KR101969892B1 - Electric brake system - Google Patents

Abstract

An electronic brake system of the present invention is disclosed. According to an aspect of the present invention, there is provided a hydraulic control apparatus comprising: a reservoir in which oil is stored; a master cylinder having first and second hydraulic ports and generating hydraulic pressure in accordance with the pressure of the brake pedal; A hydraulic pressure supply device that is operated by an electrical signal and generates a hydraulic pressure; and a control device that controls hydraulic pressure discharged from the master cylinder or the hydraulic pressure supply device to control the flow of hydraulic pressure delivered to the wheel cylinders provided in the wheels, A first backup hydraulic passage connecting the first hydraulic pressure port and the first hydraulic circuit, a second backup hydraulic passage connecting the second hydraulic port and the second hydraulic circuit, A first cut valve provided in the oil passage for controlling the flow of the oil and a second cut valve provided in the second backup oil passage for controlling the flow of the oil, In an electronic brake system including an electronic control unit for controlling motors and valves based on displacement information, a wheel cylinder provided in a rear wheel of a wheel cylinder provided in each wheel is provided with an electronic parking brake capable of braking by a motor, Wherein the control unit determines whether the hydraulic pressure supply apparatus is in a normal state and generates a braking pressure to be transmitted to each of the wheel cylinders by operating the hydraulic pressure supply apparatus when the hydraulic pressure supply apparatus is determined to be in a normal state, It is possible to provide an electronic brake system for supplying the hydraulic pressure generated from the master cylinder to the front wheels and performing the braking operation in cooperation with the electronic parking brake provided on the rear wheel.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an electronic brake system, and more particularly, to an electronic brake system that generates a braking force using an electrical signal corresponding to a displacement of a brake pedal.

The vehicle is essentially equipped with a brake system for braking. Recently, various types of systems have been proposed to obtain a more powerful and stable braking force.

Examples of the brake system include an anti-lock brake system (ABS) that prevents slippage of the wheel during braking, a brake traction control system (BTCS: Brake) that prevents slippage of the drive wheels And an electronic stability control system (ESC) that stably maintains the running state of the vehicle by controlling the brake hydraulic pressure by combining an anti-lock brake system and traction control.

Generally, an electronic brake system includes a hydraulic pressure supply device that receives an electric signal of a driver's braking will from a pedal displacement sensor that senses displacement of a brake pedal when the driver depresses the brake pedal, and supplies pressure to the wheel cylinder.

An electronic brake system equipped with such a hydraulic pressure supply device is disclosed in European Patent EP 2 520 473. According to the disclosed document, the hydraulic pressure supply device is configured to operate the motor in accordance with the power of the brake pedal to generate the braking pressure. At this time, the braking pressure is generated by converting the rotational force of the motor into a linear motion and pressing the piston.

EP 2 520 473 A1 (Honda Motor Co., Ltd.)

The electronic brake system according to the embodiment of the present invention can perform the braking operation in cooperation with the hydraulic pressure generated in the master cylinder and the electronic parking brake during abnormal operation of the hydraulic pressure supply device.

According to an aspect of the present invention, there is provided a hydraulic control apparatus comprising: a reservoir in which oil is stored; a master cylinder having first and second hydraulic ports and generating hydraulic pressure in accordance with the pressure of the brake pedal; A hydraulic pressure supply device that is operated by an electrical signal and generates a hydraulic pressure; and a control device that controls hydraulic pressure discharged from the master cylinder or the hydraulic pressure supply device to control the flow of hydraulic pressure delivered to the wheel cylinders provided in the wheels, A first backup hydraulic passage connecting the first hydraulic pressure port and the first hydraulic circuit, a second backup hydraulic passage connecting the second hydraulic port and the second hydraulic circuit, A first cut valve provided in the oil passage for controlling the flow of the oil and a second cut valve provided in the second backup oil passage for controlling the flow of the oil, In an electronic brake system including an electronic control unit for controlling motors and valves based on displacement information, a wheel cylinder provided in a rear wheel of a wheel cylinder provided in each wheel is provided with an electronic parking brake capable of braking by a motor, Wherein the control unit determines whether the hydraulic pressure supply apparatus is in a normal state and generates a braking pressure to be transmitted to each of the wheel cylinders by operating the hydraulic pressure supply apparatus when the hydraulic pressure supply apparatus is determined to be in a normal state, It is possible to provide an electronic brake system for supplying the hydraulic pressure generated from the master cylinder to the front wheels and performing the braking operation in cooperation with the electronic parking brake provided on the rear wheel.

The hydraulic control unit may include first to fourth inlet valves provided on the upstream side of the wheel cylinder to control the hydraulic pressure flowing to the wheel cylinders provided in the respective wheels; And a first to a fourth outlet valve for respectively controlling the flow of the hydraulic pressure discharged from the wheel cylinder, wherein when the hydraulic pressure supply device is judged to be in an abnormal state, the hydraulic pressure generated from the master cylinder flows only to the front wheel The inlet valve connected to the rear wheel can be switched to the closed state.

The first hydraulic circuit and the second hydraulic circuit may be provided to control one front wheel and one rear wheel, respectively.

And a circuit valve connected to the first hydraulic circuit and the second hydraulic circuit, and a circuit valve provided in the circuit passage for opening and closing the circuit flow path, wherein the first hydraulic circuit or the second hydraulic circuit When the front wheel is controlled by the hydraulic circuit, the circuit valve is opened to transmit the hydraulic pressure to the wheel cylinder provided in the front wheel.

The simulation apparatus includes a simulation apparatus that provides a reaction force according to the power of the brake pedal and is connected to the master cylinder to receive the brake fluid, and a simulator that selectively opens and closes the flow of the brake fluid flowing into the simulation chamber. And may further include a valve.

The simulation valve may be installed in a flow path connecting the first backup channel and the simulation chamber.

A check valve which is provided in a reservoir passage connecting the reservoir and the master cylinder and which allows only a flow of the fluid flowing from the reservoir in the direction of the master cylinder to the reservoir; And a check valve installed in the path passage.

The electronic brake system according to the embodiment of the present invention not only enables braking of the vehicle by causing hydraulic pressure generated from the master cylinder to be transmitted to the wheel cylinder during abnormal operation of the hydraulic pressure generating apparatus (in the fallback mode) It is possible to provide a stable braking force in cooperation with the EPB.

In addition, it is possible to provide the maximum deceleration effect by providing the hydraulic pressure generated from the master cylinder only to the front wheel, and braking the rear wheel through the electromagnetic brake device.

In addition, the inspection mode can be executed to detect whether a stuck state of the piston or a leak of the simulator valve exists. Therefore, even if a failure occurs in a certain element of the brake system, it is possible to generate a certain level of braking force.

