JPH0639649U - Vehicle hydraulic brake control device - Google Patents

Abstract

(57) [Summary] [Purpose] To provide a hydraulic brake control device for a vehicle, which can quickly perform a drive slip even when a standard master cylinder is used or even in cold air. [Structure] The hydraulic pressure generator 20 is arranged between the master cylinder 1 and the switching valves 22 and 24, and the hydraulic pressure is supplied from the power steering pump system PSP to the piston 61 in the hydraulic pressure generator 20. The brake force is rapidly increased by moving and applying the hydraulic pressure generated thereby to the drive wheels RL and RR.

Description

[Detailed description of the device]

[0001]

[Industrial applications]

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

[0002]

[Prior art and its problems]

 As a device of this type, a hydraulic pressure control valve for performing brake slip control and drive slip control of a wheel and provided between a master cylinder and a wheel brake device for controlling brake hydraulic pressure of the wheel brake device, When the brake fluid pressure is reduced by controlling the pressure control valve, the brake fluid discharged from the wheel brake device via the fluid pressure control valve is pressurized to connect the master cylinder and the fluid pressure control valve. A hydraulic pump that can be supplied to the hydraulic fluid supply pipeline, and is disposed between the discharge side of the hydraulic pump and the master cylinder, and is normally in communication, but during drive slip control the master cylinder Is disposed between the master cylinder side and the suction side of the hydraulic pump, and is normally in the cutoff state, but the drive slip control is performed. When the vehicle hydraulic 圧Bu rake controller having a second valve means which can be switched to the communicating state is known.

When the above device performs the drive slip control, the first valve means is in the shut-off state, the second valve means is in the communication state, and the hydraulic pump is started to drive the brake fluid from the master cylinder. The brake is applied by the pump suctioning through the second valve means and supplying the pressure fluid to the wheel cylinders of the drive wheels through the fluid pressure control valve. The master cylinder has a bore diameter of 10 mm. Because the pressure fluid is supplied to the wheel cylinder side through the wheel cylinder, the rate of increase in the braking force of the wheel cylinder is small, and the viscosity of the brake fluid becomes high especially in low temperature areas or cold air. The liquid flow of is reduced to reduce the speed at which the braking force rises. In this case, drive slip control in an emergency cannot be performed correspondingly, which may be extremely dangerous.

In order to deal with this, a design change in which the bore diameter of the master cylinder is increased to 12 mm, for example, is conceivable. However, such modification of the standard master cylinder increases the cost.

On the other hand, in Japanese Unexamined Patent Publication No. 63-90468, as shown in FIG. 5, cylinder chambers 132 and 133 are defined on both sides of the built-in piston 121, the left end of which is the auxiliary / main cylinder 114. It is in contact with the inner piston 115. Normally, since the solenoid valve 137 is closed in the cylinder chamber 132, a certain hydraulic pressure is applied by the hydraulic pressure of the low pressure pump 139. Therefore, the right end portion of the built-in piston 121 is located on the bottom wall surface of the main body 24. , And the coil spring 123 is in compression.

When the ASR control is started, the solenoid valve 137 is switched and the cylinder chamber 32 and the reservoir 35 are brought into communication with each other, so that the pressure liquid from the cylinder chamber 132 is returned to the reservoir 135. As a result, the piston body 120 of the built-in piston 121 is moved leftward by the spring force of the coil spring 123, whereby the piston 115 in the auxiliary / main cylinder 114 is also moved leftward and the central valve 108. By switching between the master cylinder M side and the wheel cylinder H side and reducing the volume of the cylinder 113 chamber in the auxiliary / main cylinder 114 to generate hydraulic pressure in the wheel cylinder W. This brakes the drive wheels. When the ASR control ends, the solenoid valve 137 is switched to the shut-off position, the hydraulic pump 139 is driven, and hydraulic pressure is applied to the cylinder chamber 132 on the left side of the built-in piston 121. The piston body 120 moves to the right against the force and returns to the initial state. The piston 115 in the auxiliary / main cylinder 114 is operated by a hydraulic pump (not shown) in the anti-skid device Q before hydraulic pressure is applied to the cylinder chamber 132 on the left side of the built-in piston 121 from the low pressure pump 39. It is moved to the right by receiving the discharge pressure force of and is loaded, but as described above, the hydraulic pressure from the low pressure pump 139 is applied to the left cylinder chamber 132 of the spring built-in piston 121. By doing so, the load due to the hydraulic pressure from the anti-skid control device Q is released.

