JPS5926383A - Anti-lifting gear for motorcycle - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an anti-lift device for a motorcycle to prevent the rear part of the body frame from lifting during braking. Due to the movement, the front of the vehicle sinks and the rear of the vehicle rises, a phenomenon known as tail lift.

In order to prevent such a phenomenon, a so-called anti-lift device that utilizes the braking torque generated in the rear brake as an anti-lift force via a link mechanism installed on the vehicle body is already known (for example, the anti-lift device developed in U.S. Pat. 31990).

In the present invention, such an anti-lift device includes a hydraulic jack, and its purpose is to effectively prevent the occurrence of the tail lift phenomenon during braking, and to prevent braking 'f: To provide an anti-lift device for a motorcycle that can achieve smooth operation by gradually reducing anti-lift force after dividing by N.

A preferred embodiment of the present invention will be described below in detail based on a solenoid surface.

FIG. 1 is a side view of the rear part of a motorcycle showing a device according to the present invention, and FIGS. 2 and 3 are longitudinal sectional side views of a hydraulic jack.

Reference numeral 1 in Fig. 1 is a rear fork whose front end is pivotally connected to the vehicle body mount via a pivot shaft 2 so as to be able to swing up and down. 5
is rotatably supported.

Further, this rear fork 1 is suspended on a vehicle body frame 3 via a shock absorber 6.

A disc-shaped brake disc 7 is fixed to the axle 4 so as to rotate together with the axle 4, and a caliper bracket 8 is supported on the axle 4 so as to be rotatable around the axle 4. A brake caliper 9 is fixed to the upper end of the brake caliper 9 as shown in the figure. As is well known, the brake caliper 9 presses a brake pad provided thereon against the brake disc 7 using hydraulic pressure generated by operating a brake pedal, thereby generating a braking force.

Hydraulic jacks 10 and 20 are interposed between the rear part of the rear fork 1 and the brake caliper 9, and between the front lower part of the rear fork 1 and the vehicle body frame 6. The hydraulic jacks 10 are as shown in FIG. It consists of a cylinder 11 fixed to the rear fork 1, a piston 12 slidably fitted inside the cylinder 11, and an end extending from the piston 12 to the outside of the cylinder 11 and connected to the brake caliper 9. Consists of a piston rod 13,
An oil chamber S1 defined by a piston 12 is formed inside the cylinder 11.

As shown in FIG. 3, the other hydraulic jack 20 includes a cylinder 21 whose one end is pivotally connected to the vehicle body frame 3, a piston 22 slidably fitted into the cylinder 21, and an integral part from the piston 22. The piston rod 23 extends outside the cylinder 21 and has an end pivoted to the front lower part of the rear fork 1, and a return spring 24 is provided between the piston 22 and the cylinder 21 as shown. .

And inside the cylinder 21 there is a piston 22 □
An oil chamber S2 is formed. Furthermore, cylinder 2
A stopper 2 for regulating the sliding of the piston 22 is provided inside the piston 1.
1a is integrally formed.

The oil chambers S1 and 82 of the above hydraulic jack 10.20 communicate with each other via the hose 15.

When the brake caliper 9 is operated while the motorcycle is running and its brake pads are brought into pressure contact with the brake disc 7, the brake caliper 9 and the brake caliper 9 are supported by the frictional force generated between the contact surfaces of the two. The caliper bracket 8 refers to the direction of rotation of the rear wheel 5 around the axle 4, that is, the first caliper bracket.
Rotates counterclockwise in the figure. This caliper bracket 8
The counterclockwise rotation causes the piston rod 13 of the hydraulic jack 10 to descend together with the piston 12, and as the piston 12 descends, the oil in the oil chamber Sl is compressed.
That pressure increases.

Pressure oil in the oil chamber S1 passes through a hose 15 to a hydraulic jack 20.
The oil flows into the oil chamber S2, and the pressure causes the piston 22
piston 22 and piston rod 26
are moved together against the spring 24. Due to this movement of the piston rod 26, the rear fork 1 receives a counterclockwise moment about the pivot shaft 2.
Therefore, a resistance moment -M is generated in the vehicle body frame 6 which is equal in magnitude and opposite in direction, that is, in the counterclockwise direction in the figure, to balance this moment M. This resistance moment -1vl effectively prevents the front part of the vehicle body from sinking and the rear part of the vehicle body to lift up during braking, that is, the tail lift phenomenon, so that the vehicle body can maintain a stable posture even during braking.

