1302510 (1) 九、發明說明 【發明所屬之技術領域】 本發明是關於車輛刹車裝置的改良。 【先前技術】 車輛的剎車裝置係在方向操作把手設置一對的 桿，藉由操作其中一方的刹車槓桿，例如停止前輪 操作另一方的剎車槓桿，例如停止後輪，也就是爲 高操作性，而藉由操作其中一方的.剎車槓桿，可停 和後輪的兩方之連動式的剎車裝置。 這種連動式之過去的車輛剎車裝置，已知有將 刹車槓桿的操作力傳達到前輪側和後輪側各別的剎 作力分配槓桿，配置在剎車槓桿的附近（例如，參 專利文獻1 )。 〔專利文獻1〕日本專利特開平10 — 1 67 1 52號 曰本專利文獻1中的第1圖，記載著用來使減 前輪剎車BF作動之前輪用刹車槓桿3 1、及用來使 的後輪刹車BR和前輪刹車BF的兩方作動之連動 槓桿32、及爲了要將該連動用剎車槓桿32的操作 傳達到前輪剎車BF和後輪剎車BR，而配置在連動 槓桿32的附近之操作力分配槓桿33。 連動用剎車槓桿32係經由連結桿59來連結到 分配槓桿33，在操作力分配槓桿33的與連結桿59 一側，連結前輪剎車纜線34及後輪剎車纜線35， 刹車槓 ，藉由 了要提 止前輪 用來把 車之操 考日本 公報 壓式的 機械式 用剎車 力分配 用剎車 操作力 相反的 前輪刹 -5- 1302510 . (2) . 車纜線3 4的前端連結在前輪用刹車槓桿31側，後輪剎 纜線35的前端連結在後輪刹車BR。 因此，若操作連動用刹車槓桿32，則經由連結桿 ^ 、操作力分配槓桿33、前輪剎車纜線34，使前輪用刹 ~ 槓桿3 1側的輔助操作槓桿86擺動，而在主氣筒87產 油壓，使前輪剎車BF作動，又拉引連結桿59、操作力 配槓桿33、後輪刹車纜線35，使後輪刹車BR作動。 ❿ 【發明內容】 <發明所欲解決之課題> 上述過的連結桿59、操作力分配槓桿33收納在很 ^ 的護罩5 6中，故在方向操作把手的周圍，必須要有很 〜 的護罩56空間。進而，前輪剎車纜線34兩端連結在前 用剎車槓桿3 1與連動用剎車槓桿32之間，故也必須要 保該前輪剎車纜線3 4的空間。 ® 因此，考慮到加長連結桿59來將收納了操作力分 槓桿33的護罩56遠離方向操作把手，配置在很容易就 夠確保空間的部位。此情況，例如形成爲以幾乎成一直 - 來將連結桿59及後輪剎車纜線35配置在方向操作把手 後輪之間，則前輪剎車纜線34從護罩56向與後輪刹車 線3 5相同的方向延伸，故將前輪剎車纜線3 4 一時方向 換成車輛前方側後，將前端連結到前輪用剎車槓桿3 i 。前輪剎車纜線34太小的曲率無法彎曲，所以爲了要 前輪剎車纜線34的方向轉換，仍然必須要有很大的空 車 59 車 生 分 大 大 輪 確 配 能 線 與 纜 轉 側 使 間 -6 - (3) 1302510 本發明之目的是要提供車輛上不必佔用很大空間之剎 車裝置。 <用以解決課題之手段> 本發明的申請專利範圍第1項是一種具備有：將方向 操作把手旋轉自如地安裝在車體骨架，在該方向操作把手 具備有一對刹車操作子，藉由操作其中一方的剎車操作子 ，令主氣筒內的活塞作動來使油壓式車輪剎車作動，藉由 操作另一方的刹車操作子，經由剎車纜線來使機械式車輪 剎車作動，並且也使油壓式車輪剎車作動之構造之車輛的 刹車裝置，其特徵爲：在刹車纜線的中途，設有被收納在 護罩中之操作力分配槓桿，經由纜線方向轉換機構來將連 動刹車纜線連結到該操作力分配槓桿，並將該連動刹車纜 線的前端連結到其中一方的剎車操作子，藉此對於拉引方 向將剎車纜線的拉引方向來轉換成拉引連動刹車纜線的方 向。 作用：在刹車纜線的中途，設有操作力分配槓桿，經 由纜線方向轉換機構來將連動刹車纜線連結到該操作力分 配槓桿，藉此利用纜線方向轉換機構，對於拉引方向將剎 車纜線的拉引方向轉換成拉引連動刹車纜線的方向，例如 對於拉引方向將剎車纜線的拉引方向轉換180°拉引連動剎 車纜線的方向。 本發明的申請專利範圍第2項，其中，由分別連結另 (4) 1302510 一方的刹車操作子和操作力分配槓桿之輸入剎車纜線、及 分別連結操作力分配槓桿和機械式車輪剎車之輸出剎車纜 線來構成剎車纜線，從護罩的相同側延伸輸入刹車纜線及 連動刹車纜線。 作用：用輸入刹車纜線將另一方的剎車操作子與操作 力分配槓桿相連結，經由纜線方向轉換機構將連動剎車纜 線連結在操作力分配槓桿，從護罩的相同側延伸輸入剎車 纜線及連動刹車纜線，將連動刹車纜線的前端連結在其中 一方的刹車操作子。 若是將護罩配置在兩方的剎車操作子之間的下方的話 ，則連動剎車纜線及輸入剎車纜線從護罩分別向上方延伸 ，向左右分開來分別連結到剎車操作子，故各刹車纜線容 易配置。 本發明的申請專利範圍第3項，其中，由連結在操作 力分配槓桿和連動剎車纜線之鏈條、及架掛該鏈條並且由 護罩可旋轉自如地支撐之鏈輪來構成纜線方向轉換機構。 作用：鏈條能夠以較小的曲率來架掛在該鏈條，且很 小的空間就能夠進行纜線方向的轉換。另外，摩擦小於纜 線。 本發明的申請專利範圍第4項，其中，由使操作力分 配槓桿和連動刹車纜線相連結之皮帶、及架掛該皮帶並且 由護罩可旋轉自如地支撐之皮帶輪來構成纜線方向轉換機 構。 作用：皮帶能夠以較小的曲率來架掛在皮帶輪，且很 -8 - (5) 1302510 # 小的空間就能夠進行纜線方向的轉換。另外，摩擦小於纜 線’又箱由使用皮帶’可以極度抑制因設置纜線方向轉換 機構所造成的重量增加。 本發明的申請專利範圍第5項，其中，用連結在操作 - 力分配槓桿側和連動剎車纜線並且由護罩可旋轉自如地支 撐之變換槓桿來構成纜線方向轉換機構。 作用：由變換槓桿簡單地構成纜線方向轉換機構，達 • 到輕量化、護罩的小型化、成本的降低。 本發明的申請專利範圍第6項，其中，將利用另一方 的剎車操作子進行刹車操作予以偵知之刹車開關設置在護 罩內，藉由操作力分配槓桿的移動來進行作動。 ^ 作用：遠離兩方的刹車操作子來配置護罩時，剎車開 • 關遠離兩方的刹車操作子，故與如同過去，在方向操作把 手之剎車操作子的附近配置剎車開關作比較，則不必方向 操作把手周圍的用來刹車開關的空間或纜線束帶。 【實施方式】 以下，根據附圖來說明用來實施本發明的實施形態。 此外，圖面是向圖號的方向來觀看。 第1圖爲具備本發明的剎車裝置（第1實施形態）的 車輛之側面圖。車輛1 〇是一種在設於車體骨架11的前端 之頭管12，操作自如地安裝前叉13，在該前叉13的下端 安裝前輪14，經由連結構件17將擺動單元18 (由引擎21 和無段變速機22所組成）上下自由擺動自地安裝在設於 -9 - (6) 1302510 車體骨架1 1的後部之支軸1 6，在無段變速機22的後端安 裝後輪25之速克達型的機車。 此處，圖號3 1爲前罩，圖號3 2爲頭燈，圖號3 3爲 連結在前叉1 3之方向操作把手，圖號34爲護腳罩’圖號 36爲置腳板，圖號37爲座椅，圖號38爲兩端安裝在擺動 單元18的後部及車體骨架11的後部之後避震器單元’圖 號4 1爲空氣濾清器。 前輪14裝設有油壓式的前剎車5 1，前刹車5 1則由一 體安裝在前輪14之碟式刹車52、及爲了要夾入該碟式刹 車52來使得停止而安裝在前叉13之刹車裝載桿53所組 成。 後輪25裝設有機械式的後剎車55 (詳情於後述）。 第2圖爲本發明的車輛的剎車裝置（第1實施形態） 之系統圖。刹車裝置60則是由安裝在方向操作把手3 3的 兩端之右剎車把手6 1和左刹車把手62、及操作右刹車把 手6 1來使剎車油的油壓產生之主氣筒63、及使前輪停止 之前刹車5 1、及分別連接在設於該前刹車5 1的剎車裝載 桿53和主氣筒63之刹車配管64、及使後輪停止之後剎車 5 5、及用以操作左剎車把手62來使前剎車5 1和後刹車5 5 連動之連動裝置66、及分別連接左刹車把手62和連動裝 置6 6之輸入剎車纜線6 7、及分別連結連動裝置6 6和後剎 車55之輸出剎車纜線68、及分別將右剎車把手6 1側和連 動裝置66連結之連動剎車纜線7 1所組成。 前刹車51的剎車裝載桿53係具備有氣筒部53a、53b •10- (7) 1302510 ，分別將活塞53c、53d移動自如地***到該兩氣筒部53a 、5 3b，從連接到氣筒部53a、53b之剎車配管64來供應 油壓，藉此使氣筒部53a、53b內的各別活塞53c、53d移 動，並經由墊片（未圖式）來使碟式剎車5 2停止。 後刹車55爲鼓式剎車，由一體安裝在後輪之碟式刹 車75、及安裝在擺動單元側之刹車面板76、及經由兩個 支軸76a和76a自由擺動地安裝在該剎車面板76之一對 剎車塊77和77、及爲了要擠壓擴張該兩剎車塊77和77 來抵觸到鼓式剎車7 5的內面而旋轉自如地安裝在剎車面 板76之凸輪構件78、及安裝在該凸輪構件78並且連結在 輸出刹車纜線68之內部索線之槓桿8 1、及將輸出刹車纜 線68之外部纜線的端部固定在剎車面板76之托架82、及 操作左刹車把手62時往與拉引輸出剎車纜線68的方向相 反的方向彈推槓桿8 1之彈簧（未圖示）所組成。 第3圖爲具備本發明的剎車裝置（第1實施形態）的 連動裝置之車輛的立體圖，也是表示從安裝在方向操作把 手33之右剎車把手6 1和左剎車把手62，分別將連動剎車 纜線71、輸入刹車纜線67往車體骨架1 1的頭管12側延 伸，將該連動剎車纜線7 1和輸入刹車纜線67的前端部’ 連接在被安裝於頭管12之連動裝置66的上部，從該連動 裝置6 6的下部往車體後部的後剎車5 5 (參考第1圖）延 伸輸出刹車纜線68。另外，第3圖中，表示從安裝在方向 操作把手33的主氣筒63將刹車配管64沿著頭管12、前 叉1 3往下方延伸，連接到被設置在前叉1 3的下部之剎車 -11- (8) 1302510 裝載桿5 3。 第4圖爲具備有本發明的剎車裝置（第1實施形態 的連動裝置之車輛的重要部位側面圖，也是表示在車體 架11的頭管12安裝托架91，且經由安裝板92將連動 置66安裝在該托架91。 連動裝置6 6係從側面來看大致重疊在頭管1 2與構 車體骨架11之下管94的結合部95，前後未佔有太大的 間，收納在頭管1 2的高度Η內和前後寬度W內。 另外，各纜線（輸入剎車纜線67、連動剎車纜線 、輸出刹車纜線68 )順暢地從連動裝置66向上下延伸 輸入剎車纜線67及連動剎車纜線7 1連結到連動裝置 的相同側。 第5圖爲表示本發明的連動裝置之正面圖（第1實 形態），連動裝置66則是由護罩1 〇 1、及配置在該護 1〇1內之操作力分配槓桿102、及連結在該操作力分配 桿102的一端之鏈條103、及旋轉自如地安裝在構成護 1〇1之護罩本體104，並且架掛鏈條103之鏈輪106、及 裝在護罩本體104之刹車開關107所組成。此外，圖 108爲爲了要旋轉自如地支撐鏈輪106而安裝在護罩本 104之支軸。 護罩101係由護罩本體104、及爲了要覆蓋該護罩 體104的開口部而用複數個小螺絲109來安裝在護罩本 104之護罩蓋體105所組成。此外，圖號104Α、104Α 爲了要用螺栓110、110來安裝在安裝板92而設置在護 骨 裝 成 空 7 1 〇 66 施 罩 槓 罩 安 Wi 體 本 am 體 爲 罩 -12- (9) 1302510 本體104之側部安裝部。 護罩本體1 04具備有將設置在輸入刹車纜線67的端 部（詳細上是構成輸入刹車纜線67之外部纜線67a的端 部）之安裝金屬具111予以固定之第1輪轂部l〇4a、及將 設置在連動剎車纜線71的端部（詳細上是構成連動剎車 纜線7 1之外部纜線7 1 a的端部）之安裝金屬具1 1 2予以 固定之第2輪轂部104b、及將設置在輸出剎車纜線68的 端部（詳細上是構成輸出剎車纜線68之外部纜線68a的 端部）之安裝金屬具113予以固定之安裝孔104c。 安裝金屬具1 1 1係形成有設置在前端之公螺紋1 1 1 a 及施加工具之六角柱狀的頭部1 1 1 b，將鎖定螺帽1 1 5旋鎖 在公螺紋1 1 1 a中，使構成輸入刹車纜線67之內部索線 6 7b從前端突出之零件，也是將公螺紋1 1 ia旋鎖到形成在 第1輪轂部l〇4a之母螺紋l〇4e中之後鎖緊鎖定螺帽1 15 ，藉此來將金屬具1 1 1固定在護罩101。內部索線67b移 動自如地***到外部纜線67a內。 安裝金屬具112係與安裝金屬具111相同構造的零件 ’也是使構成連動刹車纜線7 1的內部索線7 1 b從前端突 出。至於安裝金屬具1 1 2的安裝要領係將公螺紋1 1 i a旋 鎖到形成在第2輪轂部l〇4b的母螺紋l〇4f中之後鎖緊鎖 定螺帽115，藉此來將安裝金屬具112固定在護罩1〇1。 內部索線7 1 b移動自如地***到外部纜線7 i a內。 安裝金屬具1 1 3係具備有大直徑部丨丨3 a和小直徑部 113b ’使構成輸出刹車纜線68的內部索線68b從前端突 -13- (10) 1302510 出之零件’內部索線68b移動自如地***到外部纜線68a 內。小直徑部113b則爲***到護罩本體104的安裝孔 104c之部分。 操作力分配槓桿1 02係將板彎曲成剖面成3形狀之構 件，也是在大致中央部開通貫穿孔l〇2a、102a (只以前面 側的圖號l〇2a來表示），在其中一端部貫穿插銷，在一 端部開通貫穿孔102b、102b，使被設置在輸入剎車纜線 67之內部索線67b的前端之圓柱狀的端部構件122嵌合在 貫穿孔102a、102a中，以止動環123、123 (只以前面側 的圖號1 22來表示）來制止端部構件1 22的兩端穿過，再 用插銷121來將鏈條1〇3的一端連結，使被設置在輸出剎 車纜線68之內部索線68b的前端之圓柱狀的端部構件124 嵌合在貫穿孔10 2b、10 2b中，以止動環126、126(只以 前面側的圖號1 26來表示）來制止端部構件1 24的兩端穿 過。此外，圖號102c、102d爲用來將內部索線67b、67b 連結在操作力分配槓桿102時，將內部索線67b、67b插 入到操作力分配槓桿1 02內之細縫。 此處，端部構件1 22的軸心與端部構件1 24的軸心之 距離爲L1，端部構件1 22的軸心與插銷12 1的軸心之距 離爲L2，則槓桿比R成爲R=L1/L2，拉引輸入剎車纜 線67的內部索線67b時，因力的平衡之關係，輸出刹車 纜線68的內部索線68b與鏈條103的張力比能夠成爲（ L2/ (L1+L2) ) ·· (LI/ (L1+L2))，進而能夠將 輸出剎車纜線6 8的內部索線6 8 b與連動剎車纜線7 1的內 -14- (11) 1302510 部索線7 1 b之張力比設定在特定的比。 鏈條103係架掛在鏈輪106上，藉此來大致使180°迴 轉’即是使方向轉換，將前端部連結在被設置在連動剎車 纜線7 1之內部索線7 1 b的前端之連結金屬具1 28。 上述的鏈條103和鏈輪106係將用來對於輸入剎車纜 線67將連動刹車纜線7 1配置在護罩1 0 1的相同側之纜線 方向轉換機構131予已構成之零件。若是向上方拉引輸入 剎車纜線67的內部索線67b的話，連動刹車纜線7 1的內 部索線7 1 b則與內部索線6 7 b相反地往下方拉引。 剎車開關107係***到設於護罩本體104的筒部104h 來加以固定，通常是處在移動自如地設置在剎車開關1 07 的前端之偵出片l〇7a抵觸到操作力分配槓桿1〇2的平面 部1 〇2f而擠入到刹車開關1 〇7內的狀態，在此狀態下， 刹車開關107爲非導通。 第6圖爲表示本發明的右剎車槓桿及其周圍之正面圖 (第1實施形態），也是表示在比方向操作把手3 3的夾 具135還要更內側，安裝一體地具備備用油槽136之主氣 筒63，在一體形成在主氣筒63之上下的托架部137、137 (只以前面側的圖號1 3 7來表示）之間***右剎車槓桿6 1 ，並且經由支軸1 4 1將右剎車槓桿6 1自由擺動地安裝在 托架部137、137，同樣經由支軸141將輔助操作槓桿142 自由擺動地安裝在托架部137、137，又與主氣筒63的氣 筒軸大致成平行地利用螺栓144、144來將纜線夾143安 裝在被設置在主氣筒63的下部之下部安裝部63a，將被設 15- (12) 1302510 置在連動剎車纜線7 1的前端之安裝金屬具1 6的前端的公 螺紋旋鎖在該纜線夾143，並且用鎖定螺帽147來進行固 定，將端部連結構件14 8連結在連動刹車纜線7 1之內部 鎖線71b的前端側，並且在該端部連結構件148與纜線夾 1 43之間設有壓縮螺旋彈簧1 5 1，藉此來將端部連結構件 1 4 8分開纜線夾1 4 3，將端部連結構件1 4 8連結到輔助操 作槓桿1 4 2。 