201247454 六、發明說明： 【發明所屬之技術領域】 特別是有.關於 統。 本發明是有關於一種防鎖死煞車系统， 一種可提升煞車操作舒適感之防鎖死敏鱼^ 【先前技術】 、‘、、、早乐 乃又5凡 ，舉例來成，中華民國專利$ 5444 、， 知之液壓煞車系統，其可避免車於 巧路有—種習 失控的問題。 避免車翻煞車鎖⑼發生打滑 然而，習知之液壓煞車系統在進行 常會產生煞車總果或煞她置劇烈回==時 因而會導致煞車操作感不佳的問題。 的情形， 有鑑於此，本發明之目的是要提 統’其可改善消除一煞車總泵或!=二=煞車系 煞車運作時發生回彈震動的情形。 防鎖死 【發明内容】 2明基本上採用如下所詳述之特徵以為了要解決上 括-是說，本發明適用於一車輛之中，並且包 2賴控制機構，該液壓控制機構包括一進油口； -位:® —油道，連接於該進油σ與該出油口之間；一 ::第口電：間，連接於該第-油道，並且具有-第一接 於該第::=::三接口’其中，該第一接口係連通 及。亥第二接口之兩者之一，以及該第二接口係連通於該 201247454 第一油道及選擇性連通於 連接於該第-油道，出油口； 一第一液壓感測器， 闊之該第-接口之間口與該二位三口電磁 於該二你—^ 苐—畜油器；一第二油道，連接 _ 口電磁閥之該第三 電磁閥，連接於該第-油道:位 哭.墙一 —接與該出油口之間；一第二蓄油 二一油道與該第二蓄油器之間， 磁闕之間二；四二=之該第二接口與該常開型電 器之H π ^ 連接於該第一油道與該第二蓄油 系；二第五油Ϊ接Γ常開型電磁閥與該出油口之間；- 接於該二位三^電磁^於該f一油道與該果之間，並且連 間；_第丄油、f 之該第二接口與該常開型電磁閥之 接於該常二閥：：一：與該果之間，並且連 該第二油道、該第出=2=中’該第一油道、 第六油道係容納一煞車油，油道、該f五油道及該 作從該二位=带、L及忒煞車油係藉由該泵之運 以及^二二二=之=第二接口被輸送至該出油口 ； 常開型電磁閥與於二第二並且位於該 電':遑:制動器’連接於該*油°;以及:電二 電性連接於H ^控制早疋， 開型電磁閥、該栗及該第_二b 、、壓感測器、該常 仂二Φ 以第一液壓感測器，係用以控 :口電磁閥、該常開型電磁閥及該 “： 單元係驅使該二位-^輛靜止時’該電子控制 一 電磁閥之該第—接口與該第二接口 6 201247454 導通，當該車姉駛冑於制找速度時，該電子控制單元 係驅使該mn電磁閥之該第—接口與該第三接口導 通，當該第-液壓感測器所感測到之液壓值高於該第二液 壓感測器__之液壓值時，該電子控制單元係驅使該 常開型電磁閥進行斷開之運作以及驅使該泵運轉，以及當 該第二液壓感測器所感測到之液壓值高於該第—液壓感二 器所感測到之液壓值時，該電子㈣單元係驅使該常開型 電磁閥解除斷開之運作。 =時，根據本發明之防鎖死煞車系統，該液壓控制機 構更包括-第七油道及—單㈣，該第七油道係連接於該 第-油道與該第二油道之間，以及該單向_連接於該第 七油道’並且係允許該煞車油從m磁閥之該第 三接口流至該進油口。 $ …又在本發明之中，該第二蓄油器具有-柱塞、-第一 油室：—第二油室及_彈簧，該柱塞係以移動之方式設置 Π:油：：該第二油室之間’該第一油室係連接於該 第一油、，忒苐二油室係連接於該第四油 係設置於該第—油室之巾，並且雜接於餘塞 ^ 為使本毛明之上述目的、特徵和優點能更明顯n 下文特舉較佳實關並配合_圖式做詳 【實施方式】 兹配合圖式說明本發明讀佳實施例。 =閱第H 2圖、第3圖及第4圖，本實施例 之防鎖死煞車系統100可裝設於—車輛之中，並且其主要 201247454 包括有一液壓控制機構110、一敛車鲰 130及-電子控制單幻4〇。^ 12G、—制動器 液壓控制機構1 1 〇包括有一進油口 i 1 1、一 112、一第一油道113a、一二位三口電磁閥⑴、一 壓感測器115a、-第-蓄油器116、-第二油道113b:: 常開型電磁閥117、-第二蓄油器118、—第三油道、 一第四油道U3d、一泵119、一第五油道113卜 ，113f、-第二液壓感測器115b、一第七油道 二 單向闕105。在此’第一油道113a、第二油道⑽、第二 油道⑴c、第四油道113d、第五油道U3e、第六油道跡 煞車總泵120及制動器130内容納有煞車油（未顯示）。 第一油道113a是連接於進油口 lu與出油口 ιΐ2之門。 一二位三口電磁閥114是連接於第—油道ina，並且曰二 位三口電磁閥114具有一第一接口 U4a、一第二接口⑽ 及-第三接口 114。第-接口 114a是連通於第—油道ιΐ3& 及進油口⑴’並且第-接σ 114&是選擇性連通於第二接 口 114b及第三接口 114c之兩者之—。第二接口 U4b是連 通於第一油道113a以及選擇性連通於出油口 112。更具體 而言，當二位三口電磁閥114處於未通電狀態時，第一接 口 114a是與第二接口 114b互通’如第！圖及第2圖所示。 反之，當二位三口電磁閥1丨4處於通電狀態時，第一接口 114a是與第三接口 114c互通，如第3圖及第4圖所示。 第一液壓感測器115a是連接於第一油道丨丨3a，並且第 一液壓感測器115a是位於進油口 ln與二位三口電磁閥 114之第一接口 ii4a之間。在此，第一液壓感測器U5a 8 201247454 主，是用來感測位於進油口 lu與二位三口電磁間ιΐ4間 ^ —油道U3a内之液壓大小（亦即，由煞車總泵12〇所 建立之液壓值;）。 第二油道113b是連接於二位三口電磁^14之第三接 口 114c與第-蓄油器、116之間。在此，當二位三口電磁闕 114之第三接口 114(:處之液壓升高時，第-蓄油器m可 以暫時儲放煞車油。 常開型電_ 117是連接㈣—油道113a，並且常開 型電磁閥117是連接於二位三口電磁閥114之第二接口 114b與出油口 112之間。在此，常開型電磁閥η?意指未 通電時是處於導通之狀態。 第二油道113c是連接於第—油道u3a與第二蓄油器 118之間’並且第二油道i13c是連接於二位三口電磁閥I" 之第一接口 114b與常開型電磁閥117之間。 第四油道113d是連接於第—油道n3a與第二蓄油器 118之間，並且第四油道113d是連接於常開型電磁閥 與出油口 112之間。 第二蓄油器118具有一柱塞i18a、一第一油室U8b、 一第二油室118c及一彈簧118d。柱塞118a是以移動之方 式設置於第一油室118b與第二油室i18c之間。第一油室 118b是連接於第三油道ii3c。第二油室use是連接於第 四油道113d。彈簧118d是設置於第一油室11朴之中，並 且彈★ 118d是抵接於柱基118a。如上所述，柱塞ii8a可 因第一油室118b及第二油室118c内之液壓不同而移動， 因而可改變第一油室118b及第二油室118c内之容積大 201247454 小。此外’當防鎖死煞車系統100未做動時，第—油室丨18b 内之容積可以保持為最大之狀態。 苐五油道113e是連接於第一油道i〗3a與果119之間， 並且第五油道113e是連接於二位三口電磁閥114之第二接 口 114b與常開型電磁閥117之間。在本實施例之中，第五 油道113e與第三油道U3c是以並聯之方式連接於第一油 道 113a。 第六油道113f是連接於第一油道113a與泵Π9之間， 並且第六油道113f是連接於常開型電磁閥117與出油口 112之間。在本實施例之中，第六油道U3f與第四油道u3d 亦是以並聯之方式連接於第一油道1 13a。 此外，煞車油可以藉由泵119之運作而從二位三口電 磁閥114之第二接口 114b被輸送至出油口 112。 第二液壓感測器115b是連接於第—油道U3a，並且第 一液壓感測器115b是位於常開型電磁閥117與 之間。