That is, in the above publication, the brake is applied by the spring force of the relatively strong coil spring 123 arranged in the cylinder chamber 133 of the spring-incorporated piston 121, so that the low-pressure pump 139 is in the initial state. And, at the end of the ASR control, the pressure liquid is added to the cylinder chamber 132, so that the coil spring 123 is only driven to apply the preload.

As described above, since the brake fluid is not supplied from the master cylinder M side to the wheel cylinder W during the ASR control, the small bore diameter of the master cylinder as described above does not occur during the ASR control. Although not relevant, it is the spring force of the strong spring 123 of the spring built-in piston 121 that provides the braking force, and as is clear from the figure, the assembly of such a device is very difficult, Furthermore, the weight is increased.

[0009]

[Problems to be solved by the device]

 The present invention has been made in view of the above problems, and provides a hydraulic brake control device for a vehicle that can perform drive slip control quickly with a simple structure even when the conventional master cylinder is applied as it is or even in cold air. The purpose is to do.

[0010]

[Means for solving problems]

 The above object is to perform a brake slip control and a drive slip control for a wheel and to provide a brake pressure control valve that is provided between a master cylinder and a wheel brake device and controls a brake fluid pressure of the wheel brake device. When the brake fluid pressure is reduced by the control of the pressure control valve, the brake fluid discharged from the wheel brake device through the fluid pressure control valve is pressurized to connect the master cylinder and the fluid pressure control valve. It is arranged between the hydraulic pump that can be supplied to the liquid supply line and the discharge side of the hydraulic pump and the master cylinder, and is normally in communication, but to the master cylinder side during drive slip control. It is arranged between the first valve means for switching the liquid flow to a state in which it can be shut off and the master cylinder side and the suction side of the hydraulic pump, and is normally in a shutoff state, but is in communication during drive slip control. A hydraulic brake control device for a vehicle, comprising: a second valve means that can be switched to an open state; a first fluid chamber and a second fluid in a main body between the first and second valve means and the master cylinder. A piston that defines a chamber and a passage that connects the master cylinder side and the first and second valve means sides through the first liquid chamber by moving the piston toward the first liquid chamber. A hydraulic pressure generating device which has at least a valve portion which can be shut off in the direction toward the master cylinder side, and which, after shutting off the valve portion, further generates hydraulic pressure by moving the piston to the first liquid chamber side. A second valve means is provided to connect the second fluid chamber and the fluid pressure release source side normally, but is provided with a third valve means that can be switched to the fluid pressure supply source side during drive slip control. A vehicle hydraulic brake control device that achieves

Further, the above-mentioned object is to perform a brake slip control and a drive slip control of a wheel, and to provide a hydraulic pressure provided between a master cylinder and a wheel brake device to control a brake hydraulic pressure of the wheel brake device. When the brake fluid pressure is reduced by the control valve and the control of the fluid pressure control valve, the brake fluid discharged from the wheel brake device via the fluid pressure control valve is pressurized to press the master cylinder and the fluid. A hydraulic pump that can be supplied to a hydraulic fluid supply line that connects with a pressure control valve, and is arranged between the discharge side of the hydraulic pump and the master cylinder, and is normally in communication, but drive slip control At the time, it is arranged between the master cylinder and the suction side of the hydraulic pump and the first valve means for switching the state in which the liquid flow to the master cylinder side can be shut off. Slip In a vehicle hydraulic brake control device including a second valve means capable of switching to a communication state during control, a liquid chamber and an air are provided in a main body between the first and second valve means and the master cylinder. A first piston that defines a chamber, and a passage that connects the master cylinder side and the first and second valve means sides via the liquid chamber by moving the first piston to the liquid chamber side. A valve section capable of shutting off at least with respect to the direction toward the master cylinder, and a hydraulic pressure generating device for generating hydraulic pressure by moving the first piston to the liquid chamber side after the valve section is shut off. A second piston that defines a first space and a second space; and a second piston that is formed integrally with the second piston, and moves the second piston toward the first space to move the first piston to the first space. A valve drive device having a drive rod portion for pushing the liquid chamber side; The first space is always connected to a negative pressure source and normally connects the negative pressure source side and the second space. However, during drive slip control, the second space communicates with the atmosphere. The vehicle hydraulic brake control device is characterized in that it is provided with a third valve means which is switched so as to operate.

