JPS6315198B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a hydraulic pump installation device for a motorcycle equipped with an engine including front and rear engine blocks that protrude in the left-right direction of the vehicle body and are shifted in position from each other in the front-rear direction. By making effective use of the dead space that is inevitably created due to the shape of the engine, a vertically-structured hydraulic pump is installed there tilting inward to the vehicle body, thereby preventing the hydraulic pump from protruding to the side of the vehicle body. This improves the external appearance of the motorcycle, protects the hydraulic pump from obstacles from the front of the vehicle, and shortens the connection oil path with other hydraulic equipment installed inside the vehicle. It is an object of the present invention to provide the hydraulic pump arrangement device that can improve the efficiency of supplying hydraulic oil to the hydraulic pump.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings. In FIGS. 1 and 2, a motorcycle is equipped with a brake lever 1 on a steering handle H, and a front master cylinder M operated by the brake lever 1. In addition, there is a brake pedal 2 at the bottom of the car body F,
The rear master cylinder Mr, which can be actuated by braking input from either the brake pedal 2 or the brake lever 1, is provided. The input from the brake lever 1 to the rear master cylinder Mr is given as the output hydraulic pressure of the front master cylinder M,
The input from brake pedal 2 to rear master cylinder Mr is mechanically transmitted.
The details will be described later.

The rear master cylinder Mr is connected via an oil passage 4 to a pair of left and right hydraulic front wheel brakes B for braking the front wheels W, and is also connected to a single hydraulic rear wheel brake Br for operating the rear wheels Wr. It is connected via an oil passage 5, and a known proportional pressure reducing valve V is interposed in the oil passage 5.

A horizontally opposed engine E is mounted on the vehicle body F between the front and rear wheels W and Wr of the motorcycle.
Anti-lock device that automatically reduces and recovers the braking force of front wheel brake B only by controlling the operation of Mr.
Al is placed. A control signal to the anti-lock device Al is generated by a speed sensor S provided on the front wheel W, and is sent to the anti-lock device Al via a signal processing device C.

The configuration of each of the above parts will be further explained with reference to FIGS. 3 and 4.

The front master cylinder M is configured as a known single type. That is, one piston 8 operated by the brake lever 1 is slid into the cylinder hole 7 of the cylinder body 6, and the output port 1 of the hydraulic chamber 9 defined at the front part of the cylinder hole 7 is opened by this piston 8.
0 is connected to an oil passage 11 that continues to the rear master cylinder Mr. Therefore, when the brake lever 1 is actuated to move the piston 8 forward, hydraulic pressure is generated in the hydraulic chamber 9, and the hydraulic pressure is output from the output port 10 and input to the rear master cylinder Mr. The cylinder body 6 is integrally equipped with a reservoir 12 that can supply hydraulic oil to the hydraulic chamber 9.

The rear master cylinder Mr is constructed in a tandem type, particularly as shown in FIG. That is, the cylinder body 13 has a first cylinder hole 14 at the rear and a second cylinder hole at the front that are lined up on the same axis with a fixed partition wall 16 in between.
A cylinder hole 39 is formed in the first cylinder hole 14, and the first and second brake pistons 15 ₁ ,
15 ₂ are slid together in front and back series (in the figure, vertically in series), and in the first cylinder hole 14, the first brake piston 15 1 and the fixed partition wall 16 have a first brake piston 15 ₁ and a fixed partition wall 16 between them.
A braking hydraulic chamber 17 ₁ is defined, and both pistons 15
₁ and 15 ₂ define a second brake hydraulic chamber 17 ₂ between them. The first braking hydraulic chamber 17 ₁ has a first output port 18 ₁ and the second braking hydraulic chamber 17 ₂ has a second output port 18 ₂ opening in the side wall.
An oil passage 4 connected to the front wheel brake B is connected to the first output port 18 ₁ , and an oil passage 5 connected to the rear wheel brake Br is connected to the second output port 18 ₂ .

