CN111377025A

CN111377025A - Front and rear linkage brake device for saddle-type vehicle

Info

Publication number: CN111377025A
Application number: CN201911324021.8A
Authority: CN
Inventors: 大场洋明; 本田喜信
Original assignee: Honda Motor Co Ltd
Current assignee: Honda Motor Co Ltd
Priority date: 2018-12-27
Filing date: 2019-12-20
Publication date: 2020-07-07
Anticipated expiration: 2039-12-20
Also published as: CN111377025B; JP2020104648A; JP6793177B2

Abstract

The invention provides a front and rear linkage brake device of a saddle-riding type vehicle, which can transmit the operating force of a linkage cable to a front wheel brake through a simple structure without increasing the number of parts. A front and rear interlocking brake device for a saddle-ride type vehicle (1) in which a brake lever (400) is disposed on a steering handle (2) and a brake pedal (26) is disposed on a low floor panel (25) provided between the steering handle (2) and a seat (23), the front and rear interlocking brake device being applied to the saddle-ride type vehicle, is provided with a push rod (500) that is pivotally supported on a lever swing shaft (401) of the brake lever (400) in a swingable manner. A front wheel brake cable (406) for actuating a front wheel Brake (BF) and an interlocking cable (100) for transmitting an operating force of a brake pedal (26) to a push rod (500) are connected to the push rod (500) at positions facing each other through a rod swinging shaft (401).

Description

Front and rear linkage brake device for saddle-type vehicle

Technical Field

The present invention relates to a front-rear interlocking brake device for a saddle-ride type vehicle, and more particularly to a front-rear interlocking brake device for a saddle-ride type vehicle having a structure in which a front wheel brake is interlocked and operated in response to an operation of a rear wheel brake pedal.

Background

Conventionally, a saddle-ride type vehicle is known which has a front-rear interlocking brake system that operates a front wheel brake that is operated mainly by an operation of a brake lever in response to an operation of a brake pedal that operates a rear wheel brake mainly.

Patent document 1 discloses a configuration in which, in a motorcycle having a brake lever attached to a right steering handle and a brake pedal attached to the vicinity of a right foot pedal, an end portion of an interlocking cable for transmitting an operating force for operating the brake pedal to a front wheel brake is disposed in the vicinity of a head pipe, and the operating force of the interlocking cable is caused to intervene at an intermediate position of a front wheel brake cable for connecting the brake lever and the front wheel brake.

Documents of the prior art

Patent document

Patent document 1: japanese patent No. 2009-179258

Disclosure of Invention

Technical problem to be solved by the invention

However, the structure of patent document 1 causes the operating force of the interlocking cable to be applied to the inner line in the middle of the front wheel brake cable via the crank throw. In addition to the problem that the number of parts is increased by dividing the outer tube of the front wheel brake cable up and down the intervening portion, there is a need to secure a space for the front wheel brake cable to be retracted when the interlocking cable is operated.

An object of the present invention is to solve the above-described problems of the prior art and to provide a front-rear interlocking brake device for a saddle-ride type vehicle, which can transmit an operating force of an interlocking cable to a front wheel brake with a simple structure without increasing the number of components.

Technical solution for solving technical problem

In order to achieve the above object, a first aspect of the present invention is a front-rear interlocking brake device applied to a saddle-ride type vehicle (1) in which a brake lever (400) is disposed on a steering handle (2) and a brake pedal (26) is disposed on a low floor panel (25) provided between the steering handle (2) and a seat (23), the front-rear interlocking brake device comprising a push rod (500) pivotally supported on a lever swinging shaft (401) of the brake lever (400), a rear wheel brake cable (150) for transmitting an operating force of the brake pedal (26) to a rear wheel Brake (BR) and an interlocking cable (100) for transmitting an operating force of the brake pedal (26) to the push rod (500) being connected to the brake pedal (26), a front wheel brake cable (406) for operating a front wheel Brake (BF) and the interlocking cable (100) being opposed to each other through the lever swinging shaft (401), is coupled to the push rod (500).

In addition, a second characteristic is that the push rod (500) is provided with a contact portion (503) that is pressed by the brake lever (400) when the brake lever (400) is operated, and the push rod (500) swings to pull the inner wire (420) of the front wheel brake cable (406) by operating the brake lever (400).

In addition, according to a third aspect, the push rod (500) has a shape elongated in the vehicle body front-rear direction.

In addition, according to a fourth aspect, the interlocking cable (100) is connected to the push rod (500) on the vehicle body rear side of the front wheel brake cable (406) connected to the vehicle body front side of the push rod (500).

Further, according to a fifth aspect, the push rod (500) is exposed to the outside without being covered by a handle cover (33) that covers a vehicle width direction center portion of the steering handle (2).

Further, according to a sixth aspect, a connecting portion between the push rod (500) and the interlocking cable (100) is disposed offset downward of the vehicle body from a connecting portion between the push rod (500) and the front wheel brake cable (406).

In addition, according to a seventh aspect, a slide mechanism is provided at a connection portion between the push rod (500) and the interlocking cable (100), and the slide mechanism does not transmit a swing motion of the push rod (500) to the interlocking cable (100) in association with an operation of the brake lever (400).

