JPS6181853A - Brake device in vehicle - Google Patents

Abstract

PURPOSE:To maintain the lateral balance of a support system for a wheel, be deflecting a spork of the wheel from the center rotating plane of the wheel toward one side surface thereof to form an annular recess into which an antilock control unit is disposed adjacent to the above-mentioned center rotating plane. CONSTITUTION:A spork 2s of a wheel 2 integrally incorporated with a hub 2h is curved to be deflected leftward from the center rotating plane of the wheel 2. Accordingly, the hub 2h, a rim 2r and the spork 2s define a relatively deep annular recess 6 which is opened at the right side surface of the wheel 2. An antilock control unit 7 and a transmission device 48 coupling between the rive shaft 42 of the unit 7 and the hub 2h are disposed in the recess 6, and the casing 22 of the unit 7 is secured to a right leg member 9r with the use of bolts 25, 25'. A brake disc 12 is arranged to cover the opening side of the annular recess 6. Further, the unit 27 is arranged adjacent to the center rotating plane of the wheel 2.

Description

Detailed Description of the Invention A9 Object of the Invention (1) Industrial Application Field The present invention relates to a braking device for vehicles such as motorcycles and automobiles, and in particular to a braking device for vehicles such as motorcycles and automobiles, in particular, a braking device that is actuated by the output hydraulic pressure of a master cylinder to apply braking force to wheels. and an anti-lock control unit that incorporates an inertial wheel angular deceleration sensor driven from the wheels and controls the output hydraulic pressure of the master cylinder in accordance with the output of the sensor.

(2) Prior Art Such a braking device is already known, as described in, for example, Japanese Patent Laid-Open No. 120440/1983.

(3) Problems to be Solved by the Invention In such a conventional braking device, the disc brake and anti-skid control unit are arranged radially side by side on the outside of the wheel, so the outside protrusion of the wheel is large and the device is In addition to increasing the size, the anti-lock control unit is easily affected by disturbances such as rainwater, and since the anti-lock control unit is far away from the center rotational surface of the wheel, it is difficult to maintain the left-right weight balance of the wheel support system. There are drawbacks such as damage.

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

B0 Structure of the Invention + 1) Means for Solving the Problems In order to achieve the above object, the present invention provides a solution to the problem by deviating the spokes of the wheel from the center rotational surface of the wheel to one side of the wheel. A special feature is that an annular recess is formed on the other side, and an anti-lock control unit is disposed in the annular recess close to the center rotation surface of the wheel.

(2) Operation Since the anti-lock control unit is housed in the annular recess formed on one side of the wheel, the outer protrusion of the wheel is small and the braking device can be made compact. The influence of external disturbances can be reduced.

Moreover, since the anti-lock control unit is placed close to the center rotation surface of the wheel in the annular recess, it does not disrupt the left-right weight balance with respect to the wheel support system.
Furthermore, when applied to steering wheels, an increase in the moment of inertia of the wheel system around the steering axis due to the anti-lock control unit can be minimized.

(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 disc brakes 31.3r- for braking the front wheel 2, and a master cylinder 5 operated by a lever 4 to operate these disc brakes 3i, 3r. and an anti-lock control unit 7 that controls the output hydraulic pressure of the master cylinder 5.

In FIGS. 2 and 3, the front wheel 2 has a hub 2h, a rim 2r, and spokes 2S that connect both 2h and 2r, and the hub 2h is attached to a pair of left and right legs 9C9r that constitute the front fork 9. It is supported by an axle 10 fixed at both ends via bearings 1i, tt.

The spokes 2S are curved and molded integrally with the hub 2h so that their central portions are deviated leftward in FIG. 3 from the center rotational surface of the front wheel 2. Thus, the hub 2h, rim 2r, and spokes 2s define a relatively deep annular recess 6 that opens on the right side surface of the wheel 2.

The annular recess 6 accommodates the anti-lock control unit 7 and a transmission device 48 that connects the drive shaft 42 of the unit 7 and the hub 2h, and the casing 22 of the anti-lock control unit 7 is connected to the right leg 9r. It is fixed with a bolt 25' to a bracket 24 which is fixed with a bolt 25 to the bracket 24.

Said pair of disc brakes 3I! , 3r are comprised of a brake disc 12 fixed to the end face of the hub 2h with bolts 18 and a brake caliper 14 supported by the leg 91 or 9r via a bracket 13 across the brake disc 12. configured. In this case, especially the right brake disc 12 stands up at the entrance of the annular recess 6 and the anti-lock control unit 7 and the transmission 4
It is arranged so as to cover the outer surface of 8.

