KR102257921B1 - Integrated Electronic Hydraulic Brake - Google Patents

Abstract

An integrated electronically controlled hydraulic brake is disclosed that can reduce pressure pulsations during pump operation. An integrated electronically controlled hydraulic brake according to an embodiment of the present invention includes a master cylinder that generates hydraulic pressure by the foot of a brake pedal, a reservoir that is coupled to the master cylinder to store oil, and an accumulator that stores oil to control pressure, An integrated hydraulic control device including a flow control valve and a pressure reducing valve connected between the accumulator and the wheel cylinders installed on each wheel to control pressure transmitted from the accumulator to the wheel cylinders; And a power source unit including a pump that sucks oil from a reservoir through a hydraulic pipe and discharges the oil to the accumulator to form pressure in the accumulator, and a motor for driving the pump, wherein the integrated hydraulic control device includes the accumulator. And a pulsation reduction chamber provided in a flow path connected between the flow control valve and a space having a volume larger than that of the flow path.

Description

Integrated Electronic Hydraulic Brake

The present invention relates to an integrated electronically controlled hydraulic brake, and more particularly, to an integrated electronically controlled hydraulic brake capable of reducing pressure pulsations generated during pump operation.

Recently, in order to improve fuel efficiency and reduce exhaust gas, development of hybrid vehicles, fuel cell vehicles, and electric vehicles has been actively conducted. In such a vehicle, a braking device, that is, a braking device for a vehicle brake system, is essentially installed. Here, the vehicle brake braking device refers to a device that functions to reduce or stop the speed of a running vehicle.

Brake systems of a typical vehicle brake system include a vacuum brake that generates braking force using the suction pressure of an engine, and a hydraulic brake that generates braking force using hydraulic pressure.

The vacuum brake is a device that enables a large braking force to be exerted with a small force by using the pressure difference between the suction pressure of the vehicle engine and the atmospheric pressure in the vacuum booster. That is, when the driver presses the brake pedal, it is a device that generates an output that is much greater than the force applied to the pedal.

In such a conventional vacuum brake, a suction pressure of a vehicle engine must be supplied to a vacuum booster in order to form a vacuum, and accordingly, there is a problem in that fuel efficiency is reduced. In addition, even when the vehicle is stopped, there is a problem that the engine must be always driven to form a vacuum.

In addition, in the case of the fuel cell vehicle and electric vehicle, since there is no engine, the application of the existing vacuum brake that amplifies the driver's effort between braking is not possible. Therefore, it is necessary to introduce a hydraulic brake.

That is, as described above, since regenerative braking is required to improve fuel efficiency in all vehicles, it is easy to implement the function when the hydraulic brake is introduced.

On the other hand, in the electro-hydraulic brake system, which is a type of hydraulic brake, when the driver presses the pedal, the electronic control unit senses it and supplies hydraulic pressure to the master cylinder, thereby supplying braking hydraulic pressure to the wheel cylinders of each wheel. It is a brake system that transmits and generates braking force.

Such an electronically controlled hydraulic braking system includes an actuator composed of a master cylinder, a boosting unit, a reservoir, and a pedal simulator to control the braking hydraulic pressure transmitted to the wheel cylinder, and an ESC (Vehicle Posture Control System) that independently controls the braking force of each wheel. And HPU, which is composed of a motor, a pump, an accumulator, and a control valve, is composed of each unit.

Registered Patent Publication No. 10-1350850 (2013.12.04)

An embodiment of the present invention is to provide an integrated electronically controlled hydraulic brake capable of reducing pressure pulsations generated when a pump is operated in a hydraulic circuit according to a braking operation.