Further, according to an eighth aspect, the push rod (500) is provided with a positioning protrusion (507), and the positioning protrusion (507) abuts against a lever bracket (402) that pivotally supports the brake lever (400) so as to be freely swingable, thereby defining an initial position of the push rod (500).

Effects of the invention

According to the first feature, the front-rear interlocking brake device is applied to a saddle-ride type vehicle (1) in which a brake lever (400) is disposed on a steering handle (2) and a brake pedal (26) is disposed on a low floor panel (25) provided between the steering handle (2) and a seat (23), and comprises a push rod (500) pivotally supported on a lever swinging shaft (401) of the brake lever (400) and a rear wheel brake cable (150) for transmitting an operating force of the brake pedal (26) to a rear wheel Brake (BR) and an interlocking cable (100) for transmitting an operating force of the brake pedal (26) to the push rod (500) are connected to the brake pedal (26), and a front wheel brake cable (406) for operating a front wheel Brake (BF) and the interlocking cable (100) are opposed to each other through the lever swinging shaft (401), since the other end of the interlocking cable extending from the brake pedal is connected to the push rod (500), the front-rear interlocking brake system can be configured without dividing the outer tube of the front wheel brake cable, while suppressing an increase in the number of components. In addition, since the front wheel brake cable does not bend with the operation of the interlocking cable, it is not necessary to additionally secure a space for the front wheel brake cable, and the vehicle body can be downsized.

According to the second feature, since the push rod (500) is provided with the contact portion (503) that is pressed by the brake lever (400) when the brake lever (400) is operated, and the push rod (500) swings and pulls the inner wire (420) of the front wheel brake cable (406) by operating the brake lever (400), a brake system in which the push rod swings and the front wheel brake is operated in accordance with the operation of the brake pedal and the push rod swings and the front wheel brake is operated in accordance with the operation of the brake lever can be obtained with a simple configuration.

According to the third feature, since the push rod (500) has a longitudinal shape in the front-rear direction of the vehicle body, the base of the brake lever is made compact, and the same appearance and operation feeling as those of a brake lever of a general brake system can be easily obtained.

According to the fourth aspect, since the interlocking cable (100) is connected to the push rod (500) on the vehicle rear side of the front wheel brake cable (406) connected to the vehicle front side of the push rod (500), the interlocking cable and the front wheel brake cable can be prevented from crossing in the vicinity of the steering handle, and the degree of freedom in wiring the two cables can be increased.

According to the fifth feature, since the push rod (500) is exposed to the outside without being covered by the handle cover (33) that covers the vehicle width direction center portion of the steering handle (2), it is possible to suppress an increase in size of the handle cover even when the push rod is formed in a shape elongated in the vehicle body longitudinal direction. In addition, maintenance around the brake lever is easy.

According to the sixth feature, since the coupling portion between the push rod (500) and the interlocking cable (100) is disposed offset downward in the vehicle body than the coupling portion between the push rod (500) and the front wheel brake cable (406), the brake lever can be disposed at a level equal to the steering handle, the operability of the brake lever can be maintained, and the coupling portion between the interlocking cable is disposed offset downward in the vehicle body than the brake lever, so that the push rod and the interlocking cable are difficult to see from the outside.

According to the seventh feature, since a slide mechanism is provided at the connection portion between the push rod (500) and the interlocking cable (100), and the slide mechanism does not transmit the swinging motion of the push rod (500) accompanying the operation of the brake lever (400) to the interlocking cable (100), a front-rear interlocking brake system can be obtained with a simple configuration.

According to the eighth feature, since the push rod (500) is provided with the positioning projection (507), and the initial position of the push rod (500) is defined by the positioning projection (507) abutting against the lever bracket (402) that pivotally supports the brake lever (400) so as to be able to freely swing, the initial positions of the push rod and the brake lever can be defined by a simple configuration.

Drawings

Fig. 1 is a left side view of an electric motorcycle to which a front-rear interlocking brake device according to an embodiment of the present invention is applied.

Fig. 2 is a left side view of the electric motorcycle with a main exterior member removed.

Fig. 3 is a perspective view of the electric motorcycle of fig. 2 as viewed from obliquely left upward.

Fig. 4 is an enlarged perspective view showing the structure of the brake pedal and its surroundings.

Fig. 5 is a partially enlarged left side view of the electric motorcycle shown in fig. 2.

Fig. 6 is a perspective view of the brake pedal.

Fig. 7 is a left side view of the balancer.

Fig. 8 is a perspective view of the balancer as viewed from the upper left of the vehicle body.

Fig. 9 is a left side view showing the structure of the operating force distribution mechanism.

Fig. 10 is a perspective view of the operating force distribution mechanism in a state where the brake pedal is removed.

Fig. 11 is a plan view showing the brake pedal and its surrounding structure.

Fig. 12 is an enlarged perspective view of the operating force distribution mechanism.

FIG. 13 is a top view showing the structure of the brake lever and its surroundings.

