JPH0971237A - Brake device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To make compact an actuator to manage the transmitting operation and the like of a pair of wheel brakes by arranging the first and the second control shafts which support the first and the second control members, and are connected to the first and the second wheel brakes, on an axial line parallel to the axial lines of the first and the second planetary gear mechanisms, coaxially each other. SOLUTION: An actuator 5 furnishes the first and the second planetary gear mechanisms 61 and 62 ; an electromagnetic brake 7 as a sun gear braking means; and a motor 8 rotatable regularly and reversely. To the first control shaft 201 , the first sector gear 481 connected to the first transmission system 4F is fixed, and the first control shaft 201 is engaged to the planetary carrier 191 of the first planetary gear mechanism 61 . To the second control shaft 202 , the second sector gear 482 connected to the second transmission system 4R is supported rotatable relatively, and the second control shaft 202 is engaged to the planetary carrier 192 of the second planetary gear mechanism 62 . And by providing the first and the second control shafts 201 and 202 on the axial line parallel to the axial lines of the first and the second planetary gear mechanisms 61 and 62 , coaxially each other, the actuator 5 can be made compact compared in the case providing them on the different axial lines.

Description

Detailed Description of the Invention

[0001]

TECHNICAL FIELD The present invention relates to a first transmission system capable of transmitting an operating force of a first brake operating member to a first wheel brake, and an operating force of a second brake operating member to a second wheel brake. The present invention relates to a brake device for a vehicle including a second transmission system and an actuator that is interposed in an intermediate portion of the first and second transmission systems and that controls the interlocking operation of the first and second wheel brakes and the antilock brake control.

[0002]

2. Description of the Related Art In such a vehicle brake device, a pair of planetary gear mechanisms are provided in an intermediate portion of first and second transmission systems, a motor for driving a sun gear of one planetary gear mechanism, and a sun gear of the other planetary gear mechanism. By interposing an actuator having an electromagnetic brake for braking the
The present applicant has already proposed a system that enables interlocking operation of wheel brakes and anti-lock brake control (see Japanese Patent Application No. 7-118318).

[0003]

SUMMARY OF THE INVENTION By the way, in the above-mentioned proposal, the first planetary gear mechanism and the first transmission system are connected to each other.
Since the control shaft and the second control shaft that connects the second planetary gear mechanism and the second transmission system are arranged on mutually different axes, there is a problem in that the compactness of the actuator is limited, and the actuator It was desired to make it even more compact.

The present invention has been made in view of the above circumstances, and an object of the present invention is to reduce the size of an actuator that controls the interlocking operation of a pair of wheel brakes and antilock brake control.

[0005]

In order to achieve the above object, the invention described in claim 1 is a first transmission system capable of transmitting the operating force of the first brake operating member to the first wheel brake. , A second transmission system capable of transmitting the operating force of the second brake operating member to the second wheel brake, and interlocking operation of the first and second wheel brakes interposed between the first and second transmission systems. In a vehicle brake device including an actuator that controls anti-lock brake control, the actuator includes a first ring gear, a first sun gear coaxial with the first ring gear, a first planetary gear that meshes with the first ring gear and the first sun gear, and A first planetary gear mechanism having a first planetary carrier when the first planetary gear is rotatably supported;
A second ring gear connected to the ring gear, a second sun gear coaxial with the second ring gear, a second planet gear meshing with the second ring gear and the second sun gear, and a second planet carrier rotatably supporting the second planet gear. A second planetary gear mechanism that has the first planetary gear mechanism and is arranged coaxially with the first planetary gear mechanism;
Sun gear braking means capable of braking the rotation of the sun gear; first
A first control member interposed in the middle part of the transmission system and connected to the first planetary carrier; a second control member interposed in the middle part of the second transmission system and connected to the second planetary carrier; A first control shaft that supports the first control member and is connected to the first wheel brake; and a second control shaft that supports the second control member and is connected to the second wheel brake; The first and second control shafts are arranged coaxially with each other on an axis parallel to the axes of the first and second planetary gear mechanisms.

The invention described in claim 2 is, in addition to the structure of claim 1, a hydraulic brake in which one of the wheel brakes of the first and second transmission systems is operated by the hydraulic pressure generated in the master cylinder. It is characterized in that the master cylinder is arranged between the rotation surfaces of the first and second control members in a direction intersecting with the first and second control axes.

In addition to the structure of claim 2, when the motor and the sun gear braking means are actuated to reduce the braking force of the wheel brakes, the invention of claim 3 excessively retracts the piston of the master cylinder. It is characterized in that a stopper for restricting is provided.

Further, in the invention described in claim 4, in addition to the structure of claim 3, the stop position of the piston regulated by the stopper is a position where the cup seal of the piston completely opens the relief port. Is characterized by.

The invention described in claim 5 is characterized in that, in addition to the structure of claim 3, an adjusting means for adjusting the stop position of the piston regulated by the stopper is provided.

According to a sixth aspect of the invention, in addition to the structure of the first aspect, in either one of the first and second transmission systems, between the control shaft and the control member of the one transmission system. It is characterized in that the lost motion means is interposed.

