JPS60236857A - Antilock controller for motorcycle - Google Patents

Abstract

PURPOSE:To actuate front- and rear-wheel brakes simultaneously with operation of a master cylinder as well as to let the front wheel perform antilock actuation at a high pressure range, by connecting an input port of the rear-wheel brake to an output port of the master cylinder. CONSTITUTION:A motorcycle 1 is provided with a symmetrical pair of front- wheel brakes 3f and each of first and second rear-wheel brakes 3r1 and 3r2 for braking a rear-wheel 2r, while both these front-wheel brakes 3f and the first rear-wheel brake 3r are made so as to be actuated by output hydraulic pressure of a front master cylinder 5f in design. An antilock controller is interposingly installed in a hydraulic duct connecting an interval between an output port of the front master cylinder 5f and an input port of a brake caliper. In time of braking, since grounding load in the front wheel increases and thereby an actuating range of the antilock controller shifts to the high pressure side, a brake feeling comes so favorable.

Description

Detailed Description of the Invention A0 Object of the Invention (11 Industrial Field of Application) The present invention relates to an anti-lock braking device for two-wheeled vehicles such as motorcycles and scooters, and in particular to a mask cylinder having an output port that outputs hydraulic pressure in response to an input. A front wheel brake whose input port is connected to the output port of this mask cylinder via a hydraulic conduit; An inertial wheel angular deceleration sensor driven from the front wheels is built-in, and the front wheel and an anti-lock control device interposed in the hydraulic conduit to control the braking hydraulic pressure of the brake.

(2) Prior art This type of anti-lock braking device is known, for example, from Japanese Patent Application Laid-open No. 56-1
This is already known as described in Japanese Patent No. 20440.

(3) Problems to be Solved by the Invention In this type of anti-lock braking device, when the angular deceleration of the front wheel exceeds the sensor threshold value during braking, the anti-lock control device is activated and the mask cylinder is The hydraulic pressure transmission to the front wheel brakes is cut off, and the braking hydraulic pressure of the front wheel brakes is reduced to relieve the braking force on the front wheels. When the front wheels return to rotation, the hydraulic pump is operated according to the rotational speed of the front wheels, and the front wheel brakes are activated. The brake pressure is increased to restore the braking force of the front wheels, and its braking characteristics depend on the pressure-volume characteristics of the front wheel brakes.

As shown in FIG. 9, the general pressure-volume characteristic of the front wheel brake is not proportional, and the volume change is very large in the low pressure region, and becomes small in the high pressure region.

By the way, in order to ensure anti-lock performance on road surfaces with a low coefficient of friction, if the sensitivity of the sensor in the anti-lock control device is increased and a large volume change is caused in the low pressure range of Pb to Pbd, When braking at Pb-Pbd, the anti-lock control device operates in the region of P a - P a d close to Pb-Pbd, so the volume change is still large, and the acceleration and deceleration of the vehicle body fluctuate sharply, resulting in poor braking feeling. The problem arises that it inhibits the

Therefore, in order to achieve anti-lock performance with good feeling on road surfaces with a high coefficient of friction, it is desirable to operate the anti-lock control device in a high pressure region with little volume change.

One possible solution to this problem is to switch the sensitivity of the sensor depending on the coefficient of friction of the road surface, but such a system would significantly complicate the mechanism. It is also conceivable to set the front wheel brake effectiveness (gain) low, but in this case, a large input must be applied to the mask cylinder during braking, which is undesirable as it increases the burden on the driver.

The present invention was proposed in view of the above-mentioned circumstances, and the present invention has been proposed in view of the above-mentioned circumstances. An object of the present invention is to provide a simple and effective braking device that can operate an anti-lock control device in a high pressure region with little volume change.

B0 Structure of the Invention (1) Means for Solving the Problems In order to achieve the object described above, the present invention is characterized in that an input port of a rear wheel brake is connected to an output port of the mask cylinder.

