TW201934392A - Interlocking control valve body for interlocking brake system - Google Patents

Abstract

The present invention relates to an interlocking control valve body for an interlocking brake system, including a valve body, a piston, a stopper and a spring. The valve body comprises a first oil inlet, a second oil inlet and an oil outlet. The piston is disposed in the valve body, which is divided into a first oil chamber, a second oil chamber and third oil chamber. The piston further comprises a slotted hole and a valve chamber, the slotted hole being connected to the valve chamber by an oil passage. The valve chamber is provided with a valve which is connected to the piston by a valve spring, applying a spring force to the valve constantly and protruding a rod portion to the oil passage. The stopper is used for pushing the rod portion, so that the spring can apply a spring force to the valve for a long time. As such, when a hydraulic control device of the anti-lock brake system detects that tires are about to slip and pushing hydraulic oil back to the interlocking control valve body, the present invention can prevent an oil seal from being broken by the oil passage because the oil seal is too tight for the valve wall while the oil seal of the piston push the piston back under high oil pressure.

Description

Interlocking control valve body for interlocking brake system

The invention relates to an interlocking control valve body for an interlocking brake system, in particular to an interlocking control valve body for an interlocking brake system suitable for a locomotive.

Please refer to FIG. 39 and FIG. 40, which are a sectional view of a conventional interlocking control valve body for a conventional interlocking brake system and a configuration diagram of a conventional interlocking brake system, respectively. The figure shows a conventional interlocking control valve body for the interlocking brake system. In the past, in order to make the interlocking brake system also have the function of anti-lock braking, the conventional hydraulic regulator is generally installed on the interlocking brake system. Therefore, as shown in FIG. 40, the linked brake system includes a first brake operating unit 91, a second brake operating unit 92, a first brake generating unit 93, a second brake generating unit 94, and a linkage control valve. A body 95, a hydraulic regulator 96, and a plurality of brake hoses 981, 982, 983, 984, 985. Among them, the first brake operation unit 91 mainly includes a first brake master cylinder 911 and a first brake lever 912. When the first brake lever 912 is pressed by the rider At this time, the first brake master cylinder 911 will produce a hydraulic output. In contrast, the second brake operating unit 92 mainly includes a second brake master cylinder 921 and a second brake lever 922. When the second brake lever 922 is pressed by a rider, the second brake master cylinder 921 generates an oil pressure. Output.

The first brake generating unit 93 mainly includes a first brake caliper 931 and a brake disc 932. The first brake caliper 931 has a cylinder 9131, a set of pistons 9312, and a set of pads 9313. The pistons 9312 and The paddle 9313 is installed on the cylinder body 9311. When the first brake caliper 931 is input with an oil pressure, the piston 9312 will be pushed to make the paddle 9313 so that the paddle 9313 can hold the brake disc 932 to generate a braking force limit. The brake disc 932 rotates. Among them, if the first brake caliper 931 is not inputted with oil pressure, the piston 9312 will not apply force to the paddle 9313. At this time, a gap G1 and a gap G2 will be generated between the paddle 9313 and the brake disc 932. It will not restrict the rotation of the brake disc 932.

In contrast, the second brake generating unit 94 mainly includes a second brake caliper 941 and a brake disc 942. The second brake caliper 941 has a cylinder body 9411, a set of pistons 9412, and a set of pads 9413, pistons 9412, and The ring 9413 is mounted on the cylinder block 9411. When the second brake caliper 941 is input with an oil pressure, the piston 9412 will be pushed to the ring 9413 so that the ring 9413 can hold the brake disc 942 to generate a braking force limit. The brake disc 942 rotates. Among them, if the second brake caliper 941 is not inputted with oil pressure, the piston 9412 will not apply force to the paddle 9413, and a gap G3 and a gap G4 will be generated between the paddle 9413 and the brake disc 942 at this time. It will not restrict the rotation of the brake disc 942.

The interlocking control valve body 95 mainly includes a plunger 951, a valve body 952, a plurality of oil seals 953, 9531, and a spring 954. The valve body 952 includes a first oil inlet 9521, a second oil inlet 9522, and a Oil outlet 9523. The plunger 951 is accommodated in the valve body 952, and the valve body 952 is divided into a first oil chamber 9524, a second oil chamber 9525, and a third oil chamber 9526. Each oil chamber is provided with The oil seals 953 and 9531 are separated. The first oil chamber 9524 communicates with the oil outlet 9523, the second oil chamber 9525 communicates with the first oil inlet 9521, and the third oil chamber 9526 communicates with the second oil inlet 9522. In addition, the spring 954 is accommodated in the first oil chamber 9524 and can apply a spring force to the plunger 951 for a long time.

The plunger 951 in the valve body 952 can be caused to move differently, so that the first oil inlet 9521 can selectively communicate with the first oil chamber 9524. In the initial state, because the plunger 951 only receives the force of the spring 954, this When the first oil inlet 9521 passes through the oil passage 9512, it can also communicate with the first oil chamber 9524. If the plunger 951 moves against the spring force, the first oil inlet 9521 will be blocked by the oil passage opening at this time. Oil chamber 9524.

The conventional hydraulic regulator 96 is used as a control center of an anti-lock brake system, and a motor 961 is usually provided therein to control the change of oil pressure. If the hydraulic regulator 96 detects that the braking force generated by the system is too strong and the tire (not shown) is about to lock up and slip, the hydraulic regulator 96 will adjust the oil pressure in the system to avoid excessive braking force. This causes the tire to slip. Among them, the first brake operation unit 91 is connected to the first oil inlet 9521 through the brake oil pipe 981, and the second brake operation unit 92 is connected to the second oil inlet 9522 and the hydraulic regulator 96 through the brake oil pipe 984, and the oil outlet is 9523 is connected to a hydraulic regulator 96 through a brake oil pipe 982, and the hydraulic regulator 96 is connected to a first brake caliper 931 and a second brake caliper 941 via brake oil pipes 983 and 985, respectively. Thereby, the first brake operation unit 91 can control the operation of the first brake caliper 931, and the second brake operation unit 92 can control the operation of the second brake caliper 941 and interlockingly control the operation of the first brake caliper 931. Set to achieve the effect of anti-lock brake system.

Next, please refer to FIG. 41 and FIG. 42, which are sectional views of the second brake lever actuation of the conventional linked brake system and FIG. 41, respectively, of the linked control valve body for the linked brake system. When the rider presses the second brake lever 922, the second brake master cylinder 921 will output an oil pressure to the second brake caliper 941, so that the piston 9412 in the second brake caliper 941 can be pushed to make the plate 9413 be held. The brake disc 942, at this time, the gap G3 and the gap G4 will disappear to achieve the effect of braking. On the other hand, the oil pressure of the second master cylinder 921 will also be output to the second oil inlet 9522 and the third oil chamber 9526 at the same time. Due to the oil pressure input, the plunger 951 will be pushed to move against the spring force. At this time, the oil passage 9512 of the first oil inlet 9521 to the first oil chamber 9524 will be closed, so that the volume of the first oil chamber 9524 is affected by the plunger 951. Moving and becoming smaller, another oil pressure is sent from the first oil chamber 9524 through the oil outlet 9523, the hydraulic regulator 96 to the first brake caliper 931, so that the piston 9312 in the first brake caliper 931 can be pushed to make the plate 9313 clamp. Hold the brake disc 932. At this time, the gap G1 and the gap G2 will disappear to achieve the purpose of interlocking braking.

Please refer to FIG. 43, which is an operation diagram of the first brake lever of the conventional brake system. As shown in the figure, when the rider operates the first brake lever 912, the first master cylinder 911 sends a hydraulic pressure to the first oil inlet 9521, because the first oil inlet 9521 communicates with the first oil inlet 9512 via the oil passage 9512. The oil chamber 9524 communicates, so the oil pressure will be sent to the first brake caliper 931, so that the piston 9312 in the first brake caliper 931 can be pushed to make the disc 9313 to clamp the brake disc 932. At this time, the gap G1 and the gap G2 will disappear. To achieve the effect of braking.