According to an aspect of the present invention, a master cylinder that generates hydraulic pressure by the pedal effort of a brake pedal, a reservoir that is coupled to the master cylinder to store oil, an accumulator that stores oil to control pressure, and the accumulator and each An integrated hydraulic control device including a flow control valve and a pressure reducing valve connected between wheel cylinders installed on the wheel to control pressure transmitted from the accumulator to the wheel cylinder; And a power source unit including a pump that sucks oil from the reservoir through a hydraulic pipe and discharges the oil to the accumulator to form pressure in the accumulator, and a motor for driving the pump. May be provided with an integrated electronically controlled hydraulic brake further comprising a pulsation reduction chamber provided in a flow path connected between the accumulator and the flow control valve in a space having a volume larger than that of the flow path.

In addition, the pulsation reduction chamber may be provided with an integrated electronically controlled hydraulic brake that reduces the high pressure hydraulic pulsation generated by the pump between the pump and the flow control valve when the flow control valve is shut off.

In addition, the integrated hydraulic control device may be provided with an integrated electronically controlled hydraulic brake further comprising two hydraulic circuits connected to two wheels.

In addition, the flow control valve and the pressure reducing valve may be provided with an integrated electronically controlled hydraulic brake connected to one of the two hydraulic circuits.

In addition, the integrated hydraulic control device may be provided with an integrated electronically controlled hydraulic brake further comprising first and second shut-off valves that are mounted between the master cylinder and the two hydraulic circuits to block hydraulic pressure according to the driver's foot pressure. have.

In addition, the integrated hydraulic control device further includes a balance valve provided to connect a flow path between the first hydraulic circuit and the first shutoff valve, and a flow path between the second hydraulic circuit and the second shutoff valve. An integrated electronically controlled hydraulic brake for controlling the pressure difference between the two hydraulic circuits may be provided.

In addition, the integrated hydraulic control device may be provided with an integrated electronically controlled hydraulic brake further including a pedal simulator connected to the master cylinder to provide a reaction force of the brake pedal.

In addition, the integrated hydraulic control device may be provided with an integrated electronically controlled hydraulic brake further comprising a simulation valve for controlling the connection between the master cylinder and the pedal simulator.

In addition, the power source unit may be provided as a separate unit to separate operating noise, and the integrated hydraulic control device and the power source unit may be provided with an integrated electronically controlled hydraulic brake connected to each other by an external pipe.

The integrated electronically controlled hydraulic brake according to an embodiment of the present invention may reduce pulsation generated in the hydraulic circuit by providing a pulsation reduction chamber.

In addition, by reducing the pulsation generated in the hydraulic circuit, noise and vibration generated in the vehicle during braking may be reduced.

In addition, as the pulsation generated in the hydraulic circuit is reduced, braking performance may be improved during braking.

1 is a view showing a hydraulic circuit diagram of an integrated electronically controlled hydraulic brake according to an embodiment of the present invention.
FIG. 2 is an enlarged view of A of FIG. 1.

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

The embodiments introduced below are provided as examples in order to sufficiently convey the spirit of the present invention to those of ordinary skill in the art to which the present invention pertains. The present invention is not limited to the embodiments described below and may be embodied in other forms. In order to clearly describe the present invention, parts irrelevant to the description are omitted from the drawings, and in the drawings, the width, length, thickness, etc. of components may be exaggerated and expressed for convenience. The same reference numbers throughout the specification indicate the same elements.

1 is a view showing a hydraulic circuit diagram of an integrated electronically controlled hydraulic brake according to an embodiment of the present invention, and FIG. 2 is an enlarged view of A of FIG. 1.

As shown in Figs. 1 and 2, the integrated electronically controlled hydraulic brake according to the present invention can be largely composed of two units. Referring to the drawings, the brake pedal 30 operated by the driver during braking, the master cylinder 110 through which force is transmitted from the brake pedal 30, and the master cylinder 110 are combined to store oil. Mounted between the reservoir 115 and two hydraulic circuits (HC1, HC2) connected to two wheels (RR, RL, FR, FL), respectively, and between the master cylinder 110 and two hydraulic circuits (HC1, HC2) The brake pedal 30 is connected to the first and second shutoff valves 173 and 174 to block hydraulic pressure according to the driver's foot pressure, the accumulator 120 to store a certain level of pressure, and the master cylinder 110 An integrated hydraulic control device 100 having a pedal simulator 180 provided to provide a reaction force of, and a simulation valve 186 installed in a flow path 188 connecting the pedal simulator 180 and the reservoir 115, and , A pump 210 that sucks oil from the reservoir 115 through a hydraulic pipe 116 and discharges it to the accumulator 120 to form pressure in the accumulator 120, and a motor for driving the pump 210 ( It may be configured to include a power source unit 200 having 220.