(2) Operation According to the above configuration, the front and rear brakes are simultaneously operated by operating the mask cylinder, and the braking oil pressure of the front brake is controlled by the anti-lock control device. Therefore, compared to when the front brakes are applied alone, the ground contact load of the front wheels increases by the increase in moment around the center of gravity of the vehicle due to the braking force of the rear wheels, and as a result, when braking on a road surface with a high coefficient of friction, anti-lock The operating range of the control device shifts to the high-pressure side, and the volume change in the front brake hydraulic chamber is reduced, and as a result, vehicle acceleration and speed fluctuations are also reduced.

(3) Examples Embodiments 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 l has a pair of left and right front wheel brakes 3f, 3f for braking a front wheel 2f, and a first brake for braking a rear wheel 2r.
and a second rear wheel brake 3r++3rt, both front axle brakes 3f, 3f and the first rear wheel brake 3rl are operated by the output hydraulic pressure of the front mask cylinder 5f operated by the brake lever 4, and the second rear wheel brake 2r is operated by the output hydraulic pressure of the rear mask 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 an anti-lock control bag W7.

In FIGS. 2 and 3, the hub 8 of the front wheel 2f is supported on an axle 10 fixed to the lower end of the front fork 9 via a bearing 11.11. A pair of front wheel brakes 3f, 3f arranged on both sides of the front wheel 2f are both
It consists of a brake disc 12 fixed to the end surface of the hub 8, and a brake caliper 14 supported by the front fork 9 via a bracket 13 while straddling the brake disc 12.The brake caliper 14 has an input port 14a. When supplied with the output hydraulic pressure of the mask cylinder 5f, it is activated to clamp the brake disc 12 and apply braking force to the front wheel 2f.

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

The anti-lock control device 7 includes a hydraulic pump 16 that is driven by the front wheel 2f during braking, and a control hydraulic chamber 18 into which the discharge pressure of the hydraulic pump 16 is introduced, and the hydraulic conduit 15.
A modulator 17 interposed between the control hydraulic pressure chamber 18 and the oil tank 19, a normally closed exhaust pressure valve 20 interposed in the communication path between the control hydraulic pressure chamber 18 and the oil tank 19, and the front wheel 2f detecting that the front wheel 2f is about to be locked. An inertial sensor 21 that opens the exhaust pressure valve 20
These are the main components of the casing 22.
composed of inside.

The casing 22 includes a cup-shaped housing 22a and this housing 2.
A lid body 22 that fits into the open end of 2a and is fixed with screws 23
b, the housing 22a is disposed to fit in a recess 8a formed on one end surface of the hub 8, and a lid 22b
is connected to the axle 10 via a cylindrical shaft 24 fixed at its center.
The front fork 9 is supported by the front fork 9 and connected to the front fork 9 by a rotation preventing means so as not to rotate around the axle 10.

The recessing means is arbitrary, but for example, a bolt 25 for fixing the bracket 13 to the front fork 9
(See Figure 2) is appropriate.

The hydraulic pump 16 includes a camshaft 26 disposed parallel to the axle 10, a bushing rod 27 disposed with its inner end facing an eccentric cam 26a formed on the camshaft 26, and an outer shaft of the bushing rod 27. It is composed of a pump piston 28 that abuts the end thereof, an actuation piston 29 that abuts the outer end of the pump piston 28, and a return spring 30 that biases the bushing rod 27 in a direction away from the eccentric cam 26a.

The bushing rod 27 and the pump piston 28 are slidably fitted into a first cylinder hole 33 formed in the lid 22b so as to define an inlet chamber 31 and an outlet chamber 32 on their respective outer peripheries. Further, a plug body 34 is fitted to 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 operating piston 29 is slid together in this manner.

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 upstream pipe 15a of the hydraulic conduit 15 so as to constantly communicate with the output pump 5fa of the front mask cylinder 5f.

As shown in FIG. 4, the camshaft 26 is supported by the lid body 22b via a bearing 40, 40', and rotatably supported on the cylindrical shaft 24 via a hair ring 41, 41. The drive shaft 42 is driven through a pair of gears 43 and 44, and the drive shaft 42 is driven by the front wheels 2f through a speed increasing gear device 45, which will be described later.

