WO2018218632A1

WO2018218632A1 - Brake linkage system having large variable brake ratio range

Info

Publication number: WO2018218632A1
Application number: PCT/CN2017/086908
Authority: WO
Inventors: 曾全佑; 邱昱翔; 林苑婷; 邓季石
Original assignee: 明鸿工业股份有限公司
Priority date: 2017-06-02
Filing date: 2017-06-02
Publication date: 2018-12-06

Abstract

A brake linkage system having a large variable brake ratio range, comprising: a main body (20), a connecting rod piece (30), a swing arm assembly (40) and a pull rod assembly (50). The main body (20) provides connection with left and right handle pull cables and front and rear brake cables. The connecting rod piece (30) is connected with the right handle pull cable and the front brake cable. The swing arm assembly (40) comprises a base (41), a swing arm (42) and a first linkage piece (43), wherein the swing arm (42) includes a brake ratio control sliding surface (421), a sliding groove (422) and a guiding portion (423), and the sliding groove (422) is provided with a pin rod (425) connecting an elastic component (424). The pull rod assembly (50) comprises a socket (51) and a pull rod (52), wherein the socket (51) is connected with the left handle pull cable, and one end of the pull rod (52) is pivoted with the socket (51), and the other end of the pull rod (52) is provided with a sliding portion (521) striding on the brake ratio control sliding surface (421). When the pull rod (52) is pulled to reach a set strength, the sliding portion (521) moves along a downward direction of the brake ratio control sliding surface (421) to a balance position corresponding to a pull force value of the left handle pull cable, so that a distributing ratio of braking force of front and rear wheels is changed.

Description

Brake linkage system with high variation brake ratio range

The invention relates to a brake linkage system with a high variation brake ratio range, in particular to a brake force control device for front and rear wheels, which can interlock front and rear wheel brakes, and can automatically and continuously change front and rear wheel brakes. Force ratio of the brake linkage system with a high range of varying brake ratios.

Background technique

[0002] At present, the brake systems used in bicycles, locomotives, and the like are mainly braked by brake handles mounted on the left and right sides of the handlebars (faucets). Among them, one side (usually the right side) brake handle controls the brakes on the front wheel of the vehicle, and the other side (usually the left side) brake handle controls the brakes on the rear wheels of the vehicle; the brakes rub the wheels, the wheel hub or A disc set on a wheel (commonly known as a mechanical disc brake) to reduce the speed of the vehicle or to completely stop the vehicle.

[0003] Two- or three-wheeled vehicles are braked by the rider, preferably by first braking the rear wheel and then braking the front wheel to stabilize the body and avoid the risk of the vehicle leaning forward when the front wheel is separately braked. After applying a large braking force to the wheel, due to the inertial force, the vertical load of the front wheel of the vehicle is increased. Therefore, it is better that the front wheel braking force is greater than the rear wheel braking force, and the vehicle can have sufficient deceleration. The body stops quickly. 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 nervousness or unfamiliar technology, resulting in a rollover accident. In order to meet the safety regulations of various countries, locomotives equipped with the Combined Brake System (CBS) have been listed or issued in the market, and the riders are used to improve the rider's accidental deceleration. The problem of front wheel brakes is separately controlled. However, most of the front and rear brake system (CBS) on the market is a technique in which the brake force ratio of the front and rear wheels is fixed.

