JPH10258724A - Hydraulic braking device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce the cost of assembling by dispensing with any pipeline lying between a pump and a hydraulic circuit. SOLUTION: A pump 20 is installed in a mounting hole 78 of a housing 100. Therefore, a supply of brake fluid to a hydraulic circuit from the pump 20 is able to be done by a hydraulic passage formed in the housing 100. The pump 20 is equipped with three pump assemblies 116 to be driven by a commonable cam 114. These pump assemblies 116 such in the brake fluid from a suction port 108, and then discharge it to a discharge groove 104.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hydraulic brake device, and more particularly to a hydraulic brake device that controls a wheel cylinder pressure using a high-pressure source such as a pump as a hydraulic pressure source.

[0002]

2. Description of the Related Art A structure disclosed in, for example, Japanese Patent Application Laid-Open No. 4-266559 is known as a hydraulic brake device. The conventional hydraulic brake device includes a master cylinder that generates a hydraulic pressure according to an operation amount (hereinafter, referred to as a pedal operation amount) applied to a brake pedal, a pump that is a high-pressure source, and a pump or a master cylinder. A hydraulic pressure control unit that controls a wheel cylinder pressure as a hydraulic pressure source.

[0003] In the above-mentioned conventional hydraulic brake device, the hydraulic pressure control unit generates a wheel cylinder pressure corresponding to the pedal operation amount by making the master cylinder and the wheel cylinder communicate with each other at normal times. On the other hand, when it becomes necessary to automatically control the braking force, for example, when the slip ratio of the wheels becomes excessive, the hydraulic pressure control unit performs automatic brake control such as antilock brake control (hereinafter referred to as ABS control). To start. During the execution of the automatic brake control, the hydraulic pressure control unit shuts off the connection between the wheel cylinder and the master cylinder, and controls the wheel cylinder pressure using the pump as a hydraulic pressure source. Therefore, according to the above-described conventional hydraulic brake control, a required wheel cylinder pressure can be generated regardless of the magnitude of the master cylinder pressure.

[0004]

By the way, in a configuration in which the automatic brake control is performed by using a high-pressure source other than the master cylinder as a hydraulic pressure source as in the above-mentioned conventional hydraulic brake device, the hydraulic pressure control unit is generally integrated. The high pressure source is provided separately from the housing. For this reason, when assembling the apparatus, it is necessary to route piping for connecting the high-pressure source and the housing, and the assembling cost increases. However, such a problem of the conventional hydraulic brake device has been overlooked in the past, and no effective measures have been taken to reduce the assembly cost of the hydraulic brake device.

[0005] The present invention has been made in view of the above points, and has as its object to provide a hydraulic brake device capable of reducing the assembly cost.

[0006]

The above object is achieved by the present invention.
A hydraulic brake device comprising a high-pressure source and a hydraulic circuit that controls the wheel cylinder pressure using the high-pressure source as a hydraulic pressure source, wherein the high-pressure source is assembled with the hydraulic circuit. This is achieved by a hydraulic brake device integrated into the housing.

[0007] In the present invention, the high pressure source is integrally incorporated in a housing in which the hydraulic circuit is assembled. For this reason, a passage for supplying the hydraulic pressure generated by the high pressure source to the hydraulic circuit is provided inside the housing.

[0008]

FIG. 1 is a front view of a hydraulic brake device 10 according to an embodiment of the present invention. The hydraulic brake device 10 automatically controls the housing 12 such as anti-lock brake control (hereinafter referred to as ABS control), traction control (hereinafter referred to as TRC control), and vehicle stabilization control (hereinafter referred to as VSC control). A hydraulic circuit for performing the brake control is assembled and configured. However, FIG. 1 shows a state in which each component constituting the hydraulic circuit is removed from the housing 12.

