TWM528945U - High degree of variation ratio range of brake interlocking brake system - Google Patents

Abstract

A high degree of variation ratio range of brake interlocking brake system, including a body, a connecting rod, a swing arm assembly and a rod assembly. The body provides a left and right hand pull wire and a front and rear brake wire access; The connecting rod is connected with a right hand pull wire and a front brake wire; The swing arm assembly having a connected seat, an swing arm and a first interlocking member, the swing arm having a brake proportional control sliding surface, a chute and a guiding portion and the chute with elastic element of a pin connecting rod; The rod assembly contains a sleeve and a pull-rod, the sleeve connecting a left hand pull wire, the pull-rod one end pivoted a sleeve, the pull-rod the other end having disposed across the brake proportional control sliding surface of a slippery section. When the pull-rod by pulling a pull, and until a pre-set power value, the slippery section along the brake proportional control sliding face downhill direction, and move to the corresponding on the handle pulling force value of equilibrium position, and then change the front wheel, rear wheel brake force distribution ratio.

Description

Brake system with high variation brake range

This creation department relates to a brake linkage system with a high variation brake range, in particular, a brake force control device for front and rear wheels is integrated, which can interlock the front and rear wheel brakes, and can automatically and continuously change the front and rear wheel brake forces. Proportion of the brake system.

At present, the brake systems used in bicycles, locomotives, and the like are mainly braked by the brake handles respectively mounted on the left and right sides of the handlebars (faucets). One side (usually the right side) brake handle is the brake that controls the front wheel, and the other side (usually the left side) brake handle is the brake that controls the rear wheel. The brake wheel rubs the wheel, the wheel hub or the set on the wheel. The upper disc (commonly known as the mechanical disc brake) to reduce the speed of the vehicle or stop completely.

When the rider brakes on the second or third locomotive, it is better to brake the front wheel and then brake the front wheel to stabilize the body and avoid the danger of the body falling over when the front wheel is separately braked. In the case of large braking force, the vertical load of the front wheel is increased due to the inertial force of the vehicle. At this time, it is better that the front wheel braking force is greater than the rear wheel braking force, and the vehicle can have sufficient deceleration to quickly stop the vehicle body. However, in an emergency, when the vehicle is driving at a high speed or during an emergency braking on a downhill road, the rider often inadvertently manipulates the front wheel brakes due to tension or unfamiliar technology, resulting in an accident of rollover, in order to comply with national safety regulations. The front and rear brake system has been installed on the market (Combined Brake In the launch or development of the locomotive of System; CBS), the front and rear brakes are used to improve the rider's inadvertent manipulation of the front brakes due to the emergency deceleration. However, most of the front and rear brake system (CBS) on the market is front and rear brakes. The technology of fixed ratio of force.

The disadvantages of the linkage system with fixed front and rear wheel braking force ratios can be illustrated by FIG. Figure 1 is a coordinate diagram of the relationship between the braking force of the front wheel and the braking force of the rear wheel when the brake handle is applied. The ideal curve A represents the braking, so that the front and rear wheels are locked at the same time to obtain the maximum deceleration and keep the body stable. The curve of the rear wheel brake force before sex. Since the curve properly distributes the front and rear wheel braking forces to maintain the stability of the vehicle body and shorten the braking distance, it helps to improve driving safety; the folding line B represents a design curve with a fixed ratio of the front and rear wheel braking forces, and the result is a larger brake handle. When entering the force, the rear wheel locks prematurely, the body is easy to slip due to the rear wheel slipping, and the folding line C represents another design curve with a fixed ratio of the front and rear wheel braking forces. The disadvantage is that the front wheel is locked earlier than the rear wheel. The vehicle is easy to dump; the curve D is a design curve in which the ratio of the braking force of the front and rear wheels can be changed. The design result is that when the small input force is in the early stage of the braking (the input is the Japanese foreign language, that is, the meaning of the input), the braking force applied to the rear wheel is greater than that applied to the front wheel. With the car power, the body can remain stable. In the middle and late stages of the braking process, the front wheel braking force is greater than the rear wheel braking force, but due to structural design defects, the variable braking ratio range is narrow. When the larger brake handle is inserted, the rear wheel still locks prematurely. It is easy to slip due to the locking of the rear wheel to produce a yaw tail, and even lose stability when it is serious.

