JPH0550972A - Brake for motorcycle - Google Patents

Abstract

PURPOSE:To improve operation feeling of a motorcycle by providing a primary braking means on either one of the front and the rear wheel and a secondary braking means interlocked to the primary braking means on the other wheel, in a motorcycle able to brake the front and the rear wheel with either hand tools and foot tools. CONSTITUTION:A brake lever L is provided on a driving handle as a hand tool, and a brake pedal P is provided on the body frame as a foot tool, and brake cylinders BCFL, BCFR are provided on the left and the right side of the front wheel respectively. And a 1st. master cylinder MC1 to be operated by the brake lever L is connected to respective pots P1, P2 of the right side brake cylinder BCFR, and to which a mechanical servo mechanism MS generating brake hydraulic oil pressure by using a brake power for the front wheel is attached. And the generated brake hydraulic oil pressure is applied to respective pots P1, P2 of the left side brake cylinder BCFL and to respective pots P1, P2 of the brake cylinder BCR of the rear wheel through a pressure control valve CV.

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, and more particularly to a braking device for a motorcycle capable of simultaneously braking front and rear wheels by any operation of a hand operating element and a foot operating element.

[0002]

2. Description of the Related Art As an interlocking brake system for front and rear wheels in a motorcycle, a master cylinder operated by a foot operator is connected to a brake cylinder provided at a front wheel and a brake cylinder provided at a rear wheel via an oil passage, and a hand cylinder It is known that a master cylinder operated by an operator is independently connected to a brake cylinder provided on a front wheel via an oil passage (for example, see JP-A-61-278482).

[0003]

However, in the conventional braking device for a motorcycle described above, the foot operator simultaneously brakes the front and rear wheels, but the hand operator only brakes the front wheel.
When the hand operation element and the foot operation element are used together, the braking force by the hand and the braking force by the foot are added, and the braking force increases excessively. Therefore, it is necessary to control this. Further, in the case where the front and rear wheels can be simultaneously braked by operating either the hand operation element or the foot operation element, there has been a problem how to set the braking force distribution characteristic of the front and rear wheels.

The present invention has been made in view of the above circumstances, and shows the front / rear wheel braking force distribution characteristics when a hand operator and a foot operator are used in combination, and the braking characteristics by the operation input of the hand operator and the foot operator. It is an object of the present invention to obtain a predetermined common characteristic lower than the added value or a characteristic within a predetermined region to improve the operation feeling.

[0005]

In order to achieve the above object, the present invention is based on the operation of either the first input means operated by a hand operation element or the second input means operated by a foot operation element. A braking device for a motorcycle capable of braking front and rear wheels, wherein primary braking means actuated by either of the input means is provided on one of a front wheel and a rear wheel, and the primary braking means is provided on the other of the front wheel and the rear wheel. The first feature is that a secondary brake unit that operates according to the operation of is provided.

Further, the present invention is a braking device for a motorcycle capable of braking the front and rear wheels by the operation of either the first input means operated by the hand operation element or the second input means operated by the foot operation element. Then, a braking force control means for controlling the distribution of the braking force of the front and rear wheels according to the actuation force of the first and second input means is provided, and the first braking force distribution characteristic of the front and rear wheels by the hand operation element and the foot operation element. The ideal distribution characteristic is made to appear in a region sandwiched by the second braking force distribution characteristic of the front and rear wheels, and the region is defined as a braking force distribution characteristic region when the hand operator and the foot operator are simultaneously operated. This is the second feature.

Further, in addition to the above-mentioned second characteristic, the present invention makes the first braking force distribution characteristic of the front and rear wheels by the hand operation element approximate to the first ideal distribution characteristic at the time of vehicle low load, and The second braking force distribution characteristic of the front and rear wheels by the operator is approximated to the second ideal distribution characteristic when the load is higher than the first ideal distribution characteristic, and is sandwiched between the first and second braking force distribution characteristics. A third feature is that the above region is a region of a braking force distribution characteristic when the hand operator and the foot operator are simultaneously operated.

Further, in addition to the above-mentioned first feature, the present invention provides the primary brake means on one of the front wheel and the rear wheel, and a braking force of the primary brake means by a manual operator and a foot operator. The fourth feature is that the high-selection means for selecting the larger one of the braking forces due to and transmitting it to the other wheel is provided.

According to the present invention, in addition to the above-mentioned first feature, a response means for activating the secondary brake means in response to the operation of the primary brake means is arranged along the longitudinal direction of the front fork. Is the fifth feature.

Further, in addition to the above-mentioned first characteristic, the present invention has a sixth characteristic that the secondary braking means has a braking force control means.

According to the present invention, in addition to the above-mentioned sixth feature, the braking force control means, when a force equal to or higher than a predetermined pressure is inputted by the second input means, applies the force to the rear wheel braking force. The seventh feature is that it has an addition function of adding to the.

According to the present invention, in addition to the above-mentioned second or seventh feature, the braking force control means uses a proportional pressure reducing valve, a cut valve, and a pressure reducing piston so that the braking force distribution characteristic of the front and rear wheels is broken at least in three stages. This is the eighth feature.

In addition to the above-mentioned eighth characteristic, the present invention has a ninth characteristic in that braking force control means for generating a braking force distribution characteristic of the front and rear wheels is arranged near the pivot of the rear fork. And

Further, in addition to the above-mentioned second feature, the present invention provides a method in which when the foot manipulator is also used during the operation of the hand manipulator, the braking force control means operates the foot manipulator alone. In comparison, the tenth feature is to suppress the increase in the braking force of the rear wheels.

[0015]

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

1 to 9 show a first embodiment of the present invention. FIG. 1 is an overall plan view of a motorcycle equipped with the braking device, FIG. 2 is an overall configuration diagram of the braking device, and FIG. 2 is an enlarged view of 3 parts of FIG. 2, FIG. 4 is an enlarged view of essential parts of FIG. 3, FIG. 5 is an enlarged view of 5 parts of FIG. 2, FIG. 6 is an enlarged view of 6 parts of FIG. 2, and FIG. 7 is a rear fork part of a motorcycle. FIG. 8 is an enlarged side view of FIG. 8, FIG. 8 is a view taken in the direction of arrow 8 in FIG. 7, and FIG. 9 is a graph showing its braking characteristics.

As shown in FIGS. 1 and 2, the motorcycle
V is a brake lever as a manual operator provided on the steering handle.
A breaker provided on the bar L and the body frame as a foot operator.
And a pedal P. The front wheel Wf has left and right brake
Linda Bc_FL, Bc_FRIs provided for each brake
Bc_FL, Bc_FRIs the front pot P₁And rear pot P ₂
Equipped with two pots. With the brake lever L
Working first master cylinder Mc₁The right brake
Cylinder Bc_FR2 pots P₁, P₂Directly connected to
Be done. Brake cylinder Bc on the right side of the front wheel Wf_FRBefore
Brake hydraulic pressure is generated using the braking force of the wheel Wf
The mechanical servo mechanism Ms that allows
The brake hydraulic pressure generated by the mechanism Ms is the brake pressure on the left side of the front wheel Wf.
Rake cylinder Bc_FL2 pots P₁, P₂Communicate to
And the brake cylinder Bc of the rear wheel Wr_Rof
2 pots P₁, P₂Connected via a pressure control valve Cv
To be done. On the other hand, the second brake operated by the brake pedal P
Star cylinder Mc₂Is connected to the mechanical servo mechanism Ms.
Be done. In addition, the pressure control valve Cv can be adjusted according to the number of passengers.
Installed on the rear cushion C to change the brake characteristics by
The preload adjuster Pa is connected.

