JP2017081221A - Interlocking brake system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To achieve compactification of an interlock mechanism and improvement of the operability of the system.SOLUTION: An interlocking brake system 30 has: a first brake system 31 which transmits a control force to a front brake lever 40 to a front brake device 43 through front brake cables 41, 42; a second brake system 32 which transmits a control force to a rear brake lever 45 to a rear brake device 48 through a rear brake rod 46; and an interlock mechanism 33 which causes the first brake system 31 to operate in conjunction with the second brake system 32 by the control force to the rear brake lever 45. The interlock mechanism 33 includes: an interlock lever 35 which is connected to the front brake cable 41 and operates in response to operation to the front brake lever 40 to cause the front brake device 43 to operate; and an interlock cam 36 which is operably connected with the rear brake lever 45 and rotates in response to operation to the rear brake lever 45 to cause the interlock lever 35 to operate and thereby cause the front brake device 43 to operate.SELECTED DRAWING: Figure 2

Description

  The present invention relates to an interlocking brake system that operates a first braking system that brakes a first wheel and a second braking system that brakes a second wheel in conjunction with each other by operating a single operator.

  Patent Document 1 discloses an interlocking brake device in which a rear brake is operated via a rear brake transmission member and a front brake is operated via an interlock brake transmission member via an interlock device provided with an equalizer by operating the interlock brake lever. Has been.

JP 2011-143768 A

  In the interlocking brake device described in Patent Document 1, a rear brake transmission member and an interlocking brake transmission member are connected to both ends of an equalizer (that is, a distribution lever), and the interlocking brake lever side is connected to a substantially central position in the longitudinal direction. In order to increase the braking force by the front brake and the rear brake, the lever ratio of the equalizer must be set large. As a result, the equalizer becomes large and the interlocking device cannot be made compact.

  In the interlocking brake device described in Patent Document 1, the braking force of the front brake and the rear brake changes linearly according to the operating force of the interlocking brake lever, and the distribution of the braking force of the front and rear brakes changes. The degree of freedom in design when attaching is low.

  The object of the present invention has been made in consideration of the above-mentioned circumstances, and the interlocking mechanism can be configured compactly, and interlocking that can improve the operability of the system by finely and easily realizing the setting change of the braking force. It is to provide a brake system.

  The interlocking brake system according to the present invention includes a first braking system for transmitting an operating force to the first operating element to a first braking device capable of braking the first wheel via a first operation transmitting member, and a second operation. A second braking system for transmitting the operation force to the child to the second braking device capable of braking the second wheel via the second operation transmission member; and the second braking system by the operation force to the second operator. An interlocking mechanism that operates the first braking system in conjunction with the interlocking mechanism, the interlocking mechanism includes an interlocking lever and an interlocking cam, and the interlocking lever is connected to the first operation transmission member, Actuating in response to an operation on the first operating element to operate the first braking device, and the interlock cam is operatively connected to the second operating element, and in response to an operation on the second operating element. To rotate the interlock lever directly or indirectly Is characterized in that configured for operating said first brake device by causing movement.

  According to the present invention, by changing the cam profile of the interlocking cam in the interlocking mechanism, the operation amount of the first brake device can be adjusted by adjusting the operation amount of the interlocking lever. The setting change of the braking force can be finely and easily realized. As a result, the operability of the interlocking brake system can be improved.

  Further, the adjustment of the operation amount of the first braking device when operating the second operation element is not performed by changing the lever ratio of the lever of the interlocking mechanism, but by changing the cam profile of the interlocking cam in the interlocking mechanism. Therefore, the interlocking mechanism can be configured compactly.

1 is a perspective view showing a first embodiment of an interlocking brake system according to the present invention together with a motorcycle. The block diagram which shows the structure of the interlocking brake system of FIG. The perspective view which shows the interlocking mechanism of FIG.1 and FIG.2. The perspective view which shows the back surface side of the interlocking mechanism of FIG. The perspective view which shows the deformation | transformation form of the cam lever of FIG. The graph which shows the braking characteristic of the front brake device by the cam profile of the interlock cam of FIG.2 and FIG.3. The front view which shows schematically the interlocking mechanism in 2nd Embodiment of the interlocking brake system which concerns on this invention, (A) is the time of operation to a front brake lever, (B) is the time of operation to a rear brake lever, respectively. The block diagram which shows the structure of 3rd Embodiment of the interlocking brake system which concerns on this invention. The perspective view which shows the interlocking mechanism etc. of FIG. Explanatory drawing which shows the map for motor control stored in the database of the motor control part of FIG. The flowchart which shows the operation | movement which the motor control part of FIG. 8 performs.

DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings.
[A] First embodiment (FIGS. 1 to 6)
FIG. 1 is a perspective view showing a first embodiment of an interlocking brake system according to the present invention together with a motorcycle. FIG. 2 is a block diagram showing a configuration of the interlocking brake system of FIG. In the first embodiment, front-rear and left-right expressions are based on the driver at the time of boarding the vehicle.

  A motorcycle 10 shown in FIG. 1 has a vehicle body frame 11 having a head pipe 12 at a front end portion. The vehicle body frame 11 includes the head pipe 12, the main tube 13, the down tube 14, and a pair of left and right seat rails 15.

  A steering mechanism 16 is pivotally supported on the head pipe 12 located above the front portion of the vehicle body frame 11. A front fork 17 and a handle bar 18 that rotatably support a front wheel 19 as a first wheel are attached to the steering mechanism 16. Using the handle bar 18, the front wheel 19 is steered left and right. A headlamp 20 is fixed to the front fork 17 at the upper part of the front wheel 19.

  The main tube 13 extends from the upper rear surface of the head pipe 12 obliquely downward in the vehicle, is curved and extends downward in the vehicle, and a lower end portion is coupled to the pivot bracket 21. Further, the down tube 14 extends from the lower rear surface of the head pipe 12 to the lower side of the vehicle, is curved and extends rearward of the vehicle, and the rear end portion is coupled to the pivot bracket 21. A pivot shaft support portion 22 is installed on the pivot bracket 21, and a swing arm 23 is pivotally supported on the pivot shaft support portion 22 so as to be swingable in the vehicle vertical direction. A rear wheel 24 as a second wheel is rotatably supported at the rear end of the swing arm 23.

  A pair of left and right seat rails 15 are coupled to the main tube 13 and extend rearward of the vehicle. The pair of left and right seat rails 15 are connected by a plurality of frame bridges 26 sequentially arranged in the vehicle longitudinal direction. Further, these seat rails 15 are supported by the pivot bracket 21 via a pair of left and right seat pillars 25. A fuel tank (not shown) is supported by the main tube 13 at a rear position of the head pipe 12. A seat (not shown) is supported by the seat rail 15 adjacent to the rear of the fuel tank.

  An engine 27 is mounted between the main tube 13 and the down tube 14. The engine 27 is positioned below the fuel tank, and drives the rear wheel 24 with the driving force. A carburetor (or throttle body) and an air cleaner (not shown) constituting an engine intake system are sequentially connected to the rear portion of the cylinder head 28 constituting the engine 27. Further, an exhaust pipe (not shown) and an exhaust muffler that are engine exhaust systems are sequentially connected to the front portion of the cylinder head 28.

  By the way, the front wheel 19 and the rear wheel 24 in the motorcycle 10 described above are braked by an interlocking brake system 30 having a first braking system 31, a second braking system 32, and an interlocking mechanism 33, as shown in FIGS. The The interlocking mechanism 33 includes a base portion 34, an interlocking lever 35, an interlocking cam 36, an arm mechanism 37, a cam lever 38 as a driving member, and a base 39.

  The first braking system 31 applies the operating force to the front brake lever 40 as the first operation element to the front wheel 19 via the first front brake cable 41 and the second front brake cable 42 as the first operation transmission member. This is transmitted to the front brake device 43 as the first brake device capable of braking. The front brake lever 40 is provided in the vicinity of a grip (not shown) on the right end side of the handle bar 18 and is operated by the driver's right hand. The front brake device 43 is a drum brake device provided between the front wheel 19 and the front fork 17.

  The first front brake cable 41 connects the front brake lever 40 and one end portion (lever side end portion 35 </ b> A) of the interlocking lever 35 of the interlocking mechanism 33, and transmits the operating force Fa to the front brake lever 40 to the interlocking lever 35. Then, the interlocking lever 35 is swung as described later. The second front brake cable 42 connects the other end portion (brake side end portion 35B) of the interlocking lever 35 of the interlocking mechanism 33 and the front brake device 43, and the tensile force Fb generated by the swinging of the interlocking lever 35. Is transmitted to the front brake device 43, and the front brake device 43 is operated to brake the front wheel 19.

