JP2001310784A - Scooter type vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To minimize thermal influences of a radiator on a brake hydraulic control unit. SOLUTION: A scooter type vehicle 10 is so constructed that a low-slung footboard 23 where a deriver's feet are rested in along a body cover 20 enclosing a body frame 11, and that a brake hydraulic control unit 44 for brake equipment and a radiator 112 for a water-cooled engine are arranged in the body cover 20. The brake hydraulic control unit 44 is located under the low- slung footboard 23 and forward of the radiator 112.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a scooter type vehicle, and more particularly to an arrangement of a brake fluid pressure control unit of a brake device.

[0002]

2. Description of the Related Art FIG. 7 is a side view of a conventional scooter type vehicle. The conventional scooter type vehicle 200 has a water-cooled engine 20
1, a low-floor footrest plate 203 on which a driver's feet rest is placed along a body cover 202 that covers a body frame, and a body cover 20 that covers the body frame.
2, a radiator 204 for a water-cooled engine, a brake fluid pressure control unit 205 of a brake device, and a water-cooled engine 201 are arranged in this order from the front. The radiator 204 is cooled by the traveling wind introduced from the front opening of the body cover 202, and the hot exhaust air after cooling the radiator 204 can pass through the inside of the body cover 202 and be guided to the outside of the vehicle body.

[0003]

However, in the conventional scooter type vehicle 200, the brake fluid pressure control unit 205 is disposed behind the radiator 204, so that the exhaust air after cooling the radiator 204 is heated. The brake fluid pressure control unit 205 will be exposed.
Particularly, since the exhaust hot air passes through the inside of the tunnel-shaped body cover 202, the exhaust hot air can be directly blown to the brake fluid pressure control unit 205 in the body cover 202.
It is preferable that the brake fluid pressure control unit 205 includes electric components such as a motor and a solenoid, and that the brake oil is flowing, and that the ambient temperature is low. For this reason, it is necessary to consider that the brake fluid pressure control unit 205 is covered with a cover so as not to be affected by the heat of the exhaust air, and there is room for improvement since the number of parts increases.

It is an object of the present invention to provide a technique capable of minimizing a thermal influence from a radiator on a brake fluid pressure control unit.

[0005]

In order to achieve the above object, a first aspect of the present invention is to provide a low-floor footrest plate on which a driver's foot rests on a body cover that covers a body frame, and a water-cooled engine inside the body cover. In a scooter type vehicle in which a radiator for use and a brake fluid pressure control unit of a brake device are arranged, the brake fluid pressure control unit is arranged below the low floor type footrest and before the radiator.

[0006] In the interior of the body cover, there is a relatively large space below the low floor footrest plate. A brake fluid pressure control unit was placed in the large space. The traveling wind introduced from the front of the body cover cools the radiator after passing around the brake fluid pressure control unit. The exhaust hot air after cooling the radiator flows out of the body cover to the rear of the vehicle body.

[0007]

Embodiments of the present invention will be described below with reference to the accompanying drawings. Note that "before", "after",
“Left”, “right”, “up”, and “down” follow directions viewed from the driver, and Fr indicates the front side, Rr indicates the rear side, L indicates the left side, and R indicates the right side. Also, the drawings should be viewed in the direction of reference numerals.

FIG. 1 is a left side view of a scooter type vehicle according to the present invention. The scooter type vehicle 10 includes a double cradle type body frame 11, a front fork 13 attached to a head pipe 12 of the body frame 11, a front wheel 14 attached to the front fork 13, and a handle 15 connected to the front fork 13. A swing unit 16 attached to the upper rear of the body frame 11, a rear wheel 17 attached to the rear of the swing unit 16,
1 is a motorcycle mainly including a rear suspension 18 that suspends a rear end of a swing unit 16, a seat 19 disposed on an upper rear portion of a body frame 11, and a body cover 20 that covers the body frame 11.

The body cover 20 includes a front cover 21 that covers a front portion of the head pipe 12 and an upper portion of the front wheel 14,
An inner cover 22 that covers the rear part of the front cover 21
And left and right low-floor footrests 23 (floor steps; only the left side is shown in this figure; the same applies hereinafter) on which the driver's feet are placed, and left and right floors extending downward from the outer edge of the floor steps 23 A skirt 24, an under cover 25 covering the lower edge of the floor skirt 24, a center cover 26 extending rearward from the inner cover 22 and covering the longitudinal center of the body frame 11, and a rear portion extending rearward from the center cover 26. Left and right side covers 27 covering both side surfaces, left and right lower side covers 28 extending downward from outer edges of the side covers 27, and a rear center cover 29 covering the lower rear end of the body frame 11 behind the lower side covers 28; Consists of

The low-floor footrest 23 is provided along the body cover 20. In the figure, 31 is a wind screen,
32 is a turn signal, 33 is a headlamp, 34 is a front fender, 35 is a main stand, 36 is an air cleaner, 37 is a tail lamp, and 38 is a rear fender.

