JP2007131027A - Braking device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress noise of a braking device for a vehicle, in a braking device for the vehicle mounted on the vehicle to be driven by an in-wheel motor. <P>SOLUTION: This braking device 200 is provided with the in-wheel motor 60 for driving the vehicle 100, a pump 90 to be driven by the in-wheel motor 60, and an oil liquid regulation means for regulating a flow of the oil liquid of the pump 90. The oil liquid discharged from the pump 90 may be supplied to the in-wheel motor 60. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle braking device mounted on a vehicle driven by an in-wheel motor, for example.

  2. Description of the Related Art Conventionally, an in-wheel motor including an in-wheel motor that drives a wheel and a braking mechanism that includes a disk rotor and a caliper that brakes the wheel is known (see, for example, Patent Document 1).

  There is also known a braking device in which a drive shaft of a hydraulic pump is connected to a rotating shaft of a wheel and a variable throttle valve is interposed in a discharge side path of the hydraulic pump (see, for example, Patent Document 2).

Furthermore, a vehicle braking device is known that includes a hydraulic pump that is driven by the rotational driving force of a drive shaft, and a variable throttle valve that is disposed at a discharge port of the hydraulic pump (see, for example, Patent Document 3). .
JP 2005-81872 A JP-A 64-56256 Japanese Utility Model Publication No. 63-77856

  However, in the in-wheel motor shown in Patent Document 1, since the caliper is disposed on the outer side in the radial direction of the motor, the size of the mounted motor is limited. In addition to the braking mechanism, a cooling mechanism for cooling the motor or the like is required, and there is a risk that downsizing may be difficult. Furthermore, noise (brake noise) generated by contact between the disc rotor and the brake pad of the caliper may become a problem.

  Note that the braking devices shown in Patent Document 2 and Patent Document 3 are not used for in-wheel motors. Moreover, although the driving force is braked using a variable throttle valve, there is no description that simultaneously has a cooling function.

  The present invention has been made to solve the above-described problems, and has as its main object to suppress the noise of a vehicle braking device.

In order to achieve the above object, one embodiment of the present invention provides:
An in-wheel motor that drives the wheels;
A pump driven by the in-wheel motor;
An oil liquid restricting means for restricting the flow of the oil liquid of the pump.

  According to this aspect, the oil liquid regulating means can brake the wheel by regulating the flow of the oil liquid in the pump. Thereby, the noise which generate | occur | produces by contact with a disc rotor and the brake pad of a caliper can be suppressed. That is, the noise of the vehicle braking device can be suppressed.

  In this aspect, the oil liquid regulating means may be, for example, a variable valve that is disposed on the oil liquid passage of the pump and adjusts the flow rate of the oil liquid. The oil liquid passage of the pump refers to, for example, a pump suction passage, a discharge passage, and a passage inside the pump.

  Furthermore, in this one aspect, it is preferable that the oil liquid discharged from the pump is supplied to the in-wheel motor. The oil liquid discharged from the pump cools the in-wheel motor, for example. Thereby, since one pump has the braking function which brakes a wheel, and the cooling function which cools an in-wheel motor, size reduction of the braking device for vehicles is attained.

  In this aspect, the pump includes a plurality of vanes, a rotor that holds the plurality of vanes slidably in a radial direction, the plurality of vanes and the rotor, and the rotor can be rotated. And a vane pump having a supporting housing. For example, the sliding resistance when the rotor rotates can be reduced by introducing a negative pressure or a positive pressure into the housing and moving a member in the pump.

  In this aspect, vane storage means for storing the plurality of vanes toward the center in the radial direction may be further provided. Thereby, the sliding resistance between the radial direction outer side of a vane and the internal peripheral surface of a housing can be reduced.

  In this aspect, the vane storage means may introduce a negative pressure into a space formed between the vane and the rotor. Thereby, a some vane can be accommodated in the radial direction center side.

  In this aspect, the vane pump further includes a side plate connected to the rotor so as to be movable in the axial direction of the rotor. For example, the sliding resistance of the rotor can be reduced by separating the side plate and the rotor by a predetermined distance.

  In this aspect, the apparatus may further include side plate moving means for moving the side plate in the axial direction of the rotor and bringing it into contact with the rotor. Thereby, a load can be applied to the pump and a braking force can be applied to the wheels.

  In this aspect, the side plate moving means may introduce a positive pressure into a space formed between the side plate and the housing. Thereby, the side plate can be moved in the axial direction of the rotor and brought into contact with the rotor.

