JPH032103B2 - - Google Patents

Description

Detailed Description of the Invention A. Object of the Invention (1) Industrial Application Field The present invention relates to an anti-lock braking device for vehicles such as motorcycles and automobiles, and particularly to a flywheel driven from a wheel via a speed increasing device. a sensor that detects that the wheel is about to lock due to overrun rotation of the flywheel and generates an output signal when the wheel is braked by a wheel brake; a camshaft that rotates in conjunction with the wheel; a hydraulic pump having a control hydraulic chamber that communicates with the outlet chamber of the hydraulic pump; the hydraulic pump is interposed in a hydraulic conduit between the master cylinder and the wheel brake, and when the pressure in the control hydraulic chamber is above a predetermined value; a modulator capable of keeping the hydraulic conduit in a conductive state and reducing the braking hydraulic pressure of the wheel brake by cutting off the hydraulic conduit when the pressure in the control hydraulic chamber becomes less than a predetermined value; a communication path between the control hydraulic chamber and the oil tank; The present invention relates to a braking device comprising: a normally closed exhaust pressure valve that is installed in a vehicle and opens upon receiving an output signal from the sensor;

(2) Prior Art This type of braking device is described in Japanese Patent Application Laid-Open No. 120440/1983. What is written in it is
Since the speed increasing device and the sensor are disposed outside the wheels, they are easily affected by various disturbances and countermeasures are required, and there is also the problem that the countermeasures increase the size of the entire braking device.

(3) Problems to be Solved by the Invention It is an object of the present invention to solve the above-mentioned problems and to provide the above-mentioned anti-lock braking device which has a simple structure, is compact, and has high durability.

B. Structure of the Invention (1) Means for Solving the Problems In order to achieve the above object, the present invention provides an input member that is housed in the hub of the wheel and is connected to the hub, and an input member that is connected to the input member. a formed ring gear;
The speed increasing device is composed of a planetary gear that meshes with the ring gear, a sun gear that meshes with the planetary gear, and an output shaft that is connected to the sun gear. The invention is characterized in that a planetary gear is fixed, the sensor is disposed within the hub, and the flywheel is connected to the output shaft.

(2) Effect According to the above configuration, not only is the hollow part of the wheel hub, which is normally a dead space, effectively used for installing the speed increaser and the sensor, but also various disturbances can be caused by the speed increaser and the sensor while driving. The hub of the wheel can prevent it from influencing the sensor.

The rotation of the wheel is transmitted to the flywheel via the speed increasing device, that is, the input member, the ring gear, the planetary gear, the sun gear, and the output shaft.
Flywheels rotate faster than wheels and can have greater rotational inertia.

During this time, the camshaft of the hydraulic pump is driven by the rotation of the planetary gear. Therefore,
No dedicated transmission is required to drive the hydraulic pump.

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

First, in FIG. 1, the motorcycle 1 has a pair of left and right front wheel brakes 3 for braking the front wheels 2f.
f, 3f and one rear wheel brake 3r for braking the rear wheel 2r, both front wheel brakes 3f,
3f is operated by the output hydraulic pressure of the front master cylinder 5f operated by the brake lever 4, and the rear wheel brake 2r is operated by the output hydraulic pressure of the rear master cylinder 5r operated by the brake pedal 6, but later the front wheel brake The brake oil pressures 3f and 3f are controlled by an anti-lock control device 7.

Therefore, the front wheel 2f corresponds to the wheel of the present invention, and the front wheel brake 3f corresponds to the wheel brake of the present invention.

In FIGS. 2 and 3, the hub 8 of the front wheel 2f
is supported on an axle 10 fixed to the lower end of the front fork 9 via bearings 11, 11. A pair of front wheel brakes 3f, 3f disposed on both sides of the front wheel 2f each have a brake disc 12 fixed to the end face of the hub 8, and are attached to the front fork 9 via a bracket 13 while straddling the brake disc 12. The brake caliper 14 is supported by the brake caliper 14.
The input port 14a is connected to the master cylinder 5f.
When supplied with an output hydraulic pressure of

An anti-lock control device 7 is interposed in a hydraulic conduit 15 connecting the output port 5fa of the front master cylinder 5f and the input port 14a of each brake caliper 14.

