KR102576722B1 - Electric brake system - Google Patents

Abstract

An electronic brake system is disclosed. The electronic brake system according to an embodiment of the present invention includes a reservoir in which braking fluid is stored, a master chamber, and a master piston provided in the master chamber, a master cylinder that discharges braking fluid according to the pedal pressure, a simulation chamber, and Equipped with a reaction piston provided in the simulation chamber, a simulation device that provides the driver with a reaction force in response to the pedal force of the brake pedal, a reservoir passage communicating the master chamber and the reservoir, a simulation passage communicating the master chamber and the simulation chamber, and a reservoir passage. It includes a reaction force control valve that allows and blocks the flow of braking fluid, and an electronic control unit that controls the operation of the hydraulic pressure supply device and the opening and closing of the valves. The electronic control unit controls the timing and timing of the reaction force provided to the driver by the simulation device. The closing timing of the reaction force control valve can be controlled to adjust at least one of the reaction force degrees.

Description

Electronic brake system {Electric brake system}

The present invention relates to an electronic brake system, and more specifically, to an electronic brake system that generates braking force using an electrical signal corresponding to the displacement of the brake pedal.

Vehicles are essentially equipped with a brake system for braking, and recently, various types of systems have been proposed to achieve stronger and more stable braking force.

Examples of brake systems include the Anti-Lock Brake System (ABS), which prevents wheel slippage during braking, and the Brake Traction Control System (BTCS: Brake System), which prevents slippage of the driving wheels when the vehicle suddenly starts or accelerates. Traction Control System) and Electronic Stability Control System (ESC), which keep the vehicle's driving condition stable by controlling brake fluid pressure by combining an anti-lock brake system and traction control.

The conventional brake system used a mechanically connected booster to supply the hydraulic pressure needed for braking to the wheel cylinder when the driver stepped on the brake pedal, but recently, when the driver steps on the brake pedal, the driver's brake system uses a pedal displacement sensor that detects the displacement of the brake pedal. Electronic braking systems that include a hydraulic pressure supply device that receives the intention to brake as an electrical signal and supplies the hydraulic pressure necessary for braking to the wheel cylinder are widely used.

EP 2 520 473 A1 (Honda Motor Co., Ltd.) 2012. 11. 7.

This embodiment seeks to provide an electronic brake system that can effectively adjust and control the reaction force timing and degree of reaction to the brake pedal pedal force to a level desired by the driver.

This embodiment seeks to provide an electronic brake system that can improve the driver's convenience and operating comfort of the brake pedal.

This embodiment is intended to provide an electronic brake system that has a simple structure and can improve the competitiveness of the product by effectively adjusting and controlling the reaction force timing and degree of reaction to the brake pedal pedal force.

This embodiment seeks to provide an electronic braking system that can effectively implement braking even in various operating situations of the vehicle.

This embodiment seeks to provide an electronic brake system with improved performance and operational reliability.

This embodiment seeks to provide an electronic brake system that can stably provide braking pressure for a vehicle.

This embodiment seeks to provide an electronic brake system that can reduce the size of the product.

According to one aspect of the present invention, a reservoir in which braking fluid is stored; A master cylinder having a master chamber and a master piston provided in the master chamber, and discharging braking fluid according to the pressure of the brake pedal; a simulation device including a simulation chamber and a reaction force piston provided in the simulation chamber, and providing a reaction force to the driver in response to a pedal force of the brake pedal; a reservoir passage communicating the master chamber and the reservoir; a simulation flow path communicating the master chamber and the simulation chamber; A reaction force control valve provided in the reservoir passage to allow and block the flow of braking fluid; and an electronic control unit that controls the operation of the hydraulic pressure supply device and the opening and closing of the valves, wherein the electronic control unit controls at least one of the timing and degree of reaction force provided to the driver by the simulation device. The closing time of the reaction force control valve can be controlled.

The master piston includes a first master piston directly pressed by the brake pedal and a second master piston indirectly pressed by the first master piston, and the master chamber accommodates the first master piston. It includes a first master chamber and a second master chamber in which the second master piston is accommodated, the reservoir flow path is provided to communicate the first master chamber and the reservoir, and the simulation flow path is provided with the first master chamber and the reservoir. It may be provided to communicate with the simulation chamber.

The master cylinder may be provided including a first sealing member and a second sealing member provided respectively in front and behind the reservoir passage on the first master chamber.

The master piston includes a first master piston directly pressed by the brake pedal and a second master piston indirectly pressed by the first master piston, and the master chamber accommodates the first master piston. It includes a first master chamber and a second master chamber in which the second master piston is accommodated, the reservoir flow path is provided to communicate the second master chamber and the reservoir, and the simulation flow path is provided with the first master chamber and the reservoir. It may be provided to communicate with the simulation chamber.

The master cylinder may be provided including a first sealing member and a second sealing member provided respectively in front and behind the reservoir passage on the second master chamber.

The master piston includes a first master piston directly pressed by the brake pedal and a second master piston indirectly pressed by the first master piston, and the master chamber accommodates the first master piston. It includes a first master chamber and a second master chamber in which the second master piston is accommodated, wherein the reservoir flow path includes a first reservoir flow path provided to communicate the first master chamber and the reservoir, and the second master chamber. and a second reservoir flow path provided to communicate with the reservoir, wherein the reaction force control valve includes a first reaction force control valve provided in the first reservoir flow path to allow and block the flow of braking fluid, and a first reaction force control valve provided in the first reservoir flow path to allow and block the flow of braking fluid. It includes a second reaction force control valve that allows and blocks the flow of braking fluid, and the simulation passage may be provided to communicate with the first master chamber and the simulation chamber.

The master cylinder includes a first sealing member and a second sealing member provided respectively in front and behind the first reservoir passage on the first master chamber, and in front and behind the second reservoir passage on the second master chamber. It may be provided including a third sealing member and a fourth sealing member, respectively.

It may further include a hydraulic pressure supply device that operates by an electrical signal output in response to the displacement of the brake pedal and provides hydraulic pressure for braking to the wheel cylinder.

It may be provided further including a hydraulic control unit including a first hydraulic circuit that controls the hydraulic pressure delivered to the two wheel cylinders and a second hydraulic circuit that controls the hydraulic pressure delivered to the other two wheel cylinders.

a first hydraulic passage connecting the hydraulic pressure supply device and the first hydraulic circuit; a second hydraulic oil path connecting the hydraulic pressure supply device and the second hydraulic circuit; a first backup passage connecting the first master chamber and the first hydraulic circuit; and a second backup passage connecting the second master chamber and the second hydraulic circuit.

a first cut valve provided in the first backup passage to allow and block the flow of braking fluid; And a second cut valve provided in the second backup passage to allow and block the flow of braking fluid.

The master cylinder may further include a first spring provided between the first master piston and the second master piston, and a second spring provided between the second master piston and an end of the second master chamber. You can.

The electronic brake system according to this embodiment has the effect of effectively adjusting and controlling the timing and degree of reaction force applied to the brake pedal pedal force to a level desired by the driver.

This embodiment has the effect of improving the driver's convenience and operating comfort of the brake pedal.

