Braking system for motorcycle

Abstract: A primary brake means operated by either one of a hand-operated means (L) and a foot-operated means (P) is mounted on one of the front (W3) and rear (W r ) wheels, and a secondary brake means operated in response to the operation of the primary brake means is mounted on the other of the front (W3) and rear wheels (W r ). Consequently, it is possible to provide a braking-force distribution for the front and rear wheels with a predetermined common characteristic, leading to an improved operational feeling. In addition, a braking-force control means (C v ) is provided for controlling the distribution of a braking force to the front (Wf) and rear (W r ) wheels in accordance with the operating forces of a first input means (M c1 ) operated by the hand-operated element (L) and a second input means (M c2 ) operated by the foot-operated element (P), so that an ideal distribution characteristic is fallen within a region located between a first braking-force distribution characteristic for the front and rear wheels by the hand-operated element (L) and a second braking-force distribution characteristic for the front and rear wheels by the foot-operated element (P), such region being a braking-force distribution characteristic region at a time when the hand- and foot-operated elements (L,P) are operated simultaneously. Consequently, a braking characteristic close to an ideal distribution characteristic can be obtained by operations by a hand and a foot, leading to an improved operational feeling.

Description: The present invention relates to a braking system for a motorcycle which is capable of braking a front wheel and a rear wheel by operation of a first input means operated by a hand-operated element and/or a second input means operated by a foot-operated element, wherein said system comprises a primary brake means on the one wheel and operated by at least one of the first input means and the second input means, and a secondary brake means mounted on the other wheel. US-A-4,465,322 discloses a braking system for a motorcycle which is capable of braking a front wheel and a rear wheel by operation of a first input means operated by a hand-operated element and/or a second input means operated by a foot-operated element. This system comprises a primary brake means on one wheel and operated by at least one of the first input means and the second input means, and a secondary brake means mounted on another wheel. Irrespective of the operation of one of the input means or both, the braking forces applied to the front wheel and the rear wheel will be generated at the same ratio. GB-A-2,134,199 discloses a braking system the operation of which is carried out substantially in such a manner that in dependence of rising braking force to a primary brake means braking force to a secondary brake means does not exceed the total braking force which is applied to the primary braking means by first and second input means. JP-Pat.Appln. Publ. Kokai 61-278,482 discloses an interlocking braking system for front and rear wheels of a motorcycle in which a master cylinder operated by a foot-operated element is connected through oil passages to both a brake cylinder mounted on the front wheel and a brake cylinder mounted on the rear wheel. A master cylinder operated by a hand-operated element is connected through an oil passage only to the brake cylinder mounted on the front wheel. In this system, the foot-operated element simultaneously brakes the front and rear wheels and the hand-operated element brakes only the front wheel. Hence, when both the hand- and foot-operated elements are simultaneously used in combination, a braking force provided by a hand and a braking force provided by a foot are added together, resulting in an excessively increased braking force. Therefore, it is necessary to control this. In addition, when the front and rear wheels can be braked simultaneously even by operation of any of the hand-and foot-operated elements, a problem is how to establish the braking-force distribution characteristic for the front and rear wheels. Accordingly, it is an object of the present invention to provide a braking system in which the braking-force distribution characteristic for the front and rear wheels when both the hand- and foot-operated elements are used in combination is established such that a predetermined common characteristic lower than a value of the sum of braking characteristics by operation of both the hand- and foot-operated elements within a predetermined region can be obtained, thereby providing an improved operation feeling. To achieve this object, the braking system of the above-described type is characterized by a braking force control means for controlling the distribution of the braking force to the front wheel and the rear wheel in accordance with the operating forces of the first input means and the second input means so that an ideal distribution characteristic falls within a range defined by a first braking force distribution characteristic for the front wheel and the rear wheel by the hand-operated element and a second braking force distribution characteristic for the front wheel and the rear wheel by the foot-operated element, such range being a braking force distribution characteristic range at a time when the hand-operated element and the foot-operated element are operated simultaneously. According to claim 2 the braking-force distribution characteristic for the front and rear wheels by the hand-operated element approximates to a first ideal distribution characteristic provided during application of a lower load to a vehicle, and the second braking-force distribution, characteristic for the front and rear wheels by the foot-operated element, approximates to a second ideal distribution characteristic provided during application of a higher load than that with first ideal distribution characteristic, so that a region located between the first and second braking-force distribution characteristics is a braking-force distribution characteristic region at a time when the band- and foot-operated elements are operated simultaneously. According to claim 3 the system includes a higher select means for selecting either larger one of the braking force of the primary brake means by the hand-operated element and the braking force by the foot-operated element to transmit the selected braking force to the other wheel. According to claim 4 the system further includes a responsively operating means disposed along longitudinally of a front fork for operating the secondary brake means in response to the operation of the primary brake means. According to claim 5 the secondary brake means includes a braking-force control means. According to claim 6 the braking-force control means has an adding function to add a force equal to or more than a predetermined pressure to the braking force for the rear wheel when such force equal to or more than the predetermined pressure is received therein through the second input means. According to claim 7 the braking-force distribution characteristic of the braking means for the front and rear wheels is established as an at least three stage folded characteristic by a proportional valve, a cut valve and a pressure reduction piston. According to claim 8 the braking-force control means for producing a braking-force distribution characteristic for the front and rear wheels is disposed in the vicinity of a pivot of a rear fork. According to claim 1 and 5, if the primary brake means mounted on one of the front and rear wheels is operated by the input means operated by operation of the hand-operated element or the foot-operated element, the other of the front and rear wheels is also braked