314‧‧‧第二連接件 3314‧‧‧Second connection
3315‧‧‧導軌 3315‧‧‧rail
332‧‧‧拉桿組件 332‧‧‧ rod assembly
3321‧‧‧二連桿 3321‧‧‧Two links
33211‧‧‧主動拉桿 33211‧‧‧Active lever
33212‧‧‧被動拉桿 33212‧‧‧ Passive lever
33213‧‧‧樞軸 33213‧‧‧ pivot
3322‧‧‧滑輪 3322‧‧‧ pulley
33221‧‧‧輪面 33221‧‧‧90
3323‧‧‧連接桿 3323‧‧‧ Connecting rod
333,333’‧‧‧彈性件 333,333’‧‧‧Flexible parts
334‧‧‧第一槓桿支點 334‧‧‧First lever pivot
335‧‧‧第二槓桿支點 335‧‧‧second leverage point
40‧‧‧第二剎車把手 40‧‧‧Second brake handle
41‧‧‧第二本體 41‧‧‧Second ontology
411‧‧‧座體 411‧‧‧ body
4111‧‧‧前剎接孔 4111‧‧‧ front brake hole
4112‧‧‧聯動接孔 4112‧‧‧Linking holes
42‧‧‧第二按把 42‧‧‧second press
421‧‧‧按壓部 421‧‧‧ Pressing Department
422‧‧‧帶動部 422‧‧‧Drive Department
4221‧‧‧釋放位置 4221‧‧‧ release position
4222‧‧‧制動位置 4222‧‧‧Brake position
43‧‧‧制動力轉向機構 43‧‧‧Brake force steering mechanism
431‧‧‧擺動塊 431‧‧‧Swing block
4311‧‧‧前剎卡座 4311‧‧‧Front brake deck
4312‧‧‧聯動卡座 4312‧‧‧ linkage card holder
432‧‧‧樞軸 432‧‧‧ pivot
A‧‧‧車輛 A‧‧‧Vehicle
B1‧‧‧後輪剎車器 B1‧‧‧ Rear wheel brake
B2‧‧‧前輪剎車器 B2‧‧‧Front wheel brakes
C1‧‧‧第一手把 C1‧‧‧ first hand
C2‧‧‧第二手把 C2‧‧‧ second hand
F‧‧‧車前方 F‧‧‧ car front
S1,S2,S3,S4‧‧‧距離 S1, S2, S3, S4‧‧‧ distance
T1‧‧‧第一夾角 T1‧‧‧ first angle
T2‧‧‧第二夾角 T2‧‧‧second angle
X1‧‧‧軸線 X1‧‧‧ axis
W1‧‧‧後輪剎車線 W1‧‧‧ rear wheel brake line
W11‧‧‧頭端 W11‧‧‧ head end
W12‧‧‧尾端 W12‧‧‧ end
W2‧‧‧前輪剎車線 W2‧‧‧Front wheel brake line
W21‧‧‧頭端 W21‧‧‧ head end
W22‧‧‧尾端 W22‧‧‧ end
W3‧‧‧聯動線 W3‧‧‧ linkage line
W31‧‧‧頭端 W31‧‧‧ head end
W32‧‧‧尾端 W32‧‧‧ end
圖1A繪示先前技術之剎車結構的立體分解圖;圖1B繪示先前技術之剎車前的作動實施例圖; 圖1C繪示先前技術之剎車後的作動實施例圖;圖2繪示本創作之分離式可變比例之二剎車把手連動剎車裝置一實施例的立體組合圖;圖3繪示圖2之另一視角的立體組合圖;圖4繪示圖3之第一剎車把手的立體分解圖;圖5繪示圖3之第二剎車把手的立體分解圖;圖6繪示圖4之的擺臂及拉桿組件之一實施例的立體組合圖;圖7繪示圖6的立體分解圖;圖8至圖10繪示本創作之第一剎車把手的制動力分配機構的作動示意圖;圖11繪示本創作之第二剎車把手的制動力轉向機構的俯視圖;圖12繪示本創作之第二剎車把手的制動力轉向機構受第二按把拉動的作動示意圖;圖13繪示本創作之第二剎車把手的制動力轉向機構受第一剎車把手聯動的作動示意圖;圖14至圖15繪示本創作之第一剎車把手之該制動力分配機構拉動時的移動軌跡示意圖。 1A is a perspective exploded view of a brake structure of the prior art; FIG. 1B is a diagram showing an embodiment of the prior art brake operation; FIG. 1C is a perspective view showing an embodiment of the prior art brake after braking; FIG. 2 is a perspective assembled view of an embodiment of the split variable ratio two brake handle interlocking brake device of the present invention; FIG. 3 is a different view of FIG. 3 is an exploded perspective view of the first brake handle of FIG. 3; FIG. 5 is an exploded perspective view of the second brake handle of FIG. 3; FIG. 6 is a perspective view of the swing arm of FIG. 3 is an exploded perspective view of one embodiment of the drawbar assembly; FIG. 7 is an exploded perspective view of FIG. 6; FIG. 8 to FIG. 10 are diagrams showing the operation of the brake force distribution mechanism of the first brake handle of the present invention; A top view of the brake force steering mechanism of the second brake handle is