JPS6246749A - Brake device of vehicle - Google Patents

Abstract

PURPOSE:To make a supporting structure simple, small-sized and light-weight by making one side of a wheel hub extend sideways to form a supporting boss and supporting an antilock brake relative to the boss and a wheel shaft. CONSTITUTION:On one side of a front wheel hub 8 of a motorcycle is arranged a front wheel brake 3f and on the other side an antilock control device A. The antilock control device A consists of a speed stepup device 45 interlocked with the front wheel, a modulator 17 receiving the outlet pressure of a hydraulic pump driven by the device 45, a pressure discharge valve 20 of normally closed type, an inertia type sensor 21 for making the pressure discharge valve 20 open when the angular velocity of the front wheel running beyond a specified value is sensed, and others. In this case, one side of the hub 8 is formed into a supporting boss 8a cylindrically coaxial with a wheel shaft 10 and supporting the speed stepup device 45, the sensor 21, etc. A casing 22 incorporating the hydraulic pump, the modulator 17 and the pressure discharge valve 20 is, adjacent to the supporting boss 8a, supported on the wheel shaft 10.

Description

Detailed Description of the Invention A9 Object of the Invention (11 Industrial Field of Application) 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 wheel and generates an output signal by sensing that the wheel is about to lock due to overrun rotation of the flywheel when the wheel is braked by a wheel brake; a hydraulic pump driven by a transmission device; It has a control hydraulic chamber that communicates with the outlet chamber of the 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, for example, Japanese Patent Application Laid-open No. 120440/1982. They are located outwardly of the wheel, spaced apart in the direction, and are attached to the axle support system.

(3) Problems to be Solved by the Invention According to the conventional technology, it is necessary to secure a large installation space for the anti-lock control device on the outside of the wheel, and the anti-lock control device must be supported by the axle. the need for special support structures to provide solid support to the system;
This has the disadvantage that the area around the wheels becomes larger and the weight increases.

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

B8 Structure of the Invention fll Means for Solving the Problems In order to achieve the above object, the present invention forms one end of a wheel hub into a cylindrical support boss concentric with the axle that supports the hub. The transmission device and the sensor are supported on the support boss, and a casing incorporating the hydraulic pump, the modulator, and the exhaust pressure valve is supported on the axle adjacent to the support boss.

(2) Effect According to the above configuration, the strong wheel hub and axle also serve as support members for the anti-lock control device. The anti-lock control device can then be placed concentrically with the hub of the wheel.

Moreover, since the hub of the wheel has a support boss, it is supported on the axle with a wide support interval without being interfered with by the anti-lock control device.

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

First, in FIG. 1, the motorcycle 1 includes a front wheel brake 3f for braking the front wheel 2f, a rear wheel brake 3r for braking the rear wheel 2r, and both front wheel brakes 3f.
is the front master cylinder 5 operated by the brake lever 4.
The rear wheel brake 2r is operated by the output oil pressure of the rear master cylinder 5r operated by the brake pedal 6, but especially the front wheel brake 2r is operated by the output oil pressure of the rear master cylinder 5r which is operated by the brake pedal 6.
The braking oil pressure is controlled by an anti-lock control device A.

In FIGS. 2 and 3, the hub 8 of the front wheel 2f is supported via a pair of left and right bearings 11.11' on an axle 10 whose both ends are fixed to the lower ends of a pair of left and right front forks 9.9. .

A front wheel brake 3f is provided on one example of the hub 8, and an anti-lock control device A is provided on the other side.

Such an arrangement is effective in balancing the left and right weights on the axle 10.

The front wheel brake 3f includes a brake disc 12 fixed to one end surface 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. is activated when the output hydraulic pressure of the master cylinder 5f is supplied to its input port 14a, and can compress the brake disc 12 and apply braking force to the front wheel 2f.

An anti-lock control device A is interposed in a hydraulic conduit 15 serving as a brake oil path connecting the output boat 5fa of the front master cylinder 5f and the input boat 14a of each brake caliper 14.

The end of the hub 8 opposite to the front wheel brake 3f is connected to the axle 10.
A cylindrical support boss 8a is formed concentrically with the front wheel 2f, and an annular recess R is formed between the support boss 8a and the rim 7 of the front wheel 2f. In this recess R, the anti-lock control device A is provided on the support boss 8a and the axle 10.

The anti-lock control '4'n device A introduces a speed increasing device 45 as a transmission device linked to the front wheels 2f, a hydraulic pump 16 driven by this speed increasing device 45, and a discharge pressure of this hydraulic pump 16. a modulator 17 which has a control hydraulic chamber 18 and is interposed in the middle of the hydraulic conduit 15; a normally closed exhaust pressure valve 20 which is disposed in a communication passage between the control hydraulic chamber 18 and the oil tank 19; , an inertial sensor 2 that detects angular deceleration of the front wheel 2f of a certain value or more and opens the exhaust pressure valve 20.
1 as the main components, and these are constructed in a casing 22.