圖中，圖號154爲主氣筒63與剎車配管64的連接部 ，圖號155爲以圍繞支軸141的方式來配置，並且將端部 架掛在右剎車槓桿6 1及上側的托架部1 3 7之右剎車槓桿 6 1用的回動彈簧。 第7圖爲表示本發明之右剎車槓桿與連動剎車纜線的 連結構造之說明圖（第1實施形態），連動刹車纜線7 1 及右刹車把手6 1則是經由輔助操作槓桿1 42來相連結。 即是在連動剎車纜線7 1的內部索線7 1 b的前端之端部連 結構件1 4 8設置長孔1 4 8 a，將安裝在輔助操作槓桿1 4 2的 前端部之連結插銷158***到該長孔148a內，將突出到 輔助操作槓桿142的上部之上部突出部142a的一端部， 抵觸在移動自如地***到主氣筒63內之活塞1 6 1 (假想線 所示的部分）的端部，並且將上部突出部142a的另一端 部抵觸在右刹車積桿6 1的後部端面6 1 a。 輔助操作槓桿1 42係利用設置在主氣筒63內之彈簧 的彈力，經由活塞1 6 1，以支軸14 1爲中心來向反時鐘方 向彈推，故通常爲處在上部突出部142a的另一端部壓接 -16- (13) 1302510 在右刹車槓桿6 1的後部端面6 1 a的狀態。 圖中的右剎車槓桿6 1係處在藉由回動彈簧1 5 5 (參考 第6圖），以支軸141爲中心來向反時鐘方向彈推，使被 設置在右刹車槓桿6 1之止動部6 1 b抵接在被設置載主氣 筒63的承受部63b的狀態。 以下，說明以上所述過之刹車裝置60的作用。 第8(a) 、8(b)圖爲表示本發明之刹車裝置（第i 實施形態）的作用之第1作用圖。 第8 ( a )圖中’操作左剎車槓桿62 (參考第2圖） ，則輸入刹車纜線6 7的內部索線6 7 b向箭頭A方向拉引 ，操作力分配槓桿102向上方移動，故輸出剎車纜線68 的內部索線6 8 b如箭頭B所示往上方拉引來使後刹車5 5 (參考第2圖）作動，並且鏈條103如箭頭c所示往上方 拉引，鏈條103的移動方向則藉由鏈輪106來進行轉換， 而將連動剎車纜線7 1的內部索線7 1 b如箭頭D所示往下 方拉引。此時，隨著操作力分配槓桿i 02的移動，剎車開 關107的偵出片l〇7a向箭頭的方向突出，故剎車開關1〇7 成爲導通，設置在車輛後部之刹車燈則點燈。 第8 ( b )圖中，如箭頭e所示，拉引連動剎車纜線 7 1的內部索線7 1 b，則內部索線7 i b的前端之端部連結構 件148經由連結插銷158來如箭頭ρ所示使輔助操作槓桿 1 4 2擺動。此結果，輔助操作槓桿i 4 2之上方突出部i 4 2 a 的一端部，將主氣筒6 3的活塞，如箭頭G所示，擠入到 內側。藉由此方式，主氣筒63內的剎車油被壓縮而產生 -17- (14) 1302510 油壓，藉由該油壓來使前剎車51 (參考第2圖）作動。 [槓 〇 的 I桿 g面 5突 3產 5連 不 r線 0 實 "主 102 J — 並 卜組 [連 此時，上部突出部1 42a的另一端部僅分開右剎萄 桿6 1的後部端面6 1 a，右刹車槓桿6 1處在靜止的狀態 第9圖爲表示本發明之剎車裝置（第1實施形態） 作用之第2作用圖。1302510 (1) Description of the Invention [Technical Field of the Invention] The present invention relates to an improvement of a brake device for a vehicle. [Prior Art] The brake device of the vehicle is provided with a pair of levers disposed in the direction operating handle, and by operating one of the brake levers, for example, stopping the front wheel to operate the other brake lever, for example, stopping the rear wheel, that is, high operability, By operating one of the brake levers, the interlocking brakes of both the rear wheels and the rear wheels can be stopped. In the conventional vehicle brake device of the related art, it is known that the brake lever operating force is transmitted to the front wheel side and the rear wheel side, and the brake lever is disposed in the vicinity of the brake lever (for example, Patent Document 1) ). [Patent Document 1] Japanese Patent Laid-Open Publication No. Hei No. Hei No. Hei. No. Hei. No. Hei. No. Hei. No. Hei. No. Hei. No. Hei. The interlocking lever 32 for both the rear brake BR and the front brake BF and the operation of the linkage brake lever 32 to the front brake BF and the rear brake BR are disposed in the vicinity of the interlocking lever 32. Force distribution lever 33. The interlocking brake lever 32 is coupled to the distribution lever 33 via the connecting rod 59, and connects the front wheel brake cable 34 and the rear wheel brake cable 35, the brake lever, on the side of the operating force distribution lever 33 and the connecting rod 59. It is necessary to mention the front wheel brakes of the front wheel brakes for the mechanical brake force distribution of the Japanese version of the Japanese version. -2). (2) The front end of the cable 3 4 is connected to the front wheel. With the brake lever 31 side, the front end of the rear wheel brake cable 35 is coupled to the rear brake BR. Therefore, when the interlocking brake lever 32 is operated, the auxiliary operating lever 86 on the front wheel brake lever 3 1 side is swung via the connecting lever ^, the operating force distribution lever 33, and the front wheel brake cable 34, and is produced in the main air cylinder 87. The oil pressure causes the front wheel brake BF to actuate, and pulls the connecting rod 59, the operating force distribution lever 33, and the rear wheel brake cable 35 to actuate the rear wheel brake BR.发明 发明 课题 课题 课题 课题 上述 上述 上述 上述 上述 上述 上述 上述 上述 上述 上述 上述 上述 上述 上述 上述 上述 上述 上述 上述 上述 上述 上述 上述 上述 上述 上述 上述 上述 上述 上述 上述 上述 上述 上述 上述 上述 上述 上述 上述 上述 上述 上述 上述 上述 上述 上述~ The shield 56 space. Further, since both ends of the front brake cable 34 are coupled between the front brake lever 3 1 and the interlocking brake lever 32, it is necessary to secure the space of the front brake cable 34. Therefore, in consideration of the lengthening of the connecting rod 59, the shroud 56 in which the operating force lever 33 is accommodated is moved away from the direction operating handle, and is disposed in a portion where the space can be easily secured. In this case, for example, the connecting rod 59 and the rear wheel brake cable 35 are disposed between the rear wheels of the direction operating handles in almost always - the front wheel brake cable 34 is from the shroud 56 to the rear wheel brake line 3 5 extends in the same direction. Therefore, after the front wheel brake cable 3 4 is changed to the front side of the vehicle, the front end is coupled to the front wheel brake lever 3 i . The curvature of the front wheel brake cable 34 is too small to bend, so in order to change the direction of the front wheel brake cable 34, there must still be a large empty car. 59 The car is divided into a large wheel and the cable is turned to the side. - (3) 1302510 The object of the present invention is to provide a brake device that does not require a large space on the vehicle. <Means for Solving the Problem> The first aspect of the invention is directed to: a steering handle that is rotatably attached to a vehicle body frame, and a handle that is provided with a pair of brake operators in the direction By operating one of the brake operators, the piston in the main air cylinder is actuated to actuate the hydraulic wheel brake, and by operating the other brake operator, the mechanical wheel brake is actuated via the brake cable, and also A brake device for a vehicle with a hydraulic wheel brake actuation structure, characterized in that: in the middle of the brake cable, an operation force distribution lever housed in the shield is provided, and the brake cable is connected via a cable direction conversion mechanism The wire is coupled to the operating force distribution lever, and the front end of the interlocking brake cable is coupled to one of the brake operating devices, thereby converting the pulling direction of the brake cable into the pulling and connecting brake cable for the pulling direction The direction. Function: in the middle of the brake cable, an operating force distribution lever is provided, and the interlocking brake cable is connected to the operating force distribution lever via the cable direction changing mechanism, thereby utilizing the cable direction changing mechanism, for the pulling direction The pulling direction of the brake cable is converted into the direction in which the brake cable is pulled, for example, the pulling direction of the brake cable is converted to 180° in the pulling direction to pull the direction