A meter drive gear 49 is fixed to the outer end of the camshaft 26 opposite to the gear 44, and this gear 4 meshes with a driven gear 50 connected to an input shaft of a speedmaker 51 of the motorcycle.

The modulator 17 includes a pressure reducing piston 46, a fixed piston 47 that receives one end of the pressure piston 46 and restricts its retraction limit, and a fixed piston 47 that supports the pressure reducing piston 46.
Both pistons 46 and 47 are 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 46 defines a control hydraulic chamber 18 between the inner end wall of the second cylinder hole 52 and an output hydraulic chamber 55 between the fixed piston 47 and the inner end wall of the second cylinder hole 52 .
The fixed piston 47 also defines a human hydraulic pressure chamber 54 on its outer periphery.

The 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 the hydraulic conduit 15 so as to constantly communicate with the input boat 14a of the front wheel brakes 3f, 3f. is connected to the downstream pipe 15b of
The control hydraulic chamber 18 is connected to the hydraulic pump 16 via an oil passage 57.
The outlet chamber 57 is communicated with the outlet chamber 57.

The fixed piston 47 includes a valve chamber 58 that constantly communicates with the input hydraulic pressure chamber 54 and a valve hole 59 that communicates the valve chamber 58 with the output hydraulic chamber 55. A valve body 60 to be obtained and a valve spring 61 that biases the valve body 60 toward the closing side are housed. A valve opening rod 62 for opening the valve body 60 is provided protruding from one end surface of the pressure reducing piston 46, and this valve opening rod 62 opens the valve body 60 when the pressure reducing piston 46 is located at the backward limit. keep it in good condition.

The outer opening of the second cylinder hole 52 is closed with an end plate 63 fixed to the lid body 22b, and the fixed piston 47 is operated by the elastic force of the return spring 48 or the output hydraulic chamber 54.5.
The hydraulic pressure introduced into the end plate 5 keeps the end plate 63 in contact with the end plate 63 at all times.

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

The exhaust pressure valve 20 is composed of a valve seat member 65 fitted into a stepped cylinder hole 64 of the lid body 22b, and a valve body 67 that slides onto the valve seat member 65 to open and close the valve hole 66 of the valve seat member 65. be done. The valve seat member 65 defines an inlet chamber 68 in the small diameter part of the stepped cylinder hole 64 and an outlet chamber 69 in the large diameter part, and both chambers 6
8.69 are communicated through the valve hole 66. Further, the inlet 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. in the end,
The outlet chamber 69 is in communication with the oil tank 19.

The sensor 21 is connected to the speed increasing gear device 4 which receives input from the front wheel 2f.
5, a flywheel 72 rotated by the speed increasing device 45, a cam mechanism 73 that converts the overrun rotation of the flywheel 72 into axial displacement, and a cam mechanism 73 that converts the overrun rotation of the flywheel 72 into axial displacement, and It consists of an output lever mechanism 74 that can actuate the pressure valve 20, a speed increasing gear device 45 is disposed on the outside of the back wall of the housing 22a, and a cam mechanism 73
, the flywheel 72 and the output lever mechanism 74 are connected to the housing 2.
2a.

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 constructed in a planetary gear type by a plurality of meshing planetary gears 78 and a sun gear 79 formed at one end of the drive shaft 42 and meshing with the planetary gears 78.

Thus, the speed increasing gear device 45 constitutes a first transmission device of the present invention that connects the drive shaft 42 to the hub 8, and the gear 4
3.44 constitutes the second transmission device of the present invention that connects the drive shaft 42 and the camshaft 26.

A sealing member 89 is interposed between the back wall of the housing 22a and the drive shaft 42 passing through it, and a sealing member 81 is also interposed between the hub 8 of the annular support portion 75 of the housing 22a. Ru.

Even if the drive shaft 42 is overloaded for some reason, the front wheels 2
In order not to disturb the rotation of f, the speed increasing gear device 4
At least one of the gears 5, for example, the planetary gear 78, is made of synthetic resin and has a fuse function that ruptures when a torque exceeding a specified value is applied.