Next, a braking device for braking the front and rear wheels 14, 17 will be described. FIG. 2 is a system diagram of a brake device for a scooter type vehicle according to the present invention. The brake device 40 is connected to the right grip 41 of the handle 15 (see FIG. 1).
A right brake lever 42R mounted near the R, a right master cylinder 43R that generates braking fluid pressure by operating the right brake lever 42R, a left brake lever 42L mounted near the left grip 41L of the handle 15, and a left brake The left master cylinder 43L, which generates braking hydraulic pressure by operating the lever 42L, and the right / left master cylinder 4
A brake fluid pressure control unit 44 for controlling braking fluid pressure from the 3R and 43L;
4 includes a hydraulic front disc brake 50 and a hydraulic rear disc brake 60 that are operated by the braking hydraulic pressure from the hydraulic pump.

The hydraulic front disc brake 50 is
Front brake disc 5 attached to the side of front wheel 14
1 and a front caliper 52 for braking the front brake disc 51. The front caliper 52
The first, second, and third pistons 52a to 52c brake the front brake disk 51.

A hydraulic rear disc brake 60 includes a rear brake disc 61 mounted on the side of the rear wheel 17,
Rear caliper 62 for braking rear brake disc 61
Consists of The rear caliper 62 brakes the rear brake disc 61 with the first and second pistons 62a and 62b.

The brake fluid pressure control unit 44 uses the braking fluid pressure of the right master cylinder 43R to control the front caliper 52.
, A second brake system 80 that operates the rear caliper 62 with the braking hydraulic pressure of the left master cylinder 43L, and a third brake system 80 that operates the front caliper 52 with the braking hydraulic pressure of the left master cylinder 43L. And a brake system 90.

The first brake system 70 includes first and third pistons 52a, 52a of the front caliper 52 in the right master cylinder 43R via the first hydraulic pressure valve 72 through the first hydraulic pressure passage 71.
c, and the first hydraulic valve 72 is connected downstream of the first hydraulic valve 72 (secondary side).
The front reserve tank 75 is connected to the front reserve tank 75 via the first return valve 74 via the return path 73, and the upstream side (primary side) of the first hydraulic valve 72 via the front pump 77 via the first liquid supply path 76 to the front reserve tank 75. Connected to. The upstream side and the downstream side of the first hydraulic valve 72 were connected by a bypass 79 having a check valve 79a.

The second brake system 80 connects the first and second pistons 62a, 62b of the rear caliper 62 to the left master cylinder 43L via a second hydraulic pressure path 82 via a second hydraulic pressure path 81. A rear reserve tank 85 is connected to a downstream side (secondary side) of the valve 82 via a second return valve 84 via a second return path 83, and a rear pump 87 and a check valve are connected to the rear reserve tank 85 via a second liquid supply path 86. It is connected to the upstream side (primary side) of the second hydraulic valve 82 via 88. The upstream and downstream sides of the second hydraulic valve 82 were connected by a bypass 89 having a check valve 89a.

The third brake system 90 is connected to the left master cylinder 43L via a delay valve 92 and a third hydraulic valve 93 via a third hydraulic passage 91 via the second piston 5 of the front caliper 52.
2b, a rear reserve tank 85 is connected to the downstream side (secondary side) of the third hydraulic valve 93 via a third return valve 95 through a third return path 94, and a third hydraulic pump is connected to the discharge side of the rear pump 87. Upstream side (primary side) of the third hydraulic valve 93 in the supply path 96
Are connected. The upstream side and the downstream side of the third hydraulic valve 93 were connected by a bypass 99 having a check valve 99a.

The delay valve 92 shuts off the supply of the hydraulic pressure to the hydraulic front disc brake 50 when the braking hydraulic pressure of the left master cylinder 43L is equal to or lower than a predetermined value. This valve is designed to delay the pressure supply from the hydraulic pressure supply to the hydraulic rear disc brake 60. Thus, pitching during braking can be suppressed.

