JP3715054B2 - Antilock brake control device for vehicle - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an antilock brake control device for a vehicle, and more particularly, to an antilock brake control device that applies a brake fluid pressure lower than that of a front wheel brake to a rear wheel brake.
[0002]
[Prior art]
Conventionally, such an antilock brake control device is already known, for example, in JP-A-1-297349 and JP-A-8-104217.
[0003]
[Problems to be solved by the invention]
By the way, the rear wheel brake is smaller than the front wheel brake and the brake fluid pressure is relatively low, so if the brake fluid pressure that acts on the front wheel brake is applied to the rear wheel brake as it is, The brake fluid pressure of the rear wheel brake increases rapidly. For this reason, in the conventional antilock brake control device, a single orifice having a high throttling effect is provided in the hydraulic pressure path between the master cylinder and the rear wheel brake, and the brake fluid whose pressure increasing speed is moderated by the orifice is provided. In general, pressure is applied to the rear wheel brake. However, if an orifice with a high squeezing effect is used, the orifice is likely to become clogged, and it is necessary to pay sufficient attention to chips and brake fluid during production. It may be difficult to manage the orifice, which may increase the cost.
[0004]
The present invention has been made in view of such circumstances, and provides an antilock brake control device for a vehicle that prevents the orifice for suppressing the sudden increase in pressure of the rear wheel brake from clogging and facilitates the management of the orifice. For the purpose.
[0005]
[Means for Solving the Problems]
In order to achieve the above object, the invention according to claim 1 is capable of switching between a hydraulic operation state in which the output hydraulic pressure of the master cylinder is applied to the front wheel brake and a hydraulic pressure release state in which the brake hydraulic pressure of the front wheel brake is released. 1 hydraulic control valve means, smaller than the front wheel brake, switching between the hydraulic pressure action state that causes the output hydraulic pressure of the master cylinder to act on the rear wheel brake and the hydraulic pressure release state that releases the brake fluid pressure of the rear wheel brake in the anti-lock brake control apparatus for a vehicle and a second pressure control valve means capable, in a first hydraulic passage connecting between said master cylinder and said wheel brake, said through said first hydraulic path first always first orifice for throttling the first hydraulic passage with a constant throttle degree is provided when the pressure control valve means is in a state for hydraulically, the rear wheel motion from said first orifice A second hydraulic passage for guiding the fluid pressure to yellow, the through the second hydraulic passage second pressure control valve means is always the second hydraulic passage to the constant when located in the state for hydraulically A second orifice that restricts the degree of restriction is provided.
[0006]
The invention according to claim 2 is an output hydraulic pressure path connected to the output port of the master cylinder, a front wheel brake hydraulic pressure path connected to the front wheel brake, and a smaller and lower pressure rear wheel brake than the front wheel brake. The rear wheel brake hydraulic pressure path, the branch hydraulic pressure path branched from the front wheel brake hydraulic pressure path and connected to the rear wheel brake hydraulic pressure path, a pump that operates at the time of antilock brake control, A hydraulic pressure action that connects the release path connected to the suction port and the front wheel brake hydraulic pressure path to the output hydraulic pressure path, but blocks the output hydraulic pressure path from the master cylinder and applies the output hydraulic pressure of the master cylinder to the front wheel brake. the first fluid pressure capable of switching between a hydraulic release state, but the state of the same front wheel brake hydraulic pressure line to lead to the release passage for releasing the brake fluid pressure of the front wheel brake is shut off from the output hydraulic pressure passage The valve means and the hydraulic pressure action state in which the rear wheel brake hydraulic pressure path is communicated with the branch hydraulic pressure path but shut off from the release path and the output hydraulic pressure of the master cylinder is applied to the rear wheel brake. Second hydraulic pressure control valve means capable of switching a hydraulic pressure release state in which a wheel brake hydraulic pressure path is communicated with the release path but cut off from the branch hydraulic pressure path to release the brake hydraulic pressure of the rear wheel brake; An antilock brake control device for a vehicle that recirculates brake fluid from the release path to the output hydraulic pressure path and the branch hydraulic pressure path by operating the pump, wherein the output hydraulic pressure path and the front wheel brake hydraulic pressure are A first hydraulic pressure path having a path between the master cylinder and the front wheel brake, the first hydraulic pressure path is always provided when the first hydraulic pressure control valve means is in a hydraulic pressure state. Constant aperture A first orifice for restricting is provided, and the second hydraulic pressure path having the branch hydraulic pressure path and the rear wheel brake hydraulic pressure path and guiding the hydraulic pressure from the first orifice to the rear wheel brake is provided in the second hydraulic pressure path. The second hydraulic pressure control valve means is provided with a second orifice for restricting the second hydraulic pressure path with a constant throttle degree whenever the hydraulic pressure control valve means is in a hydraulic pressure action state .