As shown in FIGS. 3 and 4, the mechanical servo mechanism Ms is integrally formed with the outer end of the right brake cylinder Bc _FR pivotally supported by the pin 3 on the bracket 2 fixed to the front fork 1 of the front wheel Wf. It is provided. A piston 7 mounted with a primary cup 6 having a lip on the outer periphery is slidably engaged with a cylinder portion 5 formed in a casing 4 of the mechanical servo mechanism Ms, and the piston 7 is fixed to the front fork 1 via a rod 8. 9 is connected. A return spring 10 is provided between the piston 7 and the cylinder portion 5.
Is formed, and the output port 12 formed in the oil chamber 11 is connected to the brake cylinder Bc _FL on the left side of the front wheel Wf and the pressure control valve Cv. An input port 13 connected to the first master cylinder Mc ₁ is formed in the casing 4, and the input port 13 communicates with a front pot P ₁ of the brake cylinder Bc _FR via an oil passage 14.
Further, it communicates with the rear pot P ₂ via the oil passage 18. An auxiliary oil chamber 17 that communicates with the oil chamber 11 via the secondary port 15 and the primary port 16 is formed in the casing 4, and the auxiliary oil chamber 17 is connected to the second master cylinder Mc ₂ via the input port 19. .. Note that reference numeral 20
Is an air vent plug for discharging air when filling the brake oil.

Next, the structure of the pressure control valve Cv will be described in detail with reference to FIG. The pressure control valve Cv is a mechanical servo mechanism Ms.
Input port 31 connected to the output port 12 and rear wheel Wr
Output port 32 connected to the pots P ₁ and P ₂ of the brake cylinder Bc _R. A valve chamber 33 communicating with the input port 31 and an oil chamber 34 communicating with the output port 32 are communicated with each other by an oil passage 35, and a cylindrical proportional valve 36 is arranged in the valve chamber 33 so as to be vertically movable. To be done. A cut valve 38 biased in a valve closing direction by a valve spring 37 is disposed in an inner chamber 36 ₂ of the proportional valve 36 communicating with the input port 31 through an oil hole 36 ₁ . When the cut valve 38 is at the illustrated open position, the input port 31 communicates with the output port 32 through the oil hole 36 ₁ , the inner chamber 36 ₂ , the outer periphery of the cut valve 38, the oil passage 35, and the oil chamber 34. To do. The pressure control valve Cv further includes a pressure reducing piston 39, with its leading end portion of the pressure reduction piston 39 faces the oil chamber 34, an intermediate portion stepped portion 39 ₁ formed in the said valve chamber 33 through the oil passage 40 It is arranged in the communicating valve chamber 41.

A spring chamber 42 connected to the lower portion of the valve chamber 33.
The spring seat 4 is 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 load sensing valve 47 is movably supported in a lower portion of the spring chamber 42, an upper end thereof abuts a lower surface of the spring seat 44, and a lower end thereof communicates with a preload adjuster Pa described later through an input port 48. It projects into the oil chamber 49. On the other hand, a spring chamber 50 is formed in the lower part of the decompression piston 39, and the return spring 5 is provided inside the spring chamber 50.
1 is provided with a spring seat 52 that is biased downward, and a valve spring 54 is contracted between the spring seat 52 and a spring seat 53 that supports the lower end of the pressure reducing piston 39. An upper end of the load sensing valve 55, which is supported in the lower portion of the spring chamber 50 so as to be vertically movable, contacts the lower surface of the spring seat 52, and a lower end thereof projects into the oil chamber 49. In addition, an auxiliary valve body 56 that contacts the upper end of the cut valve 38 and forcibly opens the cut valve 38 is provided above the valve chamber 33.
Is arranged so that it can move up and down. The upper end of the auxiliary valve body 56 abuts on a spring seat 58 arranged inside the spring chamber 57, and a spring seat 60 urged upward by the spring seat 58 and a return spring 59.
A valve spring 61 is contracted between and. A load sensing valve 62 is movably supported on an upper portion of the spring chamber 57, a lower end of the load sensing valve 62 abuts an upper surface of the spring seat 60, and an upper end of the load sensing valve 62 projects into an input port 63 communicating with the preload adjuster Pa.

As shown in FIG. 6, the preload adjuster Pa provided on the rear cushion C is vertically movable in an annular space formed by a cylindrical body 72 fixed to the upper outer periphery of the oil damper 71 and a cylinder member 73 whose lower surface is open. An annular piston 74 that slides on the. An upper end of a buffer spring 76 of the rear cushion C is supported by a retainer 75 attached to the lower portion of the annular piston 74, and a boot 77 made of an elastic material is provided between the retainer 75 and the cylinder member 73.
Is installed. Then, the cylindrical body 72 and the cylinder member 7
3, and an oil chamber 78 defined by the annular piston 74
Is connected to the input ports 48 and 63 of the pressure control valve Cv via the output port 79.

As shown in FIGS. 7 and 8, the front end of a rear fork 83 is pivotally supported by a rear part of a vehicle body frame 81 of the motorcycle V via a pivot 82 so as to be vertically swingable. Bracket 84 provided on the upper surface of the body frame 81
And an upper end and a lower end of the rear cushion C are connected between an L-shaped first link 86 whose one end is pivotally supported by a bracket 85 provided on the lower surface of the rear fork 83, and a lower surface of the vehicle body frame 81. The bracket 87 provided at the first link 86 and the first link 86 are connected by a linear second link 88.
Therefore, the rear fork 8 is centered around the pivot 82.
When 3 swings up and down, the load is buffered by the expansion and contraction of the rear cushion C.

The axle 89 is positioned adjustably fixed front and rear elongated hole 83 ₃ formed at the rear end of the bifurcated rear fork 83, fixed to the left side surface of the hub 90 of the rear wheel Wr which is supported by the axles 89 A sprocket 91 has a drive chain 92
Is wrapped around. Wherein the right side surface of the hub 90 is fixed the brake disk 93, the brake disk 93 is the brake cylinder Bc _R mounted on the upper portion of the brake cylinder support member 94 provided at the rear end of the rear fork 83
Is clamped by and braked. The lower end of the brake cylinder support member 94 is pivotally supported by the axle 89, and the projection 94 ₁ provided at the front end of the brake cylinder support member 94 engages with the long hole 83 ₂ of the bracket 83 ₁ projecting on the upper surface of the rear fork 83, so that the rear When the front-rear position of the wheel Wr is adjusted, the brake cylinder Bc _R is also configured to move in the front-rear direction together with the rear wheel Wr.

The pressure control valve Cv is mounted on the upper surface of a support plate 95 connecting the front left and right of the rear fork 83. The pressure control valve Cv is arranged so as to be located between the rear cushion C and the rear wheel Wr in a side view and further to be located within the width of the rear fork 83 in a plan view. The pressure control valve Cv and the brake cylinder Bc _R are connected to each other by a metal flare pipe 97 fixed by a support member 96 along the upper surface of the rear fork 83. Further, the pressure control valve Cv and the mechanical servomechanism Ms are provided on the upper surface of the rear fork 83 by a support member 9
They are connected by a flare pipe 99 fixed at 8. Further, the preload adjuster Pa and the pressure control valve Cv provided on the upper end of the rear cushion C are composed of two rubber pipes 100,
Connected by 101. Thus, when the rear fork 83 swings, the relative movement of the preload adjuster Pa and the pressure control valve Cv is absorbed by the deformation of the rubber pipes 100 and 101.