FIG. 2 shows a hydraulic brake device 10 according to this embodiment.
FIG. The hydraulic brake control according to the present embodiment is controlled by an electronic control unit (hereinafter, referred to as an ECU) not shown. As shown in FIG. 2, the hydraulic brake device includes a master cylinder 14. A brake pedal 15 is connected to the master cylinder 14. The brake pedal 15 is provided with a brake switch (not shown). The ECU can detect whether or not the brake pedal 15 is operated based on the output signal of the brake switch. In the first hydraulic chamber 14a and the second hydraulic chamber 14b of the master cylinder 14, a hydraulic pressure (hereinafter, referred to as a master cylinder pressure) corresponding to the operation amount applied to the brake pedal 15 is generated. First hydraulic chamber 14 of master cylinder 14
The reservoir 16 communicates with the first hydraulic pressure chamber 14a and the second hydraulic chamber 14b. The reservoir 16 has a reservoir passage 2 leading to a pump 20.
1 is in communication.

The pump 20 is driven by a motor 22. A relief valve 23 is provided between the suction port 20a and the discharge port 20b of the pump 20. The relief valve 23 is configured to open when the hydraulic pressure on the discharge port 20b side is higher than the hydraulic pressure on the suction port 20a by a certain value or more. Therefore, the relief valve 23 prevents the discharge pressure of the pump 20 from becoming excessive. The discharge port 20b of the pump 20 has an accumulator 24 and a pressure switch 2
5, 26 are provided. The pressure switch 25 is a pressure switch that issues an ON signal when the discharge pressure of the pump 20 exceeds the upper limit predetermined pressure, and the pressure switch 26 is a pressure switch that issues an ON signal when the discharge pressure of the pump 20 falls below the lower limit predetermined pressure. These ON signals are sent to the ECU. In the ECU,
A signal for driving the motor 22 is transmitted in response to an ON signal from the pressure switch 26, and a signal for stopping driving of the motor 22 is transmitted in response to an ON signal from the pressure switch 25. As a result, a pressure within a predetermined range is accumulated in the accumulator 24.

A hydraulic passage 28 leading to the right front wheel cylinder 27 is connected to the discharge port 20b of the pump 20. In the hydraulic pressure passage 28, an accumulator pressure sensor 29, a front wheel pressure increasing cut valve 30, and a
A right front wheel pressure-increasing linear valve 31 is provided. The front wheel pressure increasing cut valve 30 is a normally closed two-position on-off valve. The right front wheel pressure-increasing linear valve 31 is configured to linearly increase the hydraulic pressure of the right front wheel cylinder 27 by changing its opening in accordance with a control signal given from the ECU. . A right front wheel wheel cylinder pressure sensor 32 is disposed in a portion of the hydraulic pressure passage 28 between the right front wheel pressure increasing linear valve 31 and the right front wheel wheel cylinder 27, and a pressure reducing passage 33 leading to the reservoir 16 communicates therewith. doing. Decompression passage 33
Is provided with a right front wheel pressure reducing linear valve 34. The right front wheel pressure reducing linear valve 34 is configured to linearly reduce the hydraulic pressure of the right front wheel wheel cylinder 27 by changing its opening in accordance with a control signal given from the ECU.

A portion of the hydraulic pressure passage 28 between the front wheel pressure increasing cut valve 30 and the right front wheel pressure increasing linear valve 31 communicates with a hydraulic pressure passage 36 leading to a left front wheel wheel cylinder 35. A left front wheel pressure-increasing linear valve 37 is disposed in the hydraulic pressure passage 36. The left front wheel pressure-increasing linear valve 37 is configured to linearly increase the hydraulic pressure of the left front wheel wheel cylinder 35 by changing its opening in accordance with a control signal given from the ECU. Further, a left front wheel wheel cylinder pressure sensor 38 is provided in a portion of the hydraulic pressure passage 36 between the left front wheel pressure increasing linear valve 37 and the left front wheel wheel cylinder 35, and a pressure reducing passage 39 leading to the reservoir 16. Are in communication. A left front wheel pressure reducing linear valve 40 is provided in the pressure reducing passage 39. The left front wheel pressure reducing linear valve 40 is configured to linearly reduce the hydraulic pressure of the left front wheel wheel cylinder 35 by changing its opening in accordance with a control signal given from the ECU.

