JPH06305412A - Brake - Google Patents

Abstract

PURPOSE:To avoid unnecessary brake liquid from being closed in wheel cylinders by using a brake which supplies liquid pressure applied by the operation of a brake operating member and liquid pressure not applied by such operation, alternatively, to the wheel cylinders. CONSTITUTION:A spool change valves 210, 212 supply either liquid pressure in a master cylinder or electric control liquid pressure in a spool electromagnetic liquid pressure control valve 160, whichever higher, to wheel cylinders 34, 36, 42, 44. When a brake pedal 26 is stepped on, an electromagnetic switch valve is opened and, even if the change valves 210, 212 cut off the communication of the wheel cylinders 34, 36, 42, 44 with the master cylinder 12 when step-on operation is suddenly released, brake liquid in the wheel cylinders outflows to a reservoir 78 through the change valves 210, 212, an electromagnetic switch valve 270 and the electromagnetic liquid pressure control valve 160 so that it can be avoided from being closed in by a spool energizing spring.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a brake device having a function of braking a vehicle by a hydraulic pressure generated regardless of the operation of a brake operating member, and more particularly to an unnecessary brake for a wheel cylinder. It relates to prevention of liquid confinement.

[0002]

2. Description of the Related Art Generally, in a brake device, a hydraulic pressure corresponding to the operation of a brake operating member is generated and supplied to a wheel cylinder. This brake operation-compatible hydraulic pressure can be generated mechanically or electrically. Mechanically, for example, the hydraulic pressure generated in the pressurizing chamber of the master cylinder based on the depression of the brake pedal is supplied to the wheel cylinder, and electrically, for example, Japanese Unexamined Patent Publication No. 4-218458. As described in the publication, a spool type electromagnetic hydraulic pressure control valve is provided so that the hydraulic pressure of the accumulator is controlled to a height that causes deceleration in accordance with the depression force of the brake pedal and is supplied to the wheel cylinder. To do. The spool-type solenoid hydraulic pressure control valve is designed to control the hydraulic pressure of the accumulator to a height proportional to the supply current, and the control hydraulic pressure is controlled to a height that causes deceleration according to the depression force of the brake pedal. The amount of supply current is determined so as to be controlled.

In the brake device, an electrically controlled hydraulic pressure supply device may be provided in addition to the brake operation-compatible hydraulic pressure supply device that generates hydraulic pressure corresponding to the brake operation. The brake device filed by the applicant of the present invention on April 15, 1993 is one example.

This brake device includes (a) a brake operation member, (b) a brake operation-compatible hydraulic pressure supply device for generating a hydraulic pressure corresponding to the operation of the brake pedal operation member, and (c) a vehicle. An electrically controlled hydraulic pressure supply device that is provided separately from the wheel cylinder of the brake and (d) a hydraulic pressure supply device that supports brake operation, and that supplies an electrically controllable hydraulic pressure to the wheel cylinder, and (e) that supports brake operation. Hydraulic pressure supply device and electric control Provided between the hydraulic pressure supply device and the wheel cylinder, the brake operation compatible hydraulic pressure supplied from the brake operation compatible hydraulic pressure supply device and the electric control supplied from the hydraulic pressure supply device A change valve that selects the higher of the hydraulic pressures and supplies it to the wheel cylinder, and (f) is provided between the change valve and the electrically controlled hydraulic pressure supply device. A solenoid valve configured to include a (g) together to supply the hydraulic pressure to the electric control hydraulic pressure supply device, control means for the solenoid valve and opened at its hydraulic supply.

In one mode of the brake device, the electric control hydraulic pressure supply device supplies the electric control hydraulic pressure at the time of a vehicle collision detected by the airbag device, and the supplied electric control hydraulic pressure is electromagnetic. It is enclosed in a wheel cylinder by an on-off valve. When a normally closed electromagnetic on-off valve is used as the electromagnetic on-off valve, even if the current supply from the power supply to the electrically controlled hydraulic pressure supply device is cut off due to a vehicle collision, the current is also supplied to the electromagnetic on-off valve at the same time. By disconnecting and closing the brake fluid, it is possible to prevent the brake fluid from flowing out to the electrically controlled hydraulic pressure supply device and to seal the vehicle in the wheel cylinders to keep the vehicle in a braking state. In this case, the solenoid opening / closing valve is opened by being supplied with a current when the electrically controlled hydraulic pressure supply device is activated, and is otherwise kept closed. A normally open solenoid valve can also be used. For example, if the ignition switch of the vehicle is turned on and closed at the same time, the electric current supply is cut off and opened when the electric control hydraulic pressure supply device is activated, and the electric control hydraulic pressure is closed after the electric supply is completed, Brake fluid can be enclosed in the wheel cylinder.

It is also possible to use the normally open solenoid on-off valve in another manner. That is, the current is supplied not based on the ignition switch of the vehicle being turned on but based on a preset condition so that the vehicle is closed. For example, if the hydraulic pressure supplied to the wheel cylinders may be insufficient only by the driver's operation of the brake operation member, the electric control hydraulic pressure supply device supplies the electric control hydraulic pressure to compensate for the shortage. be able to. In this case, the brake fluid is sealed in the wheel cylinder by closing the solenoid on-off valve while the set value of fluid pressure is being supplied to the wheel cylinder, and thereafter the electric control hydraulic pressure of the electric control hydraulic pressure supply device is supplied. By stopping, the electric control hydraulic pressure supply device is not operated excessively while supplying sufficient hydraulic pressure to the wheel cylinders, and the life can be improved.

[0007]

However, in such a brake device, when the operation of the brake operating member is suddenly loosened, the communication between the wheel cylinder and the brake operation-compatible hydraulic pressure supply device is interrupted, and the wheel operation is stopped. Brake fluid can become trapped in the cylinder. If the operation of the brake operating member is suddenly loosened, the inertia of the brake fluid in the brake fluid passage causes the hydraulic pressure on the brake operation-compatible hydraulic pressure supply device to drop significantly, causing the hydraulic pressure on the change valve to be electrically controlled. The pressure becomes lower than the pressure, the change valve switches, and the communication between the wheel cylinder and the brake operation-compatible hydraulic pressure supply device is cut off. At this time, if the electromagnetic opening / closing valve is closed, the brake fluid is confined in the wheel cylinder.

When the electromagnetic on-off valve is a normally-closed electromagnetic on-off valve, and even when it is a normally-opened electromagnetic on-off valve, it is closed in response to the ignition switch being turned on, and is substantially a normally-closed electromagnetic on-off valve. When the valve operates similarly to the on-off valve, the electromagnetic on-off valve is closed when the brake operating member is operated, so the brake fluid is trapped in the wheel cylinder. Also, the solenoid on-off valve is a normally open solenoid on-off valve,
When the solenoid on-off valve is closed to confine the brake fluid after the preset hydraulic pressure is supplied to the wheel cylinder as described above, when the brake operating member is suddenly loosened, the brake fluid will be released from the wheel. May be trapped in a cylinder.

