WO2017110587A1

WO2017110587A1 - Motorcycle

Info

Publication number: WO2017110587A1
Application number: PCT/JP2016/087080
Authority: WO
Inventors: 雄大内田; 筒井　正行; 啓勝中家; 影山　尚義; 哲勲金井; 雄介林
Original assignee: 本田技研工業株式会社
Priority date: 2015-12-22
Filing date: 2016-12-13
Publication date: 2017-06-29
Also published as: JP6499319B2; CN108367795B; JPWO2017110587A1; BR112018011751A2; PH12018500922A1; CN108367795A

Abstract

The present invention provides a motorcycle provided with an interconnected brake system, wherein a structure is adopted in which the length around an equalizer in the longitudinal direction of the vehicle can be shortened. An equalizer 50 is supported, via a first linking part 53, on an arm part 28 extending upward from a brake pedal 25. A ring member 55 is supported on the upper portion of the equalizer 50 via a second linking part 58. An interconnecting brake cable 31 is linked to the upper portion of the ring member 55. The first linking part 53, the second linking part 58, a rotation support shaft 63 for the ring member 55, and a third linking part 59 are positioned in the stated order from bottom to top; therefore, it is possible for a vertically long structure to be assumed around the equalizer 50, and for the length around the equalizer 50 in the longitudinal direction of the vehicle to be shortened.

Description

Motorcycle

The present invention relates to a motorcycle provided with an interlock brake system.

The motorcycle is provided with a front wheel brake for braking the front wheel and a rear wheel brake for braking the rear wheel. There is known a motorcycle equipped with an interlocking brake system that applies a braking force to front wheel brakes and rear wheel brakes by operating one operating element (see, for example, Patent Document 1 (FIG. 9)).

In the interlocking brake system shown in FIG. 9 of Patent Document 1, when the brake pedal (8) (numbers in parentheses indicate the symbols described in Patent Document 1. The same applies hereinafter), the connecting lever portion (8a) But rotates in the counterclockwise direction about the axis (9). Then, the equalizer (10) moves to the left in the figure via the connection link (11). This movement pulls the brake rod (12) and applies a braking force to the rear wheel brake (BR).
Also, when the equalizer (10) moves to the left in the figure, the bell crank (13) rotates in the clockwise direction with the axis (44) as the rotation center. The rotation pulls the interlocking brake wire (14). Next, the bell crank (20) is turned clockwise, the brake wire (19) is pulled, and a braking force is applied to the front wheel brake (BF).
By operating the brake pedal (8) which is one operation element, a braking force is applied in conjunction with the front wheel brake (BF) and the rear wheel brake (BR).
By the way, the connecting link (11) extends substantially horizontally, an equalizer (10) is provided at the end of the connecting link (11), and a bell crank (20) for converting in the tensile direction is attached thereto. Therefore, an arrangement space for the connecting lever portion (8a), the equalizer (10) and the bell crank (20) is required, and the vehicle longitudinal length around the equalizer becomes large.
However, in a two-wheeled vehicle having a limited arrangement space, compact arrangement of vehicle parts is required.

JP, 2001-278170, A

Then, this invention makes it a subject to provide a two-wheeled motor vehicle provided with an interlocking | linkage brake system, Comprising: The two-wheeled motor vehicle which can shorten the vehicle front-back length around equalizer.

The invention according to claim 1 includes a front wheel brake, a rear wheel brake, a brake pedal, and an equalizer that distributes the operating force of the brake pedal to the front wheel brake and the rear wheel brake.
The brake pedal integrally includes an arm portion extending upward from a rotation axis of the brake pedal,
The equalizer is directly connected to the arm unit through a first connection unit,
A link member of a direction changing mechanism that changes the tension direction of the interlocking brake cable connected to the front wheel brake is connected to the upper end of the equalizer via a second connecting portion,
The first connection portion, the second connection portion, the rotational support shaft of the link member, and the third connection portion in which the interlocking brake cable is connected to the link member are disposed in this order from the bottom to the top To provide a motorcycle characterized in that

The invention according to claim 2 is characterized in that the direction changing mechanism is housed in a case.

The invention according to claim 3 is characterized in that the connecting link for rotatably supporting the link member and the delay spring for delaying the operation timing of the front wheel brake with respect to the operation of the rear wheel brake are accommodated in the case. Do.

The invention according to claim 4 is characterized in that in the case, the interlocking brake cable, the connection link, and the delay spring are arranged to be substantially parallel to one another.

