1354740 六、發明說明： 【發明所屬之技術領域】 本發明是有關於一種防鎖死煞車系統，特別是有關於 種兼具低製造成本及高穩定性之防鎖死煞車系統。 【先前技術】 請參閱第1圖、第2圖及第3圖，一種習知之防鎖死 煞車系統1主要包括有一油壓控制機構1〇、一煞車總泵 第二單向閥63、一油泵7〇 2〇、-制動器30、一常開型電磁閥4〇、一常閉型電磁閥 45、一電子控制單元(ECU)5〇、一蓄油器55、一第一 閥61、一第二單向閥62、 ° 一馬達80及一凸輪90。 油壓控制機構1 〇具有一進油口 11、一出油口 12、一 第-油道13a、—第二油道13b、—第三油道…及一第四 油道13d。第-油道13a纟t油道…是分別連接於進油 口 =油口 12之間’亦即，第一油道…及第三油道 1 jc彼此為並聯之關係。篦 關你笫一油道13b是連通於第一油遺 1且第二油道说亦是連接進油口 Π與出油口 12之 四油道13d是連通於第三油道13e。此外’進油。 ⑴出油口 、第-油道13a、第二油道m、第三 13c及第四油道13d内容納有煞車油（未顯示）。 煞車總泵20是連接於進油口 U。 一鼓2 ^盖是^接於出油口 12，並且制動器3〇可以是 式…、車機構或一碟式煞車機構之-部份。在此，.制動 5 1354740 器30乃是一煞車卡鉗，並且其是套設於一車輪（未顯示）之 一煞車碟盤D之上。 常開型電磁閥40是設置於第一油道13a之上。 常閉型電磁閥45是設置於第三油道13c之上。 電子控制單元50是電性連接於常開型電磁閥40及常 閉型電磁閥45，其可用來控制常開型電磁閥40及常閉型 電磁閥45之運作。 蓄油器55是連接於第四油道13d。 第一單向閥61是設置於第二油道13b之上。在此，藉 由第一單向閥61之設置方向，煞車油僅能從出油口 12經 由第一單向閥61流向進油口 11。 第二單向閥62及第三單向閥63是設置於第三油道13c 之上。在此，藉由第二單向閥62及第三單向閥63之設置 方向，煞車油僅能從出油口 12經由第二單向閥62及第三 單向閥63流向進油口 11。 油泵70是設置於第三油道13c之上，並且油泵70是 位於第二單向閥62與第三單向閥63之間。更詳細的來說， 油泵70具有一壁體71、一柱塞72、一彈性元件73及一油 室74。柱塞72是以移動之方式設置於壁體71之中。彈性 元件73是設置於油室74之中，並且彈性元件73是連接於 壁體71與柱塞72之間，其可用來提供回復彈力於柱塞72。 油室74是連接於第二單向閥62與第三單向閥63之間。如 上所述，藉〆第二單向閥62及第三單向閥63之設置方向， 6 1354740 煞車油僅能從出油口 12經由第二單向閥62、油室74及第 三單向閥63流向進油口 11。 馬達80具有一輸出轉轴81。 凸輪90是以偏心之方式連接於馬達80之輸出轉軸 81，並且凸輪90是抵接於油泵70之柱塞72。值得注意的 是，彈性元件73乃是以朝向凸輪90之方向對柱塞72提供 回復彈力。如上所述，凸輪90可以隨著輸出轉軸81而同 步旋轉，因而可使柱塞72進行往復移動，進而可使油室 ^ 74之容積大小呈現交替變化。 如第1圖所示，當煞車總泵20運作而產生煞車油壓 • 時，煞車油（煞車油壓）會依序經由進油口 11、第一油道 13a、常開型電磁閥40及出油口 12而流至（傳遞至）制動器 30，以迫使制動器30夾住轉動中之煞車碟盤D，因而可達 成對車輪煞車之效果。在此，由於第一單向閥61、第二單 向閥62及第三單向閥63之限制，故煞車油（煞車油壓）會 • 直接從第一油道13a通過常開型電磁閥40而流向（傳遞至) 出油口 12，然後再流至（傳遞至）制動器30，以迫使制動器 30夾持煞車碟盤D。此外，值得注意的是，當煞車總泵20 運作且車輪達到一設定減速度值時，馬達80皆會不停運 轉，以不斷驅使凸輪90旋轉。 在另一方面，當電子控制單元50在煞車過程中偵測出 車輪（未顯示）即將與地面發生打滑時（亦即，當電子控制單 . 元50判讀到煞車碟盤D即將被制動器30鎖死時），電子控 7 1354740 制單元50會立即輸出訊號來驅使常開型電磁閥40及常閉 型電磁閥45分別進行斷開及導通之運作。此時，如第2圖 所示，第一油道13a會呈現斷路狀態，而位於制動器30中 之部份煞車油會從出油口 12經由常閉型電磁閥45流往蓄 油器55暫存。接著，制動器30内之煞車油壓會降低，因 而使得制動器30釋放煞車碟盤D，進而避免車輪與地面發 生打滑現象。 如上所述，柱塞72會藉由馬達80之持續運轉而進行 • 往復移動，以使油室74之容積大小呈現交替變化。如第3 圖所示，當油室74之容積逐漸變大時，蓄油器55内所暫 存之煞車油會經由第二單向閥62被吸到油室74内。然後， 當油室74之容積逐漸變小時，其内之煞車油會經由第三單 向閥63被送出至進油口 11。直到車輪可維持轉動（或煞車 碟盤D可能被鎖死之現象消失）時，電子控制單元50會再 次輸出訊號來驅使常開型電磁閥40及常閉型電磁閥45分 φ 別進行導通及斷開之運作。此時，制動器30會繼續夾持煞 車碟盤D，以產生煞車運作。 另外，就第二油道13b之設置目的而言，其乃是為了 要預防第一油道13a上之常開型電磁閥40在運作後發生卡 死而無法斷開，因而避免制動器30在煞車總泵20未運作 狀態下發生殘壓之現象。 如上所述，制動器30對煞車碟盤D之夾持或釋放是由 常開型電磁閥40及常閉型電磁閥45之運作所控制。特別 的是，常閉型電磁閥45在常態下不得發生洩漏現象，並且 8 1354740 其在接獲訊號時必須能迅速進行導通切換。萬一常閉型電 磁閥45發生輕微洩漏現象，則煞車油將洩漏至蓄油器55 之中，嚴重時甚至會發生制動器30無法夾持煞車碟盤D 等危險現象。因此，常閉型電磁閥45之品質穩定性就變得 格外重要。然而，品質穩定性高之常閉型電磁閥45代表著 成本之升高，因而使得整個防鎖死煞車系統1之製造成本 升高。 有鑑於此，本發明之目的是要提供一種防鎖死煞車系 • 統，其可兼具低製造成本及高穩定性之功能。 【發明内容】 本發明基本上採用如下所詳述之特徵以為了要解決上 述之問題。 本發明之一實施例提供一種防鎖死煞車系統，其包括 一油壓控制機構，具有一進油口、一出油口、一第一油道、 一第二油道及一第三油道，其中，該第一油道、該第二油 φ 道及該第三油道係分別連接於該進油口與該出油口之間， 並且係容納有煞車油；一煞車總泵，連接於該進油口； 一 制動器，連接於該出油口； 一常開型電磁閥，設置於該第 一油道之上；一電子控制單元，電性連接於該常開型電磁 閥，係用以控制該常開型電磁閥之運作；一第一單向閥， 設置於該第二油道之上；一第二單向閥，設置於該第二油 道之上；一第一油泵，設置於該第二油道之上，並且位於 該第一單向閥與該第二單向閥之間，其中，該第一油泵具 有一第一壁體、一第一柱塞、一第一彈性元件及一第一油 9 1354740 室，該第一柱塞係以移動之方式設置於該第一壁體之中， 該第一彈性元件係設置於該第一油室之中，並且係連接於 該第一壁體與該第一柱塞之間，用以提供回復彈力於該第 一柱塞，該第一油室係連接於該第一單向閥與該第二單向 閥之間，以及該煞車油係從該出油口經由該第一單向閥、 該第一油室及該第二單向閥流向該進油口；一第三單向 閥，設置於該第三油道之上；一第四單向閥，設置於該第 三油道之上；一第二油泵，設置於該第三油道之上，並且 φ 位於該第三單向閥與該第四單向閥之間，其中，該第二油 泵具有一第二壁體、一第二柱塞、一第二彈性元件及一第 二油室，該第二柱塞係以移動之方式設置於該第二壁體之 中，該第二彈性元件係設置於該第二油室之中，並且係連 接於該第二壁體與該第二柱塞之間，用以提供回復彈力於 該第二柱塞，該第二油室係連接於該第三單向閥與該第四 單向閥之間，以及該煞車油係從該出油口經由該第三單向 閥、該第二油室及該第四單向閥流向該進油口； 一馬達， • 具有一輸出轉軸；以及一凸輪，係以偏心之方式連接於該 馬達之該輸出轉軸，並且係抵接於該第一油泵之該第一柱 塞與該第二油泵之該第二柱塞之間。 根據上述之實施例，該第一柱塞與該第二柱塞係以該 凸輪為中心而彼此間隔180度。 根據上述之實施例，該第一油室之容積與該第二油室 之容積之總合係為一固定數值。 為使本發明之上述目的、特徵和優點能更明顯易懂·， 1354740 下文特舉較佳實施例並配合所附圖式做詳細說明。 【實施方式】 茲配合圖式說明本發明之較佳實施例。 凊參閱第4圖、第5圖及第ό圖，本實施例之防鎖死 煞車系統100主要包括有一油壓控制機構11〇、一煞車總 泵120、一制動器130、一常開型電磁閥14〇、一電子控制 單元(ECU)150、一第一單向閥161、一第二單向閥162、一 籲第—油泵170、一第三單向閥163、一第四單向閥164、一 第一油泵180、一馬達190及一凸輪195。 油壓控制機構11〇具有一進油口 U1、一出油口 、 一第一油道113a、一第二油道113b及一第三油道U3c。 