In addition, the integrated hydraulic control device 100 is connected to one of two hydraulic circuits (HC1, HC2) and transmitted from the accumulator 120 to the wheel cylinder 20 installed on each wheel (FL, FR, RL, RR). A flow control valve 141 and a pressure reducing valve 142 for controlling the pressure being applied, a balance valve 190 connecting the two hydraulic circuits HC1 and HC2, and a pressure sensor 101 and 102 for measuring the pressure. 103) and the like may be further included.

At this time, the integrated hydraulic control device 100 and the power source unit 200 are connected to each other by an external pipe 10. That is, the pump 210 of the power source unit 200 and the accumulator 120 of the integrated hydraulic control device 100 are connected by the external pipe 10. The power source unit 200 composed of the pump 210 and the motor 220 is configured as a separate unit to separate operating noise, and the master cylinder 110, the reservoir ( 115), by bundling the pedal simulator 180 into a single unit and including the functions of ESC and HPU to reduce the weight of the integrated electronically controlled hydraulic brake and improve the mounting space.

When the pump 210 to be described later is operated, pulsation occurs in each flow path by hydraulic pressure. At this time, when the flow control valve 141 is shut off, the hydraulic pressure between the pump 210 and the flow control valve 141 becomes a relatively high pressure state. Accordingly, even if the high-pressure hydraulic pressure passes through the accumulator 120, a pulsating component remains and vibration is transmitted to each flow path and device to generate excitation. This excitation eventually generates noise, which causes noise during braking operation.

In order to reduce the pulsation caused by the pulsation of the pump 210, the integrated hydraulic control device 100 further includes a pulsation reduction chamber 300 provided between the accumulator 120 and the flow control valve 141.

The pulsation reduction chamber 300 is formed as a chamber having a volume larger than that of a general flow path. At this time, since the effect of reducing the pulsation varies according to the size of the volume, it can be applied to a volume of an appropriate size that can minimize the pulsation.

By including the pulsation reduction chamber 300, it is possible to effectively reduce vibration and noise caused by pulsation.

Meanwhile, as an embodiment of the present invention, it has been described that the integrated hydraulic control device 100 includes a check valve 135 and an accumulator 120, but this is an example, and the check valve 135 and the accumulator 120 are a power source unit. It may be included in (200).

The structure and function of each component constituting such an integrated electronically controlled hydraulic brake will be described in more detail. First, the master cylinder 110 may be composed of at least one chamber to generate hydraulic pressure, but as shown, the master cylinder 110 is composed of two chambers and a first piston 111 therein. ) And the second piston 112 are formed. Accordingly, it is made to generate hydraulic pressure by the pedal effort of the brake pedal 30, and is connected to the two hydraulic circuits HC1 and HC2, respectively. In this master cylinder 110, a reservoir 115 storing oil is installed in the upper side, and in the lower part, the oil leaked through the outlet passes through the first and second backup passages 171 and 172 to be described later. It flows into the wheel cylinder 20 installed in the (RR, RL, FR, FL).

Meanwhile, the master cylinder 110 has two chambers and is connected to the two hydraulic circuits HC1 and HC2 to ensure safety in case of failure. For example, as shown, the first hydraulic circuit HC1 of the two hydraulic circuits HC1 and HC2 is connected to the right front wheel FR and the left rear wheel RL of the vehicle, and the second hydraulic circuit HC2 is It is connected to the left front wheel FL and the right rear wheel RR. Alternatively, the first hydraulic circuit HC1 among the two hydraulic circuits HC1 and HC2 may be connected to the two front wheels FL and FR, and the second hydraulic circuit HC2 may be connected to the two rear wheels RL and RR. . In this way, the independent configuration of the two hydraulic circuits HC1 and HC2 is intended to enable braking of the vehicle even when one circuit fails.

