Vehicle front and rear linked brake device

Abstract

To provide a vehicle front-rear interlocking brake device capable of switching outputs of a plurality of switches by interlocking with a brake.SOLUTION: A vehicle front-rear interlocking brake device (5) includes: front-wheel brake transmission members (51a, 51b); a rear-wheel brake transmission member (53); an equalizer (35) connected to the front-wheel brake transmission member (51a) and the rear-wheel brake transmission member (53) from one side and configured to move from one side to the other side by an operation of a brake lever (13a); and an urging member (36) configured to urge the equalizer (35) toward the one side. A plurality of switches (41, 43, 241) are disposed on the one side of the equalizer (35), the equalizer (35) is provided with a contact part (35b) that comes into contact with the plurality of switches (41, 43, 241) and outputs of the plurality of switches (41, 43, 241) are switched by movement of the equalizer (35).SELECTED DRAWING: Figure 9

Description

[Technical field]

[0001] The present invention relates to a vehicle front and rear linked brake device. [Background technology]

[0002] Conventionally, a front and rear linked brake device for a vehicle having an equalizer that is linked to the operation of a brake lever is known (see, for example, Patent Document 1). In Patent Document 1, the movement of the equalizer is utilized to press a stop switch. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2010-120451 A Summary of the Invention [Problem to be solved by the invention]

[0004] In a vehicle front and rear linked brake device, there are several functions that are desirably realized in conjunction with the brakes. For this reason, it is desirable for a simple structure to be provided in which several switches are linked to the brakes. [Means for solving the problem]

[0005] The vehicle front and rear linked brake device includes a brake lever, a front wheel brake transmission member that transmits the operating force of the brake lever to the front wheel brake, a rear wheel brake transmission member that transmits the operating force to the rear wheel brake, an equalizer housed in a casing, the equalizer connected to the front wheel brake transmission member and the rear wheel brake transmission member from one side and moving from the one side to the other side by operation of the brake lever, and a biasing member that biases the equalizer toward the one side, the vehicle front and rear linked brake device includes a plurality of switches arranged on the one side of the equalizer, the equalizer has contact portions that come into contact with the plurality of switches, and the outputs of the plurality of switches are switched by the movement of the equalizer. Effect of the Invention

[0006] According to the present invention, it is possible to provide a vehicle front and rear linked brake device capable of switching the outputs of a plurality of switches in conjunction with braking. [Brief description of the drawings]

[0007] [Figure 1] 1 is a schematic diagram showing an overall configuration of a vehicle front-rear interlocking brake device according to a first embodiment. [Diagram 2] 1 is a perspective view of a saddle-ride type vehicle according to a first embodiment. [Diagram 3] 1 is a perspective view showing an internal structure of a saddle-ride type vehicle according to a first embodiment. [Figure 4] FIG. 1 is a perspective view of a CBS module according to a first embodiment. [Diagram 5] FIG. 2 is a side view of the CBS module according to the first embodiment. [Figure 6] 6 is a perspective view of the CBS module cut along the line VI-VI in FIG. 5, as viewed from the rear side. [Figure 7] 7 is a perspective view of the CBS module cut along the VII-VII cross section in FIG. 5, viewed from the right front side. [Figure 8] FIG. 1 is a perspective view of an equalizer according to a first embodiment. [Figure 9] 7 is a perspective view of the CBS module cut along the VII-VII cross section in FIG. 5, viewed from the left front side. [Figure 10] 2 is a perspective view of an upper case according to the first embodiment, seen from the lower left. FIG. [Figure 11] FIG. 2 is a perspective view of a first switch and a second switch according to the first embodiment. [Figure 12] FIG. 11 is a cross-sectional view illustrating a schematic diagram of a first switch and a second switch according to a second embodiment. [Figure 13] FIG. 11 is a cross-sectional view illustrating a schematic view of a first switch and a second switch according to a third embodiment. [Figure 14] FIG. 11 is a cross-sectional view showing a schematic diagram of a contact portion according to a fourth embodiment. [Figure 15] FIG. 13 is a cross-sectional view showing a schematic diagram of a contact portion according to the fifth embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0008] Hereinafter, a first embodiment of the present invention will be described with reference to the drawings. In the description, directions such as front, rear, left, right, up and down are the same as directions relative to the vehicle body unless otherwise specified. In addition, the symbol FR in each drawing indicates the front of the vehicle body, the symbol UP indicates the upper side of the vehicle body, and the symbol LH indicates the left side of the vehicle body.

[0009] [Embodiment 1] [Overall configuration of the vehicle front and rear linked brake system] Fig. 1 is a schematic diagram showing the overall configuration of a vehicle front and rear interlocking brake device 5 according to the first embodiment. Fig. 1 shows the rough positional relationship and connection relationship of each part when viewed from above the vehicle body. Note that the arrows drawn with imaginary lines in Fig. 1 are schematic representations of the flow of control signals, and the actual connection relationship of signal lines is not limited to this.

[0010] The vehicle front / rear interlocking brake device 5 includes a pair of left and right brake levers (brake levers) 13a and 13b, a front wheel brake 17a that applies a braking force to the front wheel 2a, and a rear wheel brake 17b that applies a braking force to the rear wheel 2b. The left brake lever 13a and the right brake lever 13b are levers that rotate rearward about pivot shafts 31c and 13b1, respectively, when operated by the rider. The front wheel brake 17a is a hydraulic disc brake. The rear wheel brake 17b is a mechanical drum brake.

[0011] The right brake lever 13b is a lever that moves a piston of the brake master cylinder 15. The brake master cylinder 15 is connected to one end of a front wheel brake hose (front wheel brake transmission member) 51b, which is a hydraulic hose, and transmits the operating force of the right brake lever 13b to the front wheel brake hose 51b. The other end of the front wheel brake hose 51b is connected to the front wheel brake 17a. Therefore, by operating the right brake lever 13b, the operating force of the right brake lever 13b is transmitted to the front wheel brake 17a, and the front wheel brake 17a is actuated.

[0012] The left brake lever 13a is connected to a CBS (Combined Brake System) module 30. The CBS module 30 transmits the operating force of the left brake lever 13a to a front wheel brake wire (front wheel brake transmission member) 51a and a rear wheel brake wire (rear wheel brake transmission member) 53. One end of the front wheel brake wire 51a is connected to the CBS module 30, and the other end is connected to the brake master cylinder 15. Similarly, one end of the rear wheel brake wire 53 is connected to the CBS module 30, and the other end is connected to the rear wheel brake 17b. Therefore, by operating the left brake lever 13a, the operating force of the left brake lever 13a is transmitted to the front wheel brake 17a and the rear wheel brake 17b, and the front wheel brake 17a and the rear wheel brake 17b operate in conjunction with each other.

