TWI668144B - Interlocking control valve body for interlocking brake system - Google Patents

Abstract

The invention relates to a linkage control valve body for a linked brake system, comprising a valve body, a plunger, a stop and a spring. The valve body includes a first oil inlet, a second oil inlet, and an oil outlet. The plunger is disposed in the valve body, and the valve body is respectively divided into a first oil chamber, a second oil chamber and a third oil chamber. The plunger further comprises a long slot and a valve chamber, and the long slot is a The oil passage is connected to the valve chamber, and a valve is arranged in the valve chamber. The valve is connected to the plunger by a valve spring, and a spring force is applied to the valve for a long time, and a rod portion is protruded into the oil passage. The stopper is used to abut the shank, and the spring can apply a spring force to the plunger for a long time. Thereby, when the hydraulic regulator of the anti-lock brake system detects that the tire is about to slip, and pushes the hydraulic oil back to the linkage control valve body, the oil seal on the plunger can be effectively prevented from being pushed back due to the oil pressure in the high pressure state. When the oil seal is pressed against the cylinder wall, it is cut by the oil passage and cannot be sealed.

Description

Linkage control valve body for linked brake system

The invention relates to a linkage control valve body for a linked brake system, in particular to a linkage control valve body for a locomotive for a linked brake system.

Please refer to FIG. 39 and FIG. 40 , which are respectively a cross-sectional view of a linkage control valve body for a linked brake system and a configuration diagram of a conventional linkage brake system. The figure shows a conventional linkage control valve body for the linkage brake system. In the past, in order to enable the linkage brake system to simultaneously have the function of anti-lock brake, the conventional hydraulic regulator is generally installed on the linkage 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 linked control valve. The body 95, a hydraulic regulator 96, and a plurality of brake cylinders 981, 982, 983, 984, 985, wherein the first brake operating 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 the 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 the rider, the second brake master cylinder 921 generates a hydraulic 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 9311, a set of pistons 9312 and a set of blades 9313, and the piston 9312 and The blade 9313 is mounted on the cylinder 9311. When the first brake caliper 931 is input with a hydraulic pressure, the piston 9312 will be pushed to cause the blade 9313 to cause the blade 9313 to clamp the brake disk 932 to generate a braking force limit. The brake disc 932 is rotated. If the first brake caliper 931 is not input with oil pressure, the piston 9312 will not apply force to the blade 9313. At this time, a gap G1 and a gap G2 will be generated between the blade 9313 and the brake disk 932. , does not limit 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 9411, a set of pistons 9412, and a set of blades 9413, a piston 9412 and The blade 9413 is mounted on the cylinder 9411. When the second brake caliper 941 is input with a hydraulic pressure, the piston 9412 will be pushed to cause the blade 9413 to be used to cause the blade 9413 to clamp the brake disk 942 to generate a brake force limit. The brake disc 942 is rotated. If the second brake caliper 941 is not input with oil pressure, the piston 9412 will not apply force to the blade 9413. At this time, a gap G3 and a gap G4 will be generated between the blade 9413 and the brake disk 942. , does not limit 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 disposed 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, and each oil chamber is provided with The oil seal 953, 9531 is partitioned, 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 a spring force can be applied to the plunger 951 for a long time.

The plunger 951 can be made to communicate with the first oil chamber 9524 selectively in the valve body 952 due to different moving positions. In the initial state, since the plunger 951 only receives the force of the spring 954, this The first oil inlet 9521 can also communicate with the first oil chamber 9524 through the oil passage 9512. If the plunger 951 moves against the spring force, the first oil inlet 9521 will be blocked by the oil passage opening. Oil chamber 9524.

The conventional hydraulic regulator 96 serves as a control center for an anti-lock brake system, and typically has a motor 961 for controlling oil pressure changes. 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 and slip, the hydraulic regulator 96 will adjust the oil pressure in the system to avoid excessive braking force. And the tires slip. The first brake operating unit 91 is connected to the first oil inlet 9521 through the brake oil pipe 981, and the second brake operating 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 connected. The 9523 is connected to the hydraulic regulator 96 via the brake hose 982, and the hydraulic regulator 96 is connected to the first brake caliper 931 and the second brake caliper 941 via the brake hoses 983, 985, respectively. Thereby, the first brake operating unit 91 can control the first brake caliper 931 to act, and the second brake operating unit 92 can control the second brake caliper 941 to act and control the first brake caliper 931 to act in conjunction with the hydraulic regulator 96. Set the effect of reaching the anti-lock brake system.

Next, please refer to FIG. 41 and FIG. 42 , which are respectively a second brake lever actuation diagram of the conventional linkage brake system and FIG. 41 are cross-sectional views of the linkage control valve body for the linkage brake system. When the rider presses the second brake lever 922, the second brake master cylinder 921 will output a hydraulic pressure to the second brake caliper 941, so that the piston 9412 of the second brake caliper 941 can be pushed to hold the piece 9413. When the disc plate 942 is braked, the gap G3 and the gap G4 will disappear, and the effect of the brake is achieved. On the other hand, the second brake master cylinder 921 oil pressure will also be output to the second oil inlet 9522, the third oil chamber 9526. 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 leading to the first oil chamber 9524 will be closed, so that the first oil chamber 9524 is subjected to the plunger 951. As the movement becomes smaller, the other oil pressure is sent from the first oil chamber 9524 through the oil outlet port 9523 and 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 cause the piece 9313 to be clamped. Holding the disc 932, the gap G1 and the gap G2 will disappear, so as to achieve the purpose of interlocking.

Please refer to FIG. 43 , which is a diagram of the first brake lever of the conventional brake system. As shown, when the rider operates the first brake lever 912, the first brake master cylinder 911 will send a hydraulic pressure to the first oil inlet 9521, since the first oil inlet 9521 is connected to the first through the oil passage 9512. The oil chamber 9524 is in communication, 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 cause the piece 9313 to clamp the brake disc 932, and the gap G1 and the gap G2 will disappear. Achieve the effect of driving the car.

