JPS58145555A - Brake device of autobicycle - Google Patents

Abstract

PURPOSE:To obtain adequate brake efficiency, by changing preset pressure of a proportional pressure reducing valve at inoperative time of an anti-lock device and eliminating the chance that a front wheel is locked first. CONSTITUTION:An anti-lock device ECU is supplied with electric power through a wire 84 and the first switch 811. In failure of the device ECU, a signal is generated in a wire 86 to turn on a lamp 79. If an operation knob OK is pulled by the driver, the switch 811 is opened to turn the ECU inoperative while the lamp 79 is continuously turned on by the second switch 812. Movement of the knob OK is transmitted to a control rod 71 by a wire 76. In this way, a large contour part 712 of the control rod presses a spring holder 69, and setting pressure of a proportional pressure reducing valve Vp is changed to a large value. In this way, a chance of locking a front wheel is decreased to improve brake efficiency at inoperative time of the ECU.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to the control of a motorcycle in which the front wheels are braked simultaneously, and particularly to a braking system for a motorcycle that distributes braking force between the front and rear wheels as necessary.

Conventionally, in a motorcycle, the front and rear wheels are simultaneously braked simultaneously even if the first IIIll#IJJ operator is operated by the manual brake Renault or the second brake is applied by the foot brake pedal, and the front and rear wheels are simultaneously braked. The applicant has proposed a braking device that is equipped with a proportional pressure reducing valve on the rear wheel side to prevent the front wheels from locking, and is equipped with a proportional pressure reducing valve on the rear wheel side to properly distribute the braking force between the front and rear wheels to ensure reliable braking and improve performance. There is.

However, since the set pressure value of the proportional pressure reducing valve provided on the rear wheel side is fixed, the braking force distribution ratio between the front and rear wheels will remain unchanged even if the anti-lock device fails or is released arbitrarily and is not activated. Therefore, when braking is applied, there is a chance that the front wheels will brake first depending on the load, driving conditions, etc. Some automobiles, such as automobiles, vary the set pressure value of the proportional pressure reducing valve to change the braking force distribution ratio between the front and rear wheels depending on the loading conditions of the vehicle, etc., but the structure is complex, and this is There was a need for a braking device that has a very simple structure and can change the set pressure value of a proportional pressure reducing valve.

The present invention has been made in view of the above-mentioned requirements, and includes a system in which the front and rear wheels are simultaneously braked simultaneously by either the first brake operator or the second brake operator, and at least anti-lock devices are provided on both front wheels.
In a braking system for a motorcycle equipped with a proportional pressure reducing valve on the rear wheel side, when the anti-lock device malfunctions or is arbitrarily released and does not operate, the set pressure value of the proportional pressure reducing valve is used to activate the anti-lock device. It is possible to change the set pressure value to a different value with an extremely simple structure, and the set pressure value can be changed by operating the proportional pressure reducing valve according to the operator's judgment according to the load and road surface conditions, etc. To provide a braking device for a motorcycle that can obtain appropriate braking efficiency by changing the braking force distribution ratio and eliminating the possibility that the front wheels lock before the rear wheels.

An embodiment of the present invention will be described below with reference to the drawings. Figure 1 is a perspective view of a motorcycle equipped with this braking device - 1@
Figures 2 and 2 are four plan views, and the motorcycle has a steering wheel H.
It is equipped with a manual brake lever 1, which is a first brake operator, and a front master cylinder Mf operated by the manual brake lever 1.
It is provided with a foot brake pedal 2 which is an operator, and a rear mask cylinder Mr as a braking oil pressure generating device which can be operated by a braking input from either the brake pedal 2 or the brakes V and J-1. The input to the ridge master cylinder Mr by the brake pedal A-1 is given by the output hydraulic pressure of the front master cylinder Mf through the oil passage 3, and the input to the rear master cylinder Mr by the brake pedal 2 is directly mechanically transmitted. It has become.

A pair of left and right hydraulic front wheel brakes B that brakes the front wheels Wf
f is connected to the rear master cylinder MrK via oil passage 4, and the single hydraulic rear wheel brake Br is connected to the rear master cylinder MrK via oil passage 5. The star cylinder MrK is connected to the oil passage 5. When the hydraulic pressure output to the rear wheel brake Br rises above a certain value, the hydraulic pressure is proportionally reduced and the rear wheel brake B is connected.
A proportional pressure reducing valve vp communicating with r is interposed. The proportional pressure reducing valve Vp has a set pressure 5 which can be changed with a simple structure, the details of which will be described in detail.