A portion of the hydraulic passage 28 between the pump 20 and the front wheel pressure increasing cut valve 30 is provided with a right rear wheel wheel cylinder 41.
The hydraulic passage 42 leading to is connected. A rear wheel pressure increasing cut valve 43 and a right rear wheel pressure increasing linear valve 44 are disposed in the hydraulic pressure passage 42 in this order from the hydraulic pressure passage 28 side. The rear wheel pressure increasing cut valve 43 is a normally closed two-position solenoid valve. The right rear wheel pressure-increasing linear valve 44 is configured to linearly increase the hydraulic pressure of the right rear wheel wheel cylinder 41 by changing its opening in accordance with a control signal given from the ECU. ing. A right rear wheel wheel cylinder pressure sensor 45 is disposed between the right rear wheel pressure increasing linear valve 44 and the right rear wheel wheel cylinder 41 of the hydraulic pressure passage 42, and a pressure reducing passage 46 leading to the reservoir 16 is communicated. doing. A right rear wheel pressure reducing linear valve 47 is disposed in the pressure reducing passage 46. The right rear wheel pressure reducing linear valve 47 changes its opening in accordance with a control signal given from the ECU to thereby control the right rear wheel wheel cylinder 4.
The first hydraulic pressure is linearly reduced.

A fluid pressure passage 49 leading to a left rear wheel wheel cylinder 48 communicates with a portion between the rear pressure increasing cut valve 43 and the right rear pressure increasing linear valve 44 of the fluid pressure passage 42. A left rear wheel pressure-increasing linear valve 50 is disposed in the hydraulic pressure passage 48. The left rear wheel pressure-increasing linear valve 50 is configured to linearly increase the hydraulic pressure of the left rear wheel wheel cylinder 48 by changing its opening in accordance with a control signal given from the ECU. . Left rear wheel pressure-increasing linear valve 5 for hydraulic passage 48
Between the wheel cylinder 48 and the left rear wheel wheel cylinder 48, a left rear wheel wheel cylinder pressure sensor 51 is provided, and a pressure reducing passage 52 leading to the reservoir 16 is provided. A pressure reducing passage 52 is provided with a left rear wheel pressure reducing linear valve 53. By changing the opening of the left rear wheel pressure reducing linear valve 53 in accordance with a control signal given from the ECU,
The hydraulic pressure of the left rear wheel cylinder 48 is reduced.

The first passage of the master cylinder 14 is provided in a portion of the hydraulic passage 28 between the pump 20 and the front wheel pressure increasing cut valve 30.
A hydraulic passage 54 leading to the hydraulic chamber 14a communicates. The hydraulic pressure passage 54 is provided with a mechanical pressure increasing valve 55.
A master cylinder pressure sensor 56 and a stroke simulator 66 are disposed in a portion of the hydraulic passage 54 between the master cylinder 14 and the mechanical pressure increasing valve 55. As will be described later, in the hydraulic brake device 10 of the present embodiment, the brake fluid of the master cylinder 14 is not consumed to each wheel cylinder during normal operation. Therefore, by providing the stroke simulator 66, a pedal stroke according to the pedaling force applied to the brake pedal 15 is generated.

The mechanical booster valve 55 has a reservoir 16
And a hydraulic passage 58 extending to a portion of the hydraulic passage 36 between the left front wheel pressure-increasing linear valve 37 and the front left wheel cylinder 35. The mechanical pressure increasing valve 55 is configured to increase the master cylinder pressure and output the pressure to the hydraulic pressure passage 58 using the pump 20 as a hydraulic pressure source.

The hydraulic pressure passage 58 has a mechanical pressure increasing valve 55
Master cylinder cut valves 59 and 60 are provided in this order from the side. The master cylinder cut valves 59 and 60 are normally open two-position on-off valves. A portion of the hydraulic passage 58 between the master cylinder cut valves 59 and 60 is
Right front wheel pressure increasing linear valve 31 and right front wheel wheel cylinder 27
And a fluid pressure passage 61 leading to a portion between them.

