Right linkage double-brake brake shunting center

Abstract

The invention relates to the technical field of motor vehicle brake equipment, in particular to a right linkage double-brake brake shunting center. The invention includes; the main pivot part comprises a main pivot part body, a left communicating end, a right communicating end, a main oil conveying end, an oil collecting runner, a main runner, a left oil pushing cavity, a right oil pushing cavity and an oil pushing mechanism. The main pivot part body is integrally in a three-way pipe shape and comprises a right communicating end and a main oil conveying end, the main oil conveying end is located at the part body position between the left communicating end and the right communicating end, the oil receiving flow channel is formed in the main oil conveying end, the main flow channel is formed below the oil receiving flow channel, and the left oil pushing cavity is formed in the main pivot part body and located on the left side of the main flow channel; the left oil pushing cavity is located on the left side of the main flow channel, the right oil pushing cavity is located on the right side of the main flow channel, the two oil pushing mechanisms are located in the left oil pushing cavity and the right oil pushing cavity respectively, when the right brake handle is operated, oil is intelligently divided into two paths through the main flow channel and is almost synchronously triggered, and the situation that a vehicle deviates or is out of control possibly due to asynchronous braking is avoided.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of motor vehicle brake equipment, in particular to a right linkage double-brake split-flow hub. BACKGROUND

[0002] The brake handle of a motorized motorcycle is a core safety component directly controlled by the driver, which is usually located on both sides of the handlebar. Its fundamental role is to convert the pinching force of the driver's hands into the clamping force of the wheel brake caliper through the hydraulic system, so as to achieve the deceleration or stopping of the vehicle. This simple lever mechanism is the starting point and key of the braking efficiency of the entire motorcycle, and its sensitivity and reliability directly determine whether the driver can control the speed in time and effectively, which is the first and most important line of defense to ensure driving safety.

[0003] However, the existing equipment often encounters the following problems in use:

[0004] When the motorcycle brakes urgently, the left motorcycle handle can only control the front brake pump, and the right motorcycle handle can only control the rear brake pump. It is impossible to control both front and rear brake pumps at the same time with a single brake handle on the left side. This is because if the braking actions of the front and rear wheels or the left and right wheels are seriously out of sync, for example, the front wheels lock up before the rear wheels, or the single-side braking force is much larger than the other side, it will cause disastrous consequences. The core harm is that it will instantly destroy the dynamic balance and driving trajectory of the vehicle: the front wheels locking up too early will cause the vehicle to lose control of direction, spin and even overturn, while the rear wheels locking up first will easily cause dangerous tail swing (commonly known as "spinning"). At the same time, since the braking force is not evenly distributed among all tires, most of the kinetic energy will be forced to be borne by a single tire, which not only sharply extends the braking distance, but also greatly increases the risk of the tire being completely locked and slipping due to excessive load, making the driver completely lose control of the vehicle in a life-and-death moment. SUMMARY

[0005] The main purpose of the present application is to provide a right linkage double-brake brake split hub. The present application is designed to solve the problem that in the traditional motorcycle emergency braking, the left motorcycle handle can only control the front brake pump, and the right motorcycle handle can only control the rear brake pump, and it is impossible to control both front and rear brake pumps simultaneously with a single brake handle. If the braking actions of the front and rear wheels or the left and right wheels are seriously out of sync, for example, the front wheels lock up before the rear wheels, or the single-side braking force is much larger than the other side, it will cause disastrous consequences. The core harm is that it will instantly destroy the dynamic balance and driving trajectory of the vehicle: premature locking of the front wheels will cause the vehicle to lose control and spin out of control, and locking of the rear wheels will easily cause dangerous tail swing (commonly known as "spinning out"). At the same time, since the braking force is not evenly distributed among all tires, most of the kinetic energy will be forced to be borne by a single tire, which not only sharply extends the braking distance, but also greatly increases the risk of the tire being completely locked and slipping due to excessive load, making the driver completely lose control of the vehicle in a life-or-death moment.