The anti-lock control device 7 locks the front wheel 2f during braking.
a hydraulic pump 16 driven by the hydraulic pump 16; a modulator 17 interposed in the middle of the hydraulic conduit 15 having a control hydraulic chamber 18 into which the discharge pressure of the hydraulic pump 16 is introduced; and the control hydraulic chamber 18 and the oil tank. 1
A normally closed exhaust pressure valve 20 installed in the communication path between the
An inertial sensor 2 detects that the front wheel 2f is approaching a locked state and opens the exhaust pressure valve 20.
1 as the main components, and these are constructed in a casing 22.

The casing 22 is a cup-shaped inner case 22.
The open ends of the outer case 22a and the outer case 22b are screwed together. An extension 22c extending radially outward is integrally formed on the end wall of the outer case 22b, and the casing 22, except for the extension 22c, fits into a recess 8a formed in one end surface of the hub 8. It is arranged like this. The outer case 22b is supported by the axle 10 passing through the center of the end wall thereof, and is connected to the front fork 9 by a rotation prevention means so as not to rotate around the axle 10. Although the rotation preventing means is arbitrary, for example, a bolt 25 (see FIG. 2) for fixing the bracket 13 to the front fork 9 is suitable.

The hydraulic pump 16 includes a camshaft 26 disposed parallel to the axle 10, a pushrod 27 disposed with its inner end facing an eccentric cam 26a formed on the camshaft 26, and an outer end of the pushrod 27. The pump piston 28 that abuts the end of the pump piston 28, the actuating piston 29 that abuts the outer end of the pump piston 28, and the push rod 27 are connected to the eccentric cam 26a.
A return spring 30 biases the body in a direction away from the body.

Push rod 27 and pump piston 28
has an inlet chamber 31 and an outlet chamber 32 on their respective outer peripheries.
The first cylinder hole 33 is slidably fitted into the first cylinder hole 33 formed in the extension part 22c. Further, a plug body 34 is provided at the outer end of the first cylinder hole 33.
The actuating piston 29 is fitted onto the stopper 34 so as to define a pump chamber 35 between the plug body 8 and the stopper 8 , and the actuating piston 29 is slidably fitted onto the stopper 34 so as to define a hydraulic chamber 36 .

The inlet chamber 31 communicates with the oil tank 19 via a conduit 37, and also communicates with the pump chamber 35 via a suction valve 38, and the pump chamber 35 communicates with the outlet chamber 32 via a one-way seal member 39 having a discharge valve function. will be communicated to. Further, the hydraulic chamber 36 is connected to the front master cylinder 5.
It is connected to the upstream pipe 15a of the hydraulic conduit 15 so as to constantly communicate with the output pump 5fa of the pump 5f.

As shown in FIG. 4, the camshaft 26 is supported by the end wall of the outer case 22b via bearings 40, 40', and is driven by the front wheel 2f via a speed increasing device 45, which will be described later. It's summery.

A meter drive gear 49 is fixed to the outer end of the camshaft 26, and this gear 4 is connected to a driven gear 50 connected to an input shaft of a speedometer 51 of the motorcycle.
It meshes with.

The modulator 17 includes a pressure reducing piston 46, a fixed piston 47 that receives one end of the pressure reducing piston 46 and restricts its backward limit, and a return spring 48 that urges the pressure reducing piston 46 in the direction of contact with the fixed piston 47. consisting of both pistons 46,
47 is slidably fitted into a second cylinder hole 52 formed adjacent to the first cylinder hole 33 in the extension portion 22c.

In the second cylinder hole 52, the pressure reducing piston 4
6 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 fixed piston 47. A hydraulic chamber 54 is defined.
This input hydraulic chamber 54 communicates with the hydraulic chamber 36 of the hydraulic pump 16 via an oil passage 56, and the output hydraulic chamber 55 communicates with the input port 1 of the front wheel brakes 3f, 3f.
4a, and is connected to the downstream pipe 15b of the hydraulic conduit 15, and the control hydraulic chamber 18 is communicated with the outlet chamber 57 of the hydraulic pump 16 via an oil passage 57.

