KR20140000505A - Combining brake device of esc using electric booster and control method thereof - Google Patents

Abstract

The present invention relates to a combined brake device of ESC using an electric booster, comprising a sensor part for measuring the driving state of a vehicle; a control part for controlling and forming braking pressure when the vehicle needs to be braked after receiving the measurement value of the sensor part; an actuator part for forming oil pressure by driving a motor via the control of the control part; and an oil pressure modulation part for forming braking pressure on a brake caliper by opening or closing at least one valve for supplying or releasing oil pressure via the control of the control part, wherein a reserver included in the actuator part is directly connected to an outlet valve (OV) included in the oil pressure modulation part via a flow channel. The present invention can reduce the costs, weight, and size thereof by removing parts constituting an existing hydraulic electronic control unit (HECU) because the present invention forms braking pressure using an electronic booster during general braking and emergency braking. [Reference numerals] (12) Brake pedal stroke measurement sensor; (14) Distance measurement sensor; (20) Control part; (30) Actuator part; (40) Oil pressure modulation part

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to an ESC integrated braking apparatus using an electric booster,

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to an integrated braking device for an electronic stability control (ESC) using an electric booster, and more particularly to a braking device for an electric booster, To an ESC integrated braking system using an electric booster for preventing energy collision during normal braking and emergency braking, and a control method thereof.

The electric booster braking system is an active type braking system that can control and regulate the hybrid vehicle at the same time by using a motor-based booster.

In the electric booster braking system, when the driver depresses the brake pedal, pressure is generated in the sub master cylinder, and an opening / closing signal is applied to the solenoid valve. Due to this switching signal, the normally closed valve connected to the pedal simulator is opened and the normally open valve connected to the main master cylinder is closed.

Thus, the pressure formed in the submaster cylinder is transmitted to the pedal simulator through the open valve to push the piston. As a result, the driver feels pedal pressure due to the rubber and spring reaction force inside the pedal simulator.

Electronic Stability Control (ESC) calculates the required braking pressure through the stroke sensed by the pedal stroke measurement sensor and the pressure sensed by the sub-master cylinder pressure sensor, drives the motor according to the calculated braking pressure requirement, Form pressure.

In addition, ESC controls the HYDRU (HYDRAULIC ELECTRONIC CONTROL UNIT, hereinafter HECU) in the emergency braking situation to form the braking pressure by injecting the brake oil of the main master cylinder into the brake caliper.

In a vehicle including a conventional electric booster braking device, an actuator unit for braking pressure during normal braking and a HECU for braking pressure during emergency braking were separately operated.

Therefore, in the emergency braking, energy (pressure) collision occurs due to the separate operation of the actuator unit and the HECU, and control is complicated to solve such a collision.

Prior art related to the present invention is Korean Patent Laid-Open Publication No. 10-2005-0076862 (published on Jul. 29, 2005, entitled "Electric Vehicle Brake Control System").

SUMMARY OF THE INVENTION The present invention has been made in order to solve the above-mentioned problems, and it is an object of the present invention to provide an electric booster for preventing energy collision during normal braking and emergency braking by forming a braking pressure by operating a motor of the electric booster in all cases, The present invention also provides an integrated braking device and control method thereof.

An ESC integrated braking system using an electric booster according to an aspect of the present invention includes: a sensor unit for measuring a running state of a vehicle; A control unit for receiving a measured value of the sensor unit and controlling the braking pressure to be generated when braking is required; An actuator for driving the motor under the control of the controller to form a hydraulic pressure; And a hydraulic modulator for opening or closing at least one valve for supplying or releasing the hydraulic pressure under the control of the control unit to form a braking pressure on the brake caliper, wherein the reservoir included in the actuator unit is connected to the hydraulic modulator And is directly connected to the OV (Outlet Valve) through the flow path.

In the present invention, when a residual pressure is generated in the brake caliper, the controller closes an IV valve that supplies or releases the hydraulic pressure generated by the actuator to the brake caliper and opens the OV to release the brake oil in the brake caliper And the residual pressure of the brake caliper is removed by moving to the reservoir.

In the present invention, the sensor unit may include a brake pedal stroke measurement sensor for sensing an operation of a brake pedal; And a distance measuring sensor for measuring a distance between the vehicle ahead and the obstacle.

In the present invention, the control unit may include a TCV (Traction Control Valve) for maintaining the motor torque to maintain the braking pressure or supplying or releasing the hydraulic pressure formed in the actuator unit, and an OV (Outlet Valve) The braking pressure is maintained by preventing the brake fluid from returning to the main master cylinder.

