JPH0775966B2 - Anti-lock brake controller - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an antilock brake control device having a hydraulic pressure follow-up valve in a piping system of an automobile brake device under antilock control.

[Conventional technology]

2. Description of the Related Art Recently, as a brake device for an automobile, an antilock control system has been adopted in order to operate the brake device most efficiently in response to a change in a friction coefficient of a traveling road surface. According to this anti-lock control method, the brake pressure in the brake pipe is increased, reduced, or maintained regardless of whether the brake is being braked, so that the brake is repeatedly released and braked within a short period of time to obtain an optimum brake braking action. The brake is controlled.

The anti-lock controlled brake system piping system is generally divided into two systems in order to ensure minimum braking by the other system even if one system fails in consideration of the safety of the vehicle. As this division method, various piping methods such as IIJ piping for dividing into a front wheel system and a rear wheel system, or X piping for split piping diagonally to the front and rear wheels have been proposed. In particular, the X piping system is excellent in safety because even if one system fails, braking can be performed by front and rear wheel brakes on the diagonal line of the existing system.

In the case of antilock control of the brake device, a hydraulic unit for adjusting the braking pressure from the master cylinder of the brake is provided in the piping system for any of the above systems, but this hydraulic unit is provided for each wheel individually. A hydraulic pressure unit is installed independently for each of the X-pipe type piping system, and is usually controlled for the front wheels, and the control pressure adjusted by this hydraulic unit is applied to the rear wheels. Are supplied through a proportional control valve.

In the above proportional control valve (pressure reducing valve), the ratio of the braking load applied to the braking device during braking is generally large relative to the front wheels and not necessarily equal to the front and rear wheels. It is used for proper distribution according to the load ratio. In this proportional control valve, the control pressure given from the hydraulic unit is a predetermined pressure (break pressure).
When the above is reached, the pressure of the rear wheels is reduced by reducing the pressure in a constant proportion.

Further, in the piping system in which the proportional control valve is provided in the anti-lock-controlled X piping system, the front two wheels are independently anti-lock controlled, and therefore the rear two wheels are used on the road surface having different left and right friction coefficients. Regarding, since the braking pressures on the left and right of the front wheels are greatly different, the rear wheels on the low friction coefficient side of the road follow the braking pressure on the front wheels on the high friction coefficient side of the road,
The rear wheels on the side with a high friction coefficient on the road surface follow the braking pressure of the front wheels on the side with a low friction coefficient on the road surface, and there is a disadvantage that the left and right wheels have poor brake balance and lack stability.

Therefore, in order to eliminate such inconvenience, when a selection valve is provided in front of the proportional control valve in the pipe leading to the rear wheels and the hydraulic pressures of the two systems generated by antilock control of the front two wheels are different, The brake braking pressure to the rear wheels of the low hydraulic system is selected so that the rear wheel brake braking pressure on the high system side is made to coincide with this, and the abnormal low pressure is not selected for system failure etc. Japanese Patent Application Laid-Open No. 62-131852 proposes a brake device in which the front and rear wheels are normally operated.

[Problems to be Solved by the Invention]

However, when the hydraulic unit is provided independently for each wheel as described above, it is possible to finely control in response to the change in the friction coefficient from the road surface that occurs for each wheel, and sufficient performance can be obtained, but it is economically expensive. This will increase the cost.

When the hydraulic unit is provided for each control piping system, it is inexpensive, but in addition to the above-mentioned inconvenience, there is a drawback that the braking distance is significantly extended depending on the control method.

Further, in the piping system in which the selection valve is provided, stability is excellent when the control pressures on the low-pressure side are selected for the hydraulic pressures of the rear wheels, but there is a problem that the braking distance is slightly extended.

The present invention has been made in view of the current state of the conventional braking technology by antilock control, and its purpose is to control the rear wheels on the same side by using the control pressure to the front wheels. An object of the present invention is to provide an anti-lock brake control device provided with a hydraulic pressure follow-up valve that can achieve both stability and braking performance that can shorten braking distance even on road surfaces having different friction coefficients.