[0006] To achieve the above purpose, the technical scheme adopted by the present application is:

[0007] A right linkage double-brake brake split hub, comprising:

[0008] A hub body, which is in the shape of a tee pipe as a whole, comprises a left communication end, a right communication end and a main oil delivery end, and the main oil delivery end is located in the body position between the left communication end and the right communication end;

[0009] An oil collection flow channel, which is provided in the main oil delivery end;

[0010] A main flow channel, which is vertical, is provided below the oil collection flow channel, and the top end of the main flow channel is in communication with the bottom end of the oil collection flow channel;

[0011] A left oil pushing chamber, which is provided in the hub body, is located on the left side of the main flow channel;

[0012] A right oil pushing chamber, which is located on the right side of the main flow channel;

[0013] An oil pushing mechanism, which is provided in two groups, is respectively located in the left oil pushing chamber and the right oil pushing chamber.

[0014] The oil pushing mechanism comprises:

[0015] A CBS piston, which is located in the left oil pushing chamber or the right oil pushing chamber, comprises a main body output and a support output, the support output is sleeved on the main body output, and the support output fills the entire caliber of the corresponding chamber.

[0016] Branch flow channels, at least two of which are provided on the upper and lower sides of the left or right push oil chamber and are in communication with the chamber at both ends;

[0017] Branch flow channels, at least two of which are provided on the upper and lower sides of the left or right push oil chamber and are in communication with the chamber at both ends;

[0018] Output chamber, one end of which is in communication with the bottom end of the main flow channel, and the other end of which is adjacent to the non-output end of the CBS piston.

[0019] Further comprising:

[0020] Left brake handle, which is located on the left side of the main body of the hub;

[0021] Left oil delivery pipe, which is in communication with the right communication end through the left brake handle;

[0022] Right brake handle, which is located on the right side of the main body of the hub;

[0023] Right oil delivery pipe, which is in communication with the main oil delivery end through the right brake handle;

[0024] Left oil discharge pipe, one end of which is in communication with the left side of the main body of the hub;

[0025] Left brake valve, which is in communication with the other end of the left oil discharge pipe;

[0026] Right oil discharge pipe, one end of which is in communication with the right communication end of the main body of the hub;

[0027] Right brake valve, which is in communication with the other end of the right oil discharge pipe.

[0028] Further comprising:

[0029] Right flow channel, which is the chamber of the right communication end, and is in communication with the left oil delivery pipe and the right oil discharge pipe

[0030] Synchronous flow channels, a plurality of which are provided, one end of each of which is in communication with the right flow channel, and the other end of each of which is in communication with the right push oil chamber;

[0031] Filler eaves ring, which is located in the right push oil chamber and is sleeved on the CBS piston in the right push oil chamber;

[0032] Right communication cavity, the right communication cavity is opened in the left end of the right flow channel, and the right communication cavity is communicated with the left end of the right flow channel;

[0033] Right reset spring, one end of the right reset spring is sleeved in the CBS piston in the right push oil cavity, and the other end of the right reset spring is fixedly connected with the inner wall of the right communication cavity;

[0034] Left communication cavity, the inner cavity of the left communication end is the left communication cavity, and the left communication cavity is communicated with the left oil discharge pipe;

[0035] Left reset spring, one end of the left reset spring is sleeved with the CBS piston output end in the left cavity, and the other end of the left reset spring is connected with the inner wall of the left communication cavity.

[0036] The connecting port of the branch flow channel adjacent to the main flow channel is blocked by the support output.

[0037] The filling eaves ring sleeving position is the output end of the CBS piston.

[0038] The caliber of the right flow channel is smaller than that of the right communication cavity.

[0039] The left reset spring is located in the left communication cavity.

[0040] The filling eaves ring is a rubber ring.

[0041] The output end of the CBS piston is a circular truncated cone type.

