JP4906692B2 - Saddle riding - Google Patents

Description

  The present invention relates to a by-wire vehicle brake device and a saddle-ride type vehicle including the same.

Conventionally, among hydraulic brake devices often used in saddle riding type vehicles such as motorcycles, there are brake operating means (master cylinder) that generates hydraulic pressure by a driver's operation, and wheels that are supplied with hydraulic pressure. Between the wheel braking means (brake caliper) that brakes rotation, there is a fluid path switching means for switching the communication state of the hydraulic pressure path, and the fluid path switching means blocks communication between the brake operating means and the wheel braking means. At the same time, the operation amount of the brake operating means is electrically detected, the hydraulic pressure generating means is driven and controlled based on the detected value, and a hydraulic pressure corresponding to the detected value is separately generated and this is applied to the wheel braking. There is a so-called by-wire type that supplies the means to generate the braking force of the wheels.
In such a brake device, there is one having the liquid path switching means and the hydraulic pressure generating means as an integrated unit (for example, see Patent Document 1).
JP 2006-117096 A

By the way, in the above prior art, although the liquid path switching means and the hydraulic pressure generating means are unitized, the size and shape of the entire unit are fixed, and a constant arrangement space is provided. Therefore, the degree of freedom in layout is limited, and there is a problem that it is difficult to share between multiple vehicle types.
Therefore, the present invention aims to reduce the size by unitizing the liquid path switching means and the hydraulic pressure generating means and improve the layout flexibility in the by-wire type vehicle brake device and the saddle-ride type vehicle equipped with the same. Objective.

As a means for solving the above-mentioned problems, the invention described in claim 1 includes a brake operating means (for example, the front and rear master cylinders 25 and 82 in the embodiment) that generates hydraulic pressure by a driver's operation, and a wheel ( For example, wheel braking means (for example, the front and rear brake calipers 56 and 92 of the embodiment) for braking the rotation of the front and rear wheels 102 and 111 of the embodiment, and a hydraulic pressure generating means for separately generating hydraulic pressure by the operation of the brake operating means ( For example, the power unit 46) of the embodiment, and the fluid path switching means (for example, the control units 50F and 50R of the embodiment) for switching the fluid pressure path between the brake operating means, the fluid pressure generating means, and the wheel braking means , The hydraulic pressure generating means and the liquid path switching means each have coupling portions that can be attached to and detached from each other (for example, the coupling portions 77 and 78 in the embodiment). Through, in the fluid pressure generating means and the liquid path switching means saddle type vehicle provided with a brake system to be integrated with each other (e.g., a brake device 10 in the embodiment) (e.g. the motorcycle 101 of the embodiment) A pair of left and right main frames (for example, the main frame 107 of the embodiment) extending rearward from the head pipe (for example, the head pipe 106 of the embodiment), and a pair of left and right pivots connected downward to the rear ends of the left and right main frames. The hydraulic pressure generating means and the liquid path switching means are arranged side by side between the left and right pivot frames, and the hydraulic pressure generating means in a side view. And at least a part of the liquid path switching means are arranged so as to overlap each other, and the hydraulic pressure generating means has a rotating shaft (for example, implementation) And a hydraulic cylinder (for example, the embodiment) that generates a hydraulic pressure by stroking a piston (for example, the piston 74 of the embodiment) by the rotational force of the motor (for example, the electric motor 60 of the embodiment). And the axial direction of the motor is orthogonal to the thickness direction of the fluid path switching means (for example, the thickness direction T in the embodiment) having a flat box shape. It arrange | positions and it arrange | positions so that it may face a vehicle up-down direction .

According to a second aspect of the present invention, there is provided a pivot shaft (for example, the pivot shaft 113 of the embodiment) for supporting a swing arm (for example, the swing arm 112 of the embodiment) on the left and right pivot frames, and the left and right above the pivot shaft. An upper cross member (for example, the upper cross member 119 of the embodiment) extending between the pivot frames, and the fluid pressure generating means and the fluid path switching means are located above the pivot shaft and below the upper cross member in a side view. It is characterized by being arranged .

  According to a third aspect of the present invention, a stroke axis (for example, stroke axis C2 of the embodiment) of the hydraulic cylinder and a rotation axis of the motor (for example, rotation axis C1 of the embodiment) are arranged in parallel to each other, and the hydraulic cylinder The motor is disposed within the width of the liquid path switching means in the thickness direction (for example, the width H of the embodiment).

  According to a fourth aspect of the present invention, the liquid path switching means has a plurality of rod-shaped switching valves (for example, the electromagnetic valves 31, 43, 47 of the embodiments) for switching the hydraulic pressure path, and each of the switching valves is flat. It is characterized by being arranged along the thickness direction (for example, the thickness direction T in the embodiment) of the liquid path switching means having a box shape.

  According to a fifth aspect of the present invention, there is provided a liquid that is connected to each connection port (for example, the communication ports 67a and 69a of the embodiment) of the liquid pressure generating means and the liquid path switching means and communicates between them so as to be able to transmit the hydraulic pressure. A pressure tube (for example, the communication tube 95 of the embodiment), and the fluid pressure tube has a flat box shape. The width of the liquid path switching means (for example, the thickness direction T of the embodiment) (for example, the embodiment) Width H).

  The invention described in claim 6 is characterized in that the fluid pressure generating means and the fluid path switching means are integrally attached to a vehicle body attachment member (for example, the central support stay 87 of the embodiment) at each of the coupling portions. .

According to the present invention , the hydraulic pressure generating means and the liquid path switching means are integrated with each other via the coupling portion, so that the unit can be reduced in size and can be easily attached to and detached from the vehicle body.
In addition, the hydraulic pressure generating means and the liquid path switching means each have a detachable coupling part, and the hydraulic pressure generating means and the liquid path switching means are integrated with each other via the coupling parts, so that each coupling It is possible to change the shape as a unit of fluid pressure generating means and fluid path switching means by directly connecting the parts or interposing intermediate members, improving layout flexibility and easy sharing among multiple vehicle models Can be.

