Front and rear linked brake device for saddle riding type vehicle

Abstract

To provide a front-and-rear interlocking brake device of a saddle-riding type vehicle that can actuate a front-wheel brake and a rear-wheel brake in ideal distribution, with a simple structure.SOLUTION: At an initial position of a brake operator (36), a center point (52a) of a pivot shaft (52) of an equalizer (60) is set closer at a position shifted toward a brake operator (36) more than a first contact point (S1) at which a first turning circle (C1) whose first radius (R1) is equal to a distance up to a pivot shaft (52) with an oscillation shaft (51) as a center comes into contact with a first contact line (L1) along a towing direction (W) of a front-wheel brake cable (23) or a rear-wheel brake cable (32). A first support part (61) supporting the front-wheel brake cable (23) is positioned closer to the oscillation shaft (51) than the pivot shaft (52), and a second support part (62) supporting the rear-wheel brake cable (32) is positioned further away from the oscillation shaft (51) than the pivot shaft (52).SELECTED DRAWING: Figure 5

Description

[Technical field]

[0001] The present invention relates to a front and rear linked brake device for a saddle-ride type vehicle, and more particularly to a front and rear linked brake device for a saddle-ride type vehicle that operates front wheel brakes and rear wheel brakes in a linked manner in response to the operation of a single operating element. [Background technology]

[0002] 2. Description of the Related Art Conventionally, a front and rear linked brake device for a saddle-ride type vehicle is known in which a front wheel brake and a rear wheel brake are operated in a linked manner in response to the operation of a single operating element.

[0003] Patent Document 1 discloses a configuration in which, in a front and rear linked brake device for a motorcycle, by gripping a brake lever provided on the steering handle on the left side in the vehicle width direction, an equalizer supporting the front wheel brake cable and the rear wheel brake cable is pulled, causing the front wheel brake and the rear wheel brake to operate in conjunction. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2021-130403 A Summary of the Invention [Problem to be solved by the invention]

[0005] Incidentally, in order to operate the front wheel brake and the rear wheel brake in an ideal distribution, the front wheel brake cable and the rear wheel brake cable need to be pulled in different ratios. However, the brake lever in Patent Document 1 is structured to pull the front wheel brake cable and the rear wheel brake cable in approximately the same ratio, and there is still room for improvement in terms of the configuration for operating the front wheel brake and the rear wheel brake in an ideal distribution.

[0006] SUMMARY OF THE PRESENT EMBODIMENT An object of the present invention is to provide a front and rear linked brake device for a saddle-type vehicle which overcomes the problems of the prior art and is capable of operating the front wheel brakes and the rear wheel brakes in an ideal distribution with a simple configuration. [Means for solving the problem]

[0007] In order to achieve the above object, the present invention provides a front / rear linked brake device for a saddle-ride type vehicle, which includes a brake operator (36) supported to be swingable about a swing shaft (51) relative to a bracket (41), and an equalizer (60) connected to the brake operator (36) by a pivot shaft (52), and which is configured such that a front wheel brake cable (23) and a rear wheel brake cable (32) supported by the equalizer (60) are pulled by operating the brake operator (36), and in which a distance from the swing shaft (51) to the pivot shaft (52) is defined as a first radius (R1) when the brake operator (36) is in an initial position. The first feature is that the center point (52a) of the pivot shaft (52) is located at a position shifted toward the brake operator (36) from a first contact point (S1) where a first rotation circle (C1) formed by the pivot shaft (52) and a first tangent (L1) along the pulling direction (W) of the front wheel brake cable (23) or the rear wheel brake cable (32) meet, and a first support part (61) supporting the front wheel brake cable (23) is located on the side closer to the oscillating shaft (51) than the pivot shaft (52), while a second support part (62) supporting the rear wheel brake cable (32) is located on the side away from the oscillating shaft (51) than the pivot shaft (52).

[0008] A second feature is that, in the initial position of the brake operator (36), the center point (62a) of the second support portion (62) is shifted in the opposite direction to the pulling direction (W) of the front wheel brake cable (23) or the rear wheel brake cable (32) from a second contact point (S2) where a second rotation circle (C2) having a second radius (R2) as a distance from the pivot shaft (52) to the center point (62a) of the second support portion (62) meets a second tangent line (L2) along the pulling direction (W) of the front wheel brake cable (23) or the rear wheel brake cable (32).