[0042] Compared with the prior art, the beneficial effects of the present application are: when the right brake handle is operated, the oil is intelligently divided into two paths through the main flow channel: one path is through the branch flow channel and the branch flow channel for "pre-pressurization", and the other path is through the output cavity for "pushing the piston". This design makes the CBS piston must be under the joint action of external oil pressure and internal pre-pressurization, and accumulates to a certain threshold value before starting linkage. This short delay and power accumulation process finally releases all the accumulated oil pressure through the displacement of the piston in an instant, and through the structure of the synchronous flow channel, almost simultaneously, the strong and convergent oil flow is sent to the left and right brake valves, so that the efficient and almost synchronous triggering of the two brake valves is realized, and the vehicle deviation or loss of control caused by asynchronous braking is avoided. BRIEF DESCRIPTION OF DRAWINGS

[0043] The accompanying drawings are used to provide a further understanding of the present application, and constitute a part of the specification, together with the specific embodiments of the present application, for explaining the present application, and do not constitute a limitation on the present application.

[0044] Fig. 1 It is a schematic diagram of the overall shape of the present application.

[0045] Fig. 2 This is a schematic cross-sectional view of the main body of the central component of the present invention.

[0046] Fig. 3 This is a detailed drawing of the central component.

[0047] Numbered in the diagram: 1. Main body of central component; 101. Left connecting end; 102. Right connecting end; 103. Main oil delivery end; 2. Oil receiving channel; 3. Main channel; 4. Left pushing chamber; 5. Right pushing chamber; 6. Pushing mechanism; 61. CBS piston; 611. Main output component; 612. Support output component; 62. Branch channel; 63. Dividing channel; 64. Output chamber; 7. Left brake handle; 8. Left oil delivery pipe; 9. Right brake handle; 10. Right oil delivery pipe; 11. Left drain pipe; 12. Left brake valve; 13. Right drain pipe; 14. Right brake valve; 15. Right channel; 16. Synchronous channel; 17. Filling ring; 18. Right connecting chamber; 19. Right return spring; 20. Left connecting chamber; 21. Left return spring. Detailed Implementation

[0048] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0049] In the description of this invention, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art will understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0050] like Figs. 1-3 As shown, the present invention provides a right-link dual-brake brake diversion center, which includes a center body 1, a left connecting end 101, a right connecting end 102, a main oil delivery end 103, an oil receiving channel 2, a main channel 3, a left pushing oil chamber 4, a right pushing oil chamber 5, and a pushing oil mechanism 6.

[0051] The central part body 1 is in the shape of a tee pipe as a whole, and comprises a left communication end 101, a right communication end 102 and a main oil conveying end 103. The main oil conveying end 103 is located in the body position between the left communication end 101 and the right communication end 102. This design makes the central part body 1 the core basis of oil distribution, ensures that the oil can be accurately guided to different passages, and provides structural support for subsequent distribution and linkage control. The oil collecting flow channel 2 is arranged in the main oil conveying end 103. This design is intended to concentrate the initial oil pressure from the right brake handle 9 as the oil inlet of the entire braking process, and its structure ensures that the oil can enter the subsequent flow channel smoothly and centrally. The main flow channel 3 is vertical and is arranged below the oil collecting flow channel 2, and the top end of the main flow channel 3 is in communication with the bottom end of the oil collecting flow channel 2. The vertical design facilitates smooth downward flow of the oil under the action of gravity and pressure, and provides a main path for subsequent distribution, which is the key to ensuring that the oil can be delivered in multiple directions at the same time.

[0052] In the present application, the left oil pushing chamber 4 is arranged in the central part body 1 and is located on the left side of the main flow channel 3. Its design provides an independent accommodation and operation space for the left oil pushing mechanism 6 and is one of the core chambers for realizing independent or linkage control of the left brake valve 12. The right oil pushing chamber 5 is located on the right side of the main flow channel 3. This chamber is symmetrically arranged with the left oil pushing chamber 4 and together constitutes the basis of double braking, ensuring that the right brake system can be activated synchronously or independently. The oil pushing mechanism 6 is provided in two groups, and the two groups of oil pushing mechanisms 6 are respectively located in the left oil pushing chamber 4 and the right oil pushing chamber 5. The two groups of oil pushing mechanisms 6 are the core for realizing the functions of “double braking” and “distribution”, and they work independently and are related to each other, and together are responsible for converting the pressure of the main oil circuit into specific actions for driving the left and right brake valves 14.