The second brake piston 15 ₂ is connected to the first cylinder hole 1
Sleeve 1 fitted and fixed to the lower end opening of 4
The piston rod _152a is connected to the brake pedal ₂ via a bushing rod 20, and when the brake pedal 2 is depressed, the bushing rod 20, the second brake piston ₁₅₂ can be pushed forward (upward in the figure). 21 is a return spring for the brake pedal 2, and 22 is a stopper bolt for regulating the backward limit of the pedal 2, which is screwed onto a bracket 23 extending from the vehicle body F so that the backward limit of the pedal 2 can be adjusted. .

Further, in the first cylinder hole 14, the second brake piston ₁₅₂ and the sleeve 19 define a hydraulic chamber 24 between them, and an input port 25 opening on one side of the chamber 24 is connected to the front master cylinder. When the oil passage 11 connected to M is connected and hydraulic pressure is applied to the hydraulic chamber 24 from the input port 25, the second brake piston ₁₅₂ can also be pushed forward by the hydraulic pressure.

The first and second brake hydraulic chambers 17 ₁ and 17 ₂ have a
and first and second return springs 26 ₁ and 26 ₂ that bias the second brake pistons 15 ₁ and 15 ₂ in the backward direction, that is, downward, respectively, are housed, and at this time, the set load of the second return spring 26 ₂ is the first return spring 2
6 It is set smaller than that of ₁ . In order to restrict the retraction limit of the first braking piston 15 ₁ , a circlip-shaped piston rod 15 ₁ a that protrudes from the front surface of the piston 15 ₁ and slidably passes through the partition wall 16 has a circlip shape attached to the tip thereof. The stopper 27 is locked. Also, the second brake piston 15
In order to restrict the retraction limit of the sleeve ₁₉ , a circlip-shaped stopper 28 that comes into contact with the upper end surface of the sleeve 19 is used.
is locked to the piston rod _152a of the piston ₁₅₂ .

The second return spring 26 ₂ is the second brake piston 15 ₂
Fixed seat plate 30 fixed to the upper end of the board with bolts 29
and a movable seat plate 31 that can slide on the bolt 29 within a limited stroke range. When the brake pistons 15 ₁ , 15 ₂ are located at the backward limit, the first brake piston 15
substantially abuts the lower end of ₁ .

The first and second braking pistons 15 ₁ , 15 ₂ are provided with piston cups 32 ₁ , 32 ₂ on each front surface, and have a small diameter intermediate portion and have replenishment oil chambers 33 ₁ , 33 ₂ formed on their outer peripheries, respectively. , oil supply holes 34 ₁ , 34 ₂ are provided in each of the brake pistons 15 ₁ , 15 ₂ to communicate the oil chambers 33 ₁ , 33 ₂ to the backs of the piston cups 32 ₁ , 32 ₂ , respectively.

An oil passage 36 communicating with an oil passage 35 connected to the reservoir R is bored in the cylinder body 13 in parallel with the first and second cylinder holes 14 and 39, and both brake pistons 15 ₁ and 15 ₂ are at the backward limit. When the piston cups 32 ₁ and 32 ₂ are located at
Relief ports 37 ₁ , 37 ₂ open to the second brake hydraulic chambers 17 ₁ , 17 ₂ , respectively, and replenishment oil chambers 33 ₁ ,
Supply port 38 ₁ , 3 that is always open at 33 ₂
8 ₂ communicates with the oil passage 36.

The second cylinder hole 39 is formed in the cylinder cap 13a constituting the front end of the cylinder body 13. A control piston 40 having a piston cup 41 on the front surface is slid into the cylinder hole 39, and the control piston 40 is slidably connected to the cylinder cap 13a. First brake piston 15 ₁
of the piston rod _151a . The control piston 40 divides the inside of the second cylinder hole 39 into a control oil pressure chamber 42 at the front and a replenishment oil chamber 43 at the rear, and a return spring 44 contracted in the control oil pressure chamber 42.
It is normally held at the retraction limit where it abuts against the partition wall 16. The replenishment oil chamber 43 is the replenishment oil chamber 33 ₁ , 33 ₂
Similarly, it communicates with the reservoir R via the oil passage 35,
An oil supply hole 45 is drilled in the control piston 40, which communicates the chamber 43 with the back side of the piston cup 41. In addition, 46 and 47 in FIG. 4 are air bleeders.