created; FIG. 12 is a schematic view showing the actuation of the brake force steering mechanism of the second brake handle of the present invention by the second push button; FIG. 13 is a second brake of the present invention. The braking force steering mechanism of the handle is actuated by the linkage of the first brake handle; FIG. 14 to FIG. 15 are schematic diagrams showing the movement trajectory when the braking force distribution mechanism of the first brake handle of the present invention is pulled.
茲配合圖式將本創作實施例詳細說明如下,其所附圖式均為簡化之示意圖,僅以示意方式說明本創作之基本結構,因此在該等圖式中僅標示與本創作有關之元件,且所顯示之元件並非以實施時之數目、形狀、尺寸比例等加以繪製,其實際實施時之規格尺寸實為一種選擇性之設計,且其元件佈局形態有可能更為複雜。 The present invention is described in detail below with reference to the drawings, and the drawings are simplified schematic diagrams, and the basic structure of the present invention is only illustrated in a schematic manner, and therefore only the components related to the present creation are indicated in the drawings. The components shown are not drawn in the number, shape, size ratio, etc. at the time of implementation, and the actual size of the implementation is a selective design, and the component layout form may be more complicated.
首先,請參閱圖2、圖3所示並同時參照圖4及圖5,其圖2為本創作之一裝設於左、右手把上的實施例,其圖中的箭頭所指的方向(指向圖中右上方)為車前方F,而為了便於在圖示中說明,遂將圖2轉向至圖3,此時箭頭所指的車前方F係在圖中為朝上。本實施例之分離式可變比例之第一、二剎車的剎車把手連動剎車裝置20,適用於組設在一車輛A之一第一手把C1及一第二手把C2(例如,該車輛的該第一手把C1為左手手把、該第二手把C2為右手手把),用以分配及變換後、前輪剎車器(B1,B2)之後輪剎車線W1及前輪剎車線W2的剎車力,該裝置包含:一第一剎車把手30係固定於該第一手把C1,其包含:一第一本體31、一第一按把32及一制動力分配機構33,該第一本體31具有一托架311,該托架311一側設有一後剎接孔3111與一聯動接孔3112,該第一按把32樞設於該第一本體31,其具有一按壓部321及一帶動部322,該按壓部321可於受一外力及解除該外力時,使該帶動部322對應旋動於一制動位置3221和一釋放位置3222(該制動位置3221及該釋放位置3222請參照圖8、圖10及圖14、圖15所示,當然,該制動位置3221乃是根據所施加的該外力的大小而定),該制動力分配機構33係設置於該托架311並可於該托架311上滑動(如圖4所示,為了引導該制動力分配機構33的滑動方向,該托架311上可設置一對導槽3113,且該制動力分配機構33對應於該對導槽3113的位置設置有可嵌入該導槽3113之一對導軌3315),如4至6圖所示,其具有一擺臂331及一拉桿組件332,該擺臂331左右兩端分別樞接由該後剎接孔3111導入的一後輪剎車線W1(如圖3所示,後輪剎車線W1之頭端W11樞接於該後剎接孔3111,其尾端W12連接於該後輪剎車器B1)與由該聯動接孔3112導入的 一聯動線W3之頭端W31,如圖7所示,該拉桿組件332包含一二連桿3321,該二連桿3321以一彈性件333之彈性力維持該二連桿3321保持一夾角,該二連桿3321一端連接於該帶動部322,另一端套掛在該擺臂331上,該帶動部322由該釋放位置3222旋動至該制動位置3221時,該二連桿3321在受力增加的過程中克服該彈性件333之彈性力改變其夾角角度,而使二連桿3321帶動該擺臂331的位置由一第一槓桿支點334滑動至一第二槓桿支點335(請參照圖8、圖9及圖10所示),並在二連桿3321受力小於該彈性力後使其帶動該擺臂331的位置回復到該第一槓桿支點334,藉以改變拉動該後輪剎車線W1及該聯動線W3(拉動該後輪剎車線W1將產生後輪剎車力、拉動該聯動線W3的拉力會藉由擺動塊431的作用而傳遞到前輪剎車線W2,因此,此處的該聯動線W3拉力即等同於聯動該前輪剎車線W2的拉力)的拉力比例(如圖4所示),較佳者,如圖9所示,在該擺臂331被拉動之瞬間,該第一槓桿支點334與該擺臂331樞接該後剎車線W1頭端W11的距離S1係小於該第一槓桿支點334至該擺臂331樞接該聯動線W3頭端W31的距離S2(依槓桿原理,該後剎車線W1所受的拉力會大於該聯動線W3-即後續傳遞到前剎車線W1所受的拉力),如此可使剎車作動瞬間,前輪剎車不比後輪剎車先作動,且後輪剎車力大於前輪剎車力,但之後隨著該擺臂331被拉動的行程增強之後該距離S1與該距離S2的比例漸趨相同,甚至反轉為圖10所示之該第二槓桿支點335與該擺臂331樞接該後剎車線W1頭端W11的距離S3大於該第二槓桿支點335與該擺臂331樞接該聯動線W3頭端W31的距離S4(同樣依槓桿原理,該後剎車線W1所受的拉力會小於該聯動線W3-即後續傳遞到前剎車線W1所受的拉力),使剎車過程最終係以前輪剎車力大於後輪剎車力的剎車 力比例分配方式。 