In the present invention, when a lock is generated on the wheel on which the braking pressure is generated, the controller closes the IV (Inlet Valve) connected to the brake caliper on the wheel side where the lock is generated and opens the OV (Outlet Valve) Thereby reducing the braking pressure of the brake caliper

According to another aspect of the present invention, there is provided a method of controlling an integrated braking system of an ESC using an electric booster, the method comprising: sensing a braking necessity through a measured value of a sensor; Driving the motor to form a braking pressure when the braking necessity is sensed; Determining whether the braking necessity is released; Removing the braking pressure when the braking requirement is released; And removing residual pressure in the brake caliper by opening an outlet valve (OV) to move the brake oil to the reservoir when a residual pressure is generated in the brake caliper during the braking pressure removal process.

In the present invention, when the braking necessity is sensed, the step of driving the motor to form the braking pressure includes opening a TCV (Traction Control Valve) and an IV (Inlet Valve) for supplying or releasing the hydraulic pressure formed by the actuator to the brake caliper And the braking pressure is formed by injecting the brake oil of the main master cylinder into the brake caliper.

In the present invention, when it is determined that the braking necessity is released, the TCV (Traction Control Valve) and the OV (Outlet Valve) for supplying or releasing the hydraulic pressure formed in the actuator unit are closed and the brake caliper is injected The braking pressure of the brake caliper is maintained by preventing the brake fluid from returning to the main master cylinder.

In the present invention, when the braking force is released, the step of removing the braking pressure includes opening a TCV (Traction Control Valve) and an IV (Inlet Valve) for supplying or releasing the hydraulic pressure formed by the actuator unit to the brake caliper, And the injected brake fluid is returned to the main master cylinder to thereby remove the braking pressure.

In the present invention, when a residual pressure is generated in the brake caliper during the braking pressure removal process, the step of opening the outlet valve (OV) to move the brake oil to the reservoir to remove the residual pressure in the brake caliper may include: And the residual pressure of the brake caliper is removed by closing the IV (inlet valve) to be supplied or released to the brake caliper and opening the OV to move the brake oil in the brake caliper to the reservoir.

In the present invention, when a lock is generated in the wheel on which the braking pressure is generated, the IV (Inlet Valve) connected to the brake caliper on the wheel side where the lock is generated is closed and the OV (Outlet Valve) Thereby reducing the pressure.

According to the present invention, since the components constituting the conventional HECU (HYDRAULIC ELECTRONIC CONTROL UNIT) can be removed by forming the braking pressure using the electric booster during the normal braking and the emergency braking, the cost, weight and size can be reduced .

Further, the present invention can improve the braking performance of the ESC by preventing the energy (pressure) collision of the braking devices for the normal braking and the emergency braking.

1 is a functional block diagram of an ESC integrated braking system using an electric booster according to an embodiment of the present invention.
FIG. 2 is a flowchart illustrating an implementation process of an ESC integrated braking control method using an electric booster according to an embodiment of the present invention. Referring to FIG.
3 is a view illustrating a braking oil pressure forming path of an ESC integrated braking device using an electric booster according to an embodiment of the present invention.
4 is a view showing a braking hydraulic pressure maintaining path of an ESC integrated braking device using an electric booster according to an embodiment of the present invention.
5 is a view showing a residual pressure reducing path in a brake caliper through a reservoir of an ESC integrated braking device using an electric booster according to an embodiment of the present invention.
6 is a diagram illustrating independent control of a steering wheel of an integrated braking system of ESC using an electric booster according to an embodiment of the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, an ESC integrated braking system using an electric booster according to an embodiment of the present invention and a control method thereof will be described in detail with reference to the accompanying drawings. In this process, the thicknesses of the lines and the sizes of the components shown in the drawings may be exaggerated for clarity and convenience of explanation. In addition, the terms described below are defined in consideration of the functions of the present invention, which may vary depending on the intention or custom of the user, the operator. Therefore, definitions of these terms should be made based on the contents throughout this specification.

1 is a functional block diagram of an ESC integrated braking system using an electric booster according to an embodiment of the present invention.

Referring to FIG. 1, the ESC integrated braking system using the electric booster includes a sensor unit 10, a control unit 20, an actuator unit 30, and an oil pressure modulating unit 40.

The sensor unit 10 measures various driving conditions of the vehicle. Particularly, in this embodiment, the brake pedal stroke measurement sensor 12, the distance measurement sensor 14, and the like are included.

The brake pedal stroke measurement sensor 12 measures whether or not a braking demand is generated by the driver and transmits the measurement value to the control unit 20. The distance measurement sensor 14 measures the distance between the vehicle ahead and the obstacle, (20).

In the present embodiment, the sensor unit 10 includes the brake pedal stroke measurement sensor 12 and the distance measurement sensor 14, but any measurement sensor that measures an element capable of sensing that the vehicle needs to be braked is included .