Meanwhile, each of the hydraulic circuits HC1 and HC2 includes a flow path connected to the wheel cylinder 20, and a plurality of valves 151 and 161 for controlling the hydraulic pressure are installed in the flow path. As shown, a plurality of valves 151 and 161 are disposed on the upstream side of the wheel cylinder 20 to control the transfer of hydraulic pressure to the wheel cylinder (Normally Open type, hereinafter referred to as'NO type') A solenoid valve 151 and a normally closed type (normally closed type, hereinafter referred to as'NC type') solenoid valve that is disposed on the downstream side of the wheel cylinder 20 to control the leakage of hydraulic pressure from the wheel cylinder 20 161). The opening and closing operation of the solenoid valves 151 and 161 may be controlled by a commonly used electronic control unit (not shown).

In addition, each hydraulic circuit (HC1, HC2) is configured to include a return flow path 160 connecting the NC type solenoid valve 161 and the hydraulic pipe (116). The return passage 160 is configured to discharge the hydraulic pressure transmitted to the wheel cylinder 20 and transmit it to the accumulator 120 by pumping the reservoir 115 or the pump 210.

A balance valve 190 is installed between the two hydraulic circuits HC1 and HC2 to control the connection of the two hydraulic circuits HC1 and HC2. The balance valve 190 is provided as a normally closed type solenoid valve that is normally closed and operates to open the valve based on pressure information. This balance valve 190 is made to connect two hydraulic circuits (HC1, HC2) to supply hydraulic pressure to the wheel cylinders 20 provided in each hydraulic circuit (HC1, HC2), and its operation structure will be described again below. I will do it.

On the other hand, a reference numeral 31, which is not described, is an input rod 31 installed on the brake pedal 30 for transmitting foot pressure to the master cylinder 110.

At least one pump 210 is provided to form a braking pressure by pumping oil flowing from the reservoir 115 at a high pressure, and a motor for providing a driving force to the pump 210 at one side of the pump 210 ( 220) is provided. The motor 220 may be driven by receiving the driver's braking will according to the pedal effort of the brake pedal 30 from a first pressure sensor 101 or a pedal displacement sensor to be described later.

The accumulator 120 is provided at the outlet side of the pump 210 and temporarily stores high-pressure oil generated by driving the pump 210. That is, as described above, the accumulator 120 is connected to the pump 210 by an external pipe 10. At this time, a check valve 135 is installed in the external pipe 10 to prevent the high-pressure oil stored in the accumulator 120 from flowing back.

A second pressure sensor 102 is provided at the outlet side of the accumulator 120 to measure the oil pressure of the accumulator 120. At this time, the oil pressure measured from the second pressure sensor 102 is compared with the set pressure by the electronic control unit (not shown), and when the measured pressure is low, the pump 210 is driven to suck the oil in the reservoir 115 The accumulator 120 is filled.

The first and second connection passages 130 and 132 connected to the external pipe 10 to deliver the braking oil stored in the accumulator 120 by the pump 210 and the motor 220 to the wheel cylinder 20 ), and the second connection passage 132 is connected to one of the two hydraulic circuits HC1 and HC2. As shown, the second connection passage 132 is connected to the first hydraulic circuit HC1. In addition, a flow control valve 141 and a pressure pressure valve 142 for controlling the braking oil stored in the accumulator 120 are provided in the first connection passage 130.

