JPH01119460A - Liquid pressure brake device - Google Patents

Abstract

PURPOSE:To maintain anti-lock control by providing a liquid pressure passage between a supply and discharge valve and a master cylinder and a shut-off valve and controller for switching this passage to a passage communicated to a liquid pressure booster in performing anti-lock control of wheels. CONSTITUTION:When a slipping state is detected, while braking is applied and anti-lock control begins, a shut-off valve 60 is actuated through a controller 90 and supply and discharge valves 61 and 62 are supplied with the boost liquid pressure of a liquid pressure booster 20 from a port 23, and supply and discharge valves 63 and 64 are supplied with the regulator liquid pressure of a regulator 30 from a port 38. In correspondence with the rotation lock state of the front and rear wheels 51 through 54 each position of the supply and discharge valves 61 through 64 is properly selected to adjust the liquid in wheel cylinder 51 through 54. In this case, since even if the output liquid pressure of either the liquid pressure booster 20 or regulator 30 has vanished, the anti-lock control for the other one continues, even if the wheels of one side should lock, stable brake work can be obtained.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a brake system for a vehicle, and more particularly to a hydraulic brake system equipped with an anti-lock control device.

[Prior Art] In the service brake system of a vehicle, the hydraulic pressure path piping between the wheel cylinder attached to the wheel and the hydraulic pressure control device such as a master cylinder is made up of multiple systems, and when one system is damaged, the remaining system is This is to ensure braking power. and,
A tandem master cylinder is used in two general systems.

On the other hand, in order to reduce the operating force of the brake pedal during braking, a booster called a servo or booster is installed, and the booster is compressed air and intake pipe negative pressure (negative pressure booster).
, fluid hydraulics (hydraulic booster) are used. The hydraulic pressure booster uses the power hydraulic pressure output from the power hydraulic pressure source as a boosting source to boost and drive a brake hydraulic pressure control device such as a master cylinder in response to a brake pedal. Along with the adoption of this hydraulic booster, it has been proposed to use the output hydraulic pressure of the hydraulic booster as a control pressure in an anti-lock control device, a so-called anti-skid device, that prevents wheels from locking during braking. It is disclosed in Publication No. 56-10219.

That is, a cut-off valve is provided in the hydraulic pressure path between the pressure chamber of the master cylinder and the supply/discharge valve for anti-skid control, and during anti-lock control, communication between the supply/discharge valve and the master cylinder is cut off and the check valve is used. The output hydraulic pressure of the hydraulic pressure booster is applied using the hydraulic pressure booster.

Furthermore, in view of this problem in the prior art, in order to prevent pressure fluctuations in the hydraulic pressure booster during anti-skid control, Japanese Patent Application Laid-Open No. 166150/1983 proposes a system in which the output hydraulic pressure of the power hydraulic pressure source is controlled by a hydraulic booster or a master. A technique has been disclosed in which a regulator is attached to adjust and output the output hydraulic pressure of one pressure chamber of the cylinder, and a hydraulic pressure switching valve is provided between the above-mentioned supply/discharge valve and the master cylinder.

[Problems to be solved by the invention] However, in the above-mentioned prior art, the former (Japanese Patent Publication No. 5B-1
0219) performs anti-lock control of wheels using the output brake fluid pressure of a hydraulic pressure booster, and the latter (JP-A-62-166150) performs the same control using an attached regulator; both are for anti-lock control. This is one type of so-called dynamic hydraulic pressure source. Therefore, in the unlikely event that the dynamic hydraulic pressure source fails and the output hydraulic pressure disappears, the anti-lock control will stop and the brakes will be operated normally by the master cylinder, so there is a risk that the wheels will lock depending on the brake pedal operation. There is. Moreover, the dynamic hydraulic pressure source described above is not used during normal braking operation, and therefore shortening of the brake pedal stroke cannot be expected.

Therefore, the present invention aims to shorten the brake pedal stroke by supplying the output hydraulic pressure of the master cylinder and its linked regulator to the wheel cylinder during normal brake operation, and also to shorten the brake pedal stroke when controlling the anti-lock of the wheels. By switching to a hydraulic pressure booster and using this and the output hydraulic pressure of the regulator, the aim is to be able to continue anti-lock control using the output hydraulic pressure of the other even if one of the output hydraulic pressures disappears. .

[Means for Solving the Problems] In order to solve the above problems and achieve the above objects, the present invention employs the following configuration.