By the way, the speedometer 51 is connected to the speed increasing gear device 4.
5, so if the synthetic resin gear 78 were to break, the speedometer 51 would not operate despite the rotation of the front wheels 2f. From this, the above-mentioned failure can be known.

The cam mechanism 73 is connected to the drive shaft 42 as shown in FIG.
a driving cam plate 82 fixed to the drive cam plate 82; a driven cam plate 83 disposed opposite to the driving cam plate 82 so as to be relatively rotatable;
Cam recesses 82a and 83a on opposing surfaces of both cam plates 82 and 83
The thrust ball 84 is engaged with the thrust ball 84. The cam recess 82a of the drive cam plate 82 is inclined so that the bottom surface becomes shallower in the direction of rotation 85 of the drive shaft 42, and the cam recess 83a of the driven cam plate 83 has a bottom surface that becomes deeper in the direction of rotation 85. It's slanted like that.

Therefore, in the normal case where the driving cam plate 8 takes a position on the driving side with respect to the driven cam @83, the thrust ball 84 is engaged with the deepest part of both the cam recesses 82a, 82a, and the driving cam plate 8 simply transmits the rotational torque received from the drive shaft 42 to the driven cam plate 83, and both cam plates 82.8:H
,: No relative rotation occurs, but if the positions are reversed and the driven cam plate 83 overruns the driving cam plate 82, relative rotation occurs in both cam plates 82 and 83, and the thrust ball 84 moves into both cam recesses. It rolls up the inclined bottom surfaces of 82a and 83a to give 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 hits the cam recess 82a.

In order to reduce the impact when reaching the rolling silver of 83a,
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 thrust ball 84 are made of synthetic resin. As a result, vibration of the cam mechanism 73 due to impact is prevented and its durability is improved.

Is flywheel 72 the boss? 2a as the drive shaft 4
The driven cam plate 83 is rotatably and slidably supported on the boss 72a via a bush 86, and the driven cam plate 83 is rotatably supported on the boss 72a, and is attached to one side of the flywheel 72 via a friction clutch plate 87. is engaged with. A pressing plate 89 is attached to the other side of the flywheel 72 via a thrust bearing 88.

The output lever mechanism 74 swings in the axial direction of the axle 10 by a support shaft 90 protruding from the inner surface of the lid body 22b at an intermediate position between the axle 10 and the exhaust pressure valve 20, and a neck 90a at the tip of the support shaft 90. A lever 91 is freely supported, and a certain amount of play 92 is provided between the neck 90a and the lever 91 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 pressure valve 20. An abutting portion 93 that abuts the outer surface of the pressing plate 89 is formed in a raised chevron shape at an intermediate portion of the pressing plate 89 .

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 is attached to the valve body 6 of the exhaust pressure valve 20.
7 Abuts on the outer end.

The elastic force of the spring 94 acts on the lever 91, and the first arm 91
The contact portion 93 of a is pressed against the pressing plate 89, and the valve body 67 of the exhaust pressure valve 20 is normally pressed to keep the valve closed.

The pressing force that the pressing plate 89 receives from the spring 94 is applied to the flywheel 72, the friction clutch plate 87, and the driven cam plate 8.
A certain frictional engagement force is applied to the champion of 3, and both cam plates 8
Applies approach power to 2,83.

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 i9
Reference numeral 5 indicates a switch holder 96 that is fixed to the lid body 22b and projects into the coil portion of the spring 94, and a reed switch 97 that is held by the switch holder 96 within the coil portion of the spring 94.
The first arm 91 corresponds to this reed switch 97.
a permanent magnet 98 attached to the first arm 9;
When 1a swings by a predetermined angle toward the lid 22b, the permanent magnet 98
is adapted to move the reed switch 97 to the closed position.

A display circuit 99 is connected to the reed switch 7-chi 97.