of the brake cable. According to the second aspect of the invention, the input brake cable connecting the brake actuator and the operation force distribution lever of the other (4) 1302510, and the output of the operation force distribution lever and the mechanical wheel brake are respectively connected. The brake cable is used to form the brake cable, and the brake cable and the brake cable are extended from the same side of the shield. Function: The other brake operating device is connected with the operating force distribution lever by the input brake cable, and the interlocking brake cable is connected to the operating force distribution lever via the cable direction changing mechanism, and the brake cable is extended from the same side of the shield. The line and the interlocking brake cable connect the front end of the brake cable to one of the brake operators. If the shroud is placed between the two brake operating devices, the interlocking brake cable and the input brake cable extend upward from the shroud, respectively, and are separated to the left and right to be respectively connected to the brake operator, so the brakes are respectively The cable is easy to configure. According to claim 3 of the present invention, the cable direction conversion is constituted by a chain connected to the operating force distribution lever and the interlocking brake cable, and a sprocket that hangs the chain and is rotatably supported by the shield mechanism. Function: The chain can be hung on the chain with a small curvature, and the space can be converted in a small space. In addition, the friction is less than the cable. The fourth application of the present invention, wherein the cable is converted by a belt that connects the operating force distribution lever and the interlocking brake cable, and a pulley that hangs the belt and is rotatably supported by the shield. mechanism. Function: The belt can be hung on the pulley with a small curvature, and the -8 - (5) 1302510 # small space enables cable direction conversion. In addition, the friction is smaller than the cable 'and the box is used by the belt' to extremely suppress the weight increase caused by the provision of the cable direction changing mechanism. According to the fifth aspect of the invention, the cable direction changing mechanism is constituted by a shift lever coupled to the operation-force distribution lever side and the interlocking brake cable and rotatably supported by the shield. Function: The cable direction changing mechanism is simply constructed by the shift lever, which is lighter, smaller in size, and lower in cost. According to the sixth aspect of the invention, in the sixth aspect of the invention, the brake switch for detecting the brake operation by the other brake operating device is disposed in the shield, and the operation is performed by the movement of the operating force distribution lever. ^ Function: When the guard is placed away from the brakes of both sides, the brakes are opened and closed away from the brake actuators of both sides, so compared with the brake switch in the vicinity of the brake operator that operates the handle in the past, It is not necessary to operate the space or cable tie around the handle for the brake switch. [Embodiment] Hereinafter, embodiments for carrying out the invention will be described with reference to the drawings. In addition, the drawing is viewed in the direction of the figure number. Fig. 1 is a side view of a vehicle including a brake device (first embodiment) of the present invention. The vehicle 1 is a head pipe 12 provided at the front end of the vehicle body frame 11, and the front fork 13 is movably mounted, and the front wheel 14 is attached to the lower end of the front fork 13, and the swinging unit 18 is connected via the connecting member 17 (by the engine 21) And the stepless speed changer 22 is composed of a support shaft mounted on the rear of the -9 - (6) 1302510 body frame 1 1 and mounted on the rear end of the stepless speed change machine 22 The 25-speed Keda-type locomotive. Here, the figure 3 1 is the front cover, the figure 3 2 is the headlight, the figure 3 3 is the operation handle connected in the direction of the front fork 13 , and the figure 34 is the foot cover 'the figure 36 is the foot board, Fig. 37 is a seat, and reference numeral 38 is an air cleaner in which the shock absorber unit '41' is attached to the rear portion of the swing unit 18 and the rear portion of the vehicle body frame 11 at both ends. The front wheel 14 is provided with a hydraulic front brake 5, and the front brake 5 1 is mounted on the front fork 13 by a disc brake 52 integrally mounted to the front wheel 14, and for stopping the disc brake 52 to be stopped. The brake loading lever 53 is composed of. The rear wheel 25 is provided with a mechanical rear brake 55 (details will be described later). Fig. 2 is a system diagram of a brake device (first embodiment) of the vehicle of the present invention. The brake device 60 is a main air cylinder 63 that generates a hydraulic pressure of the brake oil by a right brake lever 61 and a left brake knob 62 that are attached to both ends of the direction operation handle 33, and a right brake handle 61. Before the front wheel stops, the brakes 5 1 and the brake loading rods 53 provided on the front brakes 5 1 and the brake pipes 64 of the main air cylinder 63 , and the brakes 5 5 after stopping the rear wheels, and the left brake handles 62 are operated. The interlocking device 66 for interlocking the front brake 5 1 and the rear brake 5 5 , and the input brake cable 6 7 for connecting the left brake handle 62 and the linkage device 6 respectively, and the output of the linkage device 6 6 and the rear brake 55 respectively. The brake cable 68 and the interlocking brake cable 71 are connected to the right brake handle 61 side and the linkage device 66, respectively. The brake loading lever 53 of the front brake 51 is provided with the air cylinder portions 53a and 53b • 10 - (7) 1302510, and the pistons 53c and 53d are movably inserted into the two air cylinder portions 53a and 53b, respectively, and are connected to the air cylinder portion 53a. The brake pipe 64 of 53b supplies hydraulic pressure, thereby moving the respective pistons 53c and 53d in the gas cylinder portions 53a and 53b, and stops the disk brake 52 by a gasket (not shown). The rear brake 55 is a drum brake, and is mounted on the brake panel 76 by a disc brake 75 integrally mounted to the rear wheel, a brake panel 76 mounted on the swing unit side, and slidably attached via the two support shafts 76a and 76a. a pair of brake blocks 77 and 77, and a cam member 78 rotatably mounted to the brake panel 76 for squeezing and expanding the two brake blocks 77 and 77 against the inner surface of the drum brake 