BRIEF DESCRIPTION OF THE DRAWINGS The present invention will be described in detail with reference to the following drawings, which illustrate preferred embodiments of the present invention, and thus the technical idea of the present invention should not be construed as being limited thereto.
BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a hydraulic circuit diagram showing a non-synchronized state of an electronic brake system according to an embodiment of the present invention; FIG.
2 is an enlarged view showing a master cylinder according to an embodiment of the present invention.
3 is an enlarged view of a hydraulic pressure supply apparatus according to an embodiment of the present invention.
4 is a hydraulic circuit diagram showing a situation in which the hydraulic pressure supply device of the electromagnetic brake system according to the embodiment of the present invention provides a braking pressure in a steady state.
5 is a hydraulic circuit diagram showing a situation in which a hydraulic pressure supply device of an electronic brake system according to another embodiment of the present invention provides a braking pressure in a non-steady state.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. The following embodiments are provided to fully convey the spirit of the present invention to a person having ordinary skill in the art to which the present invention belongs. The present invention is not limited to the embodiments shown herein but may be embodied in other forms. For the sake of clarity, the drawings are not drawn to scale, and the size of the elements may be slightly exaggerated to facilitate understanding.

Fig. 1 is a hydraulic circuit diagram showing the non-synchronized state of the electromagnetic brake system 1 according to the embodiment of the present invention.

1, the electronic brake system 1 typically includes a master cylinder 20 for generating hydraulic pressure, a reservoir 30 coupled to the top of the master cylinder 20 for storing oil, a brake pedal (not shown) An input rod 12 which pressurizes the master cylinder 20 in accordance with the pressing force of the brake pedal 10 and a wheel cylinder 40 which transmits hydraulic pressure to brake the wheels RR, RL, FR and FL, A pedal displacement sensor 11 for detecting the displacement of the brake pedal 10 and a simulation device 50 for providing a reaction force in response to the power of the brake pedal 10. The wheel cylinders 40 provided on the rear wheels RR and RL of the wheel cylinders 40 provided on the respective wheels RR, RL, FR and FL perform braking operations in accordance with the hydraulic pressure and electronically perform braking operations An electronic parking brake (EPB) is provided. The specific function and operational state of the electronic parking brake (EPB) will be described below again.

The master cylinder 20 may be configured to include at least one chamber to generate hydraulic pressure. For example, the master cylinder 20 may include a first master chamber 20a and a second master chamber 20b.

Next, the master cylinder 20 according to the embodiment of the present invention will be described with reference to FIG. 2 is an enlarged view showing a master cylinder 20 according to an embodiment of the present invention.

The first master chamber 20a is provided with a first piston 21a connected to the input rod 12 and the second master chamber 20b is provided with a second piston 22a. The first master chamber 20a communicates with the first hydraulic port 24a and the oil flows in and out. The second master chamber 20b communicates with the second hydraulic port 24b to allow the oil to flow in and out. For example, the first hydraulic port 24a may be connected to the first backup channel 251, and the second hydraulic port 24b may be coupled to the second backup channel 252.

On the other hand, the master cylinder 20 has two master chambers 20a and 20b to ensure safety in case of failure. The master chamber 20a of one of the two master chambers 20a and 20b is connected to the right front wheel FR and the left rear wheel RL of the vehicle through the first backup channel 251, The chamber 20b may be connected to the left front wheel FL and the right rear wheel RR through the second backup oil passage 252. [ In this way, by independently configuring the two master chambers 20a and 20b, it is possible to braking the vehicle even if one of the master chambers fails.

Or the master chamber of one of the two master chambers is connected to the left front wheel FL and the left rear wheel RL and the other master chamber is connected to the right rear wheel RR and the right front wheel FR It is possible. In addition, one of the two master chambers may be connected to the two front wheels FR and FL, and the other master chamber may be connected to the two rear wheels RR and RL. That is, the connection structure between the master chamber and each wheel of the master cylinder 20 may be variously configured. In order to achieve the object to be solved by the present invention when the two front wheels FR and FL and the two rear wheels RR and RL are connected through the two master chambers, . This structure will be described below again.

A first spring 21b is provided between the first piston 21a and the second piston 22a of the master cylinder 20 and a second spring 21b is provided between the end of the master cylinder 20 and the second piston 22a. 2 spring 22b may be provided. That is, the first piston 21b is accommodated in the first master chamber 20a, and the second piston 22b is accommodated in the second master chamber 20b.

The first spring 21b and the second spring 22b are compressed by the first piston 21a and the second piston 22a which move as the displacement of the brake pedal 10 changes. When the pushing force of the first piston 21a becomes smaller than the elastic force, the first and second pistons 21a and 22a are pushed back by using the restoring elastic force stored in the first spring 21b and the second spring 22b, .

On the other hand, the input rod 12 for pressing the first piston 21a of the master cylinder 20 can be brought into contact with the first piston 21a in close contact with each other. That is, a gap between the master cylinder 20 and the input rod 12 may not exist. Therefore, when the brake pedal 10 is depressed, the master cylinder 20 can be directly pressed without a pedal invalid stroke section.

The first master chamber 20a is connected to the reservoir 30 through the first reservoir passage 61 and the second master chamber 20b is connected to the reservoir 30 through the second reservoir passage 62 .

The master cylinder 20 includes two sealing members 25a and 25b disposed on the front and rear sides of the first reservoir passage 61 and two sealing members 25c and 25d disposed on the front and rear sides of the second reservoir passage 62 ). The sealing members 25a, 25b, 25c and 25d may be in the form of a ring protruding from the inner wall of the master cylinder 20 or the outer peripheral surface of the pistons 21a and 22a.

The flow of the oil flowing into the reservoir 30 from the first master chamber 20a while allowing the flow of oil flowing from the reservoir 30 to the first master chamber 20a is allowed to flow into the first reservoir passage 61, A check valve 64 may be provided. That is, the check valve 64 may be provided to allow only one directional fluid flow.

The front and rear of the check valve (64) of the first reservoir flow path (61) can be connected by a bypass flow path (63). The check valve 60 may be provided on the bypass flow path 63.

The check valve 60 may be provided as a bidirectional control valve for controlling the flow of oil between the reservoir 30 and the master cylinder 20. The check valve 60 may be provided as a normally open type solenoid valve which is normally open and operates to close the valve when receiving a close signal from the electronic control unit.

The simulation apparatus 50 may be connected to a first backup passage 251 to be described later to provide a reaction force according to the pressing force of the brake pedal 10. The simulation apparatus 50 is provided to compensate the reaction force as much as the driver provides, so that the driver can finely adjust the braking force as intended.

1, the simulation apparatus 50 includes a simulation chamber 51 configured to store oil flowing out from the first hydraulic port 24a of the master cylinder 20 and a reaction force piston (not shown) provided in the simulation chamber 51 And a simulator valve 54 connected to the front end of the simulation chamber 51. The simulator valve 54 is a pedal simulator.

