JP3269836B2 - Motorcycle braking system - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a braking device for a motorcycle, and more particularly to a braking device for a motorcycle that can simultaneously brake the front and rear wheels by operating either a hand operator or a foot operator.

[0002]

2. Description of the Related Art As an interlocking brake system for front and rear wheels in a motorcycle, a master cylinder operated by a foot operator is connected to a brake cylinder provided on a front wheel and a brake cylinder provided on a rear wheel via an oil passage. 2. Description of the Related Art It is known that a master cylinder operated by an operator is independently connected to a brake cylinder provided on a front wheel via an oil passage (for example, see Japanese Patent Application Laid-Open No. 61-278482).

[0003]

However, in the above-mentioned conventional braking device for a motorcycle, the foot operator brakes the front and rear wheels simultaneously, but the hand operator brakes only the front wheel.
At the time of simultaneous use of the hand operator and the foot operator, the braking force by the hand and the braking force by the foot are added and the braking force is excessively increased, so that it is necessary to control the braking force. Further, in the case where the front and rear wheels can be simultaneously braked by operating either the hand operator or the foot operator, there is a problem in how the braking force distribution characteristics of the front and rear wheels are made.

[0004] The present invention has been made in view of the above-mentioned circumstances, and has been developed in consideration of the distribution characteristics of the front and rear wheel braking force when both a hand operator and a foot operator are used, and the braking characteristics due to the operation input of the hand operator and the foot operator. It is an object of the present invention to obtain a predetermined common characteristic or a characteristic in a predetermined area lower than the added value, and to improve operation feeling.

[0005]

In order to achieve the above object, the present invention provides a first master system operated by a hand operator.
The second master serial operated by Linda and foot operator
The braking device for a motorcycle capable of braking the front and rear wheels by any operation of Sunda, the first master cylinder, it
The first front wheel brake means operated by the output hydraulic pressure of
The first front wheel brake means is connected to an oil chamber and the oil chamber.
The oil enters the oil chamber according to the reaction force of the first front wheel brake means.
Mechanical servo mechanism having a piston for generating force hydraulic pressure
Mechanically linked, and the mechanical servo mechanism has a second
The star cylinder is moved to at least the inoperative state of the piston.
Then, the output oil pressure of the second master cylinder is introduced into the oil chamber.
And a second front wheel bush is provided in the oil chamber.
Rake means and rear wheel brake means are connected in parallel with each other
Then, between the wheel brake means and the oil chamber, the rear wheel brake
The first was that a pressure control valve for controlling the rake hydraulic pressure was interposed .
The feature of.

The present invention is also a motorcycle braking device which can brake the front and rear wheels by operating either the first input means operated by a hand operator or the second input means operated by a foot operator. And braking force control means for controlling the distribution of the braking force of the front and rear wheels in accordance with the operating force of the first and second input means .
Rear wheel braking with an increase rate smaller than the increase rate as the increase
Proportional valve to increase oil pressure and front wheel braking
Cut valve that keeps the rear wheel brake oil pressure constant even if the oil pressure increases
And the rear wheel brake oil pressure is reduced in accordance with the increase in the front wheel brake oil pressure.
And a front-wheel brake during braking.
When the oil pressure increases above the first set value, the proportion
Signal valve is activated and then increases above the second set value
Then, the cut valve operates, and then the third set value or less.
When it increases upward, the decompression piston operates,
The braking force distribution characteristics of the wheels are graded at the first to third set values.
Are bent , and the ideal distribution characteristic is set within an area between the first braking force distribution characteristic of the front and rear wheels by the hand operator and the second braking force distribution characteristic of the front and rear wheels by the foot operator. A second feature is that the area is a braking force distribution characteristic area when the hand operator and the foot operator are simultaneously operated.

Further, in addition to the above-mentioned second feature, the present invention further provides a first braking force distribution characteristic of the front and rear wheels by the hand operator which approximates a first ideal distribution characteristic when the vehicle is under a low load. The second braking force distribution characteristic of the front and rear wheels by the operator is approximated to the second ideal distribution characteristic under a higher load than the first ideal distribution characteristic, and is sandwiched between the first and second braking force distribution characteristics. A third feature is that the region that has been set is a region of a braking force distribution characteristic when the hand operator and the foot operator are simultaneously operated.

The present invention, in addition to the first feature described above, prior to
The mechanical servo mechanism is adapted to output oil of the second master cylinder.
A fourth feature is that high selection means is provided for selecting the larger one of the pressure and the output oil pressure of the mechanical servo mechanism and supplying the selected oil to the oil chamber .

Further, the present invention provides the above-described first feature in addition to the first feature.
And saidFirst front wheelBrake means andMechanical servo mechanism
Is arranged along the longitudinal direction of the front fork.
Is the fifth feature.

[0010]

[0011]

[0012]

Further, in addition to the second feature, the present invention further comprises a braking force control means for generating a braking force distribution characteristic of the front and rear wheels on the rear fork between the pivot of the rear fork and the rear wheel. The arrangement is a sixth feature.

Further, in addition to the second feature described above, the present invention is characterized in that, when a foot operator is used in combination with a hand operator, the braking force control means operates the foot operator alone. A seventh feature is that the amount of increase in the braking force of the rear wheels is suppressed.

[0015]

Embodiments of the present invention will be described below with reference to the drawings.

1 to 9 show a first embodiment of the present invention. FIG. 1 is an overall plan view of a motorcycle provided with the braking device, FIG. 2 is an overall configuration diagram of the braking device, and FIG. 2 is an enlarged view of a part 3 of FIG. 2, FIG. 4 is an enlarged view of a main part of FIG. 3, FIG. 5 is an enlarged view of a part 5 of FIG. 2, FIG. 6 is an enlarged view of a part 6 of FIG. 8 is a view taken in the direction of the arrow 8 in FIG. 7, and FIG. 9 is a graph showing its braking characteristics.

As shown in FIGS. 1 and 2, a motorcycle
V is a brake lever as a manual operator provided on the steering wheel.
Braces as foot controls provided on bar L and body frame
And a key pedal P. The front and rear brake wheels
Linda Bc_FL, Bc_FRAre provided, and each brake series
Bc_FL, Bc_FRIs the front pot P₁And rear pot P _Two
Are provided. By the brake lever L
Activated first master cylinder Mc₁The right brake
Cylinder Bc_FRTwo pots P₁, P_TwoDirectly connected to
It is. Brake cylinder Bc on the right side of front wheel Wf_FRBefore
Generates brake hydraulic pressure using the brake braking force of wheel Wf
The mechanical servo mechanism Ms
The brake hydraulic pressure generated by the mechanism Ms is applied to the left brake of the front wheel Wf.
Rake cylinder Bc_FLTwo pots P₁, P_TwoCommunicate to
And the brake cylinder Bc of the rear wheel Wr_Rof
Two pots P₁, P_TwoConnected to pressure control valve Cv
Is done. On the other hand, the second key operated by the brake pedal P
Star cylinder Mc_TwoIs connected to the mechanical servo mechanism Ms.
It is. In addition, the pressure control valve Cv has a number corresponding to the number of passengers.
On the rear cushion C to change the braking characteristics
The preload adjuster Pa is connected.

As shown in FIGS. 3 and 4, the mechanical servo mechanism Ms is integrated with an outer end of a right brake cylinder Bc _FR pivotally supported by a pin 3 on a bracket 2 fixed to a front fork 1 of a front wheel Wf. Provided. A piston 7 provided with a primary cup 6 having a lip on the outer periphery slides on a cylinder portion 5 formed on a casing 4 of the mechanical servo mechanism Ms, and the piston 7 is fixed to the front fork 1 via a rod 8 by a bracket. 9 is connected. A return spring 10 is provided between the piston 7 and the cylinder portion 5.
Is formed an oil chamber 11 housing the, the oil chamber 11 the output port 12 formed on is connected to the left brake cylinder Bc _FL and the pressure control valve Cv of the front wheel Wf. The casing 4 is provided with an input port 13 connected to the first master cylinder Mc _1, and the input port 13 communicates with the front pot P ₁ of the brake cylinder Bc _FR via an oil passage 14.
Further communicating with the rear pot P ₂ via the oil passage 18. An auxiliary oil chamber 17 communicating with the oil chamber 11 via the secondary port 15 and the primary port 16 is formed in the casing 4, and the auxiliary oil chamber 17 is connected to the second master cylinder Mc ₂ via the input port 19. . Note that reference numeral 20
Is an air release plug for discharging air when the brake oil is filled.

