TWI735298B - Brake system with front and rear disc brakes - Google Patents

Abstract

A brake system with front and rear disc brakes is provided to overcome the problems that the cost of the conventional scooter brake system is too high, the installation is limited to various factors and regular and frequent maintenance is required. The brake system includes a hydraulic control module having a pump housing, a braking force controller, and two movably-connected members. The pump housing has a front-heel pump chamber and a rear-wheel pump chamber intercommunicating with the front-heel pump chamber via a channel. Each of the front-heel and rear-wheel pumps includes at least one movable piston. An oil inlet intercommunicates with the front-heel or rear-wheel pump chamber. An oil tube intercommunicates with the oil inlet and an oil cup. One of the two movably-connected members is movably connected to the piston in the front-heel pump chamber, and another of the two movably-connected members is movably connected to the braking force controller.

Description

Brake system of front and rear disc brake locomotive

The present invention relates to a brake system for locomotives, especially a brake system for front and rear disc brake locomotives.

Please refer to FIG. 1, which is a conventional locomotive brake system 9. The conventional locomotive brake system 9 has a right brake controller 91, a left brake controller 92 and a distributed driving device 93. The right brake controller 91 has a master cylinder 911 and an oil cup 912 that are integrally formed and connected. A tie rod 913 is coupled to the outside of the master cylinder 911, and the tie rod 913 can be linked to the master cylinder 911 when pressed. The left brake controller 92 has the same structure as the right brake controller 91 and has a master cylinder 921, an oil cup 922 and a pull rod 923. The distribution driving device 93 has a cylinder 931 divided into a first chamber 932 and a second chamber 933. A first piston 934 is displaceably disposed in the first chamber 932, and a second piston 935 is displaceably disposed in the first chamber 932. In the second chamber 933, a push rod 936 is connected to the second piston 935 and penetrates into the first chamber 932. The push rod 936 is located at the end of the first chamber 932 and has a valve ball 937, and a return element 938 is located in the The first chamber 932 pushes the second piston 935 to leave a gap between the valve ball 937 and the first piston 934. The first chamber 932 of the cylinder 931 communicates with the oil chamber of the master cylinder 911 of the right brake controller 91 and a front wheel stopper F, and the second chamber 933 of the cylinder 931 communicates with the left brake controller. The master pump 921 of 92 communicates with the oil chamber of a rear wheel stopper R. An embodiment similar to the conventional locomotive brake system 9 has been disclosed in the Republic of China Patent Publication No. 470719.

When the user presses the lever 913 of the right brake controller 91, the brake fluid can flow from the master cylinder 911 into the first chamber 932 of the cylinder 931, and into the gap between the valve ball 937 and the first piston 934 The oil chamber of the front wheel stopper F to actuate the front wheel stopper F. When the lever 923 of the left brake controller 92 is pressed, the brake fluid can flow from the master cylinder 921 into the second chamber 933 of the cylinder 931. On the one hand, the rear wheel stopper R is actuated first, and on the other hand, the rear wheel stopper R is actuated. The second piston 935 links the push rod 936 and compresses the return element 938, so that the valve ball 937 closes the aforementioned gap and pushes the first piston 934, thereby linking the front wheel stopper F. Therefore, the conventional locomotive brake system 9 can make the locomotive have a better braking effect due to the front and rear disc brakes, and it can also brake the rear wheel first and then the front wheel when the brake is linked, which helps to maintain the balance of the body and ensure the riding. Take safety.

However, in the conventional locomotive brake system 9, the right brake controller 91 and the left brake controller 92 each have a master cylinder 911, 921 and an oil cup 912, 922, and they must be installed on both sides of the locomotive faucet. The grips not only take up space but also affect the appearance. In addition, the distribution drive device 93 not only has a variety of components, but also has high cost and difficult assembly. The distribution drive device 93 uses oil pipes to communicate with the right brake controller 91, the left brake controller 92, the front wheel stopper F and The rear wheel stopper R is connected. Once the oil pipe is worn or deteriorated, it will cause problems such as oil leakage, linkage failure or even brake failure, so regular maintenance is required; especially, it is connected to the right brake control The oil pipes of the left brake controller 92 and the actuator 91 are easily worn out by friction with other components as the faucet of the locomotive rotates, and the service life is shorter than that of other parts, which often causes trouble and burden for the user.