Please refer to FIG. 44 and FIG. 45, which are respectively a cross-sectional view of the second brake lever actuating diagram after the operation of FIG. 43 and the interlocking control valve body for the linked brake system. As shown in the figure, if the second brake lever 922 is pressed without pressing the first brake lever 912, the second brake master cylinder 921 will send oil pressure to the second brake caliper 941 to make the second In the brake caliper 941, the piston 9412 can be pushed to make the piece 9413 to clamp the brake disc 942, and the gap G3 and the gap G4 will disappear, and the effect of the brake is achieved. At the same time, the second brake master cylinder 921 also sends the oil pressure to the second oil inlet 9522, because 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 disk 932 is clamped so that the amount by which the plunger 951 is pushed by the third oil chamber 9526 will only be closed 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 brake system after the operation of FIG. 44 and a cross-sectional view of the interlock control valve body for the interlocking brake system of FIG. 46. As shown, if the hydraulic regulator 96 detects that the tire is about to slip at this time, the first brake caliper 931 must be stepped down to reduce the braking force generation, and the motor 961 in the hydraulic regulator 96 will hydraulically. 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 pushed back to the hydraulic oil by the motor 961, so that the instantaneous oil pressure will rise. The plunger 951 will be pushed by the hydraulic pressure in the first oil chamber 9524. At this time, during the sliding of the oil seal 953 in the oil passage between the first oil inlet 9521 and the first oil chamber 9524, the oil seal 953 will be oil pressure. If it rises and sticks to the cylinder wall, it will be damaged. That is, when the oil seal 953 passes through the oil passage in the high pressure state, it will be cut by the oil passage due to the oil seal clinging to the cylinder wall, resulting in damage and sealing. When the oil seal 953 is damaged, the interlocking brake will be invalidated.

Because of this, in the spirit of active invention, this paper considers a linkage control valve body for the linked brake system that can solve the above problems, and finally completes the present invention after several research experiments.

The main object of the present invention is to provide a linkage control valve body for a linked brake system, wherein the linkage brake system is mounted on an anti-lock brake system, so that the anti-lock brake system can also have a linkage brake Features. Therefore, according to 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 pushes the hydraulic oil back to the interlocking control valve body, the oil seal on the plunger can be effectively prevented from being oily. When the plunger is pushed back in the high pressure state, the oil seal is pressed against the cylinder wall and is cut by the oil passage and cannot be sealed.

In order to achieve the above object, the interlocking control valve body for the linked brake system of the first type of the present invention comprises 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 disposed in the valve body, and the valve body is respectively divided into a first oil chamber, a second oil chamber and a third oil chamber, the first oil inlet is connected to the second oil chamber, and the second oil inlet and the second oil inlet The oil chamber communicates with the first oil chamber, wherein the plunger further comprises a long slot and a valve chamber, the long slot is connected to the valve chamber by an oil passage, and a valve is arranged in the valve chamber, A valve spring is connected to the plunger to apply 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 for abutting the rod 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 interlocking control valve body for the linked brake system of the second type of the present invention comprises 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 disposed in the valve body, and the valve body is respectively divided into a first oil chamber, a second oil chamber and a third oil chamber, the first oil inlet is connected to the second oil chamber, and the second oil inlet and the second oil inlet The three oil chambers communicate with each other, and the oil outlet communicates with the first oil chamber. The plunger further includes a valve chamber that communicates with the second oil chamber by an oil passage. The valve chamber is provided with a valve, and the valve spring is connected with the plunger. A spring force is applied to the valve for a long time, and a rod portion is protruded into the oil passage. The spring is accommodated in the first oil chamber, and a spring force can be applied to the plunger for a long time.

The interlocking control valve body for the linked brake system of the third type of the present invention comprises 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 disposed in the valve body to partition the valve body into a first oil chamber and a second oil chamber, the oil inlet port communicates with the second oil chamber, and the oil outlet port communicates with the first oil chamber, wherein the plunger is further The utility model comprises a long slot and a valve chamber, wherein the long slot is connected to the valve chamber by an oil passage, and the valve chamber is provided with a valve, which is connected with the plunger by a valve spring, applies a spring force to the valve for a long time, and protrudes a rod To the oil channel. The stopper is fixed on the valve body and is accommodated in the long slot for abutting the rod 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 rocker arm is pivoted on the valve body, and one end can push the end of the plunger.

The interlocking control valve body for the linked brake system of the fourth type of the present invention comprises 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 disposed in the valve body to partition the valve body into a first oil chamber and a second oil chamber, the oil inlet port communicates with the second oil chamber, and the oil outlet port communicates with the first oil chamber, wherein the plunger is further The utility model comprises a valve chamber which is connected to the second oil chamber by an oil passage, wherein the valve chamber is provided with a valve, which is connected with the plunger by a valve spring, applies a spring force to the valve for a long time, and protrudes a rod portion into the oil passage; It is accommodated 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.

According to the above design, the interlocking control valve body for the linked brake system of the present invention can be combined with a two-disc system and a drum system, and a drum system for interlocking and braking. 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 pushes the hydraulic oil back to the linkage control valve body, the oil seal on the plunger can be effectively prevented from being pushed back by the hydraulic pressure in the high pressure state. It will be cut 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, the second end surface not being in the first oil chamber. That is, the first end surface of the plunger is located in the third oil chamber, but the second end surface is not in the first oil chamber, but is in contact with the atmosphere, and the design avoids the first oil inlet oil pressure and the second oil inlet port. The oil pressure pushes against each other at both ends of the plunger, making the oil pressure more easily transmitted.

The valve can be sleeved with a sealing member for enhancing the sealing of the valve and the opening of the oil passage. Wherein, the sealing member is similar to the oil seal in the prior art, but is different from the sliding opening mode of the oil seal, which is driven by the displacement of the plunger and the valve spring to open and close the oil passage, and thus is not easy to damage the sealing member. .