[0013] At this time, the CBS module 30 adjusts the distribution of the operating force of the left brake lever 13a transmitted to the front wheel brake 17a and the rear wheel brake 17b, respectively. The CBS module 30 also controls the power unit 4 and the brake lamp 6 by the operation of the left brake lever 13a. The CBS module 30 will be described in more detail below.

[0014] [Arrangement of front and rear linked brake devices in saddle-type vehicles] Fig. 2 is a perspective view of the saddle-ride type vehicle 1 equipped with the vehicle front and rear interlocking brake device 5 according to the first embodiment of the present invention, showing the saddle-ride type vehicle 1 as viewed from diagonally above. Fig. 3 is a perspective view showing the internal structure of the saddle-ride type vehicle 1 according to the first embodiment of the present invention, showing the internal structure of the saddle-ride type vehicle 1 as viewed from diagonally above.

[0015] 2 and 3, the saddle-ride type vehicle 1 has a seat 3 on which a rider sits, and grips 11a, 11b which the rider holds. The grips 11a, 11b are cylindrical and provided on both ends of a handlebar 11 that extends in the vehicle width direction. Furthermore, the grips 11a, 11b are each inclined so that the outer sides in the vehicle width direction are positioned downward.

[0016] The above-mentioned left brake lever 13a and right brake lever 13b are disposed in front of the grips 11a and 11b. The grips 11a and 11b, the left brake lever 13a and the right brake lever 13b are provided on an upper cover 10 on the upper part of the vehicle body. The upper cover 10 has a front cover 10a that covers the grips 11a and 11b from the front, and a rear cover 10b that covers the grips 11a and 11b from the rear. The front cover 10a is provided with a light-transmitting headlight cover 10c that covers the headlights.

[0017] The left brake lever 13a and the right brake lever 13b are each disposed so as to protrude outward in the vehicle width direction from the upper cover 10. As shown in Figures 2 and 3, the CBS module 30 is disposed in a position where it is covered and hidden inside the upper cover 10. As such, the CBS module 30 is not exposed outside the upper cover 10, making it easy to achieve a simple exterior design for the saddle-ride type vehicle 1. As the CBS module 30 is provided to the left of the center of the vehicle body, the right side of the CBS module 30 is the inner side in the vehicle width direction, and the left side is the outer side in the vehicle width direction.

[0018] [CBS module configuration] Fig. 4 is a perspective view of the CBS module 30, showing the CBS module 30 as viewed from the front side. Fig. 5 is a side view of the CBS module 30, showing the CBS module 30 as viewed from the right side.

[0019] As shown in FIG. 4, the left brake lever 13a extends to the left of the CBS module 30, and is biased to a position spaced forward from the grip 11a.

[0020] As shown in FIG. 4 and FIG. 5, the CBS module 30 has a resin casing 31 that houses each part of the CBS module 30. The casing 31 has an upper case 31a located at the top and a lower case 31b located below the upper case 31a. The CBS module 30 also has a clamp 33 formed at the rear end of the casing 31 and attached to the grip 11a. The clamp 33 includes a casing-side fixing part 33a formed at the rear end of the upper case 31a and having a semicircular recess, and a fixing member 33b that is a member having a semicircular recess. With the grip 11a sandwiched between the casing-side fixing part 33a and the fixing member 33b, the fixing member 33b of the clamp 33 is fastened to the casing-side fixing part 33a. As a result, the CBS module 30 is fixed to the grip 11a.

[0021] As shown in FIG. 4 and FIG. 5, the outer shape of the casing 31 excluding the clamp 33, that is, the outer shape of the upper case 31a and the lower case 31b, is roughly rectangular parallelepiped-like and has a plurality of faces forming the outer surface. The plurality of faces forming the outer surface of the casing 31 include a main surface 31a1 and a front surface 31a2. In the casing 31, the main surface 31a1 is a substantially horizontal surface facing upward, and the front surface 31a2 is a surface facing forward. The casing 31 is also shaped like a flattened rectangular parallelepiped, with a small vertical dimension and a large horizontal dimension. Therefore, the largest surface of the casing 31 is the main surface 31a1. As shown in FIG. 5, the CBS module 30 is attached to the grip 11a in a position in which the main surface 31a1 is slightly inclined downward toward the front.

[0022] Fig. 6 is a perspective view of the CBS module 30 cut along the VI-VI cross section in Fig. 5, seen from the rear side, showing the inside of the lower case 31b. As shown in Figs. 5 and 6, the lower case 31b has a recess 31b1 recessed downward, and a bottom surface 31b2 of the recess 31b1 is flat. As shown in Fig. 5, the CBS module 30 is disposed in a position in which the bottom surface 31b2 is inclined slightly downward toward the front compared to the horizontal line H.

[0023] As shown in FIG. 6, a drain hole 31b3 is formed on the left side of the bottom surface 31b2 toward the front of the vehicle, penetrating the bottom surface 31b2 from top to bottom. The drain hole 31b3 is a hole for draining water that has entered the inside of the recess 31b1. Because the bottom surface 31b2 is slightly inclined downward toward the front, the water in the recess 31b1 tends to flow toward the front side of the bottom surface 31b2. Therefore, the water in the recess 31b1 tends to be drained from the drain hole 31b3 provided on the front side of the bottom surface 31b2, i.e., on the lower side of the bottom surface 31b2.

[0024] In addition, the grip 11a to which the CBS module 30 is attached is inclined toward the outside in the vehicle width direction, i.e., toward the left side downward. Therefore, the bottom surface 31b2 of the recess 31b1 is inclined toward the left side downward, and water in the recess 31b1 tends to flow to the left side of the bottom surface 31b2 and is easily drained from the drainage hole 31b3 provided on the left side of the bottom surface 31b2, i.e., the lower side of the bottom surface 31b2.

[0025] Fig. 7 is a perspective view of the CBS module 30 cut along the VII-VII cross section in Fig. 5, seen from the right front side, and shows the internal structure of the CBS module 30. Fig. 8 is a perspective view of the equalizer 35, showing the equalizer 35 seen from the right rear. Note that Fig. 7 shows the CBS module 30 in a state in which the left brake lever 13a is fully operated by the occupant.

