TW201742782A - Linking-up brake device for motorcycle comprising an actuation unit, a control unit, and an operation unit that are integrated into a compact space - Google Patents

Abstract

A linking-up brake device for a motorcycle comprises an actuation unit capable of being actuated for a braking action, a control unit for controlling the actuation unit, and an operation unit for operating the system. The actuation unit includes a front brake mechanism for braking the front wheel, and a rear brake mechanism for braking the rear wheel; the control unit comprises a balancing component and a connecting member that are connected to the actuation unit; the operation unit includes a first driving mechanism connected to the connecting member, and a second driving mechanism connected to the balancing component. When the first driving mechanism is operated, the connecting member is linked to move toward the upstream end, and also to enable the front brake mechanism to actuate; when the second driving mechanism is operated, the balancing component and the connecting member are moved together toward the upstream end together, and also the front brake mechanism and the rear brake mechanism are driven to actuate.

Description

Locomotive linkage brake device

The invention relates to a brake device, in particular to a linkage braking device for a locomotive.

Referring to FIG. 1 , a conventional locomotive brake device 1 is adapted to cooperate with a locomotive 2 including a front wheel 21 and a rear wheel 22 . The locomotive brake device 1 includes a front sill mechanism 11 disposed on the front wheel 21 . A rear sill mechanism 12 disposed on the rear wheel 22, and a control unit 13 for controlling the front sill mechanism 11 and the sill mechanism 12. The control unit 13 includes a connecting member 131, a balancer 132 connected to the connecting member 131, a front sill line 133 connected between the front sill mechanism 11 and the connecting member, and a back sill mechanism 12 connected thereto. a rear sill 134 between the balancer 132, a first pull rod 135 disposed on the locomotive 2 for driving the connecting member 131, a second 135 disposed on the locomotive 2 and used to drive the balancer 132 The pull rod 136, a linkage assembly 137 connected between the first pull rod 135 and the connecting member 131, and a linking line 138 connected between the second pull rod 136 and the balancer 132.

The connecting member 131 has a first sliding slot 101 and a second sliding slot 102 extending in the same direction as the first sliding slot 101 and spaced apart in the extending direction. The balancer 132 has a positioning pin 123 located in the first sliding slot 101, and the linking component 137 has a pulling portion 103 located in the second sliding slot 102, and a connecting portion 103 and the first connecting portion 103 A pull rod 135 is pulled between the pull rods 135 to drive the connecting portion 104 of the pulling portion 103. Defining the first pull rod 135 and the second pull rod 136 as an upstream end, and the front side mechanism 11 and the rear side mechanism 12 are downstream ends, the first sliding slot 101 has a first top end 1011 located opposite to the upstream, and A first end 1012 located opposite the downstream, and the second chute 102 has a second tip 1021 located opposite the upstream and a second end 1022 located opposite the downstream.

Referring to FIG. 2, when the first pull rod 135 is pulled, the connecting portion 104 of the linkage assembly 137 is pulled by the first pull rod 135, and the same as the second top end 1021 of the second sliding slot 102 is pulled. The pulling portion 103 drives the connecting member 131 to move relatively upstream, and pulls the front sill line 133 to cause the front sill mechanism 11 to be actuated to generate a braking action on the front wheel 21 of the locomotive 2. At this time, since the positioning pin 123 of the balancer 132 does not substantially move, the positioning pin 123 is opposite to the first end in the first sliding slot 101 when the connecting member 131 is relatively moved. The 1012 moves, so the balancer 132 is not driven by the first pull rod 135, so the rear twist line 134 is not pulled, and the rear sill mechanism 12 of course does not move.

