JPH04143154A - Braking device for motor cycle - Google Patents

Abstract

PURPOSE:To make a distribution ratio of braking force between a front and a rear wheel close to ideal distribution characteristics by interposing a pressure control valve between a master cylinder and the brake cylinder of the rear wheel, and thereby controlling braking pressure to be adjusted through four steps, namely, increment, gradual increment, holding and decrement. CONSTITUTION:A pressure control valve Cv is interposed in an oil passage connecting respective master cylinders Mc1 and Mc2 which correspond to the respective brake cylinders for a front and a rear wheel, to the brake cylinder Bcr of the rear wheel Wr. In addition, the pressure control valve Cv is furnished with a proportional valve 36 which reduces the increment rate of braking pressure to be transmitted to the brake cylinder Bar, a cut valve 38 which keeps braking pressure constant, and with a pressure reducing valve 39 which reduces braking pressure. And the pressure control valve Cv is constituted to control the proportional valve 36, the cut valve 38 and the pressure reducing valve 39 in such a way as to be operated in order in response to an increment of braking pressure to be supplied. By this constitution, the distribution ratio of braking force between the front and rear wheels is made close to ideal distribution characteristics.

Description

DETAILED DESCRIPTION OF THE INVENTION A6 Object of the Invention (1) Industrial Application Field The present invention relates to a braking device for a motorcycle, and in particular, to a braking device for a motorcycle, and in particular to a braking device for a motorcycle using a pressure control valve interposed in an oil passage connected to a brake cylinder of a rear wheel. , relates to a brake system for motorcycles that brings the distribution ratio of braking force between front wheels and rear wheels close to ideal distribution characteristics.

(2) Conventional technology A conventional interlocking brake system for motorcycles generally includes a brake cylinder that brakes the front wheel and a brake cylinder that brakes the rear wheel. In addition to operating the brake cylinder, the brake cylinder is configured to operate the front wheel brake cylinder and the rear wheel brake cylinder using brake hydraulic pressure generated by a master cylinder connected to the brake pedal (for example, Japanese Patent Laid-Open No. 55-1
No. 40637 (see rear).

(3) Problems to be Solved by the Invention Incidentally, the conventional braking device for motorcycles described above uses a master cylinder operated by the brake pedal in order to bring the distribution ratio of braking force to the front wheels and braking force to the rear wheels closer to the ideal distribution characteristic. A proportional valve is installed between the front and rear brake cylinders, and as shown in Figure 9A, after the braking force of the front and rear wheels reaches point A, it is transmitted to the rear brake cylinders. The increase rate of brake oil pressure is configured to decrease.

Furthermore, the brake system for motorcycles proposed in Japanese Patent Application No. 2-182926 by the present applicant uses a pressure control valve interposed in the oil passage connected to the brake cylinder of the rear wheel.
As shown in FIG. 9B, it is configured to cut the brake hydraulic pressure transmitted to the rear wheel brake cylinder at point A, and further reduce the brake hydraulic pressure transmitted to the rear wheel brake cylinder at point B. There is. Thereby, the distribution ratio of the braking force between the front wheels and the rear wheels can be made close to the ideal distribution characteristic.

However, even in the braking device proposed by the present applicant, there still exists a region near the point A that slightly deviates from the ideal distribution characteristic (see the shaded region in FIG. 9B).
.

The object of the present invention is to further improve the braking system for a motorcycle disclosed in Japanese Patent Application No. 2-182926, and to bring the distribution ratio of braking force between the front wheels and rear wheels closer to the ideal distribution characteristic.

B1 Structure of the Invention (1) Means for Solving the Problems In order to achieve the above object, the present invention provides a brake cylinder for braking the front wheels, a brake cylinder for braking the rear wheels, and a brake cylinder for braking the front wheels. A brake system for a motorcycle comprising a master cylinder that supplies brake hydraulic pressure in an interlocked manner, wherein a pressure control valve is interposed in an oil passage connecting the master cylinder and a brake cylinder of a rear wheel, and the pressure control valve is provided with a pressure control valve. a proportional valve that reduces the rate of increase in the brake oil pressure transmitted to the brake cylinder, a cut valve that keeps the brake oil pressure constant, and a pressure reduction valve that reduces the brake oil pressure, and the pressure control valve: The present invention is characterized in that the proportional valve, the cut valve, and the pressure reducing valve are sequentially operated in accordance with an increase in the supplied brake oil pressure.