[0053] In the present application, as shown in FIG. 1, the left brake handle 9 is arranged on the left side of the central part body 1, and the right brake handle 10 is arranged on the right side of the central part body 1. The left brake handle 9 and the right brake handle 10 are respectively connected to the left oil pushing mechanism 6 and the right oil pushing mechanism 6 through the left brake handle connecting rod 11 and the right brake handle connecting rod 13. Figs. 2-3As shown, the oil pushing mechanism 6 includes: a CBS piston 61 located in the left oil pushing chamber 4 or the right oil pushing chamber 5, the CBS piston 61 including a main output 611 and a support output 612. The CBS piston 61 is a power execution element of the oil pushing mechanism 6, the main output 611 of which is used to transmit the pushing force, and the support output 612 is used to seal and control the opening and closing of the branch flow channel 62, and the cooperation of the two is the key to realize the delay, pressure accumulation and final pushing. The support output 612 is sleeved on the main output 611, and the support output 612 fills the entire caliber of the corresponding cavity. This design makes the support output 612 closely fit the cavity wall, which not only plays a sealing role as a piston ring to prevent oil leakage in advance, but also ensures that it can effectively block or open the branch flow channel 62 to accurately control the oil path. The branch flow channel 62 is provided with at least two branch flow channels 62, which are arranged on the upper and lower sides of the left oil pushing chamber 4 or the right oil pushing chamber 5, and the two ends of the branch flow channel 62 are communicated with the cavity, and the connecting end of the branch flow channel 62 close to the main flow channel 3 is blocked by the support output 612. The design of the branch flow channel 62 creates a bypass for the flow of oil. In the initial state, it is blocked, which plays a role in pressure accumulation and delay; when the piston moves, it is opened, which becomes a channel for oil to converge and quickly rush to the brake valve, and is the core flow channel for realizing the staged work of oil. One end of the branch flow channel 63 is communicated with the main flow channel 3, and the other end of the branch flow channel 63 is communicated with the branch flow channel 62. The branch flow channel 63 serves as a bridge connecting the main flow channel 3 and the branch flow channel 62, and its design ensures that the pressure oil from the main oil path can be guided to the output end area of the piston in advance to accumulate energy for the start of the piston. One end of the output cavity 64 is communicated with the bottom end of the main flow channel 3, and the other end of the output cavity 64 is close to the non-output end of the CBS piston 61. The output cavity 64 directly guides the pressure of the main oil path to the non-output end of the piston, and the design intention is to provide direct and main pushing force for the start of the piston, which is the power source for pushing the piston to displace and break the initial balance state.

[0054] In the present application, the left brake handle 7 is located on the left side of the hub body 1. Its design provides an operation interface for the driver to independently control the left brake, which is suitable for scenes of single-sided braking or slight adjustment of driving posture. The left brake handle 7 is communicated with the right communication end 102 through the left oil conveying pipe 8. This connection relationship ingeniously associates the action of the left brake handle 7 with the oil path of the right communication end 102, which is the key pipeline for realizing the "right linkage", that is, operating the left brake handle can directly drive the right brake valve 14. The right brake handle 9 is located on the right side of the hub body 1. This is the main operation interface for the driver to start the double braking system, and when it is gripped, it will trigger the whole flow hub to work, so that the left and right brake valves 14 act simultaneously. The right brake handle 9 is communicated with the main oil conveying end 103 through the right oil conveying pipe 10. This pipeline is responsible for directly conveying the oil pressure generated by the right brake handle 9 to the core of the system, that is, the main oil conveying end 103, which is the source of starting the whole linkage braking process.

[0055] In the present invention, one end of the left oil discharge pipe 11 is in communication with the left side of the main body 1 of the central member. As the inlet channel of the left brake valve 12, its design ensures that when oil is pushed into the left communication cavity 20, it can quickly reach the left brake valve 12 through this pipe. The left brake valve 12 is in communication with the other end of the left oil discharge pipe 11. This is the final actuator of the left brake, and its activation means that the left brake begins to take effect. One end of the right oil discharge pipe 13 is in communication with the right communication end 102 of the main body 1 of the central member. This pipe has a dual function: on the one hand, when the left brake handle 7 is operated alone, it directly transmits oil pressure to activate the right brake valve 14; on the other hand, when the linked braking is in operation, it is also the channel through which the collected oil is discharged to the right brake valve 14. The right brake valve 14 is in communication with the other end of the right oil discharge pipe 13. As the final actuator of the right brake, its design, together with the left brake valve 12, constitutes a complete dual braking system.

