JPS6243350A - Brake device for vehicle - Google Patents

Abstract

PURPOSE:To simplify the supporting structure of casing by bearing the casing for containing an anti-lock controller onto the tubular shaft to be fitted over the axle thereby serving the highly strong axle as a member for supporting the casing through the tubular shaft. CONSTITUTION:Anti-lock controller 7 is comprising a hydraulic pump 16, a modulator 17 to be placed in the way of hydraulic conduit 15 while having a control hydraulic chamber to be fed with delivery pressure of pump 16, a normally closed pressure discharge valve 10 to be placed in the communication path between control hydraulic chamber 18 and an oil tank 19 and an inertia sensor 21 for detecting the angular deceleration of front wheel 25 higher than predetermined level to open the pressure discharge valve 20 contained in a casing 22. The casing 22 is constructed by coupling the inside casing 22a and the outside casing 22b through thread. The casing 22b is born in the central portion of the end wall onto the left end section of tubular shaft 24 to be fitted over the axle 10 and coupled through anti-rotation means to the front fork 9.

Description

Detailed Description of the Invention A1 Object of the Invention (1) Industrial Application Field The present invention relates to a braking device for a vehicle such as a motorcycle or an automobile, and particularly to a transmission device connected to a wheel; a sensor that has a flywheel and generates an output signal by sensing that the wheel is about to lock when the wheel is braked by the overrun rotation of the flywheel; a hydraulic pump driven by a transmission; It has a control hydraulic chamber that communicates with the outlet chamber of this hydraulic pump, and is interposed in the brake oil passage between the master cylinder and the wheel brakes, and reduces the braking hydraulic pressure of the wheel brakes in accordance with the decrease or increase in pressure in the control hydraulic chamber. - a recovery modulator; a normally closed exhaust pressure valve that is installed in the communication path between the control hydraulic chamber and the oil tank and opens when it receives an output signal from the sensor;
The present invention relates to an improvement in a braking device equipped with an anti-lock control device comprising:

(2) Prior Art Such a braking device is already known as described in Japanese Patent Application Laid-Open No. 56-120440, in which the casing housing the anti-lock control device, excluding the transmission device, is The sensor is attached to the axle support system at a radial distance from the axle that supports the wheel, and the sensor of the anti-lock control device and the hub of the wheel are connected via a belt-type transmission device.

(3) Problems to be Solved by the Invention According to the conventional technology, a special support structure is required to firmly support the casing on the axle support system, which increases the size of the braking device. It has the disadvantage of being heavy, and also has the disadvantage of poor assembly efficiency because the transmission must be assembled after the casing is attached to the axle support system.

SUMMARY OF THE INVENTION An object of the present invention is to provide a braking device that eliminates the above-mentioned drawbacks.

B8 Structure of the Invention (1) Means for Solving the Problems In order to achieve the above object, the present invention provides a structure in which the anti-lock control device is housed in one end of a sleeve fitted to an axle that supports a wheel. The input member of the transmission device, which passes through the other side wall of the casing, is rotatably supported at the other end of the casing, and the axle shaft of the sleeve is supported between the input member and the wheel. It is characterized by the provision of a joint that becomes connected when it is fitted into the device.

(2) Function Since the casing that houses the anti-lock control device is supported by the sleeve that is fitted onto the axle, the strong axle ends up serving as a support member that supports the casing via the sleeve. , it is possible to simplify the support structure of the casing.

In addition to the above configuration, the casing also accommodates all the components of the anti-lock control i11 device and between the input member of the transmission and the wheels passing through the side wall of the casing.
Since a joint is provided that becomes connected at the same time as the sleeve is fitted onto the axle, it becomes possible to assemble the anti-lock control device including the transmission device as one assembly separately from the wheel.

Moreover, if the anti-lock control device is mounted on the axle, the transmission device and the wheels can be connected to each other immediately.

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

First, starting with the first embodiment of the present invention shown in FIGS. 1 to 6, in FIG.
A pair of left and right front wheel brakes 3f, 3f for braking f.
and one rear wheel brake 3r for braking the rear wheel 2r.
Both front axle brakes 3f, 3f are 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 rear master cylinder 5r operated by the brake pedal 6. The brakes are operated by hydraulic pressure, and in particular, the brake hydraulic pressure of the front wheel brakes 3 (, 3f) is controlled by an anti-lock control device 7.