  In this aspect, the apparatus may further include bubble generating means for generating bubbles in the oil liquid of the pump. Thereby, the viscous resistance of the oil liquid of the pump can be suppressed, and the drag resistance of the pump can be reduced.

  ADVANTAGE OF THE INVENTION According to this invention, the noise of the brake device for vehicles can be suppressed.

  Hereinafter, the best mode for carrying out the present invention will be described with reference to the accompanying drawings. Note that the basic concept of the in-wheel motor and the like, the main hardware configuration, the operating principle, the basic control method, and the like are known to those skilled in the art, and thus detailed description thereof is omitted.

  FIG. 1 is a block diagram showing an example of a system configuration of a vehicle braking apparatus according to an embodiment of the present invention. FIG. 2 is a cross-sectional view of a wheel equipped with a vehicle braking device according to an embodiment of the present invention. As a representative example, the vehicle braking device 200 mounted on the right front wheel 100 will be described below, but the left front wheel and the left and right rear wheels also have substantially the same configuration and action as the right front wheel. Detailed description is omitted.

  The vehicle braking device 200 according to this embodiment includes an electric in-wheel motor 60 that drives the wheels 100. A rotor 91 of a hydraulic pump 90 is connected to the rotor 63 of the in-wheel motor 60. Accordingly, the pump 90 is driven in conjunction with the rotational drive of the in-wheel motor 60.

  The pump 90 supplies oil such as oil to the planetary gear 80, the in-wheel motor 60, and the bearings 72 to 76 via the discharge passage 111. This oil liquid lubricates and cools the planetary gear 80, the in-wheel motor 60, and the bearings 72 to 76.

  The discharge passage 111 is provided with a one-way valve (check valve) 50 that regulates the flow direction of the oil liquid in one direction. However, the one-way valve may not be provided.

  The discharge passage 111 is provided with a pressure sensor 51 that detects the pressure of the oil discharged from the pump 90. Further, the discharge passage 111 is provided with a first control valve (variable valve) 52 such as an electromagnetic proportional control valve for adjusting the flow rate of the oil fluid flowing in the discharge passage 111. The first control valve 52 adjusts the flow rate of the oil liquid in the discharge passage 111 by changing the opening degree.

  For example, by reducing the opening degree of the first control valve 52 disposed in the discharge passage 111 of the pump 90, the resistance of the pump 90 is increased, and a resistance force to the in-wheel motor 60 interlocked with the pump 90 is added. Can do. The wheel 100 can be braked by the resistance force to the in-wheel motor 60. Furthermore, the resistance of the pump 90 can be controlled by controlling the opening degree of the first control valve 52. Thereby, the resistance to the in-wheel motor 60 is controlled, and the braking force of the wheel 100 is controlled.

  A brake ECU (Electronic Control Unit) 53 that transmits a control signal to the first control valve 52 and controls the opening degree of the first control valve 52 is connected to the first control valve 52.

  The brake ECU 53 is constituted by a microcomputer, and executes various processes in accordance with control and calculation programs, and also controls a CPU (Central Processing Unit) 53a for controlling each part of the apparatus, and a ROM for storing an execution program for the CPU 53a ( A read only memory (RAM) 53b, a readable / writable RAM (Random Access Memory) 53c for storing calculation results, a timer, a counter, an input / output interface (I / O) 53d, and the like.

  The brake ECU 53 is connected to a pressure sensor 51 and a brake sensor 54 that detects the amount of depression of the brake pedal. For example, the brake ECU 53 feedback-controls the opening degree of the first control valve 52 based on the pressure value detected by the pressure sensor 51 and the depression amount of the brake pedal detected by the brake sensor 54, and the wheel 100. To control the braking force.

  The brake ECU 53 controls the opening degree of the first control valve 52 based on the wheel speed detected by the wheel speed sensor 58 and the depression amount of the brake pedal detected by the brake sensor 54, and the wheel 100. The braking force may be controlled.

  As shown in FIG. 2, the wheel 100 driven by the in-wheel motor 60 includes a wheel disc 10, a wheel hub 20, cases 30 and 31, an in-wheel motor 60, bearings 72 to 76, and a planetary gear 80. A pump (shaded portion) 90, a shaft 110, an oil reservoir 120, a suction passage 140, and a tire 150 are disposed.

  The wheel 100 is suspended from the frame of the vehicle body by an upper arm and a lower arm (not shown).

