JPH0428578B2 - - Google Patents

Description

[Detailed Description of the Invention] A. Purpose of the Invention (1) Industrial Field of Application The present invention relates to a braking device for vehicles such as motorcycles and automobiles, and particularly to a braking device for vehicles such as motorcycles and automobiles, and in particular, a braking device that is operated by the output hydraulic pressure of a master cylinder to apply braking force to wheels. and an antilock control unit that incorporates an inertial wheel angular deceleration sensor driven from the wheels and controls the output oil pressure of the master cylinder in accordance with the output of the sensor.

(2) Prior Art Such a braking device is already known, as described in, for example, Japanese Patent Laid-Open No. 120440/1983.

(3) Problems to be Solved by the Invention In the conventional braking device, the disc brake and the anti-skid control unit are arranged in parallel in the radial direction on the outside of the wheel. Not only that, but the anti-lock control unit is easily affected by disturbances such as rainwater, and since the anti-lock control unit is far away from the center rotational surface of the wheel, it may cause the left and right weight balance of the wheel support system to be impaired to some extent. There are drawbacks.

An object of the present invention is to provide a braking device with a simple structure that can solve such drawbacks.

B. Structure of the Invention (1) Means for Solving the Problems In order to achieve the above object, the present invention has a wheel in which a rim is connected to a hub via an arm portion, and a disc brake fixed to this wheel. A disc brake is operated by the output hydraulic pressure of a master cylinder to apply braking force to the wheels, and an inertial wheel angular deceleration sensor is driven from the wheels via a transmission device. A braking device for a vehicle, comprising an antilock control unit that controls output hydraulic pressure of the master cylinder,
An annular recess is formed in the other side of the wheel by deviating the arm portion of the wheel from a central rotational surface of the wheel toward one side thereof, and the antilock control unit and the transmission device are housed in the annular recess. ,
It is characterized in that the brake disc is arranged at the entrance of the annular recess so that it covers at least a part of each of the antilock control unit and the transmission.

(2) Function By accommodating the anti-lock control unit and the transmission device in the annular recess, the outer protrusion of the wheel is reduced accordingly, making the braking device more compact. reduce the influence of disturbances on Furthermore, since the anti-lock control unit and the transmission device can be placed as close to the center of the wheel as possible, imbalances in left and right weights relative to the wheel support system due to the special installation of the anti-lock control unit and the like can be minimized.

Furthermore, since not only the wheel arm but also the brake disc can be used as a protection member for the antilock control unit and the transmission, the influence of the disturbances mentioned above is further reduced.

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

First, in FIG. 1, the motorcycle 1 includes a pair of left and right disc brakes 3l, 3r for braking the front wheels 2, and these disc brakes 3l, 3r.
The master cylinder 5 is operated by a lever 4 in order to actuate the hydraulic pressure.

In FIGS. 2 and 3, the front wheel 2 has a hub 2
The hub 2h has a rim 2r and an arm 2a connecting the two 2h, 2r, and the hub 2h has a bearing 11 on an axle 10 fixed at both ends to a pair of left and right legs 9l, 9r forming the front fork 9. 11
Supported through.

The arm portion 2a is curved and molded integrally with the hub 2h so that its center portion is offset to the left in FIG.
h, the rim 2r and the arm portion 2a define a relatively deep annular recess 6 that opens on the right side surface of the wheel 2.

The annular recess 6 accommodates the anti-lock control unit 7 and a transmission 48 that connects the drive shaft 42 of the unit 7 and the hub 2h, and the casing 22 of the anti-lock control unit 7 is bolted to the right leg 9r. Bracket 2 fixed with 25
4 with bolts 25'.

The pair of disc brakes 3l and 3r each include a brake disc 12 fixed to the end face of the hub 2h with bolts 18, and a leg 9l that straddles this brake disc 12 via a bracket 13.
Alternatively, the brake caliper 14 is supported by the brake caliper 9r. In this case, in particular, the right brake disc 12 is arranged so as to stand up at the entrance of the annular recess 6 and cover the outer surfaces of the antilock control unit 7 and the transmission 48.

The transmission device 48 includes a ring gear 49 that is fixed to the hub 2h together with the right brake disk 12 with bolts 18, and a pinion gear 50 that is fixed to the drive shaft 42 and meshes with the ring gear 49. Therefore, the hub 2h can increase the speed of the drive shaft 42 through the gears 49 and 50 by its rotation.

