JP3447454B2 - Vehicle braking system - Google Patents

Description

Detailed Description of the Invention

[0001]

TECHNICAL FIELD The present invention relates to a first transmission system capable of transmitting an operating force of a first brake operating member to a first wheel brake, and an operating force of a second brake operating member to a second wheel brake. The present invention relates to a vehicle brake device including a second transmission system, and more particularly to a vehicle brake device that enables interlocking operation of both wheel brakes and antilock brake control.

[0002]

2. Description of the Related Art Conventionally, a device in which both wheel brakes are interlocked is already known, for example, from Japanese Utility Model Laid-Open No. 4-7933.

[0003]

In such a brake device, in order to make the braking force variable for antilock brake control, for example, Japanese Patent Laid-Open No. 2-2 is used.
It is conceivable to use the technology disclosed in Japanese Patent No. 34869, but the one disclosed in Japanese Patent Laid-Open No. 2-234869 requires an actuator for each pair of wheel brakes. Therefore, the cost and weight increase, and it is difficult to apply to a low cost vehicle such as a scooter.

Therefore, the applicant of the present invention has proposed that the intermediate parts of the first and second transmission systems are individually connected to the first and second constituent elements of the plurality of constituent elements of the planetary gear mechanism, and A brake device that solves the above-mentioned problems by enabling a motor to be connected to a third component among the respective components and enabling interlocking operation of both wheel brakes and antilock brake control by controlling the rotation direction of the motor. It has already been proposed (Japanese Patent Application No. 6-108753).

However, according to this proposed technique, at the time of braking without performing the interlocking operation and the antilock brake control, the motor is still connected to the third component of the planetary gear mechanism, so that the motor rotates, and the rotation thereof occurs. In order to avoid the deterioration of the brake operation feeling due to friction, it is necessary to increase the number of poles of the motor and dispose the bearings, which inevitably results in an increase in cost.

The present invention has been made in view of the above circumstances, and enables the interlocking operation of a pair of wheel brakes and the antilock brake control, and at the time of the normal braking when the interlocking operation and the antilock brake control are not executed. It is an object of the present invention to realize a vehicle brake device that can improve the brake operation feeling of the vehicle at low cost.

[0007]

In order to achieve the above object, the invention according to claim 1 is a first transmission system capable of transmitting the operating force of a first brake operating member to a first wheel brake, and a second transmission system. In a vehicle brake device including a second transmission system capable of transmitting an operating force of a brake operating member to a second wheel brake, a first ring gear coupled to an intermediate portion of the first transmission system,
A first ring gear that is coaxial with the first ring gear and is free to rotate
A first planetary gear mechanism having a sun gear, a first ring gear, a first planetary gear meshing with the first sun gear, and a first planetary carrier rotatably supporting the first planetary gear and fixed to one end of a rotating shaft; A second ring gear connected to an intermediate portion of the second transmission system, a second sun gear coaxial with the second ring gear, a second planet gear meshing with the second ring gear and the second sun gear, and a second planet gear rotatably supported. And a second planetary gear mechanism having a second planetary carrier fixed to the other end of the rotation shaft; a sun gear braking means capable of braking the rotation of the first sun gear; And a motor.

According to a second aspect of the invention, in addition to the configuration of the first aspect of the invention, the first and second transmission systems are provided in the intermediate portion of the first and second ring gears. A transmission lever connected to each of them; an inner cable having both ends connected to the transmission lever and the first and second brake operating members, and installed in a bent state in which one end is a fixed end and the other end is a movable end. A transmission cable having an outer cable through which the inner cable is movably inserted; and a damper spring in which the movable end of the outer cable absorbs the extension of the outer cable due to the tension applied to the inner cable above a certain value by elastic deformation. And a cable damper supported by.

According to the invention described in claim 3, in addition to the configuration of the invention described in claim 2, it is constituted by a first planetary gear mechanism, a second planetary gear mechanism, a sun gear braking means, and a motor. The damper casings are respectively coupled to the casings of the actuators, and the other ends of the inner cables protruding from the other ends of the outer cables are connected to the respective transmission levers.

According to the invention described in claim 4, in addition to the structure of the invention described in claim 1, at least one of the first and second transmission systems is provided in an intermediate portion thereof and is connected to the ring gear. A transmission lever, a hydraulic pressure generation means for generating a hydraulic pressure according to the operation of the transmission lever, and a pipe line connecting the hydraulic pressure generation means and the wheel brake.

[0011]

According to the configuration of the invention described in claim 1, when the motor is stopped and the sun gear braking means is in the non-braking state and only the first brake operating member is braked, the operating force is transmitted by the first transmission system. As a result, the first wheel brake is braked and the first ring gear in the first planetary gear mechanism is rotated.
At this time, the second sun gear of the second planetary gear mechanism is stopped due to the motor being in the stopped state, and the second sun gear of the second planetary gear mechanism is not driven due to the second brake operating member being in the non-operated state. Since the ring gear is also stopped, the rotation shaft, that is, the first planet carrier is stopped, and the rotation of the first ring gear is accelerated by the first planet gear and transmitted to the first sun gear, causing the first sun gear to idle. become. Further, when the motor is stopped and the sun gear braking means is in the non-braking state and only the second brake operating member is braked, the second wheel brake is actuated by the operation force transmission by the second transmission system and the second planetary gear is also actuated. The second ring gear in the gear mechanism is rotated.
At this time, since the second sun gear of the second planetary gear mechanism is stopped due to the motor being in the stopped state, the second planet carrier, that is, the rotating shaft is decelerated and rotated by the second planetary gear. Since the first ring gear of the first planetary gear mechanism is also stopped due to the brake operating member being in the non-operated state, the first planetary carrier rotates while idling the first sun gear by the first planetary gear. . That is, when the motor is stopped and the sun gear braking means is in the non-braking state and one of the first and second brake operating members is brake-operated, the first sun gear is simply idled, and a brake operation feeling due to rotational friction of the motor is generated. It is possible to avoid the deterioration of. When operating the two-wheel brakes in an interlocking manner, the motor is operated in the direction opposite to the rotation direction of the second ring gear by the input in the increasing direction of the braking force from the second transmission system while the first sun gear is being braked by the sun gear braking means. Excuse me.
Then, in the second planetary gear mechanism, the second ring gear rotates in the direction opposite to the rotational direction of the motor in the direction of increasing the braking force of the second wheel brake due to the reaction force generated between the second ring gear and the second planetary carrier. . In the first planetary gear mechanism, since the first planetary carrier rotates integrally with the second planetary carrier via the rotation shaft and the first sun gear is in the stopped state, the first ring gear moves in the same direction as the first planetary carrier. That is, the first wheel brake rotates in a direction of increasing the braking force. Further, when anti-lock brake control is performed during braking by the two-wheel brake, the motor is operated in the opposite direction to the above-described interlocked operation while the first sun gear is braked by the sun gear braking means. Then, in the second planetary gear mechanism, the second ring gear and the second
Due to the reaction force generated between the planet carriers, the second ring gear rotates in the direction opposite to the rotation direction of the motor, that is, in the direction in which the braking force of the second wheel brake is reduced. In the first planetary gear mechanism, since the first planetary carrier rotates integrally with the second planetary carrier via the rotation shaft and the first sun gear is in the stopped state, the first ring gear moves in the same direction as the first planetary carrier. That is, the first wheel brake rotates in a direction in which the braking force of the first wheel brake is reduced.