Referring to FIG. 3, when the second pull rod 136 is pulled, the connecting line 138 is driven to move the balancer 132 to the upstream direction. Therefore, the positioning pin 123 that abuts against the first top end 1011 of the first sliding slot 101 will be As the vehicle moves together and drives the connecting member 131, the connecting member 131 moves toward the upstream with the balancer 132, and simultaneously pulls the front sill line 133 and the rear sill line 134, so that the front sill mechanism 11 and the sill The rear sill mechanism 12 is simultaneously actuated to generate a braking effect on the front wheel 21 and the rear wheel 22 of the locomotive 2, respectively. It is to be noted that, when the second pull rod 136 is pulled to move the connecting member 131 to move relative to the upstream direction, the pulling portion 103 of the linkage assembly 137 moves to the second sliding slot 102 to Since the second end 1022 is not biased by the connecting portion 104 of the interlocking component 137, the connecting portion 104 is prevented from being bent by force, so as to prevent the components from being placed in a predetermined arrangement relationship with each other.

However, since the connecting member 131 needs to have the first sliding slot 101 and the second sliding slot 102 extending in the same direction and spaced apart from each other, the overall length of the connecting member 131 is necessarily long, when the connecting member 131 and the balancer When the 132 is configured together and needs to be placed in a receiving box (not shown), it is bound to increase the overall volume of the receiving box. Moreover, the operation of the interlocking brake device 1 relies on the interlocking of the plurality of components and the movement of the relative positions, so that the number of indispensable parts is large, and the assembly is complicated and the cost is high.

[Problem to be Solved by the Invention] Therefore, an object of the present invention is to provide a linked brake device for a locomotive in which the mechanism configuration is relatively simplified and the mechanism accommodation space is reduced. [Technical means to solve the problem]

Thus, in the invention of claim 1, the linked brake device of the locomotive of the present invention comprises a front wheel and a rear wheel. The linkage braking device comprises an actuation unit, a control unit coupled to the actuation unit and performing control, and an operation unit coupled to the control unit for operation.

The actuating unit comprises a front sill mechanism disposed on the front wheel, and a sill mechanism disposed on the rear wheel.

The control unit includes a receiving box that surrounds an accommodating space, a balance component disposed in the accommodating space and connected to the sill mechanism, and is disposed in the accommodating space and connected to the front cymbal The connecting member of the mechanism. With the balancing component as the boundary, the operating unit is defined at the upstream end, and the actuating unit is located at the downstream end, and the connecting member is flanked by one side of the balancing assembly toward the upstream end.

The operating unit includes a first driving mechanism coupled to the connecting member, and a second driving mechanism coupled to the balancing assembly. When the first driving mechanism is operated, the connecting member is interlocked with the upstream end to separate the connecting member from the balancing assembly, and the front sill mechanism can be driven to actuate the front squeezing mechanism when the second driving mechanism is operated The balance assembly is coupled to the upstream end, and pushes the yoke against the connecting member toward the upstream side, and is coupled to the upstream end to simultaneously drive the front sill mechanism and the sill mechanism.

According to the invention of claim 2, the balancing unit of the control unit has a body defining a groove having an opening, and the body has a first through hole penetrating and communicating with the groove. For connecting the rear sill mechanism, and a second through hole penetrating and communicating with the groove for connecting the second driving mechanism.

According to the invention of claim 3, the connecting member of the control unit has a base portion surrounding a first mounting hole for the first driving mechanism and a second mounting hole for the front mounting mechanism. .

According to the invention of claim 4, the connecting member further has a convex ring portion protruding outward from the base portion, and the receiving box comprises a bottom cover body having a guiding wall, the guiding wall Defining a limiting cavity having a port facing the connecting member, the control unit further comprising a spring extending in the limiting cavity and abutting between the guiding wall and the base portion of the connecting member, One end of the spring away from the guiding wall is limited by the convex ring portion of the connecting member.

According to the invention of claim 5, the bottom cover of the accommodating case further has a plurality of reference walls protruding toward the upstream end and being flush with each other to define a reference surface, and the balance component of the control unit is installed. It is against the datum.