technical problem

The disadvantages of the interlocking system in which the front and rear wheel brake force ratios are fixed can be illustrated by FIG. Figure 1 is a graph showing the relationship between the brake force of the brake lever and the braking force of the front wheel of the vehicle. The ideal curve A represents the brake 吋, which causes the front and rear wheels to lock up to obtain maximum deceleration and maintain the body. The stability of the front and rear wheel braking force relationship curve. Since the curve properly distributes the front and rear wheel braking forces, it will keep the body stable and shrink. The short braking distance helps to improve driving safety. The folding line B represents a design curve with a fixed ratio of front and rear wheel braking force. The result is that the larger brake handle is forced into the force, the rear wheel is locked prematurely, and the body is easy to slip due to the rear wheel. The slip line C represents the design curve of the fixed ratio of the front and rear wheel brake forces. The disadvantage is that the front wheel is locked earlier than the rear wheel, and the vehicle is easy to dump; the curve D is a ratio of front and rear wheel braking force. The design curve that can be changed, the design result is a small input force at the beginning of the brake (the input force is Japanese foreign language, that is, the meaning of input) 吋, the braking force applied to the rear wheel is greater than the braking force applied to the front wheel, and the body can be kept 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 range of brakes that can be changed is narrow. When the larger brake handle is inserted, the rear wheel will still lock up prematurely. It is easy to slip due to the locking of the rear wheel to produce a yaw tail, which is severely paralyzed and even loses stability. Taiwan Patent No. 453315 (shown in Figure 3) A front and rear wheeled brake distributor 70 includes a housing 71, a modulation block 72 and a slider 73; the housing 71 is laterally adjacent The first and second fixed ends are provided with the third and fourth fixed ends corresponding thereto; the modulating block 72 is received in the housing 71, and has an input portion 721 connected to the left handle line L2, and An 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 consolidating portion 731 and a sliding mechanism 732, and the sliding mechanism 732 enables the slider 73 to The input portion 721 of the modulation block 72 and the side on which the output portion 722 is connected are free to slide, whereby the front and rear wheel brake forces are distributed, and the continuous operation diagrams shown in FIGS. 2, 3, and 4 are shown. Figure 3 shows the situation where it has just been pulled. The left hand pull line L2 is first pulled into the force part 721. At this point, almost all the pulling force is directly transmitted to the rear wheel brake line L4 to drive the rear wheel brake. Therefore, the rear wheel has a large braking force. Brake the car on the front wheel. 4 shows that when the left hand pull line L2 继续 is continued, the modulating block 72 is slightly rotated in the direction of the 吋吋 clock. Before the angle of the 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. FIG. 5 shows that when the force balance angle is reached, the front brake line L3 and the rear brake line L4 are synchronously pulled by a predetermined fixed brake ratio. The above operation can be drawn into the curve D of FIG. 1 and due to the brake distributor. 70 is the structural design characteristic of the low-variation brake ratio range, which is in the late stage of the braking process with large braking force (this period of time, the body weight is moved forward to the front wheel due to the inertia of the body). The front wheel brake force is most needed. The 70 does not further increase the proportion of the front wheel braking force, so the curve D cannot be close to the ideal curve at the large braking force, that is, the front wheel braking force cannot be fully utilized, and the braking performance of the whole vehicle is improved. Peer, because the rear wheel is locked too early, the body is easy to slip and sway at the rear wheel. Problem solution

Technical solution

[0006] An object of the present invention is to provide a brake linkage system having a range of high-variation brake ratios. When a user presses a single brake handle 吋, the rear brake can be preferentially performed. When the brake handle force continues to increase, the brake handle is The input force value, along the ideal curve, continuously and automatically changes the distribution ratio of the front and rear braking force to achieve the goal of approaching the ideal curve, increasing the braking efficiency, reducing the braking distance, and improving the stability of the vehicle body.

To achieve the above object, the structure of the present invention includes: a body, a link member, a swing arm assembly, and a tie rod assembly. The main body includes a casing, and an active side of the casing provides a right handle pull line and a left handle pull line to the casing, and a driven side of the casing respectively provides a front brake line connecting the front wheel brakes and a Connecting a rear brake line of the rear wheel brake; a connecting rod member is disposed in the housing, one end of which is connected to the right handle line, and the other end is connected to the front brake line, the shaft of the link member has a slot, The slot has a stop on a side corresponding to the active side; the swing arm assembly has a base connected to the rear brake line, a swing arm extending toward the slot, and a pivotal connection between the base and the swing arm respectively a first linking member, the swing arm facing a side of the driven side forms a brake proportional control sliding surface having a slope, the swing arm has a sliding slot extending toward the slot and a guide corresponding to the slot position a guiding portion, the sliding slot is provided with a pin, the pin is connected with an elastic component to displace the pin along the sliding slot toward the slot, and has elastic resistance; the pull rod assembly includes a a sleeve and 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, the sliding portion is spanned on the brake proportional control sliding surface, and the pull rod is adjacent to the connecting rod The shaft on one side of the piece abuts against the pin, so that the pull rod is initially pulled by the left pull line, or even pulled by the left pull line with a pulling force, the pull rod pushes the pin to move toward the link member, At the same time, the sliding portion slides against the braking ratio control sliding surface in a downhill direction.

[0008] In an embodiment of the brake linkage system 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 pivoted at one end. The swing arm is connected to the other end to form a sliding slot and is pivotally connected to the sleeve, and the second linking member is sandwiched between the sleeve and the pull rod.

