JPH0569818A - Braking device for vehicle - Google Patents

Abstract

PURPOSE:To enhance reliability for the flow-out preventive function of pressure oil from a boosting chamber to a reservoir by preventing pistons within a master cylinder from being returned back to their initial position sides by means of locking member driven by hydraulic pressure when an anti-skid mechanism is in operation. CONSTITUTION:Since the piston 56 of a piston stopper 52 is moved by means of pilot pressure acting on a pilot pipe line 62, a locking section 60 projecting to the inside of a master cylinder 5 from a communication port 58 is locked on the locked section 30 of a first piston 21. This constitution thereby prevents the first piston 21 from being returned back to its initial position, that is, the position where a communication port 28 is opened with a movable valve body 29 brought into contact with a penetrating-through rod 31. Braking fluid within the boosting chamber 25 of the master cylinder 5 therefore will never flow out to a reservoir 3 by way of a communication pipe line 50, a first cylinder chamber 26 and furthermore through the communication port 28. Thus, since the first piston 21 and a second piston 22 can mechanically be prevented from being returned back to their initial position sides, reliability is thereby enhanced.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle brake device equipped with an anti-skid device for preventing wheel locking during sudden braking and ensuring directional stability and steerability of the vehicle.

[0002]

2. Description of the Related Art For example, in Japanese Patent Application Laid-Open No. 60-38252, a hydraulic pressure source having a pump and an accumulator, a pressure regulating valve for generating a boosted pressure according to an operation force of a brake pedal, and a boosted pressure for a piston. And a reservoir that communicates with the cylinder chamber in the master cylinder via a shaft hole in the piston, and a supply line that supplies hydraulic pressure in the cylinder chamber to the wheel cylinder of each wheel. A vehicle brake device has been proposed in which a brake pedal and a piston in a master cylinder are separated.

The vehicle brake device is provided with an anti-skid device that prevents the wheels from locking even when a sudden brake is applied when the wheels are in a locked state. This anti-skid device opens a pressure adjusting valve that adjusts the oil pressure in the wheel cylinder of the wheel according to the rotation state of the wheel and a communication conduit that connects the booster chamber and the supply conduit only when the anti-skid is activated. It is composed of an electromagnetic switching valve that introduces a boost pressure into the cylinder chamber and the pressure control valve.

During the antiskid operation,
Since the same boosting pressure is applied to the booster chambers and cylinder chambers provided at both ends of the master cylinder piston, when the driver loosens the brake pedal, the piston returns to the initial position side, and the pressure oil in the booster chamber is increased. Could flow out to the reservoir through the communication conduit, the cylinder chamber, and the shaft hole in the piston. Therefore, this anti-skid device detects the return of the piston to the initial position side with the stroke sensor or stroke switch during the anti-skid operation,
When the return of the piston to the initial position side is detected, the electromagnetic switching valve is switched to the normal position (the position when the anti-skid is not operated) to close the communication conduit and the pressure oil in the booster chamber flows out to the reservoir. It was preventing that.

[0005]

However, in the conventional anti-skid device, if the return of the piston to the initial position side during the anti-skid operation cannot be detected due to a failure of the stroke sensor, the stroke switch, or the like, the inside of the booster chamber cannot be detected. There is a possibility that the pressure oil may continue to flow to the reservoir, resulting in poor reliability. It is an object of the present invention to provide a vehicle brake device that improves the reliability of the function of preventing pressure oil from flowing out from the booster chamber to the reservoir during antiskid operation.