Fig. 14 is a perspective view of the brake lever viewed from the lower surface side.

Fig. 15 is a top view of the push rod.

Fig. 16 is a rear view of the push rod.

Fig. 17 is a left side view of the push rod.

Fig. 18 is a bottom view of the push rod.

Fig. 19 is a bottom view showing the structure of the push rod and its surroundings.

Fig. 20 is a perspective view of the push rod and its surrounding structure as viewed from the rear and upper side of the vehicle body obliquely to the right.

Fig. 21 is a perspective view of the steering handle in a state where the hinge cover is removed.

Description of the reference numerals

1 electric two-wheeled vehicle (saddle-ride type vehicle); 2, a steering handle; 42 pedal swing shaft; 23 seats; 25 low floor pans; 26a brake pedal; 33 a handle cover; 80 a balancer; 82 balancer oscillating shaft; 83a connecting shaft of a rear wheel brake cable; 90 a stop member; 100 a linkage cable; 150 rear wheel brake cables; 300 a return spring; 301 a delay spring; 400 brake lever; a 401-rod swinging shaft; 406 a front wheel brake cable; 420 internal line; 402 a pole support; 500 pushing a rod; 503 abutting part; 507 positioning protrusions; BF front wheel brake; BR rear wheel brakes; an F3 chassis; f7 beam.

Detailed Description

Preferred embodiments of the present invention will be described in detail below with reference to the accompanying drawings. Fig. 1 is a left side view of an electric motorcycle 1 to which a front-rear interlocking brake device according to an embodiment of the present invention is applied. The electric motorcycle 1 is a so-called pedal-type saddle-ride type electric vehicle in which a low floor panel 25 on which a rider places his feet is provided between a steering handle 2 and a seat 23.

The pair of left and right front forks 9 is swingable in the vehicle width direction by a steering handle 2 extending in the vehicle width direction, and rotatably pivotally supports the front wheel WF. The mirror 3 and the windshield 4 are attached to a handle cover 33 covering the front and rear of the steering handle 2. A front cover 5 covering the vehicle body front side and a floor panel 27 covering the vehicle body rear side and facing the legs of the occupant are disposed below the handle cover 33. A headlight 7 supported by a lamp holder 31 and a pair of right and left front turn lamp devices 6 are disposed in front of the front cover 5. A front fender 8 covering the upper side of the front wheel WF is supported between the left and right front forks 9. A mechanical drum type front wheel brake BF is housed in a hub of the front wheel WF pivotally supported at a lower end portion of the front fork 9. A mechanical drum rear wheel brake BR is housed in the hub of the rear wheel WR.

A brake pedal 26 for actuating a brake of the rear wheel WR is disposed on the upper surface of the low floor plate 25, and a bottom cover 10 connected to the lower end of the front cover 5 is disposed below the low floor plate 25. A seat under cover 24 having a curved shape protruding toward the vehicle body front side is disposed below the seat 23 on which the driver sits. The under cover 24 is provided with a pair of left and right slits 22 for actively sucking traveling wind from the front of the vehicle body.

Under the seat lower cover 24, side brackets 11 and a tandem pedal 13 are disposed. Further, a pair of rear enclosures 21 are disposed behind the seat lower enclosure 24 in the vehicle width direction, and a luggage carrier 37 surrounded by the grip pipe 36 and a rear bracket 20 attached to the upper surface of the luggage carrier 37 are disposed on the upper portion of the rear enclosures 21. A tail lamp 19 and a rear side turn lamp device 28 are disposed behind the rear cover 21.

A swing unit type power unit P having a rear wheel WR rotatably supported by an axle S and a motor M for driving the rear wheel WR is swingably attached to the vehicle body frame via a link mechanism 12 at a position rearward of the under cover 10. The rear part of the power unit P is suspended from the vehicle body frame by a rear shock absorber 18, and a rear fender 17 covering the upper part of the rear wheel WR is attached to the upper part of the power unit P.

A cover member 38 is disposed between the under cover 24 and the rear fender 17 to receive the traveling wind introduced through the slit 22 of the under cover 24 and the traveling wind flowing inside the under cover 10.

Fig. 2 is a left side view of the electric motorcycle 1 with major exterior parts removed. The body frame F of the electric motorcycle 1 includes: a main frame F2 extending downward from the head pipe F1 at the center in the vehicle width direction, a pair of left and right under frames F3 connected to the lower end of the main frame F2 and curved rearward of the vehicle body, an upright portion F4 erected upward from the rear end of the under frame F3, and a pair of left and right rear frames F6 connected to the upright portion F4 and extending rearward of the vehicle body. A bent tube F5 connecting the left and right rising portions F4 is connected to the front portion of the rising portion F4.

The steering rod 34 is pivotally supported on the head pipe F1 so as to be rotatable. The steering handle 2 is fixed to an upper end portion of the steering rod 34, and the bottom beam 32 that supports an upper end portion of the front fork 9 is fixed to a lower end portion thereof. The seat 23 is attached to a seat base 29 so as to be openable and closable with a vehicle body front side end portion as an axis. A battery case 40 is disposed below the seat base 29, and houses two main batteries (high-voltage batteries) B1 arranged in the vehicle width direction for supplying electric power to the motor M. The rated voltage of the main battery B1 is, for example, 48V.

