JP2006069302A - Braking device for motorcycle, and motorcycle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To enable a rider to recognize a braking system wherein braking operation is excessive when an ABS is operated. <P>SOLUTION: Operating liquid from a first master cylinder 4 of a front wheel braking system 200 is supplied to a first main wheel cylinder 7 of a front wheel 6 through a first main liquid passage 10. A booster 88 has a regulator 21 for adjusting by liquid pressure and supplying to a sub-wheel cylinder 29 of the front wheel 6 the operating liquid from a liquid pressure source 12 using pilot pressure in a pilot chamber 30 composed of a part of the first main liquid passage 10. A modulator 90 for the ABS has a circulation passage 95 provided on a first master cylinder 4 side from a branching part 10c of the first main liquid passage 10, for circulating the operating liquid to a feedback part 10d for always communicating with the master cylinder 4. In a decompressed state during antilock control, a pump 94 of the circulation passage 95 sucks and pressurizes the operating liquid of the first main wheel cylinder 7 to circulate it in the first master cylinder 4 side through the feedback part 10d. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a motorcycle brake device and a motorcycle including the same.

In a motorcycle, for example, a front wheel may be braked by operating a brake lever by hand, and a rear wheel may be braked by operating a foot brake pedal. In some cases, the front and rear wheels are braked by operating the corresponding brake levers with the left and right hands.
The force with which a human hand grips the brake lever is very weak compared to the force with which the toes step on the brake pedal. In addition, even with a brake operation with a foot, in an automobile, the brake can be operated with the force of the entire leg, whereas in a two-wheeled vehicle, the brake is operated only with an ankle force. Therefore, even if the brake operation is performed with the same foot, the pedaling force cannot be exerted so much in a two-wheeled vehicle. In addition, a weak rider who does not have grip strength or leg power may operate.

  In order to generate a high braking force with a small operating force, there is a method in which the cylinder diameter of the master cylinder is reduced to generate a relatively large brake fluid pressure with respect to the input. However, the master cylinder piston stroke must be increased in order to ensure the amount of discharged fluid required for brake operation, which increases the overall length of the master cylinder and makes layout difficult. There is a problem in that the stroke becomes too large, making it difficult to operate the lever and pedal.

Also, motorcycles are sometimes equipped with an anti-lock function for preventing wheel locking in order to assist traveling on various road surfaces.
On the other hand, a brake hydraulic pressure control device in which a hydro booster is connected to an anti-lock device is provided (for example, Patent Document 1).
Further, brake devices having a boost function and an anti-lock brake function are provided for automobiles (for example, Patent Documents 2, 3, and 4).

In addition, a brake device is provided for a motorcycle that uses a brake reaction force received by a caliper as a boost force and is provided with an antilock modulator (for example, Patent Document 5).
Japanese Patent No. 2740221 Japanese Patent Laid-Open No. 9-24818 JP-A-9-24819 JP-A-9-30398 Japanese Patent No. 2890215

Since the above Patent Document 1 is a so-called series booster, a large brake pedal force is required. It is difficult to obtain such a large pedaling force with the force of only the rider's ankle.
Also, in motorcycles, the height of the center of gravity with respect to the wheel base is higher than that of passenger cars, etc., and the ground contact force of the front and rear wheels is likely to fluctuate due to braking operations, etc. There is a need to have separate brake operation systems at the front and rear. Therefore, it is difficult to apply Patent Documents 2, 3, and 4 for automobiles having one input system to a motorcycle having such special characteristics.

  Further, in Patent Documents 2, 3, and 4, the communication between the master cylinder and the brake circuit is cut off during the ABS control. As a result, the brake operation member that operates the master cylinder is braked by the ABS operation. Changes in hydraulic pressure are not transmitted. For this reason, the rider cannot determine whether the brake operation for either the front wheel or the rear wheel is excessive.

  By the way, conventionally, a brake system that links the brakes of the front wheels and the rear wheels has been proposed. In this system, the amount of liquid consumed by the front and rear wheel cylinders is provided by supply from a single master cylinder. In this case, it is necessary to increase the ratio of the diameter of the master cylinder with respect to the diameter of the wheel cylinder in order to ensure the necessary supply liquid amount in the master cylinder, while in order to ensure the necessary braking force, It is necessary to reduce the above ratio. Therefore, it is difficult to achieve both the supply liquid amount and the braking force.

  On the other hand, in Patent Document 5, it is necessary to provide a reaction force receiving cylinder that is pressurized by a brake reaction force in the vicinity of a wheel on which a caliper is mounted, and the degree of freedom in the layout of the brake device is low. In addition, the unsprung weight becomes heavy, and the ride comfort may be deteriorated, and the handling stability may be affected. Further, the communication between the master cylinder and the wheel cylinder is cut off by the cut valve of the modulator when the ABS is operated. Therefore, in Patent Document 5, as in Patent Documents 2, 3, and 4, any rider It is not possible to judge whether the brake operation of the brake system is excessive.

  The present invention has been made in view of the above problems, and provides a brake device for a motorcycle capable of recognizing a brake system in which a brake operation is excessive when an ABS is operated, and a motorcycle including the same. Objective.

  In order to solve the above problems, the present invention provides a main wheel cylinder to which hydraulic fluid is supplied from a master cylinder via a main liquid path, a booster that generates a hydraulic pressure corresponding to a generated hydraulic pressure of the main wheel cylinder, and a booster The booster includes a hydraulic pressure source and a part of the main liquid path as a pilot chamber, and uses the pilot pressure in the pilot chamber to supply liquid. A regulator for adjusting hydraulic pressure from a pressure source to supply the hydraulic fluid to the sub-wheel cylinder, and the modulator includes a branch portion provided between the master cylinder and the pilot chamber in the main fluid path. A return path for returning the working fluid to the return section that is always on the master cylinder side and is always in communication with the master cylinder, and a return path. And a pump for sucking the hydraulic fluid discharged from the main wheel cylinder at the time of anti-lock control and returning it to the main fluid path through a feedback portion. .

  According to the present invention, the hydraulic fluid from the master cylinder is supplied to the main wheel cylinder by the brake operation, while the hydraulic fluid from the hydraulic pressure source is hydraulically adjusted via the regulator and supplied to the auxiliary wheel cylinder. As the master cylinder only needs to supply the amount of liquid consumed by the main wheel cylinder, the braking force can be improved by operating the main wheel cylinder and the sub wheel cylinder with a small operation force without increasing the stroke amount of the brake operation. .

  Also, when the ABS operates, if the hydraulic fluid of the main wheel cylinder is returned to the return section of the main fluid path via the return path by the action of the modulator pump, the hydraulic pressure change of the master cylinder communicating with this feedback section will correspond. This is given to the rider via the brake operation member, and as a result, the rider can feel the operating state of the ABS, and thus it can be determined that the brake operation by the brake operation member is excessive.

  Further, in the present invention, a front wheel brake system and a rear wheel brake system each including the master cylinder, the main liquid passage, the main wheel cylinder and the modulator are provided independently of each other, and the booster includes at least a front wheel brake system and a rear wheel brake system. A sub-wheel cylinder corresponding to the booster may be provided in the brake system provided on one side and provided with the booster (claim 2). In this case, a relatively high front wheel braking force can be obtained by relatively reducing the operation force and the operation stroke amount of the front wheel brake system.

  Further, in the present invention, a front wheel brake system and a rear wheel brake system including the master cylinder, the main fluid path, the main wheel cylinder and the modulator, respectively, the booster is provided corresponding to the main fluid path of the front wheel brake system, In some cases, auxiliary wheel cylinders corresponding to boosters provided corresponding to the main liquid passages of the front wheel brake system are respectively disposed on the front wheels and the rear wheels. In this case, the front and rear brakes can be interlocked and operated by a brake operation of the front wheel brake system. Further, the booster can be used in the front and rear brake systems, which is preferable for simplifying the structure. In addition, it is preferable that the auxiliary wheel cylinder disposed on the rear wheel is supplied with hydraulic fluid from the output port of the corresponding booster regulator via the pressure control valve in order to adjust the distribution of the front and rear braking force. (Claim 4).

  Further, in the present invention, a front wheel brake system and a rear wheel brake system including the master cylinder, the main fluid path, the main wheel cylinder and the modulator, respectively, the booster is provided corresponding to the main fluid path of the front wheel brake system, The auxiliary wheel cylinder corresponding to the booster provided corresponding to the main fluid path of the front wheel brake system is disposed on the front wheel, the rear wheel brake system includes a wheel cylinder different from the main wheel cylinder, and the other wheel cylinder is In some cases, hydraulic fluid is supplied from the master cylinder of the front wheel brake system through a pilot chamber of a booster regulator provided corresponding to the main fluid path of the front wheel brake system. In this case, it is possible to obtain a relatively high front wheel braking force by relatively reducing the operating force and operating stroke amount of the front wheel brake system, and the front and rear brakes are operated by the brake operation of the front wheel brake system. Can work in conjunction. Further, the main fluid path of the front wheel brake system includes a portion for connecting a pilot chamber of a regulator of a booster provided corresponding to the main fluid path to the main wheel cylinder of the front wheel brake system, and a branch provided in this portion In order to adjust the distribution of the front and rear braking force, it is preferable that the pressure control valve is disposed in a connection path that connects the portion to the other wheel cylinder.