In view of this, it is indeed necessary to improve the conventional brake system of locomotives.

In order to solve the above problems, the purpose of the present invention is to provide a brake system for front and rear disc brake locomotives. The master cylinder linked to the left and right brake levers can share the same oil cup and be hidden in the car shell, which can reduce the installation space and reduce the installation space. Make the grips on the two sides of the locomotive faucet have a more concise appearance.

The second purpose of the present invention is to provide a brake system for front and rear disc brake locomotives. The master cylinder for actuating the front and rear brakes can be linked with the left and right brake levers by a steel cable, which can be used for a long time and is not prone to oil leakage due to oil pipe loss. .

Another object of the present invention is to provide a brake system for front and rear disc brake locomotives. The brake force distributor adopts a mechanical linkage structure instead of a hydraulic structure.

The directionality described in the full text of the present invention or its similar terms, such as "front", "rear", "left", "right", "up (top)", "down (bottom)", "inner", "outer" , "Side", etc., mainly refer to the direction of the attached drawings. The terms of the directionality or similar terms are only used to assist in the description and understanding of the embodiments of the present invention, and are not used to limit the present invention.

The elements and components described in the full text of the present invention use the quantifiers "one" or "one" for convenience and to provide the general meaning of the scope of the present invention; in the present invention, it should be construed as including one or at least one, and single The concept of also includes the plural, unless it clearly implies other meanings.

Approximate terms such as "combination", "combination" or "assembly" mentioned in the full text of the present invention mainly include the types that can be separated without destroying the components after being connected, or the components cannot be separated after being connected, which are common knowledge in the field Those can be selected based on the materials of the components to be connected or assembly requirements.

The brake system of the front and rear disc brake locomotives of the present invention includes: a hydraulic control module with a master cylinder housing. The master cylinder housing has a front wheel pump chamber and a rear wheel pump chamber spaced side by side, and the front wheel pump chamber And the rear-wheel pump chamber respectively have at least one movable piston, the front-wheel pump chamber and the rear-wheel pump chamber respectively have a piston rod, each of the piston rods combined with a corresponding piston can move simultaneously, and a channel communicates with the The front wheel pump chamber and the rear wheel pump chamber, an oil inlet communicates with the front wheel pump chamber or the rear wheel pump chamber, an oil pipe communicates with the oil inlet and an oil cup; a brake force distributor, which can be linked to the front wheel Pump room The piston in the rear-wheel pump chamber and the piston in the rear-wheel pump chamber, the brake force distributor is located below the front-wheel pump chamber and the rear-wheel pump chamber, and one end of the two piston rods respectively penetrates the front-wheel pump chamber and the rear-wheel pump The bottom end of the chamber is connected to the brake force distributor; and two interlocking components, one of the aforementioned interlocking components can be interlockingly connected to the piston in the front wheel pump chamber, and the other aforementioned interlocking component can be interlockingly connected to the braking force distributor .

According to this, the brake system of the front and rear disc brake locomotives of the present invention, by providing the front wheel pump chamber and the rear wheel pump chamber side by side in the master cylinder housing and communicating by the passage, the master cylinder housing can be hidden in the vehicle housing Even the front and rear wheel pump chambers share the same oil cup, which not only reduces the cost and the installation space, but also allows the handles on the two sides of the locomotive faucet to have a more concise appearance, thus having better design freedom Spend. In addition, the brake force distributor can adopt a mechanical linkage structure, which not only can be used more durable, but also will not have the problem of oil leakage due to oil pipe cracks or worn parts. Naturally, it is not easy to have brake linkage failure, which has reduced maintenance. Frequency, improve the safety of use and enhance the convenience of assembly and other functions.