The second hydraulic chamber 14b of the master cylinder 14 communicates with a hydraulic passage 64 extending to a portion between the right rear wheel pressure increasing linear valve 44 and the right rear wheel cylinder 41 of the hydraulic passage 42. ing. The hydraulic pressure passage 64 is provided with a master cylinder cut valve 68. A portion of the hydraulic pressure passage 64 between the master cylinder cut valve 68 and the hydraulic pressure passage 42 reaches a portion of the hydraulic pressure passage 49 between the left rear wheel pressure-increasing linear valve 50 and the left rear wheel wheel cylinder 48. The fluid pressure passage 69 communicates. A master cylinder cut valve 70 is provided in the hydraulic passage 69. The master cylinder cut valves 68 and 70 are normally open two-position on-off valves. Next, the operation of the hydraulic brake device 10 will be described. When the operation of the brake pedal 15 is detected, the ECU supplies electricity to all of the front wheel pressure-cutting cut valve 30, the rear wheel pressure-cutting cut valve 43, and the master cylinder cut valves 59, 60, 68, and 70. Therefore, when the brake pedal 16 is operated, the right front wheel wheel cylinder 27, the left front wheel wheel cylinder 35, the right rear wheel wheel cylinder 41, and the left rear wheel wheel cylinder 48 and the first liquid chamber 14a or the second liquid chamber 14 of the master cylinder 14 respectively. Liquid chamber 1
4b, the hydraulic pressure accumulated in the accumulator 24 is increased by the right front wheel pressure increasing linear valve 31, the left front wheel pressure increasing linear valve 37, the right rear wheel pressure increasing linear valve 44, and the left rear wheel pressure increasing. Applied to the linear valve 50. Hereinafter, a case of controlling the hydraulic pressure of the right front wheel cylinder 27 (hereinafter, referred to as right front wheel cylinder pressure) will be representatively described. Also,
A case in which ABS control is executed as automatic brake control will be described as an example.

When the slip ratio of the right front wheel is equal to or less than a predetermined value, the ECU determines that it is not necessary to execute the ABS control. In this case, the ECU executes normal brake control for controlling the fluid pressure of each wheel cylinder so that a braking force corresponding to the master cylinder pressure detected by the master cylinder pressure sensor 56 is generated. In normal brake control, the ECU controls the right front wheel cylinder pressure by adjusting the opening of the right front wheel pressure increasing linear valve 31 and the right front wheel pressure reducing linear valve 34. That is, when the master cylinder pressure is increasing, the ECU fully closes the right front wheel pressure reducing linear valve 34 and increases the opening of the right front wheel pressure increasing linear valve 31 in accordance with the increase in the master cylinder pressure. By doing so, the right front wheel cylinder pressure is increased. On the other hand, when the master cylinder pressure is falling, the right front wheel wheel cylinder pressure is reduced by fully closing the right front wheel pressure increasing linear valve 31 and increasing the opening of the right front wheel pressure increasing linear valve 34. Reduce pressure.

When it is detected that the slip ratio of the right front wheel exceeds a predetermined value, the ECU starts ABS control for the right front wheel. During the execution of the ABS control, the right front wheel cylinder pressure is increased or decreased so that the slip ratio of the right front wheel does not exceed a predetermined value regardless of the master cylinder pressure. The right front wheel wheel cylinder pressure is increased or decreased by the same manner as in the normal brake control.
This is realized by fully closing one of the four or the right front wheel pressure-increasing linear valve 31 and increasing the opening degree of the other. The control of the hydraulic pressure of the left front wheel wheel cylinder 35, the right rear wheel wheel cylinder 41, and the left rear wheel wheel cylinder 48 is performed in the same manner as in the case of the right front wheel cylinder 27 described above.

