201035460 六、發明說明： 【發明所屬之技術領域】 本發明是有關於一種防鎖死煞車系統，特別是有關於 一種兼具低製造成本及高穩定性之防鎖死煞車系統。 【先前技術】 月，閱第1圖 '第2圖及第3圖，一種習知之防鎖死 煞車系統1主要包括有一油壓控制機構1〇、一煞車總泵 〇 20、-制動器30、一常開型電磁閥4〇、一常閉型電磁閥 45、一電子控制單元(ECU)5〇、一蓄油器％、一第一單向 閥61、一第二單向閥62、一第三單向閥幻、一油泵兀、 一馬達80及一凸輪90。 油壓控制機構10具有一進油口 11、一出油口 12 第一油道13a、-第二油道13b、一第三油道13e及一第四 油道13d。第-油道13a及第三油道…是分別連接於進油 口 η與出油口！2之間，亦即，第一油道13a及第三油道 13c彼此為並聯之關係。第二油道既是連通於第一油道 13a’並且第二油道13b亦是連接進油口 η與出油口 U之 間°第四油道〗3d是連通於第三油道。此外，進油口 11、出油π 12、第一油道13a、第二油道別、第三油道 13c及第四油道13d内容納有煞車油（未顯示）。 煞車總泵20是連接於進油口 11。 制動器連接於出油口 12，並且制動器3〇可以是 鼓式煞車機構或-碟式煞車機構之—部份。在此，制動 5 201035460 器30乃是一煞車卡鉗，並且其是套設於一車輪（未顯示）之 一煞車碟盤D之上。 常開型電磁閥40是設置於第一油道13a之上。 常閉型電磁閥45是設置於第三油道13c之上。 電子控制單元50是電性連接於常開型電磁閥40及常 閉型電磁閥45，其可用來控制常開型電磁閥40及常閉型 電磁閥45之運作。 ^ 蓄油器55是連接於第四油道13d。 Ο 第一單向閥61是設置於第二油道13b之上。在此，藉 由第一單向閥61之設置方向，煞車油僅能從出油口 12經 由第一單向閥61流向進油口 11。 第二單向閥62及第三單向閥63是設置於第三油道13c 之上。在此，藉由第二單向閥62及第三單向閥63之設置 方向，煞車油僅能從出油口 12經由第二單向閥62及第三 單向閥63流向進油口 11。 ® 油泵70是設置於第三油道13c之上，並且油泵70是 位於第二單向閥62與第三單向閥63之間。更詳細的來說， 油泵70具有一壁體71、一柱塞72、一彈性元件73及一油 室74。柱塞72是以移動之方式設置於壁體71之中。彈性 元件73是設置於油室74之中，並且彈性元件73是連接於 壁體71與柱塞72之間，其可用來提供回復彈力於柱塞72。 油室74是連接於第二單向閥62與第三單向閥63之間。如 上所述，藉由’第二單向閥62及第三單向閥63之設置方向， 6 201035460 煞車油僅能從出油口 12經由第二單向閥62、油室74及第 三單向閥63流向進油口 11。 馬達80具有一輸出轉軸81。 凸輪90是以偏心之方式連接於馬達80之輸出轉軸 81，並且凸輪90是抵接於油泵70之柱塞72。值得注意的 是，彈性元件73乃是以朝向凸輪90之方向對柱塞72提供 回復彈力。如上所述，凸輪90可以隨著輸出轉軸81而同 步旋轉，因而可使柱塞72進行往復移動，進而可使油室 Θ 74之容積大小呈現交替變化。 如第1圖所示，當煞車總泵20運作而產生煞車油壓 時，煞車油（煞車油壓）會依序經由進油口 11、第一油道 13a、常開型電磁閥40及出油口 12而流至（傳遞至）制動器 30，以迫使制動器30夾住轉動中之煞車碟盤D，因而可達 成對車輪煞車之效果。在此，由於第一單向閥61、第二單 向閥62及第三單向閥63之限制，故煞車油（煞車油壓）會 〇 直接從第一油道13a通過常開型電磁閥40而流向（傳遞至) 出油口 12，然後再流至（傳遞至）制動器30，以迫使制動器 30夾持煞車碟盤D。此外，值得注意的是，當煞車總泵20 運作且車輪達到一設定減速度值時，馬達80皆會不停運 轉，以不斷驅使凸輪90旋轉。 在另一方面，當電子控制單元50在煞車過程中偵測出 車輪（未顯示）即將與地面發生打滑時（亦即，當電子控制單 . 元50判讀到煞車碟盤D即將被制動器30鎖死時），電子控 7 201035460 制單元50會立即輸出訊號來驅使常開型電磁閥40及常閉 型電磁閥45分別進行斷開及導通之運作。此時，如第2圖 所示，第一油道13a會呈現斷路狀態，而位於制動器30中 之部份煞車油會從出油口 12經由常閉型電磁閥45流往蓄 油器55暫存。接著，制動器30内之煞車油壓會降低，因 而使得制動器30釋放煞車碟盤D，進而避免車輪與地面發 生打滑現象。 如上所述，柱塞72會藉由馬達80之持續運轉而進行 ^ 往復移動，以使油室74之容積大小呈現交替變化。如第3 圖所示，當油室74之容積逐漸變大時，蓄油器55内所暫 存之煞車油會經由第二單向閥62被吸到油室74内。然後， 當油室74之容積逐漸變小時，其内之煞車油會經由第三單 向閥63被送出至進油口 11。直到車輪可維持轉動（或煞車 碟盤D可能被鎖死之現象消失）時，電子控制單元50會再 次輸出訊號來驅使常開型電磁閥40及常閉型電磁閥45分 Q 別進行導通及斷開之運作。此時，制動器30會繼續夹持煞 車碟盤D，以產生煞車運作。 另外，就第二油道13b之設置目的而言，其乃是為了 要預防第一油道13a上之常開型電磁閥40在運作後發生卡 死而無法斷開，因而避免制動器30在煞車總泵20未運作 狀態下發生殘壓之現象。 如上所述，制動器30對煞車碟盤D之夾持或釋放是由 常開型電磁閥40及常閑型電磁閥45之運作所，控制。特別 的是，常閉型電磁閥45在常態下不得發生洩漏現象，並且 201035460 其在接獲訊號時必須能迅速進行導通切換。萬一常閉型電 磁閥45發生輕微洩漏現象，則煞車油將洩漏至蓄油器55 之中，嚴重時甚至會發生制動器30無法夹持煞車碟盤D 等危險現象。因此，常閉型電磁閥45之品質穩定性就變得 格外重要。然而，品質穩定性高之常閉型電磁閥45代表著 成本之升高，因而使得整個防鎖死煞車系統1之製造成本 升高。 有鑑於此，本發明之目的是要提供一種防鎖死煞車系 ^ 統，其可兼具低製造成本及高穩定性之功能。 【發明内容】 本發明基本上採用如下所詳述之特徵以為了要解決上 述之問題。 本發明之一實施例提供一種防鎖死煞車系統，其包括 一油壓控制機構，具有一進油口、一出油口、一第一油道、 一第二油道及一第三油道，其中，該第一油道、該第二油 Q 道及該第三油道係分別連接於該進油口與該出油口之間， 並且係容納有煞車油；一煞車總泵，連接於該進油口； 一 制動器，連接於該出油口； 一常開型電磁閥，設置於該第 一油道之上；一電子控制單元，電性連接於該常開型電磁 閥，係用以控制該常開型電磁閥之運作；一第一單向閥， 設置於該第二油道之上；一第二單向閥，設置於該第二油 道之上；一第一油泵，設置於該第二油道之上，並且位於 該第一單向閥與該第二單向閥之間，其中，該第一油泵具 有一第一壁體、一第一柱塞、一第一彈性元件及一第一油 201035460 室，該第一柱塞係以移動之方式設置於該第一壁體之中， 該第一彈性元件係設置於該第一油室之中，並且係連接於 該第一壁體與該第一柱塞之間，用以提供回復彈力於該第 一柱塞，該第一油室係連接於該第一單向閥與該第二單向 閥之間，以及該煞車油係從該出油口經由該第一單向閥、 該第一油室及該第二單向閥流向該進油口； 一第三單向 閥，設置於該第三油道之上；一第四單向閥，設置於該第 三油道之上；一第二油泵，設置於該第三油道之上，並且 〇 位於該第三單向閥與該第四單向閥之間，其中，該第二油 泵具有一第二壁體、一第二柱塞、一第二彈性元件及一第 二油室，該第二柱塞係以移動之方式設置於該第二壁體之 中，該第二彈性元件係設置於該第二油室之中，並且係連 接於該第二壁體與該第二柱塞之間，用以提供回復彈力於 該第二柱塞，該第二油室係連接於該第三單向閥與該第四 單向閥之間，以及該煞車油係從該出油口經由該第三單向 閥、該第二油室及該第四單向閥流向該進油口； 一馬達， 〇 具有一輸出轉轴；以及一凸輪，係以偏心之方式連接於該 馬達之該輸出轉軸，並且係抵接於該第一油泵之該第一柱 塞與該第二油泵之該第二柱塞之間。 根據上述之實施例，該第一柱塞與該第二柱塞係以該 凸輪為中心而彼此間隔180度。 根據上述之實施例，該第一油室之容積與該第二油室 之容積之總合係為一固定數值。 為使本發明之上述目的、特徵和優點能更明顯易懂·， 10 201035460 下文特舉較佳實施例並配合所附圖式做詳細說明。 【實施方式】 兹配合圖式說明本發明之較佳實施例。 請參閱第4圖、第5圖及第6圖，本實施例之防鎖死 煞車系統100主要包括有一油壓控制機構11〇、一煞車總 泵12〇、一制動器130、一常開型電磁閥14〇、一電子控制 單元(ECU)150、一第一單向閥16卜一第二單向閥162、一 ❸第一油泵Π〇、一第三單向閥163、一第四單向閥164、一 第二油泵180、一馬達19〇及一凸輪195。 /由壓控制機構11 〇具有一進油口 111、一出油口 112、 一第一油道113a、一第二油道113b及一第三油道113c。 