KR20120116139A - Electric booster type brake system including fail - safe valve - Google Patents

Electric booster type brake system including fail - safe valve Download PDF

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Publication number
KR20120116139A
KR20120116139A KR1020110033708A KR20110033708A KR20120116139A KR 20120116139 A KR20120116139 A KR 20120116139A KR 1020110033708 A KR1020110033708 A KR 1020110033708A KR 20110033708 A KR20110033708 A KR 20110033708A KR 20120116139 A KR20120116139 A KR 20120116139A
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South Korea
Prior art keywords
master cylinder
electric booster
fail
braking
safe
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KR1020110033708A
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Korean (ko)
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KR101914302B1 (en
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여훈
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현대모비스 주식회사
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Priority to KR1020110033708A priority Critical patent/KR101914302B1/en
Priority to CN201210079604.0A priority patent/CN102774370B/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
    • B60T13/686—Electrical control in fluid-pressure brake systems by electrically-controlled valves in hydraulic systems or parts thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • B60T17/221—Procedure or apparatus for checking or keeping in a correct functioning condition of brake systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/36—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition including a pilot valve responding to an electromagnetic force
    • B60T8/3615—Electromagnetic valves specially adapted for anti-lock brake and traction control systems
    • B60T8/363—Electromagnetic valves specially adapted for anti-lock brake and traction control systems in hydraulic systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • B60T8/4081—Systems with stroke simulating devices for driver input
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/88—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
    • B60T8/92—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means automatically taking corrective action

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Electromagnetism (AREA)
  • Regulating Braking Force (AREA)
  • Braking Systems And Boosters (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)

Abstract

PURPOSE: An electric booster braking system using a fail-safe valve is provided to secure stable braking force while reducing costs and weight by using a simplified fail-safe structure. CONSTITUTION: An electric booster braking system using a fail-safe valve comprises an ECU(Electronic Control Unit)(1), a sub master cylinder(5), a main master cylinder(8), a fail-safe unit(10), an ESC(Electronic Stability Control)(20), and a braking unit(30). The sub master cylinder generates hydraulic force directly through a pedal(2). The main master cylinder generates hydraulic force by using an electric booster(7). The electric booster is controlled by the ECU. The fail-safe unit comprises an oil pressure interlocking line(11) and a solenoid valve(12). The oil pressure interlocking line connects the sub master cylinder and the main master cylinder. A control valve is installed in the oil pressure interlocking line and supplies the oil pressure of the sub master cylinder to the main master cylinder.

Description

페일세이프 밸브를 이용한 전동부스터 제동장치{Electric Booster type Brake System Including Fail - Safe Valve} Electric Booster Type Brake System Including Fail-Safe Valve}

본 발명은 전동부스터 제동장치에 관한 것으로, 특히 1개의 솔레노이드 밸브를 적용해 페일세이프를 구현할 수 있는 전동부스터 제동장치에 관한 것이다.The present invention relates to an electric booster braking device, and more particularly to an electric booster braking device that can implement a fail-safe by applying one solenoid valve.

일반적으로 하이브리드 차량이나 연료 전지 차량 또는 전기 자동차는 회생 제동이 가능한 차량으로서, 연비를 높여 주도록 회생제동(Regenerative Brake)을 구현한다. In general, a hybrid vehicle, a fuel cell vehicle, or an electric vehicle is a vehicle capable of regenerative braking, and implements regenerative brake to increase fuel efficiency.

상기와 같은 회생제동용 제동장치는 전동부스터(모터)로 유압을 형성하는 메인 마스터실린더와 페달로 작동되어 유압을 형성하는 서브 마스터실린더가 구비되고, 상기 2개의 마스터실린더간 협조제어 방식으로 회생제동을 구현하게 된다.The braking device for regenerative braking as described above is provided with a main master cylinder for generating hydraulic pressure by an electric booster (motor) and a sub master cylinder for generating hydraulic pressure by pedaling, and regenerative braking in a cooperative control method between the two master cylinders. Will be implemented.

또한, 이러한 방식에선 전동부스터(모터)의 고장(Fail)발생에 대비해 제동을 구현할 수 있는 페일-세이프(Fail-Safe)기능이 필수적으로 요구되어진다.In addition, in this manner, a fail-safe function, which can implement braking in preparation for a failure of the electric booster (motor), is required.

