CN108883809B

CN108883809B - Combined brake system of motorcycle

Info

Publication number: CN108883809B
Application number: CN201680079468.1A
Authority: CN
Inventors: P.普罗马; 冈田惠; 植田圣司; 赖重晶子
Original assignee: Honda Motor Co Ltd
Current assignee: Honda Motor Co Ltd
Priority date: 2016-03-14
Filing date: 2016-03-14
Publication date: 2020-06-23
Anticipated expiration: 2036-03-14
Also published as: CN108883809A; JP6585858B2; PH12018501210B1; PH12018501210A1; JP2019507707A; WO2017160240A1

Abstract

A combined braking system (200) for a motorcycle (100), comprising: a combination brake lever (224) for actuating the front (206) and rear (208) brake mechanisms; a combination brake equalizer (234) for distributing braking forces from the combination brake lever (224) to the front and rear brake mechanisms (206, 208); a corporation brake bracket (230) for supporting the corporation brake lever (224) and covering the top of the corporation brake equalizer (234); and a brake locking lever (232) mounted to the corporation brake bracket (230) for locking the corporation brake lever (224) in an actuated position, characterized in that: the combined equalizer (234) is connected to the front and rear brake mechanisms (206, 208) by a cable; and the brake lock lever (232) has an extension (260) covering the bottom of the corporation brake equalizer (234).

Description

Combined brake system of motorcycle

Technical Field

The present invention relates to a combined brake system for a motorcycle. More particularly, the present invention relates to a combination brake system for a straddle or saddle scooter (e.g., scooter). The combined brake system of the present invention uses a simple and cost effective structure with a certain mass.

Background

Recently, combination brake systems for motorcycles have been known which allow a motorcycle to operate front and rear brakes together by operating a single brake lever, similar to the brake system of an automobile. An example of such a combination brake system for a motorcycle is disclosed in japanese patent No. 5730275. The combination brake system includes a left brake lever 17 that operates the front and rear brake mechanisms 15, 16 through an equalizer 53 that operates a left master cylinder 37 for actuating the front hydraulic brake 15. The left brake lever 17 is coupled to a brake cable 35 for operating the rear mechanical brake 16. A brake locking lever 39 is mounted adjacent the equalizer 53 to lock the left brake lever to park the motorcycle with the brakes engaged.

Disclosure of Invention

Technical problem

In the disclosure of japanese patent No.5730275, this combined brake system is somewhat expensive because it uses a hydraulic master cylinder to actuate the front hydraulic brakes. There are other well known and reasonably priced systems, such as combination brake systems that use two cables to actuate front and rear brake mechanisms. Such a system requires the equalizer to be moved smoothly to pull the two cables, and the equalizer is effectively covered with water and dust. However, this prior art brake locking lever is only disclosed covering the front of the equalizer because the corporation brake system is not a two-wire type, and this equalizer activates only the master cylinder.

The present invention may therefore provide a simpler and more reasonable cost, better and/or improved combined brake system for a motorcycle, while solving the above-mentioned problems of the prior art.

Technical scheme

The present invention according to a first aspect relates to a combined brake system for a motorcycle, comprising: the combined brake rod is used for actuating the front brake mechanism and the rear brake mechanism; a combination brake equalizer for distributing braking force from the combination brake lever to the front and rear brake mechanisms; a corporation brake bracket for supporting the corporation brake lever and covering the top of the corporation brake equalizer; and a brake lock lever mounted to the corporation brake bracket for locking the corporation brake lever in an actuated position, characterized in that: the combined equalizer is connected to the front brake mechanism and the rear brake mechanism through cables; and, the brake locking lever has an extension portion covering a bottom of the corporation brake equalizer.

The invention according to a second aspect has additional features in the combination brake system of the first aspect, the brake locking lever including a locking pin for engagement with the combination brake equalizer for operating a parking brake; and, the corporation brake equalizer includes a hooking portion formed at a front portion thereof for engaging with the locking pin.

The invention according to a third aspect has additional features in the combination brake system of the second aspect in that the combination brake lever includes a finger rest for receiving a user's finger when the user grips the combination brake lever, wherein an outer end of the brake locking lever terminates prior to the position of the finger rest.

The invention according to a fourth aspect has additional features in the combination brake system of the first aspect, the combination brake lever including a cover portion that extends forward of the combination brake lever to cover a front of the combination brake equalizer, wherein the cover portion extends toward an inner surface of the brake lock lever.

The invention according to a fifth aspect has additional features in the combination brake system of any one of the first to fourth aspects, the brake locking lever including an extension for covering a bottom of the combination brake equalizer.

The invention according to a sixth aspect has the further feature in the combination brake system of the fifth aspect that the extension includes an area for receiving a tag.