  Further, in the present invention, a front wheel brake system and a rear wheel brake system including the master cylinder, the main liquid passage, the main wheel cylinder and the modulator are provided, and the booster is provided corresponding to the main liquid passage of the rear wheel brake system. A secondary wheel cylinder corresponding to a booster provided corresponding to the main fluid path of the rear wheel brake system may be disposed on the front wheel. In this case, it is possible to provide a front-rear interlocking brake that can improve the braking force of the front wheels by operating the main and auxiliary wheel cylinders of the front wheels by the brake operation of the rear wheel brake system. The main fluid path of the rear wheel brake system includes a portion that connects a pilot chamber of a regulator of a booster provided corresponding to the main fluid path to the main wheel cylinder of the rear wheel brake system. It is preferable to arrange the control valve in order to adjust the distribution of the front and rear braking force (claim 8).

  A motorcycle including the above-described motorcycle brake device is preferable because the rider can recognize the brake system in which the brake operation is excessive when the ABS is operated (Claim 9).

Preferred embodiments of the present invention will be described with reference to the accompanying drawings.
First embodiment
Overall Configuration FIG. 1 is a schematic diagram of a motorcycle brake device 1 (hereinafter also simply referred to as a brake device 1) according to a first embodiment of the present invention. Referring to FIG. 1, the brake device 1 includes a brake lever 2 as a first brake operation member, a brake pedal 3 as a second brake operation member, and a first hydraulic pressure by operating the brake lever 2. The first master cylinder 4 that generates the pressure, the second master cylinder 5 that generates the first hydraulic pressure by the operation of the brake pedal 3, and the front wheel 6 as the first wheel are arranged from the first master cylinder 4. A first main wheel cylinder 7 that receives a supply of hydraulic fluid, and a second main wheel cylinder 9 that is disposed on a rear wheel 8 as a second wheel and receives the supply of hydraulic fluid from a second master cylinder 5 are provided.

  The first and second main wheel cylinders 7 and 9 are arranged in corresponding calipers 101 and 102 provided on the front wheel 6 and the rear wheel 8, respectively. Further, a sub-wheel cylinder 29 described later is disposed on a caliper 103 provided on the front wheel 6. In the present embodiment, the first main wheel cylinder 7 and the sub wheel cylinder 29 are arranged in the calipers 101 and 103 independent of each other, but may be arranged in a common caliper.

The working fluid is supplied from the first master cylinder 4 to the first main wheel cylinder 7 via the first main liquid passage 10, while from the second master cylinder 5 via the second main liquid passage 11. The hydraulic fluid is supplied to the second main wheel cylinder 9.
The brake device 1 includes a front wheel brake system 200 as a first brake system and a rear wheel brake system 300 as a second brake system as independent hydraulic systems.

  That is, the front wheel brake system 200 includes the brake lever 2, the first master cylinder 4, the first main fluid path 10, the first main wheel cylinder 7, and the generated liquid from the first main wheel cylinder 7. A booster 88 that generates a hydraulic pressure corresponding to the pressure, the auxiliary wheel cylinder 29 to which hydraulic fluid is supplied from the booster 88, and a brake fluid pressure to the first main wheel cylinder 7 are reduced, held, or pressurized. And an anti-locking modulator 90 for controlling the braking force.

The rear wheel brake system 300 includes the brake pedal 3, the second master cylinder 5, the second main wheel cylinder 9, the second main fluid passage 11, and the brake fluid to the second main wheel cylinder 9. And an anti-lock modulator 90A for controlling the braking force by reducing, holding or pressurizing the pressure.
Booster the booster 88 includes a hydraulic pressure source 12 which may be the operation of the brake lever 2 to generate a high second hydraulic than the first fluid pressure regardless of the reservoir for storing the working fluid 13.

  The hydraulic pressure source 12 is connected to the pump device 15 that can pressurize the hydraulic fluid supplied from the reservoir 13 via the liquid path 14 and is connected to the pump device 15 via the liquid path 16 and is pressurized by the pump device 15. And an accumulator 17 capable of receiving the stored hydraulic fluid and storing it. The pump device 15 is rotationally driven by, for example, an electric motor 18. The liquid passage 14 is provided with a check valve 19 that allows only the flow of hydraulic fluid from the reservoir 13 to the pump device 15, and the hydraulic fluid flows from the pump device 15 to the accumulator 17 in the liquid passage 16. There is provided a check valve 20 that permits only the above.

The booster 88 includes a part of the first main liquid passage 10 as a pilot chamber 30, and adjusts the hydraulic fluid from the hydraulic pressure source 12 using the pilot pressure in the pilot chamber 30 to adjust the sub-wheel cylinder. 29 is provided with a regulator 21 for supplying to 29.
The regulator 21 includes an input port 22, an output port 23, and an exhaust port 24, and also includes a first pilot port 25 and a second pilot port 26 that communicate with the pilot chamber 30.

  The input port 22 is connected to a branching portion 16 a disposed between the check valve 20 and the accumulator 17 in the liquid path 16 via a liquid path 27. Two hydraulic pressures are provided. The discharge port 24 is connected to the reservoir 13 via the liquid path 28, and a liquid pressure equal to the atmospheric pressure is supplied from the reservoir 13 to the discharge port 24.

The first main fluid passage 10 connects the first portion 10 a that connects the first master cylinder 4 to the first pilot port 25 and the second pilot port 26 to the first main wheel cylinder 7. Second portion 10b.
On the other hand, the output port 23 of the regulator 21 is connected to the auxiliary wheel cylinder 29. The regulator 21 adjusts the second hydraulic pressure input from the hydraulic pressure source 12 via the input port 22 to a third hydraulic pressure corresponding to the generated hydraulic pressure of the first master cylinder 4, and from the output port 23. It is provided to the auxiliary wheel cylinder 29 via the liquid path 81.

That is, the regulator 21 uses the first hydraulic pressure guided from the first master cylinder 4 to the pilot chamber 30 as a pilot pressure, and the third hydraulic pressure is a predetermined pressure difference from the first hydraulic pressure. It has the function of adjusting to the internal pressure. Specifically, in the present embodiment, the third hydraulic pressure is adjusted to the same level as the first hydraulic pressure.
Since each of the modulators 90 and 90A of the front wheel brake system 200 and the rear wheel brake system 300 has the same configuration, the following description will be made in accordance with the modulator 90 of the front wheel brake system 200 as a representative.

  The modulator 90 includes a normally open first electromagnetic valve 91 that forms a 2-position switching valve, a normally closed second electromagnetic valve 92 that also forms a 2-position switching valve, and the first main wheel cylinder 7. A buffer chamber 93 for temporarily storing the decompressed hydraulic fluid, and a pump 94 for returning the hydraulic fluid stored in the buffer chamber 93 to the first main fluid path 10 are provided.

Further, the modulator 90 is located on the first master cylinder 4 side from the branch portion 10c provided in the first portion 10a of the first main liquid passage 10 with respect to the branch portion 10c. Is provided with a return path 95 for returning the working fluid to the feedback unit 10d that is always in communication with the return portion 10d.
The first electromagnetic valve 91 is disposed between the branch portion 10 c and the feedback portion 10 d in the main liquid path 10. A fixed throttle 89 is disposed between the first electromagnetic valve 91 and the feedback unit 10d. Further, a reflux path 96 that bypasses the first electromagnetic valve 91 and reaches the feedback section 10d is formed, and the return path 96 is a check that allows only a liquid flow from the branch section 10c to the feedback section 10d. A valve 97 is arranged.

  In the reflux path 95, the second electromagnetic valve 92 and the pump 94 are arranged in this order from the branching portion 10c side, and are formed between the second electromagnetic valve 92 and the pump 94 in the reflux path 95. The buffer chamber 93 is connected to the branch portion 95a. In the reflux path 95, a check valve 98 that allows only the liquid flow to the pump 94 side is disposed between the branch portion 95a and the pump 94, and between the pump 94 and the feedback portion 10d, A check valve 99 that allows only a liquid flow toward the return portion 10d is disposed.

