JPH02193748A - Motorcycle with antilock control device - Google Patents

Abstract

PURPOSE:To enable maintenance to be quickly carried out by connecting a transmission gear to one end of an axle whose intermediate part is rotatably journaled to the rear end of a rear fork, while by fixing the other end of the axle to the hub of the rear wheel. CONSTITUTION:A hollow axle 8 is rotatably journaled to the rear end of a rear fork 3 via right and left bearings 9, 10, and on one end of this axle 8, a driven sproket 11 of a chain transmission gear is spline-fitted and is fixed by a nut 100. On the other end of the axle 8, the hub 12 of a rear wheel Wr is fitted, and the hub 12 is lockedly interposed between a fitting flange 8a and a wedge member 103 which is tightened on the axle 8 by means of a through bolt 101 and a nut 102. And both a brake disc 6 and the large diameter gear 43 of a speed increasing gear 45 are fixed to the flange 8a by a bolt 13. For the maintenance of the chain transmission gear and the rear wheel Wr, when the nut 100 and the through bolt 101 are removed from the axle 8, only the driven sproket 11 or the rear wheel Wr can be removed from the axle 8.

Description

Detailed Description of the Invention A1 Object of the Invention (1) Industrial Application Field The present invention provides a rear fork that supports a rear wheel driven from a power unit via a transmission device, and a disc for braking the rear wheel. The present invention relates to a motorcycle equipped with an anti-lock control device, which is equipped with a brake caliper and an inertial anti-lock control device that controls the braking oil pressure of the disc brake.

(2) Prior art motorcycles are already known, for example, as disclosed in Japanese Utility Model Publication No. 1820/1983.

(3) Problems to be Solved by the Invention In conventional motorcycles, the large-diameter gear of the speed increasing device that drives the wheel deceleration sensor of the anti-lock control device to increase the speed is fixed to the hub of the wheel or the driven member of the transmission device. Therefore, when removing the rear wheels or transmission device for maintenance, the speed increasing device had to be disassembled, which was a tedious task.

The present invention has been made in view of the above circumstances, and is an anti-lock control system that allows the rear wheels and transmission device to be removed without disassembling the speed increasing device, thereby allowing quick maintenance of the rear wheels and transmission device. The purpose is to provide a motorcycle with a device.

B0 Structure of the Invention (1) Means for Solving the Problems In order to achieve the above object, the present invention provides a system in which a transmission device is connected to one end of an axle whose intermediate portion is rotatably supported at the rear end of a rear fork. , fix the rear wheel hub to the other end of the axle,
A mounting flange integrally formed on the axle between the hub and the rear fork is equipped with a brake disc of a disc brake and a large diameter gear of a speed increasing device for increasing the speed of a wheel deceleration sensor of an anti-lock control device. It is characterized by being firmly fixed.

(2) Effect According to the above configuration, the large diameter gear of the speed increasing device is attached to the axle regardless of the rear wheels and the transmission device, so when removing the rear wheels and the transmission device from the axle, the speed increasing device is attached to the axle. There is no need to disassemble it.

Moreover, since the brake disc and the large-diameter gear are fixed to one mounting flange formed on the axle, the mounting structure thereof is simple.

(3) Examples An embodiment of the present invention will be described below with reference to the drawings.

First, in FIGS. 1 and 2, at the rear end of a rear fork 3 that is pivotally supported on a motorcycle body 1 by a pivot shaft 2,
A rear wheel Wr driven from a power unit (U) via a chain transmission 4 is supported in a cantilevered manner. In the rim 5 of this rear wheel Wr, there is a known disc brake B whose main components are a brake disc 6 and a brake caliper 7.
and an anti-lock control device A that controls the braking oil pressure of the disc brake B.

Mask cylinder M for operating disc brake B
is installed at a suitable location on the vehicle body 1 so as to be operated by the brake pedal BP.