Advantageous effects

According to the invention disclosed in the first aspect, since the equalizer is of a two-cable type to activate the front and rear braking mechanisms, the combined system is reasonable in cost and suitable for a scooter type motorcycle. In such a two-cable equalizer, the upper side of the equalizer is covered by the corporation stop bracket and the bottom side is covered by the extension of the stop lock lever. Therefore, such a two-cable equalizer is effectively protected from water and dust by the combination brake bracket and the brake locking lever, thereby allowing the equalizer to smoothly move.

According to the invention disclosed in the second aspect, the locking pin and the hook portion are arranged closely together so that the amount of movement to engage them is small. This enables them to be engaged together quickly and provides a convenient parking brake operation and allows the brake lock lever to be designed more compactly.

According to the invention disclosed in the third aspect, the outer end of the brake lock lever terminates before the position of the finger rest of the combination brake lever. This therefore enables the user to accurately grip the combination brake lever without interference from the outer end or any portion of the brake locking lever.

According to the invention disclosed in the fourth aspect, the covering portion is formed to extend and cover the front portion of the corporation brake equalizer. Thus, the combination brake lever provides some protection for the combination brake equalizer. Accordingly, by extending toward the inner surface of the brake lock lever, the cover portion prevents water (e.g., due to rain, motorcycle washing or wetting, or other conditions) from directly entering the corporation brake equalizer and damaging the corporation brake equalizer.

According to the invention disclosed in the fifth aspect, the extension portion covers the exposed bottom of the equalizer, thereby protecting the equalizer from any external impact from below the brake lock lever. The extension provides a partial opening for the equalizer that allows water to be removed from the equalizer.

According to the invention disclosed in the sixth aspect, the warning label or sticker can be attached or pasted by effectively utilizing the area of the extended portion. The warning label or sticker may warn the rider and/or repairman of the motorcycle not to adjust the equalizer and other components and mechanisms of the combination brake system.

Drawings

FIG. 1 is a left side view of a representative motorcycle having a combination brake system according to an embodiment of the present invention.

FIG. 2 is a front view of a combination brake system according to an embodiment of the present invention.

FIG. 3 is a top plan view illustrating portions of a corporation braking system in an unlocked state in accordance with an embodiment of the present invention.

FIG. 4 is a top plan view illustrating portions of the combination brake system when holding the combination brake lever according to an embodiment of the present invention.

FIG. 5 is a top plan view illustrating portions of a corporation braking system in a locked condition, in accordance with an embodiment of the present invention.

FIG. 6 is a bottom plan view illustrating portions of the corporation braking system in an unlocked state, in accordance with an embodiment of the present invention.

FIG. 7 is a bottom plan view illustrating portions of the corporation braking system in a locked state, in accordance with an embodiment of the present invention.

FIG. 8 is a front view illustrating portions of a combination brake system according to an embodiment of the present invention.

FIG. 9 is a cross-sectional view of the corporation braking system, taken along section line A-A of FIG. 3, showing the internal portions of the corporation braking system, in accordance with an embodiment of the invention.

FIG. 10 is a cross-sectional view of the corporation braking system, taken along section line B-B of FIG. 3, showing the internal portions of the corporation braking system, in accordance with an embodiment of the invention.

FIG. 11 is a cross-sectional view of the corporation braking system, taken along section line C-C of FIG. 5, showing the internal portions of the corporation braking system, in accordance with an embodiment of the invention.

FIG. 12 is a cross-sectional view of the corporation braking system, taken along section line D-D of FIG. 5, showing the internal portions of the corporation braking system, in accordance with an embodiment of the invention.

Detailed Description

The following description is made in terms of exemplary or representative embodiments of the invention with reference to the accompanying drawings.

Referring to fig. 1, a motorcycle 100 having a built-up brake system 200 includes an underlying structural frame formed from a set of frame elements, pipes or conduits. The motorcycle 100 includes a head pipe 102 for providing a steering capability to a driver. The head tube 102 connects and supports the front fork 104, and allows the front fork 104 to pivot. The outer front fork 106 is coupled to the front fork 104 and supports a front axle 108. The front axle 108 supports front wheels 110 that carry front tires 112. A front fender 114 is disposed above the front tire 112 to substantially prevent dirt, debris, and water from being lifted from the surface below the motorcycle 100. The handle bar 202 has a pair of handles 204L, R, which are mounted to the steering head pipe 102. The rider can grasp the handlebars 204L, R and pivotally rotate them about the steering axis to turn the front wheel 110 to the left or to the right, and accordingly, the handlebars 204R are coupled with a throttle to accelerate the engine power, whereby the rider drives and controls the traveling direction of the motorcycle.