Taiwan Patent No. 453315 (shown in FIG. 3) discloses a front and rear wheel linkage brake dispenser 70 comprising a housing 71, a modulation block 72 and a slider 73; the housing 71 is provided with a first adjacent side. The second fixed end is provided with the third and fourth fixed ends corresponding thereto; the adjusting block 72 is received in the housing 71, and has a force input portion 721 coupled with the left handle pull line L2, and a The output portion 722 is coupled to the rear wheel brake line L4; the slider 73 is also received in the housing 71 and has a consolidation The sliding portion 731 and the sliding mechanism 732 enable the slider 73 to freely slide on one side of the connection between the force input portion 721 and the output portion 722 of the modulation block 72, thereby distributing the front and rear wheel brake forces. , as shown in Figure 2, Figure 3 and Figure 4, the continuous action diagram. Figure 3 shows the situation where the pulling force is just started. The left hand pull line L2 is first pulled into the force part 721. At this time, almost all the pulling force is directly transmitted to the rear wheel braking line L4 to start the rear wheel braking. Therefore, the rear wheel braking force is much larger than Front wheel brakes. 4 shows that when the left pull line L2 is continuously pulled, the modulation block 72 first rotates clockwise. Before the angle of force balance is reached, the pulling force of the rear brake line L4 is gradually reduced, and the pulling force of the front brake line L3 is gradually increased. However, the rear wheel brake force is still greater than the front wheel brake force. Figure 5 shows that when the force balance angle is reached, the front brake line L3 and the rear brake line L4 are more synchronously pulled by a predetermined fixed brake ratio. The above operation can be drawn into the curve D of Fig. 1 and the brake is drawn. The distributor 70 is a structural design characteristic of a low-variation brake ratio range, which is allocated when the front-wheel braking force is most needed in the latter stage of the braking process of the large braking force (in this period, the body weight is moved forward to the front wheel due to the inertia of the vehicle body). The 70 does not further increase the proportion of the front wheel braking force. Therefore, the curve D cannot be close to the ideal curve when the braking force is large, that is, the front wheel braking force cannot be fully utilized, and the braking performance of the whole vehicle is improved. At the same time, because the rear wheel is locked prematurely, the body is easy to slip and slant the tail because of the rear wheel.

The purpose of this creation is to provide a brake linkage system with a high range of varying brake ratios. When the user presses a single brake handle, the rear wheel brake can be prioritized. When the brake handle force is continuously increased, according to the input value of the brake handle, along the value of the brake handle With the ideal curve, the proportion of the front and rear braking force is continuously and automatically changed to achieve the ideal curve, increase the braking efficiency, reduce the braking distance, and improve the stability of the body.

In order to achieve the above objectives, the structure of the creation includes: a main body, a connecting rod, A swing arm assembly and a drawbar assembly. The main body includes a casing, and the active side of the casing provides a right handle pull line and a left handle pull line to the casing, and one of the driven sides of the casing respectively provides a front brake brake line and a front brake brake a brake line is connected to the rear wheel brake; the connecting rod member is disposed in the housing, one end of the connecting rod is connected to the right handle line, and the other end is connected to the front brake line, and the shaft of the connecting rod member has a slot hole. One side of the slot corresponding to the active side has a stop portion; the swing arm assembly has a connecting base connecting the rear brake line, a swing arm extending toward the slot, and a pivoting joint a first linkage member of the swing arm, a side of the swing arm facing the driven side forming a sloped brake proportional control sliding surface, the swing arm having a sliding slot extending toward the slot and corresponding to a guiding portion of the slot position, the sliding slot is provided with a pin, the pin is connected with an elastic member to have elastic resistance when the pin is displaced along the sliding slot toward the slot; the lever assembly includes a sleeve and a pull rod, the sleeve is connected to the left handle line One end of the pull rod is pivotally connected to the sleeve, and the other end has a sliding portion. The sliding portion is disposed across the brake proportional control sliding surface, and the shaft of the pull rod adjacent to the connecting rod member abuts the pin. The pull rod is initially pulled by the left handle pull line, and even when the left pull line pulls with a pulling force, the pull rod pushes the pin to move toward the link member, and the sliding portion controls sliding sliding against the brake ratio The surface slides downhill.

