KR102385793B1 - Control apparatus of brake apparatus and control method of brake apparatus - Google Patents

Abstract

Disclosed are an apparatus for controlling a brake apparatus and a method for controlling the brake apparatus. An apparatus for controlling a brake apparatus and a method for controlling a brake apparatus according to an embodiment of the present invention include an input unit receiving a motor position sensing value detected by a motor position sensor of the brake apparatus and receiving a brake pedal signal from a brake pedal of the brake apparatus; A determination unit that determines whether the motor position sensor is in a faulty state based on the detected motor position sensing value, and if the motor position sensor is in a faulty state, sets the target torque value of the motor required to generate the target braking pressure corresponding to the brake pedal signal to the target motor A calculator that converts the target current value to which the speed value is applied, and receives the motor position sensing value, receives the brake pedal signal, transmits a judgment command to the decision unit, transmits a calculation command to the calculator, and responds to the brake pedal signal from the motor and a control unit that transmits a target torque value corresponding to the converted target current value to the motor to generate a braking pressure.

Description

TECHNICAL FIELD The present invention relates to a control apparatus and a method for controlling a brake apparatus.

The present invention relates to a control device for a brake device and a method for controlling the brake device.

In general, the conventional motor position sensor senses the position of the motor to precisely generate a braking pressure in the motor of the brake device.

As an example, as described in Korean Patent Publication No. 10-1478070 (2014.12.24), an electronically controlled brake booster that transmits power for generating brake pressure in a motor and senses the position of the motor using a motor position sensor is disclosed. became

However, since the conventional electronically controlled brake booster has a limit in stably driving the motor when the motor position sensor is in a malfunctioning state, there is a limit in efficiently generating a braking pressure corresponding to a brake pedal signal.

Accordingly, in recent years, research has been continuously conducted on an improved control device for a brake device and a method for controlling the brake device for efficiently generating a braking pressure corresponding to a brake pedal signal even when the motor position sensor is in a malfunctioning state.

In addition, in recent years, research has been continuously conducted on an improved control device for a brake device and a method for controlling the brake device for suppressing a noise phenomenon occurring in a motor or a noise phenomenon in which noise is generated differently.

Republic of Korea Patent Publication No. 10-1478070 (2014.12.24)

SUMMARY Embodiments of the present invention provide a brake device control device and a brake device control method capable of efficiently generating a braking pressure corresponding to a brake pedal signal.

An embodiment of the present invention is to provide an apparatus for controlling a brake apparatus and a method for controlling the brake apparatus capable of suppressing a noise phenomenon occurring in a motor or a noise phenomenon in which noise is generated differently.

According to an aspect of the present invention, an input unit for receiving a motor position sensing value sensed by a motor position sensor of a brake device that generates boosting pressure and braking pressure as one motor and receiving a brake pedal signal from a brake pedal of the brake device; A determination unit that determines whether the motor position sensor is in a failure state based on the input motor position sensing value, and if the motor position sensor is in a failure state, the target torque value of the motor required to generate the target braking pressure corresponding to the brake pedal signal is targeted A calculator that converts the target current value to which the motor speed value is applied, and receives the motor position sensing value, receives the brake pedal signal, transmits a judgment command to the decision unit, transmits a calculation command to the calculator, and transmits a calculation command to the brake pedal signal from the motor The control unit may include a control unit that transmits a target torque value corresponding to the converted target current value to the motor to generate a corresponding braking pressure.

According to another aspect of the present invention, when converting to the target current value, the calculator calculates the size of the target current value by using the offset current value for the cross-sectional area of the piston, the gear ratio of the motor, and the current current value of the motor. can be

According to another aspect of the present invention, when converting the target current value, the calculator may calculate the size of the target current value by further using the torque constant of the motor and the safety factor of the motor.

According to another aspect of the present invention, the calculator calculates the target motor speed value based on the difference between the target braking pressure value and the feedback pressure value for feeding back the current braking pressure value when converting to the target current value, , the target motor speed value is adjusted using the calculated size and slope of the target motor speed value, and the injection direction of the target current value can be determined by integrating the adjusted target motor speed value.

