201135097 六、發明說明： 【發明所屬之技術領域】 本發明是有關於一種連動煞車系統，特別是有關於一 種連動煞車切換機構。 【先前技術】 一般來說，目前一些機車之中會配置有連動煞車裝 置，以提供連動煞車的功能。舉例來說，中華民國發明專 • 利公開第200930597號即揭露有一種習知之連動煞車裝 置。 然而，雖然習知之連動煞車裝置可提升機車行駛於一 般路面上之安全性，但習知之連動煞車裝置在濕滑路面上 運作時卻容易導致前輪因煞車而發生打滑現象，進而導致 危險意外。 有鑑於此，本發明之目的是要提供一種連動煞車系 統，其可增進應用上之彈性與煞車安全性。 — 【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連動煞車系統，其包括一 連動控制閥，具有一第一進油口、一第二進油口、一出油 口、一油室及一柱塞，其中，該第一進油口、該第二進油 口、該出油口及該油室係容納一煞車油，該第一進油口、 該第二進油口及該出油口係連通於該油室，該柱塞係以移 5 201135097 動之方式設置於該油室之 連接於該連動控朗，並，—調整器，係㈣動之方式 中，該容置槽係鄰接於㈣2有1置槽及—抵擋部，其 容置槽對應於她塞時部’當該調整器轉動以使該 該容置槽之中，以及當該=塞係選擇性移動於該油室及 該柱塞時，該柱塞係轉動以使該減部對應於 連通於該連動控制油室之中卜第—煞車總果， 連通於該第-煞車總泵；進油σ ’ ―第—煞車卡鉗’ 控制閥之該第二進油σ;、—煞車總泵’連通於該連動 連動控制閥之該出油口。 ^及―第—煞車卡钳’連通於該 連另：實施例提供-種連動煞車系統，其包括 塞，其中，該進油口、4:、一出油口、一油室及一挺 該進油口及該出油口传連^及該油室係容納—煞車油， 方式設置於該油室之該油室，該柱塞係以移動之 部，以及該第—端部=具有—第—端部及一第二端 該連動控侧該第二端部，並且係突出至 該連動控賴，並且’係以轉狀方式連接於 容置槽係鄰接於該抵擋部，=置槽及一抵擋部，其中’該 對應於該柱塞之A田該调整器轉動以使該容置槽 油室及該容置槽之中了=時，她塞係選擇性移動於該 對應於該柱塞之該第二墟^該婦11轉動以使該抵擔部 中；-推桿，係以轉該議固定於該油室之 係抵接於餘塞之該第連接於該連動控制閥，並且 ^ ^ w > it $，用以驅使該柱塞移動；一 …、車扭作裝置連接於該推桿，係·驅使該推桿轉動； 201135097 一煞車總泵，連通於該連動控制閥之該進油口；以及一煞 車卡钳，連通於該連動控制閥之該出油口。 根據本發明之連動煞車系統，該調整器更具有一螺 栓，該螺栓係穿設於該抵擋部及連動控制閥之中，以及抵 擋部係以轉動之方式連接於該螺栓。 又在本發明中，該調整器更具有一旋轉柄，以及該旋 轉柄係連接於該抵擋部。 又在本發明中，該調整器更具有一旋轉柄，該旋轉柄 • 係連接於該抵擋部，以及該螺栓係穿設於該旋轉柄、該抵 擋部及該連動控制閥之中。 為使本發明之上述目的、特徵和優點能更明顯易懂， 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】 茲配合圖式說明本發明之較佳實施例。 第一實施例 • 請參閱第1圖、第2圖及第3圖，本實施例之連動煞 車系統100是適用於一機車之中，並且其主要包括有一連 動控制閥110、一調整器120、一第一煞車總泵131、一第 一煞車卡鉗141、一第二煞車總泵132及一第二煞車卡鉗 142。在此，連動控制閥110與調整器120亦可以被稱為是 一連動煞車切換機構。 連動控制閥110具有一第一進油口 111a、一第二進油 口 111b、一出油口 112、一油室113及一柱塞114。第一 進油口 111a、第二進油口 111b、出油口 112及油室113皆 201135097 容納有煞車油（未顯示）。第—進油Π ma、第二進油口 lllb 及出油口 112疋分別連通於油室113。柱塞114是以移動 之方式設置於油室113之中。 如第1圖、第2圖、第3圖、第4圖及第5圖所示， 調整器120是以轉動之方式連接於連動控制閥no，並且 ^整器no具有一容置槽121、一抵擔部122、一螺检123 及一旋轉柄124。 谷置槽121疋鄰接於抵擋部I〕：。 、螺检123是穿設於抵擒部m及連動控制閥110之中， 二及抵擋部122是以轉動之方式連接於螺栓123。換言之， ^器120乃是經由其螺栓123 _動之方式連接於連動 L制閥11 〇。 旋轉柄124是連接於抵擔部122。在本實施例之中，螺 1 王 10^中乃是穿設於旋轉柄124、抵擔部122及連動控制閥 u如第1圖、第2圖及第3圖所示，第一煞車總泵i3i =错由—第一油管151來連通於連動控制閥110之第-進 ，口 Ilia及第一煞車卡钳mi。 第二煞車總泵132是藉由一笛-、、山您^ ^ ^ 疋稭由第一油皆152來連通於連 動控制閥110之第二進油口 1Ub。 第—煞車卡甜142是藉由一 ^ 叙 稭由弟—/由管153來連通於連 動控制閥110之出油口 112。 如第1圖及第4圖所示， 轉動調整器120以使其容置槽 在一操作者利用旋轉柄124 121對應於連動控制閥11〇 201135097 =塞114之位置的情形下，當以第 =壓時’煞車油會依序經由第二油管車:泵= 口 111b、油室 113、出油 σ112 二煞車卡鉗142,以^ 153傳遞至第 效果。同樣地，如第2 了、鉗142作動產生煞車 轉動調整器120以佶龙 呆作者利用旋轉柄124 之柱塞m之位置的情應::動控制閥110 煞車油ϋ車料131建立 卡紐…、由會經由第一油管151傳遞至第一煞車 同時，敏車m第—煞車伟141仙產生煞車效果。 、了、車油亦會依序經由第一油f 151及第 油口 114 ’以驅使柱塞114 (向右)移動。此時， 1 "會移動於113及容置槽121之巾，以及 =中之煞車油會被推擠並經=由至 傳遞至笫-敏鱼上* 入示一/由官153 產生煞^果錯142，以駆使第二煞車切⑷作動 «使利用旋轉柄124轉動調整器no 置的…4==:::塞114之位 -煞車卡鉗141及 ^ S…、車油壓時，第 連動煞車之效果。— 即可同步作動而產生 在另-方面，如第3圖及第5圖所示 =轉柄！24轉動調整器12〇以使其抵撐部122 =者利用 =制閥110之柱* I"之位置的情形下，柱塞u:於連動 擋部122之抵擋作用而固定於油室113之中 會因抵 此時，當以 9 201135097 第一煞車總泵132建立 第二油管152、、…、車油壓時，煞車油仍會依序經由 及第三油瞢由一進油口 lllb、油室113、出油口 112 車卡鉗142作動^遞至第二煞車卡鉗142， 以驅使第二煞 131建立煞車、、由壓^^煞車效果。然而，當以第一煞車總泵 用而無法移動，因，杈塞114會因抵擋部122之抵擋作 煞車致果第二煞車卡甜 142作動產生 以使其抵擋 操作者利用旋轉柄124轉動調整器120 置的情形下，I、22對應於連動控制閥110之柱塞114之位 第〜煞車+ /第煞車總泵131建立煞車油壓僅能驅使 如j1作動產生煞車效果。 以使其者利用旋轉柄124 _周整器120 置的恃I田。、子…於連動控制閥110之柱塞114之位 除，^下’連動煞車系統⑽之連動煞車效果會被解 f而可提升機車在濕滑路面上行料之煞車安全性。 第二實施例 在本實施例中，與第—實施例相同之元件均標 符號。 皁系I參閱第6圖、第7圖及第8圖，本實施例之連動煞 連=剛，亦是適用於—機車之中，並且其主要包括有一 ，制閥110、—調整II 12〇、—推桿125、—煞車操作 押編26、—煞車總泵13G及一煞車卡钳140。在此，連動 ^問110’與調整H 12G亦可以被稱為是—連動煞車切換 連動控制閥110,具有—進油口 11卜一出油口 112、一 201135097 油室113及一柱塞114。進油口 in、出油口 U2及油室 113皆容納有煞車油（未顯示）。