The fixed piston 47 has a valve chamber 58 that is always in communication with the input hydraulic chamber 54, and a valve chamber 58 that is connected to the output hydraulic chamber 5.
5, and a valve hole 59 communicating with the valve chamber 5.
A valve body 60 that can open and close the valve hole 59 and a valve spring 61 that urges the valve body 60 toward the closing side are housed in the valve body 8 . A valve opening rod 62 for opening the valve body 60 is provided protruding from one end surface of the pressure reducing piston 46.
This valve opening rod 62 keeps the valve body 60 in an open state when the pressure reducing piston 46 is located at the retraction limit.

The outer opening of the second cylinder hole 52 is connected to the extension part 2.
The fixed piston 47 is always kept in contact with the end plate 63 by the elastic force of the return spring 48 or the hydraulic pressure introduced into the input and output hydraulic chambers 54 and 55. held in the ground position.

The hydraulic pump 16 and modulator 17
is arranged on the back side of the front fork 9 similarly to the brake caliper 14.

The exhaust pressure valve 20 is composed of a valve seat member 65 fitted into a stepped cylinder hole 64 of the outer case 22b, and a valve body 67 that slides onto the valve seat member 65 to open and close the valve hole 66 of the valve seat member 65. be done. The valve seat member 65 defines an inlet chamber 68 in the small diameter part of the stepped cylinder hole 64 and an outlet chamber 69 in the large diameter part, and both chambers 68,6
9 are communicated through the valve hole 66. Further, the inlet chamber 68 is connected to the modulator 17 via an oil passage 70.
The outlet chamber 69 communicates with the inlet chamber 31 of the hydraulic pump 16 via an oil passage 71. After all, the outlet chamber 69 is in communication with the oil tank 19.

The sensor 21 includes a flywheel 72 rotated by the front wheel 2f via a speed increaser 45, a cam mechanism 73 that converts overrun rotation of the flywheel 72 into axial displacement, and a flywheel 72.
and an output lever mechanism 74 capable of operating the exhaust pressure valve 20 in response to axial displacement of the exhaust valve 20, all of which are disposed within the casing 22.

The speed increasing device 45 includes a cup-shaped input member 75 that is disposed within the casing 22 with its open end facing the outer case 2b, and is connected to the hub 8 of the front wheel 2f via the concave-convex engaging portion 110. This input member 7
a ring gear 76 formed at the open end of the camshaft 26; and a ring gear 76 fixed to the inner end of the camshaft 26.
The first planetary gear 78 ₁ meshes with the ring gear 7 and the ring gear 7 is supported via a bearing 111 on a support shaft 77 protruding from the end wall of the outer case 22b.
one or more second planetary gears 78 ₂ that mesh with the first and second planetary gears 78 1 and 78 2; and a sun gear 79 that meshes with the first and second planetary gears 78 ₁ and 78 ₂ simultaneously.
The output shaft 42 is connected to the sun gear 79 by a spline connection 112 and supported by a fixed cylindrical shaft 24 on the axle 10 via a needle bearing 41.

The second planetary gear 78 ₂ maintains the concentric state of the ring gear 76 and the sun gear 79 by properly meshing the first planetary gear 78 ₂ with the ring gear 76 and the sun gear 79, and the speed increasing device 4
This is to ensure the transmission function of the ring gear 76 and the sun gear 79, and can be omitted if the support rigidity of the ring gear 76 and the sun gear 79 is sufficiently high.

The input member 75 is integrally provided with a short cylindrical portion 75a that protrudes from the outer surface of its end wall.
a penetrates the end wall of the inner case 22a and is fitted into the end of the hub 8 in order to make the connection posture of the input member 75 with the hub 8 appropriate. In order to seal the inside of the casing 22, seal members 80 and 81 are interposed between the cylindrical portion 75a and the end wall of the inner casing 22a, and between the end wall of the input member 75 and the cylindrical shaft 24, respectively. Ru.