According to another aspect of the present invention, the calculator may further calculate an angle value formed between the magnetic flux of the motor and the injection direction of the target current value by using the injection direction of the target current value and the motor rotation angle value.

According to another aspect of the present invention, the determination unit may further determine whether a step-out has occurred in the motor when the piston is operated by driving the motor.

According to another aspect of the present invention, when determining whether a step-out has occurred in the motor, the determination unit may determine whether there is a motor current ripple value generated in a direction perpendicular to the injection direction of the target current value. .

According to another aspect of the present invention, the motor current ripple value is a feedback current value in the injection direction of the target current value, a Laplace operator, a current controller bandwidth value, a motor inductance value, a motor phase resistance value, a motor counter electromotive force constant value, It may be generated by a correlation between an angle value formed between the magnetic flux of the motor and an injection direction of the target current value, and a feedback current value in a direction perpendicular to the injection direction of the target current value.

According to another aspect of the present invention, when the step-out occurs in the motor, the determination unit may further determine whether the piston has returned to its initial position.

According to another aspect of the present invention, when the determination unit determines whether the piston has returned to the initial position, the motor current ripple value generated in a direction perpendicular to the injection direction of the target current value while driving the motor with the target current value It can be determined whether or not

delete

According to another aspect of the present invention, receiving a motor position sensing value sensed by a motor position sensor of a brake device for generating boosting pressure and braking pressure as one motor, the motor position based on the inputted motor position sensing value Determining whether the sensor is in a faulty state, receiving a brake pedal signal from the brake pedal of the brake device if the motor position sensor is in a faulty condition, and receiving the brake pedal signal to generate a target braking pressure corresponding to the brake pedal signal converting the target torque value of the required motor into a target current value to which the target motor speed value is applied, and transmitting the target torque value corresponding to the converted target current value to the motor to generate a braking pressure corresponding to the brake pedal signal in the motor may include the steps of

According to an embodiment of the present invention, the brake device control device and the brake device control method may efficiently generate a braking pressure corresponding to a brake pedal signal.

The apparatus for controlling the brake apparatus and the method for controlling the brake apparatus according to an embodiment of the present invention may suppress a noise phenomenon occurring in a motor or a noise phenomenon in which noise is generated differently.

1 is a block diagram illustrating a state in which a control device according to an embodiment of the present invention is connected to a brake device.
FIG. 2 is a block diagram showing the control device and the brake device shown in FIG. 1 as an example;
3 is a block diagram showing an example of the calculation unit and the control unit shown in FIG.
4 is a graph showing a motor position value when the motor position sensor is in a failure state and a motor position value when the motor position sensor is in a normal state.
5 is a graph showing a motor driving current value when the motor position sensor is in a fault state and a motor driving current value when the motor position sensor is in a normal state.
6 is a graph illustrating a braking pressure value and a target braking pressure value generated when the motor position sensor is in a fault state, and a braking pressure value generated when the motor position sensor is in a normal state.
7 is a flowchart illustrating an example of a method for controlling a brake device using the control device for a brake device according to an embodiment of the present invention.
8 is a flowchart illustrating another example of a method for controlling a brake device using the control device for a brake device according to an embodiment of the present invention.
9 is a flowchart illustrating another example of a method of controlling a brake device using the control device of the brake device according to an embodiment of the present invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. The following examples are presented 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 presented herein, and may be embodied in other forms. The drawings may omit illustration of parts irrelevant to the description in order to clarify the present invention, and slightly exaggerate the size of the components to help understanding.

1 is a block diagram illustrating a state in which a control device is connected to a brake device according to an embodiment of the present invention, and FIG. 2 is a block diagram illustrating the control device and the brake device shown in FIG. 1 as an example.

3 is a block diagram illustrating the calculation unit and the control unit shown in FIG. 2 as an example, and FIG. 4 is a motor position value when the motor position sensor is in a faulty state and a motor position value when the motor position sensor is in a normal state. This is the graph shown.