The casing 22 is constructed by screwing together the open ends of a cup-shaped inner case 22a and an outer case 22b, and an extension part 22c extending radially outward is integrally formed on the end wall of the outer case 22b. has been done. The outer case 22b is supported by the axle 10 passing through the center of the end wall thereof, and is connected to the adjacent front fork 9 by bolts 25 so as not to rotate around the axle 10.

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 pump 5fa of the front master cylinder 5f.

As shown in FIG. 4, the camshaft 26 is connected to the outer case 22b.
is supported by bearings 40, 40' on the end walls of the.

This camshaft 26 has a meter drive gear 49 at its outer end.
is fixed, and this gear 4 is meshed with a driven gear 50 connected to an input shaft of a speedometer 51 of the motorcycle.

The modulator 17 includes a decompression piston 46, a fixed piston 47 that receives 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 4-6 is
The control hydraulic pressure chamber 18 is defined between the inner end wall of the second cylinder hole 52 and the output hydraulic pressure chamber 5 is defined between the fixed piston 47 and the inner end wall of the second cylinder hole 52.
5, and the fixed piston 47 defines an input hydraulic chamber 54 on its outer periphery.

The input hydraulic 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 located downstream of the hydraulic conduit 15 so as to constantly communicate with the input boat 14a of the front wheel brake 3f. The control hydraulic chamber 18 is connected to the pipe 15b, and the control hydraulic chamber 18 communicates with the outlet chamber 57 of the hydraulic pump 16 via an oil passage 57.

The fixed piston 47 includes a valve chamber 58 that constantly communicates with the input hydraulic chamber 54 and a valve hole 59 that communicates the valve chamber 58 with the output hydraulic chamber 55ε. 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.

The speed increasing device 45 includes a cylinder shaft 2 fitted into the support boss 8a.
4, a cup-shaped input member 75 that is press-fitted to the cylindrical shaft 24 to a boss 75a on the end wall and has an open end facing the outer case 22b, and a ring gear 76 formed at the open end of the input member 75. , a first planetary gear 78 . fixed to the inner end of the camshaft 26 and meshing with the ring gear 26 .
, one or more second planetary gears 78□ rotatably supported on the inner wall of the outer case 22b and meshing with the ring gear 76, and first and second planetary gears 7
8. ．． A sun gear 79 that meshes with 78□ at the same time and a spline connection 112 to this sun gear 79 are connected to the cylindrical shaft 2.
The boss 75a of the input member 75 passes through the end wall of the inner case 22a and is connected to the hub 8 via a dog joint J. Ru.

A sealing member 81 is interposed between the boss 75a and the inner case 22a to seal the interior of the casing 22.

In order to prevent the output shaft 42 from being pulled out, a stop ring 95 is secured to the outer periphery of the outer end of the cylindrical shaft 24.

The cam mechanism 73 is 1. A drive cam plate 82 is fixed to the end of the output shaft 42 on the input member 75 side, a driven cam plate 83 is disposed on the output shaft 42 to face the drive cam plate 82 so as to be able to rotate relative to the drive cam plate 82, and both cams It is composed of a thrust ball 84 that is engaged with cam recesses 82a and 83a on opposing surfaces of +ff182.83.

Therefore, in the normal case where the driving cam plate 8 takes a position on the driving side with respect to the driven cam plate 83, the thrust ball 84 is engaged with the deepest part of both the cam recesses 82a, 82a,
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, but the position is reversed and the driven cam plate 83
When the ball overruns the drive cam plate 82, relative rotation occurs in both cam plates 82 and 83, and the thrust ball 84
rolls 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 cam plate 82 to undergo axial displacement in the direction away from the driving cam plate 82. It's designed to wake you up. At this time, the drive cam plate 82 is supported by the flange 24a on the cylindrical shaft 24 via a thrust bearing 113 so as not to be displaced in the axial direction.

The flywheel is rotatably and slidably supported on the output shaft 42 via a bush 86, and is engaged with one side of the driven cam plate 83 via a friction clutch plate 87. A pressing plate 89 is attached to the other side of the flywheel 72 via a thrust ring 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 lever 91 is movably supported. This 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. A contact portion 93 that abuts the outer surface of the pressing plate 89 is formed in a raised mountain shape at the middle portion of the press plate 91a.

A spring 94 is compressed between the tip of the first arm 91 and the outer case 22b, and the tip of the second arm 91b abuts the outer end of the valve body 67 of the exhaust pressure valve 20.

The elastic force of the spring 94 acts on the lever 91, and the first arm 91
The contact portion 93 of a is pressed against the pressing plate 89, and 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.
A certain frictional engagement force is applied to the champion of 3, and both cam plates 8
Applies approach power to 2,83.

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

Next, the operation of this embodiment will be explained.

