JPH05246374A - Braking device for motorcycle - Google Patents

Abstract

PURPOSE:To prevent the sudden change of braking force although braking force being distributed appropriately to a rear wheel when braking by a pedal is applied while braking by a hand-operated lever. CONSTITUTION:Pressure application to the brake calipers BCFR, BCFL of a front wheel is performed by the master cylinder MC1 of a lever system or the master cylinder MC2 of a pedal system. Pressure application to the brake caliper BCR of a rear wheel is performed by reducing oil pressure, generated at mechanical servo mechanism operated by the brake caliper BCFR of the front wheel, by a pressure control valve CV to apply the reduced pressure through an oil passage 4, and also directly from the pedal system through an oil passage 8.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a braking device for a motorcycle.

[0002]

2. Description of the Related Art In a motorcycle braking device, a braking force is simultaneously generated in a front wheel braking portion and a rear wheel braking portion by a lever-based braking portion by a manual brake lever or a pedal-based braking portion by a brake pedal. There is one
6-154378).

The ratio of the braking force distributed to the front wheels and the rear wheels is, for example, a line A in FIG.
As shown by, the characteristic is such that the braking force BFR of the rear wheels gradually increases as the braking force BFF of the front wheels increases, and the braking portion of the pedal system generally has the characteristic shown by the line B. .

However, when the lever system is operated independently, the pedal system is operated.
When you operate, use the lever system and pedal system described above.
For those that distribute the braking force to the front and rear wheels at the same time,
The braking force of the pedal system is added to the braking force of the lever system, and the line B
The line corresponding to is the operation start point f ₁To curve B₁As shown in
It is difficult to start up quickly and apply smooth braking.
Become In this case, the rising angle θ is the value when the pedal system is operated independently.
Is the same as the rising angle θ of.

[0005]

SUMMARY OF THE INVENTION The present invention has a lever system and a pedal system braking device, and when the pedal system is braked when the lever system is braked, a smooth and sufficient braking force is generated on the rear wheel side. An object of the present invention is to obtain a device that can be operated.

[0006]

A first means for solving the above problems in the present invention has a lever system input means by a manual operation and a pedal system input means by a foot operation,
In a motorcycle braking device that brakes the front wheels and the rear wheels by the operation of at least one of the input means, when the pedal is operated while the lever is being operated, the amount of increase in the braking force on the rear wheels is determined by the braking force on the front wheels. The suppression means is provided to suppress the increase amount of.

The second means for solving the above-mentioned problems is the rear wheel braking force according to the first means, wherein the suppressing means operates only when a pedal is operated and does not operate when a lever is operated. It is an addition means.

[0008]

With the above means, when the pedal system is operated while the braking force of the lever system is being applied, the braking force suppressed by the suppressing means acts on the braking force of the rear wheels.

[0009]

Embodiments of the present invention will be described below with reference to the drawings. 1 to 6 show a first embodiment, and in FIG.
FR and DFL are front left and right brake discs, and DR is a rear wheel brake disc, and brake calipers BCFR, BCFL, and BCR are operably installed on the respective discs. The master cylinder MC1 of the lever system operated by the manual lever L uses the oil passages 1 and 2 for the right brake caliper B of the front wheel.
The pots PFR1 and PFR3 at both ends of the CFR are communicated with the pots PFL1 and PFL3 at both ends of the left brake caliper BCFL.

The right brake caliper BCFR is provided with a mechanical servomechanism MS interlocking with the right brake caliper BCFR. Pot PR at both ends of BCR
1 is connected to PR3. Further, the pedal system master cylinder MC2 operated by the pedal P includes the right and left brake calipers BCFR in the oil passages 5 and 6, the central pot PFR2 of BCFL,
It is communicated with PFL2 and is communicated with the side hole of the mechanical servo mechanism MS by the oil passage 7, and further by the oil passage 8, the rear wheel brake caliper B
It communicates with the pot PR2 in the center of the CR.

In FIG. 2, the right brake caliper BCFR is swingably attached to the front fork right pipe 10R so as to interlock with the mechanical servo mechanism MS. One end of a link 12 is pivotally attached to a pivot 11 provided on the right pipe 10R, and a right brake caliper BCFR is fixed to the pivot 12 via a mounting member 13 so that the link 1
A link 14 and an L-shaped link 16 pivotally attached to a pivot 15 of the right pipe 10R are sequentially connected to the other end of the L2.
A mechanical servo mechanism MS is connected to the tip of the shape link 16.