The above summary and the following detailed description are exemplary in order to further illustrate the scope of the 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 respectively a cross-sectional view and an A-A cross-sectional view of the interlocking control valve body for the linked brake system according to the first embodiment of the present invention. The figure shows a linkage control valve body 5 mainly comprising a plunger 51, a valve body 52, a plurality of oil seals 53, 531, a spring 54 and a stop member 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 received in the valve body 52, and the valve body 52 is separately partitioned into a first oil chamber 524, a second oil chamber 525 and a third oil chamber 526. The oil chambers 524, 525, 526 are respectively sealed with oil seals 53, 531 The partitions are such that the oil chambers 524, 525, 526 are disconnected from each other, and only the first oil inlet 521 is in communication with the second oil chamber 525, the second oil inlet 522 is in communication with the third oil chamber 526, and the oil outlet 523 is An oil chamber 524 is in communication. Next, in conjunction with another view of the valve body 52 shown in FIG. 2, the plunger 51 further includes a long slot 511 and a valve chamber 513. An oil passage 512 is disposed between the slot 511 and the valve chamber 513. The plug 51 is mounted in the valve body 52, so that the long slots 511 are located in the space of the second oil chamber 525 and are electrically connected to each other, and the valve chamber 513 is located in the space of the first oil chamber 524 and is electrically connected to each other. In addition, a valve 56 is disposed in the valve chamber 513. The valve 51 is connected to the plunger 51 by a valve spring 58 to apply a spring force to the valve 56 for a long time, and a rod portion 562 is protruded into the oil passage 512. A sealing member 561 is disposed on the opposite side of the portion 562 for reinforcing the sealing property of the valve 56 and the opening portion 510 of the oil passage 512.

In addition, the stopper 55 is a cylindrical rod in the embodiment, is fixed on the valve body 52, and is accommodated in the long slot 511. If the valve 56 is applied by the spring of the valve spring 58, The force causes the rod portion 562 to contact the stopper member 55. At this time, the sealing member 561 on the valve 56 will not contact the opening portion 510 of the oil passage 512, so that the long slot hole 511 can communicate with the valve chamber 513. The spring 54 is received in the first oil chamber 524, and a spring force can be applied to the plunger 51 for a long time to adjust the total displacement of the plunger 51.

Please refer to FIG. 3, which is a configuration diagram of a linkage braking system according to a 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, and the interlocking control valve body 5, a hydraulic regulator 6 and a plurality of brake oil pipes 81, 82, 83, 84, 85, wherein 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 When the rider presses, the first brake master cylinder 11 will produce a hydraulic 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 generates a hydraulic pressure. Output.

In the present embodiment, the first brake generating unit 3 and the second brake generating unit 4 all 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 block 311, a set of pistons 312 and a set of blades 313. The piston 312 and the guide piece 313 are mounted on the cylinder block 311 when the first brake caliper 31 is input with a hydraulic pressure. The piston 312 will push to cause the tab 313 to cause the tab 313 to grip the brake disc 32 to create a braking force that limits the rotation of the disc 32. If the first brake caliper 31 is not input with oil pressure, the piston 312 will not apply force to the blade 313. At this time, a gap G1 and a gap G2 will be generated between the blade 313 and the brake disk 32. , does not limit 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 blades 413, and a piston 412. The mounting piece 413 is mounted on the cylinder block 411. When the second brake caliper 41 is input with a hydraulic pressure, the piston 412 will be pushed to cause the piece 413 to cause the piece 413 to grip the brake disk 42 to generate a braking force. The brake disc 42 is restricted from rotating. If the second brake caliper 41 is not input with oil pressure, the piston 412 will not apply force to the blade 413. At this time, a gap G3 and a gap G4 will be generated between the blade 413 and the brake disk 42. , does not limit the rotation of the brake disc 42.

The hydraulic regulator 6 is a control center of an anti-lock brake system according to the prior art, and has a motor 61 for controlling the oil pressure change. Wherein, 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 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 first brake operating unit 1, the second brake operating unit 2, the first brake generating unit 3, the second braking generating unit 4, and the hydraulic regulator 6 are respectively braked oil pipes 81, 82, 83, 84, 85 Correspondingly connected to the interlocking control valve body 5, wherein the first brake operating unit 1 is connected to the first oil inlet port 521 through the brake oil pipe 81, and the second brake operating unit 2 is passed through the brake oil pipe 84 and the second oil inlet port 522 and the hydraulic pressure. The regulator 6 is connected, the oil outlet 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 via the brake oil pipes 83, 85, respectively. Thereby, the first brake operating unit 1 can control the first brake caliper 31 to act, and the second brake operating unit 2 can control the second brake caliper 41 to act and control the first brake caliper 31 to act in conjunction with the hydraulic regulator 6 Set the effect of reaching the anti-lock brake system.

4 and FIG. 5, which are respectively a second brake lever actuation diagram of the linked brake system according to the first embodiment of the present invention and FIG. 4 is a cross-sectional view of the linkage control valve body for the linkage brake system. When the rider presses the second brake lever 22, the second brake master cylinder 21 will output a hydraulic pressure to the second brake caliper 41, so that the piston 412 in the second brake caliper 41 can be pushed to cause the piece 413 to be clamped. Holding the disc 42, the gap G3 and the gap G4 will disappear, and the effect of the brake is achieved. On the other hand, the second brake master cylinder 21 oil pressure will also be simultaneously output to the second oil inlet 522, the third oil chamber. 526, due to the oil pressure input, will push the plunger 51 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 be disengaged from the stopper 55, and the seal 561 of the valve 56 is transmitted through the valve spring 58. The spring force applied to valve 56 closes oil passage 512. At this time, the plunger 51 moves to make the volume of the first oil chamber 524 smaller, and the first oil chamber 524 sends another oil pressure through the oil outlet 523 and the hydraulic regulator 6 to the first brake caliper 31 to make the first brake caliper In step 31, the piston 312 can be pushed to cause the piece 313 to clamp the brake disc 32, and the gap G1 and the gap G2 will disappear to achieve the purpose of interlocking.

Please refer to FIG. 6, which is a diagram of a first brake lever of the linked brake system according to the first embodiment of the present invention. As shown, when the rider operates the first brake lever 12, the first brake master cylinder 11 will send a hydraulic pressure to the first oil inlet 521, since the first oil inlet 521 sequentially passes through the second oil chamber. 525, the long slot 511, the oil passage 512, the 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 of the first brake caliper 31 can be pushed to make the sheet 313 When the brake disc 32 is clamped, the gap G1 and the gap G2 will disappear, and the effect of the brake is achieved.

