JP2003285727A - Brake device for motorcycle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a lower cost brake modulator, while avoiding becoming relatively complicated construction requiring more components and higher cost when adopting front and rear wheel antilock modulators. <P>SOLUTION: A hydraulic front wheel brake 2 provided on a front wheel 1 is operated via an actuator 10 of a front wheel antilock modulator by a right lever 12. A left lever 15 properly distributes braking force to the front wheel brake 2 and a rear wheel brake 7 via a master cylinder unit 17 of an interlock brake modulator. The actuator 10 is arranged between the front wheel brake 2 and the master cylinder unit 17 and controlled by an ECU 14 in accordance with a detection signal from a speed sensor 13 provided on the front wheel 1. Input restricting means 20 is provided between the master cylinder unit 17 and the rear wheel brake 7 for restricting a given or more input to the front wheel brake to avoid the lock of a rear wheel. <P>COPYRIGHT: (C)2004,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present application relates to a braking device for a motorcycle, and more particularly to a device provided with an interlocking brake modulator and a front wheel antilock modulator.

[0002]

2. Description of the Related Art Japanese Unexamined Patent Application Publication No. 10-181546 discloses a motorcycle having front and rear wheel anti-lock modulators. This front / rear wheel anti-lock modulator is equipped with a total of two hydraulic circuits for the front and rear wheel brakes, and the front / rear wheel anti-lock modulator is based on the detection signals of vehicle speed sensors provided on the front and rear wheels, respectively. The front wheel or the rear wheel is independently antilock-controlled by adjusting the hydraulic pressure with the actuator. The rear wheel brake is a drum type and is connected to the hydraulic circuit on the rear wheel brake side, which is relatively short, by a cable.

Further, Japanese Patent Laid-Open No. 2001-171506 discloses an interlocking brake modulator adapted to appropriately distribute an output to front wheel brakes and rear wheel brakes.
This interlocking brake modulator operates the hydraulic front wheel brake independently by the right lever that is a brake operator.
The left lever controls the front wheel brake and the cable-type rear wheel brake in an interlocking manner.

[0004]

By the way, in the front and rear wheel anti-lock modulator, the front wheel brake and the rear wheel brake each require a hydraulic circuit and a vehicle speed sensor. Therefore, the weight also increases. In particular, a cheaper brake mechanism is required for a small scooter or the like, which has a low vehicle price. Therefore, an object of the present invention is to realize a brake device in which the number of parts is reduced and the cost can be reduced.

[0005]

In order to solve the above-mentioned problems, the invention of claim 1 is a brake device for a motorcycle equipped with front and rear wheel brakes, in which front wheel brakes and rear wheel brakes are operated in response to operation of a brake operator. An interlocking brake modulator that distributes output to the brake and a front wheel antilock modulator that avoids locking of the front wheels are provided, and the actuator of this front wheel antilock modulator is arranged between the master cylinder unit of the interlocking brake modulator and the front wheel brake. It is characterized by having done.

According to a second aspect of the present invention, in the above-mentioned first aspect, the input regulating means for regulating the input to the rear wheel brake is arranged between the master cylinder unit of the interlocking brake modulator and the rear wheel brake. Characterize.

According to a third aspect of the present invention, in the first aspect, a vehicle speed sensor for detecting a vehicle speed used for controlling the actuator of the front wheel antilock modulator is arranged only on the front wheel side.

According to a fourth aspect of the present invention, in the first aspect, the front wheel brake is a hydraulic brake, the rear wheel brake is a cable brake, and the master cylinder unit of the interlock brake modulator and the brake cylinder are provided. It is characterized in that input restriction means for restricting an input to the rear wheel brake is arranged between the rear wheel brakes.

[0009]

According to the first aspect of the present invention, the front wheel antilock modulator and the interlock brake modulator are used together, and the actuator of the front antilock modulator is arranged between the master cylinder unit of the interlock brake modulator and the front wheel brake. When the front wheel brake and the rear wheel brake are interlocked, the interlocking brake modulator can control the braking force of each brake to be appropriately distributed to the front and rear wheels. In addition, the front wheel anti-lock modulator can avoid locking the front wheels.

Therefore, since the anti-lock modulator is installed only on the front wheel brake side, the number of constituent parts can be reduced and the cost of the entire brake device can be reduced.

According to the second aspect of the present invention, since the input control means for the rear wheel brake is arranged between the master cylinder unit of the interlocking brake modulator and the rear wheel brake, the input of the rear wheel brake is restricted when the rear wheel brake is activated. can do. As a result, if the input regulated by the input regulation means is set to be equal to or greater than the lock generation braking force in the predetermined road surface state, the rear wheels can be prevented from being locked in the predetermined road surface state.

