DESCRIPTION

INTERLOCK BRAKE APPARATUS OF MOTORCYCLE

Technical Field

The present invention relates to an interlock brake apparatus of a motorcycle.

Background Art There is disclosed an interlock brake apparatus of a motorcycle which interlocks a front wheel brake operation with a rear wheel brake operation (see, for example, the patent reference 1) . The interlock brake apparatus of the motorcycle shown in Fig. 12 of the patent reference 1 includes a first link member having one end connected to a brake panel, and a substantially L-shaped second link member to be connected to the other end of the first link member. The second link member is rotatably mounted on a pivot plate. On one end of the second link member, there is mounted a delay spring for urging the second link member in a clockwise direction. Also, to the one end of the second link member, there is connected an outer cable of an interlinking brake cable connected to a front wheel brake. An inner cable of the interlocking brake cable is connected to a brake pedal. in the interlock brake apparatus, when the brake pedal is pressed down and a brake force is thereby applied to the

rear wheel, if a reacting force of the brake force generated in the brake panel exceeds a spring force set in the delay spring, the brake force is applied to the front wheel through the interlocking brake cable, and also the inner cable pulls the brake pedal in a pull-back direction to prevent the brake force of the rear wheel from excessively increasing, thereby allowing the brake forces of the front and rear wheels to balance well with each other.

[Patent Reference 1] JP-A-2006-062559 Inthe interlockbrake apparatus of themotorcycle disclosed in the patent reference 1, the outer cable of the interlocking brake cable is pulled by one end of the second link member to apply a brake force to the front wheel and also a brake force applied to the rear wheel is reduced using the inner cable of the interlocking brake cable, thereby fulfilling two functions at the same time. However, this raises a problem that it is difficult to adjust the brake forces of the front and rear wheels in such a manner that the optimum characteristic can be obtained. Also, since respective composing parts of the interlock brake apparatus are disposed on a narrow pivot plate, the freedom of the position arrangement of the respective composing parts is restricted.

Moreover, in the interlockbrake apparatus of themotorcycle disclosed in the patent reference 1, since the delay spring is disposed along a vertical direction of the motorcycle, when the motorcycle is vibrated in the vertical direction, there

is a possibility that such vibration influences the spring force of the delay spring to change the brake characteristic.

In addition, since the interlock brake apparatus does not include a mechanism for adjusting the spring force of the delay spring, it is difficult to adjust the front and rear wheel brake forces of the interlock brake apparatus in such a manner that there can be provided the optimum characteristic.

Also, since the delay spring is disposed on the narrow pivot plate in such a manner to avoid the interlocking brake cable which is arranged while it is connected to the second link and brake pedal, the freedom of the position arrangement of the respective composing parts of the interlock brake apparatus is limited.

Furthermore, in the interlock brake apparatus of the motorcycle disclosed in the patent reference 1, since there is not provided a stopper or the like for limiting the pulling range (stroke) of the interlocking brake cable, when the brake pedal is pressed down heavily, a press-down load is applied to the interlocking brake cable and thus a large load is applied to the interlocking brake cable. Therefore, conventionally, in consideration of the application of such large load, there is employed an interlocking brake cable having a large size.

However, this results in the increased manufacturing cost.

Also, when an excessive load is applied to the interlocking brake cable, there is caused a permanent deformation in the inner cable, which sometimes makes it necessary to adjust the

interlock brake apparatus .

Disclosure of the Invention

The present invention aims to solve the above problems . One or more embodiments of the invention provide an interlock brake apparatus of a motorcycle which can easily adjust brake forces of front and rear wheels in such a manner that there can be obtained an optimum brake characteristic and also can enhance a freedom of a position arrangement of respective composing parts.

Moreover, one or more embodiments of the invention provide an interlock brake apparatus of a motorcycle which can prevent the influence of a vertical-direction vibrations of the motorcycle on a spring force of a delay spring. In addition, one or more embodiments of the invention provide an interlock brake apparatus of a motorcycle which can reduce a load to be applied to an interlocking brake cable to thereby be able to reduce the size of the interlocking brake cable and also to reduce the manufacturing cost of the apparatus . According to a first aspect of the invention, an interlock brake apparatus 100, 200 of a motorcycle 10 is provided with: a floating type brake panel 40 rotatable about a rear axle; a torque arm 43 rotatably supported on a support shaft 42 provided to a swing arm 20; a torque link 44 having one end connected to the brake panel 40 and the other end connected to the torque arm 43; an equalizer 47 rotatably supported on a support shaft

46 on the torque arm 43; an interlocking connecting cable 48 for connecting one end of the equalizer 47 and a front wheel brake mechanism 51 for applying a brake force to a front wheel WF; and a return rod 53 for connecting the other end of the equalizer 47 and a brake pedal 34.

According to a second aspect of the invention, in the interlock brake apparatus 100, 200 of the first aspect, the equalizer 47 may be disposed at a position where the equalizer 47 overlaps with the swing arm 20 when the equalizer 47 is viewed from a side of the motorcycle 10.

According to a third aspect of the invention, in the interlock brake apparatus 100, 200 of the first or second aspect, the equalizer 47 may have a longitudinal side extending along a vertical direction, the interlocking connecting cable 48 may be connected to an upper end portion of the equalizer 47, and the return rod 53 may be connected to a lower end portion of the equalizer 47.

According to a fourth aspect of the invention, an interlock brake apparatus 100, 200 of a motorcycle 10 is provided with: a floating type brake panel 40 rotatable about a rear axle; a torque arm 43 rotatably supported on a support shaft 42 provided to a swing arm 20; a torque link 44 having one end connected to the brake panel 40 and the other end connected to the torque arm 43; a connecting cable pull member 47 (equalizer 47) rotatably supported on a support shaft 46 on the torque arm 43, wherein one end of an interlocking connecting cable 48 connected to

a front wheel brake mechanism 51 is connected to the connecting cable pull member 47; and a delay spring 62 for urging the torque arm 43 in a predetermined direction and disposed on the swing arm 20 along a front and rear direction of the motorcycle 10.

