JPH034415B2 - - Google Patents

Description

[Detailed Description of the Invention] A. Object of the Invention (1) Industrial Application Field The present invention relates to an anti-lock braking device for the front wheel of a motorcycle, in particular, a master cylinder and an anti-lock braking device for the front wheel that is actuated by the output hydraulic pressure of the master cylinder. The anti-lock brake system includes a pair of left and right disc brakes that apply braking force, and an inertial wheel angular deceleration sensor that is driven from the front wheels via a transmission, and that controls the output hydraulic pressure of the master cylinder according to the output of the sensor. and a control unit.

(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 conventional braking devices, external disc brakes are disposed on both left and right sides of the front wheel hub, and an anti-lock control unit is installed radially outward of one of the disc brakes. Because of this, the entire device is bulky not only in the axial direction but also in the radial direction.Moreover, the support structure for the disc brake and anti-lock control unit must be configured separately, and the anti-lock control unit requires rotation of the front wheel. There is a disadvantage that the structure becomes complicated due to the necessity of providing special cover means for covering the power transmission device.

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

B. Structure of the Invention (1) Means for Solving the Problems In order to achieve the above object, the present invention provides an external disc brake on one side of the front wheel and an annular recess opening on the other side of the front wheel. Internal disc brakes are respectively disposed, a caliper and an anti-lock control unit of the internal disc brakes are supported by a fixed panel disposed to close the opening of the annular recess, and the transmission device is mounted in the annular recess. It is characterized by being accommodated.

(2) Function An external disc brake is installed on one side of the front wheel, and an internal disc brake is installed in the annular recess that opens on the other side of the front wheel. placed in close proximity.

Furthermore, since the brake caliper and anti-lock control unit of the internal disc brake are supported by a fixed panel, the internal disc brake and anti-lock control unit are also placed close to each other.
As a result, both disc brakes and the anti-lock control unit are placed close to each other. Moreover, since the fixed panel serves as a common support member for the brake caliper and anti-lock control unit of the internal disc brake, the support structure thereof is simplified.

Further, since the fixing panel is disposed so as to close the annular recess of the front wheel, it also functions as a cover for covering the transmission device disposed in the annular recess.

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

First, in FIG. 1, the braking device for the front wheel 2 of the motorcycle 1 includes a master cylinder 5 attached to the steering handle 6 and operated by the brake lever 4. 2, an external disc brake Bo and an internal disc brake Bi that apply braking force to the brake cylinder 2, and a hydraulic conduit 15 connecting the output port 5a of the master cylinder 5 and the input ports 3i and 3o of each disc brake Bo and Bi. It includes an anti-lock control unit 7 that controls the output hydraulic pressure of the master cylinder 5.

In FIGS. 2 and 3, the hub 8 of the front wheel 2
is supported via bearings 11, 11 on an axle 10 whose both ends are fixed to a pair of left and right fork legs 9l, 9r constituting the front fork 9 of the motorcycle 1.

The external disc brake Bo is arranged on one side of the hub 8, and has an outward facing brake disc 12o fixed to one side of the hub 8, and a state in which it straddles this brake disc 12o from the outer circumferential side to the left and right. A brake caliper 1 is supported by a leg 9r and is capable of compressing a brake disc 12o by hydraulic pressure.
It is composed of 3o.

The internal disc brake Bi is disposed in an annular recess 8a that opens on the other side of the hub 8, and includes an annular inward brake disc 12i,
It is composed of a brake caliper 13i that straddles this brake disc 12i from the inner circumferential side to the left and right and is capable of compressing the brake disc 12i using hydraulic pressure.
The brake disc 12i is connected to the hub 8 in the rotational direction by engaging a plurality of projections 8b protruding from the end surface of the hub 8 with a plurality of notches 12a formed on the outer periphery of the brake disc 12i. This brake disc 12
An annular cover 43 covering the outer periphery of the hub 8 is fixed to the other side of the hub 8 with bolts 44. On the other hand, the brake caliper 13i is supported by the fixed panel 14 via a pair of sliding pins 18, 18 so as to be slidable in the axial direction of the axle 10.

The fixed panel 13 is attached to the axle 10 so as to close the opening of the annular recess 8a, and is connected to the adjacent fork leg 9l by engaging the recess 45 and the protrusion 45' so as not to rotate around the axle 10. be done.

A casing 22 of the anti-lock control unit 7 is further fixed to the outer surface of the fixed panel 13 with bolts 24. The drive shaft 42 protrudes from the casing 22, passes through the fixed panel 13, faces the annular recess 8a, and extends to the transmission device 4.
It is connected to the hub 8 via 8.

