JPS60244664A - Sensor for anti-lock controller of vehicle - Google Patents

Abstract

PURPOSE:To prevent vibration of a flywheel and a cam mechanism which induces the fly wheel to make overrun revolution and gives axial displacement to the flywheel by making the compositions of the cam mechanism from synthetic resin. CONSTITUTION:A cam mechanism 73 consists of a driving cam plate 82 fixed to a driving shaft 42, a driven cam plate 83 disposed opposite to the cam plate 82 as relatively turnable with respect thereto, and thrust balls 84 which are engaged in cam recess parts 82a and 83a in the opposing faces of both cam plates 82 and 83. Of the composite elements of the cam mechanism 73, the driven cam plate 83 and the thrust balls 84 are made of synthetic resin. Impact force which is produced when the thrust balls 84 suddenly reach the rolling limit in the cam recess parts 82a and 83a may be moderated by the synthetic resin elements 82a and 83a having moderate elasticity, therefore preventing vibration of the cam mechanism 73.

Description

Detailed Description of the Invention A1 Object of the Invention (1) Industrial Field of Application The present invention relates to a sensor for a vehicle anti-lock control system, and particularly to a sensor for a vehicle anti-lock control system, which detects rotation and sliding on a drive shaft interlocked with a wheel braked by a wheel brake. a movably supported flywheel; transmitting the rotational torque of the drive shaft to the flywheel, and causing overrun rotation in the flywheel when the wheel is about to lock during braking, causing axial displacement thereto; The present invention relates to a sensor including a cam mechanism that operates a modulator to reduce the braking oil pressure of the wheel brake by axial displacement of the flywheel.

(2) Prior art In general, the cam mechanism of this type of sensor is
As described in Japanese Patent No. 126241, a drive cam plate is fixed to the drive shaft, a temporary driven cam is attached to the flywheel and is attached to the drive cam plate so as to be able to rotate relative to the drive cam plate. It consists of a thrust ball that fits into the cam recess of the cam plate.

(3) Problems to be solved by the invention In the conventional sensor cam mechanism, all the components are made of metal, so when the thrust ball reaches the rolling limit of the cam recess, the impact force generated on both cam plates However, there are disadvantages in that vibrations are generated between the two, and the vibrations spread to the flywheel, causing the modulator to malfunction and impairing the durability of the cam mechanism.

An object of the present invention is to provide the above-mentioned sensor that eliminates such drawbacks.

B1 Structure of the invention ('') Means for solving the problems The present invention is characterized in that at least one component of the cam mechanism is made of synthetic resin.

(2) Effect According to the above configuration, the impact force generated at the operating limit of the cam mechanism is absorbed by the synthetic resin element of the cam mechanism having appropriate elasticity, thereby preventing vibration of the cam mechanism and flywheel. can do.

(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 a pair of front wheel brakes 3f for braking a rear wheel 2r. It is equipped with a rear wheel brake 3r, and both front axle brakes 3f,
3f is operated by the output hydraulic pressure of the front mask cylinder 5f operated by the brake pedal 4, and the rear wheel brake 2r is operated by the output hydraulic pressure of the rear mask cylinder 5r operated by the brake pedal 6. The braking oil pressure of the front wheel brakes 3r, 3r is controlled by the anti-lock control device 7.

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

In FIGS. 2 and 3, the hub 8 of the front wheel 2f is supported on an axle 10 fixed to the lower end of the front fork 9 via a hair ring 11.11. A pair of front wheel brakes 3r, 3f arranged on both sides of the front wheel 2f are both
It consists of a brake disc 12 fixed to the end face of the hub 8, and a brake caliper 14 supported by the front 1 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 mask cylinder 14a, it 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 port 5fa of the front mask cylinder 5f and the manual boat t4a 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.
The lid body 2 is fitted with the open end of 2a and 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 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. A pump piston 28 that abuts the end of the pump piston 28, an actuating piston 29 that abuts the outer end of the pump piston 28, and a return spring 30 that urges the push rod 27 away from the eccentric cam 26a.
It consists of

The pump piston 27 and the pump piston 28 are slid 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 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 population 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 3B is connected to the upstream pipe 15''a 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. in the end,
The camshaft 26 is driven at increased speed by the front wheel 2r.

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 includes a decompression piston 46, a fixed piston 47 that receives one end of the decompression piston 46 and regulates its backward limit, and a decompression piston 4G connected to the fixed piston 47.
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 an input hydraulic pressure chamber 54 on its outer periphery.

The input hydraulic pressure 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 that it is always in communication 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.
It communicates with the outlet chamber 57 of.