Next, the structure of the pressure control valve Cv will be described in detail with reference to FIG. The pressure control valve Cv is a mechanical servo mechanism Ms
Input port 31 connected to the output port 12 of the rear wheel Wr
Pot P ₁ of the brake cylinder Bc _R, and an output port 32 connected to the P _2. A valve chamber 33 communicating with the input port 31 and an oil chamber 34 communicating with the output port 32 communicate with each other via an oil passage 35. A cylindrical proportional valve 36 is disposed inside the valve chamber 33 so as to be vertically movable. Is done. The inner chamber 36 ₂ of the proportional valve 36 which communicates with the input port 31 via the oil hole 36 _1, cut valve 38 is urged in the valve closing direction by a valve spring 37 is disposed. When the cut valve 38 is in the illustrated open position, the input port 31 communicates with the output port 32 via the oil hole 36 ₁ , the inner chamber 36 ₂ , the outer periphery of the cut valve 38, the oil passage 35, and the oil chamber 34. I do. The pressure control valve Cv further includes a pressure reducing piston 39, with its leading end portion of the pressure reduction piston 39 faces the oil chamber 34, an intermediate portion stepped portion 39 ₁ formed in the said valve chamber 33 through the oil passage 40 It is arranged in the communicating valve chamber 41.

A spring chamber 42 provided continuously below the valve chamber 33
The spring seat 4 urged downward by the return spring 43
4 is provided, and a valve spring 45 is contracted between the spring seat 44 and the proportional valve 36. The auxiliary valve body 46 engages slidably in the inner chamber 36 ₂ of the proportional valve 36, with its lower end abuts against the spring seat 44 at its upper end supports the valve spring 37 for biasing the cut valve 38. A load sensing valve 47 is supported at a lower part of the spring chamber 42 so as to be vertically movable, an upper end thereof abuts on a lower surface of the spring seat 44, and a lower end thereof communicates with a preload adjuster Pa described later via an input port 48. It projects into the oil chamber 49. On the other hand, a spring chamber 50 is formed below the pressure reducing piston 39, and a return spring 5 is provided inside the spring chamber 50.
A spring seat 52 urged downward by 1 is provided, and a valve spring 54 is contracted between the spring seat 52 and a spring seat 53 supporting the lower end of the pressure reducing piston 39. The upper end of the load sensing valve 55 supported vertically below the spring chamber 50 is in contact with the lower surface of the spring seat 52, and the lower end protrudes into the oil chamber 49. An auxiliary valve body 56 is provided at an upper portion of the valve chamber 33 to abut on an upper end of the cut valve 38 to forcibly open the cut valve 38.
Are arranged to be able to move up and down freely. The upper end of the auxiliary valve body 56 abuts against a spring seat 58 disposed inside the spring chamber 57, and the spring seat 60 and the spring seat 60 urged upward by the return spring 59.
A valve spring 61 is contracted between them. A load sensing valve 62 is supported on the upper part of the spring chamber 57 so as to be vertically movable, and a lower end thereof contacts an upper surface of the spring seat 60 and an upper end thereof projects into an input port 63 communicating with a preload adjuster Pa.

As shown in FIG. 6, the preload adjuster Pa provided on the rear cushion C is movable up and down in an annular space formed by a cylinder 72 fixed to an upper outer periphery of an oil damper 71 and a cylinder member 73 having an open lower surface. And an annular piston 74 that slides on the ring. An upper end of a buffer spring 76 of a rear cushion C is supported by a retainer 75 mounted below the annular piston 74, and a boot 77 made of an elastic material is provided between the retainer 75 and the cylinder member 73.
Is attached. The cylinder 72 and the cylinder member 7
3, and an oil chamber 78 defined by an annular piston 74
Are connected to the input ports 48, 63 of the pressure control valve Cv via the output port 79.

As shown in FIGS. 7 and 8, a front end of a rear fork 83 is pivotally supported at the rear of a body frame 81 of the motorcycle V via a pivot 82 so as to be vertically swingable. Bracket 84 provided on the upper surface of body frame 81
An upper end and a lower end of the rear cushion C are connected between a first link 86 having an L-shape and one end pivotally supported by a bracket 85 provided on a lower surface of the rear fork 83. And the first link 86 are connected by a second linear link 88.
Therefore, the rear fork 8
When the upper and lower members 3 swing up and down, the load is buffered by the expansion and contraction of the rear cushion C.

The axle 89 is positioned adjustably fixed front and rear elongated hole 83 ₃ formed at the rear end of the bifurcated rear fork 83, fixed to the left side surface of the hub 90 of the rear wheel Wr which is supported by the axles 89 A drive chain 92 is provided on the sprocket 91.
Is wrapped around. Wherein the right side surface of the hub 90 is fixed the brake disk 93, the brake disk 93 is the brake cylinder Bc _R mounted on the upper portion of the brake cylinder support member 94 provided at the rear end of the rear fork 83
And is braked. The lower end of the brake cylinder support member 94 while being pivoted to the axle 89, projections 94 ₁ provided at its front end engages the elongated hole 83 ₂ of the bracket 83 ₁ projecting from the upper surface of the rear fork 83, after configured to move in the front-rear direction integrally with the brake cylinder Bc _R also the rear wheel Wr by adjusting the longitudinal position of the wheels Wr.

The pressure control valve Cv is mounted on the upper surface of a support plate 95 connecting the left and right front portions of the rear fork 83. The pressure control valve Cv is disposed so as to be located between the rear cushion C and the rear wheel Wr in a side view, and to be located within the width of the rear fork 83 in a plan view. The pressure control valve Cv and the brake cylinder Bc _R are connected along a top surface of the rear fork 83 by a metal flare pipe 97 fixed by a support member 96. The pressure control valve Cv and the mechanical servo mechanism Ms are mounted on the upper surface of the rear fork 83 by a support member 9.
8 are connected by a flare pipe 99 fixed. Further, the preload adjuster Pa and the pressure control valve Cv provided at the upper end of the rear cushion C are two rubber pipes 100,
101 are connected. Thus, when the rear fork 83 swings, the relative movement between the preload adjuster Pa and the pressure control valve Cv is absorbed by the deformation of the rubber pipes 100 and 101.

Next, the operation of the first embodiment of the present invention having the above configuration will be described.

[0026] By operating the brake lever L, 2 pots P _1, P of the right brake cylinder Bc _FR brake hydraulic pressure first master cylinder Mc ₁ is generated, the front wheel Wf
₂ to brake the front wheel Wf. At this time, as is clear from FIG. 3, the brake cylinder Bc _FR swings in the direction of arrow a around the pin 3, so that the casing 4 of the mechanical servo mechanism Ms integrally provided above the brake cylinder Bc _FR is As a result, the piston 7 supported on the front fork 1 via the rod 8 moves forward in the cylinder portion 5 against the return spring 10. Then, the primary cup 6 immediately passes through the primary port 16 and cuts off the communication between the primary port 16 and the oil chamber 11, so that a secondary brake oil pressure is generated in the oil chamber 11 in accordance with the advance amount of the piston 7, The brake oil pressure is applied from the output port 12 to the brake cylinder Bc _FL on the left side of the front wheel Wf.
Are transmitted to the _two pots P ₁ and P ₂ and the brake cylinder Bc _{R of the} rear wheel Wr via the pressure control valve Cv.
Are simultaneously transmitted to the _two pots P ₁ and P ₂ .

