DESCRIPTION

The present patent relates to motorcycle or moped rear brake and clutch systems and in particular concerns a new combined brake and clutch system for motorcycles and mopeds.

Currently, mopeds and motorcycles equipped with a clutch have the clutch pump normally installed on the handlebar of the vehicle and operated by a lever mounted on the left handlebar.

In contrast the rear brake is controlled by a pedal on the right side.

There is a problem for road and especially for racing vehicles regarding the difficulty for the driver to operate the rear brake pedal on a curve when the vehicle is very inclined, particularly to the right.

In this situation, the position of the driver shifts to the right and the right foot is not correctly positioned on the brake pedal. This results in a certain inconvenience for the driver, should he need to use the rear brake precisely during a curve or even immediately thereafter.

Prior art includes auxiliary systems normally installed on the handlebar, and particularly near the left handlebar, comprising an auxiliary pump connected to the rear brake by means of a dedicated hydraulic circuit controlled by the driver with a lever or button.

This auxiliary pump is normally installed so that it can be operated with the thumb of the left hand holding the handlebar.

When the pump is actuated, it closes the caliper of the rear brake disc.

One of the drawbacks of this system is its poor braking efficiency. The thumb used to operate the auxiliary pump, combined with the limits resulting from the space available for mounting the pump and its possible return line, does not deliver the force necessary for effective braking.

A further disadvantage is the fact that, due to poor braking efficiency, it is not possible to eliminate the main rear brake pump, normally hydraulically connected to the right pedal, since it may be necessary when more powerful braking systems are needed. This leads to an increase in the overall weight of the vehicle, to the detriment of performance.

Document W02004/012956 A1 relates to a dual function handlebar-mounted actuator for motorcycles and land vehicles, where both the brake and clutch functions can be operated alternately or in sequence. In a first embodiment, the system shown in the aforementioned document comprises a first circuit connected to the brake and a second circuit connected to the clutch, where the two circuits are distinct. The pressure inside each circuit is increased by separate and dedicated actuators, which are alternately actuated by a single lever.

Therefore, this system lacks a common actuation circuit able to alternately divert the flow to one part or the other by means of a switch controlling a valve assembly.

The object of this patent is a new combined brake and clutch system for a motorcycle or moped, using a single actuator which can be controlled by the driver.

The new system enables the driver to selectively use the same actuator to actuate the clutch or to close the calipers of the rear brake.

In particular, said actuator functions as the clutch pump, normally located on the handlebar of the vehicle. Through the intentional operation of a button, the driver can control and exclusively select the operation of the valve assembly, that is, to divert the pressure flow generated by the fluid inside the circuit, towards the clutch circuit or alternatively towards the rear brake circuit.

The main objective of the present invention is therefore to enable the driver to use the same actuator, specifically controlled by the clutch lever, to control the clutch itself or, alternately and selectively, to control the rear brake.

In this way, the driver can lean through the curves as much as is needed without having to rely on the right pedal to actuate the rear brake.

Therefore, one of the main advantages of the present invention is that it facilitates the efficient use of the rear brake of a motorcycle or moped, in particular when changing direction during a curve to the right in sporty driving conditions, where it is particularly difficult to use the brake pedal, normally located on the right side of the vehicle.

Another advantage of the new system is that it can generate greater braking power than standard auxiliary systems of the prior art mounted on the handlebar. The actuator used selectively to power the rear brake can in fact be operated with the index and middle fingers of the left hand, as is normally done with a clutch lever, and not with the thumb.

This leads to further advantages in terms of safety and control of the vehicle, since the driver simultaneously maintains a hold on the handlebar with the thumb and at least one other finger. Y et another advantage of a possible embodiment is the possibility of reducing the overall weight of the vehicle and even eliminating the rear brake pump mounted on the pedal.

A further important advantage of the present invention is the fact that it can be installed on a motorcycle or a moped without needing to change the electronic control unit of the vehicle, since the system is controlled by its own independent control unit. This makes it possible to install the new system on existing vehicles as well as on new production vehicles.