In FIGS. 2 and 3, a hub 8 of a front wheel 2f is rotatably supported on an axle 10 via a pair of bearings 11, 11', and the axle 10 is connected to the lower ends of a pair of left and right front forks 9, 9. holder 121 and bolt/nut 1
22, both ends are removably fixed. A pair of front wheel brakes 3f, 3f disposed on both sides of the front wheel 2f each have 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 input port 14a is supplied with the output hydraulic pressure of the front master 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 serving as a brake oil path connecting the output boat 5fa of the front master cylinder 5r and the input port 14a of each brake caliper 14.

As shown in FIGS. 2 and 6, the anti-lock control device 7 includes a hydraulic pump 16 that operates during braking, a control hydraulic chamber 18 into which the discharge pressure of the hydraulic pump 16 is introduced, and the hydraulic conduit. Modulator 17 inserted in the middle of 15
and a normally closed exhaust pressure valve 20 interposed in a communication passage between the control hydraulic chamber 18 and the oil tank 19, and the exhaust pressure valve 20 is opened by detecting an angular deceleration of the front wheel 2f of a certain value or more. The main components are an inertial type sensor 21, 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 casing 22 except for the casing 2c is 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 at the center of the end wall by the left end of the sleeve 24 fitted around the outer periphery of the axle 10, and the front fork is provided with a rotation prevention means to prevent it from rotating around the axle 10. 9. Although the rotation preventing means is arbitrary, for example, a port 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 that abuts the end thereof, an actuation piston 29 that abuts 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 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 15a of the hydraulic conduit 15 so as to constantly communicate with the output boat 5fa of the front master cylinder 5f.

As shown in FIG. 6, the camshaft 26 is connected to the outer case 22b.
The front wheel 2f is supported via bearings 40, 40' on the end wall of the
It's becoming more driven.

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 regulates 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 manual boat 14a of the front wheel brakes 3r, 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 communicates with the input hydraulic chamber 54 at all times, and a valve hole 59 that communicates the valve chamber 58 with the output hydraulic chamber 55. A 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.
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 17 via an oil passage 70.
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 disposed inside the casing 22 with its open end facing the outer case 22b, a ring gear 76 formed at the open end of the input member 75, and the camshaft. a first planetary gear 78 . fixed to an inner end of ring gear 26 and meshing with ring gear 26 ; , one or more second planetary gears 78□ 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 second planetary gear 78. ．． 78□, and an output shaft 42 which is connected to the sun gear 79 by a spline connection 112 and is rotatably supported on the sleeve 24.

Note that the second planetary gear 78t is connected to the first planetary gear 78t.
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. If the support rigidity of 79 is sufficiently high, this can be omitted.

A boss 75a projecting outward is integrally formed at the center of the end wall of the manpower member 75, and this boss 75a is rotatably supported by the sleeve 24 via a bearing 123 and a seal member 124. .

A boss 125a of the joint plate 125 is provided on the outer periphery of the boss 75a.
is screwed on. The joint plate 125 has a flange 125b bent and extending radially outward from the outer end of the boss 125a.
This flange 125b has a plurality of engagement holes 126 arranged on the circumference. On the other hand, flange 12
A plurality of synthetic resin joint pins 127 are provided on the end surface of the hub 8 of the front wheel 2f facing the front wheel 5b, corresponding to the engagement holes 126.
is implanted, and when the sleeve sleeve 24 is fitted onto the axle 10, the coupling pin 127 and the engagement hole 126 of the coupling plate 125 are fitted to connect the hub 8 to the input member 75. Thus, the joint plate 125 and the joint pin 127 constitute a joint 128.

The above-mentioned joint pin 127 is formed into a tapered shape so as to smoothly fit into the engagement hole 126, and also has a shearing function that shears when subjected to rotational torque exceeding a specified value.

The boss 125a of the joint Fi125 is connected to the casing 22
The sealing member 129 for sealing the casing 22 is interposed therebetween. Providing the seal member 129 at this location is effective in minimizing the sliding speed of the lip portion of the seal member 129 and improving its life.

The output shaft 42 is composed of an outer shaft 42a that is integrally connected to the sun gear 79, and an inner shaft 42b that is screwed onto the outer periphery of the outer shaft 42 and extends in the opposite direction to the sun gear 79.
The outer shaft 42a is connected to the sleeve 2 through the needle bearing 42.
The inner shaft 42b is rotatably supported by the inner shaft 42b, and the inner shaft 42b has a ball bearing 1 mounted on the adjusting threaded cylinder 130 screwed onto the outer periphery of the sleeve sleeve 24.
It is rotatably supported via 31.