  The wheel disc 10 has a substantially cup shape, and includes a rim diameter portion 10A and a rim width portion 10B. A tire 150 is fixed to the outer edge of the rim width portion 10B of the wheel disc 10. The wheel disc 10 houses the wheel hub 20, housings 30 and 31, in-wheel motor 60, bearings 72 to 76, planetary gear 80, pump 90, shaft 110, oil reservoir 120 and discharge passage 140.

  The wheel disc 10 is coupled to the wheel hub 20 by fastening the rim diameter portion 10 </ b> A to the wheel hub 20 by the hub bolt 1.

  The wheel hub 20 is spline fitted to the shaft 110. The wheel hub 20 that is spline-fitted to the shaft 110 is rotatably supported by bearings 72 and 76.

  Housings 30 and 31 are arranged inside the vehicle of the wheel hub 20. The case 30 is connected to the case 31 by screws 5. The housings 30 and 31 accommodate the in-wheel motor 60.

  The in-wheel motor 60 has a stator core 61, a stator coil 62, and a rotor 63. The stator core 61 is fixed to the inner periphery of the housing 31. The stator coil 62 is wound around the stator core 61.

  The in-wheel motor 60 is, for example, a three-phase motor, and the stator coil 62 includes a U-phase coil, a V-phase coil, and a W-phase coil. The rotor 63 is disposed on the inner peripheral side of the stator core 61 and the stator coil 62.

  The planetary gear 80 includes a sun gear shaft 81, a sun gear portion 82, a pinion gear 83, a planetary carrier 84, and a ring gear 85. The sun gear shaft 81 is connected to the rotor 63 of the in-wheel motor 60. The sun gear shaft 81 is rotatably supported by bearings 73 and 74. Sun gear portion 82 is connected to sun gear shaft 81.

  The pinion gear 83 meshes with the sun gear portion 82 and is rotatably supported by bearings 75 and 76. Planetary carrier 84 is connected to pinion gear 83 and is splined to shaft 110. The ring gear 85 is fixed to the housing 31.

  For example, when an alternating current is supplied to the stator coil 62 by a switching circuit (not shown) provided in the vehicle body, the rotor 63 rotates and the in-wheel motor 60 Output torque. The output torque of the in-wheel motor 60 is transmitted to the planetary gear 80 via the sun gear shaft 81. The planetary gear 80 changes the output torque received from the sun gear shaft 81 by the sun gear portion 82 and the pinion gear 83, that is, changes speed and outputs it to the planetary carrier 84. The planetary carrier 84 transmits the output torque of the planetary gear 80 to the shaft 110, and the shaft 110 rotates the wheel hub 20 and the wheel disc 10 at a predetermined rotational speed. As a result, the wheel 100 rotates at a predetermined rotational speed.

  Next, the pump 90 of the vehicle braking apparatus 200 according to the present embodiment will be described in detail.

  One end of the shaft 110 is connected to the rotor 91 (FIG. 3A) of the pump 90. Further, the shaft 110 is spline-fitted with the wheel hub 20 and the planetary carrier 84 as described above.

  With this configuration, the driving force of the in-wheel motor 60 is transmitted to the rotor 91 of the pump 90 via the shaft 110, so that the pump 90 is driven by the in-wheel motor 60. The shaft 110 is formed with a discharge passage 111 and an oil liquid hole 112.

  The oil liquid passage 121 is provided in the needle bearing portion of the pinion gear 83 of the planetary gear 80. The oil liquid reservoir 120 is provided below the in-wheel motor 60 and accumulates the oil liquid. The suction passage 140 has one end connected to the pump 90 and the other end connected to the oil reservoir 120.

  The pump 90 pumps up the oil stored in the oil reservoir 120 through the suction passage 140, pressurizes the pumped oil into the discharge passage 111, and supplies it to the discharge passage 111.

  That is, the pump 90 pumps up the oil liquid from the oil liquid reservoir 120 through the oil liquid passage 140 and supplies the pumped oil liquid 130 to the oil liquid passage 111 provided inside the shaft 110.

  Then, the oil liquid supplied to the oil liquid passage 111 is discharged from the oil liquid hole 112 by the centrifugal force generated by the rotation of the shaft 110 while moving in the discharge passage 111. The oil liquid passage 121 supplies the oil liquid discharged from the shaft 110 to the planetary gear 80, and the planetary gear 80 is lubricated and cooled.

  Further, the oil discharged from the shaft 110 is supplied to the stator coil 62 and the bearings 72 to 76 to cool the stator core 62 and lubricate the bearings 72 to 76. Then, the oil liquid supplied to the stator coil 62 and the bearings 72 to 76 is stored in the oil liquid reservoir 120 by gravity drop.