Please refer to FIG. 44 and FIG. 45, which are sectional views of the linkage control valve body for the linkage brake system after the operation of FIG. 43 and then pressing the second brake lever, respectively. As shown in the figure, if the first brake lever 912 is not released, and then the second brake lever 922 is pressed, the second brake master cylinder 921 will send oil pressure to the second brake caliper 941, so that the second In the brake caliper 941, the piston 9412 can be pushed to make the disc 9413 hold the brake disc 942. At this time, the gap G3 and the gap G4 will disappear to achieve the effect of braking. At the same time, the second brake master cylinder 921 also sends oil pressure to the second oil inlet 9522. At this time, the first oil chamber 9524 still has the oil pressure from the first brake master cylinder 911, and the first brake caliper 931 continues to brake the brakes. The disc 932 is clamped, so the plunger 951 is moved by the third oil chamber 9526 until the oil passage between the first oil inlet 9521 and the first oil chamber 9524 is closed.

Finally, please refer to FIG. 46 and FIG. 47, which are respectively an operation diagram of the anti-lock braking system after the operation of FIG. 44 and a sectional view of the interlocking control valve body for the interlocking braking system. As shown in the figure, if the hydraulic regulator 96 detects that the tire is about to slip at this time, the first brake caliper 931 must be depressurized to reduce the braking force. At this time, the motor 961 in the hydraulic regulator 96 will reduce the hydraulic pressure. The oil is pushed back to the oil outlet 9523, and the hydraulic oil pushed back by the motor 961 will reach the first oil chamber 9524, that is, the first oil chamber is affected by the hydraulic oil pushed back by the motor 961, which will cause the instantaneous oil pressure to rise. The plunger 951 will be pushed by the hydraulic pressure in the first oil chamber 9524. At this time, the oil seal 953 will slide in the oil passage between the first oil inlet 9521 and the first oil chamber 9524. It rises and closes to the cylinder wall and breaks. That is, when the oil seal 953 passes through the oil passage under high pressure, the oil seal will be cut off by the oil passage due to the oil seal close to the cylinder wall. When the oil seal 953 is damaged, the interlocking brake will be invalidated.

Because of this, the inventor is in the spirit of active invention and urgently thinks about a linkage control valve body for a linkage brake system that can solve the above problems. After several research experiments, the invention has been completed.

The main object of the present invention is to provide a linked control valve body for a linked braking system, wherein the linked braking system is installed on an anti-lock braking system, so that the anti-lock braking system can also be equipped with linked braking. Features. Therefore, with the configuration of the present invention, when the hydraulic regulator of the anti-lock brake system detects that the tire is about to slip, and the hydraulic oil is pushed back to the linkage control valve body, the oil seal on the plunger can be effectively avoided due to the oil pressure. When the plunger is pushed back under high pressure, the oil seal will be cut off by the oil passage and cannot be sealed because it is close to the cylinder wall.

To achieve the above object, the first type of interlocking control valve body for an interlocking brake system of the present invention includes a valve body, a plunger, a stopper, and a spring. The valve body includes a first oil inlet, a second oil inlet, and an oil outlet. The plunger is accommodated in the valve body, and divides the valve body into a first oil chamber, a second oil chamber, and a third oil chamber, respectively. The first oil inlet is in communication with the second oil chamber, and the second oil inlet is in communication with the first oil chamber. The three oil chambers communicate with each other, and the oil outlet communicates with the first oil chamber. The plunger further includes a long slot and a valve chamber. The long slot is connected to the valve chamber by an oil passage. A valve is provided in the valve chamber. A valve spring is connected to the plunger, applies a spring force to the valve for a long time, and protrudes a rod into the oil passage. The stopper is fixed on the valve body and is accommodated in the long slot hole for abutting the stem portion. The spring is accommodated in the first oil chamber, and a spring force can be applied to the plunger for a long time.

The second type of interlocking control valve body for an interlocking brake system of the present invention includes a valve body, a plunger, and a spring. The valve body includes a first oil inlet, a second oil inlet, and an oil outlet. The plunger is accommodated in the valve body, and divides the valve body into a first oil chamber, a second oil chamber, and a third oil chamber, respectively. The first oil inlet is in communication with the second oil chamber, and the second oil inlet is in communication with the first oil chamber. The three oil chambers are in communication, and the oil outlet is in communication with the first oil chamber. The plunger further includes a valve chamber, which is connected to the second oil chamber by an oil passage. A valve is provided in the valve chamber, which is connected to the plunger by a valve spring. For a long time, a spring force is applied to the valve, and a rod portion is protruded into the oil passage. The spring is accommodated in the first oil chamber, and can exert a spring force on the plunger for a long time.

A third type of interlocking control valve body for an interlocking brake system according to the present invention includes a valve body, a plunger, a stopper, a spring, and a rocker arm. The valve body includes an oil inlet and an oil outlet. The plunger is accommodated in the valve body, and divides the valve body into a first oil chamber and a second oil chamber. The oil inlet is connected to the second oil chamber, and the oil outlet is connected to the first oil chamber. Among them, the plunger is more It includes a long slot and a valve chamber. The long slot is connected to the valve chamber by an oil passage. A valve is arranged in the valve chamber. The valve is connected to the plunger with a valve spring. It applies a spring force to the valve for a long time and protrudes a rod. Into the oil passage. The stopper is fixed on the valve body and is accommodated in the long slot hole for abutting the stem portion. The spring is accommodated in the first oil chamber, and can exert a spring force on the plunger for a long time. The rocker arm is pivoted on the valve body, and one end can push the end of the plunger.

The fourth type of interlocking control valve body for an interlocking brake system of the present invention includes a valve body, a plunger, a spring, and a rocker arm. The valve body includes an oil inlet and an oil outlet. The plunger is accommodated in the valve body, and divides the valve body into a first oil chamber and a second oil chamber. The oil inlet is connected to the second oil chamber, and the oil outlet is connected to the first oil chamber. Among them, the plunger is more It includes a valve chamber, which is connected to the second oil chamber by an oil passage. A valve is provided in the valve chamber, which is connected to the plunger by a valve spring, applies a spring force to the valve for a long time, and protrudes a rod into the oil passage. It is housed in the first oil chamber and can apply a spring force to the plunger for a long time. The rocker arm is pivoted on the valve body, and one end can push the end of the plunger.

With the above design, in addition to the two-disc brake system, the interlocking control valve body for the interlocking brake system of the present invention can also be combined with a single-disc brake system and a drum-brake system, so that it can have both an interlocking brake and an anti-brake system. The function of locking the brakes. And when the hydraulic regulator of the anti-lock brake system detects that the tire is about to slip and push the hydraulic oil back to the linkage control valve body, it can effectively prevent the oil seal on the plunger from pushing back the plunger due to the oil pressure under high pressure. The oil seal may be cut off by the oil passage because the oil seal is close to the cylinder wall and cannot be sealed.

The plunger may have a first end surface and a second end surface, and the second end surface is not in the first oil chamber. That is, the first end face of the plunger is located in the third oil chamber, but the second end face is not in the first oil chamber, but is in contact with the atmosphere. This design can avoid the oil pressure of the first oil inlet and the second oil inlet. The oil pressure pushes and interferes with each other at both ends of the plunger, so that the oil pressure is transmitted more easily.

The above-mentioned valve may be provided with a seal to strengthen the sealing performance between the valve and the opening of the oil passage. Among them, the seal is similar to the oil seal in the conventional technology, but is different from the sliding opening method of the oil seal. The seal is opened and closed by the movement of the plunger and the valve spring, so it is not easy to damage the seal. .

