JP4711408B2 - Motorcycle - Google Patents

Description

  The present invention relates to a motorcycle having an exhaust pipe disposed in the vicinity of a brake pedal.

  In motorcycles, the exhaust pipe and the muffler are disposed near the driver's feet on the same side as the brake pedal, and therefore generally extend along the longitudinal direction of the vehicle body so as to pass near the brake pedal. (For example, see Patent Document 1).

JP-A-9-263285

  When the exhaust pipe and the muffler pass in the vicinity of the brake pedal, if the sensor for detecting the displacement amount of the brake pedal is provided, the brake pedal displacement amount detection sensor comes close to the exhaust pipe and the muffler. Since exhaust gas of high temperature passes through the exhaust pipe and the muffler, the exhaust pipe and the muffler become high temperature. For this reason, the brake pedal displacement detection sensor receives radiant heat.

  Resin-made parts may be employed as the parts constituting the brake pedal displacement detection sensor. In general, it is difficult to say that the resin has good heat resistance. Therefore, there is a concern that the brake pedal displacement detection sensor may be affected by receiving the radiant heat.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a motorcycle capable of reducing the radiant heat received by the brake pedal displacement detection sensor as much as possible.

In order to achieve the above object, the present invention provides a brake pedal for a driver to depress with a foot, and a brake displacement amount detecting means for detecting a displacement amount of the brake pedal accompanying the driver's depressing operation. A motorcycle equipped with a brake mechanism for a motorcycle having
An exhaust pipe for guiding the exhaust gas discharged from the internal combustion engine is disposed in the vicinity of the brake pedal,
Shielding means interposed between the brake displacement amount detection means and the exhaust pipe is provided.

  With such a configuration, the radiant heat from the exhaust pipe is blocked by the shielding means. In other words, since the radiant heat received by the brake pedal displacement amount detection sensor is significantly reduced, the brake pedal displacement amount detection sensor can be prevented from being affected by the radiant heat.

  In addition, since the shielding means shields rainwater, mud and the like in addition to radiant heat, the brake pedal displacement detection sensor is less affected by disturbance.

  Here, it is preferable that the shielding means also serves as a member constituting the vehicle body. As a result, the number of components of the vehicle body is reduced, the assembly work is facilitated, and the cost can be reduced.

  In the case where the shielding means and the vehicle body component are used together, it is preferable to provide the shielding means as a tandem step holder that supports a tandem step bar on which a passenger riding in the rear seat places his / her foot. . Since the tandem step holder extends rearward over a wide range on the side surface of the vehicle, the degree of freedom in design such as the installation position and dimensions of the shielding means can be increased.

  The motorcycle may be mounted with only an internal combustion engine as a driving power mechanism, but may be a hybrid motorcycle mounted with a motor together with the internal combustion engine. In this case, since the brake displacement amount detection means is used as a regeneration sensor, it is possible to provide a brake structure suitable for this type of vehicle.

  According to the present invention, the shielding means is interposed between the brake displacement amount detecting means and the exhaust pipe. Since this shielding means shields the radiant heat from the exhaust pipe, the radiant heat received by the brake displacement amount detecting means is greatly reduced. For this reason, it can suppress that the brake displacement amount detection means is influenced by heat.

  In addition, the shielding means protects the brake displacement amount detecting means from rainwater and mud. Therefore, the brake displacement amount detection means is not affected by the disturbance.

  Hereinafter, preferred embodiments of a motorcycle according to the present invention will be described and described in detail with reference to the accompanying drawings.

  FIG. 1 is a schematic side view of a main part along the longitudinal direction of a motorcycle 10 according to the present embodiment. The motorcycle 10 includes a handle 13 pivotally supported by a head pipe 11 and protruding from an end of a front mask 12, a front wheel 14 steered by the handle 13, and a front wheel for braking the front wheel 14. A brake lever 15 that constitutes a brake, a rear wheel 16 that is a driving wheel, a power unit 18 that supplies driving force to the rear wheel 16 via a chain (not shown), a control unit 19 that controls the power unit 18, and a start And a battery 20 used for driving and regeneration. Although the lead acid battery is illustrated as the battery 20, it is not specifically limited to this, A various storage battery is employable.

