JP2009220748A - Interlocking brake of motorcycle - Google Patents

Abstract

In an interlocking brake device for a motorcycle, the configuration of an equalizer mechanism is simplified, and a brake operation member, an interlocking master cylinder, and an equalizer mechanism can be compactly and collectively arranged.
An equalizer mechanism 16 is rotatably supported on a support 12a via a support shaft 30 and has an arm member 31 having a first arm 31a and a second arm 31b extending in different directions, and a first thereof. The arm 31a is swingably connected to the arm 31a via the first connecting shaft 33, and the contact portion 32a that directly receives the operating force of the first brake operating member 13 and the operating force received from the first brake operating member 13 are received. The knocker member 32 has a pressing portion 32b that inputs to the interlocking master cylinder M2, and the second connecting shaft 34 that connects the first brake force transmission system 15 to the second arm 31b so as to be capable of relative swinging.
[Selection] Figure 3

Description

  The present invention relates to a motorcycle interlocking brake device, and in particular, a first brake operation member that is swingably supported by a support, and a first brake that transmits an operation force of the first brake operation member to the first brake. The force transmission system, the interlocking master cylinder that operates by the operation force of the first brake operation member to operate the second brake, and the operation force of the first brake operation member to both the first brake force transmission system and the interlocking master cylinder The present invention relates to an improvement in a motorcycle interlocking brake device including an equalizer mechanism capable of transmitting to a motorcycle.

Such an interlocking brake device for a motorcycle is already known as disclosed in FIG.
Japanese Patent No. 3754484

  By the way, the conventional equalizer mechanism of the interlocking brake device for a motorcycle has two levers arranged in a T-shape, a first support shaft that connects one lever to the rear brake lever, and both levers. A second support shaft that connects to each other, a second connection shaft that connects one end of the other lever to the rear brake force transmission system, and a second that connects the other end of the other lever to the input piston of the interlocking master cylinder. Since the four connecting shafts are essential components, a large number of parts are required and a large installation space is required. For this reason, the rear brake operation member, the interlocking brake, and the equalizer mechanism cannot be arranged in a compact manner, and therefore, the design flexibility is particularly limited when the equalizer mechanism is attached to the steering handle where the installation space is limited. Less.

  The present invention has been made in view of such circumstances, and it is possible to simplify the configuration of the equalizer mechanism, and to enable the brake operation member, the interlock master cylinder, and the equalizer mechanism to be arranged in a compact manner. An object is to provide a brake device.

  In order to achieve the above object, the present invention provides a first brake operation member that is swingably supported by a support, and a first brake force transmission that transmits an operation force of the first brake operation member to the first brake. System, an interlocking master cylinder that is operated by the operating force of the first brake operating member to operate the second brake, and an operating force of the first brake operating member is transmitted to both the first brake force transmitting system and the interlocking master cylinder. In an interlocking brake device for a motorcycle, comprising an operable equalizer mechanism, an arm having a first arm and a second arm that are rotatably supported by a support member via a support shaft and extend in different directions. A member, a contact portion that is swingably connected to the first arm via a first connecting shaft, and that directly receives the operating force of the first brake operating member, and the first brake A knocker member having a pressing portion for inputting the operating force received from the working member to the interlocking master cylinder, and a second connecting shaft for connecting the first brake force transmission system to the second arm so as to be capable of relative swinging. First feature.

  In addition to the first feature, the present invention has a second feature that the first brake operation member and the arm member are supported on the support via a common support shaft.

  Further, according to the present invention, in addition to the first or second feature, the knocker member is provided with a long hole that penetrates the support shaft and allows the knocker member to rotate around the first connecting shaft. The third feature.

  Furthermore, in addition to any one of the first to third aspects, the present invention is arranged such that a knocker member is stacked on the first brake operation member, bent from the knocker member, and abuts on the operating arm of the first brake operation member. A fourth feature is that the contact portion is formed of a contact piece.