simultaneously by the secondary brake means operated in response to the operation of the primary brake means. Therefore, for the distribution of the braking force to the front and rear wheels, which is provided by the hand-operated element or the foot-operated element, the common characteristic can be produced if the same input is provided by either of the operated elements. This leads to an improved operational feeling. According to claim 1, 5 and 7, when the hand- and foot-operated elements are simultaneously operated in combination, since the ideal distribution characteristic is falling within the region located between the respective different braking-force distribution characteristics, a braking characteristic close to the ideal distribution characteristic can be easily provided by operations by both of a hand and a foot, leading to an improved operational feeling. According to claim 2 the first braking-force distribution characteristic approximating to the first ideal distribution characteristic during application of a lower load is provided by the operation of the hand-operated element, while the second braking-force distribution characteristic approximating to the second ideal distribution characteristic during application of a higher load is provided by the operation of the foot-operated element and therefore, even when the hand- and foot-operated elements are used simultaneously, the braking-force distribution characteristic can be easily fallen in the region surrounded by the first and second braking-force distribution characteristics, thereby permitting the provision of a braking characteristic close to the ideal distribution characteristic without detection of a load applied to the vehicle, leading to an improved operational feeling. According to the fourth feature of the present invention, either larger one of the braking force provided for the front wheel by the hand-operated element and the braking force provided for the front wheel by the foot-operated element is selected and transmitted to the rear wheel and therefore, even if an input is provided to either of the hand-and foot-operated elements, it is possible to maintain the braking-force distribution ratio appropriately in accordance with a higher one of the inputs. According to the fifth feature of the present invention, the responsively operating means for operating the secondary brake means in response to the operation of the primary brake means is disposed to extend longitudinally of the front fork and therefore, the obstruction of the position of disposition of the primary brake means by the responsively operating means is eliminated to provide an improved detaching property of the primary brake means. According to the ninth feature of the present invention, the braking-force control means for producing the braking-force distribution characteristic for the front and rear wheels is disposed in the vicinity of the pivot of the rear fork and therefore, the distance between the braking-force control means and the brake means on the rear wheel is shortened, resulting in an increased rigidity of a piping and moreover in a facilitated protection of the braking-force control means. The above and other objects, features and advantages of the invention will become apparent from a reading of the following description of the preferred embodiments, taken in conjunction with the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS Figs.1 to 9 illustrate a first embodiment of the present invention, wherein Fig.1 is a general plan view of a motorcycle equiped with a braking system of the first embodiment; Fig.2 is an illustration of the entire, construction of the braking system; Fig.3 is a partially enlarged view of a portion indicated by 3 in Fig.2; Fig.4 is an enlarged view of an essential portion shown in Fig.3; Fig.5 is an enlarged view of a portion indicated by 5 in Fig.2; Fig.6 is an enlarged view of a portion indicated by 6 in Fig.2; Fig.7 is an enlarged side view of a rear fork portion of the motorcycle; Fig.8 is an view taken along an arrow 8 in Fig.7; and Fig.9 is a graph illustrating a braking characteristic of the first embodiment; Figs.10 to 20 illustrate a second embodiment of the present invention, wherein Fig.10 is a general plan view of a motorcycle equiped with a braking system of the second embodiment; Fig.11 is an illustration of the entire construction of the braking system; Fig.12 is an enlarged view of a portion indicated by 12 in Fig.11; Fig.13 is a sectional view taken along a line 13-13 in Fig.12; Fig.14 is a sectional view taken along a line 14-14 in Fig.12; Fig.15 is an enlarged view of a portion indicated by 15 in Fig.11; Fig.16 is an enlarged view of a portion indicated by 16 in Fig.11; Fig.17 is a sectional view taken along a line 17-17 in Fig.12; Fig.18 is a graph illustrating a characteristic of a proportioning pressure reduction valve; Fig.19 is a block diagram for explaining the operation; and Fig.20 is a graph illustrating a braking characteristic of the second embodiment; Figs.21 to 23 illustrate a third embodiment of the present invention, wherein Fig.21 is a general plan view of a motorcycle equiped with a braking system of the third embodiment; Fig.22 is an enlarged view of a portion indicated by 22; and Fig.23 is a view for explaining the operation; Fig.24 is a block diagram illustrating a modification of the second and third embodiment; Fig.25 is a block diagram illustrating an alternate modification of the second and third embodiment, and Fig.26 is a graph illustrating a braking characteristic of a fourth embodiment of the present invention. DESCRIPTION OF THE PREFERRED EMBODIMENTS A first embodiment of the present invention will now be described in connection with the accompanying drawings. Referring to Figs.1 and 2, a motorcycle V comprises a brake lever L as a hand-operated element mounted on a handlebar, and a brake pedal P as a foot-operated element mounted an a vehicle body frame. Left and right brake cylinders Bc FL and Bc FR are mounted on a front wheel Wf and each include two pots, i.e., a front pot P₁ and a rear pot P₂. A first master cylinder Mc₁ operated by the brake lever L is connected directly to the two pots P₁ and P₂ in the right brake cylinder Bc FR . A mechanical servo mechanism Ms is mounted on the right brake cylinder Bc FR of the front wheel Wf for generating a hydraulic braking pressure by utilizing a braking force for the front wheel Wf, so that the hydraulic braking pressure generated by the mechanical servo mechanism Ms is transmitted to the two pots P₁ and P₂ in the left brake cylinder Bc FL of the front wheel Wf and connected to two pots P₁ and P₂ in a right brake cylinder Bc R of a rear wheel Wr through a pressure control valve Cv. A second master cylinder Mc₂ operated by the brake pedal P is connected to the mechanical servo mechanism Ms. A pre-load adjuster Pa mounted on a rear cushion C is connected to the pressure control valve Cv to modify the braking characteristic according to the number of occupants. Referring to Figs.3 and 4, the mechanical servo mechanism Ms is integrally provided at an outer end of the right brake cylinder Bc FR pivotally supported by a pin 3 on a bracket 2 which is fixedly mounted on a front fork 1 of the front wheel Wf. A piston 7 is provided with a primary cup 6 having a lip around its outer periphery and is slidably received in a cylinder portion 5 defined in a casing 4 of the mechanical servo mechanism Ms. The piston 7 is connected to a bracket 9 which is fixedly mounted on the front fork 1 through a rod 8. An oil chamber 11 is defined between the piston 7 and the cylinder portion 5 and has a return spring 10 contained therein. An output port 12 is provided in the oil chamber 11 and