JP3329851B2 - Motorcycle braking system - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a motorcycle braking device in which a master cylinder and a front wheel brake cylinder are directly connected, and the master cylinder and a rear wheel brake cylinder are connected via a pressure control valve. .

[0002]

2. Description of the Related Art In such a motorcycle braking device,
A load sensor provided at the upper end of the rear cushion generates a hydraulic pressure corresponding to the load on the vehicle, and changes the characteristics of the pressure control valve based on the hydraulic pressure. It is known that even if the braking force changes, the braking force distribution characteristic of the front and rear wheels is automatically adjusted so that the braking force on the rear wheel increases as the load on the vehicle increases (Japanese Utility Model Application Laid-Open No. 3-122991). Gazette).

[0003]

However, in the above-described conventional braking system for a motorcycle, the braking force distribution characteristic of the front and rear wheels is uniquely determined according to the load on the vehicle. Could not be freely selected according to.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and has as its object to provide a motorcycle braking device capable of freely setting braking force distribution characteristics of front and rear wheels according to rider's preference. And

[0005]

In order to achieve the above object, the present invention provides a method of directly connecting a master cylinder and a front wheel brake cylinder, and connecting the master cylinder and a rear wheel brake cylinder to each other. In a motorcycle braking device which is connected via a pressure control valve for controlling distribution of wheel braking force and in which the characteristics of the pressure control valve can be adjusted by adjusting means, the pressure control valve is provided with a hydraulic pressure of the master cylinder. A proportional valve that increases the brake cylinder oil pressure of the rear wheel at an increase rate smaller than the increase rate according to the increase, a cut valve that keeps the brake oil pressure of the rear wheel constant even by increasing the oil pressure of the master cylinder, A pressure reducing valve for decreasing the brake cylinder oil pressure of the rear wheel in accordance with an increase in the oil pressure of the master cylinder. Kishirinda brake cylinder pressure of the rear wheels to the hydraulic increase is controlled in a plurality of stages including a manner to reduce the embodiment is held constant and manner of increasing a small increase rate, wherein the adjustment means includes a cylinder member This
Slidably fitted in the cylinder member of the
A piston that defines a pressure regulation chamber between the piston and the piston
Connected to the closed end of the cylinder member.
And the pin is rotated by relative rotation with respect to the cylinder member.
An adjusting rod that can fine-tune the forward position of the ston,
For rotating the rod connected to this adjust rod
And an operating member, which is provided before the piston is displaced.
According to the change of the control oil pressure in the pressure adjustment chamber,
Each set of the directional valve, cut valve and pressure reducing valve
The adjusting load.
The strod is a pin for selecting a first distribution characteristic substantially in line with an ideal front / rear wheel braking force distribution characteristic when riding alone.
A first operating position corresponding to the position of the ston; and a second operating position substantially in line with the ideal front and rear wheel braking force distribution characteristics when riding two people.
Have a second operating position corresponding to the position of said piston for selecting the distribution characteristic of responsibility between the two operating positions
Various start timings for the multi-stage control by adjusting the position
As it can be changed, and adapted to select any distribution characteristic in a predetermined area sandwiched by the first and second distribution characteristic
Characterized in that was.

[0006]

Embodiments of the present invention will be described below with reference to the drawings.

FIGS. 1 to 5 show a first embodiment of the present invention. FIG. 1 is a plan view of a motorcycle provided with the braking device, FIG. 2 is an overall configuration diagram of the braking device, and FIG. 2 of FIG.
FIG. 4 is a sectional view taken along line 4-4 of FIG. 3, and FIG. 5 is a graph showing braking characteristics.

As shown in FIGS. 1 and 2, the motorcycle V includes a brake lever L provided on a steering wheel and a brake pedal P provided on a vehicle body frame. Left and right brake cylinders Bc _f, is Bc _f provided on the front wheels Wf,
These brake cylinders Bc _f, Bc _f each one pot P _f, comprises a P _f. The brake lever first master cylinder Mc ₁ actuated by L is directly connected to the pot P _f on the right side of the brake cylinder Bc _f, the second master cylinder Mc ₂ operated by the brake pedal P is left brake cylinder pot P of Bc _f
Connected directly to _f .

[0009] The second master cylinder Mc _2, the brake cylinder Bc _r of the rear wheel Wr through the pressure control valve Cv ₁
It is connected to one of the pot P _r of the pressure control valve Cv ₁
Is connected to adjusting means 80 for changing the braking force distribution characteristics of the front and rear wheels according to the number of occupants.

Next, referring to FIG. 3, the pressure control valve Cv
The structure of ₁ will be described in detail.