The display circuit 99 is configured as shown in FIG. When the main switch 100 is closed, current flows from the power supply 101 to the main switch 100, through the resistors 102 and 103, and to the transistor 1.
04, the transistor 104 becomes conductive, and as a result, the display lamp 105 is energized via the main switch 100 and is turned on. In this state, when the permanent magnet 98 approaches and the reed switch notch 97 closes, current flows through the reed switch notch 97 to the gate of the thyristor 106, so the thyristor 106 becomes conductive and the current passing through the resistor 102 The transistor 104 is turned off by flowing to the side of the cyrisk 106, and the indicator lamp 105 is turned off. Therefore, when the light is turned off, the lever 91 is activated by the spring 94.
It can be confirmed that the lid body 22b swung toward the lid body 22b against the elastic force of the lid body 22b. Thereafter, even if the reed switch 97 is opened by the return operation of the lever 91, the extinguished state of the indicator lamp 105 is maintained by the cyrisk 106 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.

Returning to FIG. 1 again, an interlocking conduit 110 branched from the middle of the hydraulic conduit 1.5, that is, the upstream pipe 15a, between the front mask cylinder 5f and the anti-lock control device 7 is connected to the input port of the first rear wheel brake Brl. connected to this interlocking conduit 110
A proportional pressure reducing valve 111 is interposed in the middle. Proportional pressure reducing valve 1
11, when the output oil pressure of the front mask cylinder 5f exceeds a predetermined value, the oil pressure is reduced and the first rear wheel brake 2r+ is applied.
This is a known method that can be transmitted to

A hydraulic conduit 112 extending from the output port of the rear mask cylinder 5r is connected to the input port of the second rear wheel brake Br2.
is connected. Therefore, the second rear wheel brake B r
z is activated only when the rear mask cylinder Br2 is operated.

Next, the operation of this embodiment will be explained.

While the vehicle is running, the speed increasing gear device 4 is connected to the rotating front wheels 2f.
5, the drive shaft 42 is accelerated and driven, and the flywheel 72 is subsequently driven via the cam mechanism 73 and the friction clutch plate 87.
rotates faster than. Therefore, flywheel 7
2 can have a large rotational inertia.

At the same time, the camshaft 26 and speedometer 5
1 is also driven by the drive shaft 42.

Now, if the front mask cylinder 5f is operated to brake the vehicle, the output oil pressure will be transferred to the upstream pipe 15a of the hydraulic conduit 15.
, the hydraulic pressure chamber 36 of the hydraulic pump 16, the input hydraulic chamber 54 of the modulator 17, the valve chamber 58, the valve hole 59, the output hydraulic chamber 55, and the downstream pipe 15b of the hydraulic conduit 15 in order to be transmitted to the front wheel brakes 3f, 3f. Interlocking conduit 1 from upstream pipe 15a
It is also transmitted to the first rear wheel brake Brl via 10, and by operating these, braking force can be simultaneously applied to the front wheel 2f and the rear wheel 2r.

On the other hand, in the hydraulic pump 16, since the output hydraulic pressure of the front mask cylinder 5f is introduced into the hydraulic chamber 36, the hydraulic pressure acts on the operating piston 29 and the eccentric cam 26
A reciprocating motion is given to the pump piston 28 by the lifting action of a on the bushing rod 27. Then, during the suction stroke in which the pump piston 28 moves toward the bushing rod 27, the suction valve 38 opens and the oil in the oil tank 19 is sucked into the pump chamber 35 from the conduit 37 through the inlet chamber 31.
During the discharge stroke in which the pump piston 28 moves toward the working piston 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 through the oil passage 57 to the control hydraulic pressure of the modulator 17. It is pumped into chamber 18. Then, when the pressure in the outlet chamber 32 and the control hydraulic chamber 18 rises to a predetermined value, the pump piston 28 is held in 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 is initially disconnected from the oil tank 19 by closing the exhaust pressure valve 20, so that the hydraulic pressure supplied from the hydraulic pump 16 to the chamber 18 is directly applied to the pressure reducing piston 46. The valve opening rod 62 maintains the valve body 60 in an open state, allowing passage of the output hydraulic pressure from the front mask cylinder 5f.

Therefore, at the beginning of braking, the front wheel brake 3f is applied.