This embodiment has a simple structure and has the effect of improving product competitiveness by effectively adjusting and controlling the timing and degree of reaction force against the brake pedal pedal force to the level desired by the driver.

The electronic brake system according to this embodiment has the effect of stably and effectively implementing braking in various operating situations of the vehicle.

The electronic brake system according to this embodiment has the effect of improving product performance and operational reliability.

The electronic brake system according to this embodiment has the effect of reducing product costs and improving productivity.

1 is a hydraulic circuit diagram showing a portion of an electronic brake system.
FIG. 2 is a diagram showing the reaction force (pedal feel) of the simulation device in relation to the displacement (stroke) of the brake pedal in the electronic brake system shown in FIG. 1.
Figure 3 is a hydraulic circuit diagram showing an electronic brake system according to the first embodiment of the present invention.
Figure 4 is an enlarged view showing the main parts of the electronic brake system according to the first embodiment of the present invention.
Figure 5 is a hydraulic circuit diagram showing a state in which the timing of action of the reaction force provided to the driver is adjusted by the reaction force control valve according to the first embodiment of the present invention.
Figure 6 is a diagram showing the reaction force (pedal feel) of the simulation device against the displacement (stroke) of the brake pedal in the electronic brake system according to the first embodiment of the present invention.
Figure 7 is an enlarged view of the main parts of the electronic brake system according to the second embodiment of the present invention.
Figure 8 is a hydraulic circuit diagram showing a state in which the degree of reaction force provided to the driver is adjusted by the reaction force control valve according to the second embodiment of the present invention.
Figure 9 is a diagram showing the reaction force (pedal feel) of the simulation device against the displacement (stroke) of the brake pedal in the electronic brake system according to the second embodiment of the present invention.
Figure 10 is an enlarged view of the main parts of the electronic brake system according to the third embodiment of the present invention.
Figure 11 shows a state in which the timing of action of the reaction force provided to the driver is adjusted by the first reaction force control valve according to the third embodiment of the present invention, and the degree of reaction force provided to the driver is adjusted by the second reaction force control valve. This is a hydraulic circuit diagram.
Figure 12 is a diagram showing the reaction force (pedal feel) of the simulation device against the displacement (stroke) of the brake pedal in the electronic brake system according to the third embodiment of the present invention.

Hereinafter, this embodiment will be described in detail with reference to the accompanying drawings. The following examples are presented to sufficiently convey the idea of the present invention to those skilled in the art. The present invention is not limited to the embodiments presented herein and may be embodied in other forms. In order to clarify the present invention, the drawings may omit illustrations of parts unrelated to the description and may slightly exaggerate the sizes of components to aid understanding.

Figure 1 is a hydraulic circuit diagram showing a portion of the electronic brake system 1. Referring to Figure 1, the electronic brake system 1 includes a reservoir 30 in which braking fluid such as brake oil is stored, and a brake pedal 10. A master cylinder 20 that pressurizes and discharges the braking fluid contained inside by the pedal force, a simulation device 50 that provides a reaction force to the driver according to the pedal force of the brake pedal 10, and a master chamber of the master cylinder 20 Simulation of communicating the master chambers (20a, 20b) of the master cylinder (20) and the reservoir passages (81, 82) for communicating (20a, 20b) with the reservoir (30) and the simulation chamber (51) of the simulation device (50). Includes Euro (70).

Specifically, the master cylinder 20 includes a first master piston 21 directly connected to the brake pedal 10, a first master chamber 20a in which the first master piston 21 is accommodated, and a first master piston 20a. A first spring (23a) that elastically supports the piston (21), and a second master piston (22) indirectly connected to the brake pedal (10) via the first master piston (21) and the first spring (23a). It may include a second master chamber 20b in which the second master piston 22 is accommodated, and a second spring 23b that elastically supports the second master piston 22. The first master piston 21 may be directly connected to the brake pedal 10 by the input rod 12.

The first master chamber (20a) is in communication with the first backup passage 61 and can be connected to the wheel cylinder (not shown), and the second master chamber (20b) is in communication with the second backup passage 62 and can be connected to the wheel cylinder (not shown). (not shown) can be connected to the side.

The first reservoir flow path 81 communicates the first master chamber 20a and the reservoir 30, the second reservoir flow path 82 communicates the second master chamber 20b and the reservoir 30, and the simulation flow path (70) is provided to communicate with the first master chamber (20a) and the simulation chamber (51). In addition, a first sealing member 25a and a first sealing member 25a are provided at the front (left direction with respect to FIG. 1) and the rear (right direction with respect to FIG. 1) of the first reservoir passage 81 on the first master chamber 20a, respectively. 2 A sealing member 25b is provided, and the first master piston 21 has a first cut off hole 21a that communicates with the first master chamber 20a and can be placed in front and behind the first sealing member 25a. This is prepared. Likewise, a third sealing member 25c and a third sealing member 25c are installed at the front (left direction with respect to FIG. 1) and the rear (right direction with respect to FIG. 1) of the second reservoir passage 82 on the second master chamber 20b, respectively. 4 A sealing member 25d is provided, and the second master piston 22 has a second cut off hole 22a that communicates with the second master chamber 20b and can be placed in front and behind the third sealing member 25c. This is prepared.

Before performing braking, that is, in a state of preparation for operation of the electronic brake system 1, the first cut off hole 21a is disposed at the rear of the first sealing member 25a, thereby forming the first cut off hole 21a. The master chamber 20a communicates with the reservoir 30 through the reservoir flow path 80, and at the same time, the first master chamber 20a communicates with the simulation chamber 51 through the simulation flow path 70.

Afterwards, when the driver performs braking by applying pressure to the brake pedal 10, the first master piston 21 directly connected to the brake pedal 10 gradually moves forward, and the first cut-off The hole 21a also gradually moves forward. At this time, when the first cut off hole (21a) of the first master piston (21) passes through the first sealing member (25a), the first master chamber (20a) and the reservoir (30) are disconnected from each other, and the first master piston (21) passes through the first sealing member (25a). The chamber 20a and the simulation chamber 51 form a closed circuit via the simulation flow path 70. Thereafter, the pressurized braking fluid in the first master chamber (20a) moves the second master piston (22) toward the front, so that the second cut off hole (22a) of the second master piston (22) is connected to the third sealing member (25c). As the second master chamber 20b is sealed, the braking fluid contained in the first master chamber 20a due to the movement of the first master piston 21 due to the pedal force of the brake pedal 10 is transferred to the simulation chamber (20a). 51) can be supplied. As a result, as the braking fluid supplied to the simulation chamber 51 presses the reaction piston 52 of the simulation device 50, the elastic force caused by the reaction spring 53 and elastic members that elastically support the reaction piston 52 is generated by the reaction piston. By being applied to (52), a pedal feel that is a reaction force to the pedal force of the brake pedal (10) is provided to the driver.

Hereinafter, a description will be given of the point in time when the reaction force, that is, the pedal feel, in response to the pedal force of the brake pedal 10 is provided to the driver by the operation of the simulation device 50 of the electronic brake system 1 described above.