進油口 111及出油口 112是 分別連通於油室113。柱塞114是以移動之方式設置於油 室113之中，並且柱塞114具有一第一端部114a及一第二 端部114b。在此’第一端部114a是相對於第二端部114b， 並且第一端部114a是突出至連動控制閥ho,之外部。 如第6圖、第7圖、第8圖、第4圖及第5圖所示， 調整器120是以轉動之方式連接於連動控制閥no,，並且 籲調整器具有一容置槽121、一抵擋部122、一螺栓123 及一旋轉柄124。 容置槽121是鄰接於抵擋部122。 螺栓123是穿設於抵擋部122及連動控制闊110,之 中，以及抵擋部122是以轉動之方式連接於螺栓123。換 言之，調整器120乃是經由其螺栓123以轉動之方式連接 於連動控制閥110,。 • 入旋轉柄124是連接於抵擋部122。在本實施例之中，螺 权123乃疋穿設於旋轉柄124、抵擋部122及連動控制閥 110’之中。 第6圖、第7圖及第8圖所示，推桿125是以轉動 突ΐΓ4連接於連動控制閥110,，並且推桿125 {抵接於柱 土敎:第一端部U4a’其可用來驅使柱塞114移動。 桿操作裝i 126是連接於推桿⑵，其可用來驅使推 連接之-動。在此’煞4操作裝置126還可絲驅使與其 一煞車裝置（未顯示）進行煞車運作。 201135097 煞車總果13G是藉由-第-油管151，來連通於連動控 制閥110 ’之進油口 Π 1。 煞車卡钳14G是藉由H管152，來連通於連動控 制閥110’之出油口 112。 如第6圖及第4圖所示，在一操作者利用旋轉柄124 轉動調整器uo以使其容置槽121對應於連動控制閥11〇, 之柱塞114(之第二端部114b)之位置的情形下，當以敏車 總泵130建立煞車_時，煞車油會依序經由^一油、管 =、進油π⑴、油室113、出油口⑴及第二油管⑸， 專遞至煞車卡钳140 ’以驅使煞車卡鉗ι4〇作動產生煞車 。同樣地’如第7圖所示，在操作者利用旋轉柄’;24 轉動=整器12〇以使其容置槽121對應於連動控制間ιι〇, 126^ ^ 作裝置Π6被細作時’煞車操_ ⑽置(未顯示)進行煞車運作。同時，4摔= 此時，柱塞m會移動於油室113及容置;;=)移動。 ==之煞車油會被推擠並經由出二n:l第以 2 =至—。，使煞車卡二 如上所述，在操作者 ^ 以使其容置槽121對庳μ 1用旋轉柄124轉動調整器120 二端部mb)之位置的連動控制閥110,之柱塞114(之第 時，煞車裝置（未顯示）乂下，虽煞車操作裝置126被操作 、 煞車卡鉗140即可同步作動而產 12 201135097 生連動煞車之效果。 在另一方面，如第8圖及第5圖所示’在操作者利用 旋轉柄124轉動調整器120以使其抵擋部122對應於連動 控制閥110’之柱塞114(之第二端部114b)之位置的情形 下’柱塞114(之第二端部H4b)會因抵擋部122之抵擋作 用而固定於油室113之中。此時，當以煞車總泵13〇建立 煞車油壓時’煞車油仍會依序經由第一油管151，、進油口 111、油室113、出油口 112及第二油管152,傳遞至煞車卡 鉗140，以驅使煞車卡鉗14〇作動產生煞車效果。然而， 當煞車操作裝置126被操作時，柱塞Π4(之第二端部n4b) 會因抵擋部122之抵擋作用而無法移動，因而盔法使得煞 車卡甜14G作動產生齡絲。因此，在操作者利用旋轉 】124轉動調整器12G以使其抵擔部122對應於連動控制 =1〇之柱塞114(之第二端部114b)之位置的情形下，敏 動產::L12果6。僅能驅使與其連接之煞車裝置咖 以二=2=者利用旋轉柄124轉動調整器U。 二端部===控 煞車效果會被解除，_ 連動煞車錢着之連動 之煞車安全性。"鮮在鱗路面上行駛時 顯可另增設-車輛儀錶上，並允許操作者自行選擇是否: 201135097 之功能，因而可具有應用上之彈性以及提升之煞車安全性。 雖然本發明已以較佳實施例揭露於上，然其並非用以 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。201135097 VI. Description of the Invention: [Technical Field] The present invention relates to a linked brake system, and more particularly to a linkage brake switching mechanism. [Prior Art] In general, some locomotives are currently equipped with interlocking brake devices to provide the function of interlocking brakes. For example, the Republic of China Inventions Patent No. 200930597 discloses a conventional linkage brake device. However, although the conventional linkage brake device can improve the safety of the locomotive on a general road surface, the conventional linkage brake device is likely to cause the front wheel to slip due to braking when operating on a slippery road surface, thereby causing a dangerous accident. In view of the above, it is an object of the present invention to provide a linked brake system that enhances the flexibility of application and the safety of braking. - 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 a linkage braking system including a linkage control valve having a first oil inlet, a second oil inlet, an oil outlet, an oil chamber, and a plunger, wherein The first oil inlet, the second oil inlet, the oil outlet and the oil chamber receive a brake oil, and the first oil inlet, the second oil inlet and the oil outlet are connected to the oil a plunger, which is disposed in the oil chamber and connected to the interlocking control device, and the adjusting device is in the middle of the moving mode, the receiving groove is adjacent to the (four) 2 a groove and a resisting portion, the accommodating groove corresponding to the portion of the plug portion