First, please refer to FIG. 2 and FIG. 3 and refer to FIG. 4 and FIG. 5 simultaneously. FIG. 2 is an embodiment of the present invention mounted on the left and right handles, and the direction indicated by the arrow in the figure ( Pointing to the upper right of the figure is the front F of the vehicle, and for convenience of illustration in the figure, 图 turn FIG. 2 to FIG. 3, and the front F of the vehicle indicated by the arrow is upward in the figure. The brake variable handle linkage brake device 20 of the first and second brakes of the split type of the present embodiment is suitable for being assembled in one of the first handle C1 and the second handle C2 of the vehicle A (for example, the vehicle) The first hand C1 is the left hand handle and the second hand C2 is the right hand handle) for allocating and transforming the rear wheel brakes (B1, B2) and the front brake line W1 and the front wheel brake line W2. The braking force, the device includes: a first brake handle 30 is fixed to the first handle C1, and includes: a first body 31, a first handle 32 and a braking force distribution mechanism 33, the first body The 311 has a bracket 311, and a rear brake hole 3111 and a linkage hole 3112 are disposed on the side of the bracket 311. The first handle 32 is pivotally disposed on the first body 31, and has a pressing portion 321 and a The driving portion 322 can rotate the driving portion 322 correspondingly to a braking position 3221 and a releasing position 3222 when receiving an external force and releasing the external force (refer to the braking position 3221 and the releasing position 3222). 8. As shown in FIG. 10 and FIG. 14 and FIG. 15, of course, the braking position 3221 is based on the magnitude of the applied external force. The brake force distribution mechanism 33 is disposed on the bracket 311 and slidable on the bracket 311 (as shown in FIG. 4, in order to guide the sliding direction of the brake force distribution mechanism 33, the bracket 311 is A pair of guide grooves 3113 may be disposed, and the braking force distribution mechanism 33 is provided with a pair of guide rails 3315 that can be embedded in the guide groove 3113 corresponding to the position of the pair of guide grooves 3113, as shown in FIGS. 4 to 6, which has a a swing arm 331 and a pull rod assembly 332. The left and right ends of the swing arm 331 are respectively pivotally connected to a rear wheel brake wire W1 introduced by the rear brake hole 3111 (as shown in FIG. 3, the front end of the rear brake wire W1 is W11). Pivot connected to the rear brake hole 3111, the tail end W12 is connected to the rear wheel brake B1) and introduced by the linkage hole 3112 The first end W31 of the linkage line W3, as shown in FIG. 7, the lever assembly 332 includes a two-link 3321, and the two links 3321 