According to a fifth aspect of the invention, the interlock brake apparatus of the fourth aspect may further be provided with: a spring force adjust bolt 60, wherein a position of the spring force adjust bolt 60 is adjusted along the front and rear direction; and a stopper pin 64 threadedly engaged with the spring force adjust bolt 60, wherein a position of the stopper pin 64 is adjusted along an axial direction of the spring force adjust bolt 64. The delay spring 62 may be interposed between the torque arm 43 and the spring force adjust bolt 60. The stopper pin 64 may be inserted into the delay spring 62. A front end portion of the stopper pin 64 may be capable of being contacted with the torque arm 43 to limit a rotation range of the torque arm 43.

According to a sixth aspect of the invention, an interlock brake apparatus 100, 200 of a motorcycle 10 is provided with: a floating type brake panel 40 rotatable about a rear axle; a torque arm 43 rotatably supported on a support shaft 42 provided to a swing arm 20; a torque link 44 having one end connected to the brake panel 40 and the other end connected to the torque arm 43; a connecting cable pull member 47 (equalizer 47) rotatably supported on a support shaft 46 on the torque arm 43, wherein

one end of an interlocking connecting cable 48 connected to a front wheel brake mechanism 51 is connected to the connecting cable pull member 47; and a stopper member 56, 81 for limiting a rotation range of the connecting cable pull member 47 and disposed on a portion being an extension of the interlocking connecting cable 48 in a pulling direction of the interlocking connecting cable 48.

According to a seventh aspect of the invention, in the interlock brake apparatus of the sixth aspect, a cable stay 52 for supporting an outer cable 50 of the interlocking connecting cable 48 may be provided on the swing arm 20, and wherein the stopper member 56 may be disposed on the swing arm 20 and opposed to the connecting cable pull member 47.

According to an eighth aspect of the invention, in the interlock brake apparatus of the sixth aspect, an inner cable 49 of the interlocking connecting cable 48 may be connected to the connecting cable pull member 47, the outer cable 50 of the interlocking connecting cable 48 may be connected to one end of the stopper member 81, the stopper member 81 may include a stopper 82 for limiting the rotation range of the connecting cable pull member 47 on the other end of the stopper member 81, and the stopper member 81 may be rotatably supported together with the connecting cable pull member 47 on the support shaft 46 of the torque arm 43. In the interlock brake apparatus of the first aspect, the interlocking connecting cable connected to the front wheel

brake mechanism is connected to one end of the equalizer which is rotatably provided on the torque arm, and the return rod connected to the brake pedal is connected to the other end of the equalizer, whereby the interlocking connecting cable and return rod can be disposed independent of each other. Owing to this, the brake forces of the front and rear wheels can be easily adjusted in such a manner that there can be provided the optimum brake characteristic. Also, the freedom of the position arrangement of the respective composing parts of the interlock brake apparatus can be enhanced.

In the interlock brake apparatus of the second aspect, since the equalizer, when it is viewed from the side surface of the motorcycle, is disposed at a position where it is overlaps with the swing arm, there is eliminated the need for provision of a guard for protecting the interlock brake apparatus from hitting against the ground, thereby being able to make compact the interlock brake apparatus. Also, since the upward projecting dimension of the apparatus can be reduced, a measure for preventing the apparatus from interfering with other parts of the motorcycle when the motorcycle (rear wheel) moves in the vertical direction, for example, when the motorcycle runs on a bad road, can be limited to a minimum, thereby being able to reduce the manufacturing cost of the apparatus.

In the interlock brake apparatus of the third aspect, the longitudinal direction of the equalizer is arranged along the vertical direction of the motorcycle, the interlocking

connecting cable connected to the front wheel brake mechanism is connected to the upper end portion of the equalizer, and the return rod to be connected to the brake pedal is connected to the lower end portion of the equalizer. Owing to this structure, the connection of the interlocking connecting cable and front wheel brake mechanism, and the connection of the return rod andbrake pedal canbe naturally attained respectively using the interlocking connecting cable and return rod that have the smallest lengths. This makes it possible to reduce the manufacturing cost of the interlock brake apparatus.

In the interlock brake apparatus of the fourth aspect, since the delay spring forurging the torque arm in apredetermined direction is disposed in the swing arm along the front and rear direction of the motorcycle, it is possible to prevent the vibrations of the motorcycle in the vertical direction from influencing the spring force of the delay spring, thereby being able to prevent the change of the brake characteristic of the interlock brake apparatus. Also, the freedom of the positions of the respective composing parts of the apparatus can be enhanced.

In the interlock brake apparatus of the fifth aspect, there are further included a spring force adjust bolt structured such that the position thereof can be adjusted along the front and rear direction of the motorcycle, and a stopperpin structured such that it can be threadedly engaged with the spring force adjust bolt and the position thereof can be adjusted along

the axial direction of the spring force adjust bolt. And the delay spring is interposed between the torque arm and the spring force adjust bolt, and the stopper pin is inserted into the delay spring, while the front end portion of the stopper pin can be contactedwith the torque arm to thereby limit the rotation range of the torque arm. Owing to this structure, the spring force of the delay spring and the rotation range of the torque arm can be adjusted independent of each other. This makes it possible to easily adjust the brake forces of the front and rear wheels in such a manner that there can be provided the optimum brake characteristic.

In the interlock brake apparatus of the sixth aspect, since the stopper member for limiting the rotation range of the connecting cable pull member is provided on the pulling-direction extended portion of the interlocking connecting cable, it is possible to reduce the load which is applied to the interlocking connecting cable when the brake pedal is pressed down. This makes it possible to reduce the size of the interlocking connecting cable and thus the manufacturing cost thereof. Also, since it is possible to prevent the occurrence of a permanent deformation in the inner cable due to an excessive load, there can be eliminated the need to adjust the interlock brake apparatus.

In the interlock brake apparatus of the seventh aspect, on the swing arm, there is provided a cable stay for supporting the outer cable of the interlocking connecting cable, and the

stopper member is disposed on the swing arm such that it is opposed to the connecting cable pull member. This can simplify the structures of the cable stay and stopper member and thus can reduce the manufacturing costs thereof. Also, the interlocking connecting cable can be arranged easily.