As shown in FIGS. 4 and 5, the casing 22 of the antilock control unit 7 is connected to the drive shaft 42.
The casing body 22a rotatably supports the casing body 22a through bearings 40, 40', and the cup-shaped cover 22b is fitted onto one end of the casing body 22a to define a sensor chamber 23 therebetween. In this casing 22, a hydraulic pump 16, a modulator 17, an exhaust pressure valve 20, and an inertial wheel angular deceleration sensor 21 are provided.

The hydraulic pump 16 has both the bearings 40, 4
an eccentric cam 26 formed on the drive shaft 42 between 0';
A push rod 27 is disposed with its inner end facing the eccentric cam 26;
The pump piston 28 is in contact with the outer end of the pump piston 28, the actuating piston 29 is in contact with the outer end of the pump piston 28, and the push rod 27 is connected to the eccentric cam 2.
6, and a return spring 30 that urges it away from 6.

Push rod 27 and pump piston 28
have an inlet chamber 31 and an outlet chamber 32 on their respective outer peripheries.
It is slidably fitted into a first cylinder hole 33 formed in the casing body 22a to define a . Further, a plug body 34 is fitted into the outer end of the first cylinder hole 33 so as to define a pump chamber 35 between it and the pump piston 28, and a hydraulic chamber 36 is defined in the plug body 34. The actuating piston 29 is slidably engaged with the actuating piston 29 .

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 hydraulic conduit 1 so as to constantly communicate with the output port 5a of the master cylinder 5.
It is connected to the upstream pipe 15a of No. 5.

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 biases 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 in the casing body 22a adjacent to the first cylinder hole 33.

In the second cylinder hole 52, the pressure reducing piston 4
6 defines a control hydraulic chamber 53 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.
The input hydraulic pressure chamber 54 is communicated with the hydraulic chamber 36 of the hydraulic pump 16 via an oil passage 56, and the output hydraulic chamber 55 is connected to the hydraulic conduit 1 so as to constantly communicate with the input port 14a of the disc brakes 3l, 3r.
5, and the control hydraulic chamber 53 is connected to the outlet chamber 5 of the hydraulic pump 16 via an oil passage 57.
7 is connected.

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 closed by an end plate 63 fixed to the casing body 22a, and the fixed piston 47 is connected to the elastic force of the return spring 48 or the input and output hydraulic chambers 54, 55. The introduced hydraulic pressure always maintains the contact position with the end plate 63.

The exhaust pressure valve 20 is composed of a valve seat member 65 fitted into a stepped cylinder hole 64 of the casing body 22, 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. Valve seat member 65
An inlet chamber 68 is provided in the small diameter portion of the stepped cylinder hole 64,
In addition, an exit chamber 69 is defined in the same large diameter portion, and both chambers 68,
69 is communicated through the valve hole 66. Further, the inlet chamber 68 is connected to the modulator 1 via the oil passage 20.
The outlet chamber 69 communicates with the control hydraulic chamber 53 of the hydraulic pump 16 through an oil passage 71.
will be communicated with. After all, the outlet chamber 69 is in communication with the oil tank 19.

The wheel angular deceleration sensor 21 includes a flywheel 72 rotatably and slidably supported on the drive shaft 42 via a bearing bush 86 in the sensor chamber 23.
a cam mechanism 73 that transmits the rotational torque of the drive shaft 42 to the flywheel 72 and converts the overrun rotation of the flywheel 72 into axial displacement; 20.

The cam mechanism 73 includes a drive cam plate 82 fixed to the drive shaft 42, a driven cam plate 83 disposed opposite to the drive cam plate 82 so as to be relatively rotatable, and opposing surfaces of both cam plates 82, 83. cam recesses 82a, 83
A thrust ball 84 is engaged with a.

As shown in FIG. 6, the cam recess 82a of the drive cam plate 82 is inclined so that the bottom surface becomes shallower toward the rotation direction 85 of the drive shaft 42.
The cam recess 83a is inclined so that the bottom surface becomes deeper toward the rotation direction 85. 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 cam recesses 82a and 83a, and the driving cam The plate 82 simply transmits the rotational torque received from the drive shaft 42 to the driven cam plate 83 and does not cause relative rotation between the two cam plates 82 and 83. When overrun occurs, relative rotation occurs between both cam plates 82 and 83, and the thrust ball 8
4 rolls up the inclined bottom surfaces of both the cam recesses 82a and 83a, giving thrust to both the cam plates 82 and 83, thereby causing the driven cam plate 82 to rotate in the direction away from the drive cam plate 82. This will cause a directional displacement.