Wherein, the brake force distributor may have two rollers connected to a swing arm, a joint part is located between the two rollers, the linkage assembly is connected to the joint part, and the two rollers abut against the two piston rods respectively. In this way, the braking force distributor and the two piston rods can be contacted in a rolling manner, which can reduce friction, avoid wear of the swing arm and increase the efficiency of force transmission.

Wherein, the swing arm, the joint portion and the two rollers may all be located in a housing seat, the master pump housing is connected to the upper end of the housing seat, and the two piston rods penetrate into the housing seat. In this way, the shell base can provide a protective effect, so that the components are not easily damaged by external force collisions or deviate from a predetermined relative position, reduce the problem of failure or failure of the braking force distributor, and have the effect of improving the safety of use.

The brake system of the front and rear disc brake locomotives of the present invention may further include an outer wire fixing seat, the front wheel pump chamber and the rear wheel pump chamber are located between the housing base and the outer wire fixing seat, and a part of the two linkage components is located on the outer wire In the fixing seat, one end of the two interlocking components passes through the outer wire fixing seat to be respectively connected to the right brake lever and the left brake lever of the locomotive. In this way, the outer wire fixing base can further limit the two interlocking components, avoiding the interference between the two and affecting the effect of controlling the brake, which has improved The effect of using safety.

Wherein, the two linkage components can be respectively connected to the right brake lever and the left brake lever of the locomotive by a steel cable. In this way, the steel cable that is not easy to wear can be used for a long time, so that the brake system of the overall front and rear disc brake locomotive is not prone to oil pipe loss and oil leakage. It can reduce the frequency of repairing the brake system, reduce the trouble to the user, and save more maintenance. Cost and other functions.

Wherein, the piston rod can pass through the top end of the front wheel pump chamber, and the linkage assembly is connected with the piston rod. In this way, the linkage assembly can directly link the piston in the front wheel pump chamber to obtain better control efficiency.

Wherein, the linkage assembly may have a displacement groove located at the top end of the piston rod, and the end of the steel cable connected to the right brake rod is disposed in the displacement groove so as to be relatively displaceable with the piston rod. In this way, it can be effectively avoided that when the left brake lever is pulled alone to link the front and rear brakes, the piston rod that passes through the top of the front wheel pump chamber is squeezed to the corresponding steel cable.

Wherein, the linkage assembly with the steel cable connected to the left brake lever may further have a coupling member and another steel cable. The two steel cables of the linkage assembly are respectively coupled with the coupling member by one end, and the other end of the other steel cable passes through the front wheel The pump chamber and the rear wheel pump chamber are connected to the brake force distributor. In this way, the steel cable can be connected to the brake force distributor in a manner that is easier to install and control, and at the same time, it saves configuration space.

Wherein, the front wheel pump chamber and the rear wheel pump chamber may be located between the faucet of the locomotive and the front wheel suspension. In this way, it can be ensured that components such as the master cylinder casing are less susceptible to sand splashing.

Wherein, the hydraulic control module may have an elbow, one end of the elbow communicates with the channel from the outside of the master cylinder housing, and the other end of the elbow forms the oil inlet. In this way, the oil pipe can communicate with the channel more smoothly without bending, which can effectively reduce the risk of oil leakage or separation caused by bending the oil pipe, and has the functions of improving the convenience of configuring the oil pipe and the oil cup, etc. .

〔this invention〕

1: Hydraulic control module

11: Master cylinder housing

11a: first shell

11b: second shell

11c: Bridge

111: The first oil hole

112: second oil hole

12: Piston

13: oil inlet

14: Tubing

15: oil cup

16: Elbow

17: Piston rod

2: Braking force distributor

21: swing arm

22: Joint

23: Roller

24: Shell seat

3: Linkage components

3a: The first linkage component

3b: The second linkage component

31: Steel cable

32: displacement slot

33: Combination

4: Outside line fixing seat

B1: Right brake lever

B2: Left brake lever

C: Car shell

F: Front wheel stopper

H: Faucet

P: Channel

R: Rear wheel stopper

S1: Front wheel pump room

S2: Rear wheel pump room

T: Tubing

[Traditional]