In a vehicle linkage system embodiment with a high-variation brake ratio range, a second linkage member is connected between the swing arm of the swing arm assembly and the sleeve, and the second linkage member is pivotally connected to the swing arm at one end. One end forms a sliding slot and is pivotally connected to the sleeve, and the second linking member is sandwiched between the sleeve and the pull rod.

In one embodiment of the brake system of the present invention, a second linking member is connected between the swing arm of the swing arm assembly and the sleeve, and the second linking member is pivotally connected to the swing arm at one end and forms a chute at the other end. And pivotally connected to the sleeve, and the second linkage member is clamped between the sleeve and the rod between.

In one embodiment of the brake system of the present invention, the elastic member is a compression spring, and two ends thereof are respectively disposed at an end portion of the sliding groove adjacent to the link member and the pin; or the elastic member is a pull A spring is extended, the two ends of which are respectively connected to the pin and the housing.

In one embodiment of the brake system of the present invention, a second elastic member is disposed between the link member and the active side.

In one embodiment of the brake system of the present invention, the link member is a hollow cylinder, the slot is a hollow portion thereof, the stop portion is a horizontal partition or the link member is a plate rod, and The slot is disposed in the middle of the plate type rod, and the stop portion is the slot near the lower edge of the active side.

As mentioned above, the features of the creation include at least: 1. The front and rear brake ratios can be automatically and continuously assigned according to the strength of the driver pressing the brake handle. 2. It can be applied to front and rear drum brakes, front disc rear drum brakes, front and rear disc brakes and other brake systems. 3. At the beginning of the brake actuation, the rear brakes act first than the front brakes. When the brakes are small, the rear brake force is greater than the front brake force. 4. The brake ratio varies widely, and the curve of the brake ratio is close to the ideal front and rear brake force distribution curve. The variation of the brake ratio of the creation is as follows: the initial brake ratio corresponding to the small braking force, and the braking force of the rear wheel is much larger than that of the front wheel. When the brake handle force is continuously increased, the sliding portion that is in contact with the brake proportional control sliding surface controls the slope of the sliding surface by the brake ratio, and moves along the downhill direction of the valley of the brake proportional control sliding surface, so that the front wheel braking force gradually Increase to a high ratio value. This proportional variation method makes it easier to ensure four important braking performances: (1) The front and rear wheel brake ratio change curves are close to the ideal distribution curve, and the closeness of the two is easy to set; (2) the brakes are braked at the beginning of the brakes, and the front brakes are used. The time difference of the action is easy to set; (3) When the small input force brakes, the rear wheel brake force is much larger than the front wheel; (4) When the large brake force is applied, the front wheel maximum brake ratio is much larger than the rear wheel. 5. If equipped with automatic compensation for brakes This ensures that the proportional distribution curve will not change due to the wear of the brakes. 6. When the front wheel brake fails, this creation can still ensure that the rear wheel still maintains sufficient braking and braking force. 7. When the rear wheel brakes cause the piece to wear and the user does not make adjustments, the creation can still ensure the function of the rear wheel to brake first, and ensure the safety of the brake.