As clearly shown in FIG. 5, the cam mechanism 73 includes a drive cam plate 82 fixed to the end of the output shaft 42 on the input member 75 side, and a drive cam plate 82 that faces the drive cam plate 82 on the output shaft 42 so as to be able to rotate relative to the drive cam plate 82. Driven cam plate 8 arranged as
3, and a cam recess 8 on the opposing surfaces of both cam plates 82 and 83.
2a, 83a, and a thrust ball 84 that is engaged with the thrust balls 2a and 83a. Cam recess 82 of drive cam plate 82
The cam recess 83a of the driven cam plate 83 is inclined so that the bottom surface becomes shallower toward the rotational direction 85 of the output shaft 42. 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 engaged with the deepest part of both the cam recesses 82a and 83a, and the driving cam The plate 82 simply transmits the rotational torque received from the output shaft 42 to the driven cam plate 83, and does not cause relative rotation between the two cam plates 82, 83. However, when the positions are reversed and the driven cam plate 83 overruns the driving cam plate 82, relative rotation occurs in both cam plates 82 and 83, and the thrust ball 84 rotates on the inclined bottom surfaces of both cam recesses 82a and 83a. It rolls upward, applying thrust 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. The drive cam plate 82 is supported on the end wall of the input member 75 via a thrust bearing 113 so as not to be displaced in the axial direction.

The thrust ball 84 suddenly moves into the cam recess 82a,
In order to reduce the impact when the rolling limit of the cam mechanism 83a is reached, at least one component of the cam mechanism 73 is made of synthetic resin, and in the illustrated example, the driven cam plate 83 and the thrust ball 84 are made of synthetic resin. be done. As a result, vibration of the cam mechanism 73 due to impact is prevented and its durability is improved.

The flywheel 72 has a cup-shaped input material 75
Inside, it is rotatably and slidably supported on the output shaft 42 via a bush 86, and is engaged with one side of a driven cam plate 83 via a friction clutch plate 87. A pressing plate 89 is provided on the other side of the flywheel 72 via a thrust bearing 88.
is attached.

The output lever mechanism 74 connects the axle 10 and the exhaust pressure valve 20.
A support shaft 90 protrudes from the inner end surface of the outer case 22b at an intermediate position between the support shaft 90 and the neck 9 at the tip of the support shaft 90.
a lever 91 that is swingably supported in the axial direction of the axle 10 at the neck 90a and the lever 91;
In between, there is a certain amount of play 92 in the swinging direction of the lever 91.
is provided. The lever 91 has a long first arm 91a that extends from the support shaft 90 bypassing the output shaft 42, and a short second arm 91a that extends from the support shaft 90 toward the exhaust pressure valve 20.
The first arm 91a has an abutment portion 93 formed in a raised chevron shape at the middle portion thereof to abut against the outer surface of the press plate 89.

A spring 94 is compressed between the tip of the first arm 91 and the outer case 22b, and the tip of the second arm 91b comes into contact with the outer end of the valve body 67 of the exhaust pressure valve 20.

The elastic force of the spring 94 acts on the lever 91 and presses the contact portion 93 of the first arm 91a against the pressing plate 89, and normally presses the valve body 67 of the exhaust valve 20 to close the valve. keep. And the pressing plate 89 is the spring 9
4 applies a constant frictional engagement force to the flywheel 72, friction clutch plate 87 and driven cam plate 83, and also applies a constant frictional engagement force to the flywheel 72, friction clutch plate 87 and driven cam plate 83, and
Adds approach power to 3.

The friction engagement force is set so that when a rotational torque of a certain value or more is applied between the driven cam plate 83 and the flywheel 72, the friction clutch plate 87 slips.