FIG. 2 is a diagram showing the reaction force (pedal feel) of the simulation device 50 with respect to the displacement (stroke) of the brake pedal 10 in the electronic brake system 1 shown in FIG. 1, and the x-axis in FIG. 2 is It represents the displacement of the input rod 12 or the master piston 21 due to the operation of the brake pedal 10, and the y-axis represents the reaction force (pedal feel) to the pedal force of the brake pedal 10.

Referring to FIGS. 1 and 2, the electronic brake system 1 is operated at the time when the driver feels the reaction force (pedal feeling) generated by the simulation device 50 in response to the pedal force of the brake pedal 10. It is determined by the distance A between the first cut off hole 21a and the first sealing member 25a and the distance B between the second cut off hole 22a and the third sealing member 25c.

For example, when the electronic brake system 1 is ready for operation, the distance between the first cut off hole 21a and the first sealing member 25a is 'A', and the distance between the second cut off hole 22a and the third sealing member 25a is 'A'. Assuming that the spacing of the members 25c is 'B', the driver applies pedal force to the brake pedal 10, and the displacement of the input rod 12 connected to the brake pedal 10 or the displacement of the first master piston 21 is When the displacement of the second master piston 22 is greater than 'A' and greater than 'B', the reaction force of the simulation device 50 due to the hydraulic pressure of the braking fluid is provided to the driver as a pedal feeling.

Specifically, section ① in FIG. 2 is the initial stage when the driver begins braking. ① In the section, the driver gradually applies pedal pressure to the brake pedal (10), but the displacement of the input rod (12) due to the operation of the brake pedal (10) or the displacement by the first master piston (21) is greater than 'A'. As a small step, in section ①, the first cut off hole (21a) of the first master piston (21) did not reach the first sealing member (25a), so the first master chamber (20a) and the reservoir (30) Although communicated, the braking fluid contained in the first master chamber 20a is not pressurized and discharged toward the simulation chamber 51. Therefore, in section ①, the reaction force generated by the simulation device 50 is not provided to the driver. Meanwhile, the reaction force increases to a predetermined level in section ① due to the elastic force of the first spring 23a that elastically supports the first master piston 21, and this is not a reaction force generated by the simulation device 50.

In section ② of FIG. 2, the driver gradually applies pedal force to the brake pedal 10, and the displacement of the input rod 12 due to the operation of the brake pedal 10 or the displacement due to the first master piston 21 is 'A. ', but the displacement of the second master piston 22 is smaller than 'B', and is a stage in which the second master chamber 20b is connected to the reservoir 30. ② In the section, the first cut off hole (21a) of the first master piston (21) reaches the first sealing member (25a), and the first master chamber (20a) and the reservoir (30) are disconnected from each other, but the second master chamber (20a) and the reservoir (30) are disconnected from each other. Since the chamber 20b is not sealed, the braking fluid contained in the first master chamber 20a is not completely supplied to the simulation chamber 51. Therefore, since it is still difficult to implement the operation of the simulation device 50 even in section ②, the reaction force by the simulation device 50 is not provided to the driver. Afterwards, as the pedal force is continuously applied to the brake pedal 10, When the displacement of the second master piston 22 reaches the point in time (t1) when it becomes greater than 'B', the second master chamber 20b is sealed (③ section), and the first master chamber 20a and the simulation chamber 51 ) forms a closed circuit through the simulation flow path 70. Accordingly, all of the braking fluid contained in the first master chamber 20a is pressurized and discharged into the simulation chamber 51 to pressurize the reaction piston 52 and the reaction spring 53 of the simulation device 50, and the reaction spring ( By providing this elastic force to the reaction piston 52, 53) provides the driver with a pedal feel that is a reaction force to the pedal force of the brake pedal 10.

That is, in section ③, the braking fluid contained in the first master chamber 20a is pressurized by the first master piston 21 and is completely discharged into the simulation chamber 51, thereby causing the simulation device 50 by the hydraulic pressure of the braking fluid. Since a reaction force is provided, as the displacement of the brake pedal 10 increases, the reaction force increases, reaching a stage where an appropriate pedal feel can be provided to the driver.

In this way, the electronic brake system 1 provides a pedal feel to the driver, that is, the point at which the simulation device 50 operates by the hydraulic pressure of the braking fluid to provide a reaction force to the driver's pedal force on the brake pedal 10. The gap between the first cut-off hole 21a formed in the first master piston 21 and the first sealing member 25a provided on the front side of the first master chamber 20a and the second master piston 22 It is determined by the formed second cut-off hole 22a and the third sealing member 25c provided on the front side of the second master chamber 20b, and is adjusted to the reaction time of the brake pedal 10 requested by the driver. There is a problem that makes it impossible to do this. Furthermore, it is also impossible to control the timing at which the second master piston 22 moves forward and pressurizes the braking fluid contained therein while sealing the second master chamber 20b, so when applying pressure to the brake pedal 10, the driver There is a problem in that it is impossible to adjust the weight and lightness of the brake pedal 10 transmitted to the brake pedal 10.

In order to solve this problem, the electronic brake system (1000, 2000, 3000) according to an embodiment of the present invention determines the point in time at which reaction force to the pedal force of the brake pedal 10 is provided and the degree of reaction force, in other words, the pedal feel is determined by the driver. It is provided to be able to adjust and control the timing and degree of pedal feel provided to the user.

Figure 3 is a hydraulic circuit diagram showing the electronic brake system 1000 according to the first embodiment of the present invention, and Figure 4 is an enlarged view of main parts of the electronic brake system 1000 according to the first embodiment of the present invention. .

Referring to Figures 3 and 4, the electronic brake system 1000 according to the first embodiment of the present invention includes a reservoir 130 in which braking fluid such as brake oil is stored, and an inner brake system 1000 applied by the pedal force of the brake pedal 10. A master cylinder 120 that pressurizes and discharges the braking fluid contained in the brake pedal, a simulation device 150 that provides the driver with a pedal feel that is a reaction force to the pedal force of the brake pedal 10, and a reaction force to the driver by the simulation device 150. Alternatively, a reaction force control valve 180 that controls the point in time at which pedal feeling is provided, a wheel cylinder 1400 through which hydraulic pressure of the braking fluid is transmitted to perform braking of each wheel (RR, RL, FR, FL), and a brake pedal By the displacement of (10), the driver's intention to brake is transmitted as an electrical signal and controls the flow of hydraulic pressure delivered to the hydraulic pressure supply device 1300, which generates hydraulic pressure of the braking fluid through mechanical operation, and the wheel cylinder 1400. A hydraulic control unit 1200 that controls the operation of the hydraulic pressure supply device 1300 and various valves based on hydraulic pressure information and brake pedal 10 displacement information and an electronic control unit (ECU, not shown) that controls the operation of various valves are connected to each other. It may include a plurality of passages for delivering braking fluid.

The master cylinder 120 may include a first master chamber 120a, a second master chamber 120b, and a first master piston 121 and a second master piston 122 provided in each master chamber.