The transmission device 48 includes a ring gear 49 that is fixed to the hub 2h with a bolt 18 together with the right brake disc 12, and a pinion gear 50 that is fixed to the drive shaft 42 and meshes with the ring gear 49. Therefore, the hub 2h can increase the speed of the drive shaft 42 through both gears 49 and 50 by its rotation.

As shown in FIGS. 4 and 5, the casing 22 of the anti-lock control unit 7 connects the drive shaft 42 to the bearing 4.
It is composed of a casing body 22a rotatably supported via a 0.40' angle, and a cup-shaped cover 22b that is fitted onto one end of this casing body 22a to define a sensor chamber 23 therebetween. A hydraulic pump 16, a modulator 17, a pressure relief valve 20, and an inertial wheel angular deceleration sensor 21 are provided in the casing 22.

The hydraulic pump 16 includes an eccentric cam 26 formed on the drive shaft 42 between the hair rings 40 and 4O', and a bushing rod 27 disposed with its inner end facing the eccentric cam 26.
, the pump piston 28 that comes into contact with the outer end of this bushing rod 27, and ff4J that comes into contact with the outer end of this pump piston 2B]1. It is composed of a stone 29 and a return spring 30 that urges the bushing rod 27 away from the eccentric cam 26.

The bushing rod 27 and the pump piston 28 are slidably fitted into a first cylinder hole 33 formed in the casing body 22a so as to define an artificial chamber 3 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 population 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 port 5a of the master cylinder 5.

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 arranged in a second cylinder hole 5 formed in the casing body 22a adjacent to the first cylinder hole 33.
2.

In the second cylinder hole 52 , the pressure reducing piston 46 defines a control hydraulic chamber 53 between the inner end wall of the second cylinder hole 52 and an output hydraulic chamber 55 between the fixed piston 47 and the inner end wall of the second cylinder hole 52 .
The fixed piston 47 also defines a human 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 pressure chamber 36 of the hydraulic pump 16 through an oil passage 56, and the output hydraulic chamber 55 communicates with the hydraulic pressure chamber 36 of the hydraulic pump 16 through an oil passage 56. It is connected to the downstream pipe 15b of the conduit 15, and the control hydraulic chamber 53 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 manual hydraulic pressure chamber 54 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 located in the casing body 2.
2a, the fixed piston 47 is closed by the end plate 63 fixed to the end plate 2a, and the fixed piston 47 is operated by the elastic force of the return spring 48 or the output hydraulic chamber 54. - The oil pressure introduced into the end plate 55 keeps the end plate 63 in contact with the end plate 63 at all times.

The exhaust pressure valve 20 is composed of a valve seat member 65 fitted into a stepped cylinder hole 64 of the casing body 22a, and a valve body 67 that slides onto the valve seat member 65 to open and close the valve hole 66 of the valve seat member 65. be done. The valve seat member 65 defines an inlet chamber 68 in the small diameter portion of the stepped cylinder hole 64 and an outlet chamber 69 in the large diameter portion thereof, and both chambers 68 and 69 communicate with each other through the valve hole 66. Further, the inlet chamber 68 communicates with the control hydraulic chamber 53 of the modulator 17 via the oil passage 20, and the outlet chamber 69 communicates with the oil passage 7.
1 and communicates with the inlet chamber 31 of the hydraulic pump 16. After all, the outlet chamber 69 is in communication with the oil tank 19.

The wheel angular deceleration sensor 21 includes a flywheel 72 rotatably and slidably supported on the drive shaft 42 via a bearing bush 86 in the sensor chamber 23, and a rotational torque of the drive shaft 42 is transmitted to the flywheel 72. It also includes a cam mechanism 73 that converts overrun rotation of the flywheel 72 into axial displacement, and an output rehear mechanism 74 that can operate the exhaust pressure valve 20 in response to the axial displacement of the flywheel 72.

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

As shown in FIG. 6, the cam recess 82a of the drive cam plate 82
The cam recess 83a of the driven cam plate 83 is inclined such that the bottom surface becomes shallower toward the rotation direction 85 of the drive shaft 42.
The bottom surface is inclined to become deeper toward the rotation direction 85. Therefore, the driving cam plate 82 is connected to the driven cam plate 8.
3, the thrust ball 84 is engaged with the deepest part of both cam recesses 82a, 82a, and the drive cam plate 82 receives the rotational torque from the drive shaft 42. The transmission is simply transmitted to the cam plate 83 and does not cause relative rotation between the two cam plates 82 and 83. However, if the positions are reversed and the driven cam plate 83 overruns the driving cam plate 82, both cam plates 82 and 83 Relative rotation occurs, 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 causing the driven cam plate 82 to rotate and drive cam plate 8.
This results in an axial displacement in the direction away from 2.