통상, 전동부스터 제동장치에서 페일-세이프(Fail-Safe)를 안정적으로 구현하기 위해선 후륜쪽에 0.3G 정도의 제동력을 확보해 주여야 하지만, 특히 운전자의 페달답력에 따라 후륜만으로 제동을 수행하는 전륜방식 전동부스터 제동장치에서는 0.3g 이상 제동력을 발생시키기가 어려운 한계가 있을 수밖에 없다.Generally, in order to stably implement fail-safe in the electric booster braking system, it is necessary to secure about 0.3G of braking force on the rear wheel side, but in particular, the front wheel type that performs braking only by the rear wheel according to the pedal response of the driver. In the electric booster braking device, there is no limit to the difficulty of generating a braking force of more than 0.3g.

그러므로, 전동부스터 제동장치에는 페일-세이프(Fail-Safe)를 구현하기 위한 별도의 기구적 장치가 필수적으로 요구되어 비용을 상승시키게 되고, 특히 모든 제동장치가 페달과는 분리됨으로써 페달감 저하 방지를 위해 제동력과 페달력을 분리하는 장치를 필요로 하는 EHB(Electro-Hydraulic Brake)타입 회생제동용 제동장치에선 더욱 큰 비용상승을 가져올 수밖에 없다.Therefore, the electric booster braking device requires a separate mechanical device for fail-safe implementation, thereby increasing the cost, and in particular, all the braking devices are separated from the pedals to prevent deterioration of the pedal feeling. For the EHB type regenerative braking system, which requires a device that separates the braking force from the pedal force, the cost increase is inevitable.

상기와 달리 유압흐름을 형성하는 제동라인에 솔레노이드밸브를 설치해 페일-세이프(Fail-Safe)를 구현하는 방식은 전기적 페일(Fail)이나 유로 연결부의 페일(Fail)시 페일-세이프(Fail-Safe)를 보다 안정적으로 구현할 수 있으면서 비용측면에서도 유리하다.Unlike the above, a method of implementing fail-safe by installing a solenoid valve in a braking line forming a hydraulic flow is fail-safe when an electric fail or a failing part of a flow path is failed. It can be implemented more stably in terms of cost.

도 4와 도 5는 상기와 같이 적어도 1개 이상의 밸브들을 이용해 페일세이프를 구현하는 전동부스터 제동장치를 나타낸다.4 and 5 illustrate an electric booster braking device implementing failsafe using at least one valve as described above.

도 4에 도시된 페일세이프 장치는 페달(111)을 통해 직접 유압을 발생시키는 서브마스터실린더(112)에 연결된 답력라인(117)과, 페달(111)의 답입 스트로트를 검출하는 ECU(100)로 제어되는 전동부스터(114)를 통해 유압을 발생시키는 메인마스터실린더(113)에 연결된 제동라인(116)에 설치되어 유압흐름을 제어하는 밸브유닛(120)으로 구성되어진다.The failsafe device illustrated in FIG. 4 includes an effort line 117 connected to a submaster cylinder 112 that directly generates hydraulic pressure through the pedal 111, and an ECU 100 that detects the depression streak of the pedal 111. It is composed of a valve unit 120 is installed in the braking line 116 connected to the main master cylinder 113 to generate the hydraulic pressure through the electric booster 114 is controlled by the hydraulic flow control.

상기 제동라인(116)은 메인마스터실린더(113)와 ESC로 분배되는 제동유압을 공급받는 전후륜 제동부사이를 연결하며, 상기 답력라인(117)은 페달(111)을 통해 직접 유압을 발생시켜 페달(11)에 반력을 전달하는 페달시뮬레이터(115)와 서브마스터실린더(112)를 이어주면서 밸브유닛(120)을 통해 제동라인(116)에 연결되어진다.The braking line 116 is connected between the main master cylinder 113 and the front and rear wheel braking unit supplied with the braking hydraulic pressure distributed to the ESC, and the step line 117 generates hydraulic pressure directly through the pedal 111. It is connected to the braking line 116 through the valve unit 120 while connecting the pedal simulator 115 and the sub-master cylinder 112 to transfer the reaction force to the pedal (11).

상기 밸브유닛(120)은 제동라인(116)에 설치된 한쌍의 솔레노이드밸브(121,122)와, 답력라인(117)에 설치된 1개의 솔레노이드밸브(123)와, 상기 답력라인(117)에서 분기되어 상기 제동라인(116)으로 이어지는 분기라인에 설치된 1개의 솔레노이드밸브(124)로 구성되어진다.The valve unit 120 is branched from the pair of solenoid valves 121 and 122 installed in the braking line 116, the solenoid valve 123 installed in the stepping line 117, and the stepping line 117 to the braking line. It consists of one solenoid valve 124 installed in a branch line leading to line 116.