The first master chamber 120a is provided with a first master piston 121 that is directly connected to the brake pedal 10 by the input rod 12, and the second master chamber 120b is provided with a second master piston 122. ) is prepared. In addition, the first master chamber 120a may be connected to a first reservoir flow path 161, described later, through a first hydraulic port 124a and communicate with the reservoir 130, and may be connected to the reservoir 130 through a second hydraulic port 124b. It may be connected to the simulation flow path 170 and communicate with the simulation device 150. The second master chamber 120b may be connected to a second reservoir passage 162, described later, through a third hydraulic port 124c and communicate with the reservoir 130, and may be connected to the reservoir 130, described later, through a fourth hydraulic port 124d. The second backup passage 1252 may be connected.

The first master piston 121 may have a first cut off hole 121a communicating with the first master chamber 120a. The first cut-off hole 121a is formed through a portion of the inner surface and the outer surface of the first master piston 121 and can transmit the braking fluid flowing in through the first hydraulic port 124a to the first master chamber 120a. . The first cut-off hole 121a is a first hydraulic port ( 124a) to allow the flow of braking fluid, but when placed in front of the first sealing member 125a (to the left with respect to FIGS. 3 and 4), it is disconnected from the first hydraulic port 124a and the braking fluid is The flow can be blocked.

The second master piston 122 may have a second cut off hole 122a communicating with the second master chamber 120b. The second cut-off hole 122a is formed through a portion of the inner surface and the outer surface of the second master piston 122 and can transmit the braking fluid flowing in through the third hydraulic port 124c to the second master chamber 120b. . The second cut-off hole 122a is a third hydraulic port ( 124c) to allow the flow of braking fluid, but when placed in front of the third sealing member 125c (to the left with respect to FIGS. 3 and 4), it is disconnected from the second hydraulic port 124b and the braking fluid is The flow can be blocked.

Meanwhile, the master cylinder 120 according to an embodiment of the present invention can ensure safety in the event of a component failure by independently providing two master chambers. For example, one of the two master chambers may be connected to the right rear wheel (RL) and left rear wheel (RR) of the vehicle, and the other master chamber may be connected to the left front wheel (FL) and right front wheel (FR). , Accordingly, braking of the vehicle may be possible even if any one master chamber fails.

However, it is not limited to this, and one of the two master chambers is connected to the left front wheel (FL) and the right rear wheel (RR), and the other master chamber is connected to the left rear wheel (RL) and the right front wheel (FR). It may also be provided in connection with .

A first spring 123a is provided between the first master piston 121 and the second master piston 122 of the master cylinder 120, and a first spring 123a is provided between the second master piston 122 and the end of the master cylinder 120. A second spring 123b may be provided. That is, the first master piston 121 is accommodated in the first master chamber 120a, and the second master piston 122 is accommodated in the second master chamber 120b. It is supported by a spring 123a, and the second master piston 122 may be supported by a second spring 123b.

As the displacement of the first spring 123a and the second spring 123b changes when the driver operates the brake pedal 10, the first master piston 121 and the second master piston 122 move. The first spring 123a and the second spring 123b are compressed. When the pedal force of the brake pedal 10 is released, the first spring 123a and the second spring 123b expand by elastic force and return the first and second master pistons 121 and 122 to their original positions.

The brake pedal 10 and the first master piston 121 of the master cylinder 120 may be connected by an input rod 12. The input rod 12 may be directly connected to the first master piston 121 or may be provided in close contact without a gap. Accordingly, when the driver presses on the brake pedal 10, the input rod 12 is directly connected to the master cylinder without a pedal invalid stroke section. (120) can be pressurized.

The first master chamber 120a may be connected to the reservoir 130 through the first reservoir flow path 161 and may be connected to a simulation device 150 to be described later through the simulation flow path 170. Additionally, the second master chamber 120b may be connected to the reservoir 130 through the second reservoir flow path 162.

The master cylinder 120 may include a first sealing member 125a and a second sealing member 125b disposed respectively in front and behind the first reservoir passage 161 connected to the first master chamber 120a. It may also include a third sealing member 125c and a fourth sealing member 125d disposed respectively in front and behind the second reservoir passage 162 connected to the second master chamber 120b. The first to fourth sealing members 125a, 125b, 125c, and 125d may be provided in a ring-shaped structure that protrudes from the inner wall of the master cylinder 120 or the outer peripheral surface of the first and second master pistons 121 and 122. You can. Before operating the brake pedal 10, the gap A between the first cut off hole 121a of the first master piston 121 and the first sealing member 125a, and the second cut off hole 121a of the second master piston 122 A gap B between the cut off hole 122a and the third sealing member 125c may be defined.

The simulation device 150 is connected to the simulation flow path 170, which will be described later, and receives hydraulic pressure discharged from the first master chamber 120a, thereby providing the driver with a reaction force in response to the pedal force of the brake pedal 10. As will be described later, during normal operation of the electronic brake system 1000 according to an embodiment of the present invention, the hydraulic pressure supply device 1300 receives displacement or stroke information of the brake pedal 10 as an electrical signal and performs mechanical operation. The hydraulic pressure of the braking fluid is formed and transmitted to the wheel cylinder 1400, and at this time, the simulation device 150 provides a reaction force in response to the pedal force applied by the driver to the brake pedal 10, providing a pedal feel to the driver. You can. The simulation device 150 provides the driver with a reaction force to the pedal force of the brake pedal 10, thereby improving the driver's convenience of operation and promoting detailed operation of the brake pedal 10. Accordingly, the braking force of the vehicle is also improved in detail. It can be adjusted.

The simulation device 150 includes a simulation chamber 151 provided to receive braking fluid discharged from the second hydraulic port 124b of the master cylinder 120, a reaction piston 152 provided in the simulation chamber 151, and , may be provided including a reaction spring 153 that elastically supports it.

The reaction piston 152 and the reaction spring 153 may be provided to have a certain range of displacement within the simulation chamber 151 due to the braking fluid flowing into the simulation chamber 151. Meanwhile, the reaction spring 153 shown in the drawing is only an example that can provide elastic force to the reaction piston 152, and can be made of various structures capable of storing elastic force. For example, it may be made of a material such as rubber, or may be made of various members capable of storing elastic force by having a coil or plate shape. In addition, although not shown in the drawing, a simulation valve (not shown) is provided in the simulation passage 170, and the simulation valve opens when the driver applies pressure to the brake pedal 10, thereby releasing the braking fluid in the first master chamber 120a. It can be operated to be delivered to the simulation chamber 151. In addition, the rear end of the simulation chamber 151 may be connected to the reservoir 130, so that when the reaction piston 152 returns, braking fluid flows in from the reservoir 130, thereby creating a braking system inside the simulation chamber 151. Fluid can always be filled.

To describe the operation of the simulation device 150, after the driver applies pedal force by operating the brake pedal 10, the braking fluid in the first master chamber 120a flows into the simulation chamber 151 along the simulation flow path 170. When supplied to the front of the reaction piston 152 (left side of the reaction piston 152 based on FIGS. 3 and 4), the reaction piston 152 compresses the reaction spring 153 and provides a pedal feel to the driver. . At this time, the braking fluid filled in the rear of the reaction piston 152 in the simulation chamber 151 (the right side of the reaction piston 152 based on FIGS. 3 and 4) is delivered to the reservoir 130. Afterwards, when the driver releases the pedal force of the brake pedal 10, the reaction spring 153 expands by elastic force, and the reaction piston 152 returns to its original position, filling the front of the reaction piston 152 in the simulation chamber 151. The braking fluid is discharged to the first master chamber 120a through the simulation flow path 170. A detailed description of the timing at which the braking fluid contained in the first master chamber 120a is transferred to the simulation chamber 151 through the simulation passage 170 and the simulation device 150 operates will be described later with reference to FIG. 5.