The reaction force piston 52 and the reaction force spring 53 are installed so as to have a certain range of displacement in the simulation chamber 51 by the oil introduced into the simulation chamber 51. Further, the rear end of the simulation chamber 51 is connected to the reservoir 30. The oil in the simulation chamber 51 flows to the reservoir 30 as the reaction piston 52 pressurizes. Further, even when the reaction force piston 52 returns, the oil flows into the simulation chamber 51 from the reservoir 30. That is, the entire interior of the simulation chamber 51 can be filled with oil.

On the other hand, the reaction force spring 53 shown in the drawing is only one embodiment capable of providing an elastic force to the reaction force piston 52, and may include various embodiments capable of storing the elastic force by deforming the shape. For example, it includes various members capable of storing an elastic force by being made of a material such as rubber or having a coil or a plate shape.

The simulator valve 54 may be provided in a flow path connecting the front end of the simulation chamber 51 and the first hydraulic port 24a of the master cylinder 20. [ For example, the simulator valve 54 may be provided in a flow path connecting the first backup passage 251 connected to the first hydraulic port 24a and the front end of the simulation chamber 51. [ Thus, the oil discharged from the first hydraulic port 24a is introduced into the simulation chamber 51 through the simulation valve 54. [0053]

On the other hand, the simulator valve 54 may be constituted by a normally closed type solenoid valve that keeps the normally closed state. The simulator valve 54 can be opened when the driver applies pressure to the brake pedal 10 to deliver the oil in the first master chamber 20a to the simulation chamber 51. [

A simulator check valve 55 may be installed between the master cylinder 20 and the pedal simulator in parallel with the simulator valve 54. The simulator check valve 55 allows the oil in the simulation chamber 51 to flow into the first master chamber 20a while the oil in the first master chamber 20a flows through the flow path in which the simulation check valve 55 is installed It is possible to block the flow to the simulation chamber 51. The quick return of the first piston 21a can be ensured because the oil can be supplied into the first master chamber 20a through the simulator check valve 55 when the brake pedal 10 is released.

The operation of the simulation apparatus 50 will now be described. When the driver applies pressure to the brake pedal 10, the simulator valve 54 is opened and the oil in the first master chamber 20a is transmitted to the pedal simulator. The oil in the simulation chamber 51 pushing the reaction force piston 52 while pressing the reaction force spring 53 is transmitted to the reservoir 30 in which the driver is provided with a feeling of a pedal. When the driver releases his / her foot to the brake pedal 10, the reaction force spring 52 pushes the reaction force piston 52 to return the reaction force piston 52 to its original state, and the oil of the reservoir 30 is returned to the simulation chamber 51, the oil in the simulation chamber 51 may fill up. The oil discharged from the simulation chamber 51 flows into the first master chamber 20a through the flow path in which the simulator valve 54 is installed and the flow path in which the simulator check valve 55 is installed.

Since the inside of the simulation chamber 51 is filled with oil at all times, friction of the reaction force piston 52 is minimized during operation of the simulation apparatus 50 to improve the durability of the simulation apparatus 50, Can be blocked.

In the meantime, several reservoirs 30 are shown in the figure, and each reservoir 30 uses the same reference numerals. However, these reservoirs may be provided with the same parts or may be provided with different parts. For example, the reservoir 30 connected to the simulation apparatus 50 can store the oil separately from the reservoir 30 connected to the master cylinder 20, or to the reservoir 30 connected to the master cylinder 20 It can be a repository.

An electronic brake system 1 according to an embodiment of the present invention includes a hydraulic pressure supply device 100 (hereinafter, referred to as " brake ") that receives mechanical signals of a driver's braking intent from a pedal displacement sensor 11 that senses displacement of a brake pedal 10, And first and second hydraulic circuits 201 and 202 for controlling the flow of hydraulic pressure transmitted to the wheel cylinders 40 provided in the two wheels RR, RL, FR and FL, respectively, A first cut valve 261 provided in a first backup passage 251 for connecting the first hydraulic pressure port 24a and the first hydraulic circuit 201 to control the flow of the hydraulic pressure, A second cut valve 262 provided on a second backup passage 252 connecting the port 24b and the second hydraulic circuit 202 to control the flow of the hydraulic pressure, An electronic control fluid for controlling the apparatus 100 and the valves 54, 221a, 221b, 221c, 221d, 222a, 222b, 222c, 222d, 233, 235, 236, (ECU) (not shown).

The hydraulic pressure supply device 100 includes a hydraulic pressure supply unit 110 for supplying oil pressure to the wheel cylinder 40, a motor 120 for generating a rotational force by an electrical signal of the pedal displacement sensor 11, And a power converting unit 130 that converts the rotational motion of the motor 120 into a rectilinear motion and transmits the rectilinear motion to the hydraulic pressure providing unit 110. The hydraulic pressure providing unit 110 may be operated not by the driving force supplied from the motor 120 but by the pressure provided by the high-pressure accumulator.

Next, the hydraulic pressure providing unit 110 according to the embodiment of the present invention will be described with reference to FIG. 3 is an enlarged view showing a hydraulic pressure providing unit 110 according to an embodiment of the present invention.

The hydraulic pressure providing unit 110 includes a cylinder block 111 in which a pressure chamber to be stored with oil is formed, a hydraulic piston 114 housed in the cylinder block 111, a hydraulic piston 114 and a cylinder block 111 A driving shaft 115 connected to a rear end of the hydraulic piston 114 to transmit power output from the power converting unit 130 to the hydraulic piston 114, (133).

The pressure chamber includes a first pressure chamber 112 positioned forward (forward direction, leftward direction in the drawing) of the hydraulic piston 114 and a second pressure chamber 112 positioned rearward (backward direction, rightward in the drawing) of the hydraulic piston 114 And may include a second pressure chamber 113. The first pressure chamber 112 is divided by the front end of the cylinder block 111 and the hydraulic piston 114 so that the volume of the second pressure chamber 112 is changed according to the movement of the hydraulic piston 114, Is provided by a cylinder block 111 and a rear end of the hydraulic piston 114 so as to be varied in volume as the hydraulic piston 114 moves.

The first pressure chamber 112 is connected to the first hydraulic oil path 211 through the first communication hole 111a formed on the rear side of the cylinder block 111 and formed on the front side of the cylinder block 111 And is connected to the fourth hydraulic oil passage 214 through the second communication hole 111b.

The first hydraulic oil path 211 connects the first pressure chamber 112 and the first and second hydraulic circuits 201, 202. The first hydraulic fluid path 211 is branched into a second hydraulic fluid path 212 communicating with the first hydraulic circuit 201 and a third hydraulic fluid path 213 communicating with the second hydraulic circuit 202.

