JPS6243351A - Anti-lock controller for vehicle - Google Patents

Abstract

PURPOSE:To recover brake force upon release of locking condition of wheel by constructing the hydraulic pump driving cam with plural cams arranged on the circumference of drive shaft such that reciprocation of hydraulic pump will be higher than rotation of drive shaft. CONSTITUTION:Hydraulic pump 16 is comprising a cam 26 formed on the outercircumference at the left end section of drive shaft 42, a push rod 27 arranged while facing the inner end against said cam 26, pump piston 28 contacting against the outer end of said push rod 27, an operating piston 29 contacting against the outer end of said pump piston 28 and a return spring 30 for energizing the push rod 27 in the direction to separate from the cam 26. In order to push the push rod 27 several times per single rotation of drive shaft 42, the cam 26 is constituted with plural cams arranged with equi-interval on the circumference of drive shaft 42.

Description

Detailed Description of the Invention A9 Object of the Invention (1) Industrial Application Field The present invention relates to an anti-lock control device for controlling the braking oil field of vehicles such as motorcycles and automobiles, particularly anti-lock control devices that rotate in conjunction with wheels. A drive shaft; a flywheel supported on the drive shaft and driven from the shaft, and detects by overrun rotation of the flywheel that the wheel is about to lock when the wheel is braked by the wheel brake. a reciprocating hydraulic pump whose driving source is a cam formed on the drive shaft; a control hydraulic chamber communicating with the outlet chamber of the hydraulic pump; and a braking system between the master cylinder and the wheel brakes. a modulator that is interposed in the oil passage and reduces and restores the braking oil pressure of the wheel brake in accordance with the decrease and increase in the pressure in the hydraulic pressure chamber; This invention relates to an improvement in a normally closed exhaust pressure valve that opens upon receiving an output signal from a sensor.

(2) Conventional technology In conventional anti-lock control devices, an eccentric cam is provided on the drive shaft as a cam that serves as a drive source for a reciprocating hydraulic pump, and the hydraulic pump reciprocates once per rotation of the drive shaft. (For example, Japanese Patent Laid-Open No. 56-1204
(See Publication No. 40).

(3) Problems to be Solved by the Invention In order to improve braking efficiency with this type of anti-lock control device, it is necessary to immediately repressurize the control J hydraulic chamber of the modulator when the wheels are no longer locked. Therefore, it is preferable that the operating speed of the hydraulic pump is as high as possible.

Therefore, in the past, the drive shaft was driven from the wheels via a speed increaser to increase the operating speed of the hydraulic pump.
The design π of the speed increasing device becomes one obstacle in reducing the size of the anti-lock control device.

The present invention has been made in view of the above circumstances, and an object of the present invention is to enable the hydraulic pump to be operated at high speed from the drive shaft without using a speed increaser, and to provide a compact anti-lock control device. do.

B9 Structure of the Invention (1) Means for Solving the Problems In order to achieve the above object, the present invention provides the following features: It is characterized by being composed of a plurality of cam ridges arranged on the circumference of the drive shaft.

(2) Effect According to the above configuration, reciprocating motion can be given to the hydraulic pump by the number of cam ridges per rotation of the drive shaft, and therefore, the hydraulic pressure from the drive shaft can be applied without using a special speed increaser. The pump can be operated at high speed.

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

First, in FIG. 1, a motorcycle l is equipped with a pair of left and right front wheel brakes 3f, 3f for braking a front wheel 2r, and one rear wheel brake 3r for braking a rear wheel 2r. 3f.

3r is 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 front master cylinder 5f operated by the brake pedal 6.
It is operated by the output hydraulic pressure of r, but especially the front wheel brake 3
The braking oil pressures f and 3f are controlled by an anti-lock control device 7.

In FIGS. 2 to 4, the hub 8 of the front wheel 2f is supported on an axle 10 fixed to the lower end of the front fork 9 via a bearing 11.11'. Each of the pair of front wheel brakes 3r, 3r disposed on both sides of the front wheel 2 includes a brake disc 12 fixed to the end surface of the hub 8, and a bracket 13 attached to the front fork 9 while straddling the brake disc 12. The brake caliper 14 is operated when the output hydraulic pressure of the master cylinder 5f is supplied to the human-powered boat 14a, compressing the brake disc 12 and applying braking force to the front wheel 2r. can be applied.