According to the structure of the invention described in claim 2, transmission levers respectively connected to both ring gears,
Since the cable dampers are provided between the two brake operating members, it is possible to prevent the operation feeling of each brake operating member from being deteriorated when the braking force changes due to the operation of the motor, and to transmit the transmission. By applying a spring force to the outer cable of the cable to expand and contract the outer cable, it is possible to reduce the size of the cable damper.

According to the configuration of the invention described in claim 3,
By connecting the damper casing to the actuator casing, it is not necessary to provide a dedicated means for fixing the damper casing, and the inner cable of the transmission cable is connected to the transmission lever, so that the transmission lever and the brake can be operated. By connecting the members with a single transmission cable, the number of cables can be reduced, and the rattling of the cable system can be suppressed by reducing the number of cable connecting portions.

Further, according to the configuration of the invention described in claim 4, when it is difficult to mechanically transmit the operating force due to the transmission efficiency and the restriction of steering, the operating force by the hydraulic pressure is applied to the wheel brakes. Can be made to act, and the restriction on the position of the transmission system can be reduced.

[0015]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below based on the embodiments of the present invention shown in the accompanying drawings.

1 to 8 show a first embodiment of the present invention. FIG. 1 is a block diagram of a brake device, FIG. 2 is a longitudinal sectional view of an actuator, and FIG. 3 is a line 3-3 of FIG. A sectional view, FIG. 4 is a sectional view taken along line 4-4 of FIG. 2, FIG. 5 is a diagram showing an operating state of the second planetary gear mechanism during interlocking braking, and FIG. 6 is an operating state of the first planetary gear mechanism during interlocking braking. FIG. 7 is a diagram showing the operating state of the second planetary gear mechanism during antilock brake control, and FIG. 8 is a diagram showing the operating state of the first planetary gear mechanism during antilock brake control.

Referring to FIG. 1, a front wheel W _F of a vehicle such as a scooter type motorcycle is equipped with a front wheel brake B _F, which is a disc brake that operates in response to the action of hydraulic pressure, as a first wheel brake, and a rear wheel W _R. A well-known mechanical rear wheel brake B _R that exerts a braking force according to the operation amount of the operation lever 1 is mounted as a second wheel brake. The left and right ends of the steering handle are provided with grips 2 _R and 2 _F , and the right end of the steering handle is a first brake operation member that can be operated by the right hand holding the grip 2 _F. The first brake lever 3 _F is pivotally supported, and the left end of the steering handle is pivotally supported by the second brake lever 3 _R as a second brake operating member which can be operated by the left hand holding the grip portion 2 _R. It

First brake lever 3 _F and front wheel brake B
_F is connected via a first transmission system 4 _F capable of transmitting the operating force of the first brake lever 3 _F to the front wheel brake B _F ,
The operating lever 1 of the second brake lever 3 _R and the rear wheel brake B _R, the operating force of the second brake lever 3 _R to the rear wheel brake B _R via the mechanically transmissible second transmission system 4 _R Be connected. Moreover, the intermediate portion of both transmission systems 4 _F and 4 _R is connected to the actuator 5.
Front brake B _F and rear brake B _R
The braking force of can be adjusted.

Referring also to FIGS. 2, 3 and 4,
The actuator 5 includes a first planetary gear mechanism 6 ₁ , a second planetary gear mechanism 6 ₂ , an electromagnetic clutch 7, and a forward / reverse rotatable motor 8.

The casing 9 of the actuator 5 has a first case portion 10 to which the motor 8 is attached, a second case member 11 connected to the first case member 10 on the side opposite to the motor 8, and a first case member 10. The third case member 12 is connected to the second case member 11 on the opposite side to the third case member 12. The electromagnetic clutch 7 is attached to the third case member 12 on the same axis as the rotation axis of the motor 8.

The first planetary gear mechanism 6 ₁ includes the second and third
The first working chamber 13 ₁ formed between the case members 11 and 12
The second planetary gear mechanism 6 ₂ is housed and disposed inside the second working chamber 13 ₂ formed between the first and second case members 10 and 11. The second case member 11 has a pair of bearings 15 and 15 which are coaxial with the rotation axes of the electromagnetic clutch 7 and the motor 8 and whose both ends face the first and second working chambers 13 ₁ and 13 _2. It is rotatably supported via.

The first planetary gear mechanism 6 ₁ includes a first working chamber 13
_{A first} ring gear 16 ₁ rotatably supported at one end of a rotary shaft 14 in the first sun gear ₁ and a first sun gear rotatably supported by a third case member 12 about an axis coaxial with the first ring gear 16 _1. 17 ₁ and the first ring gear 16 ₁
And a plurality of first planetary gears 18 ₁ , 18 ₁ ... That mesh with the first sun gear 17 ₁ , and their first planetary gears 18 ₁ ,
18 ₁ ... Is rotatably supported and is fixed to one end of the rotary shaft 14 with a first planet carrier 19 ₁ . Thus, one end of the first sun gear 17 ₁ is projected into the electromagnetic clutch 7, and the electromagnetic clutch 7 has the first sun gear 17 ₁
Can be braked and stopped.