9: Locomotive brake system

91: Right brake controller

911: master cylinder

912: oil cup

913: tie rod

92: Left brake controller

921: Master Cylinder

922: oil cup

923: tie rod

93: Distribution drive

931: Cylinder

932: first room

933: second room

934: First Piston

935: Second Piston

936: putt

937: Valve Ball

938: reply component

F: Front wheel stopper

R: Rear wheel stopper

[Figure 1] A diagram of a conventional brake system for a locomotive.

[Figure 2] A system configuration diagram of a preferred embodiment of the present invention.

[Figure 3] A partial enlarged view of Figure 2.

[Figure 4] A partial three-dimensional structure diagram of a preferred embodiment of the present invention.

[Figure 5] A schematic diagram of a preferred embodiment of the present invention arranged in a locomotive.

In order to make the above and other objectives, features and advantages of the present invention more comprehensible, the following describes the preferred embodiments of the present invention in conjunction with the accompanying drawings in detail as follows:

Please refer to Figure 2, which is a preferred embodiment of the brake system of the front and rear disc brake locomotives of the present invention. It includes a hydraulic control module 1, a braking force distributor 2 and two linkage components 3, the two linkages The component 3 is connected to the hydraulic control module 1 and the brake force distributor 2.

Please refer to Figures 2 and 3, the hydraulic control module 1 has a master pump housing 11, and the master pump housing 11 has a front wheel pump chamber S1 and a rear wheel pump chamber S2 spaced side by side to accommodate them respectively. Installed to control the brake fluid of the front and rear wheel brakes. The master cylinder housing 11 has a first oil hole 111 that communicates the front wheel pump chamber S1 with the outside. The first oil hole 111 can be connected to an oil pipe T so that the front wheel pump chamber S1 can be connected to the oil of a front wheel stopper F. The cavity is connected. The master cylinder casing 11 also has a second oil hole 112 which communicates the rear wheel pump chamber S2 with the outside, and the second oil hole 112 can be connected to another oil pipe T, so that the rear wheel pump chamber S2 can stop with a rear wheel. The oil chamber of the actuator R is connected.

For example but without limitation, the master pump casing 11 of this embodiment may include a first tube shell 11a and a second tube shell 11b side by side. The first tube shell 11a is hollow to form the front wheel pump chamber S1. The inside of the second tube shell 11b is hollow to form the rear wheel pump chamber S2, and the first tube shell 11a and the first tube shell 11a are hollowed out. The outer surface of the two tube shells 11b can be partially connected by a bridging portion 11c; the first tube shell 11a, the second tube shell 11b, and the bridging portion 11c are preferably integrally formed and connected to make the master pump The structure of the shell 11 is stable and easy to manufacture and shape.

The front wheel pump chamber S1 and the rear wheel pump chamber S2 each have at least one movable piston 12, so that the piston 12 in the front wheel pump chamber S1 pushes the brake oil in the front wheel pump chamber S1 to control the front wheel pump chamber S1. The actuation of the actuator F; or the piston 12 of the rear-wheel pump chamber S2 pushes the brake oil in the rear-wheel pump chamber S2 to control the operation of the rear-wheel stopper R.

The front wheel pump chamber S1 and the rear wheel pump chamber S2 are communicated with another passage P, so that the brake oil in the front wheel pump chamber S1 and the rear wheel pump chamber S2 can circulate with each other. The passage P can be connected with an external pipe, or directly formed in the bridge portion 11c of the master cylinder casing 11 as shown in the diagram of this embodiment, so as to ensure that the passage P can be connected to the front wheel pump chamber S1 and the The rear wheel pump chamber S2 maintains communication, and there is no need to replace pipe fittings or overhaul.