According to the invention of claim 6, the second driving mechanism drives the balancing assembly to the upstream end, and pushes the connecting member to the upstream end, the spring of the control unit generates a resistance to balance the The body of the component is adjacent to the first through hole and moves away from the reference surface to drive the rear sill mechanism until the balance component forms a specific angle with the reference surface and overcomes the resistance, and the other side of the body is away from the The joint member is pushed by the reference surface, and then the front sill mechanism is driven.

According to the invention of claim 7, the base portion of the connecting member has a curved surface toward one end of the downstream end, and the body of the balance assembly has a positioning recess having an arc-shaped recess, the base portion facing downstream One end of the end is abutted against the positioning groove to position the joint member to the balance assembly.

According to the invention of claim 8, the accommodating box of the control unit further includes a cover body that is closed on the bottom cover body to close the accommodating space, and the cover body is made of a transparent material.

According to the invention of claim 9, the front sill mechanism of the actuating unit has a front brake member disposed on one side of the front wheel, a front squat positioning member mounted on the second mounting hole, and a connection thereto a front brake line between the front brake member and the front jaw positioning member, the front brake line is a groove passing through the body of the balance assembly; and the rear jaw mechanism has a rear brake member disposed on one side of the rear wheel a rear locating member mounted to the first through hole, and a rear brake line connected between the rear brake member and the rear squatting member, the rear brake line being a groove passing through the body of the balance assembly .

According to the invention of claim 10, the body of the balance assembly further has a positioning hole penetratingly spaced from the second through hole in a direction away from the first through hole, the balance assembly further having a plug And a stopping member disposed on the positioning hole for blocking the groove from the opening to prevent the front brake wire from falling off the groove.

According to the invention of claim 11, the first driving mechanism of the operating unit has a first pulling rod, a first positioning member mounted on the first mounting hole of the connecting member, and a first connecting rod connected to the first connecting rod a first wire between the first positioning members, and the second driving mechanism has a second pulling rod, a second positioning member mounted on the second through hole of the body, and a second connecting rod and the second pulling rod a second wire between the second positioning members; the first pulling rod and the second pulling rod are pulled to respectively pull the first wire and the second wire to respectively move the connecting member and the balance assembly toward the upstream end.

According to the invention of claim 12, the first driving mechanism further has a terminating member connected to the one end of the first wire away from the first positioning member, and the first pull rod has a guiding groove, the terminating end The member is limited to the guiding slot. When the balancing assembly is driven by the second driving mechanism to push the connecting member, the terminal member moves in the guiding slot along with the first wire. [Effects of the Invention]

In the invention of claim 1, in the connection relationship between the connecting member and the balancing member, the interlocking relationship between the front sill mechanism and the squatting mechanism is required to be controlled, and no additional is needed. Set the components that connect the two to streamline the parts you need. The connecting member does not control the interlocking condition by the extended sliding groove, so that the conventional connecting member can be made into a chute without additional processing, and the volume can be greatly reduced. The accommodating case of the connecting member and the balance component is reduced, and the overall volume of the control unit is effectively reduced.

In the invention of claim 2, the connection between the operating unit and the actuating unit is easily distinguished by the type of the balancing unit, which is advantageous in assembly efficiency.

In the invention of claim 3, the connecting member only needs to open the first mounting hole and the second mounting hole, and since the long extending slot is not required, the volume can be relatively greatly reduced.

In the invention of claim 4, the convex ring portion of the connecting member is matched with the limiting cavity of the receiving box, and the spring is fixed and restrained, and the direction when the spring is actuated is guided to prevent the spring from occurring. The setback affects the operation of the control unit.

In the invention of claim 5, the reference surface formed by the reference walls can be used as a positioning basis for assembly of the balance component, facilitating alignment during assembly, ensuring correctness of assembly and improving assembly yield, and Can effectively improve assembly efficiency.

In the invention of claim 6 of the invention, the backing mechanism and the front stern mechanism can be actuated by the resistance of the spring to prevent the front squatting mechanism from being actuated earlier than the squatting mechanism. The stability of the brake function of the locomotive is affected.