That is, the hydraulic brake device of the present invention includes a master cylinder that inputs brake fluid from a reservoir and outputs brake fluid pressure in response to a brake pedal, and a master cylinder that boosts the brake fluid to a predetermined pressure and outputs power fluid pressure. A power hydraulic pressure source, a hydraulic pressure booster which inputs the power hydraulic pressure outputted by the power hydraulic pressure source, adjusts the pressure in response to the brake pedal, and drives the master cylinder with a boost force, and which inputs the power hydraulic pressure. a regulator that outputs regulated brake fluid pressure in response to the master cylinder; and a regulator for each wheel of the vehicle that is connected to either the regulator or the master cylinder via a hydraulic pressure path divided into at least two systems. a wheel cylinder, and a supply/discharge valve provided in each hydraulic pressure path connected to each of the wheel cylinders and switching the hydraulic pressure path to a hydraulic pressure path communicating with the reservoir according to a locked state of the wheel during wheel antilock control; , a hydraulic pressure path connecting the wheel cylinder to the master cylinder via the supply/discharge valve, and provided in the hydraulic pressure path between the supply/discharge valve and the master cylinder, and the hydraulic pressure path is provided to prevent wheel anti-locking. It consists of a switching valve that switches to a hydraulic pressure path communicating with the hydraulic pressure booster during control, and a control device that switches and controls the switching valve and the supply/discharge valve at least in accordance with the locked state of the wheels during braking.

[Operation] In the above hydraulic brake device, during normal brake operation, the switching valve communicates the wheel cylinder with the master cylinder, and the supply/discharge valve does not switch. Therefore, the output hydraulic pressures of both the master cylinder and the regulator are supplied to the wheel cylinders connected to each, and the stroke of the system on the regulator side is shortened, so that the brake pedal stroke is shortened.

On the other hand, when the control device detects a wheel slip state and shifts to anti-lock control, the switching valve is operated and the wheel cylinder, which was in communication with the master cylinder, is switched to communication with the hydraulic booster. That is, this wheel cylinder is disconnected from the master cylinder and is supplied with the output hydraulic pressure of the hydraulic pressure booster. Then, the supply/discharge valve is activated, and depending on the locked state of the wheels, it is switched to the hydraulic pressure path communicating with the reservoir to reduce the pressure, or it is switched back to the original hydraulic pressure path and the output fluid of the regulator or hydraulic booster is released. The brake fluid pressure that is increased by the pressure and supplied to the wheel cylinders is regulated so that the wheels do not lock.

In this case, even if the output hydraulic pressure from either the hydraulic booster or the regulator disappears, the anti-lock control operation on the other side continues, so even if the wheels on one side temporarily lock, stable brake operation is possible. It can be secured.

[Embodiments] Preferred embodiments of the present invention will be described below with reference to the drawings.

The figure shows one embodiment of the present invention, and a brake fluid pressure control device 1 includes a master cylinder 10, a fluid pressure booster 20, and a regulator 30. As a result, the pedal force applied to the brake pedal 2 is transmitted as a brake operating force via the input lot 3, and the reservoir 4 is
The brake fluid pressure inputted from the power fluid pressure source 40 or the power fluid pressure source 40 is appropriately controlled and output to the wheel cylinders 51a to 54a of the front wheels 51, 52 and rear wheels 53, 54. Here, the wheel cylinders 51a to 54a are hydraulic pressure passages 71 and 7.
2, it is divided into two systems for the front wheel 51.52 side and the rear wheel 53.54 side, and the master cylinder 10 and regulator 3 are connected to each other.
Connected to 0.

First, the master cylinder 10 is arranged in series with the regulator 30, and is inserted into the cylinder hole 10 formed in the housing 1a.
A master cylinder piston (hereinafter referred to as mask piston) 11 is slidably fitted in a liquid-tight manner. The mask piston 11 is formed with a small diameter part and a large diameter part, and to match this, the cylinder hole 10a is also formed with a small diameter part and a large diameter part, making it a stepped hole. A liquid supply chamber 13 is formed between the small diameter part and the large diameter part of the mask piston 11 in the large diameter part of the cylinder hole 10a, and between the small diameter part of the mask piston 11 and the control piston 18 in the small diameter part of the cylinder hole 10a. The pressure chamber 12 is defined. Note that this pressure chamber 12 is communicated with the hydraulic pressure path 71 through a boat 12a, and the liquid supply chamber 13 is communicated with the reservoir 41 through a boat 13a.