The invention described in claim 7 is characterized in that, in addition to the structure of claim 1, the first and second ring gears are made the same member.

[0012]

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

1 to 18 show an embodiment of the present invention. FIG. 1 is an overall side view of a motorcycle, and FIG. 2 is FIG.
3 is a structural view of the brake device, FIG. 4 is a longitudinal sectional view of the first cable damper, FIG. 5 is a longitudinal sectional view of the second cable damper, and FIG. 6 is a right side view of the actuator (FIG. 7 is a sectional view taken along the line 7-7 in FIG. 6, FIG. 8 is a left side view of the actuator (a view in the direction of 8 in FIG. 7), and FIG. 9 is 9-9 in FIG. 10 is a sectional view of FIG.
FIG. 11 is a sectional view taken along line 11-11 of FIG. 6, FIG. 12 is a sectional view taken along line 12-12 of FIG. 6, and FIG.
13 is a sectional view taken along line 13-13 of FIG. 14, FIG. 14 is a sectional view taken along line 14-14 of FIG. 8, FIG. 15 is an explanatory view of action during interlocking braking, FIG. 17 is an explanatory view of action during antilock braking, and FIG. FIG. 18 is a time chart for explaining the operation.

As shown in FIGS. 1 to 3, a swing type pad is used.
Front wheel of scooter type motorcycle V equipped with power unit P
W_FHas a disc brake that operates in response to hydraulic pressure
Front wheel brake B_FIs installed as the first wheel brake
And rear wheel W_RThe brake according to the operation amount of the operation lever 1
Well-known mechanical rear wheel brake B that exerts its power_RIs the second
It is installed as a wheel brake. Also the steering wheel
Left and right grips 2 at both ends _F, 2_RThere is a steering hand
The grip 2 on the right end of the dollar_FOperable with right hand holding
First brake lever 3 as first brake operating member_F
Is pivoted, and the left end of the steering handle is_RHold
The second brake operation member that can be operated with the left hand
2 brake lever 3_RIs supported.

First brake lever 3 _F and front wheel brake B
The _F, is connected to the operating force of the first brake lever 3 _F through a first transmission system 4 _F can be transmitted to the front wheel brake B _R,
The operating lever 1 of the second brake lever 3 _R and the rear wheel brake B _R, the operating force of the second brake lever 3 _R to the rear wheel brake B _R via the mechanically transmissible second transmission system 4 _R Be linked. In addition, an intermediate portion between the two transmission systems 4 _F and 4 _R is connected to the actuator 5.
You can adjust the braking force of the front wheel brake B _F and the rear wheel brake B _R by the operation of.

A first push-pull cable 25 ₁ connecting the first brake lever 3 _F and the actuator 5 is provided with a first cable damper 24 ₁ for connecting the second brake lever 3 _R and the actuator 5. A second cable damper 24 ₂ is provided on the second push-pull cable 25 ₂ . These cable dampers 24 ₁ and 24 ₂
They are arranged on the right and left sides of the down tube of the body frame. Also with the battery 53 to the first upper cable damper 24 ₁ on the right side are arranged, the second upper cable damper 24 ₂ of the left side are disposed an electronic control unit 52.

1 and 2, reference numeral 56 indicates a master cylinder 2 provided on the actuator 5 which will be described later.
6 of the reservoir, reference numeral 57 is a master cylinder 26 bleeder joint for air vent provided at the upper end of the conduit 27 continuous (see FIG. 3) to the front wheel brake B _F, reference numeral 45 to the rear wheel brake B _R from the actuator 5 A third push-pull cable, numeral 58 is a fuel tank.

Next, the structure of the first cable damper 24 ₁ will be described with reference to FIG.

The first push-pull cable 25 ₁ is an outer cable 29 ₁ connected to the first brake lever 3 _F.
And outer cable 2 connected to actuator 5
Inner cable 30 ₁ is one that formed by inserted movably into 9 ₁ '. Also, the first cable damper 24
₁ is a damper casing 31 formed in a cylindrical shape and coupled to the vehicle body frame, a cylindrical movable member 32 inserted into the damper casing 31 so as to be relatively movable in the axial direction, and fixed inside the damper casing 31. A cylindrical fixed member 33 in which the movable member 32 slides relatively; and a sliding member 34 which is inserted into the damper casing 31 so as to be movable in the axial direction, and whose flange 34a abuts on the flange 32a of the movable member 32. Two springs 3 contracted between a flange 32a of the movable member 32 and a flange 33a of the fixed member 33.
5, 35.

_One end of _one outer cable 29 ₁ is fixed to the flange 33a of the fixing member 33, and
The end of the other outer cable 29 ₁ ′ is fixed to the flange 32 a of the movable member 32. Therefore, both springs 3
5 and 35 exert a spring force in a direction to separate the outer cables 29 ₁ and 29 ₁ ′ from each other.