By screwing the adjusting screw cylinder 130 forward or backward relative to the sleeve sleeve 24, the axial position of the output shaft 42 relative to the sleeve sleeve 24 can be adjusted via the ball bearing 131.

A lock ring 132 is provided between the adjusting screw tube 130 and the sleeve 24 to lock the adjusting screw tube 130 after adjustment.

That is, the lock ring 132 is slidably spline-coupled 133 to the outer periphery of the barrel sleeve 24, and the lock groove 1 provided on the end flange 130a of the adjustable screw barrel 130 is formed on the outer periphery.
34, and when the anti-lock control device 7 is assembled, the ball bearing 131 restricts the lock claw 135 to a locked position in which the anti-lock control device 7 is engaged with the lock groove 134.

The inner shaft 42b of the output shaft 42 rotatably supports the flywheel 72, and the inner shaft 42b is connected to the flywheel 72 via an alignment device 136, a clutch plate 87, and a cam mechanism 73.

The alignment device 136 includes a thrust bearing 137 formed at the tip of the inner shaft 42b, and an alignment body 138 that contacts the thrust bearing 137 with a spherical surface 139 centered on the axis of the axle 10. The thrust bearing 137 and the centering body 138 are provided with transmission winds 140 and 141 that engage to transmit rotational torque to each other.

The cam mechanism 73 includes a drive cam plate 82 that contacts the centering body 138 via a clutch plate 87, and a driven cam plate 8 that is integrally formed with the flywheel 72 and faces the drive cam plate 82.
3 and a plurality of thrust balls 84 (only one is shown in the figure) that engage with cam recesses 82a and 83a of both cam plates 82 and 83, and 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 simply transfers the rotational torque of the driving cam plate 82 to the driven cam plate 83. However, if the positions are reversed and the driven cam 83 overruns the driving cam plate 82, a relative rotation will occur in both cam plates 82, 83. , the thrust ball 84 moves up the sloped bottom surfaces of both cam recesses 82a and 83a and applies thrust to both cam plates 82 and 83, thereby causing the driven cam plate 82 to move its axis in the direction away from the driving cam plate 82. It is designed to cause directional displacement.

Thus, the clutch plate 87 and the drive plate 82 are aligned with the centering body 13.
The alignment action of 8 allows you to always maintain an appropriate posture.

A pressing plate 89 is superimposed on the end surface of the flywheel 72 opposite to the cam mechanism 73, and this pressing plate 89 is biased toward the thrust bearing portion 137 by a set spring 142, thereby pushing both cam plates 82. Proximity force is applied to drive cam plate 82, clutch plate 87 . Aligning body 13
An engaging force is applied between each of the thrust bearings 8 and 137.

The output lever mechanism 74 has a support shaft 9 protruding from the inner end surface of the outer case 22b at an intermediate position between the axle IO and the exhaust pressure valve 20.
0, and a rail lever 91 supported swingably in the axial direction of the axle 10 at the neck 90a at the tip of the support shaft 90.

The lever 91 is composed of a long first arm 91a that extends from the support shaft 90 bypassing the output shaft 42, and a short second arm 91a that extends from the support shaft 90 toward the exhaust pressure valve 20. An abutting portion 93 that normally faces the outer surface of the pressing plate 89 is formed in a raised chevron shape at an intermediate portion of the pressing plate 89 .

A return spring 94 of the lever 91 is compressed between the distal end of the first arm 91 and the outer case 22b, and the spring force causes the distal end of the second arm 91b to move the valve body 66 so as to close the exhaust pressure valve 20.
Press the outer edge of 7.

Normally, in order to ensure the closing of this exhaust pressure valve 20, a prescribed small gap 143 is provided between the contact part 93 of the lever 91 and the pressing plate 89, and this small gap 143 is The output shaft 42 is properly adjusted by adjusting the axial position of the output shaft 42 using the adjusting screw cylinder 130 as described above.

Next, to explain the operation of this embodiment, when assembling the anti-lock control device 7 to the front wheel 2f, first the hydraulic pump 16, the module L-17, the exhaust pressure valve 20, and the output lever mechanism 74 are assembled. One end of the sleeve 24 is fitted into the outer case 22b, and the planetary gears 781° 78□ and output shaft 42 of the speed increaser 45, flywheel 72, cam mechanism 73, alignment device 136, etc. are assembled on the sleeve 24. After attaching, the input member 75 of the speed increasing device 45 is attached to the other end of the tube sleeve 24.
Insert the inner case 22a into the outer case 22.
After hinged to b, the joint plate 125 of the joint 128 is screwed onto the manual member 75. In this way, the anti-lock control device 7 is assembled as one assembly separately from the front wheel 2f.