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

When the brake lever L is operated, the brake hydraulic pressure generated by the first master cylinder Mc ₁ causes the two pots P ₁ , P of the brake cylinder Bc _FR on the right side of the front wheel Wf.
₂ is transmitted to brake the front wheel Wf. At this time, as is clear from FIG. 3, the brake cylinder Bc _FR swings in the direction of the arrow a around the pin 3, so that the casing 4 of the mechanical servo mechanism Ms integrally provided on the upper portion of the brake cylinder Bc _FR does not move. In the same direction, the piston 7 supported by the front fork 1 via the rod 8 advances in the cylinder portion 5 against the return spring 10. Then, the primary cup 6 immediately passes through the primary port 16 to cut off the communication between the primary port 16 and the oil chamber 11, so that a secondary brake hydraulic pressure is generated in the oil chamber 11 according to the amount of advance of the piston 7. The brake hydraulic pressure is applied from the output port 12 to the brake cylinder Bc _FL on the left side of the front wheel Wf.
Is transmitted to the _two pots P ₁ and P ₂ of the rear wheel Wr and the brake cylinder Bc _{R of the} rear wheel Wr is transmitted via the pressure control valve Cv.
Are simultaneously transmitted to the _two pots P ₁ and P ₂ .

When the brake pedal P is operated, the brake hydraulic pressure generated by the second master cylinder Mc ₂ is transmitted to the input port 19 of the mechanical servo mechanism Ms. The brake oil pressure is transmitted from the auxiliary oil chamber 17 to the oil chamber 11 via the primary port 16, and the mechanical servo mechanism Ms described above is transmitted.
The brake cylinder Bc _FL on the left side of the front wheel Wf and the brake cylinder Bc _R of the rear wheel Wr are simultaneously actuated in the same manner as in the case where is activated. However, when the brake lever L and the brake pedal P are operated simultaneously, the mechanical servo mechanism Ms
Only when the hydraulic pressure inside the oil chamber 11 is smaller than the hydraulic pressure transmitted from the second master cylinder Mc ₂ to the auxiliary oil chamber 17 of the mechanical servo mechanism Ms, the brake hydraulic pressure of the second master cylinder Mc ₂ is on the left side of the front wheel Wf. Brake cylinder Bc _FL
Is transmitted to the brake cylinder Bc _R of the rear wheel Wr. That is, the hydraulic pressure transmitted to the auxiliary oil chamber 17 is applied to the oil chamber 11
Only when the hydraulic pressure increases beyond the internal hydraulic pressure, the hydraulic pressure is transmitted from the secondary port 15 to the rear surface of the primary cup, and further, the lip of the primary cup 6 is compressed to be transmitted to the oil chamber 11. Therefore, the mechanical servo mechanism Ms
When the secondary brake oil pressure generated by is larger than the brake oil pressure generated by the second master cylinder Mc ₂ ,
When the brake hydraulic pressure of the mechanical servo mechanism Ms is transmitted to the brake cylinder Bc _FL on the left side of the front wheel Wf and the brake cylinder Bc _R of the rear wheel Wr, and conversely, the brake hydraulic pressure generated by the second master cylinder Mc ₂ is larger, The brake hydraulic pressure of the second master cylinder Mc ₂ is transmitted to the brake cylinder Bc _FL on the left side of the front wheel Wf and the brake cylinder Bc _R of the rear wheel Wr.

In this way, when the brake hydraulic pressure from the mechanical servo mechanism Ms is applied to the input port 31 of the pressure control valve Cv by operating the brake lever L or the brake pedal P, the brake hydraulic pressure is applied to the oil hole of the proportional valve 36. 36 ₁ and inner chamber 36 ₂ , cut valve 38
Is transmitted to the brake cylinder Bc _R of the rear wheel Wr via the outer periphery, the oil passage 35, the oil chamber 34, and the output port 32. At this time, the braking force of the front wheels Wf and the braking force of the rear wheels Wr are
Since both increase in accordance with the operation amount of the brake lever L or the brake pedal P, the distribution characteristic is O in FIG.
It becomes a straight line connecting the point and A point.

When the brake hydraulic pressure transmitted to the input port 31 of the pressure control valve Cv gradually increases and the braking force of the rear wheel Wr reaches point A in FIG. 9, the brake hydraulic pressure acting on the upper surface of the proportional valve 36 causes The proportional valve 36 moves down against the set load of the valve spring 45. As a result, the proportional valve 36 comes into close contact with the cut valve 38 to temporarily cut off the communication between the input port 31 and the output port 32. However, when the brake oil 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 as the brake hydraulic pressure increases, so that the gap between the proportional valve 36 and the cut valve 38 is intermittently opened and closed, which is transmitted to the brake cylinder Bc _R. The rate of increase in brake hydraulic pressure is reduced. As a result, the rear wheel Wr is separated from the point A in FIG.
The increase rate of the braking force of will decrease.

When the brake hydraulic pressure transmitted to the input port 31 of the pressure control valve Cv further increases and the braking force of the rear wheel Wr reaches the point B in FIG. 9, the auxiliary valve body 56 becomes the set load of the valve spring 61. Since it rises in opposition, 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. Therefore, even if the brake hydraulic pressure transmitted to the input port 31 increases thereafter, the brake transmitted from the output port 32 to the brake cylinder Bc _R is increased. The hydraulic pressure is kept constant.

When the brake oil pressure transmitted to the input port 31 of the pressure control valve Cv further increases and the braking force of the rear wheel Wr reaches point C in FIG. 9, the brake oil pressure is transmitted through the oil passage 40 to the oil chamber. 41 is transmitted to the pressure reducing piston 39 and the valve spring 5
It is lowered against the set load of 4. As a result, the tip of the decompression piston 39 descends and the volume of the oil chamber 34 increases, so that the brake hydraulic pressure transmitted to the brake cylinder Bc _R decreases.

Thus, the brake oil pressure transmitted to the brake cylinder Bc _R of the rear wheel Wr by the action of the pressure control valve Cv, that is, the braking force of the rear wheel Wr changes in four stages, and the braking force of the front wheel Wf and the rear wheel Wf are changed. The distribution ratio of the braking force of the wheels Wr changes as in O-A-B-C-D in FIG. 9, and it is possible to obtain a common characteristic extremely close to the ideal distribution characteristic.

Now, when the load applied to the rear cushion C increases due to two people riding on the motorcycle V, the annular piston 74 supporting the upper end of the buffer spring 76 via the retainer 75 receives the upward load, and The hydraulic pressure generated in the chamber 78 increases. The hydraulic pressure generated by the preload adjuster Pa is transmitted to the oil chamber 49 of the pressure control valve Cv via the output port 79 and the input port 48 to push up the two load sensing valves 47, 55. As a result, the valve spring 4 that biases the proportional valve 36
5 and the set load of the valve spring 54 for urging the pressure reducing piston 39 increases. Similarly, the hydraulic pressure generated by the preload adjuster Pa is transmitted to the input port 63 to push down the load sensing valve 62 and increase the set load of the valve spring 61 that urges the auxiliary valve body 56.