[Means for Solving the Problems]

Therefore, in the present invention as a means for solving the above problems, the wheel speed, the vehicle estimated speed, the slip ratio, and the like are calculated based on the signal from the wheel speed sensor, and the wheel lock state is determined to determine the brake release and braking of the wheel. An electronic control circuit that outputs a command signal and the braking pressure from the master cylinder of the brake are made into two mutually independent braking pressure systems, and the braking pressure from each master cylinder is reduced or increased by the output signal of the electronic control circuit. Two hydraulic units that control the state and supply this control pressure to the front wheels, and a pressure balancing unit that detects the equilibrium state of both pressures by introducing the braking pressure from the master cylinder and the control pressure from the hydraulic unit, respectively. And a valve for shutting off the flow of the braking pressure to the rear wheels is provided, and the valve is opened / closed or shut off via the pressure balance section by the pressure difference between the two pressures. The left front wheel system and the right front wheel system are respectively provided with a pair of two hydraulic pressure follow-up valves that switch the force transmission path so that the control pressure is transmitted to the rear wheels, and one braking pressure is applied to the hydraulic unit on the same side. In addition to sending it, it also sends it to the hydraulic pressure follow-up valve on the other side, piping the other braking pressure symmetrically with this, and introducing the control pressure of the hydraulic unit to the hydraulic pressure follow-up valve on the same side as the front wheels, anti-lock control When a differential pressure is generated between the braking pressure and the control pressure, the hydraulic pressure supplied to the rear wheels is independently controlled by the control pressure applied to the front wheels so that the left and right sides are independently controlled.

In contrast to the first aspect of the invention, instead of piping for sending the braking pressure and control pressure to the hydraulic unit and the hydraulic pressure follow-up valve, one braking pressure is sent to two hydraulic units to control the left and right front wheels respectively. Pressure, and the other braking pressure is sent to the two hydraulic pressure follow-up valves, and the control pressures for the left and right front wheels are sent to the hydraulic pressure follow-up valves on the same side, respectively. When a pressure difference is generated, the hydraulic pressure supplied to the rear wheels may be controlled independently by the control pressure applied to the front wheels on the same side.

In the first or second invention, a proportional control valve may be provided in each path from the hydraulic pressure follow-up valve to the rear wheel.

Further, in any of the above-mentioned inventions, the hydraulic pressure follow-up valve includes a pressure balancing portion, a partition wall portion, and a valve that shuts off the flow passage in the valve body, and the pressure balancing portion introduces a braking pressure and a control pressure. It is provided liquid-tightly and slidably with respect to the valve body to detect the equilibrium state of both pressures, and the partition wall has an opening for forming a flow path for supplying braking pressure to the rear wheels. The cut-off valve that is provided and shuts off the flow path is provided as a cut-off valve composed of spring means and a poppet, and when a differential pressure is generated between the braking pressure and the control pressure, the pressure equilibrium portion is moved by the differential pressure and the cut-off valve opens or closes. The pressure transmission path that cuts off and sends the braking pressure to the rear wheels may be cut off, and the pressure transmission path may be switched so that the control pressure is transmitted to the rear wheels via the pressure balancing portion.

In this case, the cutoff valve of the hydraulic pressure follow-up valve may be composed of spring means and a ball, and a rod for opening and closing the opening by the cutoff valve may be attached to the pressure balance portion.

Furthermore, in any one of the first to third inventions, the hydraulic pressure follow-up valve comprises a pressure balancing portion provided in the valve body, a partition wall portion, and a valve that shuts off the flow passage, and the pressure balancing portion comprises the partition wall portion. It consists of two pistons at both ends of the penetrating rod,
The valve for shutting off the flow passage is provided in a chamber provided in the partition wall and is provided as a cut-off valve composed of spring means and balls, and the partition wall forms a flow passage for supplying braking pressure to the rear wheels. An opening is provided for this purpose, and when a pressure difference occurs between the braking pressure and the control pressure, the pressure balance moves due to the pressure difference, and the cutoff valve opens / closes or cuts off the pressure transmission path that sends the braking pressure to the rear wheels. In addition, the braking pressure may be transmitted to the rear wheels via the pressure balancing portion to switch the pressure transmission path.