On the other hand, a horizontally opposed engine L is mounted on the vehicle body F at the front of the motorcycle and between the rear wheels Wf and Wr.
A hydraulic I pump P driven by the engine E is installed, making effective use of the space in the back of the right engine block Eb, which is slightly deviated forward from the left engine block Ha. vk part mass cylinder Mr
5 Anti-lock device A/Control valve device V
m, and a reservoir R is provided on the upper center side of the vehicle body.

Lizano 9R is connected to hydraulic pump P and rear master cylinder Mr through oil passages 6 and 7, respectively, and control valve device Vm of anti-lock device Aj is connected to oil passages 8 and 9 connected to hydraulic pump P and reservoir ARK 11, respectively. It is interposed between the oil passage 10 connected to the cylinder Mr.

FIG. 3 is a detailed configuration diagram of the present braking device arranged as described above, and FIG. 4 is a detailed longitudinal sectional view of the rear mask cylinder Mr. Next, the configuration of each part will be explained with reference to both figures.

The front mask cylinder Mf is configured as a known single type, and one piston 13 operated by a manual sprayer A-1 is slid into the cylinder hole 12 of the cylinder body 11. The output of the hydraulic chamber 14 that is shown in detail? 15Ki part 1! The oil passage 3 communicating with the star cylinder Mr is connected. Therefore, when the brake lever 1 is operated to advance the piston 13, hydraulic pressure is generated in the hydraulic chamber 14, and the hydraulic pressure is output from the output port 15 and input to the rear mask cylinder/Mr. The cylinder body 11 is integrally equipped with a lizard 16 that can supply hydraulic oil to the hydraulic chamber 14.

The MIS mask cylinder Mr has a tandem JIK configuration. That is, the first brake piston 191 and the second control piston 19. are inserted into the cylinder hole 18 of the cylinder body 17 from above.
are directly slid together, and the first brake piston 19. and Sirin I
A first brake hydraulic chamber 2 is connected to the partition wall 20 above the hole 18.
1. Both brake pistons 19. , 19. The second brake hydraulic chamber 21. Define. First braking oil pressure 11
21. Is it the hall 1 output? - 22 m, and the second braking oil pressure is 1
i! 21. is the second output port 22. are respectively opened in the side wall, and the first output port 22. front wheel brake B
The oil passage 4 leading to the second outlet port 22. A front oil distribution path 5 communicating with the rear axle brake BrK is connected to the front oil passage 5 and the rear shaft brake BrK, respectively.

$2 Brake piston 19. The piston rod 1G and 1G which slidably pass through the sleeve 23 fixed to the lower end opening of the cylinder hole 18 and protrude to the outside are integrally formed, and this piston rod 191 is connected to the push rod P2.
4 to the foot brake e/le 2. Therefore, when the brake pedal 2 is depressed, the [2nd-1st moving piston 19. can be pushed upward.

During play, the pedal 2 is returned by a return spring 25, and its backward limit can be adjusted by a straight horn 27 screwed onto a bracket 26 extending from the vehicle body F.

In the cylinder bore 18, the second brake piston 19 and the sleeve 23 exert a hydraulic pressure 1128 between them, which communicates with the input I-) 29 opening on one side of the hydraulic pressure 'M28 to the front mask cylinder Mf. The oil passage 3 is connected.

1st and 82 brake hydraulic chambers 21. , tt, K is the first
and second brake pistons 191, 19. respectively in the backward direction,
That is, the first and second return springs 301°30 that urge downward
, are accommodated respectively, with the second return spring 30. 1. Piston 19. protruding from the front of the space *20
A circlip-shaped stopper 31 that comes into contact with the upper WjJK of the partition wall 20 is locked at the tip of the piston rod 19, 1 that slidably passes through the partition wall 20. Also, the second brake piston 19. At the top end of! ! &Touching circlip-shaped struts/”32
is the scissors piston 19. It is locked in the piston lock I' 19@a.