The battery case 40 is accommodated in a space between the pair of right and left rising portions F4 at the rear of the bent pipe F5. The under-seat cover 24 (see fig. 1) extends from the front of the bent pipe F5 to the sides of the right and left upright portions F4 so as to cover the front and sides of the battery case 40. Below the low floor panel 25, a storage case 30 is disposed that stores a sub battery (low-voltage battery) B2 for supplying electric power to auxiliary equipment such as the headlamps 7 and electrical components such as fuses. The rated voltage of the sub battery B2 is, for example, 12V.

A cover member 38 that receives traveling wind from the front of the vehicle body in front of the rear fender 17 is disposed on the rear surface side of the battery case 40. A PCU (power control unit) 39 for controlling the supply of electric power to the motor M is disposed above and on the rear surface side of the battery case 40. PCU39 having a plurality of fins is formed in a rectangular box shape in a vehicle body side view, and is disposed in a state where the vehicle body upper side is inclined rearward of the vehicle body than the vehicle body lower side. The PCU39 disposed above the rear wheel WR in a position forward of the vehicle body with respect to the axle S is housed between the rear frames F6 in a vehicle body side view, while the PCU39 is covered on its lower side by the side wall of the cover member 38. As shown in fig. 1, rear cowl 21 covers from the upper end of cover member 38 to the upper end of rear frame F6, and has a function of protecting the vehicle-widthwise outer side of PCU 39.

Fig. 3 is a perspective view of the electric motorcycle 1 shown in fig. 2 as viewed from obliquely left upward. The windshield 4 is fixed to a rod-shaped stay member 4b by a fastening member 4a, and the stay member 4b is attached to the steering handle 2. Two main batteries B1 aligned in the vehicle width direction are housed in the battery case 40 provided inside the seat lower cover 24. The main battery B1 is in a state of being removable by pulling the handle 41 upward.

A cross member F7 connected to the lower end portions of the main frames F2 and connecting the left and right under frames F3 to each other is disposed between the left and right under frames F3. A support frame 43 extending rearward of the vehicle body and supporting the lower surface of the storage case 30 is connected to the center of the cross member F7 in the vehicle width direction. A support plate F8 for supporting the low floor panel 25 is attached to the upper surface of the left and right under frames F3. A gusset F9 that reinforces the upright portion F4 and that is bent upward rearward of the vehicle body is disposed behind the support plate F8.

A brake pedal 26 is disposed behind the cross member F7 and near the right underframe F3 in the vehicle width direction, and a step portion of the brake pedal 26 protrudes upward from the opening formed in the low floor pan 25. The brake pedal 26 is pivotally supported by a pedal swing shaft 42 fixed to a support plate F8 on the right side in the vehicle width direction. An operating force distribution mechanism 60 including the brake pedal 26 is disposed on the vehicle width direction inner side of the pedal swing shaft 42.

The electric motorcycle 1 of the present embodiment has a front-rear interlocking brake system that operates the front wheel brake BF by operating a brake lever (see fig. 13) provided on the right steering handle 2, and that operates both the rear wheel brake BR and the front wheel brake BF when the brake pedal 26 is operated. Only one front wheel brake cable 406 is connected to the front wheel brake BF.

A rear wheel brake cable 150 for distributing the operating force of the brake pedal 26 to the rear wheel brake BR and an interlocking cable 100 for actuating the front wheel brake BF are connected to the operating force distribution mechanism 60. The rear wheel brake cable 150 extends from the operating force distribution mechanism 60 toward the front of the vehicle body, bends toward the front of the main frame F2, and then is guided to the rear of the vehicle body along the left underframe F3 in the vehicle width direction. On the other hand, the interlocking cable 100 extends from the operating force distribution mechanism 60 toward the vehicle body front side, bends toward the vehicle body front side of the main frame F2, passes through the vehicle body rear side of the underframe F3, and is guided upward along the main frame F2.

Fig. 4 is an enlarged perspective view showing the structure of the brake pedal 26 and its surroundings. Fig. 5 is a partially enlarged left side view of the electric motorcycle 1 in fig. 2. The pedal swing shaft 42 of the brake pedal 26 is fixed to a pair of left and right fixing members 50 fixed to the support plate F8. The brake pedal 26 is pivotally supported on a pedal swing shaft 42 fixed to the vehicle body side so as to be swingable, and swings toward the vehicle body front side by stepping on a step portion 26a provided at the front end of a main body portion 70 extending toward the vehicle body front upper side, thereby operating the front wheel brake BF and the rear wheel brake BR.

A balancer 80 that distributes an operating force input to the brake pedal 26 to the rear wheel brake cable 150 and the interlocking cable 100 is pivotally supported at a position below the body portion 70 close to the brake pedal 26 so as to be freely swingable. The balancer 80 is a plate-like member elongated in the vehicle body vertical direction, and the rear wheel brake cable 150 is connected to a lower end portion of the balancer 80, and the coupling cable 100 is connected to an upper end portion of the balancer 80.