[0056] In the present invention, the right flow channel 15 is the chamber of the right communication end 102, and the right flow channel 15 is in communication with the left oil supply pipe 8 and the right oil discharge pipe 13. The right flow channel 15, as a key oil distribution chamber, is designed to receive oil from the left oil supply pipe 8 to execute single braking, and to collect oil from the oil pushing mechanism 6 during linked braking, and is a key node for oil path switching and merging. The synchronization flow channels 16 are provided in several numbers, one end of each synchronization flow channel 16 is in communication with the right flow channel 15, and the other end of each synchronization flow channel 16 is in communication with the right oil pushing cavity 5. The synchronization flow channels 16 ensure that the oil pressure change in the right oil pushing cavity 5 can be synchronized with the right flow channel 15, especially after the piston moves, it can quickly guide the collected oil back to the right flow channel 15, thereby timely triggering the right brake valve 14.

[0057] The filling eaves ring 17 is located in the right oil pushing cavity 5, and the filling eaves ring 17 is sleeved on the CBS piston 61 in the right oil pushing cavity 5, and the filling eaves ring 17 is sleeved on the output end of the CBS piston 61. The sealed space formed by the filling eaves ring 17 and the output end of the CBS piston 61 is the core design for realizing the "temporary storage of oil" function. It prevents oil from directly entering the right communication cavity 18 at the initial stage of braking, creating a necessary pressure accumulation stage, which is crucial for achieving smooth and effective linked braking. The right communication cavity 18 is opened at the left end of the right flow channel 15, and the right communication cavity 18 is in communication with the left end of the right flow channel 15. The right communication cavity 18 provides a mounting space for the right return spring 19, and at the same time serves as a transition chamber for oil flowing from the oil pushing mechanism 6 to the right flow channel 15, and its structure ensures smooth oil flow path.

[0058] The right reset spring 19 is located in the right communication cavity 18, one end of the right reset spring 19 is sleeved with the CVS piston in the right push oil cavity 5, the other end of the right reset spring 19 is fixedly connected with the inner wall of the right communication cavity 18, and the caliber of the right flow channel 15 is smaller than that of the right communication cavity 18. The right reset spring 19 provides a reset force for the CBS piston 61 after the brake is released, so that the initial position is restored, and preparation is made for the next brake. The design that the caliber of the right flow channel 15 is smaller than that of the right communication cavity 18 helps to form a certain back pressure area in the right communication cavity 18, assists in resetting and stabilizes the oil flow. The inner cavity of the left communication end 101 is the left communication cavity 20, and the left communication cavity 20 is communicated with the left oil discharge pipe 11. The function of the left communication cavity 20 is similar to that of the right communication cavity 18, which is the final chamber of the left oil way for collecting oil and guiding the left brake valve 12. The left reset spring 21 is located in the left communication cavity 20, one end of the left reset spring 21 is sleeved with the output end of the CBS piston 61 in the left cavity, and the other end of the left reset spring 21 is connected with the inner wall of the left communication cavity 20. The left reset spring 21 ensures that the left CBS piston 61 can be reliably reset after braking, and its installation position directly acts on the output end of the piston, can provide effective rebound force, and ensures that the system quickly responds to the cycle brake.

[0059] In order to ensure that when the left brake handle 7 is tightened, only one brake valve is started, and the oil liquid does not flow into the entire valve body, thereby causing poor brake effect of all brake valves. When the left brake handle 7 pushes the oil pressure into the left oil inlet pipe 8, the oil liquid enters the right flow channel 15, and the right oil discharge pipe 13 connected with the right flow channel 15 naturally receives the oil body, thereby starting the right brake valve 14, but because the CBS piston 61 in the right push oil cavity 5 is sleeved with the filling ring 17 to form a closed surface, even if the oil liquid enters the right communication cavity 18, it will be blocked by the output end of the CBS piston 61, and cannot flow, so as to ensure stable oil pressure and stable brake effect.