According to the present invention , the axial direction, which is the longitudinal direction of the motor in the hydraulic pressure generating means, and the thickness direction (the smallest width direction) of the liquid path switching means are arranged so as to be orthogonal to each other. These can be arranged more compactly while suppressing an increase in the thickness of the unit composed of the means and the liquid path switching means.

According to the present invention , the hydraulic cylinder and the motor that require a predetermined length in the hydraulic pressure generating means are arranged within the width in the thickness direction of the hydraulic path switching means, and the hydraulic pressure generating means and the hydraulic path switching These can be arranged more compactly while suppressing an increase in the thickness of the unit comprising means.

According to the present invention, it is possible to increase the degree of freedom of arrangement of the plurality of switching valves and to reduce the size of the liquid path switching means.

According to the present invention, it is possible to easily change the shape of the unit including the hydraulic pressure generating means and the liquid path switching means by extending or shortening the hydraulic pressure pipe. Further, since the hydraulic pipe is arranged within the width in the thickness direction of the liquid path switching means, the increase in the thickness of the unit composed of the hydraulic pressure generating means and the liquid path switching means is suppressed, and these are more compactly arranged. it can.

According to the present invention , the vehicle body attachment members can be coupled together at each coupling portion, and the structure for attaching the hydraulic pressure generating means and the liquid path switching means to the vehicle body can be simplified.

According to the present invention , the hydraulic pressure generating means and the liquid path switching means are arranged side by side between the left and right pivot frames of the vehicle body, thereby making the hydraulic pressure generating means and the liquid path switching means inconspicuous and concentrating the mass. Can be achieved.

  Embodiments of the present invention will be described below with reference to the drawings. Note that the directions such as front, rear, left and right in the following description are the same as those in the vehicle unless otherwise specified. In the figure, the arrow FR indicates the front of the vehicle, the arrow LH indicates the left side of the vehicle, and the arrow UP indicates the upper side of the vehicle.

  As shown in FIG. 1, the upper portions of the left and right front forks 103 that pivotally support the front wheels 102 of a motorcycle (saddle-type vehicle) 101 can be steered to a head pipe 106 at the front end of a vehicle body frame 105 via a steering stem 104. Pivoted. From the head pipe 106, the left and right main frames 107 extend obliquely downward and rearward, and the rear ends thereof are connected to the upper ends of the left and right pivot frames 108 at the center of the vehicle body. An engine (internal combustion engine) E that is a prime mover of the motorcycle 101 is suspended inside the body frame 105. A swing arm type rear suspension 110 that suspends a rear wheel 111 is attached to the left and right pivot frame 108 of the body frame 105.

  The swing arm type rear suspension 110 swings the front end portion of a swing arm 112 that pivotally supports a rear wheel 111 at the rear end portion, and swings up and down via a pivot shaft 113 extending in the left-right direction to the upper and lower intermediate portions of the left and right pivot frames 108. An upper arm support portion 114 provided on the upper front portion of the swing arm 112 and a lower frame support portion 115 provided at a lower portion of the left and right pivot frame 108 (a portion below the pivot shaft 113). The link mechanism 116 is attached between the two and the swing arm 112 and the link mechanism 116 are operated to stroke the cushion unit 117 disposed on the front end side of the swing arm 112 to absorb and attenuate the reaction force from the road surface. . In addition, the code | symbol 111a in a figure shows a rear-wheel axle.

  The cushion unit 117 has a basic configuration in which a rod-shaped damper is inserted into a coil spring, and is arranged on the proximal end side of the swing arm 112 so that its central axis (stroke axis) is substantially along the vertical direction. . The upper end portion of the cushion unit 117 is connected to the upper arm support portion 114 of the swing arm 112, and the lower end portion of the cushion unit 117 is below the frame provided on the lower cross member 118 that extends between the lower portions of the left and right pivot frames 108. It is connected to the support part 115. A cylindrical sub tank 117a that encloses hydraulic oil, compressed gas, or the like in the damper is disposed along the left-right direction on the upper rear side of the cushion unit 117.

  Here, the upper end portion of the cushion unit 117 is attached to the swing arm 112, and the lower end portion is attached to the vehicle body frame 105 at a position below the pivot shaft 113, so that the load during the stroke of the cushion unit 117 is applied to the vehicle body frame 105. The upper cross member 119 extending between the upper parts of the left and right pivot frames 108 (between the parts above the pivot shaft 113) can be reduced in size without being input to the part above the pivot shaft 113 of It is easy to place relatively large parts.

  Referring also to FIG. 2, a front wheel steering bar handle 104 a is attached to the front fork 103 or the steering stem 104, and a hydraulic pressure (hydraulic pressure) mainly for front wheel braking is attached to the right grip portion of the bar handle 104 a. ) And a brake lever (brake operator) 21 for operating the cylinder are attached. Left and right front brake discs 55 are attached to both sides of the hub portion of the front wheel 102 so as to be integrally rotatable, and left and right front brake calipers (wheel cylinders) 56 that sandwich the left and right front brake discs 55 to generate front wheel braking force It is attached to the lower part of the left and right front forks 103, respectively. The left and right front brake discs 55 and the front brake caliper 56 constitute a front disc brake 42 of the motorcycle 101.