According to the third aspect of the invention, since the vehicle speed sensor is arranged only on the front wheel brake side, the number of constituent parts can be reduced, and as a result, the cost of the entire brake device can be reduced.

According to the fourth aspect of the present invention, since the rear wheel brake side is a cable type which is operated by a cable, it is not necessary to use a hydraulic mechanism which increases costs. Therefore,
The cost can be reduced without adding a complicated structure.

[0014]

BEST MODE FOR CARRYING OUT THE INVENTION An embodiment will be described below with reference to the drawings. 1 is a diagram showing a scooter to which the present embodiment is applied, FIG. 2 is a brake configuration diagram thereof, FIG. 3 is a diagram showing a master cylinder unit structure of an interlocking brake modulator,
4 is a cross-sectional view taken along line 4-4 of FIG. 3, FIG. 5 is a view showing an actuator structure of a front wheel anti-lock modulator, FIG. 6 is an enlarged schematic view of an input restriction means, and FIG. 7 is an ideal distribution of braking force in front and rear wheel brakes. It is a figure which shows a curve.

In FIG. 1, reference numeral 1 is a front wheel, 2 is a hydraulic front wheel brake, 3 is a front cover, 4 is a right handle grip, 5 is a left handle grip, 6 is a seat, and 7 is a drum type brake. Rear wheel brake, 8 is a rear wheel (driving wheel).

As shown in FIG. 2, the front wheel brake 2 is connected to an actuator 10 (abbreviated as ABS) forming a front wheel anti-lock modulator by a hydraulic pipe 9, and is provided on a right handle grip 4 via a cable 11. The right lever 12 is operated. The right lever 12 is one of brake operators.

The actuator 10 controls the hydraulic pressure of the front wheel brake 2 by the operation of the right lever 12 so as to avoid the locking of the front wheel 1 according to the braking situation. The actuator 10 operates the right lever 12 and the front wheel 1 side. It is controlled by the ECU 14 based on the detection signal of the front wheel vehicle speed sensor 13 provided in the vehicle. Further, an operation signal of the left lever 15 is also input, and is used for operation control of the front wheel anti-lock modulator when the interlock brake modulator is operated as described later.

The left lever 15 of the left handle grip 5 is
A master cylinder unit 17 (abbreviated as CBS) forming the interlocking brake modulator is operated via the cable 16. The left lever 15 is also one of the brake operators. The master cylinder unit 17 is the hydraulic hose 2
The pressurized hydraulic fluid is supplied to the front wheel brake 2 via the actuator 10 connected by 3c, and the cable 1
Rear wheel brake 7 via 8, 19 and input control means 20
By operating, the front wheel brake 2 and the rear wheel brake 7 are operated in an interlocked manner, and the braking forces of the front wheel brake 2 and the rear wheel brake 7 are appropriately distributed.

Reference numeral 21 is a battery for supplying power to the ECU 14, and 22 is an indicator. Indicator 22
Is provided in the vicinity of the instrument panel of the handle cover, and is turned on by the ECU 14 when the front wheel antilock modulator is activated.

As shown in FIG. 1, the actuator 10 and the master cylinder unit 17 are arranged in proximity to each other so as to be substantially integrated, and together with the ECU 14, they are centrally arranged inside the front cover 3 near the front wheel 1. Battery 2
1 is disposed below the seat 6.

FIG. 3 shows an example of a master cylinder unit 17 which constitutes an interlock brake modulator. When the front wheel brake 2 is independently operated by the right lever 12, hydraulic pressure is supplied to the front wheel brake 2 via an actuator 10. When operating with the left lever 15, the front wheel brake 2 and the rear wheel brake 7 are operated in an interlocking manner.

The master cylinder unit 17 includes a master cylinder 23, a knocker 24, a load distribution lever 25,
It has a connecting member 26 and a reservoir tank 27, and is integrated with the unit body 17a. One end of the load distribution lever 25 is connected to the upper portion of the connecting member 26 by a pin 25a, and a connection end 25b provided at one end of the cable 16 in the middle.
Engage. The cable 1 is attached to the other end of the load distribution lever 25.
The connection end portion 25c provided at one end of 8 is engaged.

The connecting member 26 is urged to move downward in the drawing by a coil spring 28. Further, the pin 2 provided with the elongated hole 26a and fitted in the elongated hole 26a is located at the lower end portion in the illustrated state.
It is connected to one end of the knocker 24 via 6b. Pin 26
b is the second member 26 that overlaps the lower side of the connecting member 26 in the illustrated state.
The second member 26c is connected to the lower end of the cable 11 via the connecting end 26d.

