JPS60244662A - Antilock controller for vehicles - Google Patents

Abstract

PURPOSE:To aim at compactification in a braking device as well as to make its durability and maintainability ever so favorable, by effectively utilizing a hollow part of a wheel hub for each setup of a flywheel and a speed-up gear. CONSTITUTION:A sensor 21 is constituted of a speed-up gear 45 to be inputted out of a front wheel, a flywheel 72 to be rotated by this speed-up gear 45, a cam mechanism 73 converting overrun rotation of this flywheel 72 into the axial displacement and an output lever mechanism 74 capable of actuating an exhaust pressure valve in response to the axial displacement of the flywheel 72. The speed-up gear 45 is set up in the inmost wall outer side of a box body 22a, while the cam mechanism 73, the flywheel 72 and the output lever mechanism 74 are all set up inside the box body 22a.

Description

Detailed Description of the Invention A9 Object of the Invention (]) Industrial Application Field The present invention relates to an anti-lock braking device for vehicles such as motorcycles and automobiles, and in particular, to an anti-lock braking device for vehicles such as motorcycles and automobiles, which has a flywheel that is interlocked with a wheel, and which has a wheel brake. a sensor that generates an output by sensing that the wheel is about to lock when the wheel is braked by the overrun rotation of the flywheel; upon receiving the output of this sensor, the wheel brake is activated; The present invention relates to a braking device including: a modulator that operates to reduce braking hydraulic pressure;

(2) Prior art This type of braking device is described in Japanese Patent Application Laid-open No. 120440/1983. In the system described therein, the anti-lock control device including the sensor and modulator, as well as the transmission device that connects the sensor to the wheel, are located outside the wheel, so they are easily affected by external disturbances, and countermeasures are required. There is also the problem that they make the entire braking device large.

(3) Problems to be Solved by the Invention It is an object of the present invention to solve the problems mentioned in item 2 and to provide the above-mentioned anti-lock braking device which is compact and highly durable.

B1 Structure of the Invention (1) Means for Solving the Problems The present invention provides a method for disposing the flywheel and a speed-increasing gear device for driving the flywheel at higher speed than the wheel in the hub of the wheel. It is characterized by a dot.

(2) Effect According to the above configuration, the hollow part of the wheel hub, which is normally a dead space, is not only effectively used for installing the flywheel and the speed-up gear device, but also the hub can prevent flying stones, etc. Can be protected from obstacles. Further, since the flywheel is driven to rotate at a higher speed than the wheels by the speed increasing gear device, a large rotational inertia force is applied to the flywheel, and as a result, the flywheel can be made lighter and smaller.

(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 the front wheels 2'', and a rear brake for braking the rear wheel 2r. wheel 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.

2 and 3, the hub 8 of the front wheel 2f is mounted on a bearing 11 on an axle 10 fixed to the lower end of the front fork 9. Supported through II. 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.
Its input boat 14. When the output hydraulic pressure of the mask cylinder 5f is supplied to the mask cylinder 5f, it is activated to pinch the play-1 disc 12 and apply braking force to the front wheel 2''.

An anti-lock control device 7 is installed in a hydraulic conduit 15 connecting between the output port 1-5fa of the front mask cylinder 5f and the input boat 14a of each brake caliper 14.

The anti-lock control device 7 has a hydraulic pump 6 which is driven by the front wheels 2f during braking, and a control hydraulic chamber 18 into which the discharge pressure of the hydraulic pump 1G is introduced. A normally closed exhaust pressure valve 20 is installed in the communication path between the control hydraulic chamber 18 and the oil tank 19, and the exhaust pressure valve 20 is closed when the front wheel 2f is detected to be locked. The main components include a +11 type sensor 21 that opens the valve, and these are constructed in a casing 22.

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 a hissing member 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.
At the same time, the front 1 is connected to the fork 9 by a rotation preventing means so as not to rotate around the axle shaft 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 includes a camshaft 26 disposed parallel to the axle 10, a bushing rod 27 disposed with its inner end facing the eccentric cam 26, 1 formed on the camshaft 26, and a bushing rod 27 disposed in parallel with the axle 10. The pump piston 28 abuts against the outer end of the l'27, the actuating piston 29 abuts the outer end of the other pump piston 28, and the return spring 30 urges the bushing rod 27 away from the eccentric cam 26a. configured.

The pump piston 27 and the pump piston 28 do not define an inlet chamber 31 and an outlet chamber 32 on their respective outer peripheries,
It slides into the first cylinder hole 33 formed in the lid 221). Further, a plug body 34 is provided at the outer end of the first cylinder hole 33.
is fitted so as to define a pump chamber 35 between it and the pump piston 28, and a screw 729 is slid onto the operating screw 1 so as to define an oil jet chamber 36 in this plug body 34.