  In addition, the suction passage 140 is provided with a throttle valve 55 such as an orifice that throttles the fluid flowing inside (FIG. 1). When the oil liquid passes through the throttle valve 55, so-called aeration is generated in which bubbles are generated inside.

  By reducing the viscous resistance of the oil liquid by this aeration, the drag resistance in the pump 90 can be reduced, and the resistance in the pump 90 can be reduced. Thereby, resistance with respect to the in-wheel motor 60 from the pump 90 can be reduced, the rotational efficiency of the in-wheel motor 60 can be improved, and the running performance of a vehicle can be improved.

  For example, a vane pump is used as the pump 90.

  FIG. 3A is an enlarged view of the pump 90 of the vehicle braking device 200 shown in FIG. Moreover, FIG.3 (b) is the figure which looked at the pump 90 shown to Fig.3 (a) from A direction.

  3A and 3B, the pump 90 includes a plurality of vanes 92 and a rotor 91 that holds the plurality of vanes 92 so as to be slidable in the radial direction. The rotor 91 is slidably held by the rotor 91 by fitting a plurality of vanes 92 into grooves 91a formed in the radial direction.

  In addition, both ends of the shaft portion of the rotor 91 are rotatably supported by the housing 94 via bearings 93. A side plate 95 formed in a substantially annular shape is connected to the outer periphery of the shaft portion of the rotor 91 so as to be movable in the axial direction. The side plate 95 is usually connected to the shaft portion of the rotor 91 while being separated from the rotor 91 by a predetermined distance d. In addition, a first predetermined space 96 is formed between the housing 94 and the end surface of the side plate 95 located on the opposite side (the vehicle inner side) of the rotor 91.

  A first passage 130 such as a pipe is provided between the first predetermined space 96 and the discharge passage 111. A second control valve 56 such as an electromagnetic proportional control valve is disposed in the first passage 130. The second control valve 56 is connected to the brake ECU 53 and switches to a communication state or a cutoff state based on a control signal from the brake ECU 53.

  For example, when the brake ECU 53 determines that the brake pedal is not depressed based on the amount of depression of the brake pedal detected by the brake sensor 54, the brake ECU 53 controls the second control valve 56 to be in a cutoff state.

  When the second control valve 56 is shut off, the discharge pressure of the pump 90 is not introduced into the first predetermined space 96. In this case, the side plate 95 is maintained in a state of being separated from the rotor 91 by a predetermined distance d. Therefore, sliding resistance is reduced between the rotor 91 and the side plate 95, the rotor 91 rotates smoothly, and the drive efficiency of the pump 90 and the in-wheel motor 60 becomes good.

  On the other hand, when the brake ECU 53 determines that the brake pedal has been depressed based on the depression amount of the brake pedal detected by the brake sensor 54, the brake ECU 53 transmits a control signal to the second control valve 56, and causes the second control valve 56 to Set the communication state.

  When the second control valve 56 is in the communication state, the discharge pressure of the pump 90 is introduced into the first predetermined space 96 through the first passage 130. As a result, the side plate 95 moves to the outside of the vehicle and comes into contact with the end surface of the rotor 91. Therefore, a sliding resistance is generated between the rotor 91 and the side plate 95 and becomes a resistance of the pump 90. The resistance of the pump 90 becomes resistance to the in-wheel motor 60 and acts as a braking force for the wheel 100.

  The second control valve 56 may be a variable valve that varies the opening degree. In this case, the brake ECU 53 controls the resistance of the pump 90 by controlling the sliding resistance between the rotor 91 and the side plate 95 by controlling the opening of the second control valve 56.

  In addition, a second predetermined space 97 is formed between the outer peripheral surface of the groove 91 a of the rotor 91 and the end surface on the radial center side of the vane 92. The second predetermined space 97 is connected to a second passage 131 such as a pipe for introducing a negative pressure from a negative pressure supply source of the vehicle. Note that, as a negative pressure supply source of the vehicle, for example, an intake manifold of an engine, a negative pressure pump, or the like corresponds.

  A third control valve 57 such as an electromagnetic proportional control valve is disposed in the second passage 131. The third control valve 57 is connected to the brake ECU 53 and switches to a communication state or a cutoff state based on a control signal from the brake ECU 53.

