JPS6234063A - Wheel angular acceleration sensor of anti-lock control apparatus for vehicle - Google Patents

Abstract

PURPOSE:To smoothly bring about displacement in a flywheel in the axial direction, by forming the clutch surface of a friction clutch into a spherical surface having a center on the axis of an output shaft so that one of the drive cam plate and the cam plate to be moved constituting a cam mechanism is tilted with respect to the other one. CONSTITUTION:The cam recessed part 82a of a drive cam plate 82 is formed so that the bottom surface thereof is shallowly inclined toward the rotary direction 85 of an output shaft and the bottom surface of the cam recessed part 83a of a cam plate 83 to be moved is deeply inclined toward the rotary direction 85. Therefore, in a usual case such that the cam plate 82 takes a driving side position to the cam plate 83, a thrust ball 84 is engaged with the deepest parts of both cam recessed parts 82a, 83a and merely transmits the rotary torque received from the output shaft by the cam plate 82 to the cam plate 83 and no relative rotation is generated between both cam plates 82, 83. Contrarily, when the cam plate 83 overruns with respect to the cam plate 82, relative rotation is generated between both cam plates 82, 83 and the ball 84 revolves so as to climb the inclined bottom surfaces of both cam recessed parts 82a, 83a. Then, thrust is imparted to both cam plates 82, 83 and axial direction displacement in the direction separated from the cam plate 82 is brought about in a flywheel 72 according to the cam plate 82.

Description

Detailed Description of the Invention A0 Object of the Invention (11 Industrial Field of Application) The present invention relates to a wheel angular acceleration sensor for a vehicle anti-lock control device, and in particular to a wheel angular acceleration sensor for a vehicle anti-lock control device, particularly a wheel angular acceleration sensor that rotates in conjunction with a wheel braked by a wheel brake. The flywheel is rotatably and slidably supported on the shaft, and the drive torque of the output shaft is normally transmitted to the flywheel between the output shaft and the flywheel. A friction clutch that allows overrun rotation of the wheel and a cam mechanism that responds to the overrun rotation of the flywheel and applies axial displacement are interposed in series, and the axial displacement of the flywheel is controlled by the wheel brake. This invention relates to an improvement in a wheel angular acceleration sensor that outputs a control signal for braking force.

(2) Conventional technology Such a wheel angular acceleration sensor is known, for example, from Japanese Patent Application Laid-Open No. 58-12
This is already known as described in Japanese Patent No. 6241.

(3) Problems to be solved by the invention In the conventional wheel angular acceleration sensor, the clutch surface of the friction clutch is formed in a plane perpendicular to the axis of the output shaft.
Both the driving and driven cam plates constituting the cam mechanism cannot be tilted. Therefore, if there is a machining error in the cam mechanism, an unbalanced load will act between the driving and driven cam plates when the mechanism is operated, and a thrust will be applied diagonally from the cam mechanism to the flywheel, causing the flywheel to be biased in the axial direction. The positioning may not be carried out smoothly.

An object of the present invention is to provide the wheel angular acceleration sensor that eliminates such drawbacks.

B0 Structure of the Invention (1) Means for Solving the Problems In order to achieve the above object, the present invention provides such a structure that one of the driving and driven cam plates constituting the cam mechanism can be tilted relative to the other. A clutch surface of the friction clutch is formed into a spherical surface whose center is on the axis of the output shaft.

(2) Operation When the cam mechanism is operated, if an uneven load acts between the driving and driven cam plates that make up the mechanism due to machining errors, one cam plate will slide on the spherical clutch surface of the friction clutch in the meridian direction. tilts to eliminate the unbalanced load. the result,
Since the cam mechanism exerts an appropriate thrust on the flywheel along its axis, the flywheel can be smoothly displaced in the axial direction.

(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 mask cylinder 5f operated by the brake lever 4, and the rear wheel brake 2r is operated by the output hydraulic pressure of the front mask 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 brake oil pressure of 1.31 is controlled by an anti-lock control device 7.