75, and mounted thereon The cam member 78 is coupled to the lever 81 of the inner cable of the output brake cable 68, and the end of the external cable that outputs the brake cable 68 to the bracket 82 of the brake panel 76, and the left brake handle 62. At the same time, a spring (not shown) of the lever 8 1 is pushed in a direction opposite to the direction in which the output brake cable 68 is pulled. Fig. 3 is a perspective view of the vehicle including the interlocking device of the brake device (the first embodiment) of the present invention, and also shows the right brake lever 6 1 and the left brake lever 62 from the direction in which the handle 33 is attached, and the brake cable is interlocked. The line 71 and the input brake cable 67 extend toward the head pipe 12 side of the vehicle body frame 1 1 , and the front end portion ' of the interlocking brake cable 7 1 and the input brake cable 67 is connected to the interlocking device mounted on the head pipe 12 The upper portion of the 66 extends the brake cable 68 from the lower portion of the linkage 66 to the rear brake 5 5 (refer to Fig. 1) at the rear of the vehicle body. In addition, in the third figure, the brake pipe 64 is extended downward from the head pipe 12 and the front fork 13 from the main air cylinder 63 attached to the direction operating handle 33, and is connected to the brake provided at the lower portion of the front fork 13. -11- (8) 1302510 Load bar 5 3. Fig. 4 is a side view showing an important part of the vehicle including the interlocking device according to the first embodiment, and also shows that the bracket 91 is attached to the head pipe 12 of the body frame 11, and is interlocked via the mounting plate 92. The bracket 66 is attached to the bracket 91. The interlocking device 6 6 substantially overlaps the joint portion 95 of the head pipe 12 and the tube 94 below the vehicle body frame 11 as viewed from the side, and does not occupy a large space between the front and rear, and is housed in The height of the head pipe 12 is within the inner and front and rear widths W. In addition, each cable (input brake cable 67, interlocking brake cable, output brake cable 68) smoothly extends from the linkage 66 up and down into the brake cable. 67 and the interlocking brake cable 7 1 are connected to the same side of the interlocking device. Fig. 5 is a front view (first solid form) showing the interlocking device of the present invention, and the interlocking device 66 is configured by the shield 1 〇 1, and An operation force distribution lever 102 in the guard 1〇, a chain 103 connected to one end of the operation force distribution rod 102, and a shroud body 104 rotatably attached to the guard 1〇1, and a chain The sprocket 106 of the 103 and the brake mounted on the shield body 104 In addition, Fig. 108 is a support shaft that is attached to the shield 104 in order to rotatably support the sprocket 106. The shield 101 is composed of a shield body 104 and a cover body 104 to be covered. The opening portion is composed of a plurality of small screws 109 attached to the shield cover 105 of the shield cover 104. Further, reference numerals 104Α, 104Α are provided on the mounting plate 92 by bolts 110 and 110, and are provided in the bone guard. Installed as empty 7 1 〇 66 Shield cover hood Wi-body body amp is hood -12- (9) 1302510 side mounting portion of body 104. Shield body 1 04 is provided with input brake cable 67 The end portion (in detail, the end portion of the external cable 67a constituting the input brake cable 67) is fixed to the first hub portion 104a and the end portion to be disposed at the interlocking brake cable 71 ( Specifically, the second hub portion 104b to which the mounting metal fitting 1 1 2 constituting the end portion of the external cable 7 1 a of the interlocking brake cable 7 1 is fixed, and the end portion to be provided at the output brake cable 68 ( In detail, the mounting metal constituting the end of the external cable 68a of the output brake cable 68) 113 Mounting hole 104c to be fixed. Mounting metal 1 1 1 is formed with a male thread 1 1 1 a provided at the front end and a hexagonal column head 1 1 1 b to which the tool is applied, and the locking nut 1 1 5 is rotated. Locked in the male thread 1 1 1 a, the part that protrudes from the front end of the inner cable line 7 7b constituting the input brake cable 67 is also screwed to the female thread 1 1 ia formed in the first hub portion l4a The locking nut 1 15 is then locked in the thread l〇4e, whereby the metal fitting 11 1 is fixed to the shield 101. The inner cable 67b is movably inserted into the external cable 67a. The mounting metal part 112 is also a part of the same structure as the mounting metal piece 111, and the inner wire 7 1 b constituting the interlocking brake cable 7 1 is also protruded from the front end. As for the mounting method of mounting the metal fitting 1 1 2, the male thread 1 1 ia is screwed into the female thread 10 4f formed in the second hub portion 10 b 4b, and then the locking nut 115 is locked, thereby mounting the metal. The device 112 is fixed to the shield 1〇1. The inner cable 7 1 b is movably inserted into the external cable 7 i a. The mounting metal fitting 1 1 3 is provided with a large diameter portion a 3 a and a small diameter portion 113 b ′ such that the inner cable wire 68 b constituting the output brake cable 68 protrudes from the front end 13 - (10) 1302510 The wire 68b is movably inserted into the external cable 68a. The small diameter portion 113b is a portion that is inserted into the mounting hole 104c of the shield body 104. The operation force distribution lever 102 is a member that bends the plate into a three-dimensional shape, and also opens the through holes l〇2a, 102a at substantially the center portion (only indicated by the front side number l〇2a), at one end portion thereof Through the insertion pin, the through holes 102b and 102b are opened at one end, and the cylindrical end member 122 provided at the front end of the inner wire 67b of the input brake cable 67 is fitted into the through holes 102a and 102a to stop. The rings 123, 123 (only indicated by the reference numeral 1 22 on the front side) are used to stop the end of the end member 1 22 from passing through, and the pin 121 is used to connect one end of the chain 1〇3 so as to be placed at the output brake. The cylindrical end member 124 of the front end of the inner cable 68b of the cable 68 is fitted in the through holes 10 2b, 10 2b with the snap rings 126, 126 (only indicated by the front side number 1 26) Both ends of the end member 1 24 are prevented from passing therethrough. Further, reference numerals 102c and 102d are slits for inserting the inner cable wires 67b and 67b into the operation force distribution lever 102 when the inner cable