JP5102754B2 - Brake hydraulic pressure control device for vehicles - Google Patents

Description

  The present invention relates to a vehicle brake hydraulic pressure control device.

In general, in a vehicle brake hydraulic pressure control device, control such as increasing brake hydraulic pressure by operating a plunger pump provided in a hydraulic circuit is performed.
2. Description of the Related Art Conventionally, a vehicular brake hydraulic pressure control device having a plurality of plunger pumps as boosting devices is known as means for stabilizing pulsation in such a plunger pump (see, for example, Patent Document 1).

JP-T-2002-517354

  The conventional vehicular brake hydraulic pressure control apparatus is configured to drive six plunger pumps with one eccentric cam. For this reason, in this vehicle brake hydraulic pressure control device, the load on the eccentric cam increases, making it difficult to reduce the size of the eccentric cam and the size of the cam shaft.

  As a result, the conventional vehicular brake hydraulic pressure control device has a problem in that miniaturization and cost reduction of the entire device are hindered.

  SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to provide a vehicle brake hydraulic pressure control device that can reduce the size of an eccentric cam and the output shaft, and can reduce the overall size and cost of the device. And

The present invention devised to solve such a problem has a hydraulic system partitioned into a first hydraulic system and a second hydraulic system, the camshaft driven by an electric motor, An eccentric cam that is rotationally driven by a cam shaft, and an even number of at least four or more plunger pumps that generate a hydraulic pressure in the first and second hydraulic systems with a phase difference by the eccentric cam, respectively. The brake fluid pressure control apparatus for a vehicle includes a plurality of first plunger pumps and the same number of second plunger pumps as the first plunger pumps, and a plurality of eccentric cams. Every time they are driven once, all the first and second plunger pumps are driven to generate hydraulic pressure equally in the first hydraulic system and the second hydraulic system. has become cause way, The first and second plunger pumps are arranged at equal intervals in the circumferential direction when viewed from the axial direction of the cam shaft, and the first and second plunger pumps are alternately arranged, And it drives by each said eccentric cam at equal time intervals, It is characterized by the above-mentioned .

According to such a brake fluid pressure control device for a vehicle, since a plurality of plunger pumps are driven by a plurality of eccentric cams, the stress from the plurality of plunger pumps is distributed to the plurality of eccentric cams. And the load per eccentric cam can be reduced.
As a result, compared to the case where all plunger pumps are driven by one eccentric cam, the load on each eccentric cam is reduced, and the eccentric cam can be reduced in size and cost accordingly. .
Therefore, a vehicle brake hydraulic pressure control device capable of reducing the size and cost of the entire apparatus can be obtained.

  The plunger pump includes a plurality of first plunger pumps and the same number of second plunger pumps as the first plunger pumps. Every time the plurality of eccentric cams are driven to make one rotation, all the first plunger pumps are driven. Since the second plunger pump is driven to generate the hydraulic pressure evenly in the first hydraulic system and the second hydraulic system, the first and second plunger pumps discharge the Pulsations that are likely to occur can be effectively reduced for each of the first and second plunger pumps and further as a whole.

In addition , a plurality of plunger pumps in the first and second plunger pumps can be arranged at equal intervals around the cam shaft, and the liquid passages to the first hydraulic system and the second hydraulic system can be arranged. It can be simplified. As a result, the degree of freedom is increased in the arrangement space such as the base body in which the liquid path is formed, and the first and second plunger pumps are provided with at least four or more even number of plunger pumps. Thus, the entire apparatus can be reduced in size. In addition, an empty space is formed by improving the efficiency of the wiring space, and this empty space is effectively used to arrange, for example, functional parts necessary for a vehicle brake hydraulic pressure control device, It becomes easy to install a damper chamber in the liquid passage on the suction side or discharge side of the second plunger pump.

Further , since the first and second plunger pumps perform the discharge operation alternately and at equal time intervals, the pulsation that is likely to occur due to the discharge of these plunger pumps can be effectively reduced.

  Further, according to the present invention, two eccentric cams are arranged in parallel in the axial direction of the cam shaft, and the first and second plunger pumps are composed of six plunger pumps, and one of the eccentric cams The two plunger pumps are arranged correspondingly, and the other eccentric cam is arranged corresponding to the four plunger pumps, and corresponds to one of the eccentric cams. The two plunger pumps arranged are arranged at intervals of 180 degrees around one eccentric cam, and the four plunger pumps arranged corresponding to the other eccentric cam are arranged on the other eccentric cam. It is preferable that the cams are sequentially arranged around the cam at intervals of 60 degrees, 120 degrees, 60 degrees, and 120 degrees.

According to such a brake fluid pressure control device for a vehicle, two plunger pumps are arranged around one eccentric cam at an interval of 180 degrees, and four plunger pumps are arranged around the other eccentric cam. Since they are arranged at intervals of 60 degrees, 120 degrees, 60 degrees, and 120 degrees in order, the first and second plunger pumps can be disposed in a space efficient manner in the circumferential direction of the cam shaft, and the layout is improved.
Further, according to the present invention, one of the two plunger pumps arranged corresponding to the one eccentric cam generates a hydraulic pressure in the first hydraulic system, and the other generates the second hydraulic system. The four plunger pumps that generate hydraulic pressure and are arranged corresponding to the other eccentric cam, two of the four plunger pumps generate hydraulic pressure in the first hydraulic system, The remaining two plunger pumps generate hydraulic pressure in the second hydraulic pressure system.

  According to the present invention, it is possible to reduce the size of the eccentric cam and the size of the cam shaft, and to obtain a vehicle brake hydraulic pressure control device that can reduce the size and cost of the entire device.

Hereinafter, the best mode for carrying out the present invention will be described in detail with reference to the accompanying drawings. In the description, the same reference numerals are used for the same elements, and duplicate descriptions are omitted.
In the drawings to be referred to, FIG. 1 is an exploded perspective view showing a vehicle brake hydraulic pressure control device according to an embodiment of the present invention.

  As shown in FIG. 1, a vehicle brake fluid pressure control device (hereinafter referred to as “brake fluid pressure control device”) U according to the present embodiment is used for a four-wheel automobile or the like, and is a base (plunger pump body). ) 100, a motor 200 (electric motor) assembled to the rear surface of the base body 100, a control housing 300 assembled to the front surface of the base body 100, and a control device 400 accommodated in the control housing 300.

  The brake fluid pressure control device U embodies the fluid pressure circuit shown in FIG. 12, and brakes for braking two wheel brakes FR, RL out of the four wheel brakes FR, RL, FL, RR. An output system K1 (first hydraulic system) and a brake output system K2 (second hydraulic system) for braking the remaining two wheel brakes FL, RR are provided, and each wheel brake FR, RL, FL, RR is provided. (That is, two for each brake output system), independent antilock brake control of each wheel is possible by means of the control valve means V, and further provided for each brake output system K1, K2. The regulator R, the intake valve 4, and the three plunger pumps 6A to 6F cooperate to enable behavior stabilization control.

  Thus, the brake fluid pressure control device U has three plunger pumps 6A, 6C, 6E (6B, 6D, 6F) per brake output system, and the brake output systems K1, K2 Six plunger pumps 6A to 6F are provided. Hereinafter, the plunger pump disposed in the brake output system K1 is referred to as a first plunger pump 6A, 6C, 6E, and the plunger pump disposed in the brake output system K2 is referred to as a second plunger pump 6B, 6D, 6F. .

Details of the first plunger pumps 6A, 6C, 6E and the second plunger pumps 6B, 6D, 6F will be described later.
In FIG. 12, since the brake output systems K1 and K2 have substantially the same configuration, the brake output system K1 will be mainly described below, and the brake output system K2 will be described as appropriate.

  The brake output system K1 is for braking the right front and left rear wheels, and is a system extending from the inlet port 21 to the outlet ports 22R and 22L. A pipe H1 leading to the output port M2 of the master cylinder M, which is a hydraulic pressure source, is connected to the inlet port 21, and pipes H2, H2 leading to the wheel brakes FR, RL are connected to the outlet ports 22R, 22L, respectively. Is done.

  The brake output system K2 is for braking the left front and right rear wheels, and is a system from the inlet port 23 to the outlet ports 24L and 24R. The inlet port 23 is connected to a pipe H3 leading to the output port M1 of the master cylinder M which is the same hydraulic pressure source as the brake output system K1, and the outlet ports 24L and 24R are connected to the wheel brakes FL and RR, respectively. The connecting pipes H4 and H4 are connected.

  The master cylinder M is a tandem type, and a brake pedal BP which is a brake operator is connected to the master cylinder M. In other words, the four wheel brakes FR, RL, FL, RR can be braked by simply applying a pedaling force to one brake pedal BP.

The brake output system K1 includes a regulator R, control valve means V, V, a suction valve 4, a reservoir 5, first plunger pumps 6A, 6C, 6E, a suction side damper chamber 7, a discharge side damper chamber 8, an orifice 6a, 6c, 6e, a hydraulic pressure source side brake hydraulic pressure sensor 9a and a wheel side brake hydraulic pressure sensor 9b are provided.
The brake output system K2 is provided with second plunger pumps 6B, 6D, 6F.

  In the following, the flow path (fluid path) from the inlet port 21 to the regulator R is referred to as “output hydraulic pressure path A”, and the flow path from the regulator R to the outlet ports 22R and 22L is referred to as “wheel hydraulic pressure path B”. Called. The flow path from the output hydraulic pressure path A to the plunger pumps 6A, 6C, 6E is referred to as “suction hydraulic pressure path C”, and the flow path from the plunger pumps 6A, 6C, 6E to the wheel hydraulic pressure path B is “discharged”. The fluid passage from the wheel fluid passage B to the suction fluid passage C is referred to as “open passage E”. Further, “upstream side” means the master cylinder M side, and “downstream side” means the wheel brake FR, RL (FL, RR) side.