The handle bar cover structure 103 is divided into a front handle bar cover 103a and a rear handle bar cover 103b to cover the handle bar 202 and mount the pair of rearview mirrors 144L, R. The front cover 115 and the rear cover 113 are mounted to each other to cover the head pipe 102. Specifically, a headlight 117 and a flasher lamp 119 are accommodated in the front cover 115 for projecting light. The seat 118 is openable to access the storage space and is disposed above the intermediate cover 116. A pedal 120 is provided on which a rider's foot rests when driving the motorcycle 100. A pair of passenger steps 122L, R support the feet of the passenger when the passenger is located on the rear side of the seat 118, and a grab bar 124 disposed behind the seat 118 at the rear of the motorcycle 100 is configured to be gripped by the (double) hands of the passenger. The tail lights 126 are located below the grab bar 124 and behind the seat 118.

The motor unit 128 is located below the seat 118. The engine unit 128 is configured to generate a propulsion or driving force that can be transmitted through a transmission coupled to the drive mechanism to a rear wheel 130 supported on a rear axle 132 of the motorcycle 100. The rear wheel 130 circumferentially carries a rear tire 134, the rear tire 134 transmitting the driving force of the engine unit to the lower surface or ground plane on which the motorcycle 100 is running. In the illustrated embodiment, the drive mechanism is a belt disposed below the belt switch cover 136. The engine unit 128 also includes an exhaust system that includes an exhaust pipe coupled to a muffler.

The motorcycle 100 is equipped with an air cleaner 121 for supplying filtered air through an intake passage. The rear cushion portion 138 absorbs the swinging motion of the rear tire 134 and the rear wheel 130 generated by the jounce and vibration to provide improved ride and motorcycle handling characteristics. A rear fender 140 is disposed above the rear tire 134 and below and rearward of the seat 118 for substantially preventing dirt, debris, and water from being lifted during travel of the motorcycle 100. Side brackets 142 are attached to the underside of the belt converter cover 136 to park the motorcycle 100.

In various embodiments of the present invention, the combined brake system 200 of motorcycle 100 includes a front brake mechanism 206 and a rear brake mechanism 208 for slowing and/or stopping the front wheel 110 and the rear wheel 130, respectively, of motorcycle 100.

In the exemplary embodiment shown in fig. 2, the front brake mechanism 206 is operable on the right side of the handle bar 202. The front brake mechanism 206 is operated by a brake lever 216, the brake lever 216 being swingably mounted to a brake bracket 212, the brake bracket 212 in turn being mounted to the right handle lever 202R. The connecting structure 213 is mechanically mounted to the brake lever 216 to mechanically operate the front brake mechanism 206. The front brake mechanism 206 is a fluid brake operable by pressurized fluid (e.g., oil). A fluid tank 214 is mounted to the brake bracket 212 to store fluid for operating the fluid brake. Alternatively, the fluid brake may be a pneumatic brake operable by compressed air. The master cylinder 215 is mounted to the brake bracket 212 and includes a movable plunger (not shown) formed inside to move fluid by pressure. To operate the front brake mechanism 206, the brake lever 216 can be actuated by the right hand of the rider, thereby mechanically moving the connecting structure 213. The connection structure 213 then has an impact portion (not shown) that will impact and press against the fluid stored in the fluid tank 214 and exert pressure on the plunger. Thereby, the plunger will be moved to pressurize the fluid to operate the front caliper 211 to engage the front brake disc 210 and generate a braking force to the front wheel 110.

Correspondingly, the rear brake mechanism 208 is operable at the left handle bar 202L and also includes a mechanical brake operable through a mechanical linkage. The mechanical brake includes a rear brake drum 220 for generating a braking force to the rear wheel 130. Rear brake mechanism 208 is part of a combination brake system 200, and combination brake system 200 operates front brake mechanism 206 and rear brake mechanism 208. Corporation brake system 200 may be operated by corporation brake lever 224, with corporation brake lever 224 located forward of left handle 204L and being swingably mounted to corporation brake bracket 230, and corporation brake bracket 230 in turn being mounted to left handle 202L. A corporation brake equalizer 234 is located inside the corporation brake bracket 230 and is movably mounted to the corporation brake lever 224 for coupling with mechanical connectors.

The combination brake lever 224 may be actuated by the left hand of the rider, causing the mechanical linkage to operate the mechanical brakes at the rear brake mechanism 208 of the rear wheel 130. The mechanical linkage is a rear brake line 226 that includes a cable or rope 226a stored therein that is connected to the rear brake mechanism 208 to operate the rear brake mechanism 208 by combining actuation of the brake lever 224. When the combination brake lever 224 is actuated, the rear brake line 226 is actuated and engages the rear brake caliper with the rear brake disc 220 and generates a braking force applied to the rear wheel 130 for decelerating the rear wheel 130.