  On the other hand, left and right steps (not shown) are respectively attached to the rear of the left and right pivot frames 108, and a rear master cylinder 82 that mainly generates hydraulic pressure (hydraulic pressure) for rear wheel braking is attached to the right step among these steps. And a brake pedal (brake operator) 22 for operating the same is attached. A rear brake disc 91 is attached to the right side of the hub portion of the rear wheel 111 so as to be integrally rotatable, and a rear brake caliper (wheel cylinder) 92 that pinches the rear brake disc 91 to generate a rear wheel braking force is a swing arm 112. It is attached to the rear right side. The rear brake disc 91 and the rear brake caliper 92 constitute a rear disc brake 84 of the motorcycle 101.

  Here, the motorcycle 101 does not directly supply the hydraulic pressure generated in the front and rear master cylinders 25 and 82 to the front and rear brake calipers 56 and 92, but electrically operates the front and rear master cylinders 25 and 82 (the amount of generated hydraulic pressure). And a power unit 46 described later is driven and controlled based on the detected value to generate a hydraulic pressure corresponding to the detected value, and this is supplied to the front and rear brake calipers 56 and 92 for the front and rear wheels 102 and 111. A so-called by-wire type brake device 10 that generates a braking force is configured.

  The brake device 10 includes a front wheel brake device 11 that brakes the front wheel 102 of the motorcycle 101, a rear wheel brake device 12 that brakes the rear wheel 111 of the motorcycle 101, and the front wheel brake device 11 and the rear wheel brake device 12. A control unit 13 for controlling the opening and closing of a plurality of electromagnetic valves 31, 43, 47 provided in the hydraulic path, and a battery 14 for supplying power to each brake device 11, 12 and the control unit 13, The operation amount of the brake lever 21 of the front wheel brake device 11 (operation amount of the front master cylinder 25) and the operation amount of the brake pedal 22 of the rear wheel brake device 12 (operation amount of the rear master cylinder 82) are electrically connected, respectively. The hydraulic pressure is detected by the power unit 46 and the front wheel 102 and the rear wheel 111 are made independent or Motion to be braking.

  Hereinafter, the front wheel brake device 11 will be described as an example. However, the rear wheel brake device 12 has the same basic configuration unless otherwise specified.

  As shown in FIG. 2, the front wheel brake device 11 includes a brake lever 21 and a front master cylinder 25, a front reservoir tank 26 that stores brake fluid (hydraulic oil) that enters and exits the front master cylinder 25, and a front master. A stroke simulator 28 connected to the cylinder 25 via a brake pipe 27, a first electromagnetic valve 31 provided in the middle of the brake pipe 27, and a bypass provided in the brake pipe 27 so as to bypass the first electromagnetic valve 31 A piping 32, a one-way valve 33 provided in the middle of the bypass passage 32, a first pressure sensor 35 connected to the front master cylinder 25, a second pressure sensor 36 connected to the bypass piping 32, and a brake piping 27, the front brake caliper 56 connected via the brake pipe 41, A second electromagnetic valve 43 provided in the middle of the rake pipe 41, a power unit 46 connected to the brake pipe 41 via the brake pipe 44, a third electromagnetic valve 47 provided in the middle of the brake pipe 44, and the third A bypass pipe 48 connected to the brake pipe 44 so as to bypass the electromagnetic valve 47, a one-way valve 51 provided in the middle of the bypass passage 48, and a third pressure sensor 52 connected to the bypass pipe 48 are provided. Do it. Reference numerals 14 </ b> A and 14 </ b> B in the figure indicate conductive wires that connect the control unit 13 and the battery 14.

  The stroke simulator 28 generates a pseudo reaction force according to the amount of operation of the brake lever 21 (the amount of hydraulic pressure generated by the front master cylinder 25), and is usually not a by-wire type in the driver's hand operating the brake lever 21. This gives the same operational feeling as when operating the brake lever of the hydraulic brake device.

  The first electromagnetic valve 31 is a normally closed valve that normally closes (blocks the brake pipe 27) by the elastic force of the compression coil spring 31a, and receives a control signal from the control unit 13 via the conductor 31A. Thus, it opens against the elastic force of the compression coil spring 31a (opens the brake pipe 27).

  The bypass pipe 32 and the one-way valve 33 release the residual pressure of the brake fluid generated in the stroke simulator 28. The one-way valve 33 allows only the flow of the brake fluid from the stroke simulator 28 side to the front master cylinder 25 side. Allow.

The first pressure sensor 35 detects the pressure in the front master cylinder 25 via the brake pipe 27, and is connected to the control unit 13 via a conductor 35A.
The second pressure sensor 36 detects the pressure in the stroke simulator 28 via the bypass pipe 32, and is connected to the control unit 13 via a conductor 36A.

  The brake pipe 41 is connected to the front brake caliper 56 of the front disc brake 42. Reference numeral 58 in the figure denotes a front wheel speed sensor that detects the rotational speed of the front brake disc 55 and thus the rotational speed of the front wheel 102, and the front wheel speed sensor 58 is connected to the control unit 13 via a conductor 58A.

  The second electromagnetic valve 43 is a normally open valve that normally opens with the elastic force of the compression coil spring 43a (opens the brake pipe 41), and receives a control signal from the control unit 13 via the lead wire 43A. Thus, the closing operation is performed against the elastic force of the compression coil spring 43a (the brake pipe 41 is shut off).

  The power unit 46 includes an electric motor 60, a first gear 61 attached to the rotating shaft 60 a of the electric motor 60, a second gear 62 meshing with the first gear 61, and a ball screw mechanism 71 attached to the second gear 62. And a hydraulic cylinder 67 that generates a brake hydraulic pressure by stroke by the operation of the ball screw mechanism 71. Reference numerals 60 </ b> A and 60 </ b> B in the figure indicate conductive wires that connect the control unit 13 and the electric motor 60 in order to energize the electric motor 60.