  The regulator R has a function of switching between a state where the brake fluid is allowed to flow and a state where the brake fluid is allowed to flow in the output hydraulic pressure channel A, and a wheel hydraulic pressure channel when the brake fluid flow is blocked in the output hydraulic pressure channel A. The brake fluid pressure of B is adjusted to a predetermined value or less, and includes a cut valve 1 and a check valve 1a.

  The cut valve 1 is a normally-open linear solenoid valve interposed between the output hydraulic pressure path A and the wheel hydraulic pressure path B, and brake fluid from the output hydraulic pressure path A to the wheel hydraulic pressure path B It switches the state that allows flow and the state that blocks flow. That is, the cut valve 1 has a configuration capable of adjusting the valve opening pressure by controlling energization to the solenoid (a configuration having a function as a relief valve). The cut valve 1 is normally open, so that the brake fluid discharged from the first plunger pumps 6A, 6C, 6E to the discharge hydraulic pressure passage D and flowing into the wheel hydraulic pressure passage B flows into the suction hydraulic pressure passage C. It is allowed to return to (circulate). The cut valve 1 is closed by the control of the control device 400 (see FIG. 1, the same applies hereinafter) when the brake pedal BP is operated, in other words, when the brake fluid pressure is applied to the wheel brakes FR and RL. The brake fluid pressure in the wheel fluid pressure passage B is appropriately sucked by the balance between the brake fluid pressure applied from the output fluid pressure passage A to the regulator R and the force for closing the valve, which is controlled by energizing the solenoid. It can be adjusted by opening to the hydraulic path C.

  The check valve 1a is connected to the cut valve 1 in parallel. The check valve 1a is a one-way valve that allows the flow of brake fluid from the output hydraulic pressure path A to the wheel hydraulic pressure path B.

  One control valve means V is provided for each of the wheel brakes FR and RL. The control valve means V opens the wheel hydraulic pressure path B while blocking the open path E, blocks the wheel hydraulic pressure path B while opening the open path E, and the wheel hydraulic pressure path B and the open path E. It has a function of switching the shut-off state, and includes an inlet valve 2, a check valve 2a, and an outlet valve 3.

  The inlet valve 2 is a normally-open electromagnetic valve provided in the wheel hydraulic pressure passage B, and allows the brake fluid to flow from the upstream side to the downstream side when in the open state, and is in the closed state. Sometimes shut off. In the normally open type electromagnetic valve, an electromagnetic coil for driving the valve body is electrically connected to the control device 400. When the electromagnetic coil is excited based on a command from the control device 400, the valve is closed. The valve opens when the coil is demagnetized. In this embodiment, a linear solenoid type solenoid valve is employed as each inlet valve 2, and the valve opening amount can be adjusted by controlling the drive current to the solenoid by the control device 400. ing.

  The check valve 2 a is a valve that allows only the inflow of brake fluid from the downstream side to the upstream side, and is connected in parallel to each inlet valve 2.

  The outlet valve 3 is a normally closed electromagnetic valve interposed between the wheel hydraulic pressure path B and the open path E, and from the side of the wheel brakes FR, RL (FL, RR) when the valve is closed. The brake fluid flow to the reservoir 5 side is blocked and allowed when the valve is open. The normally closed electromagnetic valve constituting the outlet valve 3 has an electromagnetic coil for driving the valve body electrically connected to the control device 400, and excites the electromagnetic coil based on a command from the control device 400. Then, the valve is opened, and when the electromagnetic coil is demagnetized, the valve is closed. In the present embodiment, a linear solenoid type electromagnetic valve is employed as each outlet valve 3, and the valve opening amount can be adjusted by controlling the drive current to the solenoid by the control device 400. ing.

  The suction valve 4 switches between a state in which the suction fluid pressure passage C is opened and a state in which the suction fluid pressure passage C is opened, and is a normally closed electromagnetic valve provided in the suction fluid pressure passage C. The normally closed electromagnetic valve constituting the intake valve 4 has an electromagnetic coil for driving the valve body electrically connected to the control device 400, and the electromagnetic coil is excited based on a command from the control device 400. Then, the valve is opened, and when the electromagnetic coil is demagnetized, the valve is closed.

  The reservoir 5 is provided in the release path E, and has a function of temporarily storing brake fluid that is released when each outlet valve 3 is opened. Further, between the reservoir 5 and the plunger pumps 6A, 6C, 6E, there is provided a check valve 5a that allows only brake fluid to flow from the reservoir 5 side to the plunger pumps 6A, 6C, 6E side.

The plunger pumps 6A, 6C, and 6E are interposed between the suction hydraulic pressure path C that leads to the output hydraulic pressure path A and the discharge hydraulic pressure path D that leads to the wheel hydraulic pressure path B, and are driven by the rotational force of the motor 200. The brake fluid that is driven and temporarily stored in the reservoir 5 is sucked and discharged to the discharge hydraulic pressure path D. When the cut valve 1 is in the closed state and the intake valve 4 is in the open state, the plunger pumps 6A, 6C, 6E are connected to the master cylinder M, the output hydraulic pressure path A, the intake hydraulic pressure path C, and the reservoir 5. The brake fluid stored in is sucked into the discharge hydraulic pressure path D. As a result, it is possible to increase the brake fluid pressure generated by operating the brake pedal BP. Further, even when the brake pedal BP is not operated, the brake fluid pressure is applied to the wheel brakes FR and RL (FL, RR). It becomes possible to act.
Details of the structure and operation of the plunger pumps 6A to 6F in the brake output systems K1 and K2 will be described later.

  The suction side damper chamber 7 plays a role of ensuring the pressure increasing performance, and the discharge side damper chamber 8 and the orifices 6a, 6c, 6e are brakes discharged from the plunger pumps 6A, 6C, 6E by their cooperative action. It plays a role to attenuate the pulsation of the liquid.

  The hydraulic pressure source side brake hydraulic pressure sensor 9a measures the brake hydraulic pressure in the output hydraulic pressure path A, that is, the magnitude of the brake hydraulic pressure in the master cylinder M. Only one hydraulic pressure source side brake hydraulic pressure sensor 9a is arranged in one brake output system (the brake output system K1 in this embodiment). That is, the master cylinder M is a tandem type as described above, and the brake fluid pressure in the brake output systems K1 and K2 is the same, and therefore, the master cylinder M is representatively disposed only in one brake output system. The value of the brake fluid pressure measured by the fluid pressure source side brake fluid pressure sensor 9a is taken into the control device 400 as needed, and whether or not the brake fluid pressure is output from the master cylinder M by the control device 400, that is, the brake It is determined whether or not the pedal BP is stepped on, and further, behavior stabilization control described later is performed based on the magnitude of the brake fluid pressure measured by the fluid pressure source side brake fluid pressure sensor 9a.

  The wheel side brake fluid pressure sensor 9b measures the magnitude of the brake fluid pressure acting on the wheel brake FR (RL). The brake fluid pressure value measured by the wheel side brake fluid pressure sensor 9b is taken into the control device 400 as needed, and anti-lock brake control and behavior stabilization control are performed based on the measured brake fluid pressure. Done.

  The motor 200 is a common power source for the plunger pumps 6A, 6C, 6E in the brake output system K1 and the plunger pumps 6B, 6D, 6F in the brake output system K2, and operates based on a command from the control device 400. .

  The control device 400 includes a cut valve 1 of the regulator R, a control valve means based on outputs from a hydraulic pressure source side brake hydraulic pressure sensor 9a, a wheel side brake hydraulic pressure sensor 9b, and a wheel speed sensor (not shown) that detects a wheel speed. It controls the opening and closing of the V inlet valve 2, the outlet valve 3, and the suction valve 4, and the operation of the motor 200.

  Next, normal brake control, antilock brake control, and behavior stabilization control realized by the control device 400 will be described with reference to the hydraulic circuit of FIG. In the present embodiment described below, a front-wheel drive vehicle having the front wheels as drive wheels will be described as an example.

(Normal brake control)
At the time of normal brake control in which each wheel is not likely to be locked, the plurality of electromagnetic coils that drive the plurality of electromagnetic valves are all demagnetized by the control device 400. That is, in normal brake control, the cut valve 1 and the inlet valve 2 are open, and the outlet valve 3 and the intake valve 4 are closed.

  When the driver depresses the brake pedal BP in such a state, the brake fluid pressure generated due to the depression force is transmitted as it is to the wheel brakes FR, RL, FL, RR, and each wheel is braked. It will be.

  When the normal brake control as described above is executed, the brake fluid pressure in the wheel fluid pressure path B connected to the right front and left front wheel brakes FR and FL is actually measured by the wheel side brake fluid pressure sensor 9b. It can be confirmed that a suitable brake fluid pressure is applied to the wheel brakes FR and FL.

(Anti-lock brake control)
The anti-lock brake control is executed when the wheel is likely to fall into the locked state, and the control valve means V corresponding to the wheel brakes FR, RL, FL, RR of the wheel likely to fall into the locked state is provided. This is realized by controlling and appropriately selecting a state in which the brake fluid pressure acting on the wheel brakes FR, RL, FL, RR is reduced, increased or kept constant. Whether to select pressure reduction, pressure increase, or holding is determined by the control device 400 based on a wheel speed obtained from a wheel speed sensor (not shown).

  If the wheel is about to enter the locked state while the brake pedal BP is being depressed, the control device 400 starts anti-lock brake control.