하지만, 다수의 솔레노이드밸브(121,122, 123,124)로 구성된 페일세이프 장치는 전동부스터 제동장치의 구성을 복잡하게 할 수밖에 없다.However, a fail-safe device composed of a plurality of solenoid valves 121, 122, 123, and 124 may complicate the configuration of the electric booster braking device.

반면, 도 5에 도시된 페일세이프 장치는 페달(201)에 직접 응답하는 서브마스터실린더(202)에서 인출된 서브제동라인(206)과, ECU(200)로 제어되는 전동부스터(203)를 통해 작동하는 메인마스터실린더(204)에서 인출된 메인제동라인(205)에 설치된 밸브유닛(120)으로 구성되되, 상기 밸브유닛(120)은 메인제동라인(205)에 설치된 1개의 솔레노이드밸브(207)와, 서브제동라인(206)에 설치된 또 다른 1개의 솔레노이드밸브(208)로 구성되어진다.On the other hand, the failsafe device shown in FIG. 5 includes a sub-braking line 206 drawn from the submaster cylinder 202 which responds directly to the pedal 201 and an electric booster 203 controlled by the ECU 200. It consists of a valve unit 120 installed in the main braking line 205 drawn out from the main master cylinder 204, the valve unit 120 is one solenoid valve 207 installed in the main braking line 205 And another solenoid valve 208 provided in the sub braking line 206.

상기 서브마스터실린더(202)와 상기 메인마스터실린더(204)에서 발생된 유압은 전후륜 제동부로 공급되며, 상기 밸브유닛(120)은 페달(201)을 통해 서브마스터실린더(202)에서 발생된 유압을 메인마스터실린더(204)쪽으로 보내줌으로써 페일세이프를 구현하게 된다.The hydraulic pressure generated in the submaster cylinder 202 and the main master cylinder 204 is supplied to the front and rear wheel braking unit, and the valve unit 120 is generated in the submaster cylinder 202 through the pedal 201. By sending the hydraulic pressure to the main master cylinder 204 to implement a fail-safe.

상기와 같이 도 5에 의한 페일세이프 장치는 도 4에 비해 솔레노이드밸브의 수량을 반으로 줄임으로써 전동부스터 제동장치의 구성을 보다 간단하게 할 수 있게 된다.As described above, the failsafe device of FIG. 5 can simplify the configuration of the electric booster braking device by reducing the number of solenoid valves in half compared to FIG. 4.

하지만, 상기와 같은 경우도 적어도 2개의 솔레노이드밸브(207,208)가 사용되어 비용측면에서 여전히 경쟁력이 낮음은 물론, 특히 2개의 솔레노이드밸브(207,208)가 각각 별도의 라인에 설치되고 라인들을 커넥터로 연결함으로써 구성의 단순화에도 한계가 있을 수밖에 없게 된다.
However, in the above case, at least two solenoid valves 207 and 208 are used, which is still not competitive in terms of cost, and in particular, two solenoid valves 207 and 208 are installed in separate lines and connect the lines to connectors. There is no limit to the simplification of the configuration.

이에 상기와 같은 점을 감안하여 발명된 본 발명은 각각 유압을 발생시키는 2개의 마스터실린더를 1개의 밸브로 서로 연결하여 페일-세이프(Fail-Safe)를 구현함으로써, 전륜과 후륜의 동시 제동을 이용한 최소 0.4G 이상의 안정적인 제동력 형성은 물론 극히 단순화된 페일-세이프(Fail-Safe)구성으로 비용과 중량을 크게 낮출 수 있는 페일세이프 밸브를 이용한 전동부스터 제동장치를 제공하는데 목적이 있다.
Accordingly, the present invention in view of the above point is to implement a fail-safe by connecting two master cylinders that generate hydraulic pressure to each other with one valve, thereby utilizing simultaneous braking of the front and rear wheels. The purpose of this invention is to provide an electric booster braking system using a fail-safe valve that can significantly reduce cost and weight by forming a stable braking force of at least 0.4G as well as an extremely simplified fail-safe configuration.