Further, when operating the brake pedal P, the brake hydraulic pressure second master cylinder Mc ₂ are generated is transmitted to the input port 19 of the mechanical servo mechanism Ms. The brake oil pressure is transmitted from the auxiliary oil chamber 17 to the oil chamber 11 via the primary port 16 and is transmitted to the mechanical servo mechanism Ms.
There actuating the brake cylinder Bc _R of the left brake cylinder Bc _FL and the rear wheels Wr likewise front wheel Wf and when operated simultaneously. However, when the brake lever L and the brake pedal P are simultaneously operated, the mechanical servo mechanism Ms
Oil chamber 11 inside the oil pressure from the second master cylinder Mc ₂ only if less than the hydraulic pressure transmitted to the auxiliary oil chamber 17 of the mechanical servo mechanism Ms, the second master cylinder Mc ₂ brake hydraulic pressure of the front wheel Wf of the left Brake cylinder Bc _FL
It is transmitted to the brake cylinder Bc _R of the rear wheel Wr and. That is, the hydraulic pressure transmitted to the auxiliary oil chamber 17 is
Only when the oil pressure exceeds the internal oil pressure, the oil pressure is transmitted from the secondary port 15 to the rear surface of the primary cup, and further transmitted to the oil chamber 11 by pressing the lip of the primary cup 6. Therefore, the mechanical servo mechanism Ms
There when secondary hydraulic braking pressure generated is greater than the hydraulic braking pressure second master cylinder Mc ₂ is generated,
Brake hydraulic pressure of the mechanical servo mechanism Ms is transmitted to the brake cylinder Bc _R of the left brake cylinder Bc _FL and the rear wheels Wr of the front wheels Wf, in the case toward the brake hydraulic pressure second master cylinder Mc ₂ is generated in the reverse is large, its second master brake hydraulic cylinder Mc ₂ is transmitted to the brake cylinder Bc _R of the left brake cylinder Bc _FL and the rear wheels Wr of the front wheel Wf.

In this way, when the brake oil pressure from the mechanical servo mechanism Ms is applied to the input port 31 of the pressure control valve Cv by operating the brake lever L or the brake pedal P, the brake oil pressure is applied to the oil hole of the proportional valve 36. 36 ₁ , inner chamber 36 ₂ , cut valve 38
The outer peripheral oil passage 35 is transmitted to the brake cylinder Bc _R of the rear wheel Wr via the oil chamber 34 and the output port 32,. At this time, the braking force of the front wheel Wf and the braking force of the rear wheel Wr are
Each of them increases according to the operation amount of the brake lever L or the brake pedal P.
It is a straight line connecting point A and point A.

When the brake oil pressure transmitted to the input port 31 of the pressure control valve Cv gradually increases and the braking force of the rear wheel Wr reaches the point A in FIG. 9, the brake oil pressure acting on the upper surface of the proportional valve 36 causes The proportional valve 36 descends against the set load of the valve spring 45. As a result, the proportional valve 36 comes into close contact with the cut valve 38 and the communication between the input port 31 and the output port 32 is temporarily interrupted. However, when the brake hydraulic pressure transmitted to the input port 31 further increases, the proportional valve 36 proportional valve 36 is pushed up by increasing the pressure in the inner chamber 36 _2, the output port 32 and input port 31 communicates again. In this way, by proportional valve 36 with an increase of the brake hydraulic pressure is vibrated up and down, because the gap between the proportional valve 36 and the cut valve 38 is intermittently opened and closed, it is transmitted to the brake cylinder Bc _R The rate of increase in brake oil pressure decreases. As a result, the rear wheel Wr at the point A in FIG.
, The rate of increase of the braking force is reduced.

When the brake oil pressure transmitted to the input port 31 of the pressure control valve Cv further increases and the braking force of the rear wheel Wr reaches the point B in FIG. 9, the auxiliary valve body 56 reduces the set load of the valve spring 61. The cut valve 38 urged by the valve spring 37 rises and comes into close contact with the proportional valve 36. As a result, the communication between the input port 31 and the output port 32 is completely cut off, so that even if the brake oil pressure transmitted to the input port 31 increases thereafter, the brake transmitted from the output port 32 to the brake cylinder Bc _R The oil pressure is kept constant.

When the brake oil pressure transmitted to the input port 31 of the pressure control valve Cv further increases and the braking force of the rear wheel Wr reaches the point C in FIG. 41, and the pressure reducing piston 39 is moved to the valve spring 5.
4 is lowered against the set load. As a result, since the volume of the oil chamber 34 tip is lowered the vacuum piston 39 is increased, the hydraulic braking pressure transmitted to the brake cylinder Bc _R decreases.

[0032] In Thus, the braking force of the brake hydraulic pressure, i.e. the rear wheels Wr to be transmitted to the brake cylinder Bc _R of the rear wheel Wr by the action of the pressure control valve Cv is changed in four steps, and after the braking force of the front wheel Wf The distribution ratio of the braking force of the wheel Wr changes as indicated by OABCD in FIG. 9, and a shared characteristic very close to the ideal distribution characteristic can be obtained.

When the load applied to the rear cushion C increases due to two persons riding the motorcycle V, the annular piston 74 supporting the upper end of the buffer spring 76 via the retainer 75 receives an upward load, and The hydraulic pressure generated in the chamber 78 increases. The hydraulic pressure generated by the preload adjuster Pa is transmitted to the oil chamber 49 of the pressure control valve Cv via the output port 79 and the input port 48, and pushes up the two load sensing valves 47 and 55. As a result, the valve spring 4 that biases the proportional valve 36
5 and the set load of the valve spring 54 for urging the pressure reducing piston 39 increases. Similarly, the hydraulic pressure generated by the preload adjuster Pa is transmitted to the input port 63 to push down the load sensing valve 62 and increase the set load of the valve spring 61 for urging the auxiliary valve body 56.

As described above, when the set load of the proportional valve 36, the cut valve 38, and the valve springs 42, 53, 61 for urging the pressure reducing piston 39 increases when a two-seater passenger is riding, the two valves 36, When the pressure 38 and the pressure reducing piston 39 operate, that is, the positions of the points A to C in FIG. 9 move rightward. This allows
The distribution characteristics of the braking force between the front wheel Wf and the rear wheel Wr are from point A 'to point D'.
It changes like a dashed line passing through the points, and the ratio of the braking force of the rear wheel Wr can be increased so as to conform to the ideal distribution characteristics when two passengers are riding.

[0035] As described above, mechanical servo mechanism is operated the right brake cylinder Bc _FR of the front wheels Wf by the hydraulic braking pressure first master cylinder Mc ₁ occurs when operating the brake lever L, operated by the braking force M
Since s is actuates the brake cylinder Bc _R of secondary by a brake hydraulic pressure of the front wheel Wf left brake cylinder Bc _FL and the rear wheels Wr generated, for shortened oil path for transmitting the brake hydraulic pressure is a brake operation Appropriate feeling rigidity can be secured. Moreover, an oil passage of the brake hydraulic pressure brake lever first master cylinder Mc ₁ by the operation of the L occurs, the oil passage of the brake hydraulic pressure second master cylinder Mc ₂ are generated independently of one another by the operation of the brake pedal P The brake pedal P
, The kickback of the brake lever L can be avoided.

FIGS. 10 to 20 show a second embodiment of the present invention. FIG. 10 is an overall plan view of a motorcycle provided with the braking device, FIG. 11 is an overall configuration diagram of the braking device, and FIG.
2 is an enlarged view of part 12 of FIG. 11, and FIG.
14 is a sectional view taken along the line 14-14 in FIG. 11, FIG. 15 is an enlarged view of a part 15 in FIG. 11, FIG. 16 is an enlarged view of a part 16 in FIG. 11, and FIG. 17 is a line 17-17 in FIG. Sectional view, FIG.
Is a graph showing the characteristics of the proportional pressure reducing valve, FIG. 19 is a block diagram for explaining the operation, and FIG. 20 is a graph showing its braking characteristics.