In the invention of claim 7 , the connection relationship between the balance assembly and the joint member is ensured, and the balance assembly is inclined to follow the shape of the positioning groove, so that the rear sill mechanism and the front sill are achieved. The mechanism has acted in control.

In the invention of claim 8 of the patent application, the cover body is made of a transparent material, which facilitates the assembly and positioning at the time of assembly, and is also advantageous for subsequent inspection, maintenance, and maintenance.

In the invention of claim 9, the front brake line and the rear brake line of the actuating unit can be surely received in the groove formed by the balance component to ensure the actuating unit and the balance component. Connection relationship.

In the invention of claim 10, the stopper prevents the front brake wire from coming off the groove, and ensures that the actuation unit can be surely operated.

In the invention of claim 11, the first wire and the second wire of the operating unit are capable of transmitting the pulling force of the first pull rod and the second pull rod, and the connecting member and the balance assembly are driven to the upstream end. mobile.

In the invention of claim 12, when the balancing assembly is driven by the second driving mechanism to push the connecting member, the terminal member moves in the guiding slot along with the first wire to provide the first The sliding space when a wire is squeezed prevents the first wire from being bent and affects the connection relationship of the predetermined configuration.

Referring to FIG. 4, an embodiment of a linkage braking device for a locomotive according to the present invention includes a front wheel 91 and a rear wheel 92. The embodiment comprises an actuating unit 3, a control unit 4 connected to the actuating unit 3 and performing control, and an operating unit 5 connected to the control unit 4 for operation.

The actuating unit 3 includes a front sill mechanism 31 disposed on the front wheel 91, and a sill mechanism 32 disposed on the rear wheel 92. When the user operates the operation unit 5 to drive the control unit 4 to perform control and the actuation unit 3 is actuated, the front sill mechanism 31 and the sill mechanism 32 can respectively respectively the front wheel 91 and the rear wheel 92. Produce a brake effect.

The control unit 4 includes a receiving box 41 surrounding an accommodating space 410, a balancing component 42 disposed in the accommodating space 410 and connected to the sill mechanism 32, and disposed in the accommodating space 410. And a connecting member 43 connected to the front sill mechanism 31 and a spring 44 disposed in the accommodating space 410 and abutting against the connecting member 43. With the balancing component 42 as the boundary, it is defined that the operating unit 5 is located at the upstream end, and the actuating unit 3 is located at the downstream end, so that the connecting member 43 is abutted against one side of the balancing component 42 toward the upstream end. In addition, the operating unit 5 includes a first driving mechanism 51 connected to the connecting member 43 and a second driving mechanism 52 connected to the balancing assembly 42.

Referring to FIG. 4 and FIG. 5 , the balance assembly 42 has a body 421 defining a groove 420 having an opening 4201 . The body 421 has a first through hole 4211 extending through and communicating with the groove 420 . a second through hole 4212 which is penetrating and communicates with the groove 420, and a positioning hole 4213 which is penetrating and spaced apart from the second through hole 4212 in a direction away from the first through hole 4211, and an orientation A positioning groove 4219 is formed in an arc shape in a direction perpendicular to the extending direction of the positioning hole 4213. The first through hole 4211 is for connecting the rear sill mechanism 32, and the second through hole 4212 is for connecting the second driving mechanism 52. The connecting member 43 has a base portion 431 and a convex ring portion 432 projecting outward from the base portion 431. The base portion 431 surrounds a first mounting hole 438 for mounting the first driving mechanism 51 and a second mounting hole 439 for the front cymbal mechanism 31. The base portion 431 of the connecting member 43 has a curved shape toward one end of the downstream end and abuts against the positioning recess 4219 so that the connecting member 43 can be surely positioned on the balance assembly 42.