Next, the sleeve 24 of the anti-lock control device 7 is fitted onto the axle 10 that supports the hub 8 of the front wheel 2f.
When the device 7 is accommodated in the recess 8a, the engagement hole 126 of the coupling plate 125 and the coupling pin 127 of the hub 8 are immediately engaged.

After that, connect both ends of the axle 100 to a pair of front forks 9.
, 9 by a holder 121 and bolts and nuts.

In this way, the assembly of the anti-lock control device 7 and the assembly of the device 7 to the front wheel 2f are easily performed, and the axle 10
The hub 8 firmly supports the casing 22, and the hub 8 accommodates the main parts of the munch lock control device 7 in a compact manner.

While the vehicle is running, the front wheel 2f rotates from the hub 8 to the joint 12.
8 to the input member 75, and further to the ring gear 76.
, 1st. Second planetary gear 78, . 78. The speed is increased by the sun gear 79 and transmitted to the output shaft 42, and is then transmitted to the flywheel 72 via the alignment bag 2136, the clutch plate 87 and the cam mechanism 73 to drive it, so the flywheel 72 is faster than the front wheel 2f. also rotates at high speed.

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 781.

During these drives, if an overload is applied to the input member 75 for some reason, the joint pin 127 of the joint 128 is sheared and the transmission from the hub 8 to the input member 75 is cut off.
Overloading the speed increasing device 45 and the sensor 21 can be prevented.

Now, when the front master cylinder 5f is operated to brake the front wheels 2r, the output oil pressure is
Hydraulic chamber 36 of 5a1 hydraulic pump 16, modulator 17
Input hydraulic chamber 54, valve chamber 58, valve hole 59, output hydraulic chamber 5
5 and the downstream pipe 15b of the hydraulic conduit 15 in order to transmit the information to the front wheel brakes 3f, 3f, and actuate these to brake the front wheels 2'.
braking force can be added to the

On the other hand, in the hydraulic pump 16, since the output hydraulic pressure of the front master 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. Then, 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 31.
During the discharge stroke in which the pump piston 28 moves toward the working piston 29, the one-way seal member 39 operates to open the valve.
The oil in the pump chamber 35 is pumped to the outlet chamber 32 and further to the control hydraulic chamber 18 of the modulator 17 via the oil passage 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 keeps the valve body 60 open and allows the output hydraulic pressure of the front master cylinder 5f to pass therethrough.

Therefore, in a normal braking state, the front wheel brake 3f,
The braking force applied to the cylinder 3f is proportional to the output oil pressure of the front master cylinder 5r.

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 cams Fj, 82, 133, and the thrust generated by the transfer of the thrust ball 84 gives an axial displacement to the flywheel 72, and the press plate 89
However, 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 the angular deceleration of the front wheels 2r causes the pressing force of the pressing plate 89 to fall below a predetermined value, and the lever 91 The second arm 91b of the lever 91 swings away from the valve body 67, and as a result, the υ pressure valve 20 is in the open state. becomes.

After the axial displacement of the flywheel 72, the flywheel 7
If the rotational torque due to the inertia of
Since the flywheel 72 continues overrun rotation with respect to the output shaft 42, the cam mechanism 73
It is possible to cut off overload on the equipment, etc.

When the exhaust pressure valve 20 opens, the oil pressure in the control oil chamber I8 is transferred to the oil passage 70. Entrance chamber 68. Valve hole 66, outlet chamber 69, oil passage 71.
Oil tank 1 via inlet chamber 31 of hydraulic pump 16 and conduit 37
9, the pressure reducing piston 46 moves toward the control hydraulic chamber I8 side 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 3r, 3f decreases, the braking force of the front wheel 2f decreases, and the locking phenomenon of the front wheel 2f is avoided. Then, as the rotation of the front wheel 2f accelerates, the pressing force of the pressing plate 89 on the lever 9■ is released, so the lever 91 swings back to its original position due to the repulsive force of the return spring 94, and the exhaust valve opens. 20 to the closed state. 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 18, and the pressure reducing piston 46 retreats to the output hydraulic chamber 55 side to increase the pressure in the chamber 55 and increase the braking force. Recover. By repeating such operations at high speed, the front wheels 2f are efficiently braked.