[0009] In an embodiment of the brake system of the present invention, a second linkage is connected between the swing arm of the swing arm assembly and the sleeve, and the second linkage is pivotally connected to the swing arm at one end. Forming a chute at one end, and pivoting Connected to the sleeve, and the second linkage is sandwiched between the sleeve and the rod.

[0010] In an embodiment of the brake system of the present invention, the elastic component is a compression spring, and two ends thereof are respectively disposed on an end portion of the sliding groove adjacent to the link member and the pin; or the elasticity The assembly is a tension spring having two ends connected to the pin and the housing, respectively.

[0011] In an embodiment of the brake system of the present invention, a second resilient component is disposed between the link member and the active side.

[0012] In a brake system embodiment of the present invention, the link member is a hollow cylinder, the slot is a hollow portion thereof, and the stop portion is a horizontal partition or the link member is a plate-shaped rod body, and The slot is disposed in the middle of the plate body, and the stop portion is a lower edge of the slot near the active side.

[0013] In a brake system embodiment of the present invention, a side of the swing arm facing the active side forms a descending control sliding surface, and the sleeve is pivotally connected with a washer at each end of the pull rod, the pull rod A roller is provided to abut the two washers. In this way, when the brake gap of the brake system becomes larger, the roller can be prevented from pivoting too fast by the roller, ensuring that the user does not feel the effect of the brake proportional control.

Advantageous effects of the invention

Beneficial effect

[0014] As described above, the features of the present invention include at least: 1. The front and rear brake ratios can be automatically and continuously assigned in accordance with the amount of force the driver applies to 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 braking action, the rear wheel brakes act first than the front wheel brakes, the small input force brakes, and 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 braking ratio variation mode of the present invention is: The initial braking ratio corresponding to the small braking force is that the braking force of the rear wheel is much larger than that of the front wheel. When the brake lever 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 to make the front wheel braking force Gradually increase to a high ratio value. The variation of this ratio makes it easier to ensure the 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 The inter-turn difference of the wheel brake action is easy to set; (3) The small-input brake force, the rear wheel brake force is much larger than the front wheel; (4) The large brake force 吋, the front wheel maximum brake ratio is much larger than the rear wheel. 5. If equipped with an automatic compensation device with brake brake, it can ensure that the proportional distribution curve will not change due to brake wear. 6. Front wheel After the brake fails, the present invention 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 adjust it, the invention can still ensure the function of the rear wheel to brake first, and ensure the safety of the brake.

Brief description of the drawing

DRAWINGS

[0015] The present invention will be further described in detail below in conjunction with the drawings and specific embodiments.

[0016] FIG. 1 is a schematic diagram showing a comparison of proportion distribution curves of various front and rear rim braking forces of the prior art;

2 to FIG. 4: a continuous operation diagram of a brake dispenser of the prior art;

[0018] FIG. 5 is a plan view of an embodiment of a brake linkage system having a high variation brake ratio range of the present invention;

6 is a perspective view of an embodiment of a brake linkage system having a high variation brake ratio range of the present invention;

[0020] FIG. 7 is a link member of an embodiment of a brake linkage system having a high variation brake ratio range of the present invention

, a perspective view of the structure of the swing arm assembly and the tie rod assembly;

[0021] FIG. 8 is a perspective view of another embodiment of a brake linkage system having a high variation brake ratio range of the present invention;

[0022] FIG. 9 is a plan view showing the left and right handle brake levers of the embodiment of the brake linkage system having the high variation brake ratio range of the present invention;

[0023] FIG. 10 is a plan view showing the planar operation of the single-handle brake lever of an embodiment of the brake linkage system of the present invention having a high-variation brake ratio range;

[0024] FIG. 11 is a schematic plan view showing the action of the rear wheel brake of the left-hand brake lever of an embodiment of the brake linkage system with a high variation brake ratio range;

[0025] FIG. 12 is a plan view showing the action of the rear wheel brake of the left-hand brake lever of the first embodiment of the brake linkage system having the high-variation brake ratio range of the present invention and the action of the front wheel brake Schematic diagram

[0026] FIG. 13 is a plan view showing the action of the rear wheel brake of the left-hand brake lever and the action of the front wheel brakes, which is an embodiment of the brake linkage system with a high variation brake ratio range of the present invention. [0027] FIG. 14 is a schematic plan view showing the planar operation of the left-hand brake lever of the first embodiment of the present invention with a high-variation brake ratio range;