The anti-lock device Al is connected to the control piston 40.
and a pair of normally closed solenoid control valve 48 and normally open solenoid control valve 4 that control the operation of this control piston 40.
9, a pressure accumulator Ac that stores the working oil pressure of the control piston 40, and a hydraulic pump P that supplies pressure oil to the pressure accumulator Ac. A normally closed control valve 48 connects the hydraulic pump P, the pressure accumulator Ac, and the control hydraulic chamber 42.
There is also a normally open control valve 49 in the oil passage 50 connecting the
are respectively installed in the oil passages 51 connecting between the reservoir R and the control hydraulic chamber 42. In addition, 52 in Figure 3,
53 and 54 are oil filters provided before and after the control valves 48 and 49, and 55 is an oil filter provided immediately after the hydraulic pump P.

Next, the hydraulic pump P will be explained.

The hydraulic pump P is mounted on the outer surface of the engine E, and as shown in FIG. Of these,
It is located behind the front engine block Eb, which is biased toward the front of the vehicle, so that the front and rear engine blocks
The dead space Ds behind the front engine block Eb based on the displacement ε of Eb and Ea in the longitudinal direction of the vehicle body is effectively used for installing the hydraulic pump P.

Further, as shown in FIGS. 5 and 6, the hydraulic pump P is attached to the engine body 61 so as to be driven by an overhead type valve operating camshaft 60 of the engine block Eb.

The inside of the pump body 70 of this hydraulic pump P is divided from above by a pair of upper and lower partition walls 73 and 74 into an oil reservoir/spring chamber 75, a pump chamber 76, and an operating chamber 77. As described above, various components are housed, and the hydraulic pump P has an oil sump P ₁ located at the top and an intermediate part, which sucks the hydraulic oil in the oil sump P ₁ and pumps it to the outside. It has a vertically elongated structure consisting of a pump part P ₂ that discharges water to the pump, and an operating part P ₃ that is located at the bottom and provides a pumping action to the pump part P ₂ .

The working chamber 77 is provided with a distal end portion of a pump drive shaft 71 having a relatively small diameter and fixed to the outer end of the valve drive camshaft 60 . The distal end thereof is formed into an eccentric pin 71a, into which a ball bearing serving as an eccentric cam 72 is fitted, and the lower end of a tappet 78 engages with the outer peripheral surface of the cam. The tapepet 78 is connected to the partition wall 7
4 and enters the pump chamber 76,
Then, it comes into contact with the lower end of a plunger 79 that slidably passes through the partition wall 73. The shaft diameter of the tappet 78 is made sufficiently small compared to the diameter of the plunger 79. A movable seat plate 80 is attached to the upper end of the plunger 79 that has entered the spring chamber 75 and the ceiling wall of the spring chamber 75.
and a fixed seat plate 81 are respectively attached, and a spring 82 is compressed between these two seat plates 80 and 81 by applying a constant set load.

The spring chamber 75 is connected to the reservoir R via the oil passage 56.
Further, the pump chamber 76 is connected to the pressure accumulator via the oil passage 50.
Each communicates with AC.

The partition wall 73 is provided with oil passages 83 and 84 that communicate between the spring chamber 75 and the pump chamber 76, and the oil passage 84 includes a one-way valve that allows fluid to flow in only one direction from the spring chamber 75 to the pump chamber 76. That is, a suction valve 86 is provided, and an oil passage in a joint 87 that connects the pump chamber 76 and the oil passage 50 is connected to a pressure accumulator from the pump chamber 76.
A one-way valve or discharge valve 88 is provided that allows fluid flow in only one direction to Ac.