connected to the left brake cylinder Bc FL of the front wheel Wf and the pressure control valve Cv. An input port 13 is provided in the casing 4 and connected to the first master cylinder Mc₁. The input port 13 communicates with the front pot P₁ of the brake cylinder Bc FR through an oil passage 14 and further with the rear pot P₂ through an oil passage 18. An auxiliary oil chamber 17 is defined in the casing 4 to communicate with the oil chamber 11 through a secondary port 15 and a primary port 16 and is connected to the second master cylinder Mc₂ through an input port 19. Reference character 20 designates an air-venting plug for exhasting air during filling of a braking oil. The structure of the pressure control valve Cv will now be described in connection with Fig.5. The pressure control valve Cv includes an input port 31 connected to the output port 12 of the mechanical servo mechanism Ms, and an output port 32 connected to the pots P₁ and P₂ of the brake cylinder Bc R of the rear wheel Wr. A valve chest 33 communicating with the input port 31 and an oil chamber 34 communicating with the output port 32 are interconnected through an oil passage 35, and a proportional valve 36 is vertically movable disposed within the valve chest 33. A cut valve 38 is disposed in an internal chamber 36₂ of the proportional valve 36 and biased in a closing direction by a valve spring 37, the internal chamber 36₂ communicating with the input port 31 through an oil hole 36₁. When the cut valve 38 is in an opened position shown in Fig.5, the input port 31 communicates with the output port 32 through the oil hole 36₁, the internal chamber 36₂, a periphery of the cut valve 38, the oil passage 35 and the oil chamber 34. The pressure control valve Cv further includes a pressure reduction piston 39 which has a leading end facing the oil chamber 34, and a step 39₁ formed at its intermediate portion and disposed in a valve chest 41 communicating with the valve chest 33. A spring seat 44 is provided within a spring chamber 42 connected to a lower portion of the valve chest 33 and is biased downwardly by a return spring 43, and a valve spring 45 is provided in a compressed manner between the spring seat 44 and the proportional valve 36. An auxiliary valve 46 is slidably received in the internal chamber 36₂ of the proportional valve 36 and has its lower end abutting against the spring seat 44 and its upper end supporting the valve spring 37 for biasing the cut valve 38. A load sensing valve 47 is vertically movably supported below the spring chamber 42 and has its upper end abutting against a lower surface of the spring seay 44 and its lower end projecting into an oil chamber 49 which communicates through an input port 48 with a pre-load adjuster Pa which will be described hereinafter. A spring chamber 50 is defined below the pressure reduction piston 39, and has a spring seat 52 provided therein and biased downwardly by a return spring 51, and a valve spring 54 is provided in a compressed manner between the spring seat 52 and a spring seat 53 supporting a lower end of the pressure reduction piston 39. An upper end of a load sending valve 55 vertically movably supported below the spring chamber 50 abuts against the spring seat 52, and a lower end of the valve 55 projects into the oil chamber 49. An auxiliary valve member 56 is vertically movably disposed in an upper portion of the valve chest 33 and adapted to abut against the upper end of the cut valve 38 to forcedly open the cut valve 38. An upper end of the auxiliary valve member 56 abuts against a spring seat 58 disposed in the spring chamber 57, and a valve spring 61 is provided in a compressed manner between the spring seat 58 and a spring seat 60 biased upwardly by a return spring 59. A load sensing valve 62 is vertically movably supported above the spring chamber 57 and abuts at its lower end against an upper surface of the spring seat 60 and projects at its upper end into an input port 63 which communicating with the pre-load adjuster Pa. As shown in Fig. 6. the pre-load adjuster Pa mounted on the rear cushion C comprises an annular piston 74 siidably received for vertical movement in an annular space which is defined by a cylindrical member 72 secured to an upper and outer periphery an an oil damper 71 and by a cylinder member 73 having a lower surface opened. A buffer spring 76 of the rear cushion C is supported at its upper end on a retainer 75 mounted on a lower portion of the annular piston 74, and a boot 77 made of resilient material is mounted between the retainer 75 and the cylinder member 73. An oil chamber 78 is defined by the cylindrical member 72, the cylinder member 73 and the annular piston 74 and connected to input ports 48 and 63 of the pressure control valve Cv through an output port 79. As shown in Figs.7 and 8, a front end of a rear fork 83 is vertically pivotally supported to a rear portion of a vehcile body frame 81 of the motorcycle V through a pivot 82. The upper and lower ends of the rear cushion C are connected between a bracket 84 mounted on an upper surface of the vehicle body frame 81 and a first L-shaped link 86 which is pivotally supported at one end to a bracket 85 mounted on a lower surface of a rear fork 83. Further, a bracket 87 mounted on a lower surface of the vehicle body frame 81 is connected with the first link 86 by a second rectilinear link 88. Thus, when the rear fork 83 is vertically swung about the pivot 82, a load produced thereby is buffered by the expansion and contraction of the rear cushion C. An axle 89 is fixed in an elongated hole 83₃ made in a rear end of the bifurcated rear fork 83, so that the longitudinal position of the axle 89 can be adjusted, and a driving chain 92 is wound around a sprocket 91 which is secured to a left side of a hub 90 of the rear wheel Wr which is supported on the axle 89. A brake disk 93 is secured to a right side of the hub 90 and adapted to be clamped, for braking, by the brake cylinder Bc R mounted on an upper portion of a brake cylinder supporting member 94 which is mounted on a rear end of the rear fork 83. The brake cylinder supporting member 94 is pivotally supported at its lower end on the axle 89 and has a projection 94₁ provided at its front end to be engaged with an elongated hole 83₂ in a bracket 83₁ which is mounted on an upper surface of the rear fork 83 to project therefrom, so that when the longitudinal position of the rear wheel Wr is adjusted, the brake cylinder Bc R is also moved in a longitudinal direction in unison with the rear wheel Wr. The pressure control valve Cv is mounted on an upper surface of a support plate 95 which connects left and right front portions of the rear fork 83. The pressure control valve Cv is disposed so that it is located between the rear cushion C and the rear wheel Wr as viewed from the side and further located within a width of the rear fork 83 as viewed from the plane. The pressure control valve Cv and the brake cylinder Bc R are interconnected through a metalic flare pipe 97 which extends along the upper surface of the rear fork 83 and is fixed thereon by a supporting member 96. In addition, the pressure control valve Cv and the mechanical servo mechanism Ms are interconnected through a flare pipe 99 fixed on the upper surface of the rear fork 83 by a supporting member 98. Further, the pressure control valve Cv and the pre-load adjuster Pa mounted at the upper end of the rear cushion C are interconnected through two rubber pipes 100 and 101. Thus, when the rear fork 83 is swung, the relative movement of the pre-load adjuster Pa and the pressure control valve Cv is absorbed by the deformation of the rubber pipes 100 and 101. Description will now be made of the operation of the first