TWI875982B - Anti-lock brake system components - Google Patents

Abstract

[Topic] To provide an anti-lock brake system component that can be easily connected to wiring and hoses during installation on a human-powered vehicle. [Solution] An anti-lock brake system assembly comprises: a valve, a drive device, and a frame; the valve is disposed between an input portion for inputting a fluid from an operating device for a human-powered vehicle and an output portion for outputting the fluid to a brake device of the human-powered vehicle, and is used to control the braking force exerted on the wheels of the human-powered vehicle; the drive device is used to drive the valve; the frame is used to accommodate the valve and the drive device and is in the shape of an elongated cylinder; a hose connected to the input portion, a hose connected to the output portion, and a wiring connected to the drive device extend from one of the two end faces of the frame in the long side direction toward the outside of the frame.

Description

Anti-lock brake system components

The present invention relates to an anti-lock brake system assembly.

Some human-powered vehicles are equipped with an anti-lock brake system (ABS). When the brake lever is operated beyond a predetermined amount, or when the difference between the human-powered vehicle's speed and the wheel's rotational speed exceeds a critical value, the ABS will reduce the braking force on the wheel.

An anti-lock brake system assembly, when the brake device of a human-driven vehicle is a hydraulic type, comprises: a valve for controlling the hydraulic pressure applied from a brake lever to the brake device, and a drive device for driving the valve. The anti-lock brake system assembly is connected to: a wiring connected to the drive device, a hose for inputting actuating oil from the brake lever, and a hose for outputting actuating oil to the brake device. [Prior technical literature] [Patent literature]

[Patent Document 1] Japanese Patent Application Publication No. 2019-131017

[Problems to be solved by the invention]

The purpose of the present invention is to provide an anti-lock brake system component that can be easily installed with connected wiring and hoses during installation on a human-powered vehicle. [Means for solving the problem]

The first type of anti-lock brake system assembly of the present invention comprises: a valve, a driving device, and a frame; the valve is arranged between an input portion for inputting a fluid from an operating device for a human-driven vehicle and an output portion for outputting the fluid to a braking device of the human-driven vehicle, and is used to control the braking force exerted on the wheels of the human-driven vehicle; the driving device is used to drive the valve; the frame is used to accommodate the valve and the driving device and is in the shape of an elongated cylinder; a hose connected to the input portion, a hose connected to the output portion, and a wiring connected to the driving device extend from one of the two end faces of the frame in the long side direction toward the outside of the frame. According to the first aspect, the anti-lock brake system assembly allows the connected wiring and hoses to extend from the same end face, so that the connected wiring and hoses can be easily arranged during installation on a human-powered vehicle.

According to the second embodiment of the first embodiment, the hose connected to the output portion is connected to the brake device for the front wheel of the human-powered vehicle. According to the second embodiment, the anti-lock brake system assembly is installed on the human-powered vehicle so that the wiring and the hose are extended from the frame toward the front of the human-powered vehicle, so that the wiring and the hose are easily arranged.

According to the third aspect of the anti-lock brake system assembly of the first or second aspect, the driving device has a rotating shaft for driving the valve, and the extending direction of the rotating shaft is different from the long side direction of the frame. According to the third aspect, the anti-lock brake system assembly can reduce the size of the long side direction of the frame compared to the case where the driving device is arranged so that the rotating shaft is parallel to the long side direction of the frame, thereby reducing the restrictions on the installation position of the human-powered vehicle.

The fourth type of anti-lock brake system assembly of the present invention comprises: a valve, a driving device, and a frame; the valve is arranged between an input portion for inputting a fluid from an operating device for a human-powered vehicle and an output portion for outputting the fluid to a braking device of the human-powered vehicle, and is used to control the braking force exerted on the wheels of the human-powered vehicle; the driving device is used to drive the valve; the frame is used to accommodate the valve and the driving device and is in the shape of an elongated cylinder; the driving device has a rotating shaft for driving the valve, and the extending direction of the rotating shaft is different from the long side direction of the frame. According to the fourth aspect, the anti-lock brake system assembly can reduce the size of the frame in the longitudinal direction, compared with the case where the driving device is arranged so that the rotating shaft is parallel to the longitudinal direction of the frame, thereby reducing the restrictions on the installation position of the human-powered vehicle.

According to the fifth embodiment of the fourth embodiment, the extending direction of the rotating shaft is orthogonal to the long side direction of the frame. According to the fifth embodiment, the anti-lock brake system assembly makes the long side dimension of the frame smaller, further reducing the restrictions on the installation position of the human-powered vehicle.

