JP6012681B2 - Interlocking brake system for saddle-ride type vehicles - Google Patents

Description

  The present invention relates to an interlocking brake device for a saddle-ride type vehicle that operates a front wheel brake in conjunction with the operation of a rear wheel brake.

  In saddle riding type vehicles such as motorcycles, when operating the brake operator of the rear wheel brake, the operation force is transmitted not only to the rear wheel brake but also to the front wheel brake so that stable vehicle braking can be obtained. Is known (for example, see Patent Document 1).

  In the interlocking brake device described in Patent Literature 1, an equalizer (operation force distribution member) that distributes the operation force to the rear wheel brake side and the front wheel brake side is connected to a brake pedal that is a brake operator on the rear wheel side. Yes. In the case of this interlocking brake device, while the operating force of the brake pedal does not exceed the predetermined interlocking start threshold, the operating force is transmitted only to the rear wheel brake side, and the operating force of the brake pedal exceeds the predetermined interlocking start threshold. At that time, the operating force is also transmitted to the front wheel brake side.

  Specifically, the equalizer is supported by a support shaft that responds to the operation of the brake pedal, and a rear-wheel-side transmission arm and a front-wheel-side transmission arm are extended at opposite positions sandwiching the support shaft. A rear wheel brake is connected to the rear wheel side transmission arm via a brake rod, and a piston rod of a master cylinder for interlocking brakes of the front wheel brake and a delay spring are connected to the front wheel side transmission arm. . The delay spring is an urging member that applies a reaction force to the piston rod of the master cylinder for interlocking brakes, and operates the master cylinder for interlocking brakes until an operating force exceeding the set load is input to the front wheel side transmission arm. It comes to stop.

  For this reason, in the interlocking brake device described in Patent Document 1, when the brake pedal is depressed, the rear wheel brake operates independently at the initial step of the depression, and then the depression amount further increases and the operation force starts interlocking. When the threshold value is exceeded, the front wheel brake starts to operate in conjunction with that point. Therefore, in the vehicle employing this interlocking brake device, the braking force can be effectively applied to the rear wheels and the front wheels, so that the braking posture can be stabilized and the braking distance can be shortened.

JP 2013-154845 A

  In general, when riding two people with a large amount of subsidence at the rear of the vehicle, the braking distance will be shorter if the rear wheel brake is operated for a long time at the beginning of braking, and the amount of subsidence at the rear of the vehicle will be small. For example, it is known that the braking distance is shortened by shortening the single operation time of the rear wheel brake in the initial stage of braking.

  However, in the interlocking brake device described in Patent Document 1, the operation force of the brake pedal is transmitted to the front wheel brake side regardless of the change in the riding load (the amount of the vehicle sinking) due to the number of passengers and the weight of the driver. The starting interlock start threshold is uniformly determined. For this reason, in the interlocking brake device described in Patent Document 1, there remains room for further improving the braking performance depending on the riding load.

  Therefore, the present invention is intended to provide a linkage brake device for a saddle-ride type vehicle that can exhibit stable braking performance regardless of changes in the riding load.

In order to solve the above-described problem, the interlock brake device for a saddle-ride type vehicle according to the present invention includes a rear wheel supported by a vehicle body frame (F) by a swing arm (2) so as to be able to swing up and down, and the swing Used in a saddle-ride type vehicle in which a rear cushion (60) is interposed between an arm (2) and the vehicle body frame (F), a front wheel brake (10) for applying a braking force to a front wheel, and a rear wheel A rear wheel brake (11) for applying a braking force, a brake operator (25) for operating the rear wheel brake (11), and the rear wheel brake (11) according to the operation of the brake operator (25) An operating force distribution mechanism (8) that transmits the operating force to the front wheel brake (10) when the operating force input from the brake operator (25) exceeds the interlock start threshold. Wherein the operating force distribution mechanism (8) is supported on a support shaft (26) which operates in response to operation of the brake operation element (25), after transmitting the operation force to the rear wheel brake (11) An operating force distribution member (24) having a wheel side transmission arm (24b) and a front wheel side transmission arm (24a) for transmitting an operating force to the front wheel brake (10), the vehicle body frame (F), and the swing A swing member (62) rotatably supported on one of the arms (2), the other of the body frame (F) and the swing arm (2), and the swing member (62). Connecting member (64) for increasing the swing displacement of the swing member (62) in response to an increase in the contraction displacement of the rear cushion (60), the swing member (62) and the operation. The front wheel side of the force distribution member (24) A delay spring (28) coupled to the front arm (24a) and for imparting an urging force to the front wheel side transmission arm (24a) to prevent transmission of the operating force to the front wheel brake (10), The set load of the delay spring (28) is increased in accordance with the increase of the swing displacement of the swing member (62) .