  The second braking system 32 serves as a second braking device capable of braking the rear wheel 24 with an operating force applied to the rear brake lever 45 serving as a second operating element via a rear brake rod 46 serving as a second operation transmitting member. This is transmitted to the rear brake device 48. The rear brake lever 45 is a pedal-shaped lever pivotally supported by the pivot bracket 21 of the vehicle body frame 11 and is operated by the driver's right foot. The rear brake lever 45 may be provided near the grip (not shown) at the left end of the handle bar 18 and operated by the driver's left hand, as shown by a two-dot chain line in FIG.

  The rear brake device 48 is a drum brake device provided between the rear wheel 24 and the swing arm 23. The rear brake rod 46 directly connects the rear brake lever 45 and the rear brake device 48, and directly transmits the operating force Pa of the rear brake lever 45 to the rear brake device 48 to operate the rear brake device 48. The rear wheel 24 is braked.

  The second braking system 32 includes a rear brake cable 47 as a third operation transmission member that connects the rear brake lever 45 and the cam lever 38 of the interlock mechanism 33. Accordingly, the operating force of the rear brake lever 45 is transmitted to the rear brake device 48 via the rear brake rod 46 as described above, and is also transmitted to the cam lever 38 via the rear brake cable 47, and the cam lever 38 is operated. That is, it is pulled and rotated.

  The interlocking mechanism 33 operates the first braking system 31 in conjunction with the second braking system 32 by operating force on the rear brake lever 45, and the rear brake device 48 of the second braking system 32 causes the rear wheels 24 to be moved. The front brake device 43 of one braking system 31 is used to brake the front wheels 19 simultaneously.

  The interlocking lever 35 of the interlocking mechanism 33 is swingably supported by an arm joint 52 that functions as a support pin 49 of the arm mechanism 37 shown in FIG. 3, and the first front brake cable 41 is provided at the lever side end portion 35A. The second front cables 42 are connected to the brake side end 35B. Therefore, when the operating force Fa to the front brake lever 40 is transmitted to the lever side end portion 35A of the interlocking lever 35 via the first front brake cable 41, the interlocking lever 35 is operated to the operating force Fa to the front brake lever 40. In response to the movement, that is, swinging around the support pin 49, and the tensile force Fb generated at this time is transmitted to the front brake device 43 via the second front brake cable 42 to operate the front brake device 43. The front wheel 19 is braked by the brake device 43.

  As shown in FIGS. 2 and 3, the interlock cam 36 is rotatably supported by the plate-shaped base portion 34 and is operatively connected to the rear brake lever 45 via the cam lever 38 and the rear brake cable 47. Is done. That is, as shown in FIG. 4, a cam lever 38 is connected to the interlock cam 36 coaxially with the interlock cam 36 and is integrally connected to the interlock cam 36. The cam lever 38 is connected to the rear brake lever 45 as described above. The rear brake cable 47 is connected. Thereby, the cam lever 38 is pulled and rotated via the rear brake cable 47 by the operation force Pa to the rear brake lever 45, and the interlocking cam 36 is rotated. One end of an urging member (for example, a torsion spring) 55 is attached to the cam lever 38, and the other end of the urging member 55 is attached to the base portion 34, and the cam lever 38 is in a direction opposite to the rotation by the operating force Pa. Be energized. In addition to the cam lever 38, for example, a pulley or the like may be used as a drive member for driving the interlock cam 36 to rotate.

  Here, as shown in FIG. 5, a plurality of locking holes 50 are formed in the longitudinal direction of the cam lever 38, and a rear brake cable 47 is selectively connected to each locking hole 50. The lever position may be adjusted by changing the pulling position of the cam lever 38. For example, if the rear brake cable 47 is connected to a position close to the rotation axis of the cam lever 38 and the lever ratio is set small, the operating force Pa to the rear brake lever 45 must be increased, while the cam rotation angle is increased. be able to. Further, by connecting the rear brake cable 47 to the distal end side of the cam lever 38 and farther from the rotation axis of the cam lever 38, the lever ratio increases and the cam rotation angle decreases, but the operating force Pa of the rear brake lever 45 is reduced. It becomes possible to make it smaller.

