JPS6228548Y2 - - Google Patents

Description

[Detailed description of the invention] This invention changes the installation angle of the G valve by sensing the input of the independently provided front brake.
The present invention relates to an interlocking brake device for a two-wheeled vehicle in which the starting point of the operation is moved.

The brake units installed on the front and rear wheels of a two-wheeled vehicle are connected to each other through a conduit, and the hydraulic pressure generated by operating the brake pedal is simultaneously transmitted to both brake units via the conduit, thereby interlocking the braking of the front and rear wheels. Interlocking brake devices configured to do this are known.

By the way, in the case of motorcycles equipped with such an interlocking brake system, the braking force between the front and rear wheels is distributed in a predetermined ratio, so when the input exceeds the pressure at the activation point, the brake pressure on the rear wheel side is input. A hydraulic pressure regulating valve that is set to be smaller at a constant ratio than the above-mentioned pressure is interposed in the conduit.

Furthermore, a deceleration-sensitive oil pressure adjustment valve called a G valve may be provided in place of the oil pressure adjustment valve. This G valve determines its starting point depending on the deceleration of the vehicle, and when it senses vehicle deceleration above a certain level, it moves the ball inside the valve.
The movement of this ball cuts off the input and then functions as a limiter or proportioning valve.

However, even with the G-valve mentioned above, if the front brake, which is installed separately from the interlocking brake system, is used together with the interlocking brake system, the proper distribution of braking force to the front and rear wheels may be disrupted. .

The inventors of the present invention have devised the present invention in order to effectively eliminate such inconveniences. By interposing a cylinder unit between the front brake and the vehicle body that operates in response to hydraulic pressure from the master cylinder of the front brake installed independently on the front wheels, the G valve is tilted up and down according to the output of the front brake. To provide an interlocking brake device for a two-wheeled vehicle that can always establish appropriate braking force distribution.

A preferred embodiment of the present invention will be described below in detail with reference to the accompanying drawings.

Fig. 1 is a side view of a motorcycle equipped with an interlocking brake device according to the present invention, Fig. 2 is a plan view thereof, Fig. 3 is a longitudinal cross-sectional side view of the G valve, and Fig. 4 is Fig. 3-4. 4-line sectional view, Figure 5 is a diagram similar to Figure 3 showing the operating state, Figure 6 is a side view showing the tilted state of the G valve, and Figure 7 is the vector of force acting on the ball in the G valve. FIG. 8 is a characteristic diagram of braking force distribution.

In the motorcycle 1 shown in FIGS. 1 and 2, a front fork 2 is provided at the front of the vehicle body, and a handle 3 is provided above the front fork 2.
is fixedly installed, and a front wheel 4 forming a steering wheel is rotatably supported at the lower end of this 2.

Also, behind the handle 3 is a fuel tank 5.
Furthermore, seats 6 are provided at the rear, an engine 7 is mounted below the fuel tank 5, and a rear wheel 8 serving as a driving wheel is rotatably supported at the rear of the vehicle body.

By the way, the front and rear wheels 4 and 8 are provided with brake units 20 and 30, respectively, as shown in the figure, and the front wheel side brake unit 20 includes a disc-shaped brake disc 21 that rotates together with the front wheel 4, and the disc 21.
Front fork 2 as if sandwiching both sides with pads.
The rear wheel brake unit 30 also includes a brake disc 31 that rotates together with the rear wheel 8 and a caliper 32 that is fixed to the vehicle body.

On the other hand, the brake pedal 9 is located at the lower right side of the vehicle body.
The rear end of the brake pedal 9 is connected to the lower end of a piston rod 10a of a master cylinder 10 fixed to the vehicle body. A conduit 11 leads out from the output side of the master cylinder 10 and is connected to the input side of the G valve 50, and a conduit 12 branching from the conduit 11 communicates with the caliper 22 of the front wheel brake unit 20.

A conduit 13 leads out from the output side of the G valve 50, and communicates with the caliper 32 of the rear wheel brake unit 30.