The reaction force control valve 180 is provided to adjust the timing of application of the reaction force that provides a pedal feel to the driver by the simulation device 150 in response to the driver's application of pedal force to the brake pedal 10. The reaction force control valve 180 is provided on the first reservoir passage 161 to allow and block the flow of braking fluid in both directions. The reaction force control valve 180 may be provided as a normally open type solenoid valve that is normally open and operates to close the valve when receiving an electrical signal from an electronic control unit to be described later. When opened, the reaction force control valve 180 allows braking fluid to be supplied from the first master chamber 120a to the reservoir 130 or from the reservoir 130 to the first master chamber 120a, and when closed, the reaction force control valve 180 allows braking fluid to be supplied from the first master chamber 120a to the reservoir 130. Supply from the master chamber 120a to the reservoir 130 or supply from the reservoir 130 to the first master chamber 120a may be blocked. In particular, when the reaction force control valve 180 is closed, the first master chamber 120a, the simulation passage 170, and the simulation device 150 can be formed into a closed circuit, and the first master chamber 120a can be formed as a closed circuit according to the closure of the reaction force control valve 180. Since the braking fluid contained in the master chamber 120a can only be supplied to the simulation device 150 through the simulation flow path 170, it provides the driver with a reaction force to the pedal force of the brake pedal 10, that is, provides a pedal feel. The timing can be brought forward. A detailed description of this will be provided later with reference to FIGS. 5 and 6.

The hydraulic pressure supply device 1300 is provided to provide hydraulic pressure of the braking fluid delivered to the wheel cylinder 1400. The hydraulic pressure supply device 1300 can be provided in various ways and structures. As an example, a piston (not shown) moving with the driving force of a motor (not shown) may push the braking fluid in the chamber and transfer hydraulic pressure to the wheel cylinder 1400. Alternatively, the hydraulic pressure supply device 1300 may be provided as a pump or high pressure accumulator driven by a motor.

Specifically, when the driver applies pedal force to the brake pedal 10, an electrical signal is sent from the pedal displacement sensor as the displacement or stroke of the brake pedal 10 increases, and the motor operates by this signal. Additionally, a power conversion unit may be provided between the motor and the piston to convert the rotary motion of the motor into linear motion. The power conversion unit may include a worm and a worm gear and/or a rack and pinion gear.

The hydraulic control unit 1200 includes a first hydraulic circuit 1201 that receives hydraulic pressure and controls the hydraulic pressure delivered to each of the two wheel cylinders 1400, and a second hydraulic circuit 1201 that controls the hydraulic pressure delivered to the other two wheel cylinders 1400. It may consist of two hydraulic circuits (1202). For example, the first hydraulic circuit 1201 controls the right front wheel (FR) and the left rear wheel (RL), and the second hydraulic circuit 1202 controls the left front wheel (FL) and the right rear wheel (RR). , but is not limited to this, and the positions of the wheels connected to the first hydraulic circuit 1201 and the second hydraulic circuit 1202 may be configured in various ways.

The hydraulic control unit 1200 includes an inlet valve (not shown) provided at the front of each wheel cylinder 1400 to control hydraulic pressure, and an outlet branched between the inlet valve and the wheel cylinder 1400 and connected to the reservoir 130. It may include a valve (not shown). In addition, the front end of the inlet valve of the hydraulic pressure supply device 1300 and the first hydraulic circuit 1201 may be connected by the first hydraulic passage 1310, and the inlet valve of the hydraulic pressure supply device 1300 and the second hydraulic circuit 1202 may be connected. The front end may be connected by the second hydraulic passage 1320, and the hydraulic pressure of the braking fluid generated and provided from the hydraulic pressure supply device 1300 through the first and second hydraulic passages 1310 and 1320 is connected to the first and second hydraulic passages 1320. It can be supplied to circuits 1201 and 1202, respectively.

The electronic brake system 1000 according to an embodiment of the present invention provides braking of the wheel cylinder 1400 by directly supplying the braking fluid discharged from the master cylinder 120 to the hydraulic circuit when normal operation is impossible due to device failure. It may include first and second backup channels 1251 and 1252 that can implement. The mode in which the hydraulic pressure of the master cylinder 120 is directly transmitted to the wheel cylinder 1400 is called fallback mode.

The first backup passage 1251 is branched from the second hydraulic port 124b or the simulation passage 170 of the master cylinder 120 and is provided to connect the first hydraulic circuit 1201, and the second backup passage 1252 May be provided to connect the fourth hydraulic port 124d of the master cylinder 120 and the second hydraulic circuit 1202. The first backup passage 1251 is provided with a first cut valve 1261 that controls the flow of braking fluid, and the second backup passage 1252 is provided with a second cut valve 1262 that controls the flow of braking fluid. It can be. The first and second cut valves 1261 and 1262 are normally open and can be provided as solenoid valves of the normally open type that operate to close when a closing signal is received from the electronic control unit. .

Accordingly, when the first and second cut valves 1261 and 1262 are closed in a general braking situation, the hydraulic pressure provided from the hydraulic pressure supply device 1300 is supplied to the wheel cylinder through the first and second hydraulic circuits 1201 and 1202. It can be supplied to (1400), and when the first and second cut valves (1261, 1262) are opened in a situation where normal braking operation is difficult due to device failure, etc., the hydraulic pressure provided from the master cylinder (120) is the first And it can be directly supplied to the wheel cylinder 1400 through the second backup passages 1251 and 1252.

Hereinafter, the operation of the reaction force control valve 180 of the electronic brake system 1000 according to the first embodiment of the present invention will be described.

Figure 5 is a hydraulic circuit diagram showing a state in which the point of action of the reaction force provided to the driver is adjusted by the reaction force control valve 180 according to the first embodiment of the present invention, and Figure 6 is a hydraulic circuit diagram according to the first embodiment of the present invention. In the electronic brake system 1000, this is a diagram showing the reaction force (pedal feel) of the simulation device 150 with respect to the displacement (stroke) of the brake pedal 10. In FIG. 6, the x-axis represents the displacement of the input rod 12 or the master piston 121 due to the operation of the brake pedal 10, and the y-axis represents pedal feel, which is a reaction force to the pedal force of the brake pedal 10. Meanwhile, sections ① to ③ in FIG. 6 are the same as the description with reference to FIG. 2, and the description is omitted to prevent duplication of content.

If the driver wants to be provided with a pedal feeling that is a reaction force to the pedal force of the brake pedal 10 at an earlier point, the electronic control unit controls the reaction force control valve 180 to close, as shown in FIG. 5, to reduce the reaction force. The action time can be advanced from t1 to t2.

Specifically, in the initial stage when the driver starts braking, the reaction force due to the elastic force of the first spring 123a increases to a predetermined level, as in section ①, but does not provide an appropriate pedal feel to the driver.