  In the following, the operation at the time of anti-lock brake control will be described on the assumption that the right front wheel (wheel braked by the wheel brake FR) is about to enter the locked state.

  When the control device 400 determines that the brake fluid pressure acting on the wheel brake FR should be reduced, the wheel fluid pressure path B is blocked by the control valve means V corresponding to the wheel brake FR, and the open road E is released. Specifically, the control device 400 excites the inlet valve 2 to close it, and excites the outlet valve 3 to open it. In this way, the brake fluid in the wheel fluid pressure path B communicating with the wheel brake FR flows into the reservoir 5 through the release path E, and as a result, the brake fluid pressure acting on the wheel brake FR is reduced. At this time, the brake fluid pressure in the wheel fluid pressure path B is measured by the wheel side brake fluid pressure sensor 9b, and the measured value is taken into the control device 400 as needed.

  When the anti-lock brake control is executed, the motor 200 is driven by the control device 400 to operate the plunger pumps 6A, 6C, 6E, and the brake fluid stored in the reservoir 5 is discharged through the discharge hydraulic pressure path D. To the wheel hydraulic pressure passage B.

  If the control device 400 determines that the brake fluid pressure acting on the wheel brake FR should be kept constant, the control valve means V corresponding to the wheel brake FR causes the wheel fluid pressure path B and the release path to be maintained. Each E is blocked. Specifically, the control device 400 excites the inlet valve 2 to close it, and demagnetizes the outlet valve 3 to close it. If it does in this way, brake fluid will be confine | sealed in the flow path closed by the wheel brake FR, the inlet valve 2, and the outlet valve 3, As a result, the brake fluid pressure which acted on the wheel brake FR will become constant. Retained.

  Further, when the control device 400 determines that the brake fluid pressure acting on the wheel brake FR should be increased, the wheel fluid pressure path B is opened by the control valve means V corresponding to the wheel brake FR, The open path E is blocked. Specifically, the control device 400 demagnetizes the inlet valve 2 to open it, and demagnetizes the outlet valve 3 to close it. In this case, the brake fluid pressure generated due to the depression force of the brake pedal BP directly acts on the wheel brake FR, and as a result, the brake fluid pressure acting on the wheel brake FR is increased.

  When the antilock brake control as described above is executed, the brake fluid pressure in the wheel fluid pressure path B connected to the right front wheel brake FR is actually measured by the wheel side brake fluid pressure sensor 9b. Fine fluid pressure control can be performed according to the measured brake fluid pressure. Specifically, the outlet valve 3 is opened and closed while sensing the brake hydraulic pressure in the wheel hydraulic pressure passage B so that the hydraulic pressure is not excessively reduced. Further, the opening degree and the valve opening time of the outlet valve 3 may be set so that the brake fluid pressure is not excessively reduced. In this way, highly accurate brake control based on the magnitude of the brake fluid pressure measured by the wheel side brake fluid pressure sensor 9b can be performed, and the wheel brake FR is released from the state where the wheel is likely to lock. If it is determined that the applied brake fluid pressure should be increased, the brake fluid pressure can be immediately returned to the desired pressure. Even when it is determined that the brake fluid pressure acting on the wheel brake FR should be kept constant, the inlet valve 2 and the outlet valve 3 are opened and closed while actually measuring the brake fluid pressure acting on the wheel brake FR. By controlling the above, it is possible to reliably and easily maintain the brake fluid pressure most suitable for the wheel brake FR.

(Behavior stabilization control)
The behavior stabilization control is intended to prevent behavioral disturbances caused by changes in traveling conditions and the like that occur during traveling such as raining and cornering on snowy roads.

  Depending on the state of the vehicle, the control device 400 starts behavior stabilization control such as skid control and traction control. In the following, it is assumed that the right front wheel (the wheel braked by the wheel brake FR) is braked to stabilize the behavior of the vehicle when the brake pedal BP (see FIG. 12) is not operated.

  When the control device 400 determines that the right front wheel should be braked when the brake pedal BP is not operated, the control device 400 excites the cut valve 1 to close it, 4 is excited to open the valve, and the inlet valve 2 is excited to close in the control valve means V other than the control valve means V corresponding to the right front wheel to be braked. The motor 200 is operated to drive the plunger pumps 6A, 6C, and 6E. In this manner, the brake fluid stored in the master cylinder M, the output hydraulic pressure path A, and the suction hydraulic pressure path C passes through the first plunger pumps 6A, 6C, 6E and the discharge hydraulic pressure path D. It flows into only the wheel hydraulic pressure path B leading to the wheel brake FR. As a result, the brake hydraulic pressure acts on the wheel brake FR, and the right front wheel is braked.

  When the difference between the brake hydraulic pressure in the output hydraulic pressure path A and the brake hydraulic pressure in the wheel hydraulic pressure path B exceeds a set value, the cut valve 1 acts as a relief valve, and the inside of the wheel hydraulic pressure path B Is released to the output hydraulic pressure path A.

  Further, the pulsation generated in the discharge hydraulic pressure path D and the like by the operation of the regulator R is absorbed and suppressed by the cooperative action of the suction side damper chamber 7, the discharge side damper chamber 8, and the orifices 6a, 6b, 6c. In addition, the operation sound resulting from the pulsation is also reduced.

  When the behavior stabilization control as described above is executed, the brake fluid pressure in the wheel fluid pressure path B connected to the right front wheel brake FR is actually measured by the wheel side brake fluid pressure sensor 9b. Further, fine hydraulic pressure control can be performed so that the brake hydraulic pressure in the wheel hydraulic pressure passage B becomes a desired value, and highly accurate brake control can be performed.

  Next, a specific structure of the brake fluid pressure control device U will be described in detail with reference to FIGS.

  As described above, the brake hydraulic pressure control device U includes the base body (body) 100, the motor 200, the control housing 300, and the control device 400.

  The base body 100 is made of an extruded material or cast product made of an aluminum alloy having a substantially rectangular parallelepiped shape, and the front surface 11 thereof is formed into a substantially flat surface. The base body 100 is formed with two flow path components 100A and 100B corresponding to the two brake output systems K1 and K2 (see FIG. 12). Specifically, as shown in FIG. 1, a flow path corresponding to the brake output system K <b> 1 in the right half of the base body 100 (a region on the right side of the drawing with respect to the center line X in the drawing) when viewed from the front surface 11 side. A component 100A is formed, and a flow path component 100B corresponding to the brake output system K2 is formed in the left half of the base body 100 (a region on the left side of the drawing with respect to the center line X in the drawing). In the present embodiment, the flow path components 100A and 100B are formed substantially symmetrically, and the internal configuration and the like are also the same.

As shown in FIG. 2, the flow path component 100A is inserted with an output port 210 (cam shaft) of the motor 200 shown in FIG. 1, in addition to the inlet port 21 and the two outlet ports 22R and 22L that open on the upper surface 15. Starting from the center mounting hole 31 provided at approximately the same height as the bearing hole 43 (see FIG. 3 (a)) and the inlet port 21, and descending downward and folding forward as shown in FIG. 4 (b). Further, as shown in FIG. 4A, a central flow path 51 that descends downward and penetrates the central mounting hole 31 in the vertical direction, and a central flow path 51 that is upstream of the central mounting hole 31 are provided. The first inner mounting hole 32 and the first outer mounting hole 33 disposed so as to sandwich each other, and the second inner mounting hole 34 disposed so as to sandwich the central flow path 51 on the downstream side of the central mounting hole 31. And the second outer mounting hole 35 and the second outer mounting hole A third mounting hole 36 arranged below the hole 35, provided with a further, as shown in FIG. 3 (b), and a reservoir hole 37 which opens to the lower surface 16.
Further, as shown in FIG. 2, the flow path component 100A has pump holes 38a, 38b, and 38c that open in the upper inclined surface 15a and the side surface 14 at the rear of the base 100 and the lower inclined surface 16a at the rear of the base 100, respectively. Further, as shown in FIG. 3 (a), a suction-side damper hole 7a serving as a suction-side damper chamber 7 (see FIG. 12) opening in the rear surface 12 and a discharge-side damper chamber 8 (see FIG. 12) The discharge side damper hole 8a is provided.

  Further, as shown in FIG. 4A, the flow path component 100A is disposed on the extension line of one outlet port 22R between the first inner mounting hole 32 and the second inner mounting hole 34. A wheel side sensor mounting hole 46 for mounting a wheel side brake hydraulic pressure sensor 9b (see FIGS. 1 and 12) for measuring the brake hydraulic pressure output to one (right front in this embodiment) wheel brake FR is provided. Yes.

  1 and 2, the central mounting hole 31, the first inner mounting hole 32, the first outer mounting hole 33, the second inner mounting hole 34, the second outer mounting hole 35, and the third mounting hole 36 are provided. Are open on the same surface of the front surface 11 of the flow path constituting portion 100A. In the present embodiment, the diameters of the central mounting hole 31, the first inner mounting hole 32, the first outer mounting hole 33, the second inner mounting hole 34, the second outer mounting hole 35, and the third mounting hole 36 are the total. Are the same.

  In the present embodiment, a pipe H12 (see FIG. 12) reaching the wheel brake FR is connected to the outlet port 22R on the inner side (left side in FIG. 4A), and the outer side (right side in FIG. 4A). It is assumed that a pipe H12 (see FIG. 12) leading to the wheel brake RL is connected to the exit port 22L at

  As shown in FIGS. 4A and 4B, the inlet port 21 is a bottomed cylindrical hole, and is connected to the central mounting hole 31 via a central flow path (hereinafter referred to as “first flow path”) 51. Communicate. As shown in FIG. 4B, the first flow path 51 includes a vertical hole 51a drilled from the bottom surface of the inlet port 21 toward the lower surface 16 of the flow path component 100A, and the front surface 11 of the flow path component 100A. And a vertical hole 51c drilled from the upper surface 15 to the lower surface 16 of the flow path component 100A. The horizontal hole 51b has a rear portion intersecting the vertical hole 51a and a front portion intersecting the vertical hole 51c so as to penetrate the side wall of the central mounting hole 31 in the vertical direction (see FIG. 4A). .