The front wheel 4 is provided with a front brake 40 independent of the interlocking brake, and the caliper 42 of the front brake 40 is communicated via a conduit 14 with a master cylinder 16 connected to a brake lever 15 provided on the handlebar 3. ing.

Here, the content structure of the G valve 50 will be explained based on FIGS. 3 and 4. In the figure, 51, 5
2 are cylinders provided on the left and right sides of the chamber S ₁ , and one cylinder 52 is formed to have a larger diameter than the other cylinder 51 . and each cylinder 5
Pistons 53 and 54 are slidable inside 1 and 52,
Both pistons 53 and 54 are fitted in an oil-tight manner.
are urged to repel each other by a spring 55 compressed between the respective flanges 53a and 54a.

Inside the cylinders 51 and 52 are pistons 53 and 54.
Pressure chambers S ₂ and S ₃ are formed, respectively, and these pressure chambers S ₂ and S ₃ are communicated with each other through a bypass oil passage 56 . A ball chamber S ₄ is interposed in this bypass oil passage 56, and the ball chamber S ₄
As shown in FIG. 4, there are a plurality of oil grooves 57 on the outer periphery of the...
A ball 58 is movably housed in the hole. Further, a ring-shaped valve seat 59 is provided around the port 56a of the ball chamber _S4 at the front of the vehicle body (left side in FIG. 3) to which the ball 58 comes into contact.

Furthermore, oil passages 60 and 61 communicating with the pressure chambers S ₂ and S ₃ are bored in the valve case, respectively.
The conduit 11 is connected to the oil passage 61, and the conduit 13 is connected to the oil passage 61.

One end of the G valve 50 on the rear side of the vehicle body, which has a fitting structure, is pivoted to the vehicle body so as to be able to swing up and down, as shown in FIGS. 1 and 6, and the other end, that is, one end on the front side of the vehicle body, is fixed to the vehicle body. The piston rod 71 of the cylinder unit 70 is connected to the upper end thereof.

The pressure chamber _S5 formed in the cylinder 72 of the cylinder unit 70 is connected to the front brake 20.
The caliper 22 and the master cylinder 16 are communicated with each other by a conduit 17 that branches off from the conduit 14 that communicates with each other. The fitted pressure chamber _S5 communicates with the master cylinder 16 via conduits 17,14.

Next, the operation of the interlocking brake device described above will be explained.

When only the brake pedal 9 is depressed, hydraulic pressure is generated in the master cylinder 10, and a portion of this hydraulic pressure is directly transmitted to the caliper 22 of the front wheel brake unit 20 via the conduit 12, thereby providing the front wheel 4 with the required amount of pressure. Braking force is applied.

On the other hand, another part of the hydraulic pressure generated within the master cylinder 10 is introduced into the G valve 50. While the deceleration of the motorcycle 1 is small and the inertial force of the ball 58 is small, the ball 58 is in the position shown in _{FIG .} During this period, both pressure chambers S ₂ and S ₃ are kept at the same pressure. At this time, the rightward force F ₁ acting on the piston 54 based on the oil pressure is larger than the leftward force F ₂ acting on the piston 53 by an amount corresponding to the pressure receiving area difference (F ₁ >F ₂ ), and therefore the piston 54 is the third
As shown in the figure, the chamber moves to the right against the spring 55.
It protrudes slightly into S ₁ . During this time, the braking force is distributed to the front and rear wheels 4, 8 along the straight line A in FIG.
At this time, the braking forces acting on the front and rear wheels 4 and 8 are equal. In FIG. 8, the horizontal axis shows the front wheel braking force, and the vertical axis shows the rear wheel braking force.

Next, when the deceleration increases beyond the set value, the ball 58 moves forward by its inertia as shown in FIG. 5, seats on the valve seat 59, and closes the bypass oil passage 56. As a result, communication between both pressure chambers S ₂ and S ₃ is cut off, and transmission of hydraulic pressure to the rear wheel caliper 22 is also cut off.