  The hydraulic cylinder 67 includes a cylinder main body 73, a piston 74 that is movably inserted into the cylinder main body 73 and is pressed against the stroke member 66 of the ball screw mechanism 71 at one end, the other end of the piston 74, and the cylinder main body. 73 and a compression coil spring 76 disposed between the bottoms of 73. A brake pipe 44 is connected to the bottom of the cylinder body 74.

  The third electromagnetic valve 47 is a normally closed valve that is normally closed by the elastic force of the compression coil spring 47a (blocks the brake pipe 44), and receives a control signal from the control unit 13 via the conductor 47A. Thus, the opening operation is performed against the elastic force of the compression coil spring 47a (the brake pipe 44 is opened).

The bypass pipe 48 and the one-way valve 51 release the residual pressure of the brake fluid generated in the cylinder body 73 of the power unit 46. The one-way valve 51 flows the brake fluid from the power unit 46 side to the brake caliper 56 side. Only tolerate.
The third pressure sensor 52 detects the hydraulic pressure in the cylinder body 73 and is connected to the control unit 13 via a lead wire 52A.

  Based on the detection signals from the first pressure sensor 35, the second pressure sensor 36, and the third pressure sensor 52, the detection signal from the front wheel speed sensor 58, and the like, the control unit 13 The opening and closing of the second electromagnetic valve 43 and the third electromagnetic valve 47 and the driving of the electric motor 60 are controlled.

  The rear wheel brake device 12 is different from the front wheel brake device 11 in that the brake pedal 22 is replaced with the brake pedal 22, the rear master cylinder 82 is replaced with the front master cylinder 25, and the rear reservoir tank 26 is replaced with the front reservoir tank 26. 83 is mainly different in that a rear disc brake 84 is provided in place of the front disc brake 42, and a rear wheel speed sensor 86 is provided in place of the front wheel speed sensor 58. The rear wheel speed sensor 86 detects the rotational speed of the rear brake disc 91 and thus the rotational speed of the rear wheel 111, and is connected to the control unit 13 via a conductor 86A.

Here, in the front wheel brake device 11, the pipes 27, 32, 41, 44, 48, the electromagnetic valves 31, 43, 47, the pressure sensors 35, 36, 52, the one-way valves 33, 51, and the stroke simulator A liquid path switching unit 49F having 28 is configured. The operation of the liquid path switching unit 49F is controlled by a control board 13F that is a part of the control unit 13. The control board 50F of the front wheel brake device 11 is mainly composed of the control board 13F and the liquid path switching unit 49F.
Also in the rear wheel brake device 12, a liquid path switching unit 49R similar to that of the front wheel brake device 11 is configured, and the control unit 50R mainly includes the liquid path switching unit 49R and the control board 13R of the control unit 13. Is done.

  Next, the operation of the brake device 10 will be described with reference to FIGS. 3 to 5, a portion where the brake fluid pressure is generated, a portion where an electric signal flows, and a portion where current is supplied are indicated by bold lines. In the following description, the front wheel brake device 11 will be described as an example, but the rear wheel brake device 12 has the same effect unless otherwise specified.

  First, referring to FIG. 3, when the ignition switch of the motorcycle 101 is OFF (for example, when the motorcycle 101 is stopped or the motorcycle 101 is moved by the driver), or when the ignition switch of the motorcycle 101 is When the rotational speed of the front wheel 102 detected by the front wheel speed sensor 58 is zero or less than a predetermined value (that is, when the control unit 13 determines that the motorcycle 101 is stopped or similar), the first electromagnetic The valve 31 is closed, the second electromagnetic valve 43 is opened, and the third electromagnetic valve 47 is closed.

  At this time, when the brake lever 21 is operated and a hydraulic pressure is generated in the front master cylinder 25, the hydraulic pressure is transmitted to a path indicated by a thick line in the figure. That is, the hydraulic pressure generated in the front master cylinder 25 is transmitted to the front brake caliper 56 of the front disc brake 42, and the front brake disc 55 is pinched by the front brake caliper 56 to brake the rotation of the front wheels 102. That is, the front wheel 102 is directly braked by the hydraulic pressure generated in the front master cylinder 25. In addition, conducting wire 36A, 58A shown by the thick line in the figure shows the case where the ignition switch is ON.

  As described above, when the ignition switch of the motorcycle 101 is OFF or when it is determined that the motorcycle 101 is stopped (or similar), the front master cylinder 25 can be used even if it is the bi-wire type brake device 10. The front wheel 102 can be braked directly by the hydraulic pressure generated in the above, and the power consumption due to the driving of the power unit 46 can be suppressed as compared with the case where the hydraulic pressure is generated by the power unit 46 and the front wheel 102 is braked.

  Next, referring to FIG. 4, when the ignition switch of the motorcycle 101 is ON and the motorcycle 101 starts running and the speed detected by the front wheel speed sensor 58 is equal to or higher than a predetermined value, the control unit The first electromagnetic valve 31 is opened by the valve opening signal from 13, and the front master cylinder 25 and the stroke simulator 28 communicate with each other through the first electromagnetic valve 31.

  In this state, when the brake lever 21 is operated and a hydraulic pressure is generated in the front master cylinder 25, the hydraulic pressure is transmitted to the stroke simulator 28 to stroke the stroke simulator 28, and a predetermined amount corresponding to the operation amount of the front master cylinder 25 is obtained. Generate a pseudo reaction force. The hydraulic pressure in the stroke simulator 28 is detected by the second pressure sensor 36, and the pressure signal is sent to the control unit 13 via the conductor 36 </ b> A.

  Then, when the hydraulic pressure detected by the second pressure sensor 36 exceeds a predetermined value, a valve closing signal is sent from the control unit to the second electromagnetic valve 43 and the third electromagnetic valve 47 is opened as shown in FIG. As a result, the second electromagnetic valve 43 is closed and the communication between the front master cylinder 25 and the front disc brake 42 is cut off, and the third electromagnetic valve 47 is opened and the power unit 46 and the front disc brake 42 are opened. And communicate.