As described above, when the set load of the proportional springs 36, the cut valve 38, and the valve springs 42, 53, 61 for urging the pressure reducing piston 39 increases when two people ride, the two valves 36, When 38 and the decompression piston 39 operate, that is, the positions of points A to C in FIG. 9 move to the right. This allows
The distribution characteristics of the braking force of the front wheels Wf and the rear wheels Wr are from A'point to D '.
It is possible to increase the ratio of the braking force of the rear wheel Wr so that it changes like a chain line passing through the points and suits the ideal distribution characteristic when riding with two people.

As described above, the brake hydraulic pressure generated by the first master cylinder Mc ₁ when the brake lever L is operated activates the brake cylinder Bc _FR on the right side of the front wheel Wf, and the mechanical servomechanism M operated by the braking force.
Since the brake cylinder Bc _FL on the left side of the front wheel Wf and the brake cylinder Bc _R of the rear wheel Wr are operated by the secondary brake hydraulic pressure generated by s, the oil passage for transmitting the brake hydraulic pressure is shortened and the brake operation is not performed. It is possible to secure an appropriate feeling rigidity. Moreover, the oil passage for the brake oil pressure generated by the first master cylinder Mc ₁ by operating the brake lever L and the oil passage for the brake oil pressure generated by the second master cylinder Mc ₂ by operating the brake pedal P are independent of each other. Therefore, the brake pedal P
It is possible to avoid kickback with respect to the brake lever L even if is operated strongly.

10 to 20 show a second embodiment of the present invention. FIG. 10 is an overall plan view of a motorcycle equipped with the braking device, FIG. 11 is an overall configuration diagram of the braking device, and FIG.
2 is an enlarged view of part 12 of FIG. 11, and FIG. 13 is 13-1 of FIG.
11 is a sectional view taken along line 14-14 of FIG. 11, FIG. 15 is an enlarged view of section 15 of FIG. 11, FIG. 16 is an enlarged view of section 16 of FIG. 11, and FIG. 17 is line 17-17 of FIG. Sectional view, FIG.
Is a graph showing the characteristic of the proportional pressure reducing valve, FIG. 19 is a block diagram for explaining the action, and FIG. 20 is a graph showing the braking characteristic thereof.

As shown in FIGS. 10 and 11, the first master cylinder Mc ₁ operated by the brake lever L as a manual operator provided on the steering handle has three pots P ₁ , P ₂ , P respectively. left and right brake cylinders Bc _FL of the front wheels Wf having _3, are connected directly to the front pots P ₁ and the rear pot P ₃ of Bc _FR. On the other hand, the second master cylinder Mc ₂ operated by the brake pedal P as a foot operator.
Is the left and right brake cylinders Bc _FL , Bc _FR of the front wheel Wf.
Directly connected to the central pot P ₂ of. A mechanical servo mechanism Ms is attached to the brake cylinder Bc _FR on the right side of the front wheel Wf, and the brake hydraulic pressure generated by the mechanical servo mechanism Ms is the brake cylinder Bc _{R of the} rear wheel Wr having _three pots P ₁ , P ₂ and P _3. Front pot P ₁ and rear pot P
₃ is connected via a pressure control valve Cv. The second master cylinder Mc ₂ is is connected to the mechanical servo mechanism Ms, the brake cylinder B of the second master cylinder Mc ₂ proportioning valve provided integrally with the P _CV rear wheel Wr
It is connected to the central pot P ₂ of c _R.

As shown in FIGS. 12 and 13, front wheels W
The brake cylinder Bc _FR on the right side of f is provided with a pin 113 on a bracket 112 fixed to the lower part of the front fork 111.
It is pivotally supported by. A substantially cylindrical mechanical servo mechanism Ms is vertically supported along the rear surface of the front fork 111 via a pair of brackets 114. Bracket 1 fixed to front fork 111
An L-shaped link 116 is pivotally supported on pin 15 by a pin 117, and an upper end of a rod 120 integral with a connecting member 119 pivotally supported by a pin 118 on one end of the link 116 has a piston 121 of the mechanical servo mechanism Ms. While abutting on the lower end, the other end of the link 116 is pivotally supported by the pin 122 on the upper end of the brake cylinder Bc _FR . Therefore, by braking the front wheel Wf, the brake cylinder B
When the _FR swings in the direction of arrow a, the link 116 moves in the direction of arrow b.
The rod 120 is swung in the direction to push up the rod 120, and a secondary brake hydraulic pressure is generated in the mechanical servo mechanism Ms.

As is apparent from FIG. 14, a cylinder portion 124 is formed in the casing 123 of the mechanical servomechanism Ms, and an O is formed at the upper end of the piston 121 that slides inside the cylinder portion 124.
The valve guide 126 is coupled via the ring 125. The valve guide 1 is provided on the cylinder portion 124.
26 and the return spring 12 for urging the piston 121 downward.
An oil chamber 128 for housing 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 and rear ends of the piston 121, respectively.
31 is provided, and both cups 13 are provided in the casing 123.
A secondary port 132 connected to the second master cylinder Mc ₂ is formed between 0 and 131. A long groove 121 ₁ penetrating in the diametrical direction is formed in the middle of the piston 121, and a stopper bolt 133 screwed into the casing 123 is slidably loosely fitted in the long groove 121 ₁ .

Inside the valve guide 126, a valve 135, which is urged by a valve spring 134 to abut on the top surface of the piston 121 and urged in a closing direction, is housed in a loosely fitted state, and is integrally formed with the valve 135. Leg part 135
₁ through the center of the piston 121 to the inside of the long groove 121 _1, abuts against 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. As a result, when the brake pedal P is depressed, the brake oil pressure is transmitted to the front pot P ₁ and the rear pot P ₃ of the brake cylinder Bc _R of the rear wheel Wr through the pressure control valve Cv even when the vehicle is stopped, It is convenient for starting a slope. Further, when the mechanical servo mechanism Ms is operated from this state and the piston 121 is slightly pushed up via the rod 120, the leg portion 135 ₁ of the valve 135 is separated from the stopper bolt 133, so that the elastic force of the valve spring 134 causes it. 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 output to the output port 12.
9 is transmitted to the brake cylinder Bc _FL on the left side of the front wheel Wf and the pressure control valve Cv. Thus, the valve 13
The action of 5 eliminates the need for the primary port, which is conventionally required, and as a result, avoids the inconvenience of being damaged when the primary cup 130 passes through the primary port.

FIG. 15 shows the pressure control valve Cv, which has basically the same structure as that of the first embodiment. However, since the preload adjuster Pa is not used in the second embodiment, the three load sensing valves 47, 55 provided in the pressure control valve Cv in the first embodiment to change the braking characteristics when riding with two passengers. , 62 (see FIG. 5) are abolished and replaced by adjusting screws 47 ', 55', 62 '. Therefore, the remaining structure is substantially the same as that of FIG. 5, and the corresponding members are denoted by the same reference numerals as those in FIG.

FIG. 16 shows a proportional pressure reducing valve P _CV formed integrally with the second master cylinder Mc _2, and this proportional pressure reducing valve P _CV is the pressure control valve C of the first and second embodiments.
It has the same structure as that incorporated inside v. That is, the casing 141 of the proportional pressure reducing valve P _CV is supplied with the brake oil pressure from the second master cylinder Mc ₂ and the output port 143 connected to the central pot P ₂ of the brake cylinder Bc _R of the rear wheel Wr. Further, inside the valve chamber 144 formed inside the casing 141, a cylindrical proportional valve 147 which is biased upward by a valve spring 146 compressed between a spring seat 145 and vertically moves. Arranged freely. Oil hole 147 ₁
The inner chamber 147 ₂ of the proportional valve 145 which communicates with the input port 142 through, the lower end spring seat 1
Auxiliary valve element 148 and cut valve 149 which 45 abuts
Is provided, and its cut valve 149 is an auxiliary valve body 148.
The valve spring 150 compressed between and is urged in the valve closing direction.