  Further, as shown in FIGS. 2 and 3, the interlock cam 36 is indirectly connected to the interlock lever 35 through an arm mechanism 37 that is disposed in the vicinity of the interlock cam 36 and is connected to the interlock lever 35. Is done. Therefore, by the rotation of the interlocking cam 36, the interlocking lever 35 is indirectly operated using the arm mechanism 37 to operate the front brake device 43. That is, when the operating force Pa is operated on the rear brake lever 45 and the interlock cam 36 rotates via the rear brake cable 47 and the cam lever 38, the arm mechanism 37 is expanded and contracted by the rotation of the interlock cam 36, and the interlock lever 35 is By swinging with the base 39 as a fulcrum, a tensile force Pb acts on the second front brake cable 42, and the front brake device 43 is operated via the second front brake cable 42.

  Here, the base 39 is implanted in the base portion 43 in the vicinity of the lever side end portion 35 </ b> A of the interlocking lever 35. The base 39 restricts the movement of the lever side end portion 35A of the interlocking lever 35 during the expansion / contraction operation of the arm mechanism 37, and swings the interlocking lever 35 with the base 39 as a fulcrum as described above.

  The arm mechanism 37 includes a plurality (four in this embodiment) of arms 51 and a plurality (four in this embodiment) of arm joints 52 that connect these arms 51 so as to be swingable with respect to each other. , Formed in a substantially rhombus shape (that is, a pantograph shape). Since the arm 51 arranged opposite to the axial direction of the arm joint 52 is provided on the same side (upper side or lower side), the dimension of the arm joint 52 in the arm mechanism 37 in the axial direction is minimized.

  An apex arm joint 52 on the interlocking lever 35 side of the substantially rhomboid arm mechanism 37 is provided as the support pin 49 that supports the interlocking lever 35, and the apex arm joint 52 on the opposite side of the support pin 49 is an arm. It is provided as a fixing pin 53 that fixes the mechanism 37 to the base portion 34. A biasing member (for example, a torsion spring) (not shown) is interposed in the fixing pin 53, and the biasing force of the biasing member acts on the arm 51, whereby the arm mechanism 37 is maintained in a desired substantially rhombic shape, and accordingly. The support pin 49 is held at a predetermined position.

  The other two arm joints 52 in the arm mechanism 37 are rotatably provided with rollers 54. These rollers 54 are configured to be able to come into contact with the cam surface 36A of the interlocking cam 36 disposed inside the substantially diamond-shaped arm mechanism 37. Accordingly, when the cam surface 36A comes into contact with at least one of the rollers 54 by the rotation of the interlock cam 36, the arm 51 swings around the arm joint 52, and the arm mechanism 37 causes the support pin 49 and the fixed pin 53 to move. Stretches along a straight line. As a result, the arm mechanism 37 swings the interlocking lever 35 with the base 39 as a fulcrum, and applies a tensile force Pb to the second front brake cable 42.

  Therefore, the rear brake lever 45 is operated with the operating force Pa, the interlock cam 36 is rotated via the rear brake cable 47 and the cam lever 38, the arm mechanism 37 is expanded and contracted to swing the interlock lever 35, and the second When the front brake device 43 is operated by applying the tensile force Pb to the front brake cable 42, the braking force adjustment (setting change) by the front brake device 43 is a cam formed on the cam surface 36A of the interlock cam 36. By changing the profile, it is made fine (eg, non-linear).

  Specifically, as shown in FIG. 6, when the horizontal axis is the operating force Pa of the rear brake lever 45 and the vertical axis is the tensile force Pb acting on the second front brake cable 42 by the interlock lever 35, the interlock cam By changing the cam profile of 36, it becomes possible to obtain non-linear braking characteristics of the front brake device 43 such as curves X, Y, and Z. For example, in the straight line X, the braking force of the front brake device 43 is reduced by decreasing the tensile force Pb with a small operating force Pa, and the braking force of the front brake device 43 is increased by increasing the tensile force Pb with a large operating force Pa. To do. In the curve Y, the braking force of the front brake device 43 is sharply increased when the operating force Pa reaches a predetermined position. Further, on the curve Z, a substantially constant braking force is generated in the front brake device 43 from the stage where the operating force Pa is small.

Next, the operation of the interlocking brake system 30 will be described.
As shown in FIGS. 2 and 3, when the front brake lever 40 is operated with the operating force Fa, the interlock cam 36 does not rotate and the arm mechanism 37 does not expand and contract, so that the arm mechanism 37 is interposed between the fixing pins 53. The fixing pin 49 is held at a predetermined position by being maintained in a desired substantially rhombus shape by the urging force of the loaded urging member. Therefore, when the front brake lever 40 is operated with the operating force Fa, the interlocking lever 35 swings around the support pin 49 and applies the tensile force Fb to the second front brake cable 42. Thereby, the front brake device 43 operates and the front wheel 19 is braked.

