JPS6035682A - Brake gear for car - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a brake device for a vehicle in which brake operating force is transmitted to mechanical brakes provided on a plurality of wheels using Bowden wires.

Some wheels are equipped with mechanical drum brakes or disc brakes on a plurality of wheels (for example, a pair of left and right front wheels), and the operating force of one brake lever or one brake pedal is transmitted to these brakes via a Bowden wire. . In this case, it is necessary to generate braking force simultaneously and equally on the pair of left and right front wheels, and conventionally, an equalizer is provided to equalize the braking force. This has resulted in the disadvantage that assembly and adjustment is troublesome and the number of parts increases.

The present invention was developed in view of these circumstances, and it is possible to transmit brake operating force to multiple brakes simultaneously and equally with a simple structure without using an independent equalizer, and without reducing the number of parts. 1] Our aim is to provide brake equipment for vehicles.

In order to achieve this object, the present invention divides the outer tube of the Bowden wire into a plurality of parts, and brakes are applied at opposing portions of the divided outer tubes. That is, in a brake system for a vehicle that includes mechanical brakes provided on each of a plurality of wheels and a Bowden wire that transmits the operating force of one brake operator to these brakes, the Bowden wire is connected to at least two outer tubes. .

The inside of these outer tubes is formed with one inner wire of 1ft7, and the brake is provided at the opposing portion of the outer tube, and the brake located at the opposing portion is actuated by relative displacement between the opposing portions of the outer tube. It is configured to allow The present invention will now be described in detail based on the illustrated embodiments.

Fig. 1 is a left side view of a small four-wheeled vehicle that is an embodiment of the present invention, Fig. 2 is a plan view of its front wheel brake system, and Fig. 3 is a left side view of the front part of the vehicle with the right front wheel removed. , FIG. 4 is a system diagram of the front wheel brake system.

In these figures, reference numeral 10 denotes a frame, and below a steering axis (not shown) at the front of the frame, there are a pair of left and right front tubes 12 (12a) extending obliquely downward and forward.

1, 21) ) and one rear tube 14 extending diagonally downward and rearward are fixed. A lower tube 16 extending in the longitudinal direction is fixed to the lower end of the rear tube 14, and a front axle 18 is fixed laterally to the front end of the lower tube 6 and the lower end of the front tube 12. A pair of left and right rear wheels 20 (only one of which is shown in FIG. 1) is attached to the rear of the frame 1o. This rear wheel 2o has wide ultra-low pressure tires (air pressure is approximately 0.15 to 02 kg in gauge pressure)
//Crr12 so-called balloon tires) are installed.

22 is an engine, 24 is a straddle seat, and 26 is a fuel tank. A steering shaft 28 is rotatably held in a steering shaft cylinder of the frame 10, and its lower end is supported by a bracket 30 (φ; Fig. 3) provided on the front axle 18. 32 is a bar handle attached to the upper A11 of the steering fF+lt 28.

34 (34a, 34b) are a pair of left and right steering front wheels, each of which has a small diameter and wide rim 36 (36a).

36b) is a wide ultra-low pressure tire 38 (38a).

38b) is attached. Front axle 18 of frame 10
Knuckles 40 (40a, 40b) are provided at both ends of the .

A front wheel axle 42 (Fig. 2) is fixed to this knuckle 40.
42a, 42b) and a pair of front portions 44 (44a.

44b) is King Pier 46 (46a, 46b)
The front wheel support mechanism is supported by a so-called IJO+-Jet front wheel support mechanism.

A hub 48 (48a, 48b) is rotatably held on the front wheel shaft 42, and an internally expanding type brake gear 5 is attached to the hub 48.
0 (50a, 50b) are attached. That is, the drum 52 (52a) of the brake 5o.

52b) is fixed to the rim 36 and also holds a brake shoe (not shown); a brake shoe plate 54;
(54a+54b) is fixed to the front wheel axle 42. Cam 'IQII for pushing open the brake shoes
56 (56a, 56b) has a cam lever 58 (
58a, 58b) are fixed upward.

A pitman arm 60 that protrudes rearward and downward is fixed to the lower part of the steering shaft 28, while a tie rod arm 62 (62a) that extends rearward is attached to the cylindrical portion 44.

62b) is fixed, and both tie rods 64 (64a) are fixed.

64b). As a result, the angle of the front wheel 34 changes due to the rotation G of the bar handle 32.

Reference numeral 66 denotes a front fender which is integrally molded to cover the upper part of the left and right IJ ports 34.

A brake lever 70 as a brake operator is provided on the right side of the bar bundle 32, and the operating force of this lever 70 is transmitted to the left and right brakes 50 by a wheel 72. That is, the Bowden wire 72 includes two flexible outer tubes 74a.