The driven cam plate 83 is rotatably supported by the boss 72a of the flywheel 72, and is engaged with one side of the flywheel 72 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 drive shaft 42 and the exhaust pressure valve 2.
0, and a lever 91 that is supported at the tip of the support shaft 90 so as to be swingable in the axial direction thereof. The lever 91 includes a long first arm 91a that extends from the support shaft 90 bypassing the drive shaft 42, and a short second arm 91a that extends from the support shaft 90 toward the exhaust valve 20. A contact portion 9 that comes into contact with the outer surface of the pressing plate 89 is provided at an intermediate portion of the
3 is formed into a mountain-shaped ridge.

A spring 94 is compressed between the tip of the first arm 91 and the casing body 22a, 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
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.

Next, the operation of this embodiment will be explained.

While the vehicle is running, the drive shaft 42 is driven from the rotating front wheels 2 through the transmission device 48 to increase its speed, and subsequently the flywheel 72 is driven through the cam mechanism 73 and the friction clutch plate 87, so that the flywheel 72 rotates at a higher speed than the front wheel 2. Therefore, the flywheel 72 can have a large rotational inertia.

At the same time, the eccentric cam 26 of the hydraulic pump 16 is also rotated via the drive shaft 42.

Now, when the master cylinder 5 is operated to brake the front wheel 2, the output hydraulic pressure is transmitted to the upstream pipe 15a of the hydraulic conduit 15, the hydraulic chamber 36 of the hydraulic pump 16, the input hydraulic chamber 54 of the modulator 17, the valve chamber 58, and the valve. Through the hole 59, the output hydraulic chamber 55 and the downstream pipe 15b of the hydraulic conduit 15, the left and right disc brakes 3l,
3r and actuate them to apply braking force to the front wheels 2.

On the other hand, in the hydraulic pump 16, the hydraulic chamber 36
Since the output hydraulic pressure of the 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. And pump piston 28
During the suction stroke in which the oil moves toward the push rod 27, the suction valve 38 opens and the oil in the oil tank 19 flows into the conduit 3.
In the discharge stroke in which the pump piston 28 moves toward the working piston 29, the one-way seal member 39 opens 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 53 of the modulator 17 via the oil passage 57. And exit chamber 3
2 and the pressure in the control hydraulic chamber 53 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 53 of the modulator 17
Initially, communication with the oil tank 19 is cut off by closing the exhaust pressure valve 20, so the hydraulic pressure supplied to the chamber 53 from the hydraulic pump 16 directly acts on the pressure reducing piston 46 and pushes it to the retreat position. , the valve body 60 is kept open by the valve opening rod 62, allowing passage of the output hydraulic pressure of the master cylinder 5.

Therefore, at the beginning of braking, the braking force applied to the disc brakes 3l, 3r is proportional to the output oil pressure of the master cylinder 5.

When angular deceleration occurs in the front wheels 2 due to this braking, the flywheel 72 detects this and tries to overrun the drive shaft 42 due to its inertial force. The rotational moment of the flywheel 72 at this time is
The thrust generated by the rolling of the thrust balls 84 causes a relative rotation in the flywheel 72 and causes the flywheel 72 to be displaced in the axial direction. At the stage where there is no possibility of this happening, the angular deceleration of the front wheels 2 is low and does not reach the point where the lever 91 swings.

However, if the front wheels 2 are about to lock up due to excessive braking force or a decrease in the friction coefficient of the road surface,
Due to the rapid increase in angular deceleration of the front wheel 2 associated with this, the pressing force of the pressing plate 89 exceeds a predetermined value, and the lever 91 swings about the support shaft 90 to compress the spring 94. The arm 91b is the valve body 67
As a result, the exhaust pressure valve 20
is in an open state.

When the exhaust pressure valve 20 opens, the hydraulic pressure in the control hydraulic chamber 53 is transferred to the oil tank 19 via the oil passage 70, the inlet chamber 68, the valve hole 66, the outlet chamber 69, the oil passage 71, the inlet chamber 31 of the hydraulic pump 16, and the conduit 37. Therefore, the pressure reducing piston 46 moves toward the control hydraulic chamber 53 against the force of the return spring 48 due to the hydraulic pressure of the output hydraulic chamber 55, thereby retracting the valve opening rod 62 and opening the valve body 60.
is closed, communication between the input and 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 brakes 3l, 3r decreases, the braking force on the front wheels 2 decreases, and the locking phenomenon of the front wheels 2 is avoided. Then, as the rotation of the front wheel 2 accelerates, the pressing force of the pressing plate 89 on the lever 91 is released, so that the lever 91
is swung back to its original position by the repulsive force of the spring 94, thereby closing the exhaust pressure valve 20. When the exhaust valve 20 is closed, the pressure oil discharged from the hydraulic pump 16 is immediately confined in the control hydraulic chamber 53, and the pressure reducing piston 46 retreats to the output hydraulic chamber 55 side to increase the pressure of the chamber 55 and control the pressure. Restore power. By repeating such operations at high speed, the front wheels 2 are efficiently braked.