[0006]

DISCLOSURE OF THE INVENTION The present invention is directed to a reservoir for storing oil released to atmospheric pressure, a piston arranged reciprocally inside thereof, and an operating force of a brake pedal provided at one end of the piston. A boosting pressure is indirectly generated based on the boosting pressure, and a boosting chamber for moving the piston from an initial position according to the boosting pressure, and the other end of the piston are provided, and the piston is at the initial position. A master cylinder having a cylinder chamber that communicates with the reservoir when the piston moves from the initial position, the communication with the reservoir is interrupted, and a hydraulic pressure according to the boost pressure is generated inside; It is provided in the supply line that supplies the hydraulic pressure in the room to the wheel cylinder of the wheel, and adjusts the hydraulic pressure in the wheel cylinder based on the rotation state of the wheel only during anti-skid operation. Adjusting means and a first drive section for supplying and discharging hydraulic pressure, and is provided in a communication pipeline that connects the booster chamber and the supply pipeline, and hydraulic pressure is supplied to the first drive section. A pipe line switching valve that connects the booster chamber and the supply pipe line to introduce the booster pressure to the cylinder chamber and the adjusting means only when and a second drive unit that supplies and discharges hydraulic pressure. ,
A locking member that locks the piston to prevent the piston from moving toward the initial position only when hydraulic pressure is supplied to the second drive unit, and the first drive unit and the first drive unit only when the antiskid operation is performed. The technical means including the hydraulic pressure supply means for supplying hydraulic pressure to the two drive parts is adopted.

[0007]

In the present invention, when the brake pedal is operated, the boosting pressure based on the operating force of the brake pedal is introduced into the boosting chamber of the master cylinder. Then, the piston of the master cylinder moves from the initial position according to the boost pressure introduced into the boost chamber, so that the communication state between the cylinder chamber of the master cylinder and the reservoir is blocked, and the boost pressure is applied to the cylinder chamber. A corresponding hydraulic pressure is generated. This hydraulic pressure is transmitted via the supply line into the wheel cylinder of the wheel. When the anti-skid is activated, the hydraulic pressure supply means causes the first line switching valve to operate.
By supplying the hydraulic pressure to the drive unit, the booster chamber and the supply pipeline are connected via the communication pipeline. Therefore, the boosting pressure applied to the booster chamber is introduced into the cylinder chamber and the adjusting means via the communication conduit, and the adjusting means provided in the supply conduit further determines the hydraulic pressure in the wheel cylinder based on the rotation state of the wheels. Is adjusted, it is possible to avoid a state in which the wheels are moving toward the lock. On the other hand, since the hydraulic pressure is also supplied to the second drive portion of the locking member by the hydraulic pressure supply means, the locking member locks the piston. Therefore, even if the driver loosens the brake pedal, the movement of the piston toward the initial position side is prevented, so that the cylinder chamber and the reservoir are kept in the disconnected state, so that the supply pipe line and the communication pipe line are connected. There is no communication between the reservoir and the booster chamber. As described above, since the mechanism for preventing the outflow of pressure oil from the booster chamber to the reservoir at the time of the anti-skid operation is configured by the locking member driven by the hydraulic pressure, the reliability of the outflow prevention function of the pressure oil is enhanced.

[0008]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A vehicle brake device of the present invention will be described based on an embodiment shown in the drawings. FIG. 1 is a diagram showing a vehicle brake device. The vehicle brake device 1 includes a hydraulic power source 2, a reservoir 3, a hydraulic booster 4, a master cylinder 5, a front wheel supply pipe line 6, a rear wheel supply pipe line 7 and an anti-skid device 8. .. The hydraulic pressure source 2 has a well-known configuration such as a hydraulic pump 10 that is rotationally driven by an electric motor 9 and an accumulator 11 that stores high-pressure oil discharged from the hydraulic pump 10, and is maintained at a predetermined hydraulic pressure. The reservoir 3 is arranged on the master cylinder 5 and stores the brake fluid released to the atmospheric pressure.

The hydraulic booster 4 comprises a pressure regulating valve 12 and a simulator spring 13. The pressure regulating valve 12 is the body 1
4 and spool 15. The body 14 is provided integrally with the master cylinder 5 and has two input ports and one
It has two output ports. The first input port communicates with the hydraulic power source 2, and the second input port communicates with the reservoir 3. The output port communicates with the booster chamber 25 formed in the master cylinder 5. The spool 15 has a communication hole 16 therein and is slidably arranged in the body 14. One end of the simulator spring 13 is supported by the interlocking member 18 that interlocks with the brake pedal 17, and the other end is supported by the spool 15. When the brake pedal 17 is depressed, the displacement of the interlocking member 18 causes the simulator spring 1 to move.
3 is compressed and biasing force is applied to the spool 15, and the pressure regulating valve 1
2 produces a boosting pressure in the body 14.