The pressure control valve Cv ₁ is connected to the second master cylinder M
and an output port 32 connected to the pot P _r of the brake cylinder Bc _r of the rear wheel Wr and the input port 31 connected to the c _2. A valve chamber 33 communicating with the input port 31 and an oil chamber 34 communicating with the output port 32 communicate with each other via an oil passage 35. A cylindrical proportional valve 36 is disposed inside the valve chamber 33 so as to be vertically movable. Is done. The inner chamber 36 ₂ of the proportional valve 36 which communicates with the input port 31 via the oil hole 36 _1, cut valve 38 is urged in the valve closing direction by a valve spring 37 is disposed. When the cut valve 38 is in the illustrated open position, the input port 31 is connected to the oil port 36 ₁ , the inner chamber 36 ₂ , the outer periphery of the cut valve 38, the oil passage 35, and the output port 32 via the oil chamber 34.
Communicate with Further comprising a pressure reducing valve 39 is a pressure control valve Cv _1, with its distal end portion of the pressure reducing valve 39 faces the oil chamber 34, the stepped portion 39 ₁ oil passage 4 formed in an intermediate portion
It is disposed in a valve chamber 41 that communicates with the valve chamber 33 through the valve 0.

A spring chamber 42 provided continuously below the valve chamber 33.
The spring seat 4 urged downward by the return spring 43
4 is provided, and a valve spring 45 is contracted between the spring seat 44 and the proportional valve 36. The auxiliary valve body 46 engages slidably in the inner chamber 36 ₂ of the proportional valve 36, with its lower end abuts against the spring seat 44 at its upper end supports the valve spring 37 for biasing the cut valve 38. A sensing valve 47 is supported at a lower portion of the spring chamber 42 so as to be vertically movable, and an upper end thereof is in contact with a lower surface of the spring seat 44, and a lower end thereof is provided with an adjusting means 8 described later.
0 protrudes into an oil chamber 49 that communicates with an input port 48 via an input port 48. On the other hand, a spring chamber 50 is formed below the pressure reducing valve 39, and a spring seat 52 urged downward by a return spring 51 is provided inside the spring chamber 50, and supports the spring seat 52 and the lower end of the pressure reducing valve 39. Between the spring seat 53 and the valve spring 5
4 is contracted. An upper end of a sensing valve 55 supported vertically below the spring chamber 50 is in contact with a lower surface of the spring seat 52, and a lower end of the sensing valve 55 projects into the oil chamber 49. In addition, an auxiliary valve body 56 which is in contact with the upper end of the cut valve 38 and forcibly opens the cut valve 38 is disposed above the valve chamber 33 so as to be vertically movable. The upper end of the auxiliary valve body 56 is in contact with a spring seat 58 disposed inside the spring chamber 57, and a valve spring 61 is compressed between the spring seat 58 and the spring seat 60 urged upward by the return spring 59. Is established. A sensing valve 62 is supported on the upper part of the spring chamber 57 so as to be vertically movable. The lower end of the sensing valve 62 is in contact with the upper surface of the spring seat 60, and the upper end protrudes into the input port 63 communicating with the adjusting means 80.

Referring to FIG. 4 together, it is clear that
Adjusting means 80 comprises a cylinder member 73, the piston 81 in the cylinder bore 73 ₂ of the cylinder member 73 is slidably fitted, the open end is closed by a cap 82 which is fixed by caulking. Adjusting rod 83 that is screwed to the center of the cap 82 is provided with a pressing portion 83 ₁ in contact with the rear surface of the piston 81 at its distal end, an operating member 84 at its proximal end. A ball support hole 83 penetrating the adjustment rod 83 in the radial direction.
₂ accommodates two balls 86 urged outward by a spring 85 in the radial direction.
By engaging the second inner surface a plurality of grooves 82 ₁ formed in the axial direction, it can be stopped with moderation the adjustment rod 83 every predetermined angle.

[0014] In Thus, when by rotating the operation unit 83 ₂ advancing and retracting the adjusting rod 83 relative to the cap 82,
It is possible to change the volume of the pressure adjusting chamber 87 in which the piston 81 abutting against the pressing portion 83 ₁ is defined by the cylinder bore 73 ₂ and the piston 81 moves forward and backward.

Next, the operation of the first embodiment of the present invention having the above configuration will be described.

[0016] By operating the brake lever L, the hydraulic braking pressure first master cylinder Mc ₁ is generated is transferred to the pot P _f on the right brake cylinder Bc _f of the front wheel Wf to brake the front wheel Wf. Also, when operating the brake pedal P, the brake hydraulic pressure second master cylinder Mc ₂ is generated is transferred to the pot P _f on the left side of the brake cylinder Bc _f of the front wheel Wf to brake the front wheel Wf.