According to the present invention, the vehicle is braked by either a hydraulic pressure generated corresponding to the operation of the brake operating member or a hydraulic pressure electrically generated without operating the brake operating member. Moreover, it is an object of the present invention to provide a brake device in which unnecessary confinement of brake fluid in a wheel cylinder does not occur.

[0010]

In order to solve the above-mentioned problems, the present invention provides the above-mentioned (a) brake operating member and (b).
For brake device control means including brake operation compatible hydraulic pressure supply device, (c) wheel cylinder, (d) electrically controlled hydraulic pressure supply device, (e) change valve, (f) electromagnetic on-off valve and (g) control means. (H) An electromagnetic opening / closing valve control means for opening the electromagnetic opening / closing valve when the brake operating member is operated is provided.

[0011]

[Operation] If the operation of the brake operation member is suddenly loosened, the hydraulic pressure corresponding to the brake operation suddenly drops, the change valve is switched, and the communication between the brake operation corresponding hydraulic pressure supply device and the wheel cylinder is cut off, The wheel cylinder is in communication with the electrically controlled hydraulic pressure supply device. At this time, even if the electrically controlled hydraulic pressure supply device does not supply hydraulic pressure,
Since the electromagnetic opening / closing valve control means opens the electromagnetic opening / closing valve during the brake operation, the brake fluid in the wheel cylinder flows out to the electric control hydraulic pressure supply device through the electromagnetic opening / closing valve.
Since the electric control hydraulic pressure supply device is in a state in which the hydraulic pressure is not supplied when the vehicle is braked by the hydraulic pressure generated in response to the operation of the brake operating member, the brake fluid is electrically controlled hydraulic pressure. It is discharged through the supply device and is not trapped in the wheel cylinder.

Even when the electromagnetic on-off valve is a normally closed electromagnetic on-off valve or a normally open electromagnetic on-off valve, when it is used as a substantially normally-closed electromagnetic on-off valve, it is opened by operating the brake operating member. Brake fluid is prevented from being trapped in the wheel cylinder.

The electromagnetic on-off valve is a normally open electromagnetic on-off valve, and even when the electromagnetic on-off valve is closed after the electric control hydraulic pressure is supplied, the brake is opened (closed is blocked) according to the operation of the brake operating member. Unnecessary confinement of liquid is avoided. Since the electric control hydraulic pressure supply device is stopped after the hydraulic pressure is supplied, the hydraulic pressure in the wheel cylinder is once increased, and then lowered as the brake fluid is discharged through the electric control hydraulic pressure supply device. The driver's operation of the brake operating member is prioritized and the hydraulic pressure is not filled in the wheel cylinder as described above, so that the operability is improved. When the brake operating member is not operated, the electromagnetic on-off valve is closed and the brake fluid is sealed after the electric control hydraulic pressure is automatically supplied to the wheel cylinders as necessary due to the risk of collision. As a result, the effect that the vehicle can be kept in a stopped state without operating the electrically controlled hydraulic pressure supply device excessively is obtained.

[0014]

As described above, according to the present invention, even when the operation of the brake operating member is suddenly loosened, the brake fluid is not trapped in the wheel cylinder and the brake is not applied. Is obtained.

[0015]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment in which the present invention is applied to an anti-skid / acceleration slip control type hydraulic brake device for a four-wheeled vehicle will be described in detail with reference to the drawings.

In FIG. 1, 10 is a hydraulic booster (hereinafter,
12 is a tandem brake master cylinder (hereinafter simply referred to as a master cylinder).
Is. The master cylinder 12 includes a housing 14 as shown in FIG. A cylinder bore 16 is formed in the housing 14, and a first pressure piston 18 and a second pressure piston 20 are fitted in the cylinder bore 16 in a liquid-tight and slidable manner. As a result, the first pressurizing chamber 22 and the second pressurizing chamber 2 are provided in front of the pistons 18 and 20 (to the left in the figure).
4 is formed, and hydraulic pressure is generated by depressing the brake pedal 26 as a brake operating member. The master cylinder 12 is a hydraulic pressure supply device corresponding to brake operation.

As shown in FIG. 1, the first pressurizing chamber 22 has a proportioning bypass valve 28 formed by a liquid passage 27.
The second pressurizing chamber 24 is connected to the rear wheel cylinders 34 and 36 of the respective brakes of the left and right rear wheels 30 and 32 via the proportion passage bypass valve 28 and the pressure booster 37 by the liquid passage 39. Is connected to the front wheel cylinders 42 and 44 of each brake. This hydraulic brake system is a front and rear two-system type.
Further, in this automobile, the left and right rear wheels 30, 32 are driving wheels.

Proportioning bypass valve 28
When the normal hydraulic pressure is generated in both the front wheel system and the rear wheel system, the hydraulic pressure supplied to the rear wheel cylinders 34, 36 is set to the front wheel cylinders 42, 4
When the hydraulic pressure is reduced at a constant ratio with respect to the hydraulic pressure supplied to the front wheel system 4, and the normal hydraulic pressure does not occur in the front wheel system, the hydraulic pressure generated in the first pressurizing chamber 22 is not reduced and the rear wheel It supplies to the cylinders 34 and 36.

The pressure boosting device 37 is a device for boosting the hydraulic pressure in the second pressurizing chamber 24 and supplying it to the front wheel cylinders 42 and 44, the role of which will be described later.

The booster 10 is provided integrally with the master cylinder 12. This booster 10 is disclosed in
This is the same as the booster described in Japanese Patent Publication No. 149547, etc., and will be briefly described. As shown in FIG. 2, a power pressure chamber 62 is formed in the housing 60 of the booster 10, and an input rod 64 is formed when the brake pedal 26 is depressed.
And when the reaction piston 66 is advanced, its forward movement is linked to the first link 68 and the second link 7.
Control valve 74 by a link mechanism 72 composed of 0
Is converted to the forward movement of the spool 76 of the power pressure chamber 62.
Accumulator 80 from the state of communicating with the reservoir 78
It is switched to the state of communicating with. As a result, power pressure is generated in the power pressure chamber 62, the power piston 82 is advanced, the first and second pressure pistons 18, 20 are advanced, and the front and rear wheel cylinders 42,
Hydraulic pressure is transmitted to 44, 34 and 36. The forward movement of the reaction piston 66 is stopped at a position where the pedaling force of the brake pedal 26 and the reaction force are balanced, and the spool 76 is stopped at a position where the power pressure chamber 62 is not communicated with the accumulator 80 or the reservoir 78, and the power pressure chamber 62 is Power pressure is maintained.