maintain the angle of the two links 3321 with an elastic force of the elastic member 333. The two links 3321 are connected to the driving portion 322 at one end, and the other end is hung on the swing arm 331. When the driving portion 322 is rotated to the braking position 3221 by the releasing position 3222, the two links 3321 increase in force. The elastic force of the elastic member 333 is changed to change the angle of the angle of the elastic member 333, and the position of the swing arm 331 is driven by the second link 3321 to be slid by a first lever fulcrum 334 to a second lever fulcrum 335 (refer to FIG. 8 , 9 and FIG. 10), and after the force of the two links 3321 is less than the elastic force, the position of the swing arm 331 is returned to the first lever fulcrum 334, thereby changing the pulling of the rear wheel brake line W1 and The linkage line W3 (pulling the rear wheel brake line W1 to generate the rear wheel braking force, pulling the pulling force of the linkage line W3 is transmitted to the front wheel brake wire W2 by the action of the swinging block 431, therefore, the linkage line here The W3 pull force is equivalent to the pull ratio of the tension of the front wheel brake wire W2 (see Figure 4). Preferably, as shown in FIG. 9, at a moment when the swing arm 331 is pulled, the distance S1 between the first lever pivot point 334 and the swing arm 331 pivotally connected to the head end W11 of the rear brake wire W1 is smaller than the The distance between the first lever fulcrum 334 and the swing arm 331 is pivoted to the head end W31 of the linkage line W3. According to the principle of the lever, the tension of the rear brake line W1 is greater than the linkage line W3, that is, the subsequent transmission to the front brake line. The tension applied by W1), so that the brake can be actuated instantaneously, the front wheel brake does not act earlier than the rear wheel brake, and the rear wheel brake force is greater than the front wheel brake force, but then the distance S1 is increased after the stroke of the swing arm 331 is pulled. The ratio of the distance S2 is gradually the same, and even the distance S3 of the second lever fulcrum 335 and the swing arm 331 pivotally connected to the head end W11 of the rear brake line W1 is greater than the second lever fulcrum 335. The swing arm 331 pivotally connects the distance S4 of the head end W31 of the linkage line W3 (also according to the principle of the lever, the tension of the rear brake line W1 is less than the linkage line W3, that is, the subsequent transmission to the front brake line W1. Pulling force, so that the braking process is finally the brake that the front wheel braking force is greater than the rear wheel braking force The proportion of force distribution.