5 is a graph illustrating a motor driving current value when the motor position sensor is in a faulty state and a motor driving current value when the motor position sensor is in a normal state, and FIG. 6 is a braking pressure generated when the motor position sensor is in a faulty state. It is a graph showing the value, the target braking pressure value, and the braking pressure value generated when the motor position sensor is in a normal state.

1 to 6 , the control device 100 of the brake device 10 according to an embodiment of the present invention includes an input unit 102 , a determination unit 104 , and a calculation unit 106 and a control unit 108 . includes

The input unit 102 receives a motor position sensed value detected by the motor position sensor 10a of the brake device 10 , and receives a brake pedal signal from the brake pedal 10c of the brake device 10 .

Here, the brake device 10 may be an IDB (Integrated Dynamic Brake) that generates a boosting pressure and a braking pressure with a single motor 10b, and may be any brake means that generates a braking pressure with a motor.

Although not shown, the motor 10b may be a permanent magnet synchronous motor (not shown), and the permanent magnet synchronous motor (not shown) includes an embedded permanent magnet synchronous motor (not shown) and a surface mounted permanent magnet synchronous motor. It may be at least one of (not shown).

The determination unit 104 determines whether the motor position sensor 10a is in a failure state based on the motor position sensed value input to the input unit 102 under the control of the control unit 108 to be stated later.

When the determination unit 104 determines that the motor position sensor 10a is in a malfunctioning state, the calculator 106 controls the target torque value of the motor 10b necessary to generate a target braking pressure corresponding to the brake pedal signal. According to the control of (108), the target motor speed value is converted into the applied target current value.

For example, as shown in FIGS. 2 and 3 , the calculator 106 may include a first calculator 106a and a second calculator 106b.

When converting to the target current value, the first calculation unit 106a uses the piston cross-sectional area 106a1, the gear ratio 106a2 of the motor, and the offset current value 106a5 for the current current value of the motor. According to the control at (108), the magnitude of the target current value can be calculated.

In addition, the first calculation unit 106a further uses the torque constant 106a3 of the motor and the safety factor 106a4 of the motor when converting the target current value into the target current value to increase the target current value under the control of the control unit 108 . can be calculated.

In other words, When converting into the target current value, the first calculation unit 106a calculates the size of the target current value corresponding to the target braking pressure value TBP, the cross-sectional area 106a1 of the piston, the gear ratio 106a2 of the motor, and the The torque constant 106a3 and the safety factor 106a4 of the motor can be used, and the offset ( Offset) the current value 106a5 can be used.

Here, the control unit 108 converts the three-phase current value to the torque value of the motor 10b by DQ conversion in the conventional DQ conversion means 108a, and the D-axis (magnetic flux component) current value which is the current current value of the motor 10b. and Q-axis (torque component) current values can be provided to the first calculation unit 106a, and in the conventional PI controller 108b, the cross-sectional area 106a1 of the piston, the gear ratio 106a2 of the motor, and the torque constant of the motor ( 106a3), the safety factor 106a4 of the motor, and the offset current value 106a5 are proportionally controlled while the error signal is integrated to output the first control signal.

The second calculator 106b converts the target current value into a target current value based on the difference value DV between the target braking pressure value TBP and the feedback pressure value FDP for feeding back the current braking pressure value. It is possible to calculate the motor speed value, adjust the target motor speed value using the magnitude and slope of the calculated target motor speed value, and determine the injection direction of the target current value by integrating the adjusted target motor speed value.

In other words, The second calculation unit 106b calculates and adjusts the target motor speed value when converted to the target current value, the difference value DV between the target braking pressure value TBP and the feedback pressure value FDP in the PID controller 106b1. ), it is possible to output the second control signal by integrating the error signal while performing proportional differential control, and according to the second control signal, the target motor speed value is obtained by using the magnitude and slope of the target motor speed value in the speed controller 106b2. It can be adjusted, and the injection direction of the target current value can be determined by integrating the target motor speed value adjusted by the integrator 106b3.

Here, the second calculation unit 106b calculates the angle value formed between the magnetic flux of the motor and the injection direction of the target current value using the injection direction of the target current value and the motor rotation angle value as shown in Equation 1 and Equation 2 below. > can be further calculated.