As shown in FIGS. 3 and 4, the cylinder 17 of the mechanical servo mechanism MS is provided with an inlet 18 to which the oil passage 7 is connected and an outlet 19 to which the oil passage 3 is connected, as well as upper and lower through holes 21. The piston 20 having the same is inserted and is moved upward by the rod 22. An oil chamber 23 is formed above the piston 20, and a tubular valve guide 24 having a notch 24 ₁ is pressed against the upper surface of the piston 20 by a spring 25. A valve hanger 26 is sandwiched between the upper end of the spring 25 and the ceiling of the oil chamber 23, and a valve 27 is vertically movably locked to the lower end of the valve hanger 26.
7 ₁ opposes the piston 20 at a distance, and receives a downward elastic force by a small spring 28 provided between it and the valve guide 24.

Therefore, in FIG. 2, the brake caliper BCF is shown.
When R operates and holds the disk FDR, it receives a force in the rotation direction thereof and rotates together with the link 12 around the pivot 11 in the direction of arrow A, so that the links 14, 16 and the rod 2 are rotated.
Push up piston 20 via 2. When the piston 20 rises, it abuts the valve 27 and the passage 21 is closed,
The oil in the oil chamber 23 is pressurized and pushed out from the oil passage 3.

When pressure oil is supplied from the oil passage 7 when the piston 20 descends, the passage 21 is opened,
The hydraulic pressure is transmitted to the oil passage 3 through the oil chamber 23 through this, and the rear wheels are braked. This braking path is similar to when starting on a slope
It acts during braking when the front wheels are not rotating and the caliper BCFR does not move in the direction of arrow A.

In FIG. 2, a pressure reducing valve 31, a proportional valve 32, and a cut piston 33 are housed in the housing 30 of the pressure control valve CV, and the hydraulic pressure entering from the inlet passage 34 is controlled to control the rear wheel brake caliper from the outlet passage 35. Tell BCR.
As shown in FIG. 5, the pressure reducing piston 31 has a step 31
₁ is provided and is springed upward by a spring 36, the upper surface of which is communicated with the outlet passage 35. The proportional valve 32 is provided in a valve chamber 38 connected to the passages 34 and 37, and the valve chamber 3
A valve body 39 having a hollow portion 39 ₁ and a valve hole 39 ₂ communicating with 8 is resiliently urged upward by a spring 40, and an upper chamber 38 is provided on the upper surface thereof.
₁ is formed.

A cut valve 41 is inserted in the upper part of the valve hole 39 ₂ and a plug 42 is loosely fitted in the lower part of the hollow part 39 ₁ , and the lower end of the plug 42 is at the housing 30.
The cut valve 41 is elastically urged upward by the spring 43 provided between the plug 42 and the cut valve 41. The upper end of the cut valve 41 contacts the lower end of the cut piston 33,
When the cut piston 33 is pushed by the spring 44 and is in the lowered position, the valve hole 39 ₂ is opened, and when the pressure in the upper chamber 38 ₁ rises, the valve body 39 is pushed down and the valve hole 39 ₂ is closed, and when the pressure falls. It is supposed to open.

The inlet passage 34, the hydraulic pressure introduced from the passage 37 into the valve chamber 38 is initially applied to the rear wheel brake caliper BCR from the outlet passage 35 in the no resistance through the valve hole 39 _2.
Fig. 6 shows the front and rear braking force distribution characteristics, LO1 is for one passenger,
LO2 is the ideal distribution curve of the two-seater, L ₁ is lever L
L ₂ is the characteristic when the pedal P is used alone, and L ₂ is the characteristic when the pedal P is used alone.
The braking forces BFF and BFR of the front and rear wheels are in a proportional relationship as indicated by the line segment ₁ of ₁ .

When the hydraulic pressure introduced next rises, the valve body 3
When the pressing force acting on the upper surface of 9 lowers the valve body 39 to close the valve hole 39 ₂ by the cut valve 41, and then the internal pressure rises, the valve body 39 is raised to close the valve hole 39 ₂ . It opened to lower the valve body 39 by increasing the pressure in the upper chamber 38 _1.
Although the outlet pressure is increased by repeating the vertical movement in this way, the rate of increase is lower than at the beginning and the slope becomes gentle as indicated by the line segment b. When the introduced pressure further increases, the cut piston 33 retracts to expand the volume of the upper chamber 38 ₁ and keep the rear wheel braking force BFF substantially constant, as shown by the line segment c. The action of the pressure acting on the upper surface of the reduction piston 31 and the step portion 31 ₁ becomes remarkable, and the volume which the decompression piston 31 descends and is connected to the outlet passage 35 is enlarged to increase the rear wheel control as shown by the line segment d. Reduce the power BFR.