[0028] FIG. 15 is a schematic view showing a comparison of a proportional distribution curve and an ideal curve of the front and rear wheel brake force of an embodiment of the brake linkage system with a high variation brake ratio range according to the present invention;

[0029] FIG. 16: is a plan view of a second embodiment of a brake linkage system having a high variation brake ratio range of the present invention;

[0030] FIG. 17 is a perspective view of a second embodiment of a brake linkage system having a high range of varying brake ratios of the present invention;

[0031] FIG. 18 is a plan view showing the planar operation of the single-handle left-hand brake lever of the second embodiment of the brake linkage system with a high variation brake ratio range of the present invention.

DESCRIPTION OF REFERENCE NUMERALS

[0033] A ideal curve

[0034] B fold line

[0035] C fold line

[0036] D curve

[0037] E curve

[0038] SI right handle brake lever

[0039] S2 left handle brake lever

[0040] S3 front wheel brake

[0041] S4 rear wheel brake

[0042] LI right hand pull line

[0043] L2 left handle line

[0044] L3 front brake line

[0045] L4 rear brake line

[0046] 10,10, brake linkage system

[0047] 20 subjects

[0048] 21 housing

[0049] 211 base [0050] 212 box

[0051] 22 active side

[0052] 23 driven side

30,30, connecting rod parts

31,31 'slot

[0055] 311' lower edge

[0056] 32, 32' stop

[0057] 40 swing arm assembly

[0058] 41 base

[0059] 42 swing arm

[0060] 421 brake proportional control sliding surface

[0061] 422 chute

[0062] 423, 423' guide

424,424, elastic component

[0064] 425 pin

[0065] 426 lowering control sliding surface

[0066] 43 first linkage

[0067] 44 second linkage

[0068] 441 slide rail

[0069] 50 drawbar assembly

[0070] 51 Chaxian Tongtong

[0071] 511 central axis

512 washer

[0073] 52 drawbar

[0074] 521 slide

522 rollers

[0076] 60 second elastic component

[0077] 61 fasteners [0078] 70 brake distributor

71 housing

[0080] 72 modulation block

[0081] 721 input unit

[0082] 722 output department

[0083] 73 slider

[0084] 731 Consolidation

[0085] 732 sliding mechanism.

BEST MODE FOR CARRYING OUT THE INVENTION

The embodiments of the present invention are described in detail below with reference to the accompanying drawings. The components, and the components shown are not drawn by the number, shape, size ratio, etc. of the implementation, and the actual implementation size is an optional design, and the component layout form may be more complicated.

[0087] The brake linkage system of the present invention having a high variation brake ratio range as illustrated in FIGS. 5-7. In these embodiments, the structure of the brake linkage system 10 having a high range of varying brake ratios includes: a body 20, a linkage member 30, a swing arm assembly 40, and a tie rod assembly 50. The main body 20 includes a housing 21 (generally, the housing 21 is formed by combining the base 211 and the housing 212, and has an accommodating space therein, as shown in FIG. 6, for convenience of explanation, the embodiment of FIG. In a state after the case 212 is removed, an active side 22 of the housing 21 respectively provides a right handle line L1 connected to the right handle brake lever S1 and a left handle line L2 connected to the left handle brake lever S2. Into the housing 21, the housing 21 is provided with a front brake line L3 connecting the front wheel brakes S3 and a rear brake line L4 connecting the rear wheel brakes S4, respectively, to a driven side 23 of the active side 22.

[0088] The connecting rod member 30 is disposed in the housing 21, and one end portion thereof 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) And the shaft between the two ends of the link member 30 has a slot 31 having a stop portion 32 corresponding to one side of the active side 22. [0089] The swing arm assembly 40 has a base 41 connected to the rear brake line L4, a swing arm 42 extending toward the slot 31, and a first linkage of the base 41 and the swing arm 42 respectively. The sliding arm 42 faces a side of the driven side 23 to form a brake proportional control sliding surface 421 having a slope, the swing arm 42 has a sliding slot 422 extending toward the slot 31 and corresponding to the slot a guiding portion 423 at the position of the hole 31, the sliding slot 422 is provided with a connecting elastic component 424. In the embodiment, the elastic component 424 is a compression spring, and the two ends thereof are respectively disposed on the sliding slot 422 near the connecting rod. The pin 30 of the side of the member 30 and the pin 425 of the pin 42 510 displaces the pin 425 along the sliding slot 422 toward the slot 31 to have the elastic resistance generated by the elastic member 424.