A spring support member 71 is fixed to a lower end portion of the main body portion 70 of the brake pedal 26, extends toward the vehicle width direction center side through a lower portion of the balancer 80, and then bends toward the vehicle body upper side. The other end of the return spring 300 is engaged with a through hole 71a formed in the bottom surface portion of the spring support member 71, and the return spring 300 applies a biasing force for returning the brake pedal 26 to the initial position. One end of the return spring 300 is engaged with the holder member 44 attached to the cross member F7. The initial position of the brake pedal 26 is defined by the stopper rubber 52 of the rubber bracket 51 provided on the support plate F8.

One end of a delay spring 301 is also engaged with the bracket member 44, and the delay spring 301 pulls the coupling shaft of the interlocking cable 100 coupled to the lower end of the balancer 80 toward the front of the vehicle body. The delay spring 301 has a function of swinging the balancer 80 in the clockwise direction in the vehicle body side view and abutting against the stopper member 90. The stopper member 90 is a separate member from the brake pedal 26, and is fixed to the pedal swing shaft 42 coaxially with the bolt 46 so as to be fixed so as not to swing toward the vehicle body side. Thus, the position of abutment against the stopper 90 is the initial position of the balancer 80. The initial position can be changed according to the shape and the fixed angle of the stopper member 90.

In the present embodiment, the brake pedal 26 is disposed offset to either the left or the right inside the pair of left and right under frames F3, the balancer 80 is disposed at the vehicle width direction inner side of the brake pedal 26, and the delay spring 301 and the return spring 300 are disposed at the vehicle width direction inner side of the balancer 80. Thus, the operating force distribution mechanism 60 can be disposed by effectively utilizing the space between the pair of left and right base frames F3 supporting the low floor pan 25, and the operating force distribution mechanism 60 can be protected by the base frame F3. Further, the operating force distribution mechanism 60 can be protected by the underframe F3 and the cross member F7 by the cross member F7 that is disposed in front of the brake pedal 26 in the vehicle body and extends in the vehicle width direction and connects the pair of left and right underframe F3.

As shown in fig. 5, in the present embodiment, the balancer 80 is disposed so as to overlap the underframe F3 in the vehicle body side view. This makes it possible to protect the balancer that affects the operational feeling of the brake pedal by the under frame.

A switch spring 251 for pulling an operation member of the stop lamp switch 250 is engaged with a through hole 71b formed in the upright portion of the spring support member 71. The wiring 252 of the stop lamp switch 250 is routed toward the front upper side of the vehicle body.

A parking brake mechanism held at a position where the brake pedal 26 is depressed is provided behind the vehicle body of the brake pedal 26. This is a mechanism that operates a parking brake operation member (not shown) provided near the steering handle 2 at a position where the brake pedal 26 is depressed, and causes the hook 47 pivotally supported by the rotary shaft 48 to swing forward to engage with the brake pedal 26, thereby locking the brake pedal 26. The hook 47 has the following structure: the hook 47 is engaged by a drum-shaped coupling member (タイコ)202 fixed to an end of the inner wire 201 of the parking brake cable 200, and the hook 47 is swung by operating the parking brake operating member against the elastic force of the spring 49.

Fig. 6 is a perspective view of the brake pedal 26. The brake pedal 26 is configured such that, in addition to the step portion 26a such as rubber attached to the main body portion 70 made of rolled steel plate or the like, a pipe member 75 pivotally supported by the pedal swing shaft 42 so as to be swingable is fixed to the upper extending portion 72, a balancer swing shaft 82 of a balancer 80 is fixed to the lower extending portion 74, and a spring support member 71 is fixed to the lower end portion of the lower extending portion 74. The rear protruding portion 73 constitutes an engagement portion with which the hook 47 of the parking brake mechanism is engaged. The spring bearing member 71 that passes below the balancer 80 and extends inward in the vehicle width direction also has a function of protecting the lower portion of the balancer 80.

Fig. 7 is a left side view of the balancer 80. Fig. 8 is a perspective view of the balancer 80 as viewed from the upper left of the vehicle body. The balancer 80 made of metal such as aluminum is configured such that a through hole 82a through which the balancer swing shaft 82 passes is provided substantially at the center of a thick plate-shaped body portion 84 that is elongated in the vehicle body vertical direction, and an upper side coupling shaft 81 for coupling the interlocking cable 100 and a lower side coupling shaft 83 for coupling the rear wheel brake cable 150 are attached. An abutment surface 85 that abuts against the stopper 90 is provided at a lower front end portion of the body portion 84.

In the present embodiment, the upper connecting shaft 81 connected to the interlocking cable 100 projects inward in the vehicle width direction, and the small diameter portion 83b of the lower connecting shaft 83 connected to the rear wheel brake cable 150 projects outward in the vehicle width direction.

Insertion holes

81a and 83c for fixing cotter pins are provided in the upper connecting shaft 81 and the small diameter portion 83b, respectively. An engagement groove 83a into which the other end of the delay spring 301 is engaged is formed in the lower connecting shaft 83 of the balancer 80 that protrudes inward in the vehicle width direction.