The invention according to claim 5 is characterized in that the case is formed with a stopper portion for restricting the movement of the equalizer.

In the invention according to claim 6, at least a part of the case is disposed between the main frame and the outer end of the swing arm in the left-right direction, and a cross between the pivot axis of the swing arm and the swing arm in the front-rear direction It is characterized in that it is disposed between members.

In the first aspect of the present invention, the equalizer is directly connected to the arm portion integrally extending upward from the brake pedal. That is, the connection link (11) described in the prior art is omitted. Furthermore, the first connecting portion, the second connecting portion, the rotational support shaft of the link member, and the third connecting portion where the interlocking brake cable is connected to the link member are disposed in this order from the bottom to the top . As a result, the equalizer and the like have a vertically long structure, and the vehicle longitudinal length can be shortened. By positioning the third connecting portion upward, the amount of upward extension can be reduced as compared with the case of extending the cable upward from below and along the frame, and the friction generated in the cable can be reduced. In addition, since the connection link (11) described in the prior art is omitted, the number of parts can be reduced and the weight can be reduced.
In the invention according to claim 2, the direction changing mechanism is housed in the case. Soil and dirt and sewage from the road surface to the direction changing mechanism can be blocked by a case, making the direction changing mechanism less likely to be soiled.
In the invention according to claim 3, the connection link and the delay spring are housed in the case. Thereby, each part can be arranged compactly. In addition, soil, dirt and sewage from the road surface toward the connection link and the delay spring can be blocked by the case, and the connection link and the delay spring are less likely to be soiled.
In the invention which concerns on Claim 4, the interlocking | linkage brake cable, the connection link, and the delay spring were arrange | positioned substantially parallel. Since they are arranged substantially in parallel, the interlocking brake cable, the connection link, and the delay spring can be efficiently stored in the case where the storage space is limited. In order to utilize the storage space efficiently, the storage space itself can be made smaller, and the case can be made smaller and lighter.
In the invention which concerns on Claim 5, the stopper part for equalizers was formed in the case. The equalizer can be moved within the appropriate range by suppressing excessive movement of the equalizer by the stopper portion.
In the invention according to claim 6, the case is disposed in the lateral direction between the main frame and the outer end of the swing arm, and in the longitudinal direction between the pivot shaft of the swing arm and the cross member of the swing arm. Thus, the interlocking mechanism can be applied to the motorcycle while minimizing the change in the appearance parts.

FIG. 1 is a right side view of an essential part of a motorcycle according to the present invention. It is a block diagram of an interlocking brake system concerning the present invention. It is a disassembled perspective view of the principal part of an interlocking brake system. It is operation | movement explanatory drawing (at the time of brake non-operation) of the principal part of an interlocking brake system. It is operation | movement explanatory drawing (at the time of a brake delay) of the principal part of an interlocking brake system. It is operation | movement explanatory drawing (at the time of brake operation) of the principal part of an interlocking brake system. FIG. 1 is a plan view of an essential part of a motorcycle according to the present invention.

Embodiments of the present invention will be described below based on the attached drawings. The drawings should be viewed in the direction of the reference numerals. Also, "front, back, left, right, top, bottom" in the figure indicate directions based on the driver sitting on the seat.

As shown in FIG. 1, the motorcycle 10 is provided with a pivot frame 12 constituting a part of the vehicle body frame 11 substantially at the center of the vehicle body frame 11 extending in the longitudinal direction of the vehicle. A swing arm 14 extending rearward of the vehicle is provided, and a rear wheel 15 is rotatably provided at a rear position of the swing arm 14.

The rear wheel 15 comprises a rear wheel brake 16, which comprises a brake arm 17.
The rear wheel brake 16 is detentd by a detent member 18 disposed substantially parallel to the swing arm 14.

The rear cushion 21 is lowered from the rear of the vehicle body frame 11, and the vertical motion of the swing arm 14 is controlled by the rear cushion 21. Further, the vehicle body frame 11 supports the fuel tank 22 at the rear and supports the luggage box 23 at a position forward of the fuel tank 22. The luggage box 23 supports a seat 24 on which the occupant sits.

A brake pedal 25 is attached to the pivot frame 12 via a rotating shaft 26, and a case 40 is attached using a screw 41 at a position above the rotating shaft 26. The brake pedal 25 and the case 40 can be attached not only to the pivot frame 12 but also to appropriate portions of the vehicle body frame 11.

The brake pedal 25 has a tread surface 27 at its front end, and integrally has an arm 28 extending upward from the rotary shaft 26 at its rear end.