At this time, when the displacement of the input rod 12 or the first master piston 121 due to the operation of the brake pedal 10 reaches 'C', which is smaller than 'A', the reaction force control valve 180 is closed. When controlled, the first master chamber 120a and the reservoir 130 are disconnected from each other, and the braking fluid pressurized in the first master chamber 120a moves the second master piston 122 forward (section ④). ). That is, the time when the second master piston 122 starts moving toward the front is advanced.

Afterwards, as pedal force is continuously applied to the brake pedal 10, when the displacement of the second master piston 122 reaches 'B', the second master chamber 120b is sealed and the first master chamber ( 120a), the simulation flow path 170, and the simulation chamber 151 are configured as a closed circuit. As a result, the braking fluid pressurized and discharged from the first master chamber 120a immediately implements the operation of the simulation device 150, provides pedal feel to the driver at a quick time, and increases the displacement of the brake pedal 10. As the speed increases, the reaction force also increases, giving the driver an appropriate pedal feel (section ⑤).

That is, the reaction force control valve 180 closes when the displacement of the input rod 12 or the displacement of the first master piston 121 reaches 'C', which is smaller than 'A', so that the displacement of the second master piston 122 increases. The time at which this occurs can be brought forward, thereby delivering pedal feel to the driver at an earlier time.

In the electronic brake system 1000 according to the first embodiment of the present invention, the electronic control unit has a first reservoir passage 161 connecting the first master chamber 120a of the master cylinder 120 and the reservoir 130. By controlling the closing point of the reaction force control valve 180 provided in the reaction force control valve 180, the point of action of the reaction force that provides the pedal feel of the brake pedal 10 to the driver is selectively adjusted to the point desired by the driver without separate design or structural changes. and can be controlled. The driver can easily set the point at which the pedal feel of the brake pedal 10 is provided to the beginning or end of braking through a display device (not shown) provided inside the vehicle, and the electronic control unit allows the driver to By adjusting the closing time of the reaction force control valve 180 based on the set information, the driver's convenience and operating comfort of the brake pedal 10 can be improved.

Hereinafter, the electronic brake system 2000 according to the second embodiment of the present invention will be described.

Figure 7 is an enlarged view of the main parts of the electronic brake system 2000 according to the second embodiment of the present invention. The electronic brake system 2000 according to the second embodiment of the present invention uses braking fluid such as brake oil. A reservoir 130 is stored, a master cylinder 120 that pressurizes and discharges the braking fluid contained inside by the pedal pressure of the brake pedal 10, and a pedal feeling that is a reaction force to the pedal pressure of the brake pedal 10 is provided to the driver. A simulation device 150, a reaction force control valve 280 that adjusts the heavy or light degree of reaction force or pedal feeling provided to the driver by the simulation device 150, and hydraulic pressure of the braking fluid are transmitted to each wheel (RR, A wheel cylinder 1400 that performs braking (RL, FR, FL) and hydraulic pressure that generates hydraulic pressure of the braking fluid through mechanical operation by receiving the driver's intention to brake as an electrical signal by the displacement of the brake pedal 10 A hydraulic control unit 1200 that controls the flow of hydraulic pressure delivered to the supply device 1300 and the wheel cylinder 1400, and a hydraulic pressure supply device 1300 and various devices based on hydraulic pressure information and brake pedal 10 displacement information. It may include an electronic control unit (ECU, not shown) that controls the operation of the valves and a plurality of passages provided to connect each element and transmit braking fluid.

In the description of the electronic brake system 2000 according to the second embodiment of the present invention described below, the electronic brake system 1000 according to the first embodiment of the present invention described above, except for cases where separate reference numerals are used and additionally described. ), the description is omitted to prevent duplication of content.

The reaction force control valve 280 provides a pedal feeling of reaction force to the driver by the simulation device 150 in response to the driver applying a pedal force to the brake pedal 10, and determines the degree of reaction force felt by the driver, that is, the heaviness of the pedal feeling. It is provided to adjust the degree of lightness. The reaction force control valve 280 is provided on the second reservoir passage 162 to allow and block the flow of braking fluid in both directions. The reaction force control valve 280 may be provided as a normally open type solenoid valve that is normally open and operates to close the valve when receiving an electrical signal from an electronic control unit to be described later. When opened, the reaction force control valve 280 allows braking fluid to be supplied from the second master chamber 120b to the reservoir 130 or from the reservoir 130 to the second master chamber 120b, and when closed, it allows the braking fluid to be supplied from the second master chamber 120b to the reservoir 130. Supply from the master chamber 120b to the reservoir 130 or supply from the reservoir 130 to the second master chamber 120b may be blocked. In particular, the reaction force control valve 280 may form the second master chamber 120b in a closed state when closed, and accordingly, the braking fluid contained in the first master chamber 120a due to the operation of the brake pedal 10 Since it can be immediately pressurized and supplied to the simulation device 150 through the simulation flow path 170, it can provide the driver with a heavier degree of reaction force to the pedal force of the brake pedal 10, that is, a heavier pedal feel to the driver. You can. A detailed description of this will be provided later with reference to FIGS. 8 and 9.

Hereinafter, the operation of the reaction force control valve 280 of the electronic brake system 2000 according to the second embodiment of the present invention will be described.

Figure 8 is a hydraulic circuit diagram showing a state in which the degree of reaction force provided to the driver is adjusted by the reaction force control valve 280 according to the second embodiment of the present invention, and Figure 9 is an electronic brake according to the second embodiment of the present invention. In the system 2000, this is a diagram showing the reaction force (pedal feel) of the simulation device 150 with respect to the displacement (stroke) of the brake pedal 10. In FIG. 9, the x-axis represents the displacement of the input rod 12 or the master piston 121 due to the operation of the brake pedal 10, and the y-axis represents pedal feel, which is a reaction force to the pedal force of the brake pedal 10. Meanwhile, sections ① to ③ in FIG. 9 are the same as the description with reference to FIG. 2, and the description is omitted to prevent duplication of content.

If the driver wishes to receive a heavier degree of reaction force or pedal feel from the brake pedal 10, the electronic control unit controls the reaction force control valve 280 to close, as shown in FIG. 8, to simulate the simulation device ( 150) The intervention time can be advanced from t1 to t3.

Specifically, in the initial stage (section ①) when the driver starts braking, the reaction force due to the elastic force of the first spring 123a increases to a predetermined level, but does not provide an appropriate pedal feel to the driver.

At this time, the displacement of the input rod 12 or the first master piston 121 due to the operation of the brake pedal 10 is greater than 'A', but the displacement of the second master piston 122 is less than 'B'. When the reaction force control valve 280 is controlled to close when point 'D' is reached (section ④), the second master chamber 120b and the reservoir 130 are disconnected and the second master chamber 120b is sealed. , As a result, the first master chamber 120a, the simulation passage 170, and the simulation chamber 151 are configured as a closed circuit, and the braking fluid pressurized and discharged from the first master chamber 120a directly operates the simulation device 150. Implement (section ⑤). Through this, a higher reaction force (pedal feeling) is provided to the driver even under the conditions of the same displacement of the input rod 12 or the displacement of the first master piston 121, so the driver feels a greater degree of reaction force of the brake pedal 10. Alternatively, the pedal may feel heavier.

