JP2014046798A - Interlocking braking system of motor cycle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce a variation of free movement length on a front wheel brake side caused by the displacement of an interlocking cable accompanying the rotation of a handlebar.SOLUTION: An interlocking braking system of a motor cycle comprises: a brake lever (61) attached to one side of a handlebar (20) rotatably attached to a head pipe (11) of a vehicle body (10); a brake pedal (30) disposed on the same side as the brake lever (61) that is supported by the vehicle body (10) in such a manner as to be rotatable about a shaft (33); an equalizer (40) connected to the brake pedal (30) that distributes operating force of the brake pedal (30) to a front wheel brake and a rear wheel brake; and an interlocking cable (50) for transmitting the operating force from the equalizer (40) to the front wheel brake. After being guided from the equalizer (40) to the other side of the vehicle body (10), the interlocking cable (50) is routed so as to wrap around ahead of the head pipe (11), and guided to the brake lever (61) side.

Description

  The present invention relates to an interlocking brake device for a motorcycle.

  2. Description of the Related Art Conventionally, as an interlocking brake device for a motorcycle, for example, as seen in Patent Document 1 (particularly FIG. 20), when a brake pedal (72) is operated, a braking force is applied to a rear wheel brake (BR2) and an equalizer (122 ), An interlocking brake device is also known that applies braking force to the front wheel brake (BF2) by guiding the operating force distributed by) to the brake lever (63) side with the interlocking cable (10).

Japanese Patent No. 3754484

In the conventional motorcycle interlocking brake device described above, the interlocking cable (10) connected to the equalizer (122) is guided to the brake lever side provided on one side of the handle (see FIG. 2).
On the other hand, since the handle is pivotably attached to the head pipe of the vehicle body, it is necessary to consider the variation in the idle length on the front wheel brake side due to the change in the arrangement of the interlocking cable accompanying the rotation of the handle.
SUMMARY OF THE INVENTION An object of the present invention is to provide an interlocking brake device for a motorcycle that can reduce fluctuations in the idle length on the front wheel brake side caused by a change in the routing of the interlocking cable accompanying the steering wheel rotation.

In order to solve the above problems, the motorcycle interlocking brake device of the present invention is
A front wheel brake (BF) capable of applying a braking force to the front wheel (WF);
A rear wheel brake (BR) capable of applying a braking force to the rear wheel (WR);
A handle (20) pivotably attached to the head pipe (11) of the vehicle body (10) and for turning the front wheel (WF);
A brake lever (61) attached to one side of the handle (20);
A brake pedal (30) disposed on one side of the vehicle body (10) on the same side as the brake lever (61) and supported rotatably on the vehicle body (10) by a shaft (33);
It is disposed on one side of the vehicle body (10), which is the same side as the brake pedal (30), and is connected to the brake pedal (30). The operating force of the brake pedal (30) is applied to the front wheel brake (BF) and the rear wheel brake. An equalizer (40) for distributing to (BR);
An interlocking cable (50) for transmitting an operating force from the equalizer (40) to the front wheel brake (BF);
With
The interlock cable (50) is guided from the equalizer (40) to the other side of the vehicle body (10) and then guided from the front of the head pipe (11) to the brake lever (61). To do.
According to this motorcycle interlocking brake device, the interlocking cable is led from the equalizer to the other side of the vehicle body, then routed around the front of the head pipe, and led to the brake lever side. Therefore, the rotation center of the interlocking cable that is displaced with the rotation of the handle is located around the head pipe.
Therefore, it is possible to increase the radius of curvature of the interlocking cable that changes as the handle rotates, and as a result, it is possible to reduce the fluctuation of the idle length on the front wheel brake side.
In addition, as a result of the increase in the radius of curvature of the interlocking cable, the change in play on the front wheel brake side can be reduced.
In this motorcycle interlocking brake device,
The interlocking cable (50) may be supported by the head pipe (11) or a gusset (11g) provided behind the head pipe (11).
If comprised in this way, it will become easy to maintain the rotation center of the interlocking cable displaced with a handle | steering-wheel rotation around a head pipe. Therefore, the fluctuation of the idle length on the front wheel brake side can be reduced, and the change in play is also reduced.
In this motorcycle interlocking brake device,
When the vehicle body (10) includes a main frame (12) extending rearward from the head pipe (11), the interlocking cable (50) is routed along the vicinity of the main frame (12), and It can be set as the structure supported by the at least 1 attachment part (56) formed in a main frame (12).
With this configuration, the interlocking cable can be supported at an appropriate position on the main frame, and the interlocking cable can be routed without difficulty.
In this motorcycle interlocking brake device,
The interlocking cable (50) may be configured to extend upward from the approximate center of the head pipe (11) through the lower side of the main frame (12).
If comprised in this way, it can avoid that a cable turns too far while enlarging the curvature radius around the head pipe of an interlocking cable.