<Equation 1>

는 모터의 자속과 목표 전류값의 주입 방향이 이루는 각도값,

은 목표 전류값의 주입 방향,

은 모터 회전 각도값일 수가 있다.here,

is the angular value between the magnetic flux of the motor and the injection direction of the target current value,

is the injection direction of the target current value,

may be a motor rotation angle value.

<Equation 2>

은 목표 전류값의 주입 방향,

은 모터 속도 지령값일 수가 있다.here,

is the injection direction of the target current value,

may be a motor speed command value.

)은 목표 제동 압력값에 따라 효율적인 제동 압력 생성을 위해 90도 이하가 되도록 설계될 수가 있다.The angle value (

) may be designed to be 90 degrees or less for efficient braking pressure generation according to the target braking pressure value.

The control unit 108 receives a motor position sensing value from the input unit 102 , receives a brake pedal signal from the input unit 102 , transmits a determination command to the determination unit 104 , and a calculation command to the calculation unit 106 . to convey

Also, the controller 108 transmits a target torque value corresponding to the converted target current value to the motor 10b to generate a braking pressure corresponding to the brake pedal signal in the motor 10b.

In other words, the control unit 108 converts the target current value having the injection direction determined by the integrator 106b3 of the second calculation unit 106b to the DQ conversion unit 108a by DQ conversion of the DQ conversion unit 108a to convert the motor in the inverse DQ conversion unit 108c. It is possible to receive the D-axis (magnetic flux component) current value and the Q-axis (torque component) current value, which are the target current values of (10b), and according to the first control signal of the PT controller 108b from the DQ inverse conversion means 108c The magnitude of the target current value calculated by the first calculation unit 106a may be supplied.

Here, the control unit 108 can inversely convert the three-phase target current value having the injection direction and magnitude in the DQ inverse conversion means 108c into a three-phase target torque value, and the PWM generation means 108d of the motor 10b A PWM pulse for supplying a three-phase target torque value to the motor 10b may be generated by calculating a duty ratio, and the PWM pulse may be a Space Vector Pulse Width Modulation pulse.

As shown in FIGS. 2 and 4 to 6 , the control device 100 of the brake device 10 according to an embodiment of the present invention compares the motor position sensor 10a when the motor position sensor 10a is in a normal state. , the motor position value P1 when the motor position sensor 10a is in a faulty state does not reach the motor position value P2 when the motor position sensor 10a is in a normal state, and the motor position sensor 10a fails Although the motor drive current value P3 in the state was greater than the motor drive current value P4 when the motor position sensor 10a was in a normal state, the braking pressure generated when the motor position sensor 10a was in a faulty state. It can be seen that the value P5 is the same as the braking pressure value P6 generated when the motor position sensor 10a is in a normal state compared to the target braking pressure value TBP.

In the control device 100 of the brake device 10 according to an embodiment of the present invention, when the determination unit 104 operates the piston 10d by driving the motor 10b, step-out occurs in the motor 10b. Whether or not it has occurred can be further determined under the control of the control unit 108 .

For example, when the piston 10d is operated by the driving of the motor 10b, the determination unit 104 determines whether the piston 10d is in contact with the rear wall surface to determine whether a step-out has occurred in the motor 10b. ) can be determined according to the control of

As another example, when the piston 10d is returned to the initial position after releasing the braking pressure in the reduced pressure state by the driving of the motor 10b, the determination unit 104 determines whether a step-out has occurred in the motor 10b. 108) can be determined according to the control.

As described above, in the control device 100 of the brake device 10 according to an embodiment of the present invention, the determination unit 104 can determine whether a step-out has occurred in the motor 10b, so that the control unit 108 controls the motor It is possible to control the driving of (10b), so that it is possible to suppress a noise phenomenon or a noise phenomenon in which noise is generated differently from the motor (10b).

Here, when determining whether a step-out has occurred in the motor 10b, the determination unit 104 determines whether there is a motor current ripple value generated in a direction perpendicular to the injection direction of the target current value. can be further judged according to the control of

Such a motor current ripple value may be generated by the correlation of Equation 3 below.