The braking force applied to the cylinder 3f is proportional to the output oil pressure of the front mask cylinder 5f.

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 causes relative rotation between the two cam plates 82 and 83, and the thrust generated by the displacement of the thrust ball 84 gives an axial displacement to the flywheel 72, causing the pressing plate 89 to move to the lever. Trying to push 91.

Now, if we consider the behavior of the lever 91 when it is pressed by the pressing plate 89, we can see that initially the support shaft 90 and the lever 91
1, the lever 91 is supported by the spring 94, the pressure plate 89, and the valve body 67 of the exhaust valve 20, and when pressed by the pressure plate 89, the lever 91 uses the valve body 67 as a fulcrum. It oscillates as. When such rocking progresses to a predetermined angle, the play 92 between the support shaft 90 and the lever 91 disappears, and the fulcrum on the second arm 91b side moves from the valve body 67 to the support shaft 90 near the contact portion 93. , the lever 91 now swings about the support shaft 90 as a fulcrum.

In this way, the lever ratio when the lever 91 is swung by the pressing 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 pressing plate 89. It swings due to the repulsive force, and after the swing fulcrum moves, it does not swing unless the pushing force increases to a predetermined value. Therefore, during braking, when the angular deceleration occurring in the front wheel 2r is relatively small, the lever 91 is moved to the pressing plate 89.
Since the permanent magnet 98 swings due to the pressing force and approaches the closed position of the reed switch 37, 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 up due to excessive braking force or a decrease in the friction coefficient of the road surface, the front wheel 2f
Due to the sudden increase in the angular deceleration of f, the pressing force of the pressing plate 89 exceeds a predetermined value, and the lever 91 swings about the support shaft 90 to further compress the spring 94.
The arm 91b 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 1B is transferred to the oil passage 70. Entrance chamber 68. Valve hole 66, outlet chamber 69, oil passage 71.
Hydraulic pump 160 enters oil tank 1 via chamber 31 and conduit 37
9, the pressure reducing piston 46 moves toward the control hydraulic chamber 18 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 to cut off communication between the person and the output oil chambers 54 and 55, and increase 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, and the lever 91 swings back to its initial position due to the repulsive force of the spring 94, thereby opening the exhaust pressure valve 20. Close the valve. When the exhaust pressure valve 20 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
is retreated to the output hydraulic chamber 55 side to increase the pressure in the classroom 55 and restore the braking force. By repeating this operation at high speed, the front wheels 2'' are braked efficiently.

In particular, when the front wheel brakes 3f, 3f are operated in this manner, the first rear wheel brake 3r is activated as described above.

Since the front wheel brakes 3f and 3f are activated at the same time, the ground contact load of the front wheel 2f increases by the increase in moment around the center of gravity of the vehicle due to the braking force of the rear wheel 2r, compared to when the front wheel brakes 3f and 3f are activated independently, resulting in high friction. When braking on a road surface with a coefficient of
a'd and shifts to the high pressure side, and the change in volume of the hydraulic chambers of the front wheel brakes 3r, 3r becomes smaller. Therefore, fluctuations in acceleration and deceleration of the vehicle due to the operation of the anti-lock control device 7 are reduced, resulting in better braking feeling and improved braking efficiency.

At this time, even though the load on the rear wheels 2r is reduced due to braking, the rear wheels 2r are also efficiently braked due to the pressure reducing function of the proportional pressure reducing valve 111.

7 and 8 show a second embodiment of the present invention,
forward by operating the rear mask cylinder 5r.

The rear wheel brakes 3f and 3r are operated simultaneously.