The second planetary gear mechanism 6 ₂ includes a second working chamber 13
_{A second} ring gear 16 ₂ which is rotatably supported by the other end of the rotary shaft 14 in ₂ and a second sun gear 17 ₂ which is connected to the motor 8 coaxially with the second ring gear 16 ₂ ;
The plurality of second planetary gears 18 ₂ , 18 ₂ ... Which mesh with the ring gear 16 ₂ and the second sun gear 17 ₂ and the planetary gears 18 ₂ , 18 ₂ ... And a second planet carrier 19 ₂ fixed to the.

With the axis parallel to the rotary shaft 14, the middle part
First working chamber 13₁A first control shaft 20 arranged inside₁But,
The outer end is projected outward from the second case member 11.
Is arranged in such a manner that the first control shaft 20₁And the second
Bearing 21 between case members 11 ₁The first control shaft 20₁Oh
And a bearing 22 between the third case member 12 and₁Is installed.
Also, it has an axis parallel to the rotary shaft 14 and the middle part is the second operation
Chamber 13₂A second control shaft 20 arranged inside₂But its outer edge
So as to project outward from the second case member 11
Is arranged and the second control shaft 20₂And the second case part
Bearing 21 between materials 11₂However, the second control shaft 20₂And the first
Bearings 22 between the case members 10₂Is installed. Ie
First and second control shafts having axes parallel to the rotary shaft 14
20₁, 20₂Allows rotation about their axes
Supported on the casing 9.

First transmission system 4_FIs the first control shaft 20₁Out of
First transmission lever 23 fixed to the end ₁And the first brake
Lever 3_FAnd the first transmission lever 23₁Provided between
With cable damper 24₁Transmission cave
Le 25₁And the first transmission lever 23₁Hydraulic pressure according to the operation of
Master cylinder 26 that generates force, and master cylinder 2
6 and front wheel brake B_FConsists of a conduit 27 connecting between
Be done.

The transmission cable 25 _1, the inner cable 30 ₁ connecting between ₁ first brake lever 3 _F and the first transmission lever 23, as a movable end and the other end is fixed at one end to the first brake lever 3 _F side It is movably inserted into the outer cable 29 ₁ installed in a bent state. The cable damper 24 ₁ is formed in a cylindrical shape and is connected to the casing 9 of the actuator 5, and a cylindrical movable member 32 is inserted into the damper casing 31 so as to be relatively movable in the axial direction.
And a pair of damper springs 33, 34 that are provided between the damper casing 31 and the movable member 32 by exerting a spring force in the direction of compressing the outer cable 29 ₁ .

At one end of the damper casing 31, there is provided a flange portion 31a which extends inward in the radial direction, and a movable member 32 is provided.
A flange portion 32a is provided on one end side of the flange portion 32a so as to be engaged with the flange portion 31a from the inner side and protruding outward in the radial direction. Further, in the damper casing 31, the collar portion 32 of the movable member 32 is provided.
A sliding member 35, which is formed in a cylindrical shape and has a flange portion 35a that engages with a from the inner side at one end, is slidably fitted.
Further, the retaining ring 3 is provided on the inner surface of the other side of the damper casing 31.
7, a damper spring 33 is contracted between a ring-shaped receiving member 36 supported by the retaining ring 37 and the collar portion 32a of the movable member 32, and the receiving member 36 and the sliding member are slidable. The damper spring 34 is contracted between the collar 35 and the collar portion 35a.

On one end side of the movable member 32, one end has a first block.
Rake lever 3_FOuter cable 29 fixed to the side
₁The other end, that is, the movable end is fixed, and the outer cable
29 ₁Is inserted into the movable member 32 by protruding from the other end of
Inner cable 30₁The other end of the first transmission lever 23₁
Connected to. Thus, both damper springs 33, 34 are
Cable 29₁Exerts a spring force in the direction of compressing
The inner cable 30₁Over a certain value
When a force is applied, both damper springs 33 and 34 are
ー Cable 29₁Elastically deforms to absorb the extension of
It

A load detection switch 38 _{1 which} is in contact with one end of a movable member 32 protruding from one end of the damper casing 31 is fixed to one end of the damper casing 31, and a brake operation from the first brake lever 3 _{F is performed.} Input is within the specified load range, that is, transmission cable 25 ₁
Inner cable 30 _first movable member 32 is a damper spring 33 and 34 state load detecting switch 3 which is moved by a predetermined stroke or more to compress in response to the tension acting on the corresponding to the traction of
Detected by 8 ₁ .

The master cylinder 26 is the actuator 5
The cylinder body 39 fixed to the casing 9, the piston 40 slidably fitted to the cylinder body 39 with the front face facing the pressure chamber 41, and the piston 40 housed in the pressure chamber 41 on the rear side ( A return spring 42 that exerts a spring force that urges the pressure chamber 41 toward the pressure chamber 41 is connected to the front end of the cylinder body 39.

From the rear end of the cylinder body 39, the piston 40
The rear end portion of the rod 43 that is continuous with is projected, and between the rear end portion of the rod 43 and the rear end portion of the cylinder body 39,
The rubber boot 44 is attached.

At the rear end of the rod 43, the first transmission lever 2
3 and the pressing portion 23a provided in ₁ is abutted, first
When the brake lever 3 _F is braked, the first transmission lever 23 ₁ rotates in the direction in which the pressing portion 23 a presses the piston 40 (counterclockwise direction in FIG. 3). Thus, the pressing part 2
When pushed by 3a, the piston 40 operates to reduce the volume of the pressure chamber 41, and the hydraulic pressure generated in the pressure chamber 41 acts on the front wheel brake B _F via the conduit 27.