As shown in FIGS. 10 and 11, the first master cylinder Mc ₁ operated by a brake lever L as a hand operation element provided on the steering handle, each 3 pots P _1, P _2, P left and right brake cylinders Bc _FL of the front wheels Wf having _3, are connected directly to the front pots P ₁ and the rear pot P ₃ of Bc _FR. On the other hand, the second master cylinder Mc ₂ operated by the brake pedal P as a foot operator
Are the left and right brake cylinders Bc _FL , Bc _FR of the front wheel Wf.
It is directly connected to the central pot P ₂ of. A mechanical servo mechanism Ms is mounted on the brake cylinder Bc _FR on the right side of the front wheel Wf, and the brake hydraulic pressure generated by the mechanical servo mechanism Ms is a brake cylinder Bc _{R of the} rear wheel Wr having _three pots P ₁ , P ₂ and P _3. Front pot P ₁ and rear pot P
₃ is connected via a pressure control valve Cv. The second master cylinder Mc ₂ is is connected to the mechanical servo mechanism Ms, the brake cylinder B of the second master cylinder Mc ₂ proportioning valve provided integrally with the P _CV rear wheel Wr
Connected to the center pot P ₂ of c _R.

As shown in FIGS. 12 and 13, the front wheel W
A brake cylinder Bc _FR on the right side of f
Is pivotally supported by Above the front fork 111, a substantially cylindrical mechanical servo mechanism Ms is supported vertically along a rear surface thereof via a pair of brackets 114. Bracket 1 fixed to front fork 111
An L-shaped link 116 is pivotally supported by a pin 117 on a pin 15, and an upper end of a rod 120 integrated with a connecting member 119 pivotally supported by a pin 118 at one end of the link 116 has a piston 121 of the mechanical servo mechanism Ms. together abuts against the lower end, the other end of the link 116 is pivotally supported on the upper end of the brake cylinder Bc _FR pin 122. Therefore, by braking the front wheel Wf, the brake cylinder B
c When the _FR swings in the direction of arrow a, the link 116 moves to the direction of arrow b.
In this direction, the rod 120 is pushed up to generate a secondary brake oil pressure in the mechanical servo mechanism Ms.

As is apparent from FIG. 14, a cylinder portion 124 is formed in a casing 123 of the mechanical servo mechanism Ms, and an upper end of a piston 121 sliding inside the cylinder portion 124 is provided.
A valve guide 126 is connected via a ring 125. The valve guide 1 is provided above the cylinder portion 124.
26 and a return spring 12 for urging the piston 121 downward.
7 is formed, and an output port 129 is formed at the upper end of the oil chamber 128.

A primary cup 130 and a secondary cup 1 are provided at the front end and the rear end of the piston 121, respectively.
The casing 123 is provided with both cups 13.
It said second secondary port 132 to be connected to the master cylinder Mc ₂ are formed so as to be positioned between 0,131. A long groove 121 ₁ penetrating in the diametrical direction is formed in an intermediate portion of the piston 121, and a stopper bolt 133 screwed into the casing 123 is slidably and loosely fitted in the long groove 121 ₁ .

Inside the valve guide 126, a valve 135 biased in the direction of closing by contacting the top surface of the piston 121 by a valve spring 134 is accommodated in a loosely fitted state, and is integrally formed with the valve 135. Leg 135
₁ penetrates through the center of the piston 121 to the inside of the long groove 121 ₁ and contacts the stopper bolt 133. And
The piston 121 is moved by the elastic force of the return spring 127 as shown in FIG.
When retracted to the position shown in the order legs 135 ₁ of the valve 135 is pushed up by contact with the stopper bolt 133, the secondary port 132 and oil through the gap of the valve 135 the outer periphery and its legs 135 _first outer circumference The chamber 128 communicates. Thus, when stepping on the brake pedal P, the vehicle is also transmitted brake hydraulic pressure via the pressure control valve Cv to the front pot P ₁ and the rear pot P ₃ of the brake cylinder Bc _R of the rear wheel Wr in stop state, It is convenient for starting on a slope. Further, when the piston 121 via a rod 120 mechanical servo mechanism Ms from this state is activated is pushed slightly, since the legs 135 ₁ of the valve 135 is separated from the stopper bolt 133, by the resilient force of the valve spring 134 The valve body 135 descends and the communication between the secondary port 132 and the oil chamber 128 is cut off. Therefore, when the piston 121 further rises, a brake oil pressure is generated in the oil chamber 128, and the brake oil pressure is
9 is transmitted to the pressure control valve Cv through. Thus, the operation of the valve 135 eliminates the need for the primary port, which was conventionally required.
The inconvenience that is hurt when passing through the primary port is avoided.

FIG. 15 shows a pressure control valve Cv. This pressure control valve Cv has basically the same structure as that of the first embodiment. However, since the preload adjuster Pa is not used in the second embodiment, the three load sensing valves 47 and 55 provided in the pressure control valve Cv in the first embodiment to change the braking characteristics when the two-seater passenger is used. , 62 (see FIG. 5) are eliminated, and adjustment screws 47 ', 55', 62 'are provided instead. Therefore, the remaining structure is substantially the same as that of FIG. 5, and the corresponding members are denoted by the same reference numerals as in FIG.

FIG. 16 shows a proportional pressure reducing valve P _CV formed integrally with the second master cylinder Mc _2. This proportional pressure reducing valve _PCV is the pressure control valve C of the first and second embodiments.
v has the same structure as that incorporated inside v. That is, the casing 141 of the proportioning valve P _CV input port 142 is a brake hydraulic pressure from the second master cylinder Mc ₂ is supplied, an output port 143 that connects to the central pot P ₂ of the brake cylinder Bc _R of the rear wheel Wr Further, a cylindrical proportional valve 147 urged upward by a valve spring 146 contracted between the valve chamber 144 and a spring seat 145 moves up and down inside a valve chamber 144 formed inside the casing 141. Arranged freely. Oil hole 147 ₁
The inner chamber 147 ₂ of the proportional valve 145 which communicates with the input port 142 through, the lower end spring seat 1
45, the abutting auxiliary valve element 148 and the cut valve 149
The cut valve 149 is provided with an auxiliary valve element 148.
Are urged in the valve closing direction by the valve spring 150 contracted between them.

Normally, the proportional valve 147 and the power
The cut valve 149 is in the open position shown in FIG.
Port 142 is the oil hole 147₁, Inner room 147_Two,cut
Communicates with output port 143 through the outer periphery of valve 149
You. 2nd master cylinder Mc _TwoTo input port 142
As the transmitted brake oil pressure gradually increases,
The brake oil pressure acting on the upper surface of the directional valve 147
The proportional valve 147 is connected to the valve spring 146
To descend against the set load, the proportional
Lube 147 is in close contact with cut valve 149 and input port
The communication between 142 and the output port 143 is temporarily interrupted.
You. However, the shake transmitted to the input port 142
When the hydraulic pressure further increases, the proportional valve 1
47 inner rooms 147_TwoPressure increases proportionally
The valve 147 is pushed up, and the input port 142 and the output port
The port 143 communicates again. In this way, brake oil
As the pressure increases, the proportional valve 147 moves up and down.
The proportional valve 147 and the cut valve
Since the gap between the lugs 149 opens and closes intermittently, the rear wheel Wr
Brake cylinder Bc_RThe brake hydraulic pressure transmitted to
Decrease. That is, the horizontal axis indicates the proportional pressure reducing valve P_CVInput oil to
Pressure, proportional axis P on the vertical axis_CVFig. 1 showing the output hydraulic pressure from
As shown in Fig. 8, as the input oil pressure increases,
Thus, the increase in the output oil pressure decreases at a predetermined rate.