[0007]
According to such a configuration of the invention described in claim 1 or 2 , the output hydraulic pressure of the master cylinder can be throttled in two stages of the first and second orifices to act on the rear wheel brake, and the throttle effect is high. Compared to a single orifice, the first and second orifices can be set to a relatively small degree of squeezing. It is possible to avoid clogging as much as possible, and the management of the orifice can be facilitated by eliminating the need for equipment such as a filter.
[0008]
The invention of claim 3, in addition to the features of claim 1 or 2, aperture degree of said first orifice is characterized in that it is set below the diaphragm of the said second orifice, this configuration comparison A sufficiently high brake fluid pressure can be applied to the front wheel brake that requires a high pressure.
[0009]
DETAILED DESCRIPTION OF THE INVENTION
Embodiments of the present invention will be described below based on the embodiments of the present invention shown in the accompanying drawings.
[0010]
1 to 5 show a first embodiment of the present invention. FIG. 1 is a circuit diagram showing the configuration of an antilock brake control device for a vehicle. FIG. 2 is an operation timing of both solenoid valves when the brake pressure is maintained. FIG. 3 is a diagram showing the changes in the brake pressure in correspondence with each other, FIG. 3 is a diagram showing the actuation timing of both solenoid valves and the change in the brake pressure when the front wheel brake pressure is increased and the pressure in the rear wheel brake is reduced, and FIG. FIG. 5 is a diagram showing the operation timing of both solenoid valves and the change in brake pressure when the brake pressure is reduced and the rear wheel brake pressure is increased. FIG. 5 shows the operation timing of both solenoid valves when both the front wheel and rear wheel brakes are increased. It is a figure which shows a brake pressure change corresponding to each other.
[0011]
First, in FIG. 1, an output hydraulic pressure path 4 is connected to an output port 3 of a master cylinder 2 that operates in response to a depression operation of the brake pedal 1, and a front wheel brake hydraulic pressure path 5 is connected to a front wheel brake _BF that is a disc brake. There are connected, the rear wheel brake fluid pressure channel 6 is connected to the rear wheel brake B _R is a small disc brakes than the front wheel brake B _F, branch passages 7 is branched from the front wheel brake fluid pressure passage 5 The
[0012]
Pump P driven by a motor M is of the front wheel brake small extent necessary to B than _F pressure increase the rear wheel brake B _R, which requires a small and low pressure of the brake pressure, and low discharge pressure. A release path 10 is connected to the suction port 8 of the pump P via a suction valve 9 that allows only the brake fluid to flow toward the suction port 8. The suction valve 9 is built in the pump P. It may be done.
[0013]
Between the front wheel brake hydraulic pressure path 5, the output hydraulic pressure path 4 and the release path 10, a three-port two-position type first electromagnetic valve 11 serving as a first hydraulic pressure control valve means is provided. Between the brake hydraulic pressure path 6, the branch hydraulic pressure path 7 and the release path 10, a 3-port 2-position type second electromagnetic valve 12 as a second hydraulic pressure control valve means is provided. Thus, the first electromagnetic valve 11 allows the front wheel brake hydraulic pressure path 5 to communicate with the output hydraulic pressure path 4 during demagnetization but is disconnected from the release path 10 and the front wheel brake hydraulic pressure path 5 to be excited during excitation. It is possible to switch between a hydraulic pressure release state that leads to the release path 10 but is disconnected from the output hydraulic pressure path 4, and the second solenoid valve 12 connects the rear wheel brake hydraulic pressure path 6 to the branch hydraulic pressure path 7 during demagnetization. Is switched between a hydraulic pressure action state that is communicated with the release path 10 but is disconnected from the release path 10 and a hydraulic pressure release condition that allows the rear wheel brake hydraulic pressure path 6 to communicate with the release path 10 but is disconnected from the branch hydraulic pressure path 7 during demagnetization. Is possible.
