JPS60244667A - Sensor operation identifying device for anti-lock controller - Google Patents

Abstract

PURPOSE:To enable users of being informed that a sensor can be operated normally or not before the operation and thereby give them the reliance by connecting a detecting device which detects the operation in the idling range of an output mechanism, to said mechanism. CONSTITUTION:An anti-lock controller 7 consists of both a hydraulic pump 16 which is driven by front wheels at the braking time, and a modulator 17 which contains a controlling oil pressure chamber 18 into which discharge pressure of said hydraulic pump 16 is induced, and is mounted in an oil pressure induction pipe 15. The other constituent elements of the controller 7 are a constantly closed discharge pressure valve 20 which is mounted in a communication passage between the controlling oil pressure chamber 18 and an oil tank 19, and an inertia-type sensor 21 which senses that a front wheel 2f is approaching to the locked state and opens the discharge pressure valve 20. Those elements are formed inside a casing 22.

Description

[Detailed Description of the Invention] A1 Object of the Invention (]) Industrial Field of Application The present invention is directed to determining whether a sensor of an anti-lock control device applied to a braking device of a vehicle such as a motorcycle or an automobile can operate normally. The present invention relates to a sensor operation confirmation device for confirming whether or not the sensor operates properly.

(2) Prior Art Conventionally, as a sensor for an anti-lock control device, a flywheel is rotatably and slidably supported on a drive shaft interlocked with a wheel braked by a wheel brake; a cam mechanism that transmits rotational torque and causes overrun rotation in the flywheel to apply axial displacement to the flywheel when the wheel is about to lock during braking; An output lever mechanism that operates the hydraulic control system of an anti-lock control device in order to reduce the braking hydraulic pressure of the brake;
This is already known as described in Japanese Patent No. 41.

(3) Problems to be Solved by the Invention However, such conventional sensors do not have a means for checking whether or not they can operate normally.
When the wheels are about to lock due to braking, it is impossible to inform the user in advance whether or not the sensor will respond to the situation, which causes anxiety to the user.

Therefore, an object of the present invention is to provide an effective sensor operation confirmation device that can confirm whether or not the sensor can operate normally by performing light braking under conditions where the wheels do not lock. do.

B3 Structure of the Invention (1) Means for Solving Problems According to the present invention, the output lever mechanism is configured to reduce the hydraulic pressure by a relatively small axial displacement force generated on the flywheel due to light braking of the wheel. The output lever mechanism is configured to have an idle region that is operated while maintaining the normal state of the control system, and a detection device that detects the operation of the mechanism in the idle region is connected to this output lever mechanism.

(2) If the action sensor is normal, when light braking is performed under conditions where the wheels do not lock, the relatively small axial displacement force generated on the flywheel will cause the output lever mechanism to move into the predetermined free range. is activated and activates the detection device. The hydraulic control system of the anti-lock control device is not activated by the operation of the output lever mechanism in the idle range.

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

First, in FIG. 1 showing a first embodiment of the present invention, a motorcycle 1 has a pair of left and right front wheel brakes 3f, 3f for braking a front wheel 2f, and one rear wheel for braking a rear wheel 2r. brake 3r, both front width brakes 3f, 3
f is operated by the output hydraulic pressure of the front mask cylinder 5f operated by the brake lever 4, and the rear wheel brake 2r is
Rear mask cylinder 5r operated by brake pedal 6
It is operated by hydraulic pressure, especially the front wheel brake 3.
The braking oil pressures f and 3f are controlled by an 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, 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 hair ring 11.11. A pair of front wheel brakes 3f, 3f arranged on both sides of the front wheel 2' are both
The brake caliper 14 consists of a brake disc 12 fixed to the end face of the hub 8 and a brake caliper 14 supported by the front fork 9 via brackets 1 to 13 while straddling the brake disc 12. When the output hydraulic pressure of the mask cylinder 5f is supplied to the boat 14a, it is activated to compress the brake disc 12 and apply braking force to the front wheel 2r.

An anti-lock control device 7 is interposed in a hydraulic conduit 15 connecting the output boat 5fa of the front mask cylinder 5f 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 wheel 2f during braking, and this hydraulic pump.

A modulator 17 which has a control hydraulic chamber 18 into which the discharge pressure of the valve 16 is introduced and is interposed in the middle of the hydraulic conduit 15; The main components are a closed type exhaust pressure valve 20 and an inertial type sensor 21 that detects that the front wheel 2f is about to be locked and opens the exhaust pressure valve 20, and these are installed in the casing 22. configured.