The other end of the knocker 24 is rotatably connected to the unit body 17a by a pin 24a. When the cable 11 is pulled upward in the figure, one end of the knocker 24 is pulled up via the second member 26c. Therefore, knocker 24
Rotates in the clockwise direction in the figure around the pin 24a, and pushes up the projecting end portion 23a of the piston provided in the intermediate portion 24b so as to move back and forth to the master cylinder 23 (see FIG. 4). Generate pressure. The pressurized hydraulic fluid is discharged from the discharge side joint 23b to the actuator 10 through the hose 23c, and the front wheel brake 2 is operated from the actuator 10 via the hose 10a.

At this time, the connecting member 26 is immovable while being pressed downward by the coil spring 28, and as a result, the load distribution lever 25 is immovable, the rear wheel brake 7 does not operate, and only the front wheel brake 2 operates. It will operate independently.

When the cable 16 is pulled upward by the left lever 15 in the drawing, the load distribution lever 2 is moved through the connecting end portion 25b.
Pull the middle part of 5 upward in the figure. At this time, the connecting member 26
Is pressed downward by the coil spring 28, the load distribution lever 25 rotates in the counterclockwise direction in the drawing around the pin 25a, and as a result, the cable 18 is pulled through the connection end 25c to input the load. The rear wheel brake 7 is operated via the restricting means 20 and the cable 19.

After that, when the traction force on the cable 16 increases and overcomes the coil spring 28, the entire load distribution lever 25 moves upward in the drawing. As a result, the connecting member 26 also moves upward in the drawing, and the knocker 24 is rotated via the pin 26b, so that hydraulic pressure is generated in the master cylinder 23 to operate the front wheel brake 2. At the same time, since the pulling of the cable 18 is continued, the operation of the rear wheel brake 7 is continued and the front and rear wheel brakes are simultaneously operated to be in the linked brake state. At this time, the braking force with respect to the front wheel brake 2 and the rear wheel brake 7 is distributed using the ratio of the distance between the pin 25a and the connection end portion 25c centering on the connection end portion 25b as a lever ratio.

As is apparent from FIG. 4, the piston 23e is movable back and forth in the liquid chamber 23d of the master cylinder 23. The piston 23e has the projecting end 23a at the knocker 2a.
It is pushed by the intermediate portion 24b of No. 4 and moves forward and backward. The liquid chamber 23d is connected to the unit body 17a by the master cylinder 23.
It communicates with the reservoir 27 integrated with the. Reference numeral 29 in the drawing is a brake switch, and the load distribution lever 25
By detecting the upward movement of the figure, the operation of the rear wheel brake 7 and the operation state of the interlocking brake modulator are detected.

FIG. 5 shows an example of the actuator 10.
The actuator 10 includes a normally open valve 31 in a body 30.
And a normally closed valve 32. The normally open valve 31 and the normally closed valve 32 are solenoid valves,
The normally open valve 31 is in a normally open state in which the hydraulic fluid discharged from the master cylinder unit 17 is normally flowed to the hydraulic front wheel brake 2 side, and a one-way valve 33 that allows backflow is connected in parallel. The normally closed valve 32 allows the hydraulic fluid on the front wheel brake 2 side to be supplied to the reservoir tank 2 of the master cylinder unit 17 only when the solenoid is excited.
4 (see FIG. 4) to be in the normally closed state.

The opening / closing of the normally open type valve 31 and the normally closed type valve 32 is controlled by the ECU 14, and the normally open type valve 31 is closed and the normally closed type valve 32 is opened to shut off the hydraulic pressure for a short time to thereby brake the front wheel brake 2. By stopping the control of
It is designed to avoid locking the front wheels.

FIG. 6 shows a stroke regulation type as an example of the input regulation means 20. A spring 42, to which one end of the cable 18 is connected via a joint piece 41, is arranged in the body 40, and the other end of the spring 42 is connected to the cable 19.
Is connected to one end of the connecting plate 43 through the connecting plate 43. The connecting plate 43 has a wide shape, and when it is pulled leftward in the drawing with a predetermined stroke, the connecting plate 43 comes into contact with a stopper 44 provided on the body 40 and its movement is restricted, whereby the input is restricted.