The modulator 90A of the rear wheel brake system 300 is similar to the modulator 90 of the front wheel brake system 200 except that the return path 95 is provided so as to extend from the branch part 11c of the second main liquid path 11 to the feedback part 11d. Since it is the same structure, the same code | symbol is attached | subjected to a figure and the description is abbreviate | omitted. In this embodiment, the pumps 94 of the modulators 90 and 90A are rotationally driven by the common electric motor 100, but the pumps 94 may be driven by individual electric motors.
Regulator Next, the regulator 21 will be described with reference to FIG. The regulator 21 includes a housing 31 having a bottomed cylindrical shape having a closed end 31a and an open end 31b. A housing hole 32 is defined in the housing 31, and the housing hole 32 is closed by a plug 33 that is screwed and fixed to the open end 31 b of the housing 31.

  The body portion of the housing 31 is provided with the first and second pilot ports 25 and 26 described above corresponding to the closed end 31a. The discharge port 24, the output port 23, and the input port 22 are provided in this order from the closed end 31a toward the open end 31b. Each port 22 to 26 communicates with the inside of the accommodation hole 32 through a corresponding communication hole formed so as to extend in the radial direction of the housing 31.

  The accommodation hole 32 accommodates a spool member 34 that is slidable in the axial direction adjacent to the closed end 31a. The spool member 34 partitions the inside of the accommodation hole 32 into the above-described pilot chamber 30 on the closed end 31a side and the regulator chamber 35 on the opposite side thereof, and the pressure in the pilot chamber 30 and the regulator chamber 35 is mutually reduced. It functions as a balance piston for balancing. The spool member 34 is provided with an annular groove 341 on the outer periphery of the end on the closed end 31 a side, and at least a part of the pilot chamber 30 is defined between the annular groove 341 and the housing 31.

The spool member 34 has a liquid path 36 extending in the axial direction. One end of the liquid path 36 is closed by a closing member 37 made of, for example, a plug, and the other end is opened to the regulator chamber 35 via a drain port 38 that functions as a throttle.
An annular chamber 39 is defined by an annular groove formed on the outer periphery of the intermediate portion in the axial direction of the spool member 34 and the inner periphery of the housing 31, and the annular chamber 39 communicates with the discharge port 24. The spool member 34 forms one or a plurality of liquid passages 40 extending in the radial direction in order to communicate a middle portion of the liquid passage 36 with the annular groove 39. As a result, the discharge port 24 communicates with the drain port 38 via the liquid passages 40 and 36.

On the outer peripheral surface of the spool member 34, a pair of cup seals 41 and 42 are disposed so as to be oriented in opposite directions to partition the annular groove 39 and the pilot chamber 30 from each other. Each cup seal 41, 42 is held in a corresponding annular holding groove formed on the outer peripheral surface of the spool member 34.
Further, on the outer peripheral surface of the spool member 34, a seal member 43 that partitions the annular groove 39 communicating with the discharge port 24 and the regulator chamber 35 from each other is disposed and held in the corresponding holding groove. An example of the seal member 43 is a member in which a ring of a synthetic resin having a low friction coefficient and excellent slidability is fitted on the outer periphery of the O-ring.

Further, a valve mechanism 44 for switching communication / blocking between the regulator chamber 35 and the input port 22 is provided between the spool member 34 and the plug 33 in the accommodation hole 32. The valve mechanism 44 includes a cylindrical valve body 45 that is fitted in the housing 31 and is restricted from moving in the axial direction.
In the valve body 45, first and second cavities 45a and 45b are formed which are partitioned from each other by a partition wall 46 arranged at an intermediate portion in the axial direction. The first cavity 45a on the spool member 34 side is a regulator 35. Leads to. A protrusion 33a of the plug 33 is inserted into a part of the second cavity 45b on the plug 33 side, and the second hydraulic pressure is supplied from the hydraulic pressure source 12 by the remaining part of the second cavity 45b. A receiving high-pressure chamber 60 is configured. The space between the outer peripheral surface of the convex portion 33a and the inner peripheral surface of the valve body 45 is sealed by a seal member 47 made of, for example, an O-ring, and the liquid-tightness of the high-pressure chamber 60 is ensured.

  The partition wall 46 is formed with a valve hole 48 that allows the cavities 45a and 45b to communicate with each other. The valve hole 48 is normally closed by a check valve 49. Specifically, a half of the valve hole 48 on the high pressure chamber 45 side is expanded in diameter to form a valve seat 50. The check valve 49 is pressed between the valve seat 50 and the ball 51 as a valve body that can close the valve hole 48, and is interposed between the convex portion 33 a of the plug 33 and the ball 51. And an urging member 52 made of a compression coil spring for urging.

  An annular groove 53 extending in the circumferential direction is formed on the outer periphery of the intermediate portion in the axial direction of the valve body 45, and the annular groove 53 communicates with the input port 22. In addition, the valve body 45 forms at least one liquid passage 54 that extends in the radial direction and communicates the annular groove 53 and the high-pressure chamber 60 described above. As a result, the second hydraulic pressure from the hydraulic pressure source 12 is guided to the high pressure chamber 60 via the input port 22, the annular groove 53 and the liquid passage 54.

  A pair of seal members 55, 56 are mounted on the outer peripheral surface of the valve body 45 on both sides of the annular groove 53, and these seal members 55, 56 are connected to the outer peripheral surface of the valve body 45 and the inner periphery of the housing 31. The space between the surfaces is sealed. In a state where the valve hole 48 is closed by the check valve 49, the liquid tightness of the high pressure chamber 60 is ensured by the seal members 47, 55, and 56, and the high pressure chamber 60 is in communication with only the input port 22.

  An annular chamber 57 that fluidly communicates with the output port 23 is defined in the accommodation hole 32 by annular grooves formed on the outer peripheral surfaces of the end portions of the valve body 45 and the spool member 34 facing each other. The annular chamber 57 constitutes a part of the regulator chamber 35 described above. In the annular chamber 57, one end is locked to the valve body 45 and the other end is locked to the spool member 34, and the spool member 34 is biased to the pilot chamber 30 side, for example, a biasing member made of a compression coil spring, for example. 58 is housed.

A pressure regulating valve 59 that is movable in the axial direction of the valve body 45 is accommodated in the first cavity 45 a in the valve body 45. An operation shaft 61 partially inserted into the valve hole 48 extends at one end of the pressure regulating valve 59, and the tip of the operation shaft 61 faces the ball 51 of the check valve 49 with a slight gap. . The operation shaft 61 functions as a throttle member that throttles the liquid path in the valve hole 48.
The other end of the pressure regulating valve 59 is configured as a diameter-expanded portion 62 that is expanded in a divergent shape, and a ball 63 as a valve body is fixed to the center of the end surface of the diameter-expanded portion 62 by caulking. The ball 63 faces the drain port 38 so that the drain port 38 can be closed when necessary.

On the other hand, a cylindrical guide 64 is fitted in the first cavity 45a. The guide 64 surrounds the outer periphery of the pressure regulating valve 59 with a gap, and the pressure regulating valve 59 is placed in the gap. A biasing member 65 made of a compression coil spring for biasing toward the spool member 34 is accommodated.
The pressure regulating valve 59 is supported by a guide 64 via an urging member 65. A seal member 66 is attached around the guide 64. One end of the guide 64 abuts against a retaining ring 67 fixed to the valve body 45, whereby the guide 64 is positioned at a predetermined position, and the guide 64 is restricted from moving to the spool member 34 side beyond the predetermined position. ing. The space between the outer peripheral surface of the guide 61 and the inner peripheral surface of the valve body 45 is sealed with a seal member.
Boost Operation Next, the boost operation will be described with reference to FIGS. 2, 3 and 4 with a focus on the operation of the regulator 21 described above. Specifically, the spool valve 34 is displaced to the first position shown in FIG. 2, the second position shown in FIG. 3, and the third position shown in FIG. 4 according to the pressurization state of the first master cylinder 4. Accordingly, the state of the regulator 21 is switched to the following first, second and third states.

First, FIG. 2 shows a state where the first master cylinder 4 is not pressurized. At this time, the spool valve 34 is displaced to the first position closest to the pilot chamber 30 by the action of the urging member 58, and the regulator 21 blocks the communication between the input port 22 and the regulator chamber 35 and outputs the output port. 23 is in a first state where the communication port 23 communicates with the discharge port 24.
That is, in this first state, since the drain port 38 is separated from the ball 63 of the pressure regulating valve 59, the regulator chamber 35 communicates with the reservoir 13 via the opened drain port 38, and the regulator 35 is large. The pressure is equal to atmospheric pressure. That is, the first master cylinder 4, the first main wheel cylinder 7 and the sub wheel cylinder 29 are all at a pressure equal to the atmospheric pressure.