상기와 같은 목적을 달성하기 위한 본 발명의 전동부스터 제동장치는 페달을 통해 직접 유압을 발생시키는 서브마스터실린더와 상기 페달의 답입 스트로트를 검출하는 ECU로 제어되는 전동부스터를 통해 유압을 발생시키는 메인마스터실린더를 서로 연결하는 액압연동라인과, Electric booster braking device of the present invention for achieving the above object is a main master for generating the hydraulic pressure through the electric booster controlled by the ECU to detect the sub-stall cylinder and the pedal streak of the pedal directly generating the hydraulic pressure through the pedal. Hydraulic interlocking line connecting the master cylinder to each other,

상기 액압연동라인에 설치되어 상기 ECU의 제어에 따라 상기 서브마스터실린더의 액압을 상기 메인마스터실린더로 공급하는 1개의 제어밸브One control valve installed in the hydraulic linkage line for supplying the hydraulic pressure of the sub master cylinder to the main master cylinder under the control of the ECU.

를 포함해 구성된 것을 특징으로 한다.And a control unit.

상기 액압연동라인은 상기 서브마스터실린더의 액압실과 상기 메인마스터실린더의 액압실을 서로 연결하도록 이어진다.The hydraulic linkage line is connected to connect the hydraulic chamber of the sub master cylinder and the hydraulic chamber of the main master cylinder to each other.

상기 제어밸브는 상기 서브마스터실린더에서 형성된 유압을 상기 메인마스터실린더쪽으로 만 보내도록 개폐되어진다.The control valve is opened and closed so that the hydraulic pressure generated in the submaster cylinder is sent only to the main master cylinder.

상기 제어밸브는 상기 ECU로 제어되는 온?오프타입이고, 전원오프(Off)시 닫힌 상태인 NC(Normal Close)타입이거나 또는 전원오프(Off)시 열린 상태인 NO(Normal Open)타입인 솔레노이드밸브를 적용한다.
The control valve is an on-off type controlled by the ECU and is a solenoid valve of a normal close type (NC) which is closed when the power is turned off or a normal open type which is open when the power is turned off. Apply.

이러한 본 발명은 1개의 밸브로 서로 연결되어진 2개의 마스터실린더로 전륜과 후륜에 제동력을 형성시켜 페일-세이프(Fail-Safe) 구현시 최소 0.4G 이상의 안정적인 제동력 형성할 수 있고, 1개의 밸브를 이용하는 극히 단순화된 페일-세이프(Fail-Safe)구성으로 비용과 중량을 크게 낮출 수 있는 효과가 있게 된다.
The present invention forms a braking force on the front wheel and the rear wheel with two master cylinders connected to each other by one valve to form a stable braking force of at least 0.4G when implementing fail-safe, and using one valve The extremely simplified fail-safe configuration has the effect of significantly lowering costs and weight.

도 1은 본 발명에 따른 페일세이프 밸브를 이용한 전동부스터 제동장치의 구성도이고, 도 2는 본 발명에 따른 전동부스터 제동장치의 정상상태 작동도이며, 도 3은 본 발명에 따른 페일(Fail)시 페일세이프 밸브를 이용한 전동부스터 제동장치의 작동상태이고, 도 4와 도 5는 종래에 따른 페일세이프타입 전동부스터 제동장치의 구성도이다.1 is a configuration diagram of an electric booster braking apparatus using a fail-safe valve according to the present invention, Figure 2 is a steady state operation of the electric booster braking apparatus according to the present invention, Figure 3 is a fail (Fail) according to the present invention The operation state of the electric booster braking apparatus using the fail-safe valve, Figure 4 and Figure 5 is a configuration diagram of a fail-safe type electric booster braking apparatus according to the prior art.

이하 본 발명의 실시예를 첨부된 예시도면을 참조로 상세히 설명하며, 이러한 실시예는 일례로서 본 발명이 속하는 기술 분야에서 통상의 지식을 가진 자가 여러 가지 상이한 형태로 구현될 수 있으므로, 여기에서 설명하는 실시예에 한정되지 않는다.DETAILED DESCRIPTION Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings. Since the exemplary embodiments of the present invention may be embodied in various different forms, one of ordinary skill in the art to which the present invention pertains may be described herein. It is not limited to the Example to make.

도 1은 본 실시예에 따른 페일세이프 밸브를 이용한 전동부스터 제동장치의 구성도를 나타낸다.1 is a block diagram of an electric booster braking apparatus using a fail-safe valve according to the present embodiment.