Next, FIG. 4 shows a modified embodiment of the present invention, in which a hydraulic jack 120 is arranged above the rear fork 101,
The hydraulic jack 120 is operated in the compression direction, that is, its piston rod 126 is operated in the direction of the arrow in the figure, to obtain the same anti-lift effect as described above. By the way, these hydraulic jacks 10.20 do not act as resistance because they are installed in a position that does not impede the vertical swinging movement of the rear fork 1 when the brake is released, that is, in a position where the stroke of the piston rod 13.23 is small. If a hydraulic jack 20' as shown in FIG. 5 is used in place of the hydraulic jack 20 shown in the figure, the rocking movement of the rear fork 1 during non-braking can be done more smoothly without any resistance, and the anti-lift after the braking is released. The force can be gradually reduced.

That is, the hydraulic jack 20' shown in FIG.
A suffi tank 25' is provided above the cylinder 21' and communicates with the oil chamber S2' of the cylinder 21', and a free piston 26' is slidably fitted inside the saf tank 25'. . In this sub-tank 25', a waste chamber 83' and an oil chamber S4' are defined by a free piston 26', and stable waste is sealed in the waste chamber 83'. Also, a valve 28' is interposed in the oil passage 27' that communicates the cylinder 21' and the sub-tank 25', and this valve 28' shuts off communication between the oil chambers S2' and S4/ during braking. When not braking, oil chambers S2' and S,/
It is something that allows communication.

Therefore, when the brake is not applied, the valve 28' closes the oil chambers S2' and 8.
4', even if the piston rond 23' and the piston 2 slide due to the vertical swinging motion of the rear fork 1, the oil in the oil chamber S2/ will flow to the sub tank 25'.
The oil in the oil chamber S4' flows into the oil chamber S4', or the oil in the oil chamber S4' flows into the core oil chamber S4'.
4', piston rond 26' and piston 2
Since the sliding motion of the rear fork 1 is not obstructed, the vertical swinging motion of the rear fork 1 can be smoothly performed without any resistance.

However, during braking, the valve 28' cuts off communication between the oil chambers 32/ and 34/, so the hydraulic jack 20' performs the same function as the hydraulic jack 20 shown in FIG. 3, and exhibits an anti-lift effect.

In particular, if the valve 2 is appropriately tightened after the brake is released, a damping force will be generated in the hydraulic jack 2α due to the flow resistance when oil passes through the valve 28', and the effect of this damping force will cause the oil to stop when braking. The anti-lift force gradually decreases, and the occurrence of yoke due to a sudden decrease in the anti-lift force is effectively avoided.

As is clear from the above description, according to the present invention, since the anti-lift device is configured to include a hydraulic jack, it is possible to effectively prevent the occurrence of anti-lift phenomenon during braking, and to reduce the anti-lift force after the brake is released. It can be gradually reduced and smooth operation of the device can be realized.

[Brief explanation of the drawing]

The drawings show an embodiment of the present invention, and FIG.
3 and 3 are vertical side views of the hydraulic jack, FIG. 4 is a view similar to FIG. 1 according to a modified embodiment of the present invention, and FIG. 5 is a vertical sectional side view (2) of the hydraulic jack according to the modified embodiment. It is. In the drawing, 1: 101 is a rear fork, 6 is a vehicle body frame, 6 is a shock absorber, 7 is a brake tire, 8 is a caliper bracket, 9 is a brake type cylinder, 10.20.
20', 120 are hydraulic jacks, Sl. S2, S2', and S4' are oil chambers, and 83' is a waste chamber. Patent applicant: Honda Motor Co., Ltd. Agent: Patent attorney Yo Shimoda Patent attorney: Kuni Ohashi

Claims (1)

[Claims] The front end is pivoted to the vehicle body frame so as to be able to swing up and down. Hydraulic jacks are interposed between the rear fork and the vehicle body hood which rotatably support the rear wheel at the rear end, and between the braking force sensing member rotatably supported on the rear axle and the rear fork, respectively. An anti-lift device for a motorcycle, which is characterized in that the oil chambers of the sleeve pressure jacks are connected to each other.