在此，第二液壓感測器⑽主要是用來感測位於二 位三口電磁閥114與出油σ 112間之第—油道⑽内之液 塵大小（亦即，制動器130處之液壓值）。 第七油道113g是連接於第一油道U3a與第二油道 113b之間。 單向閥105是連接於第七油道113g。在此。單向閥105 只允許煞車油從二位三口電磁閥114之第三接口 ！…流向 進油口⑴。換言之，煞車油是無法從進油口⑴經由單 向閥105流向二位三口電磁閥114之第三接口 n4c。 煞車總泵120是連接於進油口 111。 10 201247454 =動器130是連接於出油口 112，並且制動器請 疋豉式煞車機構或一碟式煞車機構之一呷佟 中’制動器13。乃是一煞車卡鉗，並::是: 車輪（未顯示）之一煞車碟盤D之上。 、α又於 電子控制單元14〇是電性連接於二 ^ H5a'117~ ^ 行驶低於-特定速度或車輛靜止時（或甚至防 二子控制早几140會驅使二位三口電磁閥u4之 口 =第二接口 114b導通（亦即，二位三口電磁閥114是 癌）。此時，粟119不會進行運轉。接著，當教車她 ^120被操作時，煞車油會依序經由進油口⑴、第; ^Γΐ、： 一接口 Μ'、第二接口 Μ、常開型電磁閥 主m傳遞至制動器13°，以迫使制動器⑽ …車碟盤D’因而可達成對車輪煞車之效果。 =車贿駛高於該特定速度時，如第3圖所示，電子 ::::Η0會驅使二位三口電磁閥U4之第一接… 與第二接口 114c導通。換言之，第一接口⑽與第二接 σ 114b之間係變為斷開之狀態。 當煞車總泵12〇鋪作而使得第一液壓感測器心所 液•值高於第二液壓感測器⑽所感測到之液 =時，如第4圖所示，電子控制單元140會驅使常開型 電磁閥117進行斷開之運作以及驅使泵119進行運轉。此 201247454 時，由於第-油道⑴a已成為斷開之狀態，故第二蓄油器 =第:油室mb内之煞車油會藉由幻]9之運轉而被 ^主苐-畜油器m之第二油室】18之中以及出油口⑴ 處’因而可以迫使制動器13〇纽轉動 進而可以達絲車健車之效果。 盤 田第—液壓氟測益115b所感測到之液壓值高於第一液 塵感測器I15a所感測到之液屋值時，電子控制單元⑽會 驅使常開型電磁間117解除斷開之運作。此時，出油口 ιΐ2 J之煞車油液壓會降低，而部份的煞車油又會經由常開型 電磁閥in而回到第二蓄油器118之第一油室_之中。 然而，當第-㈣感測器】15a所感測到之液麼值又再产言 於第二液壓感測器115b所感測到之液壓值時，電子控= 元140又曰再度驅使常開型電磁闕“7進行斷開之運。 換句話說，當車輛行駛高於該特定 140會隨時比對第-液壓感測器…第 ii5b所感測到之液4值，以對常開型電磁閥m ^行 制，進而使得出油口 112處之液壓值趨近於進油口】^ 之t壓值。同時，當電子控制單元140摘測得知制動器13处〇 所提供之煞車力過強時，其可強制常開型電磁間117進 解除斷開之運作，以使得煞車力能夠降低，進 器130鎖死煞車碟盤D。 您充制動 如上所述’本實施例所揭露之防鎖死煞車系統刚 車輛行驶高於—特定速度時是利用第二蓄油器118之第— 油室118b内之煞車油來驅使制動器請做動產生煞 果因此田防鎖死煞車系統1〇〇在進行防鎖死煞車運作 12 201247454 時，煞車油無法經由二位三口電磁閥114返回至煞車總泵 120之中，因而可以有效消除煞車總泵120或連接於煞車 總泵120之一煞車操作裝置（未顯示）於防鎖死煞車運作時 發生回彈震動的情形，進而可以提升煞車操作時之舒適感。 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。 【圖式簡單說明】 第1圖係顯示本發明之防鎖死煞車系統於一車輛行駛 低於一特定速度時之一種運作狀態示意圖； 第2圖係顯示本發明之防鎖死煞車系統於一車輛行駛 低於一特定速度時之另一種運作狀態示意圖； 第3圖係顯示本發明之防鎖死煞車系統於一車輛行駛 高於一特定速度時之一種運作狀態示意圖；以及 第4圖係顯示本發明之防鎖死煞車系統於一車輛行琴 高於一特定速度時之另一種運作狀態示意圖。 【主要元件符號說明】 100〜防鎖死煞車系統 105〜單向閥 110〜液壓控制機構 111〜進油口 112〜出油口 113a〜第一油道 13 201247454 113b〜第二油道 113c〜第三油道 113 d〜第四油道 113e〜第五油道 113f〜第六油道 113g〜第七油道 114〜二位三口電磁閥 114a〜第一接口 114b〜第二接口 114c〜第三接口 115a〜第一液壓感測器 115b〜第二液壓感測器 116〜第一蓄油器 117〜常開型電磁閥 118〜第二蓄油器 118a〜柱塞 118b〜第一油室 118c〜第二油室 118d〜彈簧 119〜泵 120〜煞車總泵 130〜制動器 140〜電子控制單元 D〜煞車碟盤201247454 VI. Description of the invention: [Technical field to which the invention pertains] In particular, there is a system. The invention relates to an anti-locking brake system, an anti-locking sensitive fish capable of improving the comfort of the operation of the brake device. [Previous technology], ',,, and early music are also 5, for example, the patent of the Republic of China is $ 5444,, knowing the hydraulic brake system, which can avoid the problem of the car being out of control. Avoid slipping the car's ramlock lock (9) However, the conventional hydraulic brake system often causes a problem of poor brake operation when it is often used to generate a total smashing of the car or when it is set to violently return ==. In view of the above, the object of the present invention is to improve the situation in which the rebound shock can occur when the brake master cylinder or the vehicle is operated. Anti-locking [invention] 2 basically adopts the features detailed as follows in order to solve the above - in other words, the present invention is applicable to a vehicle, and the package 2 depends on a control mechanism, and the hydraulic control mechanism includes a Oil inlet; - position: ® - oil passage, connected between the oil inlet σ and the oil outlet; a:: first