As described above, in the hydraulic brake system 10, in both the normal brake control and the ABS control, the control of the hydraulic pressure of each wheel cylinder is performed by using the pump 20 as a hydraulic pressure source. This is performed by changing the opening of the front wheel pressure increasing linear valve 31 and the right front wheel pressure reducing linear valve 34. Therefore, the pump 20, the right front wheel pressure increasing linear valve 38 or the right front wheel pressure reducing linear valve 46 should be used.
In the event that any of the above-mentioned failures occur, it becomes impossible to properly control the right front wheel cylinder pressure.

Therefore, in the hydraulic brake system according to the present embodiment, when a failure occurs in a system from the pump 20 to each wheel cylinder (hereinafter referred to as a main hydraulic system), the EC
U cuts off all the power to the front wheel pressure cut valve 30, the rear wheel pressure cut valve 43, and the master cylinder cut valves 59, 60, 68, and 70, so that the right front wheel cylinder 2
7 and the left front wheel cylinder 35 in communication with the mechanical pressure increasing valve 55, and the right rear wheel cylinder 41,
And the left rear wheel wheel cylinder 48 is communicated with the second hydraulic chamber 14b of the master cylinder 14. In this case, the master cylinder pressure is increased and applied to the right front wheel cylinder 27 and the left front wheel cylinder 35 by the mechanical pressure increasing valve 55, and the master cylinder pressure is applied to the right rear wheel cylinder 41 and the left rear wheel cylinder 48. Pressure will be applied directly. If a failure occurs in the pump 20 itself, the pressure increasing function of the mechanical pressure increasing valve 55 is not exhibited. However, also in this case, the mechanical pressure increasing valve 55
Can apply a hydraulic pressure equal to the master cylinder pressure to the right front wheel cylinder 27 and the left front wheel cylinder 35. Therefore, according to the present embodiment, even when a failure occurs in the main hydraulic system, the hydraulic pressure of each wheel cylinder can be reliably increased to at least a value equal to the master cylinder pressure. As described above, the hydraulic brake device 10 according to the present embodiment has a fail-safe measure against a failure of the main hydraulic system.

Referring again to FIG. 1, the above-described solenoid valves, hydraulic pressure sensors, pump 20, accumulator 24 and the like are assembled to the housing 12. Note that the master cylinder 14 and the reservoir 16 are provided separately from the housing 12. As shown in FIG. 1, the accumulator 24 is attached to the upper surface of the housing 12 in the drawing. The pump 20 is mounted inside a cylindrical mounting hole 78 formed in the front of the housing 12 in FIG. A reservoir port 80 communicating with the suction port 20a of the pump 20 is formed in the front of the housing 12 in FIG. The reservoir 16 is connected to the reservoir port 80 via a pipe (not shown). The accumulator 24 and the discharge port 20 b of the pump 20 are connected to the hydraulic passage 8.
They communicate with each other via 2. This hydraulic passage 82
Further, the right front wheel pressure increasing cut valve 30 and the rear wheel pressure increasing cut valve 4
3 and the accumulator pressure sensor 29.

The hydraulic brake device 10 of this embodiment is characterized in that the pump 20 is incorporated in the housing 12. Hereinafter, the configuration of the pump 20 will be described with reference to FIGS. FIG. 3 is a cross-sectional view when the pump 20 is cut along the line III-III shown in FIG. FIG. 4 is a cross-sectional view when the pump 20 is cut along a straight line IV-IV shown in FIG.

As shown in FIGS. 3 and 4, the pump 20 has a pump housing 100. The pump housing 100 is a member formed in a column shape. Two O-rings 101 are mounted around the pump housing 100. The O-ring 101 ensures the sealing performance against the brake fluid between the inner peripheral surface of the mounting hole 78 and the outer peripheral surface of the pump housing 100.