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 fluid 22b via hair rings 40, 40' and rotatably supported by the cylindrical shaft 24'' via hair rings 41, 41. The drive shaft 42 is driven by a pair of gears 43 and 44, and the drive shaft 42 is driven by the front wheels 2f via a speed increasing gear device 45, which will be described later. As a result, the camshaft 26 is driven at an increased speed by the front wheel 2f.

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

The modulator 17 includes a decompression piston 46, a fixed piston 47 that receives one end of the decompression piston 46 and regulates its retraction limit, and a fixed piston 47 that supports the decompression 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 476 also defines an input hydraulic chamber 54 around its outer periphery.

The manual hydraulic pressure chamber 54 of each machine is communicated with the hydraulic chamber 36 of the hydraulic pump 16 via an oil passage 56, and the output hydraulic pressure chamber 55 is connected to the hydraulic conduit so that it is always in communication with the input boat 14a of the front wheel brakes 3f, 3f. 15 downstream pipe 15b,
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 60 is provided protruding from one end surface of the pressure reducing piston 46, and the valve opening rod 62 opens the valve body 60 when the pressure reducing piston 4G is at the backward limit. Keep in valve state.

The outer opening of the second cylinder hole 52 is closed by an end plate 63 fixed to the lid body 22b, and includes the fixed piston 47, the elastic force of the return spring 48, and the output hydraulic chamber 54. ．．
The hydraulic pressure introduced into the end plate 55 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 has a valve seat part 65 fitted in the step A cylinder hole 64 of the lid body 22b, and a valve body 67 that slides into the valve seat part +A65 to open and close the valve hole 66 thereof. It consists of The valve hole 65 defines a population chamber 68 in the small diameter part of the stepped cylinder hole 64 and an outlet chamber 69 in the large diameter part, and the compartments 6B and '69 are communicated through the valve hole 66. Further, the inlet chamber 6.8 is connected to the module 1.8 through the oil passage 20. The outlet chamber 69 is in communication with the control hydraulic chamber 18 of the rotor 17, and the outlet chamber 69 is connected to the oil passage 7.
1 and communicates with the inlet chamber 31 of the hydraulic pump 16. After all, the outlet chamber 69 is in communication with the oil tank 19.

The sensor 21, the front wheel 2fJ: a small speed increasing tooth device 45 that receives input, a flywheel 72 rotated by the speed increasing device 45, and a cam that converts the overrun rotation of the flywheel 72 into axial displacement. mechanism 73, and an output lever mechanism 74 that can actuate the exhaust pressure valve 20 in response to the axial displacement of the flywheel 72, and the speed increasing gear device 45 is disposed on the outside of the rear wall of the housing 22a, Cam mechanism 7
3. The flywheel 72 and the output lever 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. Does it mesh? M several planetary gears 78
and a sun gear 79 formed at one end of the drive shaft 42 and meshing with the planetary gear 78, forming a planetary gear type configuration.

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. be done.

In order to prevent rotation of the front wheels 2f from being hindered even if the drive shaft 42 is overloaded for some reason, at least one of the gears of the speed increasing gear device 45, for example, the planetary gear 78, is It is made of synthetic resin and has a fuse function that causes it to break when subjected to torque exceeding a specified value.

By the way, the speed make 51 and 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 plate 83, the thrust ball 84 is engaged with the deepest part of both cam recesses 8'2a, 82a, and the driving cam The plate 82 simply transmits the rotational torque received from the drive shaft 42 to the driven cam plate 83, and both cam plates 82, 83
However, when 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 82a. , 83a to roll up the inclined bottom surfaces of both cam plates 82. Give thrust to E13,
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 83a is reached,
At least one component of the cam mechanism 73 is made of synthetic resin, and in the illustrated example, the driven cam plate 83 and the thrust I
- The ball 84 is made of synthetic resin. As a result, vibration of the cam mechanism 73 due to impact is prevented and its durability is improved.

The flywheel 72 has its boss 72a connected to 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. is engaged with. A pressing plate 89 is attached to the other side of the flywheel 72 via a thrust ring 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 connected 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 9i
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.
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 9
Reference numeral 5 denotes a switch holder 96 fixed to the lid body 22b and protruding into the coil portion of the spring 94, a reed switch 97 held by the switch boulder 96 within the coil portion of the spring 94, and the reed switch 97 corresponding to the reed switch 97. 1st arm 9]a
and a permanent magnet 98 attached to the first arm 9]
a is the lid body 22 b 4p! When the permanent magnet 9B is swung by a predetermined angle, the permanent magnet 9B is moved to the closed position of the switch 97.