[0026] As shown in Fig. 7, the front wheel brake wire 51a has an inner wire 51a1 and an outer wire 51a2 that covers the inner wire 51a1. The front wheel brake wire 51a is inserted into the inside of the casing 31 through a cable hole 31a4 (see Fig. 5) that is formed in the rear part of the upper case 31a and penetrates in the left-right direction. The rear wheel brake wire 53 has an inner wire 53a and an outer wire 53b that covers the inner wire 53a. The rear wheel brake wire 53 is inserted into the inside of the casing 31 through a cable hole 31a5 (see Fig. 5) that is formed in the front part of the upper case 31a and penetrates in the left-right direction.

[0027] An equalizer 35 is also disposed inside the casing 31. The equalizer 35 is a metal member for appropriately distributing the operating force of the left brake lever 13a to the two brake wires 51a, 53. The equalizer 35 is covered from above and horizontally by the upper case 31a, and covered from below by the lower case 31b.

[0028] 7 and 8, the equalizer 35 has a long shape in the vehicle front-rear direction, and is formed with a first locking hole 35a1, a second locking hole 35a2, and a third locking hole 35a3 that are spaced apart in the longitudinal direction. The three locking holes 35a1, 35a2, and 35a3 are holes that penetrate the equalizer 35 from top to bottom. Locking bodies 37a, 37b, and 37c are fitted into the three locking holes 35a1, 35a2, and 35a3, respectively.

[0029] The second locking hole 35a2 is formed in the middle of the equalizer 35 in the longitudinal direction. The equalizer 35 is connected to the connecting member 13a1 via a locking body 37b fitted in the second locking hole 35a2. The equalizer 35 is rotatable about the locking body 37b relative to the connecting member 13a1. One end of the connecting member 13a1 is connected to the equalizer 35, and the other end is rotatably connected to the left brake lever 13a. Therefore, when the left brake lever 13a is operated, the connecting member 13a1 is pulled by the left brake lever 13a to move to the left, and the equalizer 35 is pulled to the left.

[0030] The first locking hole 35a1 is formed in a rear portion 35c of the equalizer 35. The equalizer 35 is connected to an inner wire 51a1 of the front wheel brake wire 51a via a locking body 37a fitted in the first locking hole 35a1. The equalizer 35 is rotatable with respect to the inner wire 51a1 about the locking body 37a. One end of the inner wire 51a1 is connected to the equalizer 35 from the right side (one side), and the other end is connected to the cylinder of the brake master cylinder 15. The inner wire 51a1 is pulled by the movement of the equalizer 35 to the left, pulling the cylinder of the brake master cylinder 15 and transmitting an operating force to the front wheel brake hose 51b.

[0031] The third locking hole 35a3 is formed in a front portion 35d of the equalizer 35. The equalizer 35 is connected to an inner wire 53a of the rear wheel brake wire 53 via a locking body 37c fitted in the third locking hole 35a3. The equalizer 35 is rotatable about the locking body 37c relative to the inner wire 53a. One end of the inner wire 53a is connected to the equalizer 35 from the right side, and the other end is connected to the rear wheel brake 17b.

[0032] The front part 35d of the equalizer 35 to which the inner wire 51a1 is connected is biased toward the right side inside the casing 31 by the biasing member 36. In this embodiment, the biasing member 36 is a coil spring and is used as a compression spring. When the left brake lever 13a is not operated, the equalizer 35 is held at the non-operation position P1 on the right side inside the casing 31 by the biasing force of the biasing member 36. At this time, the inner wire 51a1 and the inner wire 53a are in a slack state, and the front wheel brake 17a and the rear wheel brake 17b are not operated. In addition, by biasing the equalizer 35 to the non-operation position P1, the left brake lever 13a is pulled to the right side via the connecting member 13a1, and the left brake lever 13a is biased forward.

[0033] The equalizer 35, which is located at the non-operation position P1, is pulled by the connecting member 13a1 by operation of the left brake lever 13a and moves to the left (the other side). When the amount of operation of the left brake lever 13a becomes maximum, the equalizer 35 moves to the maximum operation position P2, which is the left end of the movement range of the equalizer 35. In other words, the movement position of the equalizer 35 is between the non-operation position P1 and the maximum operation position P2, and the greater the amount of operation of the left brake lever 13a, the closer it gets to the maximum operation position P2 on the left side. As the equalizer 35 moves to the left, the inner wires 51a1 and 53a are pulled toward the left side. In other words, as the equalizer 35 moves to the left, the operating force of the left brake lever 13a is transmitted to the inner wires 51a1 and 53a.

[0034] The operating force transmitted to the inner wire 51a1 is transmitted to the front wheel brake 17a via the brake master cylinder 15 and the front wheel brake hose 51b, and operates the front wheel brake 17a. Similarly, the operating force transmitted to the inner wire 53a is transmitted to the rear wheel brake 17b, and operates the rear wheel brake 17b. In this manner, the operating force of the left brake lever 13a is transmitted to the front wheel brake 17a and the rear wheel brake 17b, and the front wheel brake 17a and the rear wheel brake 17b are interlocked.

[0035] At this time, when the amount of operation of the left brake lever 13a is small, the front part 35d of the equalizer 35 moves to the left, but the rear part 35c is prevented from moving to the left by the biasing force of the biasing member 36. Therefore, the equalizer 35 rotates counterclockwise around the locking body 37b when viewed from above. In this case, the inner wire 53a of the rear wheel brake wire 53 connected to the front part 35d of the equalizer 35 is pulled to the left. Also, the inner wire 51a1 of the front wheel brake wire 51a connected to the rear part 35c of the equalizer 35 is pulled to the left a distance shorter than the distance the inner wire 53a is pulled. In this way, when the amount of operation of the left brake lever 13a is small, most of the operating force of the left brake lever 13a is distributed to the inner wire 53a, so that the rear wheel brake 17b is likely to generate a larger braking force than the front wheel brake 17a.

