JPS6181855A - Vehicle antilock braking device - Google Patents

Abstract

PURPOSE:To make the structure of a vehicle antilock braking device simple and compact, and to enhance the durability of the device, by disposing a speed-up device composed of a planetary gear mechanism in a wheel hub so that a flywheel and a cam shaft for a hydraulic pump are driven to be rotated by means of the speed-up device. CONSTITUTION:A speed-up device 45 disposed in a wheel hub 8, is composed of a cup-shape input member 75 coupled to the hub 8 through a concave and convex engaging part 110 arranged in a casing 22, a ring gear 76 formed in the opening end section of the input member 75, a first planetary gear 781 fixed to the inner end section of a cam shaft 26 and meshed with the ring gear 76, and a second planetary gear 782 journalled onto a support shaft projected from the end wall of an outer casing 22b and meshed with the ring gear 76, a sun gear 79 meshed simultaneously with both gears 781, 782 and an output shaft 42 splinedly coupled with the sun gear 79. A flywheel 72 serving as a deceleration sensor is coupled to the output shaft 42.

Description

Detailed Description of the Invention A9 Object of the Invention (1) Industrial Application Field The present invention relates to anti-lock braking devices for vehicles such as motorcycles and automobiles, and particularly to anti-lock braking devices for vehicles such as motorcycles and automobiles. a sensor that detects that the wheel is about to lock due to overrun rotation of the flywheel and generates an output signal when the wheel is braked by a wheel brake; a hydraulic pump having a camshaft; a hydraulic pump having a control hydraulic chamber communicating with an outlet chamber of the hydraulic pump, and interposed in a hydraulic conduit between a master cylinder and a wheel brake, the pressure of the control hydraulic chamber being above a predetermined value; a modulator that maintains the hydraulic conduit in a conductive state and reduces the braking hydraulic pressure of the wheel brake by cutting off the hydraulic conduit when the pressure in the control hydraulic chamber becomes less than a predetermined value; The present invention relates to a braking device comprising: a normally closed exhaust pressure valve that is interposed in a communication path of the sensor and opens upon receiving an output signal from the sensor.

(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 speed increasing device and sensor are located outside the wheels, so they are easily affected by various disturbances, and countermeasures are required. There is also the problem of increasing the size. (3) Problems to be Solved by the Invention It is an object of the present invention to solve the above-mentioned problems and to provide the above-mentioned anti-lock braking device which has a simple structure, is compact, and has high durability.

B1 Structure of the Invention (Means for Solving Problem 11) In order to achieve the above object, the present invention provides an input member that is housed in a hub of the wheel and is connected to the hub, and an input member that is formed on the input member. The speed increasing device is composed of a ring gear, a planetary gear that meshes with the ring gear, a sun gear that meshes with the planetary gear, and an output shaft that is connected to the sun gear, and is supported by a non-rotatable casing. The planetary gear is fixed to the camshaft, the sensor is disposed within the hub, and the flywheel is connected to the output shaft.

(2) Effect According to the above configuration, not only is the hollow part of the wheel hub, which is normally a dead space, effectively used for installing the speed increaser and the sensor, but also various disturbances can cause speed increase during driving. The hub of the wheel can prevent the device and sensors from being affected.

The rotation of the wheels is controlled by a speed increasing device, that is, an input member, a ring gear,
Since the increased speed is transmitted to the flywheel via the planetary gear, sun gear, and output shaft, the flywheel can rotate at a higher speed than the wheels and have a large rotational inertia.

During this time, the camshaft of the hydraulic pump is driven by the rotation of the planetary gear. Therefore, a dedicated transmission for driving the hydraulic pump is not required.

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

First, in FIG. 1, the motorcycle 1 includes a pair of left and right front wheel brakes 3f, 3f for braking the front wheel 2f, and one rear wheel brake 3r for braking the rear wheel 2r. 3f.

3f is operated by the output hydraulic pressure of the front master cylinder 5f operated by the brake lever 4, and the rear wheel brake 2r is operated by the output hydraulic pressure of the front master cylinder 5f operated by the brake pedal 6.
It is operated by the output hydraulic pressure of r, but especially the front wheel brake 3
The braking oil pressures f and 3f are controlled by an anti-lock control device 7.