[Action]

In any of the antilock control devices of the first and second aspects of the invention configured as described above, the braking pressure from the master cylinder is supplied to the front wheels via the hydraulic unit and the hydraulic follow-up valve to the rear wheels. Have been sent through. Therefore, since the hydraulic pressure unit and the hydraulic pressure follow-up valve both pass the braking pressure during non-antilock control, the braking pressure due to the brake pedal is sent to the front wheels and the rear wheels as it is, and the normal brake braking action is performed. To do.

When the antilock control is started, the wheel speed based on the pulse signal from the wheel speed sensor in the electronic control circuit,
Acceleration, reference wheel speed, vehicle estimated speed, slip ratio, etc. are calculated, and as a result, a pressure reduction or holding command is output to the hydraulic unit determined to have an excessive slip ratio. If the slip ratio recovers while the control pressure to the brake cylinders of the front wheels is reduced or held, the pressurization command again causes the pressurization state, and these operations are repeated within a short time.

In this case, in both the first and second inventions, the command from the electronic control circuit is independently output to the left and right hydraulic units. Therefore, when the road surface friction coefficient is greatly different between the left and right front wheels, for example, the left front wheel side has a small friction coefficient, it easily slips, and the right front wheel side has a large friction coefficient. Then, the pressurizing command is output.

On the other hand, the hydraulic pressure to the rear wheels is given through the hydraulic pressure follow-up valve, but in both the first and second inventions, the control pressure on the same side as the front wheels is sent to the hydraulic pressure follow-up valve on the same side. Therefore, while the control pressure to the front wheels is being reduced and held in either the left or right system, a differential pressure is generated between the braking pressure and the control pressure introduced in the hydraulic pressure follow-up valve. The shut-off valve is closed via the pressure balance section, and the pressure transmission path is switched to the path through which the control pressure is transmitted to the rear wheel via the pressure balance section. Therefore, after that, the hydraulic pressure to the rear wheels on the same side is independently controlled according to the fluctuation of the control pressure to the left or right front wheel.

With such control, when the friction coefficient on the left front wheel side is small as in the above example, the rear wheel on the same side is also tracked by the reduced control pressure to the left front wheel. The front and rear wheels are braked most effectively.

On the other hand, if the front wheels of the right system are pressure-controlled, the rear wheels on the same side are also pressure-controlled, so that the right system is also braked most effectively for the road surface condition. For this reason, the front and rear wheels of the left and right systems are optimally brake-braked according to the conditions of the respective road surfaces, so that stability is ensured and braking distance is improved at the same time as the conventional example using the selection valve described above. Is also the shortest.

It should be noted that the first and second inventions are different only in the introduction route of the braking pressure to the hydraulic unit and the hydraulic pressure follow-up valve, and have substantially the same operation.

When the proportional control valve is provided in the third invention, the braking pressure or control pressure to the rear wheels is transmitted to the rear wheels after being slightly reduced from the hydraulic pressure to the front wheels in the pressure range above a predetermined level. Braking will be performed according to the load ratio of.

Regarding the hydraulic pressure follow-up valve according to the fourth, fifth and sixth inventions,
The operation will be described in detail in Examples described later.

〔Example〕

Hereinafter, embodiments of the present invention will be described in detail with reference to the attached surfaces.

FIG. 1 shows an antilock brake control device according to the present invention.
Figure 10 shows a schematic block diagram of ten embodiments.

Braking pressure P _B , P _B ′ generated in the master cylinder 11 of the brake
Is sent to the hydraulic unit 12, 12 ', where the electronic control circuit
In accordance with the command of 13, the control pressures P _R and P _R ′ controlled to either depressurize, hold or pressurize the front wheel brake cylinders 15 and 15
Sent to. The braking pressures P _B and P _B ′ control pressures P _R and P _R ′ are also sent to the respective ports of the hydraulic pressure follow-up valves 14 and 14 ′, and the output pressure of the hydraulic pressure follow-up valves causes the brake cylinder 16 of the rear wheel to be braked. , 16 'are braked.