[0009] A third feature is that, in the initial position of the brake operator (36), the center point (61a) of the first support portion (61) is located at a position closer to the pivot shaft (52) than the axis (L3) along the pulling direction (W) of the front wheel brake cable (23).

[0010] A fourth feature is that the bracket (41) is provided with a first insertion hole (81) into which the front wheel brake cable (23) is inserted, a second insertion hole (82) into which the rear wheel brake cable (32) is inserted, and a third insertion hole (83) into which a stop lamp switch (73) is inserted. When viewed in the axial direction of the insertion holes (81, 82, 83), the three insertion holes (81, 82, 83) consist of two insertion holes (81, 82) whose centers can be connected by a straight line (L4) and one insertion hole (83) that is spaced from the straight line (L4), and the one insertion hole (83) is arranged so as to overlap a third tangent (L5) that simultaneously tangents the outer diameters of the two insertion holes (81, 82).

[0011] Furthermore, a fifth feature is that the second insertion hole (82) has a larger diameter than the first insertion hole (81), and a wall member (53) is erected around the first insertion hole (81). Effect of the Invention

[0012] According to a first feature, in a front / rear linked brake device for a saddle-ride type vehicle, the device has a brake operator (36) supported to be swingable about a swing shaft (51) with respect to a bracket (41), and an equalizer (60) connected to the brake operator (36) by a pivot shaft (52), and the front wheel brake cable (23) and the rear wheel brake cable (32) supported by the equalizer (60) are pulled by operating the brake operator (36), and a first rotation circle (C1) having a first radius (R1) that is a distance from the swing shaft (51) to the pivot shaft (52) and a first rotation circle (C2) that is a distance from the swing shaft (51) to the pivot shaft (52) at an initial position of the brake operator (36) are defined as a first rotation circle (C3) and a first radius (R4) that is a distance from the swing shaft (51) to the pivot shaft (52) at an initial position of the brake operator (36). The center point (52a) of the pivot shaft (52) is located toward the brake operator (36) from the first contact point (S1) where the first tangent line (L1) along the pulling direction (W) of the bull (32) comes into contact, and the first support part (61) supporting the front wheel brake cable (23) is located closer to the swing shaft (51) than the pivot shaft (52), while the second support part (62) supporting the rear wheel brake cable (32) is located farther from the swing shaft (51) than the pivot shaft (52). Therefore, as the amount of operation of the brake operator increases, the amount of movement of the pivot shaft in the direction perpendicular to the pulling direction of the front wheel brake cable and the rear wheel brake cable can be increased. More specifically, the pivot shaft does not move forward in response to the operation of the brake operator, but moves only rearward along the first rotation circle. This changes the traction ratio between the front and rear brake cables, and as the amount of operation of the brake operator increases, the increase in rear brake braking force becomes smaller than the increase in front brake braking force, allowing the front and rear brake braking force distribution to approach the ideal value.

[0013] According to the second feature, in the initial position of the brake operator (36), the center point (62a) of the second support part (62) is shifted in the opposite direction to the pulling direction (W) of the front wheel brake cable (23) or the rear wheel brake cable (32) from the second contact point (S2) where the second rotation circle (C2) having the distance from the pivot shaft (52) to the center point (62a) of the second support part (62) as the second radius (R2) meets the second tangent line (L2) along the pulling direction (W) of the front wheel brake cable (23) or the rear wheel brake cable (32). Therefore, the second support part moves forward once and then rearward in response to the operation of the brake operator. This reduces the swing width of the second support part, making it possible to suppress rubbing of the rear wheel brake cable and reduce friction.

[0014] According to a third feature, in the initial position of the brake operator (36), the center point (61a) of the first support portion (61) is located closer to the pivot shaft (52) than the axis (L3) along the pulling direction (W) of the front wheel brake cable (23), so that the increase in the front wheel braking force increases when the brake operator is operated, and the front wheel braking force can be brought closer to an ideal value. In more detail, with the above-mentioned structure, the center point of the first support portion swings significantly in the direction perpendicular to the cable pulling direction as the brake operator rotates, so that the increase in the front wheel braking force increases.