An anti-lock control device 7 is interposed in a hydraulic conduit 15 serving as a brake oil path connecting the output port 5fa of the front master cylinder 5r and the human-powered boat 14a of each brake caliper 14.

The anti-lock control device 7 includes a reciprocating hydraulic pump 16 that is driven by the front wheel 2f during braking, and this hydraulic pump 16.
a normally closed modulator 17 which is interposed in the middle of the hydraulic conduit 15 and has a control hydraulic chamber 18 into which the discharge pressure of is introduced; The main components are a type exhaust pressure valve 20 and an inertial sensor 21 that detects angular deceleration of the front wheel 2r of a certain value or more and opens the exhaust pressure valve 20, and these are configured in the casing 22. Ru.

The casing 22 is constructed by screwing together open ends of a cup-shaped inner case 22a and an outer case 22b. An extension 22C extending radially outward is integrally formed on the end wall of the outer case 22b.
The casings 22 except for the casing 2C are arranged so as to fit into a recess 8a formed on the left end surface of the hub 8. The outer casing 22b is fitted to and supported by the left end of the cylindrical shaft 24 fitted to the axle 10 along with the hair ring 11, and is provided with a rotation preventing means to prevent it from rotating around the axle IO. It is connected to the front fork 9 by. The rotation preventing means is arbitrary, but for example, the front fork 9
Bolts 25 (
(see Figure 2) is appropriate.

Inside the casing 22, the cylindrical shaft 24 rotatably supports the inner circumferential surface of a cylindrical drive shaft 42 via a needle hair ring 41, and supports the right end surface of the drive shaft 42 by a flange 24a on the outer periphery of the cylindrical shaft 24. It is supported via a flange 96 to the thrust.

A cylindrical boss 42a passing through the end wall of the inner case 22a is integrally connected to the right end of the drive shaft 42, and a connecting flange 113 is fixed to the end surface of the boss 42a by screws 114.

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

The connecting ring 116 has an L-shaped cross section so as to rotatably fit on the outer peripheral surface of the connecting flange 113 and face the inner surface thereof with a certain gap, and has a plurality of bolts l17. (only one is shown in the figure) is fixed to the center wall 8b, and an elastic friction member 115 is installed in the gap with a predetermined set load. In this way, the connecting flange l13, the connecting ring 116, and the elastic friction member 115 constitute a transmission torque limiting device 118.

For sealing inside the casing 22, seal members 80 and 81 are interposed between the boss 42a and the end wall of the inner casing 22a, and between the boss 42a and the flange 24a, respectively.

The hydraulic pump 16 includes a cam 26 formed on the outer periphery of the left end of the drive shaft 42, a bushing rod 27 disposed with its inner end facing the cam 26, and the bushing rod 2.
7 and an actuating 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 cam 26. Above cam 2
6 consists of a plurality of (three in the figure) cam ridges 26a arranged at equal intervals on the circumference of the drive shaft 42 so that the bushing rod 27 can be pushed multiple times per rotation of the drive shaft 42. There is.

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 pressure sensing tube 15 so as to constantly communicate with the output pump 5fa of the front master cylinder 5f.

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.
The pistons 46 and 47 are slidably fitted into a second cylinder hole 52 formed adjacent to the first cylinder hole 33 in the extension portion 22C.

In the second cylinder hole 52 , the pressure reducing piston 46 defines a control hydraulic chamber 18 between the inner end wall of the second cylinder hole 52 and an output hydraulic chamber 55 between the fixed piston 47 and the inner end wall of the second cylinder hole 52 .
The fixed piston 47 also defines an input hydraulic pressure chamber 54 on its outer periphery.

The input hydraulic pressure chamber 54 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 input port 14a of the front wheel brakes 3f, 3f. is connected to the downstream pipe 15b of
The control hydraulic chamber 18 is connected to the hydraulic pump 16 via an oil passage 57.
It communicates with the outlet chamber 57 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,
The compartments 68, 69 are communicated via the valve hole 66. Further, the inlet chamber 68 is connected to the modulator 17 via the oil passage 20.
The outlet chamber 69 communicates with the inlet chamber 31 of the hydraulic pump 16 via an oil passage 71.

After all, the outlet chamber 69 is in communication with the oil tank 19.