The control piston 18 is disposed between the master cylinder 10 and the regulator 30, and is slidably fitted in a fluid-tight manner into a communication hole 18d that has a smaller diameter than the cylinder hole 10a and communicates with the cylinder hole 10a. Then, there is a hole 1 in the axial direction on the mask piston 11 side.
8a is formed, and a flange portion 18b formed on the outer peripheral surface.
is secured to the shoulder portion of the communication hole 18d on the side of the regulator 30, and is arranged so as not to enter the cylinder hole 10a. The valve rod 14 is located in the hole 18a of the control piston 18.
The large diameter end portion of the mask piston 11 is slidably accommodated, and movement in the direction of the mask piston 11 is restricted by a retainer 16.

The master piston 11 is provided with holes 11a and llb in the axial direction from both ends toward the center, and a hole tic in the radial direction. The hole 11a and the hole lie communicate with each other through a small hole lid formed in the axial direction. Further, a hole is bored in the axial direction of the peripheral edge, and the opening end on the pressure chamber 12 side is covered with a cup seal, thereby forming a check valve. A valve body 14a attached to one end of the valve rod 14 is inserted into the hole 11a of the mask piston 11 through a small hole lid.
The control piston 18 is slidably housed facing the control piston 18, and its movement in the direction of the control piston 18 is restricted by a retainer 15. In addition, hole itb
The head of output lot 4 is housed in .

A return spring 17 is stretched between the retainers 15 and 16, and biases the mask piston 11 and the control piston 18 in a direction that separates them. Therefore, under normal conditions, both ends of the valve rod 14 are engaged with the retainers 15 and 16. It will be in a stopped state.

The valve body 14a and the small hole lid are separated from each other, and the brake fluid supplied from the reservoir 41 to the fluid supply chamber 13 via the boat 13a is supplied through the hole lie of the mask piston 11.
The pressure chamber 12 is filled through the hole 11c1, the small hole lid, and the hole 11a. Therefore, from this state, when the mask piston 11 is pushed against the return spring 17 and slid in the direction of the control piston 18, the hole lie is closed by the cup seal, the small hole lid is closed by the valve body 14a, and the pressure chamber 12 is closed by the boat. The brake fluid is in a sealed state except for the output port 12a, and as the mask piston 11 slides, the pressure of the brake fluid is increased. Furthermore, the control piston 1
8 also slides slightly as the mask piston 11 slides, and this operation will be detailed later in connection with the regulator 30.

The hydraulic pressure booster 20 uses the power hydraulic pressure output from the power hydraulic pressure source 40 connected to the boat 21 as a boosting source, and responds to the brake pedal 2 to boost the master cylinder 10 and the regulator 30 arranged in series thereto. The control lever 2 controls the relative displacement of the power piston 5 and the reaction force piston 22 within the pressure doubler chamber 20a and the corresponding control lever 2.
The power hydraulic pressure is maintained at a predetermined pressure (boost hydraulic pressure) by driving the spool valve 28 by the pump 5.

Next, the regulator 30 installed in series and adjacent to the master cylinder 10 via the control piston 18 in the housing 1a will be described.

The regulator 30 cooperates with the control piston 18 to control the power hydraulic pressure supplied from the power hydraulic pressure source 40 to a pressure substantially equal to the pressure in the pressure chamber 12 of the master cylinder 10, and outputs it as a regulator hydraulic pressure.

The cylinder hole 1 is inserted into the housing ia through the communication hole 18d.
A cylinder 31 is fitted into a regulator hole 30a formed in communication with the boat 3, and the cylinder 31 and the control piston 18 form a regulator chamber 30b.
It communicates with the hydraulic pressure path 72 at 8. Also, the control piston 1
8 is formed with a communication hole 18c, one end of which opens into the regulator chamber 30b, and the other end of which opens into an outer circumferential groove formed in the control piston 18. This outer groove is always on the boat 10c.
Since the boat 10c communicates with the reservoir 41, the regulator chamber 30b communicates with the reservoir 41 via the communication hole 18c.

A hole 31a penetrating in the axial direction is provided at one end of the cylinder 31,
A communication hole 31b communicating with this is bored, one end of which is sealed with a stopper 31g, and the other end is opened and communicated with the regulator chamber 30b via the communication hole 31b. And hole 3
1c is in communication with a power hydraulic pressure source 4o via a check valve 36.