Fig. 9 is a left side view showing the structure of the operating force distribution mechanism 60. Fig. 10 is a perspective view of the operating force distribution mechanism 60 with the brake pedal 26 removed. The rear end of the interlocking cable 100 is connected to the upper connecting shaft 81 via an end fitting 101 provided with a through hole directed in the vehicle width direction. The rear wheel brake cable 150 is connected to the lower connecting shaft 83 via an end fitting 151.

In the operating force distribution mechanism 60, when the brake pedal 26 is depressed, the brake pedal 26 swings counterclockwise about the pedal swing shaft 42. Thus, the balancer oscillating shaft 82 moves to the vehicle body rear side. At this time, since the balancer 80 is biased clockwise by the elastic force of the delay spring 301 and is pressed against the stopper member 90, only the lower coupling shaft 83 moves rearward of the vehicle body, and the rear wheel brake cable 150 starts to be pulled.

When the brake pedal 26 is further depressed to start the generation of the braking force by the rear wheel brake BR, the rear wheel brake cable 150 is less likely to be pulled further, and therefore the balancer 80 starts to swing in the clockwise direction about the balancer swing shaft 82. At the beginning of the swing operation, the upper connecting shaft 81 moves toward the rear of the vehicle body, and the interlocking cable 100 starts to be pulled. That is, the rear wheel brake BR is preferentially operated in a state where the brake pedal 26 is lightly depressed, and the front wheel brake BF starts to be operated when the brake pedal is further depressed from a position where the brake force is generated by the rear wheel brake BR. This makes it possible to obtain a natural braking feeling.

In the present embodiment, since the balancer 80 is disposed at a position lower than the pedal swing shaft 42 of the brake pedal 26 toward the vehicle body, the distance between the back surface of the low floor pan 25 and the pedal swing shaft 42 of the brake pedal 26 can be shortened as compared with a configuration in which the balancer 80 is disposed above the pedal swing shaft 42 of the brake pedal 26 toward the vehicle body. This makes it possible to reduce the size of the brake pedal 26 while keeping the floor surface of the low floor pan 25 low.

Further, by configuring such that one end portion of the delay spring 301 biasing the swinging operation of the balancer 80 in one direction is engaged with the vehicle body side and the other end portion of the delay spring 301 is engaged with the lower side connecting shaft 83 of the balancer 80, the rear wheel brake cable 150 can be connected to the vehicle width direction outer side of the lower side connecting shaft 83 and the delay spring 301 can be engaged with the vehicle width direction inner side of the lower side connecting shaft 83 across the balancer 80. Accordingly, the height dimension of the balancer 80 can be reduced as compared with a configuration in which the coupling portion of the rear wheel brake cable and the engagement portion of the delay spring are arranged offset in the vertical direction.

Further, since the return spring 300 and the delay spring 301 are disposed so as to overlap each other in the vehicle body side view, the height direction dimension around the brake pedal 26 can be reduced. This further reduces the floor surface of the low floor panel 25, thereby improving the boarding and alighting performance. Further, by disposing the engaging portion of the return spring 300 and the engaging portion of the delay spring 301 close to each other, the return spring 300 and the delay spring 301 return to the initial positions substantially in synchronization when the brake pedal 26 is released, and the operational feeling of the brake pedal 26 can be prevented from being affected by both types of spring biasing forces.

Fig. 11 is a plan view showing the brake pedal 26 and its surrounding structure. Fig. 12 is an enlarged perspective view of the operating force distribution mechanism 60. As described above, the balancer 80 is a plate-like member whose longitudinal direction is directed in the vehicle body vertical direction, the rear wheel brake cable 150 is connected to one surface side of the balancer 80, and the coupling cable 100 is connected to the other surface side of the balancer 80. This prevents interference between the rear wheel brake cable 150 and the interlocking cable 100. Specifically, when the interlocking cable 100 is configured to extend from the balancer 80 toward the front of the vehicle body, and the rear wheel brake cable 150 is configured to extend from the balancer 80 toward the front of the vehicle body and then bend toward the rear of the vehicle body, the two

cables

100 and 150 can be arranged reasonably.

Fig. 13 is a plan view showing the results of the brake lever 400 and its surroundings. The electric motorcycle 1 of the present embodiment is provided with a brake lever 400 attached to the right steering handle 2. A lever bracket 402 that pivotally supports the brake lever 400 so as to be swingable is fixed to the handle pipe 2b constituting the steering handle 2. A switch box 413 having various handle switches is fixed to the outside of the lever frame 402 in the vehicle width direction, and a handle grip 2a having a heater operated by electric power supplied from the wire harness 408 is attached to the outside of the switch box 413 in the vehicle width direction. A pillar bracket 407 that supports the pillar member 4b of the windshield 4 is attached to the vehicle width direction inner side of the rod bracket 402.