FIG. 7 shows a second embodiment of the present invention, in which the output shaft 42
The structure is substantially the same as that of the previous embodiment, except that the outer shaft 42a and the inner shaft 42b constituting the outer shaft 42a and the inner shaft 42b are spline-fitted, and an elastic retaining ring 146 is attached to the inner end of the outer shaft 42a to prevent them from coming off. In the figure, parts corresponding to those in the previous embodiment are given the same reference numerals.

FIG. 8 shows a third embodiment of the present invention, in which the output shaft 42 is composed of a single component, and the alignment device 1 of the first embodiment
36 is omitted and the clutch plate 87 is attached to the thrust bearing part 137.
The drive cam plate 82 is rotatably supported on the output shaft 42, and the boss 82b of the drive cam plate 82 is directly pressed against the drive cam plate 82.
The configuration is substantially the same as that of the first embodiment, except that the flywheel 72 is rotatably supported at the base, thereby simplifying the device. A code is attached.

C4 Effects of the Invention As described above, according to the present invention, one side wall of the casing that accommodates the anti-lock control device is supported at one end of the sleeve that is fitted onto the axle that supports the wheel, and the other end of the sleeve is attached to the sleeve. An input member of the transmission device that passes through the other side wall of the casing is rotatably supported in the part, and between the input member and the wheel,
Since a joint is provided that becomes connected when the tube sleeve is fitted onto the axle, the axle can be effectively used to support the casing, contributing to the simplification of the casing support structure, which in turn contributes to the lighter weight and smaller size of the device. In addition, all the components of the anti-lock control device, including the transmission, can be housed in a casing and configured as one independent assembly, which improves the ease of assembly of the anti-lock control device as well as ease of disassembly and maintenance. Furthermore, a state of connection between the transmission device and the wheels can be obtained at the same time as the anti-lock control device is mounted on the axle, and overall assemblability is further improved.

[Brief explanation of the drawing]

1 to 6 show a first embodiment of the present invention, in which FIG. 1 is a schematic plan view of a motorcycle equipped with a braking device equipped with an anti-lock control device, and FIG. 2 is a schematic plan view of a motorcycle equipped with a braking device equipped with an anti-lock control device. A longitudinal cross-sectional side view of the main part of the braking device, Figure 3 is taken along m-m of Figure 2.
4 is an enlarged vertical sectional view of the anti-lock control device in FIG. 3, FIG. 5 is a sectional view taken along line V-V in FIG. 4, and FIG. 6 is a cross-sectional view taken along line vr-vi in FIG. 2. FIG. 7 and FIG. 8 show second and third embodiments of the present invention, and both are longitudinal sectional views of a part of the anti-lock control device. 2f...Front wheel as a wheel, 3f...Front wheel brake as a wheel brake, 5f...Master cylinder, 7
...Anti-lock control device, 8...Hub, 8a...
・Concavity, 9...Front fork, 10...Axle,
15... Hydraulic conduit as a braking oil path, 16... Hydraulic pump, 17... Modulator, 19... Oil tank, 2
0... Exhaust pressure valve, 21... Sensor, 22... Casing, 26... Camshaft, 42... Output shaft, 45...
- Speed-up gear device as a transmission device, 72... flywheel, 73... cam mechanism, 74... output lever mechanism, 75... input member, 76... ring gear, 78
．． ...Planetary gear, 79...Sun gear Fig. 1

Claims (1)

[Claims] A transmission device connected to the wheels; and a flywheel driven by the transmission device, and when the wheels are braked by the wheel brake, it is sensed by the overrun rotation of the flywheel that the wheels are about to lock, and an output signal is generated. A hydraulic pump driven by a transmission device; A control hydraulic chamber communicating with the outlet chamber of the hydraulic pump, and interposed in a brake oil passage between the master cylinder and the wheel brake, and controlling the pressure of the control hydraulic chamber a normally-closed modulator that decreases and restores the braking hydraulic pressure of the wheel brakes in accordance with decreases and increases in the hydraulic pressure; In a braking device for a vehicle equipped with an anti-lock control device consisting of an exhaust pressure valve; Further, the input member of the transmission device, which passes through the other side wall of the casing, is rotatably supported at the other end of the sleeve, and the input member and the wheel are in a connected state when the sleeve is fitted onto the axle. A braking device for a vehicle, characterized by being provided with a joint.