JPH048264B2 - - Google Patents

Description

[Detailed Description of the Invention] A. Purpose of the Invention (1) Industrial Field of Application The present invention relates to an anti-lock braking device for vehicles such as motorcycles and automobiles, and particularly to wheels having a hub rotatably supported on an axle; A hydraulic wheel brake that applies braking force to the wheels in response to the output hydraulic pressure of the master cylinder; and a flywheel that is driven from the hub via a transmission device, so that when the wheels are braked, the wheels are likely to lock. a sensor that detects the overrun rotation of the flywheel and generates an output; upon receiving the output of the sensor, the braking oil pressure of the wheel brake is reduced, and when the output is released, the braking oil pressure is restored; A hydraulic control device connected to a brake oil path between a master cylinder and a wheel brake; and an antilock braking device for a vehicle.

(2) Prior art This type of anti-lock braking device is
This is already known as described in Japanese Patent No. 120440.

(3) Problems to be solved by the invention In the conventional anti-lock braking device, the casing containing the sensor and the hydraulic control device is supported in a cantilevered manner on the suspension member that supports the axle.
The need for a solid support structure that can withstand wheel vibrations increases the unsprung weight of the vehicle, and since the sensor is separated from the hub, the transmission device between the hub and sensor becomes larger, reducing the unsprung weight. There are also disadvantages that increase it further.

Therefore, we decided to make the axle support not only the hub but also the casing and sensor of the hydraulic control device.
By simplifying their support structure as much as possible, the unsprung weight of the vehicle can be reduced, and by arranging the sensor close to the hub, it is possible to downsize the transmission device between the sensor and the hub. A method has already been proposed (for example, see Japanese Unexamined Patent Publication No. 57-33053), but in that proposal,
The casing and sensor of the hydraulic control device are housed in the space inside the hub that is closed by the lid that is detachable from the hub, and the casing is fixed to the axle and the sensor is fixed to the lid. However, it is difficult to handle these hydraulic control devices and sensors as a unit before they are assembled to the hub, and the shape and size of the hydraulic control device must be adjusted to match the shape and size of the space inside the hub. This greatly limits the degree of freedom in the design of the device, and it is also necessary to provide a communication oil passage in the axle to connect the hydraulic control device and the brake oil passage, which are housed in the space within the hub and are separated from each other. It is necessary to form the axle in a special way, which makes manufacturing the axle more troublesome and reduces its strength.

The present invention has been proposed in view of the above, and an object of the present invention is to provide an anti-lock braking device that can solve all of the above-mentioned problems of conventional devices.

B. Structure of the Invention (1) Means for Solving the Problems In order to achieve the above object, according to the present invention, a hub is rotatably supported on one half of the axle in the axial direction,
A casing for housing and holding a sensor is fixed to the other half, and the casing is arranged within the hub and has an opening facing outside the hub;
The lid body is removably fixed to the housing to close the opening of the housing, and the lid body is provided with the hydraulic control device outside the hub, and the hydraulic control device is braked. A connection portion with an oil passage is provided on the outer surface of the lid.

(2) Effect By supporting not only the hub but also the casing and sensor of the hydraulic control device on the axle, the support structure for these can be simplified as much as possible.

In addition, the hydraulic control device and sensor can be assembled into a unit through a common casing when assembled to the axle, and the unit can be assembled to the axle separately from the hub. I can do it.

Furthermore, since the hydraulic control device is disposed outside the hub on the lid of the casing, the shape and size of the hydraulic control device can be determined regardless of the shape and size of the space inside the hub. Moreover, since the braking oil passage can be directly connected to the connecting portion provided on the outer surface of the lid, there is no need to provide a special connecting oil passage on the axle.

