JPS60244660A - Antilock controller for vehicles - Google Patents

Abstract

PURPOSE:To shorten the axial width of an antilock controller, by dividing a driving shaft and a cam shaft of the antilock controller, while setting up them in parallel inside a hub. CONSTITUTION:A speed-up gear 45 is constituted of a ring gear 76 to be fitted, through a spline, in an inner circumferential surface of an annular support part 75 projectingly installed in an innermost wall outer surface of a box body 22a, plural pieces of planetary gears 78 to be supported by a hub 8 free of rotation and engaged with the ring gear 76, a sun gear 79 to be formed in one end part of a driving shaft 42 and engaged with these planetary gears 78 in a planetary gear system. And, the speed-up gear 45 connects the driving shaft 42 to the hub 8, while gears 43 and 44 connect an interval between the driving shaft 42 and a cam shaft 26.

Description

Detailed Description of the Invention A9 Object of the Invention (1) Industrial Application Field The present invention relates to an anti-lock control device applied to a braking device of a vehicle such as a motorcycle or an automobile, and particularly to an anti-lock control device applied to a braking device of a vehicle such as a motorcycle or an automobile. a flywheel connected to a drive shaft, the sensor detects by overrun rotation of the flywheel that the wheel is about to lock when the wheel is braked by a wheel brake, and generates an output signal; a hydraulic pump having a camshaft that rotates in conjunction with the wheels; a control hydraulic chamber communicating with the outlet chamber of the hydraulic pump and interposed in a hydraulic conduit between the mask cylinder and the wheel brake; a modulator capable of keeping the hydraulic conduit in a conductive state when the pressure in the control hydraulic chamber is above a predetermined value, and cutting off the hydraulic conduit and reducing the braking hydraulic pressure of the wheel brake when the pressure in the control hydraulic chamber becomes below a predetermined value; The present invention relates to an anti-lock control device comprising: a normally closed exhaust pressure valve that is interposed in a communication path between the control hydraulic chamber and the oil tank and opens when receiving an output signal from the sensor.

(2) Prior art This type of anti-lock control device is known, for example, from Japanese Patent Application Laid-open No. 56-1
This is already known as described in Japanese Patent Application Laid-open No. 20440 and Japanese Patent Application Laid-Open No. 58-89447.

(3) Problems to be Solved by the Invention In this type of conventional anti-lock control device, the drive shaft and the camshaft are integrally connected to form one shaft, so the axial width is long. This has the disadvantage that it is difficult to install it inside the wheel, leading to an increase in the size of the braking device.

It is an object of the present invention to provide the above-mentioned anti-lock control device that eliminates such drawbacks.

B1 Structure of the Invention (1) Means for Solving Problems The present invention provides a method for disposing the drive shaft and the camshaft in parallel within the hub of the wheel, and connecting the drive shaft to the hub with a first transmission device. The drive shaft and the camshaft are connected through a second transmission device.

(2) Effect: According to the second configuration, the axial width of the anti-lock control device is shortened due to the parallel arrangement of the drive shaft and the camshaft. Further, the configurations of the first and second transmission devices allow the rotation ratios of the drive shaft and the camshaft to the wheels to be freely set to values suitable for driving the flywheel and the hydraulic pump.

(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 1 has a pair of left and right front wheel brakes 3f, 3f for braking a front wheel 2f, and one rear wheel for braking a rear wheel 2r. brake 3r, both front wheel brakes 3f, 3
f is operated by the output hydraulic pressure of the front mask cylinder 5f operated by the brake lever 4, and the rear wheel brake 2r is
Rear mask cylinder 5r operated by brake pedal 6
It is operated by the output hydraulic pressure of the front wheel brake 3f.
, 3f are controlled by an anti-lock control device 7.

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

In FIGS. 2 and 3, a hub 8 of a front wheel 2f is supported on an axle 10 fixed to the lower end of a front fork 9 via bearings 11.11. A pair of front wheel brakes 3f, 3f arranged on both sides of the front wheel 2f are both
The brake caliper 14 consists of a brake disc 12 fixed to the end face 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. When the output hydraulic pressure of the mask cylinder 5f is supplied to the port 14a, the mask cylinder 5f is activated to compress 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 boat 5fa of the front mask cylinder 5f and each brake caliper 140 input port 14a.