A confirmation device 95 is connected to the output lever mechanism 74 to confirm its normal operation. This confirmation device 95 includes a switch holder 96 that is fixed to the outer case 22b and projects into the coil portion of the spring 94, a reed switch 97 that is held by the switch holder 96 within the coil portion of the spring 94, and a reed switch 97 that corresponds to the reed switch 97. and a permanent magnet 98 attached to the first arm 91a, so that when the first arm 91a swings by a predetermined angle toward the outer case 22b, the permanent magnet 98 changes to the closed position of the reed switch 97. It's summery.

A display circuit 99 is connected to the reed switch 97. The display circuit 99 is configured as shown in FIG. When the main switch 100 is closed, the power supply 10
1 to the main switch 100, resistance 102, 1
03 to the base of the transistor 104, the transistor 104 becomes conductive, and as a result, the display lamp 105 is energized via the main switch 100 and turned on. In this state, when the reed switch 97 is closed by the approach of the permanent magnet 98, a current is passed through the reed switch 97 to the gate of the thyristor 106, so the thyristor 106 becomes conductive, and the resistor 1
As the current passing through 02 flows to the thyristor 106 side, the transistor 104 is cut off, and the indicator lamp 105 is turned off. Therefore,
By turning off the light, it can be confirmed that the lever 91 has swung toward the lid 22b against the elastic force of the spring 94. Thereafter, even if the reed switch 97 is opened by the return operation of the lever 91, the thyristor 106 maintains the extinguished state of the indicator lamp 105 until the main switch 100 is opened and closed again.

As the main switch 100, an ignition switch or a brake switch of a motorcycle can be used.

Further, as shown in FIG. 7, the main switch 1
An induction coil 107 can also be used instead of 00. That is, the primary side of the induction coil 107 is connected to the reed switch 97, and the secondary side thereof is connected to the gate of the thyristor 106. Other configurations are the 6th
It is the same as that in the figure, and corresponding parts are given the same reference numerals in the figure. In this device, when the reed switch 97 is opened and closed, positive and negative pulses are generated alternately on the secondary side of the induction coil 107, which causes the thyristor 106 to repeat conduction and cutoff states, causing the indicator lamp 105 to blink. Therefore, the operation of the lever 91 can be confirmed by this blinking.

Next, the operation of this embodiment will be explained.

While the vehicle is running, the rotation of the front wheel 2f is transmitted from the hub 8 to the input member 75 via the concave-convex engaging portion 110, and is further transmitted by the ring gear 76, the first and second planetary gears 78 ₁ and 78 ₂ , and the sun gear 79. The increased speed is transmitted to the output shaft 42, and then to the flywheel 72 via the cam mechanism 73 and friction clutch 87 to drive it, so the flywheel 72 rotates at a higher speed than the front wheels 2f. Therefore, the flywheel 72 can have a large rotational inertia.

At the same time, the camshaft 26 and the speedometer 51 are also driven by the rotation of the first planetary gear ₇₈₁ .

Now, if the front master cylinder 5f is operated to brake the front wheel 2f, the output oil pressure will be transferred to the upstream pipe 15a of the hydraulic conduit 15 and the hydraulic chamber 3 of the hydraulic pump 16.
6. Input hydraulic chamber 54 of modulator 17, valve chamber 5
8, valve hole 59, output hydraulic chamber 55 and hydraulic conduit 15
The front wheel brakes 3f, 3 are connected sequentially through the downstream pipe 15b of
f and actuate them to apply braking force to the front wheels 2f.

On the other hand, in the hydraulic pump 16, the hydraulic chamber 36
Since the output hydraulic pressure of the front master cylinder 5f is introduced, the pump piston 28 is given a reciprocating motion by the pressing action of the hydraulic pressure against the operating piston 29 and the lifting action of the eccentric cam 26a against the push rod 27. During the suction stroke in which the pump piston 28 moves toward the push rod 27, the suction valve 38 opens and the oil in the oil tank 19 is sucked into the pump chamber 35 from the conduit 37 through the inlet chamber 1, and the pump piston 28 moves toward the operating piston. In the discharge stroke moving toward the 29 side, the one-way seal member 39 opens the valve, and the oil in the pump chamber 35 flows into the outlet chamber 32.
The oil is further fed under pressure to the control hydraulic chamber 18 of the modulator 17 via the oil passage 57. And exit chamber 3
2 and the pressure in the control hydraulic chamber 18 rise to a predetermined value, the pump piston 28 is held in the abutting position with the stopper 34 by the pressure in the outlet chamber 32.