Inside the hole 31a is a spherical valve body 31e that opens and closes the small hole 31b.
is disposed, and is biased by a spring 31f whose one end is fixed to the cylinder 31 in the direction of closing the small hole 31b. Further, the cylindrical portion 3 is provided with a gap between the regulator hole 30a and the end surface of the cylinder 31 facing the control piston 18.
1d is formed, a spring 35 is stretched between the cylinder 31 in the gap and the control piston 18, and the control piston 18 is biased toward the master cylinder 10. A small hole 31b is located on the bottom surface of the cylindrical portion 31d. A plunger 32 is slidably fitted in the axial direction of the cylinder 31 facing the small hole 31b, and the control piston 18 is fitted with a spring 34.
direction and is locked at the tip of the cylindrical portion 31d. A small hole 31 is placed opposite the small hole 31b at -i4 of the plunger 32.
A protrusion 32a having a longer axis and a smaller diameter than b is formed, and a valve body 33 is fixed to the other end thereof, facing the open end of the communication hole 18c of the control piston 18. Therefore, the inside of the cylindrical portion 31d is separated into two spaces via the plunger 32, but the rain space is communicated via a communication hole 31h provided in the cylindrical portion 31d.

The power hydraulic pressure source 40 includes a hydraulic pump 43 driven by an electric motor 42, whose input side is connected to a reservoir 41 and whose output side is connected to an accumulator 44 via a check valve 45. It is configured such that power hydraulic pressure is supplied to.

The power hydraulic pressure is maintained at a predetermined pressure by the control device 90, which controls the electric motor 42 intermittently in accordance with the signal from the pressure sensor 46.

The boat 12a communicating with the master cylinder 10 is connected by a hydraulic pressure path 71 to a switching valve 60, which is a 3-bot, 2-position solenoid valve. The wheel cylinders 51a, 51 and 52 of the front wheels 51 and 52, respectively, are
52a. The switching valve 60 communicates the supply/discharge valves 61 and 62 with the boat 12a when it is not energized, that is, when it is not in operation, and communicates with the boat 23 of the hydraulic booster 20 via the hydraulic pressure path 73 when it is energized, that is, when it is in operation. .

The supply/discharge valves 61 and 62 are magnetic valves with 3 ports and 3 positions, and the first position communicates the wheel cylinders 51a and 52a with the switching valve 60, the second position shuts off, and the third position communicates with the reservoir 41. Normal brake operation is normally performed at the first position, and during anti-lock control, the brakes are piped from the first position to the third position.
The position is selected appropriately and the brake fluid pressure is adjusted.

Similarly, the wheel cylinder 53 for the rear wheels 53 and 54 is
a, 54a are supply/discharge valves 63, 64, and a check valve 63a arranged in parallel with these valves.

64a. The supply/discharge valves 63 and 64 are connected to the regulator 30 by a hydraulic pressure path 72 via an on-off valve 65.
The power hydraulic pressure source 40 is connected to the power hydraulic pressure source 40 by a hydraulic pressure path 74 via an on-off valve 66. The on-off valves 65 and 66 are both normally open 2-position, 2-position solenoid valves, and the on-off valves 65 and 66 communicate with the hydraulic path 72 during normal brake operation and anti-lock control, respectively. 74, and during anti-slip control to prevent the drive wheels from slipping, the on-off valves 65 and 66 are operated or energized to respectively cut off the hydraulic pressure path 72 and communicate the hydraulic pressure path 74.

The switching valve 60 and the on-off valves 65 and 66 are electrically controlled by a built-in micro combinator in the control device 90 along with the control of the supply/discharge valves 61 to 64 during anti-lock and anti-slip control.

To explain the operation of the above embodiment, during normal brake operation, the switching valve 60, the on-off valves 65°66, and the supply/discharge valves 61 to 64 are in the positions shown in the figure, and the front wheels 51, 52
The braking action is performed by the brake fluid pressure from the master cylinder 1o, and the braking action is performed by the rear wheels 53 and 54 by the regulator fluid pressure from the regulator 30. The pressure chamber 12 of the cylinder 1o and the fluid supply chamber 13 are in communication with each other, and are in communication with the wheel cylinders 51a and 52a of the front wheels 51 and 52, respectively, and the reservoir 41. That is, it is under approximately atmospheric pressure.

On the other hand, the power hydraulic pressure of the power hydraulic pressure source 40 is
0 boat 21 and check valve 36
The hydraulic pressure booster 20 and the regulator 3o are not functioning in this state.