The sensor 21 includes a flywheel 72 that is rotated by the front wheel 2f via the drive shaft 42, and a flywheel 72 that is rotated by the front wheel 2f via the drive shaft 42.
It consists of a cam mechanism 73 that converts the overrun rotation of the flywheel 2 into axial displacement, and an output lever mechanism 74 that can operate the exhaust pressure valve 20 in response to the axial displacement of the flywheel 72, all of which are connected to the casing. 22.

The cam mechanism 73 is connected to the drive shaft 42 together with the cylindrical boss 42a.
A driving cam temporary 82, which is formed integrally with the driving cam plate 82, a driven cam plate 83, which is disposed on the left side of the driving cam plate 82 so as to be able to rotate relative to it, and a driven cam plate 83, which is formed on the opposing surfaces of both the cam temporary 82 and 83. A plurality of thrust poles 84 are engaged with a plurality of pairs of cam recesses 82a and 83a. Then,
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 pole 84 is engaged with the deepest part of both cam recesses 82a, 82a, and the driving cam plate 82 is driven. The rotational torque received from the shaft 42 is simply transmitted to the driven cam plate 83 and no relative rotation occurs between the two cam plates 82 and 83, but the position is reversed and the driven cam plate 83 overruns the drive cam temporary 82. Then, both cams +1
Relative rotation occurs at 2.83, and the thrust pole 84 moves 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 This causes an axial displacement in a direction away from the temporary 82.

The flywheel 72 is rotatably and slidably supported on the drive shaft 42 and is engaged with the left end surface of the driven cam plate 83 via an aI friction clutch plate 87. A pressing plate 89 is attached to the left end surface 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. The lever 91 is composed of 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 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 return 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 is connected to the exhaust valve 2.
It abuts against the outer end of the valve body 67 of No. 0.

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 temporary 8.
3, and both cam plates 8
2. Add approach power to 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 front wheel 2f rotates from the hub 8 to the connecting ring 1.
16, the information is transmitted to the drive shaft 42 via the elastic friction member 115 and the connecting flange 113, and then to the flywheel 72 via the cam mechanism 73 and the friction clutch 87 to drive it, so the flywheel 72 is connected to the front wheel 2f. Rotate at the same speed.

During these drives, if an overload is applied to the sensor 21 for some reason, slippage will occur between the connecting ring 116, the elastic friction member 115, and the connecting flange 113, and the flow from the hub 8 to the drive shaft 42 will occur. The transmission torque of the sensor 21 is suppressed to a certain value or less, and as a result, an overload effect on the sensor 21 is avoided.

Now, if we brake the front wheels 2r (operate the front master cylinder 5f, the output oil pressure will be
5a, hydraulic chamber 36 of hydraulic pump 16, modulator 17
Input hydraulic chamber 54, valve chamber 58, valve hole 59, output hydraulic chamber 5
5 and the downstream pipe 15b of the hydraulic conduit 15 to the front wheel brakes 3f and 3r, and actuate these to brake the front 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 has a suppressing effect on the actuating piston 29 and the drive shaft 42
Bushing rod 2 with three cam ridges 26a rotating together with the bushing rod 2
7, the pump piston 28 is given three reciprocating movements per revolution of the drive shaft 42. In the suction stroke in which the pump piston 28 moves toward the bushing rod 27, the suction valve 38 opens and the oil tank 1
9 is sucked into the pump chamber 35 from the conduit 37 through the inlet chamber 1, and in 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 pump chamber 35. The oil is forced into the outlet chamber 32 and further via the oil passage 57 to the control hydraulic chamber 18 of the modulator 17 .

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, what about modulator 17? 211 The hydraulic chamber 18 is initially cut off from communication with the oil tank 19 by closing the exhaust pressure valve 20, so the hydraulic pressure supplied to the chamber 18 from the hydraulic pump 16 acts directly on the pressure reducing piston 46 to reduce the pressure. The valve body 60 is kept in an open state by the valve opening rod 62, and the output hydraulic pressure of the front master cylinder 5f is allowed to pass through.

Therefore, at the beginning of braking, the front wheel brake 3f is applied.

The braking force applied to cylinder 3f is proportional to the output oil pressure of front master cylinder 5f.

When angular deceleration occurs in the front wheels 2r 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 cam plates 82 and 83, and the thrust generated by the displacement of the thrust pole 84 gives an axial displacement to the flywheel 72, causing the press plate 89 to move the lever. However, the angular deceleration of the front wheel 2r is low at a stage where there is no possibility of the front wheel 2r rolling, and the lever 91 cannot be swung.