[0012]

[Action]

 When the drive slip control is started, the third valve means is switched to a state in which the first fluid chamber is in communication with the fluid pressure supply source side, and the piston is moved by the differential pressure between the first fluid chamber and the second fluid chamber. After closing the valve portion, the braking force is generated due to the decrease in volume. Since no brake fluid is supplied from the master cylinder, the braking force required for drive slip control can be quickly increased regardless of the bore diameter.

[0013]

【Example】

 Hereinafter, a vehicle hydraulic brake control apparatus according to an embodiment of the present invention will be described with reference to the drawings.

FIG. 1 also shows a piping system diagram of the vehicle hydraulic brake control device of the present embodiment, but the master cylinder with booster 1 is attached to the driver's seat of the vehicle even if not shown. The brake pedal 2 is coupled to the master cylinder portion 4 via the booster portion 3. These have a well-known structure, but a reservoir 5 for storing brake fluid is provided in the upper part thereof. The master cylinder portion 4 defines two hydraulic pressure generating chambers, one of which is connected to a pipe line 6 and the other to a pipe line 7. The conduit 6 is connected to the front wheels FL and FR, and the conduit 7 is connected to the rear wheels RL and RR. That is, this embodiment employs the H pipe. The pipe line 6 is connected to the wheel cylinder of the left front wheel FL via a 2-port 2-position electromagnetic switching valve 8a and a pipe line 12, and the wheel cylinder is connected to a 2-port 2-position electromagnetic switching valve 8b. Similarly, the pipe line 13 separated from the pipe line 6 is connected to the wheel cylinder via the 2-port 2-position electromagnetic switching valve 9a for the right front wheel FR and the pipe line 14, and this wheel cylinder also has the 2-port 2 position. It is connected to the position electromagnetic switching valve 9b.

On the other hand, the pipe line 7 is connected to the rear wheel side, and these are drive wheels in the present embodiment, and the ASR (driving line) is provided via the hydraulic pressure generator 20 and the pipe line 21 according to the present invention. It is connected to the 2-port 2-position solenoid operated directional control valve 24 for controlling the slip), and is also connected to the 2-port 2-position solenoid operated directional control valve 22, which is further connected via the line 26 to the 2 port for the right rear wheel RR. It is connected to its wheel cylinder via a two-position electromagnetic switching valve 28a and a line 30, and this wheel cylinder is in turn connected to a two-port two-position electromagnetic switching valve 28b. Similarly, the pipe line 27 separated from the pipe line 26 is connected to the wheel cylinder of the left rear wheel RL via a 2-port 2-position electromagnetic switching valve 29a and a pipe line 49. This wheel cylinder is further connected to a 2-port 2-position electromagnetic switching valve 29b.

The output port sides of the above-mentioned two-port two-position electromagnetic switching valves 8b, 9b, 28b, 29b are connected via conduits 44, 45 to reservoirs 42a, 42b connected to the suction side of the hydraulic pump 33. ing. These reservoirs 42a and 42b have a well-known structure and are composed of a relatively weak spring in the casing and a piston urged upward by the spring, thereby defining a reservoir chamber above the piston. . The hydraulic pump 33 has a well-known structure. Plungers 36a and 36b are provided on both sides of the eccentric drive part 34 so as to be slidable to the left and right, and a pair of hydraulic pressure generating chambers 37a and 37b are formed on the outside thereof. The check valves 41a and 41b are connected to the suction side of the reservoirs 42a and 42b from the hydraulic pressure generating chambers 37a and 37b to the forward direction. Check valves 38a and 38b, which have a forward direction from the chambers 37a and 37b side to the master cylinder side, are connected to the check valves 38a and 38b, and further through the dampers 39a and 39b and the throttles 40a and 40b. To conduits 6 and 26. A check valve 43 having a forward direction from the reservoir 42b to the hydraulic pump 33 side is provided between the one reservoir 42b and the check valve 41b arranged on the suction side of the hydraulic pump 33. Has been.