  Furthermore, in addition to the fourth feature, the present invention has a fifth feature that a knocker member is stacked on the first brake operation member and an arm member is stacked on the knocker member.

  Furthermore, in addition to any of the first to fifth features, the present invention holds the interlocking master cylinder in a non-operating state when the first brake operating member is operated, as long as the operating force is less than a predetermined value. A sixth feature is that an equalizer restricting means for restricting the operation of the equalizer mechanism is provided.

  Furthermore, in addition to any of the first to sixth features, the present invention provides an adjustment member that regulates the amount of operation of the knocker member with respect to the interlocking master cylinder so as to be adjustable by contacting the support shaft. The seventh feature is that it is provided.

  Furthermore, in addition to any of the first to seventh features, the present invention attaches an interlocking master cylinder to the steering handle, and a lever holder provided on the outer side in the vehicle width direction of the interlocking master cylinder has a first brake operation. The eighth feature is that the rear brake lever as a member is pivotally supported.

  The support corresponds to a second lever holder 12a in an embodiment of the present invention described later, the first and second brakes are the rear brake Br and the front brake Bf, and the first brake operation member is The rear brake lever 13, the first brake force transmission system corresponds to the brake cable 15, and the equalizer restricting means corresponds to the return spring 21.

  According to the first aspect of the present invention, the first brake operation member, the knocker member, and the arm member overlap, and the knocker member and the arm member are connected to each other by the first connecting shaft so as to be swingable. Since the operating force of the first brake operating member is directly transmitted to the knocker member, the brake operating member and the equalizer mechanism can be configured compactly. Therefore, the first brake operation member and the equalizer mechanism can be easily and compactly integrated even in places where space is limited, such as a steering handle.

  According to the second feature of the present invention, since a single support shaft is shared by both the first brake operation member and the arm member, it contributes to the reduction of the number of parts and the compactness of the brake operation member and the equalizer mechanism. Can do.

  According to the third feature of the present invention, the operation of the interlocking master cylinder by the knocker member can be performed without being interfered by the support shaft. Therefore, the knocker member does not need to have a large shape that bypasses the support shaft in order to avoid interference with the support shaft, and can contribute to further downsizing of the equalizer mechanism.

  According to the fourth feature of the present invention, it is possible to obtain a contact structure with the first brake operation member and the knocker member with a simple configuration, and to reduce the manufacturing cost. Furthermore, the bending length of the abutting piece of the knocker that abuts against the operating arm of the first brake operation member can be shortened, the rigidity thereof can be increased, and the alignment accuracy between the abutting portions can be improved. it can.

  According to the fifth aspect of the present invention, the knocker member and the arm member can be connected by the shortest first connecting shaft, the rigidity can be increased, and the durability can be improved. Miniaturization can also be achieved.

  According to the sixth aspect of the present invention, the braking force distribution characteristics for the first and second brakes can be brought close to ideal characteristics.

  According to the seventh feature of the present invention, the brake force increase restriction point of the front brake can be freely set by the operation of the adjusting member, and a desired brake force distribution characteristic can be obtained.

  According to the eighth aspect of the present invention, the three-part assembly of the rear brake lever, the equalizer mechanism, and the interlocking master cylinder can be configured compactly, and this assembly can be compactly attached to the steering handle. , The degree of freedom in external design can be increased.

  Hereinafter, embodiments of the present invention will be described based on preferred examples shown in the accompanying drawings.

  FIG. 1 is an overall schematic diagram of a motorcycle brake system including an interlocking brake device according to the present invention, FIG. 2 is an enlarged plan view of the main part of the interlocking brake device, and FIG. 3 is a sectional view taken along line 3-3 in FIG. 4 is a cross-sectional view taken along line 4-4 of FIG. 3, FIG. 5 is a cross-sectional view taken along line 5-5 of FIG. 4, FIG. 6 is an explanatory diagram of the operation of the interlocking brake device at the initial stage of operation, and FIG. FIG. 8 is an explanatory diagram of the operation at the end of the operation of the apparatus, and FIG. 9 is a diagram showing a brake force distribution characteristic to the rear brake and the front brake.