The hydraulic control module 1 has an oil inlet 13 connected to the front wheel pump chamber S1 or the rear wheel pump chamber S2, and an oil pipe 14 communicates the oil inlet 13 and an oil cup 15, so that the oil cup 15 is The stored brake fluid can be replenished to the rear wheel pump chamber S2 (or the front wheel pump chamber S1) through the oil pipe 14 when needed, and the front wheel pump chamber S1 and the rear wheel pump chamber S2 are connected by the passage P Therefore, if the front wheel pump chamber S1 (or the rear wheel pump chamber S2) needs to be supplemented with brake fluid, the brake fluid can also be filled into the front wheel pump chamber S1 (or the rear wheel pump chamber S2) through the passage P. More importantly, this structure enables the front-wheel pump chamber S1 and the rear-wheel pump chamber S2 to share the same oil cup 15 and oil pipe 14. In addition to reducing components and reducing costs, it can also reduce installation space and make the overall The position of the brake system is less restricted. In addition, the oil cup 15 is not integrally connected with the master cylinder casing 11, but is arranged separately and connected through an oil pipe 14, so that the arrangement positions of the master cylinder casing 11 and the oil cup 15 are not easily restricted to each other, and the master cylinder The shell 11 can be smaller, lighter and thinner, and can be configured even in a narrow space.

In addition, the hydraulic control module 1 of this embodiment may have an elbow 16 which One end of 16 communicates with the passage P from the outside of the master cylinder casing 11, and the other end of the elbow 16 forms the oil inlet 13 for connecting the oil pipe 14. In this way, the provision of the elbow 16 enables the oil pipe 14 to communicate with the passage P more smoothly without bending, which can effectively reduce the risk of oil leakage or separation caused by the bending of the oil pipe 14, thereby The convenience of configuring the oil pipe 14 and the oil cup 15 can be improved.

In addition, the front wheel pump chamber S1 and the rear wheel pump chamber S2 each have a piston rod 17, and each of the piston rods 17 can be combined with the corresponding piston 12 to move simultaneously. One end of the piston rod 17 in the front wheel pump chamber S1 can pass through the top end of the front wheel pump chamber S1 for connection with one of the aforementioned linkage components 3 (detailed later). The other ends of the two piston rods 17 respectively pass through the bottom ends of the front wheel pump chamber S1 and the rear wheel pump chamber S2 so as to be connected to the braking force distributor 2. It should be particularly noted that the piston rod 17 of the present invention is not limited to a single rod body, and several directly or indirectly connected rod bodies can be formed as required, based on the principle that it can be linked with the piston 12 in the corresponding pump chamber. .

The brake force distributor 2 is used to link the brakes of the front and rear wheels, and distribute the brake ratio of the front and rear wheels. The brake force distributor 2 is movably connected to the piston 12 in the front wheel pump chamber S1 and the piston 12 in the rear wheel pump chamber S2; that is, the brake force distributor 2 of this embodiment can be located in the front wheel pump chamber S1 And below the rear wheel pump chamber S2, so that the brake force distributor 2 can be connected to the two piston rods 17, so as to link the piston 12 in the front wheel pump chamber S1 and the rear wheel pump chamber when the two piston rods 17 are pushed. Piston 12 in S2.

Specifically, the brake force distributor 2 of this embodiment may have a swing arm 21, and the swing arm 21 is movably connected by a joint 22 to the other aforementioned linkage assembly 3 (to be described in detail later), so that the The swing arm 21 can contact the two piston rods 17 from the positions on the two sides of the joint 22, and by adjusting the distance from the joint 22 to the two piston rods 17, the effect of distributing the braking ratio is achieved; this is in the art Those with general knowledge can understand it, so I won't go into details here. Wherein, the joint 22 can be closer to the piston rod 17 penetrating into the rear wheel pump chamber S2, and farther away from the piston rod 17 penetrating into the front wheel pump chamber S1, so that the swing arm 21 can actuate the rear wheel first when swinging. The brakes then actuate the front wheel brakes.

