JP2009067133A - Interlocking braking device of motorcycle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an interlocking braking device of a motorcycle capable of mounting each component of the interlocking braking device in a compact and easy manner while ensuring a space from a peripheral component. <P>SOLUTION: The interlocking braking device 50 of the motorcycle 10 comprises a hydraulic rear brake 52, a rear master cylinder 61 for feeding the hydraulic pressure according to the brake operation of a driver to the rear brake 52, and a pressure regulator 62 which regulates the hydraulic pressure in the rear master cylinder 61, and feeding the hydraulic pressure to a hydraulic front brake 53. The rear master cylinder 61 is integrated with the pressure regulator 62. The pressure regulator 62 is provided on the inner side a vehicle body of the rear master cylinder 61, and above the rocking range H of a swing arm 24 for rockingly and pivotally supporting a rear wheel RW of the motorcycle 10. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a motorcycle interlocking brake device, and more particularly to a motorcycle interlocking brake device including a pressure regulator integrated master cylinder in which a pressure regulator and a rear master cylinder are integrally formed.

  As a conventional interlocking brake device for a motorcycle, a structure in which a pressure regulator and a rear master cylinder are integrally formed in parallel is known (for example, see Patent Document 1).

Japanese Patent No. 3270194

  By the way, the operation part and the action part of the interlocking brake device of the motorcycle are distributed in each part of the vehicle for functional reasons. Therefore, when laying out each component of the interlocking brake device in each part of the vehicle, it is required to arrange each component so that it can be attached compactly and easily while ensuring a gap with the underbody component. In addition, although the brake path for supplying hydraulic oil from the operating section to the operating section becomes longer, it is necessary to route a brake path that provides high brake rigidity while ensuring a gap with peripheral components. However, in the interlocking brake device for a motorcycle described in Patent Document 1, each component of the interlocking brake device is described, but for a specific structure for actually laying out on the vehicle body, hose routing, etc. It was not mentioned.

  The present invention has been made in view of such problems, and an object of the present invention is to provide a motorcycle that can be compactly and easily attached to each component of the interlocking brake device while ensuring a gap with peripheral components. It is to provide an interlocking brake device.

  In order to achieve the above object, the invention described in claim 1 includes a hydraulic rear brake, a rear master cylinder that supplies the rear brake with a hydraulic pressure corresponding to a driver's brake operation, and a hydraulic pressure of the rear master cylinder. And a pressure regulator for supplying hydraulic pressure to a hydraulic front brake, and a motorcycle integrated brake device in which a rear master cylinder and a pressure regulator are integrally provided. In addition, the swing arm is provided above a swing range of a swing arm that pivotally supports a rear wheel of the vehicle.

  According to a second aspect of the invention, in addition to the configuration of the first aspect of the invention, the vehicle body frame includes a pillion step holding member, and the rear master cylinder and the pressure regulator are integrally provided. The body master cylinder is attached to the pillion step holding member.

  In addition to the configuration of the invention described in claim 1 or 2, the invention described in claim 3 includes a rear brake path connecting the pressure regulator and the rear brake, and an interlocking brake path connecting the pressure regulator and the front brake. The hydraulic pressure supply port for connecting the rear brake path and the interlocking brake path is formed toward the inner side in the vehicle width direction of the motorcycle.

  According to a fourth aspect of the present invention, in addition to the configuration of the first aspect of the present invention, the interlock brake path is connected to a rear elastic hose connected to the pressure regulator and a rear elastic hose. It has a metal intermediate pipe and a front elastic hose connected to the intermediate pipe, and the connecting portion between the intermediate pipe and the front elastic hose is arranged in front of the motorcycle head pipe and in the vicinity of the center in the vehicle width direction. It is characterized by being.

  According to the motorcycle interlocking brake device of the first aspect, the rear master cylinder that supplies the rear brake with a hydraulic pressure corresponding to the driver's brake operation, the hydraulic pressure of the rear master cylinder is adjusted, and the hydraulic front And a pressure regulator for supplying hydraulic pressure to the brake, and the pressure regulator is located on the inner side of the rear master cylinder in the vehicle body and has a swing range of a swing arm that pivotally supports the rear wheel of the vehicle. Since it is provided on the upper side, each component part of the interlocking brake device can be compactly and easily attached while ensuring a gap with peripheral parts.

  According to the motorcycle interlocking brake device of the second aspect, the vehicle body frame has a pillion step holding member, and the pressure master integrated master cylinder provided integrally with the rear master cylinder and the pressure regulator is a pillion step. Since it is attached to the holding member, it is possible to attach the pressure regulator integrated master cylinder compactly and easily while reliably avoiding interference with the swing arm that swings as the vehicle travels.