  As shown in FIG. 4A, the outlet port 22 </ b> R inside is a bottomed cylindrical hole and communicates with the first inner mounting hole 32 via the second flow path 52. The second flow path 52 is a vertical hole drilled from the bottom surface of the outlet port 22R on the inner side toward the lower surface 16 of the flow path component 100A, and the side wall of the first inner mounting hole 32 and the wheel side sensor mounting hole. It penetrates the side wall of 46 in the vertical direction and reaches the second inner mounting hole 34.

  As shown in FIGS. 4A and 4B, the outer outlet port 22 </ b> L is a bottomed cylindrical hole and communicates with the first outer mounting hole 33 via the fourth flow channel 54. The fourth flow channel 54 is a vertical hole that is drilled from the bottom surface of the outlet port 22R on the outside toward the lower surface 16 of the flow channel component 100A, and penetrates the side wall of the first outer mounting hole 33 in the vertical direction. The second outer mounting hole 35 is reached.

The center mounting hole 31 is a bottomed stepped cylindrical hole in which a normally closed electromagnetic valve 4s (see FIG. 1) serving as the suction valve 4 (see FIG. 12) is mounted. As shown, the bottom portion communicates with the side portion of the pump hole 38b through the lateral hole 31a and the front end portion of the suction side damper hole 7a. The lateral hole 31a is drilled from the bottom surface of the central mounting hole 31 toward the rear surface 12 of the flow path constituting portion 100A and reaches the front end portion of the suction side damper hole 7a.
Here, the flow path from the bottom of the central mounting hole 31 to the lateral hole 31a, the front end of the suction side damper hole 7a, and the side of the pump hole 38b corresponds to the suction hydraulic pressure path C shown in FIG.
A ninth passage 59 described later communicates with the side of the pump hole 38b.

  The first inner mounting hole 32 has a bottomed step in which a normally open electromagnetic valve 2s (see FIG. 1) serving as the inlet valve 2 (see FIG. 12) of the control valve means V corresponding to the wheel brake FR is mounted. It is a cylindrical hole and communicates with the second inner mounting hole 34 via the second flow path 52 as shown in FIG. 4A. As shown in FIG. The first outer mounting hole 33 communicates with the passage 53. The third flow path 53 reaches a horizontal hole 53a formed from the bottom surface of the first inner mounting hole 32 toward the rear surface 12 (see FIG. 4B) of the flow path forming portion 100A, and reaches the horizontal hole 53a. As described above, the horizontal hole 53b drilled from the side surface 14 (see FIG. 4A) of the flow path component 100A and the flow path component 100A from the bottom surface of the first outer mounting hole 33 so as to reach the horizontal hole 53b. And a lateral hole 53c drilled toward the rear surface 12. The opening of the lateral hole 53b is sealed by a plug member (not shown). The second flow path 52 and the third flow path 53 correspond to the wheel hydraulic pressure path B shown in FIG.

  The first outer mounting hole 33 has a stepped bottom with a normally open electromagnetic valve 2s (see FIG. 1) serving as the inlet valve 2 (see FIG. 12) of the control valve means V corresponding to the wheel brake RL. It is a cylindrical hole and communicates with the second outer mounting hole 35 via the fourth flow path 54 as shown in FIG. The fourth flow path 54 corresponds to the wheel hydraulic pressure path B shown in FIG.

  The second inner mounting hole 34 is a bottomed stepped cylindrical hole in which a normally closed electromagnetic valve 3s serving as the outlet valve 3 (see FIG. 12) of the control valve means V corresponding to the wheel brake FR is mounted. Yes, as shown in FIG. 4A, the reservoir hole 37 communicates with the fifth flow path 55 starting from the bottom (not shown). The fifth flow channel 55 is a vertical hole that is drilled from the bottom surface of the reservoir hole 37 toward the upper surface 15 of the flow channel component 100A so as to reach the bottom of the second inner mounting hole 34.

  The second outer mounting hole 35 is a bottomed stepped cylindrical hole in which the outlet valve 3 (see FIG. 12) of the control valve means V corresponding to the wheel brake RL is mounted. ), The sixth channel 56 communicates with the bottom (not shown) of the second inner mounting hole 34, and further communicates with the reservoir hole 37 via the fifth channel 55. The sixth flow path 56 is a lateral hole that is drilled so as to reach the fifth flow path 55 from the side surface 14 of the flow path forming portion 100A through the bottom of the second outer mounting hole 35. The opening of the sixth channel 56 is sealed by a plug member (not shown).

The third mounting hole 36 is a bottomed cylindrical hole with a bottom to which a normally open electromagnetic valve 1s (see FIG. 1) serving as the cut valve 1 (see FIG. 12) is mounted. As shown in FIG. 6B, the upper side wall communicates with the inlet port 21 via the seventh flow path 57 and the first flow path 51, and further, as shown in FIG. The first inner mounting hole 32 and the first outer mounting hole 33 communicate with each other through the flow path 58, the discharge side damper hole 8 a, the ninth flow path 59, the tenth flow path 60 and the third flow path 53.
The seventh flow path 57 includes a horizontal hole that penetrates the upper side wall of the third mounting hole 36 in the left-right direction and that is formed from the side surface 14 of the flow path constituting unit 100 </ b> A so as to intersect the first flow path 51. . As shown in FIG. 4A, the seventh flow path 57 reaches a hydraulic pressure source side sensor mounting hole 45 described later.
As shown in FIG. 6B, the eighth channel 58 is drilled from the bottom of the third mounting hole 36 toward the rear surface 12 of the channel component 100A (see FIG. 3A), which will be described later. This is a lateral hole reaching the bottom side wall of the discharge side damper hole 8a. The ninth flow path 59 is a vertical hole drilled from the lower inclined surface 16a (see FIGS. 2 and 3B) of the flow path constituting portion 100A toward the upper surface 15, and is located on the discharge side of the pump hole 38b. The upper end reaches the tenth flow path 60 through the side surface in the vertical direction.
As shown in FIG. 5, the tenth flow channel 60 is an inclined hole that is formed in an upward inclined shape from the side surface 14 of the flow channel constituting portion 100A toward the pump hole 38a, as shown in FIG. 6 (b). Furthermore, it communicates with the rear end of the horizontal hole 53c of the third flow channel 53 and reaches the discharge side surface of the pump hole 38a. Note that the openings of the ninth channel 59 and the tenth channel 60 are sealed by a plug member (not shown).
Here, the first flow path 51 and the seventh flow path 57 correspond to the output hydraulic pressure path A shown in FIG. 12, and the eighth flow path 58, the bottom of the discharge side damper hole 8a, the ninth flow path 59, the tenth flow. The path 60, the third flow path 53, the second flow path 52, and the fourth flow path 54 correspond to the wheel hydraulic pressure path B shown in FIG.

The reservoir hole 37 is a bottomed cylindrical hole to which the reservoir 5 (see FIGS. 1 and 12) is mounted. As shown in FIG. 4B, the eleventh flow path 61 and the suction side damper hole 7a It communicates with the suction side of the pump hole 38b through the bottom. The eleventh flow path 61 is a vertical hole drilled from the bottom surface of the reservoir hole 37 toward the upper surface 15 of the flow path component 100A, and the upper end thereof reaches the bottom of the suction side damper hole 7a. The eleventh flow path 61 is equipped with a check valve 5a (one-way valve, see FIG. 5) shown in FIG.
The fifth flow path 55 and the eleventh flow path 61 correspond to the open path E shown in FIG.

  Next, the pump holes 38a to 38c will be described. As described above, the brake hydraulic pressure control device U according to the present embodiment includes the first plunger pumps 6E, 6A, and 6C in the brake output system K1, and the second plunger pumps 6F, 6D, and the brake output system K2. 6B, and in both flow path components 100A and 100B, a total of six pump holes 38a to 38c are provided.

  As shown in FIG. 1, the first plunger pumps 6E, 6A, and 6C are correspondingly attached to the pump holes 38a to 38c provided in the flow path constituting portion 100A. The second plunger pumps 6F, 6D, and 6B are mounted correspondingly in the pump holes 38a to 38c provided in the path configuration portion 100B.

  Each of the pump holes 38a to 38c is a stepped cylindrical hole, and is formed so that each central axis (J1, etc., see FIG. 5) passes through the center of the bearing hole 43 (see FIG. 5). Among the pump holes 38 a to 38 c, the pump hole 38 b is provided substantially at the center in the front-rear direction of the side surface 14 of the base body 100 (the axial direction of the output shaft 210 of the motor 200), and the remaining pump holes 38 a, 38c is provided in the rear part side of the base | substrate 100 rather than the pump hole 38b.

  Here, as will be described later, two eccentric cams 211a and 211b (see FIG. 1) are attached to the output shaft 210 of the motor 200 in the axial direction, and among these, the front eccentric cam 211a. However, as shown in FIG. 7, these are driven corresponding to the first plunger pump 6A and the second plunger pump 6D mounted in the pump hole 38b. On the other hand, the eccentric cam 211b on the rear side drives these corresponding to the first plunger pump 6E and the second plunger pump 6F mounted in the pump holes 38a, 38a. These are driven corresponding to the first plunger pump 6C and the second plunger pump 6B mounted in the holes 38c, 38c. That is, a total of four first and second plunger pumps 6A and 6D are driven in the circumferential direction by the front eccentric cam 211a, and a total of four in the circumferential direction by the rear eccentric cam 211b. The first plunger pumps 6E and 6C and the second plunger pumps 6F and 6B are driven.