  When the rear brake lever 45 is operated with the operating force Pa, the rear brake device 48 is operated via the rear brake rod 46, the rear wheel 24 is braked, and the rear brake cable 47 and the cam lever 38 are used. The interlocking cam 36 rotates. As the interlock cam 36 rotates, the arm mechanism 37 expands and contracts, the interlock lever 35 swings around the base 39, and a tensile force Pb acts on the second front brake cable 42. Thereby, the front brake device 43 operates and the front wheel 19 is braked.

  In this manner, when the rear brake lever 45 is operated, the front brake device 43 operates in conjunction with the rear brake device 48, whereby both the front wheel 19 and the rear wheel 24 are braked. When the rear brake lever 45 is operated, the interlocking lever 35 swings with the base 39 as a fulcrum as described above. Since the base 39 is in the vicinity of the lever side end portion 35A of the interlocking lever 35, the interlocking lever 35 The lever side end portion 35A hardly moves, so the front brake lever 40 is not affected by the swinging of the interlocking lever 35.

With the configuration as described above, according to the first embodiment, the following effects (1) to (6) are obtained.
(1) As shown in FIGS. 2 and 3, by changing the cam profile of the interlocking cam 36 in the interlocking mechanism 33, the amount of swing of the interlocking lever 35 can be adjusted to adjust the amount of operation of the front brake device 43. For this reason, the setting change of the braking force by the front brake device 43 when the rear brake lever 45 is operated, and hence the setting change of the braking force by the front brake device 43 and the rear brake device 48, can be finely and easily realized. The operability of the brake system 30 can be improved.

  (2) The adjustment of the operation amount of the front brake device 43 when the rear brake lever 45 is operated does not change the lever ratio of the lever of the interlocking mechanism (for example, a distribution lever as an equalizer), but the interlocking cam in the interlocking mechanism 33. Since it is made by changing the cam profile of 36, the interlocking mechanism 33 can be comprised compactly.

  (3) In the interlocking mechanism 33, the arm mechanism 37 including the four arms 51 is expanded and contracted by the rotation of the interlocking cam 36 to swing the interlocking lever 35. At this time, the interlocking mechanism 33 can be configured compactly because the occupation area accompanying the expansion and contraction operation of the arm mechanism 37 is narrow.

  (4) In the interlocking mechanism 33, since the arm mechanism 37 includes the four arms 51 and is configured in a substantially rhombus shape (pantograph shape), the arm mechanism 37 is expanded and contracted by the rotation of the interlocking cam 36 to support the interlocking lever 35. The pin 49 can be moved linearly. For this reason, the rocking | fluctuation centering on the support pin 49 in the interlocking lever 35 is made smoothly, and operation of the front brake device 43 can also be implemented smoothly.

  (5) In the interlocking mechanism 33, the interlocking cam 36 is disposed inside an arm mechanism 37 that includes four arms 51 and is formed in a substantially rhombus shape. For this reason, the interlocking mechanism 33 can be configured in a compact manner, and the plurality of rollers 54 of the arm mechanism 37 can be simultaneously brought into contact with the interlocking cam 36 as necessary, so that the arm mechanism 37 can be expanded and contracted by rotation of the interlocking cam 36. Can be

  (6) In the interlocking mechanism 33, the cam lever 38 that rotationally drives the interlocking cam 36 is connected to the interlocking cam 36 coaxially and integrally with the interlocking cam 36, so that the interlocking mechanism 33 can be made compact and low in cost. it can.

[B] Second Embodiment (FIG. 7)
FIG. 7 schematically shows the interlocking mechanism in the second embodiment of the interlocking brake system according to the present invention, where (A) shows the operation of the front brake lever, and (B) shows the operation of the rear brake lever. FIG. In the second embodiment, the same parts as those in the first embodiment are denoted by the same reference numerals, and the description is simplified or omitted.

  The interlocking brake system 60 of the second embodiment is different from the first embodiment in that in the interlocking mechanism 61, the interlocking lever 62 is disposed close to the interlocking cam 36, and the interlocking cam 36 rotates when the rear brake lever 45 is operated. Thus, the front brake device 43 is configured to operate when the interlocking lever 62 swings directly.