第油道H3a、第二油道U3b及第三油道ii3c是分別連 接於進油口 111與出油口 112之間，亦即，第一油道U3a、 第一油道113b及第三油道113c彼此為並聯之關係。此外， 第油道113a、第二油道U3b及第三油道ii3c内容納有 〇 煞車油（未顯示）。 煞車總泵120是連接於進油口 ill。 制動器130是連接於出油口 112，並且制動器13〇可 以疋鼓式煞車機構或一碟式煞車機構之一部份。在本實 ^例之中，制動器130乃是一煞車卡鉗，並且其是套設於 一車輪（未顯示）之一煞車碟盤D之上。 常開型電磁閥140是設置於第一油道113a之上。 電子控制皐元150是電性連接於常開型電磁閥14〇，其 201035460 可用來控制常開型電磁閾140之運作。 第一單向閥161及第二單向閥162皆是設置於 道U3b之上。在此，藉由第一單向閥161及第二單向闕 162之設置方向，煞車油僅能從出油口 ιΐ2經由第一單向 閥161及第二單向閥j 62流向進油口 ^丨！。 第一油泵170是設置於第二油道n3b之上，並且第一 油泵170是位於第一單向闊161與第二單向閥162之間。 〇更詳細的來說，第-油泵17〇具有一第一壁體m、一第 一柱塞172、一第一彈性元件173及一第一油室174。第一 柱塞172是以移動之方式設置於第—㈣171之中。第一 彈性元件Π3是設置於第一油室174之中，並且第一彈性 元件Π3是連接於第一壁體171與第一柱塞172之間，其 可用來提供回復彈力於第一柱塞172。第一油室174是連 接於第一單向閥161與第二單向閥162之間。如上所述， 藉由第一單向閥161及第二單向閥162之設置方向，煞車 〇 油僅能從出油口 m經由第一單向閥161、第一油室174 及第二單向閥162流向進油口 111。 第三單向閥163及第四單向閥164皆是設置於第三油 道113c之上。在此，藉由第三單向閥163及第四單向閥 164之設置方向，煞車油僅能從出油口 112經由第三單向 閥163及第四單向閥164流向進油口 m。 第二油泵180是設置於第三油道113c之上，並且第二 /由泵180疋位於弟二單向闕163與第四單向.闕；[64之間。 12 201035460 更詳細的來說，第二油泵180具有一第二壁體181、一第 二柱塞182、一第二彈性元件183及一第二油室184。第二 柱塞182是以移動之方式設置於第二壁體〗之中。第二 彈性元件183是設置於第二油室184之中，並且第二彈性 元件183是連接於第二壁體181與第二柱塞182之間，其 可用來提供回復彈力於第二柱塞182。第二油室184是連 接於第二單向閥163與第四單向閥】64之間。如上所述， 藉由第二單向閥163及第四單向閥丨64之設置方向，敛車 〇嶋從出油口 112經由第三單向闕163、=”;8車4 及第四單向閥164流向進油口 111。 馬達190具有一輸出轉轴。 凸輪195是以偏心之方式連接於馬達19〇之輸出轉軸 191，並且凸輪195是抵接於第一油泵17〇之第一柱塞172 與第二油泵180之第二柱塞182之間。值得注意的是，第 -彈性兀件173及第二彈性元件183乃是以朝向凸輪奶 ◎之方向分別對第-柱塞172及第二柱塞182提供回復彈 力。如上所述，凸輪195可以隨著輸出轉軸191而同步轉 動’因而可使得第-柱塞172及第二柱塞182進行往復移 動，進而可使得第-油室174及第二油室184之容積大小 呈現交替變化。此外，在本實施例之中，第一柱塞m與 第二柱塞182是以凸輪195為中心而彼此間隔18〇度，或 第’由至I74之各積與第一油室184之容積之總合不論在 任何情形下皆為一固定數值。 如上所述，在凸輪195旋轉之情況下，當第一油室174 13 201035460 之容積漸漸變小時，第二油室184之容積必須漸漸變大， 如第4圖所示。反之，當第一油室174之容積漸漸變大時， 第二油室184之容積必須漸漸變小，如第5圖所示。 如第4圖及第5圖所示，當煞車總泵120運作而產生 煞車油壓時，煞車油（煞車油壓）會依序經由進油口 111、第 一油道113a、常開型電磁閥140及出油口 112而流至（傳遞 至）制動器130,以迫使制動器130夾住轉動中之煞車碟盤 D，因而可達成對車輪煞車之效果。同時，馬達190之運 U 轉會迫使第一油室174内之煞車油自第二單向閥162送 出，而此被送出之煞車油會依序流經第一油道113a、常開 型電磁閥140、第三油道113c及第三單向閥163而被送至 第二油室184。接著，流入第二油室184之煞車油會經由 第四單向閥164被送出，而此被送出之煞車油會依序流經 第一油道113a、常開型電磁閥140、第二油道113b及第一 單向閥161而被送至第一油室174。值得注意的是，上述 Q 之煞車油的流動過程乃是不斷地重複循環。此外，一旦煞 車總泵120運作，馬達190皆會不停運轉，以不斷驅使凸 輪195旋轉。 在另一方面，當電子控制單元150在煞車過程中偵測 出車輪（未顯示）即將與地面發生打滑時（亦即，當電子控制 單元150判讀到煞車碟盤D即將被制動器130鎖死時），電 子控制單元150會立即輸出一訊號來驅使常開型電磁閥 140進行斷開之運作。此時，如第6圖所示，第一油道U3a 會呈現斷路狀態，而位於制動器130中之部份煞車油會流 14 201035460 向第一油室174或第二油室 煞車油壓會降低，因而使得制動器^摆制動器130内之 進而避免車輪與地面發生打滑現象 釋放煞車碟盤D， 直到車輪可維持轉動(或煞車碟 消失）時，電子控制單元〗5〇會私 此被鎖死之現象 電磁閥140進行導通之運作。“』出一訊號來藤使常開型 此時，制動器〗30舍繼靖+ 持煞車碟盤D，以產生煞車 态130會繼續夹 作。當煞車總泵120之i蛋& 停止時’制動器130會釋放煞 J 20之運作 0 作。 早磲盤D，因而解除煞車動 如上所二即14。在斷開時發生輕後 浪漏，但在出油口 112與進油口 m之間的煞車油依4 有廢差存在’因而仍可達成防止制動二 D之目的。再者，即使常開型電· _从鎖車碟盤 电够閥140作動失效，ρ 死煞車系統議可提供一般煞車之功能。二2 型電磁闕Μ0作動::::死而無法回復導通狀態，制： ❹⑼。也不會鎖死。因此’防鎖死煞車系統100 可以採用較低價之，開I電磁閥14〇，並能同時達成兼具 低製造成本及高穩定性之目的。 八 此外，雖然本實施:是以具有—煞車總泵及一制_ 之防鎖死煞車系統來=例說明’但本發明亦可應用； 時具有兩煞車總系及^動器之防鎖死煞車系統之中，而 其兩者之運作原理皆為相同。 雖然本發明已以較佳實施例揭露於上，然其並非用以 201035460 限定本發明，任何熟習此項技藝者，在不脫離本發明之精 神和範圍内，當可作些許之更動與潤飾，因此本發明之保 護範圍當視後附之申請專利範圍所界定者為準。201035460 VI. Description of the Invention: [Technical Field] The present invention relates to an anti-lock brake system, and more particularly to an anti-lock brake system which has both low manufacturing cost and high stability. [Prior Art] Month, referring to Fig. 1 'Fig. 2 and Fig. 3, a conventional anti-lock brake system 1 mainly includes an oil pressure control mechanism 1 煞, a brake master cylinder 〇 20, a brake 30, and a Normally open solenoid valve 4〇, a normally closed solenoid valve 45, an electronic control unit (ECU) 5〇, an oil accumulator %, a first check valve 61, a second check valve 62, a first Three-way valve phantom, one oil pump 兀, one motor 80 and one cam 90. The oil pressure control mechanism 10 has an oil inlet port 11, an oil outlet port 12, a first oil passage 13a, a second oil passage 13b, a third oil passage 13e, and a fourth oil passage 13d. The first oil passage 13a and the third oil passage are connected to the oil inlet η and