[0021] One end of the damper casing 31, first load detection switch 38 ₁ in contact with the one end of the movable member 32 projecting from one end of the damper casing 31 is fixed, from the first brake lever 3 _F When the brake operation input is within a predetermined load range, that is, when the first push-pull cable 25 ₁ is pulled, the movable member 32 causes the spring 3 to move.
When the 5 and 35 stroke is compressed, the first load detection switch 38 ₁ is turned on in a predetermined range of its stroke.

More specifically, when the operating force of the first brake lever 3 _F increases beyond a predetermined value, that is, when the load pulling the inner cable 30 ₁ in the direction of arrow A increases beyond a predetermined value, both Outer cable 29 ₁ , 29
_The movable member 3 is moved by a load that tries to bring
2 slides toward the fixing member 33 while compressing the springs 35, 35. As a result, the movable member 32 to turn on the first load detection switch 38 ₁ actuates the first load detection switch 38 ₁ of the detectors.

As shown in FIG. 5, the second cable damper 2
4₂Is the first cable damper 24 ₁And basically the same
The first cable damper 24₁When
The same components are denoted by the same reference numerals and only illustrated in detail.
Detailed description is omitted. However, the second cable damper 24₂
Are the flanges 34a of the sliding member 34 and the flanges of the movable member 32.
Two disc springs 36, 36 are arranged between the spring 32a and the flange 32a.
Only the point is the first cable damper 24.₁Different from
You.

[0024] In Thus, the second brake lever 3 _R second push-pull cable 25 ₂ of the inner cable 30 ₂
The load pulling in the direction of arrow A is when it is in the predetermined range, the second load sensing switch 38 ₂ is turned on. Since giving a second load on the load detection switch 38 ₂ at a small disc springs 36, 36 spring constant, by increasing the load changes when the input stroke is small, relative to the case without using a cable damper load The loss can be made relatively small, and the invalid stroke can be made small so as not to cause an uncomfortable feeling in the brake operation feeling.

Next, the structure of the actuator 5 will be described with reference to FIGS.

The actuator 5 includes a first planetary gear mechanism 6
Comprising _1, a second planetary gear mechanism 6 _2, an electromagnetic brake 7 as the sun gear braking means, and a forward and reverse rotatable motor 8.

The casing 9 of the actuator 5 is coupled to the first case member 10 to which the motor 8 is attached, and the electromagnetic brake 7 is attached to the casing 9 on the same axis as the rotation axis of the motor 8. It is composed of two case members 11. Rotary shaft 7 of electromagnetic brake 7
a and the rotating shaft 8a of the motor 8 are arranged coaxially and abut each other at their ends.

The first planetary gear mechanism 6 ₁ is arranged on the outer circumference of the rotary shaft 8a of the motor 8, and the first ring gear 16 ₁ surrounding the outer circumference of the end of the rotary shaft 8a of the motor 8 and the motor 8
First sun gear 17 formed at the end of the rotating shaft 8a
₁ and a plurality of first planetary gears 18 ₁ , 18 ₁ ... Meshing with the first ring gear 16 ₁ and the first sun gear 17 ₁ , and the first planetary gears 18 ₁ , 18 ₁ . comprising a ₁ and a first planet carrier 19. And Thus, when driving the motor 8 first planetary gear mechanism 6 ₁ of the first
The sun gear 17 ₁ can be rotated.

The second planetary gear mechanism 6 ₂ has an electromagnetic brake 7
Second ring gear 16 surrounding the outer circumference of the end of the rotary shaft 7a
_2, a ₂ second sun gear 17 formed on the end portion of the rotary shaft 7a of the electromagnetic brake 7, the second ring gear 16 ₂ and the second
A plurality of second planetary gears 18 ₂ meshing with the sun gear 17 ₂ ,
18 comprises ₂ ... and a ₂ second planetary carrier 19 that supports their second planetary gears 18 _2, 18 ₂ ... a rotatably respectively. And Thus, the electromagnetic brake 7 can be braked and stopped a second rotation of the sun gear 17 ₂ of the second planetary gear mechanism 6 _2.

The first ring gear 16 ₁ and the second ring gear 16 ₂ are the same member, and the first planetary gears 18 ₁ , 18 ₁
... and in a second state in which the planetary gears 18 _2, 18 ₂ ... by being positioned radially, is relatively rotatably sandwiched between ₂ first planetary carrier 19 ₁ and the second planetary carrier 19. By using the same first and second ring gears 16 ₁ and 16 ₂ , the number of components can be reduced, and the size of the actuator can be reduced.

Rotating shaft 7a of electromagnetic brake 7 and motor 8
In front of the rotating shaft 8a, and parallel to the rotating shafts 7a, 8a
First control axis 20₁And the second control axis 20₂Is placed
You. First control axis 20₁A cylindrical part is formed at the inner end of
The second control shaft 20 is provided on the inner periphery of the cylindrical portion.₂Outer circumference of inner end of
Are relatively rotatably fitted, so that the first control shaft 20
₁And the second control axis 20₂Are the first and second planetary gear mechanisms
6₁, 6₂Coaxially on a common axis parallel to the axis of
Will be placed.