  The vehicle body of the motorcycle 10 is configured with a frame 21 as a base, and the frame 21 is covered with a cover (not shown). Above the cover, a seat (not shown) for the driver to get on is provided slightly behind the power unit 18. In other words, the power unit 18 is provided approximately in the middle between the front wheel 14 and the rear wheel 16 and slightly below the front of the seat.

  The control unit 19 and the battery 20 are disposed slightly forward from the lower side of the seat and are disposed inside the cover. In the vicinity of the power unit 18 on the right side of the motorcycle 10, a step 22 and a brake pedal 24 constituting a rear wheel brake are provided.

  Here, the power unit 18 includes an internal combustion engine 26 that generates a traveling driving force. That is, the motorcycle 10 is a hybrid type that uses both the power unit 18 and the internal combustion engine 26 as power sources.

  The internal combustion engine 26 is connected to an exhaust pipe 27 (see FIG. 1) for discharging exhaust gas after combustion occurs in the combustion chamber 26a (see FIG. 2) of the internal combustion engine 26. A muffler 28 is connected to the exhaust pipe 27. In the present embodiment, the exhaust pipe 27 and the muffler 28 are collectively referred to as an exhaust pipe.

  The exhaust pipe 27 extends toward the rear end of the motorcycle 10 through the vicinity of the side of the power unit, and the muffler 28 is connected to the exhaust pipe 27 in the vicinity of the side of the rear end portion of the power unit 18.

Above the muffler 28, a tandem step bar 30 for placing a foot on the occupant on the tandem seat 29 is disposed. The tandem step bar 30 is supported by a tandem step holder 32. A tongue piece 34 is formed on the chain side end face of the tandem step holder 32, that is, on the inner side end face of the vehicle body so as to protrude toward the lower side of the vehicle body up to the vicinity of the middle part in the thickness direction. As will be described later, the tongue piece 34 functions as a shielding means.

The tandem step holder 32 having such a structure, as shown in FIG. 1, is mounted on the frame 21.

  The speed change method of the motorcycle 10 is a so-called four-speed rotary type, and the shift position value becomes neutral → 1 → 2 → 3 → 4 every time the rear of a shift pedal (not shown) provided on the left side of the motorcycle 10 is depressed. On the contrary, every time the front of the shift pedal is depressed, 4 → 3 → 2 → 1 → neutral is shifted down. In the four-speed rotary type, the clutch operation at the time of shifting is performed in sequence and automatically by the operation of the shift pedal, and therefore a clutch lever or the like is not necessary.

  The configuration of the power unit 18 will be described with reference to FIG. 2 is a cross-sectional plan view of the power unit 18, where the left-right direction corresponds to the vehicle width direction, the upper direction corresponds to the front of the vehicle, and the lower direction corresponds to the rear of the vehicle.

  As shown in FIG. 2, the power unit 18 includes an internal combustion engine 26 and a motor / generator 36 that generate travel driving force, a starting clutch 40 provided on a crankshaft 38 of the internal combustion engine 26, and the starting clutch 40. The transmission includes a step-shifted transmission 42 for rotating the crankshaft 38 and a shift clutch 44 provided between the start clutch 40 and the transmission 42. The motor / generator 36 functions as a starter motor that rotationally drives the crankshaft 38 when the internal combustion engine is started. In the power unit 18, the cylinder head 46a, the cylinder 46b, and the crankcase 46c are integrally coupled to form an extended portion. The crankshaft 38 is rotatably supported by a plurality of bearings 48a, 48b, 48c.

  The internal combustion engine 26 supplies sparks to a connecting rod 50 connected to a crankshaft 38, a piston 52 that is provided at the tip of the connecting rod 50 and reciprocates in the cylinder 46b, and a combustion chamber 26a at the inner end of the cylinder 46b. It has an ignition plug 54 and a cam mechanism 56 that opens and closes a valve (not shown) to intake and exhaust the combustion chamber 26a. The cam mechanism 56 is driven from the crankshaft 38 via a timing chain 56a.

  The motor / generator 36 is disposed at the left end portion of the crankshaft 38, is provided on the crankcase 46 c and is configured coaxially with the crankshaft 38, and is fixed to the end portion of the crankshaft 38 to be fixed to the stator 58. And an outer rotor 60 provided so as to cover. The stator 58 is provided with a plurality of coils 61 arranged in an annular shape. A plurality of magnets 62 arranged so as to form a narrow gap with respect to the coil 61 are fixed to the outer rotor 60. The motor / generator 36 is controlled to rotate under the action of the control unit 19.