  That is, the interlocking lever 62 is provided with a support pin 63 at a substantially central position in the longitudinal direction. The support pin 63 is slidably fitted in a groove portion 64 provided in the base portion 34, and is a biasing member (not shown). The urging force W is pressed against the end portion of the groove portion 64 and is supported by the base portion 34 in a swingable manner. The groove portion 64 is formed in a direction substantially orthogonal to the longitudinal direction of the interlocking lever 62 in the above-described state of the interlocking lever 62 (a state where it is not pressed by the interlocking cam 36 described later). The first front brake cable 41 connected to the front brake lever 40 is connected to one end portion (lever side end portion 62A) of the interlock lever 62, and the other end portion (brake side end portion 62B) of the interlock lever 62. A second front brake cable 42 connected to the front brake device 43 is connected.

  As shown in FIGS. 7A and 2, when the rear brake lever 45 is not operated and the interlock cam 36 is not rotating and the front brake lever 40 is operated with the operating force Fa, the support pin 63 is operated. Is a state of being pressed against the end portion of the groove portion 64 by the urging force W of the urging member, and the interlocking lever 62 swings around the support pin 63 and applies a tensile force Fb to the second front brake cable 42. . Thereby, the front brake device 43 operates and the front wheel 19 is braked.

  As shown in FIGS. 7B and 2, when the rear brake lever 45 is operated with the operating force Pa, the rear brake device 48 operates via the rear brake rod 46, and the rear wheel 24 is braked. At the same time, the interlock cam 36 rotates via the rear brake cable 47 and the cam lever 38. As a result, the interlocking lever 62 is directly pressed by the interlocking cam 36 and the support pin 63 moves along the groove 64 against the biasing force W of the biasing member. Then, the interlocking lever 62 swings with the base 39 as a fulcrum by the lever side end 62A coming into contact with the base 39, and applies a tensile force Pb to the second front brake cable 42. Thereby, the front brake device 43 operates and the front wheel 19 is braked.

  Since it is configured as described above, in the second embodiment, in addition to the effects (1), (2), and (6) of the first embodiment, the following effect (7) is obtained. Play.

  (7) The interlocking lever 62 of the interlocking mechanism 61 is configured to swing directly by the rotation of the interlocking cam 36 when the rear brake lever 45 is operated, and the arm mechanism 37 is omitted. And the number of parts can be reduced to reduce the cost.

[C] Third Embodiment (FIGS. 8 to 11)
FIG. 8 is a block diagram showing the configuration of the third embodiment of the interlocking brake system according to the present invention. FIG. 9 is a perspective view showing the interlocking mechanism and the like of FIG. In the third embodiment, the same parts as those in the first embodiment are denoted by the same reference numerals, and description thereof is simplified or omitted.

  The interlocking brake system 70 of the third embodiment is different from the first embodiment in that the interlocking mechanism 71 includes a motor 72 that rotationally drives the interlocking cam 36 instead of the cam lever 38 and the rear brake cable 47 of the first embodiment. The motor 72 is driven when the operating force of the rear brake cable 45 is detected, and the interlock cam 36 is rotationally driven.

  That is, the interlocking mechanism 71 includes a motor 72 that rotationally drives the interlocking cam 36, a front-side lever displacement sensor 73 that detects an operating force to the front brake lever 40 (that is, a moving amount of the front brake lever 40), a rear brake lever. A rear-side lever displacement sensor 74 that detects an operation force to 45 (that is, a movement amount of the rear brake lever 45), a motor position sensor 75 that detects the rotational position of the motor 72, and a motor control unit 76 that controls the rotation of the motor 72. It is configured.

  For example, as shown in FIG. 9, the interlocking mechanism 71 is attached to a head pipe 78 that pivotally supports a front fork 77 using a bracket 79. A motor 72 is installed on the back side of the base portion 34 in the interlocking mechanism 71. In the motor 72, the interlock cam 36 may be directly connected to the motor shaft, or the interlock cam 36 may be connected to the motor shaft via a reduction gear mechanism or a wire.

  The motor control unit 76 includes a database. As shown in FIG. 10, the database includes a plurality of brake levers that define the relationship between the amount of movement of the rear brake lever 45 and the rotational position of the motor 72 corresponding to the amount of movement. Motor characteristics (only brake lever and motor characteristics Q are displayed in FIG. 10) are stored as a motor control map. The front side lever displacement sensor 73, the rear side lever displacement sensor 74, and the motor position sensor 75 are configured by, for example, a potentiometer.