embodiment of the present invention having the above-described construction. If the brake lever L is operated, a hydraulic braking pressure generated by the first master cylinder Mc₁ is transmitted to the two pots P₁ and P₂ of the right brake cylinder Bc FR of the front wheel Wf to brake the front wheel Wf. In this case, as can be seen from Fig.3, the brake cylinder Bc FR is swung about the pin 3 in a direction of an arrow a and hence, the casing 4 of the mechanical servo mechanism Ms integrally provided on the upper portion of she brake cylinder Bc FR is moved in the same direction, with the reasult that the piston 7 supported on the front fork 1 through the rod 8 is advanced within the cylinder portion 5 against a force of the return spring 10. Then, the primary cup 6 is immediately passed through the primary port 16 to cut the communication of the primary port 16 with thee oil chamber 11. Therefore, a secondary hydraulic braking pressure is developed in the oil chamber 11 in accordance with the amount of advancing movement of the piston 7 and transmitted through the output port 12 to the two pots P₁ and P₂ of the left brake cylinder Bc FL of the front wheel Wf and at the same time to the two pots P₁ and P₂ of the brake cylinder Bc R of the rear wheel Wr via the pressure control valve Cv. In addition, if the brake pedal P is operated, a hydraulic braking pressure generated by the second master cylinder Mc₂ is trasmitted to the input port 19 of the mechanical servo mechanism Ms. Such hydraulic braking pressure is transmitted from the auxiliary oil chamber 17 through the primary oil port 17 to the oil chamber 11 to simultaneously operate both of the left brake cylinder Bc FL of the front wheel Wf and the brake cylinder Bc R of the rear wheel Wr in the same manner as when the mechanical servo mechanism Ms is operated. If the brake lever L and the brake pedal P have been simultaneously operated, the hydraulic braking pressure produced by the second mechanical servo mechanism Mc₂ is transmitted to both of the left braking cylinder Bc FL of the front wheel Wf and the brake cylinder Bc R of the rear wheel Wr, only when the hydraulic pressure within the oil chamber 11 in the mechanical servo mechanism Ms is smaller than the hydraulic pressure transmitted from the second master cylinder Mc₂ to the auxiliary oil chamber 17 in the mechanical servo mechanism Ms. Specifically, only when the hydraulic pressure transmitted to the auxiliary oil chamber 17 is increased in excess of the hydraulic pressure within the oil chamber 11, such hydraulic pressure to the auxiliary oil chamber is transmitted through the secondary port 15 to a back of the primary cup to urge the lip of the primary cup 6 and further transmitted to the oil chamber 11. Therefore, when the secondary hydraulic braking pressure produced by the mechanical servo mechanism Ms is larger than the hydraulic braking pressure produced by the second master cylinder Mc₂, the hydraulic braking pressure from the mechanical servo mechanism Ms is transmitted to both of the left braking cylinder Bc FL of the front wheel Wf and the braking cylinder Bc R of the rear wheel Wr. Conversely, when the hydraulic braking pressure produced by the second master cylinder Mc₂ is larger than the secondary hydraulic braking pressure produced by the mechanical servo mechanism Ms, such hydraulic braking pressure from the second caster cylinder Mc₂ is transmitted to both of the left braking cylinder Bc FL of the front wheel Wf and the braking cylinder Bc R of the rear wheel Wr. When the hydraulic braking pressure from the mechanical servo mechanism Ms is applied to the input port 31 in the pressure control valve Cv in this manner by the operation of the brake lever L or the brake pedal P, the pressure is transmitted to the brake cylinder Bc R via the oil hole 36₁ and the internal chamber 36₂ in the proportional valve 36, the outer periphery of the cut valve 38, the oil passage 35, the oil chamber 34 and the output port 32. During this time, both of the braking forces for the front and rear wheels Wf and Wr are increased in accordance with the amount of operartion of the brake lever L or the brake pedal P, and hence, the characterristic of distribution of such braking forces can be represented by a line connecting an 0 point and an A point in Fig.9. If the hydraulic braking pressure transmitted to the input port 31 in the pressure control valve Cv is gradually increased so that the braking force for the rear wheel Wr reaches the A point in Fig.9, the proportional valve 36 is lowered against a preset load of the valve spring 45 by the hydraulic braking pressure acting on the upper surface of the proportional valve 36. As a result, the proportional valve 36 is brought into close contact with the cut valve 38, so that the communication of the input port 31 with the output 32 is temporarily cut off, but if the hydraulic braking pressure transmitted to the input port 31 is further increased, the pressure in the internal chamber 36₂ in the proportional valve 36 is increased, thereby causing the proportional valve 36 to be urged up, so that the input and output ports 31 and 32 are again put into communication with each other. The vertical vibration of the proportional valve 36 with an increase in the hydraulic braking pressure in this manner causes the clearance between the proportional valve 36 and the cut valve 38 to be intermittently opened and closed and therefore, the increase rate of the hydraulic braking pressure transmitted to the brake cylinder Bc R is decreaed. Consequently, the increase rate of the braking force for the rear wheel Wr is decreased from the A point in Fig.9. If the hydraulic braking pressure transmitted to the input port 31 in the pressure control valve Cv is further increased so that the braking force for the rear wheel Wr reaches a B point in Fig.9, the auxiliary valve member 56 is raised against a preset load of the valve spring 61, so that the cut valve 38 biased by the valve spring 37 is raised into close contact with the proportional valve 36. This causes the communication between the input and output ports 31 and 32 to be cut off and hence, even if the hydraulic braking pressure transmitted to the input port 31 is thereafter increased, the hydraulic braking pressure transmitted from the output port 32 to the brake cylinder Bc R is kept constant. If the hydraulic braking pressure transmitted to the input port 31 in the pressure control valve Cv is further increased so that the braking force for the rear wheel Wr reaches a C point in Fig.9, such hydraulic braking pressure is transmitted through the oil passage 40 to the oil chamber 41 to lower the pressure reduction piston 39 against a preset load of the valve spring 54. As a result, the leading end of the reduction piston 39 is lowered to increase the volume of the oil chamber 34, so that the hydraulic braking pressure transmitted to the brake cylinder Bc R is reduced. Thus, the hydraulic braking pressure transmitted to the brake cylinder Bc R of the rear wheel Wr by the action of the pressure control valve Cv, i.e., the braking force for the rear wheel Wr varies at four stages, and the ratio of distribution of the braking forces to the front and rear wheels Wf and Wr varies as shown by 0-A-B-C-D in Fig.9. This ensures that a sharing characteristic extremely near an ideal distribution characteristic can be obtained. Now, if an increased load is applied to the rear cushion C as a result of two occupants riding on the motorcycle V, the annular piston 74 supporting the upper end of the buffer spring 76 through the retainer 75 is subjected to an upward load, so that a hydraulic pressure developed in the oil chamber 78 is increased. Such hydraulic pressure