JPH0747936A - Control device for brake fluid pressure - Google Patents

Abstract

PURPOSE:To provide a brake fluid pressure control device capable of rapid start-up of the brake fluid pressure during the normal braking operation. CONSTITUTION:A TRC(traction control) solenoid valve 2 to shut off a pressure chamber 11a of a master cylinder 1 from a cylinder chamber 7c of a reservoir 7 in the braking condition when the TRC is not actuated is provided between the pressure chamber 11a of the master cylinder 1 and the cylinder chamber 7c of the reservoir 7.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a brake fluid pressure control device, and more particularly to a brake fluid pressure control device having a so-called traction control function.

[0002]

2. Description of the Related Art In recent years, for the purpose of facilitating the driver's driving operation and improving starting, acceleration and steering stability, excessive slip of the drive wheels which occurs during sudden start or sudden acceleration of the vehicle is suppressed. A brake fluid pressure control device having a so-called traction control (TRC) function has been actively developed. As this type of brake fluid pressure control device, the one described in Japanese Patent Application Laid-Open No. 5-116607 is known.

In the above publication, a master cylinder having a pressurizing chamber for generating a hydraulic pressure corresponding to the operating force of a brake operating member, a primary cup, and a relief port,
A brake that suppresses wheel rotation by supplying hydraulic pressure to the wheel cylinders, a hydraulic pressure source other than the master cylinder, and a pressure chamber of the master cylinder, the wheel cylinder, and the hydraulic pressure source are provided. , At least it is possible to switch between a normal braking state in which the wheel cylinder communicates with the pressurizing chamber and disconnects it from the hydraulic pressure source, and a hydraulic pressure control state in which the wheel cylinder communicates with the hydraulic pressure source and disconnects from the pressurizing chamber. There is disclosed a brake fluid pressure control device having a simple switching means and a reservoir in which a cylinder chamber formed by a housing and a piston is connected to a pressurizing chamber of a master cylinder.

According to the brake fluid pressure control device as described above, even if the brake operating member is operated while the switching means is in the fluid pressure control state, the piston of the reservoir is not fully stroked. Since the hydraulic pressure is not generated in the pressurizing chamber of the master cylinder, it is possible to prevent the primary cup of the master cylinder from biting into the relief port.

[0005]

However, in the above-mentioned conventional device, the brake fluid flows from the master cylinder to the reservoir during normal braking.

Therefore, in the above conventional device, the idle stroke during normal braking becomes long, and even if the brake pedal is depressed in the normal braking state, the master cylinder pressure cannot be immediately generated and the brake fluid pressure rises. There was a problem that it was delayed.

The present invention has been made in view of the above points. In the normal braking state, the idle stroke is shortened by shutting off the pressurizing chamber of the master cylinder from the cylinder chamber of the reservoir, so that the normal braking state is reduced. An object of the present invention is to provide a brake fluid pressure control device that can quickly raise the brake fluid pressure.

[0008]

The invention according to claim 1 is
The rotation of the wheels is suppressed by supplying a hydraulic pressure to a pressurizing chamber that generates a hydraulic pressure according to the operating force of the brake operating member, a master cylinder having a primary cup and a relief port, and a wheel cylinder. A brake, a hydraulic pressure source other than the master cylinder, a pressurizing chamber of the master cylinder, the wheel cylinder, and the hydraulic pressure source are provided, and at least the wheel cylinder communicates with the pressurizing chamber. A switching means for switching between a normal braking state in which the hydraulic pressure source is cut off and a hydraulic pressure control state in which the wheel cylinder is communicated with the hydraulic pressure source and cut off from the pressurizing chamber; and a housing. In a brake fluid pressure control device, a cylinder chamber formed by a piston and a reservoir connected to a pressurizing chamber of the master cylinder, A shutoff device is provided between the pressurizing chamber of the cylinder and the cylinder chamber of the reservoir, and shuts off the pressurizing chamber from the cylinder chamber when the switching device is in the normal braking state. It is what