In the interlock brake apparatus of the eighth aspect, the inner cable of the interlocking connecting cable is connected to the connecting cable pull member, the outer cable of the interlocking connecting cable is connected to one end of the stopper member, the stopper member includes on the other end thereof the stopper for limiting the rotation range of the connecting cable pull member, and the stoppermember is rotatably supported together with the connecting cable pull member on the support shaft of the torque arm. Owing to this structure, when the brake pedal is pressed down, the connecting cable pull member and stopper member can be operated integrally and, even after the connecting cable pull member is contacted with the stopper, it is possible to press down the brake pedal. This can provide a natural brake operation feeling. Other aspects and advantages of the invention will be apparent from the following description, the drawings and the claims .

Brief Description of the Drawings Fig. 1 is a side view of a right side of a motorcycle carrying thereon a first embodiment of an interlock brake

apparatus of a motorcycle according to the invention.

Fig. 2 is an explanatory side view of a left side of the interlock brake apparatus according to the first embodiment.

Fig. 3 is an explanatory perspective view of the left side of the interlock brake apparatus according to the first embodiment .

Fig. 4 is an explanatory enlarged side view of the main portions of a front wheel brake mechanism according to the first embodiment. Fig. 5 is a side view of the right side of the interlock brake apparatus according to the first embodiment, showing a state where a brake pedal is not pressed down.

Fig. 6 is a side view of the right side of the interlock brake apparatus according to the first embodiment, showing a state where the pressing operation of the brake pedal is started.

Fig. 7 is a side view of the right side of the interlock brake apparatus according to the first embodiment, showing a state where, due to the reacting force of the brake force of a rear wheel brake, a torque arm starts to rotate in a counterclockwise direction against the spring force of a delay spring.

Fig. 8 is a side view of the right side of the interlock brake apparatus according to the first embodiment, showing a state where the torque arm is rotated further and is thereby contacted with a stopper pin.

Fig. 9 is a side view of the right side of the interlock brake apparatus according to the first embodiment, showing a state where the upper end portion of an equalizer is contacted with a stopper bolt. Fig. 10 is a graphical representation of the brake characteristics of the front and rear wheel brakes of the interlock brake apparatus according to the first embodiment.

Fig. 11 is a side view of a right side of a motorcycle carrying thereon a second embodiment of an interlock brake apparatus of a motorcycle according to the invention.

Fig. 12 is an explanatory side view of a left side of the interlockbrake apparatus according to the second embodiment .

Fig. 13 is an explanatory perspective view of the left side of the interlock brake apparatus according to the second embodiment .

Fig. 14 is an explanatory enlarged side view of the main portions of a front wheel brake mechanism according to the second embodiment .

Fig. 15 is a side view of the right side of the interlock brake apparatus according to the second embodiment, showing a state where a brake pedal is not pressed down.

Fig. 16 is a side view of the right side of the interlock brake apparatus according to the second embodiment, showing a state where the pressing operation of the brake pedal is started.

Fig. 17 is a side view of the right side of the interlock

brake apparatus according to the second embodiment, showing a state where, due to the reacting force of the brake force of a rear wheel brake, a torque arm starts to rotate in a counterclockwise direction against the spring force of a delay spring.

Fig. 18 is a side view of the right side of the interlock brake apparatus according to the second embodiment, showing a state where the torque arm is rotated further and is thereby contacted with a stopper pin. Fig. 19 is a side view of the right side of the interlock brake apparatus according to the second embodiment, showing a state where the upper end portion of an equalizer is contacted with the stopper bolt of a stopper member.

Fig. 20 is a side view of the right side of the interlock brake apparatus according to the second embodiment, showing a state where, after the upper end portion of the equalizer and the stopper bolt of the stopper member are contacted with each other, the brake pedal is pressed down further.

Fig. 21 is a graphical representation of the brake characteristics of the front and rear wheel brakes of the interlock brake apparatus according to the second embodiment.

Explanation of Reference 10: Motorcycle 20: Swing arm

30: Front wheel brake

31: Rear wheel brake

32 : Brake arm

33: Brake arm

34 : Brake pedal 38: Front wheel brake cable

39: Brake rod

40: Brake panel

41: Swing arm plate

42: First support shaft 43: Torque arm

44: Torque link

45: Return spring

46: Second support shaft

47: Equalizer (connecting cable pull member) 48: Interlocking connecting cable

51: Front wheel brake mechanism

52: Cable stay

53: Return rod

55: Stopper bolt stay 56: Stopper bolt (stopper member)

57 : Nut

59: Cushion member

60: Spring force adjust bolt

61: Bolt stay 62: Delay spring

63 : Nut

64: Stopper pin

65: Nut

81: Stopper member

82: Stopper bolt (stopper member) 83: Nut

84: Spring stay

86: Stopper spring

100: Interlock brake apparatus

200: Interlock brake apparatus WF: Front wheel

WR: Rear wheel

Best Mode for Carrying Out the Invention

Now, description will be given in detail of various exemplary embodiments of an interlock brake apparatus of a motorcycle according to the invention with reference to the accompanying drawings. Here, the drawings are to be viewed at along the direction of signs. And, referring to terms, "forward", "rearward", "leftward", "rightward", "upward" and "downward" respectively used in the following description, they are based on the direction from which a rider look at; and, specifically, the forward direction of a vehicle is expressed as Fr, the rear direction thereof is expressed as Rr, the left direction thereof is expressed as L, the right direction thereof is expressed as R, the upward direction thereof is expressed as U, and the downward direction thereof is expressed

as L, respectively.

(First Embodiment)

First, with reference to Figs. 1 to 10, description will be given below of a first embodiment of an interlock brake apparatus of a motorcycle according to the invention. As shown in Fig.1, themotorcycle body frame Fof arαotorcycle 10 according to the invention includes a head pipe 12 for supporting a front fork 11 in such a manner that it can be operated, a main frame 13 extended obliquely downward from the head pipe 12, a pivot plate 14 provided continuously with the rear end portion of the main frame 13, and a pair of right and left rear frames 15 the front ends of which are welded to the rear end portion of the main frame 13 and also which are extended obliquely upward.