The transmission device 48 includes a toothed drive pulley 76 connected to the end surface of the center portion of the hub 8 via a dog joint 75.
and a toothed driven pulley 77 fixed to the drive shaft 42.
and a toothed belt 78 suspended between both pulleys 76, 77.
is rotatably supported via a bearing 79. The gear ratios of the toothed pulleys 76 and 77 are selected so that the drive pulley 76 can drive the driven pulley 77 at an increased speed.

As shown in FIGS. 4 and 5, the casing 22 of the antilock control device 7 includes a casing body 22a that rotatably supports a drive shaft 42 via bearings 40, 40', and a casing body 22a that rotatably supports a drive shaft 42 via bearings 40, 40'. A cup-shaped cover 22b is fitted to define a sensor chamber 23 between the cup-shaped cover 22b, and a hydraulic pump 1 is installed in this casing 22.
6, a modulator 17, an exhaust pressure valve 20, and an inertial wheel angular deceleration sensor 21 are provided.

The hydraulic pump 16 has both the bearings 40, 4
an eccentric cam 26 formed on the drive shaft 42 between 0';
A push rod 27 is disposed with its inner end facing the eccentric cam 26;
The pump piston 28 is in contact with the outer end of the pump piston 28, the actuating piston 29 is in contact with the outer end of the pump piston 28, and the push rod 27 is connected to the eccentric cam 2.
6, and a return spring 30 that urges it away from 6.

Push rod 27 and pump piston 28
has an inlet chamber 31 and an outlet chamber 32 on their respective outer peripheries.
It is slidably fitted into a first cylinder hole 33 formed in the casing body 22a to define a . 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 hydraulic conduit 1 so as to constantly communicate with the output port 5a of the master cylinder 5.
It is connected to the upstream pipe 15a of No. 5.

The modulator 17 includes a pressure reducing piston 46, a fixed piston 47 that receives one end of the pressure reducing piston 46 and restricts its backward limit, and a return spring 48 that urges the pressure reducing piston 46 in the direction of contact with the fixed piston 47. consisting of both pistons 46,
47 is slidably fitted into a second cylinder hole 52 formed in the casing body 22a adjacent to the first cylinder hole 33.

In the second cylinder hole 52, the pressure reducing piston 4
6 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 fixed piston 47. A hydraulic chamber 54 is defined.
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 connected to the input ports 3o and 3i of both disc brakes Bo and Bi at all times. Hydraulic conduit 1
The control hydraulic chamber 53 is connected to the downstream pipes 15b and 15c of No. 5, and the control hydraulic chamber 53 is communicated with the outlet chamber 57 of the hydraulic pump 16 via an oil passage 57.

Output hydraulic chamber 55 and external disc brake Bo
The downstream pipe 15b connecting the input port 3o of the third
As shown in the figure, piping is provided so as to penetrate the hollow part of the axle 10.

The fixed piston 47 has a valve chamber 58 that is always in communication with the input hydraulic chamber 54, and a valve chamber 58 that is connected to the output hydraulic chamber 5.
5, and a valve hole 59 communicating with the valve chamber 5.
A valve body 60 that can open and close the valve hole 59 and a valve spring 61 that urges the valve body 60 toward the closing side are housed in the valve body 8 . A valve opening rod 62 for opening the valve body 60 is provided protruding from one end surface of the pressure reducing piston 46.
This valve opening rod 62 keeps the valve body 60 in an open state when the pressure reducing piston 46 is located at the retraction limit.

The outer opening of the second cylinder hole 52 is closed by an end plate 63 fixed to the casing body 22a, and the fixed piston 47 is connected to the elastic force of the return spring 48 or the input and output hydraulic chambers 54, 55. The introduced hydraulic pressure always maintains the contact position with the end plate 63.

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. Valve seat member 6
5 has an inlet chamber 68 in the small diameter part of the stepped cylinder hole 64.
Also, an exit chamber 69 is defined in the same large diameter part, and both chambers 6
8 and 69 communicate with each other through the valve hole 66. The inlet chamber 68 also communicates with the control hydraulic chamber 53 of the modulator 17 via the oil passage 20, and the outlet chamber 69
is communicated with the inlet chamber 31 of the hydraulic pump 16 via an oil passage 71. After all, the outlet chamber 69 is the oil tank 19.
It means that it is connected to.

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.
a cam mechanism 73 that transmits the rotational torque of the drive shaft 42 to the flywheel 72 and converts the overrun rotation of the flywheel 72 into axial displacement; 20.