The pump housing 100 has a cam receiving space 102 therein. The cam housing space 102 is formed coaxially with the pump housing 100 and opened at the right end surface of the pump housing 100 in FIG. The pump housing 100 further includes an annular discharge groove 104 on the outer peripheral surface. The cam accommodating space 102 and the discharge groove 104 are three pump mounting holes 1
06 are communicated with each other. Pump mounting hole 10
Numerals 6 are provided radially with respect to the center axis of the pump housing 100 at equal intervals of 120 °. Further, the pump housing 100 is provided with a suction hole 108 that communicates the left end in FIG. The suction hole 108 corresponds to the suction port 20a of the pump 20. As described above, the suction hole 108 communicates with the reservoir port 80 formed in the housing 12, and the reservoir port 80 communicates with the reservoir 16 via an external pipe. Therefore, the cam receiving space 1
02 is filled with brake fluid supplied from the reservoir 16.

A motor 22 for driving the pump 20 is provided on the right end surface of the pump housing 100 in FIG.
2a is mounted so as to be coaxial with the pump housing 100. The shaft 22a is rotatably held by a bearing 111. An eccentric shaft 112 is fixed to the shaft 22a in an eccentric state with respect to the shaft 22a. A cam 114 is coaxially fixed to the eccentric shaft 112 at a position on the outer periphery of the eccentric shaft 112 on the inner peripheral side of the pump mounting hole 106 of the housing 100.

Pump mounting hole 1 of pump housing 100
At 06, a pump assembly 116 is attached. FIG. 5 shows an enlarged view of the pump assembly 116. As shown in FIG. 5, the pump assembly 116 includes an assembly housing 118. Assembly housing 1
Reference numeral 18 denotes a columnar member having two steps. The assembly housing 118 has a pump mounting hole 106 such that a minimum diameter portion projects into the cam accommodating space 102.
Has been inserted.

A cylinder 120 is formed in the assembly housing 118. The cylinder 120 is provided so as to open into the cam housing space 102. An assembly housing 118 is provided on the bottom surface of the cylinder 120.
5 is open to the lower end surface in FIG. A valve seat 124 formed in a conical surface is provided at an opening of the passage 122 to the outer peripheral end surface of the assembly housing 118.

The cylinder 1 of the assembly housing 118
A piston 126 is slidably provided on the cam 20 so as to protrude into the cam housing space 102. A sliding portion 126a is provided at an end of a portion of the piston 126 protruding into the cam housing space 102. Sliding part 1
26a is in contact with the outer peripheral surface of the cam 114. The piston 126 is provided with a passage 128 that opens to the end face on the side housed in the cylinder 120. A valve seat 130 formed in a conical surface is provided at an opening of the passage 128. In addition, a passage 128 and the cam housing space 1
02 is formed. Sliding part 1 of assembly housing 118 and piston 126
A return spring 129 is arranged between the cam 114 and the return spring 129.
Is pressed against the outer peripheral surface of the.

A ball valve element 134 is disposed below the piston 126 in the cylinder 120 in FIG. 5, that is, on the outer diameter side of the pump housing 100. A spring 136 is provided between the ball valve element 134 and the bottom surface of the cylinder 120. The ball 134 is pressed against the valve seat 130 by a spring 136. Therefore, under normal conditions, the cylinder 120 and the piston 126
The communication with the passage 128 is blocked by the ball 134.

A pump cover 138 is fixed to a lower side of the assembly housing 118 in FIG. 5, that is, an outer diameter side of the pump housing 100. Pump cover 13
8, a through passage 142 having a step having a large diameter on the side close to the assembly housing 118 is provided so as to communicate with the passage 122 of the assembly housing 118. A ball valve body 144 is provided at a portion on the large diameter side of the through passage 142. A spring 146 is provided between the ball valve body 144 and the step of the through passage 142. The ball valve body 144 is pressed against the valve seat 124 of the assembly housing 118 by a spring 146. Accordingly, the communication between the passage 128 of the assembly housing 118 and the through passage 142 of the pump cover 138 is normally blocked by the ball valve body 144. The ball valve 13 inside the cylinder 120 and the passage 122 of the assembly housing 118
Hereinafter, the space sandwiched between the ball valve body 144 and the ball valve body 144 will be described below.
Called pump chamber 148.