As is apparent from FIGS. 7 and 9, the first control shaft 20 ₁ has a first sector gear 4 as a first control member.
8 ₁ is fixed, and the first sector gear 48 ₁ is meshed with a driven gear 49 ₁ provided integrally with the first planet carrier 19 ₁ . Also in the first control shaft 20 ₁ is fixed piston knocker 43 to actuate the master cylinder 26 to be described later.

The master cylinder 26 is the actuator 5
, A piston 40 slidably fitted to the cylinder body 39 with the front surface facing the pressure chamber 41, and the piston 40 housed in the pressure chamber 41 and A return spring 42 for exerting a spring force for urging the right side of FIG. 9) is provided. The pipe 27 leading to the pressure chamber 41 is connected to the front end of the cylinder body 39.

The piston knocker 43 contacts the rear end of the piston 40 protruding from the rear end of the cylinder body 39. When the first sector gear 48 ₁ is at the position shown by the solid line in FIG. 9, the cup seal 44 provided on the piston 40 is at the position to open the relief port 39a formed on the cylinder body 39, and the first sector gear 48 ₁ is at the position shown by the solid line. It is possible to slightly rotate from the position in the counterclockwise direction (direction of retracting the piston 40) to the chain line position, and the rotation is restricted by contacting the stopper 10a at the chain line position. The solid line position and the rotation angle between the dashed line position is intended to be set in consideration of the position and variations in the processing accuracy of the gears of the relief port 39a, first sector gear 48 ₁ is the piston 40 abuts against the stopper 10a Reaches the retreat end, the cup seal 44 of the piston 10 reliably opens the relief port 39a, and the cup seal 44 does not largely retreat from the relief port 39a.

[0035] In Thus, when the first control shaft 20 ₁ pushes the piston 40 in the piston knocker 43, the piston 40 is actuated to the side to reduce the volume of the pressure chamber 41, hydraulic pressure generated in the pressure chamber 41 is a tube The front wheel brake B _F will be acted on via the road 27.

As described above, the first control shaft 20 ₁ and the second control shaft 20 ₂ are arranged coaxially with each other on an axis parallel to the axes of the first and second planetary gear mechanisms 6 ₁ , 6 _2. As a result, the actuator 5 can be made compact as compared with the case where the two control shafts 20 ₁ and 20 ₂ are arranged on different axes. Moreover, the first sector gear 48 ₁ of the rotary surface which is supported on the first control shaft 20 ₁ and the second control shaft 20 ₂
Between the second sector gear 48 and _second rotational surfaces supported, first, since the master cylinder 26 so as to intersect the second control shaft 20 _1, 20 ₂ arranged on the effective use of the dead space in the actuator 5 Thus, the master cylinder 26 can be laid out compactly.

In FIGS. 6, 11 and 12, the first push-pull cable 25 connected to the first brake lever 3 _F is shown.
_1, the connection portion between the first control shaft 20 ₁ extending from the first case member 10 to the outside is shown. With upper arm 62 and lower arm 63 is welded to the collar 61 to rotatably fitted in the first outer circumference of the control shaft 20 _1, the first
Adjusting arm 64 on the outer periphery of the control shaft 20 ₁ is bolt 6
Fixed at 5. The first push-pull cable 2 is connected to the tip of the upper arm 62 via a cable joint 66.
5 ₁ is connected.

An adjusting bolt 68 pivotally supported by a pin 67 at the tip of the lower arm 63 passes through a pin 69 supported in the middle of the adjusting arm 64, and an adjust nut 70 is screwed at the tip thereof. The coil spring 71 fitted around the outer periphery of the adjustment bolt 68
Is formed on the lower end of the adjusting nut 70 in an arcuate surface 70a.
Energize to abut.

Therefore, the lower arm 63 integrated with the upper arm 62 is connected to the adjusting arm 64 via the adjusting bolt 68, and when the upper arm 62 is rotated by the first push-pull cable 25 ₁ , the lower arm 63 is rotated. The first control shaft 20 ₁ rotates via the adjusting bolt 68 and the adjusting arm 64. Then, by changing the relative angle between the lower arm 63 and the adjusting arm 64 to rotate the adjustment nut 70 by a half rotation, it is possible to arbitrarily and finely adjusting the first control shaft 20 ₁ of the phase. Thus, the piston knocker 43 provided on the first control shaft 20 ₁ can be finely adjusted to the position shown by the solid line in FIG. The adjusting bolt 68 and the adjusting nut 70 constitute adjusting means.

As is apparent from FIGS. 7 and 10, the second
Control axis 20₂Has a second sector gear as a second control member.
48₂Are rotatably supported relative to each other, and the second sector gear
48 ₂Is the second planet carrier 19₂Is provided integrally with the
Dynamic gear 49₂To be engaged. Second control axis 20₂Fixed to
The locking portion 50a at the tip of the control arm 50 is
Gear 48₂Is fitted in the elongated hole 48a formed in the hole. These clerks
The stop 50a and the slot 48a constitute a lost motion mechanism.
To achieve. In FIG. 10, the second sector gear 48₂of
To regulate the clockwise rotation end, the second case member 11
Second sector gear 48₂Stopper 11a that can contact
Is made.