Referring to FIG. 6 and FIG. 7 , the accommodating case 41 includes a bottom cover body 411 , and a cover body 412 which is disposed on the bottom cover body 411 and closes the accommodating space 410 . The cover body 412 is transparent. Made of materials. The bottom cover body 411 has a guiding wall 418 defining a limiting cavity 4181, and a plurality of guiding walls protruding toward the upstream end (the upstream end is clearly defined), and are flush with each other to define a reference plane A. The reference wall 419 has a port 4180 facing the connecting member 43. The spring 44 extends into the limiting cavity 4181 and abuts between the guiding wall 418 and the connecting member 43 , and the end of the spring 44 away from the guiding wall 418 is the connecting member. The collar portion 432 of the 43 is constrained thereby positioning the spring 44 and preventing the spring 44 from buckling when compressed. As shown in FIG. 7 , when the control unit 4 is assembled, the balance unit 42 can be positioned first by first abutting the balance unit 42 , which is advantageous for the relative alignment when assembling other components. This ensures the correctness of the assembly and improves the assembly yield, and can effectively improve the assembly efficiency. In addition, since the cover body 412 of the accommodating case 41 is made of a transparent material, the assembly condition can be directly visually confirmed after the assembly is completed, and the cover is not required to be opened after the subsequent inspection, maintenance, and maintenance. Body 412 can be visually evaluated for preliminary evaluation.

Referring to FIG. 7 and FIG. 8 , the first driving mechanism 51 of the operating unit 5 has a first pulling rod 511 , a first positioning member 512 mounted on the first mounting hole 438 of the connecting member 43 , and a first connecting member 512 . a first wire 513 between the pull rod 511 and the first positioning member 512, and a terminal 514 connected to the first wire 513 away from the one end of the first positioning member 512. The first pull rod 511 has a guiding slot 519, and the end piece 514 is located in the guiding slot 519. The second driving mechanism 52 of the operating unit 5 has a second pulling rod 521, a second positioning member 522 attached to the second through hole 4212 of the main body 421, and a second connecting rod 521 and the first connecting rod The second wire 523 between the two positioning members 522. The front sill mechanism 31 of the actuating unit 3 has a front brake member 311 disposed on one side of the front wheel 91, a front locating member 312 mounted on the second mounting hole 439, and a front brake member 311 coupled to the front brake member 311. a front brake line 313 between the front locator 312, the front brake line 313 is a groove 420 passing through the body 421 of the balance assembly 42; and the rear sill mechanism 32 has a one disposed on the rear wheel 92. a rear rear brake member 321 , a rear sill positioning member 322 mounted on the first through hole 4211 , and a rear brake line 323 connected between the rear brake member 321 and the rear squat positioning member 322 , the rear brake Line 323 is a groove 420 that passes through body 421 of the balancing assembly 42. It should be particularly noted that the front sill mechanism 31 and the sill mechanism 32 are in the form of drums. Therefore, the detailed structure of the front brake member 311 and the rear brake member 321 belongs to the prior art in the technical field of the invention. This will not be repeated here.

As shown in FIG. 7 , when the operation unit 5 is to be operated and the front wheel 91 of the locomotive 9 is braked separately, the first pull rod 511 of the first driving mechanism 51 is operated, and the first wire 513 pulls the connection. The member 43 connects the connecting member 43 to the upstream end. The balance assembly 42 further has a stop member 422 for inserting into the positioning hole 4213. The front brake wire 313 can be received by the groove 420 defined by the body 421 of the balance assembly 42. The stop 422 is limited to ensure that the front brake wire 313 is pulled or even slightly bent, and does not fall off the groove 420 to affect the operation of the embodiment. When the connecting member 43 is spaced apart from the balance assembly 42 , the connecting member 43 moves together with the front locating member 312 mounted on the second mounting hole 439 , and the front brake member 313 can drive the front brake member The 311 is actuated to produce a braking effect on the front wheel 91.