Next, the operation of the pump assembly 116 will be described. As described above, the sliding surface 1 of the piston 126
26a is pressed against the outer peripheral surface of the cam 114.
Therefore, when the cam 144 rotates, the piston 126 reciprocates up and down in FIG. 5, that is, in the radial direction of the pump housing 100 in accordance with the rotation. A stroke (hereinafter, suction) in which the piston 126 moves from a position farthest from the center of the pump housing 100 (hereinafter, referred to as top dead center) to a position closest to the center of the pump housing 100 (hereinafter, referred to as bottom dead center). In the pump room 1)
48 increase in volume. Accordingly, during the suction stroke, the hydraulic pressure in the pump chamber 148 decreases, and the ball valve body 144
The ball valve body 134 is separated from the valve seat 130 against the urging force of the spring 136 while the state in which is seated on the valve seat 124 is maintained. Therefore, the cam accommodating space 10
The brake fluid in 2 is drawn from suction passage 132 to passage 12
8 and is sucked into the pump chamber 148.

On the other hand, in a stroke in which the piston 126 moves from the bottom dead center to the top dead center (hereinafter, referred to as a discharge stroke),
The volume of the pump chamber 148 decreases. Therefore, in the discharge stroke, the state in which the ball valve element 134 is seated on the valve seat 130 is maintained by increasing the hydraulic pressure of the pump chamber 148,
The ball valve body 144 separates from the valve seat 124 against the urging force of the spring 146. Therefore, the pump chamber 14
The brake fluid in 8 is discharged to the discharge groove 104 through the through passage 142.

As described above, the piston 126 is
The suction stroke and the discharge stroke are repeated by reciprocating in synchronization with the rotation of the brake fluid.
08 to the ejection groove 104. This ejection groove 104
Corresponds to the discharge port 20b of the pump 20. Discharge groove 1
Numeral 04 communicates with the accumulator 24 via a hydraulic passage 82 shown in FIG.

By the way, the discharge pressure of the brake fluid by the pump assembly 116 has a pulsation which becomes maximum during the discharge stroke of the piston 126 and becomes minimum during the suction stroke. As described above, in this embodiment, three pump assemblies 116 are provided at 120 ° intervals, and the piston 126 of each pump assembly 116 is driven by the common cam 114. Accordingly, each piston 126 repeats the discharge stroke or the suction stroke in a state where the phases are shifted from each other by 120 °, so that the discharge pressure by each pump assembly 116 also generates a pulsation whose phase is shifted from each other by 120 °. as a result,
The pulsation of the discharge pressure by each pump assembly 116 acts so as to cancel each other in the discharge groove 104, and the magnitude of the pulsation is suppressed. As described above, according to the present embodiment, since the pump 20 includes the three pump assemblies 116, the pulsation of the hydraulic pressure of the brake fluid discharged from the pump 20 is suppressed.

As described above, in this embodiment, the pump 2
0 is incorporated in the housing 12. Therefore, a passage for supplying the brake fluid discharged from the pump 20 can be formed as the hydraulic passage 82 inside the housing 12. That is, in the present embodiment, unlike the case where the pump 20 is provided separately from the housing 12, it is not necessary to provide a pipe extending from the pump 20 to the housing 12. Therefore, according to the hydraulic brake device 10 of the present embodiment, it is not necessary to route pipes when assembling the device, so that the number of assembling man-hours is reduced, thereby making it possible to reduce the manufacturing cost of the device. Has become.

Further, since the pump 20 is provided integrally with the housing 12, it is not necessary to secure an installation space for the pump 20, and the size of the hydraulic brake device 10 can be reduced. Further, the mounting cost and the component cost are reduced in that the number of components is reduced because components such as a mounting bracket for mounting the pump 120 become unnecessary.