In this embodiment, the braking pressures P _B , P _B ′ are piped so as to be sent to the hydraulic units 12, 12 ′ on the same side and to the hydraulic pressure follow-up valves 14 ′, 14 on the other side by the X pipe. ing.
Further, regarding the control pressures P _R and P _R ′, the hydraulic unit 12,
Brake cylinder 15 for the front wheel on the same side as each of 12 ',
It is connected to the hydraulic pressure follow-up valves 14 and 14 'on the same side to control the brake cylinders 16 and 16' of the rear wheels on the same side.

17, 17 ', 18, 18' is a wheel speed sensor for detecting the front and rear wheels WF _{R, L,} WR _R, the circuit of _L. 19 is a hydraulic pressure follow-up valve 14
Is a proportional control valve for making the output pressure of the above correspond to the actual distribution of the braking load to the front and rear wheels.

As the master cylinder 11, one that generates two braking pressures by a tandem system is generally used.

The hydraulic unit 12 generally uses two types (not shown) of a pump, a solenoid valve, a cutoff valve, or a flow control valve instead of the cutoff valve.
The former controls the braking pressure of the master cylinder to any one of pressure reduction, holding, and pressure increase. The latter is controlled to either depressurize or pressurize. In this embodiment, either method may be used.

The electronic control circuit 13 calculates the wheel speed, the reference wheel speed, the acceleration, the estimated wheel speed, the slip rate, etc. according to its internal program based on the pulse signals from the wheel speed sensors 17, 17 ', 18, 18', and Send pressure reduction and hold command signals to the hydraulic units 12 and 12 'in the direction to unlock the calculation,
When the slip ratio decreases, the pressure signal is applied again to control the wheels to lock.

In this case, the two hydraulic units 12, 12 'are independently controlled by sending the command signals to the respective hydraulic units according to the friction coefficients of the road surfaces of the left and right front wheels.

The details of the hydraulic pressure follow-up valve 14 are shown in FIG. This hydraulic pressure follow valve 14
Is introduced into the valve body 141 with the braking pressure P _B and the control pressure P _R , and the pressure balancing unit 142 for detecting the equilibrium state of both pressures and the braking pressure P _R are detected.
A cutoff valve 143 is provided in the path for supplying the flow of _B to the rear wheels to shut off this flow. Cut-off valve 1
43 coil spring 143 _a and the poppet 143 _b is attached to the loosely fitted to open and close the opening.

The inside of the valve body 141 is divided into three chambers 145 _a , 145 _b , 145 _c by the partition wall portion 144 and the pressure balancing portion 142. Braking pressure
P _B is introduced into room 145 _a through its introduction port 146 _B and opens.
It is supplied to the rear wheel from port 147 via 144 _a and room 145 _b . On the other hand, the control pressure P _R is introduced into the chamber 145 _c from the port 146 _R and presses the pressure balancing portion 142, and the pressure balancing portion 142 is liquid-tight to the cavity forming the chamber 145 _c by the O ring 142 _a. It is shaped and slidable.

When the pressure balance portion 142 moves to the right, the poppet 1
Opening 144 _a is opened by pushing the 43 _b of the rod. Since the control pressure P _B is supplied to the rear wheels in this open state, the pressure balancing unit 142
A plurality of grooves (or recesses) 144 _b are provided at the left end of the partition wall so that the right end of the partition wall does not come into close contact with the partition wall 144.

The proportional control valve 19 of FIG. 1 is the same as the conventional one, and although it is shown in this embodiment, it may be ignored in the principle of hydraulic pressure control by the hydraulic pressure follow-up valve.

The antilock brake control device 10 of this embodiment configured as described above operates as follows.