The hydraulic braking pressure second master cylinder Mc ₂ is generated by the operation of the brake pedal P is the front wheel W
Not only is transmitted to the pot P _f on the left side of the brake cylinder Bc _f of f, the rear wheel Wr through the pressure control valve Cv ₁
Also transmitted to the pot P _r of the brake cylinder Bc _r. That is, while the brake hydraulic pressure second master cylinder Mc ₂ is generated is small, the oil hole 36 ₁ and the inner chamber 36 ₂ of the proportional valve 36 the brake hydraulic pressure from the input port 31, the outer periphery of the cut valve 38, the oil passage 35, Via the oil chamber 34 and the output port 32, the rear wheel W
It is transmitted to the pot P _r of r of the brake cylinder Bc _r. Therefore, when the brake pedal P is operated with a weak pedaling force, the braking force of the front wheel Wf and the rear wheel Wr increases according to the magnitude of the pedaling force, and the braking force distribution characteristic is represented by a straight line connecting the points O and A in FIG. Becomes

[0018] with an increase in pedal force of the brake pedal P increased hydraulic braking pressure transmitted to the input port 31 of the pressure control valve Cv ₁ Furthermore, when the braking force of the rear wheel Wr reaches point A in FIG. 5, Proportional The proportional valve 36 is lowered against the set load of the valve spring 45 by the brake oil pressure acting on the upper surface of the valve 36. As a result, the proportional valve 36 comes into close contact with the cut valve 38 and the communication between the input port 31 and the output port 32 is temporarily interrupted. However, when the brake hydraulic pressure transmitted to the input port 31 further increases, the proportional valve 36 proportional valve 36 is pushed up by increasing the pressure in the inner chamber 36 _2, the output port 32 and input port 31 communicates again. In this way, the proportional valve 36 vibrates up and down with an increase in the brake hydraulic pressure, so that the proportional valve 36 and the cut valve 38
Since the gap between the intermittently opened and closed, the rate of increase in hydraulic braking pressure transmitted to the brake cylinder Bc _r of the rear wheel Wr is reduced. As a result, the rate of increase in the braking force of the rear wheel Wr decreases at the point A in FIG.

When the brake oil pressure transmitted to the input port 31 of the pressure control valve Cv ₁ further increases and the braking force of the rear wheel Wr reaches the point B in FIG. The cut valve 38 urged by the valve spring 37 rises and comes into close contact with the proportional valve 36. As a result, the communication between the input port 31 and the output port 32 is completely cut off, and even if the brake hydraulic pressure transmitted to the input port 31 thereafter increases,
Hydraulic braking pressure transmitted from the output port 32 to the brake cylinder Bc _r is kept constant.

When the brake oil pressure transmitted to the input port 31 of the pressure control valve Cv ₁ further increases and the braking force of the rear wheel Wr reaches the point C in FIG. The pressure is transmitted to the chamber 41 and the pressure reducing valve 39 is moved to the valve spring 5.
4 is lowered against the set load. As a result, since the volume of the oil chamber 34 tip is lowered the pressure reducing valve 39 is increased, the hydraulic braking pressure transmitted to the brake cylinder Bc _r decreases.

[0021] In Thus, the braking force of the brake hydraulic pressure, i.e. the rear wheels Wr to be transmitted to the brake cylinder Bc _r of the rear wheel Wr by the action of the pressure control valve Cv ₁ is changed to 4 stages, and the braking force of the front wheel Wf The braking force distribution characteristic of the rear wheel Wr is indicated by O in FIG.
-A-B-C-D, and characteristics very close to the ideal distribution characteristics when riding alone can be obtained.

When the operating member 84 of the adjusting means 80 is operated to advance the piston 81 together with the adjusting bolt 83 to forcibly reduce the volume of the pressure adjusting chamber 87, the control oil pressure generated in the pressure adjusting chamber 87 is reduced. through the input port 48 is transmitted to the oil chamber 49 of the pressure control valve Cv _1, push the two sensing valves 47 and 55. As a result, the valve spring 45 for urging the proportional valve 36
The set load of the valve spring 54 for urging the pressure reducing valve 39 increases. Similarly, the control oil pressure is transmitted to the input port 63 to push down the sensing valve 62, and the auxiliary valve element 5
The set load of the valve spring 61 for urging the valve spring 6 is increased.

As described above, when the set load of the valve springs 42, 53, 61 for urging the proportional valve 36, the cut valve 38, and the pressure reducing valve 39 increases, the three valves 36, 38, 39 operate. The timing, that is, the positions of points A to C in FIG. 5 move rightward. As a result, the braking force distribution characteristic of the front wheel Wf and the rear wheel Wr changes like a dashed line passing through the points A 'to D', and the ratio of the braking force of the rear wheel Wr is adapted to the ideal distribution characteristic when riding in two passengers. To obtain appropriate characteristics.