  As shown in FIGS. 8, 10, and 11, the motor control unit 76 first acquires an operation amount from the rear lever displacement sensor 74 to the rear brake lever 45 (that is, a movement amount A of the rear brake lever 45). (S1) Further, the current rotational position (current rotational position B) of the motor 72 is acquired from the motor position sensor 75 (S2). Next, the motor control unit 76 sets the rotation position (desired rotation position C) of the motor 72 corresponding to the movement amount A of the rear brake lever 45 acquired from the rear side lever displacement sensor 74, for example, a brake lever in the motor control map. Calculate using the motor characteristic Q, and calculate the rotation direction and the rotation amount R of the motor 72 for shifting the motor 72 from the current rotation position B to the desired rotation position C (S3). Thereafter, the motor control unit 76 controls the rotation of the motor 72 by the calculated rotation direction and rotation amount R, rotates the motor 72 to the desired rotation position C (S4), and drives the interlock cam 36 to rotate.

  Furthermore, the motor control unit 76 operates the operation amount (movement amount of the front brake lever 40) to the front brake lever 40 detected by the front side lever displacement sensor 73 and the rear brake lever 45 detected by the rear side lever displacement sensor 74. The control is performed so that the brake lamp 80 is turned on when at least one of the operation amount (the amount of movement of the rear brake lever 45) is acquired.

  Since it was configured as described above, according to the third embodiment, in addition to the same effects as the effects (1) to (5) of the first embodiment, the following effects (8) and (9) Play.

  (8) When the rear brake lever 45 is operated, the rear brake device 48 is operated by the rear brake rod 46 to brake the rear wheel 24, and the motor controller 76 operates the operation amount of the rear brake lever 45 (rear brake lever 45) from the rear lever displacement sensor 74, the motor 72 is rotationally controlled to a desired rotational position corresponding to the operation amount to the rear brake lever 45 based on the brake lever / motor characteristics. The interlocking cam 36 is rotated. As a result, the front brake device 43 is operated via the interlocking lever 35 and the second front brake cable 42 to brake the front wheel 19.

  Thus, the motor control unit 76 rotates the interlock cam 36 by controlling the rotation of the motor 72 to a desired rotational position corresponding to the amount of operation of the rear brake lever 45 based on the brake lever / motor characteristics. The rotation amount (rotation angle) of the interlock cam 30 can be changed by appropriately selecting the brake lever / motor characteristics. As a result, the braking force of the front wheels 19 by the front brake device 43 when operating the rear brake lever 45, and hence the braking force by the front brake device 43 and the rear brake device 48, can be easily adjusted.

  (9) At least one of the operation amount of the front brake lever 40 detected by the front side lever displacement sensor 73 and the operation amount of the rear brake lever 45 detected by the rear side lever displacement sensor 74 is acquired by the motor control unit 76. At this time, the motor controller 76 controls the brake lamp 80 to light up. For this reason, the brake switch for turning on the brake lamp 80 by operating the front brake lever 40 and the rear brake lever 45 can be omitted, the number of parts can be reduced, and the cost can be reduced.

  As mentioned above, although embodiment of this invention was described, these embodiment is shown as an example and is not intending limiting the range of invention. These embodiments can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the scope of the invention.

  For example, in the first and third embodiments, the arm mechanism 37 has been described as having a substantially rhombus shape (pantograph shape). However, the arm mechanism 37 may have another shape that expands and contracts when the interlock cam 36 rotates. That is, the arm mechanism 37 may be a semi-pantograph arm mechanism in which the arm 51, the roller 54, and the like exist only on one side of a straight line connecting the support pin 49 and the fixed pin 53.

  In the first to third embodiments, the case where only the front brake device 43 operates by operating the front brake lever 40 and the front brake device 43 and the rear brake device 48 operate by operating the rear brake lever 45 has been described. . However, the front brake device 43 and the rear brake device can be operated by operating the front brake lever 40 by appropriately changing the connection positions of the first front brake cable 41, the second front brake cable 42, the rear brake rod 46, and the rear brake cable 47. 45 may be operated, and only the rear brake device 48 may be operated by operating the rear brake lever 15.