The second return spring 308 is connected to the second brake piston 19 . It is compressed between a fixed seat plate 34 fixed at the upper end < 2 bolts 33 and a cup-shaped movable seat plate 3s that can slide on the seat 33 in a limited range. When the movable seat plate 35 is separated from the fixed seat plate 34 at its maximum, both brake pistons 19. , 19. When k is at the backward limit, @1 brake piston 19. substantially abuts the lower end of.

1st and vg2 brake piston 19tt19. has a piston cup 36. at the upper end. , 36. are attached to each, and the middle part is made small in diameter, and a replenishment oil chamber 37□ is provided on the outer periphery.

37, to form a husband layer, and these replenishment oil &, 37, 37.
The piston cup 36. ．． 36. The oil supply hole 38 communicates with the back of the ．． 38. is each brake piston 193 y 19
BK has been drilled.

An oil passage 39 is bored in the cylinder body 17 in parallel with the cylinder hole 18 and communicates with the oil passage 7 leading to the reservoir R, and both brake pistons 19. , 19. When the piston cups 36, . 36. Just before
1st. Second brake hydraulic chamber 21. .

21, relief ports opening respectively) 4G, , 4
0. and replenishment oil 7iA 37. , 37t (supply ports) 41B, 41t which are always open are in communication with the oil passage 39.

A cylinder hole 42 is formed in the cylinder cap 17m constituting the upper end of the cylinder body 17, and is aligned with the cylinder hole 18 on the cylinder axis with a gap 1120 in between.
A control piston 44 having a piston cup 43 on the front side is slid into the bore 42 and is connected to the first brake piston 19 . (piston rod)' 191m. The control piston 44 divides the inside of the cylinder hole 42 into an upper control oil pressure chamber 45 and a lower replenishment oil chamber 46, and the control oil pressure chamber is connected to the partition wall 20 by a return spring 47 extending 45 km.
The 0W oil supply chamber 46, which is normally held in the retreat @ in contact with the supply oil 1i! 37. , 37m as well as oil passage 39
Reza through ゜7/? An oil supply hole 48 is bored in the control piston 44 and communicates with R and connects the scissors supply oil chamber 46 to the back surface of the piston cup 43. The cylinder cap 17m is equipped with an air bleeder 49 that communicates with the control hydraulic chamber 45,
Cylinder/If wall is connected 2 brake piston 19. Hydraulic chamber 2
An air bleeder 50 communicating with 8 is provided.

The anti-lock device Aj includes the control piston 44, a pair of normally-closed electromagnetic control valves 51 that control the operation of the control piston 44, and a pair of normally closed electromagnetic control valves 51 and #llN! The main components are a control valve holder consisting of an electromagnetic control valve 52, a pressure accumulator C for storing the working hydraulic pressure of the control piston 44, and a hydraulic pump P for supplying hydraulic pressure to the pressure accumulator Ac. Normally, one side of the IFJ solenoid control valve 51 is turned on! 74 le 153. Pressure accumulator Ac
, a check valve 54, an oil passage 8 in which a 55° filter 56 is interposed.
The hydraulic pump P is connected to the hydraulic pump P, and the O*m port is connected to the tin bar RK by the oil passage 9 in which the filter 57 is inserted, and both 111 and 111 Jll valves 51 are connected.
．． S! 0 On the other hand, the outlet is connected to its mass by a common oil passage 10 in which a filter s8 is installed! The control input to the control valves 51 and 520 connected to the cylinder MrO control oil pressure 1145 is given by the detected value number of the front wheel speed sensor 80 provided in the front wheels WfK, processed by the electronic control unit 1<CU.

Figure 5 shows the second output capo 1 of the ridge master cylinder Mr.
A cross-sectional view is shown. The proportional pressure reducing valve vp includes an upper support shaft Sta, a pulp head 61b with a cross-sectional area M, a pulp stem 61C with a cross-sectional area B and a small cross-sectional area between the pulp head 61b and a valve stem.
l@O Nakaseki IIK7 lunge 61d was formed. The Granger 61 connects the upper support shaft 61m to the support hole Sea of the main body 5.
The valve hole 600 at the bottom of the pulp stem 61C is supported by the 2 m inner hole of the Prada 62 which is aligned with the lower valve hole 600 mKm, and is provided so as to stroke up and down. Valve hole @O is Granger 6
Intermediate part K between 1 pulp head tb and 9y white 1d
The V-tube seal 63 is installed, and the valve stem 61c
The lower part of the valve hole 60 held in the upper picture is the input oil pressure input hole 5S at the position corresponding to the pulp stem StC.
tlX opens and the rear master cylinder Mr O second output port is connected via oil passage 5! 2sKII threaded, valve hole/O
The upper part of O is the output hydraulic pressure Kawaguchi @6, and the rear wheel brake Br
K*IiR is done.