The new system comprises:

a first actuator circuit, which in turn comprises at least one actuator, a control lever of said at least one actuator and at least one line in which a fluid circulates;

a second clutch circuit, which in turn comprises at least one actuator and at least one line in which a fluid circulates;

a third braking circuit, which in turn comprises at least one brake on the rear wheel and at least one line in which a fluid circulates;

at least one distribution valve connected to said lines of said three circuits;

at least one switch suited to control said valve assembly, to selectively connect said first actuator circuit to said second clutch circuit or said third brake circuit.

Assuming that in an initial configuration said at least one switch is in the position such that said first actuator circuit is hydraulically connected to said second clutch circuit, the driver can control the clutch using said actuator.

If the driver decides to use said actuator to control the rear brake instead, the driver needs only to modify the position of said switch controlling the valve assembly, which in this case hydraulically connects the first actuator circuit with said third brake circuit, simultaneously excluding the second clutch circuit.

At this point, the driver can increase the pressure inside said third brake circuit with said actuator. The rear brake is then engaged until the driver releases the actuator, that is, until a certain pressure inside said third brake circuit is detected. In this way, if the vehicle is equipped with a rear disk brake, the unwanted partial/total closure of the caliper on said rear disc is prevented.

Keeping said switch in this latter position, will maintain the hydraulic connection between said first actuator circuit and said third brake circuit. Conversely, if the driver wants to return to the initial configuration, the driver needs only to modify the position of the switch such that it hydraulically connects said first circuit of the actuator with said second circuit of the clutch. In this last configuration, the actuator only controls the clutch and no longer has any control over the rear brake.

It is also possible that said initial configuration can be reversed without interfering with the inventive concept.

In the preferred embodiment, said third brake circuit comprises at least one pump or actuator and a brake pedal to engage said at least one pump and at least one hydraulic line connected to said rear wheel brake.

Therefore, in said initial configuration said actuator controls the clutch while the rear brake is controlled by the brake pedal.

In the inverted configuration, when said actuator controls the rear brake, said rear brake pedal is excluded and therefore, does not engage the caliper until said switch returns the system to its initial configuration.

In the preferred embodiment, said lever of the first actuator circuit is mounted on the left handlebar, behind the left handle grip with respect to the driver, exactly where standard clutch levers are mounted on motorcycles and mopeds.

In order to operate the switch easily, comfortably and intuitively, the latter comprises a secondary lever, for example, preferably mounted on said actuator lever.

For example, said secondary lever is partially inserted in a specially shaped seat in said actuator lever, preferably on the side of the latter facing away from the driver.

Said secondary lever protrudes from the actuator lever in such a way that it can be pressed within the stroke of the actuator lever by the driver, with the fingers he normally uses to pull the actuator lever itself. Pressing the secondary lever also engages an integrated switch located inside the actuator lever.

According to the invention, the position of the switch may be changed by a quick press, so that every time the secondary lever is pressed there is a changeover, or by means of a continuous press when the driver wants to stay in the selected configuration, while releasing the secondary lever leads the return to the initial configuration. In a particularly advantageous preferred embodiment, the new system operates independently from other electronic control units installed on the vehicle. In particular, the new system comprises a control unit connected between said actuator, said valve assembly, and the pressure sensors installed on said clutch and brake circuits, and where said control unit is independent of any other electronic control unit installed on the vehicle. This solution is advantageous because it allows the new system to be installed both on new production vehicles and on existing vehicles.

The characteristics of the present invention will be better clarified by the following description with reference to the drawings, attached by way of a non-limiting example.

Figure 1 shows an operating diagram of the new system (100) in a first embodiment. Figure 2 shows the system (100) of Figure 1 operating according to a first configuration (A), while Figure 3 shows the system (100) of Figure 1 operating in a second configuration (B) which will be explained below.

Figures 4a-4b to 7a-7b show four of the possible embodiments of the valve assembly (40) making up the new system (100) of Figure 1.

Figure 8 shows an operating diagram of the new system (100') in a second embodiment, without the rear brake pedal (32) or pump (33).

Figure 9 shows an operating diagram of the new system (100) in a third embodiment.

Figures lOa-lOb and 1 la-1 lb show 2 possible embodiments of the valve assembly (40) making up the new system (100") in the embodiment shown in Figure 9.

Figures 12, 13 and 14 respectively show an exploded view, a three-dimensional view and a section from below of the lever (11) with the auxiliary lever (51) for the selective actuation of the clutch system or the braking system.