The fixed piston 47 includes a valve chamber 58 that constantly communicates with the manual 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 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 this valve opening rod 62 opens the valve body 60 when the pressure reducing piston 46 is located at the retraction 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 478
The elastic force of the return spring 48 and the input and output hydraulic pressure chambers 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 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 thereof. be done. The valve seat member 65 defines an artificial chamber 68 in the small diameter part of the cylinder hole 64 and an outlet chamber 69 in the large diameter part, and both chambers 68 and 69 communicate with each other through the valve hole 66. . Further, the population 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. As a result, the outlet chamber 69 communicates with the oil tank 19.

The sensor 21 is connected to a speed-increasing gear mounted 4 which is manually operated from the front wheel 2f.
5, a flywheel 7Z 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 located in the housing 2.
2a.

The speed-up gear device 45 includes a ring gear 76 that is spline-fitted to the inner circumferential 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 a shaft 77 on the hub 8G. A plurality of planetary gears 78 that mesh with each other
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 seal member 89 is interposed between the back wall of the casing 222 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 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.
If the synthetic resin gear 78 were to break, the speedometer 51 would not operate despite the rotation of the front wheels 2f. A person can know the above-mentioned failure from this.

The cam mechanism 73 is connected to the drive shaft 42 as shown in FIG.
a driving cam plate 82 fixedly fixed to the drive cam plate 82; a temporary driven cam 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 420, and the cam recess 83a of the driven cam plate 83 is inclined so that the bottom surface becomes deeper toward the rotation direction 85. is inclined to.

Therefore, in the normal case where the driving cam plate 8 takes a position on the driving side with respect to the driven cam plate 83, the thrust ball 84 is engaged with the deepest part of both the cam recesses 82a, 82a, and the driving cam plate 82 simply transmits the rotational torque received from the drive shaft 42 to the driven cam plate 83 and does not cause relative rotation between the two cam plates 82 and 83. When you run,
Relative rotation occurs in both cam plates 82 and 83, and the thrust balls 84 move up the inclined bottom surfaces of both cam recesses 82a and 83a, giving thrust to both cam plates 82 and 83, thereby causing the driven cam plate 82 This causes an axial displacement in a direction away from the drive cam plate 82.

At least one component of the cam mechanism 73 is made of εJ synthetic resin, and in the illustrated example, the flywheel 72 has a driven cam plate 83 and a thrust ball 84 made of synthetic resin.
Insert the post 72a into the drive shaft 42'' and the bush 8.
The driven cam plate 83 is rotatably supported by the boss 72a and engaged with one side of the flywheel 72 via a friction clutch plate 87. be done. A pressing plate 89 is provided on the other side of the flywheel 72 via a thrust bearing 88.
is attached.

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 22b, and the tip of the second arm 91b comes into contact with the outer end of the valve body 67 of the left pressure valve 20.

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 normally the valve body 67 of the exhaust pressure valve 20 is pressed to keep the valve closed. The pressing force that the pressing plate 89 receives from the spring 94 applies a constant frictional engagement force to the champions of the flywheel 72, friction clutch plate 87, and driven cam plate 83, and also applies an approaching force to both cam plates 82, 83. ” to give.

The friction engagement force is set so that when a rotational torque of a certain value or more is applied between the driven cam plate 83 and the flywheel 72, the friction clutch plate 87 slips.

A confirmation device 95 is connected to the output lever mechanism 74 to confirm its normal operation. This confirmation device 95
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.
Corresponding to this reed switch 97, the first V6f! ,
91a and a permanent magnet 98 attached to the first magnet.
When the arm 91a 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 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, 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 resistor 102 becomes conductive.

The current passing through flows to the cyrisk 106 side, so the transistor 104 is cut off, and the indicator lamp 1 is turned off.
05 is turned off. Therefore, by turning off the light, it can be confirmed that the lever 91 has swung toward the lid 22b against the elastic force of the spring 94. Thereafter, even if the reed switch 97 is opened by the return operation of the lever 91, the thyristor 106 maintains the extinguished state of the indicator lamp 105 until the main switch 100 is opened and closed again.

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

Furthermore, as shown in FIG. 7, an induction coil 107 may be used in place of the main switch I00. 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 in FIG. 6, and corresponding parts are given the same reference numerals in the figure. In this device, when the reed switch 97 is opened and closed, positive and negative pulses are generated alternately on the secondary side of the induction coil 107, which causes the si risk to increase.
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 wheels 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, so the flywheel 72 and the front wheel 2f
rotates faster than. Therefore, the flywheel 72 can have a large rotational inertia, thereby reducing the weight of the flywheel 72.