1 is a side view showing an example of a motorcycle to which an embodiment of an interlocking brake device for a motorcycle according to the present invention is applied. The partial omission side view mainly showing a body frame. The block diagram of the interlocking brake device of a motorcycle. FIG. 4 is a partially omitted enlarged view of FIG. 3. The elements on larger scale of FIG. FIG. 6 is a view taken in the direction of arrow 6 in FIG. 5. FIG. 7 is a partially omitted view 7-7 in FIG. 1. The partial abbreviation top view mainly showing a body frame. The perspective view around a head pipe.

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of a motorcycle interlocking brake device according to the present invention will be described below with reference to the drawings. In each figure, the same reference numerals are given to the same or corresponding parts.
FIG. 1 is a side view showing an example of a motorcycle to which an embodiment of an interlocking brake device for a motorcycle according to the present invention is applied. FIG. 2 is a partially omitted side view showing the vehicle body frame.
The motorcycle 1 has a body frame 10. The vehicle body frame 10 includes a head pipe 11, a main frame 12 that extends rearward from the head pipe 11, and extends downward. The vehicle body frame 10 extends downward from the head pipe 11, and then extends rearward and extends below the main frame 12. And a rear frame 14 extending rearward from the main frame 12.

A handle 20 and a front fork 21 are rotatably supported by the head pipe 11, and a front wheel WF is pivotally supported at the lower end of the front fork 21. The front wheel WF can be steered by turning the handle 20.
Below the rear part of the main frame 12, the front end of the swing arm 15 is supported by a support shaft 15p so as to be swingable up and down, and the rear wheel WR is rotatably supported by the rear end of the swing arm 15. .
An engine E as a power unit is attached in front of the main frame 12, and the output of the engine E is transmitted to the rear wheel WR.
A riding seat 22 is disposed on the upper portion of the rear frame 14.
25 is a step of placing the driver's feet.

FIG. 3 is a configuration diagram of an interlocking brake device for a motorcycle.
As shown in FIGS. 1 and 3, the interlocking brake device CB for a motorcycle according to this embodiment includes:
A front wheel brake BF capable of applying a braking force to the front wheel WF;
A rear wheel brake BR capable of applying a braking force to the rear wheel WR;
A handle 20 (see FIG. 8) that is rotatably attached to the head pipe 11 of the vehicle body 10 and steers the front wheel WF;
A brake lever 61 attached to one side of the handle 20 (the right side is shown, the same applies hereinafter);
A brake pedal 30 disposed on one side of the vehicle body on the same side as the brake lever 61 and supported rotatably on the vehicle body 10 by a shaft 33;
An equalizer 40 which is connected to the brake pedal 30 and distributes the operating force F of the brake pedal 30 to the front wheel brake BF and the rear wheel brake BR;
An interlocking cable 50 for transmitting an operating force from the equalizer 40 to the front wheel brake BF;
It has.
As shown in FIG. 8, the interlocking cable 50 is routed so as to wrap around the front of the head pipe 11 after being guided from the equalizer 40 to the other side of the vehicle body 10 (the left side is shown in the drawing, the same applies hereinafter). It is guided to the brake lever 61 side.

According to the motorcycle interlocking brake device CB, after the interlocking cable 50 is led from the equalizer 40 to the other side of the vehicle body 10, the interlocking cable 50 is routed around the front of the head pipe 11 and is connected to the brake lever 61 side. Therefore, the rotation center 50 c of the interlocking cable 50 that is displaced with the rotation of the handle 20 is positioned around the head pipe 11.
For example, in FIG. 8, when the handle 20 is turned in the arrow Y direction, the interlocking cable 50 is also displaced along with the turning operation in the arrow Y direction. The rotation center 50 c of the interlocking cable 50 is located around the head pipe 11.