The fourth hydraulic fluid passage 214 connects the second pressure chamber 113 and the first and second hydraulic circuits 201, 202. The fourth hydraulic fluid path 214 branches to a fifth hydraulic fluid path 215 communicating with the first hydraulic circuit 201 and a sixth hydraulic fluid path 216 communicating with the second hydraulic circuit 202.

The sealing member 115 includes a piston sealing member 115a provided between the hydraulic piston 114 and the cylinder block 111 to seal between the first pressure chamber 112 and the second pressure chamber 113, And a drive shaft sealing member 115b provided between the cylinder block 111 and the second pressure chamber 113 and sealing the opening of the cylinder block 111. [ That is, the hydraulic pressure or the negative pressure of the first pressure chamber 112 generated by the forward or backward movement of the hydraulic piston 114 is blocked by the piston sealing member 115a and is not leaked to the second pressure chamber 113, And fourth hydraulic oil passages 211 and 214, respectively. The hydraulic pressure or negative pressure of the second pressure chamber 113 generated by the forward or backward movement of the hydraulic piston 114 may be blocked by the drive shaft sealing member 115b and may not leak to the cylinder block 111. [

The first and second pressure chambers 112 and 113 are connected to the reservoir 30 by the dump passages 116 and 117 and are supplied with oil from the reservoir 30 or stored in the first or second pressure chamber 112, and 113 to the reservoir 30. For example, the dump channels 116 and 117 include a first dump channel 116 branched from the first pressure chamber 112 and connected to the reservoir 30, and a second dump channel 116 branched from the second pressure chamber 113 and connected to the reservoir 30 And a second dump passage 117 connected to the second dump passage 117.

A first communication hole 111a communicating with the first hydraulic oil path 211 is formed in the front of the first pressure chamber 112. A fourth hydraulic oil path 214 is formed in the rear of the first pressure chamber 112, And a second communication hole 111b communicating with the second communication hole 111b. The first pressure chamber 112 may further include a third communication hole 111c communicating with the first dump passage 116. The second dump passage 117 may be communicated with the second pressure chamber 113, A fourth communication hole 111d may be formed.

Referring again to FIG. 1, the flow paths 211, 212, 213, 214, 215, 216, 217, 218 connected to the first pressure chamber 112 and the second pressure chamber 113 and the valves 231, 232, 233, 234, 235, 236, 241, 242 and 243 will be described.

The first hydraulic oil path 211 may be branched to the second hydraulic fluid path 212 and the third hydraulic fluid path 213 midway to be communicated with both the first hydraulic circuit 201 and the second hydraulic circuit 202. For example, the second hydraulic fluid path 212 may communicate with the first hydraulic circuit 201, and the third hydraulic fluid path 213 may communicate with the second hydraulic circuit 202. Therefore, the hydraulic pressure can be transmitted to the first hydraulic circuit 201 and the second hydraulic circuit 202 by advancing the hydraulic piston 114.

The electromagnetic brake system 1 according to the embodiment of the present invention is provided with the first control valve 231 and the second control valve 231 which are respectively provided in the second and third hydraulic oil passages 212 and 213 to control the flow of oil, 232).

The first and second control valves 231 and 232 allow only the oil flow in the direction from the first pressure chamber 112 to the first and second hydraulic circuits 201 and 202 and the oil flow in the opposite direction A check valve may be provided. That is, the first or second control valve 231 or 232 allows the hydraulic pressure of the first pressure chamber 112 to be transmitted to the first or second hydraulic circuit 201 or 202, The hydraulic pressure of the circuits 201 and 202 can be prevented from flowing into the first pressure chamber 112 through the second or third hydraulic oil paths 212 and 213. [

On the other hand, the fourth hydraulic oil path 214 may branch to the fifth hydraulic oil path 215 and the sixth hydraulic oil path 216 midway and may be communicated with both the first hydraulic circuit 201 and the second hydraulic circuit 202 . For example, the fifth hydraulic oil path 215 branched from the fourth hydraulic oil path 214 communicates with the first hydraulic circuit 201, and the sixth hydraulic oil path 216 branched from the fourth hydraulic oil path 214 And can communicate with the second hydraulic circuit (202). The fifth hydraulic oil path 215 branched from the fourth hydraulic oil path 214 communicates with the second hydraulic circuit 202 and the sixth hydraulic oil path 216 branched from the fourth hydraulic fluid path 214 And may be connected to the first hydraulic circuit 201 by selectively opening and closing the fifth control valve 235 and the sixth control valve 236 described later. The hydraulic pressure can be transmitted to both the first hydraulic circuit 201 and the second hydraulic circuit 202 by the backward movement of the hydraulic piston 114. [

The electromagnetic brake system 1 according to the embodiment of the present invention is provided in the fifth hydraulic oil path 215 and provided in the third control valve 233 and the sixth hydraulic oil path 216 for controlling the flow of the oil, And a fourth control valve 234 for controlling the flow.

The third control valve 233 may be provided as a bidirectional control valve for controlling the flow of oil between the second pressure chamber 113 and the first hydraulic circuit 201 (or the second hydraulic circuit 202). The third control valve 233 may be a normally closed type (Normally Closed type) solenoid valve that is normally closed and operates to open the valve when receiving an open signal from the electronic control unit.

The fourth control valve 234 allows only the oil flow in the direction from the second pressure chamber 113 to the second hydraulic circuit 202 (or the first hydraulic circuit 201), and the oil flow in the opposite direction A check valve may be provided. That is, the fourth control valve 234 prevents the hydraulic pressure of the second hydraulic circuit 202 from flowing into the second pressure chamber 113 through the sixth hydraulic fluid passage 216 and the fourth hydraulic fluid passage 214 .

The electromagnetic brake system 1 according to the embodiment of the present invention is provided in the seventh hydraulic oil passage 217 connecting the second hydraulic oil passage 212 and the third hydraulic oil passage 213 to control the flow of oil And a sixth control valve 236 provided in the eighth hydraulic oil passage 218 for connecting the second hydraulic oil passage 212 and the seventh hydraulic oil passage 217 to control the flow of the oil can do. The fifth control valve 235 and the sixth control valve 236 may be provided with a solenoid valve of a normal closed type which is normally closed and operates to open the valve when receiving an open signal from the electronic control unit .

The fifth control valve 235 and the sixth control valve 236 are operated to be opened when an abnormality occurs in the first control valve 231 or the second control valve 232 so that the pressure in the first pressure chamber 112 So that the hydraulic pressure can be transmitted to both the first hydraulic circuit 201 and the second hydraulic circuit 202.

Further, the fifth control valve 235 and the sixth control valve 236 can operate to be opened when the hydraulic pressure of the wheel cylinder 40 is taken out and sent to the first pressure chamber 112. This is because the first control valve 231 and the second control valve 232 provided in the second hydraulic oil passage 212 and the third hydraulic oil passage 213 are provided as check valves allowing only one directional oil flow.