도시된 바와 같이, 전동부스터 제동장치는 페달(2)의 움직임을 페달센서(3)를 이용해 검출하는 ECU(1)와, 상기 페달(2)의 스트로크에 따라 제동유압을 발생하는 서브마스터실린더(5)와, 상기 ECU(1)로 구동되는 전동부스터(7)를 통해 제동유압을 발생하는 메인마스터실린더(8)와, 상기 ECU(1)의 제어로 상기 서브마스터실린더(5)의 제동유압을 상기 메인마스터실린더(8)로 공급하는 페일-세이프수단(10)과, 제동시 제동유압을 분배하는 ESC(20, Electronic Stability Control))와, 상기 ESC(20)에서 분배된 제동유압을 공급받아 각각의 차륜을 제동하는 제동부(30)로 구성된다.As illustrated, the electric booster braking device includes an ECU 1 which detects movement of the pedal 2 using the pedal sensor 3, and a submaster cylinder which generates braking hydraulic pressure in accordance with the stroke of the pedal 2. 5), the main master cylinder 8 for generating braking hydraulic pressure through the electric booster 7 driven by the ECU 1, and the braking hydraulic pressure of the submaster cylinder 5 under the control of the ECU 1; Supply the fail-safe means (10) for supplying the main master cylinder (8), an electronic stability control (ESC) for distributing the braking hydraulic pressure during braking, and the braking hydraulic pressure distributed in the ESC (20). The brake unit 30 is configured to receive and brake respective wheels.

상기 ECU(1)는 각종 센서들의 신호를 받도록 구성되고, 또한 마스터실린더에서 발생되는 압력크기고 검출하는 압력센서의 신호를 받도록 구성되어진다.The ECU 1 is configured to receive signals from various sensors, and is also configured to receive a signal of a pressure sensor that detects the magnitude of pressure generated in the master cylinder.

상기 서브마스터실린더(5)는 페달(2)의 전진 스트로크에 반응하여 페달(2)에 의한 제동유압을 발생하고, 페달(2)의 전진 스트로크에 반하여 페달반력을 전달하도록 페달시뮬레이터의 작용도 함께 구현되어진다.The submaster cylinder 5 generates a braking hydraulic pressure by the pedal 2 in response to the forward stroke of the pedal 2 and also acts as a pedal simulator to transmit the pedal reaction force against the forward stroke of the pedal 2. Is implemented.

상기 서브마스터실린더(5)에는 발생된 제동유압을 서브마스터실린더(5)의 외부로 배출하는 서브유압라인(6)이 연결되어진다.The sub master cylinder 5 is connected to a sub hydraulic line 6 for discharging the generated braking hydraulic pressure to the outside of the sub master cylinder 5.

그리고, 상기 페달시뮬레이터는 서브마스터실린더(5)의 외부에서 별도 수단으로 구성되거나 또는 서브마스터실린더(5)의 내부에서 유압에 연동되도록 구성될 수 있다.The pedal simulator may be configured by a separate means outside of the submaster cylinder 5 or may be configured to interlock with hydraulic pressure inside the submaster cylinder 5.

상기 전동부스터(7)는 모터에 의해 회전력을 발생시키고, 스크류-너트 구조로 되어 있는 스핀들이 모터의 회전력을 받아 직선운동으로 변환시켜 메인마스터실린더(8)를 가압하는 방식과 같이 통상적으로 구성된다.The electric booster 7 is typically configured to generate a rotational force by a motor, and a spindle having a screw-nut structure converts the linear force into linear motion by receiving the rotational force of the motor and presses the main master cylinder 8. .

그리고, 상기 메인마스터실린더(8)는 ECU(1)가 제어하는 전동부스터(7)를 통해 제동액압을 발생하고, 발생된 제동유압을 메인마스터실린더(8)의 외부로 배출하는 메인유압라인(9)이 연결되어진다.The main master cylinder 8 generates a brake hydraulic pressure through the electric booster 7 controlled by the ECU 1, and discharges the generated brake hydraulic pressure to the outside of the main master cylinder 8. 9) is connected.

상기 서브마스터실린더(5)와 상기 메인마스터실린더(8)는 각각의 오일리저버를 적용하거나 또는 1개의 오일리저버를 공용으로 사용하도록 구성되어진다.The submaster cylinder 5 and the main master cylinder 8 are configured to apply respective oil reservoirs or to use one oil reservoir in common.