The details of the hydraulic pressure generator 20 are shown in FIG. 2, which is connected to the power steering pump system PSP. That is, this is a 3-port 2-position electromagnetic switching valve 51 connected to the hydraulic pressure generator 20 via a conduit 52, a reservoir 55 connected to this second port via a conduit 57, and It is composed of a hydraulic pump 54 connected to the suction side, and a relief valve 56 connected to the discharge port via conduits 53 and 59. The 3-port 2-position solenoid operated directional control valve 51 normally takes the state shown in the figure, and when the ASR control is started, the pipelines 52 and 53 are communicated with each other and the pipelines 52 and 57 are shut off.

Next, the hydraulic pressure generator 20 according to the present invention will be described with reference to FIG. A piston 61 having a reduced central portion is fitted with seal rings 62, 63 slidably fitted to the cylindrical main body 60, and the liquid chamber A and the liquid chamber B are provided on both sides thereof. Is defined. A compression spring 64 is provided in the liquid chamber A , and biases the piston 61 to the right in the figure to bring it to the position shown in the figure. The piston 61 has passages 61a and 61b formed therein, which are always in communication with the input port 65 connected to the pipe 7. Further, the output port 66 is formed so as to communicate with the liquid chamber A , which is connected to the above-mentioned pipe line 21. A valve seat 67, which is an O-ring, is fixed to the open end of the passage 61b of the piston 61, and a valve body 68 is arranged opposite to the valve seat 67 by being biased by a spring 69. The portion 70 faces the valve seat 67, and the rod portion 68 connecting the valve seat 67 and the stopper portion 71 is slidably fitted in a hole 72 formed in the valve body 60. The spring 70 normally takes the position shown in the drawing, and the head 70 is separated from the valve seat 67. The port 74 formed on the right end wall of the valve body 60 is connected to the power steering pump system PSP via the above-mentioned conduit 52.

The embodiment of the present invention is configured as described above. Next, this operation will be described.

Now, the driver depresses the accelerator pedal to start traveling. At the same time, the power steering pump system PSP starts driving. That is, the hydraulic pump 54 is driven, which sucks the hydraulic fluid from the reservoir 55 and applies the hydraulic pressure to the first port of the switching valve 51. Although no pressure is applied to the relief valve 56, when a fluid pressure higher than a predetermined pressure is applied to the relief valve 56, the relief valve 56 is opened to return the pressure fluid to the reservoir 55 via the conduit 57.

A control unit (not shown) receives a signal from a wheel speed sensor provided on the drive wheels RL and RR, and when it judges that a drive slip has occurred at a predetermined value or more, it generates a drive slip control signal and switches the drive slip control signal. The solenoid 51a of the valve 51 is excited to connect the conduits 52 and 53 to each other and disconnect the conduits 52 and 57. Further, a drive slip control signal is applied to the solenoids 22a and 24a of the switching valves 22 and 24, respectively, and the relief valve position and the communication position are switched to each other, and the motor 35 of the hydraulic pump 33 starts driving. The hydraulic pressure generator 20 normally takes the state shown in FIG. 2 to connect the master cylinder with booster 1 side and the pipeline 21 side to each other, but since the driver is not stepping on the brake pedal now, However, no hydraulic pressure is generated in the master cylinder portion 4 and no hydraulic pressure is applied to the hydraulic fluid supply pipes 6 and 7, but as described above, the power steering pump system PSP is used to hydraulically pump the hydraulic fluid. The hydraulic pressure of 54 is applied to the hydraulic chamber B of the hydraulic pressure generator 20 via the switching valve 51 and the conduit 52, the piston 61 moves to the left in FIG. 2, and the valve seat 67 of the valve body 68 moves. Sit on the head 72. With this, thereafter, the liquid flow from the liquid chamber A side to the pipe line 7 side via the passages 61a and 61b is blocked, but the liquid flow from the master cylinder side is allowed. That is, the valve body 68 and the spring 69 constitute a check valve.

The volume of the liquid chamber A is reduced by the piston 61 seating the head 70 of the valve body 68 and the valve seat 67 and moving to the left. Therefore, hydraulic pressure is generated to open the pipe line 21 and the check valve 25, pass through the changeover valves 28a and 29a via the pipe lines 26 and 27, and the left and right rear wheels RL and RR which are the drive wheels are connected to the wheel cylinders. Apply hydraulic pressure and break them.

On the other hand, the hydraulic pump 33 has started driving together with the start of ASR control, and since the switching valve 24 is now switched to the communicating state, it sucks the liquid from the liquid chamber A side, the damper 39b, and the throttle 40b. The pulse pressure is reduced by passing through the pipe line 26 and the switching valves 28a, 29a, and hydraulic pressure is applied to the wheel cylinders of both rear wheels RL, RR in the same manner to quickly increase the hydraulic pressure to increase the braking force. It is rising. That is, in the hydraulic pressure generator 20, the pressure due to the volume reduction of the hydraulic chamber A due to the movement of the piston 61 and the suction of the liquid from the hydraulic chamber A due to the driving of the hydraulic pump 33 pressurize this and both rear wheels RL. , RR brakes are quickly applied by the additive action of the hydraulic pressure applied to the wheel cylinders. Therefore, the ASR control is quickly performed to make the drive slip converge to the optimum value or 0. However, according to the present embodiment, when it is determined that the control signal of the control unit is over-braking, An excitation signal is applied to the solenoid parts of the switching valves 28b, 29b to switch them to a cutoff state and a communication state, and the pressure fluid of the wheel cylinders of the rear wheels RL, RR is switched to these switching valves 28a, 29a, 28b, 2b. It is discharged to the reservoir 42b via 9b and the conduit 45. Therefore, the brake is reduced. The hydraulic fluid discharged to the reservoir 42b is immediately sucked by the hydraulic pump 33 by opening the check valve 43 and supplied to the side of the pipeline 26, but when the pressure exceeds a predetermined value, the relief valve function is provided by the switching valve 22. However, the valve is opened and returned to the liquid chamber A side of the hydraulic pressure generation device 20 via the pipe line 21. At this time, the power steering pump system PSP continues to drive, but since the hydraulic pressure of the hydraulic pump 33 is higher than the discharge pressure of the hydraulic pump 54 of the system PSP, the piston 61 is When the valve body 68 is moved to the right in FIG. 2 and is moved to such an extent that the valve body 68 is separated from the valve seat 67 side, the pressure liquid from the liquid chamber B passes through the pipe lines 52 and 53 and the relief valve. It is added to 56, and when it exceeds a predetermined value, it is opened so that the hydraulic pressure is released to the reservoir 55 through the conduit 57.

By repeating the increase and decrease of the braking force as described above, it is possible to perform fine ASR control and quickly converge the drive slip to the optimum value or zero.

The drive slip (ASR control) has been described above. To briefly explain the ABS control, if the driver depresses the brake pedal 2 and the control unit is judged to be overloaded, the pipeline 6, 7. The brake is applied by the pressure fluid applied to the wheel cylinders of the wheels RL, RR, FL, FR via the passages 61a, 61b of the fluid pressure generator 20 and the switching valves 8a, 9a, 28a, 29a. However, since it was determined that this was overloaded, an excitation signal was applied to the switching valves 8a, 8b, 9a, 9b, 28a, 28b, 29a, 29b (for the sake of clarity, The wheels RL, RR, FL and FR are assumed to be in the same slip state at the same time.). The hydraulic fluid in the wheel cylinders of the wheels RL, RR, FL, FR passes through the switching valves 8b, 9b, 29b, 29b and the pipelines 44, 45, is discharged to the reservoirs 42a, 42b, and the brake is immediately released. These are immediately sucked by the hydraulic pump 33 and returned to the pressurized liquid supply pipe line connecting the master cylinder side and these switching valves. On the discharge side of the hydraulic pump 33, dampers 39a, 39b and throttles are provided. Since 40a and 40b are provided, the pedal kick reduction is returned to the master cylinder 4 with the minimum reduction, and the driver is not made to feel any discomfort.

Although the embodiment of the present invention is configured and operates as described above, it is not necessary to suck the brake fluid from the master cylinder portion 4 at the time of ASR control as is clear from the above description. Similarly, even if the bore diameter of the master cylinder portion 4 is as small as 10 mm, the drive slip control can be quickly performed regardless of this. In other words, it was necessary to make the bore diameter 12 mm or more in order to perform ASR control quickly, but 10 mm is a standard product, and there is no need to redesign separately to make this 12 mm, so equipment cost is reduced. Compared to this case, it can be greatly reduced. It should be noted that when the viscosity of the brake fluid increases in the cold air, the supply rate of the brake fluid from the master cylinder portion 4 may decrease, which can be dealt with.

Next, a second embodiment will be described. The parts corresponding to those of the first embodiment are designated by the same reference numerals, and detailed description thereof will be omitted.

That is, according to the present embodiment, one of the liquid chambers B defined by the piston 61 in the hydraulic pressure generator 20 ′ is used as an air chamber B ′, and is always in communication with the atmosphere through the through hole 81. Has been made. Further, according to the present embodiment, the valve drive device 82 is provided. That is, a seal ring 85 is mounted in the main body 83, and a piston 84 having a T-shaped cross section is slidably fitted therein. The piston 84 is urged rightward in the drawing by a spring 87, and is normally shown. Takes a position. The drive rod portion 84a projects outward by sealing the hole formed in the main body 83 with a seal ring 86, and through the hole h formed in the main body of the hydraulic pressure generator 20 '. It is in contact with a piston 61 in the device 20 '.

The main body 83 is further formed with ports 88 and 100, which are connected to the conduits 89 and 101, and 89 is connected to the first port of the 3-port 2-position electromagnetic switching valve 90. The two ports are connected to the pipeline 101. The second port of the switching valve 90 is a negative pressure source 91, which is connected to the intake manifold of the engine, for example, and always supplies a negative pressure to the pipe 101. Further, the third port is in communication with the atmosphere, and when the solenoid 90b is excited, the atmosphere is communicated with the conduit 89 and the conduits 89 and 101 are disconnected.

The second embodiment of the present invention is constructed as described above. When the ASR control is started, the solenoid 90b of the switching valve 90 is excited, and is normally defined on both sides of the piston 84 as shown in the figure. Negative pressure is being supplied to the open chambers C and D , but now the second port of the switching valve 90 and the atmosphere are made to communicate with each other, so that the atmosphere passes through the pipe 89 and the port 88 and becomes empty. Since the negative pressure is supplied to the D side while the negative pressure is supplied to the vacant chamber C side, the differential pressure on both sides of the piston 84 causes the piston 84 to move to the left in the drawing. As a result, the piston 61 in the hydraulic pressure generator 20 is pushed to the left in the figure, and the valve seat 67 formed on the right end surface of the piston 61 comes into contact with the head 70 of the valve body 68. Cut off the master cylinder side and the wheel cylinder side. Hereinafter, the same operation as that of the first embodiment can be performed.

Although the respective embodiments of the present invention have been described above, needless to say, the present invention is not limited to these, and various modifications can be made based on the technical idea of the present invention.

For example, in the above-described embodiment, the check valve is formed by the valve body 68, the spring 69 and the valve seat 67 in the hydraulic pressure generator, so that the brake pedal 2 is depressed during the ASR control so that the master cylinder side can operate. Although the brake fluid can be supplied as pressure fluid, this is not a check valve, and it is also possible to shut off both fluid flows from the master cylinder side to the wheel cylinder side and from the wheel cylinder side to the master cylinder side. Yes. In this case, the structure of the valve body can be further simplified.

Further, in the above embodiments, the master cylinder with a booster was described, but of course, the present invention can be applied to a normal tandem master cylinder without a booster or a single master cylinder.

[0034]

[Effect of device]

 As described above, according to the vehicle hydraulic brake control device of the present invention, even if the master cylinder has the same structure as the conventional one, even in cold air, the drive slip control can be performed without changing the structure. Can be done quickly.

[Brief description of drawings]

FIG. 1 is a piping system diagram of a vehicle hydraulic brake control device according to a first embodiment of the present invention.

FIG. 2 is an enlarged cross-sectional view of a main part of the device.

FIG. 3 is a piping system diagram of a vehicle hydraulic brake control device according to a second embodiment.

FIG. 4 is an enlarged cross-sectional view of a main part of the device.

FIG. 5 is a piping system diagram of a conventional vehicle hydraulic brake control device.

[Explanation of symbols]

 20 hydraulic pressure generator 20 'hydraulic pressure generator 51 switching valve 82 valve drive device 90 switching valve

Claims (2)

[Scope of utility model registration request] 1. A hydraulic pressure control valve, which is provided between a master cylinder and a wheel brake device and which controls a brake slip and a drive slip of a wheel and controls a brake hydraulic pressure of the wheel brake device, and the hydraulic pressure. When the brake fluid pressure is reduced by the control of the control valve, the brake fluid discharged from the wheel brake device via the fluid pressure control valve is pressurized to connect the master cylinder and the fluid pressure control valve. A hydraulic pump that can be supplied to the supply line, and is disposed between the discharge side of the hydraulic pump and the master cylinder, and is normally in the communication state, but the liquid to the master cylinder side during drive slip control. It is arranged between the first valve means for switching the flow to a state in which the flow can be shut off and the master cylinder side and the suction side of the hydraulic pump, and is normally in the shutoff state, but is switched to the communication state during the drive slip control. In a vehicle hydraulic brake control device including a replaceable second valve means, a first fluid chamber and a second fluid chamber are provided in a main body between the first and second valve means and the master cylinder. And a passage that connects the master cylinder side and the first and second valve means sides by the movement of the piston toward the first liquid chamber via the first liquid chamber. And a hydraulic pressure generating device for generating hydraulic pressure by moving the piston toward the first hydraulic chamber side after the valve portion is shut off. However, normally, the second fluid chamber and the fluid pressure release source side are communicated with each other, but a third valve means that can be switched to the fluid pressure supply source side during drive slip control is provided. Hydraulic brake controller. 2. A hydraulic pressure control valve, which is provided between a master cylinder and a wheel brake device and which controls a brake slip and a drive slip of a wheel and controls a brake hydraulic pressure of the wheel brake device, and the hydraulic pressure. When the brake fluid pressure is reduced by the control of the control valve, the brake fluid discharged from the wheel brake device via the fluid pressure control valve is pressurized to connect the master cylinder and the fluid pressure control valve. A hydraulic pump that can be supplied to the supply line, and is disposed between the discharge side of the hydraulic pump and the master cylinder, and is normally in the communication state, but the liquid to the master cylinder side during drive slip control. It is arranged between the first valve means for switching the flow to a state in which the flow can be shut off and the master cylinder and the suction side of the hydraulic pump, and is normally in the shutoff state, but is switched to the communication state during the drive slip control. A hydraulic brake control device for a vehicle, which is provided with a second valve means capable of opening a liquid chamber and an air chamber in a main body between the first and second valve means and the master cylinder. One piston, and the master cylinder side and the first, by moving the first piston to the liquid chamber side.
And a valve portion capable of blocking a passage communicating with the second valve means side through the liquid chamber at least in a direction toward the master cylinder side, and further after the valve portion is blocked, the first piston A hydraulic pressure generating device that generates hydraulic pressure by moving to the liquid chamber side, a second piston that defines a first space and a second space, and a second piston that are integrally formed with the second piston. And a valve drive device having a drive rod portion for moving the first piston to the liquid chamber side by moving the first space to the first space side, and the first space is always connected to a negative pressure source. In general, the negative pressure source side and the second space are communicated with each other, but a third valve means is provided for switching the second space so as to communicate with the atmosphere during drive slip control. Hydraulic brake control device for vehicles.