the oil outlet, respectively! Between 2, that is, the first oil passage 13a and the third oil passage 13c are in parallel relationship with each other. The second oil passage is connected to the first oil passage 13a' and the second oil passage 13b is also connected between the oil inlet η and the oil outlet U. The fourth oil passage 3d is connected to the third oil passage. Further, the oil inlet 11, the oil discharge π 12, the first oil passage 13a, the second oil passage, the third oil passage 13c, and the fourth oil passage 13d contain brake oil (not shown). The brake master cylinder 20 is connected to the oil inlet port 11. The brake is connected to the oil outlet 12, and the brake 3〇 can be part of a drum brake mechanism or a disc brake mechanism. Here, the brake 5 201035460 is a brake caliper and is placed over a brake disc D of a wheel (not shown). The normally open solenoid valve 40 is disposed above the first oil passage 13a. The normally closed solenoid valve 45 is disposed above the third oil passage 13c. The electronic control unit 50 is electrically connected to the normally open solenoid valve 40 and the normally closed solenoid valve 45, and can be used to control the operation of the normally open solenoid valve 40 and the normally closed solenoid valve 45. ^ The oil accumulator 55 is connected to the fourth oil passage 13d. Ο The first check valve 61 is disposed above the second oil passage 13b. Here, by the direction in which the first check valve 61 is disposed, the brake oil can flow only from the oil discharge port 12 through the first check valve 61 to the oil inlet port 11. The second check valve 62 and the third check valve 63 are disposed above the third oil passage 13c. Here, by the direction in which the second check valve 62 and the third check valve 63 are disposed, the brake oil can only flow from the oil discharge port 12 to the oil inlet port 11 via the second check valve 62 and the third check valve 63. . The oil pump 70 is disposed above the third oil passage 13c, and the oil pump 70 is located between the second check valve 62 and the third check valve 63. More specifically, the oil pump 70 has a wall 71, a plunger 72, an elastic member 73, and an oil chamber 74. The plunger 72 is disposed in the wall 71 in a moving manner. The resilient member 73 is disposed in the oil chamber 74, and the resilient member 73 is coupled between the wall 71 and the plunger 72, which can be used to provide a resilient spring force to the plunger 72. The oil chamber 74 is connected between the second check valve 62 and the third check valve 63. As described above, by the direction in which the second check valve 62 and the third check valve 63 are disposed, 6 201035460 brake oil can only pass from the oil outlet 12 via the second check valve 62, the oil chamber 74, and the third order. The flow to the oil inlet port 11 is made to the valve 63. The motor 80 has an output shaft 81. The cam 90 is eccentrically coupled to the output shaft 81 of the motor 80, and the cam 90 is abutted against the plunger 72 of the oil pump 70. It is to be noted that the resilient member 73 provides a resilient return force to the plunger 72 in the direction toward the cam 90. As described above, the cam 90 can be rotated synchronously with the output shaft 81, so that the plunger 72 can be reciprocated, and the volume of the oil chamber Θ 74 can be alternately changed. As shown in Fig. 1, when the brake master cylinder 20 is operated to generate the brake oil pressure, the brake oil (the brake oil pressure) will sequentially pass through the oil inlet port 11, the first oil passage 13a, the normally open solenoid valve 40, and the outlet. The port 12 flows to (transmits to) the brake 30 to force the brake 30 to clamp the rotating disc D, so that the effect of the wheel braking can be achieved. Here, due to the limitation of the first check valve 61, the second check valve 62, and the third check valve 63, the brake oil (the brake oil pressure) will pass directly from the first oil passage 13a through the normally open solenoid valve. 