In other words, the reaction force control valve 280 closes when the displacement of the second master piston 122 reaches 'D', which is smaller than 'B', so the time point (t3) at which the simulation device 150 intervenes can be advanced, As a result, even under the same displacement conditions, a higher reaction force (pedal feeling) can be provided to the driver, thereby providing a greater degree of reaction force of the brake pedal or a greater feeling of pedal weight.

On the other hand, when the reaction force control valve 280 is closed at a point where the displacement of the first master piston 121 is smaller than 'A', as soon as the displacement of the first master piston 121 reaches 'A', the simulation device ( Since the operation of 150) is implemented, a higher reaction force (pedal feeling) can be provided to the driver even under the same displacement conditions, thereby providing a greater degree of reaction force of the brake pedal or a greater feeling of pedal weight.

In the electronic brake system 2000 according to the second embodiment of the present invention, the electronic control unit has a second reservoir passage 162 connecting the second master chamber 120b of the master cylinder 120 and the reservoir 130. By controlling the closing point of the reaction force control valve 280, the degree of reaction force of the brake pedal 10 felt by the driver, that is, the degree of heavy or light pedal feeling, is selectively adjusted and You can control it. The driver can easily set the heavy or light pedal feel of the brake pedal 10 through a display device (not shown) provided inside the vehicle, and the electronic control unit operates based on the information set by the driver. By adjusting the closing point of the reaction force control valve 280, the driver's convenience and operating comfort of the brake pedal 10 can be improved.

Hereinafter, the electronic brake system 3000 according to the third embodiment of the present invention will be described.

Figure 10 is an enlarged view of the main parts of the electronic brake system 3000 according to the third embodiment of the present invention. The electronic brake system 3000 according to the third embodiment of the present invention uses braking fluid such as brake oil. A reservoir 130 is stored, a master cylinder 120 that pressurizes and discharges the braking fluid contained inside by the pedal pressure of the brake pedal 10, and a pedal feeling that is a reaction force to the pedal pressure of the brake pedal 10 is provided to the driver. a simulation device 150, a first reaction force control valve 381 that controls the point in time at which reaction force or pedal feeling is provided to the driver by the simulation device 150, and a reaction force or pedal sensation provided to the driver by the simulation device 150. A second reaction force control valve 382 that adjusts the degree of heavyness and lightness of the pedal feel, a wheel cylinder 1400 through which hydraulic pressure of the braking fluid is transmitted to perform braking of each wheel (RR, RL, FR, FL), and a brake A hydraulic pressure supply device 1300 that receives the driver's intention to brake as an electrical signal by the displacement of the pedal 10 and generates hydraulic pressure of the braking fluid through mechanical operation, and the flow of hydraulic pressure delivered to the wheel cylinder 1400. A hydraulic control unit 1200 that controls the hydraulic pressure supply device 1300 and an electronic control unit (ECU, not shown) that controls the operation of various valves based on hydraulic information and brake pedal 10 displacement information, and each element. It may include a plurality of passages that are provided to connect and transmit braking fluid.

In the description of the electronic brake system 3000 according to the third embodiment of the present invention described below, the electronic brake according to the first and second embodiments of the present invention described above, except where additional description is given using separate reference numerals. This is the same as the description of the systems 1000 and 2000, and the description is omitted to prevent duplication of content.

The reaction force control valve includes a first reaction force control valve 381 that adjusts the timing of application of the reaction force that provides a pedal feel as a reaction force to the driver by the simulation device 150 in response to the driver applying pedal force to the brake pedal 10; It may be provided including a second reaction force control valve 382 that adjusts the degree of reaction force felt by the driver, that is, the degree of heavy or light pedal feeling.

The first reaction force control valve 381 is provided on the first reservoir passage 161 to allow and block the flow of braking fluid in both directions. The first reaction force control valve 381 may be provided as a normally open type solenoid valve that is normally open and operates to close the valve when an electrical signal is received from an electronic control unit to be described later. The first reaction force control valve 381 allows braking fluid to be supplied from the first master chamber 120a to the reservoir 130 or from the reservoir 130 to the first master chamber 120a when opened, and when closed Supply from the first master chamber 120a to the reservoir 130 or supply from the reservoir 130 to the first master chamber 120a may be blocked. In particular, when the first reaction force control valve 381 is closed, the first master chamber 120a, the simulation passage 170, and the simulation device 150 can be formed into a closed circuit, and the first reaction force control valve 381 is closed. Accordingly, the braking fluid contained in the first master chamber 120a can only be supplied to the simulation device 150 through the simulation flow path 170, so the point at which reaction force for the pedal force of the brake pedal 10 is provided to the driver, that is, The point at which pedal feel is provided can be brought forward. A detailed description of this will be provided later with reference to FIGS. 11 and 12.

The second reaction force control valve 382 is provided on the second reservoir passage 162 to allow and block the flow of braking fluid in both directions. The second reaction force control valve 382 may be provided as a normally open type solenoid valve that is normally open and operates to close the valve when receiving an electrical signal from an electronic control unit to be described later. The second reaction force control valve 382 allows braking fluid to be supplied from the second master chamber 120b to the reservoir 130 or from the reservoir 130 to the second master chamber 120b when opened and when closed. Supply from the second master chamber 120b to the reservoir 130 or supply from the reservoir 130 to the second master chamber 120b may be blocked. In particular, the second reaction force control valve 382 may form the second master chamber 120b in a closed state when closed, and accordingly, the force accommodated in the first master chamber 120a by the operation of the brake pedal 10 The braking fluid can be immediately pressurized and supplied to the simulation device 150 through the simulation flow passage 170, so that the driver can feel the heavyness of the reaction force against the pedal force of the brake pedal 10, that is, the pedal feels heavier. can be provided.

Hereinafter, the operation of the first reaction force control valve 381 and the second reaction force control valve 382 of the electronic brake system according to the third embodiment of the present invention will be described.

Figure 11 shows the timing of action of the reaction force provided to the driver by the first reaction force control valve 381 according to the third embodiment of the present invention, and the degree of reaction force provided to the driver by the second reaction force control valve 382. This is a hydraulic circuit diagram showing the adjusted state. Additionally, FIG. 12 is a diagram showing the reaction force (pedal feel) of the simulation device 150 with respect to the displacement (stroke) of the brake pedal 10 in the electronic brake system according to the third embodiment of the present invention. In FIG. 12, the x-axis represents the displacement of the input rod 12 or the master piston 121 due to the operation of the brake pedal 10, and the y-axis represents pedal feel, which is a reaction force to the pedal force of the brake pedal 10. Meanwhile, sections ① to ③ in FIG. 12 are the same as the description with reference to FIG. 2, and the description is omitted to prevent duplication of content.

If the driver wants to be provided with a pedal feel that is a reaction force to the pedal force of the brake pedal 10 at an earlier point, the electronic control unit controls the first reaction force control valve 381 to close, as shown in FIG. 11. , the time of action of the reaction force can be advanced earlier than t1.

Specifically, in the initial stage when the driver starts braking, the reaction force due to the elastic force of the first spring 123a increases to a predetermined level, as in section ①, but does not provide an appropriate pedal feel to the driver.