Second transmission system 4_RIs the second control shaft 20₂Out of
Second transmission lever 23 fixed to the end ₂And the second brake
Lever 3_RAnd the second transmission lever 23₂Provided between
With cable damper 24₂Transmission cave
Le 25₂And the second transmission lever 23₂Force according to the operation of
Rear wheel brake B_RConsists of a transmission cable 45 that transmits
To be done.

The transmission cable 25 ₂ comprises an outer cable 29 ₂ and an inner cable 30 ₂ movably inserted therein. The cable damper 24 ₂ is one having a cable damper 24 ₁ is basically the same configuration of the first transmission system 4 _F, is illustrated with the same reference numerals to the same components as the cable damper 24 ₂ The detailed description is omitted here. Thus, the inner cable 30 ₂ of the transmission cable 25 ₂ is connected to the second transmission lever 23 ₂ , and the state where the brake operation input from the second brake lever 3 _R is within the predetermined load range is detected by the load detection switch 38 _2. To be done.

The transmission cable 45 is formed by movably inserting an inner cable 47 into an outer cable 46. One end of the outer cable 46 is fixed to the casing 9 of the actuator 5, and one end of the outer cable 46 is fixed. Inner cable 47 protruding from
Is connected to the second transmission lever 23 _2, and the other end of the transmission cable 45 is connected to the operation lever 1 of the rear wheel brake B _R.

First working chamber 13₁In the first control shaft 20₁To
Is the first sector gear 48₁Is fixed, this first sector
Ya 48₁Is the first ring gear 16₁Cover provided integrally with
Dynamic gear 49₁Meshed with. The second working chamber 13₂At the inner
Second control shaft 20₂The second sector gear 48₂Is fixed
This second sector gear 48₂Is the second ring gear 16₂
Driven gear 49 fixed to₂Meshed with. Ie both
Ring gear 16₁, 16 ₂Includes the first and second transmission systems 4
_F, 4_RWill be connected to each other. Shi
Kamo both sector gears 48₁, 48₂And between the casing 9
Includes the first and second brake levers 3_F, 3_RBlur
First and second transmission levers 23 associated with the brake operation₁, 23
₂That is, the first and second control shafts 20₁, 20₂Rotation of
Sector gear 48 in the direction opposite to the direction₁, 48₂Bias
Return spring 50₁, 50₂Is provided.

An angle sensor 51 connected to the outer end of the second control shaft 20 ₂ is fixed to the casing 9 of the actuator 5, and the operation amount of the actuator 5 is detected by the angle sensor 51. A front wheel speed sensor 54 is attached to the front wheel W _F , and a rear wheel speed sensor 55 is attached to the rear wheel W _R. By the way, the on / off operation of the electromagnetic clutch 7 in the actuator 5 and the rotation direction and the operation amount of the motor 8 are controlled by the electronic control unit 52, and the electronic control unit 52 has a load detection switch 38 ₁ , 38 ₂ , angle sensor 51, front wheel speed sensor 54, and rear wheel speed sensor 55, respectively.

The operation of the first embodiment will be described below. When the brake operation input by the first brake lever 3 _F or the second brake lever 3 _R is below a predetermined value, the actuator 5 is not operated and the first operation is performed. are those by the brake lever 3 _F or the second brake lever 3 _R so as to obtain a braking force in the front wheel brake B _F or the rear wheel brake B _R, when a load detecting switch 38 _1, 38 ₂ is not switching operation, the electronic control Unit 5
The operation of the motor 8 is stopped by 2 and the electromagnetic clutch 7 is turned off, that is, the first sun gear 17 ₁ is allowed to rotate freely.

In this state, the first brake lever 3
When braking only _F , the transmission cable 25
_The hydraulic pressure is output from the master cylinder 26 by the rotation of the first transmission lever 23 ₁ associated with the pulling of ₁ , and the hydraulic pressure is applied to the conduit 2
By acting on the front wheel brake B _F via 7, the braking force is exerted at the front wheel brake B _F. At this time, the rotary power is input from the first transmission lever 23 ₁ to the first control shaft 20 _1, and the power is transmitted from the sector gear 48 ₁ to the driven gear 49 _1, that is, the first ring gear 16 ₁ of the first planetary gear mechanism 6 ₁ . Given. However, the second sun gear 17 ₂ of the second planetary gear mechanism 6 ₂ when the motor 8 is in a stopped state are stopped, and the second brake lever 3 _R
There therefore is stopped even with ₂ second planetary gear mechanism 6 ₂ of the second ring gear 16 to be in the non-brake operation condition, the rotation shaft 14 or first planetary carrier 19 ₁ is stopped and the first ring gear 16 ₁ rotation is the first planetary gear 18 ₁
In is transmitted to the first sun gear 17 ₁ is accelerated, so _{that 1} is the first sun gear 17 idles.

When the motor 8 is stopped and the electromagnetic clutch 7 is turned off and only the second brake lever 3 _R is brake operated, the rear wheel brake B is transmitted by the mechanical transmission of the brake operation force by the second transmission system 4 _{R. The} braking force is exerted at _R , and the rotational power is input from the second transmission lever 23 ₂ to the second control shaft 20 _2, and the power is transmitted from the sector gear 48 ₂ to the driven gear 49 ₂ or the second planetary gear mechanism 6 ₂ second given to the ring gear 16 _2, the second ring gear 16 ₂ is rotated. At this time, since the second sun gear 17 _{2 of} the second planetary gear mechanism 6 ₂ is stopped, the second planet carrier 19 ₂ or the rotary shaft 14 is set to the second
The planet gears 18 ₂ decelerate and rotate, but when the first brake lever 3 _F is in the non-brake operation state,
Since also stopped first ring gear 16 ₁ of the planetary gear mechanism 6 _{1, 1} first planet carrier 19 is first planetary gear 18 ₁
Thus, the first sun gear 17 ₁ is rotated while idling.

As described above, when the motor 8 is stopped and the electromagnetic clutch 7 is turned off and one of the first and second brake levers 3 _F and 3 _R is braked, only the first sun gear 17 ₁ idles. Therefore, it is possible to avoid the deterioration of the brake operation feeling due to the rotation friction of the motor 8.