when the adjuster is rotated to allow the accommodating groove to be moved, and when the plug is selectively moved to the oil chamber and the plunger The plunger is rotated such that the subtraction portion corresponds to the total amount of the first braked vehicle connected to the interlocking control oil chamber, and is connected to the first brake master cylinder; the oil inlet σ '--the first brake clamp caliper control valve The second oil inlet σ;, the brake master cylinder' communicates with the oil outlet of the interlocking linkage control valve. ^ and "the first brake caliper" is connected to the connection: the embodiment provides a linkage brake system comprising a plug, wherein the oil inlet, 4: an oil outlet, an oil chamber and a The oil port and the oil outlet are connected to the oil chamber, and the oil chamber is accommodated in the oil chamber, the plunger is disposed in the oil chamber, the plunger is moved, and the first end portion has a first- The end portion and the second end end of the second side of the control side, and protrude to the linkage control, and are connected in a rotating manner to the receiving groove to be adjacent to the resisting portion, the slot and the slot a resisting portion, wherein 'the corresponding adjuster of the plunger A rotates the adjuster so that the receiving oil chamber and the receiving groove have a =, the plug is selectively moved to the plunger corresponding to the plunger The second market, the woman 11 is rotated to make the receiving portion; the pusher is connected to the interlocking control valve by the first portion of the system that is fixed to the oil chamber and is in contact with the residual plug, and ^ ^ w > it $, for driving the plunger to move; a... the vehicle twisting device is connected to the push rod, driving the push rod to rotate; 201135097 Brake master cylinder, which communicates with the interlocking control valve of the oil inlet port; and a caliper brake will be communicated to the linking of the control valve of the oil port. According to the linked brake system of the present invention, the adjuster further has a bolt that is threaded through the resisting portion and the interlocking control valve, and the resisting portion is coupled to the bolt in a rotational manner. In still another aspect of the invention, the adjuster further has a rotary handle, and the rotary handle is coupled to the resisting portion. In the present invention, the adjuster further has a rotating handle, the rotating handle is coupled to the resisting portion, and the bolt is threaded through the rotating handle, the resisting portion and the interlocking control valve. The above described objects, features and advantages of the present invention will become more apparent from the description of the appended claims. [Embodiment] A preferred embodiment of the present invention will be described with reference to the drawings. First embodiment, please refer to FIG. 1 , FIG. 2 and FIG. 3 . The linkage braking system 100 of the present embodiment is suitable for use in a locomotive, and mainly includes a linkage control valve 110 and an adjuster 120 . A first brake master cylinder 131, a first brake caliper 141, a second brake master cylinder 132 and a second brake caliper 142. Here, the interlocking control valve 110 and the