As shown in FIG. 8 , when the operation unit 5 is to be operated to brake the rear wheel 92 of the locomotive 9 , the second pull rod 521 of the second driving mechanism 52 is operated, and the balance component is pulled by the second wire 523 . 42. The balance assembly 42 is coupled to the upstream end, and pushes the top against the connecting member 43 toward the upstream end side, and is coupled to the upstream end. At this time, when the spring 44 is compressed by the connecting member 43, an elastic restoring force is accumulated to generate a resistance, so when the body 421 of the connecting member 43 is pushed, one end on the same side as the spring 44 must overcome the The resistance can continue to move toward the upstream end, and the difference in the force on the opposite sides is matched with the design of the connecting member 43 and the balance assembly 42 by the groove and the curved surface, and the balance assembly 42 will follow The positioning groove 4219 is inclined by the concave arc, so that the body 421 is opposite to the reference surface A from the one end of the positioning hole 4213, so that the rear brake wire 323 drives the rear brake member 321 to generate the rear wheel 92. The braking effect is until the balance component 42 is at a specific angle with the reference plane A and overcomes the resistance. The other end of the body 421 pushes the connecting member 43 away from the reference plane A, and then is driven by the front brake line 313. The front brake member 311 generates a braking effect on the front wheel 91. With the above design, it is possible to prevent the front wheel 91 from generating a braking effect earlier than the rear wheel 92, thereby avoiding the danger of the stability of the locomotive 9 braking.

Referring to FIG. 8 and FIG. 9, when the balance assembly 42 is driven by the second driving mechanism 52 to push the connecting member 43, the first wire 513 is moved toward the upstream end, thereby making the terminal member 514 as shown in FIG. The ground moves in the guide groove 519 along with the first wire 513, thereby preventing the first wire 513 from being excessively bent to generate resistance, affecting the controllability and power of the brake.

The control unit 4 of the embodiment controls the linkage relationship between the front sill mechanism 31 and the sill mechanism 32 by the connection relationship between the connecting member 43 and the balance assembly 42 without additional Set the components that connect the two to streamline the parts you need. The connecting member 43 does not control the interlocking condition by the extended sliding slot. The guiding slot 519 which is related to the interlocking relationship is also disposed in the first pull rod 511, so that relative to the conventional connecting member In addition to the need to perform additional processing to form a slot extending in the longitudinal direction, the volume can be greatly reduced, so that the receiving box 41 accommodating the connecting member 43 and the balance assembly 42 can be reduced, thereby effectively reducing the control unit. The overall volume of 4.

In summary, the interlocking braking device of the locomotive of the present invention can generate the required braking effect on the front wheel 91 and the rear wheel 92 by the control of the control unit 4, and the connecting member 43 and the balancing assembly 42 are each other. Abutting, so that there is no need to additionally provide an element for connecting the two to each other, and the connecting member 43 is reduced in size, so that the receiving box 41 accommodating the connecting member 43 and the balancing member 42 can be reduced, thereby effectively reducing the control. The overall volume of unit 4 is indeed the object of the present invention.

However, the above is only the embodiment of the present invention, and the scope of the invention is not limited thereto, and all the equivalent equivalent changes and modifications according to the scope of the patent application and the patent specification of the present invention are still The scope of the invention is covered.