[0014]
The discharge port 13 of the pump P is connected to one end of the first and second return passages 15 and 16 via a discharge valve 14 that allows only the flow of brake fluid from the discharge port 13 side. 14 may be incorporated in the pump P. Thus, the other end of the first reflux path 15 is connected to the output hydraulic pressure path 4, and the other end of the second reflux path 16 is connected to the branch hydraulic pressure path 7. Moreover, a first check valve 17 that does not have a spring that exerts a spring force in the valve closing direction is allowed in the first return path 15 to allow only the brake fluid to flow from the pump P to the output hydraulic pressure path 4 side. The brake fluid pressure path 7 from the front wheel brake fluid pressure path 5 to the rear wheel brake fluid pressure path 6 is provided between the connecting portion of the second return path 16 and the front wheel brake fluid pressure path 5. A second check valve 18 that allows only circulation is provided.
[0015]
A first orifice 19 is provided in the output hydraulic pressure path 4 and the front wheel brake hydraulic pressure path 5 from the output port 3 to the branching portion of the branch hydraulic pressure path 7 to throttle the hydraulic pressure paths 4 and 5 with a certain degree of throttle. The first orifice 19 is provided so as to be interposed between the front wheel brake hydraulic pressure path 5 and the output hydraulic pressure path 4 when demagnetizing the front wheel brake hydraulic pressure path 5 to the output hydraulic pressure path 4. It may be built in the electromagnetic valve 11. Also branch passages 7 and the rear wheel brake fluid pressure path 6 until the rear wheel brake B _R from the second check valve 18 in the branch passages 7, stop the hydraulic passage 7 and 6 of constant A second orifice 20 is provided which restricts the degree of restriction . The second orifice 20 has a restriction degree equal to or greater than the restriction degree of the first orifice 19 . The second orifice 20 is also interposed between the rear-wheel brake hydraulic pressure path 6 and the branch hydraulic pressure path 7 when demagnetizing the rear-wheel brake hydraulic pressure path 6 to the branch hydraulic pressure path 7. It may be built in. Furthermore, between the branch hydraulic pressure path 7 and the rear wheel brake hydraulic pressure path 6 so as to bypass the second electromagnetic valve 12 and the second orifice 20, the rear wheel brake hydraulic pressure path 6 is directed to the branch hydraulic pressure path 7 side. A third check valve 21 that allows only the flow of the brake fluid is provided.
[0016]
The operation of the motor M for driving the pump P is controlled by the control unit C so that the pump P is rotated during the anti-lock brake control, and the excitation and excitation of the first and second solenoid valves 11 and 12 are performed. Demagnetization is also controlled by the control unit C.
[0017]
Next, the operation control of the first and second solenoid valves 11 and 12 during normal braking and antilock brake control by the control unit C will be described. During normal braking, both the solenoid valves 11 and 12 are demagnetized by the control unit C. Thus, both solenoid valves 11 and 12 are in a hydraulic pressure state. Therefore, the hydraulic pressure output from the master cylinder 2 to the output hydraulic pressure path 4 by depressing the brake pedal 1 passes through the first orifice 19, the first electromagnetic valve 11, and the front wheel brake hydraulic pressure path 5, and the front wheel brake B _F And the braking force is exerted by the front wheel brake _BF . A second reflux path 16 that leads to the branch hydraulic pressure path 7 is connected to the output hydraulic pressure path 4 via the first reflux path 15, and a first check valve 17 is provided in the first reflux path 15. As a result, the hydraulic pressure in the output hydraulic pressure path 4 does not act on the branch hydraulic pressure path 7 via the first return path 15 and the second return path 16, and the hydraulic pressure in the front brake hydraulic pressure path 5 is the second pressure. branch passages 7 having a check valve 18 and the second orifice 20, acts on the rear wheel brake B _R via the second solenoid valve 12 and the rear wheel brake hydraulic pressure passage 6, the braking force at the rear wheel brake B _R is Demonstrated.