According to the sixth aspect of any one of the third to fifth aspects, the rotating shaft is connected to the valve via a gear. According to the sixth aspect, the anti-lock brake system component can transmit the driving force of the driving device to the valve via a simple linkage mechanism such as an umbrella gear.

According to the seventh aspect of any one of the first to sixth aspects, the anti-lock brake system assembly is built into the frame of the human-powered vehicle. According to the seventh aspect, the anti-lock brake system assembly can be installed in the human-powered vehicle without damaging the appearance of the human-powered vehicle.

The anti-lock brake system component of the eighth embodiment according to any one of the first to seventh embodiments has a communication unit for communicating with an external device, and the external device coordinates and controls the control target device in relation to the control of the braking force. With the eighth embodiment, the external device can perform various controls on the control target device by cooperating with the anti-lock brake system component. [Effect of the invention]

According to the present invention, when the anti-lock brake system assembly is installed on a human-driven vehicle, it is easy to arrange the connected wiring and hoses.

The following is a detailed description of the preferred embodiment of the present invention with reference to the attached drawings. The present invention is not limited to the embodiment. In the case of multiple embodiments, the present invention also includes a combination of the embodiments.

As shown in FIG. 1, the human-powered vehicle 2 on which the detection device is detachably mounted in the embodiment is a vehicle that can be driven at least by human power. The human-powered vehicle 2 is not limited to the number of wheels, and for example, also includes a unicycle and a vehicle with more than three wheels. The human-powered vehicle 2 includes, for example, mountain bikes, road bikes, city bikes, cargo bikes, recumbent bikes and other types of bicycles, and electric bicycles (E-bikes). Electric bicycles include electric-assisted bicycles that are propelled by an electric motor to assist the vehicle. In the following embodiment, the human-powered vehicle 2 is described using an electric-assisted mountain bike.

The human-powered vehicle 2 has a crank assembly 4 for inputting human-powered driving force. The human-powered vehicle 2 further has wheels 6 and a vehicle body 8. The wheels 6 include a rear wheel 10 and a front wheel 12. The vehicle body 8 includes a frame 14, a front fork 16, and a rear swing arm 18. In the present embodiment, "front", "rear", "left", "right", "up", and "down", and terms with the same meanings, represent "front", "rear", "left", "right", "up", and "down" when the user is facing the handlebar 36 and sitting on the saddle.

The crank assembly 4 includes a crankshaft 20 rotatable relative to the frame 14 and crank arms 22 respectively provided at the ends of the crankshaft 20 in the axial direction. Pedals 24 are respectively connected to the crank arms 22. The rear wheel 10 is driven by the rotation of the crank assembly 4. The rear wheel 10 is supported by the frame 14. The crank assembly 4 and the rear wheel 10 are connected by a driving mechanism 26.

The driving mechanism 26 includes a front sprocket assembly 28 connected to the crankshaft 20. The crankshaft 20 and the front sprocket assembly 28 may also be connected via a first one-way clutch. The first one-way clutch causes the front sprocket assembly 28 to rotate forward when the crank 30 rotates forward, and prevents the front sprocket assembly 28 from rotating backward when the crank 30 rotates backward. In this embodiment, the front sprocket assembly 28 includes a plurality of front sprockets.

The driving mechanism 26 further includes a rear sprocket assembly 32 and a chain 34. The chain 34 transmits the rotational force of the front sprocket assembly 28 to the rear sprocket assembly 32. The rear sprocket assembly 32 is connected to the rear wheel 10. The rear sprocket assembly 32 includes a plurality of rear sprockets. A second one-way clutch is preferably provided between the rear sprocket assembly 32 and the rear wheel 10. The second one-way clutch causes the rear wheel 10 to rotate forward when the rear sprocket assembly 32 rotates forward, and prevents the rear wheel 10 from rotating backward when the rear sprocket assembly 32 rotates backward.

A front fork 16 is rotatably mounted on the frame 14. A handlebar 36 is connected to the front fork 16 via a rod portion. The front fork 16 rotatably supports the front wheel 12. A rear swing arm 18 is rotatably mounted on the frame 14. The rear swing arm 18 rotatably supports the rear wheel 10.

The human-powered vehicle 2 includes an electric component 38, a power supply device 40, and a control device 42. The electric component 38 is connected to the control device 42 by wire or wireless means. The electric component 38 includes at least one of an electric transmission device 44, 46, an electric brake device 48, 50, an electric suspension device 52, 54, an electric adjustable seat support 56, an electric auxiliary drive device 58, an anti-lock brake system component (ABS) 60, and an anti-lock brake system (ABS) control device 62. In this embodiment, the electric component 38 includes at least the anti-lock brake system component 60 and the anti-lock brake system control device 62.