The mask cylinder M and the anti-lock control device A are connected by an upstream brake oil passage L1, and the anti-lock control device A
and the brake caliper 7 are connected by a downstream brake oil passage Lt, and the anti-lock control device A and the mask cylinder M
The oil tanks R are connected by a supply oil path L3. Therefore, the hydraulic oil stored in the oil tank R is the anti-lock control device A.
The output hydraulic pressure of the mask cylinder M acts on the brake caliper 7 via the anti-lock control device A.

3 and 4, a hollow axle 8 is located at the rear end of the rear fork 3, and left and right bearings 9. The driven sprocket 11 of the chain transmission device 4 is spline-fitted to one end of the axle 8 and fixed with a nut 100. Further, a hub 12 of a rear wheel Wr is fitted to the other end of the axle 8, and this hub 12 is mounted on the axle 8 by a mounting flange 8a integrally protruding from the outer periphery of the axle 8, and a through bolt 101 and a nut 102. It is clamped by the mock member 103 which is tightened by.

The brake disc 6 is fixed to the mounting flange 8a on the side opposite to the hub 12 with bolts 13.

Further, the rear fork 3 is integrally formed with a support tube 14 that concentrically surrounds the axle 8 and protrudes toward the hub 12, and the brake caliper 7 is mounted on a bracket 15 supported by the support tube 14, as in the conventional case. Attached via sliding pin 19.19. Note that the bracket 15 is connected to the rear fork 3 via a rotation prevention means (not shown) such as a torque lock so that it does not rotate around the support tube 14.

The casing 22 of the anti-lock control bag gA is composed of a flat first casing 22a and a second casing 22b detachably connected to the negative side of the first casing 22a, and the first casing 22a is connected to the boss 15a of the bracket 15, and Both side walls are supported by a boss 43a of a large diameter gear 43 fixed to the mounting flange 8a together with the brake disc 6 via sealed bearings 23, 23'. The second casing 22b is disposed between the outer peripheral surface of the axle 8 and the inner peripheral surface of the rim 5, and is fixed to the bracket 15 with bolts 24.

As shown in FIG. 5, the first casing 22a accommodates a speed increasing device 45 consisting of the large-diameter gear 43 and a small-diameter gear 44 that meshes with the large-diameter gear 43, and the second casing 22b houses the small-diameter gear 44. A wheel deceleration sensor 21 having an input shaft 42 fixed to one end, a hydraulic pump 16 driven by the input shaft 42, and a dump valve 2 that controls the discharge pressure of the hydraulic pump 16 under the control of the wheel deceleration sensor 21.
0 and a modulator I7 that responds to the discharge pressure of the hydraulic pump 16. The input shaft 42 is rotatably supported on both side walls of the second casing 22b via a pair of left and right bearings 40, 40', and is driven from its axle 8 via a speed increasing device 45 when the rear wheel Wr rotates. It has become so.

As shown in FIG. 6, the hydraulic pump 16 includes an eccentric wheel 26 attached to one end of the input shaft 42, a bushing rod 27 disposed with an inner end facing the eccentric wheel 26, and a bushing rod 27 disposed with an inner end facing the eccentric wheel 26. Pump piston 28 abutting the outer end
It further includes an operating piston 29 that abuts the outer end of the pump piston 28, and a return spring 30 that biases the bushing rod 27 in a direction away from the eccentric ring 26.

The bushing rod 27 and the pump piston 28 are slidably fitted into a first cylinder hole 33 formed in the second casing 22b to define an inlet chamber 31 and an outlet chamber 32 on their respective outer peripheries. A plug body 34 is screwed onto the outer end of the first cylinder hole 33 so as to define a pump chamber 35 between the pump piston and the pump piston, and a hydraulic chamber 36 is defined in the plug body 34. The operating piston 29 is slid together in this manner.

The inlet chamber 31 is communicated with the oil tank R via the replenishment oil path, and is also communicated with the pump chamber 35 via the suction valve 3, and the pump chamber 35 is connected to a one-way seal member 39 having a discharge valve function. It communicates with the outlet chamber 32 via the outlet chamber 32 . Also, hydraulic chamber 3
6 is connected to the upstream brake oil passage L1 so as to be in constant communication with the output boat of the mask cylinder M.