However, when the front wheels 2r 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 2f causes the pressing force of the pressing plate 89 to exceed a predetermined value, and the lever 91 Since the lever 91 swings so as to compress the return spring 94 using the support shaft 90 as a fulcrum, the second arm 91b of the lever 91 swings away from the valve body 67, and as a result, the exhaust pressure valve 20 becomes open. .

When the exhaust pressure valve 20 opens, the oil pressure in the control oil chamber 18 is transferred to the oil passage 70. Inlet chamber 6B, valve hole 66, outlet chamber 69, oil passage 71.
Oil tank 1 via the population chamber 31 of the hydraulic pump 16 and the conduit 37
9, the pressure reducing piston 46 moves toward the control hydraulic chamber 18 against the force of the return spring 48 due to the hydraulic pressure of the output hydraulic chamber 55, thereby retracting the valve opening rod 62 and opening the valve body 60. is closed 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 3f, 31 decreases, the braking force of the front wheel 2f decreases, and the locking phenomenon of the front wheel 2f is avoided. Then, as the rotation of the front wheel 2f accelerates, the pressing force of the pressing plate 89 on the lever 91 is released, so the lever 91 returns to its original position by the repulsive force of the return spring 94), and the exhaust valve opens. 20 to the closed state. When the exhaust valve 20 is closed, the pressure oil discharged from the hydraulic pump 16 is immediately sealed in the control hydraulic chamber 18, and the pressure reducing piston 46 retreats toward the output hydraulic chamber 55 to increase the pressure in the chamber 55. , restores braking power.

In this case, especially the hydraulic pump 16 has three cam ridges 26a.
... performs a reciprocating operation at three times the number of rotations of the drive shaft 42 and quickly supplies pressure oil to the control hydraulic chamber 18, so that the pressure in the control hydraulic chamber 18 is quickly increased and the braking force is immediately restored. can do.

By repeating the above operations at high speed, the front wheels 2f are efficiently braked.

C1 Effects of the Invention As described above, according to the present invention, a plurality of drive cams of the hydraulic pump are arranged on the circumference of the drive shaft so that the number of reciprocating motions of the hydraulic pump is greater than the number of rotations of the drive shaft. Because it is composed of multiple cam ridges, the hydraulic pump is operated at high speed from the drive shaft without using a special speed increaser, and when the wheels are far from locked, the braking force is restored without delay, improving braking efficiency. Moreover, since a speed increasing device is not required, the anti-lock control device can be significantly downsized.

[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 with an anti-lock control device, and FIG. 2 is a longitudinal cross-sectional side view of the main part of the braking device with an anti-lock control device. 3 and 4 are I[[-II
It is a sectional view taken along I line and IV-TV line. 2r...Front wheel as a wheel, 3r...Front wheel brake as a wheel brake, 5[...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...Cam, 26a...Cam mountain, 42...
・Drive shaft, 72...Flywheel, 73...Cam mechanism, 74...Output lever mechanism procedure correction gate (self-control 1.・Indication of 1 yen item 1985 Patent Application No. 183598 2, Invention Name Vehicle anti-lock control device 3, relationship with the case of the person making the amendment Patent applicant name (532) Honda Motor Co., Ltd. 4, representative
Director 105 Address 4-4-5 Shinbashi, Minato-ku, Tokyo Second/Mura Building Telephone Tokyo 434-4151 5 Subject of correction M11 father-in-law

Claims (1)

[Claims] It has a drive shaft that rotates in conjunction with the wheels; a flywheel supported on the drive shaft and driven from the shaft; and a flywheel that prevents the wheels from locking when the wheels are braked by the wheel brake. a reciprocating hydraulic pump whose driving source is a cam formed on the drive shaft; a control hydraulic chamber communicating with the outlet chamber of the hydraulic pump; Interposed in the brake oil passage between the cylinder and wheel brake,
a modulator that reduces and restores the braking hydraulic pressure of the wheel brakes in response to a decrease or increase in the pressure in the control hydraulic chamber; a modulator that is installed in a communication path between the hydraulic chamber and the oil tank, and that opens upon receiving an output signal from a sensor; In a vehicle anti-lock control device comprising a normally closed exhaust pressure valve, the cams are arranged on the circumference of the drive shaft so that the number of reciprocating movements of the hydraulic pump is greater than the number of rotations of the drive shaft. An anti-lock control device for a vehicle, characterized by comprising a plurality of cam ridges.