The electric shifting device 44 is an external shifting device including an electric motor. In one example, the electric shifting device 44 changes the rear sprocket around which the chain 34 is wound in the rear sprocket assembly 32 in response to an input to a rear shifting operating device mounted on the handlebar 36 .

The electric shifter 46 is an external shifter including an electric motor. In one example, the electric shifter 46 changes the front sprocket around which the chain 34 is wound on the rear sprocket assembly 28 in response to an input to a front shift operating device mounted on the handlebar 36 .

The speed change device of the human-driven vehicle may also be a cable-type speed change device. The cable-type speed change device changes the sprocket around the cable 34 by the tension of the cable stretched in response to the input of the speed change operation device.

The electric brake device 48 is a disc brake caliper including an electric motor. In one example, the electric brake device 48 clamps or releases the disc brake rotor that rotates integrally with the rear wheel 10 in response to input to a rear brake operating device mounted on the handlebar 36.

The rear brake operating device and the electric brake device 48 are connected by a hose filled with a fluid. An example of the fluid is hydraulic oil. The electric brake device 48 applies a braking force to the disc brake rotor by the pressure of the fluid pressurized in response to the input to the rear brake operating device.

The electric brake device 50 is a disc brake caliper including an electric motor. In one example, the electric brake device 50 clamps or releases the disc brake disc that rotates integrally with the rear wheel 12 in response to an input to a front brake operating device 64 mounted on the handlebar 36 .

The front brake operating device 64 and the electric brake device 50 are connected by a hose filled with a fluid. An example of the fluid is hydraulic oil. The electric brake device 50 applies a braking force to the disc brake disc by the pressure of the fluid pressurized in response to the input to the front brake operating device 64.

The brake device of the human-powered vehicle 2 may also be a cable-type brake device. The cable-type brake device applies a braking force to the wheel rim of the human-powered vehicle 2 by the tension of the cable stretched in response to the input to the brake operating device.

The electric suspension device 52 is a suspension device including an electric motor. The electric suspension device 52 is disposed between the frame 14 and the rear swing arm 18. The electric suspension device 52, for example, changes at least one of a locking state, a stroke, a damping force, and a rebound force in response to an input to a rear suspension operating device mounted on the handlebar 36.

The electric suspension device 54 is a suspension device including an electric motor. The electric suspension device 54 is provided on the front fork 16. The electric suspension device 54, for example, changes at least one of a locking state, a stroke, a damping force, and a rebound force in response to an input to a front suspension operating device mounted on the handlebar 36.

The electrically adjustable seat support 56 is a seat support including an electric motor. The electrically adjustable seat support 56, for example, changes the height of the seat of the human-powered vehicle 2 in response to an input to an electric seat support operating device mounted on the handlebar 36.

The electric auxiliary drive device 58 is a drive unit including an electric motor. The electric auxiliary drive device 58 outputs an auxiliary drive force in response to the human drive force input to the crank arm 22.

The power device 40 is, for example, a secondary battery including a Li (lithium ion) battery. The power device 40 supplies power to the electric assembly 38. The power device 40 is, for example, built into the lower tube of the frame 14. The control device 42 is provided in the housing of the electric auxiliary drive device 58.

The anti-lock brake system assembly 60 reduces the braking force applied to the wheel 12 when the operation amount of the front brake operating device 64 exceeds a predetermined operation amount and the difference between the running speed of the human-driven vehicle 2 and the rotation speed of the front wheel 12 exceeds a critical value. The anti-lock brake system assembly 60 is, for example, built into the lower tube of the frame 14.

The anti-lock brake system control device 62 is a processor for controlling the operation of the anti-lock brake system component 60. The anti-lock brake system control device 62 is connected to: a detection device for detecting fluid pressure, a vehicle speed sensor for detecting the driving speed of the human-driven vehicle 2, and a rotation speed sensor for detecting the rotation speed of the front wheel 12.

The detection device is used to detect the pressure of the fluid pressurized by the operation of the front brake operating device 64. The detection device outputs the detection result of the fluid pressure to the anti-lock brake system control device 62. The vehicle speed sensor outputs the detection result of the driving speed of the human-driven vehicle 2 to the anti-lock brake system control device 62. The rotation speed sensor outputs the detection result of the rotation speed of the front wheel 12 to the anti-lock brake system control device 62.