[0015] According to the fourth feature, the bracket (41) is provided with a first insertion hole (81) into which the front wheel brake cable (23) is inserted, a second insertion hole (82) into which the rear wheel brake cable (32) is inserted, and a third insertion hole (83) into which a stop lamp switch (73) is inserted. The three insertion holes (81, 82, 83) consist of two insertion holes (81, 82) whose centers can be connected by a straight line (L4) when viewed in the axial direction of the insertion holes (81, 82, 83), and one insertion hole (83) spaced apart from the straight line (L4). The one insertion hole (83) is arranged to overlap with a third tangent (L5) that simultaneously touches the outer diameters of the two insertion holes (81, 82). Therefore, the three insertion holes are arranged close to each other, and the bracket can be made smaller.

[0016] According to the fifth feature, the second insertion hole (82) has a larger diameter than the first insertion hole (81), and a wall member (53) is erected around the first insertion hole (81). This makes it difficult to assemble the rear wheel brake cable into the first insertion hole, thereby preventing incorrect assembly. [Brief description of the drawings]

[0017] [Figure 1] FIG. 1 is a left side view of a motorcycle according to an embodiment of the present invention. [Diagram 2] FIG. 2 is a diagram illustrating the configuration of a front and rear interlocking brake device. [Diagram 3] 4 is a perspective view of a bracket supporting the brake lever on the left side in the vehicle width direction. FIG. [Figure 4] FIG. [Diagram 5] FIG. [Figure 6] FIG. [Figure 7] FIG. [Figure 8] 11 is a cross-sectional view of the bracket when the brake lever is gripped to an intermediate position. FIG. [Figure 9] 11 is a cross-sectional view of the bracket when the brake lever is squeezed to its limit position. FIG. [Figure 10] 4 is a graph showing the relationship between front wheel braking force and rear wheel braking force. [Figure 11] 4 is a graph showing changes in front wheel braking force and rear wheel braking force; [Figure 12] FIG. 4 is a side view of the bracket as viewed from the inside in the vehicle width direction. [Figure 13] FIG. 11 is a side view of a bracket according to a modified example of the embodiment, as viewed from the inside in the vehicle width direction. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0018] A preferred embodiment of the present invention will be described in detail below with reference to the drawings. Fig. 1 is a left side view of a motorcycle 1 to which a front and rear interlocking brake device 40 for a saddle-type vehicle according to an embodiment of the present invention is applied. Fig. 2 is a diagram illustrating the configuration of the front and rear interlocking brake device 40.

[0019] The motorcycle 1 is a scooter-type saddle-ride vehicle having a low floor 25 on which the rider places his / her feet. A body frame 39 of the motorcycle 1 includes a head pipe 38 that steersably supports a front fork 11 that supports a steering handlebar 24 and a front wheel WF, a down tube 5 that extends downward from the head pipe 38, and a rear frame 10 that is connected to the lower end of the down tube 5 and extends rearward.

[0020] The rear frame 10 has a pair of front frame portions 6A whose front ends are connected to the lower ends of the down tubes 5 and extend approximately horizontally toward the rear, a pair of left and right intermediate frame portions 6B that extend rearward and upward from the rear ends of the front frame portions 6A, and a rear frame portion 6C that connects the rear ends of the intermediate frame portions 6B to each other.

[0021] The body frame 4 is covered with a synthetic resin cover 2. The cover 2 includes a handle cover 2G having a headlight 3 and covering parts around the steering handle 24, a front cover 2A covering the front part of the head pipe 38 and the upper part of the front wheel WF, a leg shield 2B joined to the front cover 2A and covering the front of the driver's legs, a pair of left and right front side covers 2C joined to the front cover 2A and the leg shield 2B and covering both sides of the front body, a floor board 2D joined to the leg shield 2B and supporting the driver's feet, a pair of left and right rear lower covers 2E joined to both front side covers 2C and the floor board 2D and covering both sides of the rear body, and a rear upper cover 2F joined to both rear lower covers 2E and the floor board 2D. A rear fender 8 covering the upper part of the rear wheel WR is attached to the rear part of the rear upper cover 2F. A seat 7 on which the driver sits is provided on the upper part of the rear upper cover 2F.

[0022] The rear wheel WR is journaled on the rear part of a power unit P, which is swingably supported on the body frame 39. The power unit P is composed of an engine E and a continuously variable transmission M that transmits the output of the engine E to the rear wheel WR. The front part of the power unit P is supported by a swing shaft parallel to the rotation axis of the rear wheel WR with respect to the intermediate frame part 6B via a link mechanism (not shown). The rear part of the power unit P is suspended from the intermediate frame part 6B via a rear cushion 9.