Therefore, for example, in FIG. 8, the handle 20 is rotated as compared with the case where the interlocking cable 50 from the equalizer 40 (FIG. 2) is guided only to one side (right side) of the vehicle body frame 10 and directly led to the brake lever 61 side. Accordingly, it is possible to increase the radius of curvature R1 of the interlocking cable 50 that is displaced along with this, and as a result, it is possible to reduce the variation in play on the front wheel brake BF side.
In addition, as a result of maintaining the curvature radius R1 of the interlocking cable 50 larger, it is possible to reduce the loss of the operating force Ff transmitted to the front wheel brake BF side.

As shown in FIG. 9, the interlocking cable 50 can be configured to be supported by the head pipe 11. For example, it can be supported by a support member (support metal fitting) 55 as shown in FIG. The interlocking cable 50 can also be supported by a gusset 11g provided behind the head pipe 11.
If comprised in this way, the rotation center 50c of the interlocking cable 50 displaced with rotation of the handle 20 can be maintained around the head pipe 11. Therefore, the fluctuation in play on the front wheel brake BF side can be reduced, and the loss of the operating force Ff can be easily reduced.

As shown in FIG. 2, the interlocking cable 50 is routed along the main frame 12 and supported by at least one attachment portion 56 formed on the main frame 12.
If comprised in this way, the interlocking cable 50 can be supported in the proper position of the main frame 12, and the interlocking cable 50 can be wired easily.
In FIG. 2, the attachment portion 56 is provided only at one place, but can be provided at a plurality of places. The attachment part 56 can be comprised with an attachment metal fitting.

As shown in FIGS. 8 and 9, the interlocking cable 50 extends upward from a substantially vertical center of the head pipe 11 through the lower side of the main frame 12.
If comprised in this way, it can avoid that the interlocking cable 50 turns too far, enlarging the curvature radius R1 around the head pipe 11 of the interlocking cable 50. FIG.

As shown in FIGS. 1 and 2, the motorcycle in this embodiment is supported by a vehicle body (body frame) 10 so as to be rotatable by a shaft 33, and a pedal arm 31 extending forward from the shaft 33 and a shaft 33. The brake pedal 30 has a middle arm 32 that extends upward and rotates together with the pedal arm 31.
The equalizer 40 is connected to the middle arm 32 of the brake pedal 30 and distributes the operating force F applied to the brake pedal 30 to the front wheel brake BF and the rear wheel brake BR.

The interlocking cable 50 is connected to the equalizer 40 from the rear of the vehicle and extends forward via a curved portion 53 (see FIG. 2) that protrudes rearward.
At least a part of the outer tube 52 in the bending portion 53 is formed of an inflexible bending tube 52c.
According to such a configuration, the interlocking cable 50 that transmits the operation force Ff from the equalizer 40 to the front wheel brake BF is connected to the equalizer 40 from the rear of the vehicle and forward via the curved portion 53 that protrudes backward. Therefore, the friction between the outer tube 52 and the inner cable 51 in the bending portion 53 can be reduced, and the transmission loss of the operating force Ff can be reduced. Further, the stroke loss can be reduced.

The non-flexible bending tube 52c can be formed of a metal pipe (for example, an iron pipe, a stainless steel pipe, or an aluminum pipe). The outer tube 52 in the bending portion 53 can be entirely constituted by an inflexible bending tube 52c, or only part of the outer tube 52 can be constituted by an inflexible bending tube 52c.
In the illustrated motorcycle interlocking brake device CB, the bending tube 52c is used in the bending portion 53 in the bending portion front half 53a (see FIG. 4) near the equalizer 40.
With this configuration, the friction of the front half 53a of the bending portion 53, which tends to be higher in friction than the latter half of the bending portion 53, can be reduced, so that transmission loss can be efficiently reduced.

  An appropriate structure may be adopted as a connection structure between the outer tube 52 and the non-flexible bending tube 52c. For example, as shown in FIG. 4, an enlarged diameter portion 52b can be provided at the end of the outer tube 52, and the enlarged diameter portion 52b can be fitted to the end 52c1 of the bending tube 52c. In this case, the enlarged diameter portion 52b and the end portion 52c1 of the bending tube 52c can be coupled by caulking or bonding. It is desirable to provide a seal member between the enlarged diameter portion 52b and the end portion 52c1 of the bending tube 52c.

