CN108025792B

CN108025792B - Interlocking brake device for saddle-riding type vehicle

Info

Publication number: CN108025792B
Application number: CN201580083117.3A
Authority: CN
Inventors: 山田卓希; 铃木浩二朗
Original assignee: Honda Motor Co Ltd
Current assignee: Honda Motor Co Ltd
Priority date: 2015-09-30
Filing date: 2015-09-30
Publication date: 2020-09-29
Anticipated expiration: 2035-09-30
Also published as: BR112018003358A2; CN108025792A; BR112018003358B1; WO2017056281A1

Abstract

The vehicle width near the rear swing arm is kept small, the capacity of a component arrangement space is ensured, and the degree of freedom of component layout in the space is improved. The balancer (68) is divided into a first balancer (70) on the outside in the vehicle width direction and a second balancer (72) on the inside in the vehicle width direction. The upper end of the first balancer (70) is connected to a piston rod (53) of a brake master cylinder (52) and the lower end thereof is connected to the outer end of a balancer connecting shaft (67). The upper end of the second balancer (72) is connected to the inner end of the balancer connecting shaft (67), the lower end is connected to the front end of the brake lever (48), and the rear end of the brake lever is connected to the rear brake (46). The balancer connecting shaft (67) is supported by a pedal force transmission arm (66) of the brake pedal (50) extending upward from the pedal pivot portion (64), and a first balancer (70) is disposed outside the pedal force transmission arm (66) and a second balancer (72) is disposed inside the pedal force transmission arm.

Description

Interlocking brake device for saddle-riding type vehicle

Technical Field

The present invention relates to a coupling brake device for coupling front and rear brakes of a saddle-ride type vehicle, and more particularly, to a coupling brake device in which a balancer has a new structure.

Background

As an interlocking brake device for a saddle-ride type vehicle, there is an interlocking brake device in which a front brake is hydraulic and a rear brake is mechanical, the rear brake is actuated by a depression force of a brake pedal, and a hydraulic pressure is generated in an interlocking brake master cylinder to actuate the front brake (see patent document 1).

The stepping force of the brake pedal for operating the interlocking brake is distributed to the front brake and the rear brake via the balancer. The balancer is disposed on the vehicle width direction inner side of the brake pedal as a link member having a band plate shape and pivotally supporting the vertical intermediate portion to the brake pedal, and has an upper end connected to a master cylinder for interlocking braking and a lower end connected to a brake lever (rear brake transmission member) for transmitting the depression force of the brake pedal to the rear brake.

Documents of the prior art

Patent document

Patent document 1: japanese unexamined patent application publication No. 2014-065459

Disclosure of Invention

Technical problem to be solved by the invention

In the interlock brake device of patent document 1, when the balancer is disposed inward of the brake pedal and inward of the pair of left and right rear swing arms, the balancer does not protrude outward in the vehicle width direction of the vehicle body, and therefore the vehicle width can be reduced and made narrow. However, in this case, the interlocking braking master cylinder connected to the balancer is positioned on a straight line with the rear brake transmission member connecting the rear brake and the balancer, and the vehicle width direction position is determined at the vehicle body center portion where the balancer is disposed and is disposed inside the pair of left and right rear swing arms.

As a result, the arrangement of the interlocking braking master cylinder reduces the space for arranging the members inside the upper center portion of the vehicle body, which reduces the degree of freedom in layout, making it difficult to arrange the vehicle body frame, the cargo box, and the like in this portion.

Accordingly, an object of the present invention is to secure the capacity of a member arrangement space inside the upper center portion of the vehicle body while keeping the vehicle width near the rear swing arm small, and to improve the degree of freedom in the layout of the members in the space.

Means for solving the problems

In order to solve the above-described problem, the invention according to claim 1 is an interlocking brake device for a saddle-ride type vehicle, comprising:

a hydraulic front brake (30) for applying a braking force to the front wheel (12);

a mechanical rear brake (46) for applying a braking force to the rear wheel (14);

a rear swing arm (44) that is swingably supported by a vehicle body frame (10) and whose rear end supports the rear wheel (14);

a power unit (16) that is supported by the vehicle body frame (10) and drives the rear wheels (14);

a brake pedal (50) rotatably supported by the vehicle body frame (10);

a rear brake transmission member (48) that transmits an operating force to the rear brake (46) by operation of the brake pedal (50);

a master cylinder (52) for interlocking braking, which generates a hydraulic pressure that imparts a braking force to the front brake (30);

a balancer (68) that is coupled to the brake pedal (50) and transmits an operating force of the brake pedal (50) to the rear brake transmission member (48) and the master cylinder (52) for interlocking braking;

the interlocking brake device for a saddle-ride type vehicle is characterized in that,

the balancer (68) has a first balancer (70) and a second balancer (72) disposed further inward in the vehicle width direction than the first balancer (70),

one end of each of the first balancer (70) and the second balancer (72) is connected by a balancer connection member (67),

a piston rod (53) of the interlocking brake master cylinder (52) is connected to the other end of one of the first balancer (70) and the second balancer (72),

the rear brake transmission member (48) is coupled to the other end of the other of the first balancer (70) or the second balancer (72).

The invention according to claim 2 is characterized in that, in addition to the above-described claim 1,

the other end of the first balancer (70) is connected to the piston rod (53) of the interlocking brake master cylinder (52),

the other end of the second balancer (72) is coupled to the rear brake transmission member (48).

The invention according to claim 3 is characterized in that, in addition to the above-described claim 1 or 2,

the balancer coupling member (67) is a shaft member coupled to the first balancer (70) and the second balancer (72), and is pivotally supported by an end portion (66) of the brake pedal (50).