[0036] When the amount of operation of the left brake lever 13a increases, the front part 35d of the equalizer 35 comes into contact with the contact part 31a3 of the upper case 31a from the right side. The contact part 31a3 is a part formed by protruding inward from the left front corner of the upper case 31a. The equalizer 35 receives a clockwise moment when viewed from above due to the contact with the contact part 31a3. Therefore, the equalizer 35 rotates clockwise against the biasing force of the biasing member 36, and the rear part 35c moves leftward to pull the inner wire 51a1 leftward. In this way, when the amount of operation of the left brake lever 13a increases, the distance by which the inner wire 51a1 is pulled becomes approximately the same as the distance by which the inner wire 53a is pulled. In other words, when the amount of operation of the left brake lever 13a increases, the operating force of the left brake lever 13a tends to be distributed evenly to the front wheel brake 17a and the rear wheel brake 17b, and the braking forces generated by each brake 17a, 17b tend to be equal.

[0037] In this way, the CBS module 30 adjusts the operating force distributed between the inner wire 51a1 and the inner wire 53a according to the amount of operation of the left brake lever 13a, and adjusts the braking forces of the front wheel brake 17a and the rear wheel brake 17b.

[0038] 7 and 8, the equalizer 35 of the present embodiment has a flat contact portion 35b. The contact portion 35b has a planar shape facing the right side and extends vertically from the top to the bottom at the right end of the equalizer 35. A lower portion of the contact portion 35b is located inside the recess 31b1 of the lower case 31b.

[0039] 9 is a perspective view of the CBS module 30 taken along line VII-VII in FIG. 5, seen from the left front side, and shows the internal structure of the CBS module 30. As shown in FIG.

[0040] As shown in FIG. 9, inside the casing 31, a first switch (switch) 41 and a second switch (switch) 43 are provided on the right side of the equalizer 35. The two switches 41 and 43 are so-called momentary switches, and have switch casings 41d and 43d and switch rods 41c and 43c supported by the switch casings 41d and 43d. The switch rods 41c and 43c are biased toward the left side by compression springs built into the switch casings 41d and 43d, and are pushed to the right side when pushed toward the right side. The switches 41 and 43 perform two-stage output that switches between when the switch rods 41c and 43c are pushed in and when they are not pushed in.

[0041] The first switch 41 is a so-called stop switch that switches the brake lamps 6 of the saddle riding type vehicle 1 on or off by switching the output, and outputs a signal to the brake lamps 6 via a signal line 41a (see FIG. 5). When the switch rod 41c is not pressed, the output of the first switch 41 is an output that turns on the brake lamps 6. When the switch rod 41c is pressed, the output of the first switch 41 is an output that turns off the brake lamps 6.

[0042] The second switch 43 is a so-called inhibitor switch that switches between restricting and releasing the restriction on starting the power unit 4 by switching the output, and outputs a signal to the power unit 4 via a signal line 43a (see FIG. 5). When the switch rod 43c is in a pressed state, the output of the second switch 43 is an output that restricts the starting of the power unit 4. On the other hand, when the switch rod 43c is not in a pressed state, the output of the second switch 43 is an output that allows the starting of the power unit 4.

[0043] The two switches 41, 43 may directly output signals to the brake lamps 6 and the power unit 4, or may indirectly output signals via any device such as an ECU (Electronic Control Unit) or a communication device. The two switches 41, 43 may be configured to switch the type of signal by switching the output, or to switch whether or not to output a signal.

[0044] The two switches 41, 43 are arranged in a substantially vertical direction in the casing 31. That is, the two switches 41, 43 are arranged in a direction substantially perpendicular to the main surface 31a1, which is the largest surface of the casing 31. In other words, the main surface 31a1 of the casing 31 is substantially horizontal in order to connect to the two brake wires 51a, 53 arranged in the front-rear direction, and the two switches 41, 43 are arranged in a direction substantially perpendicular to the direction in which the two brake wires 51a, 53 are arranged in the casing 31. For this reason, the casing 31 of this embodiment does not need to have a larger dimension of the main surface 31a1 than when the two switches 41, 43 are arranged in a direction parallel to the main surface 31a1. The first switch 41 is arranged between the inner wires 51a1, 53a arranged in the front-rear direction. The second switch 43 is arranged below the first switch 41 and is located inside the recess 31b1 of the lower case 31b.

[0045] When the equalizer 35 is in the non-operation position P1, the switch rods 41c and 43c are in contact with the contact portion 35b and are pushed rightward by the contact portion 35b. When the equalizer 35 is in the maximum operation position P2, the switch rods 41c and 43c are both separated from the contact portion 35b and are not in contact with each other and are not pushed in. In this way, the two switches 41 and 43 are disposed at positions where the output is switched between when the equalizer 35 is in the non-operation position P1 and when it is in the maximum operation position P2. In other words, the output of the two switches 41 and 43 is switched depending on the movement position of the equalizer 35.

[0046] Therefore, the first switch 41 turns on the brake lamp 6 when the left brake lever 13a is operated to brake the saddle type vehicle 1. The second switch 43 enables the power unit 4 to start only when the left brake lever 13a is operated to brake the saddle type vehicle 1.

[0047] 9, the two switches 41 and 43 are aligned in the left-right direction, and when pressed the same distance, the outputs are switched. As described above, the contact portion 35b has a planar shape along the up-down direction. Therefore, in this embodiment, the outputs of the two switches 41 and 43 are switched simultaneously when the equalizer 35 reaches a specific movement position.

[0048] FIG. 10 is a perspective view of the upper case 31a as viewed from the lower left. As shown in FIG. 10, the upper case 31a has a notch 31a6 through which the connecting member 13a1 passes, and a switch arrangement section 39 in which two switches 41, 43 are arranged between the cable holes 31a4, 31a5. The switch arrangement section 39 is formed on the right side of the upper case 31a so as to protrude rightward and downward. The switch arrangement section 39 has a first fixing hole 39a1 into which the first switch 41 fits, and a second fixing hole 39a2 into which the second switch 43 fits. In addition, a water drainage hole 39c is provided at the lower end of the switch arrangement section 39, which extends from the second fixing hole 39a2 and penetrates downward.

[0049] The first fixing hole 39a1 and the second fixing hole 39a2 are holes formed in a vertical line and penetrate the right inner side surface 31d of the casing 31 in the left-right direction. The first fixing hole 39a1 is formed at the same height as the cable holes 31a4 and 31a5. The second fixing hole 39a2 is formed spaced downward from the first fixing hole 39a1 and opens toward the inside of the recess 31b1 of the lower case 31b. The two switches 41 and 43 are inserted from the left to the right into the two fixing holes 39a1 and 39a2 and fitted therein. In addition, the two fixing holes 39a1 and 39a2 each have a step portion in which the inner diameter becomes smaller in the middle so that the two switches 41 and 43 do not slip out to the right.