Normally, the proportional valve 147 and
The input valve 149 is in the open valve position shown and
The port 142 is the oil hole 147.₁, Interior 147₂,cut
Communicates with the output port 143 through the outer circumference of the valve 149.
It Second master cylinder Mc ₂From input port 142
If the transmitted brake oil pressure increases gradually,
The brake oil pressure acting on the upper surface of the optional valve 147
From the proportional valve 147 of the valve spring 146
Because it descends against the set load, it is proportional
The lube 147 is in close contact with the cut valve 149 and the input port
The communication between 142 and the output port 143 is temporarily cut off.
It However, the blur transmitted to the input port 142
If the hydraulic pressure increases further, proportional valve 1
47 inner chambers 147₂The pressure is increasing and proportional
The valve 147 is pushed up, and the input port 142 and the output port are
The port 143 communicates again. In this way, brake fluid
The proportional valve 147 moves up and down as the pressure increases.
Oscillates to the proportional valve 147 and cut bar
Since the gap between the lubes 149 opens and closes intermittently, the rear wheels Wr
Brake cylinder Bc_RThe brake oil pressure transmitted to
Decrease. That is, the horizontal axis is the proportional pressure reducing valve P_CVInput oil to
Pressure, proportional pressure reducing valve P on the vertical axis_CVFig. 1 showing the output hydraulic pressure from
As shown in 8, as the input hydraulic pressure increases, the point A becomes the boundary.
As a result, the increase in output hydraulic pressure decreases at a predetermined rate.

FIG. 17 is a sectional view of the brake cylinder Bc _FR on the right side of the front wheel Wf, showing three pots P ₁ , P ₂ ,
Each of the three cylinders 162 ₁ , 162 ₂ , 162 ₃ formed in the casing 161 common to P ₃ has a piston 1
63 ₁ , 163 ₂ and 163 ₃ are in sliding contact with each other. Movable friction pad 166 opposed to the fixed friction pad 165 across the brake disc 164 is supported by the back plate 167, the front and rear of the piston by engaging claws 168 ₁ the back plate 167 which is formed by cutting and raising a shim 168 163 _1, 1
63 ₃ and the central piston 163 ₂
It is coupled to the front and rear pistons 163 _1, 163 ₃ via the other engaging claw 168 _2.

As mentioned above, the front and rear pots P ₁ and P ₃ are operated by the first master cylinder Mc ₁ connected to the brake lever L, and the central pot P ₂ is connected to the second pedal P. The master cylinder Mc ₂ operates separately, but by operating the brake lever L independently, for example, the pistons 1 of the front and rear pots P ₁ and P ₃
63 _1, 163 _{if 3} is driven, the piston 163 _{and second} central pot P ₂ also moves together without separating from the movable friction pad 166. Therefore, the brake lever L
Then simultaneously operating the brake pedal P, the case where the transmitting second brake hydraulic pressure of the master cylinder Mc ₂ which is connected to the brake pedal P to the piston 163 _{and second} central pot P _2, to cause the braking force time delay Can be generated without. The above effect is exhibited even when the brake lever L is operated subsequently to the brake pedal P, or when the brake lever L and the brake pedal P are operated simultaneously. The left side brake cylinder Bc _FL of the front wheel Wf and the brake cylinder Bc _R of the rear wheel Wr are also
It may have the same structure as the brake cylinder Bc _FR on the right side of the front wheel Wf.

Next, the operation of the second embodiment of the present invention will be described with reference to FIGS. 19 and 20.

When the brake lever L is operated independently, the brake hydraulic pressure generated by the first master cylinder Mc ₁ is transmitted to the front and rear pots P ₁ and P ₃ of the left and right brake cylinders Bc _FL and Bc _FR of the front wheel Wf. Brake the front wheel Wf. Along with the braking of the front wheel Wf, the mechanical servo mechanism Ms
The secondary brake hydraulic pressure that is generated is transmitted to the front and rear pots P ₁ and P ₃ of the brake cylinder Bc _R of the rear wheel Wr via the pressure control valve Cv to brake the rear wheel Wr. At this time, if the secondary brake hydraulic pressure transmitted from the mechanical servo mechanism Ms to the pressure control valve Cv gradually increases with an increase in the braking force of the front wheels Wf, the proportional valve provided in the pressure control valve Cv as described above. Since the valve 36, the cut valve 38, and the pressure reducing piston 39 sequentially operate, a braking characteristic shown by O-A-B-C-D in FIG. 20 is obtained. The braking characteristic when the brake lever L is independently operated is set so as to be located below the ideal distribution characteristic when one person is riding.

On the other hand, when the brake pedal P is operated independently, the brake hydraulic pressure generated by the second master cylinder Mc ₂ is transmitted to the central pot P ₂ of the left and right brake cylinders Bc _FL , Bc _FR of the front wheel Wf to brake the front wheel Wf. At the same time, the secondary brake hydraulic pressure generated by the mechanical servo mechanism Ms accompanying the braking of the front wheel Wf is applied to the front and rear pots P ₁ , P ₃ of the brake cylinder Bc _R of the rear wheel Wr via the pressure control valve Cv. It is transmitted and brakes the rear wheels Wr at the same time.
When the brake hydraulic pressure generated by the second master cylinder Mc ₂ is higher than the brake hydraulic pressure generated by the mechanical servo mechanism Ms, the brake hydraulic pressure generated by the second master cylinder Mc ₂ is the same as in the first embodiment. Is directly transmitted to the pressure control valve Cv to brake the rear wheel Wr. In either case, the pressure control valve Cv increases as the brake hydraulic pressure transmitted from the mechanical servo mechanism Ms to the pressure control valve Cv increases.
The proportional valve 36, the cut valve 38, and the pressure reducing piston 39 provided in the
The increase in the braking force of r is suppressed.

When the brake pedal P is operated
The second master cylinder Mc ₂Breaks that occur
Hydraulic pressure is proportional pressure reducing valve P_CVRear wheel Wr brake
Linda Bc_RCentral pot P₂Also transmitted to the center
Pot P₂The braking force from the front and rear pots
P₁, P₃Is added to the braking force by the rear wheel W
The braking force of r is increased. And operation of the brake pedal P
The amount of additional braking force applied to the rear wheel Wr depending on the work
Is the proportional pressure reducing valve P_CVThe amount of brake oil pressure output by
Determined by That is, as shown in FIG.
Pressure valve P_CVThe brake oil pressure output by
Has a characteristic that gradually increases with respect to the amount of depression of the brake pedal P.
In order to do so, it is indicated by O-A'-B'-C'-D 'in FIG.
As described above, the distribution characteristics when the brake pedal P is operated independently
Is the distribution characteristic O when the brake lever L is operated independently.
It is located higher than -A-B-C-D, and the difference is
It will have a gradually expanding characteristic. So
The distribution characteristics when the brake pedal P is operated independently.
Along the upper side of the ideal distribution characteristic when riding two people
Set to be located. As a result, the brake lever
When L and brake pedal P are simultaneously operated at a predetermined ratio
Is a predetermined area Z indicated by hatching in FIG.
₀You can obtain any of the braking characteristics of the
When riding alone and without riding adjuster Pa
To obtain a braking characteristic extremely close to any of the ideal distribution characteristics of
You can