The accumulator 80 has a pump 92 in which the brake fluid in the reservoir 78 is driven by a motor 90.
Is supplied via check valve 94. The hydraulic pressure of the accumulator 80 is kept in a constant range by controlling the start / stop of the motor 90 based on the output signal of the pressure sensor 96. Further, the abnormal decrease in the hydraulic pressure of the accumulator 80 is detected by the pressure switch 98,
The brake warning lamp is turned on and the buzzer is activated. The relief valve 100 prevents the hydraulic pressure of the accumulator 80 from becoming abnormally high.

The present hydraulic brake device is adapted to perform anti-skid control based on the power pressure generated in the power pressure chamber 62. Therefore, as shown in FIG. 1, two electromagnetic direction switching valves 110 and 112 are provided between the pressure booster 37 and the front wheel cylinders 42 and 44. These electromagnetic direction switching valves 110, 112 are connected to the power pressure chamber 62 by liquid passages 114, 116, 118, respectively, and the liquid passages 114, 116 each have an electromagnetic hydraulic pressure control valve 120 which is a three-way direction switching valve. , 122 are provided. These electromagnetic hydraulic pressure control valves 120, 122
Is connected to the reservoir 78, and the front wheel cylinders 42 and 44 are respectively in communication with the power pressure chamber 62 to increase the hydraulic pressure, and in a reduced pressure state to communicate with the reservoir 78 to decrease the hydraulic pressure. , And it is switched to a holding state in which the hydraulic pressure is held without communicating with either.

An electromagnetic directional control valve 124 is provided in a portion of the liquid passage 27 between the proportioning bypass valve 28 and the rear wheel cylinders 34, 36, and the electromagnetic directional control valve 124 and the rear wheel cylinder 3 are provided.
Electromagnetic hydraulic pressure control valves 126 and 128, which are three-way directional control valves, are provided between the hydraulic pressure control valves 126 and 128. The electromagnetic direction switching valve 124 is connected to the power pressure chamber 62 by the liquid passage 130, and another electromagnetic direction switching valve 13 is provided in the liquid passage 130.
Two are provided. The electromagnetic direction switching valve 132 is the liquid passage 1
The electromagnetic directional control valve 1 is connected to the accumulator 80 by means of 34, and during antiskid control.
Rear wheel cylinder 3 by switching between 24 and 132
4, 36 are connected to the power pressure chamber 62, and the wheel cylinder pressure is increased, decreased, and maintained by the electromagnetic hydraulic pressure control valves 126, 128.

The pressure booster 37 is provided with a second pressurizing chamber 24 when the booster 10 does not normally generate the power pressure and the power pressure fails.
Increase the hydraulic pressure of the front wheel cylinders 42, 44
Supply to. In the stepped piston 140 of the pressure booster 37,
The hydraulic pressure in the second pressurizing chamber 24 and the power pressure supplied by the liquid passage 141 are made to act, and when the power pressure fails, the hydraulic pressure in the second pressurizing chamber 24 increases to increase. Press.

A power pressure is supplied to the pressure booster 37 through the liquid passage 141, and when the booster 10 normally outputs the power pressure, the second pressurizing chamber 24 and the front wheel cylinders 42, 44 are made to communicate with each other. The master cylinder hydraulic pressure is supplied to the front wheel cylinders 42 and 44.
On the other hand, when the booster 10 does not normally generate the power pressure and the power pressure fails, the pressure booster 37 blocks the communication between the second pressure chamber 24 and the front wheel cylinders 42, 44, and the booster piston moves the The hydraulic pressure in the second pressurizing chamber 24 is increased and supplied to the front wheel cylinders 42 and 44.

Further, a differential pressure switch 142 is provided between the liquid pressure supply chamber of the second pressure chamber 24 of the pressure booster 37 and the liquid passage 141 to detect a power pressure failure. ECU
(Electronic control unit) 146 so that anti-skid control is not performed. Further, liquid passage 1
41 is provided with a pressure limiter 144. When the master cylinder hydraulic pressure is further increased after the power pressure reaches the assisting limit, the pressure limiter 144 is provided with the pressure booster 37.
The reverse flow of the brake fluid from the power pressure chamber 62 to the power pressure chamber 62 is prevented so that the pressure increasing action is not performed.

The left and right rear wheels 3 which are the driving wheels during acceleration
When the slips of 0 and 32 become excessive, the hydraulic pressure of the accumulator 80 is supplied to the rear wheel cylinders 34 and 36 by switching the electromagnetic directional control valves 124 and 132, and the electromagnetic hydraulic pressure control valve 126. , 128, the wheel cylinder pressure is increased or decreased to eliminate the slip.

The ECU 146 performs these anti-skid control and acceleration slip control. ECU14
Reference numeral 6 is mainly composed of a computer, and as shown in FIG. 1, each signal of the pressure sensor 96, the pressure switch 98, and the differential pressure switch 142 and each rotation of the left and right front wheels 38, 40 and rear wheels 30, 32. The detection results of the rotation speed sensors 148, 150, 152, 153 for detecting the speed are supplied, wheel speeds, wheel decelerations, vehicle body speeds, etc. are calculated based on the detection results, and anti-skid control and acceleration slip are performed based on the calculation results. Take control.

A liquid passage 27 connecting the first pressurizing chamber 22 and the proportioning bypass valve 28, a liquid passage 39 connecting the second pressurizing chamber 24 and the proportioning bypass valve 28, and an electromagnetic direction switching valve 132. Liquid pressures controlled by a spool type electromagnetic hydraulic pressure control valve 160 as an electrically controlled hydraulic pressure supply device are supplied to the liquid passages 130 connecting the power pressure chamber 62 by the liquid passages 154, 156 and 158, respectively. It has become. The spool-type electromagnetic hydraulic pressure control valve 160 is a valve that controls and supplies the hydraulic pressure of the accumulator 80 to a height proportional to the supply current, and is known from Japanese Utility Model Laid-Open No. 63-40270, and will be briefly described. To do.

The spool type electromagnetic hydraulic control valve 160 is shown in FIG.
As shown in FIG. 1, the valve hole 1 formed in the housing 162
A spool 168 is fitted on the pipe 64 so as to be substantially liquid-tight and slidable. By this movement of the spool 168, the spool-type electromagnetic hydraulic pressure control valve 160 causes the control pressure port 170 connected to the wheel cylinder to be connected to the low pressure port 172 connected to the reservoir 78 via the annular chamber 174 and the annular groove 176. The high pressure port 17 connected to the accumulator 80 and the state in which the wheel cylinder fluid pressure is reduced by communicating with each other.
The wheel cylinder hydraulic pressure is increased by communicating with No. 8 through the annular chamber 174 and the annular groove 180, and the state where the wheel cylinder hydraulic pressure is held without being communicated with any of them is switched.