A‧‧‧Ideal curve

B‧‧‧ fold line

C‧‧‧ fold line

D‧‧‧ Curve

E‧‧‧ curve

S1‧‧‧Right handle brake lever

S2‧‧‧ Left Hand Brake Lever

S3‧‧‧Front wheel brakes

S4‧‧‧ rear wheel brake

L1‧‧‧Right hand pull line

L2‧‧‧ left hand pull line

L3‧‧‧ front brake line

L4‧‧‧ rear brake line

10,10’‧‧‧煞车 linkage system

20‧‧‧ Subject

21‧‧‧ housing

211‧‧‧Base

212‧‧‧ box

22‧‧‧Active side

23‧‧‧ driven side

30,30’‧‧‧Connecting parts

31,31’‧‧‧Slots

311’‧‧‧ Lower edge

32,32’‧‧‧stop

40‧‧‧Swing arm assembly

41‧‧‧Connecting Block

42‧‧‧ swing arm

421‧‧‧ brake ratio control sliding surface

422‧‧ ‧ chute

423, 423' ‧ ‧ Guidance

424,424'‧‧‧Flexible components

425‧‧‧ pin

43‧‧‧First linkage

44‧‧‧Second linkage

441‧‧‧rails

50‧‧‧Trolley components

51‧‧‧ sleeve

511‧‧‧ center axis

52‧‧‧ lever

521‧‧‧Slide

60‧‧‧Second elastic element

61‧‧‧fasteners

70‧‧‧ brake dispenser

71‧‧‧Shell

72‧‧‧Modification block

721‧‧‧Investigation Department

722‧‧‧Output Department

73‧‧‧ Slider

731‧‧‧Consolidation

732‧‧‧Sliding mechanism

1 is a schematic diagram showing a comparison of the proportional distribution curves of the front and rear rims of the prior art; FIG. 2 to FIG. 4 are diagrams showing the continuous operation of the brake distributor of the prior art; FIG. 5 is a linkage of the brakes with a high range of varying brake ratios. A plan view of a system according to an embodiment of the present invention; FIG. 6 is a perspective view of an embodiment of a brake linkage system with a high variation brake ratio range; FIG. 7 is an embodiment of a brake linkage system with a high variation brake ratio range. A perspective view of the structure of the link member, the swing arm assembly and the tie rod assembly; FIG. 8 is a perspective view of another embodiment of the brake linkage system with a high variation brake ratio range; FIG. 9 is a high variation brake ratio of the creation The schematic diagram of the left and right handle brake levers of the range of the brake linkage system is not drawn; FIG. 10 is a plane actuation of the single handle brake lever of the embodiment of the brake linkage system with high variation brake ratio range. Schematic diagram; FIG. 11 is a separate pull handle left handle brake lever of an embodiment of the brake linkage system with high variation brake ratio range Plane of the rear brake actuators acting schematic; FIG. 12 is Creation with high variation range ratio brake interlocking brake system of an embodiment of a separate pull Example A schematic diagram of the plane action of the left-hand brake lever after the rear brake function and the action of the front wheel brake; FIG. 13 is a separate drawing of the left-hand brake lever of the brake linkage system according to an embodiment of the present invention. Schematic diagram of the action of the wheel brakes and the action of the front wheel brakes; Figure 14 is a schematic diagram of the plane action after the failure mode of the left-hand brake levers of the brake linkage system of the embodiment with the high-variation brake ratio range And Figure 15 is a schematic diagram showing the comparison of the proportional distribution curve and the ideal curve of the rear wheel braking force before the embodiment of the brake linkage system with high variation brake ratio.

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.

As shown in FIG. 5 to FIG. 7 , the brake linkage system of the present invention has a high variation brake ratio range. In these embodiments, the structure of the brake linkage system 10 having a high range of varying brake ratios includes a body 20, a link member 30, a swing arm assembly 40, and a tie rod assembly 50. The main body 20 includes a casing 21 (generally, the casing 21 is formed by combining the base 211 and the casing 212, and has an accommodating space therein, as shown in FIG. 6, for convenience of explanation, FIG. The embodiment is in a state after the case 212 is removed. One of the active sides 22 of the housing 21 respectively provides a right pull line L1 connected to the right handle brake lever S1 and a left connected to the left handle brake lever S2. Hand pull line L2 is connected to the housing 21, and the housing 21 is provided with a front brake damper S3 before the front brake line L3 and a rear wheel brake S4 rear brake line L4, respectively, from the driven side 23 of the active side 22.