The control unit 20 calculates the required braking pressure when the vehicle needs to be braked based on the measured value input from the sensor unit 10 and drives the motor 34 to brake the brake oil of the main master cylinder 38, (51) to form a braking pressure.

Through this braking pressure, the brake caliper 51 performs braking by friction between a brake pad (not shown) and a disk (not shown) of the rotating wheel 52.

In this embodiment, in the case where braking is generated by the driver and braking is required in accordance with the running state of the vehicle, the motor 34 of the actuator unit 30 is driven not only in the normal braking but also in the emergency braking state, 51).

Therefore, in the present embodiment, braking oil pressure is formed not only during normal braking but also during emergency braking through the actuator unit 30, so that it is possible to prevent energy conflict due to the operation of the conventional pump and the operation of the actuator unit 30. [

The control unit 20 controls the actuator unit 30 to form a braking pressure on the brake caliper 51. The actuator unit 30 includes a brake pedal 32, a motor 34, A sub master cylinder 36, a main master cylinder 38, and a reservoir 39. The sub master cylinder 36, the main master cylinder 38,

The brake pedal 32 is a device that the driver operates for braking the vehicle, and senses through the brake pedal stroke measurement sensor 12 the intention to decelerate the driver's vehicle. That is, the necessity of braking the vehicle by the driver is detected.

The motor 34 moves the ball screw 35 forward and backward so as to form the braking hydraulic pressure corresponding to the braking pressure determined by the controller 20. [ That is, when the ball screw 35 advances by the motor 34, hydraulic oil is formed by injecting the brake oil of the main master cylinder 38 into the brake caliper 51. When the ball screw 35 is retracted, 51 to return to the main master cylinder 38 to release the hydraulic pressure.

The ball screw 35 presses or releases the main master cylinder 38 by moving forward or backward by the operation of the motor 34.

The sub master cylinder 36 is connected to the pedal simulator 49 through a normally closed valve 48 and connected to the main master cylinder 38 through a normally open valve 47 .

When the braking pressure is generated, the normally closed valve 48 is opened and the normally open valve 47 is closed. Therefore, the pressure formed in the sub master cylinder 36 is transmitted to the pedal simulator 49 through the normally closed valve 48 to push the piston, and the pedal simulator 47 causes the pedal force I feel.

The reservoir 39 stores brake oil and is connected to the sub master cylinder 36 and the main master cylinder 38. Particularly, in this embodiment, the reservoir 39 is directly connected to the OV (Outlet Valve) 46 of the oil pressure modulating unit 40 through the oil line, so that the brake oil in the brake caliper 51 is moved when the OV 46 is opened Thereby reducing the braking pressure of the brake caliper 51.

This function of the reservoir 39 can effectively release the pressure when a residual pressure is generated in the brake caliper 51 due to a malfunction.

The hydraulic pressure modulator 40 is a device for forming a braking pressure by opening or closing a valve in a path through which the brake oil moves. The hydraulic pressure modulator 40 includes a TCV (Traction Control Valve, TCV) (IV) 44 for supplying or releasing the hydraulic pressure formed in the actuator unit 30 to the brake caliper 51, an OV (Outlet) 41 for releasing the braking pressure formed on the brake caliper 51, (OV) 46, a normally open valve 47, a normally closed valve 48 and a pedal simulator 49.

Accordingly, when the brake oil is moved to form or release the braking pressure, the TCV 42 and the IV 44 are opened to inject the brake oil into the brake caliper 51, or the brake oil of the brake caliper 51 to the main And returns to the master cylinder 38.

Particularly, in the present embodiment, when the braking pressure of the brake caliper 51 is to be released, the IV 44 is closed and the OV 46 is opened to move the brake oil to the reservoir 39 to remove the residual pressure due to the malfunction.

In this embodiment, since the brake oil in the brake caliper 51 is moved to the reservoir 39 in order to release the pressure formed on the brake caliper 51, the existing motor and pump can be removed, .

The normally open valve 48 is opened and the normally open valve 47 is closed so that the pressure of the sub master cylinder 36 is transmitted to the pedal simulator 49 so that the driver can feel the pedal pressure .

FIG. 2 is a flowchart illustrating an implementation process of an ESC integrated braking control method using an electric booster according to an embodiment of the present invention. Referring to FIG.

3 is a view illustrating a braking oil pressure forming path of an ESC integrated braking device using an electric booster according to an embodiment of the present invention.

4 is a view showing a braking hydraulic pressure maintaining path of an ESC integrated braking device using an electric booster according to an embodiment of the present invention.

5 is a view showing a residual pressure reducing path in a brake caliper through a reservoir of an ESC integrated braking device using an electric booster according to an embodiment of the present invention.