  According to the interlock brake device for a motorcycle according to claim 3, the motorcycle includes a rear brake path that connects the pressure regulator and the rear brake, and an interlock brake path that connects the pressure regulator and the front brake. Since the hydraulic supply port for connecting the rear brake path and the interlocking brake path is formed toward the inner side in the vehicle width direction of the motorcycle, the length of each brake path from the pressure regulator to the front brake and the rear brake Can be shortened. In addition, since it is possible to easily route each brake path while ensuring a gap with peripheral parts, the appearance of the motorcycle can be improved.

  According to the interlock brake device for a motorcycle according to claim 4, the interlock brake path is connected to the rear elastic hose connected to the pressure regulator, the metal intermediate pipe connected to the rear elastic hose, and the intermediate pipe. A connecting portion between the intermediate pipe and the front elastic hose is disposed in front of the head pipe of the motorcycle and in the vicinity of the center in the vehicle width direction. It is possible to route the interlocking brake route by securing a gap between the route hoses and the peripheral parts such as the headlight. Moreover, since a metal intermediate pipe is disposed between the rear elastic hose and the front elastic hose, high brake rigidity can be obtained.

Hereinafter, an embodiment of an interlocking brake device for a motorcycle according to the present invention will be described in detail with reference to the accompanying drawings. The drawings are viewed in the direction of the reference numerals.
FIG. 1 is a side view of a motorcycle equipped with a motorcycle interlocking brake device according to the present invention, FIG. 2 is a side view for explaining the overall configuration of the interlocking brake device, and FIG. 3 is an overall configuration of the interlocking brake device. FIG. 4 is a plan view for explaining the arrangement position of the master cylinder integrated with the pressure regulator, FIG. 5 is an enlarged side view of the main part for explaining the arrangement position of the master cylinder integrated with the pressure regulator, and FIG. FIG. 6 is a plan view of the pressure regulator integrated master cylinder shown in FIG. 5 as viewed from above, FIG. 7 is a cross-sectional view taken along line AA in FIG. 4, and FIG. 8 is a pressure regulator integrated type. FIG. 9 is a graph showing a characteristic curve of the pressure regulator, FIG. 10 is a partially cutaway plan view of the front brake mechanism provided on the handle, as viewed from above, and FIG. Is the CFC shown in FIG. Partially cut rear view viewed brake mechanism from below, FIG. 12 is a front view of the front brake mechanism shown in FIG. 10 from the front. In the following description, front and rear, left and right, and top and bottom are indicated as Fr in the front, Rr in the rear, L in the left, R in the left, R in the right, U in the upper, and D in the lower according to the direction viewed from the driver.

  As shown in FIG. 1, the motorcycle 10 of the present embodiment includes a vehicle body frame 11. The vehicle body frame 11 rotatably supports a front fork 12 as shown in FIGS. The head pipe 13, the main frame 14 that extends rearward and downward from the head pipe 13, a pair of left and right pivot plates 15 that are joined to the rear portion of the main frame 14 and extend downward, and the rear side surface of the main frame 14 that is joined to the rear side of the main frame 14 A pair of left and right rear frames 16, a reinforcing frame 17 connecting the rear end of the main frame 14 and the middle portion of the rear frame 16, and a pillion step holding member 18 attached to the side surface of the pivot plate 15. . The above-described members of the body frame 11 are joined by welding or the like.

  A front wheel FW is pivotally supported at the lower end of the front fork 12, and a handle 21 is attached to the upper end of the front fork 12. A front fender 22 that covers the front wheel FW is attached to the front fork 12.

  A swing arm 24 that pivotally supports the rear wheel RW is swingably supported by the pair of left and right pivot plates 15 via a pivot shaft 23. A rear shock 25 is provided between the rear frame 16 of the vehicle body frame 11 and the rear end of the swing arm 24.

  A power unit P configured by integrating the engine E and the transmission M is disposed below the main frame 14. The power unit P includes a hanger plate 26 and a pivot plate 15 provided at an intermediate portion of the main frame 14. Supported by

  A throttle body 28 that adjusts the amount of air-fuel mixture supplied to the engine E is connected to the upper side wall of the cylinder head 27 of the engine E. An air cleaner 29 that cleans intake air is connected to the upstream end of the throttle body 28. Is connected. An exhaust pipe 30 is connected to the lower side wall of the cylinder head 27.

  In FIG. 1, reference numeral 31 is a front side cover, reference numeral 32 is a leg shield, reference numeral 33 is a front cover, reference numeral 34 is an inner cover, reference numeral 35 is a rear side cover, reference numeral 36 is a rear fender, reference numeral 37 is a seat, reference numeral 38 is Grab rail, reference numeral 39 is a headlight, reference numeral 40 is a brake lamp, reference numeral 41 is a brake pedal, and reference numeral 43 is a pillion step.