  In FIG. 1, a cylinder body 2 of the front master cylinder M1 adjacent to the inner end of the right grip SR is fixed to the steering handle S of the motorcycle, and a lever holder 2a formed integrally with the cylinder body 2 is attached to the steering handle S of the motorcycle. The front brake lever 5 capable of moving forward the input piston 3 of the front master cylinder M1 is pivotally supported so as to be swingable back and forth. The front master cylinder M1 has an output port 6 that outputs the hydraulic pressure generated by the forward operation of the input piston 3.

  On the other hand, the front brake Bf for braking the front wheels of the motorcycle is constituted by a hydraulic disc brake, and the caliper 8 is provided with first and second input ports 9a and 9b, and these first and second input ports are provided. When the hydraulic pressure is supplied to at least one of 9a and 9b, the front brake Bf is activated. The output port 6 is connected to the first input port 9a via the first hydraulic conduit 10. Therefore, if the front master cylinder M1 is operated by operating the front brake lever 1, the output hydraulic pressure can be supplied to the first input port 9a of the caliper 8, and the front brake Bf can be operated.

  Further, the steering handle S is attached with the cylinder body 12 of the interlocking master cylinder M2 adjacent to the inner end of the left grip SL, and a second lever holder formed integrally with the outer end of the cylinder body 12 in the vehicle width direction. The rear brake lever 13 is pivotally supported by 12a.

  On the other hand, the rear brake Br of the motorcycle is constituted by a mechanical drum brake, and when the brake cable 15 connected to the operating lever 14 is pulled, the rear brake Br is operated. The starting end of the brake cable 15 extends to the rear brake lever 13 side and is held by a cable holder 12b formed integrally with the cylinder body 12.

  Between the rear brake lever 13, the interlocking master cylinder M2 and the brake cable 15, an equalizer mechanism 16 capable of transmitting the operating force of the rear brake lever 13 to the interlocking master cylinder M2 and the brake cable 15 is disposed. Hereinafter, the interlocking master cylinder M2 and the equalizer mechanism 16 will be described.

  First, as shown in FIG. 3, the interlocking master cylinder M2 includes a cylinder body 12 having a cylinder hole 18 and an input that is slidably fitted in the cylinder hole 18 to define a hydraulic chamber 19 in the cylinder hole 18. A piston 20, a return spring 21 that is accommodated in the hydraulic chamber 19 and urges the input piston 20 in a backward direction with a predetermined set load, and hydraulic oil that is above the cylinder hole 18 and is supplied to the hydraulic chamber 19 are stored. And a reservoir 22, and an output port 23 is provided on the front end wall of the hydraulic chamber 19. The retracted position of the input piston 20 is regulated by the flange 20a at the intermediate portion of the input piston 20 coming into contact with the stopper ring 24 that is locked to the cylinder body 12. Thus, when the input piston 20 is moved forward against the set load of the return spring 21, the hydraulic pressure generated in the hydraulic chamber 19 can be output from the output port 23. The output port 23 is connected to the second input port 9b of the caliper 8 of the front brake Bf via the second hydraulic conduit 25. Therefore, the front brake Bf can be operated also by the operation of the interlocking master cylinder M2.

  As shown in FIG. 4, the cylinder body 12 is integrally formed with a bracket 26 that fits on the front half surface of the steering handle S. The steering handle S is attached to the bracket 26 in cooperation with the bracket 26. The upper and lower ends of the bracket cap 27 to be sandwiched are coupled by bolts 18. Thus, the interlocking master cylinder M2 is attached to the steering handle S. As shown in FIG. 3, the cylinder body 12 is integrally formed with a pair of upper and lower lever holders 12a, 12a protruding rearward from the rear end of the input piston 20, and both lever holders 12a, 12a have both ends. The rear brake lever 13 is swingably supported by the support shaft 30 that supports the portion. The support shaft 30 is disposed on the axis of the input piston 20.