[0090] 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 and has a sliding portion 521 at the other end. The sliding portion 521 is disposed on the brake proportional control sliding surface 421. The shaft of the side of the pull rod 52 adjacent to the link member 30 abuts the pin 425, so that the pull rod 52 does not receive the left handle line L2 at the beginning. Pulling the cymbal, or even applying the set tension pull 吋 by the left handle line L2, the tension is transmitted to the pull rod 52, the pull rod 52 causes the tension to generate a component force toward the link member 30, and overcomes the component force The support member 吋 of the elastic member 424 pushes the pin 425 to move toward the link member 30 (the elastic member 424 is elastically deformed), and the sliding portion 521 is opposite to the brake proportional control sliding surface 421. The downhill trend slides, in more detail, the brake ratio controls the sliding portion 521 that the sliding surface 421 contacts, and the slope ratio of the sliding surface 421 is controlled by the braking ratio, and the slope of the sliding surface 421 is controlled along the braking ratio. Movement direction.

[0091] As shown in FIG. 5 and FIG. 6. In an embodiment, a second linking member 44 is connected 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 the other end is formed. A slide rail 441 is pivotally connected to the sleeve 51, and the second linkage member 44 is interposed between the sleeve 51 and the pull rod 52.

[0092] As shown in FIG. 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.

[0093] As shown in FIG. In another embodiment of the brake linkage system 10' having a range of high variation brake ratios, 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 42 3' is a latch that is coupled to the swing arm 42 after passing through the slot 31'. The stop portion 32' is the lower edge 311' of the slot 31' near the active side 22. In addition, the elastic component 424' of the embodiment is a tension spring, two of The end is connected to the pin 425 and the housing 21 respectively. In practice, a fastener 61 can be used to connect one end of the tension spring to the fastener 61, and the fastener 61 can be detachably coupled to the fastener 61. On the housing 21.

[0094] As shown in FIG. 6. In an embodiment, a second elastic component 60 is disposed between the link member 30 and the active side 22 to provide a restoring force of the returning position of the link member 30 after being displaced by an external force.

[0095] According to the above configuration, as shown in FIGS. 9 and 10, the brake linkage system 10 having the range of the high-variation brake ratio of the present embodiment is in the initial state (referring that the right-hand pull line L1 or the left-hand pull line L2 is not pulled). Of course, the pulling of the right hand pull line L1 can be performed by pressing the right handle brake lever S1, and the pulling of the left handle pull line L 2 can be performed by pressing the left handle brake lever S2, but not limited thereto, for example. Driven electrically) as shown in Figure 8. When the front wheel brake brake pedal is used alone, the right handle pull line L1 is pulled, and the link member 30 is moved downward (the pull-down direction here is to face the figure as shown in Fig. 9吋, the figure object The relative orientation is correct. For example, the lower side is the lower side of the drawing, the right side is the right side of the drawing, and the logic of the orientation described later is also the same, and the front brake is driven by the link member 30. The line L3, in turn, achieves the purpose of braking the front wheel brake S3, and therefore, since the sliding direction of the slot 31 of the link member 30 does not have any blocking structure, the downward movement of the link member 30 only occurs. Pulling the front brake wire L3 does not interlock the swing arm assembly 40. Further, at the tension 吋 of releasing the right handle line L1, 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 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. In the initial state, the front brake line L3 and the rear brake line L4 are not pulled, as shown in FIG. Referring again to FIG. 11, when the rear wheel brake brake pedal is used alone, the left handle pull line L2 is pulled, and the pull rod assembly 50 is moved downward, the pull rod assembly 50 pulls the swing arm assembly 40 to continue to move down until The guiding portions 423, 423' of the swing arm 42 abut against the stopping portions 32, 32' of the slots 31, 31'. In the first stage of the left hand pull line L2, the rear brake line can be simply driven. L4, causing 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) to a preset tension value, According to the principle of the lever, the swing arm 42 is rotated by the guide portion 423, 423' as a fulcrum. At the same time, the thrust or tension of the pin 425 pushed or pulled by the elastic member 424, 424' exceeds the pull rod 52. The elastic component 424, 424' is deformed, and the elastic component 424, 424' is deformed until the lever 52 overcomes the The elastic resistance of the pin 425 is rotated toward the reverse needle, and the swing arm 42 is engaged with the stop portion 32, 32' to interlock the link member (30, 30') to be displaced downward (this time) The braking force of the brake linkage system 10 with a high variation brake ratio range 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 move according to the swing arm 42 The brake proportional control sliding surface 421 generates a down-slope mode to distribute the force component 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 course of its tendency to balance, The proportional distribution of the braking force is generated. When the sliding portion 521 of the pull rod 52 deflects the braking force control sliding surface 421 to a point close to the connecting rod member 30, 30', the pulling rod 52 is opposite to the swing arm 42. The force application will eventually cause the swing arm 42 to reverse the reverse stitch with the guiding portions 423, 423' as a fulcrum, as shown in FIG. 13 (the brake hitch system 10 having a high variation brake ratio range acts on the front wheel) The braking force is greater than the braking force of the rear wheel). 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 The braking force is gradually increased to a high proportional value. This process is a change in the ratio of the front and rear wheel brakes, and therefore the difference between the rear wheel and the front wheel brake action is set. Referring to FIG. 15, the above 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: The ideal curve A is a limit that does not take into account the actual structure. Therefore, within a range of variation close to the ideal curve A, the so-called safety margin is 3% to 5%. The curve E also expresses the small force brake.吋, the rear wheel brake force is much larger than the front wheel, the large brake force 吋, the front wheel maximum brake ratio is much larger than the rear wheel, so the invention can also achieve the maximum deceleration (ie, the shortest braking distance) while maintaining the stability of the vehicle body. of. Of course, after the pulling force of the left handle 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 range of high variation brake ratio can apply the second The restoring force of the elastic member 60, the front wheel brake S3, and the rear wheel brake S4 returns to the original position as shown in FIG.