wires 67b and 67b are coupled to the operation force distribution lever 102. Here, the distance between the axial center of the end member 1 22 and the axial center of the end member 14 is L1, and the distance between the axial center of the end member 12 and the axial center of the pin 12 1 is L2, and the lever ratio R becomes When R = L1/L2, when the inner cable 67b of the brake cable 67 is pulled, the tension ratio of the inner cable 68b of the output brake cable 68 to the chain 103 can be (L2/(L1) due to the balance of the force. +L2) ) ··· (LI/ (L1+L2)), which in turn enables the inner cable 6 8 b of the output brake cable 6 8 and the inner 14- (11) 1302510 cable of the interlocking brake cable 7 1 The tension ratio of line 7 1 b is set at a specific ratio. The chain 103 is hung on the sprocket 106, thereby substantially rotating 180°, that is, the direction is changed, and the front end portion is coupled to the front end of the inner cable 7 1 b provided on the interlocking brake cable 71. Join metal fittings 1 28 . The above-described chain 103 and sprocket 106 are components which are used to configure the interlocking brake cable 71 for the input brake cable 67 to be disposed on the same side of the shield 1 0 1 as the cable direction changing mechanism 131. If the inner cable 67b of the input brake cable 67 is pulled upward, the inner cable 7 1b of the interlocking brake cable 7 1 is pulled downward as opposed to the inner cable 6 7 b. The brake switch 107 is inserted into the tubular portion 104h provided in the shield main body 104 to be fixed, and is generally located at the front end of the brake switch 107, and the detecting piece l7a is in contact with the operating force distribution lever 1〇. The flat portion 1 of the 2 is 〇2f and is pushed into the brake switch 1 〇7. In this state, the brake switch 107 is non-conductive. Fig. 6 is a front view showing the right brake lever of the present invention and its surroundings (the first embodiment), and also shows that the main body of the spare oil groove 136 is integrally attached to the inner side of the jig 135 which is operated in the direction of the handle 3 3 . The air cylinder 63 is inserted between the bracket portions 137, 137 (only indicated by the reference numeral 137 on the front side) integrally formed above the main air cylinder 63, and is inserted via the fulcrum 1 4 1 The right brake lever 61 is rotatably attached to the bracket portions 137, 137, and the auxiliary operating lever 142 is also slidably attached to the bracket portions 137, 137 via the support shaft 141, and is substantially parallel to the cylinder shaft of the main air cylinder 63. The cable clamps 143 are attached to the lower mounting portion 63a of the main air cylinder 63 by means of bolts 144, 144, and the mounting metal of the front end of the interlocking brake cable 7 1 is placed 15 - (12) 1302510. A male screw having a front end of the 16 is screwed to the cable clamp 143, and is fixed by a locking nut 147, and the end connecting member 14 8 is coupled to the front end side of the internal lock wire 71b of the interlocking brake cable 71. And at the end joint member 148 and the cable clamp 1 43 A compression coil spring 151 is provided between them to separate the end joint member 148 from the cable clamp 143 and the end joint member 148 to the auxiliary operation lever 142. In the figure, reference numeral 154 is a connection portion between the main air cylinder 63 and the brake pipe 64, and reference numeral 155 is disposed so as to surround the support shaft 141, and the end portion is hung on the right brake lever 61 and the upper bracket portion. 1 3 7 The right brake lever 6 1 is used for the return spring. Fig. 7 is an explanatory view showing a connection structure between the right brake lever and the interlocking brake cable of the present invention (first embodiment), and the interlocking brake cable 7 1 and the right brake lever 6 1 are via the auxiliary operation lever 1 42 Connected. That is, the end connecting member 1 4 8 of the front end of the inner cable 7 1 b of the interlocking brake cable 7 1 is provided with a long hole 1 4 8 a, and the connecting pin 158 attached to the front end portion of the auxiliary operating lever 14 2 is attached. The long hole 148a is inserted into the long hole 148a, and protrudes to one end portion of the upper upper portion protruding portion 142a of the auxiliary operation lever 142, against the piston 116 that is movably inserted into the main air cylinder 63 (the portion shown by the imaginary line). The end portion of the upper protrusion portion 142a is in contact with the rear end surface 61 1 a of the right brake rod 6 1 . The auxiliary operation lever 1 42 is biased in the counterclockwise direction around the support shaft 14 1 by the elastic force of the spring provided in the main air cylinder 63, and is usually at the other end of the upper projection 142a. The part is crimped -16- (13) 1302510 in the state of the rear end face 6 1 a of the right brake lever 6 1 . The right brake lever 6 1 in the figure is in the counterclockwise direction by the return spring 15 5 (refer to Fig. 6), centered on the support shaft 141, so as to be set at the right brake lever 6 1 The movable portion 6 1 b is in a state of being in contact with the receiving portion 63b of the carrier main gas cartridge 63. Hereinafter, the action of the brake device 60 described above will be described. Figs. 8(a) and 8(b) are first views showing the action of the brake device (the i-th embodiment) of the present invention. When the left brake lever 62 is operated in Fig. 8 (a) (refer to Fig. 2), the inner cable 6 7 b of the input brake cable 6 7 is pulled in the direction of the arrow A, and the operation force distribution lever 102 is moved upward. Therefore, the inner cable 6 8 b of the output brake cable 68 is pulled upward as indicated by the arrow B to actuate the rear brake 5 5 (refer to FIG. 2), and the chain 103 is pulled upward as indicated by the arrow c, the chain The moving direction of 103 is converted by the sprocket 106, and the inner cable 7 1 b of the interlocking brake cable 7 1 is pulled downward as indicated by the arrow D. At this time, as the operation force distribution lever i 02 moves, the detection piece l7a of the brake switch 107 protrudes in the direction of the arrow, so the brake switch 1〇7 becomes conductive, and the brake light provided at the rear of the vehicle lights up. . In the figure 8 (b), as shown by the arrow e, the inner cable 7 1 b of the brake cable 7 1 is pulled, and the end connecting member 148 of the inner cable 7 ib is connected via the connecting pin 158. The auxiliary operating lever 1 4 2 is swung as indicated by the arrow ρ. As a result, the one end portion of the upper projection i 4 2 a of the auxiliary operation lever i 4 2 is pushed into the inner side of the piston of the main air cylinder 63 as indicated by an arrow G. In this way, the brake fluid in the main air cylinder 63 is compressed to generate -17-(14) 1302510 oil pressure, by which the front brake 51 (refer to Fig. 2) is actuated. [I-bar of the bar, 5 faces, 5, 3, 5, not r, 0, real " main 102 J - the same group [even now, the other end of the upper protrusion 1 42a is only separated from the right brake rod 6 1 The rear end surface 61 1 a and the right brake lever 6 1 are in a stationary state. Fig. 9 is a second operation diagram showing the action of the brake device (first embodiment) of the present invention.