3‧‧‧ actuation unit
31‧‧‧Formal institutions
311‧‧‧ Front brake parts
312‧‧‧Front positioning parts
313‧‧‧ Front brake line
32‧‧‧post institutions
321‧‧‧ rear brake parts
322‧‧‧ Rear locating parts
323‧‧‧After the car line
4‧‧‧Control unit
41‧‧‧容盒
410‧‧‧ accommodating space
411‧‧‧ bottom cover
412‧‧‧Table cover
418‧‧‧ Guide wall
4180‧‧‧ mouth
4181‧‧‧Limited cavity
419‧‧‧ benchmark wall
42‧‧‧Balance components
420‧‧‧ trench
4201‧‧‧ openings
421‧‧‧ Ontology
4211‧‧‧First through hole
4212‧‧‧second through hole
4213‧‧‧Positioning holes
4219‧‧‧ positioning groove
422‧‧‧stops
43‧‧‧Linking components
431‧‧‧Base Department
432‧‧‧ convex ring
438‧‧‧First mounting hole
439‧‧‧Second mounting hole
44‧‧‧ Spring
5‧‧‧Operating unit
51‧‧‧First driving mechanism
511‧‧‧First lever
512‧‧‧First positioning piece
513‧‧‧First wire
514‧‧‧Terminal
519‧‧‧Guide
52‧‧‧Second driving mechanism
521‧‧‧Second rod
522‧‧‧Second positioning parts
523‧‧‧second wire
9‧‧‧Motorcycle
91‧‧‧ front wheel
92‧‧‧ Rear wheel
A‧‧‧ datum

Other features and advantages of the present invention will be apparent from the embodiments of the present invention, wherein: Figure 1 is a schematic diagram illustrating a conventional interlocking brake device; Figures 2 and 3 are schematic views illustrating FIG. 4 is a schematic view showing an embodiment of the interlocking brake device of the locomotive of the present invention; FIG. 5 is a partially exploded perspective view showing a joint member, a balance assembly, and a spring of the embodiment; Figure 6 is a perspective view showing the connection of the connecting member and the balancing assembly; Figure 7 and Figure 8 are schematic views illustrating the operation of the embodiment; and Figure 9 is a partially enlarged bottom view showing the An operating unit of an embodiment.

3‧‧‧ actuation unit

31‧‧‧Formal institutions

311‧‧‧ Front brake parts

312‧‧‧Front positioning parts

313‧‧‧ Front brake line

32‧‧‧post institutions

321‧‧‧ rear brake parts

322‧‧‧ Rear locating parts

323‧‧‧After the car line

4‧‧‧Control unit

41‧‧‧容盒

410‧‧‧ accommodating space

411‧‧‧ bottom cover

418‧‧‧ Guide wall

4181‧‧‧Limited cavity

419‧‧‧ benchmark wall

42‧‧‧Balance components

421‧‧‧ Ontology

4211‧‧‧First through hole

4212‧‧‧second through hole

422‧‧‧stops

43‧‧‧Linking components

431‧‧‧Base Department

438‧‧‧First mounting hole

439‧‧‧Second mounting hole

44‧‧‧ Spring

5‧‧‧Operating unit

51‧‧‧First driving mechanism

511‧‧‧First lever

512‧‧‧First positioning piece

513‧‧‧First wire

514‧‧‧Terminal

519‧‧‧Guide

52‧‧‧Second driving mechanism

521‧‧‧Second rod

522‧‧‧Second positioning parts

523‧‧‧second wire

9‧‧‧Motorcycle

91‧‧‧ front wheel

92‧‧‧ Rear wheel

Claims (12)