Please refer to FIG. 7 and FIG. 8 , which are respectively a cross-sectional view of the second brake lever actuation diagram after the operation of FIG. 6 and the linkage control valve body for the linkage brake system of FIG. 7 . As shown in the figure, if the second brake lever 22 is pressed without pressing the first brake lever 12, the second brake master cylinder 21 will send oil pressure to the second brake caliper 41 to make the second In the brake caliper 41, the piston 412 can be pushed to cause the piece 413 to grip the brake disc 42. At this time, the gap G3 and the gap G4 will disappear, and the effect of the brake is achieved. At the same time, the second brake master cylinder 21 also sends the oil pressure to the second oil inlet 522. Since 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 be The brake disc 32 is clamped so that the amount of movement of the plunger 51 by the oil pressure of the third oil chamber 526 will only be closed 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 a driving diagram of the anti-lock braking system after the operation of FIG. 7 and a sectional view of the interlocking control valve body for the interlocking braking system. As shown, if the hydraulic regulator 6 detects that the tire is about to slip at this time, the first brake caliper 31 must be stepped down to reduce the braking force generation, and the motor 61 in the hydraulic regulator 6 will hydraulically. The oil is pushed back to the oil outlet 523, and the hydraulic oil pushed back by the motor 61 will flow back to the first oil chamber 524, that is, the first oil chamber 524 is pushed back by the motor 61 to 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 which time the seal 561 of the valve 56 can be easily opened and also sealed. When the oil passage 512 is opened, the member 561 is displaced in the valve chamber 513 by the plunger 51 and the valve spring 58 is actuated to open and close the oil passage 512, which is not directly opened in sliding contact with the pipe wall of the valve body 52 as in the prior art. Therefore, the seal 561 is not damaged.

Referring to Figure 11, there is shown a cross-sectional view of a linked control valve body for a linked brake system in accordance with a second embodiment of the present invention. The figure shows a linkage control valve body 5' for a linked brake system. The structural features are basically the same as those of the first embodiment, and the configuration of the linkage brake system is the same as that of the first embodiment, but the difference is only The arrangement relationship of the plunger 51 with respect to the valve body 52' is slightly different from that of the first embodiment. In the present embodiment, the three oil chambers 524, 525, 526 are separated by oil seals 53, 531, 532, so that the oil chambers 524, 525, 526 cannot each other. The first oil inlet 521 is in communication with the second oil chamber 525, the second oil inlet 522 is in communication with the third oil chamber 526, and the oil outlet 523 is in communication 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 exposed to the valve body 52 in any of the oil chambers. 'Outside and in contact with the atmosphere, the two end faces 514, 515 of the plunger 51 of the first embodiment are respectively accommodated in the third oil chamber 526 and the first oil chamber 524, and the two will have significant differences in oil pressure configuration. . With the above design, the embodiment can effectively prevent the first oil inlet 521 oil pressure and the second oil inlet 522 oil pressure from pushing against each other at both ends of the plunger 51, reducing the rider to sequentially press the first brake lever. 12 and the second brake lever 22 have a sense of frustration, and the remaining related actions are the same as in the first embodiment.

Referring to Figure 12, there is shown a cross-sectional view of a linked control valve body for a linked brake system in accordance with a third embodiment of the present invention. The figure shows a interlocking control valve body 5a mainly comprising 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 received in the valve body 52, and the valve body 52 is respectively partitioned into a first oil chamber 524, a second oil chamber 525 and a third oil chamber 526. The three oil chambers 524, 525, 526 are respectively sealed by oil seals 531, 532. The partitions make the oil chambers 524, 525, 526 unable to communicate with each other, and only the first oil inlet 521 communicates with the second oil chamber 525, the second oil inlet 522 communicates with the third oil chamber 526, and the oil outlet 523 and the first The oil chambers 524 are in communication. In addition, the plunger 51a further includes a valve chamber 513 which communicates with the second oil chamber 525 via an oil passage 512. The valve chamber 513 is provided with a valve 56 which is connected to the plunger 51a by a valve spring 58 for a long time. 56 applies a spring force and projects a stem 562 into the oil passage 512. The valve 56 is sleeved on the opposite side of the rod portion 562 with a sealing member 561 for reinforcing the sealing property of the valve 56 and the opening portion 510 of the oil passage 512. Wherein, if the valve 56 is subjected to the spring force applied by the valve spring 58, the rod portion 562 is in contact with the valve body 52, and the sealing member 561 on the valve 56 will not contact the opening portion 510 of the oil passage 512, so that The second oil chamber 525 can communicate with the valve chamber 513. The spring 54 is received in the first oil chamber 524, and a spring force can be applied to the plunger 51 for a long time to adjust the total displacement of the plunger 51.

Please refer to FIG. 13, which is a configuration diagram of a linkage braking system according to a third embodiment of the present invention. As shown in the figure, the arrangement relationship of the interlocking braking system of the present embodiment is basically the same as that of the first embodiment, and the interlocking control valve body 5 of the foregoing FIG. 3 is replaced with the interlocking control valve body 5a of the embodiment, with respect to the linked braking system. The details of the details will not be repeated here. The first brake operating unit 1 is connected to the first oil inlet 521 through the brake oil pipe 81, and the second brake operating 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 The 523 is connected to the hydraulic regulator 6 via the brake oil pipe 82, and the hydraulic regulator 6 is connected to the first brake caliper 31 and the second brake caliper 41 via the brake oil pipes 83, 85, respectively. Thereby, the first brake operating unit 1 can control the first brake caliper 31 to act, and the second brake operating unit 2 can control the second brake caliper 41 to act and control the first brake caliper 31 to act in conjunction with the hydraulic regulator 6 Set the effect of reaching the anti-lock brake system.