The master cylinder 5 has a brake pedal 17
It converts the operating force applied to the brake fluid pressure,
Pedal rod 19, annular piston 20, first piston 2
1, second piston 22, first spring 23, second spring 24,
It comprises a booster chamber 25, a first cylinder chamber 26 and a second cylinder chamber 27. The pedal rod 19 is reciprocally displaced in conjunction with the brake pedal 17. In addition, O is provided between the outer circumference of the pedal rod 19 and the inner circumference of the annular piston 20.
A ring is mounted, and an O-ring is mounted between the inner circumference of the master cylinder 5 and the outer circumference of the annular piston 20.

As shown in FIG. 2, the first piston 21 has a communication hole 28 therein for communicating the reservoir 3 with the first cylinder chamber 26, and a movable valve element 29 for opening / closing the communication hole 28. A locked portion 30 that is locked to a piston stopper 52, which will be described later, is formed on the outer periphery of the anti-skid operation. An O-ring and an oil seal are mounted between the outer circumference of the first piston 21 and the inner circumference of the master cylinder 5. When the first piston 21 is in the initial position, the movable valve body 29 abuts the penetrating rod 31 penetrating the first piston 21 to open the communication hole 28, thereby communicating the reservoir 3 with the first cylinder chamber 26. .. In addition, the movable valve body 2
9 indicates when the first piston 21 moves from the initial position to the left in FIG. 1, that is, the brake pedal 17
When the hydraulic pressure is generated in the booster chamber 25, the movable valve element 29 and the penetrating rod 31 are separated from each other, and the communication hole 28 is closed by the oil pressure between the spring 32 and the first cylinder chamber 26, so that the reservoir 3 The communication state between the first cylinder chamber 26 and the first cylinder chamber 26 is shut off.

As shown in FIG. 2, the second piston 22 has a communication hole 33 therein for communicating the reservoir 3 and the second cylinder chamber 27, and a movable valve element 34 for opening and closing the communication hole 33. Further, an O-ring and an oil seal are attached between the outer circumference of the second piston 22 and the inner circumference of the master cylinder 5. The movable valve body 34 includes the second piston 22.
Is in the initial position, it abuts the penetrating rod 35 penetrating the second piston 22 to open the communication hole 33, thereby communicating the reservoir 3 with the second cylinder chamber 27. Further, in the movable valve body 34, when the second piston 22 moves from the initial position to the left in FIG. 1, the movable valve body 34 and the penetrating rod 35 are separated from each other, and the spring 36 and the second cylinder chamber 27 are separated from each other. The communication hole 33 is closed by hydraulic pressure to shut off the communication state between the reservoir 3 and the second cylinder chamber 27.

One end of the first spring 23 is the first piston 21.
Of the second piston 22 and the other end thereof is supported by one end surface of the second piston 22. The first spring 23 is connected to the first piston 21.
Is set to have a set load of a certain value or more by a rod 37 that regulates the relative distance between the first piston 21 and the second piston 22 when is in the initial position. Further, the set load of the first spring 23 is set to be larger than the set load of the second spring 24 at the initial position. The second spring 24 has one end supported by the other end surface of the second piston 22 and the other end supported by the inner wall surface of the master cylinder 5.

The booster chamber 25 communicates with an outlet port formed in the body 14 of the pressure regulating valve 12 and is formed between the other end of the annular piston 20 and one end of the first piston 21. In the booster chamber 25, when the booster pressure based on the operation force of the brake pedal 17 is introduced from the pressure regulating valve 12, the first piston 21 is moved from the initial position to the left in FIG. 1 in accordance with the booster pressure. Has a function to move.