Thus, the combined brake system 200 includes a front brake mechanism 206 that is or includes a fluid brake, and a rear brake mechanism 208 that is or includes a mechanical brake. Fluid brakes are completely different from mechanical brakes-fluid brakes work by pressurized fluid, while mechanical brakes work by movement of a linkage. The use of two different brakes by the combined brake system 200 provides a redundancy measure for it, particularly as a fail-safe measure in the event of failure of one of the front 206 and rear 208 brake mechanisms. For example, a fluid brake may fail due to fluid leakage, or a mechanical brake may fail due to wear of the connection(s). Thus, the use of an entirely different type of brake in combination brake system 200 advantageously results in improved reliability. Furthermore, this enables the use of a single master cylinder 215, which is less expensive than the use of multiple master cylinders.

Corporation braking system 200 also includes a corporation braking line 228 that includes a cable or rope 228a stored therein, cable or rope 228a being connected from rear braking mechanism 208 to front braking mechanism 206. Specifically, the corporation brake line 228 is connected from the corporation brake equalizer 234 to the connection structure 213. Combination brake line 228 is also configured for operation of front brake mechanism 206. When the rider grips the combination brake lever 224, the combination brake lever 224 will cause the combination brake equalizer 234 to move abruptly to the extent of the movement produced by the rider gripping the combination brake lever 224. Once corporation brake equalizer 234 moves, corporation brake line 228 will move accordingly and pull connecting structure 213. As a result, the front brake mechanism 206 operates simultaneously with the operation of the rear brake mechanism 208, so that it is possible to effectively operate both brakes simultaneously.

Corporation brake system 200 also includes a brake lock lever 232 movably (e.g., swingably/rotatably/pivotably) mounted to corporation brake bracket 230. The brake lock lever 232 is configured to retain and lock the combination brake lever 224 in the actuated position. For example, when the rider depresses or actuates the combination brake lever 224 (into an actuated position) for operating the front and

rear brake mechanisms

206, 208, the brake lock lever 232 may be depressed or actuated to lock the actuated combination brake lever 224 in the actuated position. The brake lock lever 232 in its actuated or locked position prevents the combination brake lever 224 from returning to the non-actuated position, thereby maintaining operation of the front and

rear brake mechanisms

206, 208. Thus, the rider can know that the brakes of the front wheel 110 and the rear wheel 130 are in operation, that is, the parking brake (park brake) of the motorcycle 100 has been activated by locking the front wheel 110 and the rear wheel 130.

Referring to fig. 3 and 6, which illustrate corporation brake lever 224 and brake lock lever 232 in an unlocked position, corporation brake system 200 includes a dispensing mechanism having a corporation brake equalizer 234. Corporation brake equalizer 234 is movably (e.g., swingably \ rotatably \ pivotably) supported on corporation brake lever 224. The combination brake equalizer 234 includes a rear brake line 226 connected to the rear brake mechanism 208 to be operated by actuation of the combination brake lever 224. Corporation brake equalizer 234 also includes a corporation brake line 228 connected to connection structure 213, wherein corporation brake line 228 is configured to operate front brake mechanism 206 through actuation of corporation brake lever 224. Thus, the corporation brake levers 224 are front and

rear brake mechanisms

206, 208 that may be actuated to simultaneously operate for the front and

rear wheels

110, 130, respectively, via the corporation brake equalizer 234.

As shown in FIG. 3, corporation brake system 200 includes a pair of brake holders 236 that are mounted to brake bracket 212 and corporation brake bracket 230 via a pair of mounting bolts 236 a. The corporation brake lever 224 is movably mounted to the corporation brake bracket 230. Specifically, the combination brake lever 224 is swingably/rotatably/pivotably mounted to the first support mount 238 of the combination brake bracket 230 such that the combination brake lever 224 can swing/rotate/pivot relative to the first support mount 238 (e.g., shaft/bolt/pin 238a) to actuate the combination brake lever 224. The brake lock lever 232 is swingably/rotatably/pivotably mounted to the second support mounting 240 of the corporation brake bracket 230 such that the brake lock lever 232 can swing/rotate/pivot relative to the second support mounting 240 (e.g., shaft/bolt/pin 240a) to actuate the brake lock lever 232.

Referring to fig. 6, an equalizer 234 is movably mounted to the corporation stop bracket 230. Specifically, the equalizer 234 is swingably/rotatably/pivotably mounted to a center support mount 242 to the combination brake lever 224 such that the center support mount 242 (e.g., shaft/bolt/pin 242a with the combination brake lever 224 coupled with the center support mount 242) is configured to pivotably support the equalizer 234. When the rider actuates the combination brake lever 224, the center support seat 242 will move according to the degree of movement depressed by the rider, and ultimately the combination brake equalizer 234 will move accordingly to pull the combination brake equalizer 234. Due to actuation of the combination brake lever 224, the combination equalizer 234 can swing/rotate/pivot relative to the center support mount 242. The rotation/movement of the combination brake equalizer 234 is shown in fig. 4 and 5. Fig. 9 and 10 show partial cross-sectional views of corporation braking system 200 taken along section lines a-a and B-B of fig. 3, respectively. First support mount 238 is located rearward of second support mount 240 and central support mount 242 is located between first support mount 238 and second support mount 240. Fig. 9 also shows that the first support mount 238 includes a bolt 238a and a nut 238b for providing a swing/rotation/pivot axis for the combined brake lever 224.