In this case, when the riding load is small and the contraction displacement of the rear cushion (60) is small as in the case of a single passenger, the swinging displacement of the swinging member (62) via the connecting member (64) is small, so the front wheel side The set load of the delay spring (28) for applying an urging force to the transmission arm (24a) is kept small. Therefore, the interlocking operation of the front wheel brake (10) is started at a stage where the operation force input from the brake operator (25) is relatively small. Further, when the riding load is large and the contraction displacement of the rear cushion (60) is large as in the case of two-seaters, the swinging displacement of the swinging member (62) via the connecting member (64) increases, and accordingly. As a result, the set load of the delay spring (28) increases. Therefore, the interlocking operation of the front wheel brake (10) is started when the operating force input from the brake operator (25) becomes large.
In the case of this form, the operating force distribution mechanism (8) can be configured with an extremely simple structure.

The swing member (62) is rotatably supported by the vehicle body frame (F) at the upper part of the swing arm (2), and the connecting member (64) is swingable with the swing arm (2). The operation force distribution member (24) is connected to a member (62), and the front wheel side transmission arm (24a) extends upward with the support shaft (26) as a center, and the rear wheel side transmission An arm (24b) extends downward about the support shaft (26), and the swinging member (62) is lowered from a support center (62a) supported rotatably on the vehicle body frame (F). And a support arm piece (62b) to which the delay spring (28) is connected to the extension end, and the support center piece (62a) extending rearward from the support arm piece (62b) and extending. The connecting member (64) is connected to the end. Connecting piece and (62c) which is, or may be configured to have a.
In this case, the support arm piece (62b) of the swing member (62) extends downward from the support center (62a) supported by the vehicle body frame (F), and the front wheel side transmission arm of the operating force distribution member (24). Since (24a) extends upward about the support shaft (26), the axial length of the delay spring (28) connecting the support arm piece (62b) and the front wheel side transmission arm (24a) is shortened. Spring characteristics can be stabilized.

The vehicle body frame (F) includes a main frame (50) extending from the front portion of the vehicle body toward the vehicle body rear side, and a seat extending obliquely upward from the rear portion of the main frame (50) toward the vehicle body rear side. Rail (52), and the swinging member (62) may be rotatably supported at the lower end of the seat rail (52).
In this case, since the swinging member (62) is rotatably supported on the lower end of the seat rail (52), the distance between the swinging member (62) and the operating force distribution member (24) is shortened. It is possible to sufficiently secure the swinging allowance of the swing arm (2) in the vertical direction. Therefore, the sinking displacement of the seat rail (52) can be easily converted by the rotational displacement of the swing member (62), and the setting adjustment of the operating force distribution mechanism (8) becomes easier.

The vehicle body frame (F) includes a main frame (50) extending from the front portion of the vehicle body toward the vehicle body rear side, and a seat extending obliquely upward from the rear portion of the main frame (50) toward the vehicle body rear side. Rail (52), and the swing member (62), the connecting member (64), and the delay spring (28) include the seat rail (52) and the swing arm (2) in a side view. You may make it arrange | position in the area | region enclosed by the said operating force distribution member (24).
In this case, the operating force distribution mechanism (8) is collectively arranged in the vicinity of the rear part of the main frame (50).