[0023] 2, a front wheel brake 12 for braking the front wheel WF is disposed at the lower end of the front fork 11, and a front wheel brake panel 13 is disposed as a cover member for covering the sides of the front wheel brake 12. Meanwhile, a rear wheel brake 16 for braking the rear wheel WR is disposed at the rear end of the power unit P, and a rear wheel brake panel 17 is disposed as a cover member for covering the sides of the rear wheel brake 16.

[0024] A front wheel brake arm 21 that applies a braking force to the front wheel brake 12 is pivotally supported by a pivot shaft 18 on the front wheel brake panel 13. A first front wheel brake cable 22 and a second front wheel brake cable 23 are connected to the front wheel brake arm 21.

[0025] The first front wheel brake cable 22 is connected to a right brake lever 26 that is journalled on a bracket 41 fixed to the right steering handle 24, and the front wheel is braked by operating this right brake lever 26. Handle grips 27 are attached to the ends of the left and right steering handles 24.

[0026] A rear wheel brake arm 31 that applies a braking force to the rear wheel brake 16 is pivotally supported by a pivot shaft 28 on the rear wheel brake panel 17. A rear wheel brake cable 32 is connected to the rear wheel brake arm 31. The second front wheel brake cable 23 and the rear wheel brake cable 32 are connected to a left brake lever 36 that is pivotally supported by a bracket 41 fixed to the left steering handle 24.

[0027] The front / rear linked brake device 40 according to the present invention includes a front wheel brake 12 that brakes the front wheel WF, a rear wheel brake 16 that brakes the rear wheel WR, a front wheel brake cable 20 connected to the front wheel brake 12, and a rear wheel brake cable 32 connected to the rear wheel brake 16. The front wheel brake cable 20 comprises a first front wheel brake cable 22 connected to the right side brake lever 26, and a second front wheel brake cable 23 connected to the left side brake lever 36.

[0028] Fig. 3 is a perspective view of a bracket 41 supporting the brake lever 36 on the left side in the vehicle width direction. Fig. 4 is a plan view of the bracket 41. The bracket 41 is fixed to the steering handlebars 24 by clamping the steering handlebars 24 and tightening the clamp members 41a. The brake lever 36 serving as a brake operator is pivotally supported by the bracket 41 so as to be able to swing with a swing shaft 51 made of a bolt. An equalizer 60 is pivotally supported on the underside of the brake lever 36 so as to be able to swing with a pivot shaft 52 made of a bolt.

[0029] Ends of a second front wheel brake cable (hereinafter simply referred to as a front wheel brake cable) 23 and a rear wheel brake cable 32 are supported on the equalizer 60. With this configuration, by gripping the brake lever 36, the equalizer 60 is pulled to the left in the figure, and the front wheel brake cable 23 and the rear wheel brake cable 32 are pulled together.

[0030] Three insertion holes are formed on the inner surface of the bracket 41 in the vehicle width direction, into which a cylindrical first holder 71 supporting the front wheel brake cable 23, a cylindrical second holder 72 supporting the rear wheel brake cable 32, and a stop lamp switch 73 are respectively inserted. A retaining pin 91 for the first holder 71 and a retaining pin 92 for the second holder 72 are embedded in the bracket 41. In addition, a wall member 53 covering a part of the first holder 71 is erected toward the inside in the vehicle width direction on the inner surface of the bracket 41 in the vehicle width direction.

[0031] A brake lock lever 56 for activating the brake lock is supported by a second pivot shaft 54 ​​at the front of the bracket 41. A spring 57 is wound around the second pivot shaft 54, which applies a biasing force in a direction returning the brake lock lever 56 to its initial position. When the brake lock lever 56 is pulled toward the driver while gripping the brake lever 36 and then released, a lock pin 55 provided on the brake lock lever 56 engages with an equalizer 60, and the gripped state of the brake lever 36 is maintained. This activates the brake lock.

[0032] FIG. 5 is a cross-sectional view of the bracket 41. This figure shows the state where the brake lever 36 is in the initial position. A cylindrical first support part 61 is attached to the end of the front wheel brake cable 23, and a cylindrical second support part 62 is attached to the end of the rear wheel brake cable 32. The equalizer 60 made of a plate-shaped member supports the first support part 61 at a position on the rear side of the pivot shaft 52, and supports the second support part 62 at a position on the front side of the pivot shaft 52. An engagement protrusion 63 that engages with the lock pin 55 is formed on the front end part of the equalizer 60. An end part 58 of a spring 57 engages with the vicinity of the second swing shaft 54 ​​of the bracket 41.