In the present embodiment, these pump holes 38a to 38c in the left and right flow path components 100A and 100B are arranged in the circumferential direction of the output shaft 210 when viewed from the axial direction of the output shaft 210 as shown in FIG. It is formed at equal intervals. Specifically, the angle θ1 formed by the center line X and the center axis J1 of the pump hole 38a is 30 degrees, and the angle θ2 formed by the center axis J1 of the pump hole 38a and the center axis J2 of the pump hole 38b. The angle θ3 formed between the central axis J2 and the central axis J3 of the pump hole 38c is 60 degrees, and the angle θ4 formed between the central axis J3 and the center line X is 30 degrees. Therefore, the angle θ1 ′ formed between the central axes J1 adjacent in the circumferential direction and the angle θ4 ′ formed between the central axes J3 adjacent in the circumferential direction are each 60 degrees.
That is, in this embodiment, when viewed from the axial direction of the output shaft 210, the pump holes 38a to 38c are formed at intervals of 60 degrees in the circumferential direction of the output shaft 210.

  Looking at this for each of the eccentric cams 211a and 211b, the first plunger pump 6A and the second plunger pump 6D corresponding to the eccentric cam 211a are arranged around the eccentric cam 211a as shown in FIG. The first plunger pumps 6E and 6C and the second plunger pumps 6F and 6B corresponding to the eccentric cam 211b are eccentric as shown in FIG. 9B. For example, the first plunger pump 6E is set as a starting point around the cam 211b in a counterclockwise manner at intervals of 60 degrees, 120 degrees, 60 degrees, and 120 degrees.

  In this way, the first plunger pumps 6A, 6C, 6E and the second plunger pumps 6B, 6D, 6F housed in the pump holes 38a to 38c have a phase difference due to the eccentric cams 211a, 211b, as will be described later. The hydraulic pressure is generated in the brake output systems K1 and K2, respectively, and the hydraulic pressure is generated alternately and evenly at equal intervals with respect to the brake output systems K1 and K2. It has become. The details of driving the first plunger pumps 6A, 6C, 6E and the second plunger pumps 6B, 6D, 6F will be described later.

Here, as shown in FIGS. 5, 6A and 6B, the pump hole 38a and the pump hole 38b become the suction side when the plunger pump is mounted through the twelfth flow path 62 and the suction side damper hole 7a. The parts communicate with each other. In addition, the pump hole 38b and the pump hole 38c communicate with each other through the suction side damper hole 7a and the thirteenth flow path 63 at the suction side when the plunger pump is mounted. In other words, the pump hole 38a, the pump hole 38b, and the pump hole 38c communicate with the suction side damper hole 7a through the twelfth flow path 62 and the thirteenth flow path 63.
As shown in FIG. 2, the twelfth flow path 62 starts from the rear upper surface 15b of the flow path component 100B, and as shown in FIGS. 5 and 6B, the suction side damper hole 7a of the flow path component 100A. The lower end portion of the inclined hole reaches the suction side damper hole 7a. Further, the thirteenth flow path 63 is formed from the rear lower surface 16b (see FIG. 3B) of the flow path constituting portion 100B, as shown in FIGS. 5 and 6B, to the suction side of the flow passage constituting portion 100A. It is an inclined hole drilled in an upwardly inclined manner toward the damper hole 7a, and its upper end reaches the suction side damper hole 7a.

The pump hole 38a and the pump hole 38b are located on the discharge side when the plunger pump is mounted via the tenth flow path 60 and the ninth flow path 59, as shown in FIGS. They communicate with each other. The pump hole 38 b and the pump hole 38 c communicate with the discharge-side damper hole 8 a through the ninth flow path 59 and the fourteenth flow path 64.
That is, the discharge side of the pump hole 38a, the pump hole 38b, and the pump hole 38c communicates with the discharge side damper hole 8a through the tenth flow path 60, the ninth flow path 59, and the fourteenth flow path 64.

Here, as shown in FIG. 5, the central axis J1 (J3) of the pump hole 38a in the flow path component 100A, the thirteenth flow path 63, and the twelfth flow path 62 of the flow path component 100B are as follows. When viewed from the rear surface 12 side of the base body 100, they are arranged so as to be parallel to each other. Similarly, the central axis J1 (J3) of the pump hole 38a in the flow path component 100B, the thirteenth flow path 63, and the twelfth flow path 62 of the flow path component 100A are on the rear surface 12 side of the base body 100. When viewed from the side, they are arranged so as to be parallel to each other. Therefore, when the pump hole 38a of the flow path component 100A is formed, the twelfth flow channel 62 of the flow path component 100B can be formed from the same side, and when the pump hole 38c of the flow path component 100A is formed, The thirteenth flow path 63 of the flow path forming section 100B can be formed from the same side.
Similarly, when the pump holes 38a and 38c of the flow path component 100B are formed, the twelfth flow path 62 and the thirteenth flow path 63 of the flow path component 100A can be formed from the same side. Therefore, at the time of formation, the pump holes 38a, 38c, the twelfth flow path 62, and the thirteenth flow path 63 can be formed with high work efficiency, and the arrangement relationship of these holes and flow paths is parallel to each other. Compared to the case where it is not performed, the number of forming steps can be reduced and the cost can be reduced.

  Next, the suction side damper hole 7a is a cylindrical hole that becomes the suction side damper chamber 7 (see FIG. 12), and its opening is sealed by a lid member (not shown). As shown in FIGS. 4 (b) and 5, the suction side damper hole 7a passes through a portion of the pump hole 38b on the suction side and communicates with the pump hole 38b. Via the flow path 62 and the thirteenth flow path 63, the pump holes 38a and 38c communicate with the portions on the suction side. Thus, the portions on the suction side of the pump holes 38a to 38c are communicated with the suction side damper hole 7a.

  The discharge-side damper hole 8a is a cylindrical hole that becomes the discharge-side damper chamber 8 (see FIG. 12), and its opening is sealed by a lid member (not shown). The discharge-side damper hole 8a communicates with the portion on the discharge side of the pump holes 38c, 38b, and 38a through the fourteenth flow path 64, the ninth flow path 59, and the tenth flow path 60 that pass through the central portion thereof. ing. Thereby, the site | part which becomes the discharge side of the pump holes 38a-38c is mutually connected to the discharge side damper hole 8a.

  As shown in FIG. 4A, the wheel side sensor mounting hole 46 is a hole for mounting the wheel side brake hydraulic pressure sensor 9b (see FIGS. 1 and 12), and has a bottomed cylindrical shape. Yes. The wheel side sensor mounting hole 46 is located between the first inner mounting hole 32 and the second inner mounting hole 34 on the extension line below one outlet port 22R (on the inner side in the present embodiment). Is arranged. Specifically, the wheel side sensor mounting hole 46 is connected to the second flow path 52 whose bottom communicates below the outlet port 22R, and communicates with the outlet port 22R.

  As shown in FIG. 1, a hydraulic pressure source to which a hydraulic pressure source side brake hydraulic pressure sensor 9 a is attached at the lower part of the front surface at the central portion of the base body 100 (that is, the boundary portion between the flow path constituting portions 100 </ b> A and 100 </ b> B) The side sensor mounting hole 45 is formed so as to straddle each flow path component 100A, 100B. The fluid pressure source side sensor mounting hole 45 has a bottomed cylindrical shape, is disposed so that the center portion is located on the center line X (see FIG. 1), and opens to the front surface 11 of the base body 100. Further, as shown in FIG. 4A, the seventh flow channel 57 communicates with the side wall of the hydraulic pressure source side sensor mounting hole 45, and the seventh flow channel 57 and the first flow channel 51 are interposed therebetween. It communicates with the inlet port 21.

  Further, as shown in FIG. 3A and FIG. 5, the output of the motor 200 (see FIG. 1, the same applies hereinafter) is provided at the rear central portion of the base body 100 (that is, the boundary portion between the flow path constituting portions 100A and 100B). A bearing hole 43 into which the shaft 210 (see FIG. 1) is inserted is formed. The bearing hole 43 has a bottomed stepped cylindrical shape and opens on the rear surface 12 of the base body 100. Further, the pump holes 38a to 38c (see FIGS. 5, 6A and 6B) are opened in the side wall of the bearing hole 43, and there is an output near the opening of each pump hole 38a to 38c. Eccentric cams 211a and 211b for accommodating a plunger 162 of the first plunger pump 6A, which will be described later, are accommodated in the shaft 210.

  As shown in FIG. 1, the reservoir 5 attached to the base body 100 includes a substantially bottomed cylindrical reservoir piston 151 attached to the reservoir hole 37, and the reservoir piston 151 on the bottom side (upper side) of the reservoir hole 37. A biasing reservoir spring 152, a substantially bottomed cylindrical spring receiving member 153 that closes the opening of the reservoir hole 37, and a lid member 154 are provided. The reservoir piston 151 has an outer peripheral surface that is slidable along the inner peripheral surface of the reservoir hole 37, and when the brake fluid flows in through the fifth flow path 55 (see FIG. 4A). The brake fluid is stored by moving to the spring receiving member 153 side.

Next, the first and second plunger pumps 6A to 6F mounted in the pump holes 38a to 38c will be described. Since the first and second plunger pumps 6A to 6F have the same configuration, the first plunger pump 6A will be described here.
As shown in FIG. 10, the first plunger pump 6A includes a cylinder 161, a plunger 162, a return spring 163, a seal stopper 164, a suction valve means 165, a cap 166, a discharge valve means 167, a discharge valve. A side filter 168 is provided.