Therefore, the front wheel 2 [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 supported on an axle 10 fixed to the lower end of the front fork 9 via a bearing 11.11. A pair of front wheel brakes 3f and 3r 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 fork 9 via a bracket 13 while straddling the brake disc 12. The brake caliper 14 has an input port 14a. When the output hydraulic pressure of the master cylinder 5f is supplied to the brake cylinder 5f, 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 that connects the output port 5fa of the front master cylinder 5'' and the input port 14a of each brake caliper 14.

The anti-lock control device 7 includes a hydraulic pump 16 that is driven by the front wheels 2r 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 installed in the middle of the control system, a normally closed exhaust pressure valve 20 installed in a communication path between the control hydraulic pressure chamber 18 and the oil tank 19, and a front wheel 2'' are detected to be in a locked state. 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 is constructed by screwing together the open ends of a cup-shaped inner case 22a and an outer case 22b. An extension 22c extending radially outward is integrally formed on the end wall of the outer case 22b, and the casing 22, except for the extension 22c, fits into a recess 8a formed in one end surface of the hub 8. It is arranged like this.

The outer casing 22b is supported by the axle 10 passing through the center of the end wall thereof, and is connected to the front fork 9 by a rotation prevention means so as not to rotate around the axle 10. The means for stopping rotation is optional, but
For example, a bolt 25 (see FIG. 2) for fixing the placket 13 to the front fork 9 is suitable.

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

The bushing rod 27 and the pump piston 28 are slidably fitted into a first cylinder hole 33 formed in the extension 22c 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 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 j5a of the hydraulic conduit 15 so as to constantly communicate with the output pump 5fa of the front master cylinder 5f.

As shown in FIG. 4, the camshaft 26 is connected to the outer case 22b.
It is supported by the end wall of the front wheel 2f via hair rings 40 and 40', and is driven by the front wheel 2f via a speed increasing device 45, which will be described later.

A meter drive gear 49 is fixed to the outer end of the camshaft 26, and this gear 4 is connected to a speedometer 5 of a motorcycle.
It meshes with a driven gear 50 connected to the input shaft 1.

The modulator 17 includes a decompression piston 46, a fixed piston 47 that receives and stops one end of the decompression piston 46 and restricts its retraction limit, and a fixed piston 47 that supports the decompression piston 46.
7, and both pistons 46 and 47 are slidably engaged with a second cylinder hole 52 formed in the extension portion 22c adjacent to the first cylinder hole 33.

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 is communicated with the hydraulic chamber 36 of the hydraulic pump 16 via an oil passage 56, and the output hydraulic chamber 55 is connected to the hydraulic conduit 15 so as to constantly communicate with the input boat 14a of the front wheel brakes 3f, 3r. 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 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 closed with an end plate 63 fixed to the extension part 22c, and the fixed piston 47
is the elastic force of the return spring 48 or 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 stepped cylinder hole 64 in the outer case 22b.
The valve seat member 65 is made up of a valve seat member 65 that is fitted into the stepped cylinder hole 64, and a valve body 67 that opens and closes the valve hole 66 of the valve seat member 65. An inlet chamber 68 is defined in the small diameter part, and an outlet chamber 69 is defined in the large diameter part,
The compartments 68, 69 are communicated via the valve hole 66. Further, the population chamber 68 is connected to the modulator 17 via the oil passage 20.
The outlet chamber 69 communicates 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 includes a flywheel 72 that is rotated by the front wheel 2f via a speed increasing device 45, and a flywheel 72 that is
cam mechanism 7 that converts overrun rotation into axial displacement
3 and an output lever mechanism 74 capable of operating the exhaust pressure valve 20 in response to the axial displacement of the flywheel 72, all of which are disposed within the casing 22.

The speed increasing device 45 includes a cup-shaped input member 75 that is disposed within the casing 22 with its open end facing the outer case 2b, and is connected to the hub 8 of the front wheel 2f via the concave-convex retaining portion 110. A ring gear 76 is formed at the open end of the input member 75, and a first planetary gear 781 is fixed to the inner end of the camshaft 26 and meshes with the ring gear 26.
and one or more second planetary gears 782 supported via bearings 111 on a support shaft 77 protruding from the end wall of the outer case 22b and meshing with the ring gear 76.
and first and second planetary gears 78, . A sun gear 79 that meshes with 78□ at the same time, and a fixed cylindrical shaft 24 on the axle 10 that is connected to the sun gear 79 by a spline connection 112.
The output shaft 4 is supported via a needle bearing 41 on the
It consists of 2.