21 and 22 show the above-mentioned second embodiment.
It shows a modified example of. As is clear from FIG.
In addition, in this modification, in order to simplify the structure, the second actual
The proportional pressure reducing valve P of FIG. 11 corresponding to the embodiment_CVIs omitted
It Therefore, the graph of FIG. 20 showing the braking characteristic of the second embodiment is shown.
22 is compared with the graph of FIG. 22 showing the braking characteristics of this modification.
As is clear, when the brake lever L is operated independently,
Although the allocation characteristics O-A-B-C-D are common,
However, the distribution characteristic O when the brake pedal P is operated independently
-A'-B'-C'-D 'are different. That is,
The proportional pressure reducing valve P _CVIn the modification without
The second master cylinder Mc when the dull P is operated independently₂Occurs
The brake hydraulic pressure to be applied is proportional pressure reducing valve P_CVNo decompression with
Brake cylinder Bc for rear wheel Wr_RThe central pot
P₂To the distribution characteristic OA'- in FIG.
B'-C'-D 'is located above that in FIG.
The rear wheel Wr is deviated to the side where the braking force increases.

Now, consider the case where the brake pedal P is used together from the point a in FIG. 22, that is, the state where the brake lever L is operated independently. The brake hydraulic pressure generated by the second master cylinder Mc ₂ by the operation of the brake pedal P is transmitted to the central pot P ₂ of the left and right brake cylinders Bc _FL and Bc _FR of the front wheel Wf, and the central pot P ₂ of the front wheel Wf corresponds to the central pot P ₂ . The braking force increases. When the braking force of the front wheel Wf increases due to the operation of the central pot P _2, the secondary brake hydraulic pressure generated by the mechanical servo mechanism Ms also increases, and the brake hydraulic pressure is applied to the brake cylinder of the rear wheel Wr via the pressure control valve Cv. Front and rear pots P ₁ , P _{3 of} Bc _R
It is transmitted to be transmitted simultaneously second master brake hydraulic pressure cylinder Mc ₂ is generated directly in the center pot P ₂ of the brake cylinder Bc _R of the rear wheel Wr. Thus, the combined use of the brake pedal P increases both the braking force of the front wheel Wf and the braking force of the rear wheel Wr, the distribution characteristic thereof changes from the point a, and finally the distribution characteristic O-A'-B '. -C'-D '
Converge to the lower side of.

At this time, the rising angle θ ₁ of the braking force from the point a is smaller than the rising angle θ ₀ of the braking force when the brake pedal P is operated independently. This is because when the brake pedal P is independently operated, the secondary brake hydraulic pressure generated by the mechanical servo mechanism Ms is not reduced by the pressure control valve Cv and the front and rear pots P ₁ of the brake cylinder Bc _R of the rear wheel Wr are not reduced. , since it is transmitted to the P _3, the rising angle theta ₀ of distribution characteristic O-a 'whereas relatively large, it starts to operate in the proportional valve 36 is already point a of the pressure control valve Cv in a point Because
The brake hydraulic pressure transmitted to the front and rear pots P ₁ and P ₃ of the brake cylinder Bc _R of the rear wheel Wr is reduced. As a result, the increment of the braking force of the rear wheel Wr at the point a becomes small, and the rising angle θ ₁ of the braking force becomes smaller than θ ₀ .

When the brake pedal P is also used from the point b in the distribution characteristic O-A-B-C-D in the independent operation of the brake lever L in FIG. 22, the braking force distribution characteristic shown by is as described above. Is obtained. At this time, since the cut valve 38 of the pressure control valve Cv has already been operated at the point B, the front and rear pots P ₁ of the brake cylinder Bc _R of the rear wheel Wr from the mechanical servo mechanism Ms via the pressure control valve Cv. The brake hydraulic pressure transmitted to P ₃ is cut off, and the braking force increase of the rear wheels Wr is increased by the second master cylinder Mc.
Only the central pot P ₂ of the brake cylinder Bc _{R which} is directly operated by _{2 is} provided. Therefore, the rising angle θ ₂ of the braking force from the point b becomes smaller than the rising angle θ ₁ of the braking force from the point a.

Further, from the point c in FIG. 22, the brake pedal P
When is used together, the braking force distribution characteristic shown by is obtained. At this time, since the pressure reducing piston 39 of the pressure control valve Cv has already been operated at the point C, as the brake hydraulic pressure generated by the mechanical servo mechanism Ms increases due to the increase in the pedaling force of the brake pedal P, the pressure control valve Cv is used. Rear wheel W
front and rear pots P of the brake cylinder Bc _R of r
_The brake hydraulic pressure transmitted to ₁ and P ₃ decreases. Therefore, the amount of increase in the braking force of the rear wheel Wr becomes smaller, and the rising angle θ ₃ of the braking force from the point c becomes smaller than the rising angle θ ₂ of the braking force from the point b.

As described above, when the brake pedal P is also used during the independent operation of the brake lever L, the distribution characteristic of the braking force is from O-A-B-C-D to O-A'-B'-C '.
It changes smoothly in the area Z ₀ toward −D ′. Moreover, since the rising angles θ _{1 to} θ ₃ of the braking force at that time are relatively small, the operation feeling when the brake pedal P is used together is improved.

23 to 25 show a third embodiment of the present invention, and FIG. 23 is an overall configuration diagram of the braking device thereof, and FIG.
FIG. 24 is an enlarged view of part 24 in FIG. 23, and FIG. 25 is an explanatory view of the action.

As is apparent from FIG. 23, this embodiment is
The second master cylinder M operated by the brake pedal P
c₂Is characterized by its structure, and the rest of the structure is as described above.
It is the same as that of the second embodiment. In addition, in the second embodiment
Proportional pressure reducing valve P_CVIs the second master cylinder Mc₂Together with
However, the proportional pressure reducing valve P of the present embodiment _CV
Is the second master cylinder Mc₂It is provided separately from
However, their internal structure and function are the same.

As shown in FIG. 24, the second master cylinder Mc ₂ has a first piston 173 and a second piston 174 which are slidably fitted in a cylinder portion 172 formed inside the casing 171. The first piston 173 is provided with a primary cup 175 and a secondary cup 176, and a primary port 177 and a secondary port 178 are opened before and after the primary cup 175 when the brake pedal P is not operated. The first return spring 180 is contracted between the second piston 174 including only the primary cup 179 and the first piston 173, and the second piston 174 and the casing 17 are provided.
The second return spring 181 is contracted between 1 and 1. The elastic force of the second return spring 181 is set to be larger than the elastic force of the first return spring 180, and in the normal state, the second return spring 1 is
The second piston 174, which is urged downward by 81, contacts the stopper bolt 182 and stops at the position shown in the figure. A rod 173 ₁ is projectingly provided on the upper end of the first piston 173, and a gap is formed between the rod 173 ₁ and the second piston 174 in a normal operating state.