40 flows (passed) to the oil outlet 12 and then flows (passes) to the brake 30 to force the brake 30 to grip the brake disc D. In addition, it is worth noting that when the brake master cylinder 20 is operating and the wheel reaches a set deceleration value, the motor 80 will continue to operate to continuously drive the cam 90 to rotate. On the other hand, when the electronic control unit 50 detects that the wheel (not shown) is about to slip with the ground during the braking process (that is, when the electronic control unit 50 reads that the brake disc D is about to be locked by the brake 30) At the time of death, the electronic control unit 7 201035460 will immediately output a signal to drive the normally open solenoid valve 40 and the normally closed solenoid valve 45 to open and conduct respectively. At this time, as shown in Fig. 2, the first oil passage 13a will be in an open state, and a part of the brake oil located in the brake 30 will flow from the oil outlet 12 to the oil accumulator 55 via the normally closed solenoid valve 45. Save. Then, the brake oil pressure in the brake 30 is lowered, so that the brake 30 releases the brake disc D, thereby preventing the wheel from slipping on the ground. As described above, the plunger 72 is reciprocally moved by the continuous operation of the motor 80 so that the volume of the oil chamber 74 alternates. As shown in Fig. 3, when the volume of the oil chamber 74 gradually becomes larger, the brake oil temporarily stored in the accumulator 55 is sucked into the oil chamber 74 via the second check valve 62. Then, when the volume of the oil chamber 74 gradually becomes smaller, the brake oil therein is sent to the oil inlet port 11 via the third one-way valve 63. Until the wheel can maintain rotation (or the phenomenon that the brake disc D may be locked), the electronic control unit 50 will again output a signal to drive the normally open solenoid valve 40 and the normally closed solenoid valve 45 to be turned on and Disconnected operation. At this time, the brake 30 continues to grip the brake disc D to generate the brake operation. In addition, as for the purpose of setting the second oil passage 13b, it is for preventing the normally-open type solenoid valve 40 on the first oil passage 13a from being stuck after being operated and being unable to be disconnected, thereby preventing the brake 30 from being braked. The residual pressure occurs when the master pump 20 is not operating. As described above, the clamping or release of the brake disc 30 to the brake disc D is controlled by the operation of the normally open solenoid valve 40 and the normally idle solenoid valve 45. In particular, the normally closed solenoid valve 45 must not leak under normal conditions, and 201035460 must be able to switch on quickly when receiving a signal. In the event of a slight leakage of the normally closed solenoid valve 45, the brake oil will leak into the oil accumulator 55, and in severe cases, the brake 30 may not be able to grip the brake disc D. Therefore, the quality stability of the normally closed solenoid valve 45 becomes extraordinarily important. However, the normally closed solenoid valve 45 having high quality stability represents an increase in cost, thereby increasing the manufacturing cost of the entire anti-lock brake system 1. In view of the above, it is an object of the present invention to provide an anti-lock brake system that combines low manufacturing cost and high stability. SUMMARY OF THE INVENTION The present invention basically