When the brake operation input by the first brake lever 3 _F or the second brake lever 3 _R exceeds a predetermined value, the actuator 5 is operated to interlock and operate the front wheel brake B _F and the rear wheel brake B _R. The load detection switches 38 ₁ and 3
When 8 ₂ is switched, the electronic control unit 52 operates the motor 8 and the electromagnetic clutch 7 is turned on, that is, the first sun gear 17 ₁ is braked.

Assuming that the second brake lever 3 _R is brake-operated with an operation force equal to or larger than a predetermined value, as shown in FIG. 5, the input from the second transmission system 4 _{R in the} increasing direction of the braking force is performed. The motor 8 is operated in a direction opposite to the rotation direction of the second ring gear 16 ₂ by the second planetary gear mechanism 6
_{2 2} In the second sun gear 17 is rotated in a direction opposite to the ₂ second ring gear 16, second ring gear by a reaction force generated between the ₂ second ring gear 16 ₂ and the second planetary carrier 19 1
6 ₂ rotates in a direction opposite to the rotation direction of the motor 8, that is, the second sun gear 17 _{2 in} a direction in which the braking force of the rear wheel brake B _R is increased.

On the other hand, in the first planetary gear mechanism 6 ₁ , the first planetary carrier 19 ₁ rotates integrally with the second planetary carrier 19 ₂ via the rotary shaft 14 and the first sun gear 17 ₁
6 is in the stopped state, the first ring gear 16 ₁ rotates in the same direction as the first planetary carrier 19 ₁ , that is, in the direction in which the braking force of the front wheel brake B _F is increased, as shown in FIG.

Next, when the antilock brake control is performed, the electromagnetic clutch 7 is turned on and the motor 8 is turned on.
To operate in the opposite direction to the above-mentioned interlocking operation. Then, as shown in FIG. 7, in the second planetary gear mechanism 6 ₂ , the reaction force generated between the second ring gear 16 ₂ and the second planetary carrier 19 ₂ causes the second ring gear 16 ₂ to move to the motor 8, that is, the second sun gear 17 2. _It rotates in the direction opposite to the rotation direction of ₂ , that is, in the direction in which the braking force of the rear wheel brake B _R is reduced,
The braking force of the rear wheel brake B _R is released. Further, in the first planetary gear mechanism 6 ₂ , the first planet carrier 19 ₁ has the rotating shaft 1
Since the first sun gear 17 ₁ is in a stopped state while rotating integrally with the second planetary carrier 19 ₂ through the position shown in FIG.
As indicated by, the first ring gear 16 ₁ rotates in the same direction as the first planet carrier 19 ₁ , that is, in the direction in which the braking force of the front wheel brake B _F is reduced, and the braking force of the front wheel brake B _F is relaxed.

Moreover, in the first and second transmission systems 4 _F , 4 _R , the cable dampers 24 ₁ , 2 are provided between the actuator 5 and the first and second brake levers 3 _F , 3 _R.
4 ₂ are interposed respectively, and when the braking force is re-energized in the anti-lock brake control, the motor 8 is deactivated so that the cable dampers 24 ₁ , 2
It becomes possible to use the repulsive force stored in 4 ₂ .
Further, it is possible to avoid the direct action of the force from the actuator 5 side on the first brake lever 3 _F or the second brake lever 3 _R during the execution of the antilock brake control, and to obtain a good operation feeling.

In this way, the operation of the motor 8 and the on / off operation of the electromagnetic clutch 7 are controlled by the electronic control unit 52.
By controlling with, the front wheel brake B _F and the rear wheel brake B _R can be interlocked and anti-lock can be operated.
The braking force is distributed by the first and second planetary gear mechanisms 6 ₁ ,
By selecting the gear ratio of 6 _2, it can be appropriately adjusted in a wider range. As a result, it is possible to mitigate the reduction in braking force, which is considered to be a problem of collective control of the antilock brake operation. As a result, the actuator 5 and the electronic control unit 52 are simplified as one channel, the cost and weight can be greatly reduced, and the application to a vehicle such as a scooter, which is low cost, is facilitated.

By the way, in the actuator 5,
The first sun gear 17 when the motor 8 is operated. ₁For braking
The means is from the motor 8 to the second planetary gear mechanism 6₂Slow down by
The power transmitted to the rotary shaft 14 is transmitted to the first planetary gear machine.
Structure 6₁Since it only has to be placed in the part where the speed is increased by
Generates a torque slightly larger than the output torque of the motor 8.
As long as it can be produced, is it a small size such as the electromagnetic clutch 7?
A simple structure can be used.

The cable damper 24₁, 24₂Is the
Cable damper 24₁, 24₂And both brake levers
Three_F, 3_RTransmission cable 2 provided between each
5₁, 25₂Outer cable 29₁, 29₂
While supporting the movable end of the damper springs 33 and 34,
Inner cable 30₁, 30₂Tension above a certain value
Outer cable 29 when acted₁, 29₂Extension of
Is absorbed by the elastic deformation of the damper springs 33 and 34.
The structure of the damper casing 31 is small, that is,
Cable damper 24₁, 24₂Can be downsized
It becomes Noh. Moreover, the first and second brake levers 3_F，
Three_RAnd the first and second transmission levers 23₁, 23₂Between
Is a single inner cable 30₁, 30₂Tied with
The first and second brake levers 3_F，
Three_RAnd the first and second transmission levers 23 ₁, 23₂Between
Transmission cable 25₁, 25₂Play management is easy
Improve work efficiency during assembly and maintenance
be able to.

The damper casing 31 of the cable dampers 24 ₁ and 24 ₂ is the casing 9 of the actuator 5.
Since it is not necessary to provide a dedicated means for fixing the damper casing 31, the inner cables 30 ₁ , 30 of the transmission cables 25 ₁ , 25 ₂ are not necessary.
₂ can be directly connected to the respective transmission levers 23 ₁ and 23 ₂ , and the actuator 5 and both brake levers 3 _F and 3
By reducing the number of cables between _R and the number of cable joints, rattling of the cable system can be suppressed.