[0045] Figure 17 is a cross-sectional view of the right brake cylinder Bc _FR of the front wheels Wf, 3 pots P _1, P _2,
The _three pistons 162 ₁ , 162 ₂ , and 162 ₃ formed in the casing 161 common to P ₃ have pistons 1 respectively.
63 ₁ , 163 ₂ , and 163 ₃ slide together. A movable friction pad 166 opposed to the fixed friction pad 165 with the brake disc 164 interposed therebetween is supported by a back plate 167, and the back plate 167 is provided with locking claws 168 ₁ formed by cutting and raising a shim 168 to form front and rear pistons. 163 ₁ , 1
63 ₃ and a central piston 163 ₂
It is coupled to the front and rear pistons 163 _1, 163 ₃ via the other engaging claw 168 _2.

As described above, the front and rear pots P ₁ and P ₃ are operated by the first master cylinder Mc ₁ connected to the brake lever L, and the center pot P ₂ is operated by the _second master cylinder Mc connected to the brake pedal P. separately actuated by the master cylinder Mc ₂ but, for example, a piston 1 of the front and rear pots P _1, P ₃ by operating the brake lever L alone
63 _1, 163 _{if 3} is driven, the piston 163 _{and second} central pot P ₂ also moves together without separating from the movable friction pad 166. Therefore, the brake lever L
Then simultaneously operating the brake pedal P, the case where the transmitting second brake hydraulic pressure of the master cylinder Mc ₂ which is connected to the brake pedal P to the piston 163 _{and second} central pot P _2, to cause the braking force time delay Can be generated without. The above effects are also exhibited when the brake lever L is operated following the brake pedal P, or when the brake lever L and the brake pedal P are simultaneously operated. The brake cylinder Bc _FL on the left side of the front wheel Wf and the brake cylinder Bc _{R on the} rear wheel Wr are also:
The structure can be the same as that of the brake cylinder Bc _FR on the right side of the front wheel Wf.

Next, the operation of the second embodiment of the present invention will be described with reference to FIGS.

[0048] By operating the brake lever L alone is transmitted hydraulic braking pressure first master cylinder Mc ₁ occurs, the left and right brake cylinders Bc _FL of the front wheels Wf, the front and rear pots P _1, P ₃ of Bc _FR To brake the front wheel Wf. With the braking of the front wheel Wf, the mechanical servo mechanism Ms
Secondary hydraulic braking pressure but that occurs, to brake the rear wheel Wr is transmitted to the front and rear pots P _1, P ₃ of the brake cylinder Bc _R of the rear wheel Wr through the pressure control valve Cv. At this time, when the secondary brake oil pressure transmitted from the mechanical servo mechanism Ms to the pressure control valve Cv gradually increases with an increase in the braking force of the front wheel Wf, the proportional valve provided on the pressure control valve Cv is similarly provided as described above. Since the 36, the cut valve 38, and the pressure reducing piston 39 are sequentially operated, a braking characteristic as shown by OABCD in FIG. 20 is obtained. The braking characteristic when the brake lever L is operated alone is set so as to be located below the ideal distribution characteristic when one person is riding.

[0049] On the other hand, when the single operation of the brake pedal P, the brake cylinder Bc _FL of the right and left brake hydraulic pressure of the front wheel Wf of the second master cylinder Mc ₂ occurs, braking a front wheel Wf is transmitted to the center pot P ₂ of Bc _FR At the same time, the secondary brake oil pressure generated by the mechanical servo mechanism Ms with the braking of the front wheel Wf is applied to the front and rear pots P ₁ , P ₃ of the brake cylinder Bc _R of the rear wheel Wr via the pressure control valve Cv. The transmission is performed to simultaneously brake the rear wheels Wr.
Further, when the brake hydraulic pressure second master cylinder Mc ₂ is generated is greater than the hydraulic braking pressure the mechanical servo mechanism Ms is generated, the brake hydraulic pressure second master cylinder Mc ₂ is generated as in the first embodiment described above Is transmitted directly to the pressure control valve Cv to brake the rear wheel Wr. In any case, as the brake hydraulic pressure transmitted from the mechanical servo mechanism Ms to the pressure control valve Cv increases, the pressure control valve Cv
The proportional valve 36, the cut valve 38, and the pressure reducing piston 39 provided in the rear wheel W
The increase in the braking force of r is suppressed.

Now, when the brake pedal P is operated
Also has a second master cylinder Mc _TwoBreak that occurs
The hydraulic pressure is proportional pressure reducing valve P_CVOf the rear wheel Wr
Linda Bc_RCenter pot P_TwoAlso transmitted to the center
Pot P_TwoThe braking force by the front and rear pots
P₁, P_ThreeIs added to the braking force of the rear wheel W
The braking force of r is increased. And operation of brake pedal P
Additional braking force applied to the rear wheel Wr
Is the proportional pressure reducing valve P_CVTo the magnitude of the brake hydraulic pressure output
Determined by That is, as shown in FIG.
Pressure valve P_CVOutput the brake oil pressure after point A
Has the characteristic of gradually increasing with the amount of depression of the brake pedal P
In FIG. 20, it is indicated by OA'-B'-C'-D '.
Thus, when the brake pedal P is operated alone,
Is the distribution characteristic O when the brake lever L is operated alone.
-A-B-C-D is located on the upper side, and the difference is
It will have a gradually expanding characteristic. Like this
The distribution characteristics when the brake pedal P is operated alone
Of the ideal distribution characteristics when riding two people
Set to be located. As a result, the brake lever
When L and brake pedal P are simultaneously operated at a predetermined ratio
Is a predetermined area Z indicated by oblique lines in FIG.
₀Any of the braking characteristics can be obtained and the preload
One person and two people without adjuster Pa
To obtain a braking characteristic that is very close to any of the ideal distribution characteristics.
Can be.

FIGS. 21 and 22 show the second embodiment described above.
This shows a modification of the first embodiment. As is clear from FIG.
In this modification, the second embodiment is used to simplify the structure.
Proportional pressure reducing valve P of FIG. 11 corresponding to the embodiment_CVIs omitted
You. Therefore, the graph of FIG.
And FIG. 22 showing the braking characteristics of the present modified example.
As is clear, when the brake lever L is operated alone,
Allocation characteristics OABCCD are common,
And the distribution characteristic O when the brake pedal P is operated alone.
-A'-B'-C'-D 'are different. That is,
The proportional pressure reducing valve P _CVIn the variant without the
When the dull P is operated alone, the second master cylinder Mc_TwoOccurs
Brake pressure to be applied is proportional pressure reducing valve P_CVNo decompression at
The brake cylinder Bc of the rear wheel Wr directly_RCentral pot
P_Two, The distribution characteristic OA′− in FIG.
B'-C'-D 'is higher than that of FIG.
The rear wheel Wr is biased toward the side where the braking force increases.

Now, let us consider a case where the brake pedal P is used in combination from point a in FIG. 22, that is, the state where the brake lever L is operated alone. The brake cylinder Bc _FL of the right and left brake hydraulic front wheels Wf by the second master cylinder Mc ₂ is generated by the operation of the brake pedal P, it is transmitted to the center pot P ₂ of Bc _FR, the front wheel Wf of the amount corresponding the center pot P ₂ The braking force increases. The central pot by operation of P ₂ when the braking force of the front wheel Wf increases, also increases secondary hydraulic braking pressure mechanical servo mechanism Ms is generated, the brake cylinder of the rear wheel Wr its brake hydraulic pressure via the pressure control valve Cv Front and rear pots P ₁ , P _{3 of} Bc _R
It is transmitted to be transmitted simultaneously second master brake hydraulic pressure cylinder Mc ₂ is generated directly in the center pot P ₂ of the brake cylinder Bc _R of the rear wheel Wr. Thus, the braking force of both the front wheel Wf and the rear wheel Wr is increased by the combined use of the brake pedal P, and the distribution characteristic changes as indicated by the point a, and finally the distribution characteristic O-A'-B '-C'-D'
Converges below.