port electricity: between, connected to the first oil passage, and having - first connected to The first::=::three interface', wherein the first interface is connected. One of the second interfaces of the Hai, and the second interface is connected to the 201247454 first oil passage and selectively connected to the first oil passage, the oil outlet; a first hydraulic sensor, wide The third interface between the first interface and the two interface is electromagnetically applied to the second oil channel; the second oil passage is connected to the third solenoid valve of the solenoid valve, and is connected to the first oil passage : a bit crying. The wall one is connected to the oil outlet; between the second oil storage oil passage and the second oil accumulator, between the magnetic enthalpy; the second interface is the second interface H π ^ of the normally open type electric appliance is connected to the first oil passage and the second oil storage system; the second fifth oil joint is connected between the normally open type electromagnetic valve and the oil discharge port; - is connected to the two positions The third electromagnetic valve is connected between the f-oil passage and the fruit, and is connected to the fruit; the second port of the 丄 oil, f is connected to the normally open solenoid valve to the second valve: 1: one: Between the fruit, and the second oil passage, the first outlet = 2 = medium 'the first oil passage, the sixth oil passage system for accommodating a brake oil, the oil passage, the f five oil passage and the operation from the Two positions = belt, L and brake oil The pump is transported to the oil outlet by the second port and the second port is connected to the oil outlet; the normally open solenoid valve is connected to the second and is located at the electric ':遑: brake' is connected to the oil °; and: electric two electrical connection to H ^ control early, open solenoid valve, the chest and the second b, the pressure sensor, the constant two Φ to the first hydraulic sensor, For controlling: a port solenoid valve, the normally open solenoid valve, and the “: the unit drives the two-position vehicle to be stationary”, the first interface of the electronically controlled solenoid valve is electrically connected to the second interface 6 201247454, When the rut is driving at the speed of the system, the electronic control unit drives the first interface of the mn solenoid valve to be electrically connected to the third interface, and the hydraulic pressure sensed by the first hydraulic sensor is higher than The hydraulic control unit drives the normally open solenoid valve to open and drive the pump, and when the second hydraulic sensor senses When the hydraulic value is higher than the hydraulic value sensed by the first-hydraulic sensor, the electronic (four) unit drives the normally open The solenoid valve is disengaged. When the anti-lock brake system of the present invention is further included, the hydraulic control mechanism further includes a seventh oil passage and a single (four), and the seventh oil passage is connected to the first oil Between the road and the second oil passage, and the one-way_connected to the seventh oil passage' and allowing the brake oil to flow from the third interface