In FIGS. 6, 13 and 14, the second push-pull cable 25 connected to the second brake lever 3 _R is shown.
_2, connection between the second control shaft 20 ₂ extending from the second case member 11 to the outside is shown. Second control shaft 20 _{and second} arms 73 that are bolted 72 to a pair of cable joints 75, 76 via the pin 74 is pivotally supported. With inner cable 30 ₂ of the outer cable 29 ₂ 'and the second push-pull cable consisting of an inner cable 30 ₂ 25 ₂ is connected to the cable joint 75, consisting of outer cable 46 and the inner cable 47 in the cable joint 76 The third inner cable 47 of the third push / pull cable 45 is connected.

[0042] In Thus, the first transmission system 4 _F for transmitting the operation force of the first brake lever 3 _F to the front wheel brake B _F are first
Cable damper 24 ₁ first push-pull cable 25 ₁ was interposed, is constructed from the master cylinder 26 and line 27, a second transmission system for transmitting the operation force of the second brake lever 3 _R to the rear wheel brake B _R 4 _R is a second push-pull cable 25 ₂ with a second cable damper 24 ₂ interposed
And a third push-pull cable 45.

An angle sensor 51 is fixed to the outer end of the second control shaft 20 ₂ extending from the actuator 5, and the operation amount of the actuator 5 is detected by the angle sensor 51. As shown in FIG. 3, the front wheel speed sensor 5 to the front wheel W _F
4, the rear wheel W _R rear wheel speed sensor 55 are mounted, respectively. The on / off operation of the electromagnetic brake 7 in the actuator 5 and the rotation direction and operation amount of the motor 8 are controlled by an electronic control unit 52. The electronic control unit 52 includes first and second operations.
The detection values of the load detection switches 38 ₁ and 38 ₂ , the angle sensor 51, the front wheel speed sensor 54, and the rear wheel speed sensor 55 are input, respectively.

Next, the operation of the embodiment of the present invention having the above configuration will be described.

When the brake operation input by the first brake lever 3 _F or the second brake lever 3 _R is below a predetermined value, the front wheel is driven by the first brake lever 3 _F or the second brake lever 3 _R without operating the actuator 5. The braking force is obtained by the brake B _F or the rear wheel brake B _R , and when the first and second load detection switches 38 ₁ and 38 ₂ do not perform the switching operation, the operation of the motor 8 is performed by the electronic control unit 52. While being stopped, the electromagnetic brake 7 is turned off, that is, the second sun gear 17 ₂ is allowed to freely rotate.

In such a state, the first brake lever 3
The _F only when the brake operation, the hydraulic pressure from the master cylinder 26 by the first rotation of the control shaft 20 ₁ caused by the pulling of the first push-pull cable 25 ₁ is output, the fluid pressure through line 27 wheel by acting on the brake B _F, so that the braking force is exerted by the front wheel brake B _F. At this time, the inputted rotational force to the first control shaft 20 ₁ is transmitted from the first sector gear 48 ₁ to the first planetary carrier 19 ₁ via the driven gear 49 _1.

However, when the motor 8 is stopped,
1 sun gear 17₁Has stopped, and the second brake
Bar 3_RIs in the non-brake operation state and the second play
Star gear mechanism 6₂Second planet carrier 19₂Has also stopped
Therefore, the first planet carrier 19₁Is the first planetary gear
18₁, 18₁.., First and second ring gears 16₁, 16
₂And the second planetary gear 18₂, 18₂... and the second sangi
Ya 17₂And transmitted to the second sun gear 17₂Idle
Will be. Therefore, the motor 8 and the electromagnetic brake 7
Unless the first brake lever 3_FBy the operation of
Rear wheel brake B _RDoes not work.

Further, the motor 8 and the electromagnetic brake 7 are activated.
2nd brake lever 3 _RBrake only
When made, the second transmission system 4_RMechanical break by
Rear wheel brake B_RThe braking force is exerted at
It is. At this time, the second push-pull cable 25₂of
Towing the second control shaft 20₂The motor 8
In the stopped state, the first sun gear 17₁Has stopped,
Also, the first brake lever 3_FIs in the non-brake operation state
The first planetary gear mechanism 6₁First planet carrier
19₁Is also stopped, the first and second ring gears 16
₁, 16₂Is the first planetary gear 18₁, 18₁Times through…
It is fixed so that it cannot roll. Therefore, the second planet carrier 1
9₂Of the second planetary gear 18₂, 18₂Through the second
Gear 17₂And transmitted to the second sun gear 17₂Idle
Will be. Therefore, the motor 8 and the electromagnetic brake
7 unless the second brake lever 3_RFor operation
More front wheel brake B_FDoes not work.