The lower part of the main body 590 contains a control spring 6, in which a control spring 68'IIX spring holder 69 and a spring retainer 7 are installed.
0 and 0111IK are compressed, and the downward direction of the spring holder 69 is locked to the side surface of a control rod 71 that horizontally passes through the lower part of the control spring wealth 67 through a protrusion @*af;
The grunger 61 is urged upward via a bushing rod 72 that passes through the 7' lug 62 and abuts against the upper surface of the 8-barrel retainer 70.

The control rod 71 has a small diameter part 71g and a large diameter part 1171g. The small diameter portion 7h is urged by the rod spring 73 so as to engage with the projection 69m of the spring boulder 69. The end of the small diameter portion 711 of the control rod 71 is connected to the control wire 7 inserted through the flexible tube 75 via the fitting 74.
One end of the 11111 wire 76 is locked, and the other end of the 11111 wire 76 is connected to the steering end 11K.
Concatenated. Reference numeral 77 in the figure denotes a fixture that identifies the end of the flexible tube 75 to the main body 59 of the proportional pressure reducing valve Vp.

The operation knob Ok switches the control-to-door 1Vr and also controls the anti-lock device AI.
The first switch 811 and the second switch 8h, which can be connected to tIR, are turned on. That is, at the position where the click ball 82 of the operation knob OK falls into the first groove 821, the small diameter portion 71□ of the control rod 71 engages with the protrusion 69 of the spring holder 69, causing the control spring 68 to reach the first setting position. The first
Switch 811 is turned on and switch 1lI2 is turned off. At this time, the electronic control unit ncU receives electricity from fI17g to circuit 8.
3. Power is supplied through the first switch 81, the first circuit 84, and the circuit 85 to operate the anti-lock device. If a malfunction occurs in the anti-lock device 5jK, a signal is sent from the electronic control unit ECU through the line 86.
The alarm lamp 7e flashes and the alarm buzzer 80 emits an intermittent signal sound. At this time, if you pull the operation knob Ok and move the click ball 8 to the position where the snow falls into the second frame f82sK, the large diameter section 71 of the control rod 71 engages with the protrusion 69aK of the spring holder 69, and the control spring 68 It is compressed and the second set load is applied, and the @1 switch 81s is turned off.
2 switch 81m is turned on, circuits 83 and 84 of power supply 78 of electronically controlled one-way kcU are cut off, and anti-lock device A is turned on.
j is released, and at the same time the signal sound of the alarm buzzer 80 disappears,
In addition, the alarm lamp 79 is grounded by the second switch 811 and lights up continuously, indicating that the proportional pressure reducing valve Vp is at the second set pressure value.

The operation of the above-mentioned structural trap, ie, the main brake chain, will be explained next.

First, in Figs. 3 and 4, the play sharpness t<-1
By @bumasu! When the cylinder Mf is actuated, the oil pressure generated in the oil pressure 414 is input from the input boat 29 to the rear S-star cylinder MrO oil pressure chamber 28 via the oil path 3, and the second brake piston 1'h is moved upward by the oil pressure. being pushed. Furthermore, when the brake pedal 2 is depressed, its dark force is mechanically input to the 211J plow piston 16 via the bushing rod 24, thereby similarly pushing the 21st $1J moving piston 19m upward. Therefore, when the brake lever 1 and brake pedal 2 are operated simultaneously, K is the sum of the pressing force due to the output hydraulic pressure of the *Ifl master cylinder Mf and the pressing force from the push rod i4i as a braking input to the @2 plow piston 193. join.

Then, when the second brake piston 19 snow is pushed in the -F direction, the first and second brake pistons 1111. ts moves forward while compressing the first and second return springs 30s and 30m, and after passing through their piston cups 3fis and 36m are relief ports) 40* and 40m, each side -
Piston 1**, 1st and 2nd according to the amount of advance of 19m
Braking oil pressure 21m, 21g K oil pressure is generated, and the oil pressure generated in the first braking oil pressure chamber 211 is wi1 output boat 22.
The hydraulic pressure generated in the 21111th dynamic hydraulic chamber 21xK is transmitted to the front wheel brake Bf via the oil path 4 from the second output capo (22m) to the rear wheel brake Bf via the oil path 5 to operate it.
K is transmitted and activated, and training force is applied to each of the front and rear wheels Wf and WrK.