The above summary and the following detailed description are exemplary in order to further illustrate the scope of patent application of the present invention. Other objects and advantages of the present invention will be described in the following description and drawings.

Please refer to FIG. 1 and FIG. 2, which are a cross-sectional view and an A-A cross-sectional view of a linkage control valve body for a linkage brake system according to a first embodiment of the present invention, respectively. The figure shows a linkage control valve body 5 mainly including a plunger 51, a valve body 52, a plurality of oil seals 53,531, a spring 54 and a stopper 55. The valve body 52 includes a first oil inlet 521, a second oil inlet 522 and an oil outlet 523. The plunger 51 is accommodated in the valve body 52, and separates the valve body 52 into a first oil chamber 524, a second oil chamber 525, and a third oil chamber 526. The three oil chambers 524, 525, and 526 are sealed with oils 53,531, respectively. Separate them so that the oil chambers 524,525,526 cannot communicate with each other. Only the first oil inlet 521 can communicate with the second oil chamber 525, the second oil inlet 522 can communicate with the third oil chamber 526, and the oil outlet 523 and the first oil chamber can communicate with each other. An oil chamber 524 communicates. Next, with another view of the valve body 52 shown in FIG. 2, the plunger 51 further includes a long slotted hole 511 and a valve chamber 513. An oil passage 512 is provided between the long slotted hole 511 and the valve chamber 513. The plug 51 is installed in the valve body 52, so the long slot 511 is located in the space of the second oil chamber 525 and communicates with each other, and the valve chamber 513 is located in the space of the first oil chamber 524 and communicates with each other. In addition, a valve 56 is provided in the valve chamber 513, which is connected to the plunger 51 by a valve spring 58. A spring force is applied to the valve 56 for a long time, and a rod portion 562 is protruded into the oil passage 512. Among them, the valve 56 is on the rod. A sealing member 561 is sleeved on the opposite side of the portion 562 to strengthen the sealing between the valve 56 and the opening portion 510 of the oil passage 512.

In addition, the stopper 55 is a cylindrical rod body fixed in the valve body 52 in the embodiment, and is accommodated in the long slot hole 511, wherein if the valve 56 is subjected to a spring applied by the valve spring 58 With force, the rod portion 562 abuts against the stopper 55. At this time, the seal 561 on the valve 56 will not contact the opening 510 of the oil passage 512, so that the long slot 511 can communicate with the valve chamber 513. The spring 54 is accommodated in the first oil chamber 524 and can apply a spring force to the plunger 51 for a long time to adjust the overall displacement of the plunger 51.

Please refer to FIG. 3, which is a configuration diagram of the interlocking braking system according to the first embodiment of the present invention. As shown in the figure, the linked brake system includes a first brake operating unit 1, a second brake operating unit 2, a first brake generating unit 3, a second brake generating unit 4, the above-mentioned linkage control valve body 5, A hydraulic regulator 6 and a plurality of brake oil pipes 81, 82, 83, 84, 85. Among them, the first brake operation unit 1 mainly includes a first brake master cylinder 11 and a first brake lever 12. When the first brake lever 12 When pressed by the rider, the first master cylinder 11 will generate an oil pressure output. In contrast, the second brake operating unit 2 mainly includes a second brake master cylinder 21 and a second brake lever 22. When the second brake lever 22 is pressed by the rider, the second brake master cylinder 21 will generate a hydraulic pressure. Output.

In this embodiment, the first brake generating unit 3 and the second brake generating unit 4 both use a disc brake device. The first brake generating unit 3 mainly includes a first brake caliper 31 and a brake disc 32. The first brake caliper 31 has a cylinder 311, a set of pistons 312, and a set of pads 313. The piston 312 and the set of pads 313 are mounted on the cylinder 311. When the first brake caliper 31 is input with an oil pressure The piston 312 will push to make the disc 313 so that the disc 313 can clamp the brake disc 32 to generate a braking force to limit the rotation of the brake disc 32. Among them, if the first brake caliper 31 is not inputted with oil pressure, the piston 312 will not apply force to the pad 313, and a gap G1 and a gap G2 will be generated between the pad 313 and the brake disc 32 at this time. It does not restrict the rotation of the brake disc 32. In contrast, the second brake generating unit 4 mainly includes a second brake caliper 41 and a brake disc 42. The second brake caliper 41 has a cylinder 411, a set of pistons 412, and a set of pads 413 and pistons 412. The time piece 413 is mounted on the cylinder 411. When the second brake caliper 41 is input with an oil pressure, the piston 412 will push to make the piece 413 so that the piece 413 can hold the brake disc 42 to generate a braking force. The brake disc 42 is restricted from turning. Among them, if the second brake caliper 41 is not inputted with oil pressure, the piston 412 will not apply force to the pad 413, and a gap G3 and a gap G4 will be generated between the pad 413 and the brake disc 42 at this time. It does not restrict the rotation of the brake disc 42.

The hydraulic regulator 6 is based on the conventional technology. As a control center of an anti-lock brake system, a hydraulic motor 61 is provided to control the change of oil pressure. Among them, if the hydraulic regulator 6 detects that the braking force generated by the system is too strong and the tire (not shown) is about to lock up and slip, the hydraulic regulator 6 will adjust the oil pressure in the system to avoid the braking force. Too strong to cause the tire to slip. In addition, the above-mentioned first brake operating unit 1, second brake operating unit 2, first brake generating unit 3, a second brake generating unit 4, and hydraulic regulator 6 are respectively brake oil pipes 81, 82, 83, 84, and 85. Correspondingly connected to the linkage control valve body 5, wherein the first brake operation unit 1 is connected to the first oil inlet 521 through the brake oil pipe 81, and the second brake operation unit 2 is connected to the second oil inlet 522 and the hydraulic pressure through the brake oil pipe 84 The regulator 6 is connected, and the oil outlet 523 is connected to the hydraulic regulator 6 through the brake oil pipe 82. The hydraulic regulator 6 is connected to the first brake caliper 31 and the second brake caliper 41 through the brake oil pipes 83 and 85, respectively. Thereby, the first brake operation unit 1 can control the operation of the first brake caliper 31, and the second brake operation unit 2 can control the operation of the second brake caliper 41 and control the operation of the first brake caliper 31 in conjunction with the operation of the hydraulic regulator 6 Set to achieve the effect of anti-lock brake system.

Next, please refer to FIG. 4 and FIG. 5, which are respectively a second brake lever actuation diagram of the interlocking brake system of the first embodiment of the present invention and a cross-sectional view of the interlocking control valve body for the interlocking brake system in FIG. 4. When the rider presses the second brake lever 22, the second brake master cylinder 21 will output an oil pressure to the second brake caliper 41, so that the piston 412 in the second brake caliper 41 can be pushed to make the plate 413 be clamped. Hold the brake disc 42, the gap G3 and gap G4 will disappear at this time, and the effect of braking is achieved. On the other hand, the oil pressure of the second master cylinder 21 will also be output to the second oil inlet 522 and the third oil chamber at the same time. 526 Due to the oil pressure input, the plunger 51 will be pushed to move against the spring force. At this time, due to the displacement of the plunger 51, the rod portion 562 of the valve 56 will disengage from the stopper 55, and the seal 561 of the valve 56 will pass through the valve spring 58. A spring force applied to the valve 56 closes the oil passage 512. At this time, the plunger 51 moves to reduce the volume of the first oil chamber 524, and sends another oil pressure from the first oil chamber 524 through the oil outlet 523, the hydraulic pressure regulator 6 to the first brake caliper 31, so that the first brake caliper The 31st piston 312 can be pushed to cause the disc 313 to hold the brake disc 32. At this time, the gap G1 and the gap G2 will disappear to achieve the purpose of interlocking braking.