On the lower end of the front fork 11, there is pivotally supported a front wheel WF and, to the upper portion of the front fork 11, there are connectedbar-shaped steeringhandlebars 17. On a pivot shaft 16 which is fixed to the pivot plate 14, there is swingably supported a swing arm 20 and, on the rear endportion of the swing arm 20, there is pivotally supported a rear wheel WR in such a manner that it can be rotated.

On the front wheel WF, there is mounted a front wheel brake 30 and, on the rear wheel WR, there is mounted a rear wheel brake 31. The front wheel brake 30 and rear wheel brake

31 are both drum brakes structured such that, when brake arms

32 and 33 are rotated, brake shoes (not shown) incorporated therein apply brake forces, which are composed of friction forces caused between themselves and their associated brake drums, to the front wheel WF and rear wheel WR respectively.

On a support shaft 36 which is mounted on the lower portion of the pivot plate 14, there is supported a brake pedal 34 in such a manner that it can be swung. Also, on the right side of the steering handlebars 17, there is mounted a brake lever 37 in such a manner that it can be operated and, when the brake lever 37 is operated, a brake operating force is transmitted through a front wheel brake cable 38 to the brake arm 32 to thereby operate the front wheel brake 30.

Next, description will be given below of the structure of an interlock brake apparatus 100. As shown in Figs. 2 and

3, the arm 34a of the brake pedal 34 is connected through a brake rod 39 to the brake arm 33 of the rear wheel brake 31 and, when the brake pedal 34 is pressed down, the brake arm

33 is rotated in a clockwise direction in Fig. 2 to thereby operate the rear wheel brake 31.

To the substantially middle portion of the swing arm 20 in the front and rear direction thereof, there is fixed a swing arm plate 41 which projects downward. On a first support shaft 42 which is mounted on the lower portion of the swing arm plate 41, there is rotatably supported the lower portion of a substantially L-shaped torque arm 43. The middle portion of

the torque arm 43 is connected to the lower portion of the brake panel 40 of the rear wheel brake 31 by a torque link 44.

Between the swing arm plate 41 and the arm 34a of the brake pedal 34, there is interposed a return spring 45, while the return spring 45 urges the brake pedal 34 in the opposite direction (in Fig. 2, in the clockwise direction) to the pedal pressing direction.

On a second support shaft 46 mounted on the upper portion of the torque arm 43, there is rotatably supported the middle portion of an equalizer 47 serving as a connecting cable pull member. This equalizer 47 is an elongated plate-shaped member the longitudinal direction of which is arranged along the vertical direction of the motorcycle 10 and also, when it is viewed from the side surface of the motorcycle, the equalizer 47 is disposed at a position where it overlaps with the swing arm 20.

On the upper end portion of the equalizer 47, there are provided two inner cable connecting pins 47a which extend along the longitudinal direction of the equalizer 47. According the present embodiment, to the lower inner cable connecting pin 47a, there is connected an inner cable 49 of an interlocking connecting cable 48. The interlocking connecting cable 48 also includes an outer cable 50, while the inner cable 49 is inserted into the outer cable 50 in such manner that it can be moved in the axial direction of the interlocking connecting

cable 48. One end of the outer cable 50 is supported on a cable stay 52 which is provided on the upper surface of the cross member 20a of the swing arm 20. Also, the other end portion of the interlocking connecting cable 48 is connected to a front wheel brake mechanism 51 (see Fig.1) . Here, according to the present embodiment, although the inner cable 49 is connected to the lower inner cable connecting pin 47a of the equalizer 47, when the inner cable 49 is connected to the upper inner cable connecting pin 47a of the equalizer 47, the interlock brake force of the interlock brake apparatus 100 can be adjusted.

The lower end portion of the equalizer 47 is connected to the arm 34a of the brake pedal 34 by a return rod 53. On the upper surface of the swing arm 20, there is mounted a stopper bolt stay 55 into which there can be threadedly engaged along the longitudinal direction of the swing arm 20 a stopper bolt 56 serving as a stopper member. This stopper bolt 56 is structured such that, when it is rotated, the projection length thereof can be adjusted and the position thereof can be fixed by a nut 57. Also, the stopper bolt 56 is situated on the extended portion of the interlocking connecting cable 48 in the pulling direction thereof.

The equalizer 47 is structured such that, when the upper end portion thereof is contacted with the stopper bolt 56, the rotation range thereof (in the clockwise direction in Fig. 2) can be limited.

In the upper rear end portion of the torque arm 43, there

is formed a stopper contact portion 43a which can be contacted with the front end portion of a stopper pin 64 (which will be discussed later) . Also, the upper front end portion of the torque arm 43 is formed to have a substantially L-like shape when it is viewed from the side surface thereof. The L-shaped front end portion of the torque arm 43 can be contacted with an elastic cushion member 59 made of rubber or the like to be fixed to the cross member 20a of the swing arm 20, while the foot portion 43b of the torque arm 43 can be contacted with the rear end face of the cross member 20a. Owing to this, a hitting sound can be restricted when the torque arm 43 is contacted with the cross member 20a and, at the same time, without applying an excessive pressure to the cushion member

59, the foot portion 43b can be contacted with the cross member 20a.

On the inner surface of the swing arm 20, there is mounted a bolt stay 61 into which there can be threadedly engaged a spring force adjust bolt 60 along the longitudinal direction of the swing arm 20. The spring force adjust bolt 60 is structured such that, when it is rotated, the projection length thereof in a front-rear direction of the motorcycle 10 can be adjusted and the position thereof can be fixed by a nut 63.

In the central portion of the spring force adjust bolt

60, there is formed a female screw (not shown) with which there can be threadedly engaged a stopper pin 64 along the longitudinal direction of the swing arm 20. The stopper pin is structured

such that, when it is rotated, the projection length thereof along an axial direction of the spring force adjust bolt 60 can be adjusted and the position thereof can be fixed by a nut 65. When the torque arm 43 is rotated in the clockwise direction in Fig. 2, the front end portion of the stopper pin 64 is contacted with the stopper contact portion 43a of the torque arm 43 to thereby limit the rotation range of the torque arm 43.