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 front wheel 2f, the output oil pressure will be transferred to the upstream pipe 1 of the hydraulic conduit 15.
5a Hydraulic chamber 36 of hydraulic pump 16, modulator 17
Input hydraulic chamber 54, valve chamber 58, valve hole 59, output hydraulic chamber 5
5 and the downstream pipe 15b of the hydraulic conduit 15 in order to transmit the information to the front wheel brakes 3f, 3f, and actuate these to brake the front wheels 2'.
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 5r 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 on the bush rod 27 of a. During the suction stroke in which the pump piston 28 moves toward the Schrodt 27 side, the suction valve 38 opens and the oil in the oil tank 19 is sucked into the pump chamber 35 from the conduit 37 via the inlet chamber 1, and the pump piston 28 is activated. In the discharge stroke of moving toward the 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 1 and further through the oil path 57 to the control hydraulic chamber 18 of the modulator 17. be pumped.

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, since the control hydraulic chamber 18 of the modicollator 17 is initially disconnected from the oil tank 19 by closing the exhaust pressure valve 20, the hydraulic pressure is supplied from the hydraulic pump 16 to the classroom 1B and the saw hydraulic pressure is directly applied to the pressure reducing piston 46. The valve opening rod 62 keeps the valve body 60 in an open state and allows the passage of the hydraulic pressure from the outlet of 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 wheel 2f due to this braking, the flywheel 72 detects this and tries to perform an auto-run rotation with respect to the drive shaft 42 due to the chronic noise. 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 balls 84 gives the flywheel 72 an axial displacement, causing the press plate 89 to Trying to push Reno\-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. Now, the lever 91 will swing about the support shaft 90 as a fulcrum.

In this way, the lever ratio when the lever 91 is swung by the eight pressing plates changes in two stages, so even if the repulsive force of the spring 94 is constant, the lever 91 is 1 and the pressing plate 89 is initially compared. It swings with a small pushing 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 at the front wheel 2f is relatively small, the lever 91 and the pressing plate 8
Since the permanent magnet 98 is swung by the pressing force of the reed switch 37 and brought close to the closed position of the reed switch 37, the display circuit 99 is activated as described above, indicating that the sensor 21 is operating normally. It is possible to make people aware of this.

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 I8 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. 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 9] is released, so the lever 91 swings back to its original position due to the repulsive force of the spring 94, and the exhaust 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 such operations at high speed, the front wheels 2f are efficiently braked.

In such an anti-lock control device 7, the driven cam plate 83, thrust ball 84, etc. of the cam mechanism 73 are made of synthetic resin, so the thrust ball 84 suddenly reaches the rolling limit of the cam recesses 82a, 83a. The impact force that sometimes occurs is caused by the synthetic resin element 83. having appropriate elasticity.
84, the cam mechanism 7 caused by the impact
The vibration of No. 3 is prevented and its durability is improved.

FIG. 8 shows a second embodiment of the present invention, in which a ring gear 76 is formed on the input member 11 driven by the hub 8 via the concave-convex engagement means 10 in a speed increasing gear device 45. carrier 112 secured to casing 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 M, 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 well-known valve that proportionally reduces the hydraulic pressure on the input side and transmits the reduced pressure to the output side. According to this embodiment, braking force can be increased simultaneously to the front and rear wheels 2f and 2r simply by operating the front mask cylinder 5f, and at this time, even if the rear wheel load is reduced due to braking, the pressure is proportionally reduced. The pressure reducing function of the valve 114 also efficiently brakes the rear wheels 2r.

C1 Effects of the Invention According to the present invention, as described above, at least one component of the cam mechanism is made of synthetic resin, so that the impact force generated at the operating limit of the cam mechanism is absorbed by the synthetic resetting element. As a result, vibration of the cam mechanism and flywheel is prevented,
Malfunctions of the modulator can be avoided, and furthermore, the durability of the cam mechanism can be improved.

[Brief explanation of the drawing]

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, FIGS. 3 and 4 are cross-sectional views along the l-111 line and IV-TV line in FIG. 2, and FIG.
J enlarged sectional view, Figure 6 is the wiring diagram of the display circuit in Figure 2,
FIG. 7 is a wiring diagram showing a modified example of the display circuit, FIG. 8 is a longitudinal sectional view showing a second embodiment of the present invention, and FIG. 9 is a wiring diagram showing a third embodiment of the present invention.
FIG. 1 is a schematic plan view of a motorcycle showing an example.

Claims (1)

[Claims] a flywheel rotatably and slidably supported on a drive shaft interlocking with a wheel braked by a wheel brake; the flywheel transmits rotational torque of the drive shaft to the flywheel, and when the wheel is about to lock during braking; A vehicle comprising a cam mechanism that causes overrun rotation in the flywheel to apply axial displacement to it, and operates a modulator to reduce the braking hydraulic pressure of the wheel brake by the axial displacement of the flywheel. A sensor for an anti-lock control device for a vehicle, characterized in that at least one component of the cam mechanism is made of synthetic resin.