of the m-magnetic valve to the oil inlet. In the invention, the second oil accumulator has a - plunger, a - first oil chamber: - a second oil chamber and a spring, the plunger is arranged in a moving manner: oil:: the second oil chamber The first oil chamber is connected to the first oil, and the second oil chamber is connected to the towel of the fourth oil system disposed in the first oil chamber, and is mixed with the residual plug to make the hair The above objects, features and advantages will be more apparent. The following is a detailed description of the preferred embodiments of the present invention. = Reading H 2 diagram, FIG. 3 and FIG. 4 , the anti-lock brake system 100 of the present embodiment can be installed in a vehicle, and its main 201247454 includes a hydraulic control mechanism 110 and a hoisting vehicle 130. And - electronic control single magic 4 〇. ^ 12G, brake hydraulic control mechanism 1 1 〇 includes an oil inlet port i 1 1 , a 112 , a first oil passage 113 a , a two - position three - port solenoid valve ( 1 ) , a pressure sensor 115 a , a - first oil storage 116, - second oil passage 113b:: normally open solenoid valve 117, - second oil accumulator 118, - third oil passage, a fourth oil passage U3d, a pump 119, a fifth oil passage 113 , 113f, a second hydraulic sensor 115b, and a seventh oil passage two one-way crucible 105. Here, the 'first oil passage 113a, the second oil passage (10), the second oil passage (1) c, the fourth oil passage 113d, the fifth oil passage U3e, the sixth oil passage track master cylinder 120, and the brake 130 contain the brake oil. (not shown). The first oil passage 113a is a door that is connected to the oil inlet port lu and the oil outlet port ιΐ2. A two-position three-port solenoid valve 114 is connected to the first oil passage ina, and the two-position three-port solenoid valve 114 has a first interface U4a, a second interface (10) and a third interface 114. The first interface 114a is connected to the first oil passage ι 3 & and the oil inlet (1)' and the first sigma 126 & is selectively connected to both the second interface 114b and the third interface 114c. The second port U4b is connected to the first oil passage 113a and selectively communicates with the oil outlet port 112. More specifically, when the two-position three-port solenoid valve 114 is in an unenergized state, the first interface 114a is intercommunicated with the second interface 114b. Figure and Figure 2 are shown. On the other hand, when the two-position three-port solenoid valve 1丨4 is energized, the first interface 114a is intercommunicated with the third interface 114c as shown in Figs. 3 and 4. The first hydraulic sensor 115a is connected to the first oil passage port 3a, and the first hydraulic pressure sensor 115a is located between the oil inlet port ln and the first interface ii4a of the two-position three-port solenoid valve 114. Here, the first hydraulic sensor U5a 8 201247454 is mainly used to sense the hydraulic pressure located in the oil inlet port lu and the two-position three-port electromagnetic room ι 4 - the oil passage U3a (that is, by the brake master cylinder 12 The hydraulic value established by 〇;). The second oil passage 113b is connected between the third port 114c of the two-position