  The cylinder 161 is made of a bottomed cylindrical metal member whose inner peripheral surface is formed into a cylindrical surface, and forms a suction valve chamber S1 that houses the suction valve means 165. The cylinder 161 has a small-diameter portion 161a facing the pump hole 38a with a gap, a press-fit portion 161b press-fitted into (inserted into) the pump hole 38a, and a stepped portion of the pump hole 38a having a larger diameter than the press-fit portion 161b. And a bottom portion 161d (hereinafter referred to as “cylinder bottom portion 161d”) having a smaller diameter than that of the locking portion 161c and fitted into the large-diameter concave portion 166a of the cap 166. ing. A through hole serving as a discharge passage 161e for discharging the brake fluid sucked into the suction valve chamber S1 to the cap 166 side is formed in the central portion of the cylinder bottom portion 161d. A locking recess 161f for holding a seal stopper 164, which will be described later, is formed on the outer peripheral surface of the lower end portion of the cylinder 161 (the tip portion of the small diameter portion 161a).

  The plunger 162 reciprocates in the inner space of the cylinder 161 in accordance with the rotational movement of the eccentric cam 211b (see FIG. 1) provided on the output shaft 210 of the motor 200. The plunger 162 abuts against the cam surface of the eccentric cam 211b. A contact portion 162a that comes into contact, a suction portion 162b that serves as a brake fluid suction port, a sliding portion 162c that reciprocates while sliding in the inner space of the cylinder 161, and a valve seat that serves as a valve seat for suction valve means 165 described later. 162d. A suction path 162 e is formed inside the plunger 162. The suction path 162h communicates the annular space S2 formed around the suction portion 162b with the suction valve chamber S1, and the outer peripheral surface of the suction portion 162b (the outer peripheral surface of the plunger 162) and the end surface of the valve seat portion 162d. (Upper end surface of the plunger 162).

  The contact portion 162 a is loosely inserted into the pump hole 38 a, and the tip portion projects into the bearing hole 43 of the motor 200. An annular seal member 162k that abuts on the pump hole 38a and a bushing 162f are slidably attached to the contact portion 162a. The suction part 162b is formed between the contact part 162a and the sliding part 162c, and at least a part of the suction part 162b protrudes from the opening of the cylinder 161. The sliding portion 162c is a portion that slides in the inner space of the small diameter portion 161a of the cylinder 161, and the outer diameter of the sliding portion 162c is larger than the outer diameters of the suction portion 162b and the valve seat portion 162d adjacent to the sliding portion 162c. It is large and slightly smaller than the inner diameter of the small diameter portion 161a of the cylinder 161. The valve seat portion 162d is formed closer to the suction valve chamber S1 than the sliding portion 162c, and an annular seal ring 162g is provided around the valve seat portion 162d. The seal ring 162g liquid-tightly seals the inside of the intake valve chamber S1 while sliding on the inner peripheral portion of the cylinder 161.

  The return spring 163 is arranged in a compressed state in the suction valve chamber S1, and presses the plunger 162 toward the bearing hole 43 by its restoring force. The return spring 163 according to the present embodiment is disposed between the cylinder bottom 161d of the cylinder 161 and the seal ring 162g that is mounted around the plunger 162, and presses the plunger 162 through the seal ring 162g.

  The seal stopper 164 is a frame-like member for preventing the seal member 162k from coming out, and a frame body 164a disposed so as to surround the suction portion 162b of the plunger 162, and the cylinder body 164a toward the cylinder 161 side. And a locking piece 164b extending toward the cylinder 161. The locking piece 164b is held in the cylinder 161 by being locked in the locking recess 161f of the cylinder 161.

  The intake valve means 165 opens and closes the intake passage 162h and is accommodated in the intake valve chamber S1. More specifically, the suction valve means 165 includes a spherical suction valve body 165a disposed so as to close the opening of the suction passage 162h, a retainer 165b disposed so as to cover the suction valve body 165a, and a suction valve. A suction valve spring 165c disposed in a compressed state is provided between the body 165a and the retainer 165b. The suction valve body 165a is urged toward the plunger 162 by the restoring force of the suction valve spring 165c. The lower end of the retainer 165b is externally fitted to the valve seat 162d of the plunger 162, and is pressed against the seal ring 162g by the restoring force of the return spring 163.

  The cap 166 is provided on the cylinder bottom 161d of the cylinder 161 from the outside, and is formed of a bottomed cylindrical metal member that is separate from the cylinder 161. Inside the cap 166, a large-diameter recess 166a into which the cylinder bottom portion 161d is press-fitted and a small-diameter recess 166b having a smaller diameter than the large-diameter recess 166a are formed. The small-diameter recess 166b, together with the cylinder bottom 161d, forms a discharge valve chamber S3 that houses the discharge valve means 167 and the discharge side filter 168.

  An annular locking groove 166 c is recessed in the outer peripheral surface of the cap 166 along the circumferential direction. A plastic deformation portion formed on the hole wall of the pump hole 38a enters the locking groove 166c. In the present embodiment, the outer diameter of the upper lid portion 166e adjacent to the upper side of the locking groove 166c is smaller than the outer diameter of the lower lid portion 166d adjacent to the lower side of the locking groove 166c. The lower lid portion 166d is substantially the same as the inner diameter inside the step portion of the inlet portion of the pump hole 38a, and is inserted into that portion. The upper lid portion 166e protrudes from the bottom surface of the step portion at the inlet portion of the pump hole 38a, and the peripheral edge portion 166f of the protruding portion is chamfered.

  Of the cap 166, the outer diameter of the flow path component 166g located below the lower lid part 166d is smaller than the outer diameter of the lower lid part 166d, and the outer diameter of the flow path component 166g An annular space S4 communicating with the tenth flow path 60 is formed by the pump hole 38a. Note that an outlet hole 166h that connects the discharge valve chamber S3 and the annular space S4 is formed in the flow path component 166g. The outlet hole 166h functions as an orifice 6a (see FIG. 12) that reduces pulsation associated with the reciprocating motion of the plunger 162.

  The discharge valve means 167 opens and closes a discharge passage 161e formed in the cylinder bottom 161d of the cylinder 161, and is accommodated in the discharge valve chamber S3. More specifically, the discharge valve means 167 includes a spherical discharge valve body 167a disposed so as to block the discharge passage 161e of the cylinder 161, and a discharge valve spring 167b disposed in a compressed state in the discharge valve chamber S3. It is configured. The discharge valve body 167a is urged toward the discharge passage 161e by the restoring force of the discharge valve spring 167b.

  The discharge side filter 168 filters the brake fluid discharged from the discharge passage 161e, is disposed so as to surround the discharge valve means 167 in the discharge valve chamber S3, and at least a part of the discharge side filter 168 is axial. The cylinder 161 and the cap 166 are sandwiched in a compressed state. More specifically, the discharge-side filter 168 includes a filter main body 168B that filters brake fluid discharged from the discharge passage 161e, and a holding member 168A that holds the filter main body 168B.

  Next, the motor 200 and the control housing 300 assembled to the base body 100 will be described in detail.

  A motor 200 shown in FIG. 1 serves as a power source for the first and second plunger pumps 6A to 6F, and is integrally attached to the rear surface 12 of the base 100 (see FIG. 3A). As shown in FIG. 1, the output shaft 210 of the motor 200 is provided with the eccentric cams 211a and 211b as described above. Further, a connector part 220 for supplying current to the rotor is projected from the side surface of the body of the motor 200. The connector 220 is connected to a connector provided on a power cord (not shown) routed from the control housing 300.

  As shown in FIG. 1, the control housing 300 is integrally fixed to the front surface 11 of the base body 100 so as to cover the electromagnetic valves 1s to 4s, the hydraulic pressure source side brake hydraulic pressure sensor 9a, and the wheel side brake hydraulic pressure sensor 9b. A control case 310 and a control cover 320 that seals an opening of the control case 310. The control case 310 includes an attachment portion 311 that covers the front surface 11 of the base body 100 and a connector portion 312 in which connection terminals for a battery and a wheel speed sensor (not shown) are formed. An endless seal member (not shown) is attached. In such a control case 310, an electromagnetic coil (not shown) for driving the electromagnetic valves 1 s to 4 s installed on the base body 100 is attached to a support plate (not shown) provided inside.

  Since the inside of the control housing 300 communicates with the outside through the recess 41 and the vent hole 42 shown in FIG. 4A, the pressure inside the control housing 300 is maintained at the same level as the atmospheric pressure. I'm leaning. That is, it is possible to prevent the intrusion of water or the like from the outside due to a change in the internal pressure of the control housing 300. Here, a moisture permeable waterproof material (not shown) is attached to the recess 41 of the base body 100, thereby preventing water or the like from entering the control housing 300.

  A control device 400 shown in FIG. 1 is formed by mounting a semiconductor chip or the like on a board on which an electronic circuit is printed, and includes a hydraulic pressure source side brake hydraulic pressure sensor 9a, a wheel side brake hydraulic pressure sensor 9b, and a wheel (not shown). Based on information obtained from various sensors such as a speed sensor, a program stored in advance, and the like, the opening and closing of the solenoid valves 1s to 4s and the operation of the motor 200 are controlled.

  Next, the actual flow of the brake fluid when normal brake control, antilock brake control, and behavior stabilization control are performed will be described in detail.