A linkage braking device for a locomotive, the locomotive comprising a front wheel and a rear wheel, the linkage braking device comprising: an actuation unit comprising a front sill mechanism disposed on the front wheel, and a squat mechanism disposed on the rear wheel; a control unit is coupled to the actuating unit and includes a receiving box surrounding an accommodating space, a balancing component disposed in the accommodating space and connected to the sill mechanism, and a connecting member disposed on the The accommodating space is connected to the front sill mechanism, and the balancing unit is defined by the balancing component, wherein the operating unit is located at a downstream end, the connecting member is abutting against the side of the balancing component toward the upstream end; and an operating unit Connecting to the control unit, and including a first driving mechanism connected to the connecting member, and a second driving mechanism connected to the balancing assembly; defining the operating unit at an upstream end when operating the first driving mechanism The connecting member is interlocked with the upstream end to separate the connecting member from the balance assembly, and the front sill mechanism can be driven to actuate the front sill mechanism. In the mechanism, the balance assembly is interlocked to the upstream end, and the connecting member is pushed together to the upstream end, and the front sill mechanism and the sill mechanism are simultaneously actuated. The interlocking device of the locomotive of claim 1, wherein the balancing component of the control unit has a body defining a groove having an opening, the body having a first shape penetrating and communicating with the groove a through hole for connecting the rear sill mechanism, and a second through hole penetrating and communicating with the groove for connecting the second driving mechanism. The interlocking device of the locomotive of claim 2, wherein the connecting member of the control unit has a base portion surrounding a first mounting hole for mounting the first driving mechanism, and a mounting for the front sill mechanism Second mounting hole. The interlocking device of the locomotive of claim 3, wherein the connecting member further has a convex ring portion protruding outward from the base portion, and the receiving box comprises a bottom cover body having a guiding wall. The guiding wall defines a limiting cavity having a port facing the connecting member, the control unit further comprising a protrusion extending into the limiting cavity and abutting between the guiding wall and the base of the connecting member The spring, the one end of the spring away from the guiding wall is limited by the convex ring portion of the connecting member. The interlocking device of the locomotive of claim 4, wherein the bottom cover of the accommodating box further has a plurality of reference walls protruding toward the upstream end and flushing with each other to define a reference surface, the control unit The balancing assembly is mounted against the datum surface. The linkage braking device of the locomotive of claim 5, wherein the second driving mechanism drives the balancing assembly to move to the upstream end and pushes the connecting member to be coupled to the upstream end, the spring of the control unit generates a resistance Positioning the body of the balance assembly adjacent to the first through hole away from the reference surface to drive the rear sill mechanism until the balance assembly forms a specific angle with the reference surface and overcomes the resistance, and the other body The side pushes the connecting member away from the reference surface, and then drives the front sill mechanism. The interlocking brake device of the locomotive of claim 3, wherein the base portion of the connecting member has a curved surface toward one end of the downstream end, and the body of the balance assembly has a positioning recess that is concave in an arc shape. One end of the base portion facing the downstream end is abutted against the positioning groove to position the joint member to the balance assembly. The locomotive of the locomotive of claim 4, wherein the accommodating box of the control unit further comprises a cover body that is closed on the bottom cover body to close the accommodating space, and the cover body is made of a transparent material. Made. The interlocking device of the locomotive of claim 3, wherein the front sill mechanism of the actuating unit has a front brake member disposed on one side of the front wheel, and a front locating member mounted on the second mounting hole, and a front brake line connected between the front brake member and the front jaw positioning member, the front brake line is a groove passing through the body of the balance assembly; and the rear jaw mechanism has a side disposed on the rear wheel a rear brake member, a rear sill positioning member mounted to the first through hole, and a rear brake line connected between the rear brake member and the rear squat positioning member, the rear brake line passing through the balance assembly The groove of the body. The interlocking device of the locomotive of claim 9, wherein the body of the balance assembly further has a positioning hole penetratingly spaced from the second through hole in a direction away from the first through hole, the balance component There is also a stopper inserted in the positioning hole for blocking the groove from the opening to prevent the front brake wire from falling off the groove. The interlocking device of the locomotive of claim 3, wherein the first driving mechanism of the operating unit has a first pulling rod, a first positioning member mounted on the first mounting hole of the connecting member, and a first connecting member a first lead wire between the first pull rod and the first positioning member, and the second driving mechanism has a second pull rod, a second positioning member mounted on the second through hole of the body, and a second connecting member a second wire between the two pull rods and the second positioning member; pulling the first pull rod and the second pull rod to respectively pull the first wire and the second wire to respectively advance the connecting member and the balance component Move at the end. The interlocking device of the locomotive of claim 11, wherein the first driving mechanism further has a terminating member connected to the one end of the first wire away from the first positioning member, and the first pulling rod has a guiding groove The terminal member is limited to the guiding slot. When the balancing assembly is driven by the second driving mechanism to push the connecting member, the terminal member moves in the guiding slot along with the first wire.