employs the features detailed below in order to solve the above problems. An embodiment of the present invention provides an anti-lock brake system including an oil pressure control mechanism having an oil inlet, an oil outlet, a first oil passage, a second oil passage, and a third oil passage. The first oil passage, the second oil Q passage and the third oil passage are respectively connected between the oil inlet and the oil outlet, and are contained with brake oil; a brake master cylinder is connected At the oil inlet; a brake connected to the oil outlet; a normally open solenoid valve disposed on the first oil passage; an electronic control unit electrically connected to the normally open solenoid valve For controlling the operation of the normally open solenoid valve; a first check valve is disposed above the second oil passage; a second check valve is disposed above the second oil passage; a first oil pump Between the first one-way valve and the second one-way valve, wherein the first oil pump has a first wall body, a first plunger, and a first An elastic member and a first oil 201035460 chamber, wherein the first plunger is disposed in the first wall body in a moving manner, a first elastic member is disposed in the first oil chamber and is connected between the first wall body and the first plunger to provide a return elastic force to the first plunger, the first oil chamber Connected between the first check valve and the second check valve, and the brake oil flow from the oil outlet through the first check valve, the first oil chamber and the second check valve a third check valve disposed on the third oil passage; a fourth check valve disposed on the third oil passage; a second oil pump disposed on the third oil The second oil pump has a second wall body, a second plunger, a second elastic element and a first a second oil chamber, wherein the second plunger is disposed in the second wall body, wherein the second elastic member is disposed in the second oil chamber and is coupled to the second wall body Between the second plungers for providing a returning elastic force to the second plunger, the second oil chamber is connected to the third one-way valve and the fourth one-way valve And the brake oil system flows from the oil outlet port to the oil inlet port through the third one-way valve, the second oil chamber and the fourth one-way valve; a motor having an output shaft; and a The cam is eccentrically coupled to the output shaft of the motor and is abutted between the first plunger of the first oil pump and the second plunger of the second oil pump. According to the above embodiment, the first plunger and the second plunger are spaced apart from each other by 180 degrees around the cam. According to the above embodiment, the total of the volume of the first oil chamber and the volume of the second oil chamber is a fixed value. The above described objects, features and advantages of the present invention will become more apparent and understood. [Embodiment] A preferred embodiment of the present invention will be described with reference to the drawings. Referring to FIG. 4, FIG. 5 and FIG. 6 , the anti-lock brake system 100 of the present embodiment mainly includes an oil pressure control mechanism 11 , a brake master cylinder 12 , a brake 130 , and a normally open electromagnetic system. The valve 14A, an electronic control unit (ECU) 150, a first check valve 16 and a second check valve 162, a first oil pump Π〇, a third check valve 163, and a fourth one-way A valve 164, a second oil pump 180, a motor 19A and a cam 195. The pressure control mechanism 11 has an oil inlet port 111, an oil outlet port 112, a first oil passage 113a, a second oil passage 113b and a third oil passage 113c. The first oil passage H3a, the second oil passage U3b and the third