  Next, as shown in FIGS. 2 to 5, the equalizer mechanism 16 includes an arm member 31 that is swingably supported by the support shaft 30 below the rear brake lever 13, and the arm member 31 and the rear brake lever. 13 and a knocker member 32 disposed so as to be sandwiched between them. Thus, between the pair of lever holders 12a, 12a, the rear brake lever 13, the knocker member 32, and the arm member 31 are stacked in order from above.

  The arm member 31 is formed in an I-type including first and second arms 31a and 31b extending in opposite directions around the support shaft 30, in the illustrated example, in the longitudinal direction of the vehicle. One end of a knocker member 32 is connected to the tip through a first connecting shaft 33 so as to be relatively swingable, and the brake is connected to the tip of the second arm 31b facing forward through a second connecting shaft 34. The starting end of the cable 15 is connected.

  In FIG. 5, the rear brake lever 13 is in contact with a stopper surface 12 c formed on one side of the cylinder body 12 to restrict the non-operation position of the rear brake lever 13, and the support shaft 30 in plan view. An operating arm 13b that positions the tip portion in the middle of the first connecting shaft 33 is integrally provided. When the rear brake lever 13 is operated, a contact piece 32a that is pressed against the tip portion of the operating arm 13b is provided. It is formed by bending upward from one side edge of the knocker member 32. Thus, selection of the ratio between the distance A from the contact point of the operating arm 13b and the contact piece 32a to the first connecting shaft 33 and the distance B from the contact point to the contact point of the pressing portion 32b and the input piston 20 is selected. Thus, the distribution of the operating force of the rear brake lever 13 to the arm member 31 and the input piston 20 can be set.

  The knocker member 32 is provided with a long hole 35 penetrating the support shaft 30 so that the knocker member 32 swings around the first connecting shaft 33 within a predetermined angle range without being interfered with the support shaft 30. To get. The knocker member 32 is formed with a pressing portion 32b that abuts against the rear end portion of the input piston 20 so as to be pressed. The contact surface of the pressing portion 32b with the input piston 20 is formed as an arc surface.

  Further, the adjusting screw 37 is screwed into the knocker member 32 at the rear end wall of the long hole 35 on the side opposite to the pressing portion 32 b so that the adjusting screw 37 can be advanced and retracted with respect to the outer peripheral surface of the support shaft 30.

  The support shaft 30 is disposed on the axis of the input piston 20. As a result, the equalizer mechanism 16 can be centrally arranged in the vicinity of the input piston 20, and the entire structure can be made compact. Moreover, the pressing part 32b of the knocker member 32 can press the center part of the input piston 20, and can contribute to the improvement of the transmission efficiency of the operating force.

  1 and 2, the brake cable 15 is composed of a Bowden cable comprising an inner cable 15a and an outer cable 15b slidably inserted in the inner cable 15a. The other end of each of the two connecting shafts 34 is connected to the operating lever 14. In the case of the illustrated example, the second connecting shaft 34 is constituted by a cylindrical connection terminal that is cast-bonded to the end of the inner cable 15a.

  In the outer cable 15b, one end is held by the cable holder 12b and the other end is held by the fixed bracket 39 adjacent to the rear brake Br. Between the fixed bracket 39 and the operating lever 14, a return spring 40 that biases the operating lever 14 toward the non-operating position is contracted.

  By the way, the set load of the return spring 21 in the interlocking master cylinder M2 is such that when the rear brake lever 13 is operated, the input piston 20 of the interlocking master cylinder M2 is held in the retracted position as long as the operating force is less than a predetermined value. Is set.

  Next, the operation of this embodiment will be described.

  When the rear brake lever 13 is not operated, the input piston 20 of the interlocking master cylinder M2 is held in the retracted position by the set load of the return spring 21 as shown in FIG. The knocker member 32 that abuts the contact 32b abuts the abutment piece 32a on the tip of the operating arm 13b of the rear brake lever 13, and the rear brake lever 13 causes the stopper arm 13a to move to the stopper of the cylinder body 12. It is held at the retracted position for contacting the surface 12c.