(2) Operation According to the vF characteristic of the present invention described above, the brake hydraulic pressure generated by the master cylinder is directly transmitted to the brake cylinder of the front wheel, and is transmitted to the brake cylinder of the rear wheel via the pressure control valve. At this time, when the brake hydraulic pressure generated by the master cylinder increases, the pressure control valve operates to control the brake hydraulic pressure transmitted to the rear wheel brake cylinder. That is, as the input brake oil pressure transmitted to the pressure control valve increases, the proportional valve is first activated to reduce the rate of increase in the output brake oil pressure transmitted to the rear wheel brake cylinder, and the input brake oil pressure further increases. When it increases, the cut valve operates and the output brake oil pressure becomes constant. Then, when the input brake oil pressure increases further, the pressure reducing valve finally operates and the output brake oil pressure decreases. As a result, the distribution ratio of the braking force to the front wheels and the braking force to the rear wheels is brought closer to the ideal distribution characteristic.

(3) Examples Hereinafter, the present invention will be described in detail based on the drawings.

1 to 6 show a first embodiment of the present invention, and FIG. 1 is an overall plan view of a motorcycle equipped with the braking device;
Fig. 2 is an enlarged cross-sectional view of the main parts of the braking device, Fig. 3 is a detailed view of the mechanical servo mechanism, Fig. 4 is an enlarged side view of the rear fork of the motorcycle, and Fig. 5 is an arrow in the V direction of Fig. 4. The perspective view, FIG. 6, is a graph showing the braking characteristics.

As shown in FIGS. 1 and 2, the motorcycle V includes a brake lever L provided on the steering handle and a brake pedal P provided on the vehicle body frame.

The front wheel Wf has left and right brake cylinders Bcrt and BCf.
r is provided, and each brake cylinder B' flF+
BCrt has two pots: a front pot P1 and a rear pot P2. The first master cylinder Mc+ operated by the brake lever L is directly connected to the rear pot P2 of the left and right brake cylinders B Ctr B Crr, and the second master cylinder M c operated by the brake pedal P is connected to the rear pot P2 of the left and right brake cylinders B Ctr B Crr. Directly connected to the front pot P1 of both brake cylinders B Ctt + B Crr.

The right brake cylinder BCtt of the front wheel Wf has a mechanical servo mechanism M connected to a second master cylinder Me.
The brake hydraulic pressure generated by the mechanical servo mechanism Ms is transmitted to the pot P of the brake cylinder Bc of the rear wheel Wr via the pressure control valve Cv. Furthermore, a preload adjuster Pa provided in the reaction C is connected to the pressure control valve Cv in order to change the brake characteristics according to the number of occupants.

As shown in FIG. 3, the mechanical servo mechanism Ms is integrally provided at the outer end of the right brake cylinder Bc, which is pivotally supported by a pin 3 to a bracket 2 fixed to the front fork l of the front wheel Wf. A piston 7 equipped with a primary cup seal 6 having a lip on the outer periphery slides into a cylinder portion 5 formed in the casing 4 of the mechanical servo mechanism Ms, and the piston 7 is fixed to the front fork l via a rod 8. Connected to bracket 9. An oil chamber 11 containing a return spring 10 is formed between the piston 7 and the cylinder portion 5, and an output port 12 formed in the oil chamber 11 is connected to the brake cylinder Bc of the rear wheel Wr through the pressure control valve Cv. connected to. An input port 13 connected to the second master cylinder MC2 is formed in the casing 4, and the input port 13 communicates with the front bot P of the brake cylinder Bcr via an oil passage 14. An auxiliary oil chamber 17 is formed in the casing 4 and communicates with the oil chamber 11 via a supply boat 15 and a relief boat 16, and this auxiliary oil chamber 17 and the front port P I communicate with each other via an oil passage 18. . Also, the first master cylinder Mc
, indicates the input port 19 and oil passage 20 formed in the casing 4.
Connect to rear pot P2 via. In addition, the code 21~
23 is an air bleed plug for discharging air when filling brake oil.