The corporation brake equalizer 234 includes a hook portion 244 extending forwardly therefrom. The hook portion 244 is formed in a hook shape at a front end and is movable together with the corporation brake equalizer 234 due to actuation of the corporation brake lever 224 (i.e., its rotation about the second support mount 240). The brake lock lever 232 includes a locking pin 246 that is configured to extend within the interior of the brake lock lever 232. The locking pin 246 is movable as a result of actuation of the brake lock lever 232 (i.e., rotation thereof relative to the second support mount 240). As shown in fig. 10, the locking pin 246 is positioned parallel to the second support mount 240, but other positions are possible, as will be readily understood by those skilled in the art.

Actuation of both the combination brake lever 224 and the brake lock lever 232 actuates or moves the hook portion 244 of the equalizer 234 and the lock pin 246 of the brake lock lever 232, respectively. The locking pin 246 and the hook portion 244 may engage each other to lock the combination brake lever 224. In particular, the locking pin 246 is configured to engage the hook portion 244 to lock the combination brake lever 224 in an actuated or locked position to activate the parking brake of the motorcycle 100. The engagement structures (i.e., the locking pin 246 and the hook portion 244) are closely arranged or positioned together such that the degree or amount of movement between the locking pin 246 and the hook portion 244 is small. This enables the engagement structures to be quickly engaged together and provides a convenient parking brake operation. In addition, the close proximity between the locking pin 246 and the hook portion 244 allows the brake locking lever 232 to be designed to be more compact.

Referring to fig. 10, the corporation brake equalizer 234 includes a first engagement hole 248 engaged with the rear brake line 226 and a second engagement hole 250 engaged with the corporation brake line 228, respectively. Corporation brake equalizer 234 also includes a connector pin 252 or set or plurality of connector pins 252 within first and second engagement holes 248, 250 for respectively connecting to and supporting and retaining rear brake line 226 and corporation brake line 228. When the corporation brake levers 224 are actuated, the corporation brake equalizer 234 moves accordingly, i.e., rotates about the center support mount 242. At the same time, first engagement hole 248 and its connecting pin(s) 252 pull rear brake line 226, and second engagement hole 250 and its connecting pin(s) 252 also pull corporation brake line 228. Pulling of rear brake line 226 and combination brake line 228 simultaneously operates rear brake mechanism 208 and front brake mechanism 206, respectively.

The first engagement hole 248 is located in front of the second engagement hole 250, and the hook portion 244 of the equalizer 234 is located in front of the first engagement hole 248. The distance between the first engagement hole 248 and the first support mount 238 is longer than the distance between the second engagement hole 250 and the first support mount 238. Thus, for the same rotation/swing/pivot angle of the combined brake lever 224 about the first support mount 238, the arc length covered or moved by the first engagement hole 248 is longer than the arc length covered or moved by the second engagement hole 250. Furthermore, for the same angle and due to the difference in arc lengths, the pull on combination brake line 228 is less than the pull on rear brake line 226. This is more suitable for corporation brake system 200 because corporation brake line 228, which is coupled to the fluid brake of front brake mechanism 206, does not require a large pull force to operate the fluid brake.

With respect to the rear brake line 226, when the rider actuates or pulls the combination brake lever 224, the pulling force is more quickly and efficiently transferred to the rear brake line 226 due to the relatively long arcuate length covered by the first engagement hole 248 to which the rear brake line 226 is connected. Accordingly, the rider need only pull a short distance on the combination brake lever 224 and the pulling force is quickly transferred to the first engagement hole 248 to pull the rear brake line 226. Due to the short pull distance or short travel, the amount of force required to pull and/or hold the combination brake lever 224 is small. This provides an improvement in braking performance and quality of motorcycle 100 and advantageously allows the rider to more comfortably actuate combination brake lever 224 to operate rear brake mechanism 208.

Referring to fig. 6, the corporation brake bracket 230 includes a first guide portion 254 for guiding the rear brake line 226 away from the first engagement hole 248 of the corporation brake equalizer 234 and away from the corporation brake bracket 230. The corporation stop bracket 230 also includes a second guide portion 256 located rearward of the first guide portion 254. The second guide portion 256 serves to guide the corporation brake line 228 away from the second engagement hole 250 of the corporation brake equalizer 234 and away from the corporation brake bracket 230. Thus, the combination brake line 228 is positioned rearward of the rear brake line 226 and near the handle lever 202, thereby providing more space forward of the handle lever 202.