  Furthermore, electric power is supplied to the electric motor 60 from a motor driving unit (not shown) provided in the control unit 13, and as a result, when the electric motor 60 is driven and the piston 74 is operated to generate hydraulic pressure in the hydraulic cylinder 67, This hydraulic pressure is transmitted to the front brake caliper 56 of the front disc brake 42, and the rotation of the front wheel 102 is braked. That is, a by-wire brake operation is performed between the front master cylinder 25 and the front disc brake 42 through electrical control. At this time, the stroke simulator 28 continues to operate.

When the brake lever 21 is operated, the same operation as that of the front wheel brake device 11 described above is performed based on the hydraulic pressure generated by the front master cylinder 25, that is, the hydraulic pressure detected by the second pressure sensor 36 on the front wheel brake device 11 side. This also occurs in the wheel brake device 12, and the braking of the rear wheel 111 by the rear disc brake 84 is performed in conjunction with the braking of the front wheel 102.
On the other hand, when the brake pedal 22 is operated, the front disc brake 42 brakes the front wheel 102 based on the hydraulic pressure generated by the rear master cylinder 82, that is, the hydraulic pressure detected by the second pressure sensor 36 on the rear wheel brake device 12 side. This is done in conjunction with the braking of the wheel 111.

  Here, as shown in FIGS. 6 and 7, for example, a control unit 50 </ b> R and a power unit 46 for the rear wheel brake device 12 are arranged side by side between the left and right pivot frames 108 of the motorcycle 101 (the vehicle body center). Placed in. In FIG. 7, the symbol CS indicates the left and right center plane of the vehicle body.

  The liquid path switching portion 49R of the control unit 50R is provided with a flat main body 53 in which the pipes 27, 32, 41, 44, 48 are bored, and electromagnetic valves 31, 43, 47 and pressure sensors 35, 36, 52 etc. are attached. On one side surface of the main body 53 of the liquid path switching portion 49R, a control case 54 having a flat shape is attached integrally by means such as a bolt so as to follow the main body 53. The control board 13R is accommodated in the control case 54 along the same.

  Referring also to FIG. 8, the liquid path switching portion 49 </ b> R and the control case 54 are integrally coupled to each other, so that a control unit 50 </ b> R having a flat box shape (substantially rectangular parallelepiped shape) is configured. Hereinafter, the direction with the smallest width (small width direction) in the box shape of the control unit 50R is defined as the thickness direction T. The liquid channel switching unit 49R and the control case 54 are coupled so as to overlap each other in the thickness direction T.

  In the main body 53 of the liquid path switching portion 49R, electromagnetic valves 31, 43, 47 and pressure sensors 35, 36, 52 each having a substantially rod shape are arranged along the thickness direction T from the surface on the control case 54 side. Inserted and attached. At this time, the electromagnetic valves 31, 43, 47 and the pressure sensors 35, 36, 52 do not overlap with each other in the direction of the arrow along the thickness direction T (indicated by the arrow shown in FIG. 7). It is arranged so as to be scattered as appropriate. One end side of each electromagnetic valve 31, 43, 47 and pressure sensor 35, 36, 52 protrudes to the control case 54 side, and the one end side is electrically connected to the control board 13R in the control case 54.

  Between the left and right pivot frames 108, the control unit 50R has the surface on the control case 54 side as the front surface, the surface on the liquid path switching portion 49R side as the rear surface, and the four outer peripheral surfaces along the vertical and horizontal directions. It is arranged in a slightly inclined state in a side view so that the front side on the side looks slightly upward. Hereinafter, the control unit 50R will be described based on the orientation in the on-vehicle state.

  On the upper surface of the fluid path switching portion 49R, an inlet port 63 to which a tip joint 82a of an inlet brake hose extending from the rear master cylinder 82 is attached by a bolt 63a orthogonal to the thickness direction T and an outlet extending toward the rear brake caliper 92 are provided. Outlet ports 64 for attaching the base end joint 92a of the brake hose with bolts 64a orthogonal to the thickness direction T are provided so as to be aligned with each other on the left and right. In addition, the stroke simulator 28 is disposed on the right inner side of the liquid path switching unit 49R so that the stroke direction is along the vertical direction. Each port 63, 64 is provided to open upward in order to perform air bleeding.

  In the figure, reference numeral 54a denotes a connector provided on the left side of the control case 54 so that the front wheel speed sensor 58 and the ignition switch can be communicably connected to the control board 13R, and reference numeral 65a denotes a liquid path for the stroke simulator 28. An internal pressure adjusting nozzle provided on the right side of the upper surface of the switching unit 49R, and a reference numeral 65b indicate a pair of bleeders provided on the lower surface of the liquid path switching unit 49R for releasing air from each pipe.

On the other hand, the power unit 46 is formed by integrally arranging the electric motor 60 and the hydraulic cylinder 67 with the rotation axis C1 and the stroke axis C2 being parallel to each other.
The power unit 46 is disposed between the left and right pivot frames 108 in a state in which the axes C1 and C2 of the electric motor 60 and the hydraulic cylinder 67 are slightly inclined with respect to the vertical direction so that the upper side is positioned slightly rearward. The Hereinafter, the power unit 46 will be described based on the orientation in the on-vehicle state.

  Referring also to FIG. 9, a gear case 68 that accommodates the ball screw mechanism 71 and the gears 61 and 26 is integrally provided at the lower end portion of the hydraulic cylinder 67. The gear case 68 extends diagonally right forward from the lower end portion of the hydraulic cylinder 67, and the lower end portion of the electric motor 60 is integrally attached above the extended portion by means such as a bolt. That is, the electric motor 60 is disposed adjacent to the right front of the hydraulic cylinder 67 obliquely.