  Now, when the rear brake lever 13 is operated to be pulled toward the left grip SL in order to operate the rear brake Br, first, the operating arm 13b of the rear brake lever 13 is moved around the support shaft 30 as shown in FIG. The knocker member 32 rotates counterclockwise and presses the contact piece 32a of the knocker member 32 toward the input piston 20, and the pressing force is applied so that the pressing portion 32b presses the rear end surface of the input piston 20. The force for rotating the arm member 31 about the first connecting shaft 33 and the force for rotating the arm member 31 counterclockwise about the support shaft 30 via the knocker member 32 and the first connecting shaft 33 are divided. It is done.

  However, as described above, the set load of the return spring 21 in the interlocking master cylinder M2 retracts the input piston 20 of the interlocking master cylinder M2 as long as the operating force is less than a predetermined value when the rear brake lever 13 is operated. Since the operation force of the rear brake lever 13 is less than a predetermined value, the input piston 20 does not move from the retracted position, as shown in FIG. Since the member 31 is integrated with the rear brake lever 13 and is rotated counterclockwise around the support shaft 30, and the inner cable 15a is pulled through the second connecting shaft 34, the operation lever 14 is rotated. Thus, the rear brake Br can be operated.

  When the operating force of the rear brake lever 13 increases to a predetermined value or more, in other words, when the brake force of the rear brake Br becomes a predetermined value or more, as shown in FIG. When the pressing force increased from the actuating arm 13b is received by the contact piece 32a, it rotates clockwise around the first connecting shaft 33, and the input piston 20 is resisted against the set load of the return spring 21 by the pressing portion 32b. As a result, hydraulic pressure is generated in the hydraulic chamber 19 of the interlocking master cylinder M2, and this hydraulic pressure is supplied to the second input port 9b of the caliper 8 of the front brake Bf via the second hydraulic conduit 25. To actuate the front brake Bf. At that time, as the knocker member 32 rotates in the clockwise direction, the elongated hole 35 of the knocker member 32 moves to the right with respect to the support shaft 30, so that the knocker member 32 and the support shaft 30 interfere with each other. You can avoid scramble.

  During this time, the increasing operating force of the rear brake lever 13 continues to act on the arm member 31 via the knocker member 32, so that the braking force of the rear brake Br increases. The distribution characteristics of the braking force to the rear brake Br and the front brake Bf during this period can be shown by a and b in FIG.

  When the operating force of the rear brake lever 13 further increases, the advance amount of the input piston 20 by the knocker member 32 reaches a specified amount, and the brake force input to the front brake Bf reaches a set value, as shown in FIG. Further, since the adjusting screw 37 of the knocker member 32 facing the long hole 35 comes into contact with the support shaft 30 and the rotation of the knocker member 32 toward the input piston 20 is prevented, the knocker member 32 and the arm member 31 are Again, it rotates together with the rear brake lever 13 around the support shaft 30. Moreover, since the pressing surface of the pressing portion 32b of the knocker member 32 that presses the input piston 20 is formed in an arcuate shape, the operating force of the rear brake lever 13 that increases thereafter is applied to the inner cable 15a by the arm member 31. Only the traction is applied, and only the braking force of the rear brake Br increases.

  The braking force distribution characteristics of the rear brake Br and the front brake Bf during this period can be shown by b to c in FIG. Thus, the brake force increase restriction point b of the front brake Bf is determined by the adjustment screw 37 screwed to the knocker member 32 coming into contact with the support shaft 30, so that the adjustment screw 37 is attached to the support shaft 30. By adjusting the advance / retreat, the brake force increase restriction point b of the front brake Bf can be freely set.

  Thus, when operating the rear brake lever 13 and operating the rear brake Br, operating the front brake lever 1 by operating the front brake Bf in a predetermined intermediate operating range of the rear brake Br. The distribution characteristics of the brake force to the rear brake Br and the front brake Bf can be approximated to the ideal distribution characteristic A in FIG. 9, and both simplification of the brake operation and the brake characteristics should be satisfied. Can do.