adjuster 120 may also be referred to as a linked brake switching mechanism. The interlocking control valve 110 has a first oil inlet port 111a, a second oil inlet port 111b, an oil outlet port 112, an oil chamber 113 and a plunger 114. The first oil inlet 111a, the second oil inlet 111b, the oil outlet 112, and the oil chamber 113 are all equipped with brake oil (not shown). The first oil inlet Π ma, the second oil inlet lllb, and the oil outlet 112 连通 are respectively connected to the oil chamber 113. The plunger 114 is disposed in the oil chamber 113 in a moving manner. As shown in FIG. 1 , FIG. 2 , FIG. 3 , FIG. 4 , and FIG. 5 , the adjuster 120 is connected to the interlocking control valve no in a rotating manner, and has a receiving groove 121 , An abutting portion 122, a thread check 123 and a rotating handle 124. The valley groove 121 is adjacent to the resisting portion I]. The screw inspection 123 is disposed in the abutting portion m and the interlocking control valve 110, and the blocking portion 122 is connected to the bolt 123 in a rotating manner. In other words, the device 120 is connected to the interlocking L valve 11 经由 via its bolt 123 _. The rotating handle 124 is connected to the receiving portion 122. In the present embodiment, the screw 1 is placed on the rotary handle 124, the abutting portion 122, and the interlocking control valve u as shown in the first, second, and third figures. The pump i3i = wrong - the first oil pipe 151 is connected to the first-inlet of the interlocking control valve 110, the port Ilia and the first brake caliper mi. The second brake master cylinder 132 is connected to the second oil inlet 1Ub of the linkage control valve 110 by a first oil 152 by a flute, a mountain, and a straw. The first braker 142 is communicated to the oil outlet 112 of the interlocking control valve 110 by a pipe 153. As shown in FIGS. 1 and 4, the adjuster 120 is rotated so that the receiving groove is in the position that the operator uses the rotary handle 124 121 to correspond to the position of the interlocking control valve 11〇201135097=plug 114. = When pressing, the brake oil will pass through the second tubing truck in sequence: pump = port 111b, oil chamber 113, oil σ112, second car caliper 142, and pass to the first effect with ^ 153. Similarly, as in the second, the clamp 142 is actuated to generate the brake rotation adjuster 120. The position of the plunger m of the rotary handle 124 is used by the author: the dynamic control valve 110 is used to build the button. ..., will be transmitted to the first brake through the first oil pipe 151, while the sensitive car m-煞车伟 141 sen produces a braking effect. Then, the vehicle oil will also sequentially move the plunger 114 (to the right) via the first oil f 151 and the oil port 114'. At this time, 1 " will move to 113 and the towel of the accommodating slot 121, and the 煞 煞 油 油 会 会 会 会 会 会 会 会 会 会 = 会 = = = = = = = = = = = = = = = 敏 敏 敏 敏 敏 敏 敏 敏^ Fruit error 142, in order to make the second brake cut (4) act «use the rotary handle 124 to rotate the adjuster no ... 4 ==::: the position of the plug 114 - brake calipers 141 and ^ S..., when the vehicle is under pressure, The effect of the first move. — It can be generated synchronously. On the other side, as shown in Figures 3 and 5 = rotary handle! 