Further, the partition wall 73 includes a spring chamber 75 and an operating chamber 77.
An oil passage 85 is provided for communication between the spring chamber 75 and the hydraulic oil flowing into the spring chamber 75 so as to be introduced into the working chamber 77 as lubricating oil.

Furthermore, a filter chamber 89 is formed in the pump body 70 to merge the three oil passages 83, 84, and 85, and this filter chamber 89 includes an oil passage 84 provided with a suction valve 86 and an oil passage 84 provided with a suction valve 86. Two oil passages 83,
An oil filter 90 is inserted between the filter chamber 85 and the cap 91 that closes the opening of the filter chamber 89.
is maintained by Therefore, the suction valve 86 can always send the hydraulic oil filtered by the oil filter 90 to the pump chamber 76. Furthermore, by removing the cap 91, the oil filter 90 can be easily replaced, and the air in the pump chamber 76 can also be vented by manually opening the suction valve 86. Note that 92 in FIG. 6 is a drain bolt for the working chamber 77.

The pump body 70 has an annular positioning protrusion 70 a concentrically surrounding the pump drive shaft 71 on one side.
It is fitted into a seal housing 63 formed on the engine body 61 to accommodate the oil seal 62 at the outer end. This convex portion 70a absorbs the operational reaction force of the eccentric cam 72 applied to the pump body 70 from the engine body 6.
It also plays the role of providing transmission and support to 1. After the positioning protrusion 70a is fitted, the pump body 70 is tilted with its upper end, that is, the spring chamber 76 side, toward the inside of the vehicle body, that is, toward the center of the engine E, as shown in FIG.
3, it is fixed to the engine body 61. As a result, the hydraulic pump P is connected to the front engine block Eb.
It can be hidden behind the vehicle body and not become a useless protrusion to the side of the vehicle body, and the connecting oil passage between the hydraulic pump P, the reserve R, and the pressure accumulator Ac can be shortened.

An annular seal retainer 95 is fitted to the inner peripheral surface of the positioning convex portion 70a via a seal ring 94, and an oil seal 96 of the pump drive shaft 71 is fitted to the inner peripheral surface of this seal retainer 95. The seal retainer 95 has an outward flange 95a at the inner end,
An inward flange 95b is integrally provided at the outer end, and the outward flange 95a is fitted into the seal housing 63 as an alignment member that holds the seal retainer 95 concentrically with the pump drive shaft 71, and is fitted into the seal housing 63 and has a positioning convex portion. It is held between the oil seal 70a and the oil seal 62. The inward flange 95b is connected to the pump body 70.
It is disposed between the eccentric cam 72 and the oil seal 96 as a retaining member for leaving the seal retainer 95 on the pump drive shaft 71 side when the oil seal 95 is removed.

Therefore, since the oil seals 62 and 96 are always held on the valve train camshaft 60 and the pump drive shaft 71 by the seal retainer 95, the pump body 7
It will not come off and be damaged when the engine E is attached or removed, and the lubricating oil of the engine E will not leak outside.
Furthermore, the pump drive shaft 71 is formed to have a smaller diameter than the valve drive camshaft 60, and the sliding speed with respect to the oil seal 96 during rotation is kept low.
The oil seal 96 has good durability and can prevent the hydraulic oil in the working chamber 77 from leaking over a long period of time.

Furthermore, when installing the hydraulic pump P, as shown in FIG. Care is taken so that the phase on the circumference for each engagement position with the rocker arm 65 is largely shifted. In this way, the valve train camshaft 60 and the bearing 66 that supports it
The load applied to it is distributed, which is advantageous in terms of durability.
In the figure, reference numerals 67 and 68 indicate intake and exhaust valves that are opened from the valve drive camshaft 60 via rocker arms 64 and 65.

Next, the operation of this embodiment will be explained.