At this time, the rising angle θ ₁ of the braking force from the point a is smaller than the rising angle θ ₀ of the braking force when the brake pedal P is operated alone. This is because when the brake pedal P is independently operated, the secondary brake oil pressure generated by the mechanical servo mechanism Ms is not reduced by the pressure control valve Cv, and the front and rear pots P ₁ of the brake cylinder Bc _R of the rear wheel Wr are used. , since it is transmitted to the P _3, the rising angle theta ₀ of distribution characteristic O-a 'whereas relatively large, it starts to operate in the proportional valve 36 is already point a of the pressure control valve Cv in a point Because
The brake hydraulic pressure transmitted to the front and rear pots P ₁ and P ₃ of the brake cylinder Bc _R of the rear wheel Wr is reduced. As a result, the increase in the braking force of the rear wheel Wr at the point a becomes smaller, and the rising angle θ ₁ of the braking force becomes smaller than θ ₀ .

In the case where the brake pedal P is used in combination with the distribution characteristic O-A-B-C-D of the brake lever L shown in FIG. Is obtained. At this time, since the cut valve 38 of the pressure control valve Cv has already been operated at the point B, the front and rear pots P ₁ , P ₂ , of the brake cylinder Bc _R of the rear wheel Wr are transmitted from the mechanical servo mechanism Ms via the pressure control valve Cv. hydraulic braking pressure transmitted to P ₃ is cut, the braking force increment for the rear wheels Wr second master cylinder Mc
Only minute central pot P ₂ of the brake cylinder Bc _R that operates directly by ₂ and becomes. Therefore, the rising angle θ ₂ of the braking force from the point b is further smaller than the rising angle θ ₁ of the braking force from the point a.

Also, from the point c in FIG.
When is used together, the braking force distribution characteristic shown by is obtained. At this time, since the pressure-reducing piston 39 of the pressure control valve Cv has already been operated at the point C, the more the brake hydraulic pressure generated by the mechanical servo mechanism Ms due to the increase in the depression force of the brake pedal P, the greater the pressure via the pressure control valve Cv. Rear wheel W
r and front pot P of the brake cylinder Bc _R
1, hydraulic braking pressure transmitted to P ₃ is reduced. Therefore, the amount of increase in the braking force of the rear wheel Wr is further reduced, and the rising angle θ ₃ of the braking force from the point c is further smaller than the rising angle θ ₂ of the braking force from the point b.

As described above, when the brake pedal P is used in conjunction with the independent operation of the brake lever L, the braking force distribution characteristic is changed from OA-B-C-D to O-A'-B'-C '.
−D ′ smoothly changes in the area Z ₀ . In addition, since the rising angles θ _{1 to} θ ₃ of the braking force at that time are relatively small, the operation feeling when the brake pedal P is used together is improved.

FIG. 23 to FIG. 25 show a third embodiment of the present invention. FIG.
Is an enlarged view of a portion 24 in FIG. 23, and FIG. 25 is an explanatory diagram of the operation.

As is apparent from FIG.
Second master cylinder M operated by brake pedal P
c_TwoIs characterized by the structure of
This is the same as that of the second embodiment. In the second embodiment,
Proportional pressure reducing valve P_CVIs the second master cylinder Mc_TwoWith one
, Whereas the proportional pressure reducing valve P of the present embodiment is _CV
Is the second master cylinder Mc_TwoIs provided separately from
However, its internal structure and function are the same.

As shown in FIG. 24, the second master cylinder Mc ₂ is provided with a first piston 173 and second piston 174 Surigo in the cylinder portion 172 formed in the casing 171. The first piston 173 is provided with a primary cup 175 and a secondary cup 176, and a primary port 177 and a secondary port 178 are opened before and after the primary cup 175 when the brake pedal P is not operated. A first return spring 180 is contracted between the second piston 174 having only the primary cup 179 and the first piston 173, and the second piston 174 and the casing 17
The second return spring 181 is contracted between them. The elastic force of the second return spring 181 is set to be greater than the elastic force of the first return spring 180, and in a normal state, the second return spring 1
The second piston 174 urged downward by 81 contacts the stopper bolt 182 and stops at the position shown in the figure. The upper end of the first piston 173 rod 173 ₁ is projected, a gap between the normal operating state and the rod 173 ₁ and the second piston 174 is formed.

The first piston 173 and the second piston 174
The first oil chamber 183 formed between the second piston 17
Oil hole 174 formed in 4₁Formed in the casing 171
The secondary port 184 and the output port 185
Via the brake cylinder Bc of the front wheel Wf_FL, Bc_FRContact
Continue. The secondary port 184 is a primer
Formed at the front of the second piston 174 via the report 186
The second oil chamber 187 communicates with the second oil chamber 187 formed.
Is the proportional pressure reducing valve P through an output port 188. _CVConnect to
I do.

When the first piston 173 is driven upward by operating the brake pedal P in the normal operation state shown in FIG. 1
A brake oil pressure is generated in the oil chamber 183, and the brake oil pressure is applied to the left and right brake cylinders Bc _FL and Bc _FR of the front wheel Wf via an oil hole 174 ₁ formed in the second piston 174, a secondary port 184, and an output port 185. While being transmitted, the oil port 174 ₁ , the secondary port 18
4, the primary port 186, the rear wheel Wr via the proportioning valve P _CV from the second oil chamber 187, and an output port 188
It is transmitted in the brake cylinder Bc _R.

[0062] As shown in FIG. 25, even if the brake hydraulic pressure of the first oil chamber 183 when operating the brake pedal P is not increased, the first piston 173 is raised further rods 173 ₁ of the second piston 174 The second piston 174 comes into contact with the lower surface and is pushed upward. At the moment when the primary cup 179 of the second piston 174 passes over the primary port 186, a brake oil pressure is generated in the second oil chamber 187, and the brake oil pressure is transmitted from the output port 188 to the brake cylinder Bc _R to drive the rear wheel Wr. Brakes.

The other operation of the third embodiment is the same as that of the second embodiment.

[0064] Figure 26 is a block diagram showing a modification of the second and third embodiments described above, the left and right brake cylinders of the front wheel Wf by the hydraulic braking pressure first master cylinder Mc ₁ occurs in the operation of the brake lever L When Bc _FL and Bc _FR operate, the mechanical servo mechanism Ms generates a secondary brake oil pressure in accordance with the braking force of the front wheel Wf. Hydraulic braking pressure mechanical servo mechanism Ms is generated is input to the first modulator M ₁ provided corresponding to the pressure control valve Cv in the second and third embodiment. Brake hydraulic pressure generated by the mechanical servo mechanism Ms, or the brake cylinder B of the front wheel Wf
The braking force of c _FL and Bc _FR is converted into an electric signal and input to the ECU, and the brake transmitted to the brake cylinder Bc _R of the rear wheel Wr by controlling the first modulator M ₁ with the output signal of the ECU. The oil pressure is adjusted.

[0065] On the other hand, the left and right brake cylinders Bc _FL brake hydraulic front wheels Wf by the second master cylinder Mc ₂ is generated by operating the brake pedal P, while being transmitted to Bc _FR, proportional in the second and third embodiment It is transmitted to the brake cylinder Bc _R of the rear wheel Wr via the second modulator M ₂ provided corresponding to the pressure reducing valve P _CV. In this case, brake hydraulic pressure second master cylinder Mc ₂ is generated is inputted to the ECU is converted into an electric signal, the second pressure reducing characteristic of the modulator M ₂ is controlled by the output signal.