The invention according to claim 4 is characterized in that, in addition to the above-mentioned claim 3,

the brake pedal (50) has: a pedal arm (51) having a pedal portion (50a) at one end thereof and extending rearward; a pedal pivot part (64) which is provided at the rear part of the pedal arm (51) and is rotatably supported by the vehicle body frame (10); a pedal force transmission arm (66) which is a plate member extending upward from the pedal pivot portion (64);

the pedal force transmission arm (66) is connected to the first balancer (70) and the second balancer (72) by supporting the balancer connection member (67) on the pedal force transmission arm (66).

The invention according to claim 5 is characterized in that, in addition to the above-mentioned claim 4,

the pedal force transmission arm (66) is disposed between the first balancer (70) and the second balancer (72) on the balancer connection member (67) disposed in the vehicle width direction.

The invention according to claim 6 is characterized in that, in addition to the above-mentioned claim 5,

the pedal force transmission arm (66) has an inclined portion (66c) inclined upward and outward in the vehicle width direction and a vertical portion (66b) extending from the inclined portion (66c) in the vehicle vertical direction,

the balancer coupling member (67) is supported by the vertical portion (66 b).

The invention according to claim 7 is characterized in that, in addition to the above-mentioned claim 6,

the interlocking brake master cylinder (52) is disposed further outward in the vehicle width direction than the rear swing arm (44) in a rear view,

a brake arm (47) for braking operation provided to the rear brake (46) extends downward from the rear swing arm (44),

the brake arm (47) is disposed further inward in the vehicle width direction than the connection part of the rear brake transmission member (48) and the rear swing arm (44),

the rear brake transmission part (48) transversely penetrates through the lower part of the rear swing arm (44) along the inner and outer directions.

The invention according to claim 8 is characterized in that, in addition to the above-mentioned claim 7,

the first balancer (70), the second balancer (72), and the pedal force transmission arm (66) are arranged to overlap in the vehicle width direction, and the overlapping regions are connected to each other by the balancer connection member (67).

The invention according to claim 9 is characterized in that, in addition to the above-mentioned claim 3,

the balancer coupling member is a balancer coupling shaft (67) composed of a large diameter portion (67a) and small diameter portions (67b, 67c),

in the balancer coupling shaft (67), a step portion is provided between the large diameter portion (67a) and the small diameter portions (67b, 67c),

the pedal force transmission arm (66) is connected to the small-diameter portion (67c) and abuts against the stepped portion.

The invention according to claim 10 is characterized in that, in addition to claim 9,

the upper end of the first balancer (70) is connected with a piston rod (53) of the linkage brake master cylinder (52), the lower end is fixed with the balancer connecting component (67),

the second balancer (72) has an upper end coupled to the balancer coupling member (67) and a lower end coupled to the rear brake transmission member (48).

The invention according to claim 11 is characterized in that, in addition to the above-described claim 10,

the vehicle body frame (10) has:

a head pipe (18) having a lower end rotatably supporting an upper portion of a front fork (26), the front fork (26) supporting the front wheel (12);

a main frame (20) extending rearward from the head pipe (18);

a pair of left and right seat rails (24) extending rearward from the main frame (20);

the interlocking brake master cylinder (52) is disposed on the vehicle width direction outer side of the seat rail (24) in a rear view.

Effects of the invention

According to the invention of claim 1, the balancer is divided into the first and second balancers and arranged in the vehicle width direction, and the balancers and the brake pedals are coupled by the balancer coupling member, so that the master cylinder for interlocking braking, the rear brake and the rear brake transmission member are not arranged on a straight line in the vehicle body front-rear direction, and the degree of freedom in arrangement of the master cylinder for interlocking braking is increased.

According to the invention of claim 2, the second balancer and the rear brake transmission member provided on the inner side in the vehicle width direction among the divided balancers can be disposed on the inner side in the vehicle width direction, and the structure for reducing the vehicle width can be easily formed.

Further, since the interlocking brake master cylinder can be disposed on the vehicle width direction outer side by disposing the first balancer on the vehicle width direction outer side, it is easy to secure a large-capacity member disposition space on the vehicle width direction inner side of the interlocking brake master cylinder.

According to the invention of claim 3, since the balancer coupling member is constituted by the shaft member and is pivotally supported by the brake pedal, it is not necessary to separately provide a member for connecting the brake pedal and the balancer, and the number of components can be reduced.

According to the invention of claim 4, since the pedal force transmitting arm is constituted by the plate member, it is easy to arrange it between the first balancer and the second balancer. Further, since the pedal force transmission arm extends upward from the pedal pivot portion, the distance between the upper end portion and the pedal pivot portion can be increased to increase the range of movement of the end portion of the pedal force transmission arm, and therefore, the operating force can be easily transmitted to the master cylinder for interlocking braking.

According to the invention of claim 5, when the brake pedal is applied with the force, the depressing force transmitting arm transmits the operating force to the first balancer and the second balancer. In this case, since the pedal force transmission arm is disposed at the intermediate portion in the longitudinal direction of the connecting member while being sandwiched between the first balancer and the second balancer, the flexure of the connecting member can be reduced as compared with a case where the pedal force transmission arm is disposed at one end portion in the longitudinal direction of the connecting member.

According to the invention of claim 6, the step force transmission arm is provided with the inclined portion inclined outward in the vehicle width direction, so that the balancer connected to the vertical portion can be disposed outward in the vehicle width direction. Therefore, even if the brake pedal is disposed on the vehicle width direction inner side, the pedal force transmission arm and the balancer can be easily disposed on the vehicle width outer side, and a large-capacity member disposition space can be easily secured on the upper inner side of the vehicle body center portion.

According to the invention of claim 7, since the coupling portion between the brake arm and the rear brake transmission member is disposed inside the rear swing arm, the vehicle width can be suppressed. Further, since the interlocking braking master cylinder can be disposed further outward in the vehicle width direction than the rear swing arm by disposing the first balancer outward in the vehicle width direction, it is easy to secure a large-capacity member disposition space inside the interlocking braking master cylinder in the vehicle width direction.