On the other hand, the accumulator 17 of the hydraulic pressure source 12 stores a second hydraulic pressure as a high pressure that is higher than a pressure required for a normal brake, and the second hydraulic pressure is led to the high pressure chamber 60. Since the valve hole 48 is closed by the check valve 49, the high-pressure chamber 60 and the regulator chamber 35 are blocked from each other.
Next, FIG. 3 shows the first main fluid in which the first master cylinder 4 is pressurized by the operation of the brake lever 2 and the first solenoid valve 91 whose normally open hydraulic fluid is arranged from the first master cylinder 4. A state in which transmission is started to the path 10 is shown. That is, the hydraulic fluid having the first hydraulic pressure P <b> 1 from the first master cylinder 4 is guided to the first main wheel cylinder 7 through the pilot chamber 30. Further, the spool member 34 is displaced to the second position by the first hydraulic pressure P <b> 1 guided into the pilot chamber 30, and the regulator 21 blocks communication between the input port 22 and the regulator chamber 35 and outputs the output port 23. And a second state in which the communication with the discharge port 24 is blocked.

  That is, the drain port 38 of the spool member 34 displaced to the second position closer to the regulator chamber 35 than the first position is abutted against the ball 63 of the pressure regulating valve 59 and is closed. As a result, the regulator chamber 35 and the reservoir Communication with 13 is cut off, and the regulator chamber 35 is sealed. At this time, the operating shaft 61 of the pressure regulating valve 59 is not yet in contact with the ball 51 of the check valve 49 and the high pressure chamber 60 and the regulator chamber 35 are disconnected.

  Next, FIG. 4 shows a state in which the hydraulic fluid having the first hydraulic pressure P1 is further supplied from the first master cylinder 4 to the pilot chamber 30 by the operation of the brake lever 2. The spool member 34 is displaced further to the third position on the regulator chamber 35 side than the second position. As a result, the regulator 21 enters the third state in which the input port 22 communicates with the regulator chamber 35 and the communication between the output port 23 and the discharge port 24 is blocked.

  That is, due to further displacement of the spool member 34, the spool member 34 pushes the pressure regulating valve 59 and is integrally displaced toward the check valve 49 side. Along with this, the operating shaft 61 of the pressure regulating valve 59 pushes the ball 51 of the check valve 49 and separates it from the valve seat 50, thereby opening the valve hole 48. Thereby, the high pressure chamber 60 and the regulator chamber 35 communicate with each other through the valve hole 48. As a result, the hydraulic fluid having the second hydraulic pressure P2 as the high pressure stored in the accumulator 17 of the hydraulic pressure source 12 passes through the branch portion 16a, the liquid passage 27, and the input port 22 of the liquid passage 16 shown in FIG. Are introduced into the high-pressure chamber 60. The hydraulic fluid introduced into the high-pressure chamber 60 passes through the valve hole 48 whose cross-sectional area is reduced by the operation shaft 61, receives a pressure drop, is adjusted to the third hydraulic pressure P3, and is regulated to the regulator chamber 35. Introduced in. The hydraulic fluid having the third hydraulic pressure P3 is introduced into the auxiliary wheel cylinder 29 via the output port 23.

Since the liquid passage in the valve hole 48 is narrowed by the operation shaft 61, the flow of liquid passing through the valve hole 48 is relatively gentle.
When the third hydraulic pressure in the regulator chamber 35, that is, the pressure of the sub wheel cylinder 29 becomes equal to the first hydraulic pressure P1 of the first master cylinder 4, that is, the pressure of the first main wheel cylinder 7, The spool member 34 is pushed back to the first position by the biasing member 58. As a result, the regulator 21 returns to the second state, and the drain port 38 is blocked. Here, when the pressure of the first master cylinder 4 decreases, the spool member 34 is further pushed back and displaced to the first position, and the drain port 38 is opened. As a result, the hydraulic fluid contained in the auxiliary wheel cylinder 29 is released to the reservoir 13 side via the output port 23, the regulator chamber 35, the drain port 38 and the discharge port 24.

Through the above movement, the pressures of the pilot chamber 30 and the regulator chamber 35 that are partitioned from each other by the spool member 34, that is, the first hydraulic pressure P1 and the third hydraulic pressure P3 are always equal to each other as shown by the solid line in FIG. It will be adjusted to the level.
According to the present embodiment, when the brake lever 2 is operated, the first main wheel cylinder 7 that receives the supply of the hydraulic fluid from the first master cylinder 4 via the first liquid passage 10 operates, and the front wheels 6 is braked. On the other hand, the hydraulic fluid from the accumulator 17 is pressure-adjusted by a regulator 21 of this fluid passage through a fluid passage separated from the first fluid passage 10, and is guided to the auxiliary wheel cylinder 29 of the front wheel 6 to apply a braking force. Is done.

  Since the amount of liquid consumed by the auxiliary wheel cylinder 29 is covered by the supply of hydraulic fluid from the accumulator 17, it is sufficient for the first master cylinder 4 to supply the amount of liquid consumed to the first main wheel cylinder 7. As a result, the braking force can be improved by operating the first main wheel cylinder 7 and the sub wheel cylinder 29 with a small operating force without increasing the stroke amount of the brake operation.

In addition, the diameter of the first master cylinder 4 for obtaining a required braking force can be reduced.
The third hydraulic pressure supplied to the auxiliary wheel cylinder 29 is the first hydraulic pressure of the first master cylinder 4 (corresponding to the pilot pressure in the present embodiment), that is, the hydraulic pressure of the first main wheel cylinder 7. So that the behavior of the motorcycle during braking can be stabilized.
Antilock Operation Next, the antilock operation will be described with reference to FIGS.

  When a predetermined ABS generation condition is satisfied, antilock control is started. As the ABS generation condition, in each brake system 200, 300, a case where a slip ratio calculated based on a detection value of a wheel speed sensor (not shown) respectively disposed on the front and rear wheels exceeds a predetermined threshold value is illustrated. Can do. Whether the anti-lock control is executed by a combination of the slip ratio and the wheel deceleration, such as changing the predetermined threshold according to the deceleration of the wheel (corresponding to the deceleration of the vehicle). The case where it is judged can be illustrated. The modulators 90 and 90A of the brake systems 200 and 300 on the side where the ABS generation condition is satisfied perform the ABS operation.

During the anti-lock control, the brake fluid pressure to the first main wheel cylinder 7 is temporarily held, and then the pressure is reduced to avoid the lock tendency. Thereafter, pressurization (repressurization) and holding are repeated.
FIG. 6 shows the holding state. In the holding state, the solenoid of the normally open first electromagnetic valve 91 is excited, whereby the first electromagnetic valve 91 is closed and the first portion 10a of the first main liquid passage 10 is closed. As a result, the brake supply path to the first main wheel cylinder 7 is closed, and the brake fluid pressure of the first main wheel cylinder 7 is maintained.

  Further, since the communication between the first master cylinder 4 and the pilot chamber 30 of the regulator 21 is cut off, the pilot 30 and the regulator chamber 35 have the same pressure in the regulator 21. As a result, the spool member 34 located at the third position in FIG. 4 is slightly retracted and displaced to the second position, and the check valve 49 is closed accordingly, from the hydraulic pressure source 12 to the auxiliary wheel cylinder 29. Supply of hydraulic fluid to is cut off. That is, the brake boost is released.

In the holding stage, the electric motor 100 starts to operate and the pump 94 starts to operate. However, since the second electromagnetic valve 92 is closed, the pump 94 is in an idle state.
Next, FIG. 7 shows a state of reduced pressure. In the reduced pressure state, in addition to the excitation of the solenoid of the first electromagnetic valve 91, the solenoid of the normally closed second electromagnetic valve 92 is also excited. Thereby, the reflux path 95 from the branch part 10c to the feedback part 10d is opened while the supply path from the first master cylinder 4 to the first main wheel cylinder 7 is closed.

As a result, the hydraulic fluid in the first main wheel cylinder 7 is temporarily stored in the buffer chamber 93 via the pilot chamber 30 and the second electromagnetic valve 92 of the regulator 21, and the hydraulic fluid stored in the buffer chamber 93 is The air is sucked by the pump 94 which has already started operation, and is refluxed to the first master cylinder 4 through the reflux path 95.
In this state, the pressure in the pilot 30 chamber of the regulator 21 drops rapidly, so that the spool member 34 is displaced to the first position shown in FIG. 2, and the drain port 38 is opened. As a result, the hydraulic fluid in the auxiliary wheel cylinder 29 is returned to the reservoir 13 via the output port 23 of the regulator 21, the regulator chamber 35, the drain port 38 and the discharge port 24.