[0033] In this embodiment, the layout structure of each part is designed to pull the front wheel brake cable and the rear wheel brake cable at different ratios to operate the front wheel brakes and the rear wheel brakes in an ideal distribution.

[0034] The first innovation is that the center point 52a of the pivot shaft 52 is located closer to the brake lever 36, i.e., shifted to the left in the figure, than the first contact point S1 where the first rotation circle C1, which has a radius of the center of the swing shaft 51 of the brake lever 36 as the first radius R1, and the first tangent line L1 along the pulling direction W of the front wheel brake cable 23 or the rear wheel brake cable 32 are in contact with each other. The first support part 61 that supports the front wheel brake cable 23 is located closer to the swing shaft 51 than the pivot shaft 52, and the second support part 62 that supports the rear wheel brake cable 32 is located farther from the swing shaft 51 than the pivot shaft 52. As a result, the first support part 61 is located inside the first rotation circle C1, and the second support part 62 is located outside the first rotation circle C1. In this embodiment, the radius R1 is set to the distance from the swing shaft 51 to the pivot shaft 52.

[0035] With this configuration, it is possible to increase the amount of movement of the pivot shaft 52 in the direction perpendicular to the pulling direction W of the front wheel brake cable 23 or the rear wheel brake cable 32 as the brake lever 36 is gripped more. More specifically, the pivot shaft 52 does not move forward in response to the operation of the brake lever 36, but moves only rearward along the first rotation circle C1. As a result, the traction ratio of the front wheel brake cable 23 and the rear wheel brake cable 32 changes, and as the brake lever 36 is gripped more, the increase in the rear wheel brake braking force becomes smaller than the increase in the front wheel brake braking force, allowing the front and rear brake braking force distribution to approach an ideal value.

[0036] FIG. 6 is a cross-sectional view of the bracket 41. This figure shows the brake lever 36 in the initial position, as in FIG. 5. The second innovation is that the center point 62a of the second support part 62 is located at a position shifted in the opposite direction to the pulling direction W of the front wheel brake cable 23 or the rear wheel brake cable 32 from the second contact point S2 where the second rotation circle C2, which has a radius R2 as the distance from the pivot shaft 52 to the center point 62a of the second support part 62, and the second tangent line L2 along the pulling direction W of the front wheel brake cable 23 or the rear wheel brake cable 32 meet. With this configuration, the second support part 62 moves once to the front side and then to the rear side in response to the operation of the brake lever 36. This reduces the swing width of the second support part 62, making it possible to suppress rubbing of the rear wheel brake cable 32 and reduce friction. More specifically, by providing the center point 62a of the second support part 62 at a position shifted from the second contact point S2 in the direction opposite to the pulling direction W, the center point 62a when the brake lever 36 is gripped forms a mountain-shaped curve that first swings forward and then moves rearward. This reduces the swing width of the second support part 62 in the direction perpendicular to the pulling direction W of the brake cable, thereby reducing friction of the rear wheel brake cable 32.

[0037] Fig. 7 is a cross-sectional view of the bracket 41. As with Figs. 5 and 6, this figure shows the brake lever 36 in the initial position. The third innovation is that the center point 61a of the first support part 61 is located closer to the pivot shaft 52 than the axis L3 along the pulling direction W of the front wheel brake cable 23. This increases the amount of increase in the front wheel braking force when the brake lever 36 is squeezed, allowing the front wheel braking force to approach an ideal value.

[0038] Fig. 8 is a cross-sectional view of the bracket 41 when the brake lever 36 is gripped to an intermediate position. Fig. 9 is a cross-sectional view of the bracket 41 when the brake lever 36 is gripped to its limit position. In this embodiment, by using the ingenuity described with reference to Figs. 5, 6 and 7, the greater the amount of gripping of the brake lever 36, the more the traction ratio of the front wheel brake cable 23 and the rear wheel brake cable 32 shifts toward the front wheel, making it possible to make the increase in the front wheel brake braking force steeper than the increase in the rear wheel brake braking force.