oil passage ii3c are respectively connected between the oil inlet 111 and the oil outlet 112, that is, the first oil passage U3a, the first oil passage 113b and the third oil The tracks 113c are in a parallel relationship with each other. Further, the first oil passage 113a, the second oil passage U3b, and the third oil passage ii3c are provided with 煞 煞 oil (not shown). The brake master cylinder 120 is connected to the oil inlet ill. The brake 130 is coupled to the oil outlet 112, and the brake 13 is a portion of a drum brake mechanism or a disc brake mechanism. In the present embodiment, the brake 130 is a brake caliper and is sleeved over a brake disc D of a wheel (not shown). The normally open solenoid valve 140 is disposed above the first oil passage 113a. The electronic control unit 150 is electrically connected to the normally open solenoid valve 14〇, and its 201035460 can be used to control the operation of the normally open electromagnetic threshold 140. Both the first check valve 161 and the second check valve 162 are disposed above the track U3b. Here, the brake oil can only flow from the oil outlet ι 2 through the first check valve 161 and the second check valve j 62 to the oil inlet port by the direction in which the first check valve 161 and the second one-way valve 162 are disposed. ^丨! . The first oil pump 170 is disposed above the second oil passage n3b, and the first oil pump 170 is located between the first one-way width 161 and the second one-way valve 162. More specifically, the first oil pump 17 has a first wall m, a first plunger 172, a first elastic member 173, and a first oil chamber 174. The first plunger 172 is disposed in the (-)th 171 in a moving manner. The first elastic member Π3 is disposed in the first oil chamber 174, and the first elastic member Π3 is connected between the first wall body 171 and the first plunger 172, which can be used to provide a return elastic force to the first plunger 172. The first oil chamber 174 is connected between the first check valve 161 and the second check valve 162. As described above, by the direction in which the first check valve 161 and the second check valve 162 are disposed, the brake oil can only pass from the oil outlet m via the first check valve 161, the first oil chamber 174, and the second single The flow to the oil inlet 111 is made to the valve 162. The third check valve 163 and the fourth check valve 164 are both disposed above the third oil passage 113c. Here, by the direction in which the third check valve 163 and the fourth check valve 164 are disposed, the brake oil can only flow from the oil outlet 112 through the third check valve 163 and the fourth check valve 164 to the oil inlet port m. . The second oil pump 180 is disposed above the third oil passage 113c, and the second/by pump 180 is located between the second two-way 阙163 and the fourth one-way 阙; [64]. 12 201035460 In more detail, the second oil pump 180 has a second wall 181, a second plunger 182, a second elastic member 183, and a second oil chamber 184. The second plunger 182 is disposed in the second wall body in a moving manner. The second elastic member 183 is disposed in the second oil chamber 184, and the second elastic member 183 is coupled between the second wall 181 and the second plunger 182, and is configured to provide a return elastic force to the second plunger 182. The second oil chamber 184 is connected between the second check valve 163 and the fourth check valve 64. As described above, by the direction in which the second check valve 163 and the fourth check valve 64 are disposed, the rudder is lifted from the oil outlet 112 via the third one-way 阙163, ="; 8 cars 4 and 4 The one-way valve 164 flows to the oil inlet 111. The motor 190 has an output shaft. The cam 195 is eccentrically connected to