한편, 상기 페일-세이프수단(10)은 서브마스터실린더(5)와 메인마스터실린더(8)를 서로 연결하는 액압연동라인(11)과, 상기 액압연동라인(11)에 설치되어 ECU(1)의 제어로 액압흐름 방향을 제어하는 제어밸브(12)로 구성되어진다.On the other hand, the fail-safe means 10 is a hydraulic interlocking line (11) connecting the sub master cylinder (5) and the main master cylinder (8) and the hydraulic interlocking line (11) is installed in the ECU (1) It is composed of a control valve 12 for controlling the hydraulic flow direction by the control of.

상기 액압연동라인(11)은 서브마스터실린더(5)의 액압실과 메인마스터실린더(8)의 액압실을 서로 이어줌으로써, 페달(2)을 이용해 서브마스터실린더(5)에서 형성된 액압이 메인마스터실린더(8)에도 함께 작용될 수 있게 된다.The hydraulic interlocking line 11 connects the hydraulic chamber of the sub master cylinder 5 and the hydraulic chamber of the main master cylinder 8 to each other, so that the hydraulic pressure formed in the sub master cylinder 5 using the pedal 2 is the main master cylinder. (8) can also work together.

상기 제어밸브(12)는 서브마스터실린더(5)에서 형성된 유압을 메인마스터실린더(8)쪽으로 만 보내도록 작용되어진다.The control valve 12 is actuated to send hydraulic pressure formed in the submaster cylinder 5 only to the main master cylinder 8.

이를 위해, 상기 제어밸브(12)는 ECU(1)로 제어되는 온?오프타입으로서, 전원오프(Off)시 닫힌 상태인 NC(Normal Close)타입이거나 또는 전원오프(Off)시 열린 상태인 NO(Normal Open)타입인 솔레노이드밸브를 적용한다.To this end, the control valve 12 is an on-off type controlled by the ECU 1, and is a normally closed (NC) type which is closed when the power is turned off, or is opened when the power is turned off. Solenoid valve of (normally open) type is applied.

상기 ESC(20)는 서브마스터실린더(5)에 연결된 서브유압라인(6)과 메인마스터실린더(8)에 연결된 메인유압라인(9)이 함께 연결되어 제동유압을 공급받고, 상기 제동부(30)는 ESC(20)에서 분배된 제동유압을 공급받아 각각의 차륜을 제동하는 전륜제동부(31)과 후륜제동부(32)로 이루어진다.The ESC 20 is connected to the sub hydraulic line 6 connected to the sub master cylinder 5 and the main hydraulic line 9 connected to the main master cylinder 8 to receive a braking hydraulic pressure, and the braking unit 30 ) Is composed of a front wheel brake unit 31 and a rear wheel brake unit 32 for braking each wheel by receiving the braking hydraulic pressure distributed from the ESC 20.

도 2는 본 실시예에 따른 전동부스터 제동장치의 정상상태 작동을 나타낸다.2 shows a steady state operation of the electric booster braking device according to the present embodiment.

도시된 바와 같이, 페달(2)의 조작으로 서브마스터실린더(5)에서 유압이 형성되고 동시에 페달(2)의 스트로크를 감지한 ECU(1)가 전동부스터(7)를 구동해 메인마스터실린더(8)에서도 유압이 함께 형성되어진다.As shown, the hydraulic pressure is formed in the sub master cylinder 5 by the operation of the pedal 2, and at the same time, the ECU 1, which senses the stroke of the pedal 2, drives the electric booster 7 to drive the main master cylinder ( Also in 8), hydraulic pressure is formed together.

상기와 같이 서브마스터실린더(5)와 메인마스터실린더(8)에서 유압이 형성되면, 서브마스터실린더(5)의 유압은 서브유압라인(6)을 통해 배출되고 메인마스터실린더(8)의 액압은 메인유압라인(9)을 통해 배출되어진다.When the hydraulic pressure is formed in the sub master cylinder (5) and the main master cylinder (8) as described above, the hydraulic pressure of the sub master cylinder (5) is discharged through the sub hydraulic line (6) and the hydraulic pressure of the main master cylinder (8) It is discharged through the main hydraulic line (9).

이때 페일-세이프수단(10)은 작동하지 않는데, 이는 제어밸브(12)가 서브마스터실린더(5)와 메인마스터실린더(8)를 서로 연결하는 액압연동라인(11)을 차단함에 기인된다.The fail-safe means 10 does not operate at this time, because the control valve 12 blocks the hydraulic interlocking line 11 connecting the submaster cylinder 5 and the main master cylinder 8 to each other.