By operating the pressure adjusting means 80, the front wheel Wf and the rear wheel Wr are shaded in the shaded region covering the ideal distribution characteristics when riding alone and the ideal distribution characteristics when riding two people.
It is possible to arbitrarily adjust the braking force distribution characteristic of the vehicle and obtain the braking force distribution characteristic according to the rider's preference. Sand
That is, the pressure adjusting means 80 is provided for the ideal distribution in the case of single riding.
The first distribution characteristic (O-A-B-C-D) substantially in line with the characteristic
The first operation position to be selected and the ideal arrangement when two passengers
The second distribution characteristic (OA′-B′-C ′) substantially along the distribution characteristic
-D ') and a second operating position for selecting
The first and second allocation characteristics (OABBC-
D; predetermined area sandwiched between OA'-B'-C'-D ')
It is possible to select an arbitrary distribution characteristic within (shaded area in FIG. 5).
As described above, the position between the first operation position and the second operation position is different.
Any intermediate operation position can be manually selected.

FIG. 6 shows a modification of the first embodiment.
The adjusting means 80 of this modification includes a cylinder 90 supported in place on a vehicle body via a bracket 89, a piston 91 slidably engaged with the cylinder 90, and fixed to the open end of the cylinder 90 by caulking. Cap 92
And screwed into the center of the cap 92 to
0, and an adjusting rod 93 fixed to the base end of the adjusting rod 93 and the cap 92
And an operating member 94 fitted on the outer periphery of the operating member 94. The cap 92 is urged radially outward by a spring 95 to fit into the plurality of ball grooves 94 ₁ formed in the inner surface of the operating member 94 in the axial direction. Ball 96 is provided.

According to this modification, the operating member 94 is rotated and the adjusting rod 93 rotates the piston 91.
It can alter the volume of the pressure adjusting chamber 97 and the pressure generating chamber 78, to arbitrarily adjust the braking force distribution characteristic by increasing or decreasing the control pressure transmitted to the pressure control valve Cv ₁ by advancing and retracting the.

FIGS. 7 to 12 show a second embodiment of the present invention. FIG. 7 is an overall structural view of the braking device, and FIG.
, FIG. 9 is a cross-sectional view taken along the line 9-9 in FIG. 8, FIG. 10 is a cross-sectional view taken along the line 10-10 in FIG. 8, FIG. It is a graph shown.

As shown in FIG. 7, a first master cylinder M operated by a brake lever L provided on a steering handle is provided.
c _1, each 3 pots P _1, P _2, of the left and right front wheels Wf with P ₃ brake cylinder Bc _f, is directly connected to the front pot P ₁ and the rear pot P ₃ of Bc _f. on the other hand,
Second master cylinder M operated by brake pedal P
c ₂ is the left and right front wheels Wf brake cylinder Bc _f, B
It is directly connected to the central pot P ₂ of c _f. Mechanical servo mechanism Ms is mounted on the right brake cylinder Bc _f of the front wheel Wf, the rear wheel Wr brake hydraulic pressure having three pots P _1, P _2, P ₃ to the mechanical servo mechanism Ms is generated
Front pot P ₁ and the rear pot P ₃ of the brake cylinder Bc _r are connected via the pressure control valve Cv ₂ in. Also,
Wherein with the second master cylinder Mc ₂ is connected to the mechanical servo mechanism Ms, the second master cylinder Mc ₂ are connected to a central pot P ₂ of the brake cylinder Bc _r of the rear wheel Wr through the pressure control valve Cv ₃ .

As shown in FIGS. 8 and 9, the right brake cylinder Bc _f of the front wheel Wf front fork 11
1 is pivotally supported on a bracket 112 fixed to a lower portion of the first bracket 1 by a pin 113. Above the front fork 111, a substantially cylindrical mechanical servo mechanism Ms is formed along the rear surface thereof.
Are supported vertically via a pair of brackets 114. Bracket 11 fixed to front fork 111
5, an L-shaped link 116 is pivotally supported by a pin 117 so as to be swingable, and an upper end of a rod 120 integrated with a connecting member 119 pivotally supported by a pin 118 at one end of the link 116 has a piston 121 of the mechanical servo mechanism Ms. together abuts against the lower end, the other end of the link 116 is pivotally supported on the upper end of the brake cylinder Bc _f pin 122. Therefore,
Brake cylinder Bc _f by braking the front wheel Wf
Swings in the direction of arrow a, the link 116 swings in the direction of arrow b to push up the rod 120, and the mechanical servo mechanism M
s to generate secondary brake oil pressure.