Now, when the brake lever L is gripped and the lever system master cylinder MC1 is pushed, the left and right calipers BCFR and BCFL pots PFR1, PFR3, PFL1 and PF are moved by the oil passages 1 and 2.
L3 is pressurized to brake the two front desks DFR and DFL, and the right caliper BCFR rotates around the right desk DR and moves in the direction of arrow A, pushing the rod 22 of the mechanical servo mechanism MS to pressurize the oil chamber 23. Raise, oil passage 3, pressure control valve CV
Via the rear wheel brake caliper BCR two pots PR
1, pressurize PR3 to brake. The braking force distribution characteristic at this time is as shown by L ₁ in FIG. Further, when the pedal P is pressed alone, it becomes as shown by L _{2 in} the figure. The rising inclination angle at this time is θ ₂ .

When the pedal P is pressed to operate the pedal system master cylinder MC2 during braking by the lever system, the oil passage 5,
After going through 6, the two front calipers BCFR, BCFL, the central pots PFR2 and PFL2 of BCFL are pressurized, and the rear calipers B are also pressed.
The pot PR2 in the center of the CR is pressurized. The pressure generated in the mechanical servo mechanism MS increases due to the rotation of the caliper BCFR on the right side of the front wheel due to the increase of the braking force, but the pressure applied to the pots PR1 and PR3 because the pressure control valve CV is already in operation. may vary along the braking force distribution characteristic L ₁ of the lever system in FIG. 6, does not increase more than characteristic C in the braking force distribution characteristic L _1, pot PR2
Only the pressure increases directly. Therefore, the braking force distribution characteristic L ₁ is increased by the increase in the braking force of the rear wheel pot PR2.
To L ₂ or L _{3 in} the direction in which the rear wheel braking force increases in accordance with the acting force of the pot PR 2. At this time, the pot P
When R2 and the same diameter as the pot PR1, PR3, as compared to the wheel braking force after the time Petaru alone operation, since an increase of about one third of the braking force of each rising inclination angle theta _3, theta ₄ is It becomes smaller than the tilt angle θ ₂ when the pedal is operated alone. Therefore, it is possible to avoid a sudden change in the braking force by setting the increase ratio to an appropriate value. Further, even if the lever system and the pedal system are operated at the same time, no braking force exceeding the braking force distribution characteristic L ₂ of the pedal system is generated, so that the operation feeling is improved.

In a second embodiment shown in FIG. 7, two pedal cylinders are provided in the pedal system, and one of the master cylinders operates a rear wheel brake caliper separately provided. Second master cylinder M used as a pedal system
C2 is incorporated in the cylinder 50. The inner chamber 51 of the cylinder 50, the seal pipe 52 is fixed to the bottom, the rod 53 ₁ through its internal first piston 53 is provided integrally, the via connector 54 and the spring thereon Two
The piston 55 is inserted and the oil chambers 56, 57 and 58 are formed in the vertical direction. Then, the first master cylinder MC1 used as a lever system and the oil chamber 56 at the lower end are connected by the oil pipe 59, the intermediate oil chamber 57 is connected to the rear brake caliper BCR1 via the oil passage 60 and the pressure control valve CV, and the upper end. The oil chamber 58 is connected to the two brake calipers BCFR, BCFL of the front wheel by an oil passage 61.

The pedal P is rotatably supported by a pivot 63, a lever 65 is connected in a balance-like manner via a link 64, and a rod 66 is connected to one end of the lever 65 to form a second master cylinder MC2 rod. Bound to 53 ₁ . The third master cylinder M is attached to the other end of the lever 65.
C3 is connected, and its oil passage 67 is connected to a separate brake caliper BCR2 of the rear wheel. In the figure, 68 is an oil tank.