[0050] A first groove 39b1, a second groove 39b2, and a third groove 39b3 are formed on the left edge of the first fixing hole 39a1 and the second fixing hole 39a2. The first groove 39b1 is formed on the lower end of the edge of the first fixing hole 39a1 and is a groove that extends vertically. The first groove 39b1 penetrates vertically toward the first fixing hole 39a1 located above and the second fixing hole 39a2 located below. The first groove 39b1 is formed by cutting the left end of the switch arrangement portion 39 from the bottom to the top.

[0051] The second groove 39b2 is formed at the rear end of the edge of the second fixing hole 39a2 and is a groove extending in the front-rear direction. The second groove 39b2 penetrates the second fixing hole 39a2 in the front and rear directions toward the rear. The second groove 39b2 is formed by cutting the switch arrangement portion 39 from the rear.

[0052] The third groove 39b3 is formed at the lower end of the edge of the second fixing hole 39a2 and is a groove that extends vertically. The third groove 39b3 is formed on an extension line of the first groove 39b1 and penetrates vertically to the second fixing hole 39a2 located above and downward. The third groove 39b3 is formed, for example, by cutting a portion of the edge of the second fixing hole 39a2 that is in line with the first groove 39b1 in the process of cutting the switch arrangement portion 39 from below to form the first groove 39b1.

[0053] FIG. 11 is a perspective view of two switches 41 and 43. As shown in FIG. 11, two switch casings 41d and 43d have protrusions 41b and 43b protruding in a direction perpendicular to the direction in which switch rods 41c and 43c are pushed in, respectively. The protrusions 41b and 43b are shaped to fit into three grooves 39b1, 39b2, and 39b3. In this embodiment, the protrusion 41b fits into the first groove 39b1, and the protrusion 43b fits into the second groove 39b2. As a result, the two switches 41 and 43 are restricted from moving in a rotational direction about an axis in the left-right direction, and are positioned. That is, in this embodiment, the first groove 39b1 and the second groove 39b2 are fitting holes that fit into the protrusions 41b and 43b formed on the switch casings 41d and 43d to position the two switches 41 and 43.

[0054] As described above, in this embodiment, the vehicle front / rear interlocking brake device 5 includes the left brake lever 13a operated by the occupant, the front wheel brake wire 51a and the front wheel brake hose 51b that transmit the operating force of the left brake lever 13a to the front wheel brake 17a, the rear wheel brake wire 53 that transmits the operating force to the rear wheel brake 17b, the equalizer 35 housed in the casing 31, the equalizer 35 being connected to the two brake wires 51a, 53 from one side and moving from the right side to the left side by operation of the left brake lever 13a, and the biasing member 36 that biases the equalizer 35 toward the right side, and the vehicle front / rear interlocking brake device 5 includes two switches 41, 43 arranged on the right side of the equalizer 35, the equalizer 35 includes a contact portion 35b that comes into contact with the multiple switches 41, 43, and the outputs of the two switches 41, 43 are switched by the movement of the equalizer 35. According to this configuration, it is possible to realize a vehicle front / rear linked brake device 5 that can switch the outputs of the two switches 41, 43 in conjunction with the operation of the left brake lever 13a with a simple structure.

[0055] In this embodiment, casing 31 has main surface 31a1 and front surface 31a2 that form the outer surface, and two switches 41, 43 are aligned in a direction intersecting main surface 31a1, which has the largest area, of main surface 31a1 and front surface 31a2. With this configuration, the two switches 41, 43 are not arranged parallel to the main surface 31a1, so that the area of ​​the main surface 31a1 can be prevented from increasing. In addition, in this embodiment, the main surface 31a1, which has the largest area, is a substantially horizontal surface, so that the vertical dimension of the casing 31 tends to be small, and it is easy to ensure vertical space around the casing 31.

[0056] In this embodiment, the multiple switches 41, 43 are arranged in a direction different from the direction in which the front wheel brake wire 51a and the rear wheel brake wire 53 are arranged in the casing 31. According to this configuration, since the multiple switches 41, 43 are arranged in a direction different from that of the two brake wires 51a, 53, the casing 31 can be prevented from becoming large in the direction in which the multiple switches 41, 43 are arranged.

[0057] In this embodiment, the contact portion 35b has a planar shape. According to this configuration, the contact portion 35b can have a simple structure, and the equalizer 35 can be easily manufactured. In the present embodiment, the tips of the switch rods 41c and 43c are aligned in the left-right direction, and the outputs of the two switches 41 and 43 are switched by being pushed to the right by the same distance. Therefore, the outputs of the two switches 41 and 43 can be switched simultaneously.

[0058] In this embodiment, the casing 31 has an upper case 31a that covers the equalizer 35 from above, and a lower case 31b that covers the equalizer 35 from below, and the lower case 31b has a recess 31b1 that is recessed downward, and a drainage hole 31b3 for draining water is provided in the bottom surface 31b2 of the recess 31b1. According to this configuration, even if water enters the lower case 31b having the recess 31b1, the water drains through the drain hole 31b3, and the water can be prevented from accumulating in the lower case 31b. In the present embodiment, the second switch 43 is disposed inside the recess 31b1, thereby preventing the casing 31 from protruding upward.

[0059] In this embodiment, the casing 31 is disposed in such a position that the bottom surface 31b2 of the recess 31b1 of the lower case 31b is inclined, and the drainage hole 31b3 is provided on the lower side of the bottom surface 31b2. According to this configuration, when water enters the recess 31b1, the water easily flows over the bottom surface 31b2 toward the drainage hole 31b3 on the lower side, so that the water can easily drain from the drainage hole 31b3. In this embodiment, the bottom surface 31b2 is inclined downward on the vehicle front side and left side due to the inclination of the grip 11a to which the casing 31 is attached, and the drainage hole 31b3 is provided at the end of the bottom surface 31b2 on the vehicle front side and left side, so that the water can easily drain.

[0060] Next, embodiments 2 to 5 will be described below. Note that only the differences from embodiment 1 will be described below, and a description of the same points as embodiment 1 will be omitted.

[0061] [Embodiment 2] Fig. 12 is a cross-sectional view showing two switches 41 and 43 according to embodiment 2, and shows the two switches 41 and 43 in a cross section perpendicular to the front-rear direction. As shown in Fig. 12, the positions of the two switches 41 and 43 in the left-right direction may be different from each other, and the tip of switch rod 41c may be shifted to the right by a distance D1 from the tip of switch rod 43c.