By the way, the control hydraulic chamber 18 of the modulator 17
Initially, the communication with the oil tank 19 is cut off by closing the exhaust pressure valve 20, so the hydraulic pressure supplied to the chamber 18 from the hydraulic pump 16 directly acts on the pressure reducing piston 46 and pushes it to the retracted position. , the valve body 60 is kept open by the valve opening rod 62, allowing passage of the output hydraulic pressure from the front master cylinder 5f.

Therefore, at the beginning of braking, the front wheel brake 3
The braking force applied to f and 3f is from the front master cylinder 5.
It is proportional to the output oil pressure of f.

When angular deceleration occurs in the front wheel 2f due to this braking, the flywheel 72 detects this and tries to overrun the output shaft 42 due to its inertial force. The rotational moment of the flywheel 72 at this time is
3 to cause a relative rotation, and the thrust generated by the rolling of the thrust ball 84 applies an axial displacement to the flywheel 72, thereby forcing the press plate 89 to push the lever 91.

Now, if we consider the behavior of the lever 91 when it is pressed by the pressing plate 89, initially there is play 92 between the support shaft 90 and the lever 91, so the lever 91 is moved by the spring 94 and the pressing plate. 89 and the valve element 67 of the exhaust valve 20, and when pressed by the pressing plate 89, the valve element 67 swings as a fulcrum. When this kind of oscillation progresses to a certain angle,
The play 92 between the spindle 90 and the lever 91 is eliminated,
The fulcrum on the second arm 91b side is from the valve body 67 to the contact portion 9
Moving on to the support shaft 90 near 3, this time lever 91
will swing about the support shaft 90 as a fulcrum.

In this way, the lever ratio when the lever 91 is swung by the press plate 89 changes in two stages, so even if the repulsive force of the spring 94 is constant, the lever 91 is initially moved by the relatively small force of the press plate 89. It oscillates due to the pressing force, and after the fulcrum of the oscillation moves, it does not oscillate unless the pressing force increases to a predetermined value. Therefore, during braking, when the angular deceleration occurring at the front wheel 2f is relatively small, the lever 91 is pressed against the pressing plate 89.
The pressing force causes the permanent magnet 98 to move close to the closed position of the reed switch 37, so the display circuit 99 is activated as described above, indicating to the operator that the sensor 21 is operating normally. It can be recognized.

Now, if the front wheel 2f is about to lock up due to excessive braking force or a decrease in the friction coefficient of the road surface,
The sudden increase in angular deceleration of the front wheel 2f accompanying this causes the pressing force of the pressing plate 89 to exceed a predetermined value, and the lever 91 swings about the support shaft 90 to further compress the spring 94. The two arms 91b swing away from the valve body 67, and as a result, the exhaust pressure valve 20 becomes open.

When the exhaust pressure valve 20 opens, the oil pressure in the control oil chamber 18 is transferred to the oil passage 70, the inlet chamber 68, the valve hole 66, and the outlet chamber 6.
9, the oil is discharged into the oil tank 19 through the oil passage 71, the inlet chamber 31 of the hydraulic pump 16, and the conduit 37, so that the pressure reducing piston 46 is moved into the control hydraulic chamber against the force of the return spring 48 by the hydraulic pressure of the output hydraulic chamber 55. 18 side, thereby retracting the valve opening rod 62 and closing the valve body 60, cutting off communication between the input and output oil chambers 54 and 55, and increasing the volume of the output oil pressure chamber 55. As a result, the braking oil pressure acting on the front wheel brakes 3f, 3f decreases, the braking force of the front wheel 2f decreases, and the locking phenomenon of the front wheel 2f is avoided. Then, as the rotation of the front wheel 2f accelerates, the pressing force of the pressing plate 89 on the lever 91 is released, so that the lever 9
1 is swung back to its original position by the repulsive force of the spring 94, thereby closing the exhaust pressure valve 20. Exhaust pressure valve 20
When the valve is closed, the pressure oil discharged from the hydraulic pump 16 is immediately confined in the control hydraulic chamber 18, and the pressure reducing piston 46 retreats to the output hydraulic chamber 55 side to increase the pressure in the chamber 55 and restore the braking force. let By repeating this operation at high speed, the front wheel 2
f is efficiently braked.