The cam mechanism 73 includes a drive cam plate 82 fixed to the drive shaft 42, a driven cam plate 83 disposed opposite to the drive cam plate 82 so as to be relatively rotatable, and opposing surfaces of both cam plates 82, 83. cam recesses 82a, 83
A thrust ball 84 is engaged with a.

As shown in FIG. 6, 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 drive shaft 42.
The cam recess 83a is inclined so that the bottom surface becomes deeper toward the rotation direction 85. Therefore, in the normal case where the driving cam plate 82 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, and the driving cam The plate 82 simply transmits the rotational torque received from the drive shaft 42 to the driven cam plate 83 and does not cause relative rotation between the two cam plates 82 and 83. When overrun occurs, relative rotation occurs between both cam plates 82 and 83, and the thrust ball 8
4 rolls up the inclined bottom surfaces of both the cam recesses 82a and 83a, giving thrust to both the cam plates 82 and 83, thereby causing the driven cam plate 82 to rotate in the direction away from the drive cam plate 82. This will cause a directional displacement.

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 pressing plate 89 is provided on the other side of the flywheel 72 via a thrust bearing 88.
is attached.

The output lever mechanism 74 connects the drive shaft 42 and the exhaust pressure valve 2.
0, and a lever 91 that is supported by the tip of the support shaft 90 so as to be slidable in the axial direction. The lever 91 includes a long first arm 91a that extends from the support shaft 90 bypassing the drive shaft 42, and a short second arm 91a that extends from the support shaft 90 toward the exhaust valve 20. A contact portion 9 that comes into contact with the outer surface of the pressing plate 89 is provided at an intermediate portion of the
3 is formed into a mountain-shaped ridge.

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 comes into contact with 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 presses the contact portion 93 of the first arm 91a against the pressing plate 89, and normally presses the valve body 67 of the exhaust valve 20 to close the valve. keep. And the pressing plate 89 is the spring 9
4 applies a constant frictional engagement force to the flywheel 72, friction clutch plate 84, and driven cam plate 83, and
Adds approach power to 3.

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 subsequently the flywheel 72 is driven through the cam mechanism 73 and the friction clutch plate 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 operated 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. Through the hole 59, the output hydraulic chamber 55, and the downstream pipes 15b and 15c of the hydraulic conduit 15, both disc brakes are connected.
Braking force can be applied to the front wheels 2 by transmitting the signal to Bo and Bi and activating them.

On the other hand, in the hydraulic pump 16, the hydraulic chamber 36
Since the output hydraulic pressure of the master cylinder 5 is introduced, the pump piston 28 is given a reciprocating motion by the pressing action of the hydraulic pressure against the operating piston 29 and the lifting action of the eccentric cam 26 against the push rod 27. In the suction stroke in which the pump piston 28 moves toward the push rod 27,
In the discharge stroke in which the suction valve 38 opens and the oil in the oil tank 19 is sucked from the conduit 37 through the inlet chamber 1 into the pump chamber 35 and the pump piston 28 moves toward the working piston 29, the one-way seal member 39 opens. The valve operates, and the oil in the pump chamber 35 is pumped to the outlet chamber 32 and further to the control hydraulic chamber 53 of the modulator 17 via the oil passage 57. Then, 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 at the abutting position with the stopper 34 by the pressure in the outlet chamber 32.

By the way, the control hydraulic chamber 53 of the modulator 17
Initially, communication with the oil tank 19 is cut off by closing the exhaust pressure valve 20, so the hydraulic pressure supplied to the chamber 53 from the hydraulic pump 16 directly acts on the pressure reducing piston 46 and pushes it to the retracted position. , the valve body 60 is kept open by the valve opening rod 62, allowing passage of the output hydraulic pressure of the master cylinder 5.

Therefore, at the beginning of braking, the braking force applied to each disc brake Bo, Bi 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 is
The thrust generated by the rolling of the thrust balls 84 causes a relative rotation in the flywheel 72 and causes the flywheel 72 to be displaced in the axial direction. At the stage where there is no possibility of this happening, the angular deceleration of the front wheels 2 is low and does not reach the point where the lever 91 swings.

By the way, if the front wheels 2 are about to lock up due to excessive braking force or a decrease in the friction coefficient of the road surface,
Due to the rapid increase in angular deceleration of the front wheel 2 associated with this, the pressing force of the pressing plate 89 exceeds a predetermined value, and the lever 91 swings about the support shaft 90 to compress the spring 94. The arm 91b is the valve body 67
As a result, the exhaust pressure valve 20
is in an open state.