  In this embodiment, as shown in FIGS. 2 to 6, the motorcycle 10 is provided with an interlocking brake device 50, and the interlocking brake device 50 includes a pressure regulator integrated master cylinder 51 and a rear wheel RW. A disc hydraulic rear brake 52 that applies a braking force to the front wheel FW, a disc hydraulic front brake 53 that applies a braking force to the front wheel FW, a rear brake path 54 that supplies hydraulic oil to the rear brake 52, and a front brake 53 And an interlocking brake path 55 for supplying hydraulic oil to the vehicle.

  As shown in FIGS. 5 and 6, the pressure regulator integrated master cylinder 51 is formed by integrally forming a rear master cylinder 61 and a pressure regulator 62, and is formed on the inner side in the vehicle width direction of the pillion step holding member 18. Are fixed by bolts 63. Further, the pressure regulator 62 is arranged to be offset upward with respect to the rear master cylinder 61. Further, the pressure regulator 62 is disposed above the swing range H (see FIG. 7) of the swing arm 24. Thereby, even if the swing arm 24 swings up and down as the motorcycle 10 travels, the swing arm 24 and the pressure regulator 62 do not interfere with each other. The structure and operation of the pressure regulator integrated master cylinder 51 will be described in detail later.

  In addition, hydraulic pressure supply ports 64 and 65 for connecting the rear brake path 54 and the interlocking brake path 55 are formed in the pressure regulator 62 toward the inner side in the vehicle width direction of the motorcycle 10. The rear master cylinder 61 is connected to a reserve tank 67 fixed to the rear frame 16 via a hose 66.

  A brake pedal 41 is pivotally supported at the lower end portion of the pivot plate 15 on the right side of the vehicle body, and a lever 41a formed at the rear end portion of the brake pedal 41 is connected via a joint bracket 68 and a connecting rod 69. To the piston 70 of the rear master cylinder 61.

  The rear brake path 54 is, for example, an elastic hose made of pressure-resistant rubber, and connects the hydraulic pressure supply port 64 of the pressure regulator 62 and the rear brake caliper 52 a of the rear brake 52. The rear brake caliper 52a is driven by hydraulic oil supplied from the rear brake path 54, and applies a braking force to the rear wheel RW by sandwiching a rear brake rotor 52b fixed to the rear wheel RW. Further, an intermediate portion of the rear brake path 54 is fixed to the swing arm 24 by the fixtures 71 and 71.

  The interlocking brake path 55 includes a rear elastic hose 72 connected to the hydraulic pressure supply port 65 of the pressure regulator 62, a metal intermediate pipe 73 connected to the rear elastic hose 72, and a front elastic hose connected to the intermediate pipe 73. 74, and the hydraulic pressure supply port 65 of the pressure regulator 62 is connected to the front brake mechanism 110 of the front brake 53 described later. Further, a front brake caliper 53 a is connected to the front brake mechanism 110 via a brake hose 75. The front brake caliper 53a is driven by hydraulic oil supplied from the brake hose 75, and applies a braking force to the front wheel FW by sandwiching the front brake rotor 53b fixed to the front wheel FW.

  The rear elastic hose 72, the front elastic hose 74, and the brake hose 75 are, for example, elastic hoses made of pressure-resistant rubber, and have flexibility. The intermediate pipe 73 is, for example, an iron pipe, extends from the rear to the front along the main frame 14, and is routed across the main frame 14 from the right side to the left side.

  Here, the interlocking brake path 55 has a long overall length in order to guide the hydraulic oil from the pressure regulator integrated master cylinder 51 disposed in the approximate center of the vehicle body to the front brake 53. For example, if the entire path is configured by an elastic hose. The elastic hose expands due to the pressure of the hydraulic oil, and the brake rigidity may be insufficient. However, in this embodiment, since the metal intermediate pipe 73 having high rigidity is used for a part of the interlocking brake path 55, high brake rigidity can be obtained.

  In the present embodiment, the connecting portion 76 between the intermediate pipe 73 and the front elastic hose 74 is disposed in front of the head pipe 13 of the vehicle body frame 11 and in the vicinity of the center in the vehicle width direction. This avoids interference between the interlocking brake path 55 and peripheral components such as the headlight 39 during steering of the steering wheel.

  Next, the configuration and operation of the pressure regulator integrated master cylinder 51 will be described in detail with reference to FIGS.

  As shown in FIG. 7, the pressure regulator integrated master cylinder 51 includes a rear master cylinder 61 and a pressure regulator 62 integrally. The rear master cylinder 61 is for generating pressure in the hydraulic oil when the brake pedal 41 is operated, and the piston 70 is slidably fitted in a cylinder chamber 82 formed in the cylinder body 81. Cup seals 83, 83 are disposed at both ends of the piston 70 to seal between the cylinder chamber 82 and the piston 70 in a liquid-tight manner, and a hydraulic chamber 84 is formed in the cylinder chamber 82 above the piston 70. . Further, a return spring 85 is disposed in the hydraulic chamber 84, and urges the piston 70 downward in the drawing (in other words, in a direction of increasing the volume of the hydraulic chamber 84).