The flow control valve 141 and the pressure reducing valve 142 are composed of a normally closed type solenoid valve that is kept in a normally closed state. Accordingly, when the driver presses the brake pedal 30, the flow control valve 141 is opened to deliver the braking oil stored in the accumulator 120 to the wheel cylinder 20. At this time, the braking oil delivered through the flow control valve 141 is delivered to the first hydraulic circuit HC1 connected to the second connection channel 132 and at the same time, a balance valve connecting the two hydraulic circuits HC1 and HC2 ( 190) is opened so that the braking oil is also delivered to the second hydraulic circuit HC2. That is, the braking oil of the accumulator 120 is transferred to each wheel cylinder 20 as the flow control valve 141 and the balance valve 190 are opened.

Since the flow control valve 141 and the pressure reducing valve 142 are configured as a single valve and configured to supply braking hydraulic pressure, the flow control valve 141 and the pressure reducing valve 142 are configured as high-capacity valves. In addition, although the flow control valve 141 and the pressure reducing valve 142 are illustrated as being configured as a single valve, they are not limited thereto, and may be configured as a combination of two or more valves when capacity is insufficient.

On the other hand, the integrated hydraulic control device 100 is provided in the first connection passage 130 to reduce the pulsation reduction chamber 300 that is not reduced by the accumulator, and the second connection passage 132 to minimize pressure pulsation. It may be configured to further include a pulsation damping device 145 for.

The above-described pulsation reduction chamber 300 can reduce pressure by allowing the remaining high-pressure hydraulic pressure to pass through a space provided with a volume relatively larger than that of a general flow path.

The pulsation damping device 145 is a device capable of temporarily storing oil in order to attenuate the pulsation generated between the flow control valve 141 and the pressure reducing valve 142 and the NO type solenoid valve 151, respectively. Since it is a well-known technique, a detailed description will be omitted.

In addition, a third pressure sensor 103 for sensing the pressure transmitted to the hydraulic circuit HC1 is provided in the second connection passage 132. Accordingly, it is possible to control the pulsation damping device 145 so that the pulsation is reduced according to the pressure of the braking oil sensed by the third pressure sensor 103.

According to the present invention, when the integrated electronically controlled hydraulic brake fails, a first backup passage 171 and a second backup passage 172 connecting the master cylinder 110 and the two hydraulic circuits HC1 and HC2 are provided. I can. In the middle of the first backup passage 171, a first shut-off valve 173 is installed to cut off the pressure according to the driver's foot pressure of the master cylinder 110, and a second shut-off valve in the middle of the second backup passage 172 Valve 174 is installed. The first and second shut-off valves 173 and 174 are provided as NC-type solenoid valves that are normally open and then operate to close the valve during a normal braking action. In addition, the first backup passage 171 is connected to the first hydraulic circuit HC1 and the second connection passage 132 through the first shut-off valve 173, and the second backup passage 172 is a second shut-off valve. It is connected to the second hydraulic circuit HC2 through 174. In particular, a first pressure sensor 101 for measuring the oil pressure of the master cylinder 110 may be provided in the first backup passage 171. Accordingly, when braking in a normal state, the backup flow paths 171 and 172 are blocked by the first shut-off valve 173 and the second shut-off valve 174, and the braking intention requested by the driver by the first pressure sensor 101 In the case of an abnormal state, since the first and second shutoff valves 173 and 174 are open, the braking pressure generated from the master cylinder 110 is directly transmitted to the wheel cylinder 20.

According to the present invention, a pedal simulator 180 for forming a foot force of the brake pedal 30 is provided between the first pressure sensor 101 and the master cylinder 110.

The pedal simulator 180 includes a simulation chamber 182 provided to store oil flowing out from the outlet side of the master cylinder 110 and a simulation valve 186 provided on the inlet side of the simulation chamber 182. The simulation chamber 182 includes a piston 183 and an elastic member 184 and is formed to have a certain range of displacement by oil flowing into the simulation chamber 182. The simulator valve 186 is composed of a normally closed type solenoid valve that is kept in a normally closed state, and is opened when the driver presses the brake pedal 30 to deliver the braking oil to the simulation chamber 182.