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 2 that fits into the open end of 2'a and is fixed with screws 23
2b, the housing 22a is disposed so as to fit in a recess 8a formed on one end surface of the hub 8, and the lid 22
b is connected to the axle 1 via a cylindrical shaft 24 fixed at its center.
0, and is connected to the front fork 9 by a rotation preventing means so as not to rotate around the axle 10.

The rotation preventing 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 has a camshaft 26 arranged parallel to the axle 10 and an eccentric cam 26a formed on the camshaft 26.
a bushing rod 27 disposed with inner ends facing each other;
A pump piston 28 that contacts the outer end of this bushing rod 27, an operating piston 29 that further contacts the outer end of this pump piston 28, and a return spring 30 that urges the bushing rod 27 in a direction away from the eccentric cam 26a.
It consists of

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

The inlet chamber 31 communicates with the oil tank 19 via a conduit 37, and also communicates with the pump chamber 35 via a suction valve 38, and the pump chamber 35 communicates with the outlet chamber 32 via a one-way seal member 39 having a discharge valve function. will be communicated to. Further, the hydraulic chamber 36 is connected to the 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. It is driven by a drive shaft 42 via a pair of gears 43, 4.4, and the drive shaft 42 is driven by the front wheels 2r via 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 speedometer 51 of the motorcycle.

The modulator 17 is connected to the decompression piston 46 (7)
It is composed of a fixed piston 47 that receives one end of the pressure piston 46 and restricts its retraction limit, and a return spring 48 that urges the pressure reduction piston 46 in the direction of contact with the fixed piston 47. It slides into the second cylinder hole 52 formed adjacent to the first cylinder hole 33 in the 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 an input hydraulic pressure chamber 54 on its outer periphery.

The input hydraulic chamber 54 communicates with the hydraulic chamber 36 of the hydraulic pump 16 via an oil passage 56, and the output hydraulic chamber 55 communicates with the hydraulic conduit 15 so as to constantly communicate with the input port 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.
It communicates with the outlet chamber 57 of.

The fixed piston 47 includes a valve chamber 58 that constantly communicates with the input hydraulic chamber 54 and a valve hole 59 that communicates the valve chamber 58 with the output hydraulic chamber 55. A valve body 60 that can be opened and closed 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 jO 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 screw 1hen 46 is located at the retraction limit. Keep the valve open.

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 includes a valve seat member 65 fitted into a step A cylinder hole 64 of the lid body 22b, and a valve body 67 that slides into each valve seat member 65 to open and close the valve hole 66 thereof. It consists of The valve seat member 65 defines an inlet chamber 68 in the small diameter portion of the cylinder hole 64 and an outlet chamber 69 in the large diameter portion thereof, and the compartments 68 and 69 communicate with each other 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. After all, 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 responds to the axial position i of the flywheel 72. An output lever mechanism 74 that can operate the exhaust pressure valve 20 is provided, and a speed increasing gear device 45 is disposed on the outer side of the rear wall of the housing 22a, and the cam mechanism 7
3. The flywheel 72 and the output rehearsing mechanism 74 are disposed within 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 constructed in a planetary gear type by a plurality of planetary gears 78 that mesh with each other and a Zang gear 79 that is formed at one end of the drive shaft 42 and meshes 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 seal member 89 is interposed between the back wall of the casing 22a and the drive shaft 42 passing through it, and a seal member 81 is also interposed between the hub 8 of the annular support portion 75 of the casing 22a. equipped.

Even if the drive shaft 42 receives an excessive load 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 C-+ is applied.

By the way, the speedometer 51 is connected to the speed increasing gear bag W4.
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 toward the rotation direction 85 of the drive shaft 42, and the cam recess 83a of the driven cam plate 83 is inclined so that the bottom surface becomes shallower toward the rotation direction 85 of the drive shaft 42. It slopes downward.