As is apparent from FIG. 10, a cylinder portion 124 is formed in a casing 123 of the mechanical servo mechanism Ms, and an upper end of a piston 121 which slides inside the cylinder portion 124 is provided.
A valve guide 126 is connected via a ring 125. The valve guide 1 is provided above the cylinder portion 124.
26 and a return spring 12 for urging the piston 121 downward.
7 is formed, and an output port 129 is formed at the upper end of the oil chamber 128.

A primary cup 130 and a secondary cup 1 are provided at the front end and the rear end of the piston 121, respectively.
The casing 123 is provided with both cups 13.
It said second secondary port 132 to be connected to the master cylinder Mc ₂ are formed so as to be positioned between 0,131. A long groove 121 ₁ penetrating in the diametrical direction is formed in an intermediate portion of the piston 121, and a stopper bolt 133 screwed into the casing 123 is slidably and loosely fitted in the long groove 121 ₁ .

Inside the valve guide 126, a valve 135 urged in the direction of closing by contacting the top surface of the piston 121 by a valve spring 134 is accommodated in a loosely fitted state, and is integrally formed with the valve 135. Leg 135
₁ penetrates through the center of the piston 121 to the inside of the long groove 121 ₁ and contacts the stopper bolt 133. And
The piston 121 is moved by the elastic force of the return spring 127 as shown in FIG.
When retracted to the position shown in the order legs 135 ₁ of the valve 135 is pushed up by contact with the stopper bolt 133, the secondary port 132 and oil through the gap of the valve 135 the outer periphery and its legs 135 _first outer circumference The chamber 128 communicates. Thus, when stepping on the brake pedal P, the vehicle is a pressure control valve to the front pot P ₁ and the rear pot P ₃ of the brake cylinder Bc _r of the rear wheels Wr in stop state Cv ₂
The brake hydraulic pressure is transmitted via the, which is convenient for starting on a slope. Further, when the piston 121 via a rod 120 mechanical servo mechanism Ms from this state is activated is pushed slightly, since the legs 135 ₁ of the valve 135 is separated from the stopper bolt 133, by the resilient force of the valve spring 134 The valve body 135 descends and the communication between the secondary port 132 and the oil chamber 128 is cut off. Therefore, when the piston 121 further rises, a brake oil pressure is generated in the oil chamber 128, and the brake oil pressure is
9 is transmitted left to the brake cylinder Bc _f and the pressure control valve Cv ₂ front wheels Wf via. Thus, the valve 1
By the operation of 35, the conventionally required primary port is not required, and as a result, the disadvantage that the primary cup 130 is damaged when passing through the primary port is avoided.

FIG. 11 shows the pressure control valve Cv ₃ .
The casing 141 of the pressure control valve Cv ₃ and the input port 142 is a brake hydraulic pressure from the second master cylinder Mc ₂ is supplied, an output port 143 that connects to the central pot P ₂ of the brake cylinder Bc _r of the rear wheels Wr And a valve chamber 144 formed inside the casing 141.
, A valve spring 14 contracted between itself and a spring seat 145 is provided.
The cylindrical proportional valve 1 urged upward at 6
47 is provided to be vertically movable. Proportional valve 1 communicating with the input port 142 through the oil hole 147 ₁
45, an auxiliary valve body 148 and a cut valve 149 each having a lower end in contact with the spring seat 145 are disposed in the inner chamber 147 ₂ , and the cut valve 149 is a valve contracted between the auxiliary valve body 148 and the auxiliary valve body 148. The spring 150 urges the valve in the valve closing direction.

A lever 152 as an adjusting means pivotally supported by a pin 151 at the lower end of the casing 141 has a cam surface 152.
Comprises a _1, the cam surfaces 152 ₁ abuts against the spring seat 145 through the push rod 153 which is slidably supported on the casing 141. Therefore, when the lever 152 is rotated to the chain line position, the push rod 153 is pressed upward by the cam surface 152 ₁ , and the valve spring 146 and the valve spring 1
When the set load of 50 is increased and the lever 152 is turned to the solid line position, the push rod 153 is pushed back and pressed, and the set load of the valve spring 146 and the valve spring 150 is reduced.