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 bearing 11.11'. A pair of front wheel brakes 3f, 3f disposed on both sides of the front wheel 2f each include a brake disc 12 fixed to the end surface of the hub 8,
The brake caliper 14 is supported by the front fork 9 via the bracket 13 while straddling the brake disc 12. When the brake caliper 14 is supplied with the output hydraulic pressure of the mask cylinder 5f to its input port 14a, When activated, it is possible 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 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 wheel 2f during braking, and a control hydraulic chamber 18 into which the discharge pressure of the hydraulic pump 116 is introduced, and the hydraulic conduit 15.
A modulator 17 installed in the middle of the control hydraulic pressure chamber 18 and an oil tank 19, a normally closed exhaust pressure valve 20 installed in a communication path between the control hydraulic chamber 18 and the oil tank 19, and an angular acceleration of the front wheel 2f above a certain value (this implementation In the case of the example, the exhaust pressure valve 20 detects the angular deceleration) and
The main components include an inertial wheel angular acceleration sensor 21 that opens the valve, and these are constructed in a casing 22.

The casing 22 is constructed by screwing together open ends of a cup-shaped inner case 22a and an outer case 22b. An extension part 22c extending radially outward is integrally formed on the end wall of the outer case 22b.
The casings 22 except for the casing 2C are arranged so as to fit into a recess 8a formed on the left end surface of the hub 8. The outer casing 22b is supported by the axle 10 passing through the center of the end wall thereof, and the front fork 9 is provided with a rotation preventing means to prevent the outer casing 22b from rotating around the axle 10.
connected to. Although the rotation preventing means is arbitrary, for example, a bolt 25 (see FIG. 2) for fixing the bracket 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 which is attached to the end thereof, an operating piston 29 which abuts the outer end of the pump piston 28, and a return spring 30 which urges the bushing rod 27 in a direction away from the eccentric cam 26a.

The bushing rod 27 and the pump piston 28 define a population chamber 31 and an outlet chamber 32 on their respective outer peripheries (and are slidably engaged with a first cylinder hole 33 formed in the extension portion 22C. A plug body 34 is fitted at the end so as to define a pump chamber 35 between it and the pump piston 28, and the operating piston 29 is slid onto this plug body 34 so as to define a hydraulic chamber 36. Ru.

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 be in constant communication with the output pump 5fa of the front mask 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 bearings 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 is meshed with a driven gear 5° connected to the input shaft No. 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 slide into a second cylinder hole 52 formed adjacent to the first cylinder hole 33 in the extension portion 22c. .

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 32 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 protrudingly from one end surface of the pressure reducing piston 46, and during this time the valve rod 62 holds the valve body 60 in the open state when the pressure reducing piston 46 is located at the retraction limit. Keep it.

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.
It is composed of a valve seat member 65 fitted into the valve seat member 65, and a valve body 67 that is slidably engaged with the valve seat member 65 to open and close a valve hole 66 of the valve seat member 65. The valve seat member 65 defines an inlet chamber 68 in the small diameter part of the stepped cylinder hole 64 and an outlet chamber 69 in the large diameter part,
Both chambers 68 and 69 communicate with each other through the valve hole 66. Further, the inlet chamber 68 is connected to the modulator 70 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 wheel angular acceleration sensor 21 receives the rotation of the flywheel 72 and the front wheel 2f via the speed increaser 45 and normally transmits the rotation to the flywheel 72, and detects an overrun of the flywheel 72 when the front wheel 2f is about to lock during braking. a cam mechanism 73 that converts 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 an output lever mechanism 74 capable of operating the casing 22, all of which are disposed within the casing 22.

The speed increaser 45 includes a cup-shaped manual member 75 disposed within the casing 22 with its open end facing the outer case 2b;
A ring gear 76 is fixed to the open end of the input member 75 by a rivet 110, and a first planetary gear is fixed to the inner end of the camshaft 26 and meshes with the ring gear 26.
Gear 78. and one or more second planetary gears that are supported via bearings 111 on a support shaft 77 protruding from the end wall of the outer case 22b and mesh with the ring gear 76.
gear 78□, and first and second planetary gears 78. ．．
78□, and an output shaft 42 which is connected to the sun gear 79 by a spline connection 112 and supported by a fixed cylindrical shaft 24 on the axle 10 via a needle bearing 41.