[0039] FIG. 10 is a graph showing the relationship between the front wheel braking force and the rear wheel braking force. Line C shows the ideal distribution curve of the front wheel braking force and the rear wheel braking force. After the front and rear wheel braking forces both rise linearly in the early stage of braking, the upper limit of the rear wheel braking force is lower than that of the front wheel braking force, so that it is ideal that as the braking force increases, the increase in the rear wheel braking force is suppressed and the increase in the front wheel braking force is increased. However, in the conventional front and rear linked brake device shown by line A, the front wheel brake cable and the rear wheel brake cable are pulled at the same ratio, so the braking forces of the front and rear wheels increase linearly, and there is a problem that it is necessary to suppress the increase in the rear wheel braking force and increase the increase in the front wheel braking force from the middle to the later stage of braking.

[0040] In contrast, with the configuration according to the present invention, as shown by line B, as the braking force increases, the increase in the rear wheel braking force is suppressed while the increase in the front wheel braking force becomes greater, making it possible to bring the braking forces of the front and rear wheels closer to the ideal distribution curve when the brake lever 36 is operated.

[0041] 11 is a graph showing the transition of the front wheel braking force and the rear wheel braking force. The rear wheel braking force G by the front and rear interlocking brakes according to this embodiment increases less as the braking force increases, compared to the conventional rear wheel braking force E which increases linearly. Also, the front wheel braking force F by the front and rear interlocking brakes according to this embodiment is set to increase more as the braking force increases, compared to the conventional front wheel braking force D which increases linearly. This brings the braking forces of the front and rear wheels closer to the ideal distribution curve.

[0042] 12 is a side view of the bracket 41 as viewed from the inside in the vehicle width direction. As described above, the right side surface of the bracket 41 is provided with the first insertion hole 81 into which the first holder 71 supporting the front wheel brake cable 23 is inserted, the second insertion hole 82 into which the second holder 72 supporting the rear wheel brake cable 32 is inserted, and the third insertion hole 83 into which the stop lamp switch 73 is inserted.

[0043] The three insertion holes 81, 82, 83 are composed of two insertion holes 81, 82 whose centers can be connected by a straight line L4 when viewed in the axial direction, and one insertion hole 83 that is spaced apart from the straight line L4, and the one insertion hole 83 is disposed so as to overlap a third tangent line L5 that simultaneously touches the outer diameters of the two insertion holes 81, 82. This allows the three insertion holes to be disposed close to each other, thereby enabling the miniaturization of the bracket 41. The amount by which the third insertion hole 83 overlaps the third tangent line L5 is set to half or less of the diameter of the third insertion hole 83.

[0044] In this embodiment, the second insertion hole 82 has a larger diameter than the first insertion hole 81, and a wall member 53 is erected around the first insertion hole 81. This prevents the second holder 72 from being inserted into the first insertion hole 81 and interferes with the wall member 53, preventing incorrect assembly of the brake cable. The wall member 53 functions as a guide when assembling the first holder 71 into the first insertion hole 81, and also has the function of protecting the brake cable.

[0045] Also, although not shown, instead of the retaining pin 92 of the second holder 72, one end of the spring 57 that applies a biasing force to return the brake lock lever 56 to the initial position may be inserted. This makes the retaining pin 92 unnecessary, and reduces the number of parts. Also, a configuration may be adopted in which the front wheel brake cable 23 and the rear wheel brake cable 32 are directly attached to the first insertion hole 81 and the second insertion hole 82 without having the first holder 71 and the second holder 72.

[0046] 13 is a side view of the bracket 41 according to a modified example of this embodiment, as viewed from the inside in the vehicle width direction. The same reference numerals as those described above indicate the same or equivalent parts. This modified example is characterized in that the first insertion hole 81 has a larger diameter than the second insertion hole 82. In this embodiment, too, the first holder 71 cannot be inserted into the second insertion hole 82, which prevents the brake cable from being misassembled.