The casing 22 includes a cup-shaped housing 22a and a cup-shaped housing 22a.
A lid body 22 that fits into the open end of 2a and is fixed with screws 23
b, the housing 22a is disposed to fit in a recess 8a formed on one end surface of the hub 8, and a lid 22b
is connected to the axle 10 via a cylindrical shaft 24 fixed at its center.
The front fork 9 is supported by the front fork 9 and connected to the front fork 9 by a rotation preventing 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 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 an outer shaft of the bushing rod 27. It is composed of a pump piston 28 that abuts the end thereof, an actuation 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 eccentric cam 26a.

The bushing rod 27 and the pump piston 28 are slidably fitted into a first cylinder hole 33 formed in the lid 22b so as 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 a pump chamber 35 via a suction valve 38, and the pump chamber 35 communicates with an outlet chamber via three one-way seal members having a discharge valve function. 32. 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 mask cylinder 5f.

As shown in FIG. 4, the camshaft 26 is supported by the lid body 22b via hair rings 40, 40', and rotatably supported on the cylindrical shaft 24 via hair rings 41, 41. The drive shaft 42 is driven by a pair of gears 43 and 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. in the end,
The camshaft 26 is driven at an increased speed by the front wheel 2f.

Four meter drive gears are fixed to the outer end of the camshaft 26 opposite to the gear 44, and the gears 4 are meshed with a driven gear 50 connected to a human power shaft of a speedometer 51 of the motorcycle.

The modulator 17 includes a decompression piston 46, a fixed piston 47 that receives one end of the decompression piston 46 and restricts its retraction limit, and a fixed piston 47 that connects the decompression piston 46 to the fixed piston 47.
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 pressure chamber 18 between the inner end wall of the second cylinder hole 52 and an output hydraulic pressure chamber 55 between the fixed piston 47 and the inner end wall of the second cylinder hole 52 .
The fixed piston 47 also defines a human hydraulic pressure chamber 54 on its outer periphery.

The input hydraulic pressure chamber 54 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 so as to be in constant communication with the input port 14a of the front wheel brakes 3f, 3f. 15 downstream pipe 15b, and the control hydraulic chamber 18 is connected to the hydraulic pump 1 via an oil passage 57.
It communicates with the outlet chamber 57 of No. 6.

The fixed piston 47 is equipped with a valve chamber 58 that communicates with the input hydraulic pressure chamber 54 at all times, and a valve hole 59 that communicates the valve chamber 5B with the output hydraulic chamber 55. A valve body 60 that can be opened and closed, and a valve spring 61 that biases the valve body 60 toward the closing U2 side are housed. -) The valve opening rod 62 for opening the valve body 60 is a pressure reducing pinot, l, n,
This valve opening rod 62 is protruded from one end surface of the valve opening rod 16, and keeps the rectangular body 60 in an open state when the pressure reducing piston 46 is placed at the retraction limit.

The outer space 1] part of the second norinda hole 52 is closed with an end cap (2) 3 fixed to the lid body 22b, and the fixed piston 47 is fixed to the 2. The return spring 48 is always held in the abutting position with the end plate 63 by the hydraulic pressure introduced into the output hydraulic chambers 54 and 55.

)-hydraulic bomb 16 and module 1.・-ri 17th floor,
Like the brake caliper 14, it is arranged on the rear side of the front fork 9.

The exhaust pressure valve 20 includes a valve seat member 65 fitted in the step (-1 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 6G thereof. The valve seat member 65 defines a population chamber 68 in the small diameter part of the stepped cylinder hole 64 and an exit chamber 69 in the large diameter part, and both chambers 68 and 69 define the valve hole 66. The inlet chamber 68 communicates with the control hydraulic chamber 18 of the modulator 17 via an oil passage 20, and the outlet chamber 69 communicates with the control hydraulic chamber 31 of the hydraulic pump 16 via an oil passage 71. communicated.

After all, 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 lever mechanism 74 that can actuate the pressure valve 20, a speed increasing gear device 45 is disposed on the outside of the back wall of the housing 222, and a cam mechanism 73
, the flywheel 72 and the output lever mechanism 74 are located in the housing 2.
2a.

The speed-up gear device 45 includes a ring gear 7G 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 7G rotatably supported by the hub 8.・Multiple planetary gears 7 meshing with 76
8 and seven gears formed at one end of the drive shaft 42 and meshing with the planetary gear 78, it is configured in a planetary gear type.

Housing 22. A seal member 89 is interposed between the back wall of I and the drive shaft 42 passing through it, and a seal portion +A81 is also interposed between the hub 8 of the annular support portion 75 of the housing 22a. Ru.