[0097] Since the present invention is applied to a brake system related to vehicle safety, it is necessary to ensure that the brake system can provide a safe braking force in a state in which the brake system is disabled before and after the front and rear brakes and the dynamic change before and after the dynamic change. As shown in Fig. 9 and Fig. 11 to Fig. 13, the failure state of the brake linkage system 10 includes: a case where the front brake line L3 is broken or the rear brake line L4 is broken:

[0098] 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 Pulling 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 is immediately deflected to the limit position where it can be deflected. At the same time, the swing arm 42 is also centered on the guiding portion 423 to deflect the reverse needle to the limit position where it can be deflected (as shown in FIG. 14), and the pulling force of the left hand pull line L2 can still pass: The transmission path of the link member such as the pull rod 52 - swing arm 42 - the first link member 43 - the base 41 is transmitted to the rear brake line L4 to generate the brake 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 L 2 pull power is consumed, the force component of the link member 30 is converted (for the yaw movement), and the tension value of the rear brake line L4 is reduced.吋反反反反反反反反反反反反反反反反反反反仅有仅有仅有仅有仅有仅有仅有仅有仅有仅有仅有仅有仅有仅有仅有仅有仅有仅有仅有仅有仅有仅有仅有仅有仅有仅有仅有仅有仅有仅有仅有仅有And the lever 52 is deflected, and the swing arm 42 is deflected against the pin by the guide portion 423, and the pull rod 52 moves downward with the central axis 511 of the pivot portion of the sleeve 51, and Before the swing arm 42 is deflected to the extreme position, the central shaft 511 slides down to the bottom edge of the slide rail 441 of the second linkage member 44, so that the second linkage member 44 forms the left handle pull line L2. a lever member of the pulling force, that is, a transmission path of the connecting member such as the sleeve 51 - the second linking member 44 - the swing arm 42 - the first linking member 43 - the base 41, and the left handle is not generated. Pull the L2 pull directly and immediately to the rear brake line L4 to quickly generate enough rear brakes In addition, when the rear wheel brakes cause the piece to wear, the rear wheel brakes increase the distance between the piece and the wheel valley, and generally the brake system is broken, and the effect of the rear wheel first braking is invalid, but the height is high. The brake linkage system 10, 10' of the range of the brake ratio can still control the slope of the sliding surface 421 by the brake ratio, and control the movement of the slope of the sliding surface 421 along the braking ratio to ensure the movement of the slope of the sliding surface 421. The function of the first brake is indeed action.