[0062] Specifically, switch arrangement section 139 in embodiment 2 differs from embodiment 1 in that it has a first fixing hole 139a1 that holds first switch 41 at a distance D1 to the right of second switch 43. For this reason, in embodiment 2, the movement position of equalizer 35 when the output of first switch 41 switches is to the right of the movement position of equalizer 35 when the output of second switch 43 switches.

[0063] That is, as in the second embodiment, the first switch 41 of the two switches 41 and 43 may be arranged to the right of the second switch 43. According to this configuration, the outputs of the two switches 41, 43 can be switched at different timings in conjunction with the operation of the left brake lever 13a.

[0064] In the second embodiment, the two switches 41, 43 include a stop switch and an inhibitor switch, and the second switch 43, which is an inhibitor switch, is disposed to the left of the first switch 41, which is a stop switch. According to this configuration, the output of the first switch 41, which is a stop switch, can be quickly switched in response to the operation of the left brake lever 13a. Also, the output of the second switch 43, which is an inhibitor switch, cannot be switched unless the amount of operation of the left brake lever 13a becomes large. This makes it easier to immediately inform the following vehicle of the braking and easier to prevent erroneous starts, which makes it easier to improve safety.

[0065] 13 is a cross-sectional view showing two switches 241 and 43 according to the third embodiment, and shows the two switches 241 and 43 in a cross section perpendicular to the front-rear direction. As shown in FIG 13, the first switch 241 in the third embodiment has a switch rod 241c whose length in the left-right direction is shorter than that of the switch rod 41c in the first embodiment.

[0066] 13, in the third embodiment, the switch casings 41d and 43d have the same left-right dimensions and left-right positions. The length of the part of the switch rod 241c exposed from the switch casing 41d in the left-right direction is length L1. The length of the part of the switch rod 43c exposed from the switch casing 43d in the left-right direction is length L2, which is longer than length L1 by a distance D21. Therefore, the lengths from the left end to the right end of the two switches 241 and 43 differ from each other by the distance D21.

[0067] By using these two switches 241, 43, in the third embodiment, the tip of the second switch 43 is located a distance D21 to the left of the tip of the first switch 241. Therefore, in the third embodiment, when the left brake lever 13a is operated, the position to which the equalizer 35 moves when the output of the first switch 241 is switched differs from the position to which the equalizer 35 moves when the output of the second switch 43 is switched.

[0068] That is, as in the third embodiment, of the two switches 241 and 43, the first switch 241 and the second switch 43 may be configured to have a different length. According to this configuration, the outputs of the two switches 241, 43 can be switched at different timings in conjunction with the operation of the left brake lever 13a. Furthermore, by making the lengths of the switch casings 41d, 43d in the left-right direction different from each other, the same effect as in embodiment 3 can be obtained even if the lengths from the left end to the right end of the two switches 241, 43 are made different from each other.

[0069] It is also possible to deform the contact portion 35b so that the equalizer moves to different positions when the outputs of the two switches 41 and 43 are switched. Specific examples are shown in the following fourth and fifth embodiments.

[0070] FIG. 14 is a cross-sectional view showing the contact portion 335b according to the fourth embodiment, showing the contact portion 335b in a cross section perpendicular to the front-rear direction. As shown in FIG. 14, in the fourth embodiment, the contact portion 335b has an inclined shape inclined toward the right side. Specifically, when the equalizer 35 is in the non-operation position P1 or the maximum operation position P2, the contact portion 335b is inclined downward toward the right side. As a result, the contact portion A2 of the contact portion 335b that contacts the second switch 43 when the equalizer 35 is in the non-operation position P1 is located to the right of the contact portion A1 that contacts the first switch 41 by a distance D31. Therefore, when the left brake lever 13a is operated, the operation amount of the left brake lever 13a when the output of the second switch 43 is switched is larger than the operation amount of the left brake lever 13a when the output of the first switch 41 is switched.

[0071] FIG. 15 is a cross-sectional view showing the contact portion 435b according to the fifth embodiment, showing the contact portion 435b in a cross section perpendicular to the front-rear direction. As shown in FIG. 15, in the fourth embodiment, the contact portion 435b has a step shape in which a step 435b1 facing the right side is formed, and the contact portion 435b has an upper step 435b2 and a lower step 435b3. The step 435b1 is formed in a shape in which the lower step 435b3 is located to the right of the upper step 435b2 by a distance D41 when the equalizer 35 is in the non-operation position P1 or the maximum operation position P2. The step 435b1 is provided between the first switch 41 and the second switch 43 in the vertical direction, and when the equalizer 35 is in the non-operation position P1, the upper step 435b2 contacts the first switch 41, and the lower step 435b3 contacts the second switch 43. Therefore, when the left brake lever 13a is operated, the amount of operation of the left brake lever 13a when the output of the second switch 43 is switched is greater than the amount of operation of the left brake lever 13a when the output of the first switch 41 is switched.

[0072] That is, as in the fourth and fifth embodiments, the equalizer 35 has contact portions 335b, 435b that come into contact with the two switches 41, 43, and the contact portions 335b, 435b may be configured to have a step shape with a step 435b1 facing to the right, or to have an inclined shape inclined toward the right. According to this configuration, the outputs of the two switches 41, 43 can be switched at different timings in conjunction with the operation of the left brake lever 13a.

[0073] In the third to fifth embodiments, similarly to the second embodiment, the first switch 41, 241, which is a stop switch, switches its output when the amount of operation of the left brake lever 13a is smaller than that of the second switch 43, which is an inhibitor switch. That is, a configuration can be achieved in which the brake lamps 6 can be turned on immediately when the occupant applies the brakes, and the power unit 4 cannot be started unless the occupant applies the brakes strongly, thereby improving safety.

[0074] In the first embodiment, the fitting holes that fit the protrusions 41b and 43b formed in the switch casings 41d and 43d to position the two switches 41 and 43 are described as the first groove 39b1 and the second groove 39b2, but this is just one example. For example, the two fitting holes that fit the protrusions 41b and 43b may be the first groove 39b1 and the third groove 39b3. In this case, the first groove 39b1 and the third groove 39b3 are arranged in a straight line, and it is easy to form the third groove 39b3 at the same time as forming the first groove 39b1. For this reason, by using the first groove 39b1 and the third groove 39b3 as fitting holes that fit the protrusions 41b and 43b to position the two switches 41 and 43, the casing 31 can be easily manufactured.