  The piston 70 is connected to the brake pedal 41 via a connecting rod 69 and a joint bracket 68. When the brake pedal 41 is operated, the piston 70 moves upward in the figure and operates in the hydraulic chamber 84. Increase oil pressure.

  The pressure regulator 62 is offset upward with respect to the cylinder chamber 82 and has a pressure regulating cylinder chamber 86 formed parallel to the cylinder chamber 82 and a smaller diameter than the pressure regulating cylinder chamber 86. And a valve chamber 93 formed continuously upward. Further, a rubber valve seal 96 is disposed at a step portion between the pressure regulating cylinder chamber 86 and the valve chamber 93. Further, the cylinder chamber 82 and the pressure regulating cylinder chamber 86 are communicated with each other through a communication passage 87.

  A valve piston 89 that is urged upward in the figure by a compression spring 88 is accommodated in the pressure adjusting cylinder chamber 86. In this valve piston 89, a valve body 90 having a valve seat 90a on the lower surface, a spring receiving portion 91 with which the upper end of the compression spring 88 abuts, and a small diameter portion 92 are successively formed integrally from the top. The

  The valve piston 89 is slidably fitted into the valve chamber 93 in the valve body 90 and the pressure receiving cylinder chamber 86 in the spring receiving portion 91 and the small diameter portion 92, and the lower end portion of the small diameter portion 91 is cup seal 94. And is slidably fitted to the end seal 95.

  Further, as shown in FIG. 8A, the valve piston 89 is urged upward in the figure by a compression spring 88, so that the upper surface of the spring receiving portion 91 abuts the lower surface of the valve seal 96 and the valve Between the seat 90a and the valve seal 96, the valve is opened by being separated by a gap L. Further, since a groove (not shown) serving as a hydraulic oil passage is formed on the lower surface of the valve seal 96, this groove is formed even when the upper surface of the spring receiving portion 91 is in contact with the lower surface of the valve seal 96. The pressure adjusting cylinder chamber 86 and the valve chamber 93 communicate with each other.

  As shown in FIG. 7, the valve chamber 93 communicates with the hydraulic pressure supply port 64 of the pressure regulator 62, and the pressure regulation cylinder chamber 86 communicates with the hydraulic pressure supply port 65. Each of the hydraulic supply ports 64 and 65 is formed with a female thread portion. An elastic hose of the rear brake path 54 is connected to the hydraulic supply port 64 via an oil communication bolt 97, and the hydraulic supply port 65 is connected to the oil communication port. The rear elastic hose 72 of the interlocking brake path 55 is connected via a bolt 97.

  Further, the connection portion 56 of the rear hose path 54 with the elastic hose and the oil communication bolt 97 of the rear elastic hose 72 has a substantially cylindrical head portion 57 in which a bolt insertion hole 59 for inserting the oil communication bolt 97 is formed. And a hose insertion portion 58 that protrudes in the radial direction from the outer peripheral surface of the head portion 57 and is formed with an oil communication hole 60 that communicates with the bolt insertion hole 59.

  The oil communication bolt 97 includes a fitting portion 98 having the same outer diameter as the bolt insertion hole 59 of the head portion 57, a male screw portion 99 formed at the tip, a bag hole 101 formed along the axis, and a bag. It has a radial hole 102 that communicates with the hole 101 and is formed in the radial direction, and an annular groove 103 that is formed on the outer peripheral surface of the fitting portion 98.

  Then, the oil communication bolt 97 is fitted into the bolt insertion hole 59 of the head portion 57 of the elastic hose, and the male screw portion 99 is screwed into the female screw portions of the hydraulic pressure supply ports 64 and 65, whereby the hydraulic pressure supply port 64 and the rear brake. The connecting portion 56 of the elastic hose in the path 54 and the connecting portion 56 of the hydraulic pressure supply port 65 and the rear elastic hose 72 are connected via an oil communication bolt 97. The rear brake path 54 and the rear elastic hose 72 are arranged in parallel to the axial direction of the pressure regulator 62 by connecting to the hydraulic pressure supply ports 64 and 65 of the pressure regulator 62 using the oil communication bolt 97 having such a shape. Compact and easy to install.