When the lock tendency is avoided by reducing the pressure, the excitation of the solenoid of the second solenoid valve 92 is released, and the holding state is restored. When returning to the holding state, the pressures in the pilot chamber 30 and the regulator chamber 35 of the regulator 21 become equal to each other, so that the spool member 34 is displaced again to the second position and closes the drain port 38.
Next, FIG. 8 shows a state of pressurization following holding. In the pressurized state, the excitation of the solenoid of the first solenoid valve 91 is released while the excitation of the solenoid of the second solenoid valve 92 is maintained, and the first solenoid valve 91 is released from the first main fluid passage 10. Is released. As a result, the hydraulic fluid from the first master cylinder 4 is supplied to the first main wheel cylinder 7 via the first main liquid passage 10. Further, since the pressure in the pilot chamber 30 of the regulator 21 becomes higher than the pressure in the regulator chamber 35 by supplying the hydraulic fluid from the first master cylinder 4, the spool member 34 passes through the second position to the third position. Displace to position. As a result, the check valve 49 is opened, and the hydraulic fluid from the hydraulic pressure source 12 is guided to the auxiliary wheel cylinder 29 via the input port 22, the high pressure chamber 60, the regulator chamber 35, and the output port 23, and the brake boost is restored. .

The holding and pressurization are alternately repeated to increase the brake hydraulic pressure of the first main wheel cylinder 7 and the sub wheel cylinder 29 in a stepwise manner. As a result, when the braking force increases and the locking tendency is again, the pressure is reduced again through the holding state.
During anti-lock control, when the rider wants to reduce the brake fluid pressure and loosens the brake operating force, the check valve 97 arranged in parallel with the first solenoid valve 91 opens, and the first main wheel cylinder 7 is returned to the first master cylinder 4 via the reflux path 96. At this time, the spool member 34 of the regulator 21 is pushed back to the first position, whereby the drain port 38 is opened, and the hydraulic fluid of the auxiliary wheel cylinder 29 is transferred to the reservoir 13 via the output port 23 and the discharge port 24. Returned.

  According to the present embodiment, as described above, the braking force can be improved by applying pressure to the plurality of wheel cylinders 7 and 29 of the front wheel 6 without increasing the operating force and operating stroke of the brake lever 2. Further, when the ABS is operated, the hydraulic fluid of the first main wheel cylinder 7 is returned to the feedback portion 10d of the first main fluid passage 10 through the reflux passage 95 by the action of the pump 94 of the modulator 90 in the reduced pressure state. . Then, the hydraulic pressure change of the first master cylinder 4 communicating with the feedback portion 10d is given to the rider via the brake lever 2. As a result, the rider can feel the ABS operation, and as a result, it can be determined that the brake operation by the brake lever 2 is excessive.

  Although not shown, the accumulator 17 of the hydraulic pressure source 12 is provided with a pressure sensor that detects the pressure of the accumulator 17. When the detected value of the pressure sensor falls below a predetermined lower limit value, the electric motor 18 is driven to operate the pump device 15, and the hydraulic fluid in the reservoir 13 is pressurized and supplied into the accumulator 17 by the operated pump device 15. store. On the other hand, when the detection value of the pressure sensor exceeds a predetermined upper limit value, the driving of the electric motor 18 is stopped and the pump device 15 is stopped. As a result, the pressure in the accumulator 17 is maintained at a pressure in a range between the lower limit value and the upper limit value.

Further, in the present embodiment, during anti-lock control, the brake fluid pressure to the first main wheel cylinder 7 is temporarily held and then reduced to avoid the locking tendency, and then pressurization (repressurization) is performed. However, this is not a limitation. For example, the step of temporarily holding the brake pressure may be omitted as a previous stage of the above pressure reduction.
Second Embodiment Next, FIG. 9 shows a modified embodiment of the regulator as a second embodiment of the present invention. Referring to FIG. 9, this embodiment is mainly different from the embodiment of FIG. 2 in that a so-called stepped piston-like member is used as the spool member 34A. That is, the spool member 34 </ b> A includes a first pressure receiving portion 68 that faces the pilot chamber 30 and a second pressure receiving portion 69 that faces the regulator chamber 35. By making the diameter D1 of the first pressure receiving portion 68 larger than the diameter D2 of the second pressure receiving portion, the cross-sectional area of the first pressure receiving portion 68 is made larger than the cross-sectional area of the second pressure receiving portion 69. Yes.

  As a result, as indicated by a broken line in FIG. 5, the third hydraulic pressure P3 as the pressure in the regulator chamber 35 is set to be a predetermined multiple of the first hydraulic pressure P1 as the pilot pressure, rather than the first hydraulic pressure P1. As a result, the braking force of the boosting auxiliary wheel cylinder 29 can be made higher than the braking force of the first main wheel cylinder 7. In addition, a relatively high braking force can be obtained at the front wheels 6 with a relatively small amount of liquid supplied from the first master cylinder 4.

  Actually, assuming that the cross-sectional area ratio of the first and second pressure receiving portions 68 and 69 is a predetermined ratio, the third hydraulic pressure P3 is obtained by multiplying the first hydraulic pressure P1 by the predetermined ratio, The pressure is obtained by reducing a predetermined pressure difference generated by the urging force of the urging member 58. However, since the pressure difference generated by the urging force of the urging member 58 is almost negligible, the third hydraulic pressure P3 may be regarded as a pressure that is a predetermined ratio times the first hydraulic pressure P1. That is, the third hydraulic pressure P3 is proportional to the first hydraulic pressure P1, and thus, a combination with the ABS control is substantially possible.

  It is necessary to make the diameter of the regulator chamber 35 smaller than the diameter of the pilot chamber 30 in accordance with the change in the shape of the spool member 34. For this reason, the half of the accommodation hole 32 on the open end 31b side is increased in diameter. The sleeve 70 is fitted into the enlarged diameter portion. The inner diameter of the sleeve 70 is made equal to the inner diameter of the first pressure receiving portion 68 of the spool member 34, and the first pressure receiving portion 68 is fitted on the inner peripheral surface of the sleeve 70. Further, most of the valve body 45 of the valve mechanism 44 is fitted to the inner peripheral surface of the sleeve 70, and the seal members 55 and 56 seal between the inner peripheral surface of the sleeve 70 and the outer peripheral surface of the valve body 45. It has become.

  One end of the biasing member 58 for biasing the spool member 34 is locked to the end surface of the sleeve 70. An annular groove 71 is formed on the outer peripheral surface 70 a of the sleeve 70 corresponding to the input port 22, and the annular groove 71 is formed on the valve body 45 via a liquid passage 72 that penetrates the sleeve 70 in the radial direction. It communicates with the annular groove 53 on the outer periphery. As a result, the input port 22 communicates with the high pressure chamber 60 via the annular groove 71, the liquid path 72, the annular groove 53 and the liquid path 54.

On the other hand, an annular groove 73 that communicates with the output port 23 is formed on the outer peripheral surface 70 a of the sleeve 70, and the annular groove 73 communicates with the regulator chamber 35 via a liquid passage 74 that penetrates the sleeve 70 in the radial direction. ing. As a result, the output port 23 communicates with the regulator 35 via the annular groove 73 and the liquid path 74.
Further, on the outer peripheral surface 70a of the sleeve 70, a pair of seal members 75 and 76 made of, for example, O-rings are mounted on both sides of the annular grooves 71 and 73, and these seal members 75 and 76 are housings. The space between the inner peripheral surface 31 and the outer peripheral surface 70 a of the sleeve 70 is sealed.

Since other configurations are the same as those of the embodiment of FIG. 2, the same reference numerals are given to the drawings and description thereof is omitted.
Third Embodiment Next, FIG. 10 shows a third embodiment of the present invention. The third embodiment is different from the first embodiment of FIG. 1 in that the caliper 104 provided on the rear wheel 8 as the second wheel is connected to the second main wheel cylinder 9 and the front-rear interlocking gear. A point at which the wheel cylinder 77 is disposed, and a point at which a connecting path 79 is provided for connecting a branch portion 78 provided in the middle of the second portion 10b of the first liquid path 10 to the wheel cylinder 77 for front-rear interlocking. The pressure control valve 80 using, for example, a proportioning valve (also referred to as a P valve or a hydraulic pressure adjusting valve) 140 shown in FIG. As the pressure control valve 80, a pressure reducing valve can be used instead of the proportioning valve.

Other configurations are the same as those in the first embodiment. The second main wheel cylinder 9 and the front / rear interlocking wheel cylinder 77 may be arranged in different calipers provided on the rear wheel 8.
According to the third embodiment, the front and rear brakes can be operated in conjunction with each other by operating the front brake lever 2, so that a so-called front operation type front / rear interlocking brake can be provided. That is, the first main wheel cylinder 7 and the sub wheel cylinder 29 are arranged on the front wheel 6 to improve the braking force of the front wheel 6 with a relatively small operation force and a relatively small operation stroke of the brake lever 2. On the other hand, the first hydraulic pressure provided to the first main wheel cylinder 7 is adjusted to a predetermined hydraulic pressure by the pressure control valve 80, and the adjusted hydraulic pressure is arranged on the rear wheel 8 in the front-rear interlocking. Therefore, the braking force of the rear wheel 8 can be improved.