First, in Figs. 3 and 4, if the front master cylinder M is operated by the brake lever 1,
The hydraulic pressure generated in the hydraulic chamber 9 is inputted from the input port 25 to the hydraulic chamber 24 of the rear master cylinder Mr through the oil passage 11, and the second brake piston ₁₅₂ is pushed in the forward direction by the hydraulic pressure, and the reaction force is supported by the sleeve 19 and is not transmitted to the bushing rod 20.

Furthermore, when the brake pedal 2 is depressed, the pedal force is mechanically input to the second brake piston 15 ₂ via the bushing rod 20, thereby similarly pushing the second brake piston 15 ₂ in the forward direction.
Along with this, the hydraulic oil in the reservoir 12 of the front master cylinder M is simply sucked into the hydraulic chamber 24 whose volume increases through the hydraulic chamber 9 and the oil passage 11.
No reaction force acts on the brake lever 1.

Therefore, when the brake lever 1 and the brake pedal 2 are operated at the same time, the sum of the pressing force from the output hydraulic pressure of the front master cylinder M and the pressing force from the bushing rod 20 is applied to the second brake piston ₁₅₂ as a braking input. become.

Then, when the second brake piston 15 ₂ receives the braking input as described above, the first and second brake pistons 15 ₁ , 15 ₂ are moved by the first and second return springs 26 ₁ ,
The piston cups 32 ₁ , 32 2 move forward while compressing the piston cups 32 ₁ , 32 ₂ into the relief ports 37 ₁ , 3 .
7 ₂ and then each brake piston 15 ₁ , 15 ₂
The first and second brake hydraulic chambers 17 ₁ ,
Hydraulic pressure is generated in the first brake hydraulic chamber ₁₇₂ , and the hydraulic pressure generated in the first brake hydraulic chamber ₁₇₁ is transmitted from the first output port ₁₈₁ to the front wheel brake B through the oil passage 4 to operate it.
The hydraulic pressure generated in the second brake hydraulic pressure chamber ₁₇₂ is transmitted from the second output port ₁₈₂ through the oil passage 5 to the rear wheel brake Br.
Braking force is applied to the front and rear wheels W and Wr respectively.

By the way, as mentioned above, the set load of the second return spring 26 ₂ is set smaller than that of the first return spring 26 ₁ , so when the second brake piston 15 ₂ initially moves, the first brake piston 15 ₁ does not move forward. First, the second return spring 26 ₂ is compressed, and hydraulic pressure is first generated in the second brake hydraulic chamber 17 ₂ . and,
After the oil pressure reaches a certain value _p1 , the first return spring 2
6 ₁ is compressed, the first brake piston 15 ₁ starts moving forward, and hydraulic pressure is generated in the first brake hydraulic chamber 17 ₁ .
Further, since a known proportional pressure reducing valve V is provided in the oil passage 5 between the output port 18 ₂ of the second brake hydraulic pressure chamber 17 ₂ and the rear wheel brake Br, the second output port 18
When the output oil pressure of _{No. 2} rises to a predetermined value _p2 or more, the output oil pressure is reduced at a fixed ratio by the action of the proportional pressure reducing valve V and transmitted to the rear wheel brake Br. On the other hand, since the oil passage 4 between the output port 18 ₁ of the first brake hydraulic pressure chamber 17 ₁ and the front wheel brake B is always in a conductive state, the output oil pressure of the first output port 18 ₁ is transmitted to the front wheel brake B as is. As a result, before,
The brake oil pressures of the rear wheel brakes B and Br increase along a brake oil pressure distribution line A shown in FIG. This characteristic approximates the ideal braking oil pressure distribution curve B of a motorcycle, and allows the operator to easily perform efficient braking.

During braking, as the first brake piston 15 ₁ moves forward, the control piston 40 is also moved forward via its piston rod 15 ₁ a, but normally the control hydraulic chamber 42 communicates with the reservoir R via a normally open control valve 49. Therefore, the hydraulic oil in the control hydraulic chamber 42 is discharged to the reservoir R side as the control piston 40 moves forward, and hardly acts as a resistance to the braking input.