  Next, the operation of the pressure regulator 62 will be described. As shown in FIG. 7, when the driver operates the brake pedal 41, the piston 70 is pressed upward via the joint bracket 68 and the connecting rod 69, and the inside of the cylinder chamber 82 is resisted against the spring force of the return spring 85. Move upward. As a result, the pressure Pm of the hydraulic oil in the hydraulic chamber 84 rises and flows into the pressure regulating cylinder chamber 86 through the communication passage 87 and the pressure of the hydraulic oil in the pressure regulating cylinder chamber 86 rises. A part of the hydraulic oil having the pressure Pm flowing into the pressure adjusting cylinder chamber 86 is supplied from the hydraulic pressure supply port 65 to the front brake mechanism 110 of the front brake 53 via the interlocking brake path 55, and is received by the front brake mechanism 110. The front brake caliper 53a of the brake 53 is operated, and a braking force is applied to the front wheel FW.

  Further, as shown in FIG. 8A, the hydraulic oil having the pressure Pm in the pressure adjusting cylinder chamber 86 flows into the valve chamber 93 through a groove (not shown) of the valve seal 96 and reaches the upper surface of the valve piston 89. An oil pressure of pressure Pm is applied. As a result, a downward force acts on the valve piston 89. However, since the valve piston 89 is biased upward by the compression spring 88, the valve piston 89 does not move downward, and the hydraulic oil at the pressure Pm. Is continuously supplied from the pressure adjusting cylinder chamber 86 to the hydraulic pressure supply port 64, and is supplied from the hydraulic pressure supply port 64 to the rear brake caliper 52a of the rear brake 52 via the rear brake path 54, and braking force is applied to the rear wheel RW. The

The balance formula of the valve piston 89 and the compression spring 88 at this time is
A: Cross-sectional area of the valve body 90 (cm ² )
B: Cross-sectional area of the small diameter portion 92 (cm ² )
Pm: Pressure in the pressure adjusting cylinder chamber 86 (inlet pressure) (kg / cm ² )
Pw: Pressure in the valve chamber 93 (outlet pressure) (kg / cm ² )
Pc: Break point pressure (kg / cm ² )
W: Initial load of compression spring 88 (kg)
K: Spring constant of the compression spring 88 (kg / mm)
L: Distance (mm) between the valve body 90 and the valve seal 96
Then, since Pw = Pm, it is expressed by the following equation (Equation 1).

  As shown in FIG. 9, when the brake pedal 41 is further operated, the pressure Pm of the hydraulic oil in the cylinder chamber 82 and the pressure adjusting cylinder chamber 86 gradually increases, and when it reaches the vicinity of the break pressure Pc, it acts on the valve piston 89. The pressure of the hydraulic oil (downward force) overcomes the spring force of the compression spring 88, and the valve piston 89 moves downward (see FIG. 8B). As a result, the valve seat 90a comes into contact with the upper surface of the valve seal 96, the pressure regulating cylinder chamber 86 and the valve chamber 93 are shut off, and the pressure (outlet pressure) of the hydraulic pressure supply port 64 (valve chamber 93) becomes the break pressure Pc. It becomes. The balance equation when the valve piston 89 starts moving is expressed by the following equation (Equation 2), and the break pressure Pc is expressed by the following equation (Equation 3).

  When the pressure Pm of the hydraulic oil in the pressure adjusting cylinder chamber 86 further increases from this state, the valve piston 89 is slightly pushed upward to open, and the pressure in the valve chamber 93 (hydraulic supply port 64) increases. As a result, the valve piston 89 is pushed down again, the valve seat 90a and the upper surface of the valve seal 96 come into contact with each other, and the pressure regulating cylinder chamber 86 and the valve chamber 93 are shut off. The above operation is repeated, and the pressure in the valve chamber 93 (hydraulic supply port 64) is reduced with respect to the input pressure in a minute step as shown in the partial enlarged view surrounded by a circle in FIG. To rise. At this time, the pressure of the pressure-reduced hydraulic pressure supply port 64 is expressed by the following equation (Equation 4). Accordingly, the pressure reduction ratio tan θ (Pw / Pm) at this time is expressed by the following equation (Equation 5). As can be seen from this equation (Formula 5), the pressure reduction ratio tan θ is determined by the cross-sectional area A of the valve body 90 and the cross-sectional area B of the small-diameter portion 92. Is obtained.

  Next, when the brake pedal 41 is released, the piston 70 moves downward in the cylinder chamber 82 by the spring force of the return spring 85, and the hydraulic oil pressure Pm in the hydraulic chamber 84 and the pressure adjusting cylinder chamber 86 decreases. As a result, the valve piston 89 moves downward against the spring force of the compression spring 88 depending on the pressure receiving area of the valve body 90 of the valve piston 89 and the small diameter portion 92, and the valve seal 96 is deformed to deform the valve chamber 93. The pressure in the valve chamber 93 is reduced by changing the volume. When the pressure Pm in the pressure regulating cylinder chamber 86 further decreases, the valve piston 89 is pushed up by the action of the compression spring 88 to return to the original position, and the valve chamber 93 and the pressure regulating cylinder chamber 86 communicate with each other. Pw is reduced to the same pressure.