The seventh hydraulic oil passage 217 may be provided with a fifth control valve 235 and an orifice for reducing pulsation although not shown.

The electromagnetic brake system 1 according to the embodiment of the present invention includes a first dump valve 241 and a second dump valve 241 which are provided in the first and second dump flow paths 116 and 117 to control the flow of oil, 242). The dump valves 241 and 242 may be check valves that open only the direction from the reservoir 30 to the first or second pressure chambers 112 and 113 and close the opposite direction. That is, the first dump valve 241 allows the oil to flow from the reservoir 30 to the first pressure chamber 112 while blocking the flow of oil from the first pressure chamber 112 to the reservoir 30 And the second dump valve 242 allows the oil to flow from the reservoir 30 to the second pressure chamber 113 while allowing the oil to flow from the second pressure chamber 113 to the reservoir 30, The flow can be a blocking check valve.

The second dump passage 117 may include a bypass passage and a third dump valve 243 is provided in the bypass passage for controlling the flow of oil between the second pressure chamber 113 and the reservoir 30 Can be installed.

The third dump valve 243 may be provided as a solenoid valve capable of controlling the bidirectional flow. The third dump valve 243 may be a solenoid valve that is opened in a normal state, and normally closed type solenoid valve.

On the other hand, the hydraulic pressure providing unit 110 of the electromagnetic brake system 1 according to the embodiment of the present invention can operate in a double acting manner.

That is, the hydraulic pressure generated in the first pressure chamber 112 while the hydraulic piston 114 advances is transmitted to the first hydraulic circuit 201 through the first hydraulic oil path 211 and the second hydraulic fluid path 212, The wheel cylinders 40 provided on the front wheel FR and the left rear wheel RL can be actuated and transmitted to the second hydraulic circuit 202 through the first hydraulic oil path 211 and the third hydraulic fluid path 213 So that the wheel cylinders 40 provided on the right rear wheel RR and the left front wheel FL can be actuated.

Similarly, the hydraulic pressure generated in the second pressure chamber 113 while the hydraulic pressure piston 114 moves backward is transmitted to the first hydraulic circuit 201 through the fourth hydraulic fluid passage 214 and the fifth hydraulic fluid passage 215, The wheel cylinders 40 provided on the front wheel FR and the left rear wheel RL can be actuated and transmitted to the second hydraulic circuit 202 through the fourth hydraulic oil passage 214 and the sixth hydraulic oil passage 216 So that the wheel cylinders 40 provided on the right rear wheel RR and the left front wheel FL can be actuated. As described above, the first hydraulic circuit 201 communicating with the fifth hydraulic fluid path 215 and the second hydraulic circuit 202 communicating with the sixth hydraulic fluid path 216 may be exchanged with each other. However, Hereinafter, this embodiment will be described.

The negative pressure generated in the first pressure chamber 112 while the hydraulic piston 114 is retracted sucks the oil in the wheel cylinder 40 installed in the right front wheel FR and the left rear wheel RL, (RR) and the left front wheel (FL) through the first hydraulic oil passage (201), the eighth hydraulic oil passage (218), and the first hydraulic oil passage (211) The oil in the cylinder 40 is sucked in and discharged through the second hydraulic circuit 202, the third hydraulic oil passage 213, the seventh hydraulic oil passage 217, the eighth hydraulic oil passage 218 and the first hydraulic oil passage 211 To the first pressure chamber (112).

Next, the motor 120 and the power converting unit 130 of the hydraulic pressure supply apparatus 100 will be described.

The motor 120 is a device for generating a rotational force by a signal output from an electronic control unit (ECU) (not shown), and can generate a rotational force including a stator 121 and a rotor 122 in a forward or reverse direction. The rotational angular velocity and rotational angle of the motor 120 can be precisely controlled. Since the motor 120 is a well-known technology, its detailed description will be omitted.

On the other hand, the electronic control unit includes valves (54, 221a, 221b, 221c, 221d, 222a, 222b, 222c, 222d, 233, 235, 236, and 243, respectively.

The driving force of the motor 120 causes the displacement of the hydraulic piston 114 through the power conversion unit 130 and the hydraulic pressure generated by the sliding movement of the hydraulic piston 114 in the pressure chamber is transmitted to the first and second hydraulic oil RL, FR, and FL through wheel cylinders 211 and 212, respectively.

The power converting unit 130 is a device for converting the rotational force into a linear motion. The power converting unit 130 may include a worm shaft 131, a worm wheel 132, and a drive shaft 133, for example.

The worm shaft 131 may be formed integrally with the rotation shaft of the motor 120, and is formed with a worm on the outer circumferential surface thereof to be engaged with the worm wheel 132 to rotate the worm wheel 132. The worm wheel 132 is connected to the drive shaft 133 to linearly move the drive shaft 133. The drive shaft 133 is connected to the hydraulic piston 114 to slide the hydraulic piston 114 in the cylinder block 111 .

A signal sensed by the pedal displacement sensor 11 is transmitted to an electronic control unit (ECU) (not shown) while a displacement occurs in the brake pedal 10, The worm shaft 131 is rotated in one direction. The rotational force of the warm shaft 131 is transmitted to the drive shaft 133 via the worm wheel 132 and the hydraulic pressure piston 114 connected to the drive shaft 133 moves forward to generate a hydraulic pressure in the first pressure chamber 112.

On the other hand, when the brake pedal 10 is depressed, the electronic control unit drives the motor 120 in the opposite direction so that the worm shaft 131 rotates in the opposite direction. Accordingly, the worm wheel 132 also rotates in the opposite direction and generates a negative pressure in the first pressure chamber 112 while the hydraulic piston 114 connected to the drive shaft 133 returns (moves backward).

On the other hand, the hydraulic pressure and the negative pressure can be generated in the opposite direction. That is, when a displacement occurs in the brake pedal 10, a signal sensed by the pedal displacement sensor 11 is transmitted to an electronic control unit (ECU) (not shown), and the electronic control unit drives the motor 120 in the opposite direction Thereby rotating the worm shaft 131 in the opposite direction. The rotational force of the warm shaft 131 is transmitted to the drive shaft 133 via the worm wheel 132 and the hydraulic pressure piston 114 connected to the drive shaft 133 moves backward to generate a hydraulic pressure in the second pressure chamber 113.

On the other hand, when the pressing force is removed from the brake pedal 10, the electronic control unit drives the motor 120 in one direction so that the worm shaft 131 rotates in one direction. Accordingly, the worm wheel 132 also rotates in the opposite direction and generates a negative pressure in the second pressure chamber 113 while the hydraulic piston 114 connected to the drive shaft 133 returns (advances).