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

First, in FIG. 1 showing a first embodiment of the present invention, a motorcycle 1 has a pair of left and right front wheel brakes 3f, 3f for braking a steering wheel, that is, a front wheel 2f.
and one rear wheel brake 3r for braking the rear wheel 2r, both front wheel brakes 3f, 3f are operated by the output hydraulic pressure of the front master cylinder 5f operated by the brake lever 4, and the rear wheel brake 2
r is operated by the output hydraulic pressure of the rear master cylinder 5r operated by the brake pedal 6, and in particular, the braking hydraulic pressure of the front wheel brakes 3f, 3f is controlled by the 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 via bearings 11, 11 on the right half of an axle 10 whose both ends are fixed to the lower ends of a pair of left and right front forks 9, 9. A pair of front wheel brakes 3f, 3f arranged on both sides of the front wheel 2f
In each case, a brake disc 12 is fixed to the end face of the hub 8, and a bracket 13 is attached to the front fork 9 while straddling the brake disc 12.
The brake caliper 14 is operated when the output hydraulic pressure of the master cylinder 5f is supplied to its input port 14a, compressing the brake disc 12 and applying pressure to the front wheel 2f. Can apply braking force.

An anti-lock control device 7 is interposed in a hydraulic conduit 15 serving as a brake oil path 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 provided so as to surround the left half of the axle 10.

The casing 22 is composed of a cup-shaped housing 22a and a housing 22b that fits into the open end of the housing 22a and is fixed with screws 23. The housing 22a is formed on the left end surface of the hub 8. The cover body 22b is disposed at the entrance of the recess 8a. The lid body 22b is supported by the axle 10 via a cylindrical shaft 24 fixed at the center 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 housing 22b. Also, the first cylinder hole 3
A stopper 34 is attached to the outer end of the pump piston 28.
The actuating piston 29 is fitted onto the stopper 34 so as to define a pump chamber 35 therebetween, and the actuating piston 29 is slid onto the stopper 34 so as to define a hydraulic chamber 36 .

The inlet chamber 31 is communicated with the oil tank 19 through a conduit 37 connected to a connecting portion _J3 formed on the outer surface of the lid body 22b, and is also connected to the pump chamber 35 through a suction valve 38.
The pump chamber 35 is communicated with the outlet chamber 32 via a one-way seal member 39 having a discharge valve function. Further, the hydraulic chamber 36 is always in communication with the output pump 5fa of the front master cylinder 5f through an upstream pipe 15a of the hydraulic conduit 15 connected to a connecting portion _J1 formed on the outer surface of the lid body 22b.

As shown in FIG. 4, the cam shaft 26 is connected to the lid 22.
b is supported via bearings 40, 40', and is driven via a pair of gears 43, 44 from a drive shaft 42 rotatably supported on the cylindrical shaft 24 via bearings 41, 41, Further, the drive shaft 42 is configured to be driven by the front wheels 2f via a speed increasing gear device 45, which will be described later, as a transmission device.
As a result, the camshaft 26 is driven at an increased speed by the front wheel 2f.

A meter drive gear 49 is fixed to the outer end of the camshaft 26 on the opposite side to the gear 44.
is meshed with a driven gear 50 connected to an input shaft of a speedometer 51 of the motorcycle.

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 lid body 22b.

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 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 a connecting portion J ₂ formed on the outer surface of the lid body 22b.
With the downstream pipe 15b of the hydraulic conduit 15 connected to
It constantly communicates with the input port 14a of the front wheel brakes 3f, 3f. The control hydraulic chamber 18 communicates 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 lid 22.
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
are arranged on the rear side of the front fork 9 in the same manner as the brake caliper 14 in order to protect them from obstacles from the front of the vehicle.

The exhaust pressure valve 20 has a stepped cylinder hole 6 in the lid body 22b.
4 and the valve seat member 6
5, and a valve body 67 that slides together to open and close a valve hole 66 of the valve body. The valve seat member 65 defines an inlet chamber 68 in the small diameter portion of the stepped cylinder hole 64 and an outlet chamber 69 in the large diameter portion thereof, and both chambers 68 and 69 communicate with each other through the valve hole 66. In addition, the entrance chamber 68
is communicated with the control hydraulic chamber 18 of the modulator 17 via an oil passage 20, and the outlet chamber 69 is communicated 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.