  For example, when the brake ECU 53 determines that the brake pedal is not depressed based on the depression amount of the brake pedal detected by the brake sensor 54, the brake ECU 53 transmits a control signal to the third control valve 57 and the third control valve 57. To the communication state.

  When the third control valve 57 enters the communication state, negative pressure is introduced into the second predetermined space 97 from the negative pressure supply source via the second passage 131. Due to the negative pressure, the vane 92 is drawn in the inner diameter direction, and the sliding resistance between the outer diameter side end surface of the vane 92 and the inner peripheral surface of the housing 9 can be reduced. Therefore, the rotor 91 can be smoothly rotated, and the drive efficiency of the pump 90 and the in-wheel motor 60 is improved.

  On the other hand, when the brake ECU 53 determines that the brake pedal is not depressed based on the depression amount of the brake pedal detected by the brake sensor 54, the brake ECU 53 controls the third control valve 57 to be in a shut-off state.

  When the third control valve 57 is cut off, negative pressure from the negative pressure supply source is not introduced into the second predetermined space 97 via the second passage 131. Accordingly, a sliding resistance is generated between the vane 92 and the housing 94, and a normal resistance is added to the pump 90. The normal resistance added to the pump 90 is a resistance to the in-wheel motor 60 and acts as a braking force for the wheel 100.

  When the third control valve 57 is a variable valve that varies the opening degree, the brake ECU 53 controls the opening degree of the third control valve 57, thereby sliding resistance between the vane 92 and the housing 94. To control the resistance of the pump 90. Thereby, the resistance with respect to the in-wheel motor 60 can be controlled, and the braking force of the wheel 100 can be controlled.

  Further, the throttle valve 55 of the suction passage 140 described above may be a variable valve that varies the opening degree, such as an electromagnetic proportional control valve. In this case, the brake ECU 53 transmits a control signal to the throttle valve 55 to control the opening degree of the throttle valve 55.

  For example, the brake ECU 53 performs control to increase the opening of the throttle valve 55 so that aeration does not occur in the oil liquid that has passed through the throttle valve 55. Thereby, the viscous resistance of the oil liquid in the pump 90 becomes a normal state, and the resistance state in the pump 90 also becomes normal.

  On the other hand, the brake ECU 53 performs control to reduce the opening of the throttle valve 55 (throttle the flow rate) so that aeration occurs in the oil liquid that has passed through the throttle valve 55. Thereby, the viscous resistance of the oil liquid in the pump 90 decreases, and the resistance to the in-wheel motor 60 can be reduced by reducing the resistance in the pump 90.

  As described above, in the vehicle braking apparatus 200 according to the present embodiment, by controlling the opening degree of the first control valve 52 disposed in the discharge passage 111 of the pump 90, the resistance of the pump 90 is increased, and the wheel 100 is Can be braked. As a result, noise (so-called brake squeal) and vibration generated by the contact between the disk rotor and the brake pad generated in the conventional friction brake do not occur.

  The oil discharged from the pump 90 lubricates and cools the in-hole motor 60, the bearings 72 to 76, and the planetary gear 80. That is, since one pump 90 has both the braking function of the wheel 100 and the lubrication and cooling functions of the members 60, 72 to 76, 80, the vehicle braking device 200 can be downsized.

  In the vehicle braking apparatus 200 according to the present embodiment, negative pressure is introduced from the negative pressure supply source into the second predetermined space 97 of the pump 90 via the second passage 131. Due to the negative pressure, the vane 92 is drawn toward the center in the radial direction, and the sliding resistance between the radially outer end surface of the vane 92 and the inner peripheral surface of the housing 9 can be reduced. Therefore, the rotor 91 can be smoothly rotated, and the drive efficiency of the pump 90 and the in-wheel motor 60 is improved.

  Further, in the vehicular braking apparatus 200 according to the present embodiment, a side plate 95 formed in a substantially annular shape is coupled to the outer periphery of the shaft portion of the rotor 91 of the pump 90 so as to be movable in the axial direction. The side plate 95 is coupled to the shaft portion of the rotor 91 while being separated from the rotor 91 by a predetermined distance d. Thereby, sliding resistance is reduced between the rotor 91 and the side plate 95, the rotor 91 rotates smoothly, and the drive efficiency of the pump 90 and the in-wheel motor 60 becomes favorable.

  In the vehicle braking device 200 according to this embodiment, a throttle valve 55 is disposed in the suction passage 140. Accordingly, aeration can be generated in the oil liquid flowing in the pump 90, and the viscous resistance of the oil liquid can be reduced. Therefore, drag resistance in the pump 90 can be reduced, and resistance in the pump 90 can be reduced.