24, when the adjuster 12 is rotated so that the abutting portion 122 is at the position of the column *I" of the valve 110, the plunger u is fixed to the oil chamber 113 by the blocking action of the interlocking portion 122. Due to the arrival of this, when the second oil pipe 152, ..., and the vehicle oil pressure are established by the 9 201135097 first brake master cylinder 132, the brake oil will still pass through the third oil port and the oil inlet lllb, The oil chamber 113 and the oil outlet 112 of the vehicle caliper 142 are moved to the second brake caliper 142 to drive the second jaw 131 to establish a brake, and the brake effect is achieved. However, when the first brake master cylinder is used, it cannot be moved, because the damper 114 is activated by the resisting portion 122 to cause the brake to cause the operator to use the rotary handle 124 to adjust the rotation. In the case of the device 120, I, 22 corresponds to the position of the plunger 114 of the interlocking control valve 110. The first brake + / the second brake master cylinder 131 establishes the brake hydraulic pressure only to drive the brake effect as the j1 is activated. In order to make it use the rotary handle 124_the whole setter 120 to set up the 恃I field. In the position of the plunger 114 of the interlocking control valve 110, the interlocking effect of the interlocking brake system (10) will be solved, and the safety of the locomotive on the wet road surface can be improved. SECOND EMBODIMENT In this embodiment, the same components as those of the first embodiment are denoted by the same reference numerals. The soap system I refers to Fig. 6, Fig. 7 and Fig. 8. The interlocking connection of the present embodiment is just applicable to the locomotive, and mainly includes one, the valve 110, the adjustment II 12 〇 , - push rod 125, - brake operation arranging 26, - brake master cylinder 13G and a brake caliper 140. Here, the linkage 110 and the adjustment H 12G may also be referred to as a linkage brake switching control valve 110 having an oil inlet port 11 , an oil outlet 112 , a 201135097 oil chamber 113 and a plunger 114 . . The oil inlet in, the oil outlet U2 and the oil chamber 113 all contain brake oil (not shown). The oil inlet port 111 and the oil outlet port 112 are communicated with the oil chamber 113, respectively. The plunger 114 is disposed in the oil chamber 113 in a moving manner, and the plunger 114 has a first end portion 114a and a second end portion 114b. Here, the first end portion 114a is opposite to the second end portion 114b, and the first end portion 114a protrudes to the outside of the interlocking control valve ho. As shown in FIG. 6, FIG. 7, FIG. 8, FIG. 4 and FIG. 5, the adjuster 120 is connected to the interlocking control valve no in a rotating manner, and the adjuster has a receiving groove 121 and a The resisting portion 122, a bolt 123 and a rotating handle 124. The accommodating groove 121 is adjacent to the resisting portion 122. The bolt 123 is disposed through the resisting portion 122 and the interlocking control width 110, and the resisting portion 122 is rotatably coupled to the bolt 123. In other words, the adjuster 120 is rotatably coupled to the interlocking control valve 110 via its bolt 123. • The input rotary handle 124 is coupled to the abutment portion 122. In