That is, the upstream pipe 15a of the hydraulic conduit 15 is arranged to connect the output boat of the rear mask cylinder 5r to the anti-lock control device W7, and the relay mask cylinder 5m is interposed in the middle of the upstream pipe 15a. Relay mask cylinder 5
m is a cylinder body 114 equipped with an oil tank 1113 at the top;
and a stepped piston 116 that slides into the cylinder hole 115 of the cylinder body 114. It is divided into input oil pressure chambers 117a, 117b and an output oil chamber 118 facing each other. The first manual hydraulic chamber 117a is connected to the upstream side of the upstream pipe 15a extending from the output port of the rear mask cylinder 5r, and the output hydraulic chamber 118 is connected to the downstream side of the upstream pipe 15a leading to the anti-lock control device 7. . In addition, the second human hydraulic pressure chamber 117b includes a front mask cylinder 5f.
A hydraulic conduit 119 extending from an output port of is connected. One rear wheel brake 3r is installed, and an interlocking conduit 110 branched from the middle of the upstream pipe 15a is connected to it, and a proportional pressure reducing valve 111 is interposed in the middle of the interlocking conduit 110. The rest of the structure is the same as that of the previous embodiment, so parts corresponding to those of the previous embodiment in the drawings are given the same reference numerals.

Therefore, when the rear mask cylinder 5r is operated, the output oil pressure is transferred to the first manual hydraulic pressure chamber 11 of the relay mask cylinder 5m.
7a, advances the stepped piston 116 to generate hydraulic pressure in the output hydraulic chamber 118, transmits this to the front wheel brakes 3f, 3f via the anti-lock control device 7, and also generates the output hydraulic pressure of the rear mask cylinder 5r. is the proportional pressure reducing valve 111
The signal is also transmitted to the rear wheel brakes 3r through the brakes 3r, and these brakes are operated simultaneously. In this way, the rear mask cylinder 3
By operating r, braking force can be applied to the front and rear wheels 2f and 2r simultaneously. During this time, the braking oil pressure of the front wheel brake 2f is controlled by the anti-lock control device 7 as in the first embodiment.

When only the front mask cylinder 5f is operated, the output oil pressure causes the second hydraulic chamber 1 of the relay mask cylinder 5m to be operated.
17b and moves the stepped piston 116 forward, only the front wheel brake 3f is operated.

C8 Effects of the Invention As described above, according to the present invention, when the front brake is activated, the front wheel brake is also activated at the same time, so the ground contact load of the front wheels can be increased during braking, and a particularly high coefficient of friction can be achieved. When braking on a road surface of
Fluctuations in deceleration are reduced, providing a good braking feeling and improving braking efficiency.

Moreover, there is no need to reduce the sensitivity of the sensor of the anti-lock control device or reduce the effectiveness of the front wheel brake, which is extremely advantageous in simplifying the structure and improving operability.

[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 longitudinal cross-section of essential parts of the anti-lock braking device. The side view, Figures 3 and 4 are taken along lines mm and IV in Figure 2.
-TV sectional view, FIG. 5 is an enlarged sectional view taken along the line V-V in FIG. 4, FIG. 6 is a wiring diagram of the display circuit in FIG. 2, and FIGS. 7 is a schematic plan view of a motorcycle, FIG. 8 is a vertical sectional view of the relay mask cylinder shown in FIG. 7, and FIG. 9 is a pressure-volume characteristic diagram of the front wheel brake. 2 teeth...front wheel, 2r...rear wheel, 3f...front wheel brake, 3r+, 3rz,, 3r=rear wheel brake, 5
f, 5r...Mask cylinder, 7...Anti-lock control device, 8...Hub, 9...Front fork,
15...Hydraulic conduit, 16...Hydraulic pump, 17...
・Modulator, 19... Oil tank, 20... Exhaust pressure valve,
21...Sensor, 22...Casing, 45...
Speed-up gear device, 72...-flywheel, 73...
Cam mechanism, 74...output lever mechanism

Claims (1)

[Claims] a mask cylinder having an output port that outputs hydraulic pressure in response to an input; a front wheel brake whose input port is connected to the output port of the mask cylinder via a hydraulic conduit; an inertial wheel angular deceleration driven from the front wheels; an anti-lock braking device for a two-wheeled vehicle, comprising: an anti-lock control device incorporating a sensor and interposed in the hydraulic conduit to control the braking hydraulic pressure of the front wheel brake according to the output of the sensor; An anti-lock braking device for a two-wheeled vehicle, characterized in that an input port of a rear wheel brake is connected to an output port of the brake.