JPS60252055A - Supporting and driving devices for wheel angular deceleration sensor - Google Patents

Abstract

PURPOSE:To make the specified performance of a sensor maintainable despite vibrations in a supporting system, by supporting a casing of an inertia type wheel angular deceleration sensor, having a flywheel, on the supporting system of a wheel via an elastic support element. CONSTITUTION:A braking device for a front wheel 2b of a motorcycle is provided with a symmetrical pair of front brakes and an antilock control unit 7 controlling pressure oil to be fed to these brakes. In this case, the antilock control unit 7 makes its casing 22 get supported on a vertical pair of lug parts 45 and 45' projected to one side leg body 9a of a front fork 9 via elastic support elements 43 and 44. And, inside this casing, there are provided with a hydaulic pump making turning force of an eccentric cam 26 its driving force, an exhaust pressure valve and a wheel angular decleration sensor. This wheel angular deceleration sensor is constituted of a flywheel to be rotatably and slidably supported on a driving shaft 42, a cam mechanism and an output lever mechanism.

Description

Detailed Description of the Invention A0 Object of the Invention (1) Industrial Application Field The present invention is used in anti-long drive control devices for motorcycles and automobiles, etc. to detect angular deceleration of a wheel that exceeds a certain value. A support and drive device for a wheel angular deceleration sensor, in particular, a casing of an inertial wheel angular deceleration sensor having a flywheel is supported on a support system of a wheel whose angular deceleration is to be detected; The present invention relates to a vehicle in which the wheels are connected to continuous drive shafts via a wrap-around transmission device.

(2) Prior Art A supporting and driving device for a wheel angular deceleration sensor is already known, as described in, for example, Japanese Patent Laid-Open No. 120440/1983.

(3) Problems to be Solved by the Invention According to the conventional supporting and driving device for the wheel angular deceleration sensor, the performance of the sensor may deteriorate. I found out something like this.

That is, in conventional devices, the casing of the sensor is rigidly connected to the support system of the wheel, so that when said support system vibrates, this is transmitted to the sensor and reduces its performance.

Accordingly, the present invention provides a support and drive device capable of maintaining a predetermined performance of the sensor even when the wheel support system vibrates, and further stabilizing the operation and improving the durability of the wrap transmission device. The purpose is to provide

B1 Structure of the Invention (1) Means for Solving Problems The present invention is characterized in that the casing of the wheel angle deceleration change sensor is supported on the wheel support system via an elastic support member.

(2) Function The elastic support element absorbs vibrations of the wheel support system,
Prevents vibration transmission to the sensor. The elastic support member also absorbs torque fluctuations of the wheels while applying appropriate tension to the heald or other wrapping member of the wrapping transmission device.

(3) Examples An embodiment of the present invention will be described below with reference to the drawings.

First, in FIG. 1, the motorcycle 1 is equipped with a pair of left and right front wheel brakes 3f and 3f' for braking the front wheel 2f, and these have an output from a front mask cylinder 5f operated by a brake lever 4. Hydraulic pressure is supplied via hydraulic conduit 15. At this time, the output oil pressure is controlled by the anti-rotation control device 7.

In FIGS. 2 and 3, the 7't bulge 8 of the front wheel 2f is
It 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 3f and 3f' disposed on both sides of the front wheel 2f are each equipped with a brake disc 1 fixed to the end face of a knob 8.
2, and a brake caliper 14 supported by the front fork 9 via a bracket 13 while straddling this brake disc 12.
is activated when the input boat 14a is supplied with the output hydraulic pressure of the front mask cylinder 5f, and the brake disc 1
2 and can apply braking force to the front wheel 2f.

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

The casing 22 of the anti-lock control device 7 includes a bracket 24 and a pair of first and second elastic support elements 43.
．． 44, one leg 9a of the front fork 9
The drive shaft 42 is supported by a pair of upper and lower ears 45, 45' projecting from the front surface, and its drive shaft 42 is connected to the hub 8 of the front wheel 2f via a wrap-around transmission 48.

The casing 22 and the bracket 24 are connected by connecting bolts 49
．． They are integrally connected by 49.

The first elastic support element 43 includes an inner cylinder 75 and an outer cylinder 76 made of metal, which are arranged concentrically with each other, and the inner and outer cylinders 75 .
and an elastic bushing 77 made of rubber filled between them to elastically connect the outer cylinder 76.
is press-fitted into the upper ear part 45 of the leg body 9a, and the inner cylinder 75 is fixed to the bracket 24 by a connecting bolt 50 passing therethrough.