If the front wheels W try to lock up during braking, the situation is quickly determined from the signal processing device C shown in Figure 1 and the generated signal from the incoming front wheel speed sensor S, and the system is activated as shown in Figure 3. A valve close signal is sent to the normally open type control valve 49, and a valve open signal is sent to the normally closed type control valve 49. When both control valves 48 and 49 operate according to the above signals, the oil passage 51 is shut off and the oil passage 5
0 is conductive, pressure oil is supplied from the pressure accumulator Ac to the control oil pressure chamber 42 through the oil passage 50, and the control piston 40 is moved to the first brake piston 1 by the oil pressure.
5 ₁ is slightly retreated against the braking input, and the pressure inside the first brake hydraulic chamber 17 ₁ is reduced. As a result, the braking force of the front wheel brake B is reduced, and the locking phenomenon of the front wheel W is avoided.

Then, the signal processing device C detects the situation, returns both control valves 48 and 49 to their normal positions, and depressurizes the control hydraulic chamber 42. As a result, the braking force of the front wheel brake B increases again, and by repeating the above operation at high speed, the front wheel W is efficiently braked without locking up.

The retreat of the first brake piston 15 ₁ due to the operation of the control piston 40 conversely brings about an increase in the pressure in the second brake hydraulic chamber 17 ₂ , but since this increase in pressure is instantaneous, the pressure in each part of the hydraulic system of the rear wheel brake Br is increased. It is absorbed by elastic deformation, and therefore does not impair the operating feel of the brake lever 1 and brake pedal 2.

In this way, even while the anti-lock device Al is controlling the braking force of the front wheel brake B, the braking force of the rear wheel brake Br can be freely adjusted by adjusting the braking input to the second brake piston ₁₅₂ . Can be done.

When the brake lever 1 and brake pedal 2 are released to release the braking of the front wheel W and the rear wheel Wr, the first and second brake pistons 15 ₁ are moved by the elastic forces of the first and second return springs 26 ₁ and 26 ₂ . , 15 ₂ retreat, and accordingly the first and second brake hydraulic chambers 17 ₁ , 1
When the pressure inside the piston cups 32 1 and 32 2 is reduced to below atmospheric pressure, the outer peripheries of the piston cups 32 ₁ and 32 ₂ are compressed into the respective brake hydraulic chambers 17 _{1 and} 32 ₂ due to the pressure difference between the pressure inside the replenishment oil chambers 3 ₁ and 33 2 under atmospheric pressure.
17 ₂ to create _a gap between the inner wall of the first cylinder hole ₁₄ and the inner wall of the first cylinder hole ₁₄ , so that the brake oil pressure chambers _{17 1 ,}
17 ₂ , and the surplus oil is returned to the oil passage 35 from each relief port 37 ₁ , 37 ₂ and, therefore, to the reservoir R. During this time, each replenishment oil room 33
Supply port 38 is connected to ₁ , 33 ₂ by oil passage 36.
It is refueled _{through 1,382 .}

On the other hand, even when the control piston 40 is retracted, oil is supplied from the replenishment oil chamber 43 to the control hydraulic chamber 42 through the oil supply hole 45 by the same action as described above. Therefore, in particular, by reciprocating the control piston 40, the control hydraulic chamber 42, the oil passage 51, the reservoir R,
Since oil circulation occurs in the path of the oil passage 35, the supply oil pressure chamber 43, the oil supply hole 45, and the control oil pressure chamber 42, it is possible to prevent air bubbles from remaining in the control oil pressure circuit including the control oil pressure chamber 42.