The hub 8 of the front wheel 2f acts as a barrier against external disturbances, and can prevent the speed increasing device 45 and the sensor 21 from being affected.

C. Effects of the Invention As described above, according to the present invention, there is an input member housed in a hub of a wheel and connected to the hub, a ring gear formed on the input member, and a planetary gear meshing with the ring gear. , a sun gear meshing with the planetary gear, and an output shaft connected to the sun gear constitute a speed increasing device, the planetary gear is fixed to the camshaft of a hydraulic pump supported by a non-rotatable casing, and the sensor Since the flywheel is connected to the output shaft by disposing it inside the hub, the hollow part of the wheel hub can be effectively used for installing the speed increaser and sensor. The influence of disturbance on the sensor can be eliminated. Furthermore, since the camshaft is driven by the planetary gear of the speed increasing device, a dedicated transmission device for driving the hydraulic pump is not required, contributing to the simplification and further compactness of the structure.

[Brief explanation of the drawing]

The drawings show one embodiment of the present invention, and FIG. 1 is a schematic plan view of a motorcycle equipped with an anti-lock braking device, FIG. 2 is a vertical sectional side view of essential parts of the anti-lock braking device, and FIGS. The figure is in Figure 2 -
Line and - line sectional views, Fig. 5 is - of Fig. 4.
6 is a wiring diagram of the display circuit in FIG. 2, and FIG. 7 is a wiring diagram showing a modification of the display circuit. 2f...front wheel as a wheel, 3f...front wheel brake as a wheel brake, 5f...front master cylinder, 5fa...output port, 7...antilock control device, 8...hub, 8a...recess, 9 …
...Front fork, 10...Axle, 12...Brake disc, 14...Brake caliper, 1
4a...Input port, 15...Hydraulic conduit, 16...
...Hydraulic pump, 17...Modulator, 19...
Oil tank, 20... exhaust pressure valve, 21... sensor, 22...
... Casing, 26 ... Camshaft, 42 ... Output shaft, 45 ... Speed increaser, 72 ... Flywheel, 73 ... Cam mechanism, 74 ... Output lever mechanism, 75 ... Input member, 76 ... Ring gear, 7
8 ₁ ...Planetary gear, 79...Sun gear.

Claims (1)

[Claims] 1 It has a flywheel driven from a wheel via a speed increasing device, and when the wheel is braked by a wheel brake, it senses that the wheel is about to lock by overrun rotation of the flywheel and outputs an output signal. a hydraulic pump having a camshaft that rotates in conjunction with the wheels; a control hydraulic chamber communicating with an outlet chamber of the hydraulic pump, and interposed in a hydraulic conduit between a master cylinder and a wheel brake; When the pressure in the control hydraulic chamber is above a predetermined value, the hydraulic conduit is maintained in a conductive state, and when the pressure in the control hydraulic chamber becomes below a predetermined value, the hydraulic conduit is shut off and the braking hydraulic pressure of the wheel brake is reduced. an antilock braking system for a vehicle, comprising: a modulator for obtaining the control oil pressure; a normally closed exhaust pressure valve that is interposed in a communication path between the control hydraulic pressure chamber and the oil tank and opens when receiving an output signal from the sensor; an input member housed in a hub of a wheel and connected to the hub; a ring gear formed on the input member;
The speed increasing device is composed of a planetary gear that meshes with the ring gear, a sun gear that meshes with the planetary gear, and an output shaft that is connected to the sun gear. An anti-lock braking system for a vehicle, characterized in that a planetary gear is fixed, the sensor is disposed within the hub, and the flywheel is connected to the output shaft.