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

The output lever mechanism 74 is supported by a support shaft 90 protruding from the casing body 22a at an intermediate position between the drive shaft 42 and the exhaust pressure valve 20, and by the tip of the support shaft 90 so as to be swingable in the axial direction. It has a lever 91. The lever 91 is attached to the support shaft 90
a long first arm 91a that extends from the drive shaft 42 around the drive shaft;
A short second arm 9 extending from the support shaft 90 toward the exhaust pressure valve 20
1a, and a contact portion 93 that contacts the outer surface of the pressing plate 89 is formed in a raised chevron shape at the intermediate portion of the first arm 91a.

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

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

The pressing force that the pressing plate 89 receives from the spring 94 is applied to the flywheel 72, the friction clutch plate 87, and the driven cam plate 8.
3, and both cam plates 8
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 drive shaft 42 is driven from the rotating front wheels 2 through the transmission device 48 to increase its speed, and then the flywheel 72 is driven through the cam mechanism 73 and the temporary friction clutch 87, so that the flywheel 72 rotates at a higher speed than the front wheel 2. Therefore, the flywheel 72 can have a large rotational inertia.

At the same time, the eccentric cam 26 of the hydraulic pump 16 is also rotated via the drive shaft 42.

Now, when the master cylinder 5 is actuated to brake the front wheel 2, the output hydraulic pressure is transmitted to the upstream pipe 15a of the hydraulic conduit 15, the hydraulic chamber 36 of the hydraulic pump 16, the input hydraulic chamber 54 of the modulator 17, the valve chamber 58, and the valve. The hole 59, the output hydraulic chamber 55, and the downstream pipe 15b of the hydraulic conduit 15 are successively radially connected to the left and right disc brakes 3e.

3r and actuate them to apply braking force to the front wheels 2.

On the other hand, in the hydraulic pump 16, since the output hydraulic pressure of the master cylinder 5f is introduced into the hydraulic chamber 36, the pump piston 28 is moved to reciprocate due to the pressing effect of the hydraulic pressure on the operating piston 29 and the lifting effect on the bushing rod 27 of the eccentric cam 26a. is given. During the suction stroke in which the pump piston 28 moves toward the bushing rod 27, the suction valve 38 opens and the oil in the oil tank 19 is pumped into the conduit 37.
In the discharge stroke in which oil is sucked into the pump chamber 35 via the inlet chamber 1 and the pump piston 28 moves toward the working piston 29, the one-way seal member 39 opens and the oil in the pump chamber 35 flows into the outlet chamber 32. The oil is further fed under pressure to the control hydraulic chamber 53 of the modulator 17 via the oil passage 57. and,
When the pressure in the outlet chamber 32 and the control hydraulic chamber 53 rises to a predetermined value, the pump piston 28 is held in the abutting position with the stopper 34 by the pressure in the outlet chamber 32 .

By the way, since the control hydraulic chamber 53 of the modulator 17 is initially cut off from communication with the oil tank 19 by closing the exhaust pressure valve 20, the hydraulic pressure supplied to the chamber 53 from the hydraulic pump 16 is directly applied to the pressure reducing piston 46. The valve opening rod 62 maintains the valve body 60 in an open state and allows the output hydraulic pressure of the master cylinder 5 to pass therethrough.

Therefore, at the beginning of braking, the disc brake 3C3r
The braking force applied to is proportional to the output oil pressure of the master cylinder 5.

When angular deceleration occurs in the front wheels 2 due to this braking, the flywheel 72 detects this and tries to overrun the drive shaft 42 due to its inertial force. The rotational moment of the flywheel 72 at this time causes relative rotation of both cams f&82, 83, and the thrust generated by the displacement of the thrust ball 84 gives an axial displacement to the flywheel 72, causing the lever 91 to move on the press plate 89. However, the angular deceleration of the front wheel 2 is low when there is no possibility of the front wheel 2 locking, and the lever 9
It is not enough to shake 1.

However, when the front wheels 2 are about to lock due to excessive braking force or a decrease in the friction coefficient of the road surface, the resulting rapid increase in angular deceleration of the front wheels 2 causes the pressing force of the pressing plate 89 to exceed a predetermined value, and the lever 91 The second arm 91 of the lever 91 swings around the support shaft 90 to compress the spring 94.
b swings away from the valve body 67, and as a result, the exhaust pressure valve 20 becomes open.