the output shaft 191 of the motor 19, and the cam 195 is abutted against the first oil pump 17 Between the plunger 172 and the second plunger 182 of the second oil pump 180. It is noted that the first elastic member 173 and the second elastic member 183 are respectively opposed to the first plunger 172 in the direction toward the cam milk ◎. And the second plunger 182 provides a returning elastic force. As described above, the cam 195 can be synchronously rotated with the output shaft 191, thereby allowing the first plunger 172 and the second plunger 182 to reciprocate, thereby enabling the first oil The volume of the chamber 174 and the second oil chamber 184 alternates. In addition, in the present embodiment, the first plunger m and the second plunger 182 are spaced apart from each other by 18 degrees around the cam 195, or 'The sum of the sum of the products from I74 and the volume of the first oil chamber 184 is in any case A fixed value. As described above, in the case where the cam 195 is rotated, when the volume of the first oil chamber 174 13 201035460 is gradually decreased, the volume of the second oil chamber 184 must be gradually increased as shown in Fig. 4. When the volume of the first oil chamber 174 gradually becomes larger, the volume of the second oil chamber 184 must gradually become smaller, as shown in Fig. 5. As shown in Figs. 4 and 5, when the brake master cylinder 120 operates When the brake oil pressure is generated, the brake oil (the brake oil pressure) flows to (transmits to) the brake 130 through the oil inlet 111, the first oil passage 113a, the normally open solenoid valve 140, and the oil outlet 112, respectively. In order to force the brake 130 to clamp the rotating disc D, the effect of the brake on the wheel can be achieved. At the same time, the U-turn of the motor 190 forces the brake oil in the first oil chamber 174 to be sent out from the second check valve 162. The brake oil that is sent out is sequentially sent to the second oil chamber 184 through the first oil passage 113a, the normally open solenoid valve 140, the third oil passage 113c, and the third check valve 163. Then, The brake oil flowing into the second oil chamber 184 is sent out via the fourth check valve 164, and is sent out. The vehicle oil is sequentially sent to the first oil chamber 174 through the first oil passage 113a, the normally open solenoid valve 140, the second oil passage 113b, and the first check valve 161. It is noted that the above-mentioned Q is The flow process of the brake oil is continuously repeated. In addition, once the brake master cylinder 120 is operated, the motor 190 will continue to operate to continuously drive the cam 195 to rotate. On the other hand, when the electronic control unit 150 is in the process of braking When it is detected that the wheel (not shown) is about to slip with the ground (that is, when the electronic control unit 150 recognizes that the brake disc D is about to be locked by the brake 130), the electronic control unit 150 immediately outputs a signal to drive the frequent The open type solenoid valve 140 performs the operation of disconnection. At this time, as shown in Fig. 6, the first oil passage U3a will be in an open state, and some of the brake oil in the brake 130 will flow 14 201035460. The hydraulic pressure will be lowered to the first oil chamber 174 or the second oil chamber. Therefore, the brake device 130 is prevented from slipping on the wheel and the ground to release the brake disc D, until the wheel can maintain rotation (or the brake disc disappears), the electronic control unit will be locked up. The phenomenon solenoid valve 140 performs conduction operation. "" Out of a signal to the vine to open the normal type at this time, the brake〗 〖 30 舍继靖 + holding the disc D, in order to produce