produced by the pre-load adjuster Pa is transmitted to the oil chamber 49 via the output port 79 and the input port 48 to urge the two load sensing valvs 47 and 55 upwardly. As a result, the set loads of the valve spring 45 for biasing the proportional valve 36 and the valve spring 54 for biasing the pressure reduction piston 39 are increased. Likewise, the hydraulic pressure produced by the pre-load adjuster Pa is transmitted to urge the load sensing valve 62 downwardly, so that the valve spring 61 for biasing the auxiliary valve member 56 is increased. If the set loads of the valve springs 42, 53 and 61 for biasing the proportional valve 36, the cut valve 38 and the pressure reduction piston 39 are increased in the above manner upon ride by two persons, the time points when the two valves 36 and 38 and the reduction piston 39 are operated, i.e., the positions of the A to C points in Fig.9 are displaced. This ensures that the characteristic of distribution of the braking forces to the front and rear wheels Wf and Wr varies as shown by a dashed line passing an A' point to a D' point, and the ratio of the braking force of the rear wheel Wr with respect to the braking force of the front wheel Wf can be increased so as to fit to an ideal distribution characteristic during ride by two persons. In the above manner, when the brake lever L is operated, the right braking cylinder Bc FR of the front wheel Wf is operated by the hydraulic braking pressure produced by the first master cylinder Mc₁, and the left brake cylinder Bc FL of the front wheel Wf and the brake cylinder Bc R of the rear wheel Wr are operated by the secondary hydraulic braking pressure generated by the mechanical servo mechanism Ms operated by such braking force. Therefore, the oil path for transmitting the hydraulic braking pressure can be shortened to insure a moderate feeling rigidity to the braking operation. Moreover, the oil path for the hydraulic braking pressure produced by the first master cylinder Mc₁ as a result of the operation of the brake lever L and the oil path for the hydraulic braking pressure produced by the second master cylinder Mc₂ as a result of the operation of the brake pedal P are independent from each other and therefore, even if the brake pedal P is strongly operated, it is possible to avoid a kick-back to the brake lever L. A second embodiment of the present invention will now be described in connection with Figs. 10 to 20. Referring to Figs.10 and 11, a first master cylinder Mc₁ operated by a brake lever L as a hand-operated element mounted on a handlebar is connected directly to front pots P₁ and rear pots P₃ of the left and right brake cylinders Bc FL and Bc FR of the front wheel Wf each having three Pots P₁, P₂ and P₃. on the other hand, a second master cylinder Mc₂ operated by a brake pedal P as a foot-operated element is connected directly to the central pots P₂ of the left and right brake cylinders Bc FL and Bc FL of the front wheel Wf. A mechanical servo mechanism Ms is mounted on the right brake cylinder Bc FR of the front wheel Wf, so that a hydraulic braking pressure produced by the mechanical servo mechanism Ms is connected through a pressure control valve Cv to front and rear pots P₁ and P₃ of a brake cylinder Bc R of the rear wheel Wr having three pots P₁, P₂ and P₃. The second master cylinder Mc₂ is also connected to the mechanical servo mechanism Ms, and a proportional pressure reduction valve Pcv is integrally provided in the second master cylinder Mc₂ and is connected to the central pot P₂ of the brake cylinder Bc R of the rear wheel Wr. As shown in Figs.12 and 13, the right brake cylinder Bc FR of the front wheel Wf is pivotally mounted by a pin 113 on a bracket 112 which is fixedly mounted on a lower portion of a front fork 111. The substantially cylindrical mechanical servo mechanism Ms is supported on an upper portion of the front fork 111 in a vertical position along a back surface thereof through a pair of brackets 114. An L-shaped link 116 is pivotally mounted by a pin 117 one a bracket 115 which is fixedly mounted on the front fork 111. An uper end of a rod 120 integral with a connecting member 119 pivotally mounted on one end of the link 116 by a pin 118 abuts against a lower end of a piston 121 of the mechanical servo mechanism Ms, and the other end of the link 116 is pivoted to an upper end of the brake cylinder Bc FR through a pin 122. Thus, if the brake cylinder Bc FR is swung in a direction of an arrow a by braking the front wheel Wf, the link 116 is swung in a direction of an arrow b to urge the rod 120 upwardly, thereby causing the mechanical servo mechanism Ms to produce a secondary hydraulic braking pressure. As can be seen from Fig.14, a cylinder portions 124 is formed in a casing 123 of the mechanical servo mechanism Ms, and a valve guide 126 is coupled through an O-ring to an upper end of a piston 121 which is slidably received in the cylinder portion 124. An oil chamber 128 is defined above the cylinder portion 124 and contains a return spring 127 for biasing the valve guide 126 and the piston 121 downwardly, and an output port 129 is provided at an upper end of the oil chamber 128. A primary cup 130 and a secondary cup 131 are counted on front and rear ends of the piston 121, respectively, and the casing 123 is provided with a secondary port 132 located between the cups 130 and 131 and connected to the second master cylinder Mc₂. An intermediate portion of the piston 121 is provided with an elongated groove 121, extending radially therethrough, and a stopper bolt 133 threadedly inserted in the casing 123 is slidably and loosely fitted into the elongated groove 121₁. A valve 135 is contained in a loosely fitted manner within the valve guide 126 is abutted against a top surface of the piston 121 to be biased in its closing direction. A leg 135₁ is integrally forced on the valve 135 to extend through a central portion of the piston 121 into the elongated groove 121₁ and adapted to abut against the stopper bolt 133. Thus, when the piston 121 is being retreated to a position shown in Fig.14 by a repulsive force of the return spring 127, the leg 135₁ of the valve 135 abuts against the stopper bolt 133 and is urged upwardly thereby, so that the secondary port 132 is put into communication with the oil chamber 128 through a clearance around an outer periphery of the valve 135 and an outer periphery of the leg 135₁ thereof. If the piston 121 is slightly urged upwardly from this state through the rod 120, the leg 135₁ of the valve 135 is separated away from the stopper bolt 133, so that the valve body 135 is lowered by a repulsive force of the valve spring 134 to cut off the communication between the second port 132 and the oil camber 128. Thus, if the piston 121 is further raised, a hydraulic braking pressure, is generated in the oil chamber 128 and transmitted through the output port 129 to the left brake cylinder Bc FL of the front wheel Wf and the pressure control valve Cv. Therefore, the need of the primary port which had conventionally been required is eliminated because of the action of the valve 135, resulting in an avoidance of a disadvantage that the primary cup 130 is damaged when it passes through the primary port. Fig.15 illustrates the pressure control valve Cv which has a basically same structure as in the previously-described first embodiment. In this second embodiment, however, the pre-load adjuster Pa is not used and therefore, the three load sensing valves 47, 55 and 62 (see Fig.5) mounted in the pressure control valve Cv to vary the braking characteristic during ride by too persons are disused and in place of them, adjusting screws 47', 55' and 62' are provided. Therefore, the other structure is substantially