In addition, a simulation check valve 185 is provided between the pedal simulator 180 and the master cylinder 110, that is, between the pedal simulator 180 and the simulation valve 186, and the simulation check valve 185 is a master cylinder. It is connected with (110). The simulation check valve 185 is configured such that the pressure according to the pedal effort of the brake pedal 30 is transmitted to the pedal simulator 180 only through the simulation valve 186. The simulation check valve 185 is preferably composed of a spring-less pipe check valve so that the residual pressure of the pedal simulator 180 is restored when the pedal effort of the brake pedal 30 is released.

The integrated hydraulic control device 100 as described above is provided as one block including an electronic control unit (ECU: not shown) that is electrically connected to and controlled by each valve and sensor to achieve compactness of the integrated electronically controlled hydraulic brake. You will be able to. That is, the integrated electronically controlled hydraulic brake according to the present invention forms the pedal force of the brake pedal 30 together with the power source unit 200 and the accumulator 120 composed of the motor 220 and the pump 210, and various valves and sensors. Through the integrated hydraulic control device 100 provided with the pedal simulator 180 in the form of a single block, it is easy to secure a mounting space and solve a problem due to an increase in weight.

Hereinafter, the operation of the integrated electronically controlled hydraulic brake according to a preferred embodiment of the present invention will be described in detail with reference to FIG. 1.

When braking by the driver is started, the required braking amount of the driver may be detected through pressure information of the brake pedal 30 that the driver depresses through the first pressure sensor 101 or the pedal displacement sensor. The electronic control unit (not shown) can receive the size of the regenerative braking amount, and can calculate the size of the friction braking amount according to the difference between the driver's required braking amount and the regenerative braking amount, thereby increasing the pressure on the wheel side. Alternatively, you can determine the magnitude of the decompression.

Specifically, when the driver depresses the brake pedal 30 in the initial braking period, the braking of the vehicle is sufficient as regenerative braking, and thus the amount of braking due to friction may be controlled so as not to occur. Therefore, it is necessary to depressurize the brake braking oil so that the hydraulic pressure generated from the brake pedal 30 and generated in the master cylinder 110 is not transmitted to the wheel cylinder 20. At this time, by opening the pressure reducing valve 142 and discharging the hydraulic pressure formed in the second connection passage 132 to the reservoir 115 through the return passage 160, pressure does not occur in the wheels RR, RL, FR, and FL. , The brake pedal pressure can be maintained as it is.

Thereafter, a process of adjusting the frictional braking amount may be performed according to the change in the regenerative braking amount. The amount of regenerative braking varies depending on the state of charge of the battery or the speed of the vehicle, but below a certain vehicle speed, the amount of regenerative braking decreases rapidly. In order to cope with this situation, in order to control the hydraulic pressure of the wheel cylinder 20, the flow control valve 141 may control the flow rate of the braking oil transmitted from the accumulator 120 through the first connection channel 130.

Since there is no regenerative braking amount, the braking can be performed according to the normal braking situation.

Meanwhile, since the second connection passage 130 is connected only to the first hydraulic circuit HC1, the NC-type balance valve 190 that controls the connection of the two hydraulic circuits HC1 and HC2 during braking is opened to open the two hydraulic circuits. Allow pressure to be transferred to (HC1, HC2).

In addition, the pressure generated by the pressurization of the master cylinder 110 according to the pedal effort of the brake pedal 30 is transmitted to the pedal simulator 180 connected to the master cylinder 110. At this time, the NC-type simulation valve 186 disposed between the master cylinder 110 and the simulation chamber 182 is opened, and the piston 183 moves as the hydraulic pressure is supplied to the simulation chamber 182 and moves the piston 183. A pressure corresponding to the load of the supporting spring 184 is formed in the simulation chamber 182 to provide an appropriate pedal feel to the driver.

When the integrated electronically controlled hydraulic brake does not operate normally, it is transmitted to the wheel cylinder 20 through the first and second backup passages 171 and 172 for backup braking to implement braking force. At this time, the first and second shut-off valves 173 and 174 installed in the first and second backup passages 171 and 172 and the solenoid valve 151 of the two hydraulic circuits HC1 and HC2 are normally open. As the flow control valve 141, the pressure reducing valve 142, and the balance valve 190 are configured as a closed type solenoid valve, the hydraulic pressure is directly transferred to the wheel cylinder 20. Delivered. Accordingly, stable braking can be performed, and braking stability can be improved.