Next, please refer to FIG. 14 and FIG. 15 , which are respectively a second brake lever actuation diagram of the linkage brake system according to the third embodiment of the present invention and FIG. 14 is a cross-sectional view of the linkage control valve body for the linkage brake system. When the rider presses the second brake lever 22, the second brake master cylinder 21 will output a hydraulic pressure to the second brake caliper 41, so that the piston 412 of the second brake caliper 41 can be pushed to clamp the piece 413. When the disc 42 is braked, the gap G3 and the gap G4 will disappear, and the effect of the brake is achieved. On the other hand, the second brake master cylinder 21 oil pressure will also be output to the second oil inlet 522, and the third oil chamber 526. 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 stem portion 562 of the valve 56 will be disengaged from the valve body 52, so that the seal 561 of the valve 56 is applied to the valve spring 58 through the valve spring 58. The spring force of valve 56 closes oil passage 512. At this time, the plunger 51a moves to make the volume of the first oil chamber 524 smaller, and the first oil chamber 524 sends another oil pressure through the oil outlet 523 and the hydraulic regulator 6 to the first brake caliper 31, so that the first brake caliper is provided. In step 31, the piston 312 can be pushed to cause the piece 313 to clamp the brake disc 32, and the gap G1 and the gap G2 will disappear to achieve the purpose of interlocking.

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

Please refer to FIG. 17 and FIG. 18 , which are respectively a cross-sectional view of the second brake lever actuating diagram after the operation of FIG. 16 and the interlocking control valve body for the linked brake system. As shown in the figure, if the second brake lever 22 is pressed without pressing the first brake lever 12, the second brake master cylinder 21 will send oil pressure to the second brake caliper 41 to make the second In the brake caliper 41, the piston 412 can be pushed to cause the piece 413 to grip the brake disc 42. At this time, the gap G3 and the gap G4 will disappear, and the effect of the brake is achieved. At the same time, the second brake master cylinder 21 also sends the oil pressure to the second oil inlet 522. Since 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 be The brake disc 32 is clamped so that the amount of movement of the plunger 51a by the oil pressure of the third oil chamber 526 will only 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 a driving diagram of the anti-lock braking system after the operation of FIG. 17, and a cross-sectional view of the interlocking control valve body for the interlocking braking system of FIG. As shown, if the hydraulic regulator 6 detects that the tire is about to slip at this time, the first brake caliper 31 must be stepped down to reduce the braking force generation, and the motor 61 in the hydraulic regulator 6 will hydraulically. The oil is pushed back to the oil outlet 523, and the hydraulic oil pushed back by the motor 61 will flow back to the first oil chamber 524, that is, the first oil chamber 524 is pushed back by the motor 61 to 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, and the sealing member 561 of the valve 56 can be easily opened. Since the seal member 561 is displaced in the valve chamber 513 during the opening of the oil passage 512 by the plunger 51a and the valve spring 58 is actuated to open and close the oil passage 512, it is not directly in sliding contact with the pipe wall of the valve body 52 as in the prior art. It is opened, so there is no damage to the seal 561.

Referring to Figure 21, there is shown a cross-sectional view of a linked control valve body for a linked brake system in accordance with a fourth embodiment of the present invention. The figure shows a linkage control valve body 5b, which mainly comprises 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 received in the valve body 52b, and the valve body 52b is partitioned into a first oil chamber 524b and a second oil chamber 525b, between the two oil chambers 524b, 525b, the first oil chamber 524b and the valve body 52b. Between the second oil chamber 525b and the valve body 52b, the oil seals 53, 532, 531 are respectively separated, so that the oil chambers 524b, 525b are not connected to each other, and only the oil inlet 521b and the second oil chamber 525b can communicate with each other. The port 523b communicates with the first oil chamber 524b. The plunger 51b further includes a long slot 511 and a valve chamber 513. An oil passage 512 is disposed between the slot 511 and the valve chamber 513. Since the plunger 51b is mounted in the valve body 52b, the slot is long. The 511 is located in the space of the second oil chamber 525b and is electrically connected to each other, and the valve chamber 513 is located in the space of the first oil chamber 524 and is electrically connected to each other. In addition, a valve 56 is disposed in the valve chamber 513, which is connected to the plunger 51b by a valve spring 58 to apply a spring force to the valve 56 for a long time, and protrudes a rod portion 562 into the oil passage 512, wherein the valve 56 is at the rod A sealing member 561 is disposed on the opposite side of the portion 562 for reinforcing the sealing property of the valve 56 and the opening portion 510 of the oil passage 512.

In addition, the stopper 55 is a cylindrical rod in the embodiment, is fixed on the valve body 52b, and is accommodated in the long slot 511. If the valve 56 is applied by the spring of the valve spring 58, The force causes the rod portion 562 to contact the stopper member 55. At this time, the sealing member 561 on the valve 56 will not contact the opening portion 510 of the oil passage 512, so that the long slot hole 511 can communicate with the valve chamber 513. The spring 54 is received in the first oil chamber 524b, and a spring force can be applied to the plunger 51b for a long time to adjust the total displacement of the plunger 51b. Further, in the embodiment, the rocker arm 57 is pivoted on On the valve body 52b, one end can push the end of the plunger 51b, and the plunger 51b is forced to actuate in an urging manner, thereby generating a change in oil pressure in the valve body 52b.

Referring to Figure 22, there is shown a configuration diagram of a linked brake system according to a fourth embodiment of the present invention. As shown, 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 interlocking control valve body 5b, a hydraulic regulator 6b and a plurality of brake oil pipes 81, 82, 83, wherein 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 subjected to a rider When pressed, the first brake master cylinder 11 will produce a hydraulic output. In contrast, the second brake operating unit 2b mainly includes a second brake lever holder 23, a brake wire 9 and a second brake lever 22, and when the second brake lever 22 is pressed by the rider, the second brake wire 9 It will be pulled by the second brake lever 22 to output a force.