Further, since the rear brake transmission member also passes under the rear swing arm, the portion thereof protruding outward in the vehicle width direction from the rear swing arm can be reduced, and the vehicle body portion outward of the rear swing arm can be suppressed from expanding in the vehicle width direction.

According to the invention of claim 8, since the three members including the pedal force transmission arm and the first and second balancers are arranged to overlap each other in the vehicle width direction and the members are connected to each other by the connecting member at the overlapping portion, the members can be connected to each other over a short distance. Therefore, the connecting member can be shortened, and the occurrence of deflection and distortion can be suppressed.

According to the invention of claim 9, since the connection shaft is constituted by the large diameter portion and the small diameter portion, and the step portion is provided between the large diameter portion and the small diameter portion, the movement in one direction on the shaft can be easily regulated by disposing the pedal force transmission arm in the small diameter portion and bringing the pedal force transmission arm into contact with the step portion.

According to the invention of claim 10, since the upper end of the second balancer disposed on the vehicle width direction inner side is coupled to the coupling member and the rear brake transmission member is fixed to the lower end, the member disposition space above the coupling member can be easily secured. Therefore, the space above the second balancer can be effectively used as a member arrangement space, and a larger member arrangement space can be secured inside the upper portion of the vehicle body center portion.

According to the invention of claim 11, since the balancer is divided, the pedal force transmitting arm is rotatably coupled to each of the balancers by the coupling member, and the rear brake transmitting member is coupled to the second balancer on the vehicle width direction inner side, the bending of the rear brake transmitting member can be reduced, and the operating force from the brake arm can be transmitted with relatively reduced loss in the vehicle body longitudinal direction, as compared with the case where the rear brake transmitting member is bent greatly and coupled to the balancer of the one-piece structure disposed on the vehicle width direction outer side.

Further, the interlocking brake master cylinder can be easily disposed further outward in the vehicle width direction than the rear brake transmission member, and by disposing it outward of the seat rail, a large-capacity member disposition space can be secured inward of the seat rail in the vehicle width direction.

Drawings

Fig. 1 is a right side view of a motorcycle according to an embodiment with a body cover removed.

Fig. 2 is an enlarged view of a portion of the brake pedal.

Fig. 3 is a diagram showing an enlarged view from obliquely rearward centering on the balancer portion.

Fig. 4 is a diagram showing the vicinity of the balancer from diagonally behind the vehicle.

Fig. 5 is a cross-section taken along line 5-5 of fig. 1.

Fig. 6 is a plan view showing the arrangement relationship of the respective members.

Fig. 7 is a perspective view showing a part of the interlocking brake system.

Fig. 8 is a plan view showing a part of the interlock brake system.

Fig. 9 is a diagram showing the balancer coupling shaft from diagonally left front.

Detailed Description

Note that, in the following description, the front and rear, the left and right, and the up and down of the vehicle are based on the usage state of the vehicle, specifically, the traveling direction of the vehicle. The inner side and the outer side are referred to as inner side and the opposite side as outer side, respectively, with respect to the direction toward the center of the vehicle body. The left-right direction is synonymous with the vehicle width direction. In the figure, the arrow indicates the front Fr, the arrow indicates the rear Rr, the arrow indicates the left LH, the arrow indicates the right RH, and the arrow indicates the upper Up, as necessary. The inner side is indicated by an arrow as IN and the outer side is indicated by an arrow as OUT.

In fig. 1, the motorcycle supports a front wheel 12 and a rear wheel 14 in front and rear of a body frame 10, and supports a power unit 16 between the front wheel 12 and the rear wheel 14.

The vehicle body frame 10 includes a main frame 20 extending obliquely downward from a head pipe 18 at a front end rearward along a vehicle body center, a center frame 22 extending downward from a rear end portion thereof, and a pair of right and left seat rails 24 extending approximately horizontally rearward from the rear end portion of the main frame 20, bent upward, and further bent upward rearward.

A front fork 26 supporting the front wheel 12 is rotatably supported by a lower end portion of the head pipe 18, and is steered by a handlebar 28.

The front wheels 12 are provided with hydraulic front brakes 30. The front brake 30 includes a brake disc 32 that rotates integrally with the front wheel 12, and a brake caliper 34 that slides on the brake disc 32 to stop.

Hydraulic pressure is supplied from a hydraulic hose 36 to the brake caliper 34. The hydraulic hose 36 extends upward along the front fork 26 and is connected to a front master cylinder 38 provided on the handlebar 28 (see fig. 7). The front master cylinder 38 generates hydraulic pressure using the handlebar operating lever 28a, and the hydraulic pressure is sent from the hydraulic hose 36 to the brake caliper 34. Further, hydraulic pressure is supplied to the brake caliper 34 from a master cylinder for interlocking braking described later.

The power unit 16 is a horizontal engine in which the cylinder portion 17 is laid down substantially horizontally forward. An exhaust pipe 40 extends from an exhaust port of the cylinder portion 17, and the exhaust pipe 40 extends rearward below the power unit 16 and is connected to a muffler 42 in the vicinity of the rear wheel 14. The muffler 42 overlaps the rear wheel 14 in side view.

The front end of the rear swing arm 44 is swingably supported by the center frame 22 via a pivot shaft 23. The rear wheel 14 is supported at the rear end of the rear swing arm 44. A rear cushion unit 45 is provided between the rear end portion of the rear swing arm 44 and the seat rail 24.

A mechanical rear brake 46 is provided on the rear wheel 14, and a brake arm 47 as a brake operating member extending from the rear brake 46 is pulled by a brake lever 48, whereby the rear brake 46 is braked. The brake lever 48 corresponds to a rear brake transmission member of the present invention, extends forward below the rear swing arm 44, and is operated by a brake pedal 50. Reference numeral 49 denotes a torsion bar provided between the rear brake 46 and the front end portion of the rear swing arm 44.