[0099] In the case that the brake line L4 is broken, the left handle line L2 pulls the sleeve 51 to drive the pull rod 52吋, and the deflecting rod 52 interlocks the link member 30 to generate the front brake line L3. The pull-down force generates the brake braking force of the front wheel brake _S3 , so although pulling the left handle line L2 cannot generate the braking braking force of the rear wheel brake S4, the braking force of the front wheel brake S3 can still be generated. .

[0100] As shown in FIGS. 16 and 17, in the second embodiment of the present invention, a descending control sliding surface 426 having a slope is formed on a side of the swing arm 42 facing the active side 22, the sleeve The two ends of the pivoting rod 52 are respectively provided with a washer 512, and the rod 52 is additionally provided with a roller 522 to abut the two washers 512. Industrial applicability Thus, as shown in FIGS. 16 and 18, in the initial state, the brake linkage system 10 of the embodiment having the high-variation brake ratio range is adjacent to the roller 522. Nearly but not yet in touch. When the left handle line L2 is pulled, the tension is transmitted to the pull rod 52 through the sleeve 51, and the sliding portion 521 of the pull rod 52 slides against the brake proportional control sliding surface 421 to slide downhill; The swing arm 42 is pivoted, and the descending control sliding surface 426 of the swing arm 42 is in contact with the roller 522 and generates a relative slip, whereby the roller 522 provides the effect of blocking the swing arm 42. So that the swing arm 42 does not pivot too fast. In this way, when the brake system causes the brake gap to become large due to wear of the brake, for example, the roller 522 can prevent the swing arm 42 from pivoting too fast, so as to prevent the brake proportional control from changing too fast, and the user is ensured. The effect of the brake proportional control will not be felt.

Claims

Claim

[Claim 1] A brake linkage system having a range of high-variation brake ratios, the structure of which includes:

a body comprising a housing, an active side of the housing respectively providing a right handle line connected to the right handle brake lever and a left handle line connected to the left handle brake lever to the housing, the housing back Providing a front brake line connecting the front wheel brakes and a rear brake line connecting the rear wheel brakes to a driven side of the active side; a link member disposed in the housing and having one end connected thereto The right hand pulls the wire, the other end is freely swingably connected to the front brake wire, and the shaft between the two ends of the link member has a slot, the slot has a side corresponding to the active side a swing arm assembly having a base connected to the rear brake line, a swing arm extending toward the slot, and a first linkage member pivotally connecting the base and the swing arm, respectively, the swing arm Forming a brake proportional control sliding surface having a slope on one side of the driven side, the swing arm having a sliding slot extending toward the slot and guiding corresponding to the position of the slot The sliding groove is provided with a pin connected to an elastic component, and the pin is displaced along the sliding groove toward the slot, and has elastic resistance;

a pull rod assembly includes a sleeve and 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 a shaft of the pull rod close to the side of the link member abuts the pin, so that the pull rod is initially pulled by the left pull line, or even pulled by the left pull line to a predetermined pull value 吋, the pull rod pushes The pin moves toward the link member, and the sliding portion moves along the braking direction to control the downhill direction of the sliding surface, and moves to an equilibrium position corresponding to the pulling force value of the left handle line, and changes the braking force of the front and rear wheels. Distribution ratio.

[Claim 2] The brake linkage system with a high-variation brake ratio range according to claim 1, wherein a second linkage 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 to the sleeve, and the second linking member is sandwiched between the sleeve and the pulling rod.

[Claim 3] The brake linkage system having a high variation brake ratio range according to claim 1, The elastic component is a compression spring, and two ends thereof are respectively disposed on an end of the sliding groove adjacent to the link member and the pin.

[Claim 4] The brake linkage system with a high variation brake ratio range according to claim 1, wherein the link member is a hollow cylinder, the slot is a hollow portion thereof, and the stop portion It is a horizontal partition.

[Claim 5] 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 guide The guiding portion is a latch that passes through the slot and is coupled to the swing arm, and the stopping portion is a lower edge of the slot near the active side.

[Claim 6] The brake linkage system with a high variation brake ratio range according to claim 1, wherein the elastic component is a tension spring, and two ends thereof are respectively connected to the pin and the housing .

[Claim 7] The brake linkage system having a high variation brake ratio range according to claim 1, wherein a second elastic component is disposed between the link member and the active side.

[Claim 8] The brake linkage system with a high variation brake ratio range according to claim 1, wherein the swing arm faces a side of the active side to form a descending control sliding surface, the sleeve pivot A washer is respectively disposed at two ends of the pull rod, and the pull rod is provided with a roller to abut the two washers.