Figure 15 shows a possible wiring diagram of the control unit (60) of the system (100) in its first embodiment.

With reference to the embodiment of Figure 1, the new system (100) comprises a first hydraulic circuit of the actuator (10), hereinafter simply called the actuator circuit (10), in turn comprising at least one actuator or pump (12), a control or lever (11) to operate said at least one actuator (12) and at least one line (13) in which a fluid circulates.

The system (100) also comprises a second clutch circuit (20), hereinafter called the clutch circuit (20), in turn comprising at least one clutch opening actuator (21) and at least one line (22) in which a fluid circulates. Said clutch circuit (20) also preferably comprises at least one circuit pressure sensor (23).

The system (100) also comprises a third rear brake circuit (30), hereinafter called the brake circuit (30), in turn comprising at least one brake (34) on the rear wheel and at least one line (35) in which a fluid circulates.

In the embodiment in Figure 1, said brake circuit (30) also comprises at least one actuator (33) connected with a line (352) to said brake (34) and at least one actuation pedal (32) intended to be installed in the area of the right foot of a motorcycle or moped.

The brake circuit (30) preferably also comprises at least one circuit pressure sensor (36).

The system (100) also comprises at least one valve assembly (40) connected to said lines (13, 22, 35) of said three circuits (10, 20, 30) and to a selector or switch (50) which controls said valve assembly (40) so that the latter selectively connects said actuator circuit (10) to said clutch circuit (20) or to said brake circuit (30).

The system (100) also advantageously comprises a control unit (60) connected between said switch (50), said valve assembly (40) and said pressure sensors (23, 36) mounted in said clutch circuit (20) and brake circuit (30).

Said control unit (60) operates independently of any other electronic control unit installed on the vehicle.

Said pressure sensors are preferably but not necessarily intended to operate as on-off switches, and therefore preferably provide a digital signal.

Figure 15 shows the embodiment of a possible electrical diagram of said control unit (60). In this embodiment, said control unit (60) also comprises a timer (62) connected to a solenoid valve (61) which, according to the pressure detected in said clutch circuit (20) and brake circuit (30), regulates the opening/closure time of the circuits themselves.

Figure 2 shows the system (100) of Figure 1 in a first configuration (A) where said switch (50) is in a position such that said actuator circuit (10) is hydraulically connected to said clutch circuit (20).

In this first configuration (A), said actuator (12) controls the clutch of the vehicle, that is, pulling said lever (11) actuates the cylinder which provides for the opening/release of the clutch.

The rear brake, on the other hand, is controlled by the pedal (32).

This first configuration (A) is therefore equivalent to that normally present in motorcycles/mopeds, where the clutch is controlled by a lever on the left handlebar, while the rear brake is controlled by a right pedal.

Figure 3 shows the system (100) of Figure 1 in a first configuration (A) where said switch (50) is in a position such that said actuator circuit (10) is hydraulically connected to said clutch circuit (30).

In this second configuration (B), said actuator (12) of the actuator circuit (10) controls the actuator (33) of the brake circuit (30), that is, the rear brake. The driver, acting on said actuator (12) of the actuator circuit (10), increases the pressure inside said brake circuit (10) and engages the rear brake until the actuator (12) is released, that is, until a certain pressure is detected inside said brake circuit (30). In this way, if the vehicle is equipped with a rear disk brake, the unwanted partial/total closure of the caliper on said rear disc is prevented.

In other words, by pulling said lever (11) the driver can engage the rear brake.

In this second configuration (B), the hydraulic connection is maintained between said actuator circuit (10) and said brake circuit (30), while said clutch circuit (20) is excluded.

In this second configuration (B) of the system (100) of Figure 1, said pedal (32) of the braking circuit (30) is excluded, that is, the driver cannot engage the rear brake by pressing said pedal (32), as long as said switch (50) does not return the system to said first configuration (A).

To switch from one configuration (A) to another (B) and vice versa, it is sufficient to change the position of said switch (50) to selectively connect said actuator circuit (10) to said clutch circuit (20) or to said brake circuit (30).

Said valve assembly (40) in turn comprises one or more valves suitably connected between said switch (50) and said circuits (10, 20, 30).