Please refer to FIG. 6, which is an operation diagram of a first brake lever of a linked brake system according to a first embodiment of the present invention. As shown in the figure, when the rider operates the first brake lever 12, the first master cylinder 11 sends a hydraulic pressure to the first oil inlet 521, because the first oil inlet 521 passes through the second oil chamber in sequence 525, long slot 511, oil passage 512, valve chamber 513 communicate with the first oil chamber 524, so the oil pressure will be sent to the first brake caliper 31, so that the piston 312 in the first brake caliper 31 can be pushed to make the blade 313 to Holding the brake disc 32, the gap G1 and the gap G2 will disappear at this time, and the effect of braking is achieved.

Please refer to FIG. 7 and FIG. 8, which are respectively a sectional view of the second brake lever and the sectional view of the linkage control valve body for the linkage brake system after the operation of FIG. 6. As shown in the figure, if the first brake lever 12 is not released, and then the second brake lever 22 is pressed, the second master cylinder 21 will send the oil pressure to the second brake caliper 41 to make the second The piston 412 in the brake caliper 41 can be pushed to cause the disc 413 to clamp the brake disc 42. At this time, the gap G3 and the gap G4 will disappear to achieve the effect of braking. At the same time, the second brake master cylinder 21 also sends oil pressure to the second oil inlet 522, because at this time the first oil chamber 524 still has the oil pressure from the first brake master cylinder 11, and the first brake caliper 31 continues to The brake disc 32 is clamped, so the amount of movement of the plunger 51 pushed by the oil pressure of the third oil chamber 526 will be only until the oil passage 512 is closed by the seal 561 of the valve 56.

Finally, please refer to FIG. 9 and FIG. 10, which are respectively an operation diagram of the anti-lock brake system after the operation of FIG. 7 and a sectional view of the linkage control valve body for the linkage brake system in FIG. 9. As shown in the figure, if the hydraulic regulator 6 detects that the tire is about to slip at this time, the first brake caliper 31 must be depressurized to reduce the braking force. At this time, the motor 61 in the hydraulic regulator 6 will reduce the hydraulic pressure. The oil is pushed back to the oil outlet 523, and the hydraulic oil pushed back by the motor 61 will return to the first oil chamber 524, that is, the first oil chamber 524 is affected by the hydraulic oil pushed back by the motor 61, which will increase the instantaneous oil pressure. At this time, the plunger 51 will be pushed by the force generated by the hydraulic cross-sectional area D in the first oil chamber 524 minus the cross-sectional area d of the oil passage 512. At this time, the seal 561 of the valve 56 can be easily opened. In the process of opening the oil passage 512, the piece 561 is opened in the valve chamber 513 by the displacement of the plunger 51 and the valve spring 58 to open and close the oil passage 512. It is not directly opened in sliding contact with the wall of the valve body 52 as in the conventional technology. Therefore, the seal 561 is not damaged.

Please refer to FIG. 11, which is a sectional view of an interlocking control valve body for an interlocking brake system according to a second embodiment of the present invention. The figure shows a linkage control valve body 5 'for a linked brake system. Its structural features are basically the same as those of the first embodiment, and its configuration with the linked brake system is the same as that of the first embodiment. The arrangement relationship of the plunger 51 with respect to the valve body 52 'is slightly different from the first embodiment. In this embodiment, the three oil chambers 524,525,526 are separated by an oil seal 53,531,532, so that the oil chambers 524,525,526 cannot be mutually separated. The communication can only make the first oil inlet 521 communicate with the second oil chamber 525, the second oil inlet 522 communicate with the third oil chamber 526, and the oil outlet 523 communicate with the first oil chamber 524. The plunger 51 has a first end surface 514 and a second end surface 515. The first end surface 514 is located in the third oil chamber 526, and the second end surface 515 is not in any of the oil chambers and is exposed to the valve body 52. 'Outside and in contact with the atmosphere, the two end faces 514, 515 of the plunger 51 of the first embodiment are housed in the third oil chamber 526 and the first oil chamber 524, respectively, and there will be a significant difference in the hydraulic configuration of the two. . With the above design, this embodiment can effectively avoid the interference between the oil pressure of the first oil inlet 521 and the oil pressure of the second oil inlet 522 at both ends of the plunger 51, and reduce the rider's sequential pressing of the first brake lever 12 and the second brake lever 22 produce a sense of frustration, and other related actions are the same as those of the first embodiment.

Please refer to FIG. 12, which is a sectional view of a linkage control valve body for a linkage brake system according to a third embodiment of the present invention. The figure shows a linkage control valve body 5a, which mainly includes a plunger 51a, a valve body 52, a plurality of oil seals 531, 532, and a spring 54. The valve body 52 includes a first oil inlet 521, a second oil inlet 522 and an oil outlet 523. The plunger 51a is accommodated in the valve body 52, and separates the valve body 52 into a first oil chamber 524, a second oil chamber 525, and a third oil chamber 526. The three oil chambers 524, 525, and 526 are respectively sealed with oil seals 531, 532. The partition makes the oil chambers 524,525,526 unable to communicate with each other. Only the first oil inlet 521 can communicate with the second oil chamber 525, the second oil inlet 522 can communicate with the third oil chamber 526, and the oil outlet 523 can communicate with the first The oil chamber 524 communicates. In addition, the plunger 51a further includes a valve chamber 513 that communicates with the second oil chamber 525 through an oil passage 512. A valve 56 is provided in the valve chamber 513, and the valve is connected to the plunger 51a by a valve spring 58 for a long time. 56 applies a spring force and protrudes a rod portion 562 into the oil passage 512. Among them, a seal 561 is sleeved on the valve 56 on the opposite side of the rod portion 562 to strengthen the seal between the valve 56 and the opening 510 of the oil passage 512. Among them, if the valve 56 receives a spring force from the valve spring 58, the rod portion 562 abuts against the valve body 52. At this time, the seal 561 on the valve 56 will not contact the opening 510 of the oil passage 512. The second oil chamber 525 can communicate with the valve chamber 513. The spring 54 is accommodated in the first oil chamber 524 and can apply a spring force to the plunger 51 for a long time to adjust the overall displacement of the plunger 51.

Please refer to FIG. 13, which is a configuration diagram of a linked braking system according to a third embodiment of the present invention. As shown in the figure, the configuration relationship of the linked brake system of this embodiment is basically the same as that of the first embodiment. The linked control valve body 5 of FIG. 3 is replaced with the linked control valve body 5a of this embodiment. Regarding the linked brake system The detailed introduction will not be repeated here. Among them, the first brake operation unit 1 is connected to the first oil inlet 521 through the brake oil pipe 81, and the second brake operation unit 2 is connected to the second oil inlet 522 and the hydraulic regulator 6 through the brake oil pipe 84, and the oil outlet is 523 is connected to the hydraulic regulator 6 through the brake oil pipe 82, and the hydraulic regulator 6 is connected to the first brake caliper 31 and the second brake caliper 41 through the brake oil pipes 83 and 85, respectively. Thereby, the first brake operation unit 1 can control the operation of the first brake caliper 31, and the second brake operation unit 2 can control the operation of the second brake caliper 41 and control the operation of the first brake caliper 31 in conjunction with the operation of the hydraulic regulator 6 Set to achieve the effect of anti-lock brake system.

Next, please refer to FIG. 14 and FIG. 15, which are respectively a second brake lever actuation diagram of the interlocking brake system according to the third embodiment of the present invention and a cross-sectional view of the interlocking control valve body for the interlocking brake system in FIG. 14. When the rider presses the second brake lever 22, the second master cylinder 21 will output an oil pressure to the second brake caliper 41, so that the piston 412 in the second brake caliper 41 can be pushed to make the plate 413 to be clamped. The brake disc 42, the gap G3 and the gap G4 will disappear to achieve the effect of braking. On the other hand, the oil pressure of the second master cylinder 21 will also be output to the second oil inlet 522 and the third oil chamber 526 at the same time. Due to the oil pressure input, the plunger 51a will be pushed to move against the spring force. At this time, due to the displacement of the plunger 51a, the rod portion 562 of the valve 56 will be separated from the valve body 52, and the seal 561 of the valve 56 will be applied to the valve spring 58 through The spring force of the valve 56 closes the oil passage 512. At this time, the plunger 51a moves to reduce the volume of the first oil chamber 524, and sends another oil pressure from the first oil chamber 524 through the oil outlet 523, the hydraulic regulator 6 to the first brake caliper 31, so that the first brake caliper The 31st piston 312 can be pushed to cause the disc 313 to hold the brake disc 32. At this time, the gap G1 and the gap G2 will disappear to achieve the purpose of interlocking braking.