  The starting clutch 40 connects and disconnects (hereinafter also referred to as disconnection) between the crankshaft 38 and the primary gear 67 when starting and stopping, and is disposed at the right end of the crankshaft 38. The starting clutch 40 includes a cup-shaped outer case 66 fixed to one end of a sleeve 64, a primary gear 67 provided at the other end, an outer plate 68 fixed to the right end of the crankshaft 38, and an outer plate. 68, a shoe 72 attached to the outer line portion 68 through the weight 70 so as to face radially outward, and a spring 74 for urging the shoe 72 radially inward. In the starting clutch 40, the outer case 66 and the shoe 72 are separated when the internal combustion engine speed N is equal to or less than a predetermined value, and the crankshaft 38 and the transmission clutch 44 are disconnected (a disconnected state in which no power is transmitted). ). When the internal combustion engine speed N increases and exceeds a predetermined value, the centrifugal force acting on the weight 70 resists the elastic force acting radially inward by the spring 74, and the weight 70 moves radially outward, thereby causing the shoe 72 to move. Presses the inner peripheral surface of the outer case 66 with a force equal to or greater than a predetermined value. As a result, the rotation of the crankshaft 38 is transmitted to the primary gear 67 through the outer case 66, and a connection state is established in which power is transmitted.

  The transmission clutch 44 connects and disconnects the primary gear 67 and the main shaft 76, and is disposed at the right end portion of the main shaft 76. The speed change clutch 44 includes a cup-shaped outer housing 78 that meshes with the primary gear 67, a boss 80 provided on the inner side of the outer housing 78, and an outer housing 78 and a boss 80 that are alternately stacked. A plurality of friction disks 82 and clutch disks 84, a pressure plate 86, a clutch spring 88 that elastically urges the pressure plate 86 to be in close contact with the boss 80, and a boss via a deep groove ball bearing 90. And a clutch operating mechanism 92 for pressing 80 in the axial direction. The clutch operation mechanism 92 operates in conjunction with the operation of the shift pedal.

  One of the plurality of friction disks 82 and clutch disks 84 provided in a stacked manner faces the pressure plate 86, and the other faces the support surface 80 a that is a part of the boss 80. When the clutch operating mechanism 92 is not operated by the shift pedal, the friction disk 82 and the clutch disk 84 are strongly held between the pressure plate 86 and the support surface 80a, and the torque input from the primary gear 67 is transmitted to the boss 80. Further, the boss 80 is transmitted to the main shaft 76 by the spline configuration, and is connected.

  When the boss 80 is pressed by the clutch operating mechanism 92, the boss 80 moves in the axial direction while compressing the clutch spring 88, and is separated from the friction disc 82 and the clutch disc 84. Therefore, the torque of the primary gear 67 is not transmitted to the main shaft 76, and is cut off.

  The speed change clutch 44 detects the output rotation speed No based on the input rotation sensor 94 for detecting the input rotation speed Ni based on the number of teeth of the outer housing 78 and the outer peripheral teeth at a predetermined position of the main shaft 76. An output rotation sensor 96 is provided. The input rotation sensor 94 and the output rotation sensor 96 are non-contact type, and supply the detected speed signal to the control unit 19.

The transmission 42 transmits the rotation supplied from the shift clutch 44 to the rear wheel 16 by performing a step change based on the operation of the shift pedal. The transmission 42 includes the main shaft 76 as an input shaft, a counter shaft 100 arranged in parallel to the main shaft 76, and drive gears 102a, 102b, 102c and 102d provided on the counter shaft 100. The driven gears 104a, 104b, 104c and 104d provided on the main shaft 76, the shift fork 106a engaged with the drive gear 102a, the shift fork 106b engaged with the driven gear 104c, and the shift forks 106a and 106b are pivoted. having a support shaft 108 for holding the direction slides freely, the shift forks 106a, end the groove 110a of the 106b, and a shift drum 112 is slid while along the 110b. The drive gears 102a, 102b, 102c and 102d mesh with the driven gears 104a, 104b, 104c and 104d in this order. When the drive gear 102b slides left and right, the side dowels engage with the adjacent drive gear 102a or 102c, and when the driven gear 104c slides left and right, the side dowels engage with the adjacent driven gear 104b or 104d. To do.