An interlocking brake cable 31 extends from the front of the case 40 along the vehicle body frame 11 to the front of the vehicle, and a brake rod 32 extends from the lower rear of the case 40 along the swing arm 14 to the rear of the vehicle. Is connected to the brake arm 17.

The interlocking brake system will be described based on FIG. As shown in FIG. 2, the motorcycle 10 includes a front wheel brake 33, a rear wheel brake 16, and a brake pedal 25. A case 40 is provided above the brake pedal 25.

A front brake operating element 35 is provided in the vicinity of the right handle grip 34 disposed above the front wheel brake 33, and a front brake cable 37 extends from the front brake operating element 35 to the brake arm 38 of the front wheel brake 33.

Further, after extending from the case 40 along the vehicle body frame 11, the interlocking brake cable 31 extends to the brake arm 38 of the front wheel brake 33.
When the occupant depresses the brake pedal 25, the brake arm 17 of the rear wheel brake 16 is pulled through the brake rod 32, and an operating force is applied to the rear wheel brake 16.
At the same time, the interlocking brake cable 31 is pulled, and an operating force is applied to the front wheel brake 33.

That is, the front wheel brake 33 is in the braking state when any of the front brake operating element 35 and the brake pedal 25 is operated.

As shown in FIG. 3, the case 40 includes a case main body 42 and a lid 43.
The case body 42 comprises an L-shaped receiving recess 44 surrounded by a wall 42A. A portion (lower portion) of the wall 42A is opened downward, and the upper portion 50A of the equalizer is in contact with the wall 42A to determine the initial position of the equalizer and the rear stopper portion 46 and the upper portion 50A of the equalizer when activated. The front stopper portion 45 which determines the operation limit of the ignition roller by being brought into contact is integrally formed with the case main body 42.
A cable passage 47 is formed on the front side of the wall 42A. A spring stopper pin 48 is provided in the housing recess 44 at a position near the cable passage 47.

The equalizer 50 is a vertically long plate having a lower hole 50a, a central hole 50b, and an upper hole 50c, and the brake rod 32 is connected to the lower hole 50a via a U-shaped attachment 52.

The rotation shaft 26 passing through the arm portion 28 is inserted into the central hole 50b. The rotation shaft 26 is supported by a vehicle body frame (FIG. 1, reference numeral 11) such as a pivot frame (FIG. 1, reference numeral 12). The rotation shaft 26 is an essential part of the first connecting portion 53, and the equalizer 50 is supported by the arm portion 28 at the first connecting portion 53.

The direction changing mechanism 54 includes a vertically long plate-like link member 55 having a lower hole 55a, a central hole 55b, and an upper hole 55c, and a connecting link 61 connected to the central hole 55b of the link member 55.
A screw 57 penetrating the upper hole 50 c of the equalizer 50 is attached to the lower hole 55 a of the link member 55 by caulking or screwing. The screw 57 is an essential part of the second connecting portion 58, and the link member 55 is supported by the equalizer 50 at the second connecting portion 58.

The rear end of the interlocking brake cable 31 is connected to the upper hole 55 c of the link member 55 to form a third connecting portion 59.
Such a link member 55 is connected to the case main body 42 by a connection link 61 extending in the vehicle longitudinal direction. That is, the front end of the connection link 61 is attached to an intermediate position of the accommodation recess 44 of the case main body 42 with a screw 62 or the like. Then, the rotation support shaft 63 penetrating the rear end of the connection link 61 is attached to the center hole 55 b of the link member 55 by caulking or screwing.

The rear end of the delay spring 65 is engaged with the upper end overhanging portion 64 of the link member 55, and the front end of the delay spring 65 is engaged with the spring retaining pin portion 48.

FIG. 4 shows a form of "at the time of brake non-operation".
A line L1 connecting the center of the first connecting portion 53 and the center of the third connecting portion 53 is inclined forward so that the upper portion is the front of the vehicle and the lower portion is the rear of the vehicle. The second connection portion 58 and the rotational support shaft 63 are disposed in the vicinity of and in front of the line L1.
Also, between the line X1 extending vertically from the first connection portion 53 in the initial state and the line X2 extending vertically from the first connection portion 53A (A is added to specify the position) at the operation limit. The second connection portion 58, the third connection portion 59, and the rotation support shaft 63 are disposed.
In the initial position, the second connecting portion 58, the third connecting portion 59, and the rotational support shaft 63 are disposed between the line X1 and the line X2, and the second connecting portion 58 and the rotational support are provided in front of the line L1 inclined forward. Since the axis 63 is offset, the vertical movement of the equalizer 50 can be reduced.

The rotation shaft 26 of the brake pedal 25 is attached to the vehicle body frame (FIG. 1, reference numeral 11), and therefore does not move up and down and back and forth. The first connecting portion 53 moves while drawing a locus of radius R1 centered on the rotation axis 26.

Further, since the case body 42 is attached to the vehicle body frame (FIG. 1, reference numeral 11), the screw 62 does not move up and down and back and forth. As a result, the rotation support shaft 63 of the link member 55 moves while drawing a locus of radius R2 centering on the screw 62.

The delay spring 65 pulls the upper end of the link member 55 with a constant force. Therefore, in the initial stage of braking, the link member 55 does not operate, and the lower portion of the equalizer 50 pulls the brake rod 32 centering on the second connection portion 58 to apply the braking force to the rear brake 16. Then, when the operating force of the second connecting portion 58 resists the pulling force of the delay spring 65, the third connecting portion 59 rotates by rotating the link member 55 counterclockwise around the rotation support shaft 63. The cable 31 is pulled to apply a braking force to the front brake 33. At the initial position, the upper portion of the equalizer 50 is in contact with the rear stopper portion 46 provided in the case main body 42, so that the operation of the equalizer 50 is suppressed.

When the occupant starts the brake operation, the arm unit 28 starts to rotate clockwise in the figure. The first connecting portion 53 starts moving forward of the vehicle (right in the figure) while drawing a locus of radius R1. Along with this movement, the equalizer 50 moves forward of the vehicle, and the brake rod 32 is pulled. As the brake rod 32 is pulled, the rear wheel brake (16 in FIG. 2) enters the braking state.

On the other hand, the delay spring 65 is maintained in the contracted state until the set attractive force. Therefore, the link member 55 hardly rotates for a while.
Further, as shown in FIG. 5, the first connecting portion 53 moves upward due to the arc motion. The link member 55 moves upward along with this movement. However, the interlocking brake cable 31 is not pulled.
Therefore, the actuation timing of the front wheel brake is delayed with respect to the actuation timing of the rear wheel brake.

When the brake pedal is depressed further and the arm portion 28 further rotates clockwise, the first connecting portion 53 moves forward of the vehicle, and the equalizer 50 moves forward of the vehicle. The force applied to the second connection portion 58 increases, and the attractive force applied to the delay spring 65 increases. When the increased attractive force exceeds the set attractive force, the delay spring 65 is extended, and the link member 55 starts to rotate about the rotational support shaft 63 in the counterclockwise direction in the figure. By this rotation, the interlocking brake cable 31 starts to be pulled. During this time, the brake rod 32 continues to be pulled.

When the brake pedal is depressed further, as shown in FIG. 6, the arm portion 28 moves forward of the vehicle, the brake rod 32 is sufficiently pulled, and the rear wheel brake is fully braked.
Further, the link member 55 is rotated counterclockwise around the rotation support shaft 63 by the equalizer 50, the interlocking brake cable 31 is sufficiently pulled, and the front wheel brake is in a sufficiently braking state.

In FIG. 6, since the line L1 is inclined rearward and the second connecting portion 58 abuts on the front stopper portion 45, the link member 55 does not move any more.

In the present invention, as shown in FIG. 5, a third connection in which the interlocking brake cable 31 is connected to the first connection portion 53, the second connection portion 58, the rotation support shaft 63 of the link member 55, and the link member 55. Since the sections 59 are arranged in this order from the bottom to the top, the equalizer 50 and the like have a vertically-long structure, and the vehicle longitudinal length can be shortened.

Further, as shown in FIG. 3, the direction changing mechanism 54 is housed in a case 40 composed of a case main body 42 and a lid 43.
If the direction changing mechanism 54 is not housed in the case, foreign matter such as mud, water, sand or the like adhering to the direction changing mechanism 54 may be attached to the direction changing mechanism 54, which may cause contamination.
In this respect, according to the present embodiment, the direction changing mechanism 54 is less likely to be soiled because it is protected by the case 40.

Further, as shown in FIG. 4, since the connection link 61 and the delay spring 65 are also accommodated in the case main body 42, the connection link 61 and the delay spring 65 are less likely to be soiled.
In addition, the connection link 61 and the delay spring 65 are arranged to be substantially parallel to the interlocking brake cable 31. The interlocking brake cable 31, the connection link 61, and the delay spring 65 can be efficiently stored in the L-shaped recess 44, and the case body 42 can be made compact and lightweight.