By the way, as mentioned above, the set load of the KIIi2 return spring 30m is set smaller than that of the first return spring 30m, so when the second brake piston 19 is first activated, the set load is KG! @1
111JJnl Bi2) y Prior to the 19m race')
When the second return spring 30m is compressed, @22 braking oil pressure and 21K oil pressure are first generated. Then, after the oil pressure reaches a certain value P1, the first return spring 30t is compressed, the first flJ* piston 191 starts moving forward, and oil pressure is generated in the first stabbing oil pressure chamber 211. In addition, the second plow hydraulic wealth 2
11 output boat 228 and rear wheel brake Br O grip M5
2 is O, which is equipped with a known proportional wrinkle pressure valve Vp, and W.
When the output oil pressure of the I2 output boat 221 rises above a predetermined value Ps, the output oil pressure is reduced at a constant ratio by the action of the proportional pressure reducing valve Vp and transmitted to the rear wheel brake BrK.

Regarding the operation of the upper proportional pressure valve Vp, see Figure 5 for the output oil pressure applied from the entry outlet 66.
When a is engaged, the control spring 680 iris 1 setting load 1 [tF,
The cross-sectional area of the valve stem 61c is
bC) If the cross-sectional area is B (where A (B )), then PmA (
During F, the plunger 61 is pushed upwards by the control spring 6sK, and oil can freely flow from the manual pressure to the output wheel through the connection between the plunger 61 and the valve hole 60. Therefore, PsmPr, that is, the input hydraulic pressure remains unchanged as the output. It becomes hydraulic.

Next, when the input oil pressure increases and becomes PmA>F, the plunger 61 applies linear pressure to the control spring 611 and descends, and the pulp head (ilb) connects the input side and the output side with a ship seal 63Kii. The plunger 610 balance is as shown below.

PrB-Pm(B-M)+F When the input oil pressure further increases by 4P, it becomes PrB((Pa+JP)(B-A)+F, and the plunger is slightly displaced upwards, and the pulp is 5!4 Kudo 61b taken by the knob seal 61 & KIMIII Increased oil pressure JP
is transmitted to the output side, (Pr+jPr)B)(Pm+)Psm)(B-m)+
F, the plunger descends again, and the battle between the pulp head 61b and the knob seal 63 is closed.
b causes the lip cool 63 to increase the volume on the net blade side, and establishes Pm) P r O4. Here, the hydraulic pressure at which the plunger 61 first starts to drop is called the turning point, and txm # - (B - m)/B is called the pressure reduction ratio, and the input m pressure Pm is the cross-sectional area A of the pulp stem 61c and the valve head 61b. The pressure is reduced at a constant ratio with respect to the cross-sectional area B, and an output oil pressure Pr is generated.

- In all cases, the output boat 22 is connected to the first control hydraulic chamber 21.
Since the oil passage 4 between the front wheel brake 81 and the front wheel brake 81 is always in a conductive state, the output hydraulic pressure of the W, l output boat 221 is directly transmitted to the front wheel brake BfK.

Figure II6 is a graph showing the braking force distribution chronicity between the front wheels and the rear wheels.
The oil pressure of m is - value PIK! Until this happens, braking force is applied only to the rear wheels, and when the oil pressure exceeds a certain value Ps, brake force is applied to the front wheels as well.
IIIJ power works, and the second hydraulic pressure 1i21*o
When the hydraulic pressure Pm exceeds the set pressure value ps of the proportional pressure reducing valve vp, the braking force distribution line (a) breaks at the corner point X, and l111
This shows that as the oblique angle becomes smaller, the braking force applied to the rear wheels is reduced at a constant rate. M1

1 Also 511i in the same graph! # (b) is 1
In the front wheel to rear wheel 0Jllj3*J power distribution line when a passenger is riding, the solid line (A) approximates the ideal braking force distribution (B)K, and the braking force of the rear wheels is superior to the wrinkle distribution - (B). This makes it possible to obtain stable braking performance. During braking, as the first brake piston 19t moves upward, its piston cup 191
The control piston 40 is also moved upward via the control valve a, but normally the control hydraulic chamber 42 is connected to the reservoir) LK via the normally open control valve 52, so the hydraulic fluid in the brake hydraulic chamber 45 is transferred to the brake piston 44. As it moves upward, it is discharged to the reservoir R side,
It hardly acts as a resistance to braking input.