The connecting rod member 30 is disposed in the casing 21, and one end portion is connected to the right handle pull line L1, and the other end portion is freely swingably connected to the front brake line L3 (in the common brake line joint connection manner) The shaft between the two ends of the link member 30 has a slot 31, and a side of the slot 31 corresponding to the active side 22 has a stop portion 32.

The swing arm assembly 40 has a connecting base 41 connected to the rear brake line L4, a swing arm 42 extending toward the slot 31, and a first pivotal connection between the connecting base 41 and the swing arm 42 respectively. a side of the swing arm 42 facing the driven side 23 forms a sloped brake proportional control sliding surface 421, the swing arm 42 has a sliding slot 422 extending toward the slot 31 and corresponding to a guiding portion 423 at the position of the slot 31, the sliding slot 422 is provided with a connecting elastic member 424. In the embodiment, the elastic member 424 is a compression spring, and the two ends thereof are respectively disposed on the sliding slot 422. The pin 425 on the side of the link member 30 and the pin 425 on the pin 425 have the elastic resistance generated by the elastic member 424 when the pin 425 is displaced in the direction of the slot 31 along the sliding slot 422.

The pull rod assembly 50 includes a sleeve 51 and a pull rod 52. The sleeve 51 is connected to the left handle pull line L2. The pull rod 52 is pivotally connected to the sleeve 51 at one end and has a sliding portion 521 at the other end. The portion 521 is further disposed on the brake proportional control sliding surface 421, and the shaft of the pull rod 52 adjacent to one side of the link member 30 abuts against the pin 425, so that the pull rod 52 is not subjected to the left pull line at the beginning. When the L2 is pulled, or even when the left pull line L2 is pulled by a set pulling force, the pulling force is transmitted to the pull rod 52, and the pull rod 52 causes the pulling force to generate a component force toward the link member 30, and the point is When the force overcomes the supporting force of the elastic member 424, the pull rod 52 pushes the pin 425 toward the connecting rod member 30 moves (the elastic member 424 is elastically deformed), and the sliding portion 521 slides against the brake proportional control sliding surface 421 in a downhill direction. More specifically, the braking ratio controls the sliding portion 521 that the sliding surface 421 contacts. The slope of the sliding surface 421 is controlled by the brake ratio, and the downhill direction of the valley of the sliding surface 421 is controlled along the brake ratio.

As shown in Figure 5 and Figure 6. In an embodiment, a second linking member 44 is coupled between the swing arm 42 of the swing arm assembly 40 and the sleeve 51. The second linking member 44 is pivotally connected to the swing arm 42 at one end and forms a slip at the other end. The rail 441 is pivotally connected to the sleeve 51, and the second linkage 44 is sandwiched between the sleeve 51 and the rod 52.

As shown in Figure 6. In one embodiment, the link member 30 is a hollow cylinder, the slot 31 is a hollow portion thereof, and the stop portion 32 is a horizontal partition.

As shown in Figure 8. In another embodiment of the brake linkage system 10 ′ having a high variation brake ratio range, the link member 30 ′ is a plate type rod, and the slot 31 ′ is disposed in the middle of the plate type rod, the guiding portion 423' is a latch that is coupled to the swing arm 42 after passing through the slot 31'. The stop portion 32' is adjacent to the lower edge 311' of the active side 22. In addition, the elastic member 424 ′ of the embodiment is a tension spring, and the two ends thereof are respectively connected to the pin 425 and the housing 21 . In practice, a fastener 61 can be applied to the tension spring. One end is connected to the fastener 61, and the fastener 61 is detachably coupled to the casing 21.

As shown in Figure 6. In an embodiment, a second elastic member 60 is disposed between the link member 30 and the active side 22 to provide a restoring force in the home position when the link member 30 is displaced by an external force.