In the present embodiment, the first brake generating unit 3 and the second brake generating unit 4b respectively select a disc brake device and a drum brake device. The first brake generating unit 3 mainly includes a first brake clamp 31 and a The brake disc 32, wherein the first brake caliper 31 has a cylinder 311, a set of pistons 312, and a set of blades 313, and the piston 312 and the guide 313 are respectively mounted on the cylinder 311 when the first brake caliper 31 When a hydraulic pressure is applied, the piston 312 will be pushed to cause the tab 313 to cause the tab 313 to grip the brake disc 32 to create a braking force that limits the rotation of the disc 32. If the first brake caliper 31 is not input with oil pressure, the piston 312 will not apply force to the blade 313. At this time, a gap G1 and a gap G2 will be generated between the blade 313 and the brake disk 32. , does not limit the rotation of the brake disc 32. In contrast, the second brake generating unit 4b of the present embodiment is a conventional drum brake device, and has a brake arm 43. When the brake arm 43 is pulled by the force, the brake generating unit 4b will generate one. The vehicle force is limited to limit the rotation of the vehicle rim. As for the hydraulic regulator 6b, a motor 61 is provided inside. If the hydraulic regulator 6b detects that the braking force generated by the system is too strong, the tire (not shown) is about to lock and slip, and the hydraulic regulator 6b will adjust the system. The oil pressure prevents the tire from slipping due to excessive force. The first brake operating unit 1 is connected to the first oil inlet port 521b via the brake oil pipe 81, and the second brake operating unit 2b is connected to the brake arm 43 via the rocker arm 57 via the brake wire 9 and the oil outlet port 523b is transmitted through the brake oil pipe 82. The hydraulic regulator 6b is connected, and the hydraulic regulator 6b is connected to the first brake caliper 31 via the brake oil pipe 83. Thereby, the first brake operating unit 1 can control the first brake caliper 31 to act, and the second brake operating unit 2b can control the brake arm 43 to actuate and interlock to control the first brake caliper 31 to act, and at the same time, the setting of the hydraulic regulator 6b is achieved. The effect of the anti-lock brake system.

Next, please refer to FIG. 23 and FIG. 24, which are respectively a second brake lever actuating diagram of the linked 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 linked 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 the braking force, and the brake wire 9 also drives the rocker arm simultaneously. 57 action. At this time, the rocker arm 57 is urged by the brake wire 9 to move the plunger 51b against the spring force. Since the displacement of the plunger 51b changes, the stem portion 562 of the valve 56 is thus disengaged from the stopper 55 to seal. The member 561 closes the oil passage 512 by 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 the first oil chamber 524b sends a hydraulic pressure through the oil outlet 523b and the hydraulic pressure. The adjuster 6b is pushed to the first brake caliper 31 so that the piston 312 can be pushed to cause the piece 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.

Referring to FIG. 25, a first brake lever actuation diagram of the interlocking brake system of the fourth embodiment of the present invention is shown. As shown, when the rider operates the first brake lever 12, the first brake master cylinder 11 will send a hydraulic pressure to the first oil inlet 521b, since the first oil inlet 521b sequentially passes through the second oil chamber. The 525b, the long slot 511, the oil passage 512, and the valve chamber 513 are in communication with the first oil chamber 524b, so that the oil pressure is sent to the first brake caliper 31, so that the piston 312 of the first brake caliper 31 can be pushed to make the sheet 313 When the brake disc 32 is clamped, the gap G1 and the gap G2 will disappear, and the effect of the brake is achieved.

Please refer to FIG. 26 and FIG. 27, which are respectively a cross-sectional view of the second brake lever actuating diagram after the operation of FIG. 25 and the interlocking control valve body for the linked brake system. As shown in the figure, if the second brake lever 22 is pressed without pressing the first brake lever 12, the second brake lever 22 will pull the brake wire 9 to brake the second brake generating unit 4b. The arm 43 is pulled to generate the braking force, and the braking wire 9 also drives the rocker 57 to act. The rocker 57 is driven by the braking wire 9 to push the plunger 51b to move against the spring force, but at this time 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 displacement of the plunger 51b by the hydraulic pressure of the rocker arm 57 will only reach the oil. Lane 512 is closed by seal 561 of valve 56.

Finally, please refer to FIG. 28 and FIG. 29, which are respectively an actuation diagram of the anti-lock brake system after the operation of FIG. 26 and a cross-sectional view of the linkage control valve body for the linkage brake system of FIG. 28. As shown, if the hydraulic regulator 6b detects that the tire is about to slip at this time, the first brake caliper 31 must be stepped down to reduce the braking force generation, at which time the motor 61 in the hydraulic regulator 6b will hydraulically The oil is pushed back to the first oil chamber 524b of the oil outlet 523b, that is, the first oil chamber 524b is pushed back by the motor 61 to increase the instantaneous oil pressure, and the plunger 51b will be the first oil. The hydraulic cross-sectional area D1-D2 in the chamber 524b is further reduced by the force generated by the cross-sectional area d of the oil passage 512. At this time, the sealing member 561 of the valve 56 can be easily opened, and also the sealing member 561 is in the process of opening the oil passage 512. The middle portion of the valve chamber 513 is displaced by the displacement of the plunger 51b 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 52b as in the prior art, and therefore does not seal the member 561. Damage occurred.

Referring to Figure 30, there is shown a cross-sectional view of a linked control valve body for a linked brake system in accordance with a fifth embodiment of the present invention. The figure shows a linkage control valve body 5c mainly comprising 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 received in the valve body 52c to partition the valve body 52c into a first oil chamber 524c and a second oil chamber 525c, between the two oil chambers 524c, 525c, the first oil chamber 524c and the valve body 52c. The oil seals 53, 531c are separated from each other so that the oil chambers 524c, 525c are not connected to each other, and only the oil inlet 521c is communicated with the second oil chamber 525c, and the oil outlet 523c is in communication with the first oil chamber 524c. In addition, the plunger 51c further includes a valve chamber 513 which communicates with the second oil chamber 525c via an oil passage 512. The valve chamber 513 is provided with a valve 56 which is connected to the plunger 51c by a valve spring 58 for a long time. 56 applies a spring force and projects a stem 562 into the oil passage 512. The valve 56 is sleeved on the opposite side of the rod portion 562 with a sealing member 561 for reinforcing the sealing property of the valve 56 and the opening portion 510 of the oil passage 512. Wherein, if the valve 56 is subjected to the spring force applied by the valve spring 58, the rod portion 562 is in contact with the valve body 52c, and the sealing member 561 on the valve 56 will not contact the opening portion 510 of the oil passage 512, so that The second oil chamber 525c can communicate with the valve chamber 513. The spring 54 is accommodated in the first oil chamber 524c, and a spring force can be applied to the plunger 51c for a long time to adjust the total displacement of the plunger 51c. In addition, in the embodiment, the rocker arm 57c is pivotally disposed on the valve body 52c, and one end can push the end of the plunger 51c, and the plunger 51c is forced to actuate in an urging manner, and the direction of the top contact is the fourth. In contrast to the embodiment, a change in oil pressure in the valve body 52c is produced.