In addition, the vehicle of the present embodiment employs a front-rear wheel-interlocked brake system, and when a brake pedal 50 is depressed, the rear brake 46 is actuated via a brake lever 48 by the depression force thereof, and a hydraulic pressure is generated in an interlocked brake master cylinder 52, and the hydraulic pressure is sent to a caliper 34 to interlockingly actuate a front brake 30 (described later in detail).

A master cylinder 52 for interlocking braking, which is operated by a brake pedal 50, is disposed on a side of the center frame 22.

Reference numeral 54 denotes a kick pedal, which is rotatably provided at the rear portion of the power unit 16. The kick pedal 54 is located in the vicinity below the interlocking brake master cylinder 52.

Reference numeral 56 denotes a driver step board, which is disposed on the lower left and right sides of the power unit 16.

Reference numeral 58 denotes a rear seat pedal support which is provided integrally with the center frame bracket 25 detachably covering the side of the center frame 22, extends rearward along the inclination of the muffler 42 above the muffler 42, supports the muffler 42 at the rear end portion on the side of the rear wheel 14, and is provided with a rear seat pedal 59. The center frame bracket 25 is a frame component member that is superimposed on the side of the center frame 22 and is detachably attached to the center frame 22.

The seat rail 24 has a first lateral portion 24a extending substantially horizontally rearward from the main frame 20, an upper and lower portion 24b extending rearward and upward, and a second lateral portion 24c extending further rearward and obliquely upward from an upper portion of the upper and lower portion 24b, and is substantially crank-shaped in side view.

The carrier box 60 is supported by the first lateral portion 24a and the upper and lower portions 24 b. The carrier box 60 is a large-capacity carrier box that is opened upward, and is opened and closed at the top by a seat 62.

Fig. 2 is an enlarged view of the periphery of the center frame 22 in fig. 1, and the center frame bracket 25 is omitted. The brake pedal 50 includes a pedal arm 51 extending rearward below the power unit 16 from a pedal portion 50a provided at a front end portion thereof, and a pedal pivot portion 64 having a cylindrical shape is provided at a rear end portion thereof, where the brake pedal 50 is pivotally supported by the center frame bracket 25 (fig. 1) by a pedal pivot shaft 65 in a rotatable manner. In fig. 2, the center frame bracket 25 is omitted (the same applies to fig. 3), and a pedal pivot portion 64 (see fig. 4) is disposed inside the center frame bracket.

The pedal force transmission arm 66 extends obliquely rearward from the pedal pivot portion 64 in side view, and a balancer 68 is rotatably supported at its tip by a balancer coupling shaft 67.

One end of the brake lever 48 is coupled to the balancer 68, and the piston rod 53 of the brake master cylinder 52 is coupled and interlocked. The interlocking braking master cylinder 52 is fixed by a bolt 52a in a forward tilted posture in which the front side is tilted upward toward the upper end portion side of the center frame bracket 25 (fig. 1).

The master cylinder 52 for interlock braking is located in the vicinity of the lower side of the first lateral portion 24a, and at least a part thereof overlaps the first lateral portion 24a from the outside in a side view.

Fig. 3 is an enlarged view of the balancer 68 portion from diagonally behind. The balancer 68 is divided into a first balancer 70 and a second balancer 72, and is pivotally supported by the upper end of the pedal force transmission arm 66 via a balancer coupling shaft 67. The balancer coupling shaft 67 is an example of a balancer coupling member in the present application.

The first balancer 70 is integrally rotatably coupled at its lower end to the balancer coupling shaft 67 on the outer side of the pedal force transmission arm 66. One end of the piston rod 53 is coupled to the upper end of the first balancer 70 via a coupling member 53 a. This coupling structure is arbitrary, and in this example, コ -shaped couplers 53a are used.

The interlocking brake master cylinder 52 generates hydraulic pressure when the piston rod 53 is pushed in, and supplies the hydraulic pressure from the discharge pipe 52b to the brake caliper 34 of the front brake 30.

The second balancer 72 extends downward inside the vehicle body of the pedal force transmission arm 66, and is coupled at its lower end portion to the front portion 48a of the brake lever 48 via the coupling 71. The coupling structure may be any structure, and the front end of the front portion 48a may be bent into an L-shape and locked to the lower end of the second balancer 72. In the present embodiment, the コ -shaped coupler 71 is used.

The pedal force transmission arm 66 is formed integrally by welding a lower end portion at a position further outward than the axially intermediate portion of the pedal pivot portion 64. The bent portion 66a at the middle portion in the vertical direction is bent, and a vertical portion 66b is formed on the upper side of the bent portion 66a and an inclined portion 66c is formed on the lower side. The inclined portion 66c extends to the bent portion 66a while being inclined obliquely upward toward the outside, the vertical portion 66b is arranged in the vertical direction while standing substantially vertically from the bent portion 66a, and the vertical portion 66b projects outward beyond the inclined portion 66c and is positioned outward beyond the axially outer end of the pedal pivot portion 64 (see fig. 5).

A balancer coupling shaft 67 is rotatably supported at the upper end of the vertical portion 66b, and a protrusion 66d protruding rearward is provided near the rear end thereof.

Fig. 4 is a diagram showing the vicinity of the balancer 68 from diagonally behind the vehicle. A rear stopper 46 is mounted inside the rear end portion of the rear swing arm 44. And 15 is a rear wheel axle.

The brake lever 48 is bent to form a front portion 48a, an intermediate portion 48b, and a rear portion 48 c. The front portion 48a protrudes outward from the front portion of the rear swing arm 44 and is coupled to the second balancer 72.

The intermediate portion 48b obliquely intersects below the rear swing arm 44 and is connected to a rear portion 48c located inside the rear portion of the rear swing arm 44. The rear portion 48c is attached to an attachment seat 47a, and the attachment seat 47a is formed at the lower end of a brake arm 47 extending downward from the rear swing arm 44. In this figure, a return spring 78 described later is omitted.