When the brake operation input by the first brake lever 3 _F or the second brake lever 3 _R exceeds a predetermined value, the actuator 5 is operated to interlock and operate the front wheel brake B _F and the rear wheel brake B _R. The first and second load detection switches 3
8 _1, when the 38 ₂ is switched operation, the motor 8 is actuated by the electronic control unit 52,
Electromagnetic brake 7 is turned on, i.e. the second sun gear 17 ₂ is braked.

Assuming that the second brake lever 3 _R is braked with an operating force equal to or more than a predetermined value, the electromagnetic brake 7 is used to drive the second sun gear 17 as shown in FIG.
When the motor 8 while braking ₂ is driven to rotate, ₂ first planetary carrier 19 ₁ and the second planetary carrier 19 is rotated in the opposite directions by the driven gear 49 of the _second planetary carrier 19 ₂ integrally the second sector gear 48 ₂ 15
Is driven clockwise. However, since the second sector gear 48 ₂ which is restricted to rotate by contact with the stopper 11a, the first planetary carrier rotates reactive force 1
9 ₁ The first sector gear 48 ₁ through _one first driven gear 49 is rotated in the counterclockwise direction in FIG. 15. As a result, the master cylinder 26 operates to generate a brake oil pressure, and the front wheel brake _BF operates with the brake oil pressure.

At this time, the locking portion 50a of the control arm 50
Since There has been loosely fitted to the second sector gear 48 ₂ of the elongated hole 48a, a second sector gear 48 accompanying the operation of the actuator 5
Rotation of _2, a second based on the second brake lever 3 _R operation
Does not affect the rotation of the control shaft 20 _2. And Thus, in conjunction operation of the front wheel brake B _F and the rear wheel brake _R, the angle sensor 5 for detecting a second rotation angle of the control shaft 20 ₂
The operation of the actuator 5 is controlled based on the output of (1).

This will be further described with reference to FIG.
The rear wheel brake B _R First, when operating the second brake lever 3 _R is actuated via a second push-pull cable 25, _second and third push-pull cable 45, the braking force of the rear wheel W _R rises. When the operation load of the second brake lever 3 _R is second on the second load sensing switch 38 ₂ is the cable damper 24 ₂ increases, the front wheel brake B _F actuator 5 is actuated to operate. As a result, the distribution of the braking force bends along the ideal distribution line.

At this time, the locking portion 50a of the control arm 50
When the lost motion mechanism and a second sector gear 48 ₂ of the elongated hole 48a is assumed not to exist, the braking force of the rear wheel W _R after actuation of the actuator 5, the input portion of the second brake lever 3 _R lidar , the increase due to the operation of the actuator 5 becomes obtained by adding the (hatched portion in FIG. 17), deviates significantly from the ideal distribution line becomes the braking force of the rear wheel W _R as shown by the broken line is excessive, the rear wheels locking tendency of W _R is likely to intensify. In practice, however, since the braking force of the rear wheel W _R is only input caused by the rider, by adjusting the braking force of the front wheel W _F to set the operation amount of the actuator 5 as appropriate, braking closer to the ideal distribution line It is possible to easily obtain the force distribution characteristics and contribute to the improvement of the brake feeling.

Next, the case where the antilock brake control is performed will be described.

Front wheel speed sensor 54 and rear wheel speed sensor 5
Figure 5 shows that the wheels tended to lock based on the output.
When released, the electronic control unit 52 activates the electromagnetic brake 7
When the motor 8 is turned on and the motor 8 is in the above-described interlocking operation,
Operate in the opposite direction. Then, as shown in FIG.
First planet carrier 19₁And second planet carrier 19 ₂
Are opposite to each other and opposite to the interlocking operation described above.
And the first sector gear 48₁Is the clock in Fig. 16.
Direction, and the second sector gear 48₂Drives counterclockwise
Is done. At this time, the first sector gear 48₁Rotation is direct
First control axis 20 ₁To the first control shaft 20₁The front wheel
W_FWhile rotating in the direction to weaken the braking force of
Second sector gear 48₂Rotation is at the end of the slot 48a.
When the locking portion 50a of the control arm 50 abuts,
2 control axes 20₂To the second control shaft 20₂To the rear wheel W
_RRotate in the direction to weaken the braking force of.

Thus, by repeatedly turning the actuator 5 on and off in accordance with the slip ratio of the wheels, anti-lock brake control that effectively avoids the locking of the wheels can be performed.

Moreover, the first and second transmission systems 4_F, 4_Rsmell
And the actuator 5 and the first and second brake levers
Three_F, 3_RBetween the first and second cable dampers 24.
₁, 24 ₂Are installed separately,
When the braking force is increased again in the rake control, the motor 8 is turned off.
Activating these cable dampers 24
₁, 24₂It is possible to use the repulsion stored in
During the anti-lock brake control.
Key lever 3_FOr the second brake lever 3_RAccess
Avoid the direct action of the force from the tutor 5 side
Therefore, a good operation feeling can be obtained.

By the way, the actuator 5 of this embodiment
Is the first sector gear 4 connected to the master cylinder 26
Stopper 10a for restricting the 8 ₁ of the rotation range (see FIG. 9)
, The following effects can be obtained.

