JPS633596Y2 - - Google Patents

Description

[Detailed Description of the Invention] (Field of Industrial Application) The present invention relates to a brake device for automobiles and motorcycles.

(Prior Art) Conventionally, engine braking has been applied to two-wheeled or four-wheeled vehicles when the accelerator is released while the vehicle is running. Taking advantage of this, when a car runs downhill, it usually uses both engine braking and foot braking.

However, recent exhaust gas control vehicles regulate the amount of exhaust gas by thinning the fuel sucked into the cylinder, so it is necessary to set the engine speed at idling higher than before to maintain stable idling. cannot be maintained. It is also widely practiced to significantly retard ignition timing to suppress nitrogen oxide emissions.

Therefore, the effective width of the engine brake is small.
Therefore, there is a problem in that the number of times the brake must be stepped on increases.

(Purpose of the invention) In view of this point, the present invention operates the plunger when the throttle is fully closed to apply a constant braking force.
The object of the present invention is to provide a vehicle brake device that acts like an engine brake.

(Structure of the invention) In the vehicle brake device of the invention, a plunger provided in a transmission means linked to a hydraulic brake, a mechanical brake, etc. is inserted into a magnetic field forming body having a shape surrounding the outer periphery of the plunger, The magnetic field forming body can be slid in the braking direction by excitation, and the magnetic field forming body is equipped with a switch that is linked to opening and closing of the throttle, and when the throttle is fully closed, the switch is closed and the magnetic field forming body is closed. It is configured so that it is magnetized to operate the plunger and exert a certain braking force.

(Example) Next, an example of the present invention will be described with reference to the drawings.

[Example 1] This example is shown in FIGS. 1 and 2, and is applied to a hydraulic brake using a hydraulic device as a transmission means.Here, an example of a motorcycle will be described.

A master cylinder 2 is attached to the end of the handlebar 1. The first plunger 6 is provided so as to protrude from the inside of the master cylinder 2 toward the throttle grip 3 side, and is provided within a solenoid (magnetic field forming body) 4 provided close to the throttle grip 3 side of the master cylinder 2. is inserted into. Further, a brake lever 5 is attached to the head 7 of the second plunger 12 that further protrudes from the solenoid 4.
The protrusions 14 are linked to each other.

The brake adjustment screw part 8 is connected to the master cylinder 2
and the solenoid 4, and a male screw 10 formed on the outer periphery of the solenoid 4 on the master cylinder side is screwed into and supported by the brake adjustment screw portion 8. A lock nut 11 is screwed onto this male thread 10. Further, the brake lever 5 side of the solenoid 4 is supported by a support portion 13 also erected on the substrate 9 so as to be rotatable and slidable in the axial direction. Therefore, by rotating the solenoid 4, the position of the solenoid 4 can be changed in the axial direction.

The second plunger 12 is connected to the master cylinder 2
A recess is formed at the side end, and the tip of the first plunger 6 is rotatably fitted into this recess.

This second plunger 12 operates in the direction of the master cylinder 2 (direction P in FIG. 1) under the action of the magnetic field generated in the solenoid 4.

The switch 15 is wired between the solenoid 4 and a power source (battery) 16, and is mounted near the throttle grip 3 on the board 9. On the other hand, a protrusion 17 that rotates together with the throttle grip 3 is provided at the peripheral end of the throttle grip 3 on the base plate 9 side, and allows the throttle grip 3 to be completely returned to its original position. When the throttle is fully closed, the protrusion 17 closes the switch 15. That is, when the throttle is completely returned to its original position, the protrusion 17 is located at the position shown by the broken line in FIG.

In the brake device configured as described above, when the throttle grip 3 is completely returned, the switch 15 is closed, the solenoid 4 is magnetized, and the second plunger 12 inside the solenoid 4 is pushed out toward the master cylinder 2 side. This second plunger 12 is
As described above, since it is in contact with the first plunger 6, the first plunger 6 is pushed into the master cylinder 2 by the operation of the second plunger 12. In other words, the brakes are applied.

In this case, since the pushing strength of the second plunger 12 can be changed arbitrarily by rotating the solenoid 4, the braking device, that is, the braking state when the throttle grip 3 is completely returned, can be adjusted appropriately. It can be adjusted according to usage conditions and preferences.

The lock nut 11 is for fixing the solenoid 4 at an arbitrary adjustment position.

Note that in order to arbitrarily rotate the solenoid 4, it is desirable that the electrical wiring connection portion (socket) 18 has a structure that can be easily attached and detached.