The hydraulic pressure supply device 100 transfers the hydraulic pressure to the wheel cylinder 40 or sucks the hydraulic pressure to the reservoir 30 according to the rotational direction of the rotational force generated from the motor 120.

On the other hand, when the motor 120 rotates in one direction, a hydraulic pressure may be generated in the first pressure chamber 112 or a negative pressure may be generated in the second pressure chamber 113. The hydraulic pressure may be used for braking, Whether to release the braking operation can be determined by controlling the valves 54, 221a, 221b, 221c, 221d, 222a, 222b, 222c, 222d, 233, 235, 236 and 243.

Although not shown in the drawing, the power conversion unit 130 may be formed of a ball screw nut assembly. For example, a screw formed integrally with the rotating shaft of the motor 120 or connected to rotate as the rotating shaft of the motor 120, and a ball nut screwed with the screw in a limited rotation state and linearly moving according to the rotation of the screw . The hydraulic piston 114 is connected to the ball nut of the power converting unit 130 to press the pressure chamber by linear motion of the ball nut. The structure of such a ball screw nut assembly is a device that converts rotational motion into linear motion and is a well-known technique that has been well known in the art, and thus a detailed description thereof will be omitted.

It should be understood that the power converting unit 130 according to the embodiment of the present invention can adopt any structure as long as it can convert rotational motion into linear motion in addition to the structure of the ball screw nut assembly.

The electromagnetic brake system 1 according to the embodiment of the present invention includes first and second backup oil passages 251 and 252 capable of supplying the oil discharged from the master cylinder 20 to the wheel cylinder 40 at the time of abnormal operation, , ≪ / RTI > 252). The mode in which the hydraulic pressure of the master cylinder 20 is directly transmitted to the wheel cylinder 40 is referred to as a fallback mode.

A first cut valve 261 for controlling the flow of oil is provided in the first backup passage 251 and a second cut valve 262 for controlling the flow of oil is provided in the second backup passage 252 have. The first backup hydraulic passage 251 connects the first hydraulic pressure port 24a and the first hydraulic pressure circuit 201 and the second backup hydraulic passage 252 connects the second hydraulic pressure port 24b and the second hydraulic circuit 202 can be connected.

The first and second cut valves 261 and 262 may be provided with a normally open type solenoid valve that is opened in a normal state and operates to close the valve when receiving a close signal from the electronic control unit .

Next, the hydraulic control unit 200 according to the embodiment of the present invention will be described with reference to FIG.

The hydraulic control unit 200 may include a first hydraulic circuit 201 and a second hydraulic circuit 202, each of which receives hydraulic pressure and controls two wheels, respectively. For example, the first hydraulic circuit 201 controls the right front wheel FR and the left rear wheel RL, and the second hydraulic circuit 202 can control the left front wheel FL and the right rear wheel RR . The wheel cylinders 40 are provided on the respective wheels FR, FL, RR, and RL to supply hydraulic pressure to perform braking.

The first hydraulic circuit 201 is connected to the first hydraulic fluid path 211 and the second hydraulic fluid path 212 to receive the hydraulic pressure from the hydraulic pressure supply device 100. The second hydraulic fluid path 212 is connected to the right front wheel FR ) And the left rear wheel (RL). Similarly, the second hydraulic circuit 202 is connected to the first hydraulic oil path 211 and the third hydraulic oil path 213 to receive the hydraulic pressure from the hydraulic pressure supply device 100, and the third hydraulic oil path 213 is connected to the left front wheel (FL) and the right rear wheel (RR).

The hydraulic circuits 201 and 202 may each include a plurality of inlet valves 221 (221a, 221b, 221c, and 221d) to control the flow of hydraulic pressure. The plurality of inlet valves 221 (221a, 221b, 221c, 221d) are connected to the first to fourth inlet valves (RR, RL, FR, FL) so as to control the hydraulic pressures flowing to the wheel cylinders 221a, 221b, 221c, and 221d. The first hydraulic circuit 201 is provided with first and second inlet valves 221a and 221b which are connected to the second hydraulic oil path 212 and respectively control the hydraulic pressures transmitted to the two wheel cylinders 40 . The second hydraulic circuit 202 may be provided with third and fourth inlet valves 221c and 221d that are connected to the third hydraulic fluid path 213 to control the hydraulic pressure transmitted to the wheel cylinder 40 .

These inlet valves 221 are disposed on the upstream side of the wheel cylinder 40 and are opened in a normal state and are operated to close the valves when receiving a close signal from the electronic control unit. The normally open type solenoid valves .

The hydraulic circuits 201 and 202 include check valves 223a, 223b, 223c and 223d provided in a bypass flow path connecting the inlet valves 221a, 221b, 221c and 221d to the front and the rear of the inlet valves 221a, 221b, 221c and 221d . The check valves 223a, 223b, 223c and 223d allow only the flow of oil in the direction from the wheel cylinder 40 toward the hydraulic pressure providing unit 110 and the oil from the hydraulic pressure providing unit 110 to the wheel cylinder 40 May be provided to limit the flow. The check valves 223a, 223b, 223c and 223d can quickly release the braking pressure of the wheel cylinders 40. When the inlet valves 221a, 221b, 221c and 221d are not operated normally, So that the hydraulic pressure of the hydraulic pump 40 can be introduced into the hydraulic pressure providing unit 110.

The hydraulic circuits 201 and 202 may further include a plurality of outlet valves 222 (222a, 222b, 222c, and 222d) connected to the reservoir 30 to improve performance during braking. The plurality of outlet valves 222 are respectively connected to the wheel cylinders 40 so that the first to fourth outlet valves 222a, 222b, 222c, 222c, 222c, 222d. That is, the first to fourth outlet valves 222a, 222b, 222c and 222d detect the braking pressure of each of the wheels RR, RL, FR and FL and are selectively opened when pressure reducing braking is required, have.

The outlet valve 222 may be a normally closed type (Normally Closed type) solenoid valve which is operated to open the valve when it is normally closed and receives an open signal from the electronic control unit.

Further, the hydraulic control unit 200 can be connected to the backup channels 251 and 252. The first hydraulic circuit 201 is connected to the first backup hydraulic line 251 to receive the hydraulic pressure from the master cylinder 20 and the second hydraulic circuit 202 is connected to the second backup hydraulic line 252 The hydraulic pressure can be supplied from the master cylinder 20.