Further, in the first transmission system 4 _F , the hydraulic pressure generated in the master cylinder 26 is transmitted through the pipe line 27 between the actuator 5 and the front wheel brake B _F.
This is effective when it is difficult to mechanically transmit the operating force due to its transmission efficiency, steering constraint, etc., and the constraint on the position of the transmission system can be reduced.

FIG. 9 shows a second embodiment of the present invention, in which parts corresponding to those in the first embodiment are designated by the same reference numerals.

Second brake lever 3_ROr the first blur
Key lever 3_F(See Fig. 1)
Transmission cable 25₂Or 25₁The other end of the cable
Damper 24₂'Or 24₁Transmission lever 2 via '
Three₂Or transmission lever 23 ₁Connected to.

The cable damper 24 ₂ ′ includes a damper casing 31, a movable member 32 inserted into the damper casing 31 so as to be relatively movable in the axial direction, and the outer cable 2.
9 and a ₂ pair of dampers spring 33 for urging the movable member 32 in a direction to compress the, this cable damper 24
The ₂ ', the load detection switch 38 for detecting the operation of the outer cable 29 _{and second} movable end or the movable member 32
₂ and the preceding actuation mechanism 58 are attached.

Inside the damper casing 31, the movable member 3
A cylindrical sliding member 35 'having a flange portion 35a' facing from the inner side at one end is slidably fitted to the second flange portion 32a. Thus, the damper springs 33, 34 are contracted between the flange portion 32a of the movable member 32 and the receiving member 36 supported by the damper casing 31.

The preceding actuation mechanism 58 is used for the inner cable 3
The damper springs 33, 34 accompanying the tension acting on 0 ₂
Of the movable member 3 prior to the elastic deformation of the movable member 32.
A disc spring 53 is interposed between the second flange portion 32a and the flange portion 35a 'of the sliding member 35'.

The cable damper 24 ₁ ′ is also constructed in the same manner as the cable damper 24 ₂ ′.

According to the second embodiment, the invalid stroke in the ON region of the load detection switches 38 ₁ and 38 ₂ can be made smaller than the input stroke from the brake levers 3 _F and 3 _R side. That is, in the cable dampers 24 ₁ and 24 ₂ shown in the first embodiment, the load detection switches 38 ₁ and 38 ₂ have coil springs, which are damper springs 33,
Since the load is given by 34, the load change is small when the input stroke is small, as shown by the dotted line in FIG. 10, so that the load loss becomes relatively large when the cable damper is not used as a reference. Against this second
According to the embodiment, the load detection switches 38 ₁ , 38
_{Since the} load is applied to ₂ by the disc spring 53, as shown in FIG.
As shown by the solid line in Fig. 4, it is possible to increase the load change when the input stroke is small and to make the load loss relatively small when the cable damper is not used as a reference, which makes the brake operation feel uncomfortable. The invalid stroke can be reduced so that it does not occur.

Moreover, the action of the preceding actuation mechanism 58 causes
Inner cable 30₁Or 30 ₂Tension acted on
At this time, the damper springs 33 and 34 are elastically deformed and have a damping action.
Load detection switch 38₁, 38₂By
Therefore, the operation of the movable member 32 can be detected. Toko
The whole system of the brake system works normally.
Load detection switch 38 for determining whether or not₁, 38₂of
For diagnosis, use actuator 5 to
Table 30₁Or 30₂Apply tension to the moving parts
Actuating the material 32, the actuator 5
Inner cable 30₁Or 30₂Act on
Load detection switch 38₁, 38
₂It is possible to switch the
Reducing the operating torque of the motor 8 in the chute 5
be able to.

Further, the cable damper 2 having the same structure
4 ₁ ′ and 24 ₂ ′ are interposed between a first transmission system 4 _F connected to the first brake lever 3 _F and a second transmission system 4 _R connected to the second brake lever 3 _R , and both cable dampers are connected. Two
In 4 ₁ ′ and 24 ₂ ′, the operating load can be detected by the load detection switches 38 ₁ and 38 ₂ even if the brake operating force is relatively small, so the brake operation of only the first brake lever 3 _F is possible. , 2nd brake lever 3 _R
It is possible to reliably detect which state of the brake operation of only one and the simultaneous brake operation of the first and second brake levers 3 _F and 3 _R , and the detection state of both load detection switches 38 ₁ and 38 ₂ . Is reflected in the control of the motor 8 by the electronic control unit 52, the more precise brake control by the actuator 5 becomes possible.

FIG. 11 shows a third embodiment of the present invention, and the portions corresponding to the respective embodiments described above are designated by the same reference numerals.

In the first transmission system 4 _F ′ between the first brake lever 3 _F and the front wheel brake B _F , the transmission cable 2 is provided between the first brake lever 3 _F and the actuator 5.
5 ₁ 'connected by a second transmission system 4 _R of the second brake lever 3 _R and the rear wheel brake B _R' in the second brake lever 3 _R and the actuator 5 between the transmission cable 25
'Connected by their transmission cable 25 _{1' 2,} 2
Cable dampers 24 ₁ ″ and 24 ₂ ″ are provided on 5 ₂ ′, respectively.

Transmission cable 25₁', 25₂′ Corresponds
Brake lever 3_F, 3_ROuter with one end connected to the side
Cable 29₁'29₂′, And the actuator
Outer cable 29 with one end fixed to the 5 side₁″, 2
9₃Inner cable 30 inside₁, 30₂Can move freely
The outer cable 2
9 ₁'29₂'29₁″, 29₃″ Of at least
Also 29₁″, 29₃″ Is installed in a flexed state.

The cable damper 24 ₁ ″ has a bottomed cylindrical shape whose one end opening is closed by a lid member 59 and is fixedly supported by the vehicle body frame F, and the other end of the damper casing 31 ′. A movable member 32 'having a flange portion 32a' which can be engaged from the inside of the closed portion and is inserted into the damper casing 31 'so as to be relatively movable in the axial direction, and movable in a direction in which the outer cable 29 ₁ ''is compressed. Member 32 '
And a pair of damper springs 33 and 34 for urging the cable damper 24, and a load detection switch 38 ₁ and a preceding actuation mechanism 58 ′ are attached to the cable damper 24 ₁ ″.