Preferably, the braking force distributor 2 may also have two rollers 23, the two rollers 23 are respectively rotatably connected to the swing arm 21, and the joint 22 is located between the two rollers 23. In this way, the two rollers 23 can abut the two piston rods 17 respectively, so that the braking force distributor 2 and the two piston rods 17 can be brought into contact in a rolling manner, thereby reducing friction and avoiding the impact of the swing arm 21 Wear and increase the efficiency of power transmission.

In addition, the braking force distributor 2 may further include a shell seat 24. The swing arm 21, the joint 22, and the two rollers 23 are all located in the shell seat 24, so that the shell seat 24 can provide a protective effect and make These components are not susceptible to being damaged by external force collisions or deviating from a predetermined relative position, which reduces the problem of failure or failure of the braking force distributor 2. In this embodiment, the master cylinder shell 11 can be connected to the upper end of the shell seat 24 and the two piston rods 17 can penetrate into the shell seat 24 so as to abut the swing arm 21 or the two rollers 23.

Please refer to Figures 2 and 4, the two interlocking components 3 are respectively directly or indirectly connected to a right brake lever B1 and a left brake lever B2 of the locomotive; for ease of description, hereinafter referred to as connected to the right brake lever B1 The linkage assembly 3 of is the first linkage assembly 3a, and the linkage assembly 3 connected to the left brake lever B2 is the second linkage assembly 3b. In addition, in this embodiment, the first interlocking component 3a and the second interlocking component 3b can be connected to the right brake lever B1 and the left brake lever B2 by a steel cable 31, respectively, due to the feature of the steel cable 31 that it is not easy to wear. , Reducing the loss of components of the first interlocking assembly 3a and the second interlocking assembly 3b as the locomotive faucet rotates.

The first linkage assembly 3a is movably connected to the piston 12 in the front wheel pump chamber S1, so that the right brake lever B1 can actuate the front wheel brake when pulled; the second linkage assembly 3b is movably connected to the braking force Distributor 2, when the left brake lever B2 is pulled, the front and rear wheel brakes can be linked through the braking force distributor 2.

Wherein, the first linkage assembly 3a can be directly connected to the part where the piston rod 17 passes through the top end of the front wheel pump chamber S1, so that the first linkage assembly 3a can directly link the parts in the front wheel pump chamber S1 Piston 12 achieves better control efficiency. It is worth mentioning that, in order to avoid that when the left brake lever B2 is pulled alone to link the front and rear brakes, the piston rod 17 passing through the top of the front wheel pump chamber S1 is pressed against the steel cable 31 of the first linkage assembly 3a. The first linkage assembly 3a preferably further has a displacement groove 32 located at the top end of the piston rod 17, and the end of the steel cable 31 is disposed in the displacement groove 32 so as to be relatively displaceable with the piston rod 17 . In this way, in the initial position, the end of the steel cable 31 can abut against the top end of the inner side of the displacement groove 32, so that when the right brake lever B1 is pulled, the piston rod 17 can be linked and the left brake lever B2 can be pulled alone. At this time, the piston rod 17 will not squeeze the steel cable 31 again.

For example, but without limitation, the displacement groove 32 can be a ㄇ-shaped block assembled to the end of the piston rod 17 as shown in the figure, so as to form the ㄇ-shaped block between the inside of the ㄇ-shaped block and the end of the piston rod 17 Displacement groove 32; or directly open a penetrating or non-penetrating groove near the top end of the piston rod 17 to form the displacement groove 32, or other equivalent structures, the present invention is not limited.

On the other hand, in addition to the aforementioned steel cable 31 connected to the left brake lever B2, the second linkage assembly 3b may also have a coupling member 33 and another steel cable 31, so that the two steel cables 31 of the second linkage assembly 3b can be separated The coupling member 33 is joined by one end, and the other end of the other steel cable 31 can pass between the front wheel pump chamber S1 and the rear wheel pump chamber S2 and be connected to the joint 22 of the brake force distributor 2, so that the The steel cable 31 can be connected to the brake force distributor 2 in a manner that is easier to install and control, and at the same time, it saves configuration space.