[0075] That is, the casing 31 has a first groove 39b1 and a third groove 39b3 which are fitting holes that fit with protrusions 41b, 43b formed on the two switches 41, 43 to position the two switches 41, 43, respectively, and the first groove 39b1 and the third groove 39b3 may be configured to be formed in a straight line. According to this configuration, it becomes easy to form a plurality of fitting holes for positioning the two switches 41, 43, and the productivity of the casing 31 can be improved.

[0076] [Other embodiments] The above-described embodiment merely shows one aspect of the present invention, and any modification and application can be made without departing from the spirit and scope of the present invention.

[0077] In the above embodiment, the power unit 4 is an engine, and the second switch 43 serving as an inhibitor switch has been described as restricting the start of the engine, but this is merely an example. The power unit may be, for example, a motor that is operated by power supplied from a battery, and the second switch 43 may be configured to restrict the start of the motor.

[0078] In the above embodiment, the CBS module 30 is provided with two switches 41 and 43, but this is just one example. For example, the CBS module 30 may have three or more switches, and may be configured to control devices other than the power unit 4 and the brake lamps 6 by these switches. In the above embodiment, the two switches 41 and 43 are each described as a momentary switch having two output stages, but this is just one example. For example, the two switches 41 and 43 may be switches having three or more output stages or a stepless output, or may be alternate type switches.

[0079] In the above embodiment, the two switches 41 and 43 are in contact with the contact portion 35b when the equalizer 35 is in the non-operation position P1, and are not in contact with the contact portion 35b when the equalizer 35 is in the maximum operation position P2. However, this is just an example. For example, the switches 41 and 43 may be configured to be in contact with the contact portion 35b regardless of the position of the equalizer 35 from the non-operation position P1 to the maximum operation position P2. In this case, the output of the switches 41 and 43 is switched depending on, for example, the distance that the switch rods 41c and 43c are pushed.

[0080] In the above embodiment, the main surface 31a1, which is the largest surface among the surfaces of the casing 31, is described as a substantially horizontal surface facing upward, but this is only one example. For example, the casing 31 may be configured to be attached to the grip 11a with the main surface 31a1 facing forward. In this case, the main surface 31a1 is aligned in the vertical direction, and the two switches 41, 43 are aligned in the front-rear direction. For this reason, it is easier to reduce the vertical dimension of the main surface 31a1 compared to the case where the main surface 31a1 is aligned in the vertical direction and the two switches 41, 43 are aligned in the vertical direction.

[0081] In addition, in the above embodiment, it has been described that the front wheel brake 17a is a hydraulic disc brake and the rear wheel brake 17b is a mechanical drum brake, but this is merely an example, and other types of brakes may be used for each.

[0082] In the above embodiment, the CBS module 30 is provided on the left grip 11a and is described as distributing the operating force of the left brake lever 13a to the front wheel brake 17a and the rear wheel brake 17b, but this is just one example. The CBS module 30 may be provided near a step or the like on which the rider places their feet, instead of on the grip 11a, and may be configured to distribute the operating force of the brake pedal to the front wheel brake 17a and the rear wheel brake 17b.

[0083] In the above embodiment, the CBS module 30 is disposed with the bottom surface 31b2 inclined downward toward the front, and the drain hole 31b3 is located on the vehicle front side of the bottom surface 31b2. However, this is only an example. The CBS module 30 may be disposed with the bottom surface 31b2 inclined in any direction other than downward toward the front with respect to the horizontal direction. For example, the CBS module 30 may be disposed with the bottom surface 31b2 inclined downward toward the rear, that is, inclined upward toward the front. In this case, if the drain hole 31b3 is formed on the rear side of the bottom surface 31b2, the drain hole 31b3 is located on the lower side of the bottom surface 31b2, so that water in the lower case 31b can be easily drained. In this way, regardless of the direction in which the bottom surface 31b2 is inclined with respect to the horizontal direction, the water in the lower case 31b can be easily drained by providing the drain hole 31b3 on the lower side of the bottom surface 31b2.

[0084] Furthermore, the elements of the first to fifth embodiments and the other embodiments can be combined in any manner to form new embodiments.

[0085] [Configuration supported by the above embodiment] The above embodiment supports the following configurations.

[0086] (Configuration 1) A vehicle front-rear linked brake device comprising a brake lever, a front wheel brake transmission member that transmits the operating force of the brake lever to a front wheel brake, a rear wheel brake transmission member that transmits the operating force to a rear wheel brake, an equalizer housed in a casing, the equalizer connected to the front wheel brake transmission member and the rear wheel brake transmission member from one side and moving from the one side to the other side by operation of the brake lever, and a biasing member that biases the equalizer toward the one side, the vehicle front-rear linked brake device comprising a plurality of switches arranged on the one side of the equalizer, the equalizer having contact portions that come into contact with the plurality of switches, and the outputs of the plurality of switches being switched by the movement of the equalizer. According to this configuration, a vehicle front / rear linked brake device that can switch the outputs of multiple switches in conjunction with the brakes can be realized with a simple structure.

[0087] (Configuration 2) A vehicle front and rear linked brake device as described in Configuration 1, wherein the casing has a plurality of surfaces forming an outer surface, and the plurality of switches are arranged in a direction intersecting the surface among the plurality of surfaces that has the largest area. According to this configuration, since the multiple switches are not arranged parallel to the surface of the casing that has the largest area, it is possible to prevent the surface area of ​​the surface that has the largest area from becoming large.

[0088] (Configuration 3) 3. A vehicle front and rear linked brake device according to configuration 1 or 2, wherein the plurality of switches are arranged in a direction different from a direction in which the front wheel brake transmission member and the rear wheel brake transmission member are arranged in the casing. According to this configuration, since the multiple switches are aligned in a direction different from the direction of the two brake transmission members, it is possible to prevent the casing from becoming large in the direction in which the multiple switches are aligned.

[0089] (Configuration 4) A vehicle front and rear linked brake device according to any one of configurations 1 to 3, wherein the contact portion has a planar shape. According to this configuration, the contact portion can have a simple structure, which makes it easier to manufacture the equalizer.

[0090] (Configuration 5) A vehicle front and rear linked brake device according to any one of configurations 1 to 4, wherein at least one of the plurality of switches is arranged on the one side relative to the other switches. According to this configuration, the switch output can be switched at different timings in conjunction with the brake.