The first cylinder chamber 26 includes the first piston 21.
Is in the initial position, it communicates with the reservoir 3 via the communication hole 28 of the first piston 21, and also communicates with the front wheel supply pipe 6 at all times. The first cylinder chamber 26 generates a brake fluid pressure according to the boosting pressure in the boosting chamber 25 when the first piston 21 moves from the initial position, and the brake fluid pressure is supplied to the front wheel supply pipe line. Supply within 6.

The second cylinder chamber 27 contains the second piston 22.
Is in the initial position, it communicates with the reservoir 3 via the communication hole 33 of the second piston 22, and also with the rear wheel supply pipe 7 at all times. The second cylinder chamber 27 generates a brake fluid pressure according to the boosting pressure in the boosting chamber 25 when the second piston 22 moves from the initial position, and the brake fluid pressure is supplied to the rear wheel supply pipe. Supply into the path 7.

The front wheel supply pipe 6 is provided with branch pipes 38, 39.
The first cylinder chamber 26 of the master cylinder 5 is communicated with the wheel cylinder 40 of the right front wheel and the wheel cylinder 41 of the left front wheel via the brake cylinder to introduce the brake fluid pressure in the first cylinder chamber 26 into the wheel cylinders 40, 41. It is a pipeline. The rear wheel supply pipe 7 is provided with the second cylinder chamber 27 of the master cylinder 5, the wheel cylinder 44 of the right rear wheel and the wheel cylinder 4 of the left rear wheel via the branch pipes 42 and 43.
5 is a pipe line communicating with 5 to introduce the brake fluid pressure in the second cylinder chamber 27 into the wheel cylinders 44, 45.

The anti-skid device 8 uses a four-wheel independent control system as a wheel control system, and includes pressure adjusting valves 46 to 49, a communication line 50, a hydraulic line switching valve 51, a piston stopper 52, and an electromagnetic type. The pipeline switching valve 53, a wheel speed sensor (not shown), and a computer (not shown) are included.

The pressure adjusting valves 46 to 49 are 3-position 3-port solenoid valves. These pressure adjusting valves 46 to 49 are arranged in the middle of the branch pipe lines 38, 39, 42 and 43, respectively. Further, these pressure adjusting valves 46 to 49 are set to pressure increasing positions 46a to 49a in the non-excited state, set to holding positions 46b to 49b in the weakly excited state, and depressurized position 46c to in the strongly excited state. It is set to 49c. In addition,
When the pressure adjusting valves 46 to 49 are set to the pressure reducing positions 46c to 49c, the wheel cylinders 40, 41, 4 and 4 are provided.
The brake fluid in 4, 45 is returned to the reservoir 3. here,
The pressure adjusting valves 46 to 49 are in a non-excited state, a weakly excited state or a strong state by the computer when the wheel speed sensor attached to each wheel detects that the wheel is in the lock state (when the anti-skid is activated). After switching to the excitation state, the wheel cylinders 40, 41, 44,
The brake fluid pressure in 45 is adjusted. The pressure adjusting valves 46 to 49 are set to a non-excitation state during normal braking (when the anti-skid is not operating).

The communication pipe 50 communicates the boosting chamber 25 of the master cylinder 5 with the front wheel supply pipe 6 and the rear wheel supply pipe 7 so that the boosting pressure in the booster chamber 25 is increased to the first. , And the second cylinder chambers 26, 27 and the pressure control valves 46 to 49. The hydraulic line switching valve 51 is the line switching valve of the present invention, and is a two-position three-port hydraulic cylinder valve. The hydraulic pipe switching valve 51 is arranged in the middle of the communication pipe 50. The hydraulic pipe line switching valve 51 includes a booster chamber 25, a front wheel supply pipe line 6 and a rear wheel when the pilot pressure is supplied from the electromagnetic pipe line switching valve 53 into the oil chamber 54 as the first drive unit. It is set to the second position where it is connected to the wheel supply pipe 7. Further, the hydraulic pipe line switching valve 51 shuts off the connection between the booster chamber 25 and the front wheel supply pipe line 6 and the rear wheel supply pipe line 7 when the pilot pressure is discharged from the oil chamber 54. 1
Is set to the position.