According to the present invention, the interlock start threshold value of the operating force distribution mechanism increases with an increase in the contraction displacement of the rear cushion corresponding to the riding load. In the situation where the ride load is large, the start of the interlocking operation of the front wheel brake is delayed.
Therefore, according to the present invention, stable braking performance can be exhibited regardless of changes in the riding load.

It is a schematic block diagram of the interlocking brake device of one Embodiment of this invention. 1 is a side view of a saddle-ride type vehicle equipped with an interlocking brake device according to an embodiment of the present invention. It is a typical side view of the principal part of the saddle-ride type vehicle carrying the interlocking brake device of one embodiment of this invention. It is a typical side view of the principal part of the saddle-ride type vehicle carrying the interlocking brake device of one embodiment of this invention.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings. In the figure, the arrow UP indicates the upper side of the vehicle, and the arrow FR indicates the front of the vehicle.
FIG. 1 is a diagram illustrating a schematic configuration of a brake system 1 for a saddle-ride type vehicle according to an embodiment. In this embodiment, a motorcycle is adopted as a saddle-ride type vehicle.
The brake system 1 includes a disc-type front wheel brake 10 in which a braking portion is operated by hydraulic pressure, and a drum-type rear wheel brake 11 in which the braking portion is mechanically operated. The interlocking brake device according to this embodiment is constituted by a part of the brake system 1.
The front wheel of the saddle-ride type vehicle is rotatably supported by a lower end of a front fork (not shown), and the rear wheel is rotatably supported by a rear end portion of a swing arm 2 that can swing up and down.

The front wheel brake 10 includes a brake disk 12 that rotates integrally with the front wheel, and a brake caliper 13 that sandwiches the brake disk 12 from both sides and applies a braking force to the front wheel. In this embodiment, the brake caliper 13 is a three-pot type having a pair of first pistons 14a, 14a and a single second piston 14b.
The first pistons 14 a, 14 a frictionally brake the front wheels when supplied with hydraulic pressure from the front wheel brake master cylinder 15, and the second piston 14 b rubs the front wheels when supplied with hydraulic pressure from the interlocking master cylinder 16. Braking.

  The front wheel brake master cylinder 15 generates hydraulic pressure by a turning operation of a brake lever 17 which is a brake operation element on the front wheel side. The brake lever 17 and the front wheel brake master cylinder 15 are attached to one end side of the steering handle 3.

  The rear wheel brake 11 is attached to the vehicle body side in the vicinity of the rear wheel axle, a brake drum 19 that rotates integrally with the rear wheel, and a swingable attachment to the brake base 19. And a pair of brake shoes 20 that are pressed against the inner peripheral surface of the brake drum 18. A cam 21 is rotatably attached to the brake base 19 to push and move the pair of brake shoes 20, 20 in a direction in pressure contact with the brake drum 18. A cam arm 22 is connected to the cam 21 for rotating the cam 21 by an operation input from the outside.

The cam arm 22 is connected to a brake pedal 25 which is a brake operator on the rear wheel side via a brake rod 23 and an equalizer 24 which is an operating force distribution member. The brake pedal 25 has an operation arm 25b extending from the pivot shaft 25a supported rotatably on the vehicle body side to the vehicle body front side, and an operation arm 25c extending from the pivot shaft 25a to the vehicle body upper side. In addition, the top surface of the distal end side of the operation arm 25b is stepped on by the driver during brake operation.
Reference numeral 4 in the figure is a return spring that urges the brake pedal 25 to the initial position, and reference numeral 5 is a stopper that restricts the rotational displacement of the brake pedal 25.

  The equalizer 24 transmits the operation force applied to the brake pedal 25 from the driver to the rear wheel brake 11 via the brake rod 23, and when the operation force exceeds a linkage start threshold value described later, the operation is performed. The force is distributed and transmitted also to the front wheel brake 10 side. The equalizer 24 is rotatably supported by a support shaft 26 on the distal end side of the operating arm 25c of the brake pedal 25.