In the illustrated example, the cylindrical shaft 24 is divided into two parts in the axial direction for manufacturing reasons, but these parts can also be integrated.

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

A short cylindrical portion 75a that penetrates the end wall of the inner wall case 22a is integrally provided on the end wall of the input member 75, and the connecting flange 13 is fixed to the end surface of the cylindrical portion 75a by screws 114.

The connecting flange 113 connects to the vertical partition wall 8b at the center of the hub 8.
It is rotatably fitted into a boss 8c protruding from the center of the left side surface, and is held between the partition wall 8b and a connecting ring 116 via an elastic friction member 115 made of rubber, synthetic resin, or the like.

The connecting ring 116 has an L-shaped cross section so that it rotatably fits on the outer peripheral surface of the connecting flange 113 and faces the inner surface with a certain gap, and has a plurality of poles. -117 (only one is shown in the figure) to the central wall 8b, and an elastic friction member 115 is installed in the gap with a predetermined set load. In this way, the connecting flange 113, the connecting ring 116, and the elastic friction member 115 constitute a transmission torque limiting device 118.

The bolt 117 is inserted from the right side into a bolt hole 119 that passes through the partition wall 8b and the reinforcing rib 8d protruding from the right side thereof, that is, from the side opposite to the connecting ring 116, and is inserted into the screw hole 120 of the connecting ring 116. be screwed on.

To seal the inside of the casing 22, seal members 80 and 81 are interposed between the cylindrical portion 75a and the end wall of the inner casing 22a, and between the end wall of the manpower member 75 and the cylindrical shaft 24, respectively. .

The flywheel 72 is rotatably and slidably supported on the output shaft 42 via a bush 86 within the cup-shaped manpower member 75 .

As clearly shown in FIG. 5, the cam mechanism 73 includes a drive cam plate 82 arranged so as to surround the end of the output shaft 420 on the input member 75 side, and a flywheel arranged to face the drive cam plate 82. A driven cam plate 83 integrally formed on one side of 72 and a cam recess 8 on the opposing surfaces of both cam plates 82 and 83.
2a and 83a, and a thrust ball 84 that is engaged with the thrust balls 2a and 83a.

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 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 82 is on the driving side with respect to the driven cam plate 83, the thrust ball 84 is in both cam recesses 82a.

The drive cam plate 82 is engaged with the deepest part of the drive cam plate 82a.
simply transmits the rotational torque received from the output shaft 42 to the driven cam plate 83 and does not cause relative rotation of both cams +ff182.83, but the position is reversed and the driven cam plate 83 overruns the driving cam plate 82. When doing this, both cam plates 82
．． A relative rotation occurs at 83, and the thrust ball 84 rolls up the inclined bottom surfaces of both cam recesses 82a and 83a, applying thrust to both cam plates 82 and 83, thereby applying thrust to the driven cam plate 82 and thus the flywheel 72. , an axial displacement in a direction away from the drive cam plate 82 can be caused.

A driven clutch surface 87b is formed on the back surface of the driving cam plate 82, and a transmission plate 100 having a driving clutch surface 87a that engages with the driven clutch surface 87b is fixed to the output shaft 42, thus forming the friction clutch 87. be done. In particular, the driving and driven clutch surfaces 87a, 87b are
It is formed into a spherical surface having a center 101 on the axis of the output shaft 42 . In addition, an appropriate friction coefficient is given to both clutch surfaces 87a and 87b so that they mutually slip when subjected to rotational torque exceeding a certain value, and in order to set the friction coefficient,
It is effective to make one or both of the drive cam member 82 and the transmission plate 100 made of cast iron or sintered metal, or to form synthetic resin N102 on one of the clutch surfaces 87a and 87b as shown in the illustrated example.

The transmission plate 100 is connected to the cylindrical shaft 24 through a thrust washer 103 on its back surface so as not to cause axial displacement.
Upper flange 24. Supported by a.