  In such a front-rear brake interlock device for a motorcycle, the equalizer mechanism 16 has a first arm 31a and a second arm 31b that are rotatably supported by the lever holder 12a via a support shaft 30 and extend in different directions. The arm member 31 is pivotably connected to the first arm 31a via the first connecting shaft 33, and receives from the rear brake lever 13 and the contact piece 32a that directly receives the operating force of the rear brake lever 13. Since the knocker member 32 having the pressing portion 32b for inputting the operating force to the interlocking master cylinder M2 and the second connecting shaft for connecting the brake cable 15 to the second arm 31b so as to be relatively swingable, the rear brake The lever 13, the knocker member and the arm member 31 are overlapped, and the knocker member and the arm member 31 are connected by the first connecting shaft 33. Cross with swing is rotatably connected to, will be transmitted the operating force of the rear brake lever 13 directly to the knocker member, it is possible to constitute a brake operating member and an equalizer mechanism 16 compact. Therefore, it is possible to easily and compactly attach the rear brake lever 13 and the equalizer mechanism 16 even in places where space is limited, such as the steering handle S.

  Further, since the rear brake lever 13 and the arm member 31 are supported by the lever holder 12a via the common support shaft 30, the single support shaft 30 is shared by both the rear brake lever 13 and the arm member 31. Thus, the number of parts can be reduced, and the brake operation member and the equalizer mechanism 16 can be made compact.

  Further, since the knocker member 32 is provided with a long hole 35 that penetrates the support shaft 30 and allows the knocker member 32 to rotate around the first connecting shaft 33, the operation of the interlocking master cylinder M2 by the knocker member 32 is provided. Can be performed without being interfered by the support shaft 30. Therefore, it is not necessary to adopt a large shape that bypasses the support shaft 30 in order to avoid the knocker member 32 from interfering with the support shaft 30, which can contribute to further downsizing of the equalizer mechanism 16.

  Further, the knocker member 32 is disposed so as to overlap the rear brake lever 13, and the contact piece 32a bent from the knocker member 32 contacts the operating arm 13b of the rear brake lever 13, so that the rear brake lever 13 and the knocker member 32 The abutment structure is simplified, and the manufacturing cost can be reduced. Further, the bending length of the abutting piece of the knocker that abuts against the operating arm of the rear brake lever 13 can be shortened, the rigidity thereof can be increased, and the alignment accuracy between the abutting portions can be improved. .

  Furthermore, since the knocker member 32 is overlapped on the rear brake lever 13 and the arm member 31 is overlapped on the knocker member 32, the knocker member 32 and the arm member 31 can be connected by the shortest first connecting shaft 33. Therefore, the rigidity can be increased, the durability can be improved, and the size of both members can be reduced.

  Furthermore, the interlocking master cylinder M2 is attached to the steering handle S, and the rear brake lever 13 is pivotally supported by a lever holder 12a provided on the outer side of the interlocking master cylinder M2 in the vehicle width direction. The three-piece assembly of the mechanism 16 and the interlocking master cylinder M2 can be compactly attached to the steering handle S, and the degree of freedom in external design can be increased.

  As mentioned above, although the Example of this invention was described, this invention is not limited to the said Example, A various design change can be performed in the range which does not deviate from the summary of this invention. For example, a brake pedal can be used in place of the rear brake lever 13. In that case, a rod may be used instead of the brake cable 15.

1 is an overall schematic diagram of a motorcycle brake system including an interlocking brake device of the present invention. The principal part enlarged plan view of the said interlocking brake device. FIG. 3 is a sectional view taken along line 3-3 in FIG. 2. FIG. 4 is a sectional view taken along line 4-4 of FIG. FIG. 5 is a sectional view taken along line 5-5 of FIG. Operation | movement explanatory drawing of the action | operation initial stage of an interlocking brake device. Action | operation explanatory drawing of the operation | movement middle stage of the apparatus. Explanatory drawing of the action | operation final stage of the apparatus. The diagram which shows the brake force distribution characteristic to the rear brake and front brake by the same apparatus.