The second elastic support element 44 includes an inner cylinder 78 and an outer cylinder 79 made of metal, which are arranged eccentrically with respect to each other, and the inner cylinder and the outer cylinder 78.
．． 79 and an elastic bushing 80 made of rubber filled between them to elastically connect the outer cylinder 7
9 is rotatably fitted into the lower ear 45' of the leg 9a, and the inner tube 78 is fixed to the bracket 24 by a connecting bolt 51 that passes through the inner tube 78 at the adjusted rotational position of the elastic support element 44. be done. The outer cylinder 79 has a projecting piece 79a formed at one end for rotating the outer cylinder 79 with a tool. Further, a pair of washers 81 and 81' are provided at both ends of the elastic support element 44 in order to restrict relative displacement in the axial direction between the inner and outer cylinders 78 and 79.

The wrap transmission device 48 includes a toothed drive pulley 96 fixed to one end surface of the hub 8 of the front wheel 2f together with the brake disc 12 of one front wheel brake 3f' with a bolt 95, and a drive shaft 4.
2, and a toothed belt 99 suspended between both pulleys 96 and 97, the drive boob IJ96 is configured to drive the driven pulley 97 at an increased speed. It is formed to have a larger diameter than the driven pulley 97.

As shown in FIGS. 4 and 5, the casing 22 of the anti-lock control device 7 connects the drive shaft 42 with a hair ring 40.
The casing body 22 is rotatably supported via 40'.
a, and a cup-shaped cover 2 that is fitted onto one end of the casing body 22a and defines a sensor chamber 23 therebetween.
2b, in which a hydraulic pump 16, a modulator 17, a discharge pressure valve 20, and an inertial wheel angular deceleration sensor 21 are provided.

The hydraulic pump 16 includes an eccentric cam 26 formed on the drive shaft 42 between the hair rings 40 and 40', and a bushing rod 27 disposed with an inner end facing the eccentric cam 26.
, a pump piston 28 that contacts the outer end of the bushing rod 27 , an operating piston 29 that contacts the outer end of the pump piston 28 , and a return spring 30 that biases the bushing rod 27 in a direction away from the eccentric cam 26 .
It consists of

The bushing rod 27 and the pump piston 28 are slidably fitted into a first cylinder hole 33 formed in the casing body 22a to define an inlet chamber 31 and an outlet chamber 31 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 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 master cylinder 5f.

The modulator 17 includes a decompression piston 46, a fixed piston 47 that receives one end of the decompression piston 46 and restricts its retraction limit, and a fixed piston 47 that connects the decompression piston 46 to the fixed piston 47.
7, and both pistons 46 and 47 are arranged in a second cylinder hole 5 formed in the casing body 22a adjacent to the first cylinder hole 33.
2.

In the second cylinder hole 52 , the pressure reducing piston 46 defines a control hydraulic chamber 53 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 is connected to the hydraulic chamber 36 of the hydraulic pump 16 via an oil passage 56, and the output hydraulic chamber 55 is connected to the hydraulic conduit so that it is always in communication with the input port 14a of the front wheel brakes 3f, 3f'. 15 downstream pipe 15b, and the control hydraulic chamber 53 is connected to the hydraulic pump 1 through an oil passage 57.
It communicates with the outlet chamber 57 of No. 6.

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

The outer opening of the second cylinder hole 52 is located in the casing body 2.
2a, and the fixed piston 47 is always closed by the end plate 63 fixed to the end plate 63 due to the elastic force of the return spring 48 or the hydraulic pressure introduced into the output hydraulic chamber 54.55.
It is held in the abutting position with 3.

The exhaust pressure valve 20 is composed of a valve seat member 65 fitted into a stepped cylinder hole 64 of the casing body 22a, and a valve body 67 that slides onto the valve seat member 65 to open and close the valve hole 66 of the valve seat member 65. be done. The valve seat member 65 defines an inlet chamber 68 in the small diameter portion of the stepped cylinder hole 64 and an outlet chamber 69 in the large diameter portion thereof, and both chambers 68 and 69 communicate with each other through the valve hole 66. Further, the inlet chamber 68 communicates with the control hydraulic chamber 53 of the modulator 17 via the oil passage 20, and the outlet chamber 69 communicates with 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 wheel angular deceleration sensor 21 includes a flywheel 72 rotatably and slidably supported on the drive shaft 42 via a bearing bush 86 in the sensor chamber 23, and a rotational torque of the drive shaft 42 is transmitted to the flywheel 72. It also includes a cam mechanism 73 that converts overrun rotation of the flywheel 72 into axial displacement, and an output lever mechanism 74 that can actuate the exhaust pressure valve 20 in response to the axial displacement of the flywheel 72.