Normally, the proportional valve 147 and the power
The cut valve 149 is in the open position shown in FIG.
Port 142 is the oil hole 147₁, Inner room 147_Two,cut
Communicates with output port 143 through the outer periphery of valve 149
You. 2nd master cylinder Mc _TwoTo input port 142
As the transmitted brake oil pressure gradually increases,
The brake oil pressure acting on the upper surface of the directional valve 147
The proportional valve 147 is connected to the valve spring 146
To descend against the set load, the proportional
Lube 147 is in close contact with cut valve 149 and input port
The communication between 142 and the output port 143 is temporarily interrupted.
You. However, the shake transmitted to the input port 142
When the hydraulic pressure further increases, the proportional valve 1
47 inner rooms 147_TwoPressure increases proportionally
The valve 147 is pushed up, and the input port 142 and the output port
The port 143 communicates again. In this way, brake oil
As the pressure increases, the proportional valve 147 moves up and down.
The proportional valve 147 and the cut valve
Since the gap between the lugs 149 opens and closes intermittently, the rear wheel Wr
Brake cylinder Bc_rThe brake hydraulic pressure transmitted to
After reaching the specified value, the rate of increase of the brake oil pressure
Decreases at a fixed rate.

When the lever 152 is rotated to the chain line position, the set load of the valve springs 146 and 150 increases, and the pressure reduction characteristic of the pressure control valve Cv ₃ changes in a direction to decrease, and the lever 152 moves to the solid line position. When rotated, the valve spring 1
The set load of 46,150 is reduced and the pressure control valve Cv ₃
Changes in the direction of increase.

The pressure control valve Cv of the second embodiment
Because ₂ has the pressure control valve Cv ₁ basically the same structure of the first embodiment described above, the pressure control valve Cv ₂ of the second embodiment is not provided with adjusting means 80, The three sensing valves 47, 55, and 62 are eliminated.

Next, the operation of the second embodiment of the present invention will be described.

When the brake lever L is operated alone,
1 master cylinder Mc₁The brake oil pressure generated by the front wheels
Left and right brake cylinders Bc of Wf_f, Bc_fFront of
And rear pot P₁, P_ThreeTo the front wheel Wf
I do. With the braking of the front wheel Wf, the mechanical servo mechanism Ms
Is generated by the pressure control valve Cv _Two
Through the brake cylinder Bc of the rear wheel Wr_rFront and
And rear pot P₁, P _ThreeTo the rear wheel Wr
You. At this time, with the increase in the braking force of the front wheel Wf, the mechanical
The pressure control valve Cv from the servo mechanism Ms._TwoTransmitted to the secondary
As the brake oil pressure gradually increases, the pressure
Control valve Cv_TwoProportional valve 3
6, the cut valve 38 and the pressure reducing piston 39 are sequentially
To operate, as shown by OABCCD in FIG.
A good braking characteristic is obtained. Independent operation of the brake lever L
The braking characteristics during operation are ideal distribution characteristics when riding alone.
It is set to lie along the underside of gender.

On the other hand, the brake pedal P is operated alone.
And the second master cylinder Mc_TwoBrake hydraulic pressure generated
Are the left and right brake cylinders Bc of the front wheel Wf._f, Bc_fof
Central pot P_TwoTo the front wheel Wf
, A mechanical servo mechanism Ms occurs due to braking of the front wheel Wf
The secondary brake oil pressure is changed by the pressure control valve Cv_TwoThrough
Brake cylinder Bc of rear wheel Wr_rFront and rear ports
P₁, P_ThreeAnd simultaneously brake the rear wheels Wr
You. Also, the second master cylinder Mc_TwoBreak that occurs
The hydraulic pressure is the brake oil generated by the mechanical servo mechanism Ms.
If the pressure is larger than the second master cylinder Mc_TwoBut
The generated brake oil pressure is directly applied to the pressure control valve Cv_TwoCommunicate to
Then, the rear wheel Wr is braked. In any case,
The pressure control valve Cv from the servo mechanism Ms._TwoTransmitted to the brake
As the hydraulic pressure increases, the pressure control valve Cv _TwoIn the
A proportional valve 36, a cut valve 38, and
The pressure reducing piston 39 is sequentially operated to increase the braking force of the rear wheel Wr.
Addition is suppressed.

Now, when the brake pedal P is operated
Also has a second master cylinder Mc _TwoBreak that occurs
The hydraulic pressure is the pressure control valve Cv_ThreeBrake of the rear wheel Wr
Cylinder Bc_rCenter pot P_TwoAlso transmitted to
Central pot P_TwoBraking force by the front and rear
To P₁, P_ThreeIs added to the braking force of the rear wheel
The braking force of Wr is increased. And the brake pedal P
Additional braking force applied to the rear wheel Wr by operation
The pressure control valve Cv_ThreeOf brake oil pressure output by
Is determined by That is, the pressure control valve Cv_ThreeComes out
The applied brake oil pressure depends on the amount of depression of the brake pedal P.
12 has a gradually increasing characteristic.
B'-C'-D 'or OA "-B" -C "-D"
As shown in FIG.
The minute characteristic is the distribution characteristic when the brake lever L is operated alone.
Is located on the upper side as compared to the sex OABCD, and
The difference has a gradually expanding characteristic.