이어, 상기 서브마스터실린더(5)와 메인마스터실린더(8)에서 각각의 서브유압라인(6)과 메인유압라인(9)을 통해 나온 유압은 ESC(20)로 모여진 후, 상기 ESC(20)의 작용으로 전륜제동부(31)과 후륜제동부(32)로 분배됨으로써 안정적인 차량 제동을 구현하게 된다.Subsequently, the hydraulic pressure from the sub master cylinder 5 and the main master cylinder 8 through the sub hydraulic line 6 and the main hydraulic line 9 is collected in the ESC 20, and then the ESC 20. By distributing to the front wheel brake unit 31 and the rear wheel brake unit 32 to achieve a stable vehicle braking.

도 3은 본 실시예에 따른 페일(Fail)시 페일세이프 밸브를 이용한 전동부스터 제동장치의 작동을 나타낸다.Figure 3 shows the operation of the electric booster braking apparatus using a fail-safe valve when failing according to the present embodiment.

도시된 바와 같이, 페달(2)의 조작으로 서브마스터실린더(5)에서 유압이 형성되고 동시에 페달(2)의 스트로크는 센서(3)로 ECU(1)가 감지하여 전동부스터(7)를 구동시켜주게 된다.As shown, the hydraulic pressure is formed in the submaster cylinder 5 by the operation of the pedal 2 and at the same time the stroke of the pedal 2 is sensed by the ECU 1 by the sensor 3 to drive the electric booster 7. I will let you.

하지만, 메인마스터실린더(8)에서는 전동부스터(7)의 고장(Fail)으로 유압이 형성되지 못하고, 이러한 상황을 센서를 통해 감지한 ECU(1)는 페일-세이프수단(10)을 작동해줌으로써 안정적인 제동을 가능하게 하는 페일-세이프(Fail - Safe)기능을 구현할 수 있게 된다.However, in the main master cylinder (8), the hydraulic pressure is not formed due to the failure of the electric booster (7), and the ECU (1) which detects such a situation through the sensor operates the fail-safe means (10). It is possible to implement a fail-safe function that enables stable braking.

이는, 전동부스터(7)의 고장(Fail)을 감지한 ECU(1)는 제어밸브(12)를 제어해 서브마스터실린더(5)와 메인마스터실린더(8)를 서로 연결하는 액압연동라인(11)을 열어줌으로써, 서브마스터실린더(5)와 메인마스터실린더(8)의 액압실이 서로 연통됨에 기인되어진다.This means that the ECU 1, which detects a failure of the electric booster 7, controls the control valve 12 to connect the submaster cylinder 5 and the main master cylinder 8 to each other. This is caused by the fact that the hydraulic chambers of the sub master cylinder 5 and the main master cylinder 8 communicate with each other.

상기와 같이 제어밸브(12)가 열려지며, 페달(2)의 작용으로 서브마스터실린더(5)에서 형성된 유압은 서브유압라인(6)을 통해 ESC(20)쪽으로 배출됨과 더불어 액압연동라인(11)을 거쳐 메인마스터실린더(8)의 액압실로 공급되어진다.As described above, the control valve 12 is opened, and the hydraulic pressure formed in the sub-master cylinder 5 by the action of the pedal 2 is discharged toward the ESC 20 through the sub-hydraulic line 6 and the hydraulic linkage line 11. ) Is supplied to the hydraulic chamber of the main master cylinder (8).

이로 인해, 서브마스터실린더(5)와 메인마스터실린더(8)에는 유압이 함께 형성되어진다.For this reason, the hydraulic pressure is formed together with the sub master cylinder 5 and the main master cylinder 8.

이어, 상기 서브마스터실린더(5)와 메인마스터실린더(8)에서 각각의 서브유압라인(6)과 메인유압라인(9)을 통해 나온 유압은 ESC(20)로 모여진 후, 상기 ESC(20)의 작용으로 전륜제동부(31)과 후륜제동부(32)로 분배됨으로써 안정적인 차량 제동을 구현하게 된다.Subsequently, the hydraulic pressure from the sub master cylinder 5 and the main master cylinder 8 through the sub hydraulic line 6 and the main hydraulic line 9 is collected in the ESC 20, and then the ESC 20. By distributing to the front wheel brake unit 31 and the rear wheel brake unit 32 to achieve a stable vehicle braking.