the present embodiment, the screw 123 is inserted through the rotary handle 124, the abutting portion 122, and the interlocking control valve 110'. As shown in Fig. 6, Fig. 7, and Fig. 8, the push rod 125 is connected to the interlocking control valve 110 by the rotating knob 4, and the push rod 125 {abuts against the column soil: the first end U4a' is available To drive the plunger 114 to move. The lever operating device i 126 is coupled to the push rod (2), which can be used to drive the push-to-action. Here, the 煞4 operating device 126 can also be driven to perform braking operation with a brake device (not shown). 201135097 The total fruit 13G is connected to the oil inlet port 连 1 of the interlocking control valve 110' by the -th oil pipe 151. The brake caliper 14G is connected to the oil outlet 112 of the interlocking control valve 110' by the H pipe 152. As shown in FIGS. 6 and 4, an operator rotates the adjuster uo by the rotary handle 124 such that the receiving groove 121 corresponds to the interlocking control valve 11A, and the plunger 114 (the second end portion 114b) In the case of the position, when the brake master cylinder 130 establishes the brake_, the brake oil will pass through the oil, the pipe=, the oil inlet π(1), the oil chamber 113, the oil outlet (1) and the second oil pipe (5). To the brake caliper 140 ' to drive the brake caliper ι4 〇 to produce a brake. Similarly, as shown in Fig. 7, when the operator uses the rotary handle'; 24 rotation = the whole 12 〇 so that the accommodation groove 121 corresponds to the linkage control room ιι〇, 126 ^ ^ when the device Π 6 is fined'煞车操_ (10) Set (not shown) for braking operation. At the same time, 4 falls = at this time, the plunger m will move to the oil chamber 113 and accommodate;; =) move. == The car oil will be pushed and passed through two n:l to 2 = to -. In order to make the brake card 2 as described above, in the position of the operator, the accommodating groove 121 is rotated by the rotary handle 124 to rotate the position end mb) of the adjuster 120, the plunger 114 (the plunger 114 ( In the first place, the brake device (not shown) is squatted, and although the brake operating device 126 is operated and the brake caliper 140 can be actuated simultaneously, the effect of the 12 201135097 smashing brake is produced. On the other hand, as shown in Figs. 8 and 5 As shown in the figure, 'the plunger 114 (in the case where the operator rotates the adjuster 120 with the rotary handle 124 such that the abutting portion 122 corresponds to the position of the plunger 114 (the second end portion 114b) of the interlocking control valve 110' The second end portion H4b) is fixed in the oil chamber 113 by the resisting action of the resisting portion 122. At this time, when the brake oil pressure is established by the brake master cylinder 13〇, the brake oil will still pass through the first oil pipe in sequence. 