At one end of the spool 168, the reaction force pin 18
4 is urged by the spring 186 to abut. The reaction force pin 184 receives the hydraulic pressure of the control pressure port 170 supplied from the liquid passage 188 and applies an operating force based on the hydraulic pressure to the spool 168 to cut off the communication between the high pressure port 178 and the control pressure port 170. Generates directional actuation force.

Further, the force 192 applies a control force to the spool 168 in a direction opposite to the above-mentioned operating force, but in a direction to connect the control pressure port 170 and the high pressure port 178. The force motor 192 is disposed in an air chamber 196 partitioned by a diaphragm 194 provided between the spool 168 and the housing 162, and is provided with a spring 186 when no exciting current is supplied to the exciting coil 198. The force shown in FIG. 3 keeps the spool 168 in the control pressure port 17
0 is connected to the low pressure port 172. When an exciting current is supplied to the exciting coil 198, the exciting coil 198
Are extruded from the yoke 202 by the magnetic field of the permanent magnet 200. As the exciting coil 198 advances, the spool 16
8 is applied with a control force by the reaction force pin 184 in the opposite direction to the operating force, the spool 168 is stopped at a position where the operating force and the braking force are balanced, and the control pressure is the current supplied to the exciting coil 198. The height is controlled according to.

Such a spool type electromagnetic hydraulic pressure control valve 16
Spool type change valves (hereinafter abbreviated as change valves) 210, 212, 214 are respectively provided at the connecting portions of the liquid passages 154, 156, 158 for transmitting the control pressure of 0 and the liquid passages 27, 39, 130. Is provided,
The higher hydraulic pressure is selected from the hydraulic pressures supplied from the first and second pressurizing chambers 22 and 24 and the power pressure chamber 62 and the electric control hydraulic pressure supplied by the spool-type electromagnetic hydraulic pressure control valve 160. And is supplied to the rear wheel cylinders 34 and 36 and the front wheel cylinders 42 and 44.

These change valves 210, 212, 2
The configuration of 14 is the same, and the change valve 21
0 will be typically described. As shown in FIG. 4, a through hole 222 penetrating in the longitudinal direction is formed in the housing 220 of the change valve 210, a sleeve 223 is liquid-tightly fitted, and openings at both ends of the through hole 222 are plugs 224, 226. Is closed to form a valve hole 228, and the spool 230 is fitted so as to be movable in the axial direction. A land 23 is provided in the middle of the spool 230 in the longitudinal direction.
2 is formed and fitted into the valve hole 228, so that the master cylinder 12 is connected to the first pressurizing chamber 22 of the master cylinder 12 by the port 234 formed in the plug 224 on one side of the land 232. A pressure chamber 236 is formed, and on the other side of the land 232, a spool type electromagnetic hydraulic pressure control valve 16 is provided by a port 238 formed in the plug 226.
An electrically controlled hydraulic chamber 240 connected to zero is formed. In the change valve 214, the power pressure chamber 62 is connected to the port 234, and the power pressure chamber is formed on one side of the land 232.

The spool 230 is also provided with rubber valve members 244 and 246 at both longitudinal ends thereof, and the valve members 244 and 246 and the land 23 are attached.
Large-diameter guides 248 and 250 are formed between them and are fitted in the valve hole 228 to guide the movement of the spool 230. A plurality of grooves extending in the axial direction are formed on the outer peripheral surfaces of these guides 248, 250 to allow the flow of brake fluid.

Further, an annular groove 254 is formed in a portion of the sleeve 223 corresponding to the land 232 on the inner peripheral surface forming the valve hole 228, and the ports 256 and 258 are formed.
It is connected to the rear wheel cylinders 34, 36 by. The land 232 is the valve member 24 of the spool 230.
4, 246 are seated at the open ends of the ports 234, 238, and the ports 234, 238 and the master cylinder pressure chamber 2
36. When shutting off one communication with the electrically controlled hydraulic chamber 240, shuts off the communication between the shut-off chamber and the ports 256 and 258, and the non-shut-off chamber and the port 2.
Allows communication with 56 and 258.

The spool 230 is the master cylinder pressure chamber 2
The spring 260 disposed between the land 248 inside the valve 36 and the bottom surface of the valve hole 228 causes the valve member 246 to be seated at the opening end of the port 238, and the spool type electromagnetic hydraulic control valve 1
It is urged in such a direction as to cut off the communication between 60 and the electrically controlled hydraulic chamber 240. Therefore, the change valve 210 is maintained in a state where the rear wheel cylinders 34 and 36 are in communication with the master cylinder 12 when the hydraulic pressure is not supplied from either the master cylinder 12 or the spool type electromagnetic hydraulic pressure control valve 160. . Therefore, when the brake pedal 26 is depressed in this state, the master cylinder hydraulic pressure is supplied to the rear wheel cylinders 34, 36.

When electric control hydraulic pressure is supplied from the spool type electromagnetic hydraulic pressure control valve 160, the first pressurizing chamber 22
From the master cylinder hydraulic pressure, or even if it is supplied, the master cylinder hydraulic pressure is so low that it acts in a direction to connect the electric control hydraulic pressure chamber 240 and the rear wheel cylinders 34, 36 to the spool 230. If the pressure is greater than the hydraulic pressure in the opposite direction, the spool 230 is moved to the left in FIG. As a result, the electrically controlled hydraulic chamber 24
When the brake fluid flows into 0, it acts on the land 242 to move the spool 240 further to the left,
36 is seated in the opening of the port 234 and the first pressurizing chamber 22
And the rear wheel cylinders 34 and 36 are cut off from each other, while the electrically controlled hydraulic chamber 240 and the rear wheel cylinder 3 are disconnected.
4, 36 are communicated with each other, and electric control hydraulic pressure is supplied to the rear wheel cylinders 34, 36.

These change valves 210, 212, 2
As shown in FIG. 1, a normally closed electromagnetic on-off valve 270 is provided between the valve 14 and the spool-type electromagnetic hydraulic pressure control valve 160. The spool type electromagnetic hydraulic pressure control valve 160 and the electromagnetic opening / closing valve 270 are controlled by the hydraulic pressure controller 274 via drive circuits 276 and 278. The ECU 146 is connected to the hydraulic pressure controller 274 so that the wheel speed is supplied and the radar 280
Are connected. The radar 280 detects the relative speed and the relative distance between the obstacle and the vehicle, and outputs an ON signal to the hydraulic pressure controller 27 when there is a risk of collision with the obstacle.
Supply to 4. The hydraulic controller 274 also includes
A pedal depression detection switch 282 for detecting depression of the brake pedal 26 is connected.