In the damper casing 31 ', a flange portion 35 which faces the flange portion 32a' of the movable member 32 'from the inner side.
A cylindrical sliding member 35 ″ having a ″ at one end is slidably fitted. Thus, the damper springs 33 and 34 are contracted between the flange portion 32a 'of the movable member 32' and the lid member 59 connected to the damper casing 31 '. Also, the lid member 59
A cylindrical guide member 60, which allows relative movement in the axial direction within a restricted range and slidably fits the movable member 32 ′, is coupled to the, and one end thereof is located on the side of the first brake lever 3 _F. The other end of the fixed outer cable 29 ₁ ′ is fixedly connected. Further, the other end, that is, the movable end of the outer cable 29 ₁ ″ whose one end is fixed to the actuator 5 side is fixedly connected to the movable member 32 ′.

The preceding actuation mechanism 58 'includes damper springs 33, 3 which are caused by the tension applied to the inner cable 30 _1.
4 exerts the action of operating the movable member 32 'prior to the elastic deformation of the movable member 32'.
The disc spring 5 is provided between a'and the collar portion 35a "of the sliding member 35".
3 is interposed.

The cable damper 24 ₂ ″ is also constructed in the same manner as the cable damper 24 ₁ ″.

Such a cable damper 24 ₁ ″, 24
_{In the case of 2} ″, the movable member 32 ′ compresses the disc spring 53 to operate and load the damper springs 33 and 34 before the damper springs 33 and 34 are compressed in response to the action of the pulling force on the inner cables 30 ₁ and 30 ₂ . The detection switches 38 ₁ and 38 ₂ perform switching operation, and the movable member 32 ′ operates by compressing both damper springs 33 and 34 in response to the increase in the pulling force.

Moreover, the cable dampers 24 ₁ ″, 24 ₂ ″
Uses the damper spring 3 to connect the movable ends of the outer cables 29 ₁ ″ and 29 ₂ ″ of the transmission cables 25 ₁ ′ and 25 ₂ ′.
The inner cable 3 is supported by 3, 34
The extension of the outer cables 29 ₁ ″ and 29 ₂ ″ when the tension of 0 ₁ or 30 ₂ exceeds a predetermined value is applied to the damper spring 3
It is a structure that absorbs by elastic deformation of 3,34,
It is possible to reduce the size of the damper casing 31 ′, that is, the size of the cable dampers 24 ₁ ″ and 24 ₂ ″.

As shown in FIG. 12 as the fourth embodiment of the present invention, the damper casing 31 'in the cable dampers 24 ₁ ", 24 ₂ " is not supported by the vehicle body frame F as in the third embodiment. It may be in a floating state, and even in that case, the same effect as that of each of the above-described embodiments can be obtained.

As still another embodiment of the present invention, the transmission system between the actuator and the two wheel brakes B _F and B _R can be configured to mechanically transmit a force by a cable.

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

[0073]

As described above, according to the first aspect of the present invention, the first ring gear connected to the intermediate portion of the first transmission system, the first sun gear arranged coaxially with the first ring gear and freely rotatable, First ring meshing with first ring gear and first sun gear
A planetary gear and a first planetary gear mechanism having a first planetary carrier rotatably supporting the first planetary gear and fixed to one end of a rotating shaft; and a second ring gear connected to an intermediate portion of a second transmission system. , A second sun gear coaxial with the second ring gear,
A second planetary gear mechanism that meshes with the second ring gear and the second sun gear, and a second planetary gear mechanism that has a second planetary carrier rotatably supporting the second planetary gear and fixed to the other end of the rotation shaft; 1 Sun gear braking means capable of braking the rotation of the sun gear; and a motor connected to the second sun gear so as to rotate in the forward and reverse directions; therefore, the pair of wheel brakes can be significantly reduced in cost and weight. In addition to enabling interlocked operation and anti-lock brake control, it is possible to improve the brake operation feeling by not being affected by motor friction during normal braking without executing interlocked operation and anti-lock brake control. The means can have a small size and a simple structure.

According to the second aspect of the present invention, the first and second transmission systems are provided with transmission levers provided at their intermediate portions and connected to the first and second ring gears respectively; the transmission lever and the first transmission lever. An inner cable having both ends connected to the first and second brake operating members, and an outer cable having a fixed end at one end and a flexible end having the other end as a movable end for movably inserting the inner cable A transmission cable; and a cable damper in which the movable end of the outer cable is supported by a damper spring that elastically deforms the extension of the outer cable due to a tension action on the inner cable above a certain value; It is possible to prevent the operation feeling of each brake operation member from deteriorating when the braking force changes with the operation of the motor. It can be, moreover it is possible to reduce the size of the cable damper.

According to the third aspect of the invention, the first planetary gear mechanism, the second planetary gear mechanism, the sun gear braking means,
In the casing of the actuator composed of the motor,
Since the damper casings are connected to each other and the other ends of the inner cables protruding from the other ends of the outer cables are connected to the respective transmission levers, it is not necessary to provide a dedicated means for fixing the damper casing. It is possible to reduce the number of cables between the transmission lever and the brake operating member, and to reduce rattling of the cable system by reducing the number of cable coupling portions.

Further, according to the invention of claim 4, the first
At least one of the second transmission system and the second transmission system is provided with an intermediate portion thereof and is connected to a ring gear, a hydraulic pressure generating means for generating hydraulic pressure according to the operation of the transmission lever, and the hydraulic pressure generating means. Further, since the wheel brake and the pipe connecting the wheel brakes are provided, it is possible to apply an operation force by hydraulic pressure to the wheel brakes, and it is possible to reduce restrictions on the position of the transmission system.

[Brief description of drawings]

FIG. 1 is a configuration diagram of a brake device according to a first embodiment.

FIG. 2 is a vertical sectional view of an actuator.

FIG. 3 is a sectional view taken along line 3-3 of FIG.

4 is a sectional view taken along line 4-4 of FIG.

FIG. 5 is a diagram showing an operating state of a second planetary gear mechanism during interlocking braking.