  The drive gears 102 a and 102 c are held rotatably with respect to the main shaft 76, and the driven gears 104 b and 104 d are held rotatably with respect to the counter shaft 100. The drive gear 102b and the driven gear 104c are splined to the main shaft 76 and the counter shaft 100 and are slidable in the axial direction. The drive gear 102d and the driven gear 104a are fixed to the main shaft 76 and the counter shaft 100.

  A rotation mechanism 122 is provided at the end of the shift drum 112, and the operation of the shift pedal rotates the shift drum 112 via the shift spindle by the rotation mechanism 122. As a result, the shift forks 106a and 106b move in the axial direction along the grooves 110a and 110b, and the drive gear 102b and the driven gear 104c are slid according to the shift speed.

  When the drive gear 102b slides leftward, the torque of the main shaft 76 is transmitted to the counter shaft 100 via the drive gears 102b and 102a and the driven gear 104a. When the drive gear 102b is in the neutral position and the driven gear 104c slides to the left, the torque of the main shaft 76 is transmitted to the counter shaft 100 via the drive gear 102b, the driven gear 104b, and the driven gear 104c. When the driven gear 104c is in the neutral position and the drive gear 102b slides to the right, the torque of the main shaft 76 is transmitted to the counter shaft 100 via the drive gears 102b and 102c and the driven gear 104c. When the drive gear 102b is in the neutral position and the driven gear 104c moves to the right, the torque of the main shaft 76 is transmitted to the counter shaft 100 via the drive gear 102d, the driven gear 104d, and the driven gear 104c. In this way, the rotation of the main shaft 76 is shifted in four stages and transmitted to the counter shaft 100 or is in a neutral state.

  The main shaft 76 and the counter shaft 100 are rotatably held by bearings 114a, 114b, 116a, and 116b. A sprocket 118 is provided at the end of the counter shaft 100, and the sprocket 118 transmits rotation to the rear wheel 16 via the chain (not shown). A vehicle speed sensor 120 that detects the rotational speed of the counter shaft 100 in a non-contact manner is provided near the counter shaft 100, and supplies the detected rotational speed to the control unit 19. The rotational speed of the counter shaft 100 detected by the vehicle speed sensor 120 indicates the vehicle speed V.

On the other hand, the rear wheel brake, as shown in FIG. 3, having the other of the brake pedal 24, the elongated arm member 128 to pivot 126 is protruded on one end. A tube hose 130 is connected to the other end of the arm member 128, and it is sensed that the rear wheel brake has been operated by pulling the tube hose 130.

  Further, a sensor bracket 138 in which a hanging portion 136 is bridged by a first horizontal portion 132 and a second horizontal portion 134 that extend in parallel to each other is pivotally supported on the arm member 128, and a first bracket that constitutes the sensor bracket 138 is supported. A pressing rod 142 is passed through a through hole 140 provided in the horizontal portion 132.

At the boundary between the first horizontal portion 132 and the drooping portion 136 of the sensor bracket 138, a protruding end portion protruding from the arc-shaped peripheral edge portion of the sensor main body 146 constituting the regenerative rotation sensor 144 (brake displacement amount detecting means) is connected. ing. A rotatable cam 148 is pivotally supported by a support shaft 150 at the distal end portion of the sensor main body 146, and the distal end portion of the pressing rod 142 is in contact with the convex portion 152 of the cam 148. The sensor body 146, the cam 148, the support shaft 150, etc. are made of resin.

  A coil spring (not shown) is wound around the cam 148 inside the sensor body 146. In other words, the cam 148 is elastically biased toward the pressing rod 142 by the coil spring.

  As shown in FIGS. 4 and 5, the regenerative rotation sensor 144 faces the exhaust pipe through the tongue piece 34 of the tandem step holder 32. In other words, the tongue piece 34 of the tandem step holder 32 is interposed between the regenerative rotation sensor 144 and the exhaust pipe.

  The motorcycle 10 according to the present embodiment is basically configured as described above. Next, the function and effect will be described.