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 foucose function that causes it to break when it receives torque exceeding a specified value.

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 stop operating despite the rotation of the front wheels 2f. From this, the above 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 plate 82 is inclined so that the bottom surface becomes shallower in the direction of rotation 85 of the drive shaft 42, and the cam recess 83a of the driven cam plate 83 is inclined so that the bottom surface becomes deeper in the direction of rotation 85 of the driven cam plate 83. 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 ball 84
is engaged with the deepest part of both cams 82.
However, if the position is reversed and the driven cam plate 83 overruns the driving cam plate 82, a relative rotation will occur in both cam plates 82 and 83, and the thrust ball 84 will rotate between both cam plates 82 and 83. The cam plates 82 and 83 roll as if climbing up the inclined bottom surfaces of the cam recesses 82a and 83a, applying thrust to both cam plates 82 and 83.
This causes the driven cam plate 82 to undergo axial displacement in the direction away from the drive cam plate 82.

ball 84 suddenly hits the cam recess 82a.

In order to reduce the impact when the rolling limit of 83a is reached,
At least two components of the cam mechanism 73 are 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 post 72a via a bushing 86, and the driven cam plate 83 is rotatably supported on the post 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 10 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 long first arm 91a that extends from the support shaft 90,
The first arm 91a has a short second arm 91a extending toward the exhaust valve 20, and an abutting part 93 that abuts the outer surface of the pressing plate 89 is formed in a raised chevron shape at the middle part of the first arm 91a. ing.

A spring 94 is compressed between the tip of the first arm 91 and the lid 22b, and the tip of the second arm 911) comes into contact with the outer end of the valve body 67 of the exhaust valve 20.

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 members 82 and 83, and an approach force is applied to both cam plates 82 and 83.

The manual 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 IT friction clutch plate 87 slips.

A detection device 95 is connected to the output lever mechanism 74 to detect its normal operation. This detection device 95
For example, a switch boulder 9G that is fixed to the lid body 22b and projects into the coil portion of the spring 94, and a reed switch 97 that is held by the switch boulder 9G within the coil portion of the spring 94.
It is composed of a permanent magnet 98 attached to the first arm 91a corresponding to the leet switch 97, and a display circuit 99 connected to the leet switch 97. When the reed switch 97 is moved, the permanent magnet 98 is displaced to the closed position of the reed switch 97.

The display circuit 99 is configured as shown in FIG. When the main switch 100 is closed, current from the power supply 101 flows through the main switch 100, the resistors 102 and 103, and the transistor 104 becomes conductive. As a result, the indicator lamp 105 turns on the main switch 100. It is energized through the lamp and turns on. In this state, when the reed switch 97 is closed due to the approach of the permanent magnet 98, a current is passed through the reed switch 97 to the gate of the thyristor +06, so that the thyristor 1
06 becomes conductive, and the current that has passed through the resistor 102 flows to the SIRISK 106 side, 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. After that, even if the reed switch 97 is opened by the return operation of the lever 91, the indicator lamp 105 remains off until the main switch 100 is opened and closed again.
It is held by Cyrisk 106.

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 thyrisk 106.

The rest of the structure is the same as that in FIG. 6, and corresponding parts are designated by the same reference numerals in the figure. In this device, when the reed switch 97 is opened or closed, two of the induction coils 107
Positive and negative pulses are generated alternately on the next side, which causes the thyristor 106 to repeat the conduction and cutoff states, and the indicator lamp 10
5 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 at an increased 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 5r is actuated 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', the force is transmitted to the front wheel brakes 3f, 3f in order, and by operating these, braking force can be applied to the front wheel 2f.

On the other hand, in the hydraulic pump 16, since the output hydraulic pressure of the front mask 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. In the suction stroke in which the pump piston 28 moves toward the bushing rod 27, the suction valve 38 opens and the oil in the oil tank 19 is sucked into the pump chamber 35 from the conduit 37 through the population chamber 1, and the pump piston 28 moves toward the operating piston. In the discharge stroke moving toward the 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 via the oil passage 57 to the control hydraulic chamber 18 of the modulator 7. Ru. 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 U1 chamber 32.

By the way, since the control hydraulic chamber 18 of the modulator 17 is initially cut off from communication with the oil tank 19 by closing the exhaust pressure valve 20, the hydraulic pressure supplied from the hydraulic pump 16 to the liquid chamber 18 is directly applied to the pressure reducing piston 46. The valve opening rod 62 maintains the valve body 60 in an open state, allowing passage of the output hydraulic pressure from the front mask cylinder 5f.