  The equalizer 24 is provided with a front wheel side transmission arm 24a extending around the support shaft 26 toward the vehicle body upper side, and a rear wheel side transmission arm 24b extending around the support shaft 26 toward the vehicle body lower side. In this embodiment, the front wheel side transmission arm 24a and the rear wheel side transmission arm 24b extend so as to form a straight line in the opposite direction, but the front wheel side transmission arm 24a and the rear wheel side transmission arm 24b have a predetermined angle with each other. It may be extended so as to be bent.

  A piston rod 27 extending from the interlocking master cylinder 16 is rotatably connected to an upper end portion (extending end) of the front wheel side transmission arm 24a of the equalizer 24. The piston rod 27 is connected to an operating piston (not shown) inside the interlocking master cylinder 16. The interlocking master cylinder 16 generates hydraulic pressure by applying an operating force to the piston rod 27 from the outside, and applies the hydraulic pressure to the second piston 14 b of the front wheel brake 10.

  A delay spring 28, which will be described in detail later, is connected to the extending end of the front wheel side transmission arm 24a of the equalizer 24. The delay spring 28 applies a biasing force in a direction that prevents transmission of an operating force to the piston rod 27 (to the front wheel brake 10) to the front wheel side transmission arm 24a.

FIG. 2 is a view showing a right side surface of a part of the saddle-ride type vehicle according to this embodiment.
The body frame F of the saddle-ride type vehicle includes a main frame 50 extending from the front of the vehicle body toward the rear of the vehicle body substantially along the center of the vehicle body, and a pivot plate 51 extending downward from the rear end of the main frame 50. And a pair of left and right seat rails 52 extending obliquely upward from the rear end of the main frame 50 toward the rear side of the vehicle body. On the pivot plate 51, the front end portion of the swing arm 2 is pivotally supported so as to swing up and down. The pivot plate 51 supports the engine 53 together with the main frame 50. Reference numeral 6 in the figure is a pivot shaft of the swing arm 2.

  The pivot shaft 25 a of the brake pedal 25 is supported at a position below and behind the pivot shaft 6 of the swing arm 2 of the pivot plate 51. The operating arm 25 c of the brake pedal 25 rises upward at a position on the rear side of the pivot shaft 6 of the swing arm 2, and the equalizer 24 supported by the operating arm 25 c interferes with the pivot shaft 6 on the rear side of the pivot shaft 6. It is placed in a position that does not.

  Reference numeral 32 in the figure denotes an arm portion projecting downward from the swing arm 2 from the brake base 19 that supports the brake shoe 20 of the rear wheel brake 11, and reference numeral 33 denotes a swing with the arm portion 32. It is a torque rod that connects the lower ends from the front of the arm 2.

By the way, on the rear side of the main frame 50, the swing arm 2 extending toward the rear side of the vehicle body with the pivot shaft 6 as the center, and extending obliquely upward from the rear end portion of the main frame 50 toward the rear side of the vehicle body. The seat rail 52 is disposed so as to form an acute angle in a side view. The intermediate portions of the seat rail 52 and the swing arm 2 are connected by a rear cushion 60 that is a suspension component on the rear wheel side. The rear cushion 60 is disposed so that the axis line is substantially directed in the vertical direction, and is contracted in accordance with the vertical depression of the seat rail 52.

  A bracket 29 is attached to the front edge of the seat rail 52 so as to project rearward and obliquely downward. A swinging member 62 having a substantially V-shaped side view is rotatably attached to the bracket 29. The swing member 62 includes a support arm piece 62b extending downward from a support center 62a supported by the bracket 29, and a connecting piece 62c extending diagonally rearward from the support center 62a.

On the other hand, a bracket 38 is attached at a position facing the swing member 62 at the front edge of the swing arm 2. The connecting piece 62c of the swing member 62 is connected to the bracket 38 on the swing arm 2 side by a connecting rod 64 (connecting member). Both ends of the connecting rod 64 are rotatably connected to the bracket 38 and the connecting piece 62c. The connecting rod 64 is set so that the axial direction is substantially in the vertical direction when installed.
Therefore, when the amount of sinking of the seat rail 52 and the contraction displacement of the rear cushion 60 increase due to an increase in the riding load, the connecting rod 64 pushes the connecting piece 62c upward, thereby causing the swinging member 62 to rotate clockwise in the figure. Rotate. At this time, the support arm piece 62b of the swing member 62 is displaced toward the rear side.

  One end of the delay spring 28 is connected to the lower end (extended end) of the support arm piece 62b. The other end of the delay spring 28 is connected to the upper end (extended end) of the front wheel side transmission arm 24a of the equalizer 24 as described above.

  Here, the support arm piece 62b supports one end of the delay spring 28, and the rotational position of the support arm piece 62b before and after determines the set load of the delay spring 28. For this reason, as described above, when the swing member 62 is rotated clockwise in the drawing and the support arm piece 62b is rotated and displaced rearward, the set load of the delay spring 28 is increased. The set load of the delay spring 28 determines the transmission start timing of the operating force from the equalizer 24 to the front wheel brake 10 when the brake pedal 25 is operated, and determines the interlock start threshold of the front wheel brake 10. Therefore, when the support arm piece 62b is rotationally displaced rearward due to the seat rail 52 sinking (increasing contraction displacement of the rear cushion 60), the interlock start threshold value of the front wheel brake 10 increases.

  In this embodiment, the operating force distribution mechanism 8 that distributes the operating force of the brake pedal 25 to the rear wheel brake 11 and the front wheel brake 10 is provided by the equalizer 24, the swing member 62, the connecting rod 64, the delay spring 28, and the like described above. It is mainly composed.

Next, the difference in operation according to the amount of boarding load of the interlocking brake device according to this embodiment will be described.
FIG. 3 is a diagram showing the behavior of each part of the vehicle when the boarding load is small, and FIG. 4 is a diagram showing the behavior of each part of the vehicle when the boarding load is large.
When the riding load is small, such as when a standard weight driver is on board, the contraction displacement of the rear cushion 60 is small, and the sinking of the seat rail 52 is small. For this reason, as shown in FIG. 3, the pushing-up by the connecting rod 64 with respect to the connecting piece 62c of the swinging member 62 is reduced, and the extending end of the support arm piece 62b of the swinging member 62 is positioned relatively forward. Yes. At this time, the set load of the delay spring 28 is small, and the interlock start threshold value of the front wheel brake 10 is a relatively small value.

  Accordingly, when the brake pedal 25 is depressed by the driver in this state, first, the operating force is transmitted to the rear wheel brake 11 via the rear wheel side transmission arm 24b and the brake rod 23 of the equalizer 24, and then relatively thereafter. The interlocking master cylinder 15 is operated via the front wheel side transmission arm 24a of the equalizer 24 at an early timing (the operating force is transmitted to the front wheel brake 10). As a result, after the braking of the rear wheel brake 11 is started, the braking of the front wheel brake 10 is started with relatively quick tamming, and the vehicle is braked efficiently.

  On the other hand, when the boarding load is large as in the case of two passengers, the contraction displacement of the rear cushion 60 becomes large, and the sinking of the seat rail 52 also becomes large. For this reason, as shown in FIG. 4, the pushing-up by the connecting rod 64 with respect to the connecting piece 62c of the swinging member 62 is increased, and the extending end of the support arm piece 62b of the swinging member 62 is rotationally displaced rearward. At this time, the set load of the delay spring 28 increases, and the interlock start threshold value of the front wheel brake 10 also increases.

  Therefore, when the brake pedal 25 is depressed by the driver in this state, first, after operating force is transmitted to the rear wheel brake 11 via the rear wheel side transmission arm 24b and the brake rod 23 of the equalizer 24, The interlocking master cylinder 15 is operated via the front wheel-side transmission arm 24a of the equalizer 24 (the operating force is transmitted to the front wheel brake 10) with a slow twing.

  As described above, in the interlocking brake device according to this embodiment, the operating force distribution mechanism 8 is configured such that the interlocking start threshold value increases as the contraction displacement of the rear cushion 60 corresponding to the riding load increases. In the situation where the riding load is small, the start of the interlocking operation of the front wheel brake 10 can be advanced, and in the situation where the riding load is large, the start of the interlocking operation of the front wheel brake 10 can be delayed. Therefore, according to the interlocking brake device according to this embodiment, stable braking performance can be exhibited regardless of changes in the riding load.