At this time, when the displacement of the input rod 12 due to the operation of the brake pedal 10 or the displacement of the first master piston 121 reaches 'E', which is smaller than 'A', the first reaction force control valve 381 is closed. When controlled to do so, the first master chamber 120a and the reservoir 130 are disconnected from each other, and the braking fluid pressurized in the first master chamber 120a begins to move the second master piston 122 forward. (④Section). That is, the time when the second master piston 122 starts moving toward the front is advanced.

At this time, when the second reaction force control valve 382 is controlled to close when the displacement of the second master piston 122 reaches the point 'F', which is smaller than 'B', the second master chamber 120b and the reservoir (130) is immediately disconnected, thereby sealing the second master chamber (120b), and thus the first master chamber (120a), the simulation passage 170, and the simulation chamber 151 are configured as a closed circuit, and the first master chamber (120a) The braking fluid pressurized and discharged from ) immediately implements the operation of the simulation device 150 (section ⑤). Through this, a higher reaction force (pedal feeling) is provided to the driver even under the conditions of the same displacement of the input rod 12 or the displacement of the first master piston 121, so the driver feels a greater degree of reaction force of the brake pedal 10. Alternatively, the pedal may feel heavier.

In other words, the first reaction force control valve 381 closes when the displacement of the input rod 12 or the displacement of the first master piston 121 reaches 'E', which is smaller than 'A', so from an earlier point, the second master piston By generating a displacement of the piston 122, the reaction force point of the brake pedal 10 can be advanced, and at the same time, the second reaction force control valve 382 adjusts the displacement of the second master piston 122 to 'F', which is smaller than 'B'. ' By advancing the time point (t4) at which the simulation device 150 intervenes as it closes upon reaching, a higher reaction force (pedal feeling) is provided to the driver even under the same displacement conditions, thereby increasing the degree of reaction force of the brake pedal or the weight of the pedal. It can be provided. In the electronic brake system according to the third embodiment of the present invention, the electronic control unit connects the first master chamber 120a of the master cylinder 120 and the reservoir 130 to the first reservoir flow path ( By controlling the closing timing of the first reaction force control valve 381 provided in 161), the timing of application of the reaction force that provides the pedal feel of the brake pedal 10 to the driver is desired by the driver without separate design or structural changes. By selectively adjusting and controlling the closing time of the second reaction force control valve 382 provided in the second reservoir passage 162 connecting the second master chamber 120b and the reservoir 130, The heavy or light feel of the brake pedal 10 felt by the driver can be selectively adjusted and controlled. The driver can easily set the point of action of the reaction force at which the pedal feel of the brake pedal 10 begins to be provided and the heavy or light degree of the pedal feel through a display device (not shown) provided in the interior of the vehicle. The electronic control unit can improve the driver's convenience and operating comfort of the brake pedal 10 by adjusting the closing timing of the first and second reaction force control valves 381 and 382 based on information set by the driver. there is.

1000, 2000, 3000: Electronic brake system
120: master cylinder 121: first master piston
121a: first cut off hole 122: second master piston
122a: second cut off hole 123a: first spring
123b: second spring 124: hydraulic port
125: sealing member 130: reservoir
150: simulation device 151: simulation chamber
152: Reaction piston 153: Reaction spring
160: Reservoir flow path 170: Simulation flow path
180, 280: Reaction force control valve 381: First reaction force control valve
382: Second reaction force control valve 1200: Hydraulic control unit
1201: first hydraulic circuit 1202: second hydraulic circuit
1300: Hydraulic pressure supply device 1251: First backup passage
1252: 2nd backup flow path 1261: 1st cut valve
1262: Second cut valve

Claims (12)

A reservoir in which braking fluid is stored;
A master cylinder having a master chamber and a master piston provided in the master chamber, and discharging braking fluid according to the pressure of the brake pedal;
a simulation device including a simulation chamber and a reaction force piston provided in the simulation chamber, and providing a reaction force to the driver in response to a pedal force of the brake pedal;
a reservoir passage communicating the master chamber and the reservoir;
a simulation flow path communicating the master chamber and the simulation chamber;
A reaction force control valve provided in the reservoir passage to allow and block the flow of braking fluid; and
It includes an electronic control unit that controls the opening and closing of the valves,
The electronic control unit is
Controlling the closing timing of the reaction force control valve to adjust at least one of the timing and degree of reaction force provided to the driver by the simulation device,
The master piston includes a first master piston directly pressed by the brake pedal and a second master piston indirectly pressed by the first master piston,
The master chamber includes a first master chamber in which the first master piston is accommodated, and a second master chamber in which the second master piston is accommodated,
The reservoir flow path includes a second reservoir flow path communicating with the second master chamber and the reservoir,
The simulation flow path is provided to communicate with the first master chamber and the simulation chamber,
The reaction force control valve is an electronic brake system including a second reaction force control valve provided in the second reservoir passage to allow and block the flow of braking fluid. According to paragraph 1,
The reservoir euro is
An electronic brake system further comprising a first reservoir flow path configured to communicate with the first master chamber and the reservoir. According to paragraph 1,
The master cylinder is
An electronic brake system including a first sealing member and a second sealing member provided respectively in front and behind the second reservoir passage on the second master chamber. delete According to paragraph 2,
The master cylinder is
An electronic brake system including a first sealing member and a second sealing member provided respectively in front and behind the first reservoir passage on the first master chamber. According to paragraph 2,
The electronic brake system further includes a first reaction force control valve provided in the first reservoir passage to allow and block the flow of braking fluid. According to clause 6,
The master cylinder is
A first sealing member and a second sealing member provided respectively in front and behind the first reservoir passage on the first master chamber, and a sealing member provided in front and behind the second reservoir passage on the second master chamber, respectively. An electronic brake system including three sealing members and a fourth sealing member. According to any one of claims 2, 3, and 5 to 7,
It further includes a hydraulic pressure supply device that operates by an electrical signal output in response to the displacement of the brake pedal to provide hydraulic pressure for braking to the wheel cylinder,
The electronic control unit is
An electronic brake system that controls the operation of the hydraulic pressure supply device. According to clause 8,
An electronic brake system further comprising a hydraulic control unit including a first hydraulic circuit that controls hydraulic pressure delivered to two wheel cylinders and a second hydraulic circuit that controls hydraulic pressure delivered to the other two wheel cylinders. According to clause 9,
a first hydraulic passage connecting the hydraulic pressure supply device and the first hydraulic circuit;
a second hydraulic oil path connecting the hydraulic pressure supply device and the second hydraulic circuit;
a first backup passage connecting the first master chamber and the first hydraulic circuit; and
An electronic brake system further comprising a second backup passage connecting the second master chamber and the second hydraulic circuit. According to clause 10,
a first cut valve provided in the first backup passage to allow and block the flow of braking fluid; and
An electronic brake system further comprising a second cut valve provided in the second backup passage to allow and block the flow of braking fluid. According to clause 11,
The master cylinder is
An electronic brake system further comprising a first spring provided between the first master piston and the second master piston, and a second spring provided between the second master piston and an end of the second master chamber.

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