As shown mainly in FIG. 5, the equalizer 40 has a connecting portion 42 that extends forward and forward from the connecting portion 41 with the middle arm 32, and the interlocking cable 50 is connected to the connecting portion 42 after the connecting portion 42. They are connected so as to extend upward.
If comprised in this way, while the length of the bending part 53 of the interlocking cable 50 can be made small, the curvature radius R (refer FIG. 3) of the bending part 53 can be enlarged. Therefore, the friction between the outer tube 52 and the inner cable 51 in the bending portion 53 can be further reduced, and the transmission loss of the operating force can be further reduced.

  As shown in FIGS. 4 and 5, the equalizer 40 is a lever having a “<” shape when viewed from the side, and includes a connecting portion (this connecting portion is also referred to as a front wheel brake connecting portion) 42 and the middle arm 32. The rear wheel brake connecting portion 43 extends downward from the connecting portion 41, and a central portion 44 (FIG. 4) is rotatably connected to the middle arm 32 by the connecting portion 41.

As shown in FIGS. 5 and 6, the connecting portion 41 between the brake pedal 30 and the equalizer 40 is constituted by a connecting pin.
The front wheel brake connection portion 42 is formed in a forked shape, and a cable end 51b fixed to one end of the inner cable 51 of the interlocking cable 50 is fitted into a pair of holes 42h provided at the front ends thereof, whereby the inner cable 51 is fitted. It is connected to the.
The inner cable 51 passes through the outer tube 52 and is connected to a front brake operation system 60 for operating the front wheel brake BF, as shown in FIG.

  The front brake operation system 60 includes a front brake lever 61, a brake caliper 62 that operates the disc-type front wheel brake BF with hydraulic pressure, a master cylinder 63 that converts the operating force of the front brake lever 61 into hydraulic pressure, and a master cylinder. A brake hose 64 that transmits the hydraulic pressure of 63 to the brake caliper 62 and a knocker 65 that can press the master cylinder 63 are provided. An inner cable 51 is connected to a tip 65c of the knocker 65.

The knocker 65 is rotatably supported by the shaft 61 a of the front brake lever 61 and has a convex portion 65 p that comes into contact with the front brake lever 61.
The master cylinder 63 is integrally provided with a spring receiving portion 63 b, and a characteristic setting spring 66 is provided between the spring receiving portion 63 b and the knocker 65.
The inner cable 51 passes through the spring receiving portion 63b and is connected to the knocker 65.

  When the driver turns (holds) the front brake lever 61 in the direction of arrow b, the front brake lever 61 pushes the convex portion 65p of the knocker 65, the knocker 65 turns, the master cylinder 63 is pushed, and its hydraulic pressure As a result, the brake caliper 62 is actuated, whereby a braking force is applied to the front wheel WF. Note that the rotation of the knocker 65 in this case only loosens the inner cable 51, and therefore does not have any effect on the equalizer 40.

On the other hand, when the driver depresses the pedal arm 31 for the rear brake and rotates the brake pedal 30 in the direction of the arrow b1, the operating force F is generated by the equalizer 40 by the front wheel brake operating force Ff and the rear wheel brake operating force Fr. And distributed.
The front wheel brake operating force Ff rotates the knocker 65 clockwise in FIG. 3 through the inner cable 51, presses the master cylinder 63, and operates the brake caliper 62 with the hydraulic pressure. As a result, a braking force is applied to the front wheel WF. In this case, even if the knocker 65 is rotated, the convex portion 65p is only separated from the front brake lever 61, so the front brake lever 61 does not rotate.
The rear wheel brake operation force Fr operates the rear wheel brake BR via the rear brake transmission system.

The rear brake transmission system in this embodiment includes a brake rod 70 that is coupled to the rear wheel brake connection portion 43 of the equalizer 40.
As shown in FIGS. 5 and 6, a connection fitting 71 is fixed to the tip of the brake rod 70. The lower end of the connection portion 43 is inserted, and the connection fitting 71 (and hence the brake rod 70) and the rear wheel brake connection portion 43 of the equalizer 40 are connected by a pin 72 so as to be relatively rotatable.
In FIG. 3, the rear wheel brake operating force Fr rotates the brake arm 73 in the direction of arrow b <b> 1 via the brake rod 70. As a result, a braking force is applied to the rear wheel WR.