  Further, as a function of the pressure control valve 80 to which the first hydraulic pressure on the first main wheel cylinder 7 side is input, a hydraulic pressure equal to the first hydraulic pressure is obtained when the first hydraulic pressure is less than a predetermined value. When the first hydraulic pressure exceeds a predetermined value, it is preferable to output a hydraulic pressure that is proportionally reduced from the first hydraulic pressure. As a result, it is possible to set the distribution characteristics of the front and rear braking forces as shown by the solid line in FIG.

In other words, the braking force distribution characteristics are set so as not to exceed the ideal distribution curve for a single rider indicated by a one-dot chain line and the ideal distribution curve for a two-person ride indicated by a two-dot chain line in FIG. Can be set to lock. Specifically, it is preferable to approximate the distribution characteristic of the braking force within a range that does not exceed the ideal distribution curve when one person rides.
Since the boost force is applied to the front wheels 6, the deceleration of the vehicle is greatly increased. As a result, it is easy to shift to load distribution biased toward the front wheels 6. As a result, although the ground contact load of the rear wheels tends to decrease, the braking force can be distributed to the rear side by a normal front brake operation, which is effective in stabilizing the vehicle during braking. Moreover, a high deceleration can be obtained even with a weak lever operation.

Fourth Embodiment Next, FIG. 12 shows a fourth embodiment of the present invention. The fourth embodiment is different from the third embodiment in FIG. 10 as follows. That is, in the third embodiment, the configuration in which the second portion 10b of the first liquid passage 10 is connected to the front / rear interlocking wheel cylinder 77 is adopted. However, in the fourth embodiment, the above configuration is used. Instead of this, a configuration is adopted in which the output port 23 of the regulator 21 is connected to the first auxiliary wheel cylinder 29 arranged on the front wheel 6 and the second auxiliary wheel cylinder 29A arranged on the rear wheel 8, The auxiliary wheel cylinder 29A functions as a front / rear interlocking wheel cylinder.

  In other words, a plurality of sub-wheel cylinders, that is, the first and first sub-cylinders, are used as boost sub-wheel cylinders that receive the supply of hydraulic fluid from the booster 88 provided corresponding to the first main liquid passage 10 of the front-wheel brake system 200. Two auxiliary wheel cylinders 29, 29 </ b> A are provided, the first auxiliary wheel cylinder 29 is disposed on the front wheel 6, and the second auxiliary wheel cylinder 29 </ b> A is disposed on the rear wheel 8. The booster 88 is shared by the front wheel brake system 200 and the rear wheel brake system 300.

  Specifically, a branching portion 81 a provided in the middle of the liquid path 81 connecting the output port 23 of the regulator 21 of the booster 88 and the first auxiliary wheel cylinder 29 is disposed on the rear wheel 8. A connection path 82 connected to the wheel cylinder 29A is provided, and a pressure control valve 83 having the same configuration as the pressure control valve 80 of the third embodiment is arranged in the connection path 82.

Also in the fourth embodiment, the same operational effects as in the third embodiment can be achieved. In particular, by supplying hydraulic fluid from the hydraulic pressure source 12 to the second auxiliary wheel cylinder 29A for front-rear interlocking, the amount of fluid supplied to the first master cylinder 4 is relatively reduced. There is an advantage that a front-rear interlocking brake can be realized.
In particular, when applied to a scooter-type vehicle with a relatively large rear wheel load distribution, a vehicle for business use with a large load on the rear of the vehicle, or a vehicle for touring use, boost force is also applied to the rear wheel. With this, stable braking can be achieved.

Fifth Embodiment Next, FIG. 13 shows a fifth embodiment of the present invention. The fifth embodiment is different from the first embodiment of FIG. 1 as follows. In other words, in the first embodiment, the regulator 21 including a part of the first main fluid passage 10 of the front wheel brake system 200 as the pilot chamber 30 is provided. However, in the fifth embodiment, this is replaced. Thus, a regulator 21A including a part of the second main liquid passage 11 of the rear wheel brake system 300 as the pilot chamber 30 is provided.

  The second main liquid passage 11 includes a first portion 11a that connects the second master cylinder 5 to the first pilot port 25 of the regulator 21A, and a second pilot port 26 of the regulator 21A that is connected to the second main wheel. And a second portion 11 b connected to the cylinder 9. In the second portion 11 b of the second liquid passage 11, a pressure control valve 84 having the same configuration as the pressure control valves 80 and 83 described above is disposed. The output port 23 of the regulator 21A is connected via a liquid path 81 to a boosting auxiliary wheel cylinder 29B disposed on the front wheel 6 corresponding to the regulator 21A. The internal configuration of the regulator 21A is the same as that of the regulator 21. Since other configurations are the same as those in the first embodiment, the same reference numerals are given to the drawings, and descriptions thereof are omitted.

  According to the present embodiment, the supply hydraulic pressure from the second master cylinder 5 that is activated by the operation of the brake pedal 3 as the rear brake operation member is guided to the regulator 21A as the pilot pressure. The hydraulic fluid from the hydraulic pressure source 12 is adjusted to the third hydraulic pressure via the regulator 21A and supplied to the auxiliary wheel cylinder 29B arranged on the front wheel 6. As a result, the operation of the brake pedal 3 can supply hydraulic pressure not only to the second main wheel cylinder 9 of the rear wheel 8 but also to the auxiliary wheel cylinder 29B of the front wheel 6, thereby providing a so-called rear operation type front / rear interlocking brake. can do. Further, the braking force distribution to the front and rear wheels 6 and 8 can be adjusted by the pressure control valve 84.

In a so-called rear operation type front / rear interlocking brake, the hydraulic fluid can be supplied to the front and rear wheel cylinders 9 and 29B with a relatively small operation force and operation stroke amount of the brake pedal 3, and the braking force can be increased.
Further, the pressure control valve 84 interposed between the second pilot port 26 of the regulator 21A and the second main wheel cylinder 9 limits the hydraulic pressure to the second main wheel cylinder 9 of the rear wheel brake system 300. Fulfills the function of For example, when the first hydraulic pressure supplied from the second master cylinder 5 is less than a predetermined value, a hydraulic pressure equal to the first hydraulic pressure is output, and when the first hydraulic pressure exceeds a predetermined value, the first hydraulic pressure exceeds the predetermined value. What outputs as a hydraulic pressure which reduced the hydraulic pressure proportionally is preferable. As a result, the distribution characteristics of the front and rear braking forces can be set as shown by the solid line in FIG.

  That is, by setting the distribution characteristics higher than the ideal distribution curve for a single rider indicated by a dashed line in FIG. 14 and the ideal distribution curve for a double ride indicated by a two-dot chain line in FIG. The wheel 8 can be set to lock first. Specifically, it is preferable to set the distribution characteristics so as to approximate the ideal distribution curve when two people are on board.

Further, even when an ABS failure occurs or when ABS control is prohibited, the stability of the vehicle can be maintained by ensuring the characteristic that the rear is locked first.
Example of Pressure Control Valve FIG. 15 shows the pressure control valves 80, 83, and 84 in the third, fourth, and fifth embodiments (that is, the embodiments of FIGS. 7, 9, and 10). An example of the proportioning valve (P valve) used is shown.

Referring to FIG. 15, a proportioning valve 140 includes a body 141, a plunger 142 disposed inside the body 141, and an elastic valve seat 143 for obtaining a valve mechanism by cooperating with the plunger 142. And a spring 144 as an urging member for urging the valve mechanism of the plunger 142 in the opening direction.
The body 141 includes a valve accommodating hole 145 that slidably accommodates the plunger 142, a plug 146 that liquid-tightly closes one end of the valve accommodating hole 145, and an inlet liquid passage 147 that communicates with the vicinity of one end of the valve accommodating hole 145. And an outlet liquid passage 148 provided at the other end of the valve accommodation hole 145.

The plunger 142 includes a first and second end portions 142a and 142b, a piston 142c provided near the first end portion 142a at an intermediate portion between the first and second end portions 142a and 142b, and a spring 144. And a spring seat 142d for receiving one end of the.
The spring 144 is a compression coil spring interposed between the spring seat 142 d of the plunger 142 and the spring seat 149 received by the plug 146. The body 141 includes first and second receiving portions 151 and 152 for slidably supporting the first and second end portions 142a and 142b of the plunger 142, respectively.

  The hydraulic pressure applied to the inlet liquid passage 147 of the proportioning valve 140 having such a configuration is transmitted to the upstream region of the piston 142c in the valve accommodating hole 145, and further through the valve portion 153 opened by the spring 144. Passed to the outlet liquid passage 148. At this time, since the valve portion 153 is opened, the brake fluid pressure applied to the inlet fluid passage 147 is transmitted to the outlet fluid passage 148 almost as it is.