<Equation 3>

는 목표 전류값의 주입 방향과 직각 방향의 피드백 전류값,

는 라플라스(Laplace) 연산자,

는 전류 제어기 대역폭값,

은 모터 인덕턴스값,

은 모터 상저항값,

는 목표 전류값의 주입 방향의 피드백 전류값,

는 모터 역기전력 상수값,

는 모터의 자속과 목표 전류값의 주입 방향이 이루는 각도값일 수가 있다. here,

is the feedback current value in the direction perpendicular to the injection direction of the target current value,

is the Laplace operator,

is the current controller bandwidth value,

is the motor inductance value,

is the motor phase resistance,

is the feedback current value in the injection direction of the target current value,

is the constant value of the motor back EMF,

may be an angle value between the magnetic flux of the motor and the injection direction of the target current value.

If the determination unit 104 in the control device 100 of the brake device 10 according to an embodiment determines that a step-out has occurred in the motor 10b, the piston 10d returns to its initial position. Whether it is in the state can be further determined according to the control of the controller 108 .

Here, when the determination unit 104 determines whether the piston 10d is returned to the initial position, the motor 10b drives the target current value while driving the motor 10b in a direction perpendicular to the injection direction of the target current value. Whether or not there is a current ripple value may be further determined under the control of the controller 108 .

On the other hand, although not shown, the input unit 102, the determination unit 104, the calculation unit 106, and the control unit 108 control the overall operation with a main computer applied to the vehicle, and determine and determine the motor position sensing value and the brake pedal signal. , and may be provided to a typical ECU (Electronic Control Unit, not shown) for converting a target current value.

In addition, although not shown, the input unit 102, the determination unit 104, the calculation unit 106, and the control unit 108 are equipped with a processor, a memory, and an input/output device inside a single chip to control the overall operation, determine and sense the motor position A value and a brake pedal signal may be input, and may be provided to a typical MCU (Micro Control Unit, not shown) for converting a target current value.

In addition, the input unit 102, the determination unit 104, the calculation unit 106, and the control unit 108 control the overall operation of the vehicle without being limited thereto, and receive a determination and a motor position sensing value and a brake pedal signal, and a target Any control means, judging means, input means, and calculation means capable of converting the current value can be used.

The input unit 102, the determination unit 104, the calculation unit 106, and the control unit 108 may be provided to the ECU (not shown) or the MCU (not shown) as an integrated type, and may be provided to the ECU (not shown) as a separate type. Alternatively, it may be provided to an MCU (not shown).

7 is a flowchart illustrating an example of a method for controlling a brake device using a control device for a brake device according to an embodiment of the present invention, and FIG. 8 is a brake device using the control device for a brake device according to an embodiment of the present invention. It is a flowchart showing a control method of , as another example.

9 is a flowchart illustrating a method of controlling a brake device using the control device of the brake device according to an embodiment of the present invention as another example.

7 to 9 , a control method 700 of the brake device (10 of FIG. 2 ) using the control device ( 100 of FIG. 2 ) of the brake device (10 of FIG. 2 ) according to an embodiment of the present invention 800 and 900) are first input steps (S702 to S902), first determination steps (S704 to S904), second input steps (S706 to S906), calculation steps (S708 to S908), and control steps (S710 to S910) includes

First, in the first input step ( S702 to S902 ), the motor position sensing value detected by the motor position sensor ( 10a in FIG. 2 ) of the brake device ( 10 in FIG. 2 ) is input from the input unit ( 102 in FIG. 2 ).

The first determination step (S704 to S904) is based on the motor position sensed value input to the input unit (102 in FIG. 2), the control of the controller (108 in FIG. 2) whether the motor position sensor (10a in FIG. 2) is in a failure state Accordingly, the determination unit (104 in FIG. 2) determines.

In the second input step ( S706 to S906 ), if the determination unit ( 104 in FIG. 2 ) determines that the motor position sensor ( 10a in FIG. 2 ) is in a malfunctioning state, the brake pedal ( FIG. 2 ) of the brake device ( 10 in FIG. 2 ) 10c), the brake pedal signal is received from the input unit (102 in FIG. 2).

The calculation steps S708 to S908 correspond to the brake pedal signal when the brake pedal signal output from the input unit 102 in FIG. 2 is supplied from the calculation unit 106 in FIG. 2 under the control of the control unit 108 in FIG. 2 . The target current value to which the target motor speed value is applied in the calculation unit (106 in FIG. 2) under the control of the controller (108 in FIG. 2) for the target torque value of the motor (10b in FIG. 2) required to generate the target braking pressure can be converted to

For example, in the calculation steps S708 to S908, when the first calculation unit (106a in FIG. 3) of the calculation unit (106 in FIG. 2) converts the target current value into a target current value, the cross-sectional area of the piston (106a1 in FIG. 2) and the motor The size of the target current value is calculated according to the control of the controller (108 in FIG. 2) using the gear ratio (106a2 in FIG. 2) and the offset current value (106a5 in FIG. 2) for the current current value of the motor. can be

In addition, in the calculation steps S708 to S908, the torque constant 106a3 of the motor and the safety factor of the motor when converted into the target current value by the first calculation unit (106a in FIG. 3) of the calculation unit (106 in FIG. 2) By further using 106a4, it is possible to calculate the magnitude of the target current value under the control of the controller (108 in FIG. 2).

In addition, the calculation steps S708 to S908 are performed according to the control of the PID controller (106b1 in FIG. 3) when the second calculation unit (106b in FIG. 3) of the calculation unit (106 in FIG. 2) converts the target current value into a target current value. Calculate the target motor speed value based on the difference value (DV in FIG. 3) between the target braking pressure value (TBP in FIG. 3) and the feedback pressure value (FDP in FIG. 3) for feeding back the current braking pressure value, The size and slope of the calculated target motor speed value are adjusted using the speed controller (106b2 in FIG. 3) to adjust the target motor speed value, and the adjusted target motor speed value is integrated using an integrator (106b3 in FIG. 3). It is possible to determine the injection direction of the current value.

)과 모터 회전 각도값(수학식1의

)을 이용하여 모터의 자속과 목표 전류값의 주입 방향이 이루는 각도값(수학식1의

)을 제어부(도2의 108)의 제어에 따라 더 산출할 수가 있다.In addition, the calculation steps S708 to S908 are performed in the injection direction (in Equation 1) of the target current value in the second calculation unit (106b in FIG. 3) of the calculation unit (106 in FIG. 2).

) and the motor rotation angle value (in Equation 1)

) between the magnetic flux of the motor and the injection direction of the target current value (in Equation 1)

) can be further calculated under the control of the controller (108 in FIG. 2).

The control steps S710 to S910 correspond to the target current value converted from the controller (108 in FIG. 2 ) to the motor (10b in FIG. 2 ) to generate a braking pressure corresponding to the brake pedal signal in the motor ( 10b in FIG. 2 ). to transmit the target torque value.

As shown in FIGS. 8 and 9 , the method ( 800 and 900 may further include second determination steps S812, S814, and S912.

That is, the second determination steps S812 , S814 , and S912 may be performed after the control steps S810 and S910 .

This second determination step ( S812 , S814 , S912 ) determines whether a step-out has occurred in the motor ( 10b in FIG. 2 ) when the piston ( 10d in FIG. 2 ) is operated by driving the motor ( 10b in FIG. 2 ). can be determined by the determination unit (104 in Fig. 2) under the control of the control unit (108 in Fig. 2) (S812, S912), and the determination unit (Fig. 2) as a state in which a step-out has occurred in the motor (10b in Fig. 2) 104), the determination unit (104 in FIG. 2) may output the state in which the step-out has occurred (S814).

Here, in the second determination steps S812 and S912, when the determination unit (104 in FIG. 2) determines whether a step-out has occurred in the motor (10b in FIG. 2), the target current value is injected in a direction perpendicular to the injection direction. Whether or not there is a generated motor current ripple value may be determined by the determination unit ( 104 in FIG. 2 ) under the control of the control unit 108 .