Between a flange portion 60a to be formed in the front end portion of the spring force adjust bolt 60 and the stopper contact portion 43a of the torque arm 43, there is mounted a delay spring 62. This delay spring 62 is disposed along the front and rear direction of the motorcycle 10 and also urges the torque arm 43 in a counterclockwise direction in Fig. 2 due to the spring force that is set by adjusting the proj ection lengthof the spring force adjustbolt 60. In addition, a front end portion of the stopper pin 64 is inserted through an inside of the delay spring 62.

The front wheel brake mechanism 51, as shown in Fig. 4, includes the front wheel brake cable 38 structured such that an inner cable 72 is inserted into a pair of vertically divided outer cables 70 and 71 movably in the axial direction. And, one end of the inner cable 72 is connected to the brake bar 37, while the other end of the inner cable 72 is connected to the brake arm 32 of the front wheel brake 30.

One end of the upper outer cable 70 is supported on the

steering handlebars 17 in the vicinity of the brake lever 37.

And, one end of the lower outer cable 71 is supported on a first cylindrical-shaped support portion 74 formed in the lower portion of a support stay 73 which is fixed to the motorcycle body frame F, while the other end thereof is supported on the brake panel 66 of the front wheel brake 30 (see Fig. 1) .

Referring again to the interlocking connecting cable 48, the other end of the outer cable 50 is supported on a second cylindrical-shaped support portion 75 which is formed in the upper portion of the support stay 73. And, the other end of the inner cable 49 is connected to one end of a bell crank 76 rotatably supported on a support shaft 77 which is provided on the middle portion of the support stay 73.

On a third cylindrical-shaped support portion 78 which is formed in the other end portion of the bell crank 76, there is supported the other end of the upper outer cable 70 of the front wheel brake cable 38. And, on the support stay 73, there is provided a stopper 79 which is used to limit the rotational movement of the bell crank 76. In this manner, the interlocking connecting cable 48 is connected through the bell crank 76 of the front wheel brake mechanism 51 to the middle portion of the front wheel brake cable 38 which is used to connect together the brake lever 37 and front wheel brake 30.

When the inner cable 49 of the interlocking connecting cable 48 is pulled by the equalizer 47, the bell crank 76 is rotated in the counterclockwise direction in Fig. 4 to compress

the upper outer cable 70 and, due to a reacting force caused by such compression, a pulling force is applied to the inner cable 72 to thereby operate the front wheel brake 30.

Next, description will be given below of the operation of the interlock brake apparatus 100 according to the present embodiment with reference to Figs. 5 to 9. First, as shown in Fig. 5, in a state where the brake pedal 34 is free (that is, in a state where the brake pedal 34 is not pressed down) , the torque arm 43 is urged in the clockwise direction in the respective figures by the spring force of the delay spring 62, the upper front end of the torque arm 43 is contacted with the cushion member 59, and there exists a clearance between the stopper contact portion 43a of the torque arm 43 and the front end portion of the stopper pin 64. This corresponds to the state of the A point in a brake characteristic graph shown in Fig. 10, in which neither the front wheel brake 30 nor the rear wheel brake 31 is operated.

Next, when the brake pedal 34 is pressed down, as shown in Fig.6, the brake rod 39 is pulled in the arrow mark a direction and the brake arm 33 is thereby rotated in the counterclockwise direction. As a result of this, the rear wheel brake 31 is put into operation.

Then, the reacting force of the brake force applied to the rear wheel WR is generated as a force which rotates the brake panel 40 in the clockwise direction. This reacting force is transmitted through the torque link 44 to the torque arm

43, where the reacting force acts as a force to rotate the torque arm 43 in the counterclockwise direction. However, since the torque arm 43 is being urged in the clockwise direction by the spring force of the delay spring 62, the torque arm 43 remains stationary at its original position until the reacting force of the brake force exceeds the spring force of the delay spring 62.

Due to the pressing operation of the brake pedal 34, the equalizer 47 is slightly rotated in the counterclockwise direction through the return rod 56. At the then time, since this slight amount of rotation is absorbed by the play of the interlocking connecting cable 48, front wheel brake mechanism 51, front wheel brake cable 38, front wheel brake 30 and the like, the front wheel brake 30 is not yet operated but only the rear wheel brake 31 is in operation. This corresponds to the state of the B point in the brake characteristic graph shown in Fig. 10, in which the brake force of the rear wheel brake 31 increases gradually according to the pressing operation of the brake pedal 34 but the brake force of the front wheel brake 30 remains zero.

Next, when the brake pedal 34 is pressed down further and the reacting force of the brake force transmitted through the torque link 44 to the torque arm 43 exceeds the spring force of the delay spring 62, as shown in Fig. 7, the torque arm 43 starts to rotate in the counterclockwise direction with the first support shaft 42 as the fulcrum thereof and the upper

front end of the torque arm 43 is thereby separated from the cushion member 59.

When, with the rotation of the torque arm 43, the equalizer 47 moves backward, to the brake pedal 34, there is applied through the return rod 53 a force which goes in the counterclockwise direction, thereby decreasing the rising gradient of the characteristic curve of the brake force of the rear wheel brake 31 (see Fig. 10) . That is, the brake force of the rear wheel brake 31 is relieved. At the same time, due to the backward movement of the equalizer 47, the inner cable 49 of the interlocking connecting cable 48 is pulled, whereby the bell crank 76 of the front wheel brake mechanism 51 is rotated in the counterclockwise direction (see Fig. 4) and thus the front wheel brake 30 starts to operate.

This corresponds to the state of the C point in the brake characteristic graph shown in Fig. 10. Specifically, in this state, the brake force starts to act on the front wheel WF and, at the same time, the rising gradient of the characteristic curve of the brake force acting on the rear wheel WR decreases, whereby the well-balanced brake forces respectively having a proper intensity are applied to the front and rear wheels WF and WR to stop the motorcycle 10 efficiently. Also, the operation start timing of the front wheel brake 30 and the characteristic change point (the Cl point in Fig. 10) of the rear wheel brake 31 can be set arbitrarily by adjusting the

spring force of the delay spring 62 using the spring force adjust bolt 60.