[Second embodiment] This embodiment is shown in FIG. 3 and is applied to a mechanical brake using a wire as a transmission means.
Here, the case where the present invention is applied to a drum brake mounted on a motorcycle will be described.

The drum brake 19 is of a type (not shown) in which a brake shoe with a lining pasted on the surface is pressed against the inner surface of a cylindrical drum that is integrally connected to a wheel, and a cam lever 20 is used to operate this brake shoe. is rotatably supported on the brake panel 21. A first brake wire 22 is connected to the hook at the tip of the cam lever 20, and the first brake wire 22 is connected to a solenoid (magnetic field forming body) 23 provided in proximity to the cam lever 20.
The plunger 24 is inserted into the solenoid 23 from the opposite side of the cam lever 20, and is connected to the plunger 24 so as to operate integrally with the plunger 24. Further, one end of the second brake wire 25 is connected to a brake lever attached near the throttle grip (not shown), and the other end is connected to the plunger 2.
4 is fitted into the plunger 24 in a tensioned manner, and has a structure in which it does not work in the direction of returning the plunger 24 (direction Q in FIG. 3).

The plunger 24 operates in the opposite direction to the cam lever 20 (direction R in FIG. 3) under the action of the magnetic field generated by the solenoid 23.

The brake adjustment screw portion 27 is attached to the brake panel 2
A male thread 28 carved on the outer periphery of the solenoid 23 is screwed into and supported by this brake adjustment screw part 27, and a lock nut 29 is screwed onto this male thread 28. .
Further, the cam lever 20 side of the solenoid 23 is connected to a support portion 3 which is also erected on the brake panel 21.
0 so as to be rotatable and slidable in the axial direction. Therefore, by rotating the solenoid 23 to adjust the position of the solenoid 23 and fixing it with the lock nut 29, the braking strength can be arbitrarily selected.

On the other hand, solenoid 23 and power supply (battery) 3
A switch 31 wired between the two is provided in conjunction with the opening and closing of the throttle (not shown), and is closed when the throttle grip (not shown) is completely returned to fully close the throttle. This is connected to the throttle grip, and has the same structure as that of the first embodiment. However, the switch 31 may be directly linked to the throttle.

In the brake device with the above configuration, when the throttle grip (not shown) is completely returned, the switch 3
1 is closed, the solenoid 23 is magnetized, and the plunger 24 within the solenoid 23 is pushed out in the opposite direction to the cam lever 20. As described above, this plunger 24 is fixed to the first brake wire 22, so that the operation of the plunger 24 causes the first brake wire 22 to move in the opposite direction to the cam lever 20 (in the direction of arrow R). Being pulled. In other words, the brakes are applied.

In this case, the position of the solenoid 23 can be changed arbitrarily by turning the solenoid 23 and fixing it with the lock nut 29, so that the brake state when the throttle grip (not shown) is completely returned is the braking state. can be adjusted accordingly. Note that in order to rotate the solenoid 23 arbitrarily, it is desirable that the connection portion (socket) 33 for the electrical wiring has a structure that can be easily attached and detached.

[Example 3] This example is shown in FIGS. 4 and 5, and is applied to a hydraulic brake similar to Example 1.
The plunger 50 and solenoid 43 have different configurations from those of the first embodiment.

The first plunger 41 is the master cylinder 40
It is provided so as to protrude from the inside toward the throttle grip 42 side, and is inserted into a solenoid (magnetic field forming body) 43 provided close to the throttle grip 42 side of the master cylinder 40 . Also, the first plunger 4 further protrudes from the solenoid 43.
A protrusion 46 of a brake lever 45 is linked to the head 44 of the brake lever 1 .

The brake adjustment nut 48 is screwed into a male thread 49 carved on the outer periphery of the first plunger 41 between the master cylinder 40 and the solenoid 43, and by turning the brake adjustment nut 48, the brake can be adjusted. Nats 48 is the first
The screwing position can be changed in the axial direction of the plunger 41.

The second plunger 50 is formed by a flange 52 protruding from the outer periphery of one end of a cylindrical body 51 whose both end surfaces are open. It is slidably fitted into the first plunger 41 in contact with the adjustment nut 48 .

This second plunger 50 operates in the direction of the master cylinder 40 (in the S direction in FIG. 4) under the action of the magnetic field generated in the solenoid 43.

Further, on the solenoid side of the master cylinder 40, a receiving portion 53 for receiving the flange portion 52 of the second plunger 50 is provided in a protruding manner.