Please refer to FIG. 16, which is an operation diagram of a first brake lever of a linked brake system according to a third embodiment of the present invention. As shown in the figure, when the rider operates the first brake lever 12, the first master cylinder 11 sends a hydraulic pressure to the first oil inlet 521, because the first oil inlet 521 passes through the second oil chamber in sequence 525, oil passage 512, valve chamber 513 communicate with the first oil chamber 524, so the oil pressure will be sent to the first brake caliper 31, so that the piston 312 in the first brake caliper 31 can be pushed to make the disc 313 to hold the brake disc 32. At this time, the gap G1 and the gap G2 will disappear, and the effect of braking is achieved.

Please refer to FIG. 17 and FIG. 18, which are sectional views of the interlocking control valve body for the interlocking brake system after the operation of FIG. 16 and then pressing the second brake lever, respectively. As shown in the figure, if the first brake lever 12 is not released, and then the second brake lever 22 is pressed, the second master cylinder 21 will send the oil pressure to the second brake caliper 41 to make the second The piston 412 in the brake caliper 41 can be pushed to cause the disc 413 to clamp the brake disc 42. At this time, the gap G3 and the gap G4 will disappear to achieve the effect of braking. At the same time, the second brake master cylinder 21 also sends oil pressure to the second oil inlet 522, because at this time the first oil chamber 524 still has the oil pressure from the first brake master cylinder 11, and the first brake caliper 31 continues to The brake disc 32 is clamped, so the amount of movement of the plunger 51a pushed by the oil pressure of the third oil chamber 526 will be until the oil passage 512 is closed by the seal 561 of the valve 56.

Finally, please refer to FIG. 19 and FIG. 20, which are respectively an operation diagram of the anti-lock brake system after the operation of FIG. 17 and a sectional view of the linkage control valve body for the linkage brake system in FIG. As shown in the figure, if the hydraulic regulator 6 detects that the tire is about to slip at this time, the first brake caliper 31 must be depressurized to reduce the braking force. At this time, the motor 61 in the hydraulic regulator 6 will reduce the hydraulic pressure. The oil is pushed back to the oil outlet 523, and the hydraulic oil pushed back by the motor 61 will return to the first oil chamber 524, that is, the first oil chamber 524 is affected by the hydraulic oil pushed back by the motor 61, which will increase the instantaneous oil pressure. At this time, the plunger 51a will be pushed by the force generated by the hydraulic cross-sectional area D1-D2 in the first oil chamber 524 minus the cross-sectional area d of the oil passage 512. At this time, the seal 561 of the valve 56 can be easily opened. Because the seal 561 is in the valve chamber 513 during the opening of the oil passage 512, the oil passage 512 is opened and closed by the displacement of the plunger 51a and the valve spring 58, which is not in direct sliding contact with the wall of the valve body 52 as in the conventional technology Since it is opened, the seal 561 is not damaged.

Please refer to FIG. 21, which is a cross-sectional view of a linkage control valve body for a linkage brake system according to a fourth embodiment of the present invention. The figure shows a linkage control valve body 5b, which mainly includes a plunger 51b, a valve body 52b, a plurality of oil seals 53,531,532, a spring 54, a stopper 55, and a rocker arm 57. The valve body 52b includes an oil inlet 521b and an oil outlet 523b. The plunger 51b is accommodated in the valve body 52b, and divides the valve body 52b into a first oil chamber 524b and a second oil chamber 525b. Between the two oil chambers 524b and 525b, the first oil chamber 524b and the valve body 52b Between them, the second oil chamber 525b and the valve body 52b are separated by oil seals 53,532,531, so that the oil chambers 524b, 525b cannot communicate with each other, and only the oil inlet 521b can communicate with the second oil chamber 525b, and the oil is discharged. The port 523b communicates with the first oil chamber 524b. Among them, the plunger 51b further includes a long slotted hole 511 and a valve chamber 513. An oil passage 512 is provided between the long slotted hole 511 and the valve chamber 513. Since the plunger 51b is installed in the valve body 52b, the long slotted hole 511 is located in the space of the second oil chamber 525b and communicates with each other, and valve chamber 513 is located in the space of the first oil chamber 524 and communicates with each other. In addition, a valve 56 is provided in the valve chamber 513, which is connected to the plunger 51b by a valve spring 58. A spring force is applied to the valve 56 for a long time, and a rod portion 562 is protruded into the oil passage 512. The valve 56 is on the rod. A sealing member 561 is sleeved on the opposite side of the portion 562 to strengthen the sealing between the valve 56 and the opening portion 510 of the oil passage 512.

In addition, the stopper 55 is a cylindrical rod body fixed in the valve body 52b and accommodated in the long slot 511 in this embodiment. If the valve 56 is subjected to a spring applied by the valve spring 58 With force, the rod portion 562 abuts against the stopper 55. At this time, the seal 561 on the valve 56 will not contact the opening 510 of the oil passage 512, so that the long slot 511 can communicate with the valve chamber 513. The spring 54 is accommodated in the first oil chamber 524b, and a spring force can be applied to the plunger 51b for a long time to adjust the overall displacement of the plunger 51b. In addition, in this embodiment, the rocker arm 57 is pivotally disposed at One end of the valve body 52b can push the end of the plunger 51b, and the plunger 51b is forced to act in a pushing manner, thereby causing a change in the oil pressure in the valve body 52b.

Please refer to FIG. 22, which is a configuration diagram of a linked braking system according to a fourth embodiment of the present invention. As shown in the figure, the linked brake system includes a first brake operating unit 1, a second brake operating unit 2b, a first brake generating unit 3, a second brake generating unit 4b, the above-mentioned linkage control valve body 5b, A hydraulic regulator 6b and a plurality of brake hoses 81, 82, 83. Among them, the first brake operating unit 1 mainly includes a first brake master cylinder 11 and a first brake lever 12. When the first brake lever 12 is subject to a rider When pressed, the first master cylinder 11 will generate a hydraulic output. In contrast, the second brake operating unit 2b mainly includes a second brake lever fixing frame 23, a brake wire 9 and a second brake lever 22. When the second brake lever 22 is pressed by the rider, the second brake wire 9 A force will be output by being pulled by the second brake lever 22.