Next, when the brake pedal 34 is pressed down still further and the brake force is thereby increased, as shown in Fig. 8, due to the reacting force of the brake force, the torque arm 43 is rotated in the counterclockwise direction still further, and the stopper contact portion 43a of the torque arm 43 is contacted with the front end portion of the stopper pin 64, thereby limiting the rotational movement of the torque arm 43. This corresponds to the state of the D point in the brake characteristic graph shown in Fig. 10.

In this state, when the brake pedal 34 is pressed down yet further, as shown in Fig. 9, while the state of the torque arm 43 is held as it is, the equalizer 47 is rotated in the counterclockwise direction yet further, andthe upper endportion of the equalizer 47 is thereby contacted with the stopper bolt 56, thereby limiting the rotational movement of the equalizer 47. Owing to this, any further pressing operation of the brake pedal 34 is prevented. This corresponds to the state of the E point in the brake characteristic graph shown in Fig. 10.

As has been described above, according to the interlock brake apparatus 100 of the motorcycle 10 according to the present embodiment, since the interlocking connecting cable 48 to be connected to the front wheel brake mechanism 51 is connected to one end of the equalizer 47 provided rotatably on the torque arm 43, and also since the return rod 53 to be connected to

the brake pedal 34 is connected to the other end of the equalizer 47, the interlocking connecting cable 48 and return rod 53 can be disposed independent of each other. Owing to this structure, the brake forces of the front and rear wheels WF and WR can be adjusted easily in such a manner that there can be provided the optimumbrake characteristic. Also, the freedom of the position arrangement of the respective composing parts of the apparatus can be enhanced.

Also, according to the interlock brake apparatus 100 of the motorcycle 10 according to the present embodiment, since the equalizer 47, when it is viewed from, the side surface of the motorcycle 10, is disposed at a position where it is overlaps with the swing arm 20, there is eliminated a guard for protecting the interlock brake mechanism 100 from hitting against the ground, thereby being able to make compact the interlock brake apparatus 100. Also, since the upward projecting dimension of the interlock brake apparatus can be reduced, a measure for preventing the apparatus from interfering with other parts of the motorcycle when the motorcycle (rear wheel) moves in the vertical direction, for example, when the motorcycle runs on a bad road, can be limited to a minimum, thereby being able to reduce the manufacturing cost of the interlock brake apparatus .

Also, according to the interlock brake apparatus 100 of the motorcycle 10 according to the present embodiment, the longitudinal direction of the equalizer 47 is arranged along

the vertical direction of the motorcycle 10, the interlocking connecting cable 48 to be connected to the front wheel brake mechanism51 is connected to the upper endportionof the equalizer

47, and the return rod 53 to be connected to the brake pedal 34 is connected to the lower end portion of the equalizer 47.

Owing to this structure, the connection of the interlocking connecting cable 48 and front wheel brake mechanism 51, and the connection of the return rod 53 and brake pedal 34 can be naturally attained respectively using the interlocking connecting cable 48 and return rod 53 that have the smallest lengths. This makes it possible to reduce the manufacturing cost of the interlock brake apparatus.

Also, according to the interlock brake apparatus 100 of the motorcycle 10 according to the present embodiment, by adjusting the spring force of the delay spring 62 using the spring force adjust bolt 60, the operation start timing of the front wheel 30 and the characteristic change point of the rear wheel brake 31 can be set arbitrarily; by adjusting the projection length of the stopper 64, the rotation range of the torque arm 43 can be set arbitrarily; and, by adjusting the projection length of the stopper bolt 56, the rotation range of the equalizer 47 can be set arbitrarily. Thanks to this, simply by adjusting the spring force adjust bolt 60, stopper pin 64 and stopper bolt 56, the optimum interlock brake forces of the front wheel brake 30 and rear wheel brake 31 can be adjusted easily.

Also, according to the interlock brake apparatus 100 of the motorcycle 10 according to the present embodiment, since the rotation ranges of the torque arm 43 and equalizer 47 can be limitedby the stopper pin 64 and stopper bolt 56 respectively, even when the brake pedal 34 is pressed down greatly, there is no possibility that an excessive force can be applied to the interlocking connecting cable 48. This eliminates the need to increase the size of the interlocking connecting cable 48 uselessly in order to prevent the interlocking connecting cable 48 against expansion or the like, which makes it possible to reduce the weight of the interlock brake apparatus 100.

Also, according to the interlock brake apparatus 100 of the motorcycle 10 according to the present embodiment, since the spring force adjust bolt 60 and stopper pin 64 have a dual structure in which the stopper pin 64 can be threadedly engaged with the female screw formed in the center of the spring force adjust bolt 60 along the longitudinal direction thereof, the structure of the interlock brake apparatus 100 can be made compact . Also, according to the interlock brake apparatus 100 of the motorcycle 10 of the present embodiment, since the delay spring 62 for urging the torque arm43 in apredetermineddirection is disposed on the swing arm 20 along the front and rear direction of the motorcycle 10, it is possible to prevent the vertical direction vibrations of the motorcycle 10 from influencing the spring force of the delay spring 62, thereby being able

to prevent the brake characteristic of the interlock brake apparatus 100 from changing. Also, the freedom of the position arrangement of the respective composing components of the apparatus can be enhanced. Also, according to the interlock brake apparatus 100 of the motorcycle 10 of the present embodiment, there are further included a spring force adjust bolt 60 structured such that the position thereof can be adjusted along the front and rear direction of the motorcycle 10, and a stopper pin 64 structured such that it can be threadedly engaged with the spring force adjust bolt 60 and the position thereof can be adjusted along the axial direction of the spring force adjust bolt 60. And the delay spring 62 is interposed between the torque arm 43 and the spring force adjust bolt 60, and the stopper pin 64 is inserted into the delay spring 62, while the front end portion of the stopper pin 64 can be contacted with the torque arm

43 to thereby limit the rotation range of the torque arm 43.

Owing to this structure, the spring force of the delay spring

62 and the rotation range of the torque arm 43 can be adjusted independent of each other. This makes it possible to easily adjust the brake forces of the front and rear wheels WF and WR in such a manner that there can be provided the optimum brake characteristic.