On the other hand, when the brake fluid pressure from the inlet fluid passage 147 further increases and reaches a certain value, the fluid pressure receiving area A1 on the downstream side of the piston 142c (the diameter of the contact portion when the piston 142c contacts the elastic valve seat 143) And the upstream side liquid pressure receiving area A2 = A1 × π / 4 × d ² (d is the outer diameter of the piston 142c), the piston 142c moves over the biasing force of the spring 144 and moves downward in FIG. The valve part 153 is closed. This point is a break point.

When the upstream hydraulic pressure further increases by ΔP, the piston 142c slightly moves upward due to the increased hydraulic pressure ΔP, and the valve opens.
That is, the upward hydraulic pressure ΔP of the upstream side hydraulic pressure is the downward acting force ΔP × A2 / A1 on the piston 142c due to the area difference between the downstream side liquid pressure receiving area A1 and the upstream side pressure receiving area A2. In the meantime, liquid flow is allowed and the valve closes again.

In this way, the opening and closing operation of the valve is repeated, and the proportioning valve 140 is connected to the output fluid path 148 side by reducing the brake fluid pressure at a certain rate with respect to the input fluid pressure above the breakpoint fluid pressure. It has the action of transmitting to the wheel cylinder.
Another Example of Pressure Control Valve Next, FIG. 16 shows the pressure control valve 80, in the third, fourth and fifth embodiments described above (ie, the embodiments of FIGS. 10, 12 and 13). An example of the composite valve 160 including a decompression piston used as 83 and 84 is shown.

The compound valve 160 includes a body 163 having a proportioning valve accommodation chamber 161 and a decompression piston accommodation chamber 162, a proportioning valve 164 accommodated in the proportioning valve accommodation chamber 161, and a decompression piston accommodated in the decompression piston accommodation chamber 162. 165.
The proportioning valve storage chamber 161 includes a first chamber 166, a second chamber 167, a third chamber 168, and a fourth chamber 169 in order. The first chamber 166 and the second chamber 167 are valve chambers. The end of the fourth chamber 169 is liquid-tightly closed by the plug 170.

  The decompression piston accommodation chamber 162 includes a large-diameter first piston accommodation chamber 171 and a small-diameter second piston accommodation chamber 172. The second piston housing chamber 172 surrounds a cylinder portion 172a that is liquid-tightly fitted with a distal end portion of a second piston 196, which will be described later, and a remaining portion of the second piston 196, which will be described later. And a liquid chamber 172b that gradually increases in diameter as it approaches. An end portion of the first piston housing chamber 171 is liquid-tightly closed by a plug 174.

  Body 163 includes an inlet port 175 and an outlet port 176. The inlet port 175 communicates with the second chamber 167 as a valve chamber of the proportioning valve storage chamber 161 through the liquid passage 177, the liquid chamber 172b, and the liquid passage 178 in order. The outlet port 176 communicates with an end portion of the first chamber 166 as a valve chamber of the proportioning valve storage chamber 161 through a liquid passage 179.

The proportioning valve 164 includes a plunger 180 that is slidably disposed through the first chamber 166 to the fourth chamber 169, and a valve seat for obtaining a valve mechanism by cooperating with the plunger 180. A body 181 and a spring 182 as an urging member for urging the valve mechanism of the plunger 180 in the opening direction are provided.
Plunger 180 has a first end 180a and a second end 180b. The first end portion 180 a of the plunger 180 is formed with a large-diameter portion 183 slidably fitted in the first chamber 166, and the second end portion 180 b is slidable in the fourth chamber 169. Is fitted. In addition, a spring seat 184 formed of an annular step portion is provided at the second end portion 180 b of the plunger 180. The spring 182 includes a compression coil spring interposed between the spring seat 184 and the bottom of the fourth chamber 169.

The plunger 180 has an intermediate diameter portion 186 that continues to the large diameter portion 183 via a small diameter portion 185, and the intermediate diameter portion 186 extends to the second end portion 180b. The small diameter portion 185 is disposed so as to extend from the first chamber 166 to the second chamber 167, and the medium diameter portion 186 is disposed so as to extend from the second chamber 167 to the fourth chamber 169.
A recess 183 a is formed on the entire outer periphery of the portion excluding the tip of the large diameter portion 183, and an annular liquid chamber 187 is formed between the recess 183 a and the inner periphery of the first chamber 166. The annular liquid chamber 187 communicates with the outlet port 176 via a liquid path 179.

  On the other hand, the valve seat forming body 181 is held at the end of the second chamber 167 on the side close to the first chamber 166. Specifically, the valve seat forming body 181 is positioned at the home position by the end surface of the valve seat forming body 181 coming into contact with a stopper portion 167a provided on the inner end surface of the second chamber 167. The valve seat forming body 181 is formed of an annular body having an insertion hole 188 through which the small diameter portion 185 of the plunger 180 is inserted with a predetermined annular gap. A part of the end face of the valve seat forming body 181 faces the first chamber 166 to constitute the valve seat 189. A space between the outer periphery of the valve seat forming body 181 and the inner periphery of the second chamber 167 is sealed with a seal member 190 made of, for example, an O-ring.

In addition, the plunger 180 has an annular step portion 191 that faces the valve seat 189 between the large diameter portion 183 and the small diameter portion 185, and the annular step portion 191 has a valve made of an annular elastic plate. A body 192 is pasted.
The plunger 180 biased by the spring 182 has a predetermined gap between the valve body 192 and the valve seat 189 because the end surface of the large diameter portion 183 abuts against the stopper portion 193 at the end of the first chamber 166. Is positioned in a state in which is provided. The space between the inner periphery of the third chamber 168 and the portion of the medium diameter portion 186 that passes through the third chamber 168 is sealed with an annular seal member 194. The seal member 194 allows the middle diameter portion 186 of the plunger 180 to slide.

Next, the decompression piston 165 includes a large-diameter first piston 195 slidably accommodated in the first piston accommodation chamber 171 and a liquid chamber of the second piston accommodation chamber 172 extending concentrically from the first piston 195. And a second piston 196 slidably received in a cylinder portion 172a of the second piston storage chamber 172 through a gap 172b.
A seal member 197 made of, for example, an O-ring is accommodated in a circumferential groove formed on the outer periphery of the first piston 195, and this seal member 197 causes a gap between the outer periphery of the first piston 195 and the inner periphery of the first piston storage chamber 171. Is sealed.

  Further, a seal member 198 made of, for example, an O-ring is accommodated in a circumferential groove formed on the outer periphery of the distal end portion of the second piston 196, and by this seal member 198, the outer periphery of the distal end portion of the second piston 196 and the second piston accommodation The space between the chamber 172 and the cylinder portion 172a is sealed. The first piston 195 is urged toward a stopper portion 171 a provided at one end of the first piston housing chamber 171 by a spring 199 as an urging member, and is positioned by contacting the stopper portion 200.

  When the composite valve 160 having such a configuration is applied to, for example, the pressure control valve 80 of FIG. 10, the liquid pressure applied to the inlet port 175 is the liquid path 177, the liquid chamber 172 b, and the liquid path 178. And passed between the valve body 192 and the valve seat 189, which is transmitted to the second chamber 167 and opened by the action of the spring 182, and further to the outlet port 176 via the annular liquid chamber 187 and the liquid passage 179. It is told. At this time, since the valve body 192 is opened, the brake fluid pressure transmitted to the inlet port 175 is transmitted to the outlet port 176 almost as it is and to the wheel cylinder 77 of the rear wheel.

  When the brake fluid pressure transmitted to the inlet port 175 increases and the braking force of the rear wheel reaches point A in FIG. 17, the fluid pressure receiving area when the valve body 192 contacts the valve seat 189 (downstream from the valve seat 189). ) And the liquid pressure receiving area obtained by subtracting the cross sectional area of the small diameter portion from the cross sectional area of the medium diameter portion (the liquid pressure receiving area upstream of the valve seat 189), the plunger 180 Overcoming the urging force and moving downward in FIG. 16, the valve body 192 is brought into close contact with the valve seat 189 and the valve portion is closed.

As a result, the communication between the inlet port 175 and the outlet port 176 is temporarily blocked. However, when the brake fluid pressure applied to the inlet port 175 further increases, the pressure in the second chamber 167 increases and the plunger 180 The inlet port 175 and the outlet port 176 communicate with each other again.
Thus, as the hydraulic pressure applied to the inlet port 175 increases, the plunger 180 vibrates up and down, so that the gap between the valve body 192 and the valve seat 189 is intermittently opened and closed. The increase rate of the brake fluid pressure transmitted to the port 176 decreases.