As is apparent from the above description, the motorcycle interlocking brake device CB operates as follows according to the operation of the driver.
When the driver operates the front brake lever 61, only the front wheel brake BF is activated by the front wheel brake operating force.
When the driver depresses the pedal arm 31 for the rear brake, the operating force F is distributed to the front wheel brake operating force Ff and the rear wheel brake operating force Fr by the equalizer 40, and the front wheel brake BF is generated by the front wheel brake operating force Ff. The rear wheel brake BR is operated with the rear wheel brake operation force Fr.
When the driver operates the front brake lever 61 and the brake pedal 30, the front wheel brake BF is activated by the resultant force of the front wheel brake operating force Ff1 based on the front brake lever 60 and the front wheel brake operating force Ff based on the brake pedal 30 and the equalizer 40. At the same time, the rear wheel brake BR is operated by the rear wheel brake operation force Fr.

As shown in FIGS. 1 and 2, the bending portion 53 of the interlocking cable 50 is formed behind the main frame 12.
If comprised in this way, the curved part 53 can be formed efficiently. Since the power unit E and the like are disposed in front of the main frame 12 in the motorcycle, there are significant restrictions on bending the interlocking cable 50. On the other hand, it is possible to efficiently form the bending portion 53 by bending the interlocking cable 50 on the rear side of the main frame 12 with as little restrictions as possible.

As shown in FIGS. 1 and 7, the motorcycle 1 includes an air cleaner box 23 provided at the rear of the main frame 12 and a side cover 24 that covers the air cleaner box 23 from the outside. The curved portion 53 is disposed along the air cleaner box 23 between the air cleaner box 23 and the side cover 24.
If comprised in this way, since the bending part 53 of the interlocking cable 50 will be arrange | positioned using clearance gap S1 between the air cleaner box 23 and the side cover 24, the influence which the bending part 53 has on the layout of another member is made small. can do.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and can be appropriately modified within the scope of the gist of the present invention.

  WF: front wheel, WR: rear wheel, BF: front wheel brake BF, BR: rear wheel brake BR, 10: body frame (vehicle body), 11: head pipe 11, 12: main frame, 20: handle, 30: brake pedal, 40: equalizer, 50: interlocking cable, 61: brake lever.

Claims (4)

A front wheel brake (BF) capable of applying a braking force to the front wheel (WF);
A rear wheel brake (BR) capable of applying a braking force to the rear wheel (WR);
A handle (20) pivotably attached to the head pipe (11) of the vehicle body (10) and for turning the front wheel (WF);
A brake lever (61) attached to one side of the handle (20);
A brake pedal (30) disposed on one side of the vehicle body (10) on the same side as the brake lever (61) and supported rotatably on the vehicle body (10) by a shaft (33);
It is disposed on one side of the vehicle body (10), which is the same side as the brake pedal (30), and is connected to the brake pedal (30). The operating force of the brake pedal (30) is applied to the front wheel brake (BF) and the rear wheel brake. An equalizer (40) for distributing to (BR);
An interlocking cable (50) for transmitting an operating force from the equalizer (40) to the front wheel brake (BF);
With
The interlock cable (50) is guided from the equalizer (40) to the other side of the vehicle body (10) and then guided from the front of the head pipe (11) to the brake lever (61). This is an interlocking brake device for motorcycles. In claim 1,
The interlocking brake device for a motorcycle, wherein the interlocking cable (50) is supported by the head pipe (11) or a gusset (11g) provided behind the head pipe (11). In claim 1 or 2,
The vehicle body (10) includes a main frame (12) extending rearward from the head pipe (11),
The interlock cable (50) is routed along the vicinity of the main frame (12) and is supported by at least one attachment portion (56) formed on the main frame (12). Two-wheeled vehicle brake system. In claim 3,
The interlocking brake device for a motorcycle, wherein the interlocking cable (50) extends upward from substantially the center of the head pipe (11) through the lower side of the main frame (12).

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