[0018]
At this time, the rear wheel brake B _F is of small compared to the front wheel brake B _R, the brake fluid pressure required in the rear wheel brake B _F also those lower than the front wheel brake B _F, output fluid the output pressure of the pressure passage 4, because they act on the constricted rear wheel brake B _R in two stages of the first and second orifices 19 and 20, the rear wheel brake B _R is boosted rapidly than necessary There is nothing.
[0019]
When the brake operation is stopped and the brake pedal 1 is returned, the brake fluid of the front wheel brake _BF is released to the master cylinder 2 through the second check valve 18 and the first check valve 17 with good responsiveness, and the front wheel After the brake pressure of the brake _BF decreases, no residual pressure is generated in the front wheel brake _{BF by} being released to the master cylinder 2 via the first solenoid valve 11 and the first orifice 19. On the other hand, the brake fluid in the rear wheel brake B _R is relieved good response to the master cylinder 2 via the third check valve 21 and the first check valve 17, the brake pressure of the rear wheel brake B _R is reduced from it will be released to the master cylinder 2 via the second solenoid valve 12 and the first check valve 17, the rear wheel brake B _R by those that do not have a first check valve 17 spring There is no residual pressure.
[0020]
When performing antilock brake control during the brake operation, operation of the motor M i.e. pump P is started, when the vacuum wheel and the rear wheel brake B _F, the brake fluid pressure of B _R, the first and second solenoid valve 11 , 12 are excited. As a result, the first and second solenoid valves 11 and 12 are released from the hydraulic pressure, the front wheel brake hydraulic pressure passage 5 leads to the release passage 10 and the rear wheel brake hydraulic pressure passage 6 leads to the release passage 10. it is possible to depressurize the brake fluid pressure so as to release wheel brake B _F, the brake fluid pressure of B _R to the release passage 10.
[0021]
When the brake fluid pressure is maintained, as shown in FIG. 2, the operations of the first and second solenoid valves 11 and 12 are controlled so as to repeat the demagnetization / excitation, that is, the fluid pressure action state and the fluid pressure release state, in a short cycle. The As a result, the brake fluid pressure of the front wheel brake _BF is increased by the output fluid pressure of the master cylinder 2 when the first electromagnetic valve 11 is in the hydraulic pressure action state, and the release path when the first electromagnetic valve 11 is released. Repeat the hydraulic pressure release to 10 in a short period, also the brake fluid pressure of the rear wheel brake B _R is the pressure increase and the second solenoid valve according to the output pressure of the pump P in the liquid pressure acting state of the second solenoid valve 12 will be repeated hydraulic pressure release to release path 10 in the liquid pressure released state of 12 in a short period, the front and rear wheel brake B _F, the brake fluid pressure of B _R is artificially maintained.
[0022]
Reducing the pressure of the brake fluid pressure of the rear wheel brake B _R, when pressure increase the brake fluid pressure of the front wheel brake B _F, as shown in Figure 3, while the second solenoid valve 12 is the excitation state, the first The operation of the solenoid valve 11 is controlled so as to repeat the demagnetization and excitation, that is, the hydraulic pressure action state and the hydraulic pressure release state, by determining the ratio of the demagnetization time and the excitation time according to the pressure increasing speed. Thus, the brake fluid pressure for the rear wheel brake B _R will be vacuum gradually by hydraulic pressure release to release path 10. Further, the brake fluid pressure of the front wheel brake _BF is increased by the output fluid pressure of the master cylinder 2 when the first electromagnetic valve 11 is in the hydraulic pressure state, and the release path 10 when the first electromagnetic valve 11 is released. Repeat the decompression accompanying the release of the fluid pressure. At this time, the pump P is of small size, and since the brake fluid pressure from the rear wheel brake B _R is also in a state that the suction to release the brake fluid pressure of the front wheel brake hydraulic path 5 to the release path 10 Even so, the pressure reduction speed of the front wheel brake _BF is slower than the pressure increase speed due to the output hydraulic pressure of the master cylinder 2, and even if the demagnetization time of the first solenoid valve 11 is shorter than the excitation time, the front wheel The brake fluid pressure of the brake _BF is gradually increased.