First piston 173 and second piston 174
The first oil chamber 183 formed between the
Oil hole 174 formed in 4₁Formed on the casing 171
Secondary port 184 and output port 185
Through the brake cylinder Bc of the front wheel Wf_FL, Bc_FRContact
To continue. Also, the secondary port 184 is a primer
Formed on the front of the second piston 174 via a report 186.
The second oil chamber 187 communicates with the formed second oil chamber 187.
Is output through the output port 188 to the proportional pressure reducing valve P _CVConnected to
To do.

Thus, in the normal operating state shown in FIG. 24, when the first piston 173 is driven upward by operating the brake pedal P, the first cup 175 passes the primary port 177 at the instant when the first cup 175 crosses the primary port 177. 1
A brake oil pressure is generated in the oil chamber 183, and the brake oil pressure is applied to the left and right brake cylinders Bc _FL , Bc _FR of the front wheel Wf via the oil hole 174 ₁ formed in the second piston 174, the secondary port 184, and the output port 185. While being transmitted, the oil hole 174 ₁ and the secondary port 18
4, the primary port 186, the second oil chamber 187, and the output port 188 via the proportional pressure reducing valve P _CV to the rear wheel Wr.
Is transmitted to the brake cylinder Bc _R.

As shown in FIG. 25, even when the brake oil pressure in the first oil chamber 183 does not increase when the brake pedal P is operated, the first piston 173 further rises and the rod 173 ₁ moves to the second piston 174. It abuts the lower surface and pushes the second piston 174 upward. Then, at the moment when the primary cup 179 of the second piston 174 crosses over the primary port 186, a brake oil pressure is generated in the second oil chamber 187, and the brake oil pressure is transmitted from the output port 188 to the brake cylinder Bc _R to drive the rear wheel Wr. Brake.

The other functions of the third embodiment are the same as those of the second embodiment.

FIG. 26 is a block diagram showing a modification of the above-mentioned second and third embodiments, in which the brake hydraulic pressure generated by the first master cylinder Mc ₁ by the operation of the brake lever L causes the left and right brake cylinders of the front wheel Wf. When Bc _FL and Bc _FR operate, the mechanical servo mechanism Ms generates a secondary brake hydraulic pressure in accordance with the braking force of the front wheels Wf. The brake hydraulic pressure generated by the mechanical servo mechanism Ms is input to the first modulator M ₁ provided corresponding to the pressure control valve Cv in the second and third embodiments. Brake hydraulic pressure generated by the mechanical servo mechanism Ms or the brake cylinder B of the front wheel Wf
The braking force of c _FL , Bc _FR is converted into an electric signal and input to the ECU, and the output signal of this ECU controls the first modulator M ₁ to transmit the brake to the brake cylinder Bc _R of the rear wheel Wr. The hydraulic pressure is regulated.

On the other hand, the brake hydraulic pressure generated by the second master cylinder Mc ₂ by the operation of the brake pedal P is transmitted to the left and right brake cylinders Bc _FL , Bc _FR of the front wheel Wf and is proportional to those in the second and third embodiments. It is transmitted to the brake cylinder Bc _R of the rear wheel Wr via a second modulator M ₂ provided corresponding to the pressure reducing valve P _CV . At this time, the brake hydraulic pressure generated by the second master cylinder Mc ₂ is converted into an electric signal and input to the ECU, and the output signal controls the depressurization characteristic of the second modulator M ₂ .

Thus, also by this modification, the distribution characteristic of the braking force shown in FIG. 20 can be obtained, and moreover, the hydraulic signal can be omitted by using the electric signal, and the air bleeding becomes unnecessary and the maintenance can be performed. The property is improved. Further, in a vehicle equipped with an antilock brake system, the modulator can be used also as the first and second modulators M ₁ and M _2, which can contribute to cost reduction.

FIG. 27 is a block diagram showing another modification of the above-described second and third embodiments, in which the left and right of the front wheel Wf are moved by the brake hydraulic pressure generated by the first master cylinder Mc ₁ when the brake lever L is operated. Brake cylinder Bc _FL , Bc _FR
Is activated, the braking force of the front wheel Wf is converted into an electric signal and input to the ECU. The first master cylinder M
The brake hydraulic pressure generated by c ₁ is input to a first modulator M ₁ ′ provided corresponding to the pressure control valve Cv in the second and third embodiments, and the first modulator M ₁ ′ outputs an output signal of the ECU. After being regulated based on the pressure, the pressure is transmitted to the brake cylinder Bc _R of the rear wheel Wr.

On the other hand, the brake hydraulic pressure generated by the second master cylinder Mc ₂ by operating the brake pedal P is equal to
It is transmitted to the brake cylinder Bc _R of the rear wheel Wr via a second modulator M ₂ ′ provided corresponding to the proportional pressure reducing valve P _CV in the third embodiment. At this time, the brake hydraulic pressure generated by the second master cylinder Mc ₂ is converted into an electric signal and input to the ECU, and the output signal thereof controls the pressure reducing characteristic of the second modulator M ₂ ′.

Thus, this modification can also obtain the same effect as the above-described modification shown in FIG.

FIG. 28 is a graph showing the braking characteristic according to the fourth embodiment of the present invention, which is shown in FIG.
The pressure control valve Cv (first embodiment) connected to the preload adjuster Pa in place of the pressure control valve Cv (second embodiment) in the braking device of FIG.
When a person is riding, the braking force distribution characteristic A-B-C-D when the brake lever L is individually operated and the braking force distribution characteristic a when the brake pedal P is individually operated are provided below and above the ideal distribution characteristic, respectively. In a two-person vehicle in which -b-c-d is positioned and the preload adjuster Pa is operated, the braking force distribution characteristics A'-B when the brake lever L is independently operated are located below and above the ideal distribution characteristic, respectively. '-C'-
D'and the braking force distribution characteristic a'-b'-c'-d 'when the brake pedal P is independently operated are positioned.

As a result, by operating the brake lever L and the brake pedal P at a predetermined ratio, when the vehicle is alone, the ideal distribution characteristic when the vehicle is alone is very close to ABC.
Braking characteristic of -D and a-b-c-d area surrounded by Z ₁ is obtained, very close A'-B'-C'-D 'to the ideal distribution characteristic during two ride when two people ride And a'-b'-c'-
It is possible to obtain the damping characteristic of the area Z ₂ surrounded by d '.

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 without departing from the present invention described in the claims. It is possible to

[0073]

As described above, according to the first and sixth features of the present invention, the primary braking means provided on one of the front wheel and the rear wheel by the input means actuated by the operation of the hand operation element or the foot operation element. Is operated, the other of the front wheels and the rear wheels is simultaneously braked by the secondary braking means that operates in response to the operation of the primary braking means. Therefore, the braking force distribution of the front wheels and the rear wheels obtained by the hand operation element or the foot operation element can generate a common characteristic if the input is the same by both operation elements, and the operation feeling is improved.

Further, according to the second, seventh and eighth characteristics of the present invention, when the hand operating element and the foot operating element are simultaneously operated,
Since the ideal distribution characteristic appears in the area sandwiched between the different braking force distribution characteristics, the braking characteristic close to the ideal distribution characteristic can be easily obtained by inputting the limbs, and the operation feeling is improved.

Further, according to the third feature of the present invention, the operation of the manual operator gives the first braking force distribution characteristic which is similar to the first ideal distribution characteristic when the vehicle is mounted with a low load, and the foot operator Since the second braking force distribution characteristic that is similar to the second ideal distribution characteristic when the vehicle is loaded with a high load is provided by the operation, even when the hand operating element and the foot operating element are used together, the first and second
It can be easily accommodated within the area surrounded by the braking force distribution characteristic, and the braking force characteristic close to the ideal distribution characteristic can be obtained without detecting the vehicle-mounted load, and the operation feeling is improved.