이와 같이 전륜과 후륜이 함께 제동됨으로써 페일-세이프(Fail-Safe)의 신뢰성이 크게 높아짐은 물론, 특히 운전자의 페달답력에 따라 후륜만으로 제동을 수행하는 전륜방식 전동부스터 제동장치의 한계값인 0.3g을 넘어서는 0.4G 이상의 제동력 형성으로 페일-세이프(Fail-Safe)의 작동안정성도 크게 높아질 수 있게 된다.
As the front and rear wheels are braked together, the reliability of Fail-Safe is greatly increased, and 0.3g, the limit value of the front wheel type electric booster braking system that performs braking only with the rear wheels according to the pedal response of the driver. The braking force of 0.4G or more can greatly increase the fail-safe operation stability.

1 : ECU 2 : 페달
3 : 센서 5 : 서브마스터실린더
6 : 서브유압라인 7 : 전동부스터
8 : 메인마스터실린더
9 : 메인유압라인 10 : 페일-세이프수단
11 : 액압연동라인 12 : 제어밸브
20 : ESC 30 : 제동부
31 : 전륜제동부 32 : 후륜제동부1: ECU 2: Pedal
3: sensor 5: submaster cylinder
6: sub-hydraulic line 7: electric booster
8: main master cylinder
9: main hydraulic line 10: fail-safe means
11: hydraulically connected line 12: control valve
20: ESC 30: braking part
31: front wheel brake 32: rear wheel brake

Claims (5)

페달을 통해 직접 유압을 발생시키는 서브마스터실린더와 상기 페달의 답입 스트로트를 검출하는 ECU로 제어되는 전동부스터를 통해 유압을 발생시키는 메인마스터실린더를 서로 연결하는 액압연동라인과,
상기 액압연동라인에 설치되어 상기 ECU의 제어에 따라 상기 서브마스터실린더의 액압을 상기 메인마스터실린더로 공급하는 1개의 제어밸브
를 포함해 구성된 것을 특징으로 하는 페일세이프 밸브를 이용한 전동부스터 제동장치.
A hydraulic interlocking line connecting the submaster cylinder for generating hydraulic pressure directly through the pedal and the main master cylinder for generating hydraulic pressure through an electric booster controlled by the ECU detecting the depression streak of the pedal;
One control valve installed in the hydraulic linkage line for supplying the hydraulic pressure of the sub master cylinder to the main master cylinder under the control of the ECU.
Electric booster braking device using a fail-safe valve, characterized in that configured to include.
청구항 1에 있어서, 상기 액압연동라인은 상기 서브마스터실린더의 액압실과 상기 메인마스터실린더의 액압실을 서로 연결하는 것을 특징으로 하는 페일세이프 밸브를 이용한 전동부스터 제동장치.
The electric booster braking apparatus according to claim 1, wherein the hydraulic interlocking line connects the hydraulic chamber of the submaster cylinder and the hydraulic chamber of the main master cylinder to each other.
청구항 1에 있어서, 상기 제어밸브는 상기 서브마스터실린더에서 형성된 유압을 상기 메인마스터실린더쪽으로 만 보내도록 개폐되는 것을 특징으로 하는 페일세이프 밸브를 이용한 전동부스터 제동장치.
The electric booster braking apparatus according to claim 1, wherein the control valve is opened and closed so as to send hydraulic pressure formed in the submaster cylinder only to the main master cylinder.
청구항 3에 있어서, 상기 제어밸브는 상기 ECU로 제어되는 온?오프타입인 것을 특징으로 하는 페일세이프 밸브를 이용한 전동부스터 제동장치.
4. The electric booster braking apparatus according to claim 3, wherein the control valve is an on / off type controlled by the ECU.
청구항 4에 있어서, 상기 제어밸브는 전원오프(Off)시 닫힌 상태인 NC(Normal Close)타입이거나 또는 전원오프(Off)시 열린 상태인 NO(Normal Open)타입인 솔레노이드밸브인 것을 특징으로 하는 페일세이프 밸브를 이용한 전동부스터 제동장치. The method of claim 4, wherein the control valve is a failure characterized in that the solenoid valve of the NC (Normal Close) type that is closed when the power off (Off) or NO (Normal Open) type that is open when the power off (Off) Electric booster braking system using safe valve.
KR1020110033708A 2011-04-12 2011-04-12 Electric Booster type Brake System Including Fail - Safe Valve KR101914302B1 (en)

Priority Applications (2)

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KR1020110033708A KR101914302B1 (en) 2011-04-12 2011-04-12 Electric Booster type Brake System Including Fail - Safe Valve
CN201210079604.0A CN102774370B (en) 2011-04-12 2012-03-23 Utilize the electric booster braking device of Fail-Safe valve

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