In this embodiment, the first brake generating unit 3 and the second brake generating unit 4b are respectively selected from a disc brake device and a drum brake device. The first brake generation unit 3 mainly includes a first brake caliper 31 and a first brake caliper 31. The brake disc 32, wherein the first brake caliper 31 has a cylinder 311, a set of pistons 312 and a set of pads 313. The piston 312 and the pads 313 are respectively mounted on the cylinder 311. When the first brake caliper 31 is When an oil pressure is input, the piston 312 will push to make the disc 313 so that the disc 313 can hold the brake disc 32 to generate a braking force to limit the rotation of the brake disc 32. Among them, if the first brake caliper 31 is not inputted with oil pressure, the piston 312 will not apply force to the pad 313, and a gap G1 and a gap G2 will be generated between the pad 313 and the brake disc 32 at this time. It does not restrict the rotation of the brake disc 32. In contrast, the second brake generating unit 4b of this embodiment is a conventional drum brake device, and is provided with a brake arm 43. When the brake arm 43 is pulled by force, the brake generating unit 4b will generate a The braking force restricts the rotation of the vehicle rims. As for the hydraulic regulator 6b, there is a motor 61. If the hydraulic regulator 6b detects that the braking force generated by the system is too strong and the tire (not shown) is about to lock up and slip, the hydraulic regulator 6b will regulate the system. The hydraulic pressure prevents the tire from slipping due to excessive braking force. The first brake operation unit 1 is connected to the first oil inlet 521b through the brake oil pipe 81, the second brake operation unit 2b is connected to the brake arm 43 through the rocker arm 57 through the brake wire 9, and the oil outlet 523b is connected to the brake oil pipe 82 through The hydraulic regulator 6 b is connected, and the hydraulic regulator 6 b is connected to the first brake caliper 31 via a brake oil pipe 83. Thereby, the first brake operation unit 1 can control the operation of the first brake caliper 31, and the second brake operation unit 2b can control the operation of the brake arm 43 and interlockingly control the operation of the first brake caliper 31. At the same time, it is achieved by the setting of the hydraulic regulator 6b The effect of anti-lock brake system.

Next, please refer to FIG. 23 and FIG. 24, which are respectively a second brake lever actuation diagram of the interlocking brake system according to the fourth embodiment of the present invention, and FIG. 23 is a cross-sectional view of the interlocking control valve body for the interlocking brake system. When the rider presses the second brake lever 22, the second brake lever 22 will pull the brake wire 9 so that the brake arm 43 of the second brake generating unit 4b is pulled to generate a braking force, and the brake wire 9 also drives the rocker arm at the same time. 57 act. At this time, the rocker arm 57 is driven by the brake wire 9 to push the plunger 51b to move against the spring force. Due to the displacement change of the plunger 51b, the rod portion 562 of the valve 56 is released from the stopper 55 and sealed. The piece 561 closes the oil passage 512 through the spring force applied to the valve 56 by the valve spring 58. The plunger 51b moves to make the volume of the first oil chamber 524b smaller, and an oil pressure is sent from the first oil chamber 524b through the oil outlet 523b and the hydraulic pressure. The adjuster 6b to the first brake caliper 31 enables the piston 312 to be pushed to cause the disc 313 to clamp the brake disc 32. At this time, the gap G1 and the gap G2 will disappear to achieve the purpose of interlocking braking.

Please refer to FIG. 25, which is an operation diagram of a first brake lever of a linked brake system according to a fourth embodiment of the present invention. As shown in the figure, when the rider operates the first brake lever 12, the first master cylinder 11 sends a hydraulic pressure to the first oil inlet 521b, because the first oil inlet 521b passes through the second oil chamber in sequence. 525b, long slot 511, oil passage 512, valve chamber 513 communicate with the first oil chamber 524b, so the oil pressure will be sent to the first brake caliper 31, so that the piston 312 in the first brake caliper 31 can be pushed to make the blade 313 to Holding the brake disc 32, the gap G1 and the gap G2 will disappear at this time, and the effect of braking is achieved.

Please refer to FIG. 26 and FIG. 27, which are sectional views of the interlocking control valve body for the interlocking brake system after the operation of FIG. 25 and then pressing the second brake lever, respectively. As shown in the figure, if the first brake lever 12 is not released, and then the second brake lever 22 is pressed, the second brake lever 22 will pull the brake wire 9 to cause the brake of the second brake generating unit 4b. The arm 43 is pulled to generate a braking force, and the brake wire 9 also drives the rocker arm 57 at the same time, because the rocker arm 57 is driven by the brake wire 9 to apply force, it will push the plunger 51b to move against the spring force, but at this time the first The oil chamber 524b still has the oil pressure from the first brake master cylinder 11, and the first brake caliper 31 continues to clamp the brake disc 32, so the movement amount of the plunger 51b pushed by the oil pressure of the rocker arm 57 will only reach the oil The channel 512 is closed by the sealing member 561 of the valve 56.

Finally, please refer to FIG. 28 and FIG. 29, which are the operation diagrams of the anti-lock brake system after the operation of FIG. 26 and the sectional views of the interlocking control valve body for the interlocking brake system, respectively. As shown in the figure, if the hydraulic regulator 6b detects that the tire is about to slip at this time, the first brake caliper 31 must be depressurized to reduce the braking force. At this time, the motor 61 in the hydraulic regulator 6b will reduce the hydraulic pressure. The oil is pushed back to the first oil chamber 524b of the oil outlet 523b, that is, the first oil chamber 524b is affected by the hydraulic oil pushed back by the motor 61, which will cause the instantaneous oil pressure to rise. At this time, the plunger 51b will be pushed by the first oil. The hydraulic cross-sectional area D1-D2 in the chamber 524b is pushed by the force generated by the cross-sectional area d of the oil passage 512. At this time, the seal 561 of the valve 56 can be easily opened, and because the seal 561 is in the process of opening the oil passage 512, In the valve room 513, the oil passage 512 is opened and closed by the displacement of the plunger 51b and the valve spring 58. It is not directly opened in sliding contact with the wall of the valve body 52b as in the conventional technology, so it will not affect the seal 561. Damage occurs.

Please refer to FIG. 30, which is a sectional view of a linkage control valve body for a linkage brake system according to a fifth embodiment of the present invention. The figure shows a linkage control valve body 5c, which mainly includes a plunger 51c, a valve body 52c, a plurality of oil seals 53,531, a spring 54, and a rocker arm 57c. The valve body 52c includes an oil inlet 521c and an oil outlet 523c. The plunger 51c is accommodated in the valve body 52c, and divides the valve body 52c into a first oil chamber 524c and a second oil chamber 525c. Between the two oil chambers 524c and 525c, the first oil chamber 524c and the valve body 52c They are separated by oil seals 53,531, so that the oil chambers 524c and 525c cannot communicate with each other. Only the oil inlet 521c can communicate with the second oil chamber 525c, and the oil outlet 523c can communicate with the first oil chamber 524c. In addition, the plunger 51c further includes a valve chamber 513 that communicates with the second oil chamber 525c through an oil passage 512. A valve 56 is provided in the valve chamber 513, and the valve is connected to the plunger 51c by a valve spring 58 for a long time. 56 applies a spring force and protrudes a rod portion 562 into the oil passage 512. Among them, a seal 561 is sleeved on the valve 56 on the opposite side of the rod portion 562 to strengthen the seal between the valve 56 and the opening 510 of the oil passage 512. Among them, if the valve 56 receives a spring force from the valve spring 58, the rod portion 562 abuts against the valve body 52c. At this time, the seal 561 on the valve 56 will not contact the opening 510 of the oil passage 512, so that the first The second oil chamber 525c can communicate with the valve chamber 513. The spring 54 is accommodated in the first oil chamber 524c, and can apply a spring force to the plunger 51c for a long time to adjust the overall displacement of the plunger 51c. In addition, in this embodiment, the rocker arm 57c is pivoted on the valve body 52c, and one end can push the end of the plunger 51c, forcing the plunger 51c to act in a pushing manner, and the direction of its top contact is the same as the fourth In the opposite embodiment, a change in the oil pressure in the valve body 52c occurs.

Please refer to FIG. 31, which is a configuration diagram of a linked braking system according to a fifth embodiment of the present invention. As shown in the figure, the configuration of the linked brake system of this embodiment is basically the same as that of the fourth embodiment. The linked control valve body 5b of FIG. 22 is replaced with the linked control valve body 5c of this embodiment. Regarding the linked brake system The detailed introduction will not be repeated here. Among them, the first brake operating unit 1 is connected to the first oil inlet 521c through the brake oil pipe 81, the second brake operating unit 2c is connected to the brake arm 43 through the rocker arm 57c through the brake wire 9, and the oil outlet 523c is through the brake oil pipe. 82 is connected to the hydraulic regulator 6c, and the hydraulic regulator 6c is connected to the first brake caliper 31 via a brake oil pipe 83. Thereby, the first brake operation unit 1 can control the operation of the first brake caliper 31, and the second brake operation unit 2c can control the operation of the brake arm 43 and interlockingly control the operation of the first brake caliper 31. At the same time, it is achieved by the setting of the hydraulic regulator 6c The effect of anti-lock brake system.