  As described above, by controlling the brake of the motorcycle 10 using the pressure regulator 62, desired brake characteristics can be imparted to the front wheel FW and the rear wheel RW.

  Next, the configuration and operation of the front brake mechanism 110 that applies a braking force to the front wheels FW will be described in detail with reference to FIGS.

  As shown in FIGS. 10 to 12, the front brake mechanism 110 is disposed on the right side of the handle 21, and the cylinder body 111 fixed to the handle 21 includes a sub master cylinder chamber 112 and a front master cylinder chamber. 113 are provided in parallel. The sub master cylinder chamber 112 is connected to the hydraulic pressure supply port 65 of the pressure regulator 62 to which the front elastic hose 74 of the interlocking brake path 55 is connected. A front brake caliper 53 a is connected to the front master cylinder chamber 113 via a brake hose 75.

  In the sub master cylinder chamber 112, a sub piston 114 that is urged in a direction to be pushed into the sub master cylinder chamber 112 by a compression spring 115 is slidably fitted. One end 114a of the sub piston 114 is a cylinder body. It is possible to appear and disappear from 111.

  A front piston 116 urged in a direction to be pushed out from the front master cylinder chamber 113 by a compression spring 117 is slidably fitted in the front master cylinder chamber 113, and one end portion 116 a of the front piston 116 is connected to the cylinder body 111. It is free to appear and disappear from. Further, the one end 114 a of the sub-piston 114 and the one end 116 a of the front piston 116 are disposed outside the cylinder body 111 in the vehicle width direction. The cylinder body 111 is provided with a bleeder 131 for discharging air in the sub master cylinder chamber 112 and the front master cylinder chamber 113, and the bleeder 131 is covered with a bleeder cap 132.

  As shown in FIG. 10, a support shaft 118 is provided at the right end of the cylinder body 111 between the sub master cylinder chamber 112 and the front master cylinder chamber 113. The support shaft 118 is connected to the front wheel FW. A base end portion 120 of a brake lever 119 for applying a braking force is supported in a swingable manner. A stepped portion 121 having a substantially L shape in plan view is formed on the lower surface of the base end portion 120 of the brake lever 119.

  A substantially triangular double knocker 122 is swingably supported on the support shaft 118, and the double knocker 122 is fitted so as to overlap the stepped portion 121 of the brake lever 119. The double knocker 122 is a substantially triangular plate-like member, and is provided with a first pressing portion 123 at a position corresponding to the one end portion 114 a of the sub-piston 114, and at a position corresponding to the one end portion 116 a of the front piston 116. A pressing portion 124 is provided, and an interlocking locking portion 125 is provided at a position corresponding to the stepped portion 121 of the brake lever 119.

  A compression spring 126 is built in between the stepped portion 121 of the brake lever 119 and the interlocking locking portion 125 of the double knocker 122, and is attached to rotate the brake lever 119 and the double knocker 122 in opposite directions. The backlash in the rotational direction between the brake lever 119 and the double knocker 122 is absorbed. When the brake lever 119 is operated and rotated in the arrow X direction, the stepped portion 121 of the brake lever 119 contacts the interlocking locking portion 125 of the double knocker 122 and the double knocker 122 also rotates in the arrow X direction.

  Further, as shown in FIGS. 11 and 12, the double knocker 122 is provided with a switch pressing portion 127 protruding downward, and this switch pressing portion 127 is a brake lamp switch fixed to the lower portion of the cylinder body 111. 128 switch levers 129 are always pressed. Then, when the double knocker 122 rotates in the direction of the arrow X, the pressing of the switch lever 129 by the switch pressing portion 127 is released. Thus, the brake lamp switch 128 turns off the brake lamp 40 when the brake is not operated (when pressed) and turns on the brake lamp 40 when the brake is operated (when not pressed).

Next, the operation of the interlocking brake device 50 of this embodiment will be described.
First, a case where the brake is applied to the front wheel FW by operating the brake lever 119 will be described. As shown in FIG. 10, when the driver rotates the brake lever 119 in the arrow X direction, the stepped portion 121 of the brake lever 119 engages with the interlocking locking portion 125 of the double knocker 122 and the double knocker 122 is moved in the arrow X direction. Turn to. As a result, the second pressing portion 124 of the double knocker 122 presses the one end portion 116 a of the front piston 116, and pushes the front piston 116 into the front master cylinder chamber 113 against the spring force of the compression spring 117. The pressure of the hydraulic oil in the chamber 113 is increased.

  Then, the hydraulic oil in the front master cylinder chamber 113 is supplied to the front brake caliper 53a via the brake hose 75, and applies a braking force to the front wheels FW. Further, when the double knocker 122 rotates, the switch lever 129 of the brake lamp switch 128 that has been pressed by the switch pressing portion 127 is released, so that the brake lamp 40 is lit.