If the front wheels Wt try to lock up during braking, the electronic control unit BCU shown in FIG. Control 1% Sends the IK valve open signal and the valve close signal to the normally open control valve s2. When these control valves 51 and 82 are actuated in response to the above signal, the oil passage 8 is made conductive and the oil passage 9 is cut off, so that the pressure oil accumulated in the pressure accumulator C6c is transferred from the hydraulic bonder PK to the oil passage. 8 to the control hydraulic chamber 45, and the hydraulic pressure causes the control piston 44 to slightly retract the 11iJ moving piston 191 against the braking force, @1 braking hydraulic pressure, iii! Depressurize the area within 21 m. As a result, the braking force of the front wheel brake Bf is reduced, and the front wheel Wf locking phenomenon is avoided.

Then, the ECU of the Sashiko 11i # device sensed the situation and moved both lll1i11 51.52 to the normal position,
Reduce the brake hydraulic pressure m4s. As a result, the braking force of the front wheel brake Bf increases again, and since the above operation is repeated at high speed, the front wheel Wf does not lock (
Braking is effective and refreshing.

The first brake piston 19t due to the operation of the brake piston 44
Conversely, the backward movement of @2 brings about the external pressure inside the perturbation hydraulic chamber 21, but since the pressure increase is instantaneous, the rear wheel brake B [
The pressure is reduced by elastic deformation of each part of the hydraulic system, so that the operating sensation of the brake lever 1 and brake pedal 2 is not impaired.

In this way, even while the anti-long brake system is controlling the power produced by Bf during front wheel play, the auxiliary power of the rear wheel brake Br is controlled by adjusting the braking force applied to the second sliding piston 19sK. Free K1m1 section can be done.

When the brake lever 1 and brake pedal 2 are released to release the braking of the front wheel Wf and the rear wheel W, the first... Second
Due to the elastic force of the return springs 30s and 30s, the first. The second moving piston let, 19m retreats, and accordingly [t,
21g in 1! When the dynamic oil pressure is 1!21t and the pressure inside 21 is reduced to below atmospheric pressure, the replenishment oil chambers 37*, 37* below atmospheric pressure
Due to the pressure difference between the inner and outer circumferences of the piston cups 361 and 36, the outer periphery of each brake hydraulic chamber 21t and 211t narrows into the cylinder hole! 8 Seki KI with the inner wall! 1iM is opened, so each brake oil pressure is 1i! from the oil supply chambers 37t and 37m through the oil supply holes 38s and 38*! 21t, 21s K is refueled, and the excess oil is returned from each relief d-) 40t, 4(h to the oil path 7 to the drop-pa RK. During this time, each replenishment oil 11m7t, 37mK is supplied through oil path 39. Bo), 41g, refueled through 414.

On the other hand, in the case of the brake piston 440il, oil is supplied from the replenishment oil chamber 46 to the control hydraulic pressure chamber 45 through the oil supply hole 48 in the same manner as described above. Therefore, since the %KI14 control piston 44 reciprocates, the braking oil pressure 114
s, oil passage 9. η The - bar R1 oil path 7° supply oil 146. Oil supply hole 48. Since oil circulation occurs in the path of the control hydraulic chamber 45, it is possible to prevent air bubbles from remaining in the control hydraulic circuit including the control hydraulic chamber 45.