The anti-lock brake system control device 62 determines whether to reduce the braking force on the front wheels 12 based on the input from the detection device, the vehicle speed sensor, and the rotation speed sensor. When the anti-lock brake system control device 62 determines that the braking force on the front wheels 12 is to be reduced, it outputs a control signal to the anti-lock brake system component 60 to start the operation.

The anti-lock brake system assembly 60 reduces the braking force on the front wheel 12 in response to a control signal input from the anti-lock brake system control device 62. The anti-lock brake system control device 62, for example, is built into the top tube of the frame 14.

Next, referring to FIG. 2A to FIG. 2C, the installation method of the detection device of the embodiment is described for the case where the detection device is retrofitted to the human-driven vehicle 2. The detection device of the embodiment has a sensor, which is detachably disposed between the operating device for the human-driven vehicle 2 and the target device operated by the operating device, and is used to detect the fluid pressure caused by the operation of the operating device.

An example of an operating device is a front brake operating device 64. The target device is a brake device that applies a braking force to the wheels of the human-powered vehicle 2, and an example is an electric brake device 50. Another example of an operating device is a rear brake operating device. The target device is an electric brake device 48. Another example of an operating device is a front speed change operating device. The target device is an electric speed change device 46. Another example of an operating device is a rear speed change operating device. The target device is an electric speed change device 44.

As shown in FIG. 2A , before the detection device is installed, the front brake operating device 64 and the electric brake device 50 are connected via an existing hose 66. The existing hose 66 is filled with fluid.

When the detection device is retrofitted to the human-driven vehicle 2, as shown in FIG. 2B, the front brake operating device 64 from which the existing hose 66 has been removed is connected to one end of the first hose 68, and the electric brake device 50 from which the existing hose 66 has been removed is connected to one end of the second hose 70.

As shown in FIG. 2C , the detection device 72 is connected to the other end of the first hose 68 and the other end of the second hose 70. The detection device 72 is detachably connected between the front brake operating device 64 and the electric brake device 50. The detection device 72 has a sensor 74. The sensor 74 is used to detect the pressure of the fluid caused by the operation of the front brake operating device 64.

As shown in FIG. 3 , the detection device 72 includes an input portion 76 for inputting fluid from an operating device, an output portion 78 connected to the input portion 76 and outputting the fluid to a target device, and a detection portion 80 having one end connected to the input portion 76 and the output portion 78 and the other end connected to the sensor 74 .

The input portion 76 is connected to the first hose 68. The input portion 76 is used to input the fluid from the front brake operating device 64. The output portion 78 is connected to the second hose 70. The output portion 78 is connected to the input portion 76 and is used to output the fluid from the front brake operating device 64 to the electric brake device 50.

The detection unit 80 has one end connected to the input unit 76 and the output unit 78 and the other end connected to the sensor 74. When the front brake operating device 64 is operated, the fluid applies pressure in the direction indicated by the solid arrow. The sensor 74 is connected to the anti-lock brake system control device 62 via the wiring 82. The sensor 74 outputs the pressure detection result to the control device of the anti-lock brake system component 60. An example of the control device of the anti-lock brake system component 60 is the anti-lock brake system control device 62. The sensor 74 outputs the detection result of the fluid pressure to the anti-lock brake system control device 62 via the wiring 82.

The detection device 72 is provided with an exhaust hole 84 for exhausting the gas mixed in the fluid. The exhaust hole 84 is closed by a bolt 86. An example of the exhaust hole 84 is that when the gas is mixed in the fluid during the fluid replacement operation, the bolt 86 is removed to exhaust the gas to the outside of the detection device 72. The exhaust hole 84 can also be used to exhaust the deteriorated fluid or inject new fluid during the fluid replacement operation.

Next, referring to FIG. 4 and FIG. 5, the installation example of the detection device 72 is described. The input portion 76 is connected to the output portion of the fluid of the operating device. As shown in FIG. 4, in the first installation example, the input portion 76 built into the mounting seat 88 is connected to the output portion 90 of the fluid of the front brake operating device 64. The output portion 78 built into the mounting seat 88 is connected to the second hose 70 on the opposite side of the brake operating device 64 through the mounting seat 88.

The sensor 74 is mounted on the same surface of the mounting base 88 as the surface to which the second hose 70 is connected. With the first mounting example, the first hose 68 is not required. In the first mounting example, the second hose 70 can be replaced with the existing hose 66. By fixing the detection device 72 to the front brake operating device 64, the strength against vibration can be improved.