Next, please refer to FIG. 32 and FIG. 33, which are respectively a second brake lever actuation diagram of the interlocking brake system of the fifth embodiment of the present invention and a cross-sectional view of the interlocking control valve body for the interlocking brake system, respectively. When the rider presses the second brake lever 22, the second brake lever 22 will pull the brake wire 9 so that the brake arm 43 of the second brake generating unit 4c is pulled to generate a braking force, and the brake wire 9 also drives the rocker arm at the same time. 57c act. At this time, the rocker arm 57c is driven by the brake wire 9 to move the plunger 51b against the spring force. Due to the displacement change of the plunger 51c, the rod portion 562 of the valve 56 is thus separated from the valve body 52c and the seal 561 closes the oil passage 512 by the spring force applied to the valve 56 through the valve spring 58. The plunger 51c moves to make the volume of the first oil chamber 524c smaller, and a hydraulic pressure will be sent from the first oil chamber 524c through the oil outlet 523c and hydraulic adjustment. 6c to the first brake caliper 31, so that the piston 312 can be pushed to cause the disc 313 to clamp the brake disc 32. At this time, the gap G1 and the gap G2 will disappear to achieve the purpose of interlocking braking.

Please refer to FIG. 34, which is an operation diagram of a first brake lever of a linked brake system according to a fifth embodiment of the present invention. As shown in the figure, when the rider operates the first brake lever 12, the first master cylinder 11 sends a hydraulic pressure to the first oil inlet 521c, because the first oil inlet 521c passes through the second oil chamber in sequence. 525c, oil passage 512, valve chamber 513 communicate with the first oil chamber 524c, so the oil pressure will be sent to the first brake caliper 31, so that the piston 312 in the first brake caliper 31 can be pushed to make the disc 313 to hold the brake disc 32. At this time, the gap G1 and the gap G2 will disappear, and the effect of braking is achieved.

Please refer to FIG. 35 and FIG. 36, which are respectively a sectional view of the second brake lever actuated after the operation of FIG. 34 is pressed, and FIG. 35 is a sectional view of the linkage control valve body for the linkage brake system. As shown in the figure, if the first brake lever 12 is not released, and then the second brake lever 22 is pressed, the second brake lever 22 will pull the brake wire 9 to cause the brake of the second brake generating unit 4c. The arm 43 is pulled to generate a braking force, and the brake wire 9 also drives the rocker arm 57c at the same time. Among them, the rocker arm 57c will be pushed by the brake wire 9 to force the plunger 51c to move against the spring force. The oil chamber 524c still has the oil pressure from the first brake master cylinder 11 and the first brake caliper 31 continues to clamp the brake disc 32, so the amount of movement of the plunger 51c by the swing arm 57c will only reach the oil passage 512 It is closed by the sealing member 561 of the valve 56.

Finally, please refer to FIG. 37 and FIG. 38, which are respectively an operation diagram of the anti-lock brake system after the operation of FIG. 35 and a sectional view of the interlocking control valve body for the interlocking brake system, respectively. As shown in the figure, if the hydraulic regulator 6c detects that the tire is about to slip at this time, the first brake caliper 31 must be depressurized to reduce the braking force. At this time, the motor 61 in the hydraulic regulator 6c will reduce the hydraulic pressure. The oil is pushed back to the first oil chamber 524c of the oil outlet 523c, that is, the first oil chamber 524c is affected by the hydraulic oil pushed back by the motor 61, which will cause the instantaneous oil pressure to rise. At this time, the plunger 51c will be pushed by the first oil. The hydraulic cross-sectional area D1-D2 in the chamber 524c is pushed by the force generated by the cross-sectional area d of the oil passage 512. At this time, the seal 561 of the valve 56 can be easily opened, and because the seal 561 is in the process of opening the oil passage 512, In the valve room 513, the oil passage 512 is opened and closed by the displacement of the plunger 51c and the valve spring 58. It is not directly opened in sliding contact with the wall of the valve body 52c as in the conventional technology, so it will not affect the seal 561. Damage occurs.

The above embodiments are merely examples for the convenience of description. The scope of the claimed rights of the present invention should be based on the scope of the patent application, rather than being limited to the above embodiments.