three-port electromagnetic unit 14 and the first oil accumulator 116. Here, when the third port 114 of the two-position three-port electromagnetic cymbal 114 (the hydraulic pressure at the place is raised, the first oil accumulator m can temporarily store the brake oil. The normally open type electric _117 is the connection (four) - the oil passage 113a And the normally open type solenoid valve 117 is connected between the second port 114b of the two-position three-port solenoid valve 114 and the oil outlet port 112. Here, the normally open type solenoid valve η means that it is in a state of being turned on when not energized. The second oil passage 113c is connected between the first oil passage u3a and the second oil accumulator 118' and the second oil passage i13c is connected to the first interface 114b of the two-position three-port solenoid valve I" and the normally open electromagnetic type Between the valves 117. The fourth oil passage 113d is connected between the first oil passage n3a and the second oil accumulator 118, and the fourth oil passage 113d is connected between the normally open solenoid valve and the oil discharge port 112. The second oil accumulator 118 has a plunger i18a, a first oil chamber U8b, a second oil chamber 118c and a spring 118d. The plunger 118a is disposed in the first oil chamber 118b and the second oil chamber in a moving manner. Between i18c, the first oil chamber 118b is connected to the third oil passage ii3c. The second oil chamber use is connected to the fourth oil passage 113d. The spring 118d is provided In the first oil chamber 11 and the springs 118d abut against the column base 118a. As described above, the plunger ii8a can be moved by the hydraulic pressure in the first oil chamber 118b and the second oil chamber 118c, thereby The volume in the first oil chamber 118b and the second oil chamber 118c can be changed to be small 201247454. In addition, when the anti-lock brake system 100 is not actuated, the volume in the first oil chamber 丨18b can be kept at the maximum state. The fifth oil passage 113e is connected between the first oil passage i3a and the fruit 119, and the fifth oil passage 113e is connected between the second interface 114b of the two-position three-port solenoid valve 114 and the normally open solenoid valve 117. In the present embodiment, the fifth oil passage 113e and the third oil passage U3c are connected to the first oil passage 113a in parallel. The sixth oil passage 113f is connected between the first oil passage 113a and the pump bore 9. And the sixth oil passage 113f is connected between the normally open solenoid valve 117 and the oil outlet 112. In the embodiment, the sixth oil passage U3f and the fourth oil passage u3d are also connected in parallel. The first oil passage 1 13a. In addition, the brake oil can be operated by the pump 119 from the second of the two-position three-port solenoid valve 114 The port 114b is delivered to the oil outlet 112. The second hydraulic sensor 115b is connected to the first oil passage U3a, and the first hydraulic sensor 115b is located between the normally open solenoid valve 117. Here, The second hydraulic sensor (10) is mainly used to sense the size of the liquid dust (i.e., the hydraulic pressure at the brake 130) in the first oil