In addition, in order to further limit the first interlocking component 3a and the second interlocking component 3b, so as to prevent the two from interfering with each other and affecting the effect of braking control, the brake system of the front and rear disc brake locomotives of the present invention preferably further includes a The outer wire fixing seat 4, the front wheel pump chamber S1 and the rear wheel pump chamber S2 are located between the housing seat 24 and the outer wire fixing seat 4, and parts of the first linkage assembly 3a and the second linkage assembly 3b are located on the outer wire fixing In the seat 4, one end of the first interlocking component 3a and the second interlocking component 3b passes through the outer wire fixing seat 4 to be respectively connected to the right brake lever B1 and the left brake lever B2. In this embodiment, it is optional to make the outer wire fixing seat 4 integrally formed and connected to the upper end of the master pump casing 11 to improve assembly efficiency and convenience, and to make the piston rod 17 passing through the top end of the front wheel pump chamber S1 accessible The components penetrated into the outer wire fixing seat 4, the displacement groove 32 of the first linkage assembly 3a, the coupling member 33 of the second linkage assembly 3b, and other components are all located in the outer wire fixing base 4, and the first linkage assembly 3a and The steel cables 31 of the second linkage assembly 3b can be reliably separated in the outer wire fixing base 4 and act independently without interference. In addition, the two interlocking components 3 share a single external wire fixing base 4, which also has the effect of saving installation space.

Please refer to Figures 2 and 5, according to the aforementioned structure, the brake system of the front and rear disc brake locomotives of the present invention can arrange the master cylinder housing 11 below the faucet H of the locomotive, for example, it is arranged on the front side of the frame to hide In the car shell C, without occupying the installation space at the handles on the two sides of the faucet H, the overall appearance of the locomotive can be more concise and beautiful. In particular, it is preferable that the master cylinder casing 11 be located between the faucet H of the locomotive and the front wheel suspension, so as to ensure that the master cylinder casing 11 and other components are less susceptible to sand splashing. The oil cup 15 can be arranged in other spaces between the frame and the car shell C, as long as the liquid level of the oil cup 15 can be maintained higher than the oil inlet 13 of the hydraulic control module 1.

In summary, the brake system of the front and rear disc brake locomotives of the present invention, by providing the front wheel pump chamber and the rear wheel pump chamber side by side in the master cylinder shell and connected by the passage, the master cylinder shell can be hidden in In the car shell, even the front and rear wheel pump chambers share the same oil cup, which can not only reduce the cost and reduce the installation space, but also make the grips on the two sides of the locomotive faucet have a more concise appearance, and thus have a better Design freedom.

In addition, the brake system of the front and rear disc brake locomotives of the present invention can also be linked with the left and right brake levers by replacing the easily damaged oil pipes with non-wearable steel cables, thereby linking the pistons in the pump chambers of the front and rear wheels to control the front and rear wheels. The rear wheel brakes, so the brake system of the front and rear disc brake locomotives can be used more durable and is not prone to oil pipe loss and oil leakage. It can effectively reduce the frequency of repairing the brake system, reducing the trouble to the user and saving more maintenance cost.

On the other hand, different from the conventional hydraulic system with many parts to link the front and rear wheel brakes, the brake system of the front and rear disc brakes of the present invention uses a mechanical linkage structure for the brake force distributor, which is not only more durable It is used, and there is no problem of oil leakage due to oil pipe cracking or abrasion of parts, and it is naturally not easy to have the failure of the brake linkage.

Although the present invention has been disclosed using the above-mentioned preferred embodiments, it is not intended to limit the present invention. Anyone who is familiar with the art without departing from the spirit and scope of the present invention may make various changes and modifications relative to the above-mentioned embodiments. The technical scope of the invention is protected. Therefore, the scope of protection of the invention shall be subject to the scope of the attached patent application.