And between the sun gear 79 and the flywheel 72,
A spring 104 that urges the flywheel 72 toward the transmission plate 100 is compressed.

The output lever mechanism 74 includes a support shaft 9 protruding from the inner end surface of the outer case 22b at an intermediate position between the axle 10 and the exhaust pressure valve 20.
0 and a lever 91 that is swingably supported in the axial direction of the axle 10 by a neck 90a at the tip of the support shaft 90, and between the neck 90a and the lever 91, there is a A certain play 92 is provided. The lever 91 is attached to the support shaft 9
It is composed of a long first arm 91a that extends from 0 to bypass the output shaft 42, and a short second arm 91a that extends from the support shaft 90 toward the exhaust pressure valve 20. 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.

This output lever mechanism 74 has T11! for confirming its normal operation. Authentication device 95 is connected. This confirmation device 95 includes a switch holder 96 that is fixed to the outer case 22b and projects into the coil portion of the spring 94, a reed switch 97 that is held by the switch holder 96 within the coil portion of the spring 94, and a reed switch 97 that is held by the switch holder 96 within the coil portion of the spring 94. a permanent magnet 98 attached to the first arm 91a corresponding to the
When the first arm 91a swings toward the outer case 22b by a predetermined angle, the permanent magnet 98 moves to the closed position of the reed switch 97. A display device 99 is connected to the reed switch 97.

Therefore, when the lever 91 swings toward the outer case 22b against the elastic force of the spring 94, the permanent magnet 9
8 closes the reed switch 97 and activates the display device 99, so that the normal operation of the lever 91 can be known.

Next, the operation of this embodiment will be explained.

While the vehicle is running, the front wheel 2f rotates from the hub 8 to the connecting ring 1.
16, the elastic friction member 115 and the connecting flange 113 to the input member 75, and the ring gear 76, the first
．． 2nd planetary gear 78+, 7L and sun gear 79
The speed is increased and transmitted to the output shaft 42 via the friction clutch 87 and the cam mechanism 73 to the flywheel 72.
The flywheel 72 rotates at a higher speed than the front wheel 2r. Therefore, the flywheel 72 can have a large rotational inertia.

At the same time, the force l, shaft 26 and speedometer 51 are also transferred to the first planetary gear 78. It is driven by the rotation of.

During these drives, if an overload is applied to the wheel angular acceleration sensor 21 for some reason, slippage will occur between the connecting ring 116, the elastic friction member 115, and the connecting flange 113, and the input from the hub 8 will be The torque transmitted to the member 75 is suppressed to a certain value or less, and as a result, the effect of overload on the sensor 21 is avoided.

Now, when the front mask cylinder 5r is operated to brake the front wheel 2f, the output oil pressure is
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 and 3r, 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 5f 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 of a on the bushing rod 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 via the inlet chamber 1, and the pump piston 28 moves toward the operating piston. In the discharge stroke of moving to the 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. . Then, when the pressure in the outlet chamber 32 and the control hydraulic chamber 18 rises to a predetermined value, the pump piston 28 is held in the abutting position with the stopper 34 by the pressure in the outlet chamber 32.

By the way, the control hydraulic chamber 18 of the modulator 17 is initially disconnected from the oil tank 19 by closing the exhaust pressure valve 20, so that the hydraulic pressure supplied from the hydraulic pump 16 to the chamber 18 is directly applied to the pressure reducing piston 46. The valve opening rod 62 maintains the valve body 60 in an open state, allowing passage of the output hydraulic pressure from 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 wheels 2 due to this braking, the flywheel 72 detects this and attempts to overrun the output shaft 42 due to its inertial 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 displacement of the thrust pole 84 gives an axial displacement to the flywheel 72, causing the press plate 89 to move the lever. Trying to push 91.

At this time, if the driving and driven cam plates 82.
When an unbalanced load acts between 873 and 83, the adjusting cam plate 82 tilts while sliding the spherical clutch surface 872.87b in the meridian direction, and immediately eliminates the unbalanced load. The plate 83 therefore gives the flywheel 72 an appropriate thrust along its axis, allowing the flywheel 72 to be smoothly displaced in the axial direction.