The brake lock lever 232 includes a recess 258 that supports and retains one or more fingers of the rider during actuation or operation of the brake lock lever 232. Similarly, the combination brake lever 224 includes a finger rest 259 for receiving a user's finger when gripping the combination brake lever 224. The outer end of the brake lock lever 232 terminates prior to the position of the finger rest 259 of the combination brake lever 224, enabling the user to accurately grasp the combination brake lever 224 without any influence from the outer end or any portion of the brake lock lever 232.

The brake lock lever 232 also includes a cover or extension portion 260 that extends rearward from a lower front portion 262 of the brake lock lever 232. Extension portion 260 covers the exposed bottom portion of corporation brake equalizer 234 and its surrounding components to protect corporation brake equalizer 234 and surrounding components from any impact and/or foreign matter from beneath brake lock rod 232, such as intrusion/intrusion of dust, water, and/or debris. Extension 260 provides a partial opening for corporation brake equalizer 234 that allows any water or fluid to flow or drain from corporation brake equalizer 234 to the external environment. The front and top of the corporation brake equalizer 234 is covered by the brake lock lever 232, while the right portion of the corporation brake equalizer 234 is covered by the corporation brake bracket 230. Extension 260 includes an area 264 for receiving a label (not shown), such as a portion of the bottom surface of extension 260. For example, a warning label or sticker may be affixed or affixed over area 264 to warn the rider and/or repairman of motorcycle 100 not to adjust corporation brake equalizer 234 and other components and mechanisms of corporation brake system 200. The label or tag may be a bright color, such as yellow or red, so that it is visually apparent and clear to the rider/repairman. Thus, the region 264 allows for efficient use of space on the bottom surface of the extension portion 260, which is typically not utilized.

In the locked condition shown in fig. 5 and 7, the locking pin 246 of the brake locking lever 232 engages the hook portion 244 of the combination brake equalizer 234 to lock the combination brake lever 224 in its braking position to activate the parking brake of the motorcycle 100. The extended portion 260 of the brake lock lever 232 continues to cover the exposed bottom portion of the corporation brake equalizer 234 to secure and protect the corporation equalizer 234 and its surrounding components from external impacts when the brake lock lever 232 is actuated. In addition, the extension 260 is designed with a partial opening that allows any water or fluid to flow or drain from the equalizer 234 to the external environment.

As shown in fig. 3, 5 and 7, the built-up brake lever 224 includes a cover portion 225, and the cover portion 225 extends forward and is bent to cover the built-up brake equalizer 234 at a front side thereof. In the event that motorcycle 100 is traveling in rain or mud conditions, water or mud may readily enter corporation braking system 200, and cover portion 225 may at least prevent or reduce such water and/or mud intrusion. Due to the protection of the bottom by extension portion 260 and the front side by cover portion 225, corporation brake equalizer 234 may be securely located within corporation brake system 200.

In the locked or operating state of the parking brake, i.e., when the locking pin 246 is engaged with the hook portion 244, the actuated brake lock lever 232 is positioned adjacent to the actuated combination brake lever 224 such that the actuated brake lock lever 232 is integrally engaged with the actuated combination brake actuator 224 as shown by the integral engagement line M in fig. 5 and 7. As can be seen from the overall mating line M of the actuated brake lock lever 232 and the actuated corporation brake actuator 224, the inner and outer surfaces of the brake lock lever 232 correspond to or share a substantially similar profile/shape/form as the outer surface of the corporation brake actuator 224, thereby allowing them to be integrally mated together. Integral mating line M enables the overall structure of corporation brake system 200 to be more compactly positioned so that corporation brake system 200 does not interrupt or interfere with nearby objects, or at least mitigates or minimizes such risks. In addition, the overall structure of motorcycle 100 is believed to be smoother and more sporty, which is attractive to the customer.

Fig. 11 and 12 show partial cross-sectional views of corporation brake system 200 in its locked state, taken along section lines C-C and D-D of fig. 5, respectively. In the locked state, rear brake line 226 and corporation brake line 228 are pulled by corporation brake equalizer 234, thereby operating rear brake mechanism 208 and front brake mechanism 206, respectively and simultaneously. The corporation brake bracket 230 is coupled to the brake retainer 236 by a plurality of bolts 236 a. The corporation brake lever 224 is pivotally secured to the corporation brake bracket 230 at a first support mount 238, the first support mount 238 being formed as a shaft/bolt/pin 238a and being secured at its ends by nuts 238 b. The corporation brake equalizer 234 is located therein and is connected to the plurality of connecting pins 252 of the corporation brake lines 228, respectively (in this fig. 11, section line C-C does not cut the connecting pins 252 of the rear brake lines 226). A brake lock lever 232 pivotally mounted to the second support mount 240 of the corporation brake bracket 230 is also coupled to the corporation brake equalizer 234 by engagement between a lock pin 246 and its hook portion 244. Additionally, as shown in the illustrated locked state of this FIG. 11, extension 260 extends to overlie the bottom of corporation brake equalizer 234, wherein corporation brake equalizer 234 may be securely positioned.