According to this modification, the distribution characteristic of the braking force shown in FIG. 20 can be obtained. Further, not only the hydraulic piping can be omitted by using the electric signal, but also the air bleeding becomes unnecessary and the maintenance can be performed. The performance is improved. Further, in a vehicle equipped with an anti-lock brake system, the modulator can be used as the first and second modulators M ₁ and M _2, which can contribute to cost reduction.

[0067] Figure 27 is a block diagram showing another modification of the second and third embodiments described above, the left and right front wheels Wf by the hydraulic braking pressure first master cylinder Mc ₁ occurs in the operation of the brake lever L Brake cylinder Bc _FL , Bc _FR
Is operated, the braking force of the front wheel Wf is converted into an electric signal and input to the ECU. The first master cylinder M
brake hydraulic pressure c ₁ occurs 'is input to its first modulator M _1' first modulator M ₁ provided corresponding to the pressure control valve Cv in the third embodiments the output signal of the ECU in is transmitted to the brake cylinder Bc _R of the rear wheels Wr after pressure adjusted based.

On the other hand, the brake hydraulic pressure generated by the second master cylinder Mc ₂ by the operation of the brake pedal P is equal to the second or third hydraulic pressure.
It is transmitted to the brake cylinder Bc _R of the rear wheel Wr via the second modulator M ₂ 'provided corresponding to the proportional pressure reducing valve P _CV in 3 embodiment. In this case, brake hydraulic pressure second master cylinder Mc ₂ is generated is input to the is converted into an electric signal ECU, vacuum characteristics of the second modulator M ₂ 'is controlled by the output signal.

According to this modification, the same effects as those of the above-described modification shown in FIG. 26 can be obtained.

FIG. 28 is a graph showing braking characteristics according to the fourth embodiment of the present invention.
Instead of the pressure control valve Cv (the second embodiment) in the brake device of the first embodiment, the pressure control valve Cv (the first embodiment) of FIG. 5 connected to the preload adjuster Pa is used.
In the case of single riding, the braking force distribution characteristics ABCD when the brake lever L is operated alone and the braking force distribution characteristics a when the brake pedal P is operated alone are respectively positioned below and above the ideal distribution characteristics. -B-cd, and when the preload adjuster Pa operates, the braking force distribution characteristic A'-B when the brake lever L is operated alone is located below and above the ideal distribution characteristic, respectively. '-C'-
D 'and the braking force distribution characteristic a'-b'-c'-d' when the brake pedal P is operated alone are positioned.

As a result, when the brake lever L and the brake pedal P are operated at a predetermined ratio, ABC is very close to the ideal distribution characteristic when riding alone when riding alone.
Braking characteristic of -D and a-b-c-d area surrounded by Z ₁ is obtained, very close A'-B'-C'-D 'to the ideal distribution characteristic during two ride when two people ride And a'-b'-c'-
damping characteristics of the region Z ₂ enclosed by d 'can be obtained.

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

[0073]

As described above, according to the first aspect of the present invention, the first master cylinder operated by the hand operator includes:
First front wheel brake hand actuated by its output hydraulic pressure
The first front wheel brake means includes an oil chamber
And the oil according to the reaction force of the first front wheel brake means.
Having a piston for generating output hydraulic pressure in the chamber
Mechanically linked to the servo mechanism,
Is the second master cylinder operated by the foot operator,
When the piston is at least inoperative, the second master
Connected so that the output oil pressure of the Linda can be introduced into the oil chamber
The oil chamber further includes a second front wheel braking means and a rear wheel.
Wheel brake means in parallel with each other, and then
Control the rear wheel brake hydraulic pressure between the brake means and the oil chamber
Since the pressure control valve is interposed, the first master system
When the first front wheel brake means is operated by the Linda,
A mechanism that mechanically responds to the reaction force of the front wheel brake
The output hydraulic pressure output from the motor servo mechanism causes the second front
Not only the wheel brake means, but also the rear wheel brake means
To brake the rear wheels, while the second
Output hydraulic pressure from the master cylinder passes through the mechanical servo mechanism.
The second front wheel brake means and the rear wheel brake means simultaneously
Can be activated. Because of this, there is a manual
No matter when you operate any of the foot controls,
The valve is used to finely adjust the rear wheel braking oil pressure
It can be controlled precisely by the characteristics and operation feeling
Also improve. Also supports hand and foot controls
Even if there are two hydraulic operating systems,
A common pressure control valve can be used for the system.
The number of parts can be reduced as
The hydraulic circuit configuration is also simplified, reducing costs.
You.

[0074] According to a second aspect of the present invention, first,
Braking force control means for controlling the distribution of the braking force of the front and rear wheels in accordance with the actuation force by the second input means, wherein the braking force control means has a rate of increase smaller than the rate of increase in front wheel braking oil pressure A proportional valve that increases the rear wheel brake oil pressure, a cut valve that keeps the rear wheel brake oil pressure constant even when the front wheel brake oil pressure increases, and a pressure reducing piston that decreases the rear wheel brake oil pressure in accordance with the increase in the front wheel brake oil pressure. When the front wheel brake hydraulic pressure increases to a first set value or more during braking, the proportional valve operates first, and when the front wheel brake hydraulic pressure increases to a second set value or more, the cut valve operates,
Next, when the pressure is increased to the third set value or more, the pressure reducing piston is operated, and the braking force distribution characteristics of the front and rear wheels are changed to the first to the first values.
Since the gradient is refracted at each of the third set values, the rear wheel brake hydraulic pressure is increased in accordance with the increase of the front wheel brake hydraulic pressure based on the sequential operation of the proportional valve, cut valve and pressure reducing piston during braking. -The control can be finely controlled in four stages of the gradual increase, the hold and the decrease. Therefore, the distribution characteristic very close to the ideal distribution characteristic of the front and rear wheel braking force can be obtained, and the braking efficiency for the rear wheel can be improved. Further, an ideal distribution characteristic is brought into an area sandwiched between the first braking force distribution characteristic of the front and rear wheels by the hand operator and the second braking force distribution characteristic of the front and rear wheels by the foot operator, and the area is set to the hand operation element. When the hand and foot operators are operated simultaneously, the ideal distribution characteristics are set in the area between the different braking force distribution characteristics. The braking characteristics close to the ideal distribution characteristics can be easily obtained by the input of the limbs, and the operation feeling is improved.

According to the third feature of the present invention, the first braking force distribution characteristic close to the first ideal distribution characteristic at the time of low load vehicle mounting is provided by operating the manual operation element, and the foot operation element is operated. Since the second braking force distribution characteristic similar to the second ideal distribution characteristic when the vehicle is under a high load is provided by the operation, even when the hand operator and the foot operator are used at the same time, the first and the second operators are used.
It can be easily accommodated in the area surrounded by the braking force distribution characteristics, and the braking force characteristics close to the ideal distribution characteristics can be obtained without detecting the on-vehicle load, thereby improving the operation feeling.

According to a fourth feature of the present invention, a mechanical
The servo mechanism controls the output hydraulic pressure of the second master cylinder and the mechanical
The higher the output hydraulic pressure of the servo mechanism is selected and transmitted to the rear wheel, so that regardless of whether the input is given to the hand operator or the foot operator, the The braking force distribution ratio of the wheels can be appropriately maintained.

According to a fifth aspect of the present invention, the first
Wheel braking means and mechanical servo mechanism, since it is disposed along the longitudinal direction of the front fork, it is not possible arrangement position of the first front wheel blanking <br/> rake means is inhibited by mechanical servo mechanism, first The detachability of the front wheel brake means can be improved.

According to the sixth aspect of the present invention, the braking force control means for generating the braking force distribution characteristic of the front and rear wheels is disposed on the rear fork between the pivot of the rear fork and the rear wheel. Therefore, the distance between the braking force control means and the brake means for the rear wheel is reduced, so that the rigidity of the pipe is improved, and the protection of the braking force control means is facilitated.