[0091] (Configuration 6) A vehicle front and rear linked brake device according to any one of configurations 1 to 5, wherein at least one of the plurality of switches has a length different from that of the other switches. According to this configuration, the switch output can be switched at different timings in conjunction with the brake.

[0092] (Configuration 7) A vehicle front and rear linked brake device as described in configuration 1 or 2, wherein the contact portion has a stepped shape having a step toward the one side, or an inclined shape inclined toward the one side. According to this configuration, the switch output can be switched at different timings in conjunction with the brake.

[0093] (Configuration 8) A vehicle front and rear linked brake device as described in any one of configurations 4 to 7, wherein the plurality of switches include a stop switch and an inhibitor switch, and the inhibitor switch is arranged on the other side of the stop switch. According to this configuration, the output of the stop switch can be switched quickly in response to braking, and the output of the inhibitor switch can be held steady unless the brakes are applied strongly. This makes it easier to immediately notify the following vehicle of the braking and to prevent erroneous starts, which makes it easier to improve safety.

[0094] (Configuration 9) A vehicle front and rear linked brake device described in any of configurations 1 to 8, wherein the casing has an upper case covering the equalizer from above and a lower case covering the equalizer from below, the lower case having a recess that is recessed downward, and a drainage hole for draining water on the bottom surface of the recess. According to this configuration, even if water gets into the lower case having the recessed portion, the water can be drained through the drainage hole, preventing the water from accumulating in the lower case.

[0095] (Configuration 10) A vehicle front and rear linked brake device as described in Configuration 9, wherein the casing is arranged in an inclined position such that the bottom surface of the recess of the lower case is inclined, and the drainage hole is provided on the lower side of the bottom surface. According to this configuration, when water enters the recess, the water tends to flow over the bottom surface toward the drainage hole on the lower side, and therefore the water can easily drain through the drainage hole.

[0096] (Configuration 11) A vehicle front and rear linked brake device described in any of configurations 1 to 10, wherein the casing has a plurality of fitting holes that fit with protrusions formed on the plurality of switches to position each of the plurality of switches, and the plurality of fitting holes are formed in a straight line. According to this configuration, it becomes easy to form a plurality of fitting holes for positioning a plurality of switches, and the productivity of the casing can be improved. [Explanation of symbols]

[0097] 5. Vehicle front and rear linked brake device 6. Brake lights 13a Left brake lever (brake lever) 30 CBS Module 31 Casing 31a Upper case 31a1 Main surface (largest surface) 31b Lower case 31b1 Recess 31b2 Bottom 31b3 Drain hole 35 Equalizer 35b Contact part 36 Pressurizing member 39b1 First groove (fitting hole) 39b3 3rd groove (fitting hole) 41 First switch (switch, stop switch) 41b Protrusion 43 Second switch (switch, inhibitor switch) 43b Protrusion 51a Front wheel brake wire (front wheel brake transmission member) 51b Front wheel brake hose (front wheel brake transmission member) 53 Rear wheel brake wire (rear wheel brake transmission member) 241 First switch (switch, stop switch) 335b Contact part 435b Contact part 435b1 Step

Claims

1. a front-rear interlocking brake device (5) including a brake lever (13a), a front-wheel brake transmission member (51a, 51b) that transmits an operating force of the brake lever (13a) to a front-wheel brake (17a), a rear-wheel brake transmission member (53) that transmits the operating force to a rear-wheel brake (17b), an equalizer (35) housed in a casing (31), the equalizer (35) being connected to the front-wheel brake transmission member (51a) and the rear-wheel brake transmission member (53) from one side and moving from the one side to the other side by operation of the brake lever (13a), and a biasing member (36) that biases the equalizer (35) toward the one side, a plurality of switches (41, 43, 241) arranged on said one side of said equalizer (35); The equalizer (35) includes a contact portion (35b) that contacts the plurality of switches (41, 43, 241), The plurality of switches (41, 43, 241) change outputs in response to movement of the equalizer (35). Vehicle front and rear linked brake device.

2. The casing (31) has a plurality of surfaces (31a1, 31a2) forming an outer surface, The plurality of switches (41, 43, 241) are arranged in a direction intersecting with the surface (31a1) having the largest area among the plurality of surfaces (31a1, 31a2).

2. A vehicle front and rear linked brake device according to claim 1.

3. 3. The vehicle front and rear linked brake device according to claim 1, wherein the plurality of switches (41, 43, 241) are arranged in a direction different from a direction in which the front wheel brake transmission member (51a) and the rear wheel brake transmission member (53) are arranged in the casing (31).

4. The contact portion (35b) has a planar shape.

3. A vehicle front and rear linked brake device according to claim 1 or 2.

5. At least one of the plurality of switches (41, 43) is disposed on the one side relative to the other switches (43).

3. A vehicle front and rear linked brake device according to claim 1 or 2.

6. At least one of the plurality of switches (43, 241) has a length different from that of the other switches (43) in the direction from the one side to the other side.

3. A vehicle front and rear linked brake device according to claim 1 or 2.

7. The contact portion (335b, 435b) has a step shape having a step (435b1) toward the one side, or has an inclined shape inclined toward the one side.

3. A vehicle front and rear linked brake device according to claim 1 or 2.

8. The plurality of switches (41, 43, 241) include a stop switch (41, 241) and an inhibitor switch (43), The inhibitor switch (43) is disposed on the other side of the stop switch (41, 241).

5. A vehicle front and rear linked brake device according to claim 4.

9. The casing (31) has an upper case (31a) that covers the equalizer (35) from above, and a lower case (31b) that covers the equalizer (35) from below, The lower case (31b) has a recess (31b1) recessed downward, and a drain hole (31b3) for draining water is provided on a bottom surface (31b2) of the recess (31b1).

3. A vehicle front and rear linked brake device according to claim 1 or 2.

10. The casing (31) is disposed in such a manner that the bottom surface (31b2) of the recess (31b1) of the lower case (31b) is inclined, The drainage hole (31b3) is provided on the lower side of the bottom surface (31b2). The vehicle front and rear linked brake device according to claim 9.

11. the casing (31) has a plurality of fitting holes (39b1, 39b3) that fit with protrusions (41b, 43b) formed on the plurality of switches (41, 43, 241) to position the plurality of switches (41, 43, 241), respectively; The plurality of fitting holes (39b1, 39b3) are formed in a straight line.

3. A vehicle front and rear linked brake device according to claim 1 or 2.

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