In such a braking device, the antilock control unit 7 and the transmission device 42 are housed in an annular recess 6 formed on one side of the front wheel 2, and
Since these outer surfaces are covered by the right brake disc 12, the outer protrusion of the front wheel 2 is reduced, making the braking system more compact. The influence of disturbances such as rainwater on the device 42 is suppressed.

Moreover, since the anti-lock control unit 7 is disposed in the annular recess 6 in close proximity to the central rotational surface of the wheel, it does not disturb the left-right weight balance of the front wheel 2 with respect to the support system of the front wheel 2, that is, the front fork 9. Furthermore, the increase in the moment of inertia of the two front wheels around the steering axis due to the anti-lock control unit can be minimized, resulting in good steering performance.

C. Effects of the Invention As described above, according to the present invention, an annular recess is formed on the other side of the wheel by deviating the arm portion of the wheel from the center rotational surface of the wheel toward one side thereof. Since the anti-lock control unit and the transmission device are housed in the annular recess, the outer protrusion of the wheel is reduced accordingly, contributing to the miniaturization of the braking device, and the wheel arm is used to prevent disturbances to the anti-lock control unit. The impact of this can be reduced. Moreover, since the anti-lock control unit and the transmission device can be placed as close to the center of the wheel as possible, it is advantageous in maintaining the left-right weight balance with respect to the wheel support system.

In addition, a brake disc is disposed at the entrance of the annular recess so that it covers at least a portion of each of the anti-lock control unit and the transmission, so that not only the wheel arm but also the brake disc can be connected to the anti-lock control unit and the transmission. Can be used as a protective member for transmission devices,
Therefore, the influence of disturbances on the control unit and the transmission device can be further reduced, and by using the brake disc also as the shielding means for the entrance of the annular recess, the structure can be simplified and the cost can be reduced. It can contribute to the reduction.

[Brief explanation of drawings]

The drawings show one embodiment of the present invention, and FIG. 1 is a schematic plan view of a motorcycle equipped with the braking device of the present invention, FIG. 2 is an enlarged side view of the main part of FIG. 1, and FIG. Figure 2 is a longitudinal rear view of the main part, Figure 4 is the 3rd section.
5 and 6 are sectional views taken along the line - and - of FIG. 4, respectively. 2... Front wheel as a wheel, 2h... Hub, 2r... Rim, 2a... Arm portion, 3l, 3r... Disc brake, 5... Master cylinder, 5a... Output port,
6... Annular recess, 7... Anti-lock control unit,
9...Front fork as a support system, 10...Axle, 12...Brake disc, 13...Bracket, 14...Brake caliper, 14a...Input port, 16...Hydraulic pump, 17...Modulator, 1
9...Oil tank, 20...Exhaust pressure valve, 21...Wheel angular deceleration sensor, 22...Casing, 42...Drive shaft, 48...
Transmission device, 49...ring gear, 50...pinion gear.

Claims (1)

[Claims] 1 A wheel 2 having a rim 2r connected to a hub 2h via an arm portion 2a, and a brake disc 12 fixed to this wheel 2, which is operated by the output hydraulic pressure of a master cylinder 5 to apply braking force to the wheel 2. Anti-lock control includes a disc brake 3r and an inertial wheel angular deceleration sensor 21 driven from the wheels 2 via a transmission 48, and controls the output oil pressure of the master cylinder 5 according to the output of the sensor 21. In the vehicle braking device equipped with a unit 7, an annular recess 6 is formed on the other side of the wheel 2 by deviating the arm portion 2a of the wheel 2 from the central rotational surface of the wheel 2 toward one side thereof. The anti-lock control unit 7 and the transmission 48 are formed in the annular recess 6, and the brake disc 12 is arranged so that it covers at least a part of each of the anti-lock control unit 7 and the transmission 48. A braking device for a vehicle, characterized in that it is disposed at an entrance of an annular recess 6.