第/由道113a、第一油道113b及第三油道ii3c是分別連 接於進油口 111與出油口 112之間.，亦即，第一油道 第二油道113b及第三油道113c彼此為並聯之關係。此外， 第-油道113a、第二油道113b及第三油道U3c内容納有 擊煞車油（未顯示）。 煞車總泵120是連接於進油口 11工。 β制動器130是連接於出油口 112，並且制動器〗％可 以疋一鼓式煞車機構或一碟式煞車機構之一部份。在本實 施例之中，制動器13〇乃是一煞車卡鉗，並且其是套設於 一車輪（未顯示）之一煞車碟盤D之上。 常開型電磁閥14〇是設置於第一油道U3a之上。 電子控制早元150是電性連接於常開型電磁閥〗4〇，其 JJ4/40 可用來控制常開型電磁閥之運作。 、、第一單向閥161及第二單向閥162皆是設置於第二油 道113b之上。在此，藉由第一單向闕i6i及第二單向闕 162之設置方向’煞車油僅能從出油口 μ經由第一單向 閥161及第二單向閥162流向進油口 m。 第一油泵170是設置於第二油道113b之上，並且第一 油泵no是位於第一單向閥161與第二單向閥162之間。 鲁更詳細的來說’第一油泵17〇具有一第一壁體ΐ7ι、一第 -=塞172、一第一彈性元件173及一第一油室174。第一 柱基172疋以移動之方式設置於第一壁體π〗之中。第一 彈性7L件173是設置於第—油室m之中，並且第一彈性 元件173疋連接於第一壁體171與第一柱塞⑺之間，苴 可用來提供回復彈力於第一柱塞17.2。第-油室174是連 接於第一單向閥161與第二單向閥162之間。如上所述， 藉由第一單向閥161及第二單向閥162之設置方向，煞車 馨油僅能=出油口 112經由第一單向間161、第一油室Μ 及第一單向閥162流向進油口 1〗J。 、第三單向閥163及第四單向間164皆是設置於第三油 C 113c之上。在此，藉由第三單向閥⑹及第四單向閥 164之設置方向’煞車油僅能從出油口 ιΐ2經由第三單向 閥163及第四單向閥164流向進油口 ηι。 第二油I 180是設置於第三油道U3c之上，並且第二 油果180是位於第三單向閥163與第四單向閥164之間。 12 1354740 更絆細的來說，第二油栗⑽具有一第二壁體i8i、一第 一柱塞182、一第二彈性元件⑻及一第二油室184。第二 柱塞182是以移動之方式設置於第二壁體181之中。第二 彈性元件183是設置於第二油室m之中，並且第二彈性 讀183是連接於第二壁體181與第二柱塞182之間，其 可用來提供回復彈力於第二柱塞182。第二油室是連 接於第三單向閥163與第四單向閱164之間。如上所述， 藉由第三單向闕163及第四單向閥164之設置方向，煞車 油僅能從出油口 112經由第三單向闕163、第二油室’184 及第四單向閥164流向進油口】η。 馬達190具有一輪出轉轴191。 凸輪195是以偏心之方式連接於馬達刚之輸出轉軸 —，並且凸輪195是抵接於第一油泵17〇之第一柱塞μ 與第二油泵180之第二柱塞182之間。值得注意的是，第 一彈性元件Π3及第二彈性元件183乃是以朝向凸輪195 =方向分別對第一柱塞172及第二柱塞182提供回復彈 力。如上所述’凸輪195可以隨著輸出轉軸191而同步轉 動’因而可使得第一柱塞172及第二柱塞18 進而可使得第一油室174及第二油室184之容丁積= =現父替變化。此外’在本實施例之中，第一柱塞172盥 第:柱^ 182是以凸輪195為中心而彼此間隔18〇度，或 至174之容積與第二油室184之容積之總合不論在 任何情形下皆為一固定數值。 如上所述，在凸輪195旋轉之情況下，當第—油室Η# 13 1354740 之容積漸漸變小時，第二油室184之容積必須漸新變大， 如第4圖所示。反之，當第—油室174之容積漸漸變大時， 第二油室184之容積必須漸漸變小，如第5圖所示。 如第4圖及第5圖所示，當煞車總果12〇運作而產生 煞車油壓時，煞車油（煞車油壓）會依序經由進油口 η卜 -油道ina、常開型電磁閥140及出油口 112而 至）制動H 13G，以迫使制動器13G夾住轉動中之煞 D ’因而可達賴車輪㈣之效果。同時，騎⑽之ς ，會迫使第-油室m内之煞車油自第二單㈣162送 出，而此被送出之煞車油會依序流經第一油道仙 ^電磁閥14G、第三油道1…及第三單向閥163而被送I ί二油室184。接著’流入第二油…煞車油會= 第-^ 被^之鱗騎依序流經 f油道⑴a、常開型電磁閥14()、第二油道⑽及第一 卓向閥161而被送i笛 ,, 之室174。值得注意的是，上述 ^車油的^動過程乃是不斷地重複循環。 一 =運作，馬達19。皆會不停運轉，—: 出車=即=:=…煞車過程中_ 單元150剌/、也發生打滑時（亦即，當電子控制 判，車碟盤〇即將被制動器13。 于控制早兀150合古gD认， j 7电 140進行斷開之運；。此：出—訊號來驅使常開型電磁閥 會呈現斷路狀能，而朽時’如第6圖所示，第一油道 _ ^ Μ於制動器13〇中之部份煞車油會流 14 1354740 向第一油室174或第二油室184。接著，制動器130内之 煞車油壓會降低，因而使得制動器130釋放煞車碟盤D， 進而避免車輪與地面發生打滑現象。 直到車輪可維持轉動（或煞車碟盤D可能被鎖死之現象 消失）時，電子控制單元150會再輸出一訊號來驅使常開型 電磁闊140進行導通之運作。此時，制動器130會繼續夾 持煞車碟盤D，以產生煞車運作。當煞車總泵120之運作 停止時，制動器130會釋放煞車碟盤D，因而解除煞車動 隹作。 如上所述，即使常開型電磁閥140在斷開時發生輕微 洩漏，但在出油口 112與進油口 111之間的煞車油依然會 有壓差存在，因而仍可達成防止制動器130鎖死煞車碟盤 D之目的。再者，即使常開型電磁閥140作動失效，防鎖 死煞車系統100仍可提供一般煞車之功能。此外，若常開 型電磁閥140作動後發生卡死而無法回復導通狀態，制動 φ 器130也不會鎖死煞車碟盤D。因此，防鎖死煞車系統100 可以採用較低價之常開型電磁閥140,並能同時達成兼具 低製造成本及高穩定性之目的。 此外，雖然本實施例是以具有一煞車總泵及一制動器 之防鎖死煞車系統來做舉例說明，但本發明亦可應用於同 時具有兩煞車總泵及兩制動器之防鎖死煞車系統之中，而 其兩者之運作原理皆為相同。 雖然本發明已以較佳實施例揭露於上，然其並非用以 15 1354740 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。1354740 VI. Description of the Invention: [Technical Field] The present invention relates to an anti-lock brake system, and more particularly to an anti-lock brake system which has both low manufacturing cost and high stability. [Prior Art] Referring to FIG. 1 , FIG. 2 and FIG. 3 , a conventional anti-lock brake system 1 mainly includes an oil pressure control mechanism 1 , a brake master cylinder second check valve 63 , and an oil pump. 7〇2〇, -brake 30, a normally open solenoid valve 4〇, a normally closed solenoid valve 45, an electronic control unit (ECU) 5〇, an oil accumulator 55, a first valve 61, a first Two check valves 62, a motor 80 and a cam 90. The oil pressure control mechanism 1 has an oil inlet port 11, an oil outlet port 12, a first oil passage 13a, a second oil passage 13b, a third oil passage ... and a fourth oil passage 13d. The first oil passage 13a纟t oil passages are connected between the oil inlet port and the oil port 12, respectively, that is, the first oil passage ... and the third oil passage 1 jc are in parallel relationship with each other.