爲了要只讓前剎車作動，如箭頭所示操作右剎車卷 6 1，則上部突出部1 42a擠壓到右刹車槓桿6 1的後部绵 61a，而輔助操作槓桿142也向箭頭方向擺動，故上咅| 出部142a的一端部使活塞161移動，而在主汽筒63|? 生油壓。 此時，輔助操作槓桿142的連結插銷158，在端音丨 結構件148的長孔148a內移動，故端部連結構件148 會向軸方向移動，有時對端部連結構件148或內部薄 7 1b施加過度的力，不會干擾輔助操作槓桿142的動作 第10圖爲表示本發明的連動裝置之正面圖（第2 施形態），與第5圖所示的第1實施形態相同的構成阳 相同圖號，其詳細說明則省略。 連動裝置170係由護罩101、及操作力分配槓桿 、及經由連結構件1 7 1來連結到操作力分配槓桿i 〇2的 端之齒狀皮帶172、及旋轉自如地安裝在護罩本體1〇4 且架掛齒狀皮帶172之皮帶輪173、及刹車開關107 ff 成。此外，圖號17 5爲爲了要旋轉自如地支撐齒狀皮带 而安裝在護罩本體1〇4之支軸。 齒狀皮帶172的前端，經由連結構件ι71，連結致 -18- 1302510 . (15) 、 動刹車纜線7 1的連結金屬具1 28。 上述的齒狀皮帶172和齒狀皮帶輪173爲將用來對於 輸入刹車纜線67將連動刹車纜線7 1配置在護罩1 〇 1的相 同側之纜線方向轉換機構予以構成之零件。 ' 第11圖爲表示本發明的連動裝置之正面圖（第3實 施形態），與第5圖所示的第1實施形態相同的構成附註 相同圖號，其詳細說明則省略。 Φ 連動裝置80係由護罩101、及配置在該護罩101內之 操作力分配槓桿1 8 1、及連結在該操作力分配槓桿1 8 1的 一端之索線182、及用支軸183來自由擺動地安裝在護罩 本體1 0 4，並且其中一端連結索線1 8 2，另一端連結連動 ‘ 刹車纜線7 1之變換槓桿1 84、及刹車開關1 07所組成。 - 操作力分配槓桿181係取代對於操作力分配槓桿102 (參考第5圖）在一端部使插銷121(參考第5圖）貫穿 ，改而開通貫穿孔1 8 1 a、1 8 1 a (只以前面側的圖號1 8 1 a ® 來表示），並且設置：連結索線182時，用來將鎖線182 ***到操作力分配槓桿1 8 1內之細縫1 8 1 b。 索線182係兩端分別設有圓柱狀的端部構件186，使 其中一方的端部構件1 86嵌合在操作力分配槓桿1 8 1的貫 穿孔1 8 1 a、1 8 1 a中，以止動環1 8 7、1 8 7來制止端部構件 186的兩端穿過，使另一方的端部構件186嵌合在變換槓 ' 桿184之後述的貫穿孔184a、184a (只以前面側的圖號 184a來表示）中，以止動環187、187來制止端部構件 186的兩端穿過。 -19- (16) 1302510 變換槓桿184爲設有：在兩端部開通貫， 184a及貫穿孔184b、184b (只以前面側的圖| 示），將鎖線1 82和連結刹車纜線7 1的內部 連結時，用來將鎖線1 82和內部索線7 1 b*** 1 8 4內的細縫1 8 4 c、1 8 4 d之構件，使被設置 71b的端部之端部構件188嵌合在貫穿孔184b 以止動環189、189 (只以前面側的圖號189來 制止端部構件1 8 8的兩端穿過。 上述的索線182和變換槓桿184爲用來對 纜線67，將連動剎車纜線7 1配置在護罩1 Ο 1 方向轉換機構1 9 1予以構成之零件。 如同以上的第1圖、第2圖以及第5圖所 本發明係一種具備有：將方向操作把手3 3旋 裝在車體骨架11，在該方向操作把手33具備 的剎車操作子之右剎車把手6 1和左剎車把手 中一方的右刹車把手6 1來使主氣筒63內的活 ，而使當作油壓式車輪剎車的前剎車5 1作動 方的左刹車把手62，經由操作當作剎車纜線之 線67和輸出刹車纜線68，使當作機械式車輪 車55作動，並且也使前剎車5丨作動之構造之 刹車裝置60，其特徵爲：在輸入刹車纜線67 纜線68的中途，設有被收納在護罩101中之 槓桿102，經由纜線方向轉換機構131，將連 7 1連結在該操作力分配槓桿1 02，再將該連動5 孔 184a、 184b來表 索線7 1 b相 到變換槓桿 在內部索線 、184b φ ， 表示），來 於輸入剎車 的相同側的 示，第1 : 轉自如地安 有當作一對 6 2，操作其 塞1 6 1作動 ，操作另一 輸入剎車纜 刹車的後刹 ，車輛10的 和輸出剎車 操作力分配 動剎車纜線 糾車纜線7 1 -20- (17) 1302510 的前端連在右剎車槓桿6 1，藉此對於拉引方向將輸入剎車 纜線67和輸出剎車纜線68轉換成拉引連動剎車纜線7 1 的方向。 藉由此方式，不必要如同過去在方向操作把手周圍設 置使複數個剎車連動的連動機構之很大的空間。因此，剎 車裝置60甚至於車輛10在設計上都能夠提高自由度，又 爲了要在護罩101內可以轉換拉引連動剎車纜線71的方 向，故可以將護罩1 〇 1變小型並且可以縮短連動刹車纜線 7 1，因此可以有效利用空間。 第2 :本發明係由分別連結左剎車槓桿62和操作力分 配槓桿1 02之輸入刹車纜線67、及分別連結操作力分配槓 桿102和後刹車55之輸出剎車纜線68來構成刹車纜線， 從護罩1 0 1的相同側延伸輸入剎車纜線67及連動剎車纜 線71。 藉由此方式，容易整體配置各刹車纜線67、68、71， 且可以使各剎車纜線67、68、7 1更加容易佈局。 第3 :本發明係由連結在操作力分配槓桿1 02和連動 刹車纜線7 1之鏈條103、及架掛該鏈條103並且由護罩 101可旋轉自如地支撐之鏈輪106來構成纜線方向轉換機 構 1 3 1。 藉由此方式，以小於纜線的曲率就可以轉換方向，護 罩1 〇 1可以達到更加的小型化，並且可以利用摩擦的減少 來提高傳達效率。 第4 :本發明係如第1 0圖所示，由連結在操作力分配 -21 - (18) 1302510 . 槓桿1 02和連動刹車纜線7 1之齒狀皮帶1 7 2、及架掛該齒 狀皮帶172並且由護罩101可旋轉自如地支撐之齒狀皮帶 輪173來構成纜線方向轉換機構177。 ' 藉由此方式，以小於纜線的曲率就可以轉換方向，護 • 罩1〇1可以達到小型化。另外，可以藉由使用齒狀皮帶 1 7 2來極度抑制因設置纜線方向轉換機構1 7 7所造成的重 量增加。 # 第5 :本發明係如第1 1圖所示，由連結在操作力分配 槓桿1 8 1側和連動剎車纜線7 1並且由護罩1 0 1可自由擺 動地支撐之變換槓桿184來構成纜線方向轉換機構191。 藉由此方式，以簡單的構成就可以轉換連動剎車纜線 • 7 1的方向，又可以達成輕量化、小型化以及成本的降低。 - 第6 :本發明係如第2圖和第5圖所示，將偵知左刹 車槓桿62的刹車操作之刹車開關107設置在護罩101內 ，藉由操作力分配槓桿1 02的移動來進行作動。 Φ 藉由此方式，比如同過去在方向把手之刹車槓桿的附 近設置刹車開關還要可以節省方向操作把手3 3周圍的索 . 線束帶，可以達成方向操作把手3 3周圍的單純化，並且 可以縮短索線束帶。 此外，第1 〇圖所示的第2實施形態中，採用齒狀皮 帶172和齒狀皮帶輪173，但並不侷限於此，也可以採用 " 不帶齒狀的皮帶和皮帶輪。 〔發明效果〕 -22- (19) 1302510 本發明的申請專利範圍第1項，因在刹車纜線的中途 ，設有被收納在護罩中之操作力分配槓桿，經由纜線方向 轉換機構來將連動剎車纜線連結到該操作力分配槓桿，並 將該連動刹車纜線的前端連結到其中一方的刹車操作子， 藉此對於拉引方向將剎車纜線的拉引方向來轉換成拉引連 動刹車纜線的方向，所以不必如同過去在方向操作把手周 圍配置使複數個刹車連動的連動機構的很大的空間。因此 ，設計上可以提高刹車裝置甚至於車輛的自由度，又可以 在護罩內轉換連動刹車纜線的拉引方向，故可以將護罩小 型化並且縮短連動刹車纜線，可以有效利用空間。 本發明的申請專利範圍第2項，因由分別連結另一方 的刹車操作子和操作力分配槓桿之輸入剎車纜線、及分別 連結操作力分配槓桿和機械式車輪剎車之輸出刹車纜線來 構成剎車纜線，從護罩的相同側延伸輸入剎車纜線及連動 剎車纜線，所以容易整體配置各剎車纜線，使各刹車纜線 更加容易佈局。 本發明的申請專利範圍第3項，因由連結在操作力分 配槓桿和連動刹車纜線之鏈條、及架掛該鏈條並且由護罩 可旋轉自如地支撐之鏈輪來構成纜線方向轉換機構，所以 以小於纜線的曲率就可以將方向轉換，可以達到護罩的更 加小型化，並且可以利用減低摩擦來使傳達效率提高。 本發明的申請專利範圍第4項，因由使操作力分配槓 桿和連動刹車纜線相連結之皮帶、及架掛該皮帶並且由護 罩可旋轉自如地支撐之皮帶輪來構成纜線方向轉換機構， -23- (20) 1302510 所以以小於纜線的曲率就可以將方向轉換’可以達到護罩 的小型化。另外，可以極度抑制纜線方向轉換機構的重量 增力口。 本發明的申請專利範圍第5項，因用連結在操作力分 配槓桿側和連動刹車纜線並且由護罩可自由擺動地支撐之 變換槓桿來構成纜線方向轉換機構，所以以簡單的構成就 可以將纜線的方向轉換，又可以達到輕量化 '小型化以及 成本的降低。 本發明的申請專利範圍第6項，因將利用另一方的刹 車操作子進行刹車操作予以偵知之刹車開關設置在護罩內 ，藉由操作力分配槓桿的移動來進行作動，所以與如同過 去在方向把手之刹車槓桿的附近設置剎車開關作比較，則 可以節省方向把手周圍的束帶，又可以達到方向把手周圍 的單純化，並且可以縮短束帶。 〔產業上利用的可能性〕 本發明的剎車裝置適合用於兩輪車上。 【圖式簡單說明】 第1圖爲具備有本發明的刹車裝置（第1實施形態） 之車輛的側面圖。 第2圖爲本發明之車輛的刹車裝置（第i實施形態） 之系統圖。 第3圖爲具備有本發明的刹車裝置（第i實施形態） -24- 1302510 . (21) . 的連動裝置之車輛的立體圖。 第4圖爲具備有本發明的剎車裝置（第1實施形態） 的連動裝置之車輛的重要部位側面圖。 第5圖爲表示本發明的連動裝置之正面圖（第1實施 ~ 形態）。 第6圖爲表示本發明之右剎車槓桿及其周圍之正面圖 (第1實施形態）。 • 第7圖爲表示本發明之右剎車槓桿與連動剎車纜線的 連結構造之說明圖（第1實施形態）。 第8圖爲表示本發明之剎車裝置（第1實施形態）的 作用之第1作用圖。 '第9圖爲表示本發明之刹車裝置（第1實施形態）的 • 作用之第2作用圖。 第10圖爲表示本發明的連動裝置之正面圖（第2實 施形態）。 ® 第11圖爲表示本發明的連動裝置之正面圖（第3實 施形態）。 . 【主要元件符號說明】 I 〇 :車輛 II :車體骨架 ' 3 3 :方向操作把手 5 1 :油壓式車輪剎車（前剎車） 5 5 :機械式車輪剎車（後刹車） -25- 1302510 . (22) . 60 :剎車裝置 6 1、6 2 :刹車操作子（右刹車槓桿、左剎車槓桿） 6 3 :主氣筒 " 7 1 :連動刹車纜線 6 7、6 8 :刹車纜線（輸入剎車續線、輸出剎車纜線） 1 〇 1 :護罩 1 02、1 8 1 :操作力分配槓桿 # 103 :鏈條 106 :鏈輪 107 :剎車開關 1 3 1、1 7 7、1 9 1 :纜線方向轉換機構 1 6 1 :活塞 - 172 :皮帶（齒狀皮帶） 173 :皮帶輪（齒狀皮帶輪） 184 :變換槓桿 • -26-In order to operate only the front brake, the right brake roller 6 1 is operated as indicated by the arrow, the upper projection 1 42a is pressed to the rear portion 61a of the right brake lever 61, and the auxiliary operation lever 142 is also swung in the direction of the arrow. Upper end | One end of the outlet portion 142a moves the piston 161, and the main cylinder 63|? generates oil pressure. At this time, the connecting pin 158 of the auxiliary operating lever 142 moves in the long hole 148a of the end sound cymbal structure 148, so that the end connecting member 148 moves in the axial direction, sometimes the end connecting member 148 or the inner thin 7 1b is applied with an excessive force and does not interfere with the operation of the auxiliary operation lever 142. Fig. 10 is a front view showing the interlocking device of the present invention (second embodiment), and the same configuration as that of the first embodiment shown in Fig. 5 The same figure number is used, and the detailed description is omitted. The interlocking device 170 is rotatably attached to the shroud body 1 by a shroud 101 and an operation force distribution lever, and a toothed belt 172 that is coupled to an end of the operation force distribution lever i 〇 2 via a coupling member 177. 