(Normal brake control)
In normal brake control, as described above, the normally closed solenoid valve 4s (see FIG. 1) serving as the suction valve 4 is in the closed state, and the normally open solenoid valve 1s serving as the cut valve 1 (see FIG. 1). 4), the brake fluid flowing in from the inlet port 21 passes through the first flow path 51 as shown in FIG. 4 (a). As shown in FIG. 6B, the electromagnetic valve 1s flows from the seven flow passages 57 into the third mounting hole 36 and passes through the inside of the open solenoid valve 1s (see FIG. 1, cut valve 1 (see FIG. 12)). Then, it flows into the discharge side damper hole 8a from the eighth flow path 58. The brake fluid that has flowed into the discharge side damper hole 8a flows upward through the ninth flow path 59 and then from the tenth flow path 60 to the horizontal hole. 53c, 53b flows into the bottom of the first inner mounting hole 32 and the bottom of the first outer mounting hole 33. The brake fluid that has flowed into the bottom of the inner mounting hole 32 flows into the second flow path 52 through the inside of the solenoid valve 2 s (see FIG. 1, inlet valve 2 (see FIG. 12)) in the open state. Similarly, the brake fluid that reaches the wheel brake FR through the outlet port 22R and flows into the bottom portion of the first outer mounting hole 33 passes through the inside of the electromagnetic valve 2s (see FIG. 1) in the open state, and enters the fourth state. It flows into the flow path 54 and reaches the wheel brake RL through the outlet port 22L.

  Here, the brake fluid that has flowed into the second flow path 52 leading to the right front wheel brake FR flows into the wheel side sensor mounting hole 46 (see FIG. 4A). Then, the brake hydraulic pressure in the wheel hydraulic pressure passage B is measured by the wheel side brake hydraulic pressure sensor 9b, and the measured value is taken into the control device 400 as needed.

(Anti-lock brake control)
For example, when the brake fluid pressure acting on the wheel brake FR is reduced by the antilock brake control, the inlet valve 2 corresponding to the wheel brake FR is closed by the control device 400 (see FIG. 12) as described above. Then, the outlet valve 3 is opened. Then, the brake fluid acting on the wheel brake FR flows into the side portion of the second inner mounting hole 34 through the outlet port 22R and the second flow path 52, as shown in FIG. Then, it flows into the fifth flow path 55 through the inside of the electromagnetic valve 3 s (see FIG. 1) in the valve open state, and flows into the reservoir hole 37. The brake fluid that has flowed into the first inner mounting hole 32 does not flow into the third flow path 53 (see FIG. 6B) because the electromagnetic valve 2s is in a closed state, and the first inner hole It flows out to the second inner mounting hole 34 side through the space between the side wall of the mounting hole 32 and the outer peripheral surface of the electromagnetic valve 2s (see FIG. 1).
When the antilock brake control is executed, the motor 200 is driven by the control device 400 to operate the first plunger pumps 6A, 6C, 6E. As a result, the brake fluid stored in the reservoir hole 37 is Is sucked into the suction-side damper hole 7 a through the eleventh flow path 61 and is sucked into the pump hole 38 b through the suction-side damper chamber 7. Then, the brake fluid is discharged into the ninth flow path 59 by the first plunger pump 6A. Also, the brake fluid sucked into the pump hole 38a from the suction side damper chamber 7 through the twelfth flow path 62 is discharged from the tenth flow path 60 to the ninth flow path 59 by the first plunger pump 6E. . Further, the brake fluid sucked into the pump hole 38c from the suction side damper chamber 7 through the thirteenth flow path 63 is discharged from the fourteenth flow path 64 to the ninth flow path 59 by the plunger pump 6C.

  Further, when the brake fluid pressure acting on the wheel brake FR (see FIG. 12) is reduced by the antilock brake control, the brake fluid is supplied to the outlet port 22R and the fourth flow path as shown in FIG. 54, flows into the side of the second outer mounting hole 35, and further flows into the sixth flow path 56 through the inside of the open solenoid valve 3s (see FIG. 1). It flows into the reservoir hole 37 through 55.

  Further, when the brake fluid pressure acting on the wheel brake FR is kept constant, the inlet valve 2 and the outlet valve 3 are closed by the control device 400 as described above (see FIG. 12). Neither inflow of brake fluid into the second flow path 52 nor outflow of brake fluid from the second flow path 52 occurs.

  Further, when the brake fluid pressure acting on the wheel brake FR is increased, the inlet valve 2 is opened and the outlet valve 3 is closed by the control device 400 as described above. The fluid flow is the same as in normal brake control.

(Behavior stabilization control)
In the behavior stabilization control, for example, when braking the wheel brake FR, as described above, after the cut valve 1 is closed by the control device 400 and the intake valve 4 is opened, The motor 200 is activated to drive the first plunger pumps 6A, 6C, 6E. When the first plunger pumps 6A, 6C, 6E are driven, as shown in FIG. 5, the brake fluid inside the pump hole 38b is discharged to the ninth flow path 59, and the brake inside the pump hole 38a is discharged. The liquid is discharged to the tenth flow path 60, and the brake fluid inside the pump hole 38c is discharged to the fourteenth flow path 64. Since the ninth flow path 59, the tenth flow path 60, and the fourteenth flow path 64 are in communication with each other, the brake fluid discharged into these flow paths is transferred to the third flow path 53 (FIG. 6B). )) Through the lateral holes 53c and 53b, and flows into the first inner mounting hole 32, and further flows into the second flow path 52 through the inside of the solenoid valve 2s (see FIG. 1) in the open state. To the wheel brake FR through the exit port 22R.
When the first plunger pumps 6A, 6C, 6E are driven, the suction valve 4 (the electromagnetic valve 4s (see FIG. 1)) mounted in the central mounting hole 31 is in the valve open state, so that the first flow path The brake fluid on the 51st side (including the brake fluid in the master cylinder M) flows into the suction side damper hole 7a through the inside of the electromagnetic valve 4s (see FIG. 4B).

  In the present embodiment, the wheel side brake hydraulic pressure sensor 9b is mounted on the wheel side sensor mounting hole 46 communicating with the outlet port 22R connected to the right front wheel brake FR and the second flow path 52. The brake fluid pressure in the wheel fluid pressure path B connected to the FR can be actually measured. In behavior stabilization control and traction control, the brake fluid pressure downstream of the first plunger pumps 6A, 6C, 6E, that is, the wheel brakes are driven by driving the first plunger pumps 6A, 6C, 6E. The actual brake fluid pressure acting on the FR can be actually measured by the wheel side brake fluid pressure sensor 9b without estimation. Therefore, highly accurate brake control can be accurately performed by the control device 400 in accordance with the measured brake fluid pressure.

  In particular, in this embodiment, by measuring the brake fluid pressure acting on the wheel brakes FR and FL of the front wheels that are subjected to a large brake load, it is possible to perform the brake fluid pressure control with an emphasis on the braking force control. Since it is also a drive wheel, brake fluid pressure control with emphasis on traction control can be performed.

Here, the operation at the time of driving the first plunger pumps 6A to 6F will be described.
As described above, in the present embodiment, the phase difference between the eccentric cam 112a and the eccentric cam 112b is set to 180 degrees, and as described above, a total of two first plunger pumps 6A are provided by one eccentric cam 112a. The second plunger pump 6D is driven, and a total of four first plunger pumps 6C and 6E and second plunger pumps 6B and 6F are driven by the other eccentric cam 112b, and the brake output The first and second plunger pumps 6A to 6F of the systems K1 and K2 are configured to be driven by the eccentric cams 211a and 211b alternately and at equal time intervals. As a result, the brake fluid is discharged in the order described below.

  That is, from the combination of the arrangement of the first and second plunger pumps 6A to 6F described above (60 degree intervals when viewed from the axial direction of the output shaft 210) and the eccentric cams 211a and 211b having the phase difference described above, for example, When the discharge is started from the first plunger pump 6A, every time the output shaft 210 makes one rotation, the first plunger pump 6A → second plunger pump 6B → first plunger pump 6C → second In the order of the plunger pump 6D → first plunger pump 6E → second plunger pump 6F, the discharge is alternately performed in the brake output systems K1 and K2.

  Looking at this as a group of the first plunger pumps 6A, 6C, 6E and the second plunger pumps 6B, 6D, 6F in each of the brake output systems K1, K2, the output shaft 210 makes one rotation. Each time, discharge is performed at equal intervals in each of the brake output systems K1 and K2. The discharge interval is an equal interval of 120 degrees in both the brake output systems K1 and K2. That is, in the brake output system K1, after the first plunger pump 6A is driven by the eccentric cam 211a, the first plunger pump 6C is driven by the eccentric cam 211b when the output shaft 120 rotates 120 degrees, and thereafter When the output shaft 120 further rotates 120 degrees, the first plunger pump 6E is driven by the eccentric cam 211b, and the discharge interval is 120 degrees. Thus, since the discharge interval is constant at 120 degrees, the discharge pulsation reduction effect can be obtained in the group of the first plunger pumps 6A, 6C, 6E. The same applies to the brake output system K2.

By the way, in this embodiment, it was set as the structure which arranged the plunger pump 3 cylinders each (1st, 2nd plunger pumps 6A-6F), a total of 6 cylinders with respect to each of brake output system K1, K2. However, if this is a brake output system with one cylinder on one side and two cylinders on both sides as in the prior art, the discharge pressure of the plunger pump is discontinuous with large irregularities as shown in FIG. It will be represented by two mountains.
On the other hand, as shown in FIG. 11B, the discharge pressure when three cylinders on one side and six cylinders are arranged on both sides is represented by a series of six peaks with small irregularities.