First, when the anti-lock control is not performed, the braking pressures P _B and P _B ′ from the master cylinder 11 pass through the hydraulic pressure units 12 and 12 ′ and are given to the front wheels, and the hydraulic pressure follow-up valve 14,
It is also given to the rear wheels via 14 '. For example, looking at the hydraulic piping of the left side system, in the hydraulic pressure follow-up valve 14, the braking pressure of the right side system is introduced into the port 146 _B and the control pressure of the left side system is introduced through 146 _R.

Just before that, if the cutoff valve 143 is closed,
Since the pressure in the room 145 _b is supposed has dropped under braking pressure or the pressure of the room 145 _c overcomes the pressure room 145 _b to move the pressure balancing section 142 to the right, presses the poppet 143 _b To open the cutoff valve 143. Therefore, the braking pressure P _B is
It flows from 46 _B into the room 145 _a and is sent from the port 147 to the rear wheel through the opening 144 _a and the room 145 _b .

The above operation is exactly the same in the case of the right side hydraulic piping.

Therefore, when antilock control is not being performed,
The same braking pressure as that of the front wheels is always sent to the rear wheels, and normal brake braking is possible.

Since the anti-lock control is started and the friction coefficients of the left and right front wheels are greatly different, for example, when the friction coefficient of the left front wheel is small and it is easy to slip, the left front wheel will be excessively depressed and the wheels will be suddenly locked. When the electronic control circuit 13 determines that the slip ratio increases and the slip is excessive, a command for either pressure reduction or holding is output to the hydraulic unit 12 on the left side, and the hydraulic pressure on the left front wheel is controlled by the control pressure. Controlled by P _R.

The above-mentioned braking pressure P _B and control pressure P _R (P _B > P _R ) are hydraulic pressure follow valves on the left side.
When sent to 14, there is a pressure differential on the left and right of the pressure balance 142 of the valve, which causes the pressure balance 142 to move to the left.
Then close the opening 144 _a cutoff valve 143 by the biasing force of the coil spring 143 _a. Therefore, the flow of the braking pressure P _B is interrupted, and thereafter, the pressure of the room 145 _b changes via the pressure balancing unit 142 according to the fluctuation of the control pressure P _R , and therefore the hydraulic pressure of the left rear wheel is the same as that of the front wheel on the same side. Follow the control pressure P _R to.

On the other hand, assuming that the friction coefficient of the right front wheel is larger than that of the left front wheel and no slip occurs, a pressure command signal is output to the right hydraulic unit 12 ', and the control pressure in the pressurized state is the braking pressure. Therefore, the front wheel on the right side system is sufficiently controlled by the braking pressure, and the same braking pressure is sent to the rear wheel on the right side system via the hydraulic pressure follow-up valve 14 on the right side for brake braking.

Therefore, on the road surface side with a small friction coefficient, brake braking is performed with a correspondingly low pressure, and on the opposite road surface side with a large friction coefficient, brake braking is performed with a high pressure.
The optimum braking force acts on each side to give an effective braking force, and the braking distance can be shortened to the shortest one while stabilizing the running.

Since the hydraulic pressure to the rear wheels is sent via the proportional control valves 19 and 19 ', the hydraulic pressure to the rear wheels on the same side as the front wheels is actually a predetermined range or more than the control pressure to the front wheels. The hydraulic pressure is reduced before it is sent, and the braking force is applied according to the actual load distribution of the front and rear wheels.

FIG. 3 shows an antilock brake control device of the second embodiment.
The schematic diagram of 10 'is shown. As can be seen from the figure, in this embodiment, the two braking pressures P _B and P _B ′ are so-called II pipes for the front and rear wheels, so that the hydraulic units 12, 12 ′ and the hydraulic follow-up valve 14, It differs from the first embodiment in that it is given to 14 '. Also in this embodiment, the same components are designated by the same reference numerals.

The operation is basically the same as that of the embodiment shown in FIG. 1 except that the braking pressures P _B and P _B ′ are applied to the respective systems of the front and rear wheels.

FIG. 4 shows a modified embodiment of the hydraulic pressure follow-up valve 14 of FIG. This valve differs only in that the cut-off valve 143 'is changed from a poppet type to a ball type. In this case, the cut-off valve 143 'is a coil spring 143' _a and the ball
143 'consists _b, the cut-off valve 143' opening 144 'in
rod 142 for opening and closing _{a 'b} is pressure balance portion 142' is provided on the end of.

The operation is exactly the same as in the case of FIG.

FIG. 5 shows yet another modified embodiment of the hydraulic pressure follow-up valve 14. In this embodiment, the pressure balancing section 142 "in the two pistons 142" _{L, R} the rod 142 "consists those connected by _c, the rod 142" _c are "piston 142 at both ends thereof through the" partition wall 144 _L and _R are attached. As the cutoff valve 143 ″, a ball type valve is used as in the case of FIG. 4, and is provided in the partition wall portion 144 ″. Partition wall 144 ″
Is provided at the center of the valve body 141 ″. Other members having the same functions as those of the constituent members of FIG. 2 are designated by the same reference numerals.

Braking pressure P _B is introduced from port 146 ″ _B , cut-off valve 1
After passing through 43 ″ into the room 145 ″ _b , it is supplied from the port 147 ″ to the rear wheels. When the control pressure P _R is reduced and held and becomes lower than the braking pressure P _B , the pressure difference due to the pressure difference 14
2 ″ moved to the right and cutoff valve 143 ″ opens 144 ″
_a is closed. After that, the fluctuation of the control pressure P _R
Hydraulic pressure is transmitted to the rear wheels via the 2 ″, which switches the pressure transmission path.

〔effect〕

As described in detail above, in the first and second inventions, the anti-lock control brake piping system is provided with the hydraulic pressure follow-up valve for controlling the rear wheels on the same side by the control pressure to the front wheels, and the non-antilock control is performed. At times, normal braking can be performed by simply passing the braking pressure of the master cylinder through the hydraulic pressure follow-up valve.When anti-lock control causes the road surface coefficients of the left and right front wheels to differ greatly, braking pressure on either side When a differential pressure occurs in the control pressure to the front wheels, the differential pressure causes the shutoff valve to close and the pressure transmission path to be switched through the pressure balance section, and the control pressure to the front wheels independently controls the hydraulic pressure of the rear wheels on the same side. It has a configuration that can. Therefore, by providing a hydraulic pressure follow-up valve with a simple structure, anti-lock control can be performed by following the front wheels on the same side of the rear wheels, so even if the friction coefficients of the left and right road surfaces are different, optimum brake braking on the left and right sides can be performed. By so doing, traveling stability can be secured, the braking distance can be shortened to the shortest distance, and the piping configuration can be simplified to provide an economical and versatile antilock brake control device.

In the third invention, in any one of the first and second inventions, since the proportional control valve is provided in the pipe between the hydraulic pressure follow-up valve and the rear wheel, the hydraulic pressure to the rear wheel is more realistic before and after. It will correspond to the load distribution by wheels.

The hydraulic pressure follow-up valves of the fourth to sixth inventions have different structures, but almost the same functions can be obtained, and the transmission paths of the braking pressure and the control pressure to the rear wheels can be efficiently switched, which is simple and economical. It is used in the first and second inventions as a simple valve.

[Brief description of drawings]

FIG. 1 is a schematic block diagram of a first embodiment of an antilock brake control device provided with a hydraulic pressure follow valve, FIG. 2 is a detailed view of the hydraulic pressure follow valve, and FIG. 3 is an antilock of the second embodiment. Schematic block diagrams of the block control device, FIG. 4 and FIG. 5 are detailed diagrams of modified embodiments of the hydraulic pressure follow-up valve. 10 …… Anti-lock block controller, 11 …… Master cylinder, 12 …… Hydraulic unit, 13 …… Electronic control circuit, 14 …… Hydraulic pressure follow-up valve, 142 …… Pressure balancing unit, 143 …… Cut-off valve , 144 …… Partition wall.

Claims (6)

[Claims] 1. An electronic control circuit for calculating a wheel speed, an estimated wheel speed, a slip ratio, etc. on the basis of a signal from a wheel speed sensor to judge a locked state of the wheel and outputting a command signal for releasing the brake of the wheel and a braking command. , The braking pressures from the master cylinders of the brakes are set as two independent braking pressure systems, and the braking pressures from the respective master cylinders are controlled to be reduced or increased by the output signal of the electronic control circuit. Two hydraulic units supplied to the front wheels, a pressure balance section for detecting the equilibrium state of both pressures by introducing the braking pressure from the master cylinder and the control pressure from the hydraulic unit and the flow of the braking pressure to the rear wheels. A valve for shutting off this flow is provided in the supply path, and the control pressure is transmitted to the rear wheel through the pressure transmission path by opening and closing or shutting off this valve via the pressure balance section due to the pressure difference between the two pressures. The left front wheel system and the right front wheel system are provided with a pair of two hydraulic pressure follow-up valves, respectively, and one braking pressure is sent to the hydraulic pressure unit of the same example and also to the other side hydraulic pressure follow-up valve, and the other The braking pressure of is connected symmetrically to this, and the control pressure of the hydraulic unit is also introduced to the hydraulic pressure follow-up valve on the same side as the front wheels, and if a differential pressure occurs between the braking pressure and the control pressure during antilock control, it will be sent to the rear wheels. An anti-lock brake control device characterized in that the supplied hydraulic pressure is independently controlled by the control pressure applied to the front wheels. 2. Instead of piping for sending braking pressure and control pressure to the hydraulic pressure unit and the hydraulic pressure follow-up valve, one braking pressure is sent to two hydraulic pressure units to apply control pressure to the left and right front wheels respectively. , The other braking pressure is sent to the two hydraulic pressure follow-up valves, and the control pressure to the left and right front wheels is sent to the hydraulic pressure follow-up valves on the same side, respectively, and there is a difference between the braking pressure and the control pressure during antilock control. The anti-lock brake control device according to claim 1, wherein when the pressure is generated, the hydraulic pressure supplied to the rear wheels is independently controlled by the control pressure to the front wheels on the same side. 3. The antilock brake control device according to claim 1, wherein a proportional control valve is provided in each path from the hydraulic pressure follow-up valve to the rear wheel. 4. The fluid pressure follow-up valve includes a pressure balancing portion, a partition wall portion, and a valve for shutting off a flow passage in a valve body, and the pressure balancing portion introduces a braking pressure and a control pressure to balance both pressures. In order to detect the state, it is provided in a liquid-tight manner and is slidable with respect to the valve body, and the partition wall has an opening for forming a flow path for supplying braking pressure to the rear wheels. A cut-off valve consisting of spring means and poppet is provided as a valve for shutting off the rear wheel. 4. The pressure transmission path for sending the braking pressure to is cut off, and the pressure transmission path is switched so that the control pressure is transmitted to the rear wheels via the pressure balancing portion. An anti-lock brake control device described in. 5. The cutoff valve of the hydraulic pressure follow-up valve comprises a spring means and a ball, and a rod for opening and closing the opening by the cutoff valve is attached to the pressure balance portion. Antilock brake control device as described. 6. The fluid pressure follow-up valve comprises a pressure balancing portion provided in the valve body, a partition wall portion and a valve for shutting off the flow passage, and the pressure balancing portion is provided at both ends of a rod penetrating the partition wall portion. A valve that consists of two pistons and shuts off the flow path is provided in the chamber provided in the partition wall and is provided as a cut-off valve consisting of spring means and balls, and the partition wall for supplying braking pressure to the rear wheels. An opening for forming a flow path is provided, and when a differential pressure is generated between the braking pressure and the control pressure, the pressure balance part is moved by the differential pressure and opened / closed or cut off by a cutoff valve to send the braking pressure to the rear wheels. 4. The pressure transmission path is cut off, and the braking pressure is transmitted to the rear wheel via the pressure balancing portion to switch the pressure transmission path.
The anti-lock brake control device according to any one of 1.