passage (10) between the two-position three-port solenoid valve 114 and the oil output σ 112. The seventh oil passage 113g is connected between the first oil passage U3a and the second oil passage 113b. The check valve 105 is connected to the seventh oil passage 113g. here. The check valve 105 only allows brake oil from the third interface of the two-position three-port solenoid valve 114! ...flow to the oil inlet (1). In other words, the brake oil is not able to flow from the oil inlet (1) to the third port n4c of the two-position three-port solenoid valve 114 via the one-way valve 105. The brake master cylinder 120 is connected to the oil inlet port 111. 10 201247454 = Actuator 130 is connected to the oil outlet 112, and the brake is used in one of the brake mechanism or one of the brake mechanism. It is a caliper, and:: Yes: One of the wheels (not shown) is above the disc D. , α is in the electronic control unit 14 〇 is electrically connected to the two H5a '117 ~ ^ when driving below - specific speed or when the vehicle is stationary (or even if the second child control a few 140 will drive the mouth of the two three-port solenoid valve u4 = The second interface 114b is turned on (that is, the two-position three-port solenoid valve 114 is cancerous). At this time, the millet 119 does not operate. Then, when the trainer 120 is operated, the brake oil will pass through the oil in sequence. Port (1), the first; ^Γΐ,: an interface Μ ', the second interface Μ, the normally open solenoid valve main m is transmitted to the brake 13 °, to force the brake (10) ... the disc D' can thus achieve the effect of the wheel brake = When the car bribe is above this specific speed, as shown in Figure 3, the electronic ::::Η0 will drive the first connection of the two-position three-port solenoid valve U4 to be connected to the second interface 114c. In other words, the first interface (10) is disconnected from the second connection σ 114b. When the brake master cylinder 12 is laid, the liquid pressure value of the first hydraulic sensor is higher than that sensed by the second hydraulic sensor (10) When the liquid =, as shown in Fig. 4, the electronic control unit 140 drives the normally open solenoid valve 117 to open. Operation and driving the pump 119 to operate. At the time of 201247454, since the first oil passage (1)a has been disconnected, the second oil accumulator = the oil in the oil chamber mb will be operated by the illusion 9 It is the second oil chamber of the main oil-oiler m, and the oil outlet (1), which can force the brake 13 to rotate and thus achieve the effect of the car. When the hydraulic value sensed by the benefit 115b is higher than the liquid house value sensed by the first liquid dust sensor I15a, the electronic control unit (10) will drive the normally open electromagnetic room 117 to be disconnected. At this time, the oil is discharged. The hydraulic pressure of the car oil will be reduced, and part of the brake oil will return to the first oil chamber of the second oil accumulator 118 via the normally open solenoid valve in. However, when the first (four) sense The value of the liquid sensed by the detector 15a is again produced when the hydraulic value sensed by the second hydraulic sensor 115b is detected, and the electronic control