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 four cam parts 82a, 82a, and the driving cam plate 82 simply transmits the rotational torque received from the drive shaft 42 to the driven cam plate 83, and both cam plates 82, 83
However, if the positions are reversed and the driven cam plate 83 overruns the driving cam plate 82, relative rotation will occur in both cam plates 82 and 83, and the thrust ball 84 will rotate in both directions. The cam plates 82 and 83 roll upwardly on the inclined bottom surfaces of the cam recesses 82a and 83a, applying 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 the rolling limit of the cam mechanism 83a is reached, at least the constituent elements of the cam mechanism 73 are made of synthetic resin, and in the illustrated example, the driven cam plate 83 and the thrust ball 84 are made of synthetic resin. It is said to be made of resin. , -, vibration of the cam mechanism 73 due to impact is prevented and its durability is improved.

The flywheel 72&J and its post 72a are rotatably and slidably supported on the drive shaft 42''- through a bush 86, and the driven cam plate 83 is rotatably supported on the boss 72a, and the 1γ Friction clutch plate 87
is engaged with one side of the flywheel 72 via. A thrust hair ring 8 is provided on the other side of the flywheel 72.
A pressing plate 89 is attached via 8.

The output lever mechanism 74 includes a support shaft 90 that protrudes from the inner surface G of the lid body 22b at an intermediate position between the axle shaft 10 and the exhaust pressure valve 20, and a neck portion 90a at the tip of the support shaft 90 that connects the shaft of the vehicle's axle 10. It has a lever 91 that is swingably supported in the direction of the neck 90a.
A certain play 92 is provided between the lever 91 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
1, and a short second arm 91a extending from 0 toward the exhaust pressure valve 20, and at the middle part of the first arm 9ia, a contact part 93 that comes into contact with the outer surface of the press plate 89 is raised in a chevron shape. It is formed.

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 9ib 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
．． While pressing the contact portion 93 of No. 3 against the pressing plate 89,
Normally, the valve body 67 of the exhaust pressure valve r20 is pressed to keep the valve closed. The pressing force that the pressing plate 89 receives from the spring 94 is
A constant 1f friction engagement force is applied to the flywheel 72, friction clutch plate 87, and driven cam plate 83, and an approaching force is applied to both cam plates 82 and 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 will slip.

A confirmation device 95 is connected to each output lever mechanism 74 to confirm its normal operation. This confirmation device 95
A switch holder 96 is fixed to the lid body 22b and protrudes into the coil portion of the spring 94, and a reed switch 97 is held by the switch holder 96 within the coil portion of the spring 94.
The first arm 91a is configured with a permanent magnet 98 attached to the first arm 91a in correspondence with the reed switch 97.
When the permanent magnet 98 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 1.00 is closed, current flows from the main switch 100, through the resistor 102 and 103, to the transistor 104, so the transistor 104 becomes conductive, and as a result, the indicator lamp 105 switches to the main switch. 100 and turns on. In this state, once the reed switch 97 is closed due to the approach of the permanent magnet 98, a current is passed through the reed switch 97 to the gate of the Cyrisk 106.
06 becomes conductive, and every time the current that has passed through the resistor 1.02 flows to the side of the Cyrisk 106, the transistor 1
04 is in a cut-off state, and the display 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. After that, even if the reed switch 97 is opened by the return operation of the lever 91, the indicator lamp l05 remains off until the main switch 100 is opened and closed again.
It is held by Cyrisk 106.

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

Furthermore, as shown in FIG. 7, an induction coil 107 may be used in place of the main switch 100. 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 thyrisk 106.

The rest of the structure is the same as that of the 6M, and corresponding parts are given the same reference numerals in the drawings. In this device, when the lead 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 1
06 repeats the conduction and cutoff states, and the indicator lamp 105 blinks. Therefore, due to this flashing, the lever 9
1 operation can be recognized by rJf1.