The cam mechanism 73 includes a drive cam plate 8 fixed to the drive shaft 42.
2, a driven cam plate 83 disposed to face the driving cam plate 82 so as to be relatively rotatable, and a thrust ball 84 engaged with cam recesses 82a and 83a on the opposing surfaces of both cam plates 82 and 83. It consists of

As shown in FIG. 6, the cam recess 82a of the drive cam plate 82
The cam recess 83a of the driven cam plate 83 is inclined such that the bottom surface becomes shallower toward the rotation direction 85 of the drive shaft 42.
The bottom surface is inclined to become deeper toward the rotation direction 85. Therefore, the driving cam plate 82 is connected to the driven cam plate 8.
3, the thrust ball 84 is engaged with the deepest part of both cam recesses 82a, 82a, and the drive cam plate 82 receives the rotational torque from the drive shaft 42. The signal is simply transmitted to the cam plate 83 and no relative rotation occurs between the two cam plates 82 and 83. However, if the positions are reversed and the driven cam plate 83 overruns the driving cam plate 82, both cam plates 82, 83, [3] Relative rotation occurs, and the thrust ball 84 rolls up the inclined bottom surfaces of both cam recesses 82'a and 83a, applying thrust to both cam plates 82 and 83, thereby causing the driven cam plate 82 to This causes an axial displacement in a direction away from the drive cam plate 82.

The driven cam plate 83 is rotatably supported by the boss 72a of the flywheel 72, and is engaged with one side of the flywheel 72 via a friction clutch plate 87. A thrust bearing 88 is mounted on the other side of the flywheel 72.
A pressing plate 89 is attached via.

The output lever mechanism 74 is supported by a support shaft 90 protruding from the casing body 22a at an intermediate position between the drive shaft 42 and the exhaust pressure valve 20, and by the tip of the support shaft 9o so as to be able to swing freely in the axial direction. lever 9]. The lever 91 has a support shaft 9o.
a long first arm 91 that extends around the drive shaft 42; a
and a short second shaft extending from the support shaft 9o toward the exhaust pressure valve 20.
The first arm 91a has an abutment portion 93 formed in a raised chevron shape at the middle portion thereof to abut against the outer surface of the press plate 89.

A spring 94 is compressed between the tip of the first arm 91 and the casing body 22a, and the tip of the second arm 91b is connected to the exhaust pressure valve 2.
abuts against the outer end of the valve body 67 of o.

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

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

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

Next, the operation of this embodiment will be explained.

While the vehicle is running, the rotating front wheel 2f is wrapped around the transmission device 4.
8, 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 a large rotational inertia.

At the same time, the eccentric cam 26 of the hydraulic pump 16 is also rotated via 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 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 to the front wheel brakes 3f, 3f', and actuate these to brake the front wheels 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 piston 29 and the eccentric cam 26
The lifting action of the bushing rod 27 causes the pump piston 28 to reciprocate. During the suction stroke in which the pump piston 28 moves toward the bushing rod 27, the suction valve 38 opens and the oil in the oil tank 19 is pumped into the conduit 3.
In the discharge stroke in which the pump piston 28 moves toward the working piston 29 side, the one-way seal member 39 opens and the oil in the pump chamber 35 flows into the outlet chamber 32. The oil is further fed under pressure to the control hydraulic chamber 53 of the modulator 17 via the oil passage 57. and,
When the pressure in the outlet chamber 32 and the control hydraulic chamber 53 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 53 of the modulator 17 is initially cut off from communication with the oil tank 19 by closing the exhaust pressure valve 20, the hydraulic pump 16 remains closed.

The hydraulic pressure supplied to the liquid chamber 53 acts directly on the pressure reducing piston 46 to push it to the retracted position, and the valve opening rod 62 keeps the valve body 60 open, preventing the passage of the output hydraulic pressure from the front mask cylinder 5f. It is allowed.

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

The braking force applied to cylinder 3f' is proportional to the output oil pressure of 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 overrun the drive shaft 42 due to its inertia force.

The rotational moment of the flywheel 72 at this time causes relative rotation between the two cam plates 82 and 83, and the thrust generated by the rolling of the thrust ball 84 applies an axial displacement to the flywheel 72, causing the press plate 89 to Although an attempt is made to push the lever 91, the angular deceleration of the front wheel 2f is low at a stage where there is no possibility of the front wheel 2f locking, and the lever 91 cannot be swung.