The control screw 1-18 has a flange portion 18b connected to the communication hole 18d.
is in contact with the shoulder of In this position, the communication hole 18c of the control piston 18 communicates with the regulator chamber 30b, and the valve body 31e closes the small hole 31b, so that the brake fluid in the regulator chamber 30b is under atmospheric pressure like the reservoir 41. be.

When pedal force is applied to brake pedal 2, input lot 3
The hydraulic booster 20 operates via the power piston 5.
The pressing force in the direction of the master cylinder 10 is transmitted to the mask piston 11 via the output rod 4, and
Slide in the 0 direction.

As a result, a pressing force is first transmitted to the control piston 18 via the return spring 17, the communication hole 18c is closed by the valve body 33, the plunger 32 is pressed, and the small hole 31
b opens. Therefore, power hydraulic pressure is supplied to the regulator chamber 30b, transmitted to the wheel cylinders 53a, 54a via the on-off valve 65, and braking force is applied to the rear wheels 53, 54. At the same time, the valve body 14a closes the small hole lid,
As the pressure chamber 12 is sealed and the capacity is reduced, the port 12a
Brake fluid pressure is output from the wheel cylinder 51a,
52a, and a braking force is applied to the front wheels 51 and 52.

In addition, the start order of brake operation is return spring 17.
It can be set appropriately by adjusting the spring 35.

When the hydraulic pressure in the regulator chamber 30b exceeds the hydraulic pressure in the pressure chamber 12 of the master cylinder 10, the control piston 1
8 toward the master cylinder 10. Then, the plunger 32 is moved to the valve body 31e by the drive of the control piston 18.
The small hole 31b is closed, and the communication hole 18 is separated from the small hole 31b.
c opens apart from the valve body 33. Therefore, the regulator chamber 30b communicates with the reservoir 41 and the hydraulic pressure decreases.

When the hydraulic pressure in the pressure chamber 12 of the master cylinder 10 is lowered, the control piston 18 again slides toward the regulator 30 and performs the above-described operation. By repeating such operations, the hydraulic pressure in the regulator chamber 30b is controlled to a regulator hydraulic pressure approximately equal to the pressure applied to the control piston 18. That is, when the hydraulic pressure in the pressure chamber 12 increases due to the sliding of the mask piston 11, the valve rod 14 moves toward the hole 1.
8a, the hydraulic pressure in the regulator chamber 30b and the hydraulic pressure in the pressure chamber 12 are separated across the seal of the control piston 18 (except for the difference in biasing force between the return spring 17 and the spring 35), and the pressure is balanced. The relationship will be as follows.

As mentioned above, during normal brake operation, the rear wheel 5
3.54 is driven by the regulator hydraulic pressure of the regulator 30, the stroke is shortened compared to master cylinder operation, and therefore the brake pedal stroke is shortened.

Next, when the slip state of the wheels is detected when the brake is applied and a shift is made to anti-lock control, the control device 90 operates the switching valve 60, and the supply/discharge valves 61 and 62 are connected to the port 2.
The boost hydraulic pressure of the hydraulic pressure booster 20 is supplied from the port 38, and the boost hydraulic pressure of the hydraulic pressure booster 20 is supplied from the port 38 to the supply/discharge valves 63 and 64.
regulator hydraulic pressure is supplied, three positions of each of the supply/discharge valves 61 to 64 are appropriately selected depending on the locked state of rotation of the front and rear wheels 51 to 54, and wheel cylinders 51a to 5
The hydraulic pressure within 4a is adjusted.

Furthermore, when the driving wheels, in this embodiment the rear wheels 53 and 54, slip when starting or accelerating, the control device 90 operates the on-off valves 85 and 66, and the power hydraulic pressure from the power hydraulic pressure source 40 flows through the hydraulic pressure path 74. Through the wheel cylinders 53a, 54
It is supplied to the hydraulic pressure path between a and the supply/discharge valves 63 and 64. Then, the supply and discharge valves 63 and 6 are operated independently of the operation of the brake pedal.
4, while applying brake force to the rear wheels 53 and 54 to provide appropriate driving force.

If the output hydraulic pressure of either the hydraulic pressure booster 20 or the regulator 30 disappears due to a failure or the like, if the output hydraulic pressure of the latter disappears, the braking force on the rear wheels 53, 54 side will be lost, but the front wheels 51. Since anti-lock control is continued on the 52 side by the boost hydraulic pressure of the former, a locked state of the wheels is avoided and stable braking operation is ensured.