As the hydraulic pressure generated within the master cylinder 10 increases, the force _F2 acting leftward on the piston 53 also increases accordingly. On the other hand, since the pressure chamber S ₃ is maintained at the pressure before shutoff, the force F ₁ acting on the piston 54 in the right direction does not increase. Then, when the force _F2 acting on the piston 53 increases, the piston 53 protrudes a little from the cylinder 51 as shown in FIG. 5, and the other piston 54 moves to the left due to this reaction. This leftward movement of the piston 54 compresses the pressure chamber _S3 , and the hydraulic pressure transmitted to the rear wheel caliper 32 increases.

The above braking force distribution is made along straight line B in FIG. Note that p in FIG. 8 is the starting point of operation of the G valve 50, that is, the point when the ball 58 moves and seats on the valve seat 59.

In this way, when only the brake pedal 9 is operated, the braking force is distributed to the front and rear wheels 4 and 8 along the broken lines A and B in FIG. 8.

Next, the front brake 4 along with the interlocking brake
If 0 is applied at the same time, the master cylinder 16
The hydraulic pressure generated is introduced into the pressure chamber _S5 of the cylinder unit 70 through conduits 14 and 17, and this hydraulic pressure acts on the lower surface of the piston rod 71 to move the rod 71 upward. As a result, G valve 50
is inclined at an angle θ with respect to the horizontal as shown in FIG.

If we consider the force acting on the ball 58 when the vehicle is tilted by an angle θ, ignoring the rolling friction of the ball 58, the force acting on the ball 58 is the inertial force ma acting horizontally in front of the vehicle body (m is the mass of the ball). , a is deceleration), and the gravity mg acting directly below (g is gravitational acceleration).

Therefore, the force F that attempts to seat the ball 58 on the valve seat 59 based on the inertia during deceleration is expressed by the following equation.

F=ma cos θ−mg sin θ As is clear from the above equation, the force F decreases as the angle θ increases. This means that as the angle θ increases, that is, as the front brake 40 is applied with a stronger force, the operation start point p of the G valve 50 will change to the point in Figure 8.
This means a shift to the large deceleration side as shown by p', p'', and as a result, appropriate braking force distribution is always achieved.

As is clear from the above explanation, according to the present invention, G
One end of the valve is pivotally mounted so as to be able to move up and down, and a cylinder unit is interposed between the other end of the valve and the vehicle body, which operates in response to hydraulic pressure from a front brake master cylinder that is installed independently on the front wheels.
Since the G valve is tilted up and down depending on the output of the front brake, an appropriate braking force distribution can always be established.

[Brief explanation of the drawing]

The drawings show one embodiment of the present invention, and Fig. 1 is a side view of the motorcycle, Fig. 2 is a plan view of the same, and Fig. 3 is a side view of the motorcycle.
The figure is a longitudinal side view of the G valve, and Figure 4 is Figure 3-4-
4-line sectional view, Figure 5 is a diagram similar to Figure 3 showing the operating state, Figure 6 is a side view showing the tilted state of the G valve, and Figure 7 is the vector of force acting on the ball in the G valve. FIG. 8 is a braking force distribution characteristic diagram. In addition, in the drawing, 4 is a front wheel, 8 is a rear wheel, 9 is a brake pedal, 10, 16 is a master cylinder, 11, 1
2, 13, 14, 17 are conduits, 20, 30, 40
21, 31 are brake discs, 22, 32, 42 are calipers, 50 is a G valve, 58 is a ball, 59 is a valve seat, and 70 is a cylinder unit.

Claims (1)

[Scope of utility model registration request] A hydraulic pressure adjustment valve that communicates between the brake units provided on the front and rear wheels through a conduit, and distributes the hydraulic pressure generated by operating the brake pedal in the middle of the conduit to the brake units on the front and rear wheels at a predetermined ratio. and an interlocking braking device for a two-wheeled vehicle comprising a G valve that controls the operation start point of the hydraulic pressure regulating valve according to the deceleration of the two-wheeled vehicle, one end of the G valve being pivoted to the vehicle body so as to be vertically movable. An interlocking brake device for a two-wheeled vehicle, characterized in that a cylinder unit is interposed between the other end of the cylinder unit and the vehicle body, and the cylinder unit operates in response to hydraulic pressure from a master cylinder of a front brake that is provided independently on the front wheel.