Next, the structure of the pressure control valve Cv will be explained in detail based on FIG. The pressure control valve Cv is connected to the input port 31 connected to the output port 12 of the mechanical servo mechanism Ms, and the brake cylinder Bc of the rear wheel Wr. Output port 3 connected to
2. A valve chamber 33 communicating with the input port 31 and an oil chamber 34 communicating with the output port 32 communicate with each other through an oil passage 35, and a cylindrical proportional pulp 36 is disposed inside the valve chamber 33 so as to be able to move vertically. be done. Oil hole 361
A cut valve 38 biased in the valve closing direction by a valve spring 37 is disposed in an inner chamber 36□ of the proportional valve 36 which communicates with the input port 31 via the cut valve 38. When the cut pulp 38 is in the open position shown, the input port 3
1 is connected to the output port 3 via the oil hole 361, the inner chamber 36□, the outer periphery of the cut valve 38, the oil passage 35, and the oil chamber 34.
It connects to 2. The pressure control valve Cv further includes a pressure reducing valve 39, the tip of the pressure reducing pulp 39 faces the oil chamber 34, and a stepped portion 39 formed in the middle thereof is connected to the oil passage 4.
The valve chamber 41 is disposed in a valve chamber 41 that communicates with the valve chamber 33 via the valve chamber 33.

Inside the spring chamber 42 connected to the lower part of the valve chamber 33,
A spring seat 44 is provided which is biased downward by a return spring 43, and a valve spring 45 is compressed between the spring seat 44 and the proportional pulp 36. An auxiliary valve body 46 slides into the inner chamber 362 of the proportional valve 36, and its lower end abuts the spring seat 44, and its upper end supports the valve spring 37 that biases the cut pulp 38.

A load sensing pulp 47 is provided at the bottom of the spring chamber 42.
is supported in a vertically movable manner, its upper end abuts the lower surface of the spring seat 44, and its lower end projects into an oil chamber 49 communicating with a preload adjuster Pa, which will be described later, via an input port 48. On the other hand, a spring chamber 50 is formed in the lower part of the decompression pulp 39, and a spring seat 52 biased downward by a return spring 51 is provided inside the spring chamber 50, and supports the spring seat 52 and the lower end of the decompression valve 39. A valve spring 54 is contracted between the spring seat 53 and the valve spring 54 . The upper end of the load sensing pulp 55 supported in the lower part of the spring chamber 50 so as to be movable up and down comes into contact with the lower surface of the spring seat 52, and its lower end projects into the oil chamber 49. Further, an auxiliary valve body 56 is disposed in the upper part of the valve chamber 33 so as to be able to move up and down by coming into contact with the upper end of the cut valve 38 and forcibly opening the cut pulp 38 . The upper end of the auxiliary valve body 56 comes into contact with a spring seat 58 disposed inside the spring chamber 57, and the spring seat 58 and the return spring 59
A valve spring 61 is compressed between the spring seat 60 and the spring seat 60 which is biased upward. A load sensing pulp 62 is supported in the upper part of the spring chamber 57 so as to be movable up and down, its lower end abuts the upper surface of the spring seat 6o, and its upper end projects into the input port 3 communicating with the preload adjuster Pa.

Preload adjuster P provided on reaction C
a is a cylinder 7 fixed to the upper outer periphery of the oil damper 71;
2 and a cylinder member 73 with an open bottom surface. The upper end of a buffer spring 76 of a cushion C is supported by a retainer 75 attached to the lower part of the annular piston 74, and a boot 77 made of an elastic material is attached between the retainer 75 and the cylinder member 73. and the cylinder body 7
2, the cylinder member 73, and the annular piston 74, the oil chamber 78 is connected to the input port 48.63 of the pressure control valve Cv via the output port door 9.

As shown in FIGS. 4 and 5, a front end of a rear fork 83 is pivotally supported at the rear of a body frame 81 of the motorcycle V via a pivot 82 so as to be vertically swingable. The upper and lower ends of the rear suspension C are connected between a bracket 84 provided on the upper surface of the vehicle body frame 81 and an L-shaped first link 86 whose one end is pivoted to a bracket 85 provided on the lower surface of the rear fork 83. and further the body frame 8
Bracket 87 provided on the lower surface of 1 and the first link 86
are connected by a straight second link 88.

Therefore, the rear fork 8 is centered around the pivot 82.
3 swings up and down, the load is buffered by the expansion and contraction of the cushion C.