[0060] It needs to be explained that the right linkage double-brake brake split hub designed by the application, when used, if the left brake valve 12 and the right brake valve 14 need to be started at the same time, the right brake handle 9 is gripped, the right brake handle 9 pushes the oil pressure into the right oil delivery pipe 10 through the master cylinder, the right oil delivery pipe 10 inputs the oil pressure into the main oil delivery end 103 in communication therewith, after the oil pressure enters the main oil delivery end 103, it means that it enters the oil collecting flow channel 2. The oil in the oil collecting flow channel 2 continuously presses down and enters the main flow channel 3 in communication therewith, because the main flow channel 3 is split to divert a part of the oil, another part of the oil continuously moves down and enters the output cavity 64. Next, I will describe it in two steps, taking the right push oil cavity 5 as an example, the oil entering the split flow channel 63 will directly enter the branch flow channel 62 in communication therewith, because the branch flow channel 62 is blocked by the supporting output part 612 in the CBS piston 61 at this time and cannot directly enter the right cavity, the oil will directly enter the right cavity through the branch flow channel 62, at this time the oil enters the cavity part in the output direction of the supporting output part 612, but because the CBS piston 61 port sleeved with the filling flange 17 is the output end, the sleeving relationship between the filling circle and the piston end forms a short-circuit space, the oil is temporarily stored therein, at the same time, another part of the oil enters the right push oil cavity 5 through the output cavity 64, and the part entering contacts the non-output end of the CBS piston 61, when the oil pressure accumulates to a certain degree, the CBS piston 61 is pushed, the displacement of the piston makes the output end separate from the sleeving limiting of the filling flange 17, the right return spring 19 is extruded by the output end of the piston to generate a rebounding force, the temporarily stored oil enters the right communication cavity 18 through the gap of the piston output end filling flange 17, because the CBS piston 61 is pushed, the supporting output part 612 will also displace the piston and provide a boost effect, the displaced supporting output key cannot block the branch flow channel 62, at this time the part of the oil used for boosting the piston, that is, the oil entering the output cavity 64, will communicate with the right push oil cavity 5 through the adjacent proximal end of the branch flow channel 62 and the main flow channel 3, so this part of the oil will directly enter the first part of the oil which is temporarily stored through the branch flow channel 62, the two oils meet, at this time the oil will also enter the right flow channel 15 through the right communication cavity 18 and the synchronous flow channel 16, after the meeting oil enters the right flow channel 15, it will directly enter the right oil discharge pipe 13 in communication therewith due to gravity, and then start the right brake valve 14. The left brake valve 12 is also the same, that is, through the boost of the push oil mechanism 6, the oil is directly pushed into the left communication cavity 20, and then the left brake valve 12 is started, at this time the two brake valves can be started at the same time.

[0061] Although the embodiments of the present application have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and variations can be made to these embodiments without departing from the principles and spirit of the present application, and the scope of the present application is defined by the appended claims and their equivalents.

Claims

1. A right-hand linkage dual-brake brake diversion center, characterized in that, include: The central component body (1) is in the shape of a three-way pipe. The central component body (1) includes a left connecting end (101), a right connecting end (102) and a main oil supply end (103). The main oil supply end (103) is located between the left connecting end (101) and the right connecting end (102). Oil collection channel (2), which is located inside the main oil delivery end (103); Main channel (3), the main channel (3) is vertical, the main channel (3) is located below the oil collection channel (2), and the top end of the main channel (3) is connected to the bottom end of the oil collection channel (2); Left oil-pushing chamber (4), the left oil-pushing chamber (4) is opened in the main body (1) of the central component, and the left oil-pushing chamber (4) is located on the left side of the main channel (3); Right push oil chamber (5), the right push oil chamber (5) is located on the right side of the main channel (3); The oil pushing mechanism (6) is provided in two sets, and the two sets of oil pushing mechanisms (6) are located in the left oil pushing chamber (4) and the right oil pushing chamber (5) respectively.