As described above, the hydraulic pump 16, modulator 17, and exhaust pressure valve 20 provided on the lid body 22b outside the hub 8 constitute the hydraulic control device of the present invention.

The sensor 21 includes a speed increasing gear device 45 inputted from the front wheel 2f, a flywheel 72 rotated by the speed increasing device 45, and a flywheel 72.
The cam mechanism 73 converts overrun rotation of the flywheel into axial displacement, and the output lever mechanism 74 can actuate the exhaust pressure valve 20 in response to the axial displacement of the flywheel 72. is arranged on the outer side of the back wall of the housing 22a, and the cam mechanism 7
3. Flywheel 72 and output lever mechanism 74
is arranged inside the housing 22a.

The speed-up gear device 45 includes a ring gear 76 that is spline-fitted to the inner peripheral surface of an annular support portion 75 protruding from the outer surface of the rear wall of the housing 22a, and a ring gear 76 that is rotatably supported by the hub 8. It is configured in a planetary gear type by a plurality of planetary gears 78 meshing with the drive shaft 42 and a sun gear 79 formed at one end of the drive shaft 42 and meshing with the planetary gears 78.

The back wall of the housing 22a and the drive shaft 4 passing through it
A seal member 89 is interposed between the housing 22a and the hub 8 of the annular support portion 75 of the housing 22a.

In order to prevent the rotation of the front wheels 2f from spinning even if the drive shaft 42 becomes stuck for some reason, at least one of the constituent gears of the speed increasing gear device 45, for example, the planetary gear 78, is set to a specified value. It is made of synthetic resin and has a fuse function that ruptures when it is subjected to excessive torque.

By the way, since the speedometer 51 is linked to the drive shaft 42 driven by the speed increasing gear device 45, in the event that the synthetic resin gear 78 breaks, the speedometer 51 will stop moving despite the rotation of the front wheel 2f. Since the speedometer 51 stops operating, the driver can know from this that the above-mentioned malfunction has occurred.

As clearly shown in FIG. 5, the cam mechanism 73 includes a drive cam plate 82 fixed to the drive shaft 42, and a driven cam plate 83 disposed opposite to the drive cam plate 82 so as to be relatively rotatable. , and a thrust ball 84 that is engaged with cam recesses 82a and 83a on opposing surfaces of both cam plates 82 and 83. Drive cam plate 82
The cam recess 82a rotates in the rotational direction 85 of the drive shaft 42.
The cam recess 83a of the driven cam plate 83 is inclined so that the bottom surface becomes shallower toward the rotation direction 85.
It is sloped so that the bottom becomes deeper towards the bottom.
Therefore, in the normal case where the driving cam plate 8 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, 82a, 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 84 rolls up the inclined bottom surfaces of both cam recesses 82a and 83a, giving thrust to both cam plates 82 and 83. This causes the driven cam plate 82 to undergo axial displacement in the direction away from the drive cam plate 82.

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 its boss 72a rotatably and slidably supported on the drive shaft 42 via a bush 86, and the driven cam plate 83 is
It is rotatably supported by the boss 72a and engaged with one side of the flywheel 72 via a friction clutch plate 87. flywheel 72
A pressing plate 89 is attached to the other side via a thrust bearing 88.

The output lever mechanism 74 connects the axle 10 and the exhaust pressure valve 20.
A support shaft 90 protrudes from the inner surface of the lid body 22b at an intermediate position between the support shaft 90 and a lever 9 supported swingably in the axial direction of the axle 10 by a neck 90a at the tip of the support shaft 90.
1, and between the neck 90a and the lever 91,
A certain amount of play 92 is provided in the swinging direction of the lever 91. 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.
The first arm 91a has an abutting part 9 in the middle part thereof, which abuts on the outer surface of the pressing plate 89.
3 is formed into a mountain-shaped ridge.

A spring 94 is compressed between the tip of the first arm 91 and the lid body 22b, and the tip of the second arm 91b abuts 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.