篦 Off Your first oil passage 13b is connected to the first oil passage 1 and the second oil passage is said to be connected to the oil inlet Π and the oil outlet 12. The fourth oil passage 13d is connected to the third oil passage 13e. In addition, 'oil. (1) The oil outlet, the first oil passage 13a, the second oil passage m, the third 13c, and the fourth oil passage 13d contain brake oil (not shown). The brake master cylinder 20 is connected to the oil inlet U. A drum 2 ^ cover is connected to the oil outlet 12, and the brake 3 〇 can be a part of the type ..., the vehicle mechanism or a disc brake mechanism. Here, the brake 5 1354740 is a brake caliper and is placed over a brake disc D of a wheel (not shown). The normally open solenoid valve 40 is disposed above the first oil passage 13a. The normally closed solenoid valve 45 is disposed above the third oil passage 13c. The electronic control unit 50 is electrically connected to the normally open solenoid valve 40 and the normally closed solenoid valve 45, and can be used to control the operation of the normally open solenoid valve 40 and the normally closed solenoid valve 45. The oil accumulator 55 is connected to the fourth oil passage 13d. The first check valve 61 is disposed above the second oil passage 13b. Here, by the direction in which the first check valve 61 is disposed, the brake oil can flow only from the oil discharge port 12 through the first check valve 61 to the oil inlet port 11. The second check valve 62 and the third check valve 63 are disposed above the third oil passage 13c. Here, by the direction in which the second check valve 62 and the third check valve 63 are disposed, the brake oil can only flow from the oil discharge port 12 to the oil inlet port 11 via the second check valve 62 and the third check valve 63. . The oil pump 70 is disposed above the third oil passage 13c, and the oil pump 70 is located between the second check valve 62 and the third check valve 63. More specifically, the oil pump 70 has a wall 71, a plunger 72, an elastic member 73, and an oil chamber 74. The plunger 72 is disposed in the wall 71 in a moving manner. The resilient member 73 is disposed in the oil chamber 74, and the resilient member 73 is coupled between the wall 71 and the plunger 72, which can be used to provide a resilient spring force to the plunger 72. The oil chamber 74 is connected between the second check valve 62 and the third check valve 63. As described above, by the direction in which the second check valve 62 and the third check valve 63 are disposed, the 6 1354740 brake oil can only pass from the oil outlet 12 via the second check valve 62, the oil chamber 74, and the third one-way. The valve 63 flows to the oil inlet port 11. The motor 80 has an output shaft 81. The cam 90 is eccentrically coupled to the output shaft 81 of the motor 80, and the cam 90 is abutted against the plunger 72 of the oil pump 70. It is to be noted that the resilient member 73 provides a resilient return force to the plunger 72 in the direction toward the cam 90. As described above, the cam 90 can be rotated synchronously with the output shaft 81, so that the plunger 72 can be reciprocated, and the volume of the oil chamber 74 can be alternately changed. As shown in Fig. 1, when the brake master cylinder 20 is operated to generate the brake oil pressure, the brake oil (loading oil pressure) will sequentially pass through the oil inlet port 11, the first oil passage 13a, the normally open solenoid valve 40, and The oil discharge port 12 flows to (transmits to) the brake 30 to force the brake 30 to clamp the rotating brake disc D, so that the effect