Please refer to FIG. 31, which is a configuration diagram of a linkage braking system according to a fifth embodiment of the present invention. As shown in the figure, the arrangement relationship of the interlocking braking system of the present embodiment is basically the same as that of the fourth embodiment, and the interlocking control valve body 5b of the above-mentioned FIG. 22 is replaced with the interlocking control valve body 5c of the embodiment, with respect to the interlocking braking system. The details of the details will not be repeated here. The first brake operation unit 1 is connected to the first oil inlet port 521c through the brake oil pipe 81, the second brake operation unit 2c is connected to the brake arm 43 via the rocker arm 57c via the brake wire 9c, and the oil outlet port 523c is transmitted 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 the brake oil pipe 83. Thereby, the first brake operating unit 1 can control the first brake caliper 31 to act, and the second brake operating unit 2c can control the brake arm 43 to actuate and interlock to control the actuation of the first brake caliper 31, while being achieved by the setting of the hydraulic regulator 6c. The effect of the anti-lock brake system.

Next, please refer to FIG. 32 and FIG. 33, which are respectively a second brake lever actuation diagram of the linkage braking system according to the fifth embodiment of the present invention, and FIG. 32 is a cross-sectional view of the linkage control valve body for the linkage braking 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 4c is pulled to generate the braking force, and the brake wire 9 also drives the rocker arm simultaneously. 57c acted. At this time, since the rocker arm 57c is driven to be biased by the brake wire 9, the plunger 51b is pulled to move against the spring force, and the displacement of the plunger 51c causes the stem portion 562 of the valve 56 to be disengaged from the valve body 52c, thereby making the seal The 561 is closed by the spring force applied to the valve 56 by the valve spring 58. The plunger 51c moves to make the volume of the first oil chamber 524c smaller, and the first oil chamber 524c sends a hydraulic pressure through the oil outlet 523c, and the hydraulic pressure is adjusted. The device 6c is driven to the first brake caliper 31 so that the piston 312 can be pushed to cause the piece 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 a diagram of a first brake lever of the interlocking brake system according to the fifth embodiment of the present invention. As shown, when the rider operates the first brake lever 12, the first brake master cylinder 11 will send a hydraulic pressure to the first oil inlet 521c, since the first oil inlet 521c sequentially passes through the second oil chamber. The 525c, the oil passage 512, and the valve chamber 513 are in communication with the first oil chamber 524c, so that the oil pressure is sent to the first brake caliper 31, so that the piston 312 of the first brake caliper 31 can be pushed to cause the sheet 313 to clamp the brake disc. 32. At this time, the gap G1 and the gap G2 will disappear, and the effect of the brake is achieved.

Please refer to FIG. 35 and FIG. 36, which are respectively a cross-sectional view of the second brake lever actuating diagram after the operation of FIG. 34 and the interlocking control valve body for the interlocking brake system. As shown in the figure, if the second brake lever 22 is pressed without pressing the first brake lever 12, the second brake lever 22 will pull the brake wire 9 to brake the second brake generating unit 4c. The arm 43 is pulled to generate the braking force, and the braking wire 9 also drives the rocker arm 57c to act. The rocker arm 57c is driven by the braking wire 9 to push the plunger 51c to move against the spring force, but at this time, the first 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 that the amount of movement of the plunger 51c by the rocker arm 57c will only go to the oil passage 512. It is closed by the seal 561 of the valve 56.

Finally, please refer to FIG. 37 and FIG. 38, which are respectively a cross-sectional view of the operation of the anti-lock brake system after the operation of FIG. 35 and the interlock control valve body for the interlocking brake system of FIG. 37. As shown, if the hydraulic regulator 6c detects that the tire is about to slip at this time, the first brake caliper 31 must be stepped down to reduce the braking force generation, and the motor 61 in the hydraulic regulator 6c will hydraulically. The oil is pushed back to the first oil chamber 524c of the oil outlet 523c, that is, the first oil chamber 524c is pushed back by the motor 61 to increase the instantaneous oil pressure, and the plunger 51c will be the first oil. The hydraulic cross-sectional area D1-D2 in the chamber 524c is further reduced by the force generated by the cross-sectional area d of the oil passage 512. At this time, the sealing member 561 of the valve 56 can be easily opened, and also the sealing member 561 is in the process of opening the oil passage 512. In the valve chamber 513, the displacement of the plunger 51c and the valve spring 58 actuate the opening and closing oil passage 512, which is not directly opened in sliding contact with the pipe wall of the valve body 52c as in the prior art, and therefore does not seal the member 561. Damage occurred.

The above-mentioned embodiments are merely examples for convenience of description, and the scope of the claims is intended to be limited to the above embodiments.