如圖5及圖11至圖13所示。該第二剎車把手40,係固定於該第二手把C2,其包含:一第二本體41、一第二按把42及一制動力轉向機構43,該第二本體41具有一座體411(較佳地,該第二本體41與該座體411可為一體成形製成者),該座體411具有一前剎接孔4111與一聯動接孔4112,該第二按把42樞設於該第二本體41,並具有一按壓部421及一帶動部422,該按壓部421可於受一外力及解除該外力時,使該帶動部422對應擺動於一制動位置4222(如圖12所示)和一釋放位置4221(如圖11所示),該制動力轉向機構43係包含一擺動塊431,該擺動塊431左、右兩端分別以一前剎卡座4311樞接由該前剎接孔4111導入之一前輪剎車線W2之頭端W21(如圖3所示,前輪剎車線W2之頭端W21樞接於該後剎接孔4111,其尾端W22連接於該前輪剎車器B2)、以一聯動卡座4312樞接由該聯動接孔4112導入的該聯動線W3之尾端W32(該聯動線W3之頭端W31位於該第一剎車把手30),該擺動塊431中間則以一樞軸432(如圖5所示,為了使該擺動塊431更易於轉動,該樞軸432可再套設一套筒後再與該擺動塊431樞接)樞設於該第二按把42帶動部422。 As shown in Figure 5 and Figure 11 to Figure 13. The second brake handle 40 is fixed to the second handle C2, and includes a second body 41, a second handle 42 and a braking force steering mechanism 43. The second body 41 has a body 411 ( Preferably, the second body 41 and the base 411 are integrally formed. The base 411 has a front brake hole 4111 and a linkage hole 4112. The second handle 42 is pivoted on the second handle 41. The second body 41 has a pressing portion 421 and a driving portion 422. The pressing portion 421 can swing the driving portion 422 to a braking position 4222 when receiving an external force and releasing the external force (as shown in FIG. 12). And a release position 4221 (shown in FIG. 11), the braking force steering mechanism 43 includes a swinging block 431, and the left and right ends of the swinging block 431 are respectively pivotally connected by a front brake card holder 4311. The brake hole 4111 is introduced into the front end W21 of the front wheel brake wire W2 (as shown in FIG. 3, the front end W21 of the front wheel brake wire W2 is pivotally connected to the rear brake hole 4111, and the tail end W22 is connected to the front wheel brake B2), the end end W32 of the linkage line W3 introduced by the linkage hole 4112 is pivotally connected by a linkage card holder 4312 (the head end W31 of the linkage line W3 is located at the first end The handlebar 30) has a pivot 432 in the middle of the swinging block 431 (as shown in FIG. 5, in order to make the swinging block 431 easier to rotate, the pivot 432 can be further sleeved and then the swinging block The 431 pivoting member is pivotally disposed on the second push button 42 driving portion 422.
承上所述,如圖11至圖12的動作示意圖。當使用者壓下該第二按把42之按壓部421時,按壓部421聯動該帶動部422由該釋放位置4221位移動到該制動位置4222,如圖12所示,圖中該擺動塊431在向右(圖中之右側)被帶動部422拉動時,該擺動塊431之聯動卡座4312因該聯動線W3未作動而產生阻力而牽制其轉動方向,而使該擺動塊431以該樞軸432為軸心,朝向該前剎卡座4311一端轉動(順時針旋轉),而拉動該前輪剎車線W2, 以產生前輪剎車力。 As shown above, the operation diagrams of FIGS. 11 to 12 are shown. When the user presses the pressing portion 421 of the second handle 42, the pressing portion 421 moves the driving portion 422 from the releasing position 4221 to the braking position 4222, as shown in FIG. 12, the swinging block 431 in the figure. When the right portion (the right side in the drawing) is pulled by the driving portion 422, the interlocking card holder 4312 of the swinging block 431 generates a resistance due to the unactuated motion of the interlocking wire W3, and the rotation direction thereof is restricted, so that the swinging block 431 is pivoted. The shaft 432 is an axis, and rotates toward the one end of the front brake deck 4311 (clockwise rotation), and pulls the front wheel brake wire W2, To generate front wheel braking force.
再如圖11及圖13所示,當使用者不壓動該第二按把42之按壓部421時,該擺動塊431保持原位不移動,此時,當使用者壓按該第一按把32(如圖8~圖10)因而使該擺動塊431之聯動卡座4312一端,因該聯動線W3之向外拉引而使該擺動塊431以該樞軸432為中心朝轉向該聯動卡座4312一端轉動(順時針旋轉),而拉動該前輪剎車線W2,以產生前輪剎車力(此時該第二按把42自始並未作動)。 As shown in FIG. 11 and FIG. 13 , when the user does not press the pressing portion 421 of the second handle 42 , the swinging block 431 remains in the original position. At this time, when the user presses the first button 32 (as shown in FIG. 8 to FIG. 10 ), so that one end of the linkage block 4312 of the swing block 431 is pulled outward by the linkage line W3, and the swing block 431 is turned toward the linkage centering on the pivot 432. The card holder 4312 is rotated at one end (clockwise rotation), and the front wheel brake wire W2 is pulled to generate the front wheel braking force (the second button 42 is not activated at the beginning).