of the wheel brake can be achieved. Here, due to the limitation of the first check valve 61, the second check valve 62, and the third check valve 63, the brake oil (brake oil pressure) will directly pass through the normally open solenoid valve from the first oil passage 13a. 40 flows (passed) to the oil outlet 12 and then flows (passes) to the brake 30 to force the brake 30 to grip the brake disc D. In addition, it is worth noting that when the brake master cylinder 20 is operating and the wheel reaches a set deceleration value, the motor 80 will continue to operate to continuously drive the cam 90 to rotate. On the other hand, when the electronic control unit 50 detects that the wheel (not shown) is about to slip with the ground during the braking process (that is, when the electronic control unit 50 reads that the brake disc D is about to be locked by the brake 30) At the time of death, the electronic control unit 7 1354740 unit 50 will immediately output a signal to drive the normally open solenoid valve 40 and the normally closed solenoid valve 45 to open and conduct respectively. At this time, as shown in Fig. 2, the first oil passage 13a will be in an open state, and a part of the brake oil located in the brake 30 will flow from the oil outlet 12 to the oil accumulator 55 via the normally closed solenoid valve 45. Save. Then, the brake oil pressure in the brake 30 is lowered, so that the brake 30 releases the brake disc D, thereby preventing the wheel from slipping on the ground. As described above, the plunger 72 is reciprocated by the continuous operation of the motor 80 to alternate the volume of the oil chamber 74. As shown in Fig. 3, when the volume of the oil chamber 74 gradually becomes larger, the brake oil temporarily stored in the accumulator 55 is sucked into the oil chamber 74 via the second check valve 62. Then, when the volume of the oil chamber 74 gradually becomes smaller, the brake oil therein is sent to the oil inlet port 11 via the third one-way valve 63. Until the wheel can maintain rotation (or the phenomenon that the brake disc D may be locked), the electronic control unit 50 will again output a signal to drive the normally open solenoid valve 40 and the normally closed solenoid valve 45 to be turned on and Disconnected operation. At this time, the brake 30 continues to grip the brake disc D to generate the brake operation. In addition, as for the purpose of setting the second oil passage 13b, it is for preventing the normally-open type solenoid valve 40 on the first oil passage 13a from being stuck after being operated and being unable to be disconnected, thereby preventing the brake 30 from being braked. The residual pressure occurs when the master pump 20 is not operating. As described above, the clamping or release of the brake disc 30 to the brake disc D is controlled by the operation of the normally open solenoid valve 40 and the normally closed solenoid valve 45. In particular, the normally closed solenoid valve 45 must not leak under normal conditions, and the 8 1354740 must be able to switch on quickly when receiving a signal. In the event of a slight leakage of the normally closed solenoid valve 45, the brake oil will leak into the oil accumulator 55, and in severe cases, the brake 30 may not be able to grip the brake disc D. Therefore, the quality stability of the normally closed solenoid valve 45 becomes extraordinarily important. However, the normally closed solenoid valve 45 having high quality stability represents an increase in cost, thereby increasing the manufacturing cost of the entire anti-lock brake system 1. In view of the above, it is an object of the present invention to provide an anti-lock brake system that combines low manufacturing