Above, the anti-lock device AI operates and the proportional pressure reducing valve Vp
O? The protrusion 691 of the spring holder 6g is engaged with the small diameter portion 711 of the iron door 1, and the first setting is applied to the control spring 68. However, a failure occurred in the anti-lock device. In this case, a signal is issued from the electronic control unit gC through the circuit 86t, the alarm rung 79 flashes, and the alarm buzzer 80 emits an intermittent signal tone. At this time, if the operator pulls the operation knob to 0kt [and moves the click ball 82 to the position where it fits into the second groove 823, the large diameter portion 7h of the control door 10 will move from the protrusion 6 of the spring holder 69 as described above.
91, the control spring 68 is compressed and a second general constant load is applied, the alarm buzzer 800 signal sound disappears, the alarm rung 79 lights up continuously, the anti-lock device Aj does not operate, and the proportional pressure decreases. The operator is informed that the valve Vp has reached the second set pressure value. By applying a second set load larger than the first set load to the control spring 6gK of the ratio f11# pressure valve Vp, the plunger 61 linearly presses the control spring 68 and does not descend unless a larger input oil pressure Pm is input, and therefore Braking force distribution line (A) shown in Figure 6 above
At corner point 1, the oil pressure of rear wheel brake B is pm (>Ps)
The braking force distribution line between the front wheels and the rear wheels when the proportional pressure reducing valve Vp assumes the set pressure value of Line 2 is as shown in the broken line shown in Figure 6). In other words, the proportional pressure reducing valve VP is the first
The braking force distribution to the rear wheels increases compared to when the pressure was at the set pressure value,
Stable force can be obtained even if the anti-lock device Mj does not operate. In addition, the actual (c) in the same graph is the front wheel vs. rear wheel ii when riding with two people.
s braking force distribution - indicates that a larger m power distribution is required to the rear wheels than in the case of a single-seater vehicle. Therefore, even if the anti-lock device MK does not malfunction, in a two-seater vehicle, if you pull the operating knob Ok and switch the ratio 1 pressure reducing valve Vp to the @2 set pressure value, the ring m when the two-seater vehicle is 0 can be pulled. Braking force distribution line (
c) From the actual braking force distribution line), the braking force distribution increases upward, that is, to the rear wheels, and efficient braking characteristics can be expected without exceeding the front wheel WfK lock.

As described above in Pal, the present invention provides a braking system for a motorcycle that operates simultaneously on the front and rear wheels by operation of one O operator and is equipped with an anti-lock device on both front wheels. When the device malfunctions, or when it is released arbitrarily and cannot be activated, the set pressure value of the proportional pressure reducing valve is set to a value different from that when the anti-lock device is activated,
As a preferred embodiment, it is possible to change the set pressure to a high value, and its structure consists of a small lls and a large one provided at the bottom of the proportional pressure reducing valve. It is extremely simple because all you have to do is pull the control rod, which has a volume of 1 ml, with the operating knob via the operating wire and change the set load of the control spring. When a failure occurs in the anti-lock device, use the above operation to change the set pressure value of the proportional pressure reducing valve to increase rear wheel OII & 1lliI force distribution (this eliminates the chance that the front wheels will lock before the rear wheels and stabilizes braking). It is also possible to disable the anti-lock device at the driver's discretion and increase the distribution of braking force to the rear wheels to perform appropriate braking according to the load and road conditions. .

Of course, it is also possible to provide a more appropriate distribution of braking force to the front and rear wheels depending on the driving conditions by making the stepped portion of the control rod multi-stage and making the set pressure value of the proportional pressure reducing valve variable in multiple stages.

[Brief explanation of the drawing]

The drawings show one embodiment of the present invention; Fig. 1 is a perspective view of a motorcycle equipped with the present braking device, Fig. 2 is a cross-sectional view, and Fig. 3 is a detailed configuration diagram of the present braking device. , 4E is a detailed longitudinal sectional view of the rear si mister cylinder, FIG. 5 is a detailed longitudinal sectional view of the proportional pressure reducing valve and its operation knob, and FIG. 6 is a graph showing the front-to-rear wheel Ow power distribution characteristics. Wf: - front wheel, Wr: rear wheel, Bf: front wheel brake, Br: rear wheel brake, Mr: rear master cylinder, Vp: proportional pressure reducing valve, MUJ: anti-lock Device, OK...operation knob, 1-@IIIJ moving operator (manual brake lever), 2-...2nd III moving operator (pedal during foot play). Applicant Honda Motor Co., Ltd. Representative Patent Attorney Toshihiko Watari

Claims (1)

[Claims] 1. In a braking system for a motorcycle, which operates simultaneously on the front and rear wheels by the operation of at least two operators, and is equipped with at least an anti-lock device on both front wheels and a proportional pressure reducing valve on the rear wheel, the above-mentioned A braking device for a motorcycle that makes it possible to change the set pressure value of the proportional pressure reducing valve to a value different from that when the anti-lock device is activated when the anti-lock device is not activated.