  In the present embodiment, the first plunger pumps 6A, 6C, 6E and the second plunger pumps 6B, 6D, 6F are arranged for each of the brake output systems K1, K2 in three cylinders, with six cylinders on both sides. Since these are configured to discharge the brake fluid at equal intervals, when the discharge waveforms of the six cylinders are synthesized, as shown in FIG. 11C, synthesis of six peaks with smaller amplitudes than the original waveform. It becomes a waveform. Therefore, in this embodiment, the effect of significantly reducing the discharge pulsation can be obtained as compared with the case of the two cylinders on both sides shown in FIG.

Next, a load applied to the output shaft 210 of the motor 200 will be described.
As shown in FIG. 9 (a), the load F1 applied when the first and second plunger pumps 6A and 6B are provided on both sides as two cylinders (one cylinder on one side) is used as a reference load. ), When considering the combined load F2 when four cylinders are arranged at intervals of 120 degrees and 60 degrees, the combined load F2 is about 1.7 times (√3 times) the load F1 described above.
On the other hand, for example, when a 6-cylinder plunger pump is driven by one eccentric cam as in the prior art, considering the combined load F3 (not shown) of three adjacent plunger pumps, the combined load F3 is , Approximately twice the load F1.
Therefore, as compared with the combined load F3 when the 6-cylinder plunger pump is driven by one eccentric cam as in the prior art, as shown in FIG. It can be seen that the combined load F2 when the four cylinders are arranged has a smaller value, and the load applied to the output shaft 210 of the motor 200 is reduced accordingly.

According to the brake fluid pressure control device U of the present embodiment described above, the first and second plunger pumps 6A to 6F are driven by the two eccentric cams 211a and 211b. The stress from the two plunger pumps 6A to 6F can be distributed to the two eccentric cams 211a and 211b, and the load per one eccentric cam 211a (211b) can be reduced.
As a result, the load on the eccentric cams 211a (211b) per unit becomes smaller than in the conventional case where all six plunger pumps are driven by one eccentric cam, and the eccentric cam 211a is correspondingly reduced. (211b) can be reduced in size and cost.
Therefore, the entire brake fluid pressure control device U can be reduced in size and cost.

  Further, the first plunger pumps 6A, 6C, 6E and the second plunger pumps 6B, 6D, 6F are the same number, and every time the plurality of eccentric cams 211a, 211b are driven one rotation, all the first plunger pumps 6A, 6C, 6E Since the second plunger pumps 6A to 6F are driven to generate the hydraulic pressure evenly in the brake output system K1 and the brake output system K2, the first and second plunger pumps 6A to 6F are driven. The pulsation that is likely to occur due to the discharge of 6F can be reduced for each of the first plunger pumps 6A, 6C, and 6E, and the second plunger pumps 6B, 6D, and 6F. it can.

  Further, since the first and second plunger pumps 6A to 6F are arranged at equal intervals in the circumferential direction when viewed from the axial direction of the output shaft 210, the brake output system K1 (flow path component) 100A) and the arrangement of the liquid paths in the brake output system K2 (flow path constituting unit 100B) can be simplified. As a result, the degree of freedom is increased in the arrangement space of the base body 100 and the like in which the liquid path is formed, and the space is effective even though the first and second plunger pumps 6A to 6F are configured with six cylinders. It is possible to reduce the size of the entire apparatus by using it. In addition, an empty space is formed by improving the efficiency of the routing space, and the empty space is effectively used to arrange, for example, functional parts necessary for the brake hydraulic pressure control device U, or in the present embodiment. Thus, it becomes easy to install the suction side damper chamber 7 and the discharge side damper chamber 8.

  Further, the first plunger pumps 6A, 6C, 6E of the brake output system K1 and the second plunger pumps 6B, 6D, 6F of the brake output system K2 perform the discharge operation alternately and at equal time intervals. Therefore, the pulsation that easily occurs due to the discharge of the first and second plunger pumps 6A to 6F can be effectively reduced.

  In addition, a total of two first plunger pumps 6A and a second plunger pump 6D are disposed around one eccentric cam 211a at an interval of 180 degrees, and a total of four first plunger pumps 6C, 6E and Since the second plunger pumps 6B and 6F are sequentially arranged around the other eccentric cam 211b at intervals of 60 degrees, 120 degrees, 60 degrees, and 120 degrees, The second plunger pumps 6 </ b> A to 6 </ b> F can be arranged in a space efficient manner, and the layout is improved.

  In the present embodiment, the six first and second plunger pumps 6A to 6F are driven by the two eccentric cams 211a and 211b. However, the present invention is not limited to this, and three or more eccentric cams are used. It may be configured to be provided and driven.

In the present embodiment, a front-wheel drive vehicle has been described as an example. However, the present invention is naturally applicable to a rear-wheel drive vehicle or a four-wheel drive vehicle.
The wheel side brake hydraulic pressure sensor 9b may be attached not only to the driving wheel but also to all wheels.

1 is an exploded perspective view of a vehicle brake hydraulic pressure control device according to an embodiment of the present invention. 1 is a perspective view of a base body of a vehicle brake hydraulic pressure control device according to an embodiment of the present invention. It is a figure which shows the base | substrate of the brake fluid pressure control apparatus for vehicles which concerns on embodiment of this invention, (a) is a rear view, (b) is a bottom view. FIG. 2 is a perspective view of a flow path component of a vehicle brake hydraulic pressure control device according to an embodiment of the present invention, where (a) is a perspective view seen from the front surface, and (b) is a perspective view seen from the side surface. It is the perspective view seen from the rear surface of the flow-path composition part of the brake fluid pressure control device for vehicles concerning the embodiment of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS It is the perspective view which visualized each mounting hole and the inner surface of a flow path which were formed in the flow-path structure part of the brake fluid pressure control apparatus for vehicles which concerns on embodiment of this invention, (a) is the perspective view seen from the front side (B) is the perspective view seen from the rear surface side. It is explanatory drawing for demonstrating arrangement | positioning of the plunger pump of the brake fluid pressure control apparatus for vehicles which concerns on embodiment of this invention. It is explanatory drawing for demonstrating arrangement | positioning of the plunger pump of the brake fluid pressure control apparatus for vehicles which concerns on embodiment of this invention. (A) is explanatory drawing for demonstrating arrangement | positioning of the plunger pump driven by one eccentric cam, (b) is explanatory drawing for demonstrating arrangement | positioning of the plunger pump driven by the other eccentric cam. It is sectional drawing of a plunger pump. (A) is explanatory drawing which shows the mode of the discharge pressure in the brake hydraulic-pressure control apparatus provided with the plunger pump of one cylinder of one side, (b) is explanatory drawing which shows the mode of discharge pressure when it is set as three cylinders on one side, (c) ) Is an explanatory view showing a state of discharge pressure in the vehicle brake hydraulic pressure control device according to the embodiment of the present invention. 1 is a hydraulic circuit diagram of a vehicle brake hydraulic pressure control device according to an embodiment of the present invention.

Explanation of symbols

U Brake fluid pressure control device (brake fluid pressure control device)
DESCRIPTION OF SYMBOLS 1 Cut valve 2 Inlet valve 3 Outlet valve 4 Suction valve 5 Reservoir 6A-6F Plunger pump 7 Suction side damper chamber 8 Discharge side damper chamber 38a-38c Pump hole 100 Base body 100A Channel configuration part 100B Channel configuration part 200 Motor (electric) motor)
210 Output shaft (cam shaft)
300 Control housing 400 Control device K1, K2 Brake output system (first hydraulic system, second hydraulic system)
FR, FL (front wheel) wheel brake RL, RR (rear wheel) wheel brake M Master cylinder (hydraulic pressure source)

Claims (3)

Having a hydraulic system partitioned into a first hydraulic system and a second hydraulic system;
A camshaft driven by an electric motor;
An eccentric cam that is rotationally driven by the cam shaft;
A brake hydraulic pressure control device for a vehicle, comprising: at least four or more even number of plunger pumps that respectively generate hydraulic pressures in the first and second hydraulic pressure systems with a phase difference by the eccentric cam. ,
The plunger pump comprises a plurality of first plunger pumps and the same number of second plunger pumps as the first plunger pumps,
A plurality of the eccentric cams;
All of the each time they are driven one revolution first, second plunger pump is driven respectively, so as to uniformly generate hydraulic pressure and the first hydraulic system and the second hydraulic system And
The first and second plunger pumps are arranged at equal intervals in the circumferential direction when viewed from the axial direction of the cam shaft ,
The vehicular brake hydraulic pressure control device, wherein the first and second plunger pumps are driven by the eccentric cams alternately and at equal time intervals. Two eccentric cams are juxtaposed in the axial direction of the cam shaft,
The first and second plunger pumps consist of six plunger pumps,
Two of the plunger pumps are arranged corresponding to one of the eccentric cams, and the four plunger pumps are arranged corresponding to the other eccentric cam,
The two plunger pumps arranged corresponding to one of the eccentric cams are arranged around the one eccentric cam at intervals of 180 degrees,
The four plunger pumps arranged corresponding to the other eccentric cam are sequentially arranged around the other eccentric cam at intervals of 60 degrees, 120 degrees, 60 degrees, and 120 degrees. The vehicle brake hydraulic pressure control device according to claim 1 . One of the two plunger pumps arranged corresponding to the one eccentric cam generates hydraulic pressure in the first hydraulic system, and the other generates hydraulic pressure in the second hydraulic system And
In the four plunger pumps arranged corresponding to the other eccentric cam, two of the four plunger pumps generate hydraulic pressure in the first hydraulic system, and the remaining two plunger pumps are The vehicular brake hydraulic pressure control device according to claim 2, wherein the hydraulic pressure is generated in the second hydraulic pressure system.

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