A display surface path 99 is connected to the reed switch 97 . The display circuit 99 is configured as shown in FIG. When the main switch 100 is closed, current flows from the power supply 101 to the transistor 10 through the main switch 100, resistors 102 and 103.
4, the transistor 104 becomes conductive, and as a result, the indicator lamp 105 is switched on from the main switch 1.
It is energized through 00 and turns on. In this state, when the reed switch 97 is once closed by the approach of the permanent magnet 98, the reed switch 97 passes through the reed switch 97, and the
Since current is passed through the gate of 06,
6 becomes conductive, and the current passing through the resistor 102 flows to the side of the cyrisk 106, causing I to 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 105 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 or a 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 Cyrisk]06.

The rest of the structure is the same as that in FIG. 6, and corresponding parts are not denoted by the same reference numerals in the figure. In this case, when the reed switch 97 is opened and closed, positive and negative pulses are generated alternately on the secondary side of the induction coil 07.
06 repeats the conduction and cutoff states, and the indicator lamp 105 blinks. Therefore, due to this flashing, the lever 9
The operation of 1 can be confirmed.

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 driven to increase the speed, and then the flywheel 72 is driven via the cam mechanism 73 and the friction clutch plate 87.
rotates faster than. Therefore, flywheel 7
2 can have great rotational power.

Also, at the same time as dirt, the cam 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 hydraulic pressure will be changed to the upstream pipe 1 of the hydraulic conduit 15.
5a, hydraulic chamber 36 of hydraulic pump 16, modulator 17
Human power hydraulic chamber 54, valve chamber 58, valve hole 59, output hydraulic chamber 5
5 and the downstream pipe 15b of the hydraulic conduit 15 to the front wheel brakes 3f, 3f, and actuate these to brake the front wheel 2f.
braking force can be added to the

On the other hand, in the hydraulic pump 16 , since the output hydraulic pressure of the front mask cylinder 5 [ 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 imparted to the pump piston 28 by the lifting action of a on the F' 27. 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 I9 is sucked into the pump chamber 35 through the inlet chamber 1 from the conduit 37, and the pump piston 28 is actuated. Piston 2! ) side, the three one-way sole members open the valves, and the oil in the pump chamber 35 flows into the outlet chamber 32 and further into the oil passage 5.
7 to the control hydraulic chamber 18 of the modulator J7. 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 chamber 32.

By the way, the control hydraulic chamber 18 of the modulator 17 is initially cut off from communication with the oil tank 19 by the first valve of the exhaust pressure valve 20, so that the hydraulic pressure supplied from the hydraulic pump 16 to the classroom 18 is directly applied to the pressure reducing piston 46. The valve opening rod 62 keeps the valve bodies 6 and 0 open, allowing the output hydraulic pressure of the front mask cylinder 5 to pass therethrough.

Therefore, at the beginning of the l111 movement, the braking force applied to the Mi one-wheel bush brake 3ff is proportional to the output oil pressure of the front mask cylinder 5F.

When angular deceleration occurs in the front wheel 2f due to this braking, this is sensed and the flywheel leaf 2 attempts to overrun the drive shaft 42 due to its inertia force. 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 rolling of the thrust ball 84 gives the flywheel 72 an axial displacement, and the press plate 81 An attempt is made to push this lever 91.

If you think about the behavior of the lever 91 when it is pressed by the pressing plate 89, initially the support shaft 90 and the lever 9
Since there is play 92 between 1 and 1, the lever 91 is supported by the spring 94, the press plate 89, and the valve body 67 of the jJF pressure valve 20, and when pressed by the press plate 89, the valve body 6
7 as a fulcrum. 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 9Ib side moves from the valve body 67 to the contact portion 93.
Since the lever 91 is moved to the support shaft 90 nearer to the support shaft 90, the lever 91 is
It will swing with 0 as the 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 9I is initially moved by the pressing plate 89. It swings with a relatively small pressing force, and after the swing fulcrum moves, it does not swing unless the pressing force increases to a predetermined value. Therefore, during braking, when the angular deceleration occurring in the two front wheels is relatively small, the lever 91 is moved to the pressing plate 8.
Since the permanent magnet 98 is swung by the pressing force of 9 and brought close to the closed position of the reed switch 37, the display circuit 99 is activated as described above, and 4J-21 is operated normally. The operator can be made aware of the