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 wheel 2f.
5, the drive shaft 42 is accelerated and driven, and then the flywheel 72 is driven via the cam mechanism 73 and the friction clutch plate 87.
Therefore, the flywheel 72 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 actuated to brake the front wheel 2f, the output oil pressure will be transmitted to the upstream pipe 15a of the hydraulic pressure TiF 15, the hydraulic chamber 36 of the hydraulic pump 16, and the modulator 1.
7, the input hydraulic pressure chamber 54, the valve chamber 58, the valve hole 59, the output hydraulic chamber 55, and the downstream pipe 15b of the hydraulic conduit 15 are sequentially transmitted to the front wheel brakes 3f, 3f, and these are actuated to control the front wheel 2.
A braking force can be added to f.

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 screw I/N 29 and the eccentric cam 2
A reciprocating motion is given to the pump piston 28 by the lift action on F27. In 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 population chamber 1, and the pump piston 28 moves toward the operating piston. In the discharge stroke moving to the 29 side, the one-way seal part 39 opens the valve,
The oil in the pump chamber 35 is pumped to the outlet chamber 32 and further to the control hydraulic chamber 18 of the modulator 17 via the oil passage 57.

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 1B 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 keeps the valve body 60 open and allows the output hydraulic pressure of the front master cylinder 5f to pass therethrough.

Therefore, at the beginning of braking, i; one wheel brake 3f.

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

When angular deceleration occurs in the front wheel 2f due to this braking, the flywheel 72 that senses this will try to overrun the drive shaft 42 due to the angular deceleration.

The rotational moment of the flywheel 72 at this time causes the two cam plates 82 and 83 to rotate relative to each other, and the thrust generated by the displacement of the thrust ball 84 gives the flywheel 72 an axial displacement, causing the press plate 89 to move the lever. --Try to push 91.

To name the behavior of the lever 9I when it is pressed by the pressing plate 89, initially, the lever 9I was connected to the support shaft 90
Since there is a play 92 between the levers 91 and 1, the lever 91 is supported by the spring 94, the pressing plate 89, and the valve body 67 of the exhaust valve 20, and when pressed by the suppressing 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 between the spindles ll (],',, the levers 91 9
2 is 1lI (<, No. 2115'09] The fulcrum on the ll side moves from the lever 1 body 67 to the abutment part 93 and the supporting shaft 90, so the lever 91 now swings about the supporting shaft 90. I will do it.

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 press plate 89. It oscillates with a relatively small 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 in the front wheel 2f is relatively small, the lever 91 is swung by the pressing force of the pressing plate 89 to bring the permanent magnet 98 close to the closed position of the reed switch 37. Therefore, the display circuit 99 operates as described above, allowing the operator to recognize that the sensor 21 is operating normally.

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 18 is transferred to the oil passage 70. Room 68. Valve hole 66, outlet chamber 69, oil passage 71
．． Since the oil is discharged into the oil tank 19 through the inlet chamber 3 of the hydraulic pump 16 and the conduit 37, 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. As a result, the valve opening rod 62 is moved back and the valve body 6o is closed, thereby cutting off communication between the person and the 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 3[, 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. Exhaust pressure valve 2o
When the valve is closed, the pressure oil discharged from the hydraulic pump 16 is immediately sealed in the control hydraulic chamber 18, and the pressure reducing piston 4
6 retreats to the output hydraulic chamber 55 side to increase the pressure of the chamber 55,
Restores braking power. By repeating such operations at high speed, the front wheels 2r are efficiently braked.

In such an anti-lock control device 7, the drive shaft 4
Since the anti-lock control device 2 and the camshaft 26 are separated and arranged in parallel in the hub 8, the axial width of the anti-lock control device 7 is shortened, and the device 7 can be easily installed in the hub 8, thereby improving braking. Combination 1- of the device is achieved. The anti-lock control device 7, particularly the speed increasing gear device 45 and the flywheel 72, are protected from disturbance by the hub 8 that accommodates them.

FIG. 8 shows a second embodiment of the present invention, in which a ring gear 76 is formed on the input member II driven through the concave and convex engagement means 10 on the hub 8 in the speed increasing gear device 45. Carrier 112 fixed to fixed casing 22
The structure is substantially the same as that of the previous embodiment, except that a planetary gear 78 is supported by a shaft 77, and parts in M that correspond to those of the previous embodiment are designated by the same reference numerals.