In the embodiment of Figures 4a and 4b, the valve assembly (40) comprises two monostable two- way valves (41, 42) which, when the switch (50) is not activated, connect said circuits (10, 20, 30) according to said first configuration (A) (Figure 4a), while, when the switch (50) is activated, they connect said circuits (10, 20, 30) according to said second configuration (B) (Figure 4b). In the embodiments of Figures 5a and 5b, the valve assembly (40) comprises two two-way bistable valves (4G, 42') which connect said circuits (10, 20, 30) alternately according to said first configuration (A) (Figure 5a), or according to said second configuration (B) (Figure 5b).

In the embodiment of Figures 6a and 6b, the valve assembly (40) comprises a monostable three- way valve (43) which, when the switch (50) is not activated, connects said circuits (10, 20, 30) according to said first configuration (A) (Figure 6a), while, when the switch (50) is activated, it connects said circuits (10, 20, 30) according to said second configuration (B) (Figure 6b).

In the embodiment of Figures 7a and 7b, the valve assembly (40) comprises a bistable three-way valve (43') which connects said circuits (10, 20, 30) alternately according to said first configuration (A) (Figure 7a), or according to said second configuration (B) (Figure 7b).

Figure 8 shows the system (100') in a second embodiment, where said brake circuit (30) does not have said pedal (32) and said actuator (33) serving the rear brake.

In this embodiment, the rear brake can be activated only through said actuator (11) of the actuator circuit (10), after properly switching the circuit with said switch (50).

Figure 9 shows the system (100") in a third embodiment, where said brake circuit (30) is comprised of an auxiliary line (351) to connect said pedal (32) and said actuator (33) to said valve group (40).

In this third embodiment, when said switch (50) is in a first position, corresponding to said first configuration (A) of the system (100"), said actuator circuit (10) is connected to said clutch circuit (20), while said brake circuit is independent, that is, said pedal (32) is connected to said rear brake (34).

When said switch (50) is in a second position, corresponding to a third configuration (C) of the system (100"), said actuator circuit (10) is connected to said rear brake (34) while said pedal (32) and said actuator (33) of the brake circuit (30) are connected to said clutch circuit (20).

In the embodiment in Figures 10a and 10b, the valve assembly (40) comprises a monostable three- way valve (44) which, when the switch (50) is not activated, connects said circuits (10, 20, 30) according to said first configuration (A) (Figure 10a), while, when the switch (50) is activated, it connects said circuits (10, 20, 30) according to said third configuration (C) (Figure 10b).

In the embodiment of Figures 1 la and 1 lb, the valve assembly (40) comprises a bistable four-way valve (44') which connects said circuits (10, 20, 30) alternately according to said first configuration (A) (Figure 1 la), or according to said third configuration (C) (Figure 1 lb).

In the preferred embodiment shown in Figures 12, 13 and 14, said lever (11) of said actuator circuit (10) is configured to be mounted on the left handlebar, behind the left handle grip with respect to the driver, exactly like the standard clutch levers currently mounted on motorcycles and mopeds.

Said switch (50) in turn preferably comprises a switch (54) electrically connected to said control unit (60) and a secondary lever (51) suited to selectively operate on said switch (54).

Said lever (11) of the actuator (12) has an elongated body and has a first cavity (111) for housing said secondary lever (51), which is constrained to said lever (11) being for example hinged to the lever (11) itself in at least one point (52).

Said switch (54) is in turn housed in a second cavity (110) made in said lever (11) in a position such that it can be engaged by said secondary lever (51).

Said secondary lever (51) and said first cavity (111) are configured so that a part or button (53) of said secondary lever (51) protrudes from said lever (11), on the opposite side (112) with respect to the driver and can be pressed inside the lever (11). Said button (53), in particular, is positioned in the outermost part of said lever (11).

The pressure of said secondary lever (51) engages said switch (54).

Said side (112) of the lever (11) from which said button (53) of the secondary lever (51) protrudes is also preferably equipped with a projection (113) next to the button (53), with the function of helping the driver to identify the position of the button (53) itself and also to prevent said button (53) from being accidentally pressed.

Therefore, with reference to the preceding description and the attached drawings the following claims are made.