According to a second aspect of the invention, the hydraulic pressure is generated in the pressurizing chamber for generating the hydraulic pressure according to the operating force of the brake operating member, the primary cylinder and the relief cylinder, and the wheel cylinder. A hydraulic pressure source different from the master cylinder, which includes a brake that suppresses rotation of the wheels when supplied, and a pumping unit that pumps up and discharges the brake fluid, a pressurizing chamber of the master cylinder, and the wheel cylinder. Is provided between the hydraulic pressure source and
At least a normal braking state in which the wheel cylinder is communicated with the pressurizing chamber and shut off from the hydraulic pressure source, and a hydraulic pressure control in which the wheel cylinder is communicated with the hydraulic pressure source and shut off from the pressurizing chamber. Switching means capable of switching to a state,
In a brake fluid pressure control device having: a housing; a cylinder chamber formed of the housing and a first piston; and a first attachment for urging the first piston in a direction in which the cylinder chamber expands. A biasing means, a shut-off valve that shuts off the cylinder chamber and the pressurizing chamber of the master cylinder when the amount of liquid in the cylinder chamber is equal to or greater than a predetermined amount, A bottomed hole that is open on the opposite side to the second piston, a second piston that is slidably fitted in the hole, and a second piston that urges the second piston away from the first piston. And a suction port of the pressure feeding unit connected to a cylinder chamber of the reservoir, and a discharge port of the pressure feeding unit on the opposite side of the cylinder chamber of the cylinder. And it is characterized in that it is connected to the ring.

[0010]

According to the first aspect of the invention, when the switching means is in the normal braking state, the pressurizing chamber of the master cylinder is shut off from the cylinder chamber of the reservoir by the shutoff means.

Therefore, during normal braking, the pressurizing chamber of the master cylinder communicates only with the wheel cylinder, so the idle stroke during normal braking becomes short.

According to the second aspect of the present invention, during normal braking, the shut-off valve is closed by the first biasing means to shut off the master cylinder and the reservoir, and in the hydraulic pressure control state, the discharge pressure of the pressure feeding means. Acts on the second piston, and the second piston slides in the direction of contracting the cylinder chamber against the restoring force of the second urging means to raise the pressure in the cylinder chamber. The brake fluid is supplied to the pressure feeding means.

Therefore, since the master cylinder is shut off from the reservoir during normal braking, the idle stroke during normal braking becomes short. Further, since the boosted brake fluid is supplied to the pressure feeding means during the hydraulic pressure control, the discharge efficiency of the pressure feeding means is increased.

[0014]

First, a first embodiment of the present invention will be described.
FIG. 1 is a hydraulic circuit diagram of an example of a brake fluid pressure control device as a first embodiment according to the invention. Although the master cylinder 1 shown in FIG. 1 has two discharge ports, since the same discussion can be applied to both systems, only the first system is shown in FIG. 1 and only the first system will be described. Further, FIG. 1 shows the hydraulic circuit in a normal state in which the TRC is not operating. Further, each valve provided in the hydraulic circuit of FIG. 1 is controlled by a known electronic control unit (not shown).

In FIG. 1, 1 is a master cylinder, 2 is TR
C solenoid valve, 3R, 3L, 4R, 4L is ABS
(Anti-skid brake system) Solenoid valves 5 are hydraulic pressure control reservoirs corresponding to hydraulic pressure sources different from the above-mentioned master cylinder.

As shown in FIG. 2, the master cylinder 1 has a pressurizing chamber 11a for generating a hydraulic pressure in response to an operating force of a brake pedal 1a corresponding to the above-mentioned brake operating member.
11 b, primary cups 12 a and 12 b, and a relief port 13.

ABS solenoid valve 3R and ABS
A right front wheel wheel cylinder (FrW / C) 6R provided in a brake of the right front wheel, which is a driving wheel, is connected to a conduit between the solenoid valve 4R and the ABS solenoid valve 3L and the ABS solenoid valve 4L. A left rear wheel wheel cylinder (RlW / C) 6L provided in the brake of the left rear wheel, which is a driven wheel, is connected to the pipe path between and. In addition, the pressurizing chamber 11 of the master cylinder 1
a is connected to the hydraulic pressure control reservoir 5 via a mechanical valve MV.