A long hole 833 formed at the rear end of the bifurcated lever fork 83
An axle 89 is fixed to the axle 89 so as to be adjustable in its longitudinal position, and a drive chain 792 is wound around a sprocket 91 fixed to the left side of a hub 90 of a rear wheel Wr supported on the axle 89. A brake disc 93 is provided on the right side of the hub 90.
The brake disc 93 is clamped and braked by the brake cylinder Bcr attached to the upper part of the brake cylinder support member 94 provided at the rear end of the rear fork 83. The lower end of the brake cylinder support member 94 is pivotally supported by an axle 89, and a projection 94 provided at the front end thereof. A bracket 83 protruding from the upper surface of the carrier fork 83. When the brake cylinder Bc is engaged with the elongated hole 83□ and adjusts the longitudinal position of the rear wheel Wr, the brake cylinder Bc is also configured to move in the longitudinal direction together with the rear wheel Wr.

The pressure control valve Cv is mounted on the upper surface of a support plate 95 that connects the left and right front parts of the rear fork 83. The pressure control valve Cv is located between the reaction C and the rear wheel Wr when viewed from the side, and is further located within the width of the rear fork 83 when viewed from above. Pressure control valve Cv and brake cylinder Bc
, are connected by a metal flare pipe 97 fixed along the upper surface of the rear fork 83 with a support member 96 .

Moreover, the pressure control valve Cv and the mechanical servo mechanism Ms are:
It is connected by a flare pipe 99 fixed to the upper surface of the rear fork 83 by a support member 98.

Furthermore, the preload adjuster Pa and the pressure control valve Cv provided at the upper end of the reaction C are connected to two rubber pipes 100.
, 101. Therefore, rear fork 83
When the pressure control valve Cv swings, the relative movement between the preload adjuster Pa and the pressure control valve Cv is absorbed by the deformation of the rubber pipes 100 and 101.

Next, the operation of the embodiment of the present invention having the above-described configuration will be explained.

When the brake lever L is operated, the first master cylinder M
The brake hydraulic pressure generated by c is transmitted to the rear robot P2 of the left and right brake cylinders E3cfL, Bc, of the front wheel Wf, and brakes the front wheel Wf. At this time, as is clear from FIG. 3, since the brake cylinder Bc, swings in the direction of the arrow a around the pin 3, the casing of the mechanical servo mechanism Ms, which is integrally provided on the upper part of the brake cylinder Bcr, 4 moves in the same direction, and as a result, the piston 7 supported by the front fork l via the iron 8 moves forward inside the cylinder portion 5 against the return spring 10.

When the primary cup seal 6 attached to the piston 7 passes through the relief port 16, secondary brake oil pressure is generated in the oil chamber 11, and the brake oil pressure is transmitted to the rear wheels from the output port 12 via the pressure control valve Cv. It is transmitted to the brake cylinder Bc of Wr.

Furthermore, when the brake pedal P is operated, the brake hydraulic pressure generated by the second star cylinder Mct is transmitted to the left and right brake cylinders BC1t of the rear wheel Wf and the front pot P of BCf, thereby braking the front wheel Wf. At this time, similarly to when the brake lever L is operated, the mechanical servo mechanism Ms is activated and the secondary play 4 hydraulic pressure is transmitted to the brake cylinders Bc of the rear wheels V and r. However, as mentioned above, secondary brake hydraulic pressure is generated due to mechanical servo mechanism S.
This is limited to a case where the oil pressure inside the oil chamber 11 is larger than the oil pressure transmitted from the second master cylinder Met to the auxiliary oil chamber 17 of the mechanical servo mechanism Ms. That is, only when the oil pressure transmitted to the auxiliary oil chamber 17 increases beyond the oil pressure inside both chambers 11, the lip of the primary cup seal 6 attached to the piston 7 is compressed and the oil pressure in the auxiliary oil chamber 17 increases. is directly transmitted to the oil chamber 11. Therefore, when the secondary brake hydraulic pressure generated by the mechanical servo mechanism Ms is larger than the brake hydraulic pressure generated by the second master cylinder Mc, the brake hydraulic pressure of the mechanical servo mechanism Ms is transmitted to the pressure control valve Cv, and vice versa. second master cylinder Mc,
When the brake hydraulic pressure generated by the second master cylinder Me□ is larger, the brake hydraulic pressure generated by the second master cylinder Me□ is transmitted to the pressure control valve CV.

Now, as described above, the input port 3 of the pressure control valve Cv
While the brake oil pressure applied to I is small, the brake oil pressure is applied to the oil hole 36.I of the proportional pulp 36. and inner chamber 36□, outer periphery of cut pulp 38, oil passage 35, oil chamber 3
4, and is transmitted to the brake cylinder Bc of the rear wheel Wr via the output port 32. At this time, the braking force of the front wheel Wf and the braking force of the rear wheel Wr both increase according to the amount of operation of the brake lever L or brake pedal P, so their distribution characteristics are determined by the points 0 and A in Fig. 6. This will be a straight line connecting them.

When the brake oil pressure transmitted to the input port 31 of the pressure control valve Cv further increases and the braking force of the rear wheel Wr reaches point A in FIG. 6, the brake oil pressure acting on the upper surface of the proportional pulp 36 causes the proportional pulp to 36 is lowered against the set load of the valve spring 45. the result,
The proportional pulp 36 comes into close contact with the cut valve 38 and communication between the input port 31 and the output port 32 is temporarily cut off, but when the brake hydraulic pressure transmitted to the input port 31 further increases, the inner chamber 36z of the proportional pulp 36 The pressure increases and the proportional pulp 36
is pushed up, and the input port 31 and output port 32 are brought into communication again. In this case, as the proportional pulp 36 vibrates up and down as the brake oil pressure increases, the proportional pulp 36 and the cut pulp 38
Brake cylinder B
The rate of increase in brake hydraulic pressure transmitted to cr is reduced. As a result, the rate of increase in the braking force of the rear wheels Wr decreases after point A in FIG. 6 is reached.

When the brake hydraulic pressure transmitted to the input capacitor 31 of the pressure control valve Cv further increases and the braking force of the rear wheel Wr reaches point B in FIG. Since it rises against the pressure, the cut valve 38 biased by the valve spring 37 rises and comes into close contact with the proportional pulp 36. As a result, input port 31 and output port 3
Since communication between port 2 and port 2 is completely cut off, from then on input port 3
Even if the brake hydraulic pressure transmitted to the brake cylinder Bcr increases, the brake hydraulic pressure transmitted from the output port 32 to the brake cylinder Bcr is held constant.

When the brake hydraulic pressure transmitted to the input boat 31 of the pressure control valve Cv further increases and the braking force of the rear wheel Wr reaches the 0 point in FIG.
1, and the reduced pressure pulp 39 is lowered against the set load of the valve spring 54. As a result, the tip of the pressure reducing valve 39 descends and the volume of the oil chamber 34 increases, so the brake hydraulic pressure transmitted to the brake cylinder Bcr decreases.

Thus, the brake hydraulic pressure transmitted to the brake cylinder Bcr of the rear wheel Wr, that is, the braking force of the rear wheel Wr, changes in four stages by the action of the pressure control valve Cv, and the braking force of the front wheel Wf and the braking force of the rear wheel Wr change in four stages. The power distribution ratio is 0-A-B- in Figure 6.
It changes like CD, and it is possible to obtain characteristics extremely close to the ideal distribution characteristics.

Now, when the load applied to the reaction C increases due to two people riding on the motorcycle ■, the annular piston 74 supporting the upper end of the buffer spring 76 via the retainer 75
receives an upward load, and the oil pressure generated in the oil chamber 78 increases. The hydraulic pressure generated by the preload adjuster Pa is transmitted to the oil chamber 49 of the pressure control valve Cv via the output port door 9 and the input port 48, and pushes up the two load sensing pulps 47.55. As a result, the set loads of the valve spring 45 that biases the proportional pulp 36 and the valve spring 54 that biases the pressure reducing valve 39 increase.

Similarly, the hydraulic pressure generated by the preload adjuster Pa is transmitted to the input port 3 and the load sensing pulp 62
is pressed down to increase the set load of the valve spring 61 that biases the auxiliary valve body 56.

As described above, when the set loads of the valve springs 42, 53.61 that bias the proportional pulp 36, cut pulp 38, and pressure reducing valve 39 increase when two people are riding, the three pulps 36° 38.39 The timing of activation, that is, the positions of points A to C in FIG. 6 move to the right. As a result, the distribution characteristics of the braking force between the front wheels Wf and the rear wheels Wr change as shown by a chain line passing through points A' to D'.
Optimal characteristics can be obtained by increasing the braking force ratio of the rear wheels Wr to match the ideal distribution characteristics when two people ride the vehicle.