Note that the second planetary gear 78□ is the first planetary gear 78□.
This is to maintain the concentric state of the ring gear 76 and the sun gear 79 by properly meshing the gear 78 □ with the ring gear 76 and the sun gear 79, and to ensure the transmission operation of the speed increasing device 45. This can be omitted if the support rigidity is sufficiently high.

The input member 75 has a short cylindrical portion 7 protruding from the outer surface of its end wall.
5a, and its cylindrical portion 75a penetrates the end wall of the inner case 22a and is fitted to the end of the hub 8 in order to properly connect the input member 75 with the hub 8. . Also, for sealing inside the casing 22, between the cylindrical portion 75a and the end wall of the inner casing j2a, and between the input member 75
Seal members 80 and 81 are interposed between the end wall of the cylinder shaft 24 and the cylinder shaft 24, respectively.

The cam mechanism 73 is connected to the output shaft 42 as shown in FIG.
a drive cam plate 82 fixed to the input member 75 side end;
A temporary driven cam 83 is arranged on the output shaft 42 so as to be relatively rotatable opposite to the temporary driving cam 82, and a thrust pawl 84 is engaged with the cam recesses 82a and 83a on the opposing surfaces of both cam plates 82 and 83. It consists of 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 output shaft 42, and the cam recess 82a of the driven cam plate 83
3a is inclined so that the bottom surface becomes deeper toward the rotation direction 85. 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 pole 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 output shaft 42 to the driven cam plate 83, and does not cause relative rotation between the two cam plates 82 and 83. When running, relative rotation occurs between both cam plates 82 and 83, and the thrust pole 84 moves up the inclined bottom surfaces of both cam recesses 82a and 83a to apply thrust to both cam plates 82 and 83, thereby causing the driven This causes the cam plate 82 to undergo axial displacement in a direction away from the drive cam plate 82. At this time, the drive cam plate 82 is supported on the end wall of the input member 75 via the seven rings 113 to the thrust so as not to be displaced in the axial direction.

The thrust pole 84 suddenly moves into the cam recess 82a.

In order to alleviate the shock when reaching 83a transferable bank,
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 pole 84 are made of synthetic resin. As a result, vibration of the cam mechanism 73 due to impact is prevented and its durability is improved.

The flywheel 72 is rotatably and slidably supported on the output shaft 42 via a bush 86 within the cup-shaped input member 75, and is supported on one side of the driven cam plate 83 via a friction clutch plate 87. engaged. A pressing plate 89 is attached to the other side of the flywheel 72 via a thrust bearing 88.

The output lever mechanism 74 includes a support shaft 90 protruding from the inner end surface of the outer case 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 swings in the axial direction of the axle shaft 10. The neck 9 has a lever 91 that is movably supported.
A certain amount of play 92 is provided between Oa 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 output shaft 42, and a short second arm 91 that extends from the support shaft 90 toward the exhaust pressure valve 20.
a, and the middle part of the first arm 91a has a
A contact portion 93 that comes into contact with the outer surface of the pressing plate 89 is formed in a raised chevron shape.

A spring 94 is compressed between the tip of the first arm 91 and the lid body 22b, and the tip of the second arm 91b is attached to the valve body 6 of the exhaust pressure valve 20.
7 Abuts on the outer end.

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

The pressing force that the pressing plate 89 receives from the spring 94 is applied to the flywheel 72, the friction clutch plate 87, and the driven cam plate 8.
3, and both cam plates 8
2. Add approach power to 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 95
The switch holder 96 is fixed to the outer case 22b and protrudes into the coil portion of the spring 94, and the reed switch 9 is held by the switch holder 96 within the coil portion of the spring 94.
7, and the 111th reed switch 97 corresponds to the reed switch 97.
! When the first arm 91a swings toward the outer case 22b (!l!I) by a predetermined angle, the permanent magnet 98 is displaced to the closed position of the reed switch 97. There is.

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 100 is closed, current flows from the power supply 101 to the transistor 10 through the main switch 100, resistors 102 and 103.
Since the current flows to the base of main switch 1, transistor 104 becomes conductive, and as a result, indicator lamp 105 switches to main switch 1.
It is energized through 00 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 thyristor 106.
6 becomes conductive, and the current passing through the resistor 102 flows to the thyristor 106 side, causing the transistor 104 to become conductive.
is in a cut-off state, and the indicator lamp 105 is turned off. Therefore, by turning off the light, it can be confirmed that the lever 91 has swung toward the attached body 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 10'0. 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 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 thyristor 106 to repeat the conduction and cutoff states, and the indicator lamp 105
flashes. Therefore, the operation of the lever 91 can be confirmed by this blinking.