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 lid body 22b and protrudes into the coil portion of the spring 94.
and the switch holder 96 inside the coil part of the spring 94.
The first arm 91a is composed of a reed switch 97 that is held by
When a swings toward the lid 22b by a predetermined angle, the permanent magnet 98 is moved to the closed position of the reed switch 97.

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 made conductive 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
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 drive shaft 42 is driven to increase the speed from the rotating front wheels 2f via the speed increasing gear device 45.
Subsequently, the flywheel 72 is driven via the cam mechanism 73 and the friction clutch plate 87, so the flywheel 72 rotates at a higher speed than the front wheel 2f. Therefore, the flywheel 72 can have a large rotational inertia.

At the same time, the camshaft 26 and speedometer 51 are also driven by the drive shaft 42.

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 bushing 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 wheels 2f due to this braking, the flywheel 72 detects this and tries to overrun the drive shaft 42 due to its inertia 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, when the front wheel 2f is about to lock due to excessive braking force or a decrease in the coefficient of friction of the road surface, the resulting sudden increase in angular deceleration of the front wheel 2f causes the pressing force of the pressing plate 89 to exceed a predetermined value, and the lever 91 Since the lever 91 swings around the support shaft 90 to further compress the spring 94, the second arm 91b of the lever 91 swings 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.

In this anti-lock braking device, the sensor 21 and the casing 22 of the anti-lock control device 7
is supported on the axle 10 along with the hub 8 of the front wheel 2f, so the sensor 21 and the casing 22 are firmly supported by the axle 10, simplifying the support structure and reducing the unsprung weight of the vehicle. brought about.

Further, the sensor 21 is arranged extremely close to the hub 22, so the speed increasing gear device 45 between the hub 8 and the sensor 21 can be downsized, thereby reducing the unsprung weight. Further relief is provided.

Furthermore, the sensor 21 and the speed increasing gear device 45 are
Since it is disposed in a recess 8a formed on one end surface of the hub 8, the braking device can be made more compact by effectively utilizing the space inside the hub 8. Especially in a motorcycle, the span of the axle 10 is equal to the width of the left and right sides. Despite being restricted by the spacing between the front forks 9, 9, the sensor 21 and the casing 22 can be easily disposed on the axle 10 in line with the hub 8 of the wheel 2f, making the area around the axle 10 compact. Various layouts are possible. Furthermore, the hub 8 can protect the sensor 21 and the speed increasing gear device 45 from disturbances.

Furthermore, a hydraulic pump 16 and a modulator 17 are provided on the lid body 22b disposed at the inlet of the hub 8a.
Since the exhaust pressure valve 20 is provided, the upstream pipe 15a of the hydraulic conduit 15 connecting between the front master cylinder 5f and the hydraulic pump 16, the downstream pipe 15b connecting the modulator 17 and the front wheel brake 3f, the exhaust pressure valve 20, and the hydraulic pump 16 and the oil tank 19 can be easily constructed.

FIG. 8 shows a second embodiment of the present invention, in which a ring gear 76 is formed on the input member 11 driven by the hub 8 via the concave-convex engagement means 10 in a speed increasing gear device 45. Casing 22
The planetary gear 7 is attached to the carrier 112 fixed to the
The structure is substantially the same as that of the previous embodiment except that 8 is pivotally supported 77, and in the drawings, parts corresponding to those of the previous embodiment are given the same reference numerals.

FIG. 9 shows a third embodiment of the present invention, in which a second rear wheel brake 3f' is provided in addition to the embodiment of FIG. A proportional pressure reducing valve 114 is interposed in a connected hydraulic conduit 113. Proportional pressure reducing valve 11
Reference number 4 is a known type that proportionally reduces the hydraulic pressure on the input side and transmits it to the output side. According to this example,
Just by operating the front master cylinder 5f, the front
Braking force can be applied to the rear wheels 2f and 2r at the same time, and even if the rear wheel load decreases due to braking, the pressure reduction function of the proportional pressure reducing valve 114 allows the rear wheel 2r to be applied simultaneously.
is also braked efficiently.