In the second installation example, the input portion 76 is connected to the hose connected to the output portion of the fluid of the operating device. As shown in FIG. 5, in the second installation example, the input portion 76 built into the mounting seat 88 is connected to the output portion 90 of the fluid of the front brake operating device 64 through the first hose 68. The output portion 78 built into the mounting seat 88 is connected to the electric brake device 50 through the second hose 70. By bending the first hose 68 and the second hose 70 in the second installation example, the restrictions on the installation position of the detection device 72 are reduced.

The sensor 74 is mounted on the same surface of the mounting seat 88 as the surface to which the first hose 68 is connected. By the second mounting example, the wiring 82 connecting the sensor 74 and the anti-lock brake system control device 62 can be easily arranged.

Next, referring to FIG. 6 , another installation example of the sensor 74 will be described. The target device is a brake device that applies a braking force to the front wheel 12 of the human-powered vehicle 2. The input unit 76, the output unit 78, and the detection unit 80 are arranged inside the anti-lock brake system assembly 60 for controlling the braking force applied to the front wheel 12 of the human-powered vehicle 2. The sensor 74 is connected to the detection unit 80 via a hose extending from the inside to the outside of the anti-lock brake system assembly 60, and is arranged outside the anti-lock brake system assembly 60.

As shown in FIG. 6 , the detection device 72a includes an anti-lock brake system component 60a. The input unit 76, the output unit 78, and the detection unit 80 are disposed inside the anti-lock brake system component 60a. The sensor 74 is connected to the detection unit 80 via a hose 92 extending from the inside to the outside of the anti-lock brake system component 60a, and is disposed outside the anti-lock brake system component 60a.

By using the detection device 72a, the size of the anti-lock brake system component 60a can be reduced compared to the case where the sensor 74 is built into the anti-lock brake system component 60a. By using another installation example, by bending the hose 92, the restrictions on the installation position of the detection device 74 are reduced.

The hose 92 extends from the end surface of the long side direction of the elongated cylindrical frame of the anti-lock brake system component 60a toward the outside of the anti-lock brake system component 60a. The anti-lock brake system component 60a can be installed in a narrower space.

An example of the detection device of the present invention includes a sensor; the sensor is detachably disposed between a brake operating device of a human-driven vehicle 2 and a brake device operated by the brake operating device, and is used to detect the operating state of the brake operating device.

An example of the brake operating device is the front brake operating device 64. An example of the brake device is the electric brake device 50. Another example of the brake operating device is the rear brake operating device. The brake device is the electric brake device 48.

The sensor 74 detects the pressure of the fluid caused by the operation of the brake operating device as the operating state. In one example, the sensor 74 detects the pressure of the working oil caused by the operation of the front brake operating device 64 as the operating state. In one example, the sensor 74 detects the operation amount of the operating lever of the brake operating device as the operating state.

In a modified example, the brake device may also be a cable type. In one example, the sensor 74 detects the amount of movement of the brake cable pulled by the brake operating device as the operating state of the operating device. In one example, the sensor 74 detects the amount of operation of the operating lever of the brake operating device as the operating state. The sensor 74 outputs the detection result of the operating state to the brake light of the human-powered vehicle 2.

The brake light, in one example, lights up when the oil pressure of the operating oil exceeds a predetermined pressure. The brake light, in one example, lights up when the oil pressure of the operating oil is less than a predetermined pressure. The brake light, in one example, lights up when the operation amount of the operating lever of the brake operating device exceeds a predetermined operation amount. The brake light, in one example, lights up when the operation amount of the operating lever of the brake operating device is less than a predetermined operation amount.

The brake light, in one example, lights up when the amount of movement of the brake cable pulled by the brake operating device exceeds a predetermined amount of operation. The brake light turns off when the amount of movement of the brake cable pulled by the brake operating device is less than a predetermined amount of operation.

The sensor 74 outputs the detection result of the operation state to the control device of the anti-lock brake system component 60 for controlling the braking force applied to the front wheels 12 of the human-driven vehicle 2. An example of the control device of the anti-lock brake system component 60 is the anti-lock brake system control device 62. In one example, the sensor 74 outputs the detection result of the operation state of the brake operating device to the anti-lock brake system control device 62.

The anti-lock brake system control device 62 outputs a control signal for starting the operation to the anti-lock brake system component 60 when the fluid pressure caused by the brake operating device exceeds a predetermined pressure and the difference between the driving speed of the human-driven vehicle 2 and the rotation speed of the front wheel 12 exceeds a critical value. The anti-lock brake system component 60 reduces the braking force on the front wheel 12 in response to the control signal input from the anti-lock brake system control device 62.

In one example, the anti-lock brake system control device 62 outputs a control signal to start the operation to the anti-lock brake system component 60 when the operation amount of the operating lever of the brake operating device exceeds a predetermined operation amount and the difference between the driving speed of the human-driven vehicle 2 and the rotation speed of the front wheel 12 exceeds a critical value. The anti-lock brake system component 60 reduces the braking force on the front wheel 12 in response to the control signal input from the anti-lock brake system control device 62.

In one example, the anti-lock brake system control device 62 outputs a control signal for starting the operation to the anti-lock brake system component 60 when the movement amount of the brake cable pulled by the brake operating device exceeds a predetermined movement amount and the difference between the driving speed of the human-driven vehicle 2 and the rotation speed of the front wheel 12 exceeds a critical value. The anti-lock brake system component 60 reduces the braking force on the front wheel 12 in response to the control signal input from the anti-lock brake system control device 62.

Next, referring to FIG. 7 , the structure of the anti-lock brake system assembly 60 will be described. As shown in FIG. 7 , the anti-lock brake system assembly 60 includes a valve 98, a drive device 100, and a long and thin cylindrical frame 102. An example of the frame 102 is used to accommodate the valve 98 and the drive device 100. The valve 98 is disposed between an input portion 94 for inputting a fluid from an operating device for the human-powered vehicle 2 and an output portion 96 for outputting the fluid to the brake device of the human-powered vehicle 2. The valve 98 is used to control the braking force exerted on the front wheels 12 of the human-powered vehicle 2. An example of an operating device is a front brake operating device 64. An example of a braking device is an electric braking device 50 .

The driving device 100 is used to drive the valve 98. In one example, the valve 98 is normally closed and is opened by being driven by the driving device 100. By opening the valve 98, the fluid moves from the disc brake caliper toward the reservoir. By reducing the fluid from the disc brake caliper, the pressure of the pressurized fluid is reduced. The driving device 100 reduces the braking force exerted on the front wheel 12 by reducing the clamping force applied from the disc brake caliper to the disc brake disc. An example of the driving device 100 is a motor. The driving device 100 can also be composed of an electromagnetic coil that drives the valve 98.

One end of a hose 104 is connected to the input portion 94. The other end of the hose 104 is connected to the output portion of the fluid of the front brake operating device 64. One end of a hose 106 is connected to the output portion 96. The hose 106 connected to the output portion 96 is connected to the brake device for the front wheel 12 of the human-powered vehicle 2. In one example, the other end of the hose 106 is connected to the electric brake device 50. The wiring 108 is connected to the drive device 100 via the communication portion 114. The function of the communication portion 114 will be described later with reference to FIG. 9.

The hose 104 connected to the input portion 94 , the hose 106 connected to the output portion 96 , and the wiring 108 connected to the drive device 100 extend from one of the two end surfaces in the longitudinal direction of the housing 102 toward the outside of the housing 102 .

The driving device 100 has a rotating shaft 110 for driving the valve portion 98, and the extending direction of the rotating shaft 110 is different from the long side direction of the frame 102. In one example, the extending direction of the rotating shaft 110 is orthogonal to the long side direction of the frame 102. If the extending direction of the rotating shaft 110 is different from the long side direction of the frame 102, the extending direction of the rotating shaft 110 and the long side direction of the frame 102 do not need to be orthogonal.

An example of the rotating shaft 110 is connected to the valve portion 98 via a gear. An example of the gear is built into the linkage 112. An example of the linkage 112 includes an umbrella gear for changing the transmission direction of the output of the drive device 100. An example of the linkage 112 includes a plurality of gears for reducing the rotational power of the drive device 100 and transmitting it to the valve portion 98.

In one example, the hoses 104 and 106 and the wiring 108 do not necessarily need to extend from one of the two end surfaces in the longitudinal direction of the housing 102 toward the outside of the housing 102 .

In a modified example, the anti-lock brake system assembly 60 includes a valve 98, a drive device 100, and a long and thin cylindrical frame 102. The valve 98 is provided between an input portion for inputting a fluid from an operating device for the human-powered vehicle 2 and an output portion for outputting the fluid to a brake device of the human-powered vehicle 2. The valve 98 is used to control the braking force exerted on the wheels of the human-powered vehicle 2. An example of the operating device is the front brake operating device 64. An example of the brake device is the electric brake device 50.

The driving device 100 is used to drive the valve part 98. The frame 102 is used to accommodate the valve part 98 and the driving device 100. The driving device 100 has a rotation shaft 110 for driving the valve part 98. The extension direction of the rotation shaft 110 is different from the longitudinal direction of the frame 102.

In a modified example, the hose 104 connected to the input portion 94 , the hose 106 connected to the output portion 96 , and the wiring 108 connected to the drive device 100 do not have to extend from one of the two end surfaces in the long side direction of the frame 102 toward the outside of the frame 102 .

Next, referring to FIG. 8 , the installation mode of the anti-lock brake system assembly 60 is described. As shown in FIG. 8 , the anti-lock brake system assembly 60 is built into the frame 14 of the human-powered vehicle 2. The anti-lock brake system assembly 60 is, for example, built into the lower tube 14D. The anti-lock brake system control device 62 is, for example, built into the top tube 14T.

The hose 104 is used to connect the anti-lock brake system assembly 60 with the front brake operating device 64. The hose 106 is used to connect the anti-lock brake system assembly 60 with the electric brake device 50. The wiring 108 is used to connect the anti-lock brake system assembly 60 with the anti-lock brake system control device 62. The head pipe 14H is provided with a hole for the hose 104 and the hose 106 to pass through.

In one example, one end of the hose 104 is connected to the front brake operating device 64. The other end of the hose 104 is inserted into the hole of the head pipe 14H and connected to the anti-lock brake system component 60. In one example, one end of the hose 104 can also be connected to the anti-lock brake system component 60. The other end of the hose 104 can also be pulled out from the hole of the head pipe 14H and connected to the front brake operating device 64.

In one example, one end of the hose 106 is connected to the electric brake device 50. The other end of the hose 106 is inserted into the hole of the head pipe 14H and connected to the anti-lock brake system component 60. One end of the hose 106 may also be connected to the anti-lock brake system component 60. The other end of the hose 106 may also be pulled out from the hole of the head pipe 14H and connected to the electric brake device 50.

In one example, one end of the wiring 108 is connected to the anti-lock brake system component 60. The other end of the wiring 108 is connected to the anti-lock brake system control device 62 through the head pipe 14H. In one example, one end of the wiring 108 can also be connected to the anti-lock brake system control device 62. The other end of the wiring 108 can also be connected to the anti-lock brake system component 60 through the head pipe 14H.

The hose 104 may also be connected to the front brake operating device 64 via the first hose 68 shown in Fig. 5. The hose 106 may also be connected to the electric brake device 50 via the second hose 70 shown in Fig. 5.

Next, referring to FIG. 9 , the function of the communication unit 114 will be described. The anti-lock brake system assembly 60 includes the communication unit 114. The communication unit 114 communicates with an external device. The external device coordinates and controls the control target device in terms of the control of the braking force.

As shown in FIG. 9 , in one example, the communication unit 114 is connected to the electric auxiliary drive device 58, the electric transmission devices 44, 46, and the warning light 116 so as to communicate by wire or wirelessly. The warning light 116 informs that the anti-lock brake system component 60 is in an activated state by lighting up or extinguishing the light when the anti-lock brake system component 60 is in an activated state.

In one example, the communication unit 114 is connected to a mobile terminal device 118 such as a smart phone to communicate wirelessly. The communication unit 114 can also be connected to other terminal devices such as a personal computer to communicate by wire or wirelessly.

The mobile terminal device 118 can set the permission and prohibition of the operation of the electric auxiliary drive device 58, the operation of the electric transmission device 44, 46, and the notification operation of the warning light 116 during the operation of the anti-lock brake system component 60 by sending a predetermined command to the communication unit 114. The mobile terminal device 118 can change the braking force and the intervention deceleration setting of the anti-lock brake system component 60 by sending a predetermined command to the communication unit 114.

The communication unit 114 sets the permission and prohibition of various actions by sending the predetermined command received from the mobile terminal device 118 to the corresponding electric auxiliary drive device 58, the electric transmission device 44, 46, and the warning light 116. The communication unit 114 changes the setting of the permission and prohibition of various actions by sending the predetermined command received from the mobile terminal device 118 to the corresponding electric auxiliary drive device 58, the electric transmission device 44, 46, and the warning light 116.

The communication unit 114 transmits the operating state of the anti-lock brake system component 60 to the electric auxiliary drive device 58, the electric transmission devices 44, 46, and the warning light 116. The electric auxiliary drive device 58, the electric transmission devices 44, 46, and the warning light 116 operate according to the setting of the anti-lock brake system component 60 during operation.

Although the above describes the implementation of the present invention, the implementation is not limited by the content of the implementation. The above components include structures that are easily associated by skilled artisans, substantially the same structures, and so-called equal scopes. In addition, the above components can be appropriately combined. In addition, various components can be omitted, replaced, or changed within the scope of the above embodiments.

The expression "at least one" used in this specification means "more than one" of the required options. As an example, if the number of options is two, the expression "at least one" used in this specification means "only one option" or "both options". As another example, if the number of options is three or more, the expression "at least one" used in this specification means "only one option" or "a combination of two or more options".

2: Human-powered vehicle 44,46: Electric transmission device 50: Electric brake device 58: Electric auxiliary drive device 60: Anti-lock brake system components 62: Anti-lock brake system control device 64: Front brake operating device 66: Existing hose 68: First hose 70: Second hose 72: Detection device 74: Sensor 76: Input unit 78: Output unit 80: Detection unit 82: Wiring 84: Exhaust hole 86: Bolt 88: Mounting seat 92: Hose 94: Input unit 96: Output unit 98: Valve unit 100: Drive unit 102: Frame 104,106: Hose 108: Wiring 110: Rotating shaft 112: Linkage mechanism 114: Communication unit 116: Warning light 118: Mobile terminal device

[Figure 1] is a display diagram of a human-driven vehicle for retrofitting a detection device. [Figure 2A] is a display diagram of the state before the detection device is installed. [Figure 2B] is a display diagram of the detection device in the state of preparation for installation. [Figure 2C] is a display diagram of the state after the detection device is installed. [Figure 3] is a schematic diagram showing the structure of the detection device. [Figure 4] is a display diagram of the first installation example of the detection device. [Figure 5] is a display diagram of the second installation example of the detection device. [Figure 6] is a display diagram of other installation examples of the sensor. [Figure 7] is a display diagram of the structure of the anti-lock brake system component. [Figure 8] is a display diagram of the installation type of the anti-lock brake system component. [Figure 9] is an explanatory diagram of the functions of the communication unit.

60: Anti-lock braking system components

94: Input Department

96: Output department

98: Valve

100:Drive device

102:Frame

104,106: Hose

108: Wiring

110: Rotation axis

112: Linkage mechanism

114: Communications Department

Claims (8)

An anti-lock brake system assembly comprises: a valve, a driving device, and a frame; the valve is arranged between an input portion for inputting a fluid from an operating device for a human-powered vehicle and an output portion for outputting the fluid to a brake device of the human-powered vehicle, and is used to control the braking force exerted on the wheels of the human-powered vehicle; the driving device is used to drive the valve; the frame , which is used to accommodate the valve and the drive device and is in the shape of a long and thin cylinder; the hose connected to the input part, the hose connected to the output part, and the wiring connected to the drive device extend from one of the two end faces in the long side direction of the frame toward the outside of the frame; the wiring is arranged between the inner wall of the frame and the valve along the long side direction of the frame. As in the anti-lock brake system assembly of claim 1, the hose connected to the output portion is connected to the braking device for the front wheel of the human-powered vehicle. As in the anti-lock brake system assembly of claim 1, the driving device has a rotating shaft for driving the valve, and the extending direction of the rotating shaft is different from the long side direction of the frame. An anti-lock brake system assembly comprises: a valve, a drive device, and a frame; the valve is disposed between an input portion for inputting a fluid from an operating device for a human-powered vehicle and an output portion for outputting the fluid to a brake device of the human-powered vehicle, and is used to control the braking force exerted on the wheels of the human-powered vehicle; the drive device is used to drive the valve; the frame is used to accommodate the valve and the drive device and is in the shape of a long and thin cylinder; the drive device has a rotating shaft for driving the valve, and the extending direction of the rotating shaft is different from the long side direction of the frame. As in claim 3 or 4, the anti-lock brake system assembly, wherein the extension direction of the rotating shaft is orthogonal to the long side direction of the frame. An anti-lock brake system assembly as claimed in claim 3 or 4, wherein the rotating shaft is connected to the valve via a gear. An anti-lock brake system component as claimed in claim 1 or 4, wherein the anti-lock brake system component is built into the frame of the human-powered vehicle. An anti-lock brake system assembly as claimed in claim 1 or 4, wherein a communication unit is provided for communicating with an external device, wherein the external device coordinates control of a control target device in relation to control of the braking force.

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