At this time, the first backup oil passage 251 may join the first hydraulic circuit 201 upstream of the first and second inlet valves 221a and 221b. Similarly, the second backup oil passage 252 can join the second hydraulic circuit 202 upstream of the third and fourth inlet valves 221c and 221d. Therefore, when the first and second cut valves 261 and 262 are closed, the hydraulic pressure provided by the hydraulic pressure supply device 100 is supplied to the wheel cylinder 40 through the first and second hydraulic circuits 201 and 202 And when the first and second cut valves 261 and 262 are opened, the hydraulic pressure provided by the master cylinder 20 is supplied to the wheel cylinder 40 through the first and second backup oil channels 251 and 252 . At this time, since the plurality of inlet valves 221a, 221b, 221c, and 221d are open, there is no need to switch the operation state.

Reference numeral " PS1 " is a back-up hydraulic pressure sensor for measuring the oil pressure of the master cylinder 20, and " PS2 " is a hydraulic pressure sensor for sensing the hydraulic pressure of the hydraulic circuits 201 and 202. And " MPS " is a motor control sensor for controlling the rotation angle of the motor 120 or the current of the motor.

According to an aspect of the present invention, when the electronic brake system 1 operates normally, the hydraulic pressure supply device 100 senses the pressure of the brake pedal 10 and transmits the hydraulic pressure to the wheel cylinder 40. However, when the hydraulic pressure supply apparatus 100 does not operate normally, the hydraulic pressure generated from the master cylinder 20 is transmitted to the wheel cylinder 40 for stable braking. This is called a fallback mode. According to the present invention, the electronic brake system 1 is configured to perform a braking operation in cooperation with an electronic parking brake (EPB) in a fallback mode of operation.

4 is a hydraulic circuit diagram showing a situation in which the hydraulic pressure supply device 100 of the electromagnetic brake system 1 according to the embodiment of the present invention provides the braking pressure in a non-steady state.

4, when the driver presses the brake pedal 10, the input rod 12 connected to the brake pedal 10 advances, and at the same time, the first piston 21a, which contacts the input rod 12, And the second piston 22a also advances by the pressure or movement of the first piston 21a. At this time, since there is no gap between the input rod 12 and the first piston 21a, braking can be performed quickly.

The hydraulic pressure discharged from the master cylinder 20 is transmitted to the wheel cylinder 40 via the first and second backup oil channels 251 and 252 connected to the backup brake for realizing the braking force.

At this time, the first and second cut valves 261 and 262 provided in the first and second backup oil channels 251 and 252, and the inlet and outlet ports of the oil lines of the first and second hydraulic circuits 201 and 202, The valve 221 is normally constituted by an open type solenoid valve and the hydraulic pressure can be directly transmitted to the four wheel cylinders 40 as the simulator valve 54 and the outlet valve 222 are constituted by the normally closed solenoid valves The hydraulic pressure is controlled to flow only to the front wheels FR and FL among the wheels RR, RL, FR and FL connected to the respective hydraulic circuits 201 and 202 in order to achieve a stable braking and maximum deceleration effect of the vehicle. That is to say, the first and fourth hydraulic pumps are connected to the front wheels FR and FL such that the hydraulic pressure flows only to the right front wheel FR connected to the first hydraulic circuit 201 and the left front wheel FL connected to the second hydraulic circuit 202, The inlet valves 221a and 221d are kept open and the second and third inlet valves 221b and 221c connected to the rear wheels RL and RR are switched to the closed state.

And an outlet valve 222 for connecting the first hydraulic circuit 201 and the second hydraulic circuit 202 to the reservoir 30 and the fourth control valve 234 and the fifth control valve 235, The hydraulic pressure discharged from the master cylinder 20 does not leak to the reservoir 30 or the hydraulic pressure providing unit 110 as the control valve 236 is constituted by the normally closed solenoid valve.

The hydraulic pressures generated from the master chambers 20a and 20b are transmitted to the right front wheel FR of the first hydraulic circuit 201 and the left front wheel FL of the second hydraulic circuit 202, respectively. At the same time, the electronic control unit activates the electronic parking brake EPB provided on the rear wheels RL and RR as the hydraulic pressure supply device 100 is determined abnormally. That is, in the fallback mode, the hydraulic pressure generated from the master cylinder 20 is supplied only to the front wheels FR and FL to perform the braking operation, and the rear wheels RL and RR perform the braking operation via the electronic parking brake EPB It is possible to perform a stable braking operation through the cooperative control with the electronic parking brake (EPB).

On the other hand, in the fallback mode, the hydraulic pressure discharged from the master cylinder 20 when the electronic brake system 1 is shut down as a whole or when the hydraulic brake system 1 fails in the operation in a state in which the hydraulic pressure supply device 100 is operating abnormally, And may be transmitted to the four wheel cylinders 40. Therefore, stable braking can be performed and the braking stability can be improved.

Described as an X-split type in which two wheels controlled by the first hydraulic circuit 201 and the second hydraulic circuit 202 control one front wheel and one rear wheel, respectively, in the fallback mode control as described above But the present invention is not limited thereto and the first hydraulic circuit 201 may be connected to control the two front wheels FR and FL or the two rear wheels RR and RL. For example, Fig. 5 shows the hydraulic circuit of the electronic brake system 2 according to another embodiment of the present invention. Here, the same reference numerals as in the drawings shown above indicate members having the same function.

5, the electronic brake system 2 according to the present embodiment is configured such that the first hydraulic circuit 201 of the hydraulic control unit 200 is connected to control the rear wheels RR and RL and the second hydraulic circuit 202 are connected to control the front wheels FR, FL. The electronic brake system 2 includes a circuit fluid passage 253 for connecting a first hydraulic circuit 201 connected to the first backup fluid channel 251 and a second hydraulic circuit 202 connected to the second backup fluid channel 252, And a circuit valve 263 provided in the circuit flow path 253.

The circuit fluid passage 253 connects the first and second hydraulic circuits 201 and 202 to allow the first and second backup fluid channels 251 and 252 to communicate with each other. That is, the fluid pressure flowing through the first backup passage 251 is transmitted to the second hydraulic pressure circuit 202 through the circuit passage 253, and the hydraulic pressure flowing through the second backup passage 252 is transmitted to the circuit passage 253 To the first hydraulic circuit (201).

A circuit valve 263 is provided in the circuit flow path 253 to control the flow of the oil. The circuit valve 263 may be provided with a normally open type solenoid valve that is opened in a normal state and operates to close the valve when receiving a close signal from the electronic control unit.

A description will be made with reference to Fig. 5 when the fallback mode is operated through the electronic brake system 2, that is, when the hydraulic pressure supply device 100 is operated abnormally.

5, when the driver presses the brake pedal 10, the input rod 12 connected to the brake pedal 10 advances. At the same time, the first piston 21a, which contacts the input rod 12, And the second piston 22a also advances by the pressure or movement of the first piston 21a. At this time, since there is no gap between the input rod 12 and the first piston 21a, braking can be performed quickly.

The hydraulic pressure discharged from the master cylinder 20 is transmitted to the wheel cylinder 40 via the first and second backup oil channels 251 and 252 connected to the backup brake for realizing the braking force.