cost and high stability. SUMMARY OF THE INVENTION The present invention basically employs the features detailed below in order to solve the above problems. An embodiment of the present invention provides an anti-lock brake system including an oil pressure control mechanism having an oil inlet, an oil outlet, a first oil passage, a second oil passage, and a third oil passage. The first oil passage, the second oil φ channel and the third oil passage are respectively connected between the oil inlet and the oil outlet, and are contained with brake oil; a brake master cylinder is connected At the oil inlet; a brake connected to the oil outlet; a normally open solenoid valve disposed on the first oil passage; an electronic control unit electrically connected to the normally open solenoid valve For controlling the operation of the normally open solenoid valve; a first check valve is disposed above the second oil passage; a second check valve is disposed above the second oil passage; a first oil pump Between the first one-way valve and the second one-way valve, wherein the first oil pump has a first wall body, a first plunger, and a first An elastic member and a first oil 9 1354740 chamber, wherein the first plunger is disposed in the first wall body in a moving manner, The first elastic element is disposed in the first oil chamber and is connected between the first wall body and the first plunger to provide a return elastic force to the first plunger, the first oil The chamber is connected between the first one-way valve and the second one-way valve, and the brake oil system passes from the oil outlet through the first one-way valve, the first oil chamber and the second one-way valve Flowing to the oil inlet; a third one-way valve is disposed above the third oil passage; a fourth one-way valve is disposed above the third oil passage; and a second oil pump is disposed at the third oil passage Above the oil passage, and φ is located between the third one-way valve and the fourth one-way valve, wherein the second oil pump has a second wall body, a second plunger, a second elastic element and a a second oil chamber, the second plunger is disposed in the second wall body in a moving manner, the second elastic member is disposed in the second oil chamber, and is coupled to the second wall body Between the second plunger and the second plunger, the second oil chamber is connected to the third one-way valve and the fourth one-way valve And the brake oil flowing from the oil outlet to the oil inlet via the third check valve, the second oil chamber and the fourth check valve; a motor, having an output shaft; and a cam The output shaft is coupled to the motor and is eccentrically coupled between the first plunger of the first oil pump and the second plunger of the second oil pump. According to the above embodiment, the first plunger and the second plunger are spaced apart from each other by 180 degrees around the cam. According to the above embodiment, the total of the volume of the first oil chamber and the volume of the second oil chamber is a fixed value. The above described objects, features and advantages of the present invention will become more apparent and understood. [Embodiment] A preferred embodiment of the present invention will be described with reference to the drawings. Referring to FIG. 4, FIG. 5 and FIG. 3, the anti-lock brake system 100 of the present embodiment mainly includes an oil pressure control mechanism 11A, a brake master cylinder 120, a brake 130, and a normally open solenoid valve. 