A suction port of the hydraulic pump P is connected to a conduit between the ABS solenoid valves 4R and 4L and the hydraulic control reservoir 5, and the discharge port of the hydraulic pump P is a check valve. It is connected to a pipe line between the TRC solenoid valve 2 and the ABS solenoid valve 3R via C1, and is connected to a pipe line between the master cylinder 1 and the mechanical valve MV via a relief valve RV. Also,
The pipeline between the ABS solenoid valve 3R and the ABS solenoid valve 4R is connected to the pipeline on the downstream side of the check valve C1 via the check valve C2, and connects between the ABS solenoid valve 3L and the ABS solenoid valve 4L. The pipeline between them is connected to the pipeline on the upstream side of the ABS solenoid valve 3L via a check valve C3.

In FIG. 1, reference numeral 7 is a reservoir, and the reservoir 7 includes a housing 7a of the reservoir 7 and a piston 7.
A cylinder chamber 7c is formed by b and the cylinder chamber 7c is connected to the TRC solenoid valve 2. Further, the reservoir 7 is connected to a pipe line between the master cylinder 1 and the mechanical valve MV via a check valve C4, and further connected to a pipe line on the downstream side of the check valve C1 via a check valve C5. Has been done.

The TRC solenoid valve 2 is operated by a signal from an electronic control unit (not shown), and the TRC solenoid valve 2 is switched to the B position as shown in FIG. The pressure chamber 11a of the master cylinder 1 and the FrW / C6
The pressure chamber 11 of the master cylinder 1 is shut off from R
a and the cylinder chamber 7c of the reservoir 7 are communicated with each other, and when the TRC is completed, the position is switched to the A position to open the flow path as shown in FIG.
/ C6R, and has a function of disconnecting the pressurizing chamber 11a of the master cylinder 1 and the cylinder chamber 7c of the reservoir 7 from each other. Incidentally, FIG. 3 shows a hydraulic circuit at the time of TRC operation.

The ABS solenoid valves 3R and 3L are operated by a signal from an electronic control unit (not shown). When the ABS solenoid valves 3R and 3L are operated, the ABS solenoid valves 3R and 3L are moved from the C position to the D position. Then, the communication between the pressurizing chamber 11a of the master cylinder 1 and the FrW / C6R and RlW / C6L is cut off.

The ABS solenoid valves 4R, 4L are operated by a signal from an electronic control unit (not shown). When the ABS solenoid valves 4R, 4L are operated, the ABS solenoid valves 4R, 4L are moved from the E position to the F position. Switched to FrW / C6R, R
1W / C6L communicates with the hydraulic pressure control reservoir 5, and Fr
The brake fluid in W / C6R, RlW / C6L is discharged to the hydraulic pressure control reservoir 5.

The hydraulic pressure control reservoir 5 is FrW / C6.
It is for storing the brake fluid discharged from R, RlW / C6L. The brake fluid stored in the fluid pressure control reservoir 5 is brought to a predetermined fluid pressure by the fluid pressure pump P and the relief valve RV when the fluid pressure pump P that is activated by a signal from the electronic control unit is activated during TRC activation. The pressure of the brake fluid is increased, and the pressurized brake fluid is supplied to the FrW / C6R via the check valve C1 and the ABS solenoid valve 3R.
The right front wheel, which is a driving wheel, is applied with a predetermined brake. Since TRC is not performed in the hydraulic circuit on the left rear wheel side that is the driven wheel, the TRC is not used.
The solenoid valve 2 is not provided.

The mechanical valve MV is the brake pedal 1
When a is stepped on, as shown in FIG.
It is switched to the position to shut off the flow path.
When the brake pedal 1a is depressed during C operation, the flow path is blocked by the mechanical valve MV, and the brake fluid from the master cylinder 1 is supplied to the reservoir 7.