19 Front wheel (first wheel)
24 Rear wheel (second wheel)
30 interlocking brake system 31 first braking system 32 second braking system 33 interlocking mechanism 35 interlocking lever 36 interlocking cam 37 arm mechanism 38 cam lever (drive member)
40 Front brake lever (first control)
41 First front brake cable (first operation transmission member)
42 Second front brake cable (first operation transmission member)
43 Front brake device (first brake device)
45 Rear brake lever (second control)
46 Rear brake rod (second operation transmission member)
47 Rear brake cable (third operation transmission member)
48 Rear brake device (second brake device)
49 support pin 51 arm 52 arm joint 53 fixed pin 60 interlocking brake system 61 interlocking mechanism 62 interlocking lever 70 interlocking brake system 71 interlocking mechanism 72 motor 73 front side lever displacement sensor 74 rear side lever displacement sensor 75 motor position sensor 76 motor controller 80 Brake lamp Fa, Pa Operating force Fb, Pb Tensile force

Claims (10)

A first braking system for transmitting an operating force to the first operator to the first braking device capable of braking the first wheel via the first operation transmitting member;
A second braking system for transmitting the operating force to the second operating element to the second braking device capable of braking the second wheel via the second operation transmitting member;
In an interlocking brake system having an interlocking mechanism that operates the first braking system in conjunction with the second braking system by an operating force applied to the second operator,
The interlocking mechanism includes an interlocking lever and an interlocking cam,
The interlocking lever is connected to the first operation transmission member and operates in response to an operation on the first operating element to operate the first braking device;
The interlock cam is operatively connected to the second operation element, and rotates according to an operation on the second operation element to operate the first brake device by directly or indirectly operating the interlock lever. An interlocking brake system characterized by being configured to allow The interlocking mechanism includes an arm mechanism that is provided in the vicinity of the interlocking cam and is coupled to the interlocking lever. The arm mechanism expands and contracts by the rotation of the interlocking cam when the second operation element is operated. The interlocking brake system according to claim 1, wherein the first braking device is operated by swinging. The arm mechanism includes a plurality of arms and an arm joint that couples these arms so as to be swingable with each other, and is configured to expand and contract when the arms swing by rotation of an interlocking cam;
The arm joint on one end side is provided as a support pin for supporting the interlocking lever, and the arm joint on the side opposite to the support pin is provided as a fixing pin fixed to a base portion of the interlocking mechanism. 2. The interlocking brake system according to 2. The arm mechanism includes four arms and four arm joints that connect these arms so as to be swingable to each other, and is formed in a substantially rhombus shape, and the arms swing by the rotation of the interlocking cam. It is configured to stretch with
The arm joint at the apex on the interlocking lever side in the substantially rhombic shape is provided as a support pin for supporting the interlocking lever, and the arm joint at the apex on the side opposite to the support pin is fixed to the base part of the interlocking mechanism The interlocking brake system according to claim 3, wherein the interlocking brake system is provided. The interlocking brake system according to claim 4, wherein the interlocking cam is provided inside an approximately diamond-shaped arm mechanism. The interlocking mechanism is configured such that the interlocking lever is disposed close to the interlocking cam, and the interlocking lever is directly swung by the rotation of the interlocking cam when the second operation element is operated, thereby operating the first braking device. The interlocking brake system according to claim 1, which is configured. The interlocking mechanism includes a drive member that is coaxial with the interlock cam and is provided integrally with the interlock cam so as to rotate together. The drive member and the second operating element are connected by a third operation transmitting member, and the second operating element 7. The structure according to claim 1, wherein the interlocking cam is rotationally driven when the drive member is actuated via the third operation transmission member by an operation of the control unit. 8. Interlocking brake system. The interlocking mechanism includes a motor that rotationally drives the interlocking cam, and is configured to rotate the interlocking cam by controlling the motor when an operation on the second operation element is detected. The interlocking brake system according to any one of claims 1 to 6. The interlock mechanism further includes a displacement sensor that detects an operation amount to the second operation element, a motor position sensor that detects a rotation position of the motor, and a motor control unit that controls the rotation of the motor,
The motor control unit obtains an operation amount to the second operation element from the displacement sensor, calculates a rotation position of the motor corresponding to the operation amount, and rotates the motor to the calculated motor rotation position. The interlock brake system according to claim 8, wherein the interlock cam is configured to rotate. A displacement sensor that detects an operation amount of the first operation element; and the motor control unit detects either the operation amount of the first operation element or the operation amount of the second operation element. The interlock brake system according to claim 9, wherein the brake lamp is controlled to be turned on.

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