FIG. 6 is a diagram showing an operating state of the first planetary gear mechanism during interlocking braking.

FIG. 7 is a diagram showing an operating state of a second planetary gear mechanism during antilock brake control.

FIG. 8 is a diagram showing an operating state of the first planetary gear mechanism during antilock brake control.

FIG. 9 is a vertical sectional view of a cable damper according to a second embodiment.

FIG. 10 is a characteristic comparison diagram of the cable dampers of the first and second embodiments.

FIG. 11 is a vertical sectional side view of a cable damper according to a third embodiment.

FIG. 12 is a vertical sectional side view corresponding to FIG. 11 of the fourth embodiment.

[Explanation of symbols]

3 _F ... 1st brake lever 3 _R as first brake operating member 3 _R ... 2nd brake lever 4 _F as second brake operating member 4 _F , 4 _F '... 1st transmission system 4 _R , 4 _R ′ ... Second transmission system 5 ... Actuator 6 ₁ ... First planetary gear mechanism 6 ₂ ... Second planetary gear mechanism 7 ... Electromagnetic clutch 8 as sun gear braking means ... Motor 9・ ・ ・ Casing 14 ・ ・ ・ Rotary shaft 16 ₁・ ・ ・ First ring gear 16 ₂・ ・ ・ Second ring gear 17 ₁・ ・ ・ First sun gear 17 ₂・ ・ ・ Second sun gear 18 ₁・ ・ ・ First planet Gear 18 ₂ ... Second planetary gear 19 ₁ ... First planetary carrier 19 ₂ ... Second planetary carrier 23 ₁ , 23 ₂ ... Transmission lever 24 ₁ , 24 ₁ ′, 24 ₂ , 24 ₂ '... cable damper 25 _1, 25 _1', 25 _2, 25 ₂ '... transmission cable 6 master cylinder 27 ... pipe 29 ₁ of the ... fluid pressure generating means 29 ₁ ", 29 _2, 29 ₂ '... outer cable 30 _1, 30 ₂ ... inner cable 31 ... Damper casing 33, 34 ... Damper spring B _F ... Front wheel brake B _R as first wheel brake Rear wheel brake as second wheel brake

─────────────────────────────────────────────────── ─── Continuation of the front page (56) References JP-A-2-234869 (JP, A) JP-A-6-321162 (JP, A) JP-A-7-315193 (JP, A) Actual Kaihei 4- 7973 (JP, U) (58) Fields surveyed (Int.Cl. ⁷ , DB name) B60T 8/32-8/96

Claims (4)

(57) [Claims] 1. A first brake operating member (3)_F) Operating force
The first wheel brake (B_F) That can be transmitted to
(4_F, 4_F′) And the second brake operating member (3_R)of
Operate the second wheel brake (B_R) Can be transmitted to
Descent (4_R, 4 _R′) For a vehicle braking device equipped with
The first transmission system (4_F, 4_F′) Connected to the middle part
First ring gear (16₁), The first ring gear (16
₁) And the first sun gear that is arranged coaxially and is free to rotate
(17₁), The first ring gear (16 ₁) And the first sun
Gear (17₁) The first planetary gear (18₁),
Rabini first planetary gear (18₁) Rotatably support
The first planet carrier (1) fixed to one end of the rolling shaft (14).
9₁) The first planetary gear mechanism (6₁) And; second transmission
System (4_R, 4_R′) Second ring gear connected to the middle part
Ya (16₂), The second ring gear (16₂2) coaxial with
Sun Gear (17₂), The second ring gear (16₂)and
Second sun gear (17₂Second planetary gear (18
₂), And the second planetary gear (18₂) Is rotatably supported
The second planetary carrier which is fixed to the other end of the rotation shaft (14)
Rear (19₂Second planetary gear mechanism (6)₂)When;
First sun gear (17₁) Sun gear control that can brake the rotation of
A moving means (7); a second sun gear (1
7₂) Connected to a motor (8);
Brake device of vehicle to be collected. 2. The first and second transmission systems (4_F, 4_F′ ；
Four_R, 4_R′) Is provided in the middle part of the first and
Second ring gear (16₁, 16₂) Are each connected to
Transmission lever (23₁, 23₂) And; the transmission lever (2
Three₁, 23₂) And first and second brake operating parts
Material (3_F, 3_R) Inner cable with both ends connected to
(30₁, 30₂), And if one end is a fixed end
Installed in a flexible state with the other end being the movable end
Cable (30₁, 30₂) Is movably inserted
Outer cable (29₁, 29₁″; 29₂, 29
₂″) Transmission cable (25₁, 25₁', 25
₂, 25₂′) And; Outer cable (29₁, 2
9₁″; 29₂, 29₂The movable end of ″) is the inner case
Bull (30₁, 30₂) To a certain value
Nau outer cable (29₁, 29₁″; 29₂, 2
9₂″) Extension is absorbed by elastic deformation
A cable damper (24, which is supported by (33, 34)
₁, 24₂24₁', 24₂′; 24₁″, 2
Four₂″) And;
Vehicle braking device. 3. A casing for an actuator (5) comprising a first planetary gear mechanism (6 ₁ ), a second planetary gear mechanism (6 ₂ ), sun gear braking means (7) and a motor (8). In (9), the cable damper (24 ₁ , 24 ₂ ; 24
₁ ', 24 ₂ ') damper casings (31) are respectively coupled, and both inner cables (30 ₁ , 3) protruding from the other end of both outer cables (29 ₁ , 29 ₂ ).
_3. The brake device for a vehicle according to claim ₂ , wherein the other end of (0 ₂ ) is connected to each transmission lever (23 ₁ , 23 ₂ ). 4. The first and second transmission systems (4_F, 4_R)of
At least one (4 _F) Is provided in the middle of the
Gear (16₁) Transmission lever (23₁)
And the transmission lever (23₁) The fluid pressure is generated according to the operation of
A liquid pressure generating means (26) to be generated, and the liquid pressure generating means (2)
6) and wheel brakes (B_F) Pipeline connecting between (27)
The vehicle shake according to claim 1, further comprising:
Key device.