The modulator 17 includes a control piston 46, a fixed piston 47 that receives and stops one end of the control piston 46 and restricts its retraction limit, and a fixed piston 47 that supports the control piston 46 and the fixed piston 47.
7, and both pistons 4647 are configured with a return spring 48 that is biased in the direction of contact with the second cylinder hole 52 formed in the second casing 22b adjacent to the first cylinder hole 33.
It is rubbed together.

In the second cylinder hole 52 , the control piston 46 defines a control hydraulic chamber 18 between the inner end wall of the second cylinder hole 52 and an output hydraulic chamber 55 between the fixed piston 47 and the inner end wall of the second cylinder hole 52 .
The fixed piston 47 also defines an input hydraulic pressure chamber 54 on its outer periphery.

The input hydraulic pressure chamber 54 communicates with the hydraulic chamber 36 of the hydraulic pump 16 via an oil passage 56, and the output hydraulic pressure chamber 55 communicates with the downstream brake oil passage L2 so as to constantly communicate with the input boat of the brake caliper 7. The control hydraulic chamber 18 is connected to the outlet chamber 32 of the hydraulic pump 16 via an oil passage 57.

The fixed piston 47 includes a valve chamber 58 that communicates with the input hydraulic chamber 54 at all times, and a valve hole 59 that communicates the valve chamber 58 with the output hydraulic chamber 55. A valve body 60 to be obtained and a valve spring 61 that biases the valve body 60 toward the closing side are housed. A valve opening rod 62 for opening the valve body 60 is disposed passing through the valve hole 59, and this valve opening rod 62 is pushed by the control piston 46 when the control piston 46 is located at the retraction limit. body 60 is kept open.

The outer opening of the second cylinder hole 52 is located in the second casing 2.
2b, and the fixed piston 47 is always closed by the stopper 63 screwed onto the stopper 2b, and the fixed piston 47 is always closed by the elastic force of the return spring 48 or the hydraulic pressure introduced into the output hydraulic chamber 54,55.
It is held in the abutting position with 3.

In FIGS. 5 and 6, the dump valve 20 has a valve surface 65 fitted into a mounting recess 64 on the inner surface of the second casing 22b, and a valve hole 66 of the second casing 22b. It is comprised of a valve body 67 accommodated therein and a valve spring 68 that biases the valve body 67 toward the closing side.

The outer end of the valve hole 66 is communicated with the control hydraulic chamber 18 of the modulator 17 via a through hole 70, and the inside of the valve face 65 connected to the inner end of the valve hole 66 is connected to the hydraulic pump via an oil passage 71. It communicates with 16 inlet chambers 31. In the end, valve surface 65
The inside will communicate with oil tank R.

Referring again to FIG. 5, the wheel deceleration sensor 21 includes a flywheel 72 rotationally driven from an input shaft 42 via a clutch 80, and a cam device t! that converts overrun rotation of the flywheel 72 into axial displacement. ! 473, and an output lever mechanism 74 capable of operating the dump valve 20 in response to the axial displacement of the flywheel 72.

In FIGS. 5 and 7, the cam mechanism 73
2, a driven cam plate 83 that is integrally formed with the flywheel 72 and faces the drive cam plate 82, and both cams 82. It is composed of a plurality of thrust balls 84, 84, . . . arranged in an annular manner between 83 and 83.

The opposing portions of the drive and driven cam plates 82, 83 are formed with tapered surfaces "1, f2" whose diameters become larger toward the clutch 80, and the thrust balls 84, 84, . . . are formed on these tapered surfaces f1, f2. - A plurality of cam recesses 8 engaged with
2a and 83a are provided.