For example, in the second determination step ( S812 , S912 ), when the piston ( 10d in FIG. 2 ) is operated by driving the motor ( 10b in FIG. 2 ), the piston ( 10d in FIG. 2 ) is in contact with the rear wall surface of the motor Whether a step-out has occurred in (10b of FIG. 2 ) may be determined by the determination unit ( 104 in FIG. 2 ) under the control of the control unit ( 108 in FIG. 2 ).

As another example, in the second determination step (S812, S912), when the piston (10d in FIG. 2) is returned to the initial position after releasing the braking pressure in the reduced pressure state by driving the motor (10b in FIG. 2), the motor (FIG. In step 10b of FIG. 2 ), the determination unit ( 104 in FIG. 2 ) may determine whether a step out has occurred under the control of the control unit ( 108 in FIG. 2 ).

9, the control method 900 of the brake device (10 in FIG. 2) using the control device (100 in FIG. 2) of the brake device (10 in FIG. 2) according to an embodiment of the present invention It may further include a third determination step (S916, S918).

That is, the third determination step ( S916 , S918 ) may be performed after the second determination step ( S912 ).

In the third determination step (S916, S918), when the determination unit (104 in FIG. 2) determines that a step-out has occurred in the motor (10b in FIG. 2), the piston (10d in FIG. 2) returns to the initial position. In accordance with the control of the control unit (108 in Fig. 2), the determination unit (104 in Fig. 2) can determine whether the state is in a state where the piston (10d in Fig. 2) is returned to the initial position (S916). If it is determined in (104 in FIG. 2), the state in which the piston (10d in FIG. 2) has returned to its initial position can be output from the determination unit (104 in FIG. 2) (S918).

Here, the third determination step ( S916 , S918 ) is a target in the motor ( 10b in FIG. 2 ) when the determination unit ( 104 in FIG. 2 ) determines whether the piston ( 10d in FIG. 2 ) has returned to the initial position. The determination unit (104 in FIG. 2 ) may determine whether there is no motor current ripple value generated in a direction perpendicular to the injection direction of the target current value while driving with the current value under the control of the control unit 108 .

As described above, the control apparatus 100 of the brake apparatus 10 and the control methods 700, 800, and 900 of the brake apparatus 10 according to an embodiment of the present invention include the input unit 102 and the determination unit 104 and The first input step (S702 to S902), the first determination step (S704 to S904), and the second input step (S706 to S906) and the calculation step (S708 to S908) including the calculation unit 106 and the control unit 108 and control steps ( S710 to S910 ), second determination steps ( S812 , S814 , S912 ), and third determination steps ( S916 , S918 ) are performed.

Accordingly, in the control apparatus 100 of the brake apparatus 10 and the control methods 700, 800, and 900 of the brake apparatus 10 according to an embodiment of the present invention, when the motor position sensor 10a is in a failure state, the brake The target torque value of the motor 10b required to generate the target braking pressure corresponding to the pedal signal is converted into a target current value to which the target motor speed value is applied, and the braking pressure corresponding to the brake pedal signal is generated in the motor 10b Thus, the target torque value corresponding to the converted target current value can be transmitted to the motor 10b.

Accordingly, in the control apparatus 100 of the brake apparatus 10 and the control methods 700, 800, and 900 of the brake apparatus 10 according to an embodiment of the present invention, even if the motor position sensor 10a is in a fault state, the motor Since 10b can be driven stably, the braking pressure corresponding to the brake pedal signal can be efficiently generated.

In addition, the control apparatus 100 of the brake apparatus 10 and the control methods 800 and 900 of the brake apparatus 10 according to an embodiment of the present invention include the determination unit 104 in the second determination step (S812). , S814, S912) and the third determination step (S916, S918) may be performed.

Accordingly, the control apparatus 100 of the brake apparatus 10 and the control methods 800 and 900 of the brake apparatus 10 according to an embodiment of the present invention cannot determine whether a step-out has occurred in the motor 10b. there is.