According to the seventh feature of the present invention, when the foot operator is used together with the hand operator, the amount of increase in the braking force of the rear wheel is greater than when the foot operator is operated alone. Is suppressed, so that the brake operation feeling is improved.

[Brief description of the drawings]

FIG. 1 is an overall plan view of a motorcycle including a braking device according to a first embodiment of the present invention.

FIG. 2 is an overall configuration diagram of the braking device.

FIG. 3 is an enlarged view of a part of FIG. 2;

FIG. 4 is an enlarged view of a main part of FIG. 3;

FIG. 5 is an enlarged view of a part of FIG. 2;

FIG. 6 is an enlarged view of part 6 of FIG.

FIG. 7 is an enlarged side view of a rear fork portion of the motorcycle.

8 is a view taken in the direction of an arrow 8 in FIG. 7;

FIG. 9 is a graph showing braking characteristics of the first embodiment.

FIG. 10 is an overall plan view of a motorcycle including a braking device according to a second embodiment of the present invention.

FIG. 11 is an overall configuration diagram of the braking device.

FIG. 12 is an enlarged view of part 12 of FIG.

13 is a sectional view taken along line 13-13 of FIG.

FIG. 14 is a sectional view taken along line 14-14 of FIG. 12;

FIG. 15 is an enlarged view of a portion 15 of FIG.

FIG. 16 is an enlarged view of a portion 16 of FIG.

FIG. 17 is a sectional view taken along line 17-17 of FIG. 12;

FIG. 18 is a graph showing characteristics of a proportional pressure reducing valve.

FIG. 19 is a block diagram illustrating an operation.

FIG. 20 is a graph showing braking characteristics of the second embodiment.

FIG. 21 is an overall configuration diagram of a braking device according to a modification of the second embodiment.

FIG. 22 is a graph showing braking characteristics of the modified example.

FIG. 23 is an overall configuration diagram of a braking device according to a third embodiment of the present invention.

24 is an enlarged view of a portion 24 in FIG.

FIG. 25 is an explanatory diagram of an operation.

FIG. 26 is a block diagram showing a modification of the second and third embodiments of the present invention.

FIG. 27 is a block diagram showing another modification of the second and third embodiments of the present invention.

FIG. 28 is a graph showing braking characteristics of the fourth embodiment.

[Explanation of symbols]

Bc _FR ······ Brake cylinder ( first front wheel brake means) Bc _FL ······ Brake cylinder ( second front wheel brake means) Bc _R ··· brake cylinder (rear wheel brake means) Cv · · · · · · pressure control valve (braking force control unit) L · · · · · · · brake lever (manual operating element) M _1, M ₂ ··· modulator ( braking force control _{means) M 1 ', M 2'} · modulator (braking force control means) Mc ₁ · · · · · first master cylinder (first input means) Mc ₂ · · · · · second master cylinder (second 2 input means) Ms: mechanical servo mechanism (responsive means or high select means) P: brake pedal (foot operator) Pa: preload adjuster P _CV ... Proportional pressure reducing valves (secondary braking means or braking force control means) Wf front wheel Wr rear wheel Z ₀ , Z ₁ , ₂ braking force distribution area 5 cylinder part 7 piston 8 ...... Rod 11 ... Oil chamber 36 ... Proportional valve 38 ... Cut valve 39 ... Decompression piston 82 ... Rear fork pivot 87 ・ ・ ・ ・ ・ ・ Rear fork 111 ・ ・ ・ Front fork

──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor, Yoshiaki Sawano 1-4-1, Chuo, Wako, Saitama Prefecture Inside Honda R & D Co., Ltd. (72) Inventor: Yu Sasaguchi 1-4-1, Chuo, Wako, Saitama (56) References JP-A-2-216353 (JP, A) JP-A-61-278482 (JP, A) JP-A-56-95781 (JP, A) JP-A-58-33564 (JP, A) JP-A-49-77324 (JP, A) JP-A-4-146858 (JP, A) JP-A-3-120286 (JP, U) JP-A-61-7772 (JP, U) 63-162676 (JP, U) 63-161070 (JP, U) Full-scale 3-122991 (JP, U) 61- 31988 (JP, U) Int.Cl. ⁷ , DB name) B62L 3/00-3/08 B60T 8/26

Claims (7)

(57) [Claims] A first master system operated by a hand operator
The second master serial operated by Linda and foot operator
The braking device for a motorcycle capable of braking the front and rear wheels by any operation of Sunda, the first master cylinder, to operate thereby the output hydraulic pressure
Connected to the first front wheel brake means.
The rake means includes an oil chamber and the first front wheel brake means.
A fixie that generates an output oil pressure in the oil chamber according to the operation reaction force
Mechanically and mechanically linked mechanical servo mechanism with
The second master cylinder is mounted on the
Tonnes of the second master cylinder in at least the inoperative state.
Connected so that output hydraulic pressure can be introduced into the oil chamber, and
The oil chamber has a second front wheel brake means and a rear wheel brake.
Means and the wheel brake means and
Pressure control for controlling the rear wheel brake oil pressure between the oil chamber
A braking device for a motorcycle, comprising a control valve . 2. A braking device for a motorcycle which can brake the front and rear wheels by operation of both a first input means operated by a hand operator and a second input means operated by a foot operator. 1, a braking force control means for controlling the distribution of the braking force of the front and rear wheels in accordance with the operating force of the second input means, wherein the braking force control means is smaller than the increasing rate in accordance with an increase in the front wheel braking oil pressure. A proportional valve that increases the rear wheel brake oil pressure at an increasing rate, a cut valve that keeps the rear wheel brake oil pressure constant even when the front wheel brake oil pressure increases, and a decompression that reduces the rear wheel brake oil pressure as the front wheel brake oil pressure increases When the front wheel brake hydraulic pressure increases above a first set value during braking, the proportional valve operates first, and then when the front wheel brake hydraulic pressure increases above a second set value, the cut valve operates. Next, when the pressure is increased to a third set value or more, the pressure reducing piston is operated, so that the braking force distribution characteristics of the front and rear wheels are three-step bending characteristics in which the gradient is refracted at the first to third set values. An ideal distribution characteristic appears in a region sandwiched between the first braking force distribution characteristic of the front and rear wheels by the hand operator and the second braking force distribution characteristic of the front and rear wheels by the foot operator, and the region is defined by the hand operator. A braking device for a motorcycle, wherein a braking force distribution characteristic region when a foot operator is simultaneously operated is provided. 3. The first braking force distribution characteristic of the front and rear wheels by the hand operator is approximated to the first ideal distribution characteristic at the time of low load on the vehicle, and the second braking force distribution characteristic of the front and rear wheels by the foot operator is adjusted. The area between the first and second braking force distribution characteristics is simultaneously approximated to the second ideal distribution characteristic at the time of a load higher than the first ideal distribution characteristic, and the hand operation and the foot operation are simultaneously performed. 3. The braking device for a motorcycle according to claim 2, wherein the region is a region of a braking force distribution characteristic when operated. 4. The apparatus according to claim 1 , wherein said mechanical servo mechanism is provided with said second master.
The output hydraulic pressure of the cylinder and the output hydraulic pressure of the mechanical servo mechanism
2. The motorcycle braking device according to claim 1, further comprising a high-selection unit that selects one of the larger ones and supplies the selected oil to the oil chamber . 5. The first front wheel brake means and a mechanical
The motorcycle braking device according to claim 1, wherein the servo mechanism is disposed along a longitudinal direction of the front fork. 6. The braking force control means for generating a braking force distribution characteristic of the front and rear wheels is disposed on the rear fork between the pivot of the rear fork and the rear wheel. Motorcycle braking device. 7. When the foot operator is used together with the hand operator, the braking force control means suppresses an increase in the braking force of the rear wheel as compared with a case where the foot operator is operated alone. The braking device for a motorcycle according to claim 2, wherein: