JPS6181856A - Vehicle antilock braking device - Google Patents

Abstract

PURPOSE:To make the structure of an antilock braking device compact and to enhance the durability of the device, by supporting a transmission device and a sensor to an axle within a recess which is formed in one end face of a wheel hub with the axle confronting the center section of the recess. CONSTITUTION:A speed-up gear device 45 serving as a transmission device is disposed in a recess 8a formed in one end face of a wheel hub 8, and is composed of a planetary gear mechanism comprising a ring gear 76, a planetary gear 79 formed in a drive shaft 42. Further, a flywheel 72 is rotatably and slidably journalled onto the drive shaft 42 through the intermediary of a bushing 86. The flywheel 72 serving as a sensor for sensing the acceleration of the wheel. Meanwhile, a cam shaft 26 for a hydraulic pump is driven through a pair of gears 43, 44 by the drive shaft 42.

Description

Detailed Description of the Invention A1 Object of the Invention (1) Industrial Application Field The present invention relates to an anti-lock braking device for vehicles such as motorcycles and automobiles, and in particular to an anti-lock braking device for vehicles such as motorcycles and automobiles. a supported wheel; a hydraulic wheel brake that applies braking force to the wheel in response to output hydraulic pressure from a master cylinder; a drive shaft connected to the hub via a transmission device; a flywheel driven by the drive shaft. a sensor that detects when the wheel is about to lock when the wheel is braked due to overrun rotation of the flywheel and generates an output; a hydraulic pump driven from the hub; and a discharge side of the hydraulic pump. a modulator connected to the brake oil passage between the master cylinder and the wheel brakes so as to reduce and restore the brake oil pressure of the wheel brakes by depleting and increasing the pressure in the control oil pressure chamber; This invention relates to an improvement in a normally closed exhaust pressure valve that is installed in a communication path between a control hydraulic chamber and an oil tank and opens when it receives an output signal from a sensor.

(2) Prior Art This type of braking device is described in Japanese Patent Application Laid-open No. 120440/1983. Therein, an antilock control device including a sensor, a hydraulic pump, a modulator and a pressure relief valve, as well as a transmission connecting the sensor to the wheel, are arranged outside the wheel.

(3) Problems to be Solved by the Invention In the conventional device, the anti-lock control device and the transmission device are all disposed outside the wheels, so the sensor and the transmission device in particular are easily affected by external disturbances ( , countermeasures are required, and there is also the problem that taking such countermeasures increases the size of the entire braking device.

SUMMARY OF THE INVENTION An object of the present invention is to solve the above-mentioned problems and provide the anti-lock braking device which is compact and highly durable.

B0 Structure of the Invention (1) Means for Solving the Problems In order to achieve the above object, the present invention forms a recess on one end surface of the hub so that the axle faces the center, and a transmission device is installed in the recess. and the sensor is supported on the axle.

(2) Effect According to the above configuration, the recess formed in one end surface of the hub is
Since the shape allows the axle to directly face the center of the recess, the volume of the recess can be obtained sufficiently large without making the diameter of the recess particularly large.Using this, the sensor and transmission device can be attached to the hub. It can be installed compactly inside. Furthermore, the influence of disturbances on the sensor and the transmission device can be eliminated or reduced by the hub.

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

First, in the first tooth showing the first embodiment of the present invention, the motorcycle 1 has a pair of left and right front wheel brakes 3r, 3r for braking the steered wheels, that is, the front wheel 2f, and a brake for braking the rear wheel 2r. Both front wheel brakes 3f, 3f are operated by the output hydraulic pressure of a front master cylinder 5f operated by a brake pedal 6, and the rear wheel brake 2r is operated by a brake pedal 6. The front wheel brakes 3f and 3r are operated by the output hydraulic pressure of the rear master cylinder 5r, but the braking hydraulic pressure of the front wheel brakes 3f and 3r is controlled by the anti-lock control device 7.

Therefore, the front wheel 2f corresponds to the wheel of the present invention, and the front wheel brake 3f corresponds to the wheel brake of the present invention.

In FIGS. 2 and 3, a hub 8 of a front wheel 2f is supported on an axle 10 fixed to the lower end of a front fork 9 via bearings 1), 1). A pair of front wheel brakes 3r, 3f arranged on both sides of the front wheel 2f are both
It consists of a brake disc 12 fixed to the end surface of the hub 8, and a brake caliper I4 supported by the front fork 9 via a bracket 13 while straddling the brake disc 12. The brake caliper I4 has an input port 14a. When the output hydraulic pressure of the master cylinder 5r is supplied to the brake cylinder 5r, the brake cylinder 5r is activated to compress the brake disc 12 and apply braking force to the front wheel 2f.

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

The anti-lock control device 7 includes a hydraulic pump 16 that is driven by the front wheels 2 during braking, and a control hydraulic chamber 18 into which the discharge pressure of the hydraulic pump 16 is introduced.
A modulator 17 interposed between the control hydraulic pressure chamber 18 and the oil tank 19, a normally closed exhaust pressure valve 20 interposed in the communication path between the control hydraulic pressure chamber 18 and the oil tank 19, and the front wheel 2f detecting that the front wheel 2f is about to be locked. An inertial sensor 21 that opens the exhaust pressure valve 20
These are the main components of the casing 2.
It is housed in a normally closed room defined by 2.

The casing 22 includes a cup-shaped housing 22a and this housing 2.
A lid body 22 that fits into the open end of 2a and is fixed with screws 23
The housing 22a is arranged to fit into the recess 8a formed on the left end surface of the hub 8 along the inner peripheral surface thereof, and the lid body 22b is placed at the entrance of the recess 8a and extends across the recess 8a. It is arranged like this. The lid body 22b is supported by the axle 10 via a cylindrical shaft 24 fixed at the center thereof, and is connected to the front fork 9 by a rotation prevention means so as not to rotate around the axle 10.

The rotation preventing means is arbitrary, but for example, a bolt 25 for fixing the bracket 13 to the front fork 9
(See Figure 2) is appropriate.

The hydraulic pump 16 includes a camshaft 26 as a pump shaft disposed parallel to the axle 10, a bushing rod 27 disposed with its inner end facing an eccentric cam 26a formed on the camshaft 26, and a pump piston 28 abutting the outer end of the bushing rod 27;
8 and a return spring 30 that biases the bushing rod 27 in a direction away from the eccentric cam 26a.

The bush loft 27 and the pump piston 28 are slidably fitted into a first cylinder hole 33 formed in the lid body 22b so as to define a population chamber 31 and an outlet chamber 32 on their respective outer peripheries. Further, a plug body 34 is fitted into the outer end of the first cylinder hole 33 so as to define a pump chamber 35 between it and the pump piston 28, and a hydraulic chamber 36 is defined in the plug body 34. The actuating piston 29 is slidably engaged with the actuating piston 29 .

The inlet chamber 31 communicates with the oil tank 19 via a conduit 37, and also communicates with the pump chamber 35 via a suction valve 38, and the pump chamber 35 communicates with the outlet chamber 32 via a one-way seal member 39 having a discharge valve function. will be communicated to. Further, the hydraulic chamber 36 is connected to the upstream pipe 15a of the hydraulic conduit 15 so as to constantly communicate with the output pump 5fa of the front master cylinder 5f.

As shown in FIG. 4, the cam shaft 26 is supported by the lid body 22b via a hair ring 40.4-0', and is rotatably mounted on the cylinder shaft 24 via a hair ring 41.41. It is driven by a supported drive shaft 42 via a pair of gears 43, 44, and the drive shaft 42 is driven by the front wheels 2f via a speed increasing gear device 45, which will be described later, as a transmission device.

As a result, the camshaft 26 is driven to increase the speed of the front wheels 2.

A meter drive gear 49 is fixed to the outer end of the camshaft 26 opposite to the gear 44, and this gear 4 meshes with a driven gear 50 connected to an input shaft of a speedometer 51 of the motorcycle.

The modulator 17 includes a decompression piston 46, a fixed piston 47 that receives and stops one end of the decompression piston 46 and restricts its retraction limit, and a fixed piston 47 that supports the decompression piston 46.
Both pistons 46 and 47 are slidably fitted into a second cylinder hole 52 formed adjacent to the first cylinder hole 33 in the lid body 22b.

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.

This manual 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 four hydraulic pipes so as to constantly communicate with the input port 14a of the front wheel brakes 3f, 3f. 15 downstream pipe 15b,
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 lid body 22b, and the fixed piston 47 is operated by the elastic force of the return spring 48 or the output hydraulic chamber 54.5.
Due to the hydraulic pressure applied to the end plate 5, the end plate 63 is always held in the abutting position with the end plate 63.

The hydraulic pump 16 and modulator 17 are arranged on the rear side of the front fork 9, like the brake caliper 14, in order to protect them from obstacles from the front of the vehicle.

The exhaust pressure valve 20 is composed of a valve seat member 65 fitted into a stepped cylinder hole 64 of the lid body 22b, and a valve body 67 that slides onto the valve seat member 65 to open and close the valve hole 66 of the valve seat member 65. be done. The valve seat member 65 defines an inlet chamber 68 in the small diameter part of the stepped cylinder hole 64 and an outlet chamber 69 in the large diameter part, and both chambers 6
8 and 69 communicate with each other through the valve hole 66. Further, the inlet chamber 68 is communicated with the control hydraulic chamber 18 of the modulator 17 via an 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. in the end,
The outlet chamber 69 is in communication with the oil tank 19.

The sensor 21 is connected to the speed increasing gear device 4 which receives input from the front wheel 2f.
5, a flywheel 72 rotated by the speed increasing device 45, a cam mechanism 73 that converts the overrun rotation of the flywheel 72 into axial displacement, and a cam mechanism 73 that converts the overrun rotation of the flywheel 72 into axial displacement, and It consists of an output rehar mechanism 74 capable of operating the pressure valve 20, and a speed increasing gear device 45 disposed on the outer side of the back wall of the housing 22a, and a cam mechanism 7.
3. The flywheel 72 and the output lever mechanism 74 are disposed within the housing 22a.

The speed-up gear device 45 includes a ring gear 76 that is spline-fitted to the inner peripheral surface of an annular support portion 75 protruding from the outer surface of the rear wall of the housing 22a, and a ring gear 76 that is rotatably supported by the hub 8. A plurality of planetary gears 78 mesh with the drive shaft 42, and a sun gear 7.9 formed at one end of the drive shaft 42 and meshes with the planetary gears 78 form a planetary gear type structure.

A seal member 89 is interposed between the back wall of the casing 22a and the drive shaft 42 passing through it, and a seal member 81 is also interposed between the hub 8 of the annular support portion 75 of the casing 22a. equipped.

Even if the drive shaft 42 is overloaded for some reason, the front wheels 2
In order not to disturb the rotation of f, the speed increasing gear device 4
At least one of the gears 5, for example, the planetary gear 78, is made of synthetic resin and has a fuse function that ruptures when a torque exceeding a specified value is applied.

By the way, the speedometer 51 is connected to the speed increasing gear device 4.
5, so if the synthetic resin gear 78 were to break, the speedometer 51 would not operate despite the rotation of the front wheels 2f. From this, the above-mentioned failure can be known.

The cam mechanism 73 is connected to the drive shaft 42 as shown in FIG.
a driving cam plate 82 fixed to the drive cam plate 82; a driven cam plate 83 disposed opposite to the driving cam plate 82 so as to be relatively rotatable;
Cam recesses 82a and 83a on opposing surfaces of both cam plates 82 and 83
The thrust ball 84 is engaged with the thrust ball 84. The cam recess 82a of the drive cam provisional 82 is inclined so that the bottom surface is shallow toward the rotation direction 85 of the drive shaft 42, and the cam recess 83a of the driven cam plate 83 is inclined such that the bottom surface is deep toward the rotation direction 85. It is slanted so that

Therefore, in the normal case where the driving cam plate 8 takes a position on the driving side with respect to the driven cam plate 83, the thrust hole 84 engages with the deepest part of both the cam recesses 82a, 82a, and the driving cam 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 cams 82 and 83, but the position is reversed and the driven cam 83 is overlapping the drive cam plate 82. When you run,
Relative rotation occurs between both cam plates 82 and 83, and the thrust pole 84 rolls up the sloped bottom surfaces of both cam recesses 82a and 83a to apply thrust to both cam plates 82 and 83, thereby causing the driven cam plate 82 This causes an axial displacement in a direction away from the drive cam handle 82.

The thrust pole 84 suddenly moves into the cam recess 82a.

In order to reduce the impact when the rolling limit of 83a is reached,
At least one component of the cam mechanism 73 is made of synthetic resin, and in the illustrated example, the driven cam plate 83 and the thrust pole 84 are made of synthetic resin. As a result, vibration of the cam mechanism 73 due to impact is prevented and its durability is improved.

The flywheel 72 has its boss 72a connected to the drive shaft 4.
The driven cam plate 83 is rotatably and slidably supported on the boss 72a via a bush 86, and the driven cam plate 83 is rotatably supported on the boss 72a, and is attached to one side of the flywheel 72 via a friction clutch plate 87. is engaged with. A pressing plate 89 is attached to the other side of the flywheel 72 via a thrust bearing 88.

The output lever mechanism 74 swings in the axial direction of the axle 10 by a support shaft 90 protruding from the inner surface of the lid body 22b at an intermediate position between the axle IO and the exhaust pressure valve 20, and a neck 90a at the tip of the support shaft 90. A lever 91 is freely supported, and a certain amount of play 92 is provided between the neck 90a and the lever 91 in the swinging direction of the lever 91. 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 pressure valve 20. An abutting portion 93 that abuts the outer surface of the pressing plate 89 is formed in a raised chevron shape at an intermediate portion of the pressing plate 89 .

A spring 94 is compressed between the tip of the first arm 91 and the lid body 22b, and the tip of the second arm 91b is attached to the valve body 6 of the exhaust pressure valve 20.
7 Abuts on the outer end.

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

The pressing force that the pressing plate 89 receives from the spring 94 is applied to the flywheel 72), the friction clutch plate 87, and the driven cam plate 8.
A constant frictional engagement force is applied to the three parts of 3, and both cams are
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 Fi, 87 slips.

A confirmation device 95 is connected to the output lever mechanism 74 to confirm its normal operation. This confirmation device 95
A switch holder 96 is fixed to the lid body 22b and protrudes into the coil portion of the spring 94, and a reed switch 97 is held by the switch holder 96 within the coil portion of the spring 94.
The first arm 91a is configured with a permanent magnet 98 attached to the first arm 91a in correspondence with the reed switch 97.
When the reed switch 97 swings toward the lid 22b by a predetermined angle, the permanent magnet 98 is moved to the open position of the reed switch 97.

A display circuit 99 is connected to the reed switch 97. The display circuit 99 is configured as shown in FIG. When the main switch 100 is closed, current flows from the power supply lO1 to the transistor 10 through the main switch 100, resistors 102 and 103.
4, the transistor 104 becomes conductive, and as a result, the indicator lamp 105 is switched on from the main switch 1.
00 and turns on. In this state, when the reed switch 97 is once closed by the approach of the permanent magnet 98, the Cyrisk 1 is passed through the reed switch 97.
Since current is passed through the gate of 06, Cyrisk 106
becomes conductive, and a large amount of the current passing through the resistor 102 flows toward the cyrisk 106, causing the transistor 10 to become conductive.
4 is in a cut-off state, and the indicator lamp 105 is turned off. Therefore, by turning off the light, it can be confirmed that the lever 91 has swung toward the lid 22b against the elastic force of the spring 94. Thereafter, even if the reed switch 97 is opened by the return operation of the lever 91, the extinguished state of the indicator lamp 105 is maintained by the cyrisk 106 until the main switch 100 is opened and closed again.

As the main switch 100, an ignition switch or a brake switch of a motorcycle can be used.

Furthermore, as shown in FIG. 7, an induction coil 107 may be used in place of the main switch 100. That is,
The primary side of the induction coil 107 is connected to the reed switch 97, and the secondary side thereof is connected to the gate of the cyrisk 106. The rest of the structure is the same as that in FIG. 6, and corresponding parts are given the same reference numerals in the figure. In this device, when the reed switch 97 is opened and closed, positive and negative pulses are generated alternately on the secondary side of the induction coil 1070, which causes the thyristor 106 to repeat the conduction and cutoff states, and the indicator lamp 105
flashes. Therefore, the operation of the lever 91 can be confirmed by this blinking.

Next, the operation of this embodiment will be explained.

While the vehicle is running, the speed increasing gear device 4 is connected to the rotating front wheels 2f.
5, the drive shaft 42 is driven to increase the speed, and then the flywheel 72 is driven via the cam mechanism 73 and the friction clutch plate 87.
rotates faster than. Therefore, flywheel 7
2 can have a large rotational inertia.

At the same time, the camshaft 26 and speedometer 5
1 is also driven by the drive shaft 42.

Now, if the front master cylinder 5 is activated to brake the front wheel 2f, the output oil pressure will be transferred to the upstream pipe 1 of the hydraulic conduit 15.
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, 3f, 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 acts on the operating piston 29 and the eccentric cam 26
A reciprocating motion is given to the pump piston 28 by the lifting action of a on the bushing rod 27. During the suction stroke in which the pump piston 28 moves toward the push condo 2, the suction valve 38 opens and the oil in the oil tank 19 is sucked into the pump chamber 35 from the conduit 37 through the inlet chamber l, and the pump piston 28 During the discharge stroke to move toward the working piston 29 side, the one-way seal member 39 opens the valve, and the oil in the pump chamber 35 is forced into the outlet chamber 32 and further to the control hydraulic chamber 18 of the modulator 17 via the oil passage 57. be done. 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, since the control hydraulic chamber 18 of the modulator 17 is initially cut off from communicating with the oil tank 19 by closing the exhaust pressure valve 20, the hydraulic pressure supplied from the hydraulic pump 16 to the classroom 18 acts directly on the pressure reducing piston 46. This is pressed to the retracted position, and the valve body 60 is kept open by the valve opening rod 62, allowing passage of the output hydraulic pressure from the front master cylinder 5r.

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 2f due to this braking, the flywheel 72 detects this and tries to overrun the drive shaft 42 due to its inertia force.

The rotational moment of the flywheel 72 at this time causes relative rotation of both cams +7i82, 83, and the thrust generated by the transfer of the thrust ball 84 gives an axial displacement to the flywheel 72, causing the press plate 89 to move the lever 91. trying to push it.

Now, if we consider the behavior of the lever 91 when it is pressed by the pressing plate 89, we can see that initially the support shaft 90 and the lever 91
1, the lever 91 is supported by the spring 94, the pressure plate 89, and the valve body 67 of the exhaust valve 20, and when pressed by the pressure plate 89, the lever 91 uses the valve body 67 as a fulcrum. It oscillates as. When such rocking progresses to a predetermined angle, the play 92 between the support shaft 90 and the lever 91 disappears, and the fulcrum on the second arm 91b side moves from the valve body 67 to the support shaft 90 near the contact portion 93. , the lever 91 now swings about the support shaft 90 as a fulcrum.

In this way, the lever ratio when the lever 91 is swung by the pressing plate 89 changes in two stages, so even if the repulsive force of the spring 94 is constant, the lever 91 is initially moved by the relatively small force of the pressing plate 89. It oscillates due to the pressing force, and after the fulcrum of the oscillation moves, it does not oscillate unless the pressing force increases to a predetermined value. Therefore, during braking, when the angular deceleration occurring in the front wheel 2r is relatively small, the lever 91 is moved to the pressing plate 89.
Since the permanent magnet 98 swings due to the pressing force and approaches the closed position of the reed switch 37, the display circuit 99 is activated as described above, indicating to the operator that the sensor 21 is operating normally. It can be recognized.

Now, when the front wheel 2f is about to lock up due to excessive braking force or a decrease in the friction coefficient of the road surface, the front wheel 2f
Due to the rapid increase in the angular deceleration of f, the pressing force of the pressing plate 89 exceeds a predetermined value, and the lever 91 is activated by the spring 94 with the support shaft 90 as the fulcrum.
As a result, 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. Entrance chamber 68. Valve hole 66, outlet chamber 69, oil passage 71.
Oil tank 1 via inlet chamber 31 of hydraulic pump 16 and 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, communication between the person and the output oil chambers 54 and 55 is cut off, and the volume of the output oil pressure chamber 55 is increased.

As a result, the braking oil pressure acting on the front wheel brakes 3r, 3[ 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 9■ is released, so the lever 91 swings back to its original position due to the repulsive force of the spring 94, and the exhaust valve 20 Close the valve. Exhaust pressure valve 20
When the valve is closed, the pressure oil discharged from the hydraulic pump 16 is immediately confined in the control hydraulic chamber 18, and the pressure reducing piston 4
6 retreats to the output hydraulic chamber 55 side to increase the pressure in the greenhouse 55,
Restores braking power. By repeating this operation at high speed, the front wheels 2f are efficiently braked.

In this anti-lock braking device, the hub 8 of the front wheel 2f
A recess 8a formed on one end surface has an axle 1 at its center.
Since the shape is such that the recess 8a directly faces the recess 8a, a sufficiently large volume can be given to the recess 8a without making the diameter of the recess 8a particularly large. The speed gear device 45 can be housed compactly within the hub 8 of the front wheel 2f. Further, the hub 8 can protect the sensor 21 and the speed increasing gear device 45 from disturbances. Furthermore, a hydraulic pump 16. Modulator 17
Since the upstream pipe 15a of the hydraulic conduit 15 that connects the front master cylinder 5r and the hydraulic pump 16, the downstream pipe 15b that connects the modulator 17 and the front wheel brake 3f, the exhaust pressure valve 20, and the hydraulic pump 1
6 and the oil tank 19 can be easily constructed.

FIG. 8 shows a second embodiment of the present invention, in which a ring gear 76 is formed on the input member 1) driven from the hub 8 via the concave-convex retaining half 10 in the speed increasing gear device 45. Carrier 1) 2 fixed to a fixed casing 22
The structure is substantially the same as that of the previous embodiment except that a planetary gear 78 is pivotally supported 77, and in the drawings, the same reference numerals are given to the parts corresponding to those of the previous embodiment.

FIG. 9 shows a third embodiment of the present invention, which is similar to the first embodiment.
In addition to the embodiment shown in the figure, a second rear wheel brake 3f' is provided, and a proportional pressure reducing valve 1) 4 is interposed in the hydraulic conduit 1) 3 connecting the brake 3f' and the front master cylinder 5r. It is. The proportional pressure reducing valve 1) 4 is a known type that proportionally reduces the hydraulic pressure on the input side and transmits it to the output side. According to this embodiment, braking force can be applied to the front and rear wheels 2'' and 2r simultaneously by simply operating the front master cylinder 5f. The rear wheels 2r are also efficiently braked by the pressure reducing function of the pressure reducing valve 1)4.

C0 Effects of the Invention As described above, according to the present invention, a recess is formed in one end surface of the hub to allow the axle to face the center, and the transmission device and sensor are supported on the axle in this recess. ,
A sufficiently large volume can be provided without making the diameter particularly large, and the sensor and transmission device can be housed compactly within the hub by using the recess, thus making the anti-lock braking device more compact. can be achieved. In addition, the hub can eliminate or reduce the influence of disturbances on the sensor and transmission device, contributing to improved durability.

[Brief explanation of the drawing]

1 to 6 show a first embodiment of the present invention, in which FIG. 1 is a schematic plan view of a motorcycle equipped with an anti-lock braking device, and FIG. 2 is a longitudinal cross-section of essential parts of the anti-lock braking device. The side view, Figures 3 and 4 are along the m-m line and rV in Figure 2.
-rV line sectional view, Figure 5 is an enlarged V-V line sectional view of Figure 4, Figure 6 is a wiring diagram of the display circuit in Figure 2, and Figure 7 is a wiring diagram showing a modification of the display circuit. , FIG. 8 is a longitudinal sectional view showing a second embodiment of the invention, and FIG. 9 is a schematic plan view of a motorcycle showing a third embodiment of the invention. 2f...Front wheel as a wheel, 3"...Front wheel brake as a wheel brake, 5r...Front master cylinder, 5fa...Output port, 7...Anti-lock control device, 8... Hub, 8a... Recess, 9... Front fork, 10... Axle, 12... Brake disc, 14... Brake caliper, 14a... Input port, 15... Braking oil path Hydraulic conduit, 16.
...Hydraulic pump, 17...Modulator, 20...
Exhaust pressure valve, 19... Oil tank, 20... Exhaust pressure valve, 21...
- Sensor, 22... Casing, 26... Camshaft as pump shaft, 42... Drive shaft, 45... Speed increasing gear device as transmission device, 72... Flywheel,
73...Cam mechanism, 74...Output rehar mechanism Fig. 1 Fig. 9

Claims (4)

[Claims] (1) A wheel in which a hub is rotatably supported by an axle passing through the hub; A hydraulic wheel brake that applies braking force to the wheel in response to output hydraulic pressure from a master cylinder; Connected to the hub via a transmission device a flywheel driven by the drive shaft, and a sensor that detects when the wheel is about to lock due to overrun rotation of the flywheel and generates an output; A hydraulic pump driven from the hub; a control hydraulic chamber communicating with the discharge side of the hydraulic pump; and a modulator connected to the brake oil path between the wheel brakes; and a normally closed exhaust pressure valve that is interposed in the communication path between the control hydraulic chamber and the oil tank and opens when it receives an output signal from the sensor. An anti-lock braking device for a vehicle, characterized in that a recess is formed in one end surface of the hub so that the axle faces the center, and a transmission device and a sensor are supported on the axle in the recess. Device. (2) In what is stated in claim (1),
An anti-lock braking device for a vehicle, wherein the hub is supported on an axle via bearings at at least two locations, one adjacent to the recess and one spaced apart therefrom. (3) In what is stated in claim (1),
An anti-lock braking device for a vehicle, in which the drive shaft and the flywheel are relatively rotatably supported on an axle, the pump shaft is disposed on one side of the drive shaft, and both shafts are interlocked. (4) In what is stated in claim (1),
An anti-lock braking device for a vehicle, wherein the recess defines a sealed chamber for accommodating the sensor by a casing extending across an entrance of the recess and along an inner circumferential surface of the recess.