  In the figure, reference numeral 67a denotes a communication port protruding from the side of the hydraulic cylinder 67 so as to connect one end of a communication pipe (external pipe) 95 extending between the hydraulic cylinder 67 and the liquid passage switching portion 49R. Reference numeral 67 b denotes a bleeder provided at the upper end of the hydraulic cylinder 67 for releasing air from the hydraulic cylinder 67.

  Here, as shown in FIGS. 7 and 8, the control unit 50 </ b> R and the power unit 46 have coupling parts 77 and 78 that can be attached to and detached from each other, and the control unit 50 </ b> R and the power unit are connected via the coupling parts 77 and 78. 46 are integrated (unitized) with each other.

The coupling portion 77 of the control unit 50R is provided so as to protrude rightward from the right side surface (the left and right inner surfaces, the surface on the power unit 46 side) of the liquid path switching portion 49R, and has a wall shape orthogonal to the thickness direction T. For example, it is integrally formed with the main body 53 of the liquid path switching portion 49R.
On the other hand, the coupling portion 78 of the power unit 46 is provided so as to project leftward from the left side surface (the left and right inner surfaces, the surface on the control unit 50R side) of the hydraulic cylinder 67 and overlaps the coupling portion 77 from the rear side ( That is, it is formed in a wall shape (perpendicular to the thickness direction T), and is integrally formed with the cylinder body 73 of the hydraulic cylinder 67, for example.

For example, screw holes are formed on the upper and lower sides of the coupling portion 78, and a pair of bolts 79 penetrating the upper and lower sides of the coupling portion 77 along the thickness direction T are screwed into each screw hole and tightened. The portions 77 and 78 are integrally coupled in a state where they overlap each other in the front-rear direction, so that the control unit 50R and the power unit 46 are integrally coupled to each other. At this time, the hydraulic cylinder 67 is adjacent to the right side of the liquid path switching portion 49R, and contributes to shortening the length of the communication pipe 95.
Further, in a state where the control unit 50R and the power unit 46 are integrally coupled, the axes C1 and C2 of the electric motor 60 and the hydraulic cylinder 67 are substantially orthogonal to the thickness direction T, and the electric motor 60 and the hydraulic cylinder 67 Are arranged so as to be within a width H in the thickness direction T of the control unit 50R (see FIG. 8). The term “substantially orthogonal to the thickness direction T” is a concept including 90 ° ± α within a range where the electric motor 60 and the hydraulic cylinder 67 are within the width H.

Further, as shown in FIGS. 6 to 8, the control unit 50R and the power unit 46 are attached to the vehicle body (body frame 105) of the motorcycle 101 via a center support stay 87 and a side support stay 88. .
The central support stay 87 has a belt-like shape extending in the vertical direction in the vicinity of the left and right central plane CS of the vehicle body, and the lower part thereof is integrally coupled (co-fastened) to the front surface of the coupling part 77 of the control unit 50R by the pair of upper and lower bolts 79, for example. The upper end of the central support stay 87 is integrally coupled to the front surface of the upper cross member 119 by a bolt 87a.

On the other hand, the side support stay 88 has a belt-like shape extending left and right, and the left and right inner ends are integrally coupled to the front right side of the gear case 68 of the power unit 46 by a bolt 89, for example. The left and right outer ends are integrally coupled to the front surface of the right pivot frame 108 by bolts 88a.
The control unit 50R and the power unit 46 are supported by the vehicle body frame 105 via the support stays 87 and 88.
Due to the structure of the swing arm type rear suspension 110 described above, the control unit 50R and the power unit 46, which are relatively large parts, can be easily arranged between the left and right pivot frames 108, and the mass of the motorcycle 101 can be concentrated. It is done.

The communication pipe 95 constitutes a part of the brake pipe 44. As shown in FIGS. 7 and 8, the joint 95a on the hydraulic cylinder 67 side of the communication space 95 is connected to the communication port 67a in the thickness direction. It is attached by a bolt 96a substantially along T.
The communication pipe 95 extends from the communication port 67a of the hydraulic cylinder 67 diagonally to the lower left, bends obliquely rearward leftward at the lower surface height of the liquid channel switching unit 49R, and is left on the lower surface of the liquid channel switching unit 49R. It reaches the communication port 69a provided in. A joint 95b on the liquid channel switching portion 49R side in the communication pipe 95 is attached to the communication port 69a by a bolt 96b orthogonal to the thickness direction T.

  The communication tube 95 crosses the pair of upper and lower bolts 79 connecting the control unit 50R and the power unit 46 obliquely and linearly in a front view along the thickness direction T (arrow view shown in FIG. 7). Extend. Thereby, while suppressing the influence on the workability | operativity of each volt | bolt 79, the length of the communication pipe 95 is suppressed and the liquid loss reduction and the size reduction of the whole unit are aimed at.

  Similarly to the electric motor 60 and the hydraulic cylinder 67, the communication pipe 95 is disposed so as to be within the width H in the thickness direction T in the control unit 50R (see FIG. 8). In other words, one unit formed by combining the control unit 50R and the power unit 46 is a substantially rectangular parallelepiped shape that is surrounded by the left and right pivot frames 108, the upper cross members 119, and the front ends of the swing arms 112 and has a reduced front-rear width. It is provided to fit within the space.

By the way, the control unit 50R and the power unit 46 can be mounted on other vehicles by changing the support stays 87 and 88. However, depending on the vehicle, the control unit 50R and the power unit 46 are integrated into one unit as described above. In some cases, it may not be possible to secure an arrangement space.
In this case, for example, by removing the bolt 79 and separating the coupling portions 77 and 78 from each other and interposing a collar or bracket between them, the relative position between the control unit 50R and the power unit 46 is shifted. The overall shape can be changed according to the arrangement space, and even if it is an irregular arrangement space, the control unit 50R and the power unit 46 can be mounted on the vehicle by effectively using this.