Next, the operation of this embodiment will be explained.

While the vehicle is running, the rotation of the front wheel 2f is transmitted from the hub 8 to the input member 75 via the uneven engagement portion 110, and further to the ring gear 76 and the first and second planetary gears 78□, 78□.
The speed is increased by the sun gear 79 and transmitted to the output shaft 42, and then to the flywheel 72 via the cam mechanism 73 and the friction clutch notch 87 to drive it, so the flywheel 72 is faster than the front wheel 2f. Rotate. 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 rotation of the first planetary gear 78.

Now, if the front master 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
The transmission is transmitted to the front wheel brakes 3f, 3f sequentially through the hydraulic conduit 15 and the downstream pipe 1'5b, and these are actuated to brake the front wheels 2.
- Braking force can be added to f.

On the other hand, in the hydraulic pump 16, since the output hydraulic pressure of the front master cylinder 5f is introduced into the hydraulic chamber 36, the hydraulic pressure has a pressing effect on the operating piston 29 and the eccentric cam 2
The pump piston 28 is given a reciprocating motion by the lifting action of the pump 6a on the pump 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 19 is sucked into the pump chamber 35 from the conduit 37 through 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 is sent under pressure to the outlet chamber 32 and further to the control hydraulic chamber 18 of the modulator 17 via the oil path 57. Ru. 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, what about modulator 17? ff1l hydraulic chamber 18
Initially, communication with the oil tank 19 is cut off by closing the exhaust pressure valve 20, so the hydraulic pressure supplied from the hydraulic pump 16 to the classroom 18 directly acts on the pressure reducing piston 46 and pushes it to the retreat position. The valve body 60 is kept open by the valve opening rod 62, allowing passage of the output hydraulic pressure from the front master cylinder 5f.

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 master 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 output shaft 42 due to its inertial force.

The rotational moment of the flywheel 72 at this time causes relative rotation of both cam plates 82 and 83, and the thrust generated by the displacement of the thrust balls 84 gives an axial displacement to the flywheel 72, causing the press plate 89 to move to the lever. Trying to push 91.

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

In this way, the nine levers 91 are moved by the pressing plate 89 into the swing sacell [(7) Since the lever ratio changes in two stages, -;<.

Even if the repulsive force of the spring 94 is constant, the lever 91 initially swings with a relatively small pressing force from the pressing plate 89, and after the swinging fulcrum moves, the pressing force reaches a predetermined value. It will not oscillate unless it increases. Therefore, when braking, the front wheel 2
When the angular deceleration occurring at f is relatively small, lever 9
1 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, so the display circuit 99 is activated as described above, and the sensor 21
The operator can be made aware that the system 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. Entrance chamber 68. Valve hole 66, outlet chamber 69, oil passage 71.
Oil tank 1 via inlet chamber 31 of hydraulic pump 16 and conduit 37
9, the pressure reducing piston 46 moves toward the control hydraulic chamber 18 against the force of the return spring 48 due to the hydraulic pressure of the output hydraulic chamber 55, thereby retracting the valve opening rod 62 and opening the valve body 60. is closed to cut off communication between the person and the output oil chambers 54 and 55, and increase the volume of the output oil pressure chamber 55. As a result, the braking oil pressure acting on the front wheel brakes 3f, 3f decreases, the two braking forces on the front wheel 2f decrease, 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 20
When the valve is closed, the pressure oil discharged from the hydraulic pump 16 is immediately contained in the control hydraulic chamber 1, and the pressure reducing piston 4
6 retreats to the output hydraulic chamber 55 side to increase the pressure in the classroom 55,
Restores braking power. By repeating such operations at high speed, the front wheels 2f are efficiently braked.

The hub 8 of the front wheel 2f acts as a barrier against external disturbances, and can prevent the speed increasing device 45 and the sensor 21 from being affected.