Next is the action of the hydraulic pump P, the fifth and sixth
In the figure, when the valve drive camshaft 60 and therefore the pump drive shaft 71 rotate due to the operation of the engine E, the eccentric cam 72, which moves eccentrically at the same time, cooperates with the spring 82 to cause the tappet 78 and the plunger 79 to move upward and downward. Gives reciprocating motion. Due to these reciprocating movements, the volume of the pump chamber 76 repeatedly expands and contracts, and at the time of expansion, the suction valve 86 opens due to the reduced pressure in the pump chamber 76, so that the hydraulic oil supplied from the reservoir R to the spring chamber 75 is pumped. When the pump chamber 76 contracts, the pressure in the pump chamber 76 increases and the discharge valve 88 opens, causing the pressure to flow from the pump chamber 76 to the accumulator.
Pressure oil is supplied to Ac. When the oil pressure in the pressure accumulator Ac rises and reaches a certain value, the pump chamber 76
The hydraulic pressure inside shows a similar value, and the upward force of the hydraulic pressure on the plunger 79 is the downward force of the spring 82,
That is, the plunger 79 is held near the upper limit of the rise by the tappet 78 in balance with the set load, and the tappet 7
8 only follows the movement of the eccentric cam 72 and repeats the vertical movement. In this case, since the force for pressing down the tappet 78 is applied from the hydraulic pressure in the pump chamber 76, even if the tappet 78 is lowered, the suction valve 86 will not be able to reach the pump chamber 76.
It is kept closed by internal hydraulic pressure. In this way, the hydraulic pump P stops its pumping action and no unnecessary load is applied to the engine E. Tappet 78 and eccentric cam 72
A pressing force due to the hydraulic pressure in the pump chamber 76 acts on the engagement surface with the tappet 76, but this pressing force is slight because the shaft diameter of the tappet 78 is sufficiently small, and is ignored as a load on the engine E. This is as much as possible.

Incidentally, the present invention can also be applied to a motorcycle equipped with a V-type engine.

As described above, according to the present invention, in a motorcycle equipped with an engine including front and rear engine blocks that protrude in the left-right direction of the vehicle body and are shifted from each other in the front-rear direction, the pump part and the pump part are connected to the pump part. An actuating part that provides an action and a hydraulic pump configured vertically are arranged on the back of the front engine block. The hydraulic pump is tilted and fixed to the front engine block so that the pump part faces inward to the vehicle body, making effective use of the dead space that is inevitably created due to the shape of the engine. This prevents the hydraulic pump from protruding in the opposite direction, thereby improving the appearance of the motorcycle and protecting the hydraulic pump from obstacles from the front of the vehicle. Furthermore, it is possible to shorten the connection oil passage between the hydraulic pump and other hydraulic equipment disposed inside the vehicle body, thereby improving the efficiency of supplying hydraulic oil to them.

[Brief explanation of the drawing]

The drawings show an embodiment in which the present invention is applied to a hydraulic pump in a braking device for a motorcycle, and FIG. 1 is a perspective side view of a motorcycle equipped with the braking device, FIG. 3 is a hydraulic circuit diagram of the braking device, FIG. 4 is an enlarged longitudinal sectional side view of the rear master cylinder in the braking device, FIG. The figure is a cross-sectional view taken along the line - in Figure 5, and Figure 7 is a characteristic diagram of the braking oil pressure distribution ratio of the front and rear wheel brakes, where line A shows the characteristics due to the braking device and line B shows the ideal characteristics. . E...Horizontally opposed engine, Eb, Ea...front,
Rear engine block, P...Hydraulic pump, P ₂
... Pump part, P ₃ ... Actuation part, ε ... Misalignment, 6
0...Valve train camshaft.

Claims (1)

[Claims] 1. In a motorcycle equipped with an engine that protrudes in the left-right direction of the vehicle body and includes front and rear engine blocks that are shifted from each other in the front-rear direction, the pump part and the actuating part that provides a pumping action to the pump part are more vertically elongated. A hydraulic pump configured as shown in FIG. A hydraulic pump installation device for a motorcycle, wherein the hydraulic pump is tilted and fixed to the front engine block so that the pump part faces inward of the vehicle body.