2. The right-hand linkage dual-brake brake diversion center according to claim 1, characterized in that, The oil-pushing mechanism (6) includes: CBS piston (61), the CBS piston (61) is located in the left push oil chamber (4) or the right push oil chamber (5), the CBS piston (61) includes a main output part (611) and a support output part (612), the support output part (612) is sleeved on the main output part (611), and the support output part (612) will fill the entire diameter of the corresponding cavity; Branch channels (62), at least two branch channels (62) are provided, the branch channels (62) are opened on the upper and lower sides of the left oil pushing chamber (4) or the right oil pushing chamber (5), and the two ends of the branch channels (62) are connected to the cavity; Diversion channel (63), one end of which is connected to the main channel (3), and the other end of which is connected to the branch channel (62); The output cavity (64) has one end connected to the bottom end of the main channel (3) and the other end of the output cavity (64) is adjacent to the non-output end of the CBS piston (61).

3. The right-hand linkage dual-brake brake diversion center according to claim 1, characterized in that, Also includes: Left brake handle (7), the left brake handle (7) is located on the left side of the central component body (1); The left oil supply pipe (8) connects the left brake handle (7) to the right connecting end (102) through the left oil supply pipe (8); Right brake handle (9), the right brake handle (9) is located on the right side of the central component body (1); Right oil supply pipe (10), the right brake handle (9) is connected to the main oil supply end (103) through the right oil supply pipe (10); Left oil drain pipe (11), one end of which is connected to the left side of the central component body (1); Left brake valve (12), which is connected to the other end of the left drain pipe (11); Right oil drain pipe (13), one end of which is connected to the right connecting end (102) of the central component body (1); The right brake valve (14) is connected to the other end of the right drain pipe (13).

4. The right-hand linkage dual-brake brake diversion center according to claim 3, characterized in that, Also includes: The right flow channel (15) is a chamber of the right connecting end (102), and the right flow channel (15) is connected to the left oil supply pipe (8) and the right oil discharge pipe (13). Synchronous flow channel (16), several synchronous flow channels (16) are provided, one end of each synchronous flow channel (16) is connected to the right flow channel (15), and the other end of each synchronous flow channel (16) is connected to the right push oil chamber (5); A filling ring (17) is located inside the right push oil chamber (5) and the filling ring (17) is sleeved on the CBS piston (61) inside the right push oil chamber (5). A right connecting cavity (18) is opened at the left end of the right flow channel (15) and the right connecting cavity (18) is connected to the left end of the right flow channel (15); The right return spring (19) is located in the right connecting cavity (18). One end of the right return spring (19) is sleeved on the CBS piston (61) in the right oil pushing cavity (5), and the other end of the right return spring (19) is fixedly connected to the inner wall of the right connecting cavity (18). The left connecting cavity (20) is the inner cavity of the left connecting end (101), and the left connecting cavity (20) is connected to the left drain pipe (11); A left reset spring (21) is located inside the left connecting cavity (20). One end of the left reset spring (21) is sleeved with the output end of the CBS piston (61) inside the left cavity, and the inner wall of the left connecting cavity (20) is connected to the other end of the left reset spring (21).

5. A right-hand linkage dual-brake brake diversion center according to claim 2, characterized in that, The connection port of the tributary (62) near the main channel (3) is blocked by the support output component (612).

6. A right-hand linkage dual-brake brake diversion center according to claim 4, characterized in that, The filling ring (17) is fitted at the output end of the CBS piston (61).

7. A right-hand linkage dual-brake brake diverter as described in claim 4, characterized in that, The diameter of the right flow channel (15) is smaller than that of the right connecting cavity (18).

8. A right-hand linkage dual-brake brake diversion center according to claim 4, characterized in that, The left reset spring (21) is located in the left connecting cavity (20).

9. A right-hand linkage dual-brake brake diverter as described in claim 4, characterized in that, The filling ring (17) is a rubber ring.

10. A right-hand linkage dual-brake brake diverter according to claim 2, characterized in that, The output end of the CBS piston (61) is frustum-shaped.

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