  Next, a case where the brake is applied to the front wheel FW and the rear wheel RW by operating the brake pedal 41 will be described. As shown in FIGS. 7 and 10, when the driver rotates the brake pedal 41 with his / her foot, this rotation causes the piston 70 to resist the spring force of the return spring 85 via the joint bracket 68 and the connecting rod 69. Push into the cylinder chamber 82. Thereby, the pressure Pm of the hydraulic oil in the hydraulic chamber 84 and the pressure adjusting cylinder chamber 86 increases.

  A part of the hydraulic oil in the pressure adjusting cylinder chamber 86 is supplied from the hydraulic pressure supply port 65 to the sub master cylinder chamber 112 via the interlocking brake path 55, and the sub piston 114 resists the urging force of the compression spring 115 to the right side of the vehicle body. Move in the direction. As a result, the one end 114 a of the sub-piston 114 protrudes from the cylinder body 111 and presses the first pressing portion 123 of the double knocker 122, so that the double knocker 122 is rotated in the arrow X direction around the support shaft 118. For this reason, the second pressing portion 124 presses the one end portion 116a of the front piston 116 to move the front piston 116 in the left direction of the vehicle body, thereby increasing the pressure of the hydraulic oil in the front master cylinder chamber 113, thereby A brake force is applied to the front wheel FW by supplying it to the front brake caliper 53a.

  Since the hydraulic pressure supply port 65 and the pressure adjusting cylinder chamber 86 communicate with each other, the sub piston 114 of the sub master cylinder chamber 112 is substantially equal to the pressure in the pressure adjusting cylinder chamber 86 generated by the operation of the brake pedal 41. However, since the sub-piston 114 is urged by the compression spring 115 in a direction against the pressure of the hydraulic oil supplied from the pressure adjusting cylinder chamber 86, the hydraulic oil supplied from the hydraulic supply port 65 The sub-piston 114 does not move until the pressure rises to a predetermined pressure that overcomes the spring force of the compression spring 115. In other words, the brake force does not act on the front brake 53 until the pressure of the hydraulic oil supplied from the hydraulic pressure supply port 65 rises to a predetermined pressure that overcomes the spring force of the compression spring 115.

  Further, when the double knocker 122 is rotated by the sub-piston 114, only the double knocker 122 rotates and the brake lever 119 does not rotate, but a compression spring 126 is mounted between the brake lever 119 and the double knocker 122, and the brake lever Since 119 is urged in the direction opposite to the arrow X direction, the backlash in the rotational direction of the brake lever 119 is absorbed.

  The pressure of the other part of the hydraulic oil in the pressure adjusting cylinder chamber 86 is adjusted as described above by the valve piston 89 and the valve seal 96, and the hydraulic oil whose pressure has been adjusted is supplied to the valve chamber 93 and the hydraulic pressure supply port 64. And the rear brake caliper 52a of the rear brake 52 through the rear brake path 54 to apply a braking force to the rear wheel RW.

  As described above, according to the interlocking brake device 50 of the motorcycle 10 of the present embodiment, the rear master cylinder 61 that supplies the rear brake 52 with hydraulic pressure according to the driver's brake operation, and the hydraulic pressure of the rear master cylinder 61. And a pressure regulator 62 for supplying hydraulic pressure to the hydraulic front brake 53 are integrally provided, and the pressure regulator 62 is located on the inner side of the rear master cylinder 61 and on the rear wheel RW of the vehicle 10. Is provided above the swinging range H of the swing arm 24 that pivotally supports the pressure regulator, and therefore, the length of the pressure regulator integrated master cylinder 51 integrally provided with the rear master cylinder 61 and the pressure regulator 62 is reduced. The pressure regulator integrated master cylinder 51 can be mounted compactly and easily while ensuring a gap with the swing arm 24. That. Further, since the pressure of the hydraulic oil is adjusted by the pressure regulator 62, a braking force having a desirable braking characteristic can be applied to the front wheel FW and the rear wheel RW.

  Further, according to the interlocking brake device 50 of the motorcycle 10 of the present embodiment, the vehicle body frame 11 of the vehicle 10 has the pillion step holding member 18, and the pressure regulator integrated master cylinder 51 is attached to the pillion step holding member 18. Therefore, the pressure regulator integrated master cylinder 51 can be mounted compactly and easily while reliably avoiding interference with the swing arm 24 that swings as the vehicle travels.

  Further, according to the interlocking brake device 50 of the motorcycle 10 of the present embodiment, the rear brake path 54 that connects the pressure regulator 62 and the rear brake 52, and the interlocking brake path 55 that connects the pressure regulator 62 and the front brake 53. In the pressure regulator 62, hydraulic supply ports 64 and 65 for connecting the rear brake path 54 and the interlocking brake path 55 are formed toward the inner side in the vehicle width direction of the motorcycle 10. The length of each brake path 54, 55 from the pressure device 62 to the front brake 53 and the rear brake 52 can be shortened. In addition, since the brake paths 54 and 55 can be easily routed while ensuring a gap with peripheral components, the appearance of the motorcycle 10 can be improved.