[0047] In addition, the form of the motorcycle, the shape and structure of the bracket and the brake lever, the shape of the equalizer, the amount of deviation between the center point of the pivot shaft and the contact point where the first rotation circle and the tangent line along the pulling direction of the brake cable meet, the amount of deviation between the center point of the second support part and the second contact point where the second rotation circle and the second tangent line passing through the center point of the second support part along the pulling direction of the brake cable meet, the amount of deviation between the center point of the first support part and the axis line along the pulling direction of the front wheel brake cable, etc. are not limited to the above embodiment and can be variously modified. For example, the equalizer may be provided on the brake pedal as a brake operation element or on the brake lever on the right side in the vehicle width direction. In addition, the arrangement of the first holder, the second holder, and the stop lamp switch inserted into the first insertion hole, the second insertion hole, and the third insertion hole of the bracket may be different from the above embodiment. The front and rear interlocking brake device according to the present invention can be applied to various two-wheeled vehicles, three-wheeled vehicles, etc. [Explanation of symbols]

[0048] 1...motorcycle (saddle-ride type vehicle), 23...front wheel brake cable (second front wheel brake cable), 32...rear wheel brake cable, 36...brake lever (brake operator), 41...bracket, 51...oscillating shaft, 52...pivot shaft, 60...equalizer, 52a...center point of pivot shaft, 53...wall member, 61...first support portion, 61a...center point of first support portion, 62...second support portion, 62a...second Center point of 2 support part, 71...first holder, 72...second holder, 73...stop lamp switch, 81...first insertion hole, 82...second insertion hole, 83...third insertion hole, C1...first rotation circle, C2...second rotation circle, S1...first contact point, S2...second contact point, L1...first tangent, L2...second tangent, L3...axis, L4...straight line, L5...third tangent, W...pulling direction of front wheel brake cable and rear wheel brake cable

Claims

1. A front-rear linked brake device for a saddle-ride type vehicle includes a brake operator (36) supported on a bracket (41) so as to be swingable about a swing shaft (51), and an equalizer (60) connected to the brake operator (36) by a pivot shaft (52), and is configured so that a front wheel brake cable (23) and a rear wheel brake cable (32) supported on the equalizer (60) are pulled by operating the brake operator (36), In the initial position of the brake operator (36), a center point (52a) of the pivot shaft (52) is located at a position shifted toward the brake operator (36) from a first contact point (S1) where a first rotation circle (C1), which has a first radius (R1) defined as a distance from the pivot shaft (51) to the pivot shaft (52), meets a first tangent line (L1) along a pulling direction (W) of the front wheel brake cable (23) or the rear wheel brake cable (32); A front and rear linked brake device for a saddle-type vehicle, characterized in that a first support portion (61) supporting the front wheel brake cable (23) is located on a side closer to the oscillating shaft (51) than the pivot shaft (52), and a second support portion (62) supporting the rear wheel brake cable (32) is located on a side farther from the oscillating shaft (51) than the pivot shaft (52).

2. In the initial position of the brake operator (36), 2. The front and rear linked brake device for a saddle-ride type vehicle according to claim 1, characterized in that the center point (62a) of the second support portion (62) is located at a position shifted in the opposite direction to the pulling direction (W) of the front wheel brake cable (23) or the rear wheel brake cable (32) from a second contact point (S2) where a second rotation circle (C2) having a second radius (R2) as a distance from the pivot shaft (52) to the center point (62a) of the second support portion (62) meets a second tangent (L2) along the pulling direction (W) of the front wheel brake cable (23) or the rear wheel brake cable (32).

3. In the initial position of the brake operator (36), 3. The front and rear linked brake device for a saddle-type vehicle according to claim 1 or 2, characterized in that a center point (61a) of the first support portion (61) is located at a position closer to the pivot shaft (52) than an axis (L3) along the pulling direction (W) of the front wheel brake cable (23).

4. the bracket (41) is provided with a first insertion hole (81) into which the front wheel brake cable (23) is inserted, a second insertion hole (82) into which the rear wheel brake cable (32) is inserted, and a third insertion hole (83) into which a stop lamp switch (73) is inserted; The three insertion holes (81, 82, 83) include the first insertion hole (81) and the second insertion hole (82) whose centers can be connected by a straight line (L4) when viewed in the axial direction of the insertion holes (81, 82, 83), and the third insertion hole (83) that is spaced apart from the straight line (L4), 3. The front and rear linked brake device for a saddle-type vehicle according to claim 1 or 2, characterized in that the third insertion hole (83) is arranged so as to overlap with a third tangent (L5) that simultaneously touches the outer diameters of the first insertion hole (81) and the second insertion hole (82).

5. The second insertion hole (82) has a larger diameter than the first insertion hole (81), 5. The front and rear linked brake device for a saddle-ride type vehicle according to claim 4, wherein a wall member (53) is erected around the first insertion hole (81).

Images