14〇, an electronic control unit (ECU) 150, a first check valve 161, a second check valve 162, a first oil pump 170, a third check valve 163, a fourth check valve 164 A first oil pump 180, a motor 190 and a cam 195. The oil pressure control mechanism 11 has an oil inlet U1, an oil outlet, a first oil passage 113a, a second oil passage 113b and a third oil passage U3c. The first passage 113a, the first oil passage 113b and the third oil passage ii3c are respectively connected between the oil inlet 111 and the oil outlet 112. That is, the first oil passage second oil passage 113b and the third oil The tracks 113c are in a parallel relationship with each other. Further, the first oil passage 113a, the second oil passage 113b, and the third oil passage U3c contain a hitting vehicle oil (not shown). The brake master cylinder 120 is connected to the oil inlet port 11 . The beta brake 130 is coupled to the oil outlet 112, and the brake % can be part of a drum brake mechanism or a disc brake mechanism. In the present embodiment, the brake 13 is a brake caliper and is placed over a brake disc D of a wheel (not shown). The normally open solenoid valve 14 is disposed above the first oil passage U3a. The electronic control early element 150 is electrically connected to the normally open solenoid valve 〖4〇, and its JJ4/40 can be used to control the operation of the normally open solenoid valve. The first check valve 161 and the second check valve 162 are all disposed on the second oil passage 113b. Here, the braking direction of the first one-way 阙i6i and the second one-way 阙 162 can only flow from the oil outlet μ through the first check valve 161 and the second check valve 162 to the oil inlet m . The first oil pump 170 is disposed above the second oil passage 113b, and the first oil pump no is located between the first check valve 161 and the second check valve 162. In more detail, the first oil pump 17 has a first wall body ΐ7ι, a first-=plug 172, a first elastic member 173, and a first oil chamber 174. The first column base 172 is disposed in the first wall body π〗 in a moving manner. The first elastic 7L member 173 is disposed in the first oil chamber m, and the first elastic member 173 is connected between the first wall body 171 and the first plunger (7), and the crucible can be used to provide a return elastic force to the first column. Plug 17.2. The first oil chamber 174 is connected between the first check valve 161 and the second check valve 162. As described above, by the direction in which the first check valve 161 and the second check valve 162 are disposed, the brake oil can only pass the oil outlet 112 through the first one-way chamber 161, the first oil chamber, and the first single The flow to the oil inlet 1 J is made to the valve 162. The third check valve 163 and the fourth one-way chamber 164 are both disposed above the third oil C 113c. Here, the direction of the third check valve (6) and the fourth check valve 164 can only be flowed from the oil outlet ι 2 through the third check valve 163 and the fourth check valve 164 to the oil inlet ηι. . The second oil I 180 is disposed above the third oil passage U3c, and the second oil nut 180 is located between the third one-way valve 163 and the fourth one-way valve 164. 12 1354740 More specifically, the second oil pump (10) has a second wall i8i, a first plunger 182, a second elastic member (8) and a second oil chamber 184. The second plunger 182 is disposed in the second wall body 181 in a moving manner. The second elastic member 183 is disposed in the second oil chamber m, and the second elastic read 183 is coupled between the second wall 181 and the second plunger 182, which can be used to provide a return elastic force to the second plunger 182. The second oil chamber is connected between the third one-way valve 163 and the fourth one-way read 164. As described above, by the direction in which the third one-way 阙163 and the fourth