The center frame bracket 25 is disposed outside the pedal force transmission arm 66, and the center frame bracket 25 covers the balancer 68 and the pedal force transmission arm 66 so as not to be exposed to the outside. A pedal arm 51, a driver step 56, and a kick pedal 54 (see fig. 1) are disposed outside the rear seat pedal bracket 58.

Fig. 5 is a cross section taken along line 5-5 of fig. 1, and the arrangement of the members at this cross section corresponds to the rear view of the vehicle. The configuration of the members in the rear view in this application means the configuration in fig. 5. In this figure, a pivot pipe 23a is provided in the vehicle width direction on the center frame 22, and the rear swing arm 44 is pivotally supported by the center frame 22 by the pivot shaft 23 passing through the pivot pipe 23 a.

The bottom of the carrier box 60 is located above the pivot shaft 23, and is held inside thereof on the left and right by the first lateral portion 24 a.

The pedal pivot portion 64 is provided apart from the center frame 22 to the outer side at a position slightly below the pivot shaft 23. The balancer coupling shaft 67 is provided at a position slightly above the vicinity of the pivot shaft 23 so that its axis is parallel to the axis of the pedal pivot portion 64, and an intermediate portion of the balancer coupling shaft 67 is rotatably supported by the pedal force transmission arm 66.

Since the pedaling force transmitting arm 66 is disposed axially outward of the pedal pivot portion 64, the balancer connecting shaft 67 is offset outward in the upper direction with respect to the pedal pivot portion 64, and the outer end thereof protrudes outward beyond the outer end of the pedal pivot portion 64.

The balancer 68 is substantially crank-shaped, and the second balancer 72 is located above an axially intermediate portion of the pedal pivot portion 64. Above the pedal pivot portion 64, the end portion of the pivot shaft 23 projects from the vehicle body inner side to a position partially overlapping the upper portion of the pedal arm 51, and the second balancer 72 is disposed inside the pedal force transmission arm 66 and near the end portion of the pivot shaft 23 above the pedal pivot portion 64. Further, three members including the pedal force transmission arm 66 and the first balancer 70 and the second balancer 72 are disposed to overlap in the vehicle width direction when viewed in the axial direction of the balancer coupling shaft 67, and the three members are coupled to each other by the balancer coupling shaft 67 in the overlapping region.

The first balancer 70 is located at a position more outside than the outside end of the pedal pivot portion 64, outside the pedaling force transmitting arm 66. The master cylinder 52 for interlock braking connected to the upper end of the first balancer 70 is disposed outside the first lateral portion 24a and the loading box 60.

This arrangement portion is a large component arrangement space 55 surrounded by the carrier box 60, the first lateral portion 24a of the seat rail 24, the pivot shaft 23, the center frame 22, the pedal pivot portion 64, and the like, and the interlocking brake master cylinder 52 is arranged outside the first lateral portion 24a (the seat rail 24) in order to secure this large space. This arrangement is also located on the vehicle width direction outer side of the rear swing arm 44.

Outside the interlocking brake master cylinder 52, the pedal pivot portion 64, and the balancer 68, the pedal arm 51, the kick pedal 54, and the driver step 56 are disposed avoiding the pedal pivot portion 64.

Fig. 6 shows the arrangement of the muffler 42, the rear swing arm 44, the brake lever 48, and the interlock brake master cylinder 52 in a plan view.

The rear swing arms 44 are provided in a pair of left and right, and the rear wheels 14 are accommodated between the left and right rear swing arms 44.

The muffler 42 is disposed substantially in parallel with a space outside the right rear swing arm 44. The front end of the muffler 42 is tapered to be connected to the exhaust pipe 40 (not shown), and the master cylinder 52 for interlock braking is located above the tapered portion and outside the pivot shaft 23.

The interlocking brake master cylinder 52 is not arranged on a straight line with the rear brake transmission member 48 coupled to the rear brake 46, but is arranged offset outward.

A rear brake 46 is provided in a rear end portion of the right rear swing arm 44, a rear portion 48c of a brake lever 48 connected to the rear brake 46 is disposed in a space inside the rear swing arm 44 and outside the rear wheel 14, and the rear end portion is attached to an attachment seat 47a formed at a lower end of a brake arm 47 inside the rear swing arm 44. The intermediate portion 48b of the brake lever 48 obliquely intersects below the rear swing arm 44, and the front portion 48a extends in the front-rear direction along the outer vicinity of the rear swing arm 44. The brake lever 48 is disposed entirely inside the muffler 42 in plan view. One end of the return spring 78 is attached to the front portion 48a, and the other end is locked to the rear swing arm 44.

The balancer 68 coupled to the front end of the front portion 48a is disposed in a space between the interlocking brake master cylinder 52 and the pivot shaft 23 outside the right rear swing arm 44, and a part of the outer portion (first balancer 70) overlaps with the interlocking brake master cylinder 52 and is mostly disposed further inside than the interlocking brake master cylinder 52.

The brake lever 48 in the present embodiment has a curved structure for coupling the brake arm 47 disposed on the inner side of the rear swing arm 44 and the second balancer 72 disposed on the outer side in the front-rear direction. In general, the rear brake transmission member such as the brake lever 48 is preferably not bent as much as possible because it is twisted or flexed when bent to a predetermined degree or more. Therefore, the pedal depressing force transmission path from the second balancer 72 to the brake arm 47 is preferably as long as possible along the vehicle body front-rear direction. Therefore, the brake lever 48 of the present embodiment is also bent within a predetermined range and is disposed substantially along the vehicle body longitudinal direction.