1: Hydraulic control module

11: Master cylinder housing

111: The first oil hole

112: second oil hole

12: Piston

13: oil inlet

14: Tubing

15: oil cup

16: Elbow

17: Piston rod

2: Braking force distributor

21: swing arm

22: Joint

23: Roller

24: Shell seat

3: Linkage components

3a: The first linkage component

3b: The second linkage component

31: Steel cable

32: displacement slot

33: Combination

4: Outside line fixing seat

B1: Right brake lever

B2: Left brake lever

F: Front wheel stopper

P: Channel

R: Rear wheel stopper

S1: Front wheel pump room

S2: Rear wheel pump room

T: Tubing

Claims (10)

A brake system for front and rear disc brake locomotives includes: a hydraulic control module with a master cylinder housing, inside the master cylinder housing a front wheel pump chamber and a rear wheel pump chamber spaced side by side, the front wheel pump chamber and the The rear-wheel pump chamber has at least one movable piston, the front-wheel pump chamber and the rear-wheel pump chamber have a piston rod respectively, and each piston rod is movable in conjunction with a corresponding piston, and a passage communicates with the front-wheel pump Chamber and the rear wheel pump chamber, an oil inlet communicates with the front wheel pump chamber or the rear wheel pump chamber, an oil pipe communicates with the oil inlet and an oil cup; a brake force distributor, which can be linked to the front wheel pump chamber The piston in the rear-wheel pump chamber and the piston in the rear-wheel pump chamber, the brake force distributor is located below the front-wheel pump chamber and the rear-wheel pump chamber, and one end of the two piston rods respectively penetrates the front-wheel pump chamber and the rear-wheel pump The bottom end of the chamber is connected to the brake force distributor; and two interlocking components, one of the aforementioned interlocking components can be interlockingly connected to the piston in the front wheel pump chamber, and the other aforementioned interlocking component can be interlockingly connected to the braking force distributor . For example, the brake system of the rear disc brake locomotive before claim 1, wherein the brake force distributor has two rollers connected to a swing arm, a joint is located between the two rollers, the linkage assembly is connected to the joint, and the two rollers Abut the two piston rods respectively. For example, the brake system of the front and rear disc brake locomotives of claim 2, wherein the swing arm, the joint and the two rollers are all located in a housing base, the master cylinder housing is connected to the upper end of the housing base, and the two piston rods pass through Into the housing. For example, the brake system of the front and rear disc brake locomotives in claim 3 also includes an outer wire fixing seat, the front wheel pump chamber and the rear wheel pump chamber are located between the housing seat and the outer wire fixing seat, and the parts of the two linkage components are located in the In the outer wire fixing seat, one end of the two interlocking components passes through the outer wire fixing seat to be respectively connected to the right brake lever and the left brake lever of the locomotive. For example, the brake system of the rear disc brake locomotive before claim 1, wherein the two linkage components are respectively connected to the right brake lever and the left brake lever of the locomotive by a steel cable. For example, the brake system of the rear disc brake locomotive before claim 5, wherein the piston rod penetrates the top end of the front wheel pump chamber, and the linkage assembly is connected with the piston rod. For example, the brake system of the rear disc brake locomotive before claim 6, wherein the linkage assembly has a displacement groove located at the top end of the piston rod, and the end of the steel cable connected to the right brake rod is disposed so as to be relatively displaceable with the piston rod. In the displacement groove. For example, the brake system of the rear disc brake locomotive before claim 5, wherein the linkage assembly with the steel cable connected to the left brake lever further has a connecting piece and another cable, and the two steel cables of the linkage assembly are respectively connected with the connecting piece at one end , The other end of the other steel cable passes between the front wheel pump chamber and the rear wheel pump chamber and is connected to the brake force distributor. For example, the brake system of the front and rear disc brake locomotives in any one of Claims 1 to 8, wherein the front wheel pump chamber and the rear wheel pump chamber are located between the faucet of the locomotive and the front wheel suspension. For example, the brake system of the rear disc brake locomotive before any one of claim items 1 to 8, wherein the hydraulic control module has an elbow pipe, one end of the elbow pipe communicates with the channel from the outside of the master cylinder housing, the elbow The other end of the pipe forms the oil inlet.

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