Further, after the flywheel 72 is displaced in the axial direction, if the rotational torque due to the inertia of the flywheel 72 exceeds the prescribed transmission torque of the friction clutch 87, the clutch surfaces 87a, 87b
Since slippage occurs between the two and the flywheel 72 rotates in an overrun manner with respect to the output shaft 42, overload on the cam mechanism 73 can be cut off.

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 lever ratio when the lever 91 is swung by the suppressing plate 89 changes in two stages, so even if the repulsive force of the spring 94 is constant, the lever 91 is initially moved by the relatively small force of the pressing plate 89. It oscillates due to the pressing force, and after the fulcrum of the oscillation moves, it does not oscillate unless the pressing force increases to a predetermined value. Therefore, during braking, when the angular deceleration occurring at the front wheel 2f is relatively small, the lever 91 is moved to the pressing plate 89.
Since the permanent magnet 98 is swung by the pressing force and brought close to the closed position of the reed switch 37, the display device 99 is activated as described above to inform the operator that the sensor 21 is operating normally. It can be recognized.

If the front wheels 2r are about to lock up due to excessive braking force or a sudden drop in the friction coefficient of the road surface, the front wheels 2r will
Due to the rapid increase in the angular deceleration of r, 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, communication between the person and the output hydraulic chambers 54 and 55 is cut off, and the volume of the output hydraulic chamber 55 is increased.

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, so the lever 91 swings back to its original position due to the repulsive force of the spring 940, and closes the exhaust pressure valve 20. Set to valve state. Exhaust pressure valve 20
When the valve 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 4
6 retreats to the output hydraulic chamber 55 side to increase the pressure of the chamber 55,
Restores braking power. By repeating such operations at high speed, the front wheels 2f are efficiently braked.

In the above embodiment, the arrangement of the friction clutch 87 and the cam mechanism 73 may be reversed, that is, the friction clutch 87 and the cam mechanism 7 may be arranged in order from the flywheel 72 side.
3 can also be arranged to make the driven cam plate tiltable.

C1 Effects of the Invention As described above, according to the present invention, one of the driving and driven cam plates constituting the cam mechanism can be tilted relative to the other.
The clutch surface of the friction clutch is formed into a spherical surface whose center is on the axis of the output shaft, so when the cam mechanism is activated, the uneven load that is generated on the mechanism due to machining errors is eliminated by tilting one of the cam plates, and the fly The wheel can be smoothly displaced in the axial direction, and therefore a control signal for braking force can be generated accurately.

[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, and FIG.
The figure is a vertical side view of the main part of the anti-lock control device, Figures 3 and 4 are cross-sectional views taken along lines III-III and IV-rV in Figure 2, and Figure 5 is an enlarged view taken along line V-V in Figure 4. FIG. 2f... Front wheel as a wheel, 21... Wheel angular acceleration sensor, 42... Output shaft, 72... Flywheel, 73... Cam mechanism, 82... Drive cam plate, 87...
...Driven cam plate, 84...Thrust ball, 87...
・Friction clutch, 87a... Drive cam surface, 87b...
・Driven cam surface, 101... Drive, center of driven cam surface, 1
00...Transmission plate Figure 1

Claims (1)

[Claims] The flywheel is rotatably and slidably supported on an output shaft that rotates in conjunction with the wheels braked by the wheel brake, and there is usually a connection between the output shaft and the flywheel that transmits the drive torque of the output shaft to the flywheel. A friction clutch that transmits transmission and allows the flywheel to overrun when the wheels are about to lock during braking, and a cam mechanism that responds to the overrun rotation of the flywheel and applies axial displacement to it are installed in series. In the wheel angular acceleration sensor of a vehicle anti-lock control device that outputs the axial displacement of the flywheel as a control signal for the braking force of the wheel brake, one of the driving and driven cam plates constituting the cam mechanism is connected to the other. A wheel angular acceleration sensor for a vehicle anti-lock control device, characterized in that a clutch surface of the friction clutch is formed into a spherical surface having a center on the axis of the output shaft so as to be tiltable relative to the output shaft.