[0023]
Reducing the pressure of the brake fluid pressure of the front wheel brake B _F, when pressure increase the brake fluid pressure of the rear wheel brake B _R, as shown in Figure 4, while the first solenoid valve 11 is the excitation state, the second The operation of the solenoid valve 12 is controlled so as to repeat the demagnetization and excitation, that is, the hydraulic pressure action state and the hydraulic pressure release state, by determining the ratio of the demagnetization time and the excitation time according to the pressure increasing speed. As a result, the brake fluid pressure of the front wheel brake _BF is gradually reduced by releasing the fluid pressure to the release path 10. The brake fluid pressure of the rear wheel brake B _R is the front wheel brake B _F the rear wheels is discharged by the pump P brake fluid released to the release path 10 in the liquid pressure acting state of the second solenoid valve 12 from the brake B _R Pressure increase due to acting on the pressure, and pressure reduction accompanying the release of the hydraulic pressure to the release path 10 in the hydraulic pressure release state of the second electromagnetic valve 12 are repeated, and the demagnetization time of the second electromagnetic valve 12 is determined from the excitation time. by also long, so that the brake fluid pressure of the rear wheel brake B _R is boosted gradually. In this case, the excitation time i.e. hydraulic released state of the second solenoid valve 12, since the brake fluid pressure of the rear wheel brake B _R is released to the release path 10, the brake fluid volume escaping to release path 10 from the front wheel brake B _F Is suppressed, and the pressure reduction speed of the front wheel brake _BF is temporarily reduced.
[0024]
Furthermore front and rear wheel brake B _F, when both cause boosted brake hydraulic pressure of the B _R, as shown in Figure 5, the demagnetization of the first and second solenoid valves 11, 12 and the excitation i.e. liquid pressure acting state and a liquid The operations of both solenoid valves 11 and 12 are controlled so that the pressure release state is in reverse phase, and the demagnetization time of the second solenoid valve 12 is set longer than the excitation time. Thus, the brake fluid pressure of the rear wheel brake B _R is boosted by exerting the rear wheel brake B _R by discharging brake fluid to be released to release path 10 from the front wheel brake B _F with the pump P, also the front wheels The brake fluid pressure of the brake _BF is increased by the output fluid pressure of the master cylinder 2.
[0025]
Next, to explain the action of this first embodiment, the pressure increase of the front wheel brake B _F when antilock brake control is mainly performed by the output hydraulic pressure of the master cylinder 2, also in the rear wheel brake B _R pressure increase is the pump P since it is made by the discharge pressure, pump P, as long as the front wheel brake small extent necessary to B than _F pressure increase the rear wheel brake B _R, which requires a small and low pressure of the brake pressure, and low discharge pressure Therefore, the pump P and the motor M can be reduced in size, and the entire antilock brake control device can be reduced in size and weight.
[0026]
In addition, during normal braking, the output hydraulic pressure of the master cylinder 2 is throttled in two stages, the first and second orifices 19 and 20, so that compared to the one that is throttled with a single orifice having a high throttle effect, The degree of throttling of the first and second orifices 19 and 20 can be set to be relatively small, and it is possible to avoid as much as possible that the chips 19 and 20 in the brake fluid are clogged with the orifices 19 and 20 at the time of manufacture. It is possible to easily manage the orifices 19 and 20 by eliminating the need for a filter or the like.
[0027]
In addition, the throttle degree of the first orifice 19 is less than the throttle degree of the second orifice 20, and a sufficiently high brake fluid pressure can be applied to the front wheel brake _BF that requires a relatively high pressure.
[0028]
FIG. 6 shows a second embodiment of the present invention, and parts corresponding to the first embodiment are given the same reference numerals.