The reservoir 7 is provided to prevent the primary cup 12a of the master cylinder 1 from biting into the relief port 13 even if the brake pedal 1a is depressed during TRC operation.

FIG. 4 shows the hydraulic circuit when the brake pedal 1a is depressed during TRC operation.

Further, in the first embodiment, the TRC solenoid valve 2 corresponds to the above-mentioned shut-off means, and constitutes the above-mentioned switching means together with the ABS solenoid valves 3R and 3L.

Next, the operation of the above embodiment will be described.

First, in the normal state in which the TRC is not operating, the TRC solenoid valve 2 as shown in FIG.
Is in the A position, ABS solenoid valves 3R and 3L are in the C position, and ABS solenoid valves 4R and 4L are in the E position.
The mechanical valve MV takes the G position. Therefore,
In this normal state, the pressurizing chamber 11a of the master cylinder 1 is in communication with the FrW / C6R, RlW / C6L, and the pressurizing chamber 11a of the master cylinder 1 and the cylinder chamber 7c of the reservoir 7 are cut off. There is.

When the brake pedal 1a is depressed in the normal state, the mechanical valve MV is switched from the G position to the H position and the communication state between the pressurizing chamber 11a of the master cylinder 1 and the hydraulic control reservoir 5 is cut off. Since the brake fluid does not flow from the master cylinder 1 to the fluid pressure control reservoir 5, the brake fluid pressure corresponding to the stroke of the brake pedal 1a is generated in the master cylinder 1.
Then, this brake fluid pressure is immediately transmitted to the FrW / C6R through the TRC solenoid valve 2 and the ABS solenoid valve 3R in this order on the right front wheel, which is the driving wheel, and the ABS solenoid valve 3L on the left rear wheel, which is the driven wheel. Is immediately transmitted to the RlW / C6L via the, and a braking force corresponding to the operating force of the brake pedal 1a is applied to each wheel.

On the other hand, in the TRC state in which the TRC is operating, the brake pedal 1a is not depressed,
When increasing the pressure of FrW / C6R, the TRC solenoid valve 2 takes the B position, the ABS solenoid valves 3R, 3L take the C position, and the ABS solenoid valves 4R, 4L take the E position as shown in FIG. Mechanical valve M
V takes the G position. Therefore, in this state, the pressurizing chamber 11a of the master cylinder 1 and the FrW / C6R are cut off, and the pressurizing chamber 11 of the master cylinder 1 is cut off.
a and the reservoir 7 are in communication with each other.

In the above state, the hydraulic pump P operates to suck the brake fluid from the hydraulic control reservoir 5, and the hydraulic pump P and the relief valve RV generate a predetermined brake hydraulic pressure in the brake fluid. . Then, this brake fluid pressure is transmitted to the FrW / C6R via the ABS solenoid valve 3R as shown by the broken line I in FIG.
The pressure of rW / C6R is increased, and a predetermined braking force is applied to the right front wheel, which is the driving wheel.

On the other hand, in the TRC state in which the TRC is operating, the brake pedal 1a is not depressed,
In addition, when decompressing FrW / C6R and RlW / C6L, as shown in FIG. 5, the TRC solenoid valve 2 is in the B position, the ABS solenoid valves 3R and 3L are in the D position, and the ABS solenoid valves 4R and 4L are in the F position. The mechanical valve MV takes the G position. Therefore, in this state, the pressurizing chambers 11a of the master cylinder 1 and the F
The rW / C6R and RlW / C6L are cut off, and the pressurizing chamber 11a of the master cylinder 1 is communicated with the reservoir 7.

Then, in the above state, FrW / C6R, Rl
The brake fluid of W / C6L is discharged to the fluid pressure control reservoir 5 as indicated by a broken line J in FIG. 5, and FrW / C6R, Rl
The W / C 6L is depressurized and the braking force of each wheel is relaxed.
Then, the brake fluid discharged to the hydraulic pressure control reservoir 5 is pumped up to the master cylinder 1 side via the relief valve RV by the hydraulic pump P operating in the TRC state, as shown by a broken line K in FIG. .

When the brake pedal 1a is depressed in the TRC state in which the TRC is operating, the TRC solenoid valve 2 is in the B position and the ABS solenoid valves 3R and 3L are in the C position as shown in FIG. Thus, the ABS solenoid valves 4R and 4L are in the E position, and the mechanical valve MV is in the H position. Therefore, in this state, the pressurizing chamber 11a of the master cylinder 1 and the Fr
W / C6R and RlW / C6L are cut off, and the pressurizing chamber 11a of the master cylinder 1 and the reservoir 7 are communicated with each other.

In the above state, the master cylinder 1
4 is supplied to the reservoir 7 as shown by a broken line L in FIG. 4, the cylinder chamber 7c of the idle stroke cylinder 7 is filled with the brake fluid, and the brake fluid is pressurized to a predetermined fluid pressure. This brake fluid pressure is applied to the check valve C4, the check valve C5, and the ABS as shown by the broken line L in FIG.
FrW / C6R through solenoid valve 3R in this order
Is transmitted to the FrW / C6R to increase the pressure, and a predetermined braking force is applied to the right front wheel that is the driving wheel.

According to the first embodiment described above, the TRC
In the normal braking state where is not operating, TRC
Since the solenoid valve 2 shuts off the pressurizing chamber 11a of the master cylinder 1 and the cylinder chamber 7c of the reservoir 7, the idle stroke in the normal braking state can be shortened. Therefore, the brake fluid pressure can be quickly raised.

Next, a second embodiment of the present invention will be described. FIG. 6 is a hydraulic circuit diagram of an example of a brake fluid pressure control device as a second embodiment according to the present invention. The master cylinder 1 shown in FIG. 6 has two discharge ports, but since the same discussion can be applied to both systems as in the first embodiment, only the first system is shown in FIG. Only the system of will be described. Further, FIG. 6 shows a hydraulic circuit in a normal state in which the TRC is not operating, and each valve provided in this hydraulic circuit is controlled by a known electronic control unit (not shown) as in the first embodiment. Like so. Furthermore, in FIG. 6, the same components as those in the first embodiment are designated by the same reference numerals, and the description thereof will be omitted.

In the second embodiment, the master cylinder 1
2 is the same as the configuration shown in FIG. 2 described above, and the master cylinder 1 is connected to the hydraulic pressure control reservoir 5 via the check valve C6 and the reservoir 8 in this order as shown in FIG. . The suction port of the hydraulic pump P is connected to a pipe line between the ABS solenoids 4R and 4L and the hydraulic pressure control reservoir 5, and the cylinder chamber of the reservoir 8 described later and the hydraulic pressure control reservoir 5 are connected to each other. Is connected to the pipeline between. The discharge side of the hydraulic pump P is connected to the conduit between the TRC solenoid valve 2 and the ABS solenoid valve 3R via the throttle S1 and the check valve C1, and is connected to the master cylinder 1 via the relief valve RV. Reservoir 8
And a discharge port of the hydraulic pump P is connected to a housing of the reservoir 8 on the side opposite to a cylinder chamber described later.

In the second embodiment, the hydraulic pump P corresponds to the above-mentioned pressure feeding means, and the hydraulic pressure control reservoir 5 corresponds to a hydraulic pressure source different from the above master cylinder. It is a thing.

As shown in FIG. 6, the reservoir 8 includes a housing 80, a cylinder chamber 82 formed by the housing 80 and a large-diameter piston 81 (corresponding to the first piston described above), and a large-diameter piston 81. A spring 83 (corresponding to the above-mentioned first urging means) that urges the cylinder chamber 82 in the direction in which the cylinder chamber 82 expands. Pressure chamber 11
a shut-off valve 84 for shutting off a, a bottomed hole 85 formed in the large-diameter piston 81 and opening on the opposite side of the cylinder chamber 82, and a small-diameter piston 86 slidably fitted in the hole 85. (Corresponding to the above-mentioned second piston) and a spring 87 (corresponding to the above-mentioned second urging means) for urging the small-diameter piston 86 in the direction of separating from the large-diameter piston 81.

The load of the spring 87 is set even if the small diameter piston 86 makes a full stroke.
The load is set to be larger than the load of 3.
That is, as a guideline for setting the load of the spring 87, even if the relative displacement between the small diameter piston 86 and the large diameter piston 81 is in the maximum state, the piston 51 of the hydraulic pressure control reservoir 5 is downward (in FIG. 5). , The direction indicated by the arrow M).

On the other hand, the load of the spring 83 is set so that the large-diameter piston 81 can slide leftward in FIG. 5 due to the suction negative pressure generated in the cylinder chamber 82 when the hydraulic pump P is operated. Has been done.

The shutoff valve 84 comprises a ball 84a and a spring 84b having one end connected to the ball 84a and the other end fixed. The ball 84a is biased rightward in the figure by the restoring force of the spring 84b,
In the normal state where the TRC is not operating, the valve seat 84c
It is made to sit down. The positional relationship between the ball 84a and the large-diameter piston 81 in this normal state is as follows.
It has a positional relationship in which a slight gap is formed between the left end).

In the throttle S1, a predetermined pressure is applied to the small diameter piston 86 by the brake fluid discharged by the hydraulic pump P, and the cylinder chamber 8 is caused by this brake fluid pressure.
The brake pressure in 2 can be made a positive pressure and supplied to the suction port of the hydraulic pump P.

The relief valve RV has a predetermined pressure when the amount of brake fluid supplied from the hydraulic pump P is larger than the amount of brake fluid supplied to the brake system in the TRC state in which the TRC is operating. It has a function of opening the valve and discharging the brake fluid to the master cylinder 1 side.

Next, the operation of the above embodiment will be described.

First, in a normal state in which the TRC is not operating, the large-diameter piston 81 is slid to the right in FIG. 6 by the spring 83 as shown in FIG. 6, and the ball 84a is moved to the spring 84b. It is biased and seated on the valve seat 84c.

Therefore, in the normal state, the communication between the pressurizing chamber 11a of the master cylinder 1 and the hydraulic pressure control reservoir 5 is cut off, and the brake fluid flows from the master cylinder 1 to the hydraulic pressure control reservoir 5. Therefore, the brake fluid pressure corresponding to the operation force of the brake pedal 1a is generated in the master cylinder 1. Then, this brake fluid pressure is immediately transmitted to the FrW / C6R through the TRC solenoid valve 2 and the ABS solenoid valve 3R in this order on the right front wheel, which is the driving wheel, and the ABS solenoid valve 3L on the left rear wheel, which is the driven wheel. Via Rl immediately
The braking force transmitted to the W / C 6L is applied to each wheel corresponding to the operating force of the brake pedal 1a.

On the other hand, in the TRC state in which the TRC is operating, the pressure on the discharge side of the hydraulic pump P acts on the small diameter piston 86 to compress the spring 87, and the restoring force of the compressed spring 87 causes a large amount. The radial piston 81 slides to the left in FIG. 5, and the brake fluid in the cylinder chamber 82 is pressurized. Then, the boosted brake fluid is applied to the hydraulic pump P.
Is supplied to.

Therefore, the suction efficiency of the hydraulic pump P is significantly increased, and as a result, the discharge efficiency of the hydraulic pump P is increased.

According to the second embodiment described above, the TRC
In the normal braking state in which is not operating, the shutoff valve 84 of the reservoir 8 shuts off the hydraulic chamber 11a of the master cylinder 1 and the hydraulic pressure control reservoir 5, so that the idle stroke in the normal braking state is shortened. be able to. Therefore, the brake fluid pressure can be quickly raised.

Further, in the TRC state in which the TRC is operating, the boosted brake fluid is supplied to the hydraulic pump P, so that the suction efficiency of the hydraulic pump P is significantly improved. The discharge efficiency of the hydraulic pump P can be increased.

[0054]

According to the first and second aspects of the present invention, the idle stroke during normal braking can be shortened, so that the brake fluid pressure can be rapidly raised during normal braking. .

[Brief description of drawings]

FIG. 1 is a hydraulic circuit diagram of an example of a brake fluid pressure control device as a first embodiment according to the invention.

FIG. 2 is a configuration diagram of a master cylinder.

FIG. 3 is a hydraulic circuit diagram (No. 1) at the time of TRC operation of the brake fluid pressure control device according to the first embodiment of the present invention.

FIG. 4 is a hydraulic circuit diagram (No. 2) of the brake fluid pressure control device according to the first embodiment of the present invention during TRC operation.

FIG. 5 is a hydraulic circuit diagram (No. 3) at the time of TRC operation of the brake fluid pressure control device according to the first embodiment of the present invention.

FIG. 6 is a hydraulic circuit diagram of an example of a brake fluid pressure control device as a second embodiment according to the invention.

[Explanation of symbols]

 1 Master Cylinder 2 TRC Solenoid Valve 3R, 3L, 4R, 4L ABS Solenoid Valve 5 Hydraulic Control Reservoir 6R Right Front Wheel Cylinder (FrW / C) 6L Left Rear Wheel Cylinder (RlW / C) 7,8 Reservoir 80 Casing 81 large diameter piston 82 cylinder chamber 83, 84b, 87 spring 84 shutoff valve 84a ball 84c valve seat 85 hole 86 small diameter piston C1, C2, C3, C4, C5, C6 check valve RV relief valve MV mechanical valve P hydraulic pump S1 Aperture

Claims (2)

[Claims] 1. A master cylinder including a pressurizing chamber that generates a hydraulic pressure according to an operating force of a brake operating member, a primary cup, and a relief port, and a wheel by supplying hydraulic pressure to a wheel cylinder. A brake that suppresses rotation of the master cylinder, a hydraulic pressure source different from the master cylinder, a pressure chamber of the master cylinder, the wheel cylinder, and the hydraulic pressure source, and at least the wheel cylinder is Switching that can be switched between a normal brake state that communicates with the pressure chamber and shuts off from the hydraulic pressure source, and a hydraulic pressure control state that communicates the wheel cylinder with the hydraulic pressure source and shuts off from the pressure chamber And a reservoir connected to the pressurizing chamber of the master cylinder, the cylinder chamber formed by the housing and the piston is connected to the brake fluid pressure control device. And a shutoff means provided between the pressurizing chamber of the master cylinder and the cylinder chamber of the reservoir, for shutting off the pressurizing chamber from the cylinder chamber when the switching means is in the normal braking state. A brake fluid pressure control device characterized in that 2. A wheel is provided by supplying a hydraulic pressure to a pressurizing chamber that generates a hydraulic pressure corresponding to an operating force of a brake operating member, a primary cup, and a relief port, and a wheel cylinder. Equipped with a brake that suppresses the rotation of the pump, and a pumping unit that pumps up and discharges the Bregi's liquid,
A hydraulic pressure source different from the master cylinder, provided between the pressure chamber of the master cylinder, the wheel cylinder, and the hydraulic pressure source, and at least the wheel cylinder communicates with the pressure chamber. Brake hydraulic pressure having switching means capable of switching between a normal braking state in which the hydraulic pressure source is cut off and a hydraulic pressure control state in which the wheel cylinder is connected to the hydraulic pressure source and shuts off from the pressurizing chamber. In the control device, a housing, a cylinder chamber formed of the housing and a first piston, a first urging unit that urges the first piston in a direction in which the first piston expands from the cylinder chamber, A shut-off valve that shuts off the cylinder chamber and the pressurizing chamber of the master cylinder when the amount of liquid in the cylinder chamber is a predetermined amount or more; A bottomed hole that is open on the opposite side to the second piston, a second piston that is slidably fitted in the hole, and a second piston that urges the second piston away from the first piston. A housing having a biasing means, wherein the suction port of the pressure feeding means is connected to the cylinder chamber of the reservoir, and the discharge port of the pressure feeding means is on the opposite side of the cylinder chamber of the cylinder. The brake fluid pressure control device is characterized in that it is connected to.