In FIG. 18, for example, when the speed of the front wheels W _F falls below the vehicle speed by more than a predetermined value, antilock brake control is started, and the rotation angle of the first sector gear 48 ₁ increases the braking force by the operation of the actuator 5. It decreases in the pull-out direction, and the braking force of the front wheels W _F also decreases accordingly. As the rotation angle of the first sector gear 48 ₁ decreases, the piston 40 of the master cylinder 26
3, the first sector gear 48 ₁ comes into contact with the stopper 10a and its rotation is restricted immediately after the cup seal 44 opens the relief port 39a in FIG.

At this time, if it is assumed that the stopper 10a does not exist, the first sector gear 48 ₁ further rotates as shown by the broken line in FIG. 18, and the lever reaction force of the first brake lever 3 _F also greatly increases. It will reduce the feeling. Moreover, when the first sector gear 48 ₁ a braking force by operating the actuator 5 is rotated in the direction of increasing, the cup seal 44 of the piston 40 is a brake hydraulic pressure is generated in the pressure chamber 41 to close the relief port 39a The timing is delayed, and the response is reduced.

However, as in this embodiment, the piston 4
By regulating the first sector gear 48 ₁ in rotation in the direction retracting the 0 by the stopper 10a, by the actuation of the actuator 5 to increase the braking force again first
When the sector gear 48 ₁ is driven, the piston 40 is advanced quickly to generate brake hydraulic pressure, it is possible to avoid a decrease in responsiveness.

Although the embodiments of the present invention have been described in detail, various design changes can be made in the present invention without departing from the gist thereof.

[0063]

As described above, according to the invention described in claim 1, the first and second control shafts are coaxial with each other on an axis parallel to the axes of the first and second planetary gear mechanisms. Since the actuators 5 are arranged, the actuator 5 can be made compact as compared with the case where the first and second control axes are arranged on mutually different axes.

According to the second aspect of the present invention,
One of the wheel brakes of the first and second transmission systems is a hydraulic brake that is operated by the hydraulic pressure generated in the master cylinder, and the master cylinder is provided between the rotation surfaces of the first and second control members. Since it is arranged in the direction intersecting the control axis, the master cylinder can be laid out compactly by effectively utilizing the dead space of the actuator.

According to the third aspect of the present invention,
When the motor and sun gear braking means are activated to reduce the braking force of the wheel brakes, a stopper is provided to prevent excessive retraction of the piston of the master cylinder, so the reaction force transmitted to the brake operating member is reduced to reduce the braking force. Not only can you avoid a decrease in feeling,
The responsiveness can be improved by reducing the time lag when increasing the braking force of the wheel brakes.

According to the fourth aspect of the present invention,
Since the stop position of the piston regulated by the stopper is the position where the cup seal of the piston completely opens the relief port, the function of the master cylinder can be exerted over the entire stroke of the piston.

According to the invention described in claim 5,
Since the adjusting means for adjusting the stop position of the piston regulated by the stopper is provided, the stop position of the piston can be easily adjusted.

According to the invention described in claim 6,
In any one of the first and second transmission systems, since the lost motion means is interposed between the control shaft and the control member of the one transmission system, the motor and the brake operation member of the one transmission system are operated. First, activate the sun gear braking means,
When the wheel brakes of the second transmission system are operated in an interlocking manner, the braking force of the wheel brakes of one transmission system is determined only based on the operation force of the brake operating member of the one transmission system. As a result, the degree of freedom in setting the braking force distribution characteristics of the wheel brakes of the first and second transmission systems can be increased.

According to the invention described in claim 7,
By making the first and second ring gears the same member, the number of parts can be reduced and the first and second planetary gear mechanisms can be made compact.

[Brief description of drawings]

FIG. 1 is an overall side view of a motorcycle.

FIG. 2 is a two-direction arrow view of FIG.

FIG. 3 is a configuration diagram of a brake device.

FIG. 4 is a longitudinal sectional view of a first cable damper.

FIG. 5 is a longitudinal sectional view of a second cable damper.

6 is a right side view of the actuator (a view in the direction of arrow 6 in FIG. 7).

FIG. 7 is a sectional view taken along line 7-7 of FIG. 6;

8 is a left side view of the actuator (a view in the direction of arrow 8 in FIG. 7).

9 is a sectional view taken along line 9-9 of FIG.

10 is a sectional view taken along line 10-10 of FIG.

11 is a sectional view taken along line 11-11 of FIG.

FIG. 12 is a sectional view taken along line 12-12 of FIG. 6;

FIG. 13 is a sectional view taken along line 13-13 of FIG. 8;

FIG. 14 is a sectional view taken along line 14-14 of FIG. 8;

FIG. 15 is an explanatory diagram of an operation at the time of interlocking braking.

FIG. 16 is an explanatory diagram of an operation at the time of an anti-lock brake.

FIG. 17 is a graph illustrating an operation.

FIG. 18 is a time chart illustrating an operation.