Also, according to the interlock brake apparatus 100 of the motorcycle 10 of the present embodiment, since the stopper bolt 56 for limiting the rotation range of the equalizer 47

is provided on the pulling-direction extended portion of the interlocking connecting cable 48, the pressing operation of the brake pedal 34 can reduce the load that is applied to the interlocking connecting cable 48. This can reduce the size of the interlocking connecting cable 48 and thus can reduce the manufacturing cost thereof. Also, the generation of a permanent deformation in the inner cable 49 due to an excessive load can be prevented, thereby being able to eliminate the need to adjust the interlock brake apparatus 100. Also, according to the interlock brake apparatus 100 of the motorcycle 10 of the present embodiment, on the swing arm 20, there is provided the cable stay 52 for supporting the outer cable 50 of the interlocking connecting cable 48, and the stopper bolt 50 is provided on the swing arm 20 such that it is opposed to the equalizer 47. Owing to this structure, the structures of the cable stay 52 and stopper bolt 56 can be simplified, thereby being able to reduce the manufacturing costs thereof. Also, the interlocking connecting cable 48 can be wired easily.

(Second Embodiment)

Next, descriptionwill be givenbelow of a second embodiment of an interlock brake apparatus of a motorcycle according to the invention with reference to Figs. 11 to 21. Here, the interlock brake apparatus of the motorcycle according to the second embodiment is similar in structure to the interlock

brake apparatus of the motorcycle according to the first embodiment, except for the stopper member and its related mechanism. Therefore, the same portions thereof are given the same or equivalent designations and thus the description thereof is simplified or omitted.

In the interlockbrake apparatus of themotorcycle according to the present embodiment 200, as shown in Figs. 11 to 13, on a first support shaft 42 which is provided on the lower portion of a swing arm plate 41, there is rotatably supported the lower portion of a substantially L-shaped torque arm 43. On a second support shaft 46 which is provided on the upper portion of a torque arm 43, there is rotatably supported the middle portion of an equalizer 47 serving as a connecting cable pull member. This equalizer 47 is an elongated plate-shaped member, the longitudinal direction of the equalizer 47 is disposed along the vertical direction of a motorcycle 10, and the equalizer 47 is disposed at a position which overlaps with a swing arm 20 when it is viewed from the side surface of the motorcycle . To an inner cable connecting pin 47a which is disposed on the lower side of the upper end portion of the equalizer 47, there is connected the inner cable 49 of an interlocking connecting cable 48. The interlocking connecting cable 48 is structured in the following manner. That is, the inner cable 49 is inserted into the outer cable 50 of the interlocking connecting cable 48 in such a manner that it can be moved in

the axial direction thereof; one end of the outer cable 50 is supported on the front end portion of a stopper member 81 which is rotatably supported together with the equalizer 47 on the second support shaft 46 of the torque arm 43; and, the other end side of the interlocking connecting cable 48 is connected to a front wheel brake mechanism 51 which is used to operate a front wheel brake 30 (see Fig. 11) . Also, the lower end portion of the equalizer 47 is connected to the arm 34a of a brake pedal 34 by a return rod 53. The stopper member 81 is a substantially triangle-shaped plate-like member and includes a female screw (not shown) formed in the plate portion of the rear end portion thereof, while a stopper bolt 82 can be threadedly engaged with the female screw along the longitudinal direction of the swing arm 20. When the stopper bolt 82 is rotated, the projection length thereof can be adjusted and the position of the stopper bolt 82 can be fixed. Also, the head portion of the stopper bolt 82 is disposed on the side of the equalizer 47 and thus, when the equalizer 47 is rotated, the upper endportionof the equalizer 47 can be contacted with the head portion of the stopper bolt 82.

The stopper member 81 includes a leg portion 81a which is provided on and projected downwardly from the front end portion of the stopper member 81 and is contacted with the upper surface of the cross member 20a of the swing arm 20; and, the leg portion 81a is used to stabilize the attitude

of the stopper member 81 while the torque arm 43 is not in rotation.

On the upper surface of the swing arm 20, specifically, at a position thereof existing backwardly of the stopper member 81, there is provided a spring stay 84; and, between a spring receive pin 85 provided on the front surface of the spring stay 84 and the stopper bolt 82 and nut 83 respectively provided on the rear end portion of the stopper member 81, there is mounted a stopper spring 86. Next, description will be given below of the operation of the interlock brake apparatus 200 according to the present embodiment with reference to Figs. 15 to 21. Firstly, as shown in Fig. 15, in state where the brake pedal 34 is free (in a state where the brake pedal 34 is not pressed down) , the torque arm 43 is urged in the clockwise direction in the respective figures due to the spring force of a delay spring 62, the front end of the upper portion of the torque arm 43 is contacted with a cushion member 59 and, between the stopper contact portion 43a of the torque arm 43 and the front end portion of the stopper pin 64, there is formed a clearance. Also, the stopper member 81 is urged in the clockwise direction due to the spring force of the stopper spring 86 and the leg portion 81a thereof is contacted with the upper surface of the cross member 20a. This corresponds to the state of the A point in a brake characteristic graph shown in Fig. 21, where neither the front wheel brake 30 nor rear wheel brake 31 is in operation.

Next, when the brake pedal 34 is pressed down, as shown in Fig. 16, the brake rod 39 is pulled in the arrow mark a direction and the brake arm 33 is rotated in the counterclockwise direction, whereby the rear wheel brake 31 is put into operation. At the then time, the reacting force of the brake force applied to the rear wheel WR is generated as a force which rotates the brake panel 40 in the clockwise direction. This reacting force is transmitted through a torque link 44 to the torque arm 43 to act as a force which rotates the torque arm 43 in the counterclockwise direction. However, since the torque arm 43 is urged in the clockwise direction due to the spring force of the delay spring 62, the torque arm 43 stands at rest until the reacting force of the brake force exceeds the spring force of the delay spring 62. Due to the pressing operation of the brake pedal 34, the equalizer 47 is slightly rotated in the counterclockwise direction through the return rod 53. At the then time, since the slight amount of rotation is absorbed by the play of the interlocking connecting cable 48, front wheel brake mechanism 51, front wheel brake cable 38 and front wheel brake 30, the front wheel brake 30 is not yet operated but only the rear wheel brake 31 is in operation. This corresponds to the state of the B point in the brake characteristic graph shown in Fig. 21, where the brake force of the rear wheel brake 31 increases gradually according to the pressing operation of the brake pedal 34 but the brake force of the front wheel brake 30 is

zero.