The attachment boss 409 of the mirror 3 provided on the lever bracket 402 is disposed in front of the vehicle body: a lever swing shaft 401 for pivotally supporting the brake lever 400 so as to be swingable, and an operation member swing shaft 405 for holding the lock operation member 403 at a position where the brake lever 400 is gripped. The brake lever 400 is biased in a direction to return to the initial position by a return spring 415 wound coaxially with the lever swing shaft 401.

Further, the lock operation member 403 is biased in a direction to return to the initial position by a return spring 404 wound coaxially with the operator swing shaft 405. The front wheel brake cable 406 is coupled to the front end of the lever frame 402. A push rod (ノッカー)500 (a hatched portion shown by a dot) is disposed on the rear surface side of the lever frame 402, and the push rod 500 transmits the operation force input via the interlocking cable 100 to the front wheel brake cable 406.

Fig. 14 is a perspective view of the brake lever 400 viewed from the lower surface side. The main body portion 450 of the brake lever 400 made of metal such as aluminum has: a through hole 453 through which the lever swinging shaft 401 passes, a pressing portion 452 that presses a part of the push lever 500 when the brake lever 400 is operated, and an engagement recess 454 into which the lock operation member 403 engages when the brake lever 400 is locked.

Fig. 15 is a top view of the push rod 500. Fig. 16 is a rear view of the push rod 500, fig. 17 is a left side view of the push rod 500, and fig. 18 is a bottom view of the push rod 500. The push rod 500 formed of metal such as aluminum includes: the push rod swing shaft 401 includes a push rod body 501 having a through hole 502 through which the rod swing shaft 401 passes, and a vertically long plate-like extending portion 504 extending rearward of the vehicle body from the push rod body 501. A through hole 505 for connecting the interlocking cable 100 is formed at the rear end of the extension portion 504.

An engagement groove 506 for accommodating an inner wire (see fig. 19) of the front wheel brake cable 406 is formed on the vehicle body front side of the push rod body 501, and a circular recess 508 for accommodating a drum-shaped coupling member provided at an end of the inner wire is formed on the rear side of the push rod body 501. A contact portion 503 that contacts the pressing portion 452 of the brake lever 400 is formed on the front surface portion of the push rod body portion 501 on the outside in the vehicle width direction. The extension portion 504 is shaped to extend downward and rearward from the lower surface of the push rod body portion 501. A positioning protrusion 507 that comes into contact with the lever holder 402 and defines the initial position of the plunger 500 is provided near the circular recess 508.

Fig. 19 is a bottom view showing the structure of the push rod 500 and its surroundings. Fig. 20 is a perspective view of the push rod 500 and its surrounding structure as viewed from obliquely rear and upper right of the vehicle body. The push rod 500 is swingable with respect to the lever frame 402 and the brake lever 400 by the lever swing shaft 401. A drum-shaped link member 421 fixed to one end of the inner wire 420 of the front wheel brake wire 406 is accommodated in the circular recess 508 of the push rod 500. With this configuration, in the present embodiment, when the brake lever 400 is operated, the pressing portion 452 of the brake lever 400 presses the contact portion 503 of the push rod 500, whereby the push rod 500 is swung, and the front wheel brake BF is operated.

On the other hand, a pulling shaft 156 is fixed to the vehicle body rear side end portion of the extending portion 504, and the pulling shaft 156 is engaged with a pulling member 154 pulled by the interlocking cable 100. Accordingly, even when the inner wire of the interlocking cable 100 is pulled by the operation of the brake pedal 26, the push rod 500 is swung in one direction, and the front wheel brake BF is operated. An end of the interlocking cable 100 is connected to a cylindrical member 152 that houses a coil spring 153, and an operating force transmitted to the interlocking cable 100 is transmitted to a pulling member 154 via the coil spring 153.

A long hole 155 in which a pulling shaft 156 can slide is formed in a pulling member 154 formed by bending one plate member, thereby constituting a sliding mechanism of the pulling shaft 156. That is, when the brake lever 400 is operated, the pulling shaft 156 slides only in the elongated hole 155, and the interlocking cable 100 is not affected.

On the other hand, when the push rod 500 is swung by the operation of the brake pedal 26, the brake lever 400 is held at the initial position by the biasing force of the return spring 415, and therefore, the brake lever 400 that is not operated does not move and feels uncomfortable.

In the present embodiment, the front wheel brake cable 406 and the interlocking cable 100 are connected to the push rod 500 at positions facing each other through the rod swinging shaft 401. This prevents the outer tube from being divided as in the case of a configuration in which an operation force is applied to a position in the middle of the front wheel brake cable 406, and enables the front-rear interlocking brake system to be configured while suppressing an increase in the number of components. Further, since the front wheel brake cable 406 does not bend with the operation of the interlocking cable, it is not necessary to additionally secure a space for the front wheel brake cable 406 to escape, and the vehicle body can be downsized.

Further, the contact portion 503 is provided on the push rod 500, and the push rod 500 is swung by operating the brake lever 400 to pull the inner wire 420 of the front wheel brake cable 406, whereby a brake system can be obtained in which the push rod 500 is swung to operate the front wheel brake BF according to the operation of the brake pedal 26, and the push rod 500 is swung to operate the front wheel brake BF according to the operation of the brake lever 400.