  In the motorcycle 10, when the internal combustion engine 26 is started by a predetermined operation of the driver and the internal combustion engine speed N increases with the operation of the accelerator, the starting clutch 40 shifts to a connected state based on the centrifugal action. As a result, the torque of the crankshaft 38 is transmitted to the rear wheel 16 via the start clutch, the shift clutch 44, the main shaft 76, and the transmission 42, and the motorcycle 10 starts.

  While the motorcycle 10 is traveling, the control unit 19 performs control processing of the power unit 18. In other words, the internal combustion engine speed N, the input speed Ni, the output speed No, the vehicle speed V, and the spindle rotation θ are input, and control is performed so that the gear is shifted up or down depending on the driving situation.

  The motor / generator 36 receives power from the battery 20 and rotates the crankshaft 38 together with the internal combustion engine 26 under the rotational control action of the control unit 19 according to the traveling state, or regenerates based on the rotational power of the crankshaft 38. Power generation is performed, and the generated power is charged in the battery 20.

  Thus, while the motorcycle 10 travels, fuel and air are supplied to the combustion chamber 26a (see FIG. 2) of the internal combustion engine 26, and these are burned by the sparks emitted from the spark plug 54. The high-temperature exhaust gas after combustion is discharged from the muffler 28 to the atmosphere via the exhaust pipe 27 (see FIG. 1) from the combustion chamber 26a. Heat is transmitted from the high-temperature exhaust gas to the exhaust pipe. As a result, the temperature of the exhaust pipe rises, and surrounding members including the tandem step holder 32 receive radiant heat.

  Here, as described above, the tongue piece 34 of the tandem step holder 32 is interposed between the muffler 28 constituting the exhaust pipe and the regenerative rotation sensor 144 (see FIGS. 4 and 5). For this reason, since the radiant heat from the muffler 28 is shielded by the tandem step holder 32, it is remarkably suppressed that the radiant heat reaches the regenerative rotation sensor 144. In other words, even if the sensor main body 146, the cam 148, the support shaft 150, etc. of the regenerative rotation sensor 144 are made of a resin having relatively low heat resistance, the regenerative rotation sensor 144 is affected by radiant heat. Can be avoided.

  The tongue piece portion 34 of the tandem step holder 32 further protects the regenerative rotation sensor 144 from rainwater, dust, mud, and the like. Therefore, for example, it is possible to avoid the effect that the rotation sensor for regeneration 144 shows a value different from the actual value due to disturbance.

  Moreover, in the present embodiment, since the shielding means for blocking radiant heat is the tongue piece portion 34 constituting a part of the tandem step holder 32, the number of parts of the motorcycle 10 does not increase. That is, according to the present embodiment, the number of parts is increased in accordance with the configuration that blocks the radiant heat from the exhaust pipe, and therefore, the parts procurement cost of the motorcycle 10 does not increase.

When reducing the speed of the motorcycle 10 or stopping the motorcycle 10, the driver steps on the tip of the brake pedal 24 while holding the brake lever 15. Along with the tip of the probe Rekipedaru 24 is depressed, together with the pivot 126 and the arm member 128, which is protruded at one end of the arm member 128 rotates in the arrow X direction, the arrow sensor bracket 138 of FIG. 6 On the other hand, the pressing rod 142 relatively moves toward the convex portion 152 as shown in FIG. As a result, the cam 148 of the regenerative rotation sensor 144 rotates in the direction of arrow A against the elastic action of the coil spring. The amount of rotation at this time is recognized by the control unit 19 as the amount of displacement of the brake pedal 24.

  The control unit 19 prevents the brake lamp from being lit when the rotation amount is less than a predetermined threshold value, and issues a “brake lamp lighting” control signal when the rotation amount exceeds the threshold value. The brake lamp lights up only after receiving this control signal. For this reason, the brake lamp does not light up to the extent that the driver depresses the brake pedal 24 slightly.

  Then, at the same time as the rotation amount becomes equal to or greater than the threshold value, the tube hose 130 is pulled and the rear wheel brake starts to operate effectively. That is, the rotation of the rear wheel 16 is reduced or stopped.

  While the cam 148 rotates in this way, a regenerative current is generated according to the amount of rotation.

  When the driver reduces the pressing force on the brake pedal 24, the brake pedal 24 returns to the original position. Following this, the sensor bracket 138 moves backward, and as a result, the cam 148 returns to its original position under the elastic action of the coil spring (not shown).