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

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

When angular deceleration occurs in the two front wheels 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 the two temporary cams 82 and 83 to rotate relative to each other, and the thrust generated by the displacement of the thrust ball 84 applies an axial displacement to the flywheel 72, causing the pressing plate 89 to move to the lever. Trying to push 91.

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 swing J range of the lever 91 up to now is the free movement range 6■, and when this range is exceeded, the lever 91 will now swing -ζ using 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 relatively small. 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, if a small angular deceleration is generated in the front wheel 2f by applying light braking under the condition that the front wheel 2f does not lock, the lever 91 will be swung by the relatively small pressing horn of the pressing plate 89 and will be permanently moved. Since the magnet 98 is brought close to the closed position of the reed switch 37,
The display circuit 99 operates as described above, allowing the operator to recognize that the sensor 21 is operating normally.

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 Reno\-91 springs 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 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, 3f 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 press plate 89 on the Reno\-91 is released, and the Reno\-91 swings back to its original position due to the repulsive force of the spring 94. The exhaust pressure valve 20 is closed. Exhaust pressure valve 2
When the valve 0 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 46 withdraws to the side of the IL' force hydraulic pressure chamber 55 to increase the pressure of the liquid chamber 55, and the pressure is increased. Restore power. Each time such an operation is repeated at high speed, the front wheels 2f are efficiently braked.

FIG. 8 shows a second embodiment of the present invention, in which a ring gear 76 is formed in the manual power section +4'll driven from the hub 8 via the concave and convex engagement means 10 in the speed increasing gear device 45. Carrier 1 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 at 12, and in the drawings, parts corresponding to those of the previous embodiment are given the same reference numerals.

FIG. 9 shows a third embodiment of the present invention, which is similar to the first embodiment.
In addition to the embodiment shown, a second rear wheel brake 3F' is provided, and a proportional pressure reducing valve 114 is interposed in a hydraulic conduit 113 connecting the brake 3[' and the front mask cylinder 5f. The proportional pressure reducing valve 114 is a well-known valve that proportionally reduces the hydraulic pressure on the input side and transmits the reduced pressure to the output side. According to this embodiment, braking force can be increased simultaneously to the front and rear wheels 2f and 2r simply by operating the front mask cylinder 5f, and at this time, even if the rear wheel load is reduced due to braking, the pressure is proportionally reduced. Due to the pressure reducing function of the valve 114, the rear wheels 2r are also efficiently (braked).

According to the present invention, the output lever mechanism controls the hydraulic control system of the anti-lock control device by a relatively small axial displacement force generated on the flywheel due to light braking of the wheels. The output lever mechanism is configured to have an idle region that is operated while maintaining a normal state, and a detection device that detects the operation of the mechanism in the idle region is connected to the output lever mechanism, so that the sensor can operate normally. This can be confirmed by checking whether the detection device is activated when light braking is performed under conditions where the wheels do not lock.Therefore, the sensor failure can be known in advance, so the user can It can give a sense of trust. Furthermore, since the hydraulic control system of the anti-rotation control device is not activated by the operation of the output lever mechanism in the idle range, there is no risk of interfering with normal braking.

[Brief explanation of drawings]

1 to 6 show a first embodiment of the present invention, FIG. 1 is a schematic plan view of a motorcycle equipped with an anti-lock braking device, and FIG. 2 is a main part of the anti-lock braking device. Vertical side M, Figures 3 and 4 are +n-m line and ■-■ cotton cross-sectional view of Figure 2. Figure 5 is an enlarged cross-sectional view of V-V line of Figure 4, and Figure 6 is Figure 2. 7 is a wiring diagram showing a modified example of the display circuit, FIG. 8 is a vertical cross-sectional view of the second embodiment of the present invention, and FIG. 9 is a diagram showing the third embodiment of the present invention. FIG. 1 is a schematic plan view of an example motorcycle.

Claims (1)

[Claims] a flywheel rotatably and slidably supported on a drive shaft interlocking with a wheel braked by a wheel brake; the flywheel transmits rotational torque of the drive shaft to the flywheel, and when the wheel is about to lock during braking; a cam mechanism that generates overrun rotation in the flywheel and gives it axial displacement; and a hydraulic control of an anti-lock control device to reduce the braking hydraulic pressure of the wheel brake in response to the axial displacement of the flywheel. an output L/bar mechanism for actuating the system; Anti-lock control is configured to have an idle region in which the hydraulic control system is operated while maintaining its normal state, and a detection device is connected to this output lever mechanism to detect the operation of the mechanism in the idle region. Equipment sensor operation confirmation device.