FIG. 7 shows an ideal distribution curve A in the braking force distribution of the front and rear wheel brakes in the interlocking brake modulator and an actual distribution curve BC as a setting example, where the horizontal axis is the front wheel braking force and the vertical axis is the rear wheel braking force. . Among the straight lines shown in the figure, the diagonal straight line extending upward from the horizontal axis to the right is the front wheel lock line, and the diagonal straight line extending downward from the vertical axis to the right is the rear wheel lock line. A plurality of these lock lines are displayed for each road surface condition (indicated by friction coefficient μ), and a curve that sequentially connects the intersections of the lock lines of the front wheels and the rear wheels corresponding to a certain μ is the ideal distribution curve A. .

As shown by the straight line B in the figure, the braking force distribution in the present embodiment initially changes to a straight line rising upward along the ideal distribution curve A, but μ = 0.
Bend at the point P before the intersection with the lock line of 4 and straight line C
As shown in, the curve changes downward toward the point Q of μ = 0.4 on the ideal distribution curve A.

Therefore, the rear wheel brake of the interlocking brake modulator in this embodiment is based on the road surface condition of μ = 0.4, and the rear wheel is not locked when μ = 0.4 or less. Such setting can be made by the braking force distribution in the interlocking brake modulator, that is, the lever ratio of the load distribution lever 25 shown in FIG. 3 and the stroke restriction in the input restriction means 20. Note that the portion indicated by the broken line D in FIG. 7 is an assumed state when the stroke restriction by the input restriction means 20 is not performed, and in this case, the front wheels will be locked on the road surface of μ = 0.7 or less, for example.

Next, the operation of this embodiment will be described. When the right lever 12 is operated independently, the master cylinder unit 1
Only the hydraulic pressure 7 is generated by the rotation of the knocker 24, and controls only the front wheel brake 2 via the actuator 10.
When the actuator 10 is under a condition that lock occurs based on the operation signal of the right lever 12 and the vehicle speed signal detected by the front wheel vehicle speed sensor 13, the ECU 14 controls the normally open valve 31 and the normally closed valve 32 of the actuator 10. Avoid front wheel lock. At this time, the load distribution lever 25
The rear wheel brake 7 is irrelevant, since does not operate.

On the other hand, when the left lever 15 is independently operated, the load distribution lever 25 of the master cylinder unit 17 is actuated to properly distribute the braking force to the front wheel brake 2 and the rear wheel brake 7. At this time, when the rear wheel brake reaches a predetermined μ (μ = 0.4 in the present embodiment), the input restricting means 20 restricts the input, so that the rear wheel brake 7 stops the braking force and avoids the lock.

In this state, as shown in FIG. 7, the vehicle bends at the point P and changes toward the point Q of μ = 0.4 on the ideal distribution curve A, and the braking force distribution to the front wheel brake side decreases. Therefore, the locking of the rear wheels is avoided on the road surface of μ = 0.4 or less.

On the other hand, since the braking force on the front wheel brake side is not regulated, if it gradually increases, it will enter the lock region of the front wheel. However, when this happens, the actuator 1
With 0, front wheel lock can be avoided.

Therefore, when the front wheel brake 2 and the rear wheel brake 7 are operated by independently operating the left lever 15, the interlocking brake modulator controls the braking force of each brake to be properly distributed to all the wheels. You can avoid the lock.

When only the front wheel brake 2 is braked by operating the right lever 12 independently, the front wheel antilock modulator can avoid the front wheel lock.
It is possible to avoid locking the front and rear wheels both when the front wheel brake is operated independently and when the interlock brake modulator is operated.

In addition, even when the interlock brake modulator is operating, when a large front wheel braking force is generated while the rear wheel brake side is regulated by the input regulation means 20, the front wheel antilock modulator locks the front wheel. It can be avoided. Moreover, the anti-lock modulator is installed only on the front wheel brake side 2, and the vehicle speed sensor 13
Since it is installed only on the front wheel side, the number of component parts can be reduced,
The cost of the entire braking system can be reduced and the weight can be reduced.

Also. Since the input restriction means 20 for the rear wheel brake 2 is arranged between the master cylinder unit 17 of the interlocking brake modulator and the rear wheel brake 7, the input of a predetermined amount or more that causes the rear wheel 8 to be locked when the rear wheel brake is activated is canceled. it can. As a result, if the input to be regulated by the input regulation means is set so as to regulate the braking force at the time of occurrence of a lock in a predetermined road surface state, the interlock brake modulator can be provided without the rear wheel anti-lock modulator. And input regulation means 20
It is possible to avoid locking the rear wheels in a predetermined road surface condition.

Further, since the rear wheel brake 7 side is a drum type and can be operated by a cable, it is not necessary to use a hydraulic mechanism which increases cost. Therefore, the cost can be reduced without adding a complicated structure.