While the vehicle is running, the rotation of the front wheel 2f is transmitted from the hub 8 to the input member 75 via the dog joint J, and further to the ring gear 76.
, 1st. Second planetary gear 78, . The speed is increased by 78□ and sun gear 79 and transmitted to the output shaft 42, and is then transmitted to the flywheel 72 via the cam mechanism 73 and friction clutch 87 to drive it, so the flywheel 72 is faster than the front wheel 2f. Rotate. therefore,
The flywheel 72 can have large rotational inertia.

At the same time, the camshaft 26 and speedometer 5
1 is also the first planetary gear 78. The horse is moved by the rotation of.

Now, when the front master cylinder 5f 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 brake 3f, and by operating these, braking force can be applied to the front wheel 2f.

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. During the suction stroke in which the pump piston 2B 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 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 keeps the valve body 60 open and allows the output hydraulic pressure of the front master cylinder 5f to pass therethrough.

Therefore, at the initial stage of braking, the braking force applied to the front wheel brake 3f is proportional to the output oil pressure of the 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. 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 coefficient of friction of the road surface, the front wheels 2f will undergo rapid angular deceleration and the pressing force of the pressing plate 89 will exceed a predetermined value, causing the lever 91 to Return spring 9 using the support shaft 90 as a fulcrum
4, the second arm 91b of the lever 91 swings away from the valve body 67, and as a result, the exhaust pressure valve 2O 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
．． Since the oil is discharged into the oil tank 19 through the inlet chamber 31 of the hydraulic pump 16 and the conduit 37, 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. This causes the valve opening rod 62 to retreat and the valve body 60 to close, cutting off communication between the person and the output oil chambers 54 and 55, and increasing the volume of the output oil pressure chamber 55. As a result, the braking oil pressure acting on the front wheel brake 3f decreases, the braking force of the front wheel 2f decreases, and the locking phenomenon of the front wheel 2'' is avoided.Then, as the rotation of the front wheel 2f accelerates, the lever of the pressing plate 89 Since the pressure on 91 is released,
The lever 91 swings back to its original position due to the repulsive force of the spring 94, thereby closing the exhaust pressure valve 20. When the exhaust valve 20 is closed, the pressure oil discharged from the hydraulic pump 16 is immediately confined in the control hydraulic chamber 18, and the pressure reducing piston 46 retreats to the output hydraulic chamber 55 side to increase the pressure in the acid chamber 55, thereby increasing the pressure in the acid chamber 55. Restore power. By repeating such operations at high speed, the front wheels 2f are efficiently braked.

Incidentally, the speed increaser 45 and the sensor 21 are supported by the support boss 8a of the hub 8, and the casing 22 is supported by the support boss 8a.
Since the hub 8 and the axle 10, which have high strength, also serve as support members for the anti-lock control device A, the support structure for the anti-lock control device A is simplified. be able to.

Moreover, since the anti-lock control device A is arranged concentrically with the hub 8, it can greatly contribute to downsizing the area around the front wheel 2f.

Moreover, since the hub 8 has the support boss 8a, it is supported over a wide range by the axle 10, and the left and right bearings 11.1
By providing a sufficient distance of 1', the support rigidity of the hub 8 can be increased.

C0 Effects of the Invention As described above, according to the present invention, one end of the hub of the wheel is
A cylindrical support boss is formed concentrically with the axle supporting the hub, a transmission device and a sensor are supported on the support boss, and a casing incorporating a hydraulic pump, a hydraulic pump, a hydraulic pump, a -L, a rotor, and an exhaust pressure valve is supported by the support boss. Since it is supported on the axle adjacent to the boss, the support structure of the anti-lock control device is simplified by effectively utilizing the hub and axle of the wheel, resulting in a smaller size and lighter weight of the anti-lock control device. Coupled with the concentric arrangement with the hub, the area around the wheel can be significantly reduced in size and weight.

Furthermore, since the hub has a support boss, it is supported on the axle with a wide support interval without being interfered with by the anti-lock control device, and sufficient support rigidity can be ensured.

[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 a braking device equipped with an anti-lock braking device, FIG. The figure and FIG. 4 are sectional views taken along lines m--■ and IV--IV in FIG. A...Anti-lock control device, R...Recess, 2f.
...Front wheel as a wheel, 3f...Front wheel brake as a wheel brake, 5f...Master cylinder, 8...
Hub, 8a... Support boss, 10... Axle, 15...
・Hydraulic conduit as a brake oil path, 16...hydraulic pump,
17...Modulator, 19...Oil tank, 20...
Exhaust pressure valve, 21...sensor, 22...casing, 4
5...Speed-up device patent as a transmission device Applicant Honda Motor Co., Ltd. Figure 1

Claims (1)

[Claims] It has a transmission device connected to the wheels; and a flywheel driven by the transmission device, and when the wheel is braked by the wheel brake, it senses that the wheel is about to lock by overrun rotation of the flywheel and outputs an output signal. 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, one end of a wheel hub is formed into a cylindrical support boss concentric with the axle supporting the hub, and the A braking device for a vehicle, characterized in that a casing that supports a transmission device and a sensor and incorporates the hydraulic pump, modulator, and exhaust valve is supported on the axle adjacent to the support boss.