According to the above configuration, as shown in FIGS. 9 and 10, the brake linkage system 10 of the present embodiment having the range of the high-variation brake ratio is in the initial state (referring to the right hand pull line L1 or the left handle) Pulling of the pull line L2, of course, the pulling of the right pull line L1 can be performed by pressing the right handle brake lever S1 and pulling the left handle pull line L2 by pressing the left handle brake lever S2, but Not limited to this, for example, electrically driven) is shown in Figure 8. When the front wheel brake is used alone, the right handle line L1 is pulled and the link member 30 is moved downward (the direction of the lower pull is to face the figure as shown in FIG. 9 , the relative of the figure object) The orientation is correct, the following is the lower direction of the drawing, the right side is the right direction of the drawing, and the logic of the orientation described later is also the same, and the front brake wire L3 is driven by the link member 30, and further The purpose of braking the front wheel brake S3 is achieved, and at this time, since the slot 31 of the link member 30 does not have any shielding structure in the downward pulling direction, the downward movement of the link member 30 only pulls the front brake line. L3 does not interlock the swing arm assembly 40. Further, when the pulling force of the right hand pull line L1 is released, the link member 30 is returned to the initial state by the returning action of the front wheel brake S3 or the restoring force of the second elastic member 60.

According to the above configuration, as shown in FIG. 9 and FIG. 11 to FIG. 13, the initial state of the brake linkage system 10 having the high-variation brake ratio range of the present embodiment is not pulled by the right handle pull line L1 or the left handle pull line L2. At the time, the front brake line L3 and the rear brake line L4 are not pulled, that is, as shown in FIG. Referring again to FIG. 11, when the rear wheel brake is used alone, the left handle line L2 is pulled and the pull rod assembly 50 is moved downward, and the pull rod assembly 50 pulls the swing arm assembly 40 to continue downward. The guiding portion (423, 423') of the swing arm 42 abuts the stop portion (32, 32') of the slot (31, 31'), and is pulled in the left hand pull line L2 of the first stage. The rear brake line L4 can be simply driven to cause the rear wheel brake S4 to generate a braking force; as shown in FIG. 12 and FIG. 8, when the left handle line L2 is continuously pulled down (to the outside of the housing 21) After a preset tension value, according to the principle of leverage, the swing arm 42 rotates clockwise with the guiding portion (423, 423') as a fulcrum, and at the same time, When the elastic element (424, 424') pushes or pulls the pin 425 of the pull rod 52 to withstand the thrust or pulling force beyond the elastic element (424, 424') deformation force, the elastic element (424, 424') is deformed, so that the pull rod 52 Overcoming the elastic resistance of the pin 425, rotating counterclockwise, and the swing arm 42 is engaged with the stop portion (32, 32') to interlock the link member (30, 30') downwardly ( At this time, the braking force of the brake linkage system 10 acting on the rear wheel is greater than the braking force of the front wheel, and the path and slope of the sliding portion 521 of the pull rod 52 are in accordance with the swing arm 42. The brake proportional control sliding surface 421 generates a down-slope mode to distribute the component force and the displacement effect, and generates a balance between the pulling force of the front brake wire L3 and the rear brake wire L4, and in the process of tending to balance, The effect of the proportional distribution of the braking force is generated. When the sliding portion 521 of the lever 52 is deflected to a certain extent near the lever member (30, 30'), the lever 52 is attached to the swing arm The force of 42 will eventually cause the swing arm 42 to be guided by the guide (423, 423') Reverse pivot counterclockwise, as shown in FIG. 13 (this time with a high proportion of changes in the scope of the braking action of brake 10 but greater than the interlocking system on the front wheel braking force on the rear wheel braking force). More specifically, the brake ratio controls the sliding portion 521 that the sliding surface 421 contacts, and the peak of the sliding surface 421 is controlled by the braking ratio, and moves along the downhill direction of the valley of the braking ratio control sliding surface 421 to make the front wheel brake The force is gradually increased to a high proportional value, which is a continuous change of the ratio of the front and rear wheel brakes, and therefore the time between the rear wheel and the front wheel brake is different from the setting. Referring to FIG. 15 , the above operation operation of the embodiment can be drawn as the curve E of FIG. 15 , and the curve E of the embodiment is similar to the ideal curve A (maintaining a safety margin with the ideal curve A). : Since the ideal curve A is a restriction that does not take into account the actual structure, the curve E is also expressed in a range of fluctuations from one of the ideal curves A, 3% to 5%, as the so-called safety margin. When the small input force brakes, the rear wheel braking force is much larger than the front wheel. When the braking force is large, the maximum braking ratio of the front wheel is much larger than that of the rear wheel. Therefore, the creation can also keep the body stable under the practice. The maximum deceleration (ie the shortest braking distance). Of course, after the pulling force of the left hand pull line L2 is released, the member of the tie rod assembly 50, the swing arm assembly 40, and the link member 30 of the brake linkage system (10, 10') having the high variation brake ratio range can be applied. The restoring force of the second elastic member 60, the front wheel brake S3, and the rear wheel brake S4 returns to the original position as shown in FIG.