According to the fourth aspect of the present invention, the greater of the braking force applied to the front wheel by the hand operator and the braking force applied to the front wheel by the foot operator is selected and transmitted to the rear wheel. Regardless of whether the input is given to the hand operator or the foot operator, the braking force distribution ratio of the front and rear wheels can be appropriately maintained according to the higher input.

According to the fifth feature of the present invention, the response means for actuating the secondary brake means in response to the operation of the primary brake means is arranged along the longitudinal direction of the front fork, so that the primary brake means is provided. The arrangement position of is not obstructed by the response means, and the detachability of the primary braking means can be improved.

Further, according to the ninth feature of the present invention, the braking force control means for generating the braking force distribution characteristic of the front and rear wheels is arranged in the vicinity of the pivot of the rear fork, so that the braking force control means and the brakes for the rear wheels are provided. The distance between the means is reduced, the pipe rigidity is improved, and the braking force control means is easily protected.

According to the tenth feature of the present invention, when the foot operator is also used during the operation of the hand operator, the amount of increase in the braking force of the rear wheel is increased as compared with the case where the foot operator is operated alone. Is suppressed, so that the operation feeling of the brake is improved.

[Brief description of drawings]

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

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

3 is an enlarged view of part 3 of FIG.

FIG. 4 is an enlarged view of a main part of FIG.

5 is an enlarged view of part 5 of FIG.

6 is an enlarged view of part 6 in FIG.

FIG. 7 is an enlarged side view of the rear fork portion of the motorcycle.

FIG. 8 is an 8-direction arrow view of FIG.

FIG. 9 is a graph showing braking characteristics of the first embodiment.

FIG. 10 is an overall plan view of a motorcycle including a braking device according to a second embodiment of the present invention.

FIG. 11 is an overall configuration diagram of the braking device.

FIG. 12 is an enlarged view of part 12 of FIG.

13 is a sectional view taken along line 13-13 of FIG.

14 is a sectional view taken along line 14-14 of FIG.

FIG. 15 is an enlarged view of part 15 of FIG.

16 is an enlarged view of part 16 in FIG.

FIG. 17 is a sectional view taken along line 17-17 of FIG.

FIG. 18 is a graph showing characteristics of a proportional pressure reducing valve.

FIG. 19 is a block diagram illustrating the operation.

FIG. 20 is a graph showing braking characteristics of the second embodiment.

FIG. 21 is an overall configuration diagram of a braking device according to a modification of the second embodiment.

FIG. 22 is a graph showing braking characteristics of the modified example.

FIG. 23 is an overall configuration diagram of a braking device according to a third embodiment of the present invention.

FIG. 24 is an enlarged view of part 24 of FIG.

FIG. 25 is an explanatory diagram of action

FIG. 26 is a block diagram showing a modification of the second and third embodiments of the present invention.

FIG. 27 is a block diagram showing another modification of the second and third embodiments of the present invention.

FIG. 28 is a graph showing braking characteristics of the fourth embodiment.

[Explanation of symbols]

Bc _FR: Brake cylinder (primary braking means) Bc _R: Brake cylinder (secondary braking means) Cv: Pressure control valve (secondary braking means or braking force control means) L · · · · · · · brake lever (manual operating element) M _1, M ₂ ··· modulator (secondary brake means or the braking force control _{unit) M 1 ', M 2'} · modulator (secondary brake means or Braking force control means) Mc ₁ ... first master cylinder (first input means) Mc ₂ ... second master cylinder (second input means) Ms ... mechanical servo mechanism (response) means or high select means) P ······· brake pedal (foot operation element) Pa ······ pre-load adjuster P _CV ······ proportional pressure reducing valve (secondary brake means or braking force control Means) Wf ----- wheel Wr ...... rear wheel Z _0, Z _{1, 2} · braking force distribution region 36 ...... proportional valve 38 ...... cut valve 39 .... ..Decompression piston 82 ... Rear fork pivot 87 ... Rear fork 111 ... Front fork

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Noriaki Sawano 1-4-1 Chuo, Wako-shi, Saitama Inside the Honda R & D Co., Ltd. (72) Inventor Yu Sasaguchi 1-4-1 Chuo, Wako-shi, Saitama No. Stock Company Honda Technical Research Institute

Claims (10)

[Claims] 1. A motorcycle braking device capable of braking front and rear wheels by actuation of both a first input device operated by a hand operator and a second input device operated by a foot operator. And one of the rear wheels is provided with a primary brake means that is actuated by either of the input means, and the other of the front wheel and the rear wheel is provided with a secondary brake means that is actuated in response to the operation of the primary brake means. Characteristic,
Braking device for motorcycles. 2. A braking device for a motorcycle, capable of braking the front and rear wheels by the operation of both the first input device operated by a hand operation device and the second input device operated by a foot operation device. A braking force control means for controlling the distribution of the braking force of the front and rear wheels according to the operating force of the first and second input means is provided, and the first braking force distribution characteristic of the front and rear wheels by the manual operator and the front and rear wheels by the foot operator are provided. An ideal distribution characteristic is exposed in a region sandwiched by the second braking force distribution characteristic, and the region is defined as a braking force distribution characteristic region when the hand operation element and the foot operation element are simultaneously operated. , Braking systems for motorcycles. 3. The first braking force distribution characteristic of the front and rear wheels by the hand operation element is approximated to the first ideal distribution characteristic at the time of low vehicle load, and the second braking force distribution characteristic of the front and rear wheels by the foot operation element is set. The area between the first and second braking force distribution characteristics is approximated to the second ideal distribution characteristic when the load is higher than the first ideal distribution characteristic, and the area between the first and second braking force distribution characteristics is simultaneously used by the hand operation element and the foot operation element. The braking device for a motorcycle according to claim 2, characterized in that the braking force distribution characteristic when being operated is set to a region. 4. The primary brake means is disposed on one of the front wheel and the rear wheel, and the larger one of the braking force of the primary brake means by the manual operator and the braking force by the foot operator is selected. The braking device for a motorcycle according to claim 1, further comprising high select means for transmitting to the other wheel. 5. The motorcycle according to claim 1, wherein a response means for activating the secondary brake means in response to the operation of the primary brake means is arranged along the longitudinal direction of the front fork. Braking device. 6. The braking device for a motorcycle according to claim 1, wherein the secondary braking means has a braking force control means. 7. The braking force control means has an addition function of adding the force to the braking force of the rear wheels when a force equal to or higher than a predetermined pressure is input by the second input means. The braking device for a motorcycle according to claim 6. 8. The automatic control system according to claim 2 or 7, wherein the braking force control means uses a proportional valve, a cut valve, and a pressure reducing piston to make the braking force distribution characteristic of the front and rear wheels at least three-fold. Braking device for motorcycles. 9. The braking device for a motorcycle according to claim 8, wherein braking force control means for generating a braking force distribution characteristic of the front and rear wheels is arranged in the vicinity of the pivot of the rear fork. 10. When the foot manipulator is also used during the operation of the hand manipulator, the braking force control means suppresses the increase amount of the braking force of the rear wheel as compared with the case where the foot manipulator is operated alone. The braking device for a motorcycle according to claim 2, characterized in that.