74 )) and one inner wire 76 that connects them.
and one end of the inner wire 76 is connected to the brake lever 7.
0, the other end is the cam lever 58b of the right brake 50b.
are respectively locked. The inner wire 76 of the cam lever 58a is slidably passed through a pin 77 at the rotating end of the cam lever 58a. Both ends of the outer tube 74a near the brake lever 70 are provided with stoppers 78 on the brake lever 70 side and on the left brake 50a, respectively. a, 78b, respectively, and both ends of the outer tube 74b far from the brake lever 70 are respectively locked to the cam 1/bar 58a of the left brake 50a and the stopper 78c of the right brake 50b. A coil spring 80 is installed between the cam lever 58b and the stopper 78c of the right brake 5, Ob.
has been reduced. This spring 80 is connected to the brake lever 7
This increases the return force of the cam lever 58b to counter the increase in resistance of the Bowden wires 72 due to the long total p of the Bowden wires 72 connecting the right brake 50'b and the right brake 50'b.

This embodiment operates as follows. When the brake lever 70 is not gripped, a restoring force is applied to the camshaft 56 by a shoe spring (not shown) that returns the brake shoe, so the nine-wheel brake 50 is inoperative. When the brake lever 70 is held m, the operating force causes the inner wire 76 to move inside the outer tube 74 and push the brake lever 7
Move in the 0 direction. Therefore, the distance between the cam lever 58a and the stopper 78b, and the distance between the cam lever 581] and the stopper 78
c, the total distance between the two cam levers 58 and 58 is reduced.
The rotational reaction force becomes the rotational force of the other cam lever 58, and the brake operation force is transmitted to both brakes 50 almost simultaneously and almost equally. Therefore, both brakes 50 simultaneously generate substantially equal braking force.

Strictly speaking, due to the sliding resistance of the inner wire 7G passing through the outer tube 74b and the coil spring 80, the brake operating force of the right brake 50b is weaker than that of the left brake 50a by f + "I. As a countermeasure for this, the cam lever It is preferable to make 58b longer than 58a or to make the cam shape of the camshaft 56 asymmetric.For example, when using a leading-trailing type brake 50,
The cam shape of the camshaft 56 can be determined asymmetrically so that the stroke of the leading brake shoe of the left brake 50a is increased, and the stroke of the trailing brake shoe of the right brake 50b is increased.

Also, the difference in the return force of the cam lever 56 and the coil spring 80
Due to the existence of 4=, there is a possibility that there will be a slight time difference in the generation of braking force between the left and right brakes 50.

However, this point can be almost completely addressed by changing the length of the cam lever 58, the cam shape of the cam shaft 56, etc.

In addition, since the wide ultra-low pressure tires 38 are installed in this embodiment, slight unevenness in brake operation force and J-node response time differences are not absorbed by the deformation of the white body of the tire 38, and the white body of the tire It should be noted that these effects are actually not a problem at all due to the high rolling resistance.

FIG. 5 is a system diagram of another embodiment. In this embodiment, the tip of the inner wire 76 in the embodiment of FIG. 4 is slidably passed through the pin 77A of the cam lever 56b. Side stopper 78A and stopper 78C
It passed through the outer tube 74C sandwiched between the brake lever 70 and the brake lever 70. As a result, Bowden wire 7
2A has an annular shape and is almost completely symmetrical with respect to the left and right brakes 50, so that operating force can be transmitted equally and simultaneously to both brakes 50. In the figure, reference numeral 82 is an adjuster that extends around the length EA of the outer tube 74b.

In this embodiment, the present invention is applied to the left and right front wheels 34, but the present invention also includes applications where the present invention is applied to the left and right rear wheels, or (2) the front/rear wheels. Also as a brake operator.

Huh! A brake pedal may also be used. Furthermore, it goes without saying that the brake is not limited to the drum type, but may also be of the tisf type.

As described above, in the present invention, the outer tube of one Bowden wire is divided into two or more parts, and the brake system provided in one divided part is operated by the relative displacement between the opposing parts of the outer tube, so the Bowden wire itself has an equalizer function. can have.

Therefore, an independent equalizer is not required, two assembly adjustments are easy, the number of parts is reduced, and the cost is also reduced.

[Brief explanation of the drawing]

FIG. 1 is a right side view of an embodiment to which the present invention is applied. FIG. 2 is a plan view of the front part, FIG. 3 is a right side view with the right front wheel removed, FIG. 4 is a system diagram, and FIG. 5 is a system diagram of another embodiment. 34...front wheel, 50...brake. 70... Brake lever as an operator. 72.72A...Bowden wire. 74. Outer tube, 76. Inner wire. Patent applicant Yamaha Motor (Iku Co., Ltd.)

Claims (3)

[Claims] (1) Mechanical brakes installed on multiple wheels,
In a brake system for a vehicle in which these brakes are equipped with a Bowden wire capable of controlling the operating force of one brake operator, the Bowden wire is composed of at least two outer tubes and one inner wire passing inside these outer tubes. A braking device for a vehicle, characterized in that the brake portion is provided on an opposing portion of the outer tube, and the brake located on the opposing portion is actuated by relative displacement between the opposing portions of the outer tube. (2) One end of the Bowden wire is connected to one brake, another brake is provided on the opposing portion of the outer tube, and the other brake is actuated by relative displacement between the opposing portions. Braking equipment of the vehicle described. (3) The Bowden wire is formed into an annular shape with one inner tube and at least three outer tubes, and both ends of the inner tube are locked to the brake operator, while all the brakes are connected to the opposing parts of each outer tube. 2. The vehicle brake system according to claim 1, wherein all the brakes are actuated by relative displacement between the opposing parts.