C6 Effects of the Invention As described above, according to the present invention, an input member housed in a hub of a wheel and connected to the hub, a ring gear formed on the input member, and a planetary gear meshing with the ring gear are provided. a gear; a sun gear meshing with the planetary gear;
An output shaft connected to the sun gear constitutes a speed increasing device,
A planetary gear is fixed to the camshaft of a hydraulic pump that is supported by a non-rotatable casing, a sensor is placed inside the hub, and the flywheel is connected to the output shaft, so the hollow part of the wheel hub acts as a speed increasing device. It is effectively used for installing the speed increasing device and the sensor, thereby making the braking device more compact and eliminating the influence of disturbances on the speed increasing device and the sensor. Moreover,
As the camshaft is driven by the planetary gear of the speed increaser, a dedicated transmission device for driving the hydraulic pump becomes unnecessary, contributing to a more compact and more compact structure.

[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 braking device, and FIG.
The figure is a vertical sectional side view of the main part of the anti-lock braking device, Figures 3 and 4 are sectional views taken along lines mm and IV-IV in Figure 2,
5 is an enlarged sectional view taken along the line V-V in FIG. 4, FIG. 6 is a wiring diagram of the display circuit in FIG. 2, and FIG. 7 is a wiring diagram showing a modification of the display circuit. 2f...Front wheel as a wheel, 3f...Front wheel brake as a wheel brake, 5f...Front master cylinder, 5fa...Output port, 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...Modulator, 19...Oil tank, 20...
Exhaust pressure valve, 21...sensor, 22...casing, 2
6... Camshaft, 42... Output shaft, 45... Speed increaser, 72... Flywheel, 73... Cam mechanism,
74... Output recording hall structure, 75... Input member, 76
...Ring gear, 781...Planetary gear, 7
9... Sanghya Figure 6 Figure 7 - Procedural Amendment (Direction January 31, 1985 1, Indication of the case 1982 Patent Application No. 202563 3, Relationship between the person making the amendment and the case Patent Applicant name (532) Honda Motor Co., Ltd. 4.
Director 〒I [15 Telephone Tokyo 434-4151 5, Date of amendment order. January 9, 1985 (Shipping date: January 29, 1985)
6. All drawings subject to amendment (Fig. 1 to Fig. 7) Procedural amendment (discharge) August 29, 1985 Patent Application No. 59-202563 2 Title of invention Anti-lock braking device for vehicle 3 , Relationship with the person making the amendment Patent applicant name (532) Honda Motor Co., Ltd. 4, Agent address 4-4-5 Shinbashi, Minato-ku, Tokyo 4iiii "Detailed description of the invention" in the original subject specification '' column, as well as drawings Figure 3, Figure 5, Contents of Amendment Contents of Amendment ■, page 7, bottom line of the specification...Add ``and'' next to ``Element.'' 2. On page 8, line 9 of the specification, the words "ca/ng"... should be corrected to "case". 3. In the specification, page 12, line 11, ... "Oilway 20"... is corrected to "Oilway 70"... 4. In the 7th line of page 15 of the specification, ``Plate 8''... is corrected to ``Plate 82''... 5. Specification, page 15, line 9, ...r82a, 82aJ... r8
2a,,83a''... 6. In the specification, page 15, line 12, the phrase "I won't let you do it,"... should be corrected to "I won't let you do it. However,"... 8. In the specification, page 17, line 9, ``1M body'' is corrected to ``outer case J...'' 8. Figure 3 of the drawing is amended as shown in the attached sheet. Yes, that's all.

Claims (1)

[Claims] It has a flywheel driven from a wheel via a speed increasing device, and when the wheel is braked by a wheel brake, it senses that the wheel is about to lock due to overrun rotation of the flywheel and generates an output signal. With a sensor;
a hydraulic pump having a camshaft that rotates in conjunction with the wheels; having a control hydraulic chamber communicating with the outlet chamber of the hydraulic pump, and interposed in a hydraulic conduit between the master cylinder and the wheel brake; a modulator that maintains the hydraulic conduit in a conducting state when the pressure is above a predetermined value, and cuts off the hydraulic conduit when the pressure in the control hydraulic chamber becomes below the predetermined value to reduce the braking hydraulic pressure of the wheel brake; 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;
An anti-lock braking device for a vehicle comprising: an input member housed in a hub of the wheel and connected to the hub; a ring gear formed on the input member; a planetary gear meshing with the ring gear; The speed increasing device is composed of a sun gear meshing with the planetary gear and an output shaft connected to the sun gear, the planetary gear is fixed to the camshaft supported by a non-rotatable casing, and the sensor is An anti-lock braking device for a vehicle, characterized in that the flywheel is disposed within the hub and connected to the output shaft.