Here, the characteristics OA'-B'-C'-D '
Corresponds to the case decompression characteristic is small lever 152 of the pressure control valve Cv ₃ is in the dashed line position of FIG. 11, characteristics O-
A "-B" -C "-D" corresponds to the case where the lever 152 is at the position of the solid line and the pressure reduction characteristic is large. Thus, when the brake pedal P is operated alone, the pressure control valve Cv ₃
The lever 152 to adjust the vacuum characteristics of the pressure control valve Cv ₃ by pivoting between a solid line position and the chain line position of Figure 11, optionally the braking force distribution characteristic between the front and rear wheels by the hatched area in FIG. 12 By changing the characteristics, characteristics according to the rider's preference can be obtained. For example, when the brake pedal P is operated alone when a single person is riding, the braking force distribution characteristic becomes OA'-B'-C '.
In the case of -D ', which greatly deviates from the ideal distribution characteristics when a single passenger is riding, the lever 152 is rotated to the solid line position to change the braking force distribution characteristics to OA "-B" -C "-D". By doing so, it is possible to approach the ideal distribution characteristics when riding alone.

Although the embodiments of the present invention have been described in detail above, the present invention is not limited to the above embodiments, and various small design changes can be made.

[0044]

As described above, according to the present invention, the pressure control valve provided between the master cylinder and the master cylinder of the rear wheel for controlling the distribution of the front and rear wheel braking force is provided by the master cylinder. A proportional valve that increases the rear wheel brake cylinder oil pressure at an increase rate smaller than the increase rate according to the oil pressure increase, a cut valve that keeps the rear wheel brake cylinder oil pressure constant even by increasing the master cylinder oil pressure, and a master cylinder A pressure reducing valve that decreases the rear wheel brake cylinder oil pressure in response to an increase in the oil pressure, so that the rear wheel brake cylinder oil pressure increases at a small increase rate with respect to the increase in the front wheel brake cylinder oil pressure, and is kept constant. Since the control is performed in a plurality of stages including the mode and the mode in which the braking force is reduced, the braking force distribution characteristics of the front and rear wheels are refracted at at least three points in the gradient. As the breaking characteristic, the rear wheel braking oil pressure can be finely controlled in multiple stages including increasing, gradually increasing, holding, and decreasing according to the increase in the front wheel braking oil pressure, and therefore, the distribution very close to the ideal distribution characteristic of the front and rear wheel braking force. Characteristics can be obtained, and the braking efficiency for the rear wheels can be improved. In addition, the adjusting means of the pressure control valve may be a cylinder unit.
Material, and is slidably fitted in the cylinder member.
A piston defining a pressure adjustment chamber between the cylinder and the cylinder;
Closed end of cylinder member connected to this piston
And screwed relative to the cylinder member
Adjusting rod for finely adjusting the advance position of the piston
And the rod rotation operation connected to this adjustment rod
Operating member for adjusting the displacement of the piston.
According to a change in the control oil pressure in the pressure adjustment chamber.
Positional valve, cut valve and pressure reducing valve
It is configured to change the set load.
The strod is a piston which selects a first distribution characteristic substantially in line with an ideal front and rear wheel braking force distribution characteristic when riding alone.
First the operation position corresponding to the down position, ideally before the second operation corresponding to the position of the piston for selecting the second distribution characteristic substantially along the rear wheel braking force distribution characteristics at two boarding And any position between the two operating positions.
Various start times of the multi-stage control can be changed by adjustment
As capacity, it is adapted to select any distribution characteristic in a predetermined region that is sandwiched between the first and second distribution characteristic Runode,
Before changes according to operation input to the master cylinder, a rear wheel braking force distribution characteristics, simply times for adjustment rod
Rolling operation (that is, the screw engagement position of the rod with the cylinder member)
Adjustment) makes it possible to arbitrarily fine- tune the rider's will. Therefore, it is possible to easily and arbitrarily fine- tune the braking force distribution characteristics of the front and rear wheels according to the rider's preference without using a conventional load sensor. that Do not. In addition, the above-mentioned arbitrary adjustment of the front and rear wheel braking force distribution characteristics is performed by adjusting the ideal front and rear wheel braking force distribution characteristics when riding alone and the ideal front and rear wheel braking force distribution when riding two people.
Within a specific range substantially covering the rear wheel braking force distribution characteristic (that is, within a predetermined area sandwiched between the first and second distribution characteristics).
Finely freely can be performed der because, before, without departing from the true braking function of the rear wheel interlocking brake, before with a degree of freedom has wide to suit the personal preferences of the rider in the function range, The adjustment of the rear wheel braking force distribution characteristic can be accurately performed.