The first and third hydraulic valves 72 and 93 are normally opened and closed only when a sensor (not shown) and an arithmetic means detect that the deceleration of the front wheel 14 has become larger than a predetermined value. It is a solenoid valve (electric control valve). The first and third return valves 74 and 95 are electromagnetic valves that are normally closed and are opened only when a sensor (not shown) and an arithmetic unit (not shown) detect that the deceleration of the front wheel 14 has become greater than a predetermined value. . The second hydraulic valve 82 is an electromagnetic valve that is normally open and is closed only when a sensor (not shown) and an arithmetic unit (not shown) detect that the deceleration of the rear wheel 17 has become larger than a predetermined value.
The second return valve 84 is an electromagnetic valve which is normally closed and is opened only when a sensor (not shown) and a calculating means detect that the deceleration of the rear wheel 17 has become larger than a predetermined value. The front and rear reserve tanks 75 and 85 are tanks for storing the brake fluid. Front and rear pumps 77, 87
Is driven by the power of the motor 101.

The first hydraulic passage 71 is connected to the right master cylinder 43
The first connecting from R to the brake fluid pressure control unit 44
From the main brake hose 102 and the brake fluid pressure control unit 44 to the first and third pistons 5 of the front caliper 52
First auxiliary brake hose 103 connected to 2a, 52c
And The second hydraulic pressure passage 81 is connected to the left master cylinder 43L.
A second main brake hose 104 connected from the brake fluid pressure control unit 44 to the brake fluid pressure control unit 44;
4, the first and second pistons 62a of the rear caliper 62,
And a second auxiliary brake hose 105 connected up to 62b. The third hydraulic pressure passage 91 is connected to the third main brake hose 106 connecting the left master cylinder 43L to the brake hydraulic pressure control unit 44, and the third hydraulic hose 106 is connected to the brake hydraulic pressure control unit 44 to the second piston 52b of the front caliper 52. And a sub brake hose 107.

As is apparent from the above description, the brake device 40 includes the delay valve 92 and the brake fluid pressure control unit 4.
4 and is mounted on the path between the left master cylinder 43L and the brake fluid pressure control unit 44 without being incorporated in the inside. For example, as shown in FIG. 2, a delay valve 92 is interposed in the middle of the third main brake hose 106. If the delay valve 92 is connected to the downstream side (secondary side) of the third hydraulic valve 93, the pressure loss on the downstream side increases, so that consideration must be given to maintaining the responsiveness to the front caliper 52. It is. On the other hand, in the present invention, since the delay valve 92 is connected to the upstream side (primary side) of the third hydraulic valve 93, no consideration is required for maintaining the responsiveness.

Further, a delay valve 92 is mounted on a path between the left master cylinder 43L and the brake fluid pressure control unit 44. Therefore, the structural change of the brake fluid pressure control unit 44 due to the provision of the delay valve 92 can be minimized. In addition, the inside of the brake fluid pressure control unit 44 does not become dense, processing of the third fluid pressure passage 91 is extremely easy, and cost increase due to structural change can be suppressed as much as possible.

Next, an outline of the operation of the brake device 40 will be described. When the right brake lever 42R is operated,
The braking hydraulic pressure generated from the right master cylinder 43R is the first hydraulic pressure.
Acting on the first and third pistons 52a and 52c of the front caliper 52 from the hydraulic pressure path 71 via the first hydraulic pressure valve 72,
Generates braking force. As a result, the front wheels 14 are braked. When the sensor and the calculation means (not shown) detect that the deceleration of the front wheel 14 has become larger than the predetermined value, the first hydraulic valve 72 is temporarily closed and the first return valve 74 is temporarily opened. become. As a result, even though the right brake lever 42R is operated, the braking hydraulic pressure acting on the first and third pistons 52a and 52c decreases, so that it is possible to relax the braking and recover the wheel speed of the front wheel 14. it can. After the recovery, the vehicle automatically returns to the original state promptly, and the braking force can be restored to reduce the speed.

When the left brake lever 42L is operated, the braking hydraulic pressure generated from the left master cylinder 43L is divided into two systems. First, the braking hydraulic pressure acts on the first and second pistons 62a and 62b of the rear caliper 62 from the second hydraulic pressure path 81 via the second hydraulic pressure valve 82 to generate a braking force. As a result, the rear wheel 17 is braked. The braking hydraulic pressure is supplied from the third hydraulic pressure path 91 through the delay valve 92 and the third hydraulic pressure valve 93 to the front caliper 5.
The second piston 52b acts on the second piston 52b to generate a braking force. As a result, the front wheels 14 are braked. In this way, the rear wheel 17 is braked first, and the front wheel 14 is slightly delayed.
Will be braked.