Explanation of symbols

Bf: Front brake Br: First brake (rear brake)
M2 ... Interlocking master cylinder 12a ... Support (lever holder)
13 ... 1st brake operation member (rear brake lever)
15 ... 1st brake force transmission system (brake cable)
16: Equalizer mechanism 21: Equalizer regulating means (return spring)
30... Support shaft 31... Arm member 31 a... First arm 31 b... Second arm 32. Piece)
32b ··· pressing portion 33 ··· first connecting shaft 34 ··· second connecting shaft 35 ··· long hole 37 ··· adjusting member (adjusting screw)

Claims (8)

A first brake operation member (13) pivotally supported by the support (12a) and a first brake force transmission system (15) for transmitting the operation force of the first brake operation member (13) to the first brake (Br) ), The interlocking master cylinder (M2) that is operated by the operating force of the first brake operating member (13) to operate the second brake (Bf), and the operating force of the first brake operating member (13) In an interlocking brake device for a motorcycle, comprising an equalizer mechanism (16) capable of transmitting to both the brake force transmission system (15) and the interlocking master cylinder (M2),
An arm member having a first arm (31a) and a second arm (31b), which are rotatably supported by the support body (12a) via a support shaft (30), and which extend in different directions. (31) and a first arm (31a) that is pivotably coupled to the first arm (31a) via a first coupling shaft (33) and that directly receives the operating force of the first brake operating member (13) ( 32a), a knocker member (32) having a pressing portion (32b) for inputting the operation force received from the first brake operation member (13) to the interlocking master cylinder (M2), and a second arm (31b) to the first An interlocking brake device for a motorcycle, comprising a second connecting shaft (34) for connecting the brake force transmission system (15) so as to be capable of relative swinging. The interlocking brake device for a motorcycle according to claim 1,
The interlock brake device for a motorcycle, wherein the first brake operation member (13) and the arm member (31) are supported by a support via a common support shaft (30). The interlocking brake device for a motorcycle according to claim 1 or 2,
The knocker member (32) is provided with a long hole (35) that penetrates the support shaft (30) and allows the knocker member (32) to rotate around the first connecting shaft (33). This is an interlocking brake device for motorcycles. In the interlock brake device of the motorcycle according to any one of claims 1 to 3,
An abutting piece which is arranged by overlapping the knocker member (32) on the first brake operating member (13), bends from the knocker member (32) and abuts on the operating arm (13b) of the first brake operating member (13). The interlocking brake device for a motorcycle, wherein the contact portion is configured in (32a). The interlocking brake device for a motorcycle according to claim 4,
The interlock brake device for a motorcycle, wherein a knocker member (32) is overlapped on the first brake operation member (13), and an arm member (31) is overlapped on the knocker member (32). In the interlock brake device of the motorcycle according to any one of claims 1 to 5,
An equalizer that regulates the operation of the equalizer mechanism (16) so as to keep the interlocking master cylinder (M2) in an inoperative state as long as the operating force of the first brake operating member (13) is less than a predetermined value. An interlocking brake device for a motorcycle, comprising a regulating means (21). In the interlock brake device of the motorcycle according to any one of claims 1 to 6,
The knocker member (32) is provided with an adjustment member (37) that regulates the operation amount of the knocker member (32) with respect to the interlocking master cylinder (M2) so as to be adjustable by contacting the support shaft (30). This is an interlocking brake device for motorcycles. In the interlock brake device of the motorcycle according to any one of claims 1 to 7,
An interlocking master cylinder (M2) is attached to the steering handle (S), and a lever brake (12a) provided on the outer side in the vehicle width direction of the interlocking master cylinder (M2) is attached to a rear brake lever ( The interlocking brake device for a motorcycle, characterized in that 13) is pivotally supported.

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