Since the case is applied to the brake system related to the safety of the vehicle, it is necessary to ensure that the brake system can provide a safe braking force in the state in which the front and rear linkage brakes and the brake before and after the dynamic change function are disabled. As shown in FIG. 9 and FIG. 11 to FIG. 13 , the failure state of the brake linkage system 10 includes: the front brake line L3 is broken or the rear brake line L4 is broken:

In the case of the previous brake line L3 breaking, when the left handle line L2 pulls the sleeve 51 to drive the pull rod 52 to pull down until the link member 30 is pulled down by the deflected pull rod 52, the front brake line L3 loses the resistance from the front wheel brake S3, so the pull rod 52遂 is immediately deflected to its deflectable limit position, while the swing arm 42 is also deflected counterclockwise around the guide 423 to its deflectable limit. Position (as shown in FIG. 14), at this time, the pulling force of the left handle line L2 can still be transmitted: the transmission path of the link member such as the sleeve 51-the pull rod 52-the swing arm 42-the first linkage 43-the connection seat 41, It is transmitted to the rear brake line L4 to generate the braking force of the rear wheel brake S4. Of course, under the premise that the front brake line L3 is broken, if the left pull line L2 pull power is consumed to change the component force of the link member 30 (for the yaw movement) and the tension value of the rear brake line L4 is reduced. On the contrary, it is easy to present the situation that the rear wheel brake force is insufficient when the rear wheel brake is only used, and therefore the second linkage member 44 can be applied to improve the situation, that is, when the left handle line L2 pulls the sleeve 51 When the lever 52 is deflected and the swing arm 42 is deflected counterclockwise about the guiding portion 423, the pull rod 52 moves downwardly from the central axis 511 of the pivot portion of the sleeve 51, and Before the swing arm 42 is deflected to the above extreme position, the central shaft 511 slides down to the bottom edge of the slide rail 441 of the second linkage 44. The second linking member 44 is formed as a rod member for transmitting the pulling force of the left handle line L2, that is, the connecting member such as the transmitting sleeve 51 - the second linking member 44 - the swing arm 42 - the first linking member 43 - the connecting seat 41 The transmission path, without generating the component force, directly pulls the pull line of the left hand pull line L2 directly to the rear brake line L4 to quickly generate sufficient rear wheel brake force; in addition, when the rear wheel brakes cause the piece to wear, The rear wheel brakes increase the distance between the film and the wheel valley, and generally cause the effect of the rear wheel to brake in the brake linkage system, and the brake linkage system (10, 10') with the high variation brake ratio range. The slope of the sliding surface 421 can still be controlled via the braking ratio, and the process of controlling the downhill direction of the valley of the sliding surface 421 along the braking ratio is ensured, and the function of the first wheel braking is ensured.

In the case of the rear brake line L4 breaking, when the left handle line L2 pulls the sleeve 51 to drive the pull rod 52, the link member 30 is interlocked by the deflected pull rod 52 to generate the pull-down force of the front brake line L3. The braking brake force of the front wheel brake S3 is generated. Therefore, although the left hand pull line L2 cannot pull the braking force of the rear wheel brake S4, the braking force of the front wheel brake S3 can still be generated.

The embodiments or examples of the technical means employed in the foregoing are 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.