As shown in fig. 12, the rear brake line 226 extends outwardly from the first engagement hole 248 through the first guide portion 254 of the corporation brake bracket 230. The cable 226a is encased by a rear brake line 226 that protects the cable 226a from the external environment, e.g., shields the cable 226a from intrusion/intrusion of dust, water, and/or debris. The outer end of the rear brake line 226 includes a cap 268 having an aperture for guiding the cable 226a into the first guide portion 254. The outer end of the cap 268 engages an end of the rear brake line 226 to completely wrap and guide the rear brake line 226 away from the first guide portion 254. The other end of the cover 268 also includes a sealing member 270 disposed therein for preventing the ingress/intrusion of dust, water and/or debris. In particular, the sealing member 270 is made of a rubber material and prevents dust, water, and/or debris from entering the first guide portion 254, which may potentially damage the rear brake line 226 and the corporation brake equalizer 234.

As described above, corporation brake equalizer 234 splits and distributes the actuation force of corporation brake lever 224 to corporation brake line 228 (for front brake mechanism 206) and rear brake line 226 (for rear brake mechanism 208). Those skilled in the art will readily appreciate that the distribution of the corporation brake equalizer 234 may be through a proportional valve or other force/pressure distribution device. Additionally, the corporation brake equalizer 234 may be connected to a brake sensor/switch or a set of brake sensors/switches that determine the amount of force that needs to be distributed to the corporation brake line 228 and the rear brake line 226. For example, brake sensor(s) may be located on the front and

rear wheels

110, 130 to detect loads thereon. Then, the combination brake equalizer 234 distributes the actuation force of the combination brake lever 224 and adjusts the braking force of the front brake mechanism 206 for the front wheels 110 and the rear brake mechanism 208 for the rear wheels 130. A brake switch 272 is installed at the combination brake bracket 230 to detect a braking operation of the left brake lever 224, and detection of the brake switch 272 activates the rear lamp 126 for illumination. The brake switch 272 is connected by an electrical code or a wire harness (not shown). As shown in fig. 7, the brake switch 272 is located between the first guide portion 254 and the second guide portion 256.

Referring to FIG. 8, the brake lock lever 232 includes a biasing mechanism 274, such as a torsion spring or a coil spring, disposed about the second support mounting member 240. The biasing mechanism 274 biases the brake lock lever 232 to the non-actuated position. When the rider releases the actuation of the brake lock lever 232, the biasing mechanism 274 automatically returns the brake lock lever 232 to the non-actuated position after the rider releases the brake lock lever 232. The combination brake lever 224 also includes a biasing mechanism (e.g., additional/other biasing mechanisms, not shown) that is the same or substantially the same as the biasing mechanism 274 of the brake lock lever 232. When the rider actuates the combination brake lever 224, the biasing mechanism automatically returns the combination brake lever 224 to the non-actuated position after the rider releases the combination brake lever 224. Thus, the biasing mechanism 274 and additional/other biasing mechanisms are configured to bias and hold the brake lock lever 232 and the combination brake lever 224, respectively, in their respective non-actuated positions, thereby mitigating the risk of accidental actuation of the combination brake lever 224 and the brake lock lever 232.

In view of the foregoing, an embodiment of the present invention describes a combined brake system 200 for motorcycle 100. Combination brake system 200 is operable by brake lever 216 and combination brake lever 224. The corporation brake lever 224, and in particular the corporation brake equalizer 234, includes a rear brake line 226 connected to the mechanical brakes of the rear brake mechanism 208 for operating same, and also includes a corporation brake line 228 connected to the connection structure 213 of the front brake mechanism 206 for operating the fluid brakes of the front brake mechanism 206. The brake lever 216 includes a front brake line 218 connected to the master cylinder 215 for operating the fluid brakes of the front brake mechanism 206. Thus, there is a relationship between the brake lever 216 and the combined brake lever 224, as they are both connected to a common master cylinder 215 for operating the fluid brakes of the front brake mechanism 206. Thus, there is no need for two master cylinders or twin master cylinders, one for operating the fluid brake by the left brake lever and the other for operating the same fluid brake by the right brake lever, which can be expensive and result in a higher price for motorcycle 100. Having only one master cylinder 215 reduces the manufacturing cost of the combination brake system 200, and therefore the price of the motorcycle 100. In the case of a single master cylinder 215, fewer brake lines need to be used to connect from the master cylinder 215 to the front wheels 110. The brake line may be positioned closer to the handle lever 202 such that the space between the handle lever 202 and the front wheel 110 is greater. Further, since both the front brake mechanism 206 for the front wheel 110 and the rear brake mechanism 208 for the rear wheel 130 can be operated simultaneously by the combined brake lever 224, both the front wheel 110 and the rear wheel 130 can be decelerated simultaneously, thereby providing sufficient braking force to the motorcycle 100 without unnecessarily increasing costs.