由此可知,本創作在單獨壓按第二剎車把手40之第二按把42時(第一剎車把手30不動),該第二剎車把手40並不會以聯動線W3干涉該第一剎車把手30的作動,而可逕向拉動該前剎車線W2而產生前剎車力;而當單獨壓按第一剎車把手30之第一按把32時(第二剎車把手40不動),該第一剎車把手30會以該聯動線W3傳遞拉力,再經由該第二剎車把手40之擺動塊431將其拉力轉向而拉動該前剎車線W2產生前剎車力,因此該第一剎車把手30除了原有的後剎車線W1產生的後剎車力之外,並不需要再額外設置一條連接前輪剎車器B2的前剎車線,仍可利用原前剎車線W2產生前、後剎車力的聯動與變換剎車力的比例。 It can be seen that, when the second button 42 of the second brake handle 40 is pressed separately (the first brake handle 30 does not move), the second brake handle 40 does not interfere with the first brake handle with the linkage line W3. Actuating 30, the front brake wire W2 can be pulled radially to generate the front brake force; and when the first handle 32 of the first brake handle 30 is pressed separately (the second brake handle 40 does not move), the first brake The handle 30 transmits the pulling force with the linkage line W3, and then the pulling force is turned by the swinging block 431 of the second brake handle 40 to pull the front brake wire W2 to generate the front braking force, so the first brake handle 30 is apart from the original In addition to the rear brake force generated by the rear brake line W1, there is no need to additionally provide a front brake line connecting the front wheel brake B2, and the original front brake line W2 can still be used to generate the linkage of the front and rear brake forces and the change of the braking force. proportion.
詳細而言,如圖6及圖7所示。該擺臂331具有一面向該後剎接孔3111與該聯動接孔3112的一工作面3311和背向該工作面3311的一底面3312,該拉桿組件332係設置在該擺臂331之底面3312的外側,該二連桿3321為一主動拉桿33211與一被動拉桿33212,其係以一樞軸33213相連接該主動拉桿33211的尾端與該被動拉桿33212的頭端,該主動拉桿33211頭端並樞接於該第一按把32帶動部322,該被動拉桿33212的尾端由該擺臂331的該底面 3312一側跨越該工作面3311一側,並於該尾端設置一滑輪3322,該滑輪3322的輪面33221接觸該工作面3311。 More specifically, as shown in FIGS. 6 and 7. The swing arm 331 has a working surface 3311 facing the rear brake hole 3111 and the linkage hole 3112 and a bottom surface 3312 facing away from the working surface 3311. The rod assembly 332 is disposed on the bottom surface 3312 of the swing arm 331. On the outer side, the two links 3321 are an active pull rod 33211 and a passive pull rod 33212. The pivot end 33213 is connected to the tail end of the active pull rod 33211 and the front end of the passive pull rod 33212. The active pull rod 33211 head end is connected. And pivotally connected to the first push button 32, the tail end of the passive pull rod 33212 is the bottom surface of the swing arm 331 A side of the 3312 spans the side of the working surface 3311, and a pulley 3322 is disposed at the tail end. The wheel surface 33221 of the pulley 3322 contacts the working surface 3311.
如圖7及圖14所示。在一實施例中,該彈性件333為一在該主動拉桿33211和該被動拉桿33212之間套接於該樞軸33213,且其兩端分別固定於該主動拉桿33211與該被動拉桿33212之扭轉彈簧333,或者,如圖8所示,在一實施例中,該擺臂331左右兩端係以一第一連接件3313樞接該後輪剎車線W1之頭端W11與一第二連接件3314樞接該聯動線W3之頭端W31,該彈性件333’為一頭尾兩端分別固設於該第一連接件3313及該被動拉桿33212上之拉伸彈簧(如圖8所示,該實施例中,該拉伸彈簧兩端係分別固定於該被動拉桿33212端部之樞設滑輪3322的樞軸上以及該第一連接件3313與該擺臂331之樞接的樞軸上,當然,為了使彈力能平衡地施加在該拉桿組件332上,該拉伸彈簧係採用兩只,並對稱地設置於該被動拉桿33212之二外側)。 As shown in Figure 7 and Figure 14. In one embodiment, the elastic member 333 is sleeved on the pivot shaft 33213 between the active pull rod 33211 and the passive pull rod 33212, and the two ends thereof are respectively fixed to the twist of the active pull rod 33211 and the passive pull rod 33212. The spring 333, or, as shown in FIG. 8, in an embodiment, the left and right ends of the swing arm 331 are pivotally connected to the front end W11 of the rear wheel brake wire W1 and a second connecting member by a first connecting member 3313. 3314 is pivotally connected to the front end W31 of the linkage line W3. The elastic member 333' is a tension spring which is fixed on the first connecting member 3313 and the passive pulling rod 33212 at both ends of the head end (as shown in FIG. 8 , In the embodiment, the two ends of the tension spring are respectively fixed on the pivot of the pivoting pulley 3322 at the end of the passive pull rod 33212 and the pivotal pivot of the first connecting member 3313 and the swing arm 331. In order to apply the elastic force to the tie rod assembly 332 in a balanced manner, the tension springs are two and symmetrically disposed on the outer sides of the passive pull rods 33212.