When the deceleration of the rear wheel 17 is detected to be larger than a predetermined value by an unillustrated sensor and arithmetic means, the second hydraulic valve 82 is temporarily closed and the second hydraulic valve 82 is closed.
The return valve 84 is temporarily opened. As a result, despite the operation of the left brake lever 42L, the braking hydraulic pressure acting on the first and second pistons 62a, 62b of the rear caliper 62 decreases, so that the braking is released and the wheel speed of the rear wheel 17 is reduced. You can recover. After the recovery, the vehicle automatically returns to the original state promptly, and the braking force can be restored to reduce the speed.

When the sensor and the calculation means (not shown) detect that the deceleration of the front wheel 14 has become larger than a predetermined value while the left brake lever 42L is operated, the third hydraulic valve 93 is temporarily turned off. And the third return valve 95 is temporarily opened. As a result, despite the operation of the left brake lever 42L, the braking hydraulic pressure acting on the second piston 52b of the front caliper 52 decreases, so that braking can be relaxed and the wheel speed of the front wheels 14 can be restored. . After the recovery, the vehicle automatically returns to the original state promptly, and the braking force can be restored to reduce the speed.

FIG. 3 is a side view of the central portion (with the body cover removed) of the motorcycle according to the present invention. The brake fluid pressure control unit 44 and the fuel This shows that the tank 111 and the radiator 112 for the water-cooled engine are arranged, and the swing unit 16 is arranged behind the cradle space. The swing unit 16 is formed by integrally combining a rear transmission mechanism 114 with a front water-cooled engine 113,
This is a so-called swing type power unit with a built-in rear wheel power transmission mechanism, the front part of which is attached to the vehicle body frame 11 by a link mechanism 115.

The present invention relates to a brake fluid pressure control unit 44.
Is arranged before the radiator 112. Specifically, the concave portion 1 is provided at the lower rear portion of the fuel tank 111.
11a, the brake fluid pressure control unit 44 was arranged in the space of the concave portion 111a, and the radiator 112 was arranged behind the brake fluid pressure control unit 44.

The radiator 112 disposed immediately after the fuel tank 111 and the brake fluid pressure control unit 44 has a fan 116 at the rear, and the exhaust hot air from the radiator 112 is provided behind the fan 116 (behind the radiator 112). In this figure, a substantially inverted L-shaped deflecting plate 117 is provided for guiding the body to the outside of the vehicle. The under cover 25 is disposed below the fan 116 and on the deflecting plate 11 in order to discharge the wind (exhausted hot air) whose direction has been changed by the deflecting plate 117 to the outside.
7, a discharge port 25a is opened. Outlet 2
5a is a large number of louver straightening plates 25b facing obliquely rearward.
(... indicates a plurality, the same applies hereinafter.) The louvers 25b and the deflecting plate 117 play a role of a rectifying mechanism for adjusting the flow of wind.

In this figure, the front lower part of the front cover 21 and the lower front part of the under cover 25 of the body cover 20 are covered with a front lower cover 118, and the radiator ventilation openings 118a are opened in the front lower cover 118. Is shown. 121 is a strainer, 122 is a fuel pump, 123 is a radiator reserve tank, 124
Is a filler cap, 125 is a filler hose, 126
Is a discharge hose, 127 is a return hose, 128 is an overflow hose, 129 and 129 are left and right traveling wind guide plates.

FIG. 4 is an exploded perspective view of the vehicle body frame and the fuel tank according to the present invention. The body frame 11 has a main frame 131 having an inverted “H” shape in a side view.
(One front pipe 132 in the front half, a Y-joint 133 in the center, and left and right rear pipes 134, 13 in the rear half
4 ), The front end is connected to the head pipe 12 and the front pipe 132, and the rear end is connected to the rear pipe 134,
The left and right sub-frames 135 and 135 are substantially U-shaped in side view and connected to the sub-frame 134.

The vehicle body frame 11 has bolts 141 and 141 for mounting the upper part of the fuel tank 111 on the side of the front pipe 132 and a hanger 142 on the front side of the left sub-frame 135. Bosses 143 and 143 for attaching a front portion, a flat cross member 144 extending between rear portions of left and right subframes 135 and 135, and a bracket 145 for attaching a lower rear portion of the fuel tank 111 to a front portion of the cross member 144. Is provided.