[Brief description of the drawings]

FIG. 1 is a plan view of a motorcycle provided with a braking device according to a first embodiment of the present invention.

FIG. 2 is an overall configuration diagram of a braking device.

FIG. 3 is an enlarged sectional view of a part 3 in FIG. 2;

FIG. 4 is a sectional view taken along line 4-4 in FIG. 3;

FIG. 5 is a graph showing braking characteristics.

FIG. 6 is a view corresponding to FIG. 4 according to a modification of the first embodiment.

FIG. 7 is an overall configuration diagram of a braking device according to a second embodiment of the present invention.

FIG. 8 is an enlarged view of part 8 of FIG. 7;

9 is a sectional view taken along line 9-9 in FIG.

FIG. 10 is a sectional view taken along line 10-10 of FIG. 8;

FIG. 11 is an enlarged view of part 11 of FIG.

FIG. 12 is a graph showing braking characteristics.

[Explanation of symbols]

80 adjusting means 152 lever (adjusting means) Bc _f front brake cylinder Bc _r rear wheel brake cylinder Cv ₁ pressure control valve Cv ₃ pressure control valve Mc ₂ master cylinder Wf front Wr rear wheel

──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-4-143154 (JP, A) JP-A-59-179440 (JP, A) JP-A-4-146858 (JP, A) 129264 (JP, U) Fully open sho 59-14794 (JP, U) Fully open sho 59-147657 (JP, U) (58) Fields investigated (Int. Cl. ⁷ , DB name) B62L 3/00-3 / 08 B60T 8/26

Claims (1)

(57) [Claims] 1. A master cylinder (Mc ₂ ) and a front wheel (W)
a brake cylinder (Bc _f) with direct connection to f), the master cylinder (Mc ₂₎ and rear wheels (Wr)
And a brake cylinder (Bc _r ) are connected via a pressure control valve (Cv ₁ ) for distribution control of front and rear wheel braking forces, and the characteristics of the pressure control valve (Cv ₁ ) are adjusted by adjusting means (8).
0) The braking device for a motorcycle which can be adjusted according to (0), wherein the pressure control valve (Cv ₁ )
Depending on the oil pressure increase of c ₂₎ and the proportional valve to increase the brake cylinder (Bc _r) hydraulic pressure of the rear wheel (Wr) by the small increase rate than its rate of increase (36), the hydraulic pressure of the master cylinder (Mc ₂₎ The rear wheel (W
a cut valve (38) for holding the brake cylinder (Bc _r) hydraulic pressure of r) constant, the master cylinder (Mc
₂ brake cylinders of the rear wheels in accordance with hydraulic increased (Wr) of) (Bc _r) comprise a pressure reducing valve for reducing the pressure (39), the brake cylinder of the front wheel (Wf) (B
c _f) the brake cylinder (Bc _r of the rear wheels (Wr) to the hydraulic increase) hydraulic pressure is controlled in a plurality of stages including a manner to reduce the embodiment is held constant and manner of increasing a small increase rate The adjusting means (80) includes a cylinder member (73),
Slidably fitted in the cylinder member (73) of
A pressure adjusting chamber (87) is defined between the pressure adjusting chamber (87) and the cylinder (73).
Piston (81) and connected to this piston (81)
And screwed into the closed end of the cylinder member (73).
And the relative rotation with respect to the cylinder member (73).
Adjuster for finely adjusting the advance position of the piston (81)
Stroke (83) and this adjusting rod (83)
And an operating member (84) for rod rotation operation connected to the
The pressure associated with the displacement of the piston (81).
The above-mentioned professional is controlled according to the change of the control oil pressure in the force adjusting chamber (87).
Partial valve (36), cut valve (38) and
And each set load of the pressure reducing valve (39)
The adjusting rod (83) corresponds to the position of the piston (81) for selecting the first distribution characteristic substantially in line with the ideal front and rear wheel braking force distribution characteristic when riding alone . a first operating position, ideally before the selecting the second distribution characteristic substantially along the rear wheel braking force distribution characteristics at two boarding
A second operation position corresponding to the position of the piston (81), and the position of the piston (81) is adjusted by any position adjustment between the two operation positions.
The start timing of the multi-stage control can be changed variously
Te, characterized by being adapted to select any distribution characteristic in a predetermined area sandwiched by the first and second distribution characteristic, a braking device for a motorcycle.