Further, when the output hydraulic pressure of the hydraulic pressure booster 20 disappears, the anti-lock control on the front wheels 51 and 52 side is stopped by the control device 90, the switching valve 60 becomes normal, and the wheel cylinder 5
1a and 52a communicate with the master cylinder 10, and the brake operation is performed by the master cylinder 10, and the anti-lock control by the regulator 30 on the rear wheel 53, 54 side is continued, resulting in stable brake operation.

In summary, the hydraulic booster 20. Even if the output hydraulic pressure on either side of the regulator 30 disappears, the braking force on at least the front wheels 51, 52 side is ensured, and anti-lock control using either output hydraulic pressure is continued.

In addition, in the present invention, during normal brake operation, the output hydraulic pressure of the master cylinder and the regulator is supplied to the wheel cylinders connected to each other, and during anti-lock control, the wheel cylinder connected to the master cylinder is connected to the hydraulic pressure booster. However, it is also possible to reverse the relationship between the regulator and the hydraulic booster. That is, during normal brake operation, the output hydraulic pressure of the master cylinder and hydraulic pressure booster is supplied to the wheel cylinders connected to each, and during anti-lock control, the wheel cylinder that was in communication with the master cylinder is switched to communication with the regulator. The above-mentioned hydraulic pressure path and switching valve may be provided as shown in FIG.

[Effects of the Invention] As described above, according to the present invention, during normal brake operation, the brake pedal stroke is shortened by supplying the output hydraulic pressure of the regulator to the wheel cylinder, and during wheel anti-lock control, the brake pedal stroke is shortened by supplying the output hydraulic pressure of the regulator to the wheel cylinder. Since it is controlled by the output hydraulic pressure of the hydraulic pressure booster and the regulator, it is possible to continue the anti-lock control even if the output hydraulic pressure of either one disappears. In particular, when either output hydraulic pressure disappears, the brake pedal operation becomes sudden and the wheels tend to lock up, which is normal.
Even in such a case, maintaining the anti-lock function is effective in ensuring stable brake operation.

Furthermore, the anti-lock control is not carried out using the output hydraulic pressure of one dynamic hydraulic pressure source, but is divided into control by the hydraulic pressure booster and control by the regulator, which has the effect of improving responsiveness.

[Brief explanation of the drawing]

The figure is an overall configuration diagram of an embodiment of the hydraulic brake device of the present invention. 2...Brake pedal. 10... Master cylinder, 20... Hydraulic pressure booster. 30...Regulator, 40...Power hydraulic pressure source. 41...Reservoir. 51a-54a...Wheel cylinder. 60...Switching valve, 61-64...Supply/discharge valve. 65.66...Opening/closing valve. 71-74'...Hydraulic pressure path. 90...Control device patent applicant Aisin Seiki Co., Ltd.

Claims (3)

[Claims] (1) A master cylinder that inputs brake fluid from a reservoir and outputs brake fluid pressure in response to the brake pedal; a power fluid pressure source that boosts the brake fluid to a predetermined pressure and outputs power fluid pressure; a hydraulic pressure booster that inputs power hydraulic pressure output from the power hydraulic pressure source and adjusts the pressure in response to the brake pedal, and boosts the master cylinder; A regulator that outputs regulated brake fluid pressure, a wheel cylinder for each wheel of a vehicle connected to either the regulator or the master cylinder via a hydraulic pressure path divided into at least two systems, and the wheel cylinder. a supply/discharge valve provided in each hydraulic pressure path connected to each of the reservoirs and switching the hydraulic pressure path to a hydraulic pressure path communicating with the reservoir according to the locked state of the wheel during wheel antilock control; A hydraulic pressure path connecting the wheel cylinder to the master cylinder is provided in the hydraulic pressure path between the supply/discharge valve and the master cylinder, and the hydraulic pressure path is connected to the hydraulic pressure booster during wheel anti-lock control. A hydraulic brake device comprising a switching valve that switches to a communicating hydraulic pressure path, and a control device that switches and controls the switching valve and the supply/discharge valve depending on at least a locked state of wheels during braking. (2) Of the wheel cylinders, the front wheel cylinder of the vehicle is connected to the master cylinder via the supply/discharge valve and the switching valve, and the rear wheel cylinder is connected to the regulator via the supply/discharge valve. The hydraulic brake device according to claim 1, wherein the hydraulic brake device is connected to the hydraulic brake device. (3) A hydraulic pressure path connecting the supply/discharge valve interposed between the wheel cylinder of the rear wheel and the regulator and the regulator is connected to the power hydraulic pressure source via an on-off valve. A hydraulic brake device according to claim 2.