The cam recess 82a of the drive cam plate 82 is inclined so that the bottom surface becomes shallower toward the rotation direction a of the input shaft 420, and the cam recess 83a of the driven cam plate 83 is inclined so that the bottom surface becomes deeper toward the rotation direction a. is inclined to. Therefore, in the normal case where the driving cam plate 82 takes a position on the driving side with respect to the driven cam plate 83, the thrust ball 84 is inserted into both cam recesses 8.
2a.

The drive cam plate 82 is secured to the deepest part of the drive cam plate 82a.
simply transmits the rotational torque received from the human power shaft 42 to the driven cam plate 83, and does not cause relative rotation between the two cam plates 82 and 83, but the positions are reversed and the driven cam plate 83 is the driving cam plate 8.
If you overrun 2, both cams will be temporarily 82.83.
relative rotation occurs, and the thrust ball 84 moves into both cam recesses 8.
2a and 83a to apply thrust force to both cam plates 82 and 83, thereby causing the driven cam plate 82 to undergo axial displacement in the direction away from the driving cam plate 82. Become.

As described above, by engaging the thrust balls 84 with the cam recesses 82a and 83a provided in the tapered surfaces f, , f of the drive and driven cam plates 82 and 83, the drive cam plate 8
2 can support the driven cam plate 83 in the thrust direction and the radial direction via the thrust ball 84, and holds the flywheel 72 in a non-contact state with the input shaft 42.

Therefore, there is no need to provide lubrication between the input shaft 42 and the flywheel 72.

The friction clutch plate 87 of the clutch 80 has an annular shape, and its inner peripheral edge is slidably spline-fitted to the input shaft 42 . The friction clutch plate 87 is also provided with a lining 87a that faces the drive cam plate 82 on the opposite side of the driven cam plate 83. Clutch 1Ji87 and seat plate 98 that is locked to the end of input shaft 42
A clutch spring 99 is compressed between the two.

The flywheel 72 has a boss 72a that projects on the opposite side from the cam mechanism 73, and a press ring 89 that operates the output lever mechanism 74 is attached to the inner circumference of the boss 72a via an angular contact bearing 88. Ru. The pressing ring 89 is also arranged so as not to come into contact with the input shaft 42.

The output lever mechanism 74 connects the input shaft 42 and the dump valve 20.
A column 90 protrudes from the inner wall of the second casing 22b at an intermediate position between
a lever 9 that is swingably supported in the axial direction of the input shaft 42;
1. The lever 91 is connected to the input shaft 42 from the support 90.
It is composed of a long first arm 91a that extends around the pillar 90, and a short second arm 91b that extends from the column 90 toward the dump valve 20.
A contact portion 93 that comes into contact with the outer surface of the member 9 is formed in a raised chevron shape.

A setting spring 94 is attached to the tip of the first arm 91a to urge it toward the pressing ring 89, and the tip of the second arm 91b has a certain amount of play in the valve body 67 of the dump valve 20. Concatenated.

The elastic force of the setting spring 94 against the lever 91 is
The contact portion 93 of 1a is pressed against the pressing ring 89. Correspondingly, normally, the lever 91 releases the valve body 67 of the dump valve 20, thereby keeping the dump valve 20 in the closed state. The pressing force that the pressing ring 89 receives from the setting spring 94 is applied to the flywheel 72, the driven cam plate 89, and the thrust ball 84.
act on the drive cam plate 82 via the cam plate 82, thereby applying a defined proximity force to both cam plates 82,83.

Next, the operation of this embodiment will be explained.

While the vehicle is running, the rotation of the axle 8 is transmitted to the input shaft 42 via the speed increaser 45, and then to the flywheel 72 via the friction clutch plate 87 and the cam mechanism 73 to drive it. The flywheel 72 rotates faster than the axle 8. Therefore, the flywheel 72 can have a large rotational inertia.