1‧‧‧First brake operating unit

11‧‧‧First brake master cylinder

12‧‧‧First brake lever

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

21‧‧‧Second brake master cylinder

22‧‧‧Second brake lever

23‧‧‧Second brake lever holder

3‧‧‧First brake generating unit

31‧‧‧The first brake caliper

311‧‧‧Cylinder

312‧‧‧Piston

313‧‧‧来片

32‧‧‧煞盘盘

4, 4b, 4c‧‧‧ second brake generating unit

41‧‧‧Second brake calipers

411‧‧‧Cylinder block

412‧‧‧Piston

413‧‧‧

42‧‧‧煞盘盘

43‧‧‧煞车臂

5,5’,5a,5b,5c‧‧‧ linkage control valve body

51, 51a, 51b, 51c‧‧‧ plunger

510‧‧‧ openings

511‧‧‧Long slot

512‧‧‧ oil passage

513‧‧‧Valve room

514‧‧‧ first end face

515‧‧‧second end face

52,52’,52b,52c‧‧‧ valve body

521‧‧‧First inlet

521b, 521c‧‧‧ inlet

522‧‧‧second inlet

523, 523b, 523c‧‧ ‧ oil outlet

524, 524b, 524c‧‧‧ first oil room

525, 525b, 525c‧‧‧ second oil room

526‧‧‧ third oil room

53,531,532‧‧‧ Oil seal

54‧‧‧ Spring

55‧‧‧stops

56‧‧‧ Valve

561‧‧‧Seal

562‧‧‧ Rod

57,57c‧‧‧ rocker

58‧‧‧ valve spring

6,6b,6c‧‧‧Hydraulic regulator

61‧‧‧Motor

81,82,83,84,85‧‧‧煞车管

9‧‧‧ brake wire

91‧‧‧First brake operating unit

911‧‧‧First brake master cylinder

912‧‧‧First brake lever

92‧‧‧Second brake operating unit

921‧‧‧Second brake master cylinder

922‧‧‧Second brake lever

93‧‧‧First brake generating unit

931‧‧‧First brake caliper

9311‧‧‧Cylinder block

9312‧‧‧Piston

9313‧‧‧来片

932‧‧‧煞盘盘

94‧‧‧Second brake production unit

941‧‧‧Second brake caliper

9411‧‧‧Cylinder block

9412‧‧‧Piston

9413‧‧‧来片

942‧‧‧煞盘盘

95‧‧‧ linkage control valve body

951‧‧‧Plunger

9512‧‧‧ oil passage

952‧‧‧ valve body

9521‧‧‧First inlet

9522‧‧‧Second inlet

9523‧‧‧ Oil outlet

9524‧‧‧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‧‧‧煞车管

D, d, D1, D2‧‧‧ cross-sectional area

G1, G2, G3, G4‧‧ ‧ gap

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

Claims (6)

A linkage control valve body for a linked brake system, comprising: a valve body, comprising a first oil inlet, a second oil inlet and an oil outlet; a plunger accommodated in the valve body, The valve body is respectively separated 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 connected to the third oil chamber The oil outlet is in communication with the first oil chamber, wherein the plunger further comprises a long slot and a valve chamber, the long slot is connected to the valve chamber by an oil passage, and a valve is arranged in the valve chamber. The valve is connected to the plunger by a valve spring, 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. a hole for abutting the rod portion; and a spring received in the first oil chamber to apply a spring force to the plunger for a long time; wherein if the hydraulic oil enters from the first oil inlet port And communicating with the first oil chamber via the oil passage, and conveying hydraulic oil from the oil outlet; at this time, if the hydraulic oil is from the When the second inlet port enters the third oil chamber, the plunger is pushed by the hydraulic oil of the third oil chamber, and the movement amount of the plunger will only be until the oil passage is closed by the valve; When the function is dead, hydraulic oil enters the first oil chamber from the oil outlet, and the plunger will be pushed back until the stopper again abuts the rod to open the valve. A linkage control valve body for a linked brake system, comprising: a valve body, comprising a first oil inlet, a second oil inlet and an oil outlet; a plunger accommodated in the valve body, The valve body is respectively separated 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 connected to the third oil chamber The oil outlet is in communication with the first oil chamber, wherein the plunger further comprises a valve chamber connected to the second oil chamber by an oil passage, wherein the valve chamber is provided with a valve connected by a valve spring a plunger that applies a spring force to the valve for a long time and projects a stem into the oil passage; a spring, which is disposed in the first oil chamber, can apply a spring force to the plunger for a long time; wherein if the hydraulic oil enters from the first oil inlet, the oil passage and the first oil chamber can be Connected with the hydraulic oil from the oil outlet; at this time, if the hydraulic oil enters the third oil chamber from the second oil inlet, the plunger is pushed by the hydraulic oil of the third oil chamber, And the amount of movement of the plunger will only be until the oil passage is closed by the valve; if the anti-lock function is to be activated, hydraulic oil enters the first oil chamber from the oil outlet, and the plunger will be pushed back by force. Until the valve body member again abuts the stem portion to open the valve. A linkage control valve body for a linked brake system, comprising: a valve body including an oil inlet port and an oil outlet port; a plunger disposed in the valve body to partition the valve body into a first oil a chamber 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 comprises a long slot and a valve chamber, the length The slot is connected to the valve chamber by an oil passage. The valve chamber is provided with a valve, 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 portion into the oil passage; a stopper is fixed on the valve body and received in the long slot for abutting the rod portion; a spring is accommodated in the first oil chamber, and the plunger can be applied for a long time a spring force; and a rocker arm pivotally disposed on the valve body, one end of which can push the end of the plunger; wherein if the hydraulic oil enters from the oil inlet, the first oil can be passed through the oil passage The chamber is in communication and the hydraulic oil is delivered from the oil outlet; at this time, if the rocker pushes the plunger to move, the plunger The momentum will only be until the oil passage is closed by the valve; if the anti-lock function is to be activated, hydraulic oil enters the first oil chamber from the oil outlet, and the plunger will be pushed back until the stop Again the top of the stem causes the valve to open. A linkage control valve body for a linked brake system, comprising: a valve body includes an oil inlet port and an oil outlet port; a plunger is disposed in the valve body to partition the valve body into a first oil chamber and a second oil chamber, the oil inlet port and the oil inlet a second oil chamber is in communication, the oil outlet is in communication with the first oil chamber, wherein the plunger further comprises a valve chamber connected to the second oil chamber by an oil passage, wherein the valve chamber is provided with a valve 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 spring is accommodated in the first oil chamber, and a spring can be applied to the plunger for a long time. And a rocker arm pivotally disposed on the valve body, one end of which can push the end of the plunger; wherein if hydraulic oil enters from the oil inlet, the oil passage can be connected to the first oil chamber Passing and sending hydraulic oil out of the oil outlet; at this time, if the rocker pushes the plunger to move, the amount of movement of the plunger will only be until the oil passage is closed by the valve; When the locking function is activated, hydraulic oil enters the first oil chamber from the oil outlet, and the plunger will be pushed back until the valve body is re-energized The abutting portion of the lever until the valve opens. The interlocking control valve body for a linked brake system according to any one of claims 1 to 4, wherein the plunger has a first end surface and a second end surface, the second end surface is not in the first In the oil room. The interlocking control valve body for a linked brake system according to any one of claims 1 to 4, wherein the valve is provided with a sealing member for reinforcing the sealing of the valve and the opening of the oil passage. Sex.