C. Effects of the Invention As described above, according to the present invention, the hub of the wheel is rotatably supported in one half of the axle in the axial direction, and the casing that accommodates and holds the sensor is fixed to the other half. , a casing disposed within the hub with an opening facing outside the hub, and a lid removably fixed to the casing to close the opening of the casing; The hydraulic control device is provided outside the hub, and the connecting portion of the hydraulic control device to the brake oil passage is provided on the outer surface of the lid, so that not only the hub but also the hydraulic control device is attached to the axle. By also supporting the casing and the sensor, the supporting structure thereof can be simplified as much as possible, which can contribute to reducing the unsprung weight of the vehicle.

Moreover, in particular, the hydraulic control device and the sensor can be assembled into a small unit through a common casing before being assembled to the axle, and the unit can be assembled to the axle separately from the hub. Therefore, it is easy to handle as a whole during assembly and inspection and maintenance, contributing to improvement of work efficiency. Moreover, since the above-mentioned hydraulic control device is arranged on the lid of the casing outside the hub, the shape and size of the hydraulic control device can be determined regardless of the shape and size of the space inside the hub, and the design can be designed accordingly. The degree of freedom is increased. Moreover, the brake oil passage can be directly connected to the connection part provided on the outer surface of the lid body, and there is no need to provide a connecting oil passage on the axle, which simplifies the structure of the axle and prevents the braking. The piping of the oil passage becomes easier and can contribute to cost reduction.

[Brief explanation of drawings]

1 to 6 show a first embodiment of the present invention, in which FIG. 1 is a schematic plan view of a motorcycle equipped with an anti-lock braking device, and FIG. 2 is a vertical sectional side view of essential parts of the anti-lock braking device. , FIG. 3 and FIG. 4 are sectional views taken along lines - and - in FIG. 2, FIG. 5 is an enlarged sectional view taken along lines - in FIG. FIG. 7 is a wiring diagram showing a modification of the display circuit, FIG. 8 is a vertical sectional view showing a second embodiment of the invention, and FIG. 9 is a schematic plan view of a motorcycle showing a third embodiment of the invention. It is. 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, 14
a...Input port, 15...Hydraulic conduit as a brake oil path, 15a...Upstream pipe, 15b...Downstream pipe,
16, 17 and 20...Hydraulic pump, modulator and exhaust pressure valve constituting the hydraulic control device, 19...
Oil tank, 20... exhaust pressure valve, 21... sensor, 22...
...Casing, 22a...Housing, 22b...Lid, _J1 , _J2 ...Connection, 37...Conduit, 45...
Speed increasing gear device as a transmission device, 72... flywheel, 73... cam mechanism, 74... output lever mechanism.

Claims (1)

[Claims] 1 a wheel 2f with a hub 8 supported on an axle 10;
Wheel 2f receives output oil pressure from master cylinder 5f.
a hydraulic wheel brake 3f that applies a braking force to the wheel 2; a sensor 21 that senses the overrun rotation of the wheel 72 and generates an output; upon receiving the output of this sensor 21, the braking oil pressure of the wheel brake 3f is reduced, and when the output is released, the braking oil pressure is restored; , a hydraulic control device 16, 17, 20 connected to a brake oil passage 15 between a master cylinder 5f and a wheel brake 3f; is rotatably supported, and a casing 22 for accommodating and holding the sensor 21 is fixed to the other half thereof, and the casing 22 is a casing disposed within the hub 8 with an opening facing outside the hub 8. 22a, and a lid 22b removably fixed to the housing 22a to close the opening of the housing 22a, and the lid 22b has the hydraulic control device 16, 1
7, 20 are provided, and the connection portions of the hydraulic control devices 16, 17, 20 with the brake oil passage 15 are provided.
An anti-lock braking device for a vehicle, characterized in that J ₁ and J ₂ are disposed on the outer surface of the lid body 22b.