One end of a delay spring 74 indicated schematically is locked to an upper end portion of the first balancer 70, and the other end is locked to a locking portion 58a formed inside the rear seat pedal bracket 58. The delay spring 74 is a member for preventing the locking of the front wheel 12 by delaying the operation of the front brake 30 from the operation of the rear brake 46 at the time of the interlocking brake operation, and the delay spring 74 restricts the rotation of the first balancer 70 until the force applied from the tread force transmission arm 66 to the first balancer 70 to rotate the first balancer 70 reaches a predetermined set load, and delays the generation of the hydraulic pressure by the interlocking brake master cylinder 52.

One end of a return spring 76, which is schematically shown, is attached to a projection 66d (not shown in fig. 7) of the depressing force transmitting arm 66, and the other end is locked to a locking portion 58b formed inside the rear seat pedal bracket 58. The return spring 76 is a member for rapidly rotating the brake pedal 50 to return to the initial position when the depression force on the brake pedal 50 is removed.

The rear seat pedal bracket 58 is disposed inside the muffler 42 substantially parallel to the rear swing arm 44 in the front-rear direction, and is adapted to lock a delay spring 74 and a return spring 76, which are also denoted by reference numerals in fig. 2 and 7. However, the delay spring 74 and the return spring 76 may be locked to other members such as the body frame such as the center frame bracket 25 and the rear swing arm 44, instead of being locked to the rear seat pedal bracket 58.

Next, the interlock brake system used in the present embodiment will be described.

Fig. 7 and 8 are views showing the interlocking brake system, and fig. 7 is a perspective view of a part including the rear brake side. Fig. 8 shows a portion including the rear brake side in a plan view. In these figures, the rear brake system a is constituted by the pedal arm 51 (brake pedal 50), the balancer 68 (second balancer 72), the brake lever 48, the rear brake 46, and the like, and when the brake pedal 50 is depressed, the pedal pivot portion 64 rotates clockwise (in the arrow a direction) about the pedal pivot shaft 65, and the depression force transmission arm 66 also rotates integrally in the same direction. The interlocked balancer 68 also rotates clockwise against the return spring 76, and the second balancer 72 pulls the brake lever 48 forward (in the arrow b direction) against the return spring 78. As a result, the brake arm 47 rotates counterclockwise (in the direction of arrow c), and the rear brake 46 is actuated to brake the rear wheel.

When the brake pedal 50 is released from the foot, the depressing force transmitting arm 66 is rotated counterclockwise (in the direction of arrow d) about the balancer coupling shaft 67 by the return spring 76. Therefore, the interlocked balancer 68 also rotates counterclockwise, releasing the brake lever 48 from being pulled by the second balancer 72, and the brake lever 48 is pulled back (in the arrow e direction) by the return spring 78, and the brake arm 47 rotates clockwise (in the arrow f direction), releasing the operation of the rear brake 46, and releasing the rear wheel 14. Fig. 7 and 8 show an example in which the front end of the front portion 48a of the brake lever 48 is bent into an L-shape and locked to the lower end of the second balancer 72.

The front brake system B includes a handle lever 28a provided on the handle 28, a front master cylinder 38 for generating hydraulic pressure by the handle lever, a brake caliper 34 to which the hydraulic pressure is transmitted by a hydraulic hose 36, and a brake disc 32 whose rotation is restricted by sliding contact of the brake caliper 34.

When the handle lever 28a is operated alone, the hydraulic pressure generated in the front master cylinder 38 is applied to the brake caliper 34 from the hydraulic hose 36, and the brake disc 32 is stopped from rotating by the brake caliper 34.

The interlocking brake system C interlocks the rear brake system a and the front brake system B, the first balancer 70 of the balancer 68 connects the interlocking brake master cylinder 52, and the interlocking brake master cylinder 52 connects the front master cylinder 38 of the front brake system B via the hydraulic hose 37.

When the brake pedal 50 is depressed alone, the rear brake system a is operated by the second balancer 72, and the piston rod 53 is pushed in by the first balancer 70, so that hydraulic pressure is generated in the interlocking braking master cylinder 52, and the hydraulic pressure is sent from the hydraulic hose 37 to the front master cylinder 38, and the front brake 30 is operated.

At this time, if the handle lever 28a is simultaneously actuated, the hydraulic pressure from the interlocking brake master cylinder 52 is applied to the front brake 30 as a unit with the hydraulic pressure generated in the front master cylinder 38 by the handle lever 28 a. Further, if the handlebar operating lever 28a is not pulled, only the hydraulic pressure from the interlocking brake master cylinder 52 is applied to the forward brake 30.

When the foot is released from the brake pedal 50, the balancer 68 rotates counterclockwise (arrow d), and therefore the rear brake 46 releases the brake, and the first balancer 70 releases the pressing of the piston rod 53, and the hydraulic pressure sent from the interlocking brake master cylinder 52 to the front master cylinder 38 is cancelled. At this time, if the hydraulic pressure is generated by the handle lever 28a, the front brake 30 alone continues to operate, and if the hydraulic pressure is not generated by the handle lever 28a, the front brake is all released.

Fig. 9 shows the balancer coupling shaft 67 from diagonally left front. The balancer coupling shaft 67 is formed in a stepped shape, the intermediate portion 67a is formed into a large diameter portion, the inner portion 67b and the outer portion 67c protruding inward and outward with the intermediate portion 67a interposed therebetween are formed into small diameter portions having the same outer diameter, and step portions are formed between the intermediate portion 67a and the inner portion 67b and the outer portion 67 c.

The intermediate portion 67a and the inner portion 67b are disposed inside the pedal force transmission arm 66, and the outer portion 67c is disposed outside the pedal force transmission arm 66 through a hole (not shown) formed in the vertical portion 66b of the pedal force transmission arm 66 so as to protrude outward.

The axially outer side surface of the intermediate portion 67a abuts against the axially inner side surface of the vertical portion 66b of the pedal force transmission arm 66, and is positioned axially outward there, and the balancer connection shaft 67 is rotatably supported by the vertical portion 66 b.