the same as that shown in Fig.5 and hence, corresponding members or components are identified by the same reference characters and the duplicated description is omitted. Fig.16 illustrates a proportioning pressure reduction valvePcv integrally formed in the second master cylinder Mc₂. The proportioning pressure reduction valve Pcv has the same structure as that incorporated in the pressure control valve Cv in the previous first embodiment. More specifically, a casing 141 of the proportioning pressure reduction valve Pcv is provided with an input port 142 to which a hydraulic braking pressure from the second masher cylinder Mc₂ is supplied, and an output port 143 connected to the central pot P₂ in the brake cylinder Bc R of the rear wheel Wr. Further, a cylindrical proportional valve 147 is vertically movably disposed within a valve chest 144 defined in the casing 141 and biased upwardly by a valve spring 146 which is provided in a compressed manner between the proportional valve 147 and a spring seat 145. An auxiliary valve member 148 having its lower end abutting against the spring seat 145 and a cut valve 149 are disposed in an internal chamber 147₂ provided in the proportional valve 145 and communicating with the input port 142 through an oil hole 147₁. The cut valve 149 is biased in a closing direction thereof by a valve spring 150 which is provided in a compressed manner between the cut valve 149 and the auxiliary valve member 148. The proportional valve 147 and the cut valve 149 are normally in their opened positions shown in Fig.16, so that the input port 142 communicates with the output port 143 through the oil hole 147₁, the internal chamber 147₂ and an outer periphery of the cut valve 149. If the hydraulic braking pressure transmitted from the second master cylinder Mc₂ to the input port 142 is gradually increased, the proportional valve 147 is lowered against a preset load of the valve spring 146 by the hydraulic braking pressure acting on an upper surface of the proportional valve 147, so that the valve 147 is brought into close contact with the cut valve 149 to temporarily cut off the communication between the input port 142 and the output port 143. However, if the hydraulic braking pressure transmitted to the input port 142 is further increased, the pressure in the internal chamber 147₂ in the proportional valve 147 is increased to urge the proportional valve 147 upwardly, thereby putting the input port 142 and the output port 143 again into communication with each other. In this manner, the proportional valve 147 is vertically vibrated with an increase in hydraulic braking pressure, thereby causing the clearance between the proportional valve 147 and the cut valve 149 to be intermittently opened and closed, so that the hydraulic braking pressure transmitted to the brake cylinder Bc R of the rear wheel Wr is reduced. More specifically, with increasing of the input hydraulic pressure, the increase in output hydraulic pressure is reduced at a given ratio from an A point, as shown in Fig.18 in which a horizontal axis represents an input hydraulic pressure to the proportioning pressure reduction valve P cv , and a vertical axis represents an output hydraulic pressure from the valve P cv .. Fig.17 is a sectional view of a right brake cylinder Bc FR of the front wheel Wf, in which three pistons 163₁, 163₂ and 163₃ are slidably received in cylinders 162₁, 162₂ and 162₃, respectively, which are provided in a casing 161 common to three pots P₁, P₂ and P₃. A movable frictional pad 166 is opposed to a stationary frictional pad 165 with a brake disk 164 interposed therebetween and supported by a back plate 167. The back plate 167 is coupled to front and rear pistons 163₁ and 163₃ by an engage pawl 168₁ formed by cutting and rising of a shin 168, and a central piston 163₂ is coupled to the front and rear pistons 163₁ and 163₃ through another engage pawl 168₂. As described above, the front and rear pots P₁ and P₃ are operated by the first master culinder Mc₁ connected to the brake lever L, and the central pot P₂ is independently operated by the second master cylinder Mc₂ connected to the brake pedal P. However, for example, when the brake lever L is operated alone to drive the pistons 163₁ and 163₃ in the front and rear pots P₁ and P₃, the piston 163₂ in the central pot P₂ is also moved in unison with them without separation away from the movable frictional pad 166. Thus, when the brake pedal P is operated following the brake lever L to transmit the hydraulic braking pressure from the second master cylinder Mc₂ connected to the brake pedal P to the piston 163₂ in the central pot P₂, the braking force can be produced without any time lag. Such effect is provided even when the brake lever L is operated following the brake pedal P, or when the brake lever L and the brgake pedal P are concurrently operated. It should be noted that the left brake cylinder Bc FL of the front wheel Wf and the brake cylinder Bc R of the rear wheel Wr can be also formed into the same structure as the right brake cylinder Bc FR of the front wheel Wf. The operation of the second embodiment will be described below with reference to Figs.19 and 20. If the brake lever L is operated alone, the hydraulic braking pressure produced by the first master cylinder Mc₁ is transmitted to the front and rear pots P₁ and P₃ of the left and right brake cylinders Bc FL and Bc FR of the front wheel Wf to brake the front wheel Wf. The seconadry hydraulic braking pressure produced by the mechanical servo mechanism Ms with braking of the front wheel Wf is transmitted to the front and rear pots P₁ and P₃ of the brake cylinder Bc R of the rear wheel Wr via the pressure control valve Cv to brake the rear wheel Wr. During this time, if the secondary hydraulic braking pressure transmitted from the mechanical servo mechanism Ms to the pressure control valve Cv is increased with increasing of the braking force for the front wheel Wf, the proportional valve 36, the cut valve 38 and the pressure reduction piston 39 provided in the pressure control valve Cv are sequentially operated in the same manner as described above, thereby providing a braking characteristic as shown by O-A-B-C-D in Fig.20. The braking characteristic provided when the brake lever is operated alone is established to lie along below an ideal distribution characteristic during ride by one occupant. On the other hand, if the brake pedal P is operated alone, the hydraulic braking pressure produced by the second master cylinder Mc₂ is transmitted to the central pots P₂ of the left and right brake cylinders Bc FL and Bc FR of the front wheel Wf to brake the front wheel Wf, and the secondary hydraulic braking pressure produced by the mechanical servo mechanism Ms with braking of the front wheel Wf is transmitted through the pressure control valve Cv to the front and rear pots P₁ and P₃ of the brake cylinder Bc R of the rear wheel Wr to brake the rear wheel Wr simultaneously. When the hydrayulic braking pressure produced by the second master cylinder Mc₂ is larger than the hydraulic braking pressure produced by the mechanical servo mechanism Ms, the hydraulic braking pressure produced by the second master cylinder Mc₂ is transmitted directly to the pressure control valve Cv as in the previously described first embodiment to brake the rear wheel Wr. In any cases, with increasing of the hydraulic braking pressure transmitted from the mechanical servo mechanism Ms to the pressure control valve Cv, the proportional valve 36, the cut valve 38 and the pressure reduction piston 39 provided in the pressure control valve Cv are sequentially operated to suppress the increasing of the braking force for the rear wheel Wr. Now, when the brake pedal