In particular, the interlocking brake device according to this embodiment is configured such that the operating force distribution mechanism 8 includes an equalizer 24, a swing member 62, a connecting rod 64, and a delay spring 28. In this interlocking brake device, when the riding load increases, the set load of the delay spring 28 increases due to the cooperation of the swing member 62 and the connecting rod 64 as the contraction displacement of the rear cushion 60 increases. As a result, the interlock start threshold by the equalizer 24 increases, and the operating force is transmitted from the equalizer 24 to the front wheel brake 10 with relatively slow wings.
Therefore, when the interlocking brake device according to this embodiment is employed, stable braking performance can be exhibited regardless of changes in the riding load, although it is an extremely simple configuration that can be manufactured at low cost. .

  In the interlocking brake device according to this embodiment, the swing member 62 is supported by the vehicle body frame F above the swing arm 2, the support arm piece 62 b of the swing member 62 extends downward, and the equalizer 24. The front wheel side transmission arm 24 b extends upward from the support shaft 26, and the support arm piece 62 b of the swing member 62 and the front wheel side transmission arm 24 b of the equalizer 24 are connected by a delay spring 28. For this reason, in the case of the structure of this embodiment, the axial length of the delay spring 28 connecting the support arm piece 62b and the front wheel side transmission arm 24a can be shortened, and the spring characteristics of the delay spring 28 can be stabilized.

  Further, in the case of the interlocking brake device according to this embodiment, the swinging member 62 is rotatably supported at the lower end of the seat rail 52 that extends obliquely upward from the rear portion of the main frame 50 to the rear of the vehicle body. While the distance between the moving member 62 and the equalizer 24 is shortened, it is possible to secure a sufficient swing margin in the vertical direction of the swing arm 2. Therefore, when this structure is adopted, the sinking displacement of the seat rail 52 can be easily converted by the rotational displacement of the swinging member 62 while stabilizing the spring characteristics of the delay spring 28. As a result, setting adjustment of the operating force distribution mechanism 8 becomes easier.

  In the case of this embodiment, the swinging member 62, the connecting member 64, and the delay spring 28 that adjust the operation of the equalizer 24 in accordance with the sinking displacement of the seat rail 52 swing with the seat rail 52 in a side view of the vehicle body. It is arranged in a region surrounded by the arm 2 and the equalizer 24. Therefore, when this structure is adopted, the operating force distribution mechanism 8 is compactly arranged in the vicinity of the rear portion of the main frame 50, and it is possible to avoid an increase in the size of the vehicle.

  In addition, this invention is not limited to said embodiment, A various design change is possible in the range which does not deviate from the summary. For example, in the case of the above-described embodiment, the front wheel brake 10 is constituted by a disc type brake in which the braking part is operated by hydraulic pressure, and the rear wheel brake 11 is constituted by a drum type brake in which the braking part is mechanically operated. Although configured, the structure of each of the front and rear brakes is not limited to this, as long as it has a structure that can mechanically distribute the operating force in the front and rear.

Further, in the above embodiment, the brake pedal is employed as a brake operation element of the rear wheel side, the brake operation element of the rear wheel side may be a brake lever.
Further, in the above-described embodiment, the swing member 62 is rotatably supported on the vehicle body frame F side, and the swing member 62 and the swing arm 2 are connected by the connecting rod 64. 62 may be rotatably supported on the swing arm 2 side, and the swing member 62 and the vehicle body frame F may be connected by a connecting member such as a connecting rod 64.
Vehicles to which the present invention is applied are not limited to motorcycles (including motorbikes and scooter type vehicles), but also three-wheel vehicles (including front-wheel and rear-wheel vehicles as well as front-wheel and rear-wheel vehicles) or four-wheel vehicles. A small wheeled vehicle is also included.