Since a step is formed between the axially inner surface 80 of the intermediate portion 67a and the inner portion 67b, the axially outer side is positioned when the inner portion 67b is inserted into the hole 72a formed at the upper end of the second balancer 72 and the outer surface of the second balancer 72 is brought into contact with the axially inner surface 80 of the intermediate portion 67 a. The inner portion 67b and the second balancer 72 are fixed to be rotatable integrally by an appropriate method such as welding.

The outer portion 67c is provided with a notch 82 having a crescent shape or a semicircular shape when viewed in the axial direction, and when the notch is matched with the crescent shape or the semicircular shape of the hole 70a formed in the lower portion of the first balancer 70 and the notch is fitted into the hole 70a, the notch is positioned in the axial direction and is rotated integrally. Then, the end of the outer portion 67c protruding from the hole 70a is integrally connected to the lower portion of the first balancer 70 by any method such as welding or a coupling pin.

Next, the operation of the present embodiment will be described.

As shown in fig. 5 to 8, etc., since the balancer 68 is divided into the first balancer 70 and the second balancer 72 and arranged in the vehicle width direction, and the balancers are coupled to the pedal force transmission arms 66 of the brake pedal 50 by the balancer coupling shafts 67, the master cylinder 52 for interlocking braking can be arranged outside the brake lever 48 without arranging the master cylinder 52 for interlocking braking and the brake lever (rear brake transmission member) 48 coupled to the rear brake 46 on a straight line in the vehicle body front-rear direction (see fig. 6 and 8). Therefore, the degree of freedom in the arrangement of the interlocking brake master cylinder 52 is improved.

Further, the second balancer 72 and the brake lever 48 provided on the inside in the vehicle width direction among the divided balancers can be disposed on the inside in the vehicle width direction, and therefore, a structure for reducing the vehicle width is easily formed.

Further, since the interlocking brake master cylinder 52 can be disposed on the vehicle width direction outer side by disposing the first balancer 70 on the vehicle width direction outer side, it is easy to secure the large-capacity member disposition space 55 on the vehicle width direction inner side of the interlocking brake master cylinder 52.

When the brake pedal 50 is depressed, the depression force transmission arm 66 transmits the brake operation force from the brake pedal 50 to the first balancer 70 and the second balancer 72 via the balancer coupling shaft 67. At this time, since the pedal force transmission arm 66 is disposed at the intermediate portion in the longitudinal direction of the balancer coupling shaft 67 while being sandwiched between the first balancer 70 and the second balancer 72, the force from each balancer is applied from the pedal force transmission arm 66 to the substantially same distance on both sides in the vehicle width direction (see fig. 5), and therefore, compared to the case where the pedal force transmission arm 66 is disposed at one end portion in the longitudinal direction of the balancer coupling shaft 67, the deflection in the balancer coupling shaft 67 can be reduced.

Further, since the pedaling force transmitting arm 66 is provided with the inclined portion 66c that is fixed at the vehicle width direction outer side position in the axial direction of the pedal pivot portion 64 and is inclined outward in the vehicle width direction, the vertical portion 66b can be disposed further outward in the vehicle width direction than the pedal pivot portion 64. As a result, the master cylinder 52 for interlock braking connected to the first balancer 70 located on the vehicle width direction outer side of the vertical portion 66b can also be located on the vehicle width direction outer side of the pedal pivot portion 64 (see fig. 5).

Therefore, even if the pedal pivot portion 64 (brake pedal 50) is disposed on the vehicle width direction inner side, the pedal force transmission arm 66 and the balancer 68 are easily disposed on the vehicle width outer side, and the large-capacity member disposition space 55 is easily secured on the upper inner side of the vehicle body center portion.

Further, the upper end of the second balancer 72 disposed on the vehicle width direction inner side is coupled to the inner portion 67b of the balancer coupling shaft 67, and the brake lever 48 is coupled to the lower end, whereby the component disposing space 55 can be easily secured above the balancer coupling shaft 67. Therefore, the upper portion of the second balancer 72 can be effectively used as the member arrangement space 55, and a larger member arrangement space 55 can be secured on the upper inner side of the vehicle body center portion.

Further, as shown in fig. 3 to 5 and the like, since the pedal force transmission arm 66 is formed of a plate member, it is easy to arrange it between the first balancer 70 and the second balancer 72 with a small width. Further, since the pedal force transmission arm 66 extends upward from the pedal pivot portion 64, the distance between the upper end portion and the pedal pivot portion 64 can be increased, and the amount of rotation of the upper end portion when the pedal force transmission arm 66 rotates increases accordingly, so that the range of movement of this portion can be increased, and the operating force of the brake pedal 50 can be easily transmitted to the interlocking brake master cylinder 52.

Further, since the three members including the pedal force transmission arm 66 and the first balancer 70 and the second balancer 72 are arranged to overlap in the vehicle width direction and the members are coupled by the balancer coupling shaft 67 in the overlapping region, the members can be coupled in a short distance. Therefore, the balancer coupling shaft 67 can be shortened, and the occurrence of deflection and twist can be suppressed.

Further, since the balancer coupling member 67 is pivotally supported by the pedal force transmission arm 66 provided at one end of the brake pedal 50, it is not necessary to provide a separate member for connecting the brake pedal 50 and the balancer 68, and the number of components can be reduced.

Further, as shown in fig. 9, since the balancer coupling shaft 67 is configured by the intermediate portion 67a of the large diameter portion, the inner portion 67b of the small diameter portion, and the outer portion 67c, and the stepped portion is provided between the large diameter portion and the small diameter portion, the inner portion 67b as the small diameter portion is inserted into the hole 72a provided at the upper end portion of the second balancer 72, and the outer side surface of the second balancer 72 is brought into contact with the axially inner side surface 80 of the intermediate portion 67a as the stepped portion, so that the movement in one direction (outer side) in the shaft can be easily regulated, and the inner portion 67b can be fixed to the second balancer 72 by welding or the like in a positioned state.