one-way valve 164 are disposed, the brake oil can only pass from the oil outlet 112 via the third one-way 阙163, the second oil chamber '184, and the fourth single The valve 164 flows to the oil inlet port η. The motor 190 has a wheel-out shaft 191. The cam 195 is eccentrically coupled to the output shaft of the motor, and the cam 195 is abutted between the first plunger μ of the first oil pump 17 and the second plunger 182 of the second oil pump 180. It is to be noted that the first elastic member Π3 and the second elastic member 183 provide resilience to the first plunger 172 and the second plunger 182, respectively, toward the cam 195 = direction. As described above, the 'cam 195 can be rotated synchronously with the output shaft 191', so that the first plunger 172 and the second plunger 18 can further cause the first oil chamber 174 and the second oil chamber 184 to have a capacity == Now the father is changing. Further, in the present embodiment, the first plunger 172: the column 182 is spaced apart from each other by 18 degrees around the cam 195, or the sum of the volume of the 174 and the volume of the second oil chamber 184. In any case, it is a fixed value. As described above, in the case where the cam 195 is rotated, when the volume of the first oil chamber Η # 13 1354740 is gradually decreased, the volume of the second oil chamber 184 must be gradually increased, as shown in Fig. 4. Conversely, as the volume of the first oil chamber 174 gradually increases, the volume of the second oil chamber 184 must gradually decrease as shown in FIG. As shown in Figure 4 and Figure 5, when the total weight of the brakes is 12 〇 and the brake oil pressure is generated, the brake oil (the brake oil pressure) will pass through the oil inlet η 卜 - oil passage ina, normally open electromagnetic The valve 140 and the oil outlet 112 come to brake H 13G to force the brake 13G to clamp the 煞 D ' in the rotation and thus to the effect of the wheel (4). At the same time, riding (10) will force the brake oil in the first oil chamber m to be sent out from the second single (four) 162, and the braked oil will be sent through the first oil passage fairy solenoid valve 14G and the third oil passage. 1... and the third check valve 163 are sent to the I ί two oil chamber 184. Then 'into the second oil...the car oil will be the first -^ the scales of the ^ ride through the f oil passage (1) a, the normally open solenoid valve 14 (), the second oil passage (10) and the first directional valve 161 Was sent to the flute, room 174. It is worth noting that the above-mentioned process of car oil is continuously repeated. motor 19. Will continue to run, -: Get out = ie =:=... During the car _ unit 150 剌 /, also occurs when slipping (that is, when the electronic control is judged, the disc is about to be braked 13 .兀150合古gD recognize, j 7 electric 140 is disconnected; this: the out-signal to drive the normally open solenoid valve to exhibit open circuit, and the aging time as shown in Figure 6, the first oil A part of the brake 〇 ^ brake oil will flow 14 1354740 to the first oil chamber 174 or the second oil chamber 184. Then, the brake oil pressure in the brake 130 will decrease, thereby causing the brake 130 to release the brake disc Disk D, in order to avoid slipping of the wheel and the ground. Until the wheel can maintain rotation (or the phenomenon that the brake disc D may be locked), the electronic control unit 150 will output a signal to drive the normally open electromagnetic wide 140 At this time, the brake 130 continues to grip the brake disc D to generate the brake operation. When the operation of the brake master cylinder 120 is stopped, the brake 130 releases the brake disc D, thereby releasing the brake