  In the above-described embodiment, the tandem step holder 32 is also used as a shielding means. However, other members may also be used as a shielding means, or a plate material used alone as the shielding means. May be attached to the frame 21.

  Further, the present invention is not limited to the motorcycle 10 in which the clutch operation and the shift operation are combined with the operation of the shift pedal, and may be a motorcycle that performs a clutch operation using a shift lever provided near the handle. .

  Furthermore, although the motorcycle 10 according to the present embodiment is a hybrid type, the present invention is not particularly limited to this, and is a general vehicle that travels by burning fuel and air in a combustion chamber of an internal combustion engine. A motorcycle may be used.

1 is a schematic side view of a main part along a longitudinal direction of a motorcycle according to an embodiment. FIG. 2 is a cross-sectional plan view of a power unit that constitutes a drive source of the motorcycle of FIG. 1. It is principal part front expanded explanatory drawing which shows schematic structure of the rotation sensor for regeneration. It is a rear front principal part enlarged view which expands and shows the attachment location of a tandem step holder from the tail side. It is a rear perspective essential part enlarged view which expands and shows the attachment location of a tandem step holder from diagonally backward. FIG. 4 is an enlarged front explanatory view of a main part showing a state in which a cam constituting the regenerative rotation sensor in FIG. 3 is rotated in accordance with depression of a brake pedal.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 ... Motorcycle 14 ... Front wheel 15 ... Brake lever 16 ... Rear wheel 18 ... Power unit 19 ... Control unit 20 ... Battery 21 ... Frame 24 ... Brake pedal 26 ... Internal combustion engine 26a ... Combustion chamber 27 ... Exhaust pipe 28 ... Muffler 30 ... Tandem Step bar 32 ... Tandem step holder 34 ... Tongue piece 36 ... Motor generator 38 ... Crank shaft 128 ... Arm member 138 ... Sensor bracket 142 ... Press rod 144 ... Regenerative rotation sensor 146 ... Sensor body 148 ... Cam 150 ... Support shaft 152 ... convex portion

Claims (6)

A motorcycle having a brake pedal (24) for a driver to step on with his / her foot and a brake displacement amount detecting means (144) for detecting a displacement amount of the brake pedal (24) accompanying the driver's stepping operation. A motorcycle (10) equipped with a brake mechanism for a vehicle,
Exhaust pipes (27, 28) for guiding the exhaust gas discharged from the internal combustion engine (26) are disposed in the vicinity of the brake pedal (24),
Shielding means (34) interposed between the brake displacement amount detecting means (144) and the exhaust pipes (27, 28) is provided,
The shielding means (34) is disposed apart from the brake displacement amount detecting means (144) ,
Motorcycle and the brake displacement detecting means (144), characterized in Rukoto attached to the bracket (138) to be locked axis arm member (128) constituting the rear wheel brake with the brake pedal (24) (10).   The motorcycle (10) according to claim 1, wherein the shielding means (34) also serves as a member constituting a vehicle body.   The motorcycle (10) according to claim 2, wherein the shielding means (34) is a tandem step holder (32) for supporting a tandem step bar (30) on which a passenger riding in the rear seat places his / her foot. A featured motorcycle (10).   The motorcycle (10) according to any one of claims 1 to 3, wherein a motor (36) constituting a traveling power engine is mounted together with the internal combustion engine (26), and the brake displacement amount detecting means (144). ) Is a regenerative sensor (144). The motorcycle (10) according to any one of claims 1 to 4 , wherein the bracket (138) extends in a direction away from the brake pedal (24) and is parallel to each other. 132) and a second horizontal part (134), and a hanging part (136) interposed between the first horizontal part (132) and the second horizontal part (134), the first horizontal part The motorcycle (10), characterized in that the brake displacement amount detecting means (144) is axially fixed at a boundary between the (132) and the hanging part (136). The motorcycle (10) according to claim 5 , wherein a through hole (140) is formed in the first horizontal portion (132) and a rod (142) is passed through the through hole (140), while the brake A pivotable cam (148) is pivotally supported on the displacement detection means (144), and the tip of the rod (142) abuts against the cam (148) to press the cam (148). Motorcycle (10).

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