The combined brake system 200 relating to this exemplary/representative embodiment includes a front brake mechanism 206 for operating the front brakes through a fluid brake system as described above and a rear brake mechanism 208 for operating the rear brakes through a mechanical mechanism. The rear brake mechanism 208 associated with the combination brake system associated with the front brake mechanism 206 also includes a combination brake bracket 230 for coupling with the handlebar 202, a combination brake lever 224 for pivotally mounting to the combination brake bracket 230 and actuating a braking force by a rider, a combination brake equalizer 234 for pivotally mounting to the combination brake lever 224 and coupling with a rear brake line 226 and a combination brake line 228, and a brake lock lever 232 for pivotally mounting to the combination brake bracket 230 and operating a locked position of the combination brake lever 224 that operates a parking brake. Brake lock lever 232 includes an extension portion 260 that is located on the bottom side below corporation brake equalizer 234 and extends rearward so that extension portion 260 can protect the bottom side of corporation brake equalizer 234. In particular, the brake locking lever 232 is partially open at its inner structure. This thereby enables the elimination of water/mud from the corporation brake system 200.

Thus, the representative embodiment describes motorcycle 100 with a combination brake system 200. The combined brake system 200 includes a front brake mechanism 206 for the front wheels 110 and also includes a rear brake mechanism 208 for the rear wheels 130. The front brake mechanism 206 is operable by both the brake lever 216 and the combination brake lever 224. The rear brake mechanism 208 may be operated by the combination brake lever 224 simultaneously with the front brake mechanism 206. However, in some alternative embodiments, other combinations or permutations of the first and second braking mechanisms and wheels, as well as other variations, are possible. While a few of the possible variations are briefly listed or described below, those skilled in the art will readily appreciate and understand that other similar modifications may be made or implemented in the combination brake system 200 disclosed herein, and that such modifications may include (but are not limited to) the following list of possible variations:

(i) the front brake mechanism comprises a mechanical brake and the rear brake mechanism comprises a fluid brake.

(ii) Both the front and rear braking mechanisms include mechanical or fluid brakes.

(iii) The first brake mechanism is a rear brake mechanism, and the second brake mechanism is a front brake mechanism.

(iv) The combined brake rod is positioned in front of the right handle.

(v) The left and right brake levers are connected to a rear brake mechanism.

(vi) The right brake lever is used to simultaneously operate both the front and rear brake mechanisms.

Various embodiments of the present invention described herein address at least one of the problems, limitations, and/or disadvantages associated with existing corporation braking systems for motorcycles. While certain features and/or advantages associated with certain embodiments have been described herein, other embodiments may also exhibit such features and/or advantages, and not all embodiments need necessarily exhibit such features and/or advantages to fall within the scope of the appended claims. One of ordinary skill in the art will appreciate that several of the above-described structures, elements, components, or alternatives thereof may be desirably combined into other different structures, elements, or components while remaining within the scope of the appended claims. In addition, various modifications, alterations and/or improvements may be made to the embodiments disclosed herein by those skilled in the art, and therefore embodiments in accordance with the present invention are limited only by the claims that follow.

Claims

1. A combined braking system (200) for a motorcycle (100), comprising:

a combination brake lever (224) for actuating the front (206) and rear (208) brake mechanisms;

a combination brake equalizer (234) for distributing braking forces from the combination brake lever (224) to the front (206) and rear (208) brake mechanisms;

a corporation brake bracket (230) for supporting the corporation brake lever (224) and covering the top of the corporation brake equalizer (234); and

a brake locking lever (232) mounted to the corporation brake bracket (230) for locking the corporation brake lever (224) in an actuated position,

the method is characterized in that:

the corporation brake equalizer (234) is connected to the front brake mechanism (206) and the rear brake mechanism (208) by a cable; and is

The brake lock lever (232) has an extension (260) that covers the bottom of the corporation brake equalizer (234).

2. The combined braking system (200) of claim 1, further characterized by:

the brake lock lever (232) includes a lock pin (246), the lock pin (246) for engaging with the combination brake equalizer (234) to operate a parking brake; and is

The corporation brake equalizer (234) includes a hook portion (244) formed at a front portion thereof, the hook portion (244) for engaging with the locking pin (246).

3. The combination brake system (200) of claim 2, further characterized in that the combination brake lever (224) includes a finger rest (259), the finger rest (259) for receiving a user's finger when the user grips the combination brake lever (224), wherein an outer end of the brake lock lever (232) terminates prior to the location of the finger rest (259).

4. The combination brake system (200) of claim 1 further characterized in that the combination brake lever (224) includes a cover portion (225) extending forwardly of the combination brake lever (224) for covering a front portion of the combination brake equalizer (234), wherein the cover portion (225) extends toward an inner surface of the brake lock lever (232).

5. The corporation stop system (200) of claim 1, further characterized in that the extension (260) includes an area for receiving a label.