S1‧‧‧Right handle brake lever

S2‧‧‧ Left Hand Brake Lever

S3‧‧‧Front wheel brakes

S4‧‧‧ rear wheel brake

L1‧‧‧Right hand pull line

L2‧‧‧ left hand pull line

L3‧‧‧ front brake line

L4‧‧‧ rear brake line

10‧‧‧煞车 linkage system

20‧‧‧ Subject

21‧‧‧ housing

22‧‧‧Active side

23‧‧‧ driven side

30‧‧‧Connecting parts

31‧‧‧Slots

40‧‧‧Swing arm assembly

41‧‧‧Connecting Block

42‧‧‧ swing arm

421‧‧‧ brake ratio control sliding surface

422‧‧ ‧ chute

423‧‧‧Guidance

424‧‧‧Flexible components

425‧‧‧ pin

43‧‧‧First linkage

44‧‧‧Second linkage

441‧‧‧rails

50‧‧‧Trolley components

51‧‧‧ sleeve

52‧‧‧ lever

521‧‧‧Slide

60‧‧‧Second elastic element

Claims (7)

The utility model relates to a brake linkage system with a high variation brake ratio range, which comprises: a main body comprising a casing, wherein one of the active sides of the casing respectively provides a right handle line connected to the right handle brake lever and a connection to a left handle line of the left handle brake lever is connected to the housing, and the housing is provided with a front brake brake line and a rear brake brake rear brake line respectively connected to the driven side of the active side; a connecting rod member is disposed in the casing, one end of which is connected to the right handle line, and the other end is swingably connected to the front brake line, and the shaft between the two ends of the connecting rod has a slot a hole having a stop portion corresponding to the active side; a swing arm assembly having a connecting base connecting the rear brake line, a swing arm extending toward the slot, and a slot The first connecting member of the connecting arm and the swing arm is pivoted, and a side of the swing arm facing the driven side forms a sloped brake proportional control sliding surface, and the swing arm has one of extending toward the slot Chute, corresponding to the slot position a guiding portion, the sliding slot is provided with a pin connected to an elastic member, so that the pin has elastic resistance when the sliding groove is displaced toward the slot; and a pull rod assembly includes a sleeve and a a pull rod, the sleeve is connected to the left handle pull line, the pull rod is pivotally connected to the sleeve at one end, and the other end has a sliding portion, and the sliding portion is spanned on the brake proportional control sliding surface, the pull rod is close to the connecting rod member The shaft of one side abuts the pin, so that the pull rod is initially pulled by the left pull line, and even when the left pull line is pulled to a predetermined pull value, the pull rod pushes the pin toward the joint The rod moves, and the sliding portion controls the sliding surface downward direction along the braking ratio, moves to an equilibrium position corresponding to the pulling force value of the left handle line, and changes the distribution ratio of the front and rear wheel braking forces. The brake linkage system with a high variation brake ratio range as described in claim 1 of the patent scope, a second linking member is connected between the swing arm of the swing arm assembly and the sleeve. The second linking member is pivotally connected to the swing arm at one end, and the other end forms a sliding rail. The sliding rail is pivotally connected thereto. a sleeve, and the second linkage member is sandwiched between the sleeve and the tie rod. The brake linkage system with a high variation brake ratio range according to claim 1, wherein the elastic component is a compression spring, and two ends thereof are respectively disposed at ends of the sliding groove near the link member. And the pin. The brake linkage system with a high variation brake ratio range according to the first aspect of the invention, wherein the link member is a hollow cylinder, the slot is a hollow portion thereof, and the stop portion is a horizontal partition. . The brake linkage system with a high variation brake ratio range according to claim 1, wherein the link member is a plate type rod, and the slot is disposed in the middle of the plate type rod, the guiding portion is a latch that is coupled to the swing arm after passing through the slot, the stop portion having the slot adjacent the lower edge of the active side. The brake linkage system according to the first aspect of the invention, wherein the elastic component is a tension spring, the two ends of which are respectively connected to the pin and the casing. The brake linkage system with a high variation brake ratio range according to claim 1, wherein a second elastic member is disposed between the link member and the active side.