  Furthermore, according to the interlocking brake device 50 of the motorcycle 10 of the present embodiment, the interlocking brake path 55 includes the rear elastic hose 72 connected to the pressure regulator 62 and the metal intermediate pipe connected to the rear elastic hose 72. 73 and a front elastic hose 74 connected to the intermediate pipe 73, and the connecting portion 76 between the intermediate pipe 73 and the front elastic hose 74 is located in front of the head pipe 13 of the motorcycle 10 and in the center in the vehicle width direction. Since it is arranged in the vicinity, it is possible to route the interlocking brake path 55 while ensuring a gap between the hoses of the interlocking brake path 55 and the peripheral components such as the headlight 39 during steering of the steering wheel. Moreover, since the metal intermediate pipe 73 is disposed between the rear elastic hose 72 and the front elastic hose 74, high brake rigidity can be obtained.

1 is a side view of a motorcycle equipped with an interlocking brake device for a motorcycle according to the present invention. It is a side view for demonstrating the whole structure of an interlocking brake device. It is a top view for demonstrating the whole structure of an interlocking brake device. It is a principal part expanded side view for demonstrating the arrangement position of a pressure regulator integrated master cylinder. It is the perspective view which looked at the pressure regulator integrated master cylinder arrange | positioned at a pillion step holder from the vehicle body left front. It is the top view which looked at the pressure regulator integrated master cylinder shown in FIG. 5 from upper direction. FIG. 5 is a cross-sectional view taken along line AA in FIG. 4. It is a principal part expanded sectional view for demonstrating the action | operation of a pressure regulator integrated master cylinder. It is a graph which shows the characteristic curve of a pressure regulator. It is the partially cutaway top view which looked at the front brake mechanism provided in a handle from the upper part. It is the partially cutaway back view which looked at the front brake mechanism shown in FIG. 10 from the downward direction. It is the front view which looked at the front brake mechanism shown in FIG. 10 from the front.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Motorcycle 11 Body frame 12 Front fork 13 Head pipe 14 Main frame 15 Pivot plate 16 Rear frame 17 Reinforcement frame 18 Pillion step holding member 21 Handle 24 Swing arm 39 Headlight 40 Brake lamp 41 Brake pedal 50 Interlocking brake device 51 Pressure regulator Integrated master cylinder 52 Rear brake 53 Front brake 54 Rear brake path 55 Linked brake path 61 Rear master cylinder 62 Pressure regulator 64 Hydraulic supply port 65 Hydraulic supply port 72 Rear elastic hose 73 Intermediate pipe 74 Front elastic hose 76 Connection 110 Front brake Mechanism 111 Cylinder body 112 Sub master cylinder chamber 113 Front master cylinder chamber 114 Sub piston 115 Compression spring 116 Front piston 117 Compression spring 118 Support shaft 119 Brake lever 122 Double knocker FW Front wheel RW Rear wheel H Swing range of swing arm

Claims (4)

A hydraulic rear brake,
A rear master cylinder for supplying the rear brake with hydraulic pressure according to a driver's brake operation;
A pressure regulator for adjusting the hydraulic pressure of the rear master cylinder and supplying hydraulic pressure to a hydraulic front brake;
In the interlocking brake device of the motorcycle in which the rear master cylinder and the pressure regulator are integrally provided,
The interlocking brake for a motorcycle, wherein the pressure regulator is provided inside the vehicle body of the rear master cylinder and above a swing range of a swing arm that pivotally supports a rear wheel of the vehicle. apparatus. The vehicle body frame has a pillion step holding member,
The interlock brake device for a motorcycle according to claim 1, wherein a pressure regulator integrated master cylinder integrally provided with the rear master cylinder and the pressure regulator is attached to the pillion step holding member. A rear brake path for connecting the pressure regulator and the rear brake; and an interlocking brake path for connecting the pressure regulator and the front brake;
The hydraulic pressure supply port for connecting the said rear brake path | route and the said interlocking brake path | route is formed in the said pressure regulator toward the vehicle width direction inner side of the said motorcycle, The Claim 1 or 2 characterized by the above-mentioned. The motorcycle interlocking brake device described. The interlocking brake path has a rear elastic hose connected to the pressure regulator, a metal intermediate pipe connected to the rear elastic hose, and a front elastic hose connected to the intermediate pipe,
The connection part of the said intermediate | middle pipe and the said front elastic hose is arrange | positioned in front of the head pipe of the said motorcycle, and the vicinity of the vehicle width direction center, The automatic in any one of Claims 1-3 characterized by the above-mentioned. Two-wheeled vehicle brake system.

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