The invention of the present application is not limited to the above-described embodiments, but can be variously modified and applied within the principle of the invention. For example, the input regulation means 20 may be not only a stroke regulation type but also a load regulation type, for example. Further, it may be configured in the master cylinder unit.

[Brief description of drawings]

FIG. 1 is a diagram showing a scooter according to an embodiment.

FIG. 2 is a mechanical diagram of a brake according to an embodiment.

FIG. 3 is a diagram showing a structure of a master cylinder unit.

FIG. 4 is a sectional view taken along line 4-4 of FIG.

FIG. 5 is a block diagram of a front wheel anti-lock modulator.

FIG. 6 is a schematic diagram of input restriction means.

FIG. 7 is a diagram showing a braking force distribution curve between front and rear wheel brakes.

[Explanation of symbols]

1: front wheel, 2: hydraulic front wheel brake, 7: cable type rear wheel brake, 8: rear wheel, 10: actuator, 13:
Front wheel vehicle speed sensor, 14: ECU, 15: left lever, 1
7: Master cylinder unit, 20: Input regulation means

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[Procedure amendment]

[Submission date] April 5, 2002 (2002.4.5)

[Procedure Amendment 1]

[Document name to be amended] Statement

[Name of item to be corrected] 0024

[Correction method] Change

[Correction content]

The other end of the knocker 24 is rotatably connected to the unit body 17a by a pin 24a. When the cable 11 is pulled upward in the figure, one end of the knocker 24 is pulled up via the second member 26c. Therefore, knocker 24
Rotates in the clockwise direction in the figure around the pin 24a, and pushes up the projecting end portion 23a of the piston provided in the intermediate portion 24b so as to move back and forth to the master cylinder 23 (see FIG. 4). Generate pressure. The pressurized hydraulic fluid is discharged from the discharge-side joint 23b to the actuator 10 through the hose 23c, and the front wheel brake 2 is operated from the actuator 10 through the hose 9 .

[Procedure Amendment 2]

[Document name to be amended] Statement

[Correction target item name] 0035

[Correction method] Change

[Correction content]

Next, the operation of this embodiment will be described. When the right lever 12 is operated independently, the master cylinder unit 1
Only the hydraulic pressure 7 is generated by the rotation of the knocker 24, and controls only the front wheel brake 2 via the actuator 10. When the actuator 10 is under a condition that lock occurs based on the operation signal of the right lever 12 and the vehicle speed signal detected by the front wheel vehicle speed sensor 13, the ECU 14 controls the normally open valve 31 and the normally closed valve 32 of the actuator 10. Avoid front wheel lock. At this time, since the load distribution lever 25 does not operate, the rear wheel brake 7 is irrelevant.

[Procedure 3]

[Document name to be amended] Statement

[Correction target item name] 0042

[Correction method] Change

[Correction content]

Also. Since the input restriction means 20 for the rear wheel brake 2 is arranged between the master cylinder unit 17 of the interlocking brake modulator and the rear wheel brake 7, the input of a predetermined amount or more that causes the rear wheel 8 to be locked when the rear wheel brake is activated is canceled. it can. As a result, as an input to regulate the previously input limiting means, to enter restrict or braking force when the lock occurs in a predetermined road surface condition
If set, without providing a rear wheel antilock modulator, can be avoided locking of the rear wheels only the input limiting means 20 and the interlocking brake modulator in the road surface condition of a given state.

[Procedure amendment 4]

[Document name to be corrected] Drawing

[Name of item to be corrected] Figure 1

[Correction method] Change

[Correction content]

[Figure 1]

Claims (4)

[Claims] 1. A motorcycle braking device including front and rear wheel brakes, comprising: a master cylinder unit of an interlocking brake modulator that distributes an output to a front wheel brake and a rear wheel brake according to an operation of a brake operator; A brake device for a motorcycle, comprising: a front wheel anti-lock modulator actuator that avoids locking; and the actuator is arranged between the master cylinder unit and the front wheel brake. 2. The brake device for a motorcycle according to claim 1, wherein an input restriction means for restricting an input to the rear wheel brake is arranged between the master cylinder unit and the rear wheel brake. . 3. The brake device for a motorcycle according to claim 1, wherein a vehicle speed sensor for detecting a vehicle speed used for controlling the actuator is arranged only on the front wheel side. 4. The front wheel brake according to claim 1, wherein the front wheel brake is a hydraulic brake, the rear wheel brake is a cable brake, and the rear wheel is provided between the master cylinder unit and the rear wheel brake. A braking device for a motorcycle, characterized in that input restriction means for restricting input to the brake is arranged.