When the exhaust pressure valve 20 opens, the hydraulic pressure in the control hydraulic chamber 53 is transferred to the oil tank 19 via the passage 70, the inlet chamber 68, the valve hole 66, the outlet chamber 69, the oil passage 71, the inlet chamber 31 of the hydraulic pump 16, and the conduit 37. As the pressure is discharged, 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, thereby retracting the valve opening rod 62 and opening the valve body 60.
is closed, communication between the input and 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 each disc brake Bo, Bi 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, so that the lever 91
is swung back to its original position by the repulsive force of the spring 94, opening 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 53, and the pressure reducing piston 46 retreats to the output hydraulic chamber 55 side to increase the pressure of the chamber 55, thereby increasing the pressure of the chamber 55. Restore power. By repeating such operations at high speed, the front wheels 2 are efficiently braked.

In such a braking device, the hub 8 of the front wheel 2
An external disc brake Bo is installed on one side of the hub 8, and an internal disc brake Bi is installed in an annular recess 8a opening on the other side of the hub 8. are arranged close to each other in the direction.

Also, since the brake caliper 13i and anti-lock control unit 7 of the internal disc brake Bi are supported by the fixed panel 14, the internal disc brake Bi and the anti-lock control unit 7 are supported by the fixed panel 14.
In the end, both disc brakes Bo and Bi and the anti-lock control unit 7 are arranged close to each other, thereby making the device more compact. Moreover, since the fixed panel 14 serves as a common support member for the brake caliper Bi of the internal taper brake Bi and the anti-lock control unit 7,
Simplify their support structure.

Furthermore, the fixing panel 14 has an annular recess 8 in the hub 8.
Since the annular recess 8a is arranged so as to close the annular recess 8a
It also functions as a cover to cover the transmission device 48 disposed in the transmission device 48, and does not require a dedicated cover.

C. Effects of the Invention As described above, according to the present invention, an external disc brake is provided on one side of the front wheel, and an internal disc brake is provided in the annular recess opening on the other side of the front wheel, and the annular recess is provided with an internal disc brake. The caliper and anti-lock control unit of the internal disc brake are supported by a fixed panel arranged to close the opening of the disc brake, and the transmission device is housed in the annular recess, so that both disc brakes and the anti-lock control unit are This makes it possible to place people in close proximity to each other, making the device more compact.Furthermore, the fixed panel supports the brake caliper and anti-lock control device of the internal disc brake, and the cover of the transmission device simplifies the structure. can also be achieved.

[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. 2, FIG. 4 is a sectional view taken along the line -- in FIG. 3, and FIGS. 5 and 6 are sectional views taken along lines -- and -- in FIG. 4. Bo...External disc brake, Bi...Internal disc brake, 1...Motorcycle, 2...
Front wheel, 3... Disc brake, 3o, 3i...
Input port, 5... Master cylinder, 5a... Output port, 7... Anti-lock control unit, 8
...Hub, 8a ... Annular recess, 9 ... Front fork, 9l, 9r ... Fork leg, 10 ... Axle, 12o, 12i ... Brake disc, 13
i, 13o... Brake caliper, 14... Fixed panel, 15... Hydraulic conduit, 15a... Upstream pipe,
15b, 15c...Downstream pipe, 16...Hydraulic pump, 17...Modulator, 19...Oil tank, 20
... Exhaust pressure valve, 21 ... Wheel angular deceleration sensor, 22
... Casing, 37 ... Conduit, 42 ... Drive shaft, 48 ... Transmission device, 76 ... Flywheel, 73 ... Cam mechanism, 74 ... Output lever mechanism, 75 ... Dog joint, 76 ... Drive Pulley, 7
7...Driven pulley, 78...Belt.

Claims (1)

[Claims] 1 Built-in master cylinder, a pair of left and right disc brakes that are activated by the output hydraulic pressure of this master cylinder to apply braking force to the front wheels, and an inertial wheel angular deceleration sensor that is driven from the front wheels via a transmission device. In an antilock braking system for the front wheel of a motorcycle, which is equipped with an antilock control unit that controls the output hydraulic pressure of the master cylinder according to the output of the sensor, an external disc brake is installed on one side of the front wheel, and an external disc brake is installed on one side of the front wheel. An internal disc brake is disposed in each of the annular recesses opening on the other side, a fixed panel disposed to close the opening of the annular recess supports a caliper and an anti-lock control unit of the internal disc brake, and An anti-lock control device for a front wheel of a motorcycle, characterized in that the transmission device is housed in the annular recess.