  As mentioned above, although the best mode for carrying out the present invention has been described using one embodiment, the present invention is not limited to such one embodiment, and within the scope not departing from the gist of the present invention, Various modifications and substitutions can be made to the above-described embodiment.

  For example, in the above embodiment, a vane pump is applied as the pump 90, but a gear pump or a variable displacement hydraulic pump (swash plate type or oblique axis type) may be applied. When a variable displacement hydraulic pump is applied to the pump 90, the resistance of the pump 90 can be controlled by controlling the discharge pressure with a swash plate or a swash shaft. Therefore, when a swash plate type or a swash shaft type variable displacement hydraulic pump is used, the first control valve 52 may not be provided in the discharge passage 111.

  In the above embodiment, the resistance of the pump 90 is controlled by the first control valve 52 disposed in the discharge passage 111. However, the resistance may be controlled by a variable cam mechanism. The mechanism is applicable.

  In the above embodiment, the throttle valve 55 is disposed in the suction passage 140, but may be disposed in the discharge passage 111 or may be incorporated in the pump 90. In addition, a throttle mechanism such as an orifice is used as the throttle valve 55, but any mechanism can be applied as long as it is configured to generate aeration in the oil liquid. Further, the configuration may be such that the aerated oil liquid is introduced into the suction passage 140 at an arbitrary position in the hydraulic circuit of the vehicle.

  In the above embodiment, the vehicle braking device 200 according to this embodiment is mounted on each wheel 100 of the vehicle. The vehicle braking device 200 includes a disk brake device and a drum including a disk rotor and a caliper. The structure which combined the type brake device may be sufficient. For example, the vehicle braking device 200 may be mounted on the front wheel of the vehicle, and the vehicle braking device 200 and the disk brake device may be mounted on the rear wheel of the vehicle, or only the disk brake device may be mounted.

  The present invention can be used for, for example, a vehicle braking device mounted on a vehicle driven by an in-wheel motor. The appearance, weight, size, running performance, etc. of the vehicle to be mounted are not limited.

It is a block diagram which shows an example of the system configuration | structure of the vehicle braking device which concerns on one Example of this invention. It is sectional drawing of the wheel carrying the vehicle braking device which concerns on one Example of this invention. (A) It is the enlarged view which expanded the pump of the brake device for vehicles shown in FIG. 2, and is sectional drawing of a pump. (B) It is the figure which looked at the pump shown to Fig.3 (a) from the A direction.

Explanation of symbols

53 Brake ECU
52 1st control valve 55 Throttle valve 56 2nd control valve 57 3rd control valve 60 In-wheel motor 80 Planetary gear 90 Pump 100 Wheel 200 Braking device for vehicles

Claims (10)

An in-wheel motor that drives the wheels;
A pump driven by the in-wheel motor;
An oil liquid restricting means for restricting the flow of the oil liquid of the pump. The vehicle braking device according to claim 1,
The vehicular braking device, wherein the oil liquid regulating means is a variable valve that is disposed on an oil liquid passage of the pump and adjusts a flow rate of the oil liquid. The vehicle braking device according to claim 1 or 2,
The vehicular braking device, wherein the oil discharged from the pump is supplied to the in-wheel motor. The vehicle braking device according to any one of claims 1 to 3,
The pump includes a plurality of vanes, a rotor that holds the plurality of vanes slidably in a radial direction, and a housing that houses the plurality of vanes and the rotor and rotatably supports the vanes. A braking device for a vehicle, characterized in that The vehicle braking device according to claim 4,
A vehicular braking apparatus further comprising vane storage means for storing the plurality of vanes toward the radial center. The vehicle braking device according to claim 5,
The vehicle braking device, wherein the vane storage means introduces a negative pressure into a space formed between the vane and the rotor. The vehicle braking device according to any one of claims 4 to 6,
The vane pump further includes a side plate coupled to the rotor so as to be movable in an axial direction of the rotor. The vehicle braking device according to claim 7,
The vehicular braking apparatus further comprising side plate moving means for moving the side plate in the axial direction of the rotor and bringing the side plate into contact with the rotor. The vehicle braking device according to claim 8,
The vehicle brake device according to claim 1, wherein the side plate moving means introduces positive pressure into a space formed between the side plate and the housing. The vehicle braking device according to any one of claims 1 to 9,
A vehicular braking device further comprising bubble generating means for generating bubbles in the oil liquid of the pump.

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