[Explanation of symbols]

3 _F 1st brake lever (1st brake operating member) 3 _R 2nd brake lever (2nd brake operating member) 4 _F 1st transmission system 4 _R 2nd transmission system 5 Actuator 6 ₁ 1st planetary gear mechanism 6 ₂ 2nd 2 planetary gear mechanism 7 electromagnetic brake (sun gear braking means) 8 motor 10a stopper 16 ₁ first ring gear 16 ₂ second ring gear 17 ₁ first sun gear 17 ₂ second sun gear 18 ₁ first planetary gear 18 ₂ second planetary gear 19 ₁ 1st planet carrier 19 ₂ 2nd planet carrier 20 ₁ 1st control axis 20 ₂ 2nd control axis 26 Master cylinder 39a Relief port 40 Piston 44 Cup seal 48 ₁ 1st sector gear (1st control member) 48 ₂ 2nd sector gear ( Second control member) 48a Long hole (lost motion means) 50a Locking part (lost motion means) 68 Adjust bolt (adjustment) Means) 70 adjust nut (adjusting means) B _F front wheel brake (a first wheel brake) B _R rear wheel brake (second wheel brake)

Claims (7)

[Claims] 1. A first brake operating member (3 _F) of the operation force of the first transmission system capable of transmitting to the first wheel brake (B _F) and (4 _F), the second brake operating member (3 _R) A second transmission system (4 that can transmit the operating force to the second wheel brake ( _BR )
_R ) and the first and second transmission systems (4 _L , 4 _R ) are interposed between the first and second wheel brakes (B _F , B _R ) for interlocking operation and antilock brake control. In a vehicle brake device including an actuator (5), the actuator (5) includes a first ring gear (16 ₁ ) and a first ring gear (16 ₁ ).
The first sun gear (17 ₁ ) and the first ring gear (1
6 ₁ ), a first planetary gear (18 ₁ ) meshing with the first sun gear (17 ₁ ), and a first planetary carrier (19 ₁ ) rotatably supporting the first planetary gear (18 ₁ ). Planetary gear mechanism (6 ₁ ) and first ring gear (16 ₁ ).
The second ring gear connected to (16 _2), the second ring gear (16 ₂₎ and a coaxial second sun gear (17 _2), second meshing with the second ring gear (16 ₂₎ and the second sun gear (17 ₂₎ planetary gears (18 _2), and a second planetary gear (1
8 ₂ ) rotatably supporting the second planet carrier (1
9 ₂ ) and a second planetary gear mechanism (6 ₂ ) coaxially arranged with the first planetary gear mechanism (6 ₁ ); forward and reverse rotatable and connected to the first sun gear (17 ₁ ). Motor (8)
A sun gear braking means (7) capable of braking the rotation of the second sun gear (17 ₂ ), and an intermediate part of the first transmission system (4 _F ) interposed and connected to the first planet carrier (19 ₁ ). First
A control member (48 ₁ ); a second control member (48 ₂ ), which is interposed in an intermediate portion of the second transmission system (4 _R ) and is connected to the second planet carrier (19 ₂ ); first wheel brake bearing a (48 ₁₎ a first control shaft which is connected to (B _F) (20 ₁₎ and; to support a second control member (48 ₂₎ the second wheel brake (B _R) A second control axis (20 connected to
₂ ) and; and includes the first and second control axes (20 ₁ , 2
0 ₂ ) are arranged coaxially with each other on an axis parallel to the axes of the first and second planetary gear mechanisms (6 ₁ , 6 ₁ ). 2. The first and second transmission systems (4_F, 4_R)
One wheel brake (B_R) Is the master cylinder (2
It is a hydraulic brake that operates with the hydraulic pressure generated in 6).
The master cylinder (26) as the first and second control members.
(48₁, 48 ₂) The first and second control between the rotation planes
Axis (20₁, 20₂) Is placed in the direction that intersects
The brake device for a vehicle according to claim 1, which is characterized in that. 3. When the motor (8) and the sun gear braking means (7) are actuated to reduce the braking force of the wheel brake ( _BF ), excessive retraction of the piston (40) of the master cylinder (26) is restricted. The brake device for a vehicle according to claim 2, characterized in that a stopper (10a) is provided. 4. The stop position of the piston (40) regulated by the stopper (10a) is a position where the cup seal (44) of the piston (40) completely opens the relief port (39a). The brake device for a vehicle according to claim 3. 5. An adjusting means (68, 68) for adjusting the stop position of the piston (40) restricted by the stopper (10a).
70) is provided, The brake device for vehicles of Claim 3 characterized by the above-mentioned. 6. First, in one of the second transmission system (4 _F, 4 _R), said one of the transmission system (4 _R) of the control shaft (2
0 ₂ ) and the control member (48 ₂ ) are provided with lost motion means (48a, 50a),
The brake device for a vehicle according to claim 1. 7. The first and second ring gears (16 ₁ , 1)
6. The vehicle brake device according to claim 1, wherein 6 ₂ ) are the same member.