operation. As mentioned above, even the normally open electromagnetic When a slight leak occurs at the time of disconnection, there is still a pressure difference between the oil supply port 112 and the oil inlet port 111, so that the brake 130 can be prevented from locking the brake disk D. Even if the normally open solenoid valve 140 fails to operate, the anti-lock brake system 100 can still provide the function of the general brake. Further, if the normally open solenoid valve 140 is activated and is stuck and cannot return to the conduction state, the brake φ 130 is also The brake disc D will not be locked. Therefore, the anti-lock brake system 100 can adopt the relatively low-priced normally open solenoid valve 140, and at the same time achieve both low manufacturing cost and high stability. The embodiment is exemplified by an anti-lock brake system having a brake master cylinder and a brake, but the invention can also be applied to an anti-lock brake system having two brake master cylinders and two brakes simultaneously, and The operation of the two is the same. Although the invention has been disclosed in the preferred embodiments, it is not intended to limit the invention to 15 1354740, and anyone skilled in the art can And the range, it is intended that the modifications and variations of the present invention thus protect the scope of protection as defined by the appended claims which are the scope of their equivalents.
16 【圖式簡單說明】 第1圖係顯示 面及平面示意圖； 第2圖係顯示 面及平面示意圖； 一習知之防鎖死煞車系統之-種部份剖 習知之防鎖死煞車系統之另—種部份剖 第3圖係顯示 面及平面示意圖； 習知之防鎖死煞車系統之再一種部份剖 面4 =林發明之防鎖死煞車系統之-種部份剖 第5圖係顯示本發明之 剖面及平面示意圖；以及 防鎖死煞車系統之另 一種部份 種部份 第6圖係顯示本發明之防鎖死煞車系統之 剖面及平面示意圖。 【主要元件符號說明】 】、100〜防鎖死煞車系統 ίο、11〇〜油壓控制機構 11、 111〜進油口 12、 112〜出油口 13a、113a〜第一油道 13b、113b〜第二油道 13c、113c〜第三油道 13 d〜第四油道 · ]7 1354740 20、120〜煞車總泵 30、130〜制動器 40、140〜常開型電磁閥 45〜常閉型電磁閥 50、150〜電子控制單元 55〜蓄油器 61、 161〜第一單向閥 62、 162〜第二單向閥 63、 163〜第三單向闊 70〜油泵 71〜壁體 72〜柱塞 73〜彈性元件 74〜油室 80、 190〜馬達 81、 191〜輸出轉轴 90、195〜凸輪 164〜第四單向閥 170〜第一油泵 171〜第一壁體 172〜第一柱塞 173〜第一彈性元件 18 1354740 174〜第一油室 180〜第二油泵 181〜第二壁體 182〜第二柱塞 183〜第二彈性元件 184〜第二油室 D〜煞車碟盤16 [Simple diagram of the diagram] Figure 1 is a schematic view of the display surface and plane; Figure 2 is a schematic diagram of the display surface and plane; a part of the conventional anti-lock brake system is a part of the anti-lock brake system. - Partial section 3 is a schematic view of the display surface and plane; a further partial section of the conventional anti-lock brake system 4 = the invention of the anti-lock brake system of the invention - part of the section 5 shows A cross-sectional and plan view of the invention; and a further partial portion of the anti-lock brake system. Figure 6 is a cross-sectional and plan view showing the anti-lock brake system of the present invention. [Description of main component symbols] 】, 100~ anti-lock brake system ίο, 11〇~ hydraulic control mechanism 11, 111~ oil inlet 12, 112~ oil outlet 13a, 113a~ first oil passage 13b, 113b~ Second oil passages 13c, 113c to third oil passages 13 d to fourth oil passages · 7 1354740 20, 120 to brake master cylinders 30, 130 to brakes 40, 140 to normally open solenoid valves 45 to normally closed electromagnetic Valves 50, 150 to electronic control unit 55 to oil accumulator 61, 161 to first check valve 62, 162 to second check valve 63, 163 to third unidirectional wide 70 to oil pump 71 to wall 72 to column Plug 73 to elastic member 74 to oil chamber 80, 190 to motor 81, 191 to output shaft 90, 195 to cam 164 to fourth check valve 170 to first oil pump 171 to first wall 172 to first plunger 173~1 first elastic member 18 1354740 174~first oil chamber 180~second oil pump 181~second wall 182~second plunger 183~second elastic element 184~second oil chamber D~car disc