如圖14及圖15所示。在該實施例中,拉桿組件332可更包含一前後兩端分別樞接於該主動拉桿33211與該第一按把32帶動部322之連接桿3323,用以使該制動力分配機構33被該第一按把32帶動部322拉引時,得以沿著該後輪剎車線W1與該聯動線W3的軸線X1延伸方向(即沿著圖4所示之導槽3113槽軌)移動,可在拉動該後輪剎車線W1頭端W11及該聯動線W3頭端W31時,不會形成折角而影響後輪剎車線W1及聯動線W3的壽命,進而確保行車安全。 As shown in Figure 14 and Figure 15. In this embodiment, the pull rod assembly 332 further includes a connecting rod 3323 pivotally connected to the active pull rod 33211 and the first push button 32 driving portion 322, respectively, for the braking force distribution mechanism 33 to be When the first button 32 is pulled by the driving portion 322, it can be moved along the extending direction of the rear wheel brake wire W1 and the axis X1 of the linking wire W3 (that is, along the groove of the guide groove 3113 shown in FIG. 4). When the rear end brake wire W1 head end W11 and the interlocking wire W3 head end W31 are pulled, the folding angle is not formed and the life of the rear wheel brake wire W1 and the interlocking wire W3 is affected, thereby ensuring driving safety.
在一實施例中揭示了本創作之應用,如圖2所示,於一車輛A中,該車輛A具有前述之分離式、連動式、可變剎車比例的剎車把手連動剎車裝置20、一供該第一剎車把手30固設第一手把C1、一供該第二剎車把 手40固設的第二手把C2、一後輪剎車器B1,係用以制動車輛之後輪,其具有一連接並控制該後輪剎車器B1剎車的後輪剎車線W1;以及一前輪剎車器B2,係用以制動車輛A之前輪,其具有一連接並控制該前輪剎車器B2剎車的前輪剎車線W2。 In an embodiment, the application of the present invention is disclosed. As shown in FIG. 2, in a vehicle A, the vehicle A has the above-mentioned separate, interlocking, variable brake ratio brake lever linkage brake device 20, one for The first brake handle 30 is fixed with a first handle C1 and a second brake handle. The second handle C2 and the rear wheel brake B1 fixed by the hand 40 are used to brake the rear wheel of the vehicle, and have a rear wheel brake wire W1 that connects and controls the brake of the rear wheel brake B1; and a front wheel brake The B2 is used to brake the front wheel of the vehicle A, and has a front wheel brake wire W2 that connects and controls the brake of the front wheel brake B2.
綜上所述,乃僅記載本創作為呈現解決問題所採用的技術手段之較佳實施方式或實施例而已,並非用來限定本創作專利實施之範圍。即凡與本創作專利申請範圍文義相符,或依本創作專利範圍所做的均等變化與修飾,皆為本創作專利範圍所涵蓋。 In summary, it is merely described that the present invention is a preferred embodiment or embodiment of the technical means for solving the problem, and is not intended to limit the scope of implementation of the present patent. Any change or modification that is consistent with the scope of the patent application scope of this creation or the scope of the patent creation is covered by the scope of the creation patent.