FIG. 5 is a sectional view taken along line 5-5 of FIG.
Is disposed below the left and right low-floor footrests 23, 23 and before the radiator 112. In the interior of the body cover 20, there is a relatively large space below the low floor type footrest plates 23, 23. By effectively utilizing the wide space, the brake fluid pressure control unit 44 can be easily arranged.

The radiator 112 is configured such that left and right lower portions are brackets 146 and 14 of the left and right sub-frames 135 and 135.
6 and the upper left is the bracket 14 of the Y-shaped joint 133.
7,147. The left and right traveling wind guide plates 129, 129 have their lower portions clipped to the low floor footrests 23, stays 148, 148 for the 23, and their upper portions clipped to the brackets 147, 147 of the Y-shaped joint 133. .

FIG. 6 is a perspective view of the brake fluid pressure control unit according to the present invention, and shows that the brake fluid pressure control unit 44 is mounted on the cross member 144 of the vehicle body frame 11. Specifically, the left and right unit mounts 151, 1 to which the brake fluid pressure control unit 44 is bolted are attached.
51 was bolted to the cross member 144.

Next, the relationship between the brake fluid pressure control unit 44 having the above configuration and the radiator 112 will be described with reference to FIG.
It will be described based on. The fan 116 behind the radiator 112 sucks wind from the front of the radiator 112. For this reason, the outside air becomes cooling air (including the running wind at the time of running the vehicle) and enters the radiator wind guide ports 118a.
It flows inside the body cover 20, passes around the fuel tank 111 and around the brake fluid pressure control unit 44, and enters the radiator 112 by being guided by the traveling wind guide plates 129 and 129. Exhaust air that has undergone heat exchange by passing through the radiator 112 is discharged from the fan 116 and changes the flow in the left-right direction and downward at the deflecting plate 117, and is discharged from the floor skirts 24, 24 (see FIG. It flows out from the outlet 25a of the cover 25 to the outside.

As is clear from the above description, since the brake fluid pressure control unit 44 is disposed before the radiator 112, the exhaust hot air from the radiator 112 does not hit the brake fluid pressure control unit 44. For this reason, the heat influence from the radiator 112 to the brake fluid pressure control unit 44 can be suppressed as much as possible, even though it is not necessary to consider the exhaust hot air such as covering the brake fluid pressure control unit 44 with a cover. In addition, since no cover is required, the number of parts can be reduced.

In the above embodiment of the present invention,
The left master cylinder 43L may be operated with a brake pedal instead of the left brake lever 42L.

[0039]

According to the present invention, the following effects are exhibited by the above configuration. In the first aspect, the brake fluid pressure control unit of the brake device is disposed before the radiator, so that the exhaust hot air of the radiator does not hit the brake fluid pressure control unit. For this reason, the heat influence from the radiator to the brake fluid pressure control unit can be suppressed as much as possible, even though it is not necessary to consider the hot air exhausted by covering the brake fluid pressure control unit with a cover. In addition, since no cover is required, the number of parts can be reduced. Furthermore, in the inside of the body cover, there is a relatively large space below the low-floor footrest plate. By effectively utilizing this wide space, the brake fluid pressure control unit can be easily arranged.

[Brief description of the drawings]

FIG. 1 is a left side view of a scooter type vehicle according to the present invention.

FIG. 2 is a system diagram of a brake device for a scooter type vehicle according to the present invention.

FIG. 3 is a side view of a central portion (with a body cover removed) of the motorcycle according to the present invention.

FIG. 4 is an exploded perspective view of a vehicle body frame and a fuel tank according to the present invention.

FIG. 5 is a sectional view taken along line 5-5 in FIG. 3;

FIG. 6 is a perspective view of a brake fluid pressure control unit according to the present invention.

FIG. 7 is a side view of a conventional scooter type vehicle.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 10 ... Scooter type vehicle, 11 ... Body frame, 20 ... Body cover, 23 ... Low floor type footrest board, 40 ... Brake device, 44 ... Brake fluid pressure control unit, 112 ... Radiator for water-cooled engine.

Claims (1)

[Claims] 1. A scooter type in which a low-floor footrest on which a driver's foot rests is placed on a body cover that covers a vehicle body frame, and a radiator for a water-cooled engine and a brake fluid pressure control unit of a brake device are arranged inside the body cover. A scooter-type vehicle, wherein the brake fluid pressure control unit is disposed below the low floor footrest and before the radiator.