[0029]
A first hydraulic pressure control valve means 24 provided between the front wheel brake hydraulic pressure path 5 and the output hydraulic pressure path 4 and the release path 10 is normally provided between the front wheel brake hydraulic pressure path 5 and the output hydraulic pressure path 4. The open type electromagnetic valve 25 and a normally closed type electromagnetic valve 26 provided between the front wheel brake hydraulic pressure path 5 and the release path 10 are configured. The rear wheel brake hydraulic pressure path 6, the branch hydraulic pressure path 7 and the release path 10 are configured. A second hydraulic pressure control valve means 27 provided between them is a normally open electromagnetic valve 28 provided between the rear wheel brake hydraulic pressure path 6 and the branch hydraulic pressure path 7, and the rear wheel brake hydraulic pressure path 6 and the release path 10. It comprises a normally closed electromagnetic valve 29 provided between them.
[0030]
According to the second embodiment, the same effect as that of the first embodiment can be obtained.
[0031]
Although the embodiments of the present invention have been described in detail above, the present invention is not limited to the above-described embodiments, and various design changes can be made without departing from the present invention described in the claims. Is possible.
[0032]
For example, a reservoir may be connected to the release path 10. Further, the present invention (particularly the invention of claim 1) is not limited to the antilock brake control device in which the pump is used only for the pressure increase of the rear wheel brake as in the above embodiment, but also the return hydraulic pressure from the pump is used for the front wheel. The present invention is also applicable to an antilock brake control device used for increasing the pressure of the rear wheel brake.
【The invention's effect】
As described above, according to the present invention, the output hydraulic pressure of the master cylinder is throttled in two stages of the first and second orifices to act on the rear wheel brake. Compared to the above, it is possible to set the squeezing degree of the first and second orifices to be relatively small , and this prevents clogging of chips and dust in the brake fluid at the time of manufacture. utmost can be avoided, the orifice management can be facilitated equipment such as filters as required.
[0033]
In particular, according to the invention of claim 2, the pressure increase of the front wheel brake is mainly made by the output hydraulic pressure of the master cylinder and the pressure increase of the rear wheel brake is made by the discharge hydraulic pressure of the pump during the anti-lock brake control. The pump only needs to be small enough to increase the pressure of the rear wheel brake, which is smaller and requires lower brake pressure than the front wheel brake, and has a low discharge pressure. Therefore, the pump can be downsized. Thus, the entire antilock brake control device can be reduced in size and weight.
[0034]
In particular , according to the invention of claim 3 , by setting the restrictive degree of the first orifice to be equal to or less than the restrictive degree of the second orifice, a sufficiently high brake fluid pressure is applied to the front wheel brake which requires a relatively high pressure. Can act.
[Brief description of the drawings]
FIG. 1 is a circuit diagram showing a configuration of a vehicle antilock brake control device according to a first embodiment;
FIG. 2 is a diagram showing the operation timing of both solenoid valves and the change in brake pressure when the brake pressure is maintained, corresponding to each other.
FIG. 3 is a diagram showing the operation timing of both solenoid valves and a change in brake pressure when front wheel brake pressure is increased and rear wheel brake pressure is decreased.
FIG. 4 is a diagram showing the operation timing of both solenoid valves and the change in brake pressure when the front wheel brake is depressurized and the rear wheel brake is increased.
FIG. 5 is a diagram showing the operation timing of both solenoid valves and the change in brake pressure when the pressures of both front and rear brakes are increased.
FIG. 6 is a circuit diagram showing a configuration of a vehicle antilock brake control device according to a second embodiment;
[Explanation of symbols]
2 ... Master cylinder 4 ... Output hydraulic pressure path 5 ... Front wheel brake hydraulic pressure path 6 ... Rear wheel brake hydraulic pressure path 7 ... Branch hydraulic pressure path
DESCRIPTION OF SYMBOLS 10 ... Release path 11 ... 1st solenoid valve 12 as 1st hydraulic pressure control valve means ... 2nd solenoid valve 19 as 2nd hydraulic pressure control valve means ... 1st orifice 20 ... Second orifice 24 ... first hydraulic pressure control valve means 27 ... second hydraulic pressure control valve means B _F ... front wheel brake B _R ... rear wheel brake

Claims (3)

A first hydraulic pressure control that can switch between a hydraulic pressure operating state in which the output hydraulic pressure of the master cylinder (2) is applied to the front wheel brake (B _F ) and a hydraulic pressure releasing state in which the brake hydraulic pressure of the front wheel brake (B _F ) is released. Valve means (11, 24);
Smaller than front wheel brake (B _F ), low pressure rear wheel brake (B _R ) with hydraulic pressure applied to the output pressure of the master cylinder (2) and rear brake (B _R ) brake hydraulic pressure released A vehicle anti-lock brake control device comprising: a second hydraulic pressure control valve means (12, 27) capable of switching a hydraulic pressure release state.