At this time, the first and second cut valves 261 and 262 provided in the first and second backup oil channels 251 and 252, and the inlet and outlet ports of the oil lines of the first and second hydraulic circuits 201 and 202, The valve 221 is normally constituted by an open type solenoid valve and the hydraulic pressure can be directly transmitted to the four wheel cylinders 40 as the simulator valve 54 and the outlet valve 222 are constituted by the normally closed solenoid valves The hydraulic pressure is controlled to flow only to the front wheels FR and FL among the wheels RR, RL, FR and FL connected to the respective hydraulic circuits 201 and 202 in order to achieve a stable braking and maximum deceleration effect of the vehicle. That is, the third and fourth inlet valves 221c and 221d are kept open so that the hydraulic pressure flows only to the right front wheel FR connected to the second hydraulic circuit 202 and the left front wheel FL, The first and second inlet valves 221a and 221b connected to the first and second intake valves RR and RL are switched to the closed state. At this time, the hydraulic pressure discharged from the first master chamber 20a must be transferred to the first hydraulic circuit 201 through the first backup hydraulic line 251, but the first and second inlet valves 221a and 221b are closed And the first and second outlet valves 222a and 222b are configured as closed solenoid valves, so that they can not be transmitted to the wheel cylinders 40 connected to the first hydraulic circuit 201. The hydraulic pressure discharged from the first master chamber 20a is transmitted to the second hydraulic circuit 202 through the circuit flow path 253 as the circuit valve 263 is provided as an open solenoid valve.

And an outlet valve 222 for connecting the first hydraulic circuit 201 and the second hydraulic circuit 202 to the reservoir 30 and the fourth control valve 234 and the fifth control valve 235, The hydraulic pressure discharged from the master cylinder 20 does not leak to the reservoir 30 or the hydraulic pressure providing unit 110 as the control valve 236 is constituted by the normally closed solenoid valve.

Therefore, the hydraulic pressure generated from the master cylinder 20 is supplied only to the front wheels FR and FL to perform the braking operation. The electronic control unit activates the electronic parking brake EPB provided on the rear wheels RR and RL as the hydraulic pressure supply device 100 is judged abnormal. That is, in the fallback mode, the hydraulic pressure generated from the master cylinder 20 is supplied only to the front wheels FR and FL to perform the braking operation, and the rear wheels RR and RL perform the braking operation through the electronic parking brake EPB It is possible to perform a stable braking operation through the cooperative control with the electronic parking brake (EPB).

On the other hand, in the fallback mode as described above, when the hydraulic brake system 2 is shut down as a whole or when the hydraulic brake system 2 is not operating, the hydraulic pressure supplied from the master cylinder 20 May be delivered directly to the four wheel cylinders (40). In addition, since the two hydraulic circuits 201 and 202 are connected through the circuit oil passage 253, it is possible to prevent the hydraulic pressure from being biased to one side. Therefore, stable braking can be performed and the braking stability can be improved.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the invention is not limited to the disclosed exemplary embodiments. It will be understood that various modifications and changes may be made without departing from the scope of the appended claims.

10: Brake pedal 11: Pedal displacement sensor
20: master cylinder 30: reservoir
40: Wheel cylinder 50: Simulation device
54: simulator valve 60: check valve
100: hydraulic pressure supply device 110: hydraulic pressure supply unit
120: motor 130: power conversion section
200: Hydraulic control unit 201: First hydraulic circuit
202: Second hydraulic circuit 221: Inlet valve
222: outlet valve 251: first backup channel
252: second backup channel 253: circuit channel
261: first cut valve 262: second cut valve
263: Circuit valve

Claims (7)

A master cylinder which has first and second hydraulic ports and generates hydraulic pressure in accordance with the power of the brake pedal and a pedal displacement sensor which detects the displacement of the brake pedal, A hydraulic control unit having first and second hydraulic circuits for controlling the hydraulic pressure discharged from the master cylinder or the hydraulic pressure supply unit to control the flow of hydraulic pressure to the wheel cylinders provided in the wheels; A first backup hydraulic line connected to the first hydraulic pressure port and the first hydraulic circuit, a second backup hydraulic line connecting the second hydraulic port and the second hydraulic circuit, A second cut valve provided in the second cut-off valve and controlling the flow of the oil, and hydraulic pressure information and displacement information of the brake pedal, In the electronic brake system including an electronic control unit for controlling the valves,
The wheel cylinders provided on the rear wheels of the wheel cylinders provided on the respective wheels are provided with electronic parking brakes capable of braking by a motor,
Determines whether the hydraulic pressure supply device is in a normal state,
And when the hydraulic pressure supply device is determined to be in a normal state, the hydraulic pressure supply device is operated to generate a braking pressure to be transmitted to each of the wheel cylinders,
The master cylinder is blocked from flowing to the rear wheel so that the hydraulic pressure is supplied only to the front wheels and the electric parking brake provided on the rear wheel is operated to control the hydraulic pressure supplied to the front wheels An electronic brake system that cooperates to perform a braking operation. The method according to claim 1,
The hydraulic control unit includes:
First to fourth inlet valves respectively provided on the upstream side of the wheel cylinders so as to control the hydraulic pressure flowing into the wheel cylinders provided in the respective wheels; And
And first to fourth outlet valves for respectively controlling the flow of hydraulic pressure discharged from the wheel cylinder,
Wherein the inlet valve connected to the rear wheel is switched to a closed state so that the hydraulic pressure generated from the master cylinder flows only to the front wheel when the hydraulic pressure supply device is determined to be in an abnormal state. The method according to claim 1,
Wherein the first hydraulic circuit and the second hydraulic circuit are provided to control one front wheel and one rear wheel, respectively. The method according to claim 1,
Further comprising a circuit flow path connecting the first hydraulic circuit and the second hydraulic circuit, and a circuit valve provided in the circuit flow path to open and close the circuit flow path,
When the front wheel is controlled by the hydraulic circuit of either the first hydraulic circuit or the second hydraulic circuit, the circuit valve is opened to transmit hydraulic pressure to the wheel cylinder provided in the front wheel. The method according to claim 1,
A simulation device provided with a simulation chamber for providing a reaction force according to the power of the brake pedal, the simulation chamber being connected to the master cylinder to receive the brake fluid;
Further comprising a simulation valve selectively opening and closing the flow of braking fluid entering the simulation chamber. 6. The method of claim 5,
Wherein the simulation valve is installed in a flow path connecting the first backup channel and the simulation chamber. The method according to claim 1,
A check valve which is provided in a reservoir passage connecting the reservoir and the master cylinder and which allows only a flow of the fluid flowing from the reservoir in the direction of the master cylinder,
And a check valve provided in a bypass flow path connecting the front and rear of the check valve in the reservoir flow path.

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