20‧‧‧剎車把手連動剎車裝置 20‧‧‧Brake handle linkage brake
30‧‧‧第一剎車把手 30‧‧‧First brake handle
31‧‧‧第一本體 31‧‧‧First Ontology
311‧‧‧托架 311‧‧‧ bracket
32‧‧‧第一按把 32‧‧‧First press
321‧‧‧按壓部 321‧‧‧ Pressing Department
322‧‧‧帶動部 322‧‧‧Drive Department
33‧‧‧制動力分配機構 33‧‧‧Brake force distribution mechanism
40‧‧‧第二剎車把手 40‧‧‧Second brake handle
41‧‧‧第二本體 41‧‧‧Second ontology
411‧‧‧座體 411‧‧‧ body
42‧‧‧第二按把 42‧‧‧second press
421‧‧‧按壓部 421‧‧‧ Pressing Department
422‧‧‧帶動部 422‧‧‧Drive Department
43‧‧‧制動力轉向機構 43‧‧‧Brake force steering mechanism
431‧‧‧擺動塊 431‧‧‧Swing block
B1‧‧‧後輪剎車器 B1‧‧‧ Rear wheel brake
B2‧‧‧前輪剎車器 B2‧‧‧Front wheel brakes
C1‧‧‧第一手把 C1‧‧‧ first hand
C2‧‧‧第二手把 C2‧‧‧ second hand
F‧‧‧車前方 F‧‧‧ car front
W1‧‧‧後輪剎車線 W1‧‧‧ rear wheel brake line
W11‧‧‧頭端 W11‧‧‧ head end
W12‧‧‧尾端 W12‧‧‧ end
W2‧‧‧前輪剎車線 W2‧‧‧Front wheel brake line
W21‧‧‧頭端 W21‧‧‧ head end
W22‧‧‧尾端 W22‧‧‧ end
W3‧‧‧聯動線 W3‧‧‧ linkage line
W31‧‧‧頭端 W31‧‧‧ head end
W32‧‧‧尾端 W32‧‧‧ end
Claims (10)
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TW104137477A TWI579190B (en) | 2015-11-13 | 2015-11-13 | Variable proportions of separate front and rear brake handle interlocking brake device |
CN201510830737.0A CN106697160B (en) | 2015-11-13 | 2015-11-25 | Separated variable-proportion double-brake-handle linkage brake device and vehicle thereof |
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TW104137477A TWI579190B (en) | 2015-11-13 | 2015-11-13 | Variable proportions of separate front and rear brake handle interlocking brake device |
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TWI579190B true TWI579190B (en) | 2017-04-21 |
TW201716285A TW201716285A (en) | 2017-05-16 |
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TW104137477A TWI579190B (en) | 2015-11-13 | 2015-11-13 | Variable proportions of separate front and rear brake handle interlocking brake device |
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Cited By (1)
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CN112758233A (en) * | 2019-10-21 | 2021-05-07 | 兰溪市捷克运动器材制造有限公司 | Novel adjustable brake handle of line is walked in |
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WO2019186587A1 (en) * | 2018-03-27 | 2019-10-03 | Hero MotoCorp Limited | Speed deceleration system |
CN111186523A (en) * | 2018-11-14 | 2020-05-22 | 兰溪市捷克运动器材制造有限公司 | Brake handle with front brake and rear brake linkage |
JP6793177B2 (en) * | 2018-12-27 | 2020-12-02 | 本田技研工業株式会社 | Front-rear interlocking brake device for saddle-mounted vehicles |
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JPH09267788A (en) * | 1996-04-03 | 1997-10-14 | Honda Motor Co Ltd | Brake device for vehicle |
JP2005104362A (en) * | 2003-09-30 | 2005-04-21 | Honda Motor Co Ltd | Interlocking brake device for small vehicle |
TWI386343B (en) * | 2010-05-06 | 2013-02-21 | ||
TWM494743U (en) * | 2013-10-01 | 2015-02-01 | Fong-Chyi Chang | Actuator of asynchrously safe braking for front and rear wheels |
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CN112758233A (en) * | 2019-10-21 | 2021-05-07 | 兰溪市捷克运动器材制造有限公司 | Novel adjustable brake handle of line is walked in |
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CN106697160B (en) | 2019-04-12 |
CN106697160A (en) | 2017-05-24 |
TW201716285A (en) | 2017-05-16 |
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