the brakes state 130 will continue to clip. When the brake master cylinder 120 i eggs & stop ' The brake 130 releases the operation of the 煞J 20. The disk D is released early, so that the brake action is released as above, that is, 14. When a light is broken, a light leakage occurs, but between the oil outlet 112 and the oil inlet m. Brake oil has 4 wastes in existence, so it can still achieve the purpose of preventing brake two D. Moreover, even if the normally open type electric _ from the lock disc and the electric valve 140 is disabled, the ρ dead car system can provide general The function of the brakes. The 2nd type electromagnetic 阙Μ0 actuation:::: Dead and unable to return to the conduction state, system: ❹ (9). It will not lock. Therefore, the anti-lock brake system 100 can use lower price, open I electromagnetic The valve is 14 〇 and can achieve both low manufacturing cost and high stability. In addition, although the present embodiment is described as an example of the anti-lock brake system with a brake master cylinder and a system _ The invention can also be applied; the anti-lock brake system with two brake trains and actuators The operation of the present invention is the same. Although the present invention has been disclosed in the preferred embodiments, it is not intended to limit the present invention to 201035460, and anyone skilled in the art without departing from the invention. In the spirit and scope, the scope of protection of the present invention is defined by the scope of the appended claims.
16 201035460 【圖式簡單說明】 第1圖係顯示-習知之防鎖死煞車系統之一種部 面及平面示意圖； 第2圖係顯示習知之防鎖死煞車系統之另一種部 面及平面示意圖； ° 第3圖係顯示習知之防鎖死煞車系統之再 面及平面示意圖；16 201035460 [Simple description of the drawings] Fig. 1 shows a schematic view and a plan view of a conventional anti-lock brake system; Fig. 2 shows another schematic and plan view of a conventional anti-lock brake system; ° Figure 3 shows a re-surface and plan view of a conventional anti-lock brake system;
第4圖係顯示本發明之防鎖死煞車 面及平面示意圖； 種礼剖 第5圖係顯示本發明之防鎖死煞車系統之另 剖面及平面示意圖；以及 種4伤 第6圖係顯示本發明之防鎖死煞車系統 剖面及平面示意圖。 種^份 【主要元件符號說明】 1、100〜防鎖死煞車系統 10、110〜油壓控制機構 11、 111〜進油口 12、 112〜出油口 13a、113a〜第一油道 13b、113b〜第二油道 13c、113c〜第三油道 13d〜第四油道 · 17 201035460 20、120〜煞車總泵 30、130〜制動器 40、140〜常開型電磁閥 45~常閉型電磁閥 50、150〜電子控制單元 55〜蓄油器 61、161〜第一單向閥 0 62、162〜第二單向閥 63、163〜第三單向閥 70〜油泵 71〜壁體 72〜柱塞 73〜彈性元件 74〜油室 ❹ 80、190〜馬達 81、191〜輸出轉轴 90、195〜凸輪 164〜第四單向閥 170〜第一油泵 171〜第一壁體 172〜第一柱塞 173〜第一彈性元件 18 201035460 174〜第一油室 180〜第二油泵 181〜第二壁體 182〜第二柱塞 183〜第二彈性元件 184〜第二油室 D〜煞車碟盤 ❹ 〇 194 is a schematic view showing the anti-locking brake surface and the plane of the present invention; FIG. 5 is a cross-sectional view showing a different cross-section and a plan view of the anti-lock brake system of the present invention; The cross-section and plan view of the anti-lock brake system of the invention. [Parts of the main component symbol description] 1, 100 ~ anti-lock brake system 10, 110 ~ hydraulic control mechanism 11, 111 ~ oil inlet 12, 112 ~ oil outlet 13a, 113a ~ first oil passage 13b, 113b to second oil passages 13c, 113c to third oil passages 13d to fourth oil passages. 17 201035460 20, 120 to brake master cylinders 30, 130 to brakes 40, 140 to normally open solenoid valves 45 to normally closed electromagnetic Valves 50, 150 to electronic control unit 55 to oil accumulator 61, 161 to first check valve 0 62, 162 to second check valve 63, 163 to third check valve 70 to oil pump 71 to wall 72 Plunger 73 to elastic member 74 to oil chamber ❹ 80, 190 to motor 81, 191 to output shaft 90, 195 to cam 164 to fourth check valve 170 to first oil pump 171 to first wall 172 to first Plunger 173 to first elastic member 18 201035460 174 to first oil chamber 180 to second oil pump 181 to second wall 182 to second plunger 183 to second elastic member 184 to second oil chamber D to brake disc ❹ 〇19