Now, when the brake pedal BP is depressed to operate the mask cylinder M in order to brake the rear wheel Wr, the output oil pressure is transmitted to the upstream brake oil passage LI, the oil pressure chamber 36 of the hydraulic pump 16, the input oil pressure chamber 54 of the modulator 17, The brake force is transmitted to the disc brake B through the valve chamber 58, the valve hole 59, the output hydraulic pressure chamber 55, and the downstream brake oil passage L2 in order, and is actuated to apply braking force to the rear wheel Wr.

On the other hand, in the hydraulic pump 16, since the output hydraulic pressure of the mask cylinder M is introduced into the hydraulic chamber 36, the pump piston 28 is caused to reciprocate due to the pressing action of the hydraulic pressure on the operating piston 29 and the lifting action of the eccentric ring 26 on the bushing rod 27. is given. During the suction stroke in which the pump piston 28 moves toward the bushing rod 27, the suction valve 38 opens, and the oil in the oil tank R is sucked into the pump chamber 35 via the inlet chamber 31 through the supply oil path, and the pump piston 28 In the discharge stroke in which the pump moves toward the working piston 29, the one-way seal member 39 opens the valve and the pump chamber 3
5 is pressure-fed to the outlet chamber 32 and further to the control hydraulic chamber 18 of the modulator 17 via the oil passage 57. When the pressure in the outlet chamber 32 and the control hydraulic chamber 18 rises to a predetermined value, the pump piston 28 is held in contact with the stopper 34 together with the operating piston 29 by the pressure in the outlet chamber 32.

By the way, the control hydraulic chamber 18 of the modulator 17 is initially cut off from communication with the oil tank R by closing the dump valve 20, so that the hydraulic pressure supplied from the hydraulic pump 16 to the hydraulic pump 18 acts directly on the control piston 46. This is pressed to the retreat position, and the valve body 60 is kept open by the valve opening rod 62, allowing the output hydraulic pressure of the mask cylinder M to pass through.

Therefore, under normal restraint conditions, disc brake B
The braking force applied to is proportional to the output oil pressure of the mask cylinder M.

When a predetermined angular deceleration occurs in the rear wheel Wr due to this braking, the flywheel 72 detects this and tries to overrun the input shaft 42 due to its inertia force. That is, an attempt is made to cause relative rotation between the two cam plates 82 and 83, but when there is no possibility of the rear wheel Wr locking, the angular deceleration of the rear wheel Wr is low, and the lever 91 is rotated between the two cam plates 82 and 83. The relative rotation of both cam plates 82, 83 is restrained by the set load of the setting spring 94 that urges the cam plates 82, 83 to the side.

However, when the rear wheel Wr is about to lock due to excessive braking force or a decrease in the coefficient of friction of the road surface, the angular deceleration of the rear wheel Wr increases rapidly, and the rotational inertia of the flywheel 72 causes both cam plates 82 to lock. .83, the thrust force generated by the displacement of the thrust ball 84 exceeds the set load of the setting spring 94, and the driven cam plate 8
3 and the flywheel 72 to apply axial displacement. Then, the lever 91 swings about the support column 90 so as to compress the setting spring 94, and the valve body 67 of the dump valve 20 operates against the force of the valve spring 68. As a result, the dump valve 20 becomes open.

After the axial displacement of the flywheel 72, the flywheel 7
When the rotational torque due to the inertia of the friction clutch plate 87 exceeds the specified transmission torque of the friction clutch plate 87, slipping occurs between the driving force plate 82 and the friction clutch plate 87, and the flywheel 72 causes overrun rotation with respect to the input shaft 42. Since this continues, overload on the cam mechanism 73 and the like can be cut off.

When the dump valve 20 opens, the oil pressure in the control oil pressure chamber 18 is
The oil tank R passes through the through hole 70, the valve hole 66, the inside of the valve surface 65, the oil passage 71, the inlet chamber 31 of the hydraulic pump 16, and the supply oil passage.
Since the control piston 46 is discharged from the output hydraulic chamber 5
5, the control hydraulic chamber 1 resists the force of the return spring 48.
8 side, thereby retracting the valve opening rod 62 and opening the valve body 6.
0 is closed, communication between the person and the output oil chambers 54 and 55 is cut off, and the volume of the output oil pressure chamber 55 is increased.