Now, if 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 will
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. Entrance chamber 68. Valve hole 66, outlet chamber 69, oil passage 71.
Oil tank 1 via the population chamber 31 of the hydraulic pump 16 and the 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. Close the valve between U, person, and output oil chamber between 54.55 (')
iI a Completely shut off and increase the volume of the output hydraulic chamber 55 by -υ. As a result, n; 1 wheel brake 3f, 3f
The braking oil pressure acting on the front wheel 2f decreases, the braking force of the front wheel 2f decreases, and the locking phenomenon of the front wheel 2f is avoided. Then, as the rotation of the front wheel 2f accelerates, the pressing force of the pressing plate 89 on the lever 91 is released, so the lever 91 swings back to its original position due to the repulsive force of the r spring 94, and the J torque The pressure valve 20 is closed. When the exhaust pressure valve 2o is closed, the pressure oil discharged from the hydraulic pump 16 is immediately contained in the control hydraulic chamber 18, and the pressure reducing piston 46 retreats to the output hydraulic chamber 55 side to increase the pressure in the classroom 55, thereby increasing the braking force. to recover. By repeating such operations at high speed, the front wheels 2f are efficiently braked.

In this 11ΔJ motion device5. The flywheel 72 of the anti-lock control device 7 and the speed increasing gear device 45 are connected to the front wheel 2.
Since it is disposed in the hollow part of the hub 8 of the hub 8, which is normally a dead space, the braking device can be made more compact by effectively utilizing the space inside the hub 8. The gear device 45 can be protected from disturbances. Moreover, since the flywheel 72 is driven at a higher speed than the front wheel 2f by the speed-increasing gear device 45, a large concave rolling force can be obtained even with a small weight. This makes it easy to install it in a narrow hollow space.

FIG. 8 shows a second embodiment of the present invention, in which a ring gear 76 is formed on the input member 11 driven by the hub 8 via the concave-convex engagement means IO in a speed increasing gear device 45, and Carrier 112 secured to gauging 22
The structure is substantially the same as that of the previous embodiment except that a planetary gear 78 is pivotally supported 77, and in the drawings, the same reference numerals are given to the parts corresponding to those of the previous embodiment.

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 3f' and the front mask cylinder 5f. The proportional pressure reducing valve 114 is a known valve that proportionally reduces the hydraulic pressure at the input end and transmits the reduced pressure to the output side. According to this embodiment, braking force can be applied to the front and rear wheels 2[, 2r simultaneously by simply operating the n;1 part mask cylinder 5[, and in this case, the reduction in the rear wheel load accompanying braking Also, the rear wheels 2r are also efficiently braked by the pressure reducing function of the proportional pressure reducing valve 114.

C6 Effects of the Invention As described above, according to the present invention, the hollow part of the wheel hub is effectively used for installing the flywheel and the speed increasing gear device, so the braking device can be made more compact. - Since the flywheel and speed increasing 1'J1 vehicle device can be fitted into the hub and protected from disturbances, durability)-1 is preferred.

Furthermore, since the speed increasing gear device can be easily disassembled, the flywheel can also be easily removed by disassembling the gear, and therefore maintainability is good.

[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 schematic plan view of a motorcycle equipped with an anti-lock braking device. The longitudinal cross-sectional side view of the main part of the device, Figures 3 and 4 are Il of Figure 2.
Figure 5 is an enlarged cross-sectional view of line V-V in Figure 4, Figure 6 is a wiring diagram of the display circuit in Figure 2, and Figure 7 is a cross-sectional view of the display circuit in Figure 2. Wiring diagram showing a modification, part)
3 is a longitudinal sectional view showing a second embodiment of the present invention, and FIG. 9 is a schematic plane H 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 control device, 8...Hub , 8a... recess, 9... front fork, 10... axle, 12... brake disc, 14... brake caliper, 14a... input port, 15... hydraulic conduit, 16... ··Hydraulic pump,
17...Modilator, 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] (1) It has a flywheel linked to a wheel, and when the wheel is braked by a wheel boob, it senses that the wheel is about to lock due to overrun rotation of the flywheel and generates an output. An anti-lock braking device for a vehicle, comprising: a sensor; and a modulator that operates to reduce the braking hydraulic pressure of the wheel brake when receiving an output of the sensor; An anti-lock braking device for a vehicle, characterized in that a speed-increasing gear device for speed-increasing drive is disposed within a hub of the wheel. (2. In the item described in claim (1),
An anti-lock braking device for a vehicle, wherein the flywheel is arranged concentrically with the hub, and the speed increasing gear device is configured as a planetary gear type.