JP2001278170A - Front-rear interlocking braking device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To increase the degree of layout freedom of an interlocking brake wire while suppressing increase in wire length to heighten operating force transmission efficiency in a front-rear interlocking braking device for a vehicle provided with a brake lever for actuating a front wheel brake in response to brake operation, and a brake pedal journalled to a body frame to allow the interlocking actuation of a rear wheel brake and the front wheel brake in response to the brake operation. SOLUTION: A rear wheel braking force transmission member 11 capable of transmitting brake operating force to the rear wheel brake BR, and one end of a bell crank 13 rotatably supported to a body frame 7 near the brake pedal 8, are connected to both ends of an equalizer 10 connected to the brake pedal 8 through a connecting link 11, and one end of an interlocking brake wire 14 for transmitting the operating force to the front wheel brake BF side is connected to the other end of the bell crank 13.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a brake lever for actuating a front wheel brake in response to a brake operation, and a rear wheel brake and a front wheel brake for interlocking operation in response to a brake operation. And a front-rear interlocking brake device for a vehicle, comprising:

[0002]

2. Description of the Related Art Conventionally, such a brake device is already known, for example, from Japanese Patent Application Laid-Open No. 9-58434.

[0003]

In the above-mentioned conventional brake device, a rear wheel brake force transmitting member capable of transmitting a brake operating force to a rear wheel brake is provided at both ends of an equalizer connected to a brake pedal via a connecting link. An interlocking brake wire for transmitting an operation force is connected to the front wheel brake side, and the interlocking brake wire is arranged to extend rearward from the equalizer in the front-rear direction of the vehicle. For this reason, the interlocking brake wire must be bent forward, which reduces the degree of freedom of the interlocking brake wire layout, and not only causes the wire length to increase due to the bending, but also causes the transmission of operating force. It is difficult to make up for the drop in efficiency.

The present invention has been made in view of the above circumstances, and increases the degree of freedom in the layout of an interlocking brake wire, and further suppresses the increase in the wire length by minimizing bending, thereby improving the operating force transmission efficiency. It is an object of the present invention to provide a front-rear interlocking brake device for a vehicle capable of increasing the vehicle speed.

[0005]

SUMMARY OF THE INVENTION In order to achieve the above object, a first aspect of the present invention provides a brake lever for operating a front wheel brake in response to a brake operation, and a rear wheel brake and a front wheel brake in response to a brake operation. A front-rear interlocking brake device for a vehicle, comprising: a brake pedal pivotally supported by a body frame so that the rear wheel brake can be operated at both ends of an equalizer connected to the brake pedal via a connection link. A rear wheel brake force transmitting member capable of transmitting a force, and one end of a bell crank rotatably supported on the vehicle body frame near the brake pedal are connected, and an interlocking brake wire for transmitting an operating force to the front wheel brake side. Is connected to the other end of the bell crank.

[0006] According to such a configuration, the interlocking brake wire can be disposed so as to extend forward from the bell crank disposed near the brake pedal, thereby increasing the layout freedom of the interlocking brake wire. In addition to this, the bending of the interlocking brake wire is avoided as much as possible, so that the increase in the wire length can be suppressed as much as possible, and the operating force transmission efficiency can be increased.

According to a second aspect of the present invention, in addition to the configuration of the first aspect, a spring for urging the bell crank to rotate against a load acting on the bell crank from an equalizer is provided. According to this configuration, the bell crank does not rotate and the front wheel brake does not operate until the load distributed to the bell crank at a predetermined ratio and applied to the bell crank exceeds the spring load. Therefore, the rear wheel brake performs the brake operation in advance with the brake operation by the brake pedal, and the front wheel brake performs the brake operation with a delay, so that the vehicle behavior at the time of the brake operation can be stabilized.

According to a third aspect of the present invention, in addition to the configuration of the first or second aspect of the present invention, the brake operating force of the brake lever can be transmitted to a front wheel brake so that the brake lever and the front wheel brake can be transmitted. A front wheel brake force transmission system is provided, and the interlocking brake wire is connected to the front wheel brake force transmission system at a portion corresponding to the head pipe while avoiding transmission of force from the front wheel brake force transmission system to the interlocking brake wire. According to this configuration, the length of the interlocking brake wire can be shortened as much as possible, and the interlocking brake wire can be routed along the vehicle body frame without considering the steering of the steering wheel. The operating force transmission efficiency can be further increased.

[0009]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of the present invention will be described based on embodiments of the present invention shown in the accompanying drawings.

FIGS. 1 to 6 show a first embodiment of the present invention. FIG. 1 is a view showing the entire structure of an interlocking brake device, and FIG. FIG. 3 is a side view corresponding to FIG. 2 when the brake pedal is brake-operated, and FIG. 5 is a side view showing a configuration near the head pipe of the interlocking brake device. 6, and FIG. 6 is a view taken along line 6-6 of FIG.

First, in FIG. 1, a lever holder 2 is fixed to a steering handle 1 of a motorcycle, which is a vehicle, adjacent to a right grip 1a, and a brake lever 3 pivotally supported by the lever holder 2 is provided. Is a front wheel brake force transmission system 5A which is connected to an operating lever 4 of a drum type front wheel brake BF.
Connected via That is, the front wheel brake BF operates in accordance with the brake operation of the brake lever 3.

On the other hand, the rear wheel brake BR is also of a drum type, and a brake operating force by depressing a brake pedal 8 supported by a body frame 7 is input to an operating lever 6 of the rear wheel brake BR. It is possible. Further, it is also possible to input the brake operation force by depressing the brake pedal 8 to the operation lever 4 of the front wheel brake BF. That is, the brake pedal 8 can operate the rear wheel brake BR and the front wheel brake BF in conjunction with each other according to the brake operation.

2 and 3, the brake pedal 8 is rotatably supported by a shaft 9 fixed to the vehicle body frame 7, and extends substantially upward along the radial direction of the shaft 9. A connection lever portion 8a is provided on the brake pedal 8. On the other hand, on the rear side of the connecting lever portion 8a, an equalizer 10 extending substantially vertically is disposed.
The connection lever portion 8a and the equalizer 10 are arranged in the same plane orthogonal to the axis of the shaft 9. One end of a connection link 11 is rotatably connected to a distal end of the connection lever portion 8a, and a connection link 1 is provided at an intermediate portion of the equalizer 10.
The other end of 1 is rotatably connected. That is, the brake pedal 9 is connected to an intermediate portion of the equalizer 10 via the connection link 11.

One end of a brake rod 12 as a rear wheel brake force transmitting member is connected to the upper end of the equalizer 10, and the other end of the brake rod 12 is connected to a rear wheel brake B
It is connected to the operating lever 6 of the rear wheel brake BR to transmit the brake operating force to the R.

A bell crank 13 is rotatably supported on the vehicle body frame 7 near the brake pedal 8. In this embodiment, the bell crank 13 rotates on a common shaft 9 with the brake pedal 8. Supported as possible.

The lower end of the equalizer 10 is rotatably connected to one end of the bell crank 13. Further, one end of an interlocking brake wire 14 is connected to the other end of the bell crank 13 so as to extend from the bell crank 13 to the front side of the vehicle.

Further, a spring 15 is provided between the bell crank 13 and the vehicle body frame 7.
Exerts a spring force that urges the bell crank 13 to rotate in a direction opposing a load acting on the bell crank 13 from the equalizer 10 with the brake operation of the brake pedal 8.

When the brake pedal 8 is operated as shown in FIG. 4, the brake operating force from the brake pedal 8 is applied to the equalizer 10 via the connecting link 11.
The operation force distributed at a predetermined ratio from the equalizer 10 is transmitted to the brake rod 12 and the bell crank 13. That is, it depends on the lever ratio, which is the ratio of the distance L1 between the connecting portion of the connecting link 11 and the brake rod 12 to the equalizer 10 and the distance L2 between the connecting portion 11 and the connecting portion of the bell crank 13 to the equalizer 10. The operating force distributed at the ratio is transmitted to the brake rod 12 and the bell crank 13.

The load applied from the equalizer 10 to the bell crank 13 tends to rotate the bell crank 13 clockwise in FIG. 4, but when the rotation torque falls below the return torque by the spring 15, the bell crank 13 When the rotation torque exceeds the return torque by the spring 15, the bell crank 13 rotates clockwise in FIG.
The interlocking brake wire 14 will be pulled.

5 and 6, the body frame 7 has a head pipe 16 at its front end, and the interlocking brake wire 14 is connected to the interlocking brake wire 14 from the front wheel braking force transmission system 5A. A portion corresponding to the head pipe 16 is connected to the front wheel brake force transmission system 5A while avoiding transmission of force.

In the front wheel brake force transmission system 5A, a lever side brake wire 18 connected to the brake lever 3 and a front wheel brake side brake wire 19 connected to the operation lever 4 of the front wheel brake BF are connected via a joint member 17. Are connected.

The joint member 17 is provided with a pair of vertically long holes 23, 23, and a connector 24 provided at the end of the lever-side brake wire 18 is inserted through the long holes 23, 23. , Are engaged. On the other hand, a connector 25 provided at the end of the front wheel brake side brake wire 19.
Is engaged with the lower part of the joint member 17.

Cover 21 fixed to head pipe 16
The bell crank 20 housed therein is swingably attached to a cover 21 by a pivot 22. One end of the bell crank 20 is brought into contact with a step 17a, 1 from below.
7 a is provided on the joint member 17. The end of the interlocking brake wire 14 is connected to the other end of the bell crank 20.

When the bell crank 20 is rotated clockwise in FIG. 5 by the traction force acting on the interlocking brake wire 14, the joint member 17 is pushed up at one end of the bell crank 20, so that the brake wire on the front wheel brake side. Although the front wheel brake BF is braked by the towing 19, the traction force does not act on the lever-side brake wire 18 due to the relative movement of the joint member 17 and the connector 24 in the longitudinal direction of the long holes 23, 23. When the joint member 17 is pulled up by the traction force applied to the lever-side brake wire 18 by the brake operation of the brake lever 3, the front-wheel brake-side brake wire 19 is towed and the front-wheel brake BF is braked. Since it is left behind, it does not operate, and no traction force acts on the interlocking brake wire 14. That is, the interlocking brake wire 14 is connected to the joint member 1 of the front wheel braking force transmission system 5A.
The portion corresponding to the head pipe 16 is connected to the front wheel brake force transmission system 5A while avoiding transmission of the force from 7 to the interlocking brake wire 14.

Each of the brake wires 14, 18, 19
Are inserted through flexible guide tubes 26, 27, 28 whose both ends are held by fixed portions.

Next, the operation of the first embodiment will be described. A brake rod 12 capable of transmitting a brake operating force to a rear wheel brake BR is provided at both ends of an equalizer 10 connected to a brake pedal 8 via a connection link 11. And one end of a bell crank 13 rotatably supported on the vehicle body frame 7 near the brake pedal 8, and are connected to an interlocking brake wire 14 for transmitting an operating force to the front wheel brake BF side.
Is connected to the other end of the bell crank 13, so that the interlocking brake wire 14 can be arranged so as to extend forward from the bell crank 13 arranged near the brake pedal 8.

Therefore, not only can the degree of freedom in layout of the interlocking brake wire 14 be increased, but also the bending of the interlocking brake wire 14 can be avoided as much as possible. The increase can be suppressed as much as possible, and the operating force transmission efficiency can be increased.

Further, the bell crank 13 is rotatable about the same axis as the brake pedal 8 so that the body frame 7 can be rotated.
Therefore, the bell crank 13 can be compactly disposed near the brake pedal 8.

Since a spring force is applied to the bell crank 13 against the load applied from the equalizer 10 to the bell crank 13 in accordance with the brake operation of the brake pedal 8, the bell crank 13 is distributed at a predetermined ratio by the equalizer 10. The bell crank 13 does not rotate until the load acting on the bell crank 13 exceeds the spring load. As a result, after the rear wheel brake BF is operated in advance with the brake operation by the brake pedal 8, the front wheel brake BR can be operated with a delay, and the vehicle behavior during the brake operation by the brake pedal 8 can be reduced. Can be stabilized.

Further, the brake operating force of the brake lever 3 can be transmitted to the front wheel brake BF so that the brake lever 3 can be transmitted to an intermediate portion corresponding to the head pipe 16 of the front wheel brake force transmission system 5A provided between the brake lever 3 and the front wheel brake BF. Since the interlocking brake wire 14 is connected while avoiding the transmission of force from the front wheel brake force transmission system 5A to the interlocking brake wire 14, the length of the interlocking brake wire 14 is reduced as much as possible, and the steering wheel is considered. The interlocking brake wire 14 can be routed along the vehicle body frame 7 without doing so, so that the operating force transmission efficiency can be further improved.

In the above embodiment, the front wheel brake force transmission system 5A between the brake lever 3 and the front wheel brake BF is configured by connecting a lever side brake wire 18 and a front wheel brake side brake wire 19 via a joint member 17. However, the brake lever 3 and the front wheel brake BF may be connected by one brake wire to form a front wheel brake force transmission system.

If the length of the interlocking brake wire 14 is allowed to increase, the bell crank 20 may be directly connected to the brake lever 3.

FIGS. 7 and 8 show a second embodiment of the present invention. FIG. 7 is a side view showing the structure near the head pipe of the interlocking brake device, and FIG. 8 is a line 8-8 in FIG. It is sectional drawing.

Brake lever 3 and front wheel brake BF
The front wheel braking force transmission system 5B between the master cylinder 30 fixed to the head pipe 16 and the master cylinder 3
A knocker 32 pivotally supported by the head pipe 16 so as to be engaged with the outer end of the piston 31 at 0;
A first operating lever 33 swingably supported by the head pipe 16 so as to be able to push the piston 31 through the second operating lever 2, a front brake wire 34 connecting between the first operating lever 33 and the brake lever 3, and And a hydraulic conduit 35 for transmitting the output hydraulic pressure of the master cylinder 30 to a hydraulic front wheel brake (not shown).

The cylinder body 36 of the master cylinder 30
Is fixed to one side of the head pipe 16 with the outer end of the piston 31 slidably fitted to the cylinder body 36 facing downward, and between the outer end of the piston 31 and the cylinder body 36. An elastic boot 37 covering the protruding portion of the piston 31 is stretched. An output port 38 is provided at an upper portion of the cylinder body 36, and a hydraulic conduit 35 is connected to the output port 38.

At the lower end of the cylinder body 36, a lever holder 39 projecting rearward is integrally provided, and the knocker 32, the first operating lever 33 and the second operating lever 40 are shared by the lever holder 39. It is swingably attached by a pivot 41.

The tip of the knocker 32 is a piston 31
Are arranged so as to engage with the outer end, that is, the lower end. The first operating lever 33 extends to the front of the master cylinder 30 across the lower portion thereof, and is disposed at an intermediate portion of the first operating lever 33 so as to be in contact with the lower surface of the leading end of the knocker 32 and to be separated therefrom. A contact portion 33a is provided. Further, a connector 42 at the end of the front brake wire 34 is fitted to the tip of the first operating lever 33.

The second operating lever 40 is arranged to extend above the pivot 41. Behind the lower end of the second operating lever 40, a flat contact surface 40a, and an arc surface 40b centered on the pivot 41 so as to extend from the lower end of the corresponding contact surface 40a to the lower end surface of the operating lever 40. Is formed, knocker 3
A contact piece 32a bent from the rear end of the second to the second operation lever 40 side is opposed to the second operation lever 40. Therefore, when the second operating lever 40 swings rearward, the contact surface 40a is brought into contact with the contact piece 32.
a, the knocker 32 can swing in the operating direction of the piston 31.
When the piston 31 is swung from the third side in the operating direction of the piston 31, the contact piece 32a moves away from the contact surface 40a toward the arc surface 40b.

A connector 43 at the end of the interlocking brake wire 14 is fitted to the tip of the second operating lever 40.

According to the second embodiment, the same effect as that of the first embodiment can be obtained. That is, when the first operating lever 33 is pulled up with the knocker 32 via the front brake wire 34 and swings upward about the axis of the pivot 41 in FIG.
1 is pushed upward to supply hydraulic pressure to the front wheel brake from the output port 38 via the hydraulic conduit 35, so that the front wheel brake can be operated. During this time, the contact piece 32a of the knocker 32 swings so as to escape from the contact surface 40a of the second operation lever 40 toward the arc surface 40b, so that the second operation lever 40 is left behind. The operating force of the brake lever 3 is not transmitted to the operating lever 40 and the interlocking brake wire 14.

On the other hand, when the second operating lever 40 is rotated backward about the axis of the pivot 39 by the interlocking brake wire 14, the contact surface 40a of the second operating lever 40 is
As a result, the piston 31 of the master cylinder 30 is pushed upward, and the front wheel brake can be operated.

FIG. 9 shows a third embodiment of the present invention, in which a brake rod 12 is connected to one end of an equalizer 10 connected to a brake pedal 8 via a connecting link 11, and On the other end, a shaft 4 different from the shaft 9 that supports the brake pedal 8 on the vehicle body frame 7
At 4, one end of a bell crank 13 pivotally supported by the vehicle body frame 7 and arranged near the brake pedal 8 is connected.
Also, an interlocking brake wire 1 is attached to one end of the bell crank 13.
4 is connected to the other end of the interlocking brake wire 14, and a connecting member 45 having a long hole 47 is provided at the other end of the interlocking brake wire 14, and constitutes a part of a front wheel brake force transmitting means 5A between the brake lever 3 and the front wheel brake BF. Equalizer 20 that can engage with joint member 17 disposed on head pipe 16
Is provided with a pin 46 inserted into the long hole 47.

Moreover, the head pipe 16 and the connecting member 4
5, a spring 15 is provided.
The spring 15 exerts a spring force opposing the traction force of the interlocking brake wire 14, and the spring force of the spring 15 acts on the bell crank 13 via the interlocking brake wire 14. Accordingly, the bell crank 13 is rotationally urged in a direction opposing the load acting on the bell crank 13 from the equalizer 10.

According to the third embodiment, the same effects as those of the above embodiments can be obtained.

Although the embodiments of the present invention have been described above, the present invention is not limited to the above embodiments, and various design changes can be made without departing from the present invention described in the appended claims. It is possible.

[0046]

As described above, according to the first aspect of the present invention, the interlocking brake wire can be disposed so as to extend forward from the bell crank disposed near the brake pedal. In addition to being able to increase the degree of freedom in layout, it is possible to minimize the bending of the interlocking brake wire as much as possible, thereby minimizing the increase in the wire length and increasing the operating force transmission efficiency. .

According to the second aspect of the present invention, the vehicle behavior at the time of the brake operation is achieved by operating the rear wheel brake in advance of the brake operation with the brake operation by the brake pedal and the brake operation of the front wheel brake with a delay. Can be stabilized.

According to the third aspect of the present invention, the length of the interlocking brake wire can be reduced as much as possible, and the interlocking brake wire can be routed along the vehicle body frame without considering the steering of the steering wheel. In addition, the operating force transmission efficiency can be further improved.

[Brief description of the drawings]

FIG. 1 is a diagram illustrating an overall configuration of an interlocking brake device according to a first embodiment.

FIG. 2 is a side view showing a configuration near a brake pedal in the interlocking brake device.

FIG. 3 is a view as viewed in the direction of arrow 3 in FIG. 2;

FIG. 4 shows a state where the brake pedal is operated by a brake.
It is a side view corresponding to FIG.

FIG. 5 is a side view showing a configuration near a head pipe in the interlocking brake device.

FIG. 6 is a view taken along line 6-6 of FIG. 5;

FIG. 7 is a side view showing a configuration near a head pipe in an interlocking brake device according to a second embodiment.

FIG. 8 is a sectional view taken along line 8-8 in FIG. 7;

FIG. 9 is a diagram showing an overall configuration of an interlocking brake device according to a third embodiment.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 3 ... Brake lever 4 ... Brake pedal 5A, 5B ... Front wheel brake force transmission system 7 ... Body frame 10 ... Equalizer 11 ... Connection link 12 ... Rear wheel brake force transmission member Brake rod 13 ... bell crank 14 ... interlocking brake wire 15 ... spring 16 ... head pipe BF ... front wheel brake BR ... rear wheel brake

Claims (3)

[Claims] 1. A front wheel brake (B) according to a brake operation.
F), and a brake pedal (3) that is pivotally supported by the body frame (7) to enable the rear wheel brake (BR) and the front wheel brake (BF) to operate in conjunction with each other in response to the brake operation. 8), the brake operation force is transmitted to the rear wheel brake (BR) to both ends of the equalizer (10) connected to the brake pedal (8) via the connection link (11). Possible rear wheel brake force transmission member (1
2) and a bell crank (13) rotatably supported by the body frame (7) near the brake pedal (8).
And one end of an interlocking brake wire (14) for transmitting an operating force to the front wheel brake (BF) side is connected to the other end of the bell crank (13). Brake device. 2. A system according to claim 1, further comprising a spring for urging the bell crank to rotate against a load applied to the bell crank from an equalizer. A front-rear interlocking brake device for a vehicle as described in the above. 3. A front wheel braking force transmission system (5A, 5B) between the brake lever (3) and the front wheel brake (BF) by transmitting the brake operation force of the brake lever (3) to the front wheel brake (BF). ) Is provided, and the interlocking brake wire (14) is connected to the interlocking brake wire (14) from the front wheel braking force transmission system (5A, 5B).
3. The vehicle front-rear linkage according to claim 1, wherein a portion corresponding to the head pipe (16) is connected to the front wheel braking force transmission system (5A, 5B) while avoiding transmission of force to the vehicle. Brake device.