Further, as shown in FIG. 4, the equalizer 50 and the link member 55 can be moved within an appropriate range by integrally forming the front side stopper portion 45 and the rear side stopper portion 46 in the case main body 42.

The front stopper 45 and the rear stopper 46 may be provided separately from the case main body 42. That is, providing only one of the front side stopper portion 45 and the rear side stopper portion 46 in the case body 42 or removing both the front side stopper portion 45 and the rear side stopper portion 46 from the case body 42 is acceptable.

As shown in FIG. 7, a main frame 66 which is a main element of the vehicle body frame 11 extends in the longitudinal direction of the vehicle. A swing arm 14 extends rearward of the vehicle via a pivot shaft 13 at the rear of the main frame 66. A cross member 67 is passed to the swing arm 14 at a position rearward of the pivot shaft 13.
Part or all (part in this example) of the case 40 is disposed between the pivot shaft 13 of the swing arm 14 and the cross member 67 of the swing arm 14 in the front-rear direction. In addition, the case 40 is disposed between the main frame 66 and the outer end of the swing arm 14 in the left-right direction of the vehicle.

The case 40 is disposed between the main frame 66 and the outer end of the swing arm 14 in the left-right direction, and between the pivot shaft 13 of the swing arm 14 and the cross member 67 of the swing arm 14 in the front-rear direction. The interlocking mechanism can be applied to the motorcycle 10 while suppressing the change of the appearance parts as much as possible.

The present invention is not limited to the above embodiment, and various changes and modifications can be made without departing from the spirit and scope of the present invention. Accordingly, the following claims are attached to disclose the scope of the present invention.

The present invention is suitable for a motorcycle provided with an interlock brake system.

DESCRIPTION OF SYMBOLS 10 motorcycle, 11 vehicle body frame 12 pivot frame 13 pivot shaft 14 swing arm 16 rear wheel brake 25 brake pedal 26 rotation shaft of brake pedal 28 arm portion 31 ... interlocking brake cable, 33 ... front wheel brake, 40 ... case, 42 ... case main body, 43 ... lid, 45 ... stopper part (front stopper part) 46 ... stopper part (rear stopper part), 50 ... equalizer, 50a ... Lower hole provided in the equalizer, 50b: central hole provided in the equalizer, 50c: upper hole provided in the equalizer, 53: first connecting portion, 54: direction changing mechanism, 55: link member, 55a: provided in the link member Lower hole, 55b: central hole provided in link member, 55c: upper hole provided in link member, 58 ... 2nd connection part, 59 ... 3rd connection part, 61 ... connection link, 63 ... rotation support shaft, 65 ... delay spring, 66 ... main frame, 67 ... cross member.

Claims

Equalizer for distributing the operating force of the front wheel brake (33), the rear wheel brake (16), the brake pedal (25), and the brake pedal (25) to the front wheel brake (33) and the rear wheel brake (16) And (50),
The brake pedal (25) integrally includes an arm portion (28) extending upward from a rotation shaft (26) of the brake pedal (25),
The equalizer (50) is directly connected to the arm unit (28) through a first connection unit (53).
At the upper end of the equalizer (50), the link member (55) of the direction changing mechanism (54) for changing the tension direction of the interlocking brake cable (31) connected to the front wheel brake (33) is the second connecting portion (58) Linked through,
The interlocking brake cable (31) is mounted on the first connection portion (53), the second connection portion (58), the rotation support shaft (63) of the link member (55), and the link member (55). A motorcycle characterized in that a third connecting portion (59) to be connected is disposed in this order from the bottom to the top.
The motorcycle according to claim 1, wherein the direction changing mechanism (54) is housed in a case (40).
The connection link (61) rotatably supporting the link member (55), and the delay spring (65) delaying the operation timing of the front wheel brake (33) with respect to the operation of the rear wheel brake (16); The motorcycle according to claim 2, wherein the motorcycle is housed in the case (40).
In the case (40), the interlocking brake cable (31), the connection link (61), and the delay spring (65) are arranged so as to be substantially parallel to each other. The motorcycle according to claim 3.
The motorcycle according to any one of claims 2 to 4, wherein stoppers (45, 46) for limiting the movement of the equalizer (50) are formed in the case (40).
At least a part of the case (40) is disposed between the main frame (66) and the outer end of the swing arm (14) in the left-right direction, and a pivot shaft of the swing arm (14) in the front-rear direction The motorcycle according to claim 2 or 3, wherein the motorcycle is disposed between (13) and the cross member (67) of the swing arm (14).