The piston stopper 52 is the locking member of the present invention and has a hydraulic cylinder valve structure. The piston stopper 52 is composed of a piston body 55, a piston 56 and a spring 57. Piston body 55
Has a communication port 58 which is provided integrally with the master cylinder 5 and communicates with the inside of the master cylinder 5, and an oil chamber 59 as a second drive unit. The piston 56 has a communication port 5
8 to the master cylinder 5 and the first piston 21
The locking portion 60 is formed to lock the locked portion 30 and prevent the first piston 21 from returning to the initial position. With this locking portion 60, the piston stopper 52 constitutes a mechanism for preventing the outflow of the brake fluid from the booster chamber 25 to the reservoir 3. In the piston stopper 52, when pilot pressure is supplied from the electromagnetic line switching valve 53 into the oil chamber 59, the piston 56 overcomes the biasing force of the spring 57 and moves to the left in FIG. The pilot pressure is discharged from inside 59 and the piston 56 returns to the initial position by the urging force of the spring 57.

The electromagnetic line switching valve 53 is a hydraulic pressure supply means of the present invention and is a two-position three-port electromagnetic valve. The electromagnetic pipe line switching valve 53 is used for the hydraulic pipe 6 communicating with the hydraulic source 2.
1 and a pilot line 62 communicating with the oil chamber 54 of the hydraulic line switching valve 51 and the oil chamber 59 of the piston stopper 52. The electromagnetic pipe line switching valve 53 connects the reservoir 3 and the pilot pipe line 62 in the non-excited state, and the inside of the oil chamber 54 of the hydraulic pipe line switching valve 51 and the oil chamber 59 of the piston stopper 52 are connected to each other. It is set to a first position for discharging pilot pressure. In addition, the electromagnetic line switching valve 5
3 is the hydraulic pipe 61 and the pilot pipe 6 when in the excited state.
2 is connected to set the second position to supply pilot pressure into the oil chamber 54 of the hydraulic line switching valve 51 and the oil chamber 59 of the piston stopper 52. Here, the electromagnetic pipe switching valve 53 is in an excited state when a wheel speed sensor (not shown) attached to each wheel detects that the wheel is in the lock state (during anti-skid operation). Can be switched to.

The operation of the vehicle brake system 1 is shown in FIG.
And it demonstrates based on FIG. When the brake pedal 17 is not operated, no compression force is generated in the simulator spring 13 and the pressure regulating valve 12 does not generate a boosting pressure. Therefore, no hydraulic pressure is generated in the boosting chamber 25 of the master cylinder 5. Does not occur. Further, the first and second pistons 21 and 22 of the master cylinder 5 are also in the initial position by the urging forces of the first and second springs 23 and 24, and the movable valve bodies 29 and 34 contact the penetrating rods 31 and 35. The communication holes 28, 33 are opened by the communication holes 28, 33, and the first and second communication holes are opened through the communication holes 28, 33.
The cylinder chambers 26, 27 and the reservoir 3 are in communication with each other.

When the brake pedal 17 is operated by the driver, the simulator spring 13 is compressed according to the amount of movement of the brake pedal 17. This compression force is applied to the pressure regulating valve 1
When the second spool 15 is received, the pressure regulating valve 12 generates a boost pressure based on the compression force of the simulator spring 13. The boosted pressure generated by the pressure regulating valve 12 is introduced into the booster chamber 25 of the master cylinder 5 and gives a force for moving the first piston 21 from the initial position to the left in FIG. Therefore, the first piston 21 moves from the initial position, and the movable valve element 29 moves as the first piston 21 moves.
As shown in FIG. 2, the movable valve element 29 closes the communication hole 28 by the urging force of the spring 32, and the brake fluid corresponding to the boosted pressure is stored in the first cylinder chamber 26. Pressure is generated.

Further, the second piston 22 receives the brake fluid pressure generated in the first cylinder chamber 26,
As shown in FIG. 2, the movable valve element 34 closes the communication hole 33 by performing the same operation as the movable valve element 29, and the brake fluid pressure corresponding to the boost pressure is also generated in the second cylinder chamber 27. .. The brake fluid pressure generated in the first and second cylinder chambers 26 and 27 passes through the front wheel supply pipe 6 and the rear wheel supply pipe 7 and the front wheel cylinders 40 and 41, respectively.
And introduced into the rear wheel wheel cylinders 44, 45,
Braking force acts on each wheel.