Accordingly, since the control device 100 of the brake device 10 and the control methods 800 and 900 of the brake device 10 according to an embodiment of the present invention can control the driving of the motor 10b, the motor It is possible to suppress the noise phenomenon occurring in (10b) or the noise phenomenon in which the noise is different.

Claims (12)

an input unit receiving a motor position sensed value sensed by a motor position sensor of a brake device that generates boosting pressure and braking pressure as one motor, and receiving a brake pedal signal from a brake pedal of the brake device;
a determination unit for determining whether the motor position sensor is in a faulty state based on the inputted motor position sensing value;
a calculator for converting a target torque value of the motor required to generate a target braking pressure corresponding to the brake pedal signal into a target current value to which the target motor speed value is applied, when the motor position sensor is in a faulty state; and
receives the motor position sensing value, receives the brake pedal signal, transmits a determination command to the determination unit, transmits a calculation command to the calculation unit, and receives a braking pressure corresponding to the brake pedal signal from the motor and a control unit configured to transmit a target torque value corresponding to the converted target current value to the motor to generate the target current value. ◈Claim 2 was abandoned when paying the registration fee.◈ The method of claim 1,
The calculation unit,
When converting to the target current value, the control device of the brake device calculates the size of the target current value by using the cross-sectional area of the piston, the gear ratio of the motor, and the offset current value for the current current value of the motor. ◈Claim 3 was abandoned when paying the registration fee.◈ 3. The method of claim 2,
The calculation unit,
When converting into the target current value, the control device of the brake device calculates the size of the target current value by further using the torque constant of the motor and the safety factor of the motor. ◈Claim 4 was abandoned when paying the registration fee.◈ The method of claim 1,
The calculation unit,
When converting to the target current value, a target motor speed value is calculated based on a difference value between the target braking pressure value and a feedback pressure value for feeding back the current braking pressure value, and the size of the calculated target motor speed value A control device for a brake device that adjusts a target motor speed value using and a slope, and determines an injection direction of a target current value by integrating the adjusted target motor speed value. ◈Claim 5 was abandoned when paying the registration fee.◈ 5. The method of claim 4,
The calculation unit,
The control apparatus of the brake device further calculates an angle value formed between the magnetic flux of the motor and the injection direction of the target current value by using the injection direction of the target current value and the motor rotation angle value. The method of claim 1,
The judging unit,
When the piston is operated by driving the motor, it is further determined whether a step-out has occurred in the motor. 7. The method of claim 6,
The judging unit,
A control device for a brake device for determining whether there is a motor current ripple value generated in a direction perpendicular to an injection direction of a target current value when determining whether a step-out has occurred in the motor. ◈Claim 8 was abandoned when paying the registration fee.◈ 8. The method of claim 7,
The motor current ripple value is
Feedback current value in the injection direction of target current value, Laplace operator, current controller bandwidth value, motor inductance value, motor phase resistance value, motor counter electromotive force constant value, angle value formed between the injection direction of the target current value and the magnetic flux of the motor , a control device for a brake device generated by a correlation between an injection direction of a target current value and a feedback current value in a direction perpendicular to the injection direction. 7. The method of claim 6,
The judging unit,
The control device of the brake device further determines whether the piston has returned to an initial position when a step-out has occurred in the motor. 10. The method of claim 9,
The judging unit,
Control of a brake device that determines whether or not there is a motor current ripple value generated in a direction perpendicular to an injection direction of a target current value while driving at a target current value in the motor when determining whether the piston has returned to its initial position Device. delete receiving a motor position sensing value sensed by a motor position sensor of a brake device that generates boosting pressure and braking pressure as one motor;
determining whether the motor position sensor is in a fault state based on the input motor position sensing value;
receiving a brake pedal signal from a brake pedal of the brake device when the motor position sensor is in a failure state;
converting a target torque value of a motor required to generate a target braking pressure corresponding to the brake pedal signal into a target current value to which a target motor speed value is applied, when the brake pedal signal is received; and
and transmitting a target torque value corresponding to the converted target current value to the motor so that the motor generates a braking pressure corresponding to the brake pedal signal.

Images