1‧‧‧The first brake operation unit

11‧‧‧First brake master cylinder

12‧‧‧First brake lever

2,2b, 2c‧‧‧Second brake operation unit

21‧‧‧Second brake master cylinder

22‧‧‧Second brake lever

23‧‧‧Second brake lever holder

3‧‧‧The first brake generation unit

31‧‧‧The first brake caliper

311‧‧‧cylinder

312‧‧‧Piston

313‧‧‧Lai Ling

32‧‧‧Brake Disc

4,4b, 4c‧‧‧Second brake generation unit

41‧‧‧Second brake caliper

411‧‧‧cylinder

412‧‧‧Piston

413‧‧‧come

42‧‧‧Brake Disc

43‧‧‧Brake arm

5,5 ’, 5a, 5b, 5c‧‧‧‧Control valve body

51, 51a, 51b, 51c ‧‧‧ plunger

510‧‧‧ opening

511‧‧‧long slot

512‧‧‧oil channel

513‧‧‧Valve Room

514‧‧‧first end face

515‧‧‧Second end face

52,52 ’, 52b, 52c‧‧‧Valve body

521‧‧‧First oil inlet

521b, 521c‧‧‧ Oil inlet

522‧‧‧Second oil inlet

523,523b, 523c‧‧‧oil outlet

524,524b, 524c‧‧‧The first oil room

525,525b, 525c‧‧‧Second Oil Room

526‧‧‧Third Oil Room

53,531,532‧‧‧oil seal

54‧‧‧Spring

55‧‧‧stop

56‧‧‧ Valve

561‧‧‧seals

562‧‧‧ lever

57,57c‧‧‧ rocker

58‧‧‧Valve spring

6,6b, 6c‧‧‧Hydraulic regulator

61‧‧‧Motor

81,82,83,84,85‧‧‧‧brake hose

9‧‧‧brake wire

91‧‧‧The first brake operation unit

911‧‧‧First brake master cylinder

912‧‧‧First brake lever

92‧‧‧Second brake operation unit

921‧‧‧Second Brake Master Cylinder

922‧‧‧Second brake lever

93‧‧‧The first brake generation unit

931‧‧‧The first brake caliper

9311‧‧‧cylinder

9312‧‧‧Piston

9313‧‧‧Lairing

932‧‧‧Brake Disc

94‧‧‧Second brake generation unit

941‧‧‧Second brake caliper

9411‧‧‧cylinder

9412‧‧‧Piston

9413‧‧‧Lai Ling

942‧‧‧Brake Disc

95‧‧‧Linked control valve body

951‧‧‧Plunger

9512‧‧‧oil channel

952‧‧‧Valve body

9521‧‧‧First oil inlet

9522‧‧‧Second oil inlet

9523‧‧‧ oil outlet

9524‧‧‧The first oil room

9525‧‧‧Second Oil Room

9526‧‧‧Third Oil Room

953,9531‧‧‧‧oil seal

954‧‧‧Spring

96‧‧‧Hydraulic regulator

961‧‧‧ Motor

981,982,983,984,985‧‧‧Brake hose

D, d, D1, D2‧‧‧ cross-sectional area

G1, G2, G3, G4 ‧‧‧ Clearance

FIG. 1 is a cross-sectional view of an interlocking control valve body for an interlocking brake system according to a first embodiment of the present invention. Fig. 2 is a cross-sectional view of the interlocking control valve body for the interlocking brake system according to the first embodiment of the present invention. FIG. 3 is a configuration diagram of the interlocking braking system according to the first embodiment of the present invention. FIG. 4 is an operation diagram of a second brake lever of the interlocking brake system according to the first embodiment of the present invention. 5 is a cross-sectional view of the interlocking control valve body for the interlocking brake system of FIG. 4. FIG. 6 is an operation diagram of a first brake lever of a linked brake system according to a first embodiment of the present invention. FIG. 7 is an operation diagram of pressing the second brake lever after the operation of FIG. 6. FIG. 8 is a sectional view of the interlocking control valve body for the interlocking brake system of FIG. 7. FIG. 9 is an operation diagram of the anti-lock braking system after the operation of FIG. 7. FIG. 10 is a sectional view of the interlocking control valve body for the interlocking brake system of FIG. 9. 11 is a cross-sectional view of an interlocking control valve body for an interlocking brake system according to a second embodiment of the present invention. FIG. 12 is a sectional view of an interlocking control valve body for an interlocking brake system according to a third embodiment of the present invention. FIG. 13 is a configuration diagram of a linked braking system according to a third embodiment of the present invention. FIG. 14 is an operation diagram of a second brake lever of a linked brake system according to a third embodiment of the present invention. 15 is a cross-sectional view of an interlocking control valve body for an interlocking brake system of FIG. 14. FIG. 16 is an operation diagram of a first brake lever of a linked brake system according to a third embodiment of the present invention. FIG. 17 is an operation diagram of pressing the second brake lever after the operation of FIG. 16. 18 is a cross-sectional view of an interlocking control valve body for an interlocking brake system of FIG. 17. FIG. 19 is an operation diagram of the anti-lock brake system of the drive after the operation of FIG. 17. 20 is a cross-sectional view of an interlocking control valve body for an interlocking brake system of FIG. 19. 21 is a cross-sectional view of an interlocking control valve body for an interlocking brake system according to a fourth embodiment of the present invention. FIG. 22 is a configuration diagram of a linked braking system according to a fourth embodiment of the present invention. FIG. 23 is an operation diagram of a second brake lever of a linked brake system according to a fourth embodiment of the present invention. 24 is a cross-sectional view of an interlocking control valve body for an interlocking brake system of FIG. 23. FIG. 25 is an operation diagram of a first brake lever of a linked brake system according to a fourth embodiment of the present invention. FIG. 26 is an operation diagram of pressing the second brake lever after the operation of FIG. 25. 27 is a cross-sectional view of an interlocking control valve body for an interlocking brake system of FIG. 26. FIG. 28 is an operation diagram of the anti-lock braking system after the operation of FIG. 26. Fig. 29 is a sectional view of an interlocking control valve body for an interlocking brake system of Fig. 28; Fig. 30 is a cross-sectional view of an interlocking control valve body for an interlocking brake system according to a fifth embodiment of the present invention. FIG. 31 is a configuration diagram of a linked braking system according to a fifth embodiment of the present invention. FIG. 32 is an operation diagram of a second brake lever of a linked brake system according to a fifth embodiment of the present invention. Fig. 33 is a sectional view of an interlocking control valve body for an interlocking brake system of Fig. 32; FIG. 34 is an operation diagram of a first brake lever of a linked brake system according to a fifth embodiment of the present invention. FIG. 35 is an operation diagram of pressing the second brake lever after the operation of FIG. 34. Fig. 36 is a sectional view of an interlocking control valve body for an interlocking brake system of Fig. 35; FIG. 37 is an operation diagram of the anti-lock brake system driven after the operation of FIG. 35. Fig. 38 is a sectional view of the interlocking control valve body for the interlocking brake system of Fig. 37; Figure 39 is a sectional view of a conventional interlocking control valve body for an interlocking brake system. FIG. 40 is a configuration diagram of a conventional interlocking braking system. FIG. 41 is an operation diagram of a second brake lever of a conventional interlocking brake system. Fig. 42 is a sectional view of an interlocking control valve body for an interlocking brake system of Fig. 41; FIG. 43 is an operation diagram of a first brake lever of a conventional interlocking brake system. FIG. 44 is an operation diagram in which the second brake lever is pressed after the operation in FIG. 43. Fig. 45 is a sectional view of an interlocking control valve body for an interlocking brake system of Fig. 44; FIG. 46 is an operation diagram of the anti-lock brake system of the drive after the operation of FIG. 44. 47 is a cross-sectional view of the interlocking control valve body for the interlocking brake system of FIG. 46.

Claims (6)

A linkage control valve body for a linkage brake system includes: a valve body including a first oil inlet, a second oil inlet, and an oil outlet; a plunger housed in the valve body, The valve body is divided into a first oil chamber, a second oil chamber, and a third oil chamber. The first oil inlet is in communication with the second oil chamber, and the second oil inlet is in communication with the third oil chamber. The oil outlet is in communication with the first oil chamber. The plunger further includes a long slot and a valve chamber. The long slot is connected to the valve chamber by an oil passage. A valve is provided in the valve chamber. A valve spring is connected to the plunger, and a spring force is applied to the valve for a long time, and a rod portion is protruded into the oil passage; a stopper is fixed on the valve body and is accommodated in the long groove. The hole is used to abut the rod portion; and a spring is accommodated in the first oil chamber, and a spring force can be applied to the plunger for a long time. A linkage control valve body for a linkage brake system includes: a valve body including a first oil inlet, a second oil inlet, and an oil outlet; a plunger housed in the valve body, The valve body is divided into a first oil chamber, a second oil chamber, and a third oil chamber. The first oil inlet is in communication with the second oil chamber, and the second oil inlet is in communication with the third oil chamber. The oil outlet is in communication with the first oil chamber, wherein the plunger further includes a valve chamber, which communicates with the second oil chamber by an oil passage, and a valve is provided in the valve chamber, which is connected with the valve spring by A plunger applies a spring force to the valve for a long time and protrudes a rod portion into the oil passage; and a spring is housed in the first oil chamber and can apply a spring force to the plunger for a long time. A linkage control valve body for a linkage brake system includes: a valve body including an oil inlet and an oil outlet; a plunger housed in the valve body to partition the valve body into a first oil And a second oil chamber, the oil inlet is in communication with the second oil chamber, the oil outlet is in communication with the first oil chamber, wherein the plunger further includes a long slot and a valve chamber, the long The slot is connected to the valve chamber by an oil passage, and a valve is arranged in the valve chamber. The valve spring is connected to the plunger, applies a spring force to the valve for a long time, and protrudes a rod into the oil passage. A stopper is fixed on the valve body and is accommodated in the long slot hole to abut the rod part; a spring is accommodated in the first oil chamber and can be applied to the plunger for a long time A spring force; and a rocker arm pivoted on the valve body, one end of which can push the end of the plunger. A linkage control valve body for a linkage brake system includes: a valve body including an oil inlet and an oil outlet; a plunger housed in the valve body to partition the valve body into a first oil And a second oil chamber, the oil inlet is in communication with the second oil chamber, the oil outlet is in communication with the first oil chamber, wherein the plunger further includes a valve chamber, which communicates with the oil passage through an oil passage. The second oil chamber is provided with a valve in the valve chamber, which is connected to the plunger with a valve spring, and applies a spring force to the valve for a long time, and protrudes a rod into the oil passage; a spring is accommodated in the first An oil chamber can apply a spring force to the plunger for a long time; and a rocker arm is pivoted on the valve body, and one end can push the end of the plunger. For example, the linkage control valve body for a linkage brake system according to any one of the scope of application for a patent, wherein the plunger has a first end face and a second end face, and the second end face is not in the first end face. Oil room. For example, a linkage control valve body for a linkage brake system according to any one of the scope of the patent application, wherein the valve is provided with a seal to strengthen the seal between the valve and the opening of the oil passage. Sex.