When an excessive braking force is applied to the frictional force between the road surface and the wheels, the wheels shift to the lock state. At this time, when the wheel speed sensor detects a state in which the wheel is locked, the electromagnetic pipe switching valve 53 is excited by the computer. Therefore, the electromagnetic pipe switching valve 53 is switched from the first position to the second position, and by connecting the hydraulic pipe 61 and the pilot pipe 62, the high pressure accumulated in the accumulator 11 of the hydraulic source 2 is increased. The hydraulic pressure 61 and the pilot line 62
The oil pressure is made to act as a pilot pressure in the oil chamber 54 of the hydraulic line switching valve 51 and the oil chamber 59 of the piston stopper 52 via the.

Accordingly, the hydraulic pipe line switching valve 51 is switched from the first position to the second position, and the booster chamber 25 of the master cylinder 5 and the front and rear wheel supply pipes are connected via the communication pipe line 50. By connecting the passages 6 and 7, the brake fluid in the booster chamber 25 is introduced into the first and second cylinder chambers 26 and 27 and the pressure adjusting valves 46 to 49. And the pressure regulating valve 4
The anti-skid control is started by switching the non-excited state, the weakly excited state, or the strongly excited state by the computer in accordance with the state in which 6 to 49 move toward the lock of each wheel.

Since the boosting pressure applied to the boosting chamber 25 is also applied to the first and second cylinder chambers 26 and 27, the pressure inside the boosting chamber 25 at one end of the first piston 21 and the other end thereof. And the pressure in the first cylinder chamber 26 become equal pressure. For this reason,
When the driver loosens the brake pedal 17 and the pressure in the booster chamber 25 becomes low, the urging force of the first spring 23 overcomes the sliding frictional force of the O-ring and the oil seal on the outer periphery of the first piston 21, and the first piston 23 21 tries to move to the initial position side (rightward in FIG. 1).

At this time, the piston 56 of the piston stopper 52 is moved to the position shown in FIG. 2 by the pilot pressure acting on the pilot conduit 62, so that the piston protruding from the communication port 58 into the master cylinder 5 is engaged. Stop 60
Is locked to the locked portion 30 of the first piston 21. Therefore, the first piston 21 is prevented from returning to the initial position, that is, the position where the movable valve body 29 and the penetrating rod 31 contact each other and the communication hole 28 opens. Therefore, the brake fluid in the booster chamber 25 of the master cylinder 5 does not flow out to the reservoir 3 via the communication conduit 50, the first cylinder chamber 26, and the communication hole 28.

Further, since the first spring 23 is set by the rod 37 in the initial position of the first piston 21 so as to have a set load of a certain value or more, the movable valve element 29 of the first piston 21 is connected to the communication hole 28. When the position is closed, the compression force of the first spring 23 is set to be larger than the compression force of the second spring 24. Therefore, the second piston 22 also moves from the initial position to the left in the drawing in FIG. 1, and the movable valve element 34 of the second piston 22 also closes the communication hole 33. Therefore, the brake fluid in the booster chamber 25 of the master cylinder 5 is transferred to the communication conduit 5
0, the second cylinder chamber 27, the communication hole 33 and the reservoir 3.

As a result, the boosting pressure in the boosting chamber 25 does not decrease, so that the driving loss of the hydraulic pump 10 due to the reduction in the boosting pressure in the boosting chamber 25 can be prevented. Further, during the antiskid operation, the first piston stopper 52 driven by the action of the pilot pressure causes the first
Since the locked portion 30 of the piston 21 can be locked to mechanically prevent the first and second pistons 21 and 22 from returning to the initial position side, the booster chamber 25 is electrically connected to the reservoir 3. The reliability of the brake fluid outflow prevention function can be improved by the mechanism for preventing the outflow of brake fluid to the brake fluid.