2 ... Swing arm 8 ... Operating force distribution mechanism 10 ... Front wheel brake 11 ... Rear wheel brake 24 ... Equalizer (operation force distribution member)
24a ... front wheel side transmission arm 24b ... rear wheel side transmission arm 25 ... brake pedal (brake operator)
DESCRIPTION OF SYMBOLS 26 ... Support shaft 28 ... Delay spring 50 ... Main frame 52 ... Seat rail 60 ... Rear cushion 62 ... Swing member 62a ... Support center 62b ... Support arm piece 62c ... Connection piece 64 ... Connection rod (connection member)
F ... Body frame

Claims (4)

The rear wheel is supported on the vehicle body frame (F) by the swing arm (2) so as to swing up and down, and a rear cushion (60) is interposed between the swing arm (2) and the vehicle body frame (F). Used for saddle-ride type vehicles,
A front wheel brake (10) for applying a braking force to the front wheels;
A rear wheel brake (11) for applying a braking force to the rear wheel;
A brake operator (25) for operating the rear wheel brake (11);
When the operating force is transmitted to the rear wheel brake (11) according to the operation of the brake operator (25) and the operating force input from the brake operator (25) exceeds the interlock start threshold value, the operation force is transmitted. An operating force distribution mechanism (8) for transmitting the operating force to the front wheel brake (10);
With
The operating force distribution mechanism (8)
A rear wheel side transmission arm (24b) that is supported by a support shaft (26) that responds to the operation of the brake operation element (25) and that transmits an operating force to the rear wheel brake (11), and the front wheel brake ( 10) an operating force distribution member (24) having a front wheel side transmission arm (24a) for transmitting the operating force to 10);
A swinging member (62) rotatably supported on one of the vehicle body frame (F) and the swing arm (2);
One of the vehicle body frame (F) and the swing arm (2) is connected to the swing member (62), and the swing member (62) is increased in response to an increase in contraction displacement of the rear cushion (60). 62) a connecting member (64) for increasing the rocking displacement of
An urging force that is connected to the swinging member (62) and the front wheel side transmission arm (24a) of the operating force distributing member (24) and that prevents transmission of the operating force to the front wheel brake (10) is applied to the front wheel. A delay spring (28) applied to the side transmission arm (24a),
The interlock brake device for a saddle-ride type vehicle, wherein the set load of the delay spring (28) is configured to increase in accordance with an increase in the swing displacement of the swing member (62) . The swing member (62) is rotatably supported by the vehicle body frame (F) at an upper portion of the swing arm (2).
The connecting member (64) connects the swing arm (2) and the swing member (62),
The operating force distribution member (24) has the front wheel side transmission arm (24a) extending upward with the support shaft (26) as a center, and the rear wheel side transmission arm (24b) is connected to the support shaft (26). 26) centered downward and
The swing member (62)
A support arm piece (62b) extending downward from a support center (62a) rotatably supported by the vehicle body frame (F) and having the delay spring (28) connected to an extended end;
A connecting piece (62c) extending from the support center (62a) to the rear side of the support arm piece (62b) and having the connecting member (64) connected to an extended end;
The interlocking brake device for a saddle-ride type vehicle according to claim 1, comprising: The body frame (F)
A main frame (50) extending from the front of the vehicle body toward the rear side of the vehicle body,
A seat rail (52) extending obliquely upward from the rear of the main frame (50) toward the rear of the vehicle body,
The interlocking brake device for a saddle-ride type vehicle according to claim 1 or 2, wherein the swing member (62) is rotatably supported at a lower end of the seat rail (52). The body frame (F)
A main frame (50) extending from the front of the vehicle body toward the rear side of the vehicle body,
A seat rail (52) extending obliquely upward from the rear of the main frame (50) toward the rear of the vehicle body,
The swing member (62), the connecting member (64), and the delay spring (28) include the seat rail (52), the swing arm (2), and the operating force distribution member (24) in a side view. The interlocking brake device for a saddle-ride type vehicle according to any one of claims 1 to 3, wherein the interlocking brake device is disposed in a region surrounded by the vehicle.

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