  In the above embodiment, the control unit 50R and the power unit 46 of the rear wheel brake device 12 are mounted between the left and right pivot frames 108. However, this may be the control unit 50F and the power unit 46 of the front wheel brake device 11. . The brake devices 11 and 12 may share a control unit and a power unit having the same functions as those in the above embodiment, and these may be mounted between the left and right pivot frames 108.

  As described above, the vehicle brake device 10 according to the above embodiment includes the rear master cylinder 82 that generates hydraulic pressure by the driver's operation and the rear brake caliper 92 that brakes the rotation of the rear wheel 111 by supplying hydraulic pressure. And a power unit 46 that separately generates hydraulic pressure by the operation of the rear master cylinder 82, and a control unit 50R that switches a hydraulic pressure path between the rear master cylinder 82, the power unit 46, and the rear brake caliper 92. The power unit 46 and the control unit 50R have coupling parts 77 and 78 that are detachable from each other, and the power unit 46 and the control unit 50R are integrated with each other via the coupling parts 77 and 78. It is.

According to this configuration, the power unit 46 and the control unit 50R are integrated with each other via the coupling portions 77 and 78, so that the unit can be reduced in size and can be easily attached to and detached from the vehicle body.
Further, the power unit 46 and the control unit 50R have detachable coupling portions 77 and 78, respectively, and the power unit 46 and the control unit 50R are integrated with each other via the coupling portions 77 and 78, so that each coupling is achieved. It is possible to change the shape of the power unit 46 and the control unit 50R as a single unit by directly connecting the parts 77 and 78 or interposing an intermediate member, etc., improving layout flexibility and easy sharing among multiple vehicle models. Can be.

  In the brake device 10, the power unit 46 includes an electric motor 60 having a rotation shaft 60 a and a hydraulic cylinder 67 that generates a hydraulic pressure by causing the piston 74 to stroke by the rotational force of the electric motor 60. Thus, the axial direction of the electric motor 60 is arranged in a longitudinal direction of the electric motor 60 in the power unit 46 by being arranged so as to be orthogonal to the thickness direction T of the control unit 50R having a flat box shape. A certain axial direction and the thickness direction T of the control unit 50R are arranged so as to be orthogonal to each other, and an increase in the volume of the unit composed of the power unit 46 and the control unit 50R can be suppressed and these can be arranged more compactly.

  Further, in the brake device 10, the stroke axis C2 of the hydraulic cylinder 67 and the rotation axis C1 of the electric motor 60 are arranged in parallel to each other, and the hydraulic cylinder 67 and the electric motor 60 are arranged in the thickness direction of the control unit 50R. By being disposed within the width H of T, the hydraulic cylinder 67 and the electric motor 60 that require a predetermined length in the power unit 46 are disposed within the width H in the thickness direction T of the control unit 50R. These can be arranged more compactly while suppressing an increase in the bulk of the unit including the power unit 46 and the control unit 50R.

  Furthermore, in the brake device 10, the control unit 50R has a plurality of rod-shaped electromagnetic valves 31, 43, 47 for switching hydraulic pressure paths, and each of the electromagnetic valves 31, 43, 47 is a flat box. By arranging the control unit 50R in the body shape along the thickness direction T, it is possible to increase the degree of freedom in arranging the plurality of electromagnetic valves 31, 43, 47 and to reduce the size of the control unit 50R. .

  In addition, the brake device 10 includes a communication pipe 95 that is connected to the communication ports 67a and 69a of the power unit 46 and the control unit 50R and communicates between the communication ports 67a and 69a so as to be able to transmit the hydraulic pressure therebetween. By disposing the control unit 50R in the thickness direction T in the thickness direction T, the shape of the power unit 46 and the control unit 50R can be easily changed by extending or shortening the communication pipe 95. . In addition, since the communication pipe 95 is disposed within the width H in the thickness direction T of the control unit 50R, the increase in the bulk of the unit including the power unit 46 and the control unit 50R can be suppressed and these can be disposed more compactly.

  In addition, in the brake device 10, the power unit 46 and the control unit 50 </ b> R are integrally attached to the central support stay 87 at the coupling portions 77 and 78, so that the central support stay 87 is installed at the coupling portions 77 and 78. It becomes possible to couple together (fasten together), and the mounting structure of the power unit 46 and the control unit 50R to the vehicle body can be simplified.

  The motorcycle 101 in the embodiment includes a body frame 105 including a pair of left and right main frames 107 extending rearward from the head pipe 106 and a pair of left and right pivot frames 108 connected to the rear end portions of the left and right main frames 107. The rear master cylinder 82 that generates hydraulic pressure by the operation of the driver, the rear brake caliper 92 that brakes the rotation of the rear wheel 111 by supplying hydraulic pressure, and the hydraulic pressure separately by the operation of the rear master cylinder 82 are configured. And a control unit 50R for switching a hydraulic pressure path between the rear master cylinder 82, the power unit 46, and the rear brake caliper 92. The brake device 10 includes the power unit 46 and the control unit. Unit 50R is The power unit 46 and the control unit 50R are integrated with each other through the joints 77 and 78, and the power unit 46 and the control unit 50R are connected to the left and right sides. They are arranged side by side between the pivot frames 108.

According to this configuration, the power unit 46 and the control unit 50R are integrated with each other via the coupling portions 77 and 78, so that the unit can be reduced in size and can be easily attached to and detached from the vehicle body.
Further, the power unit 46 and the control unit 50R have detachable coupling portions 77 and 78, respectively, and the power unit 46 and the control unit 50R are integrated with each other via the coupling portions 77 and 78, so that each coupling is achieved. It is possible to change the shape of the power unit 46 and the control unit 50R as a single unit by directly connecting the parts 77 and 78 or interposing an intermediate member, etc., improving layout flexibility and easy sharing among multiple vehicle models. Can be.
Furthermore, since the power unit 46 and the control unit 50R are arranged side by side between the left and right pivot frames 108 of the vehicle body frame 105, the power unit 46 and the control unit 50R can be made inconspicuous and mass can be concentrated.