FIG. 9 shows a third embodiment of the present invention, which is similar to the first embodiment.
In addition to the embodiment shown, a second rear wheel brake 3f' is provided, and a proportional pressure reducing valve 114 is interposed in a hydraulic conduit 113 connecting the brake 3r' and the front mask cylinder 51. The proportional pressure reducing valve 114 is a well-known type 4) that proportionally reduces the hydraulic pressure on the input side and transmits it to the output side. According to this embodiment, it is possible to increase the braking force to the front and rear wheels 2r, 2r at the same time by simply operating the front mask cylinder 5f. The pressure reducing function of the pressure reducing valve 114 also efficiently brakes the rear wheels 2r.

C1 Effects of the Invention As described above, according to the present invention, the drive shaft of the flywheel and the camshaft of the hydraulic pump are disposed in parallel in the hub of the wheel, and the first transmission device is connected to the hub of the drive shaft. Since the two shafts are connected through the second transmission device along with the connecting shaft through the shaft, the parallel arrangement of the drive shaft and the camshaft reduces the axial width of the anti-lock control device and allows the device to be disposed within the hub. This makes it possible to make the braking device more compact. In addition, the configuration of the first and second transmission devices allows the rotation ratio of the drive shaft and camshaft to the wheels to be freely set to values suitable for driving the flywheel and hydraulic pump. Performance settings are easy.

[Brief explanation of the drawing]

1 to 6 show a first embodiment of the present invention, FIG. 1 is a schematic plan view of a motorcycle equipped with an anti-lock braking device, and FIG. 2 is a main part of the anti-lock braking device. Box 1jli side view, Figures 3 and 4 are II+ of Figure 2
- [11 line and TV-IV cross-sectional view Figure 5 is an enlarged cross-sectional view taken along line V-V in Figure 4, Figure 6 is a wiring diagram of the display circuit in Figure 2, and Figure 7 is a diagram of the display circuit. FIG. 8 is a longitudinal sectional view showing a second embodiment of the present invention, and FIG. 9 is a schematic plan view of a motorcycle showing a third embodiment of the present invention. 2f...Front wheel as a wheel, 3f...Front wheel brake as a wheel brake, 5f...Front mask cylinder, 5fa...Output boat, 7...Anti-lock system 4
Unloading device, 8... Hub, 8a... Recess, 9... Freon 1-fork, lO... Axle, 12... Brake disc, 14... Brake caliper, 14a...
Input boat, 15... Hydraulic conduit, 16... Hydraulic pump, 17... Modulator, I9... Oil tank, 20...
...Exhaust pressure valve, 21...Sensor, 22...Casing, 43.44...Gear constituting the second transmission device, 45
...speed-increasing gear device 72 that constitutes the first transmission device...
・Flywheel, 73...Cam mechanism, 74...Output rehear mechanism

Claims (1)

[Claims] It has a flywheel connected to a drive shaft that rotates in conjunction with the wheel, and when the wheel is braked by a wheel brake, the overrun rotation of the flywheel senses that the wheel is about to lock and outputs a signal. a hydraulic pump having a camshaft that rotates in conjunction with the wheel; a control hydraulic chamber communicating with the outlet chamber of the hydraulic pump, and interposed in a hydraulic conduit between the mask cylinder and the wheel brake; When the pressure in the control hydraulic chamber is above a predetermined value, the hydraulic conduit is maintained in a conducting state, and when the pressure in the control hydraulic chamber becomes below a predetermined value, the hydraulic conduit is shut off and the braking hydraulic pressure of the wheel brake is reduced. an anti-lock control device for a vehicle, comprising: a modulator capable of controlling the hydraulic pressure; a normally closed exhaust pressure valve that is disposed in a communication path between the control hydraulic pressure chamber and the oil tank and opens when receiving an output signal from the sensor; The drive shaft and the camshaft are disposed in parallel in the hub of the wheel, the drive shaft is connected to the hub via a first transmission device, and the drive shaft and the camshaft are connected via a second transmission device. An anti-lock control device for a vehicle, characterized in that: