JPS6353156A - Pressure regulator for braking device of vehicle - Google Patents

Abstract

PURPOSE:To obtain a highly accurate braking of a vehicle by providing a solenoid for giving an axial moving force to an output pressure sensing piston and independently feeding pressure to each of wheels. CONSTITUTION:A first solenoid 108 is formed on the outer periphery of a first housing 101, and a second solenoid 109 is formed on the outer periphery of a second housing 102. A cylindrical output pressure sensing piston 123 is fitted in the inner peripheral face of a first sleeve 110, a pressure connecting passage 120 is provided on the center part of the piston 123, and a master cylinder pressure sensing piston 140 is axially slidably inserted in the space of the inner cylinder of the second housing 102. When an output pressure is to be increased, a current is fed to the first solenoid 108, to generate a force for energizing the output pressure piston 123.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a pressure regulator for a vehicle braking device.
This relates to a pressure regulator that transmits a pressure that is a predetermined multiple of the pressure generated in a vehicle master cylinder to a vehicle wheel cylinder.

[Conventional technology]

2. Description of the Related Art Conventionally, a pressure regulator is known, for example, as disclosed in Japanese Patent Laid-Open No. 56-90760.

In this publication, hydraulic pressure generated in a master cylinder is transmitted to a brake cylinder (wheel cylinder) via a modulator valve. The modulator valve disconnects the brake cylinder from the master cylinder and connects the reservoir to the brake cylinder to reduce the hydraulic pressure in the brake cylinder in response to a signal from the control unit. When pressurizing again, the hydraulic pressure from the accumulator is used, but the pressure regulator reduces this pressure in accordance with the master cylinder pressure and transmits it to the modulator valve. Then, hydraulic pressure is supplied to the brake cylinder from this modulator valve.

[Problem that the invention seeks to solve]

However, the pressure regulator disclosed in the above publication adjusts the accumulator pressure so as not to apply a hydraulic pressure higher than the master cylinder pressure to the brake cylinder, and the output pressure value to the master cylinder is 1 or less. That is, the pressure amplification effect of the master cylinder pressure was not performed.

Furthermore, the output pressure value is uniformly fixed for all wheels, and it is not possible to supply hydraulic pressure to each wheel independently.

[Means for solving problems]

In view of the above problems, the present invention is capable of amplifying the master cylinder pressure to an arbitrary multiple and supplying it to the wheel cylinders, and independently generating the appropriate pressure in each of the wheel cylinders arranged on each wheel. The aim is to obtain a pressure regulator that can be supplied.

In order to achieve this objective, the present invention takes the following measures. That is, a master cylinder pressure sense piston and an output pressure sense piston are arranged slidably in the axial direction within a housing that forms the outer shape of the pressure regulator. This master cylinder pressure sense piston receives the vehicle master cylinder pressure at one end side surface, and one end surface of the output pressure sense piston is in contact with the other end surface side. A conical surface whose outer diameter decreases toward the tip is formed on the other end surface of the output pressure sensing piston.

Further, a pressure introduction path is formed in the housing to connect the constant pressure source and the other end side of the output pressure sense piston, and a pressure introduction path is formed in the housing, and a pressure introduction path is formed between the other end side of the output pressure sense piston and the vehicle wheel cylinder side. An output path is formed for connecting the two.

Further, a cylindrical central shaft pipe is supported by the housing via an elastic member, and this central shaft pipe forms a relief passage connecting the other end surface side of the output pressure sense piston and the reservoir side. .

A cylindrical valve piston is fitted onto the outer periphery of the central shaft pipe, and one end of which can come into contact with and separate from the conical surface of the output pressure sense piston and the valve seat surface formed in the housing. Further, a solenoid for applying an axial movement force to the output pressure sensing piston is disposed in the housing, and the valve piston is urged toward the conical surface and the valve seat by a biasing means. ing.

Then, when one end of the valve piston is in contact with the conical surface of the output pressure sense piston, the pressure output to the vehicle wheel cylinder side is compared with the area where the output pressure sense piston receives the pressure of the master cylinder pressure sense piston. The area where the piston receives vehicle master cylinder pressure is set to be larger by a predetermined multiple, and when the valve piston contacts or opens the valve seat, the pressure introduction path and the output path are blocked or When the output pressure sense piston and the valve piston contact or separate, the output passage and the relief passage are cut off or communicated with each other.

[Action and effect]

The master cylinder pressure sense piston receives the pressure generated by the vehicle master cylinder, thereby causing the master cylinder pressure sense piston to move in the axial direction. As the master cylinder pressure sense piston moves, the output pressure sense piston that comes into contact with it also moves in the axial direction.

By moving the output pressure sense piston in the axial direction,
The valve piston and the valve seat surface are separated from each other while the valve piston and the conical surface of the output pressure sense piston are in contact with each other. As a result, the pressure control passage and the output passage communicate with each other, and pressure from a constant pressure source is supplied to the oil cylinder side, thereby braking the wheels.

The output pressure sensing piston receives the pressure supplied from this constant pressure source to the master cylinder side on its conical surface, until this receiving pressure and the receiving pressure that the master cylinder pressure sensing piston receives from the master cylinder become equal. The valve piston is separated from the valve seat surface, and the valve piston opens from the valve seat surface 1 only when the above two received pressures become equal.
27 by the urging force of the urging means. This blocks communication between the pressure introduction path and the output path.

Thereafter, when the pressure received by the master cylinder pressure sensing piston from the master cylinder decreases, the master cylinder pressure sensing piston moves in the opposite direction to the above-mentioned moving direction. Along with this, the output pressure sense piston also moves in the opposite direction to the above-mentioned movement direction. As a result, the conical surface of the output pressure sense piston and the valve piston are separated, and the output passage and the relief passage are communicated with each other. As a result, the pressure held in the wheel cylinder flows in the opposite direction through the output passage and is released from the pressure relief passage to the reservoir side. This weakens the braking force on the wheels.

In such a pressure supply operation to the wheel cylinder, the master cylinder pressure sensing area of the master cylinder pressure sensing piston is larger by a predetermined multiple than the area of the output pressure sensing piston receiving the output pressure, so the wheel cylinder pressure is less than a constant pressure source. The pressure supplied to the cylinder side is amplified by a predetermined multiple of the pressure that the master cylinder pressure sensing piston receives from the master cylinder.

On the other hand, by generating an electromagnetic force using a solenoid and moving the output sense piston in the axial direction, the amount of movement of the output pressure sense piston can be increased or decreased by an arbitrary value. That is, the pressure supplied to the wheel cylinder from a constant pressure source can be increased or decreased by any multiple.

In this way, by using the pressure regulator of the present invention,
The pressure generated by the master cylinder can be increased or decreased to an appropriate pressure for the wheel cylinders disposed on each wheel, and can be supplied to each wheel cylinder independently. In other words, it is possible to brake the vehicle with higher precision.

Furthermore, by forming the master cylinder pressure sense piston and the output pressure sense piston separately, when the output pressure sense piston is moved by the magnetic force of the solenoid, it is not affected by the movement resistance 8 of the master cylinder pressure sense piston. , the output pressure sensing piston can be controlled independently.

In addition, since the central pipe is supported by the housing via an elastic member, its axis can be adjusted relatively easily, even if the central pipe's axis is slightly misaligned. This allows the valve piston to be easily inserted.

In addition, even after the valve piston is inserted and inserted, the axes of the center pipe and the valve piston can be adjusted and aligned, so galling due to misalignment between the center pipe and the valve piston can be prevented. It is possible to prevent an increase in the operating resistance of the valve piston.

〔Example〕

A first housing 101 and a second housing 102 forming the outer shape of the pressure regulator are made of magnetic material and are arranged to face each other.

A first solenoid 108 is formed around the outer periphery of the first housing 101 by winding a coil through a bobbin (not shown) made of a non-magnetic material such as resin. Similarly, a coil is wound around the outer periphery of the second housing 102 via a bobbin, thereby forming a second solenoid 109.

A connecting member 107 is held between the contact surfaces of the first housing 101 and the second housing 102. This connecting member 107 is also made of a magnetic material. In addition, the connection cover 107 and the first housing]
A non-magnetic member 105 made of a non-magnetic material is sandwiched between the connecting member 107 and the second housing 10.
2 and a cylindrical non-magnetic member 1 made of a non-magnetic material.
06 is placed.

A cylindrical through hole is bored in the substantially central portion of the first housing 101, passing through both end surfaces thereof.

Inside this cylindrical through hole is a cylindrical first sleeve 110.
A cylindrical second sleeve 111 is inserted and fitted in an airtight manner. Further, the open end side of the center hole of the first housing 101 is sealed by a holder 114, and a disc-shaped spacer 113 is interposed between the holder 114 and the second sleeve 111.

The holder 114 has a through hole formed in its center that constitutes a part of the relief passage, and a central shaft pipe 117 having an internal center hole that communicates with the through hole is connected to the holder 114. There is. An escape passage 201 is formed by the inner center hole of the center shaft pipe 117 and the through hole of the holder 114.

Note that an O-ring 207 is interposed between the holder 114 and the first housing 101, and the central pipe 11
An O-ring 205 is also interposed between 7 and the holder 114. The O-rings 205 and 207 are both made of elastic members made of rubber or the like, and have elasticity that can absorb the amount of deviation even if the central axis of the central pipe 117 is slightly deviated.

A cylindrical valve piston 119 is disposed between the outer circumference of the central pipe 117 and the inner circumferential surface of the second sleeve 111 and maintains oil tightness with the outer circumferential surface of the central pipe 117 and the inner circumferential surface of the second sleeve 111. It is slidably inserted. The valve piston 119 has a cylindrical shape as described above, and a plurality of pressure communication passages 118 (six in this embodiment) are drilled into the thick cylindrical portion thereof, penetrating both end surfaces thereof. It is being

Further, a coil spring 121 serving as a biasing means is disposed between the valve piston 119 and the spacer 113, and the biasing force of the coil spring 121 causes the valve piston 119 to move toward the valve seat surface 127 formed on the first sleeve 110. is biased in the direction in which it comes into contact with.

The first sleeve 110 and the second sleeve 111 are arranged to face each other with a predetermined gap in between.
One end of the pressure introduction path 133 opens in a predetermined gap formed between the facing surfaces of the sleeve 110 and the second sleeve I11. This pressure introduction path 133 is bored through the inside of the first housing 101, and the other end thereof is communicated with the pump 13, which is a constant pressure source, via an accumulator 14.

A cylindrical output pressure sensing piston 123 is fitted into the inner peripheral surface of the first sleeve 110 in an oil-tight manner. The - end side of this output pressure sense piston 123 forms a conical surface 125 whose outer diameter decreases toward the tip side.
This conical surface 125 is in a state where it can come into contact with and separate from the valve piston 119. In addition, output pressure sense piston 1
A disk-shaped armature portion 124 is formed at the other end of the armature 23 . This armature portion 124 is connected to the first housing 1
01, it is slidably disposed within a cylindrical cylinder space 130 formed by the second housing 102 and the connecting member 107. And this cylinder space 1
30 is set to be larger than the axial length of the armature section 124 by a predetermined amount, and the armature section 124 is arranged in this cylinder space 130.
It can be slid freely in the axial direction. That is, the output pressure sense piston 123 is slidable within the first sleeve 110 in its axial direction.

Approximately at the center of the output pressure sense piston 123, there is a pressure communication passage 129 that passes through the end where the conical surface 125 is formed and the end where the armature portion 124 is formed.
is required to be drilled. Further, the armature portion 124 is also provided with a plurality of pressure communication passages 127 that communicate with both end surfaces thereof.

A cylindrical space having a cylindrical shape is bored approximately in the center of the second housing 102, and a cylindrical master cylinder pressure sense piston 140 is inserted into this cylindrical space via an O ring 212*: direction b. It is slidably inserted into the breast. This master cylinder pressure sense piston 140
The pressure generated by the master cylinder 11 is introduced into one end surface of the second housing 102 through a master cylinder pressure passage 135 bored inside the second housing 102 . In addition, this master cylinder pressure sense piston 1
The other end surface side of 40 is the one output pressure sensing piston 12 described above.
The armature portion 124 of No. 3 is in contact with the armature portion 124 of No. 3. This master cylinder pressure sense piston and armature portion 124
Master cylinder pressure sense piston 1 at the contact surface with
Pressure relief space 14 is created by recessing the other end surface of 40.
1 is formed. This pressure relief space 141 communicates with the cylinder space 130 described above.

In addition, the pressure relief passage 129 also branches in the middle,
It communicates with both side surfaces of the armature portion 124.

Further, an output passage 131 is provided in the first sleeve 110, the first housing 101, the first non-magnetic member 105, and the connecting member 107, which continuously penetrates each of them. One end of this output pressure passage 131 is on the inner peripheral surface side of the first sleeve 110 and is located on the output pressure sense piston conical surface 1 described above.
It opens so as to face 25. Moreover, the other end meets the modulator α7) arranged on each wheel.

In this embodiment, a modulator 17 is connected between the output pressure passage 131 and the wheel cylinder. This modulator 17 is used to regulate the pressure output from the output passage 131 and toward the wheel cylinder 16.

Furthermore, one end of the relief passage 201 formed by the holder 114 and the central pipe 117 is open at a position facing the conical surface 125 of the output pressure sense piston 129, and the other end is opened at a position facing the conical surface 125 of the output pressure sense piston 129. It is connected to the reservoir 15 via the reservoir 15.

In addition, the symbols 203, 204, 209, 210.21 in the figure
Reference numeral 1, 212 indicates an O-ring made of a rubber material or the like for sealing the connection between the opening end of each passage and a pipe connected to this passage. Further, reference numeral 150 is a lead wire for supplying a signal current to the first solenoid 108 from a control circuit (not shown).

Although not shown, a similar lead wire is also connected to the second solenoid 109.

Reference numeral 12 in the figure is a brake pedal connected to the master cylinder 11, and when the driver of the vehicle depresses this brake pedal, the master cylinder 1
Master cylinder pressure is generated within the cylinder.

In addition, in FIG. 1, the output pressure passage 131 extending downward from the center of the pressure regulator is shown connected to the wheel cylinder 16 via the modulator 17, and the output pressure passage 131 extending downward from the center of the pressure regulator is connected to the wheel cylinder 16. Although one end of the output pressure 11131 extending toward the direction is depicted as being open, this pressure passage 131 is also connected to the wheel cylinder 16 via the modulator 17, similar to the pressure passage 131 extending downward. They are forced to do so.

In the case of an FR vehicle, the wheel cylinders corresponding to the front wheels are connected to these two output pressure passages 131, and the wheel cylinders corresponding to the rear wheels extend from a pressure passage similar to that shown in this figure. The output passages are communicated. Further, in the case of a front-wheel drive vehicle, the wheel cylinder for the right front wheel is connected to one output pressure passage, and the wheel cylinder for the left rear wheel is connected to the other output pressure passage. The wheel cylinders corresponding to the front left wheel and the rear right wheel are connected to output pressure passages extending from similar pressure regulators. Furthermore, in four-wheeled vehicles, it is desirable to have one pressure regulator for each type of vehicle.

Furthermore, when the valve piston 119 comes into contact with the conical surface 125 of the output pressure sense piston 123, the area sA of the pressure receiving surface of the master cylinder pressure sense piston 140 that receives pressure from the master cylinder pressure is the area sA around the outer circumference of the contact surface. The area of the conical surface 125 (pressure receiving area of the output pressure supplied to the wheel cylinder) is a predetermined multiple of SB, and in this embodiment, 4.
times) has become larger.

Next, the operation of this embodiment will be explained.

Figure 2 is a partial cross-sectional view showing only the main parts to show the operation of this embodiment. The pressure inside the cylinder is maintained, and (C1 in FIG. 2) shows a state where the pressure inside the wheel cylinder is released.

First, when the brake pedal 12 is not depressed by the driver, the pressure regulator is in the state shown in FIG. 2(C).

That is, the valve piston 119 is connected to the first sleeve 110
The conical surface 125 of the output pressure sense piston and the valve piston 119 are separated, and the output pressure passage and the relief passage are in communication with each other. There is. Therefore, the supply pressure from the constant pressure source remains cut off, and the pressure within the wheel cylinder remains open to the reservoir via the output pressure passage and the relief passage.

Next, the operation when the driver depresses the brake pedal 12 to brake the wheels from the state shown in fcl in FIG. 2 will be explained based on (al) in FIG. 12, master cylinder 1
1, a master cylinder pressure is generated in accordance with the depression force. This master cylinder pressure acts on one end surface side of the master cylinder pressure sense piston 140 via the pipe line (304) and the mask cylinder pressure introduction passage 135. The master cylinder pressure sense piston 140 that receives this master cylinder pressure moves in the direction of the received pressure (to the right in the figure). As the master cylinder pressure sense piston 140 moves, the output pressure sense piston 123 that comes into contact with the master cylinder pressure sense piston 140 also moves to the right in the figure by the same amount of movement.

As a result, the conical surface 125 and the half piston 119 force abutment, which had been separated until now, are now connected, and this conical surface 125
When the output pressure sense piston 123 moves to the right in the figure while the valve piston 119 is in contact with the valve piston 119, this movement causes the valve piston 119 to further move to the right in the figure against the biasing force of the coil spring 121. As a result, the valve piston 119, which has been in contact with the valve seat surface 127, is separated from this valve seat surface. As a result, the pressure introduction passage 133, which had been blocked until now, is opened, and the pressure stored in the accumulator 14 flows through this pressure passage 133 to the conical surface 125 side, and further through the output pressure passage 131 to the modulator. Flows to the 17 side. Then, the pressure is regulated by the modulator 17, and the pressure is supplied to the wheel cylinder 16, thereby braking the wheels.

In the state shown at +al in FIG. 2, the pressure from the constant pressure source reaches the conical surface 1 of the output pressure sense piston 123.
20 side, and the pressure received by the conical surface 125 gradually increases. Then, in a state where this conical surface 125 and the valve piston 119 are in contact, when the pressure to receive this supply pressure becomes SA/SB times the pressure applied from the master cylinder to the master cylinder pressure sense piston 140, the master The force that the master cylinder pressure sense piston 140 and the output pressure sense piston 123 receive in the right direction in the figure due to the cylinder pressure becomes equal to the force that the output pressure sense piston 123 receives in the left direction in the figure due to the supply pressure from this constant pressure source. . As a result, as shown in FIG. 2B, the master cylinder pressure sense piston 140
Then, the output pressure sense piston 123 moves to the left in the figure, and the valve piston 119 and the conical surface 125 are in contact with each other, and the valve piston 119 and the valve seat surface 127 are in contact with each other. That is, the pressure supplied from the accumulator 14, which is a constant pressure source, through the pressure supply passage 133 is cut off, and at the same time, the pressure supplied from the accumulator 14, which is a constant pressure source, is cut off.
01 is also blocked. That is, the pressure supplied to the wheel cylinder 16 side is maintained.

Next, when the brake pedal 12 is released to release the braking of the wheels, the master cylinder pressure supplied to the master cylinder pressure sense piston 140 decreases in response to the release of the brake pedal 12. As a result, the force pushing the master cylinder pressure sense piston 140 leftward remains the same, but the force pushing it rightward decreases, resulting in a state as shown in FIG. 2(C). That is, the valve piston 119 remains in contact with the valve seat surface 127, and the conical surface 125 is separated from the valve piston 119. As a result, the output pressure passage 131 becomes able to communicate with the relief passage 201, and the pressure that was being supplied to the wheel cylinder side is released to the reservoir 15 side via the output pressure passage 131 and the relief passage 201. As a result, the brake of the wheel that has been braked by this wheel cylinder is released.

In the operation described above, the pressure supplied from the master cylinder is amplified only to a fixed magnification of SA/SB, but for example, when the vehicle turns or when wheels slip, the amplification factor is increased for each wheel. etc. need to be adjusted. Further, even when the master cylinder pressure is not generated when the wheels are idling, it is necessary to supply the pressure to the wheel cylinder side.

First, a description will be given of a situation in which the pressure to be supplied to the wheel cylinder side must be lower than the above-mentioned predetermined multiplier. In this case, a current is supplied to the second solenoid 109 and the output pressure sense piston 12
1. The armature portion 124 integrally formed in the armature portion 124 is sucked toward the left in FIG. At this time, the second solenoid 109
The magnetic force formed by the cover 104 and the connecting cover 1
07, a magnetic path is formed that sequentially passes through the armature 124 and the second housing 102. As a result, the biasing force that biases the output pressure sense piston 123 in the right direction in the figure is reduced, and each piston is The state changes from FIG. 2(b) to FIG. 2(C). That is, the output pressure supplied to the second solenoid 109 and output toward the wheel cylinder 16 is reduced by the pressure corresponding to the magnetic force generated by the second solenoid 109.

Next, a description will be given of the operation when the wheels are idling, which occurs when the vehicle suddenly starts, or when the output pressure supplied to the wheel cylinders must be increased in some other situation. In this case, a current is supplied to the first solenoid 108, and the armature portion 124 formed on the output pressure sense piston 123 is attracted to the right in the figure by the magnetic force generated by the first solenoid 108. As a result, the output pressure sense piston 1
23 in the right direction in the figure is generated, and even if the supply pressure supplied from the constant pressure source toward the wheel cylinder reaches the above-mentioned predetermined multiple, the output pressure sense piston 123 will not move as shown in Figure 2. The state remains as shown in fal. That is, the pressure supply passage and the output pressure passage remain in communication, and the pressure supplied to the wheel cylinder side is further increased.

Thereafter, this pressure increases further until the force that urges the output pressure sense piston 123 to the left in the figure becomes equal to the force that urges the output pressure sense piston 123 to the right in the figure.
When the state shown in (81) in the figure is maintained and the state becomes equal, the state shown in FIG. The pressure supplied to the wheel cylinder is increased by the above-mentioned predetermined multiple.In this way, when the wheel cylinder pressure is O, and the predetermined pressure is supplied to the wheel cylinder,
Alternatively, even when the output pressure is to be increased further than a predetermined multiple of the supply pressure from the master cylinder pressure, the output pressure can be set to a desired value by arbitrarily adjusting the electromagnetic force supplied to the first solenoid 108. It is possible.

In the above embodiment, the modulator 17 is interposed between the wheel cylinder 16 and the output pressure passage 131, but depending on the amplification value of the output pressure, the modulator 17 may be omitted. It is possible.

In addition, in the above example, the central axis pipe 117 and the holder 114
205 and 207, which are elastic materials, are interposed between the holder 114 and the first housing 101, but the holder 114 is fixed to the first housing 101 by screwing or other means. Alternatively, the elastic material may be arranged only between the central pipe 117 and the holder 114.

In addition, the armature (124) and output pressure sense piston (
123) may be provided separately.

[Brief explanation of the drawing]

FIG. 1 is a cross-sectional view showing an embodiment of the present invention, FIG. 2 is a partial cross-sectional view for explaining the operation of the embodiment of the present invention, and FIG. (b) shows a holding state, and FIG. 2(c) shows a reduced pressure state. 11... Master cylinder, 13... Pump, 14...
...Accumulator, 16...Wheel cylinder,
101...first housing, 102...second housing. 103.104... Cover, 108... First solenoid, 109... Second solenoid, 117... Center shaft pipe, 119... Valve piston, 123...
Output pressure sense piston, 125...conical surface, 140...
...Master cylinder pressure sense piston. Representative Patent Attorney Takashi Okabe Diagram 2 (C) Diagram 2 Procedure Amendment Old Showa Era (I September 1st λλ [1 Special A'l Office Director General 1, Ir Display MI161 Q-August 25 r, ] ('I IW Special A' + lIn < 2 > /: ``Relationship with the case of the person acting as a pressure regulator for vehicle brake system pressure regulator 31 Special, I'l Appearance I Head Showa-machi, Kariya City, Aichi Prefecture I J'tl l ij% land (42
(i) Kuchiki Denso Co., Ltd. 1 Representative: Norih To III, 4th: Masato

Claims (1)

[Scope of Claims] A housing forming an outer shape; a master cylinder pressure sensing piston disposed slidably in the axial direction within the housing and receiving master cylinder pressure for a vehicle at one end side; a shaft disposed within the housing; an output pressure sense piston that is disposed so as to be slidable in a direction, one end surface of which contacts the master cylinder pressure sense piston, and the other end surface of which is formed with a conical surface whose outer diameter decreases toward the tip; a pressure introduction path bored in the housing for connecting the source and the other end side of the output pressure sense piston; and a pressure introduction path bored in the housing for connecting the other end side of the output pressure sense piston and the vehicle holding cylinder side. and a relief passage connecting the other end surface of the output pressure sense piston and the reservoir, and a cylindrical center pipe supported by the housing via an elastic member and the center a cylindrical valve piston that is inserted into the outer periphery of the shaft pipe and whose one end can come into contact with and separate from a conical surface of the output pressure sense piston and a valve seat surface formed in the housing; and the output pressure sense piston. a solenoid that applies an axial movement force to the piston; and a biasing means that biases the valve piston toward the conical surface and the valve seat surface. When one end of the valve piston is in contact with the other end, the master cylinder pressure sense piston receives a vehicle master cylinder pressure that is larger than the area where the output pressure sense piston receives the pressure output to the vehicle wheel cylinder side. The area is set to be larger by a predetermined multiple, and when the valve piston contacts or opens the valve seat, the introduction passage and the output passage are cut off or communicated with each other, and the output pressure sense piston and the valve are connected to each other. A pressure regulator for a vehicle braking device in which the output passage and the relief passage are shut off or communicated with each other by abutment or separation of a piston.