The other structures are the same as those of the first embodiment, and in FIG. 4, 54 is a switch, 55 is a power source, 56 is a protrusion, and 57 is a support portion for fixing the solenoid 43 onto a substrate 58.

In the brake device configured as described above, when the throttle grip 42 is completely returned, the switch 54 is closed, the solenoid 43 is magnetized, and the second plunger 50 in the solenoid 43 comes into contact with the receiving portion 53 of the master cylinder 40. It is pushed out toward the master cylinder 40 until it makes contact. As described above, this second plunger 50 is connected to the first plunger 41.
Brake adjustment nut 4 screwed into male thread 49 of
8, the first plunger 41 is pushed into the master cylinder 40 by the operation of the second plunger 50. In other words, the brakes are applied.

In this case, the pushing distance of the second plunger 50 can be changed arbitrarily by rotating the brake adjustment nut 48.

(Example 4) This example is shown in FIG. 6, and is applied to a mechanical brake similar to Example 2, and the plunger 6
5 and a solenoid 64 have different configurations from those of the second embodiment.

In Fig. 6, 60 is a drum brake, 61
is a brake panel, 62 is a cam lever, and 63 is a brake wire.

The brake wire 63 is inserted into a solenoid (magnetic field forming body) 64 provided close to the cam lever 62, and a plunger 65 is inserted into the brake wire 63 inside the solenoid 64 from the opposite side of the cam lever 62. ing.

The plunger 65 operates in the direction opposite to the cam lever 62 (direction T in FIG. 6) under the action of the magnetic field generated in the solenoid 64.

A male thread 67 is formed on the circumferential portion 66 of the portion of the plunger 65 that protrudes from the solenoid 64, and a brake adjustment nut 6 is attached to this male thread 67.
8 are screwed together.

Further, the tip of the plunger 65 is in contact with a stop plate 69 that is fixed to the brake wire 63 and operates integrally with the brake wire 63. A receiving portion 71 for receiving a brake adjustment nut 68 screwed onto the plunger 65 is provided on an outer peripheral portion 70 of the solenoid 64 so as to protrude from the side opposite to the cam lever 62.

The other structure is the same as that of the second embodiment, and in FIG. 6, 72 is a switch, 73 is a power source, and 74 is a support portion for fixing the solenoid 64 to the brake disc 61.

In the brake device with the above configuration, when the throttle grip (not shown) is completely returned, the switch 7
2 is closed, the solenoid 64 is magnetized, and the plunger 65 within the solenoid 64 is pushed out until the brake adjustment nut 68 abuts the receiving portion 71. As described above, this plunger 65 is in contact with the stopper 69 fixed to the brake wire 63, so that the brake wire 63 is pulled. In other words, the brakes are applied.

In this case, the pushing distance of the plunger 65 can be changed arbitrarily by rotating the brake adjustment nut 68.

(Effects of the Invention) Since the present invention is configured as described above, it is possible to apply a braking force similar to an engine brake when the throttle is fully closed.

[Brief explanation of the drawing]

The drawings illustrate embodiments of the present invention; FIG. 1 is a partially sectional plan view of a vehicle brake device according to Embodiment 1, FIG. 2 is a front view of the solenoid section of the same example, and FIG. FIG. 4 is a partially cross-sectional plan view of a vehicle brake device in Example 2, FIG. 4 is a partially cross-sectional plan view of a vehicle brake device in Example 3, and FIG. 5 is a cross-sectional view showing the solenoid portion of the same example FIG. 6 is a partially sectional plan view of a vehicle brake device according to a fourth embodiment. 1...Handlebar, 2,40...Master cylinder, 3,42...Throttle grip, 4,
23, 43, 64... Solenoid, 5, 45...
Brake lever, 6,41...First plunger, 12,50...Second plunger, 15,3
1,54,72...Switch, 16,32,5
5,73...power supply, 19,60...drum brake.

Claims (1)

[Scope of utility model registration request] A plunger provided in a transmission means linked to a hydraulic brake, a mechanical brake, etc. is inserted into a magnetic field forming body having a shape surrounding the outer periphery of the plunger,
The magnetic field forming body can be slid in the braking direction by excitation, and the magnetic field forming body is equipped with a switch that is linked to opening and closing of the throttle, and when the throttle is fully closed, the switch is closed and the magnetic field forming body is closed. A vehicle brake device characterized in that a magnetized plunger is activated to exert a constant braking force.