Wherein the master cylinder (2) and the front wheel brake first hydraulic path (4,5) connecting (B _F) between said through said first hydraulic path (4,5) first pressure control valve There is provided a first orifice (19) for restricting the first hydraulic pressure path (4, 5) with a certain degree of restriction whenever the means (11, 24) is in a hydraulic action state ,
The first the rear wheel brake through the orifice (19) (B _R) second hydraulic path (7,6) for guiding the fluid pressure to said second through said second hydraulic path (7, 6) When the hydraulic pressure control valve means (12, 27) is in the hydraulic pressure action state, a second orifice (20) is provided that throttles the second hydraulic pressure path (7, 6) with a certain degree of throttle. An anti-lock brake control device for a vehicle, characterized in that An output hydraulic pressure path (4) connected to the output port (3) of the master cylinder (2);
Front wheel brake (B _F ) Connected to the front wheel brake hydraulic pressure path (5),
The front wheel brake (B _F Smaller, lower pressure rear wheel brake (B) _R ) Connected to the rear wheel brake hydraulic pressure path (6),
A branch hydraulic pressure path (7) branched from the front wheel brake hydraulic pressure path (5) and connected to the rear wheel brake hydraulic pressure path (6);
A pump (P) that operates during anti-lock brake control;
A release path (10) connected to the inlet (8) of the pump (P);
The front wheel brake hydraulic pressure path (5) is communicated with the output hydraulic pressure path (4), but is disconnected from the release path (10) to reduce the output hydraulic pressure of the master cylinder (2) to the front wheel brake (B _F ) And the front-wheel brake hydraulic pressure path (5) are communicated with the release path (10), but are disconnected from the output hydraulic pressure path (4) and the front-wheel brake (B _F First hydraulic pressure control valve means (11, 24) capable of switching between a hydraulic pressure release state for releasing the brake hydraulic pressure of
The rear wheel brake hydraulic path (6) is communicated with the branch hydraulic pressure path (7), but is disconnected from the release path (10) and the rear wheel brake (B _R ) And the rear-wheel brake hydraulic pressure passage (6) that causes the output hydraulic pressure of the master cylinder (2) to act on the release passage (10), but from the branch hydraulic pressure passage (7). Shut off the rear wheel brake (B _R 2) a second hydraulic pressure control valve means (12, 27) capable of switching between a hydraulic pressure release state for releasing the brake hydraulic pressure of
In the vehicle anti-lock brake control device for returning the brake fluid from the release path (10) to the output hydraulic pressure path (4) and the branch hydraulic pressure path (7) by the operation of the pump (P),
The master cylinder (2) and the front wheel brake (B) have the output hydraulic pressure path (4) and the front wheel brake hydraulic pressure path (5). _F ), The first hydraulic pressure path (4, 5) is always connected to the first hydraulic pressure path (4, 5) when the first hydraulic pressure control valve means (11, 24) is in the hydraulic pressure action state. 5) provided with a first orifice (19) for squeezing with a certain degree of squeezing;
The branch hydraulic pressure path (7) and the rear wheel brake hydraulic pressure path (6) are provided, and the rear wheel brake (B _R ) To the second hydraulic pressure path (7, 6) for guiding the hydraulic pressure to the second hydraulic pressure path (7, 6) whenever the second hydraulic pressure control valve means (12, 27) is in the hydraulic pressure action state. The vehicle antilock brake control device is provided with a second orifice (20) for restricting 7, 6) with a constant degree of restriction. The diaphragm of the first orifice (19) is characterized in that it is set below the diaphragm of the said second orifice (20), a vehicle anti-lock brake control apparatus according to claim 1 or 2.

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