unit 140 again drives the normally open electromagnetic 阙 "7 to disconnect" In other words, when the vehicle is driving higher than the specific 140, it will be compared with the first-hydraulic sensor... ii5b The measured liquid value 4 is used to make the normally open solenoid valve m ^, so that the hydraulic value at the oil outlet 112 approaches the pressure value of the oil inlet port ^. At the same time, when the electronic control unit 140 picks up When it is determined that the braking force provided by the brake 13 is too strong, it can force the normally open electromagnetic chamber 117 to open and close, so that the braking force can be reduced, and the feeder 130 locks the brake disc D. The brake is activated as described above. The anti-lock brake system disclosed in the present embodiment uses the brake oil in the oil chamber 118b to drive the brake when the vehicle is traveling higher than the specific speed. Therefore, when the anti-locking brake operation 12 201247454 is performed, the brake oil cannot be returned to the brake master cylinder 120 via the two-position three-port solenoid valve 114, thereby effectively eliminating the brake master cylinder 120 or a braking operation device (not shown) connected to one of the brake master cylinders 120 generates a rebound vibration when the anti-lock brake is in operation, thereby improving the comfort of the brake operation. Although the present invention has been disclosed in its preferred embodiments, it is not intended to limit the present invention, and it is possible to make some modifications and refinements without departing from the spirit and scope of the present invention. The scope of the invention is defined by the scope of the appended claims. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic view showing an operational state of the anti-lock brake system of the present invention when a vehicle travels below a certain speed; FIG. 2 is a view showing the anti-lock brake system of the present invention. A schematic diagram of another operational state when the vehicle travels below a certain speed; FIG. 3 is a schematic diagram showing an operational state of the anti-lock brake system of the present invention when a vehicle travels above a certain speed; and FIG. 4 shows A schematic diagram of another operational state of the anti-lock brake system of the present invention when a vehicle is operating at a higher speed than a specific speed. [Main component symbol description] 100~ anti-lock brake system 105 to check valve 110 to hydraulic control mechanism 111 to oil inlet 112 to oil outlet 113a to first oil passage 13 201247454 113b to second oil passage 113c to The third oil passage 113 d to the fourth oil passage 113e to the fifth oil passage 113f to the sixth oil passage 113g to the seventh oil passage 114 to the two-position three-port solenoid valve 114a to the first interface 114b to the second interface 114c to the third interface 115a to 1st hydraulic sensor 115b to second hydraulic sensor 116 to first oil accumulator 117 to normally open solenoid valve 118 to second oil accumulator 118a to plunger 118b to first oil chamber 118c to Two oil chamber 118d ~ spring 119 ~ pump 120 ~ brake master cylinder 130 ~ brake 140 ~ electronic control unit D ~ brake disc