When the lever L is operated, the oil pressure is supplied to the oil chamber 56, the first piston 53 is pushed up, and the oil pressure generated in the oil chamber 57 is passed through the oil passage 60 and the pressure control valve CV to the first rear wheel brake caliper. BCR1 is transmitted and the second piston 55 is pushed up, and the hydraulic pressure in the oil chamber 58 is transferred to the front wheel brake caliper BCF.
Tell R, BCFL.

When the pedal P is pressed alone, the first piston 5
3 is directly pushed up, the second piston 55 is pushed up through the oil, and the hydraulic pressure is supplied in the same manner as when the lever L is operated. However, the third master cylinder MC3 is further activated and the second master cylinder MC3 is operated.
Operate the rear wheel brake cylinder BCR2. Therefore, a braking characteristic as shown by L ₂ in FIG. 6 can be obtained. Further, when the pedal P is pushed during the operation of the lever L, the braking component of the second rear wheel brake caliper BCR2 is added to the line L ₁ in FIG. 6, so the characteristics of the lines L ₃ and L _{4 in} FIG. 6 are obtained.

Next, a third embodiment will be described with reference to FIGS. The lever system master cylinder MC1 is connected to only one front wheel brake caliper BCFL by an oil passage 70. The pedal system master cylinder MC2 is connected to the other front wheel brake caliper BCFR by an oil passage 71 and to the rear wheel brake caliper BCR by an oil passage 72. And the sensors 73, 7 for detecting the input to the oil passages 70, 71
4 is installed, and circuits 75 and 76 for transmitting the input signals of both sensors 73 and 74 are connected to a signal device 78.
This controls the pressure control valve CV1 which is the suppressing means.

First, when the lever L is pushed to independently operate the lever system master cylinder MC1, the front wheel brake caliper BCF
Only L is pressurized and the front wheel braking force BFF is generated along the line L ₅ which coincides with the horizontal axis of FIG. Further, when the pedal P is operated independently, the oil passage 71 from the pedal system master cylinder MC2,
When the front and rear brake calipers BCFR and BCR are pressurized by 72, a characteristic of L ₆ is generated, and the braking force of the line segment a is initially applied at the front-rear distribution ratio of the angle θa, and when the front wheel braking force reaches f _1, it is a suppressing means. The pressure control valve CV1 reduces the pressure to a distribution ratio of the angle θb, and the line segment b is braked. Therefore, when the pedal P is used at the point f ₂ where the front wheel braking force BFF is large by using the lever system alone, the pedal angle is suppressed to θc having a rising angle smaller than θa, and the characteristic along the line L ₇ from the middle of the line 5 is obtained. Since the braking force of the rear wheels gradually increases in this way, abrupt changes in the braking force can be avoided and smooth braking becomes possible.

[0027]

As described above, according to the present invention, since the rear wheel braking force smoothly increases when the pedal system is operated during the generation of the braking force of the lever system which mainly produces the front wheel braking force, the braking feeling is improved. improves.

[Brief description of drawings]

FIG. 1 is a conceptual diagram of a first embodiment of the present invention.

[Fig. 2] Same as above

FIG. 3 is a sectional view of a mechanical servo mechanism.

FIG. 4 is a sectional view of the same when operating.

FIG. 5 is a sectional view of the pressure control valve.

FIG. 6 is an operation explanatory diagram of the first embodiment.

FIG. 7 is an overall configuration diagram of a second embodiment.

FIG. 8 is a conceptual diagram of a third embodiment.

[FIG. 9] Same as above, operation explanatory diagram

FIG. 10 is a diagram for explaining the operation of the conventional device.

[Explanation of symbols]

L lever P pedal BCFR, BCFL, BCR Brake caliper MS Mechanical servo mechanism CV, CV1 Pressure control valve (suppression means)

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Takuaki Sawano 1-4-1, Chuo, Wako-shi, Saitama Stock Research Institute Honda Technical Research Institute

Claims (2)

[Claims] 1. A braking device for a motorcycle, comprising a lever system input means by a manual operation and a pedal system input means by a foot operation, wherein the front wheel and the rear wheel are braked by the operation of at least one of the input means. A braking device for a motorcycle, characterized in that when the pedal is operated while the lever is being operated, a suppressing means is provided for suppressing an increase amount of the braking force on the rear wheel side with respect to an increase amount of the braking force on the front wheel side. .. 2. The braking device for a motorcycle according to claim 1, wherein the restraining means is a rear wheel braking force applying means that operates only when a pedal is operated and does not operate when a lever is operated.