On the other hand, the master cylinder 110 is preferably formed such that the inner diameter is reduced compared to the prior art so as to maximize the mechanical braking performance according to the pedal effort of the brake pedal (30). That is, it is made to have a reduced inner diameter compared to the inner diameter of the existing master cylinder, but even if the inner diameter decreases, it should be understood that the sufficient braking force can be exerted through the braking oil stored in the reduced inner diameter.

Although the present invention has been described with reference to an embodiment shown in the accompanying drawings, this is only exemplary, and those of ordinary skill in the art can recognize that various modifications and other equivalent embodiments are possible therefrom. You can understand. Therefore, the true scope of the present invention should be determined only by the appended claims.

10: external piping 20: wheel cylinder
30: brake pedal 31: input rod
100: integrated hydraulic brake 101: first pressure sensor
102: second pressure sensor 103: third pressure sensor
110: master cylinder 115: reservoir
116: hydraulic pipe 120: accumulator
130: first connecting channel 132: second connecting channel
135: check valve 141: flow control valve
142: pressure reducing valve 145: pulsation damping device
160: return flow 171: first backup flow
172: second backup flow path 173: first shut-off valve
174: second shutoff valve 180: pedal simulator
182: simulation chamber 183: piston
184: elastic member 185: simulation check valve
186: simulation valve 190: balance valve
200: power source unit 210: pump
220: motor 300: pulsation reduction chamber
HC1: 1st hydraulic circuit HC2: 2nd hydraulic circuit

Claims (9)

A master cylinder that generates hydraulic pressure by the foot of a brake pedal, a reservoir that is coupled to the master cylinder to store oil, an accumulator that stores oil to control pressure, and a connection between the accumulator and wheel cylinders installed on each wheel An integrated hydraulic control device including a flow control valve and a pressure reducing valve for controlling pressure transmitted from the accumulator to the wheel cylinder; And
Including; a power source unit having a pump that sucks oil from the reservoir through a hydraulic pipe and discharges it to the accumulator to form pressure in the accumulator, and a motor for driving the pump,
The integrated hydraulic control device further includes a pulsation reduction chamber provided in a flow path connected between the accumulator and the flow control valve as a space having a volume larger than that of the flow path,
The accumulator is
Firstly reducing the high pressure hydraulic pulsation generated by the pump when the flow control valve is shut off,
The pulsation reduction chamber
Integrated electronically controlled hydraulic brake for secondaryly reducing high pressure hydraulic pulsation generated by the pump when the flow control valve is shut off. delete The method of claim 1,
The integrated hydraulic control device further comprises two hydraulic circuits connected to two wheels. The method of claim 3,
The flow control valve and the pressure reducing valve are integrated electronically controlled hydraulic brakes connected to any one of the two hydraulic circuits. The method of claim 3,
The integrated hydraulic control device further comprises first and second shut-off valves mounted between the master cylinder and the two hydraulic circuits to block hydraulic pressure according to a driver's foot power. The method of claim 5,
The integrated hydraulic control device further includes a balance valve configured to connect a flow path between a first hydraulic circuit and the first shutoff valve, and a flow path between the second hydraulic circuit and the second shutoff valve to each other. Integrated electronically controlled hydraulic brake to control the pressure deviation in the circuit. The method of claim 1,
The integrated hydraulic control device further comprises a pedal simulator connected to the master cylinder to provide a reaction force of the brake pedal. The method of claim 7,
The integrated hydraulic control device further comprises a simulation valve for controlling the connection between the master cylinder and the pedal simulator. The method of claim 1,
The power source unit is provided as a separate unit for separating operation noise, and the integrated hydraulic control device and the power source unit are connected to each other by an external pipe.

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