When the exhaust pressure valve 20 opens, the hydraulic pressure in the control hydraulic pressure chamber 53 flows through the oil passage 70. Entrance chamber 68. Valve hole 66, outlet chamber 69, oil passage 71
．． Since the oil is discharged into the oil tank 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 53 against the force of the return spring 48 due to the hydraulic pressure of the output hydraulic chamber 55. As a result, the valve opening rod 62 is moved back, the valve body 60 is closed, and communication between the person and the output oil chambers 54 and 55 is cut off, and the volume of the output oil pressure chamber 55 is increased.

As a result, the braking oil pressure acting on the disc brake 31.3r decreases, the braking force of the front wheels 2 decreases, and the locking phenomenon of the front wheels 2 is avoided. Then, as the rotation of the front wheel 2 accelerates, the pressing force of the pressing plate 89 on the lever 91 is released, and the lever 91 swings back to its original position due to the repulsive force of the spring 94, opening the exhaust pressure valve 20. Close the valve. When the exhaust pressure valve 20 is closed, the pressure oil discharged from the hydraulic pump 16 is immediately confined in the control hydraulic chamber 53, and the pressure reducing piston 4G
is retreated to the output hydraulic chamber 55 side to increase the pressure in the chamber 55 and restore the braking force. By repeating such operations at high speed, the front wheels 2 are efficiently braked.

In such a braking device, the anti-lock control unit 7 and the transmission device 42 are housed in an annular recess 6 formed on one side of the front wheel 2, and their outer surfaces are covered by the right brake disc 12. The outer protrusion of the front wheel 2 is reduced, making the braking device more compact, and the front wheel 2 and brake disc 12 suppress the influence of external disturbances such as rainwater on the anti-lock control unit 7 and the transmission device 42.

Moreover, since the anti-lock control unit 7 is disposed in the annular recess 6 in close proximity to the central rotational surface of the wheel, the anti-lock control unit 7 is arranged in the annular recess 6 in the vicinity of the center rotation surface of the wheel.
Good steering performance is achieved without disturbing the left and right weight balance of the vehicle, and by minimizing the increase in the moment of inertia of the two front wheels around the steering axis due to the anti-lock control unit.

C9 Effects of the Invention As described above, according to the present invention, by deviating the spokes of the wheel from the center rotational surface of the wheel to one side of the wheel, an annular recess is formed on the other side of the wheel. Since the anti-lock control unit is placed close to the central rotating surface of the wheel, this contributes to making the braking device more compact, and the wheel acts as a protective member, reducing the influence of external disturbances on the anti-lock control unit. be able to.

Furthermore, the anti-lock control unit within the annular recess is located close to the center rotational surface of the wheel, so that the left and right weight balance with respect to the wheel support system is not disturbed.

[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 the braking device of the present invention, FIG. 2 is an enlarged side view of the main part of FIG. 1, and FIG. FIG. 4 is a sectional view taken along the TV-TV line in FIG. 3; FIGS. 5 and 6 are sectional views along the V-V and VT-VI lines in FIG. 4. It is. 2...Front wheel as a wheel, 2h...hub, 2r...
- Rim, 2S... Spoke, 3L3r... Disc brake, 5... Master cylinder, 5a... Output port, 6... Annular recess, 7... Anti-lock control unit, 9... Front fork as a support system, 1
0...Axle, 12...Brake disc, 13...
・Bracket, I4...brake caliper, 1.42
...Input boat, 16...Hydraulic pump, 17...
Modulator, 19... Oil tank, 20... Exhaust pressure valve, 2
1... Wheel angular deceleration sensor, 22... Casing,
42... Drive shaft, 48... Transmission device, 49... Ring gear, 50... Pinion gear Fig. 6 Fig. 4

Claims (1)

[Claims] It incorporates a wheel brake that is activated by the output hydraulic pressure of the master cylinder to apply braking force to the wheels, and an inertial type wheel angular deceleration sensor that is driven from the wheels, and the output hydraulic pressure of the master cylinder is adjusted according to the output of the sensor. In a vehicle braking system equipped with an anti-lock control unit that controls
By deviating the spokes of the wheel from the center rotation surface of the wheel toward one side of the wheel, an annular recess is formed on the other side of the wheel, and the anti-lock control unit is placed in this annular recess close to the center rotation surface of the wheel. A braking device for a vehicle, characterized in that the braking device is provided with a brake.