The present invention is not limited to the above-described embodiments. For example, the shape, quantity, and arrangement of the coupling portions 77, 78, and the shape and quantity of members that support the control units 50R, 50R and the power unit 46 on the vehicle body. There are various arrangements.
And the structure in the said Example is an example of this invention, and it can say that various changes are possible in the range which does not deviate from the summary of the said invention as well as being applicable also to a three-wheeled or four-wheel saddle-ride type vehicle. Not too long.

1 is a left side view of a motorcycle according to an embodiment of the present invention. It is a block diagram of the braking device of the motorcycle. It is a 1st operation explanatory view of the above-mentioned brake device. It is a 2nd operation explanatory view of the above-mentioned brake device. It is a 3rd operation explanatory view of the above-mentioned brake device. It is a left view which shows the vehicle-mounted state of the control unit and power unit of the said brake device. It is A arrow directional view of FIG. It is a B arrow line view of FIG. It is sectional drawing which follows the axis line of the said power unit.

Explanation of symbols

10 Brake device (Vehicle brake device)
25, 82 Front and rear master cylinder (brake operating means)
31, 43, 47 Solenoid valve (switching valve)
46 Power unit (hydraulic pressure generating means)
50F, 50R control unit (liquid channel switching means)
T Thickness direction H Width 56,92 Front / rear brake caliper (wheel braking means)
60 Electric motor (motor)
C1 Rotating axis 60a Rotating shaft 67 Hydraulic cylinder C2 Stroke axis 74 Piston 67a, 69a Communication port (connection port)
77, 78 Joint 87 Central support stay (vehicle body mounting member)
95 Communication pipe (hydraulic pipe)
101 Motorcycle (saddle-ride type vehicle)
102,111 Front and rear wheels
105 Body frame (body)
106 Head pipe 107 Main frame 108 Pivot frame

Claims (6)

Brake operating means (25, 82) for generating hydraulic pressure by the operation of the driver, wheel braking means (56, 92) for braking the rotation of the wheels (102, 111) by supplying hydraulic pressure, and the brake operating means A hydraulic pressure generating means (46) for separately generating hydraulic pressure by the operation of (25, 82), the brake operating means (25, 82), the hydraulic pressure generating means (46), and the wheel braking means (56, 92). Fluid path switching means (50F, 50R) for switching the fluid pressure path between them,
The hydraulic pressure generating means (46) and the liquid path switching means (50F, 50R) have coupling parts (77, 78) that can be attached to and detached from each other, and through the coupling parts (77, 78), In the saddle-ride type vehicle (101) including the vehicle brake device (10) in which the hydraulic pressure generating means (46) and the liquid path switching means (50F, 50R) are integrated with each other,
A pair of left and right main frames (107) extending rearward from the head pipe (106), and a pair of left and right pivot frames (108) connected downward to the rear ends of the left and right main frames (107);
The fluid pressure generating means (46) and the fluid path switching means (50F, 50R) are arranged side by side between the left and right pivot frames (108), and the fluid pressure generating means (46) in a side view. And at least a part of the liquid path switching means (50F, 50R) are arranged to overlap each other,
The hydraulic pressure generating means (46) includes a motor (60) having a rotating shaft (60a), and a hydraulic cylinder (67) that generates a hydraulic pressure by stroking a piston (74) by the rotational force of the motor (60). ) And
The axial direction of the motor (60) is arranged so as to be orthogonal to the thickness direction (T) of the liquid path switching means (50F, 50R) having a flat box shape, and is directed in the vehicle vertical direction. A saddle-ride type vehicle characterized by being arranged. A pivot shaft (113) for supporting a swing arm (112) on the left and right pivot frames (108), and an upper cross member (119) extending between the left and right pivot frames (108) above the pivot shaft (113). With
The fluid pressure generating means (46) and the fluid path switching means (50F, 50R) are arranged above the pivot shaft (113) and below the upper cross member (119) in a side view. The saddle riding type vehicle according to claim 1 .   The stroke axis (C2) of the hydraulic cylinder (67) and the rotation axis (C1) of the motor (60) are arranged in parallel to each other, and the hydraulic cylinder (67) and the motor (60) are connected to the liquid path switching means ( The saddle riding type vehicle according to claim 1 or 2, wherein the saddle riding type vehicle is disposed within a width (H) in a thickness direction (T) of 50F, 50R).   The liquid path switching means (50F, 50R) has a plurality of rod-shaped switching valves (31, 43, 47) for switching the hydraulic path, and each switching valve (31, 43, 47) is a flat box. The saddle riding type vehicle according to any one of claims 1 to 3, wherein the saddle riding type vehicle is arranged along a thickness direction (T) of the liquid path switching means (50F, 50R) having a body shape.   A fluid pressure pipe (95) connected to the connection ports (67a, 69a) of the fluid pressure generating means (46) and the fluid path switching means (50F, 50R) and communicating between them so that fluid pressure can be transmitted; The hydraulic pipe (95) is disposed within a width (H) in a thickness direction (T) of the liquid path switching means (50F, 50R) having a flat box shape. 4. A saddle-ride type vehicle according to any one of 4 above.   The hydraulic pressure generating means (46) and the liquid path switching means (50F, 50R) are integrally attached to a vehicle body attachment member (87) at each of the coupling portions (77, 78). To 5. The saddle riding type vehicle according to any one of 5 to 5.