Referring to FIGS. 2 to 5, a control method of the ESC integrated braking system using the electric booster according to an embodiment of the present invention will be described. First, the controller 20 determines whether braking is required.

At this time, the braking necessity includes a braking demand by the driver sensed by the measured value of the brake pedal stroke measurement sensor 12 and a braking demand by the traveling state of the vehicle measured by the distance measuring sensor 14 or the like.

In addition, emergency braking may be required when the normal braking is required and when the driver presses the brake pedal 32 urgently.

In this embodiment, both the normal braking operation and the emergency braking operation are required, and the brake caliper 51 is pressurized by the operation of the actuator 30, which will be described later.

The control unit 20 drives the motor 34 to apply pressure to the main master cylinder 38 and inject brake oil into the brake caliper 51 to form a braking pressure at step S20.

In this process, the control unit 20 drives the motor 34 and opens the TCV 42 and IV 44. When the motor 34 is driven, the motor 34 advances the ball screw 35 and the brake oil stored in the main master cylinder 38 is supplied to the TCV 42 IV 44 to the brake caliper 51. [

The brake fluid is injected into the brake caliper 51 from the main master cylinder 38 when the braking necessity is sensed, as shown in FIG.

In the present embodiment, both the normal braking operation and the urgent braking operation are required, the pressure is generated in the brake caliper 51 by the operation of the actuator unit 30. Therefore, the operation of the conventional pump and the operation of the actuator unit 30 Energy collision due to the operation can be prevented.

Next, the control unit 20 determines whether the braking necessity of the vehicle is released (S30). The case where the braking necessity is released means that the brake pedal operation by the driver is terminated or the distance between the front vehicle and the obstacle is longer than the safety distance and the braking is no longer required in the vehicle.

If the braking necessity is not released, the braking pressure must be maintained in the brake caliper 51, so that the control unit 20 continues to maintain the torque of the motor 34 (S32).

The brake pressure of the brake caliper 51 is maintained by closing the TCV 42 and the OV 46 to block the path of returning the brake oil injected into the brake caliper 51 to the main master cylinder 38 (S32). This method of the present embodiment reduces the burden on the motor 34, thereby reducing power consumption.

The path of the brake oil injected into the brake caliper 51 to maintain the braking hydraulic pressure of the vehicle is as shown in Fig.

On the other hand, if it is determined that the braking necessity is canceled, the control unit 20 reduces the torque of the motor 34, thereby causing the ball screw 35 to move back and return the brake oil injected into the brake caliper 51 (S40). At this time, the control unit 20 opens the TCV 42 and the IV 44 while reducing the torque of the motor 34, so that the brake oil injected into the brake caliper 51 is returned to the main master cylinder 38.

In addition, the control unit 20 determines whether a residual pressure is generated in the brake caliper 51 after releasing the brake pressure formed in the brake caliper 51 (S50), and the residual pressure does not release the brake pressure of the brake caliper 51 This is caused by failure. It is judged that the residual pressure has occurred when brake oil of the reference water level or more remains in the brake caliper 51. [

When the residual pressure is generated in the brake caliper 51, the brake caliper 51 is closed by closing the IV 44 and opening the OV 46 to move the brake oil injected into the brake caliper 51 to the reservoir 39 ).

The path for closing the IV 44 and opening the OV 46 to return the brake oil injected into the brake caliper 51 to the reservoir 39 is as shown in Fig.

In this embodiment, since the brake oil in the brake caliper 51 is moved to the reservoir 39 in order to release the pressure formed on the brake caliper 51, the existing motor and pump can be removed, .

6 is a diagram illustrating independent control of a steering wheel of an integrated braking system of ESC using an electric booster according to an embodiment of the present invention.

Referring to FIG. 6, a lock is provided to the rear wheel left wheel 52a and the rear wheel right wheel 52d in order to examine a path for independently controlling the steering wheel of the ESC integrated braking device using the electric booster according to the present embodiment. Is assumed.

The lock means a case where the wheel stops rotating without sudden braking. When the lock is generated, the risk of an accident is increased because the wheel 52 is not steered by the driver's will even if the steering wheel is operated.

In this embodiment, when a lock is generated in the wheel 52, the IV 44 on the wheel 52 side where the lock is generated is closed, and the OV 46 is opened to reduce the braking pressure of the wheel 52 in which the lock has occurred.

6 is a hydraulic pressure control when a lock occurs in the rear wheel left wheel 52a and the rear wheel right wheel 52d of the vehicle and therefore the IVs 44a and 44d of the rear wheel left wheel 52a and the rear wheel right wheel 52d are closed, The OVs 46a and 46d of the rear wheel left wheel 52a and the rear wheel right wheel 52d are opened to prevent the brake oil injected into the wheels 52a and 52d, To the