(Modification) In this embodiment, the four-wheel independent control system is used as the wheel control system of the anti-skid device, but a rear-wheel control system that controls only the rear wheels may be used. Further, as a wheel control method, the front wheels may be independent left and right, and the rear wheels may be simultaneous left and right control. In this embodiment, the two-position three-port hydraulic cylinder valve is used as the conduit switching valve, but the conduit switching valve may be composed of a plurality of hydraulic cylinder valves. In this embodiment, the two-position three-port hydraulic cylinder valve is used as the hydraulic pressure supply means, but the hydraulic pressure supply means may be composed of a plurality of electromagnetic on-off valves. Further, the hydraulic pressure supply means supplies high-pressure oil from the hydraulic pressure source to the hydraulic pipe line switching valve and the piston stopper as pilot pressure. However, a dedicated pump independent of the hydraulic pressure source is provided, and this is generated by this dedicated pump. The hydraulic pressure may be supplied to the hydraulic line switching valve and the piston stopper.

[0033]

According to the present invention, the piston in the master cylinder is prevented from returning to the initial position side by the locking member driven by the hydraulic pressure during the anti-skid operation. The reliability of the outflow prevention function can be improved.

[Brief description of drawings]

FIG. 1 is a schematic diagram showing a vehicle brake device.

FIG. 2 is a schematic view showing a main part of a vehicle brake device.

[Explanation of symbols]

 1 Automotive Braking Device 3 Reservoir 5 Master Cylinder 6 Front Wheel Supply Pipeline (Supply Pipeline) 7 Rear Wheel Supply Pipeline (Supply Pipeline) 17 Brake Pedal 21 First Piston 22 Piston 2 Piston 25 booster chamber 26 first cylinder chamber (cylinder chamber) 27 second cylinder chamber (cylinder chamber) 40 wheel cylinder for right front wheel 41 wheel cylinder for left front wheel 44 wheel cylinder for rear right wheel 45 wheel cylinder for left rear wheel 46 pressure Adjusting valve (pressure adjusting means) 47 Pressure adjusting valve (pressure adjusting means) 48 Pressure adjusting valve (pressure adjusting means) 49 Pressure adjusting valve (pressure adjusting means) 50 Communication pipe line 51 Hydraulic pipe switching valve (pipe switching valve) ) 52 piston stopper (locking member) 53 electromagnetic pipe line switching valve (hydraulic pressure supply means) 54 oil chamber (first drive unit) 59 oil chamber (second) Drive part)

Claims (1)

[Claims] 1. A reservoir for accumulating oil released to atmospheric pressure; (b) a piston arranged so as to be reciprocally movable inside; a piston provided on one end side of the piston and based on an operation force of a brake pedal. Boosting pressure is indirectly generated due to the boosting pressure, and the boosting chamber for moving the piston from the initial position in accordance with the boosting pressure is provided on the other end side of the piston, and when the piston is in the initial position, A master cylinder that communicates with a reservoir, is disconnected from the reservoir when the piston moves from the initial position, and internally has a cylinder chamber that generates a hydraulic pressure according to the boosting pressure; It is provided in the supply line that supplies the hydraulic pressure in the cylinder chamber to the wheel cylinder of the wheel, and adjusts the hydraulic pressure in the wheel cylinder based on the rotational state of the wheel only when the anti-skid is activated. An adjusting means; and (d) a first drive unit that supplies and discharges hydraulic pressure, and is provided in a communication conduit that connects the booster chamber and the supply conduit, and the hydraulic pressure is supplied to the first drive unit. A pipe line switching valve that connects the booster chamber and the supply pipe line to introduce the booster pressure to the cylinder chamber and the adjusting means only when (e) a second hydraulic pressure is supplied and discharged. A locking member having a driving part and locking the piston only when hydraulic pressure is supplied to the second driving part to prevent the piston from moving toward the initial position side; A brake device for a vehicle, which is provided only with a hydraulic pressure supply unit that supplies hydraulic pressure to the first drive unit and the second drive unit.