Further, by making the push rod 500 elongated in the vehicle body front-rear direction, the base of the brake lever 400 is made compact, and the same appearance and operational feeling as those of a brake lever of a general brake system can be easily obtained.

Further, since the interlocking cable 100 is connected to the push rod 500 at the vehicle rear side of the front wheel brake cable 406 connected to the vehicle front side of the push rod 500, the interlocking cable 100 and the front wheel brake cable 406 can be prevented from crossing in the vicinity of the steering handle 2, and the degree of freedom in wiring the two cables can be improved.

Further, by disposing the coupling portion between the push rod 500 and the interlocking cable 100 at a position offset toward the lower side of the vehicle body from the coupling portion of the front wheel brake cable 406, the brake lever 400 can be disposed at a level equal to the steering handle 2, so that the operability of the brake lever 400 is maintained, and by disposing the coupling portion of the interlocking cable 100 at a position offset toward the lower side of the vehicle body from the brake lever 400, it is difficult to see the push rod 500 and the interlocking cable 100 from the outside.

Further, by providing the positioning protrusion 507 on the push lever 500 to abut against the lever bracket 402 to define the initial position of the push lever 500, the initial positions of the push lever 500 and the brake lever 400 can be defined with a simple configuration.

Fig. 21 is a perspective view of the steering handle 2 in a state where the hinge cover 600 is attached. The handle cover 33 covering the vehicle width direction center portion of the steering handle 2 is configured not to cover the vehicle width direction outer side of the switch case 413, and the push rod 500 is exposed to the outside. Thus, even when the push rod 500 is formed in a shape elongated in the vehicle longitudinal direction, maintenance around the brake lever 400 can be easily performed while suppressing an increase in size of the handle cover 33. As described above, since the push rod 500 is disposed on the rear surface side of the brake lever 400, the hinge cover 600 covering the portion of the steering handle 2 not covered by the handle cover 33 from the front of the vehicle body can be attached to improve convenience and appearance, although the range in which the push rod 500 is visible from the outside is small.

The form of the saddle-ride type vehicle, the form of the front and rear brakes, the shapes and structures of the brake lever and the brake pedal, the shapes and structures of the push rod and the balancer, the arrangement of the cables, and the like are not limited to the above-described embodiments, and various modifications are possible. The front-rear interlocking brake device of the present invention is not limited to the electric two-wheeled vehicle, and may be applied to a motorcycle, a saddle-ride type tricycle, a four-wheeled vehicle, and the like, which use an internal combustion engine as a power source.

Claims

1. A front-rear interlocking brake device for a saddle-ride type vehicle, which is applied to a saddle-ride type vehicle (1) in which a brake lever (400) is disposed on a steering handle (2) and a brake pedal (26) is disposed on a low floor panel (25) provided between the steering handle (2) and a seat (23), is characterized in that,

comprises a push rod (500) which is pivotally supported on a rod swinging shaft (401) of the brake rod (400) in a swinging manner,

a rear wheel brake cable (150) for transmitting the operating force of the brake pedal (26) to a rear wheel Brake (BR) and an interlocking cable (100) for transmitting the operating force of the brake pedal (26) to the push rod (500) are connected to the brake pedal (26),

a front wheel brake cable (406) for actuating a front wheel Brake (BF) and the interlocking cable (100) are connected to the push rod (500) at positions facing each other with the rod swinging shaft (401) therebetween.

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

the push rod (500) is provided with an abutting part (503), the abutting part (503) is pressed by the brake lever (400) when the brake lever (400) is operated,

by operating the brake lever (400), the push rod (500) swings to pull the inner wire (420) of the front wheel brake cable (406).

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

the push rod (500) is formed in a longitudinal shape in the front-rear direction of the vehicle body.

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

the interlocking cable (100) is connected to the push rod (500) on the vehicle body rear side of the front wheel brake cable (406) connected to the vehicle body front side of the push rod (500).

5. The tandem brake device for a saddle-ride type vehicle according to any one of claims 1 to 4,

the push rod (500) is not covered by a handle cover (33) covering the central part of the steering handle (2) in the vehicle width direction, but is exposed to the outside.

6. The tandem brake device for a saddle-ride type vehicle according to any one of claims 1 to 5,

the connection part between the push rod (500) and the linkage cable (100) is disposed offset downward of the vehicle body from the connection part between the push rod (500) and the front wheel brake cable (406).

7. The tandem brake device for a saddle-ride type vehicle according to any one of claims 1 to 6,

a sliding mechanism is provided at the connection between the push rod (500) and the interlocking cable (100), and the sliding mechanism does not transmit the swinging motion of the push rod (500) to the interlocking cable (100) along with the operation of the brake lever (400).

8. The tandem brake device for a saddle-ride type vehicle according to any one of claims 1 to 7,

the push rod (500) is provided with a positioning protrusion (507), and the positioning protrusion (507) is abutted with a rod frame (402) which supports the brake rod (400) in a freely swinging mode to regulate the initial position of the push rod (500).