〇4 and the pulley 173 of the toothed belt 172 and the brake switch 107 ff are formed. Further, reference numeral 17 5 is a support shaft attached to the shield main body 1〇4 in order to rotatably support the toothed belt. The front end of the toothed belt 172 is coupled to the -18-1302510 through the connecting member ι 71. (15) The connecting metal fitting 1 28 of the brake cable 7 1 is connected. The above-described toothed belt 172 and toothed pulley 173 are components for configuring a cable direction changing mechanism for arranging the interlocking brake cable 7 1 on the same side of the shroud 1 〇 1 with respect to the input brake cable 67. Fig. 11 is a front view of the interlocking device of the present invention (third embodiment), and the same components as those of the first embodiment shown in Fig. 5 are denoted by the same reference numerals, and detailed description thereof will be omitted. The Φ linkage device 80 is composed of a shield 101, an operation force distribution lever 181 disposed in the shield 101, a cable 182 coupled to one end of the operation force distribution lever 181, and a support shaft 183. It is composed of a shroud body 1 0 4 , and one end of which is connected with a cable 1 8 2 , the other end of which is connected with a shifting lever 1 84 of the brake cable 7 1 and a brake switch 107. - The operation force distribution lever 181 is instead of the operation force distribution lever 102 (refer to FIG. 5). The insertion pin 121 (refer to FIG. 5) is penetrated at one end, and the through hole 1 8 1 a, 1 8 1 a is opened. It is indicated by the figure number 1 8 1 a ® on the front side, and is set to be used to insert the lock wire 182 into the slit 1 8 1 b in the operation force distribution lever 1 8 1 when the cable 182 is connected. Each of the two ends of the cable 182 is provided with a cylindrical end member 186, and one of the end members 186 is fitted into the through holes 1 8 1 a, 1 8 1 a of the operating force distribution lever 18 1 . The end portions of the end members 186 are prevented from passing through the stopper rings 1 8 7 and 1 8 7 so that the other end members 186 are fitted into the through holes 184a, 184a which will be described later of the shift lever 'rod 184 (only before In the figure number 184a on the face side, the end portions of the end member 186 are prevented from passing through the stopper rings 187, 187. -19- (16) 1302510 The shift lever 184 is provided with: opening and closing at both ends, 184a and through holes 184b, 184b (only shown in the front side view), the lock line 1 82 and the connecting brake cable 7 1 In the internal connection, the locking member 1 82 and the inner cable 7 1 b are inserted into the members of the slits 1 8 4 c, 1 8 4 d in the 1 8 4 so that the end members 188 of the ends of the 71b are provided. Engaged in the through hole 184b with the snap rings 189, 189 (only the front end side number 189 is used to stop the end of the end member 188 through. The above-mentioned cable 182 and the shift lever 184 are used for the cable The line 67 has the interlocking brake cable 7 1 disposed in the cover 1 Ο 1 direction changing mechanism 1 9 1 . The invention of the first, second, and fifth figures is as follows: The direction operation handle 3 3 is screwed to the body frame 11 in which the right brake handle 6 1 of the brake operator provided in the handle 33 and the right brake handle 6 1 of one of the left brake handles are operated to make the inside of the main air cylinder 63 Live, and the left brake handle 62 acting as the front brake 5 1 of the hydraulic wheel brake is operated as a line of the brake cable 67 A brake device 60 that outputs a brake cable 68 to operate as a mechanical wheel vehicle 55 and also activates the front brake 5 is characterized in that it is provided in the middle of the input of the brake cable 67 cable 68. The lever 102 housed in the shroud 101 is connected to the operating force distribution lever 102 via the cable direction changing mechanism 131, and then the interlocking 5 holes 184a, 184b are connected to the surface of the cable 7 1 b The shift lever is shown on the inner cable, 184b φ, indicating), on the same side of the input brake, the first: the freely installed as a pair of 6 2, operating the plug 1 6 1 to operate, operating another input Brake cable brake rear brake, vehicle 10 and output brake operating force distribution dynamic brake cable trimming cable 7 1 -20- (17) 1302510 front end is connected to the right brake lever 6 1, which will be for the pull direction The input brake cable 67 and the output brake cable 68 are converted into the direction in which the brake cable 7 1 is pulled. In this way, it is not necessary to provide a large space for the interlocking mechanism for interlocking the plurality of brakes around the direction of the operating handle. Therefore, the brake device 60 can improve the degree of freedom even in the design of the vehicle 10, and in order to change the direction in which the brake cable 71 is pulled in the shield 101, the shield 1 〇1 can be made small and can be Shorten the interlocking brake cable 7 1, so space can be used effectively. Secondly, the present invention constitutes a brake cable by an input brake cable 67 that connects the left brake lever 62 and the operation force distribution lever 102, and an output brake cable 68 that respectively connects the operation force distribution lever 102 and the rear brake 55. The brake cable 67 and the interlocking brake cable 71 are extended from the same side of the shield 1 0 1 . In this way, it is easy to integrally arrange the brake cables 67, 68, 71, and it is possible to make the respective brake cables 67, 68, 71 easier to lay out. Thirdly, the present invention is constituted by a chain 103 coupled to an operating force distribution lever 102 and a brake cable 7 1 , and a sprocket 106 that hangs the chain 103 and is rotatably supported by the shield 101 to constitute a cable. Direction conversion mechanism 1 3 1. In this way, the direction can be changed by less than the curvature of the cable, the shield 1 〇 1 can be further miniaturized, and the reduction in friction can be utilized to improve the communication efficiency. 