As shown in FIG. 5, the present vehicle is provided with two batteries, a main battery 290 and a sub battery 292. The main battery 290 is a power source common to various electric devices provided in the vehicle, including the spool-type electromagnetic hydraulic pressure control valve 160 and the electromagnetic opening / closing valve 270, and the sub-battery 292 is the spool-type electromagnetic hydraulic pressure control valve. It is a dedicated power source for 160 and the solenoid on-off valve 270.

Main battery 290 to sub battery 2
The switching to 92 is automatically performed when the voltage of the main battery 290 drops or when current is no longer supplied from the main battery 290. For the main battery 290, deterioration of the battery, corrosion of the terminal portion,
The voltage drops due to the full use of electric equipment installed in the vehicle, deterioration of the alternator, failure, etc. Also, the battery terminal is disconnected due to battery damage due to collision etc., cable disconnection, alternator failure, maintenance reasons. As a result, the current is not supplied, and the power cut system 294 is operated so that the current is not supplied.

The power supply cut-off system 294 is adapted to cut off the current supply from the main battery 290 to various electric devices as the automobile collides and the airbag apparatus 300 operates. The airbag device 300 is shown in FIG.
In addition to the airbag 302, as shown in FIG.
04 and an airbag controller 310. The airbag 302 is built in the pad of the steering wheel, and the inflator 304 ignites the ignition device 312 to generate gas in the gas generating agent 314 to inflate the airbag 302.

The airbag controller 310 includes two front airbag sensors 316, a center airbag sensor 318, a safing sensor 320 and an ignition determination circuit 322. The sensors 316 and 320 are turned on to conduct a current when a rearward excessive impact is applied to the vehicle due to a frontal collision or the like and a deceleration exceeding a set value occurs. Further, the center airbag sensor 318 linearly detects the deceleration, and when the deceleration exceeding the set value occurs, the ignition determination circuit 322 is turned on and the current of the main battery 290 is conducted.

When either one of the two front airbag sensors 316 and the safing sensor 320 are turned on, or when the ignition determination circuit 322 and the safing sensor 320 are turned on, a current is supplied to the ignition device 312. When supplied, the gas generating agent 314 is ignited to generate gas, and the airbag 302 is inflated. Even if either the front airbag sensor 316 or the ignition determination circuit 322 is accidentally turned on, the airbag 302 is prevented from inflating.

When a current flows through the ignition device 312 as described above, a voltage difference occurs before and after that. Therefore, this voltage difference is caused by the power cut system 2 by the wirings 324 and 326.
The power cut system 294 simultaneously shuts off the current supply from the main battery 290 to the electric devices.

Main battery 290 and sub battery 29
Switching to 2 will be described with reference to FIG. The voltage of the main battery 290 is supplied to various electric devices 332, 334, 336 and the like by the wiring 330, and a power cut system 294 is provided in the middle of the wiring 330. The voltage of the main battery 290 is also supplied to the operational amplifier 342 by the wirings 338 and 340. The wiring 340 is connected to the spool 340 by the wiring 344.
0 and the solenoid on-off valve 270 are connected, and the wiring 34
The sub-battery 292 is connected by the reference numeral 6. A switch 348 is provided at this connection portion. The switch 348 switches between a state where the wiring 340 is connected to the main battery 290 and a state where the wiring 340 is connected to the sub battery 292.

The voltage supplied to the operational amplifier 342 by the wiring 340 is made into a voltage of a constant height by the stabilizing power supply 352, divided by the resistors 354 and 356, and input to the operational amplifier 342. Also, wiring 3
The voltage supplied by 40 is backed up by the capacitor 354 so that the input voltage to the operational amplifier 342 is secured even if the current is not supplied within a fixed time.

The operational amplifier 342 amplifies the difference between the voltages input from the wirings 338 and 340 and outputs the amplified voltage to the transistor 362 via the resistor 360. Then, when the difference between the currents is equal to or greater than the set value, the transistor 362 becomes conductive, the current is supplied to the coil 364, and the switch 348 is switched. The switch 348 is connected to the main battery 290.
Is normally connected to the main battery 290, the voltage of the main battery 290 is reduced, and the voltage input to the operational amplifier 342 is reduced by the wiring 338 to reduce the coil. When a current flows through 364, the wiring 340 is switched to the state of being connected to the sub battery 292. This secures the input voltage to the operational amplifier 342 and secures the current supply to the spool type electromagnetic hydraulic pressure control valve 160 and the electromagnetic opening / closing valve 270. The coil 364 has a sub battery 292.
Is reduced to 6V and supplied.

Next, the operation will be described. At the time of non-braking, the electromagnetic directional control valves 110, 112, 124, 132, the electromagnetic hydraulic pressure control valves 120, 122, 126, 128, the electromagnetic opening / closing valve 2
All of the solenoids 70 are demagnetized, the change valves 210, 212, 214 are in the state shown in FIG. 4, and the master cylinder hydraulic pressure generated in the first and second pressurizing chambers 22, 24 is the wheel cylinder 34, 36, 42, 44
Is being supplied to. Further, no current is supplied to the spool type electromagnetic hydraulic pressure control valve 160, and the control pressure port 170
Is in communication with the reservoir 78.

Therefore, when the brake pedal 26 is depressed during braking, the master cylinder hydraulic pressure is supplied to the front and rear wheel cylinders 34, 36, 42, 44 to suppress wheel rotation. When the brake pedal 26 is depressed, the hydraulic pressure controller 27 is detected based on the detection signal from the pedal depression detection switch 282.
4 opens the solenoid on-off valve 270.

As described above, when the brake pedal 26 is depressed, hydraulic pressure is supplied to the wheel cylinders 34, 36, 42, 44, and when the vehicle is being braked, the depression of the brake pedal 26 may be suddenly released. In this case, the brake fluid is the wheel cylinders 34, 36, 4
A large flow rate from the 2,44 side to the master cylinder 12 side,
Due to the throttling effect of the guides 248 of the change valves 210 and 212, a hydraulic pressure difference is generated on both sides of the guides 248.
Alternatively, the inertia and inertia resistance of the brake fluid in the brake fluid passage delays the return of the brake fluid from the change valves 210, 212 to the master cylinder 12 side on the wheel cylinders 34, 36, 42, 44 side, and the master cylinder pressure chamber 236 The hydraulic pressure becomes a slight negative pressure and becomes lower than the hydraulic pressure in the electrically controlled hydraulic chamber 240, and the wheel cylinders 34, 36, 42, 44 and the master cylinder 1 are attached to the spool 230.
A force acting in the direction of blocking the communication with 2 acts. However, since the spool 230 is biased by the spring 260 in such a direction as to allow the wheel cylinders 34, 36, 42, 44 and the master cylinder 12 to communicate with each other, the spool 230 does not move easily, and the wheel cylinders 34, 46, 42 ,. 44
The brake fluid inside can return to the master cylinder 12.

Nevertheless, the rear wheel cylinder 3
4,36 or front wheel cylinders 42,44
When the spool 230 is moved by a force in the direction of blocking the communication between the wheel cylinders 34, 36, 42 and 44, the wheel cylinders 34, 36, 42, 44 are connected to the electrically controlled hydraulic chamber 240. . At this time, the electromagnetic opening / closing valve 270 is opened, the spool type electromagnetic hydraulic pressure control valve 160 does not supply the electric control hydraulic pressure, and the control pressure port 17
Since 0 is in communication with the reservoir 78, the brake fluid in the wheel cylinders 34, 36, 42, 44 passes through the electrical control fluid pressure chamber 240, the electromagnetic opening / closing valve 270, and the spool-type electromagnetic fluid pressure control valve 160, and is stored in the reservoir. It will not flow out to 78 and the brake fluid will not be trapped in the wheel cylinders 34, 36, 42 and 44, and the brake will not be kept operating.

The brake pedal 2 with respect to the friction coefficient of the road surface
If the stepping force of 6 becomes excessive and the slip state of the wheels exceeds the proper state, anti-skid control is performed. By switching each of the electromagnetic direction switching valves 110, 112, 124, 132, power pressure is supplied to each of the front and rear wheel cylinders 34, 36, 42, 44, and the electromagnetic hydraulic pressure control valve 120 is also provided. , 122, 12
6 and 128 are first switched to the depressurized state so that the front and rear wheel cylinders 34, 36, 42,
The brake fluid in 44 is discharged to the reservoir 78. As a result, if the wheel rotation is restored, the electromagnetic hydraulic control valve 120,
122, 126, 128 are kept in a holding state, and when they are further recovered, they are switched to a pressure increasing state, and the electromagnetic hydraulic pressure control valves 120, 122, 126, 128 are switched to a pressure reducing state, a holding state, and a pressure increasing state, respectively. As a result, the slip ratio of the wheels is kept within the proper range.

Further, if the driving force is excessive at the time of starting acceleration of the vehicle and the slips of the left and right rear wheels 30, 32, which are the driving wheels, become excessive, acceleration slip control is performed. The hydraulic pressure of the accumulator 80 is supplied to the rear wheel cylinders 34, 36 by switching the electromagnetic direction switching valves 124, 132.
The rotation of the wheels is appropriately suppressed by switching the electromagnetic hydraulic pressure control valves 126 and 128 to the pressure increasing state, the holding state and the pressure reducing state, respectively.

When there is a risk of collision between the automobile and an obstacle during traveling, the hydraulic pressure controller 274 causes the spool-type electromagnetic hydraulic pressure control valve 160 to electrically control liquid based on the ON signal supplied from the radar 280. Generate pressure. The electric control hydraulic pressure generated at this time is the maximum hydraulic pressure that can be generated by the spool type electromagnetic hydraulic pressure control valve 160, and is 100
~ 120 kg / cm ² . At the same time, the solenoid on-off valve 270
The solenoid is excited and opened, and the electric control hydraulic pressure is supplied to the change valves 210, 212 and 214.

At this time, if the brake pedal 26 is depressed and the master cylinder hydraulic pressure higher than the electric control hydraulic pressure is generated, the master cylinder hydraulic pressure is supplied to the wheel cylinders 34, 36, 42, 44. . Further, when the electric control hydraulic pressure is higher than the master cylinder hydraulic pressure or when the brake pedal 26 is not depressed, the electric control hydraulic pressure is supplied to the wheel cylinders 34, 36, 42, 44. In any case, the vehicle is braked and collisions with obstacles are avoided.

When the vehicle is stopped, the hydraulic pressure controller 274 causes the spool type electromagnetic hydraulic pressure control valve 16
Reduce the supply current to zero. In this example, the current is reduced to a hydraulic pressure high enough to stop the vehicle on a slope of 30%, i.e. 30-40 kg / cm < ² >. The vehicle is stopped by the spool type electromagnetic hydraulic pressure control valve 160, which is the maximum hydraulic pressure that can be generated, which is 100 to 120 kg / cm ² , which is too high to keep the vehicle stopped. It is a value and is decompressed to a height high enough to stop the car.

Therefore, even when the vehicle is stopped by operating the brake even after the vehicle is stopped, the exciting coil 19
The amount of heat generated by 8 is small, and deterioration of the permanent magnet 200 and deterioration of brake component members due to continuous supply of high wheel cylinder hydraulic pressure are prevented. The permanent magnet 200 is an Nd-Fe-B-based magnet that is lightweight and has good magnetic characteristics, but has low heat resistance, and when the spool type electromagnetic hydraulic pressure control valve 160 is downsized and lightweight, the magnet is used. The effect of reducing deterioration can be obtained particularly effectively. Further, if the spool type electromagnetic hydraulic pressure control valve 160 is provided in the engine room, the permanent magnet 200 is heated by not only the heat generated by the exciting coil 198 but also the heat of the engine, and the magnetic force is likely to decrease, so that the permanent magnet 200 is excited. It is particularly effective to suppress the heat generation of the coil 198. Further, the spool type electromagnetic hydraulic pressure control valve 160
If the maximum hydraulic pressure still exists in the accumulator 8, the brake fluid leaks from between the spool 168 and the housing 162 and returns to the reservoir 78.
The pump 92 is frequently operated to return it to 0. However, if the hydraulic pressure is low, the pump 92 can be operated a small number of times, and the energy consumption can be reduced.

During anti-skid control, the ECU
A signal indicating that the anti-skid control is in progress is supplied from 146 to the hydraulic pressure control controller 274, and even if the radar 280 detects the risk of collision during the anti-skid control, the spool-type electromagnetic hydraulic control valve 160 causes the hydraulic pressure to change. Is controlled so that it is not supplied to the wheel cylinders 34, 36, 42, 44. The anti-skid control is performed when the wheel cylinder pressure is excessive,
This is because the vehicle cannot be stopped urgently even if a larger hydraulic pressure is supplied by the spool type electromagnetic hydraulic pressure control valve.

Further, during the acceleration slip control, the radar 280
When the risk of collision is detected by the electromagnetic control valve, the electromagnetic directional control valves 124, 132 are switched to the state in which the wheel cylinders 34, 36 communicate with the change valve 210, and the electric control supplied from the spool-type electromagnetic hydraulic control valve 160 is performed. Hydraulic pressure is supplied to the wheel cylinders 34, 36, 42, 44.

Even if hydraulic pressure is supplied from the spool type electromagnetic hydraulic pressure control valve 160 based on the detection of an obstacle by the radar 280, the automobile collides and the airbag 302 is inflated if an impact force exceeding a set value is applied. , The impact force applied from the steering wheel to the driver's body is reduced.

At the same time when the airbag 302 is inflated, the main battery 29 is removed by the power cut system 294.
The current supply from 0 to various electric devices is cut off. However, the electric current supply to the spool-type electromagnetic hydraulic pressure control valve 160 and the electromagnetic opening / closing valve 270 is not interrupted, so that the electric control hydraulic pressure is maintained in the state of being supplied to the wheel cylinders 34, 36, 42, 44.

An abnormality occurs in the main battery 290, the wiring 338, etc. due to a collision or the like, and the spool type electromagnetic hydraulic control valve 16
0 and the voltage supplied to the solenoid on-off valve 270 decreases,
Alternatively, when the supply is stopped, the switch 348 is switched, the voltage of the sub-battery 292 is supplied to the spool type electromagnetic hydraulic pressure control valve 160 and the electromagnetic opening / closing valve 270, and the electric control hydraulic pressure from the spool type electromagnetic hydraulic pressure control valve 160 is supplied. The vehicle can be braked by the supply of.

After that, when the voltage of the sub-battery 292 drops or is no longer supplied, the spool type electromagnetic hydraulic pressure control valve 160 is in a state of not supplying hydraulic pressure. In this case, the electromagnetic opening / closing valve 270 is a solenoid. Since the brake fluid is closed by degaussing, the brake fluid supplied to the wheel cylinders 34, 36, 42, 44 is controlled by the electromagnetic opening / closing valve 270 and the change valves 210, 212.
Enclosed in 6, 42, 44, the brake is kept active.

At this time, if the brake pedal 26 is not depressed, or even if the brake pedal 26 is depressed, if the electric control hydraulic pressure is higher than the master cylinder hydraulic pressure, the change valves 210 and 212 provide the electric control hydraulic pressure. The wheel cylinders 34, 36, 42, 44 are switched to the state of being supplied, and the brake fluid is supplied to the wheel cylinders 34, 36, 4
It is enclosed in 2,44.

Further, if the brake pedal 26 is depressed, the master cylinder hydraulic pressure is higher than the electric control hydraulic pressure, and if the brake pedal 26 is kept depressed even in the event of a collision, the brake fluid will be the master fluid. It does not flow out to the reservoir 78 through the pressurizing chamber of the cylinder 12 and is enclosed in the wheel cylinders 34, 36, 42, 44.

Further, even if the brake pedal 26 is depressed, if the pedal force is comparatively small, or if the master cylinder hydraulic pressure is higher than the electric control hydraulic pressure, but the brake pedal 26 is released due to the impact of a collision, The change valves 210 and 212 switch the master cylinder 12 from the wheel cylinders 34, 36, 42 and 44 so as to communicate with the spool type electromagnetic hydraulic pressure control valve 160, and the brake fluid is changed to the change valves 210 and 212 and the electromagnetic opening / closing. The valve 270 allows the wheel cylinders 34, 36,
It is enclosed in 42 and 44.

If a collision occurs in the vehicle during the anti-skid control, the electromagnetic directional control valves 110, 112, 12
4, 132 and electromagnetic hydraulic pressure control valves 120, 122, 12
The anti-skid control is released by shutting off the current supply to 6, 128, and the spool-type electromagnetic hydraulic pressure control valve 160 is actuated and the electromagnetic opening / closing valve 270 is opened based on the detection of the collision, and the change valve 210 is opened. , 212 are supplied with electric control hydraulic pressure. Therefore, even if the driver's foot comes off the brake pedal 26 due to a collision, hydraulic pressure is supplied to the wheel cylinders 34, 36, 42, 44, and the vehicle is kept in a stopped state. Further, when an abnormality occurs in the main battery 290 or the sub-battery 292, similarly to the case of the collision during the normal braking, the electric control hydraulic pressure is supplied from the spool type electromagnetic hydraulic pressure control valve 160 and the wheel cylinders 34, The vehicle is kept in a stopped state by filling the brake fluid into 36, 42 and 44.

As is apparent from the above description, in the present embodiment, the radar 28 of the hydraulic pressure controller 274 is used.
Based on the detection signal of 0, the spool type electromagnetic hydraulic pressure control valve 16
The part for supplying the hydraulic pressure to 0 and the part for opening the electromagnetic on-off valve 270 constitute the control means, and the hydraulic pressure controller 27
The portion that opens the electromagnetic on-off valve 270 when the brake pedal 26 of No. 4 constitutes the electromagnetic on-off valve control means during brake operation.

In the above embodiment, the change valves 210 and 212 are provided with the spool 230 and the spring 26.
By being urged by 0, the brake pedal 26
The communication between the master cylinder 12 and the wheel cylinders 34, 36, 42, 44 is prevented from being easily interrupted even if the depression of
Since the electromagnetic opening / closing valve 270 is opened, the brake fluid is discharged to the reservoir 78 through the spool-type electromagnetic fluid pressure control valve 160, and the brake fluid is discharged to the wheel cylinders 34,
The brake fluid is prevented from being confined in 36, 42 and 44, but the confinement of the brake fluid can be prevented by only one of the means.

Further, in the above embodiment, the solenoid opening / closing valve 27 is used.
Although 0 is a normally closed electromagnetic on-off valve, the present invention can be applied to a brake device that is a normally open electromagnetic on-off valve.

Furthermore, the change valve is not limited to the example shown in FIG. 4, and change valves of other modes can be adopted.

Further, in the above embodiment, the hydraulic pressure supply device corresponding to the brake operation is the master cylinder 12, but
The hydraulic pressure may be generated by electrical control according to the operation amount of the brake operating member such as the brake pedal and the brake operating lever. Further, when the hydraulic pressure supply device corresponding to the brake operation is to generate hydraulic pressure by electrical control as described above, a master cylinder is further provided, and the master cylinder is added when the hydraulic pressure supply device corresponding to the electrical brake operation fails. The hydraulic pressure generated in the pressure chamber may be supplied to the wheel cylinder.

Further, when the brake pedal 26 is suddenly released, the wheel cylinders 34, 36,
The electromagnetic on-off valve 270 may be closed before the brake fluids of 42 and 44 have sufficiently returned, but in this case, when the brake pedal 26 is depressed again, the electromagnetic on-off valve 270 is opened and trapped. The brake fluid flows through the spool-type electromagnetic hydraulic pressure control valve 160 to the reservoir 78. The spool 230 moves due to the decrease in the hydraulic pressure in the electrically controlled hydraulic chamber 240, and the wheel cylinders 34, 3
If the communication between the electric control hydraulic pressure chamber 240 and the electric control hydraulic pressure chambers 240 is cut off and communicated with the master cylinder pressure chamber 236, the master cylinder hydraulic pressure generated by the depression of the brake pedal 26 is applied to the wheel cylinders 34, 36. , 42, 44 are returned to the state of being supplied.

Further, not only by depressing the brake pedal 26 but also by depressing the accelerator pedal, the electromagnetic opening / closing valve 2
By opening 70, the brake fluid enclosed in the wheel cylinders 34, 36, 42, 44 by the sudden release of the brake pedal 26 as described above,
When the vehicle is traveling, it is possible to prevent the vehicle from traveling in a state where the brake is applied by allowing the fluid to flow out to the reservoir 78 through the spool type electromagnetic hydraulic pressure control valve 160.

Further, a delay circuit is provided in the brake switch 282 so that the electromagnetic opening / closing valve 270 is opened after a certain time has elapsed after the brake pedal 26 is depressed, and the electromagnetic switch is released after a certain time has elapsed after the brake pedal 26 is released. The on-off valve 270 may be closed. In this way, even if the brake pedal 26 is suddenly released, the brake fluid in the wheel cylinders 34, 36, 42, 44 is discharged to the reservoir 78 through the spool-type electromagnetic hydraulic pressure control valve 160. Therefore, it is possible to prevent the brake fluid from being unnecessarily sealed in the wheel cylinders 34, 36, 42, 44. Further, after the brake pedal 26 is depressed, the depression is hardly suddenly released immediately.
There is no problem even if it is opened after a certain time has elapsed after stepping on 6.

Further, the electric control hydraulic pressure supply device is not limited to the one using the spool type electromagnetic hydraulic pressure control valve 160, and any device which can supply an electrically controllable hydraulic pressure can be adopted.

Although the brake operating member is the brake pedal in the above embodiment, the present invention can be applied to a brake device in which the brake operating member is a brake operating lever or the like operated by the driver's hand. it can.

In the above embodiment, the electric control hydraulic pressure is applied to the wheel cylinder 3 when there is a risk of collision with the vehicle.
4, 36, 42, 44 are supplied, but they may be supplied on the basis of a collision detected in the airbag device 300. In addition, there is a possibility of collision of the vehicle or other than collision. The present invention can be applied to a brake device that is supplied for a reason and the vehicle is automatically braked.

Further, in the above-described embodiment, the hydraulic pressure after the vehicle is stopped is set to such a value that the vehicle can be kept stopped when the road surface slope is 30%. Is not limited to a certain size, for example, the slope of the road surface or the loaded weight of the vehicle can be detected and the size can be changed depending on the size of the vehicle. It is possible to set in various modes such as setting to.

Further, the electromagnetic on-off valve 270 is closed when the sub-battery 292 is abnormal and the brake fluid is filled therein. However, even if no abnormality occurs in the sub-battery 292, for example, the wheel cylinder 34, 36, 42,
It may be closed with a sufficient electrical control fluid pressure supplied to 44 to keep the vehicle stationary. By doing so, the vehicle can be kept in a stopped state, the current supply to the spool-type electromagnetic hydraulic pressure control valve 160 can be made zero, and the life of the permanent magnet 200 can be further improved.

Further, in the above embodiment, the hydraulic pressure is not supplied from the spool type electromagnetic hydraulic pressure control valve 160 even if there is a risk of collision with the vehicle during the unskid control. If there is a risk of collision, the spool-type electromagnetic hydraulic pressure control valve 160 controls the hydraulic pressure, and the electromagnetic opening / closing valve 270 is opened to open the rear and front wheel cylinders 34, 36, 42, 44.
You may make it supply hydraulic pressure to. This is because even if a high hydraulic pressure is supplied from the spool-type electromagnetic hydraulic pressure control valve 160, the electromagnetic hydraulic pressure control valves 120, 122, 126, 128 control the heights to appropriate levels, so there is no problem.

In addition, the present invention can be carried out in various modified and improved modes based on the knowledge of those skilled in the art without departing from the scope of the claims.

[Brief description of drawings]

FIG. 1 is a system diagram of a hydraulic brake device that is an embodiment of the present invention.

FIG. 2 is a front sectional view showing a master cylinder and a hydraulic booster of the hydraulic brake device.

FIG. 3 is a front cross-sectional view showing a spool-type electromagnetic hydraulic pressure control valve provided in the hydraulic brake device.

FIG. 4 is a front sectional view showing a change valve of the hydraulic brake device.

FIG. 5 is a diagram showing a switching circuit between a main battery and a sub battery of the hydraulic brake device.

FIG. 6 is a diagram showing an airbag device provided in an automobile equipped with the hydraulic brake device.

[Explanation of symbols]

 12 master cylinder 26 brake pedal 34, 36 rear wheel cylinder 42, 44 front wheel cylinder 160 spool type electromagnetic hydraulic pressure control valve 210, 212 spool type change valve 230 spool 270 electromagnetic open / close valve 274 hydraulic pressure control controller

Claims (1)

[Claims] 1. A brake operation member, a brake operation-compatible hydraulic pressure supply device that generates a hydraulic pressure corresponding to the operation of the brake pedal operation member, a wheel cylinder of a brake for braking a vehicle, and the brake operation-compatible hydraulic pressure. Provided separately from the supply device,
An electric control hydraulic pressure supply device that supplies electrically controllable hydraulic pressure to the wheel cylinder, and is provided between the brake operation compatible hydraulic pressure supply device, the electric control hydraulic pressure supply device, and the wheel cylinder, A change valve that supplies the wheel cylinder by selecting the higher hydraulic pressure of the brake operation-compatible hydraulic pressure supplied from the brake operation-compatible hydraulic pressure supply device and the electric control hydraulic pressure supplied from the electric control hydraulic pressure supply device. And an electromagnetic opening / closing valve provided between the change valve and the electric control hydraulic pressure supply device, and a hydraulic pressure is supplied to the electric control hydraulic pressure supply device. In a brake device including a control unit that opens, a brake operation electromagnetic device that causes the control unit to open the electromagnetic on-off valve when the brake operation member is operated. A braking device comprising an on-off valve control means.