151, the oil inlet 111, the oil chamber 113, the oil outlet 112 and the second oil pipe 152 are transmitted to the brake caliper 140 to drive the brake caliper 14 to generate a braking effect. However, when the brake operating device 126 is operated, The plunger Π 4 (the second end portion n4b) is blocked by the resisting portion 122 The method moves, so the helmet method makes the brake card sweet 14G act to produce the age wire. Therefore, the operator uses the rotation 124 to rotate the adjuster 12G so that the abutting portion 122 corresponds to the plunger 114 of the interlocking control=1 (the first In the case of the position of the two end portions 114b), the sensitive product:: L12 fruit 6. Only the brake device connected thereto can be driven to rotate the adjuster U by the rotary handle 124. Two ends === control The brake effect will be lifted, _ the safety of the car with the linkage of the car and the money. " freshly displayed on the scales of the road can be added - vehicle instrumentation, and allows the operator to choose whether: 201135097 function, thus The invention has the flexibility of the application and the improved safety of the vehicle. Although the invention has been disclosed in the preferred embodiments, it is not intended to limit the invention, and any person skilled in the art without departing from the spirit and scope of the invention. In the meantime, the scope of protection of the present invention is defined by the scope of the appended claims.
14 201135097 【圖式簡單說明】 第1圖係顯示本發明之 -種運作狀態下之部份剖面及平面示意圖連動煞車糸統於 係顯示本發明之第一實施例 另一種運作狀態下之部份剖面及平面示意圖I、車系統於 第3圖係顯示本發明之第一每 又-種運作狀μ之部份抑及^示^動煞車系統於 面示Ϊ圖圖係顯不根據第1圖及第6圖之2方向之部份平 第5圖係顯示根據第3 面示意®; ®及第8圖之Υ方向之部份平 第:圖，顯示本發明之第二實 一種運作狀態下之部份剖面及平面示意圖；動…、車系統於 第7圖係顯示本發明之筮_ 另-第種運作狀態下之部份剖面及—=圖連動:及車系統於 第8圖係顯示本發明- 又-種運倾態下—連動料系統於 【主要元件符號說明】 100、100’〜連動煞車系統 U0、110’〜連動控制閥 111〜進油口 111a〜第一進油口 201135097 lllb〜第二進油口 112〜出油口 113〜油室 114〜柱塞 114a〜第一端部 114b〜第二端部 120〜調整器 121〜容置槽 122〜抵擋部 123〜螺栓 124〜旋轉柄 125〜推桿 126〜煞車操作裝置 130〜煞車總泵 131〜第一煞車總泵 132〜第二煞車總泵 140〜煞車卡鉗 141〜第一煞車卡鉗 142〜第二煞車卡鉗 151、 15Γ〜第一油管 152、 152’〜第二油管 153〜第三油管 1614 201135097 [Simplified description of the drawings] Fig. 1 shows a partial cross-section and a plan view of the operating state of the present invention, showing a part of another operating state of the first embodiment of the present invention. The cross-section and plan view I, the car system in Figure 3 shows the first part of the present invention, the operation mode μ, the part of the control system, the display system, and the display system. And part of the figure in the direction of Fig. 6 is shown in Fig. 5, which shows a part of the plan according to the direction of the third side; ® and Fig. 8: a figure showing the second actual operation state of the present invention. Part of the section and plane diagram; the movement, the car system in Figure 7 shows the 本 of the invention _ another - part of the section under the operating state and - = diagram linkage: and the car system is shown in Figure 8 The present invention - again - a kind of dumping state - linkage material system in [main component symbol description] 100, 100' ~ linkage braking system U0, 110' ~ linkage control valve 111 ~ oil inlet 111a ~ first oil inlet 201135097 Lllb~second oil inlet 112~ oil outlet 113~oil chamber 114~plunger 114a~ One end portion 114b to second end portion 120 to adjuster 121 to accommodating groove 122 to resisting portion 123 to bolt 124 to rotating handle 125 to push rod 126 to brake operating device 130 to brake master cylinder 131 to first brake master cylinder 132 ~ second brake master cylinder 140 ~ brake caliper 141 ~ first brake caliper 142 ~ second brake caliper 151, 15 Γ ~ first oil pipe 152, 152' ~ second oil pipe 153 ~ third oil pipe 16