4th: The present invention is as shown in FIG. 10, and is connected by the operating force distribution - 21 - (18) 1302510. The lever 102 and the toothed belt 1 7 of the interlocking brake cable 7 1 The toothed belt 172 and the toothed pulley 173 rotatably supported by the shroud 101 constitute a cable direction changing mechanism 177. In this way, the direction can be changed by less than the curvature of the cable, and the cover 1〇1 can be miniaturized. Further, the weight increase caused by the provision of the cable direction changing mechanism 177 can be extremely suppressed by using the toothed belt 172. #第5: The present invention is shown in Fig. 1 1 by a shift lever 184 coupled to the side of the operating force distribution lever 81 and the interlocking brake cable 7 1 and supported by the shield 1 0 1 so as to be freely swingable. A cable direction changing mechanism 191 is formed. In this way, it is possible to convert the interlocking brake cable with a simple configuration. In the direction of 7 1 , weight reduction, miniaturization, and cost reduction can be achieved. - In the sixth aspect of the present invention, as shown in Figs. 2 and 5, the brake switch 107 for detecting the brake operation of the left brake lever 62 is disposed in the shield 101 by the movement of the operating force distribution lever 102. Actuate. Φ By this means, for example, the brake switch can be saved in the vicinity of the brake lever of the steering handle in the past, and the cable around the handle 3 3 can be saved. The simplification around the handle 3 3 can be achieved, and Shorten the cable tie. Further, in the second embodiment shown in Fig. 1 , the toothed belt 172 and the toothed pulley 173 are used. However, the present invention is not limited thereto, and a belt having no teeth and a pulley may be used. [Effect of the Invention] -22- (19) 1302510 According to the first aspect of the invention, in the middle of the brake cable, an operation force distribution lever housed in the shroud is provided, and the cable direction changing mechanism is provided. Connecting the interlocking brake cable to the operating force distribution lever, and connecting the front end of the interlocking brake cable to one of the brake operating devices, thereby converting the pulling direction of the brake cable into the pulling direction for the pulling direction Since the direction of the brake cable is interlocked, it is not necessary to arrange a large space for the interlocking mechanism that interlocks the plurality of brakes around the direction of the operation handle. Therefore, the design can improve the degree of freedom of the brake device and even the vehicle, and can change the pulling direction of the interlocking brake cable in the shield, so that the shield can be miniaturized and the interlocking brake cable can be shortened, and the space can be effectively utilized. According to the second aspect of the patent application of the present invention, the brake cable is connected to the other brake actuator and the operation force distribution lever, and the output brake cable connecting the operation force distribution lever and the mechanical wheel brake respectively constitutes the brake. The cable extends from the same side of the shield to the brake cable and interlocks the brake cable, so it is easy to configure the brake cables as a whole to make the brake cables easier to lay out. According to the third aspect of the invention, the cable direction changing mechanism is constituted by a chain connected to the operating force distribution lever and the interlocking brake cable, and a sprocket that hangs the chain and is rotatably supported by the shield. Therefore, the direction can be changed by less than the curvature of the cable, and the shroud can be further miniaturized, and the friction can be utilized to improve the communication efficiency. According to the fourth aspect of the invention, the cable direction changing mechanism is constituted by a belt that connects the operating force distribution lever and the interlocking brake cable, and a pulley that hangs the belt and is rotatably supported by the shield. -23- (20) 1302510 Therefore, the direction can be changed by less than the curvature of the cable to achieve miniaturization of the shield. In addition, the weight increase port of the cable direction changing mechanism can be extremely suppressed. According to the fifth aspect of the invention, the cable direction changing mechanism is constituted by the shift lever which is coupled to the operating force distribution lever side and the brake cable and which is rotatably supported by the shield, so that the simple configuration is The direction of the cable can be converted, and the miniaturization and cost reduction can be achieved. In the sixth application of the present invention, the brake switch that is detected by the brake operation of the other brake operator is disposed in the shield, and is operated by the movement of the operation force distribution lever, so as in the past By setting the brake switch in the vicinity of the brake lever of the direction handle, the band around the direction handle can be saved, the simplification around the direction handle can be achieved, and the band can be shortened. [Possibility of Industrial Utilization] The brake device of the present invention is suitable for use on a two-wheeled vehicle. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a side view of a vehicle including a brake device according to the present invention (first embodiment). Fig. 2 is a system diagram of a brake device (an embodiment of the present invention) of the present invention. Fig. 3 is a perspective view of a vehicle including the interlocking device of the brake device (i) of the present invention -24-1302510. (21). Fig. 4 is a side view showing an important part of a vehicle including the interlocking device of the brake device according to the first embodiment of the present invention. Fig. 5 is a front view showing the interlocking device of the present invention (first embodiment to form). Fig. 6 is a front view showing the right brake lever of the present invention and its surroundings (first embodiment). Fig. 7 is an explanatory view showing a connection structure between a right brake lever and an interlocking brake cable according to the present invention (first embodiment). Fig. 8 is a first operational view showing the action of the brake device (first embodiment) of the present invention. Fig. 9 is a second operation diagram showing the action of the brake device (first embodiment) of the present invention. Fig. 10 is a front view showing the interlocking device of the present invention (second embodiment). Fig. 11 is a front view showing a interlocking device of the present invention (third embodiment). [Main component symbol description] I 〇: Vehicle II: body frame ' 3 3 : Directional operation handle 5 1 : Hydraulic wheel brake (front brake) 5 5 : Mechanical wheel brake (rear brake) -25- 1302510 (22) . 60 : Brake device 6 1 , 6 2 : Brake operator (right brake lever, left brake lever) 6 3 : Main air pump " 7 1 : Linking brake cable 6 7 , 6 8 : Brake cable (Input brake line, output brake cable) 1 〇1 : Shield 1 02, 1 8 1 : Operating force distribution lever # 103 : Chain 106 : Sprocket 107 : Brake switch 1 3 1 , 1 7 7 , 1 9 1 : Cable direction changing mechanism 1 6 1 : Piston - 172 : Belt (toothed belt) 173 : Pulley (toothed pulley) 184 : Changing lever • -26-