As a configuration in which the pump 20 is incorporated in the housing 12, a configuration in which the pump assembly 116 is directly mounted on the housing 12 without the intervention of the pump housing 100 is also conceivable. However, as described above, it is necessary to provide a plurality (three in the above embodiment) of pump assemblies 116 in order to reduce the pulsation of the discharge pressure of the pump 20. Therefore, when the pump assembly 116 is directly mounted on the housing 12, in order to arrange the pump assemblies 116 at equal angular intervals around the eccentric cam 114, the mounting holes of the pump assembly 116 are inclined with respect to the surface of the housing 12. Processing is required. For this reason, a special jig is required for positioning and fixing the housing 12 at the time of processing, which increases the number of processing steps and cost.

On the other hand, in the present embodiment, the pump assembly 116 has a cylindrical pump housing 100.
And the pump housing 100 is mounted in the mounting hole 78 of the housing 12. Therefore, the pump mounting hole 1 for mounting the pump assembly 116 is provided.
06 is processed in the radial direction from the outer peripheral surface of the pump housing 100. Generally, when a hole is formed in a cylindrical member in the radial direction, positioning and fixing of the member to be processed are easy. Therefore, according to the present embodiment, it is possible to realize the pump 20 including the three pump assemblies 116 while keeping the processing cost of the pump mounting hole 106 small.

Further, when the pump 20 is mounted on the housing 12, the processing on the housing 12 is required because the hydraulic pressure from the cylindrical mounting hole 78 and the discharge port 20 b of the pump 20 to the accumulator 24 is required. Only the passage 82 and the reservoir port 80 communicating with the suction port 20a of the pump 20 are provided. These mounting holes 78, hydraulic passages 8
2 and the reservoir port 118
Since it is a cylindrical hole machined vertically from the surface, the machining cost is small.

As described above, according to this embodiment, it is possible to incorporate the pump 20 having the excellent pulsation suppressing effect by providing the three pump assemblies 116 into the housing 12 without increasing the processing cost. ing. In the above embodiment, three pump assemblies 116 are provided. However, in order to further improve the effect of suppressing pulsation, four or more pump assemblies 1 are provided.
16 may be provided. Also in this case, since the pump mounting holes 106 may be formed at equal angular intervals from the outer peripheral surface of the pump housing 100 in accordance with the number of the pump assemblies 116, the processing cost is reduced.

As described above, in this embodiment,
Since the pump 20 is configured as a unit having the pump housing 100 as a housing, the mounting hole 1
The operation test of the pump 20 can be performed by itself using the inspection jig in which the same hole as the hole 3 is formed. Therefore,
According to the present embodiment, before the pump 20 is attached to the housing 12, the presence or absence of the failure can be inspected, so that the failure rate of the hydraulic brake device 10 can be reduced.

[0044]

As described above, according to the present invention, the passage connecting the high pressure source and the hydraulic circuit is formed inside the housing by integrally incorporating the high pressure source into the housing in which the hydraulic circuit is mounted. Can be formed. Therefore, according to the hydraulic brake device according to the present invention, it is not necessary to route piping connecting the high-pressure source and the hydraulic circuit at the time of assembling, so that the assembling cost can be reduced.

[Brief description of the drawings]

FIG. 1 is a front view of a hydraulic brake device according to an embodiment of the present invention.

FIG. 2 is a circuit diagram of a hydraulic circuit included in the hydraulic brake device of the present embodiment.

FIG. 3 is a cross-sectional view of the pump provided in the hydraulic brake device of the present embodiment, taken along a line III-III shown in FIG.

FIG. 4 is a cross-sectional view of the pump of the present embodiment taken along a line IV-IV shown in FIG.

FIG. 5 is an enlarged view of the pump shown in FIG.

[Explanation of symbols]

 Reference Signs List 10 hydraulic brake device 12 housing 20 pump 116 pump assembly

Claims (1)

[Claims] 1. A hydraulic brake device comprising: a high pressure source; and a hydraulic circuit that controls a wheel cylinder pressure using the high pressure source as a hydraulic pressure source, wherein the high pressure source is assembled with the hydraulic circuit. A hydraulic brake device which is integrated into a housing which has been assembled.