P is operated, the hydraulic braking pressure produced by the second master cylinder Mc₂ is further transmitted even to the central pot P₂ of the brake cylinder Bc R of the rear wheel Wr through the proportioning pressure reduction valve Pcv, and the braking force provided by such central pot P₂ is added to the braking force provided by the front and rear pots P₁ and P₃, so that the braking force for the rear wheel Wr is increased by the added amount. The magnitude of an additional braking force applied to the rear wheel Wr by the operation of the brake pedal P is determined depending upon the magnitude of the hydraulic brakeing pressured delivered by the proportioning pressure reduction valve Pcv. That is, the hydraulic pressure delivered by the proportioning pressure reduction valve Pcv has a characteristic that the hydraulic braking pressure is gradually increased in accordance with the amount of brake pedal stepped on at and after an A point as shown in Fig.18, and hence, as shown by O-A'-B'-C'-D' in Fig.20, the distribution characteristic provided when the brake pedal P is operated alone lies above the braking characteristic O-A-B-C-D provided when the brake lever L is operated alone, and the difference therebetween is gradually increased, i.e., divergent. The distribution characteristic provided when the brake pedal P is operaed alone is established so as to lie above an ideal distribution characteristic during riding of two ocuupants. Consequently, when the brake lever L and the brake pedal P are simultaneouly operated at a predetermined ratio, any braking characteristic within a given region Z₀ indicated by drawing oblique lines in Fig.20 can be obtained in accordance with such ratio, and it is possible to provide a braking characteristic extremely close to any ideal distribution characteristics during riding of one occupant and two occupants without use of the pre-load adjuster Pa. A third embodiment of the present invention will now be described in connection with Figs.21 to 23. As can be seen from Fig.21, this embodiment has a feature in the structure of a second master cylinder Mc₂ operated by the brake pedal P, and the remaining structures are the same as those in the second embodiment. While the proportioning pressure reduction valvePcv in the second embodiment has been provided integrally with the second master cylinder Mc₂, the proportioning pressure reduction valve Pcv in the third embodiment is provided separetely from the second master cylinder Mc₂, but the internal structure and function thereof are identical with those of the proportioning pressure reduction valve Pcv in the second embodiment. As shown in Fig.22, the second master cylinder Mc₂ comprises a first 173 and a second piston 174 which are slidably received in the cylinder portions 172 formed in the casing 171. The first piston 173 is provided with a primary cup 175 and a secondary cup 176, and with the brake pedal P not operated, a primary port 177 and a secondary port 178 are opened across the primary cup 175. A first return spring 180 is provided in a compressed banner between the second piston 174 including only a primary cup 179 and the first piston 173, and a second return spring 181 is compressedly provided between the second piston 174 and the casing 171. The repulsive force of the second return spring 181 is sat larger than that of the first return spring 180, so that the second piston 174 biased downwardly by the second return spring 181 is stopped at an illustrated position in abutment against a stopper bolt 182 in a normal condition. A rod 173₁ is projectingly provided on an upper end of the first piston 173, and in the normal condition, there is a clearance between the rod 173₁ and the second piston 174. A first oil chamber 183 is defined between the first and second pistons 173 and 174 and connected to the brake cylinders Bc FL and Bc FR of the front wheel Wf through an oil hole 174₁ made in the second piston 174, a secondary port 184 made in the casing 171 and an output port 185. The seconadry port 184 communicates with a second oil chamber 187 defined in a front portion of the second piston 174 through a primary port 186. The second oil chamber 187 is connected to the proportioning pressure reduction valvePcv through the output port 188. Thus, in a normal operational condition shown in Fig.22, if the first piston 173 is driven upwardly by operation of the brake pedal P, a hydraulic braking pressure is developed in the first oil chamber 183 at a moment when the primary cup 175 moves beyond the primary port 177. Such hydraulic braking pressure is transmitted via the oil hole 174₁ made in the second piston 174, the secondary port 184 and the output port 815 to the left and right brake cylinders Bc FL and Bc FR of the front wheel Wf and at the same time, through the oil hole 174₁, the secondary port 184, the primary port 186, the second oil chamber 187 and the output port 188 via the proportioning pressure reduction valvePcv to the brake cylinder Bc R of the rear wheel Wr. As shown in Fig.23, even if the hydraulic braking pressure in the first oil chamber 183 is not increased when the brake pedal P is operated, the first piston 173 is further raised, so that the rod 173₁ abuts against a lower surface of the second piston 174 to urge the second piston 174 upwardly. At a moment when the primary cup 179 of the second piston 174 is moved beyond the primary port 186, a hydraulic braking pressure is developed in the second oil chamber 187 and transmitted through the output port 188 to the brake cylinder Bc n to brake the rear wheel Wr. The other operation of the third embodiment is identical with that in the previous second embodiment. Fig.24 is a block diagram illustrating a modification of the second and third embodiments. In this modification, if the left and right brake cylinders Bc FL and Bc FR of the front wheel Wf are operated by a hydraulic braking pressure produced by the first master cylinder Mc₁ as a result of operation of the brake lever L, the mechanical servo mechanism Ms produces a secondary hydraulic braking pressure in accordance with the braking force for the front wheel Wf. The hydraulic braking pressure produced by the mechanical servo mechanism Ms is received into a first modulator M₁ which corresponds to the pressure control valve Cv in the second and third embodiments. The hydraulic braking pressure produced by the mechanical servo mechanism Ms or the braking force from the brake cylinders Bc FL and Bc FR of the front wheel Wf is converted into an electric signal and received into an ECU, whereby the hydraulic braking pressure transmitted to the brake cylinder Bc R of the rear wheel Wr is modulated by controlling the first modulator M₁ by an output signal from the ECU. On the other hand, the other breaking pressure produced by the second master cylinder Mc₂ as a result of operation of the brake pedal P is transmitted to the left and right brake cylinders Bc FL and Bc FR of the front wheel Wf and through a second modulator M₂ which corresponds to the proportioning pressure reduction valve Pcv in the second and third embodiments to the brake cylinder Bc R of the rear wheel Wr. At this time the hydraulic braking pressure produced by the second master cylinder Mc₂ is converted into an electric signal and received into the ECU, whereby the pressure-reducing characteristic of the second modulator M₂ is controlled by an output signal from the ECU. Thus, a braking-force distribution characteristic as shown in Fig. 20 can be obtained even in this modification and moreover, the use of the electric signal ensures not only that hydraulic pipings can be omitted but also that the venting of air is unnecessary, leading to an improved maintenance performance. In a vehicle equiped with an anti-lock brake system, a modulator can be commonly used for the first and second modulators M₁ and M₂, which contributes to a reduction in cost. Fig.25 is a block diagram illustrating an alternate modification of the second and third embodiments. In this modification, if the left and right brake cylinders Bc FL and Bc FR of the front wheel Wf are operated by the hydraulic braking pressure produced by the first master cylinder Mc₁ as a result of operation of the brake lever L, the braking force for the front wheel Wf is converted into an electric signal and received into the ECU. The hydraulic braking pressure produced by the first master cylinder Mc₁ is received into a first modulator M₁' which corresponds to the pressure control valve Cv in the second and third embodiments and is modulated therein on the basis of an output signal from the ECU and then transmitted to the brake cylinder Bc R of the rear wheel Wr. On the other hand, the hydraulic braking pressure produced by the second master cylinder Mc₂ as a result of operation of the brake pedal P is transmitted to the brake cylinder Bc R of the rear wheel Wr through a second modulator M₂' which corresponds to the proportioning pressure reduction valvePcv in the second and third embodiments. At this time, the hydraulic braking pressure produced by the second master cylinder Mc₂ is converted into an electric signal and received into the ECU, whereby the pressure-reducing characteristic of the second modulator M₂' is controlled by an output signal from the ECU. Thus, even in this modification, it is possible to provide the same effect as in the previously-described modification shown in Fig.24. Fig.26 is a graph illustrating a braking characteristic in a fourth embodiment of the present invention. In this fourth embodiment, the pressure control valve Cv (in the second embodiment) in the braking system shown in Fig.11 is replaced by the pressure control valve Cv (in the first embodiment) connected to the pre-load adjuster Pa. During ride by one occupant, a braking-force distribution characteristic A-B-C-D provided when the brake lever L is operated alone and a braking-force distribution characteristic a-b-c-d provided when the brake pedal P is operated alone are located below and above an ideal distribution characteristic, respectively. During ride by two occupants wherein the pre-load adjuster Pa is operated, a braking-force distribution characteristic A'-B'-C'-D' provided when the brake lever L is operated alone and a braking-force distribution characteristic a'-b'-c'-d' provided when the brake pedal P is operated alone are located below and above an ideal distribution characteristic, respectively. Consequently, the operation of the brake pedal L and the brake pedal P at a predetermined ratio ensures that during ride by one occupant, it is possible to provide a braking characteristic in a region Z₁ surrounded by A-B-C-D and a-b-c-d and extremely close to the ideal distribution characteristic during ride by one occupant, and during ride by two occupants, it is possible to provide a braking characteristic in a region Z₂ surrounded by A'-B'-C'-D' and a'-b'-c'-d' and extremely close to the ideal distribution characteristic during ride by two occupants. Although the embodiments of the present invention have been described above, it will be understood that the present invention is not limited thereto, and various minor modifications in design can be made without departing from the scope of the present invention defined in claims.

Claims: A braking system for a motorcycle (V) which is capable of braking a front wheel (Wf) and a rear wheel (Wr) by the operation of a first input means (Mc1) operated by a hand-operated element (L) and/or a second input means (Mc2) operated by a foot-operated element (P), wherein said system comprises a primary brake means (B CF ) on the one wheel (Wf or Wr) and operated by at least one of the first input means (Mc1) and the second input means (Mc2), and a secondary brake means (B CR ) mounted on the other wheel (Wr or Wf), characterized by a braking force control means (Cv) for controlling the distribution of the braking force to the front wheel (Wf) and the rear wheel (Wr) in accordance with the operating forces of the first input means (Mc1) and the second input means (Mc2) so that an ideal distribution characteristic falls within a range (Z₀, Z₁, Z₂) defined by a first braking force distribution characteristic (O, A, B, C, D) for the front wheel (Wf) and the rear wheel (Wr) by the hand-operated element (L) and a second braking force distribution characteristic (O, A', B', C', D') for the front wheel (Wf) and the rear wheel (Wr) by the foot-operated element (P), such range (Z₀, Z₁, Z₂) being a braking force distribution characteristic range at a time when the hand-operated element (L) and the foot-operated element (P) are operated simultaneously. A braking system for a motorcycle (V) according to claim 1 characterized in that the first braking force distribution characteristic (O, A, B, C, D) approximates a first ideal distribution characteristic provided during application of a lower load to the motorcycle (V), and that the second braking force distribution characteristic (O, A', B', C', D') approximates a second ideal distribution characteristic provided during application of a higher load to the motorcycle (V). A braking system for a motorcycle (V) according to claim 1 or claim 2, characterized in that said braking force control means (Cv) includes a higher select means (Ms) for selecting the larger one of the braking forces of the primary brake means (B CF ) induced by the hand-operated element (L) induced by the foot-operated element (P) to transmit the selected braking force to the secondary brake means (B CR ). A braking system for a motorcycle (V) according to claim 3 characterized in that said higher select means (Ms) is disposed longitudinally alongside a front fork (1) of the motorcycle (V). A braking system for a motorcycle (V) according to any of claims 1 to 4 characterized in that said secondary braking means (B CR ) is controlled by said braking force control means (Cv). A braking system for a motorcycle (V) according to any of claims 1 to 5 characterized in that said braking force control means (Cv) additionally has the function to add a force equal to or more than a predetermined force to the braking force for the rear wheel (Wr) when a force equal to or more than the predetermined force is received therein, through the second input means (Mc2). A braking system for a motorcycle (V) according to any of claims 1 to 6 characterized in that said braking force distribution characteristics (O, A, B, C, D; O, A', B', C', D') are established as an at least three stage folded characteristic by a proportional valve (36), a cut valve (38), and a pressure reduction piston (39). A braking system for a motorcycle (V) according to any of claims 1 to 7 characterized in that said braking force control means (Cv) is disposed in the vicinity of a pivot (82) of a rear fork (83) of the motorcycle (V).

Inventors: IWASHITA KANAU C O KABUSHIKI K, NISHIMOTO YUKIMASA C O KABUSHI, SASAGUCHI MASARU C O KABUSHIKI, SAWANO YOSHIAKI C O KABUSHIKI, TSUCHIDA TETSUO C O KABUSHIKI, YOSHIDA TAKAO C O KABUSHIKI KA, IWASHITA, KANAU, C/O KABUSHIKI KAISHA HONDA, NISHIMOTO, YUKIMASA, C/O KABUSHIKI KAISHA HONDA, SASAGUCHI, MASARU, C/O KABUSHIKI KAISHA HONDA, SAWANO, YOSHIAKI, C/O KABUSHIKI KAISHA HONDA, TSUCHIDA, TETSUO, C/O KABUSHIKI KAISHA HONDA, YOSHIDA, TAKAO, C/O KABUSHIKI KAISHA HONDA
Applicants: HONDA MOTOR CO LTD, HONDA GIKEN KOGYO KABUSHIKI KAISHA
Application year: 1991
Main classification: B60T8
IPC codes: B62L3, B60T8, B60T11, F16D65, B62L1