  When the brake fluid pressure applied to the inlet port 175 further increases and the braking force of the rear wheel reaches the point B, the plunger 180 and the valve seat forming body 181 are integrated with the valve body 192 in close contact with the valve seat 189. In FIG. As a result, the communication between the recess 183a of the large-diameter portion 183 and the fluid path 179 is cut off, and the communication between the inlet port 175 and the outlet port 176 is completely cut off, so that the brake fluid applied to the inlet port 175 thereafter. Even if the pressure increases, the brake fluid pressure transmitted from the outlet port 176 to the wheel cylinder 77 of the rear wheel is kept constant.

  When the brake fluid pressure applied to the inlet port 175 further increases and the braking force of the rear wheel reaches the point C, the decompression piston 165 descends against the spring 199. As a result, the tip of the second piston 196 descends, and a liquid chamber communicating with the liquid path 179 is formed in the cylinder part 172a. As a result, the brake fluid pressure transmitted to the outlet port 176 decreases. In this way, the brake fluid pressure output from the outlet port 176 changes in four stages.

The present invention is not limited to the above-described embodiments. For example, in the embodiments of FIGS. 10, 12, and 13, the corresponding pressure control valves 80, 83, 84 may be eliminated. it can.
Further, in each of the embodiments of FIGS. 1, 10, 12, and 13, it is also possible to adopt a configuration in which the configurations of the front wheel brake system 200 and the rear wheel brake system 300 are interchanged.

1 is a schematic diagram showing a schematic configuration of a motorcycle brake device according to a first embodiment of the present invention. It is a typical sectional view showing an internal configuration of a regulator of a booster mainly, and shows a regulator in the 1st state. It is a typical sectional view showing an internal configuration of a booster regulator mainly, and shows a regulator in the 2nd state. It is a typical sectional view showing an internal configuration of a booster regulator mainly, and shows a regulator in the 3rd state. It is a graph which shows the relationship between the 1st hydraulic pressure used as a pilot pressure, and the 3rd hydraulic pressure adjusted with the regulator. It is a mimetic diagram showing the state where a brake device at the time of anti-lock control holds brake fluid pressure. It is a schematic diagram which shows the state in which the brake device at the time of anti-lock control reduces brake fluid pressure. It is a schematic diagram which shows the state in which the brake device at the time of anti-lock control pressurizes (repressurizes) brake fluid pressure. It is sectional drawing which shows the internal structure of the regulator which concerns on the 2nd Embodiment of this invention. It is a schematic diagram which shows schematic structure of the brake device for motorcycles which concerns on the 3rd Embodiment of this invention. FIG. 11 is a graph showing a relationship between a braking force distribution characteristic and an ideal distribution curve in the embodiment of FIG. 10. It is a schematic diagram which shows schematic structure of the brake device for motorcycles which concerns on the 4th Embodiment of this invention. FIG. 9 is a schematic diagram showing a schematic configuration of a motorcycle brake device according to a fifth embodiment of the present invention. FIG. 14 is a graph showing a relationship between a braking force distribution characteristic and an ideal distribution curve in the embodiment of FIG. 13. It is sectional drawing of the proportioning valve (P valve) used as a pressure control valve in 3rd, 4th and 5th embodiment. In 3rd, 4th and 5th embodiment, it is sectional drawing of the composite valve used as a pressure control valve. FIG. 17 is a graph showing a relationship between a braking force distribution characteristic and an ideal distribution curve when the composite valve of FIG. 16 is applied to the embodiment of FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Motorcycle brake device 2 Brake lever 3 Brake pedal 4 First master cylinder 5 Second master cylinder 6 Front wheel 7 First main wheel cylinder 8 Rear wheel 9 Second main wheel cylinder 10 First main fluid path 10a 1st part 10b 2nd part 10c Branching part 10d Feedback part 11 2nd main liquid path 11a 1st part 11b 2nd part 11c Branching part 11d Feedback part 12 Hydraulic pressure source 13 Reservoir 15 Pump device 17 Accumulator 18 Electric motor 21, 21A Regulator 22 Input port 23 Output port 24 Discharge port 25 First pilot port 26 Second pilot port 29, 29A, 29B Sub wheel cylinder 30 Pilot chamber 34 Spool member 35 Regulator chamber 38 Drain port 44 Valve Mechanism 45 Valve body 48 Valve hole 49 Check valve 50 Valve seat 51 Ball 52 Biasing member 58 Biasing member 59 Pressure regulating valve 60 High pressure chamber 61 Operation shaft 63 Ball 68 First pressure receiving portion 69 Second pressure receiving portion 70 Sleeve 77 Wheel cylinder for front-rear interlocking (Another wheel cylinder)
79 Connection path 80 Pressure control valve 82 Connection path 83 Pressure control valve 84 Pressure control valve 88 Booster 90, 90A Modulator 91 First solenoid valve 92 Second solenoid valve 93 Buffer chamber 94 Pump 95 Return path 95a Branching sections 97, 98 , 99 Check valve 100 Electric motor 140 Proportioning valve (pressure control valve)
160 Compound valve (pressure control valve)
200 Front wheel brake system 300 Rear wheel brake system

Claims (9)

A main wheel cylinder to which hydraulic fluid is supplied from the master cylinder via the main liquid path;
A booster that generates hydraulic pressure according to the hydraulic pressure generated by the main wheel cylinder;
A sub-wheel cylinder to which hydraulic fluid is supplied from a booster;
With anti-locking modulator,
The booster includes a hydraulic pressure source and a regulator for adjusting a hydraulic pressure from the hydraulic pressure source and supplying the auxiliary wheel cylinder to the auxiliary wheel cylinder by using a pilot pressure in the pilot chamber that includes a part of the main fluid path as a pilot chamber. Including
The modulator is a recirculation for recirculating the working fluid from a branch portion provided between the master cylinder and the pilot chamber in the main fluid path to a feedback portion that is on the master cylinder side of the branch portion and always communicates with the master cylinder. And a pump disposed on the return path for sucking the hydraulic fluid discharged from the main wheel cylinder during anti-lock control and returning it to the main liquid path via a feedback section. Brake device.   The front wheel brake system and the rear wheel brake system including the master cylinder, the main liquid passage, the main wheel cylinder, and the modulator, respectively, are provided independently of each other, and the booster is at least one of the front wheel brake system and the rear wheel brake system. A brake device for a motorcycle, wherein a secondary wheel cylinder corresponding to the booster is provided in the brake system on the side where the booster is provided. In claim 1, comprising a front wheel brake system and a rear wheel brake system each including the master cylinder, main liquid passage, main wheel cylinder and modulator,
The booster is provided corresponding to the main fluid passage of the front wheel brake system, and the auxiliary wheel cylinders corresponding to the booster provided corresponding to the main fluid passage of the front wheel brake system are respectively disposed on the front wheels and the rear wheels. Brake equipment for motorcycles.   4. The motorcycle brake device according to claim 3, wherein the auxiliary wheel cylinder disposed on the rear wheel receives supply of hydraulic fluid from the output port of the regulator of the corresponding booster via the pressure control valve. In claim 1, comprising a front wheel brake system and a rear wheel brake system each including the master cylinder, main liquid passage, main wheel cylinder and modulator,
The booster is provided corresponding to the main fluid passage of the front wheel brake system, and the auxiliary wheel cylinder corresponding to the booster provided corresponding to the main fluid passage of the front wheel brake system is disposed on the front wheel,
The rear wheel brake system includes a main wheel cylinder and another wheel cylinder,
The other wheel cylinder is a brake device for a motorcycle that receives supply of hydraulic fluid from a master cylinder of the front wheel brake system via a pilot chamber of a regulator of a booster provided corresponding to the main fluid path of the front wheel brake system.   The main fluid passage of the front wheel brake system according to claim 5 includes a portion for connecting a pilot chamber of a regulator of a booster provided corresponding to the main fluid passage to a main wheel cylinder of the front wheel brake system. A brake device for a motorcycle, wherein a pressure control valve is disposed in a connection path connecting a branch portion provided to the other wheel cylinder. In claim 1, comprising a front wheel brake system and a rear wheel brake system each including the master cylinder, main liquid passage, main wheel cylinder and modulator,
The above-mentioned booster is provided corresponding to the main fluid passage of the rear wheel brake system, and the brake for the motorcycle in which the auxiliary wheel cylinder corresponding to the booster provided corresponding to the main fluid passage of the rear wheel brake system is arranged on the front wheel. apparatus.   The main fluid passage of the rear wheel brake system according to claim 7 includes a portion for connecting a pilot chamber of a regulator of a booster provided corresponding to the main fluid passage to a main wheel cylinder of the rear wheel brake system, A brake device for a motorcycle in which a pressure control valve is arranged in the part.   A motorcycle comprising the motorcycle brake device according to any one of claims 1 to 8.

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