As shown in fig. 7 and 8, since the balancer 68 is divided into the first balancer 70 and the second balancer 72, each of which is rotatably connected to the pedal force transmission arm 66 by the balancer coupling shaft 67, and the brake lever 48 is coupled to the second balancer 72 on the vehicle width direction inner side, the bending of the brake lever 48 can be reduced as compared with the case where the brake lever 48 is greatly bent and coupled to a balancer of a one-piece structure disposed on the vehicle width direction outer side, and the brake operating force can be transmitted with relatively reduced loss in the vehicle body front-rear direction.

As shown in fig. 4, 5, and the like, the interlocking brake master cylinder 52 is easily disposed on the vehicle width direction outer side of the brake lever 48, and by disposing it on the outer side of the seat rail 24, a large-capacity member disposition space 55 can be secured on the vehicle width direction inner side of the seat rail 24.

Since the brake lever 48 is provided from the vicinity of the brake pedal 50 to the rear brake 46, the brake lever 48 affects the vehicle width in a range close to approximately half of the vehicle body in the vehicle body front-rear direction. Therefore, the vehicle width can be reduced by disposing the brake lever 48 on the inner side in the vehicle width direction. Further, the brake lever 48 is easily disposed on the vehicle width direction inner side for this purpose.

As shown in fig. 6, since the connecting portion between the brake arm 47 and the brake lever 48 is disposed inside the rear swing arm 44, the rear portion 48c of the brake lever 48 is also disposed inside the rear swing arm 44, and thus the vehicle width can be suppressed.

Further, since the interlocking brake master cylinder 52 can be disposed further outward in the vehicle width direction than the rear swing arm 44 by disposing the first balancer 70 outward in the vehicle width direction (see fig. 5), it is easy to secure the large-capacity member disposition space 55 inward in the vehicle width direction of the interlocking brake master cylinder 52.

Further, since the intermediate portion 48b of the brake lever 48 passes through the inside and outside below the rear swing arm and only the front portion 48a projects outward in the vehicle width direction of the rear swing arm 44, the portion of the brake lever 48 projecting outward in the vehicle width direction from the rear swing arm 44 can be reduced. Therefore, the vehicle body portion on the outer side of the rear swing arm 44 can be suppressed from expanding in the vehicle width direction.

Note that the present invention is not limited to the above-described embodiments, and various modifications and applications can be made within the principle of the invention.

For example, the balancer coupling member that couples the first and second balancers is not necessarily a shaft member, and may be a plate-like member. In this case, the first and second balancers and the balancer connecting member thereof can be integrally formed by bending one plate-shaped member into a substantially crank shape, and either one of the first and second balancers may be rotatably fixed to the pedal force transmission arm 66.

Instead of one balancer coupling shaft, balancer coupling shafts may be provided for the first and second balancers, respectively, and each balancer may be fixed to the pedal force transmission arm 66.

Further, one of the first and second balancers may be rotatably coupled to one side of the pedal force transmission arm 66, and the other balancer may be coupled to the balancer coupled to the pedal force transmission arm 66.

The rear brake transmission member is not limited to the brake lever 48, and may be a brake wire or a brake cable, for example.

Industrial applicability

The present invention can be applied to an interlocking brake device that operates front and rear brakes of a saddle-ride type vehicle in an interlocking manner. In particular, by adopting a special configuration of the balancer, it is suitable for a vehicle body structural design that ensures a large component arrangement space.

Description of the reference numerals

10: vehicle body frame, 12: front wheel, 14: rear wheel, 20: main frame, 24: seat rail, 30: a front brake 44; rear swing arm, 46: rear brake, 48: brake lever (rear brake transmission member), 50: brake pedal, 52: master cylinder for interlocking brake, 55: member arrangement space, 66: pedal force transmission arm, 66 b: vertical portion, 66 c: inclined portion, 67: balancer coupling shaft (balancer coupling member), 68: balancer, 70: first balancer, 72: second balancer

Claims

1. A interlock brake device for a saddle-ride type vehicle, comprising:

a brake pedal (50) rotatably supported by the vehicle body frame (10);

one end of each of the first balancer (70) and the second balancer (72) is connected by a balancer connecting member (67), the balancer connecting member (67) is a shaft member connected to the first balancer (70) and the second balancer (72),

the balancer coupling member (67) is pivotally supported by an end of the brake pedal (50),

the rear brake transmission member (48) is coupled to the other end portion of the other of the first balancer (70) or the second balancer (72),

the pedal force transmission arm (66) is connected to the first balancer (70) and the second balancer (72) by supporting the balancer connection member (67) on the pedal force transmission arm (66),

2. The interlocking brake device for a saddle-ride type vehicle according to claim 1,

3. The interlocking brake device for a saddle-ride type vehicle according to claim 1 or 2,

the balancer coupling member (67) is supported by the vertical portion (66 b).

4. The interlocking brake device for a saddle-ride type vehicle according to claim 3,

5. The interlocking brake device for a saddle-ride type vehicle according to claim 4,

6. The interlocking brake device for a saddle-ride type vehicle according to claim 1 or 2,

7. The interlocking brake device for a saddle-ride type vehicle according to claim 6,

a piston rod (53) of the interlocking brake master cylinder (52) is connected to the upper end of the first balancer (70), and a balancer connecting member (67) is fixed to the lower end thereof,

the balancer coupling member (67) is coupled to an upper end of the second balancer (72), and the rear brake transmission member (48) is coupled to a lower end thereof.

8. The interlocking brake device for a saddle-ride type vehicle according to claim 7,

the vehicle body frame (10) has:

a main frame (20) extending rearward from the head pipe (18);