FIG. 7 shows a second embodiment of the present invention, in which the mechanical servo mechanism Ms is not used in the braking device of this embodiment, that is, the first master cylinder Mc operated by the brake lever L is used for the front wheel Wf. The second master cylinder MC2, which is directly connected to the front pot P of the left and right brake cylinders BCrt+BCrr and is actuated by the brake pedal P, is connected to the left and right brake cylinders BCrt+BCrr.
Connected directly to the rear pot P2 of Bt-rr. The second master cylinder Mc is a pressure control valve Cv.
The brake cylinder Bc of the rear wheel Wr is connected to the brake cylinder Bc of the rear wheel Wr.

FIG. 8 shows a third embodiment of the present invention which also does not use the mechanical servo mechanism Ms. In this embodiment, the first master cylinder Mc+ operated by the brake lever L is directly connected to the front and rear pots P, , P2 of the right brake cylinder Bc, , of the front wheel Wf. A second master cylinder Mc operated by the brake pedal P
z is directly connected to the front and rear parts (P, , P) of the left brake cylinder Bc, , of the front wheel Wf, and is also connected to the brake cylinder Bc, of the rear wheel Wr via a pressure control valve Cv. .

Also in the second and third embodiments, when the brake pedal P is operated to brake the front wheels Wf and the rear wheels Wr at the same time, the pressure is transmitted to the brake cylinder Bc of the rear wheel Wr by the pressure control valve Cv. By controlling the brake oil pressure, the distribution ratio of the braking force between the front wheels Wf and the rear wheels Wr can be brought closer to the ideal distribution characteristic.

Although the embodiments of the present invention have been described in detail above, the present invention is not limited to the above-mentioned embodiments, and various small design changes can be made without departing from the scope of the invention described in the claims. is possible.

C0 Effects of the Invention As described above, according to the present invention, a pressure control valve having a proportional valve, a cut valve, and a pressure reducing valve is interposed between the master cylinder and the brake cylinder of the rear wheel. As the transmitted brake oil pressure increases, the proportional pulp, cut valve, and pressure reducing valve are sequentially operated. the result,
The brake hydraulic pressure transmitted to the brake cylinder is controlled in four stages: increase, gradual increase, hold, and decrease, so that the distribution ratio of the braking force to the front wheels and the braking force to the rear wheels approaches the ideal distribution characteristic.

[Brief explanation of the drawing]

1 to 6 show a first embodiment of the present invention, and FIG. 1 is an overall plan view of a motorcycle equipped with the braking device;
Fig. 2 is an enlarged cross-sectional view of the main parts of the braking device, Fig. 3 is a detailed view of the mechanical servo mechanism, Fig. 4 is an enlarged side view of the rear fork of the motorcycle, and Fig. 5 is a view taken in the direction of arrow V in Fig. 4. 6 is a graph showing the braking characteristics, FIG. 7 is an enlarged cross-sectional view of the main part of a braking device according to a second embodiment of the present invention, and FIG. 8 is a main part of a braking device according to a third embodiment of the present invention. The enlarged partial sectional view, FIGS. 9A and 9B are graphs showing the braking characteristics of the conventional braking device. B CtLr B Crr; B Cr...'brake cylinder, Cv...pressure control valve, Mc+, Mc
z...master cylinder, Wf...front wheel, Wr...rear wheel, 36...proportional pulp, 38...cut valve, 39...pressure reducing valve Patent applicant Honda Motor Co., Ltd. agent Patent Attorney Ochimu Kendo Niki Akinan 6m Figure 3

Claims (1)

[Claims] A brake cylinder (Bc_f) that brakes the front wheel (Wf).
__l, Bc_f_r), a brake cylinder (Bc_r) that brakes the rear wheel (Wr), and the brake cylinder (
Bc_f_l, Bc_f_r; Bc_r) in a motorcycle braking device including master cylinders (Mc_1, Mc_2) that supply brake hydraulic pressure so as to interlock them;
A pressure control valve (Cv) is interposed in the oil passage connecting the brake cylinder (Bc_R) of r), and the pressure control valve (Cv
), a proportional valve (36) that reduces the rate of increase in the brake oil pressure transmitted to the brake cylinder (Bc_R), a cut valve (38) that keeps the brake oil pressure constant, and a pressure reducing valve that reduces the brake oil pressure. (39) and the pressure control valve (Cv),
A braking device for a motorcycle, characterized in that the proportional valve (36), the cut valve (38), and the pressure reducing valve (39) are sequentially operated in accordance with an increase in supplied brake oil pressure.