Next, when the brake pedal 34 is pressed down further and the reacting force of the brake force transmitted through the torque link 44 to the torque arm 43 exceeds the spring force of the delay spring 62, as shown in Fig. 17, the torque arm 43 starts to rotate with the first support shaft 42 as the fulcrum thereof and the front end of the upper portion of the torque arm 43 is thereby separated from the cushion member 59. When, with the rotation of the torque arm 43, the equalizer 47 moves rearward, there is applied a force going in the counterclockwise direction to the brake pedal 34 through the return rod 53, thereby reducing the rising gradient of the characteristic curve of the brake force of the rear wheel brake 31. That is, the brake force of the rear wheel brake 31 is relieved. At the then time, the stopper member 81 is urged due to the spring force of the stopper spring 86 and thus the relative position of the stopper member 81 to the torque arm 43 remains unchanged. At the same time, since the inner cable 49 of the interlocking connecting cable 48 is pulled with the backward movement of the equalizer 47, the bell crank 76 of the front wheel brake mechanism 51 is rotated in the counterclockwise direction (see Fig. 14), the front wheel brake 30 starts to operate. This corresponds to the state of the C point in the brake characteristic graph shown in Fig. 21, where a brake force

starts to act on the front wheel WF and also the rising gradient of the characteristic curve of the brake force acting on the rear wheel WR decreases, whereby the well-balanced brake forces having a proper intensity are applied to the front and rear wheels WF and WR to stop the motorcycle 10 efficiently. Also, the operation start timing of the front wheel brake 30 and the characteristic change point (the Cl point in Fig. 10) of the rear wheel brake 31 can be set arbitrarily by adjusting the spring force of the delay spring 62 using a spring force adjust bolt 60.

Next, when the brake pedal 34 is pressed down further and the brake force is increased accordingly, as shown in Fig. 18 , the torque arm 43 is rotated in the counterclockwise direction further due to the reacting force of the brake force and the stopper contact portion 43a of the torque arm 43 is thereby contacted with the front end portion of the stopper pin 64, thereby limiting the rotational movement of the torque arm 43. This corresponds to the state of the D point in the brake characteristic graph shown in Fig. 21. In this state, when the brake pedal 34 is pressed down still further, as shown in Fig. 19, while the state of the torque arm 43 remains unchanged, the equalizer 47 is rotated in the counterclockwise direction and the upper end portion of the equalizer 47 is thereby contacted with the stopper bolt 82. Since, due to the rotation of the equalizer 47 at the then time as well, the inner cable 49 of the interlocking

connecting cable 48 is pulled, the brake force of the front wheel brake 30 increases. This corresponds to the state of the E point in the brake characteristic graph shown in Fig. 21. Further, when the brake pedal 34 is pressed down yet further from this state, as shown in Fig. 20, the equalizer 47, while the upper endportion thereof remains in contact with the stopper bolt 82, is rotated in the counterclockwise direction integrally with the stopper member 81 against the spring force of the stopper spring 86.

This corresponds to the state of the F point in the brake characteristic graph shown in Fig. 21, where the position relationship between the equalizer 47 and stopper member 81, that is, the relative positions between the outer cable 50 and inner cable 49 of the interlocking connecting cable 48 remain unchanged and thus the brake force of the front wheel brake 30 is constant. Also, since there is removed a brake force relieving action which is provided by the equalizer 47, the rising gradient of the characteristic curve of the brake force of the rear wheel brake 31 returns to the original level.

As described above, according to the interlock brake apparatus 200 of the motorcycle 10 according to the present embodiment, after the upper end portion of the equalizer 47 is contacted with the stopper bolt 56 of the stopper member 81, since the equalizer 47 and stopper member 81 are rotated integrally, the relative positions between the outer cable

50 and inner cable 49 of the interlocking connecting cable

48 become unchanged, thereby preventing the load acting on the interlocking connecting cable 48 from increasing more than necessary. This can reduce the size of the interlocking connecting cable 48 and thus the manufacturing cost thereof.

According to the interlock brake apparatus 200 of the motorcycle 10 according to the present embodiment, to the equalizer 47, there is connected the inner cable 49 of the interlocking connecting cable 48; to one end of the stopper member 81, there is connected the outer cable 50 of the interlocking connecting cable 48; the stopper member 81 includes on the other end thereof the stopper bolt 82 for limiting the rotation range of the equalizer 47; and, the- stopper member 81 is rotatably supported together with the equalizer 47 on the second support shaft 46 of the torque arm 43. Owing to this structure, when the brake pedal 34 is pressed down, the equalizer 47 and stopper member 81 move integrally and thus, even after the equalizer 47 is contacted with the stopper bolt 82, it is possible to press down the brake pedal 34. This can provide a natural brake operating feeling.

The remaining structures and operation effects of the present embodiment are similar to those of the first embodiment.

While description has been made in connection with specific embodiments of the present invention, it will be obvious to those skilled in the art that various changes and modification maybe made therein without departing from the present invention .

For example, in the above embodiments, as the front wheel brake, there is used a mechanical-type front wheel brake. However, instead of this, there may also be used an oil pressure front wheel brake. In this case, on the steering handlebars, there is provided an oil pressure cylinder for generating an oil pressure by operating a brake lever and, to the brake lever, there is connected the other end of the interlocking connecting cable one end of which is connected to the equalizer.

This application claims priority from Japanese Patent Application Nos. 2008-021738 (filed on January 31, 2008), 2008-021739 (filed on January 31, 2008) and 2008-021740 (filed on January 31, 2008), the entire contents of which are hereby incorporated by reference.

Industrial Applicability

The present application is applicable on an interlock brake apparatus of a motorcycle.