As a result, the braking oil pressure acting on the disc brake B decreases, the braking force of the rear wheel Wr decreases, and the locking phenomenon of the rear wheel Wr is avoided. Then, as the rotation of the rear wheel Wr recovers, the thrust force of the cam mechanism 73 on the lever 91 is released, so the lever 91 returns to its initial position by the force of the setting spring 94, and the dump valve 20 is closed. do.

When the dump valve 20 closes, the pressure oil discharged from the hydraulic pump 16 is immediately contained in the control hydraulic chamber 1, and the control piston 46 retreats toward the output hydraulic chamber 55 to increase the pressure of the damper 55 and increase the braking force. Recover. By repeating such operations at high speed, the rear wheels Wr are efficiently braked.

By the way, in a motorcycle equipped with such an anti-lock control device A, nuts 100 and through bolts 101 are used for maintenance of the chain transmission device 4 and the rear wheel Wr.
If you remove it from the axle 8, the driven sprocket 11 and the rear wheel Wr.
can be removed from the axle 8. That is, there is no need to remove the large-diameter gear 43 fixed to the mounting flange 8a between the hub 12 of the rear wheel Wr and the rear fork 3. Therefore, there is no need to disassemble the speed increase device 45 of the anti-lock control device A. The chain transmission device 4 and the rear wheel Wr can be detached without any trouble, and their maintenance can be performed easily and quickly.

C0 Effects of the Invention As described above, according to the present invention, the transmission device is connected to one end of the axle whose intermediate portion is rotatably supported at the rear end of the rear fork, and the hub of the rear wheel is connected to the other end of the axle. The brake disc of the disc brake is fixed to the mounting flange integrally formed on the axle between the hub and the rear fork, and the size of the speed increasing device for increasing the speed of the wheel deceleration sensor of the anti-lock control device. Since the diameter gear is fixed, the transmission device and the rear wheel can be removed without disassembling the speed increasing device in any way, improving their maintainability.

Furthermore, by using the mounting flange on the axle as a common mounting member for the brake disc and large-diameter gear, the structure is simplified and the anti-lock control device can be compactly housed within the rear wheel rim. .

[Brief explanation of the drawing]

The drawings show one embodiment of the present invention; FIG. 1 is a plan view of a motorcycle with an anti-lock control device, FIG. 2 is a rear side view of the motorcycle, and FIG. ■An enlarged cross-sectional view along the line, Figure 4 is a cross-sectional view along the ■-■ line in Figure 3, and Figure 5 is an enlarged cross-sectional view along the
6 is a sectional view taken along the line Vl-Vl in FIG. 3, and FIG. 7 is a sectional view taken along the line ▪--■ in FIG. 5. A...Anti-lock control device, B...Disc brake, M...Mask cylinder, R...Oil tank, Wr.
... Rear wheel, 1... Vehicle body, 3... Rear fork, 4... Transmission device (chain transmission device), 5... Brake disc, 8
...Axle, 8a...Mounting flange, 12...Hub, 42...Input shaft, 43...Large diameter gear, 44...Small diameter gear, 5...Speed-up device patent applicant Honda Motor Co., Ltd. agent

Claims (1)

[Claims] A rear fork that supports a rear wheel driven from a power unit via a transmission device includes a brake caliper of a disc brake for braking the rear wheel, and an inertial brake caliper for controlling the braking hydraulic pressure of the disc brake. In a motorcycle equipped with an anti-lock control device, the transmission device is connected to one end of the axle whose middle portion is rotatably supported at the rear end of the rear fork, and the transmission device is connected to the rear end of the axle at the other end of the axle. The hub of the wheel is fixed to the mounting flange that is integrally formed on the axle between this hub and the rear fork. A motorcycle with an anti-lock control device, characterized in that a large-diameter gear of a speed device is fixed.