However, when the front wheels 2f are about to lock due to excessive braking force or a decrease in the friction coefficient of the road surface, the resulting rapid increase in angular deceleration of the front wheels 2f causes the pressing force of the pressing plate 89 to exceed a predetermined value, and the lever 91 Spring 9 with support shaft 90 as a fulcrum
4, the second arm 91b of the lever 91 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 hydraulic pressure in the control hydraulic pressure chamber 53 flows through the oil passage 70. Entrance chamber 68. Valve hole 66, outlet chamber 69, oil passage 71
．． Since the oil is discharged into the oil tank I9 via the inlet chamber 31 of the hydraulic pump 16 and the conduit 37, the pressure reducing piston 46 moves toward the control hydraulic chamber 53 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 60 is closed, 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 3f, 3f' decreases, the braking force of the front wheel 2f decreases, and the locking phenomenon of the front wheel 2f is avoided. Then, as the rotation of the front wheel 2f accelerates, the pressing force of the pressing plate 89 on the lever 91 is released, and the lever 91 swings back to its initial position due to the repulsive force of the spring 94, thereby opening the exhaust pressure valve 20. Close the valve. Exhaust pressure valve 2
When the valve 0 is closed, the pressure oil discharged from the hydraulic pump 16 is immediately confined in the control hydraulic chamber 53, and the pressure reducing piston 46 retreats to the output hydraulic chamber 55 side to increase the pressure in the liquid chamber 55 and increase the braking force. Recover. By repeating such operations at high speed, the front wheels 2f are efficiently braked.

During such control of the braking force of the front wheel 2f, the front fork 9 bends backward when the braking force is applied, and bounces forward with its own elasticity when the braking force is released, and as a result of this repetition, Bending vibration occurs in the front fork 9, but this vibration is caused by the first and second elastic support elements 43.
44 and prevents transmission to the wheel angular deceleration sensor 21.
performance deterioration is avoided.

Further, the bending vibration of the front fork 9 causes rotational fluctuations in the front wheel 2f, and gives torque fluctuations to the wrap-around transmission device 48, but the torque fluctuations are also caused by the elastic bushings 77.80.
Therefore, a large impact force is not applied to the wrap transmission device 48, and its durability can be improved.

Moreover, since the elastic bushings 77, 80 always apply appropriate tension to the belt 99, transmission can be performed reliably without using a special tensioner.

When adjusting the tension of the heald 99, first loosen the connecting poles 1-50° 51 of the first and second elastic support elements 43, 44, and then connect the second elastic support element 44 to the projecting piece 79 of the outer cylinder 79.
Hang the tool on a and rotate.

Then, since the inner and outer cylinders 78 and 79 are eccentric to each other, the inner cylinder 78 rotates eccentrically together with the connecting port 51, causing the bracket 24 to rotate around the connecting port 5, and the driven pulley 97 is driven accordingly. As a result of being moved closer to or farther away from the pulley 96, the tension of the belt 99 is adjusted.

C9 Effects of the invention As described above, according to the present invention, the elastic support element not only absorbs vibrations of the wheel support system due to its elasticity, but also absorbs vibrations of the wheel support system while applying appropriate tension to the wrapping member of the wrapping transmission device. Since it also absorbs wheel torque fluctuations, vibrations in the wheel support system do not affect the sensor, and therefore the predetermined performance of the sensor can be maintained, and at the same time, the operation of the wrap transmission device is stabilized. This can contribute to improving its durability.

[Brief explanation of the drawing]

The drawings show one embodiment of the present invention, and FIG. 1 is a schematic plan view of a motorcycle equipped with an anti-lock control device incorporating a wheel angular deceleration sensor, and FIG. 2 shows the main parts of FIG. 1. 3 is a vertical sectional front view of FIG. 2, FIG. 4 is a sectional view taken along the line IV-IV of FIG. 3, and FIGS. 5 and 6 are V of FIG. 4.
-V line and VI-Vl line sectional views. 2f...Front wheel as a wheel, 5f...Front mask cylinder, 7...Anti-lock control device, 9...Front fork as a support system, 16...Hydraulic pump,
17...Modulator, 19...Oil tank, 20...
Exhaust pressure valve 21...Wheel angular deceleration sensor, 22...Casing, 42...Drive shaft, 43.44...First. Second elastic support element, 48... Wrap transmission device, 49.50
．． 51...Connection port, 72...Flywheel,
73...Cam mechanism, 74...Output lever mechanism, 75
...Inner cylinder, 76...Outer cylinder, 77...Elastic bushing, 78...Inner cylinder, 79...Outer cylinder, 80...Elastic bushing Patent Applicant Honda Motor Co., Ltd. No. Figure 6Figure 4

Claims (1)

[Claims] A casing of an inertial wheel angular deceleration sensor having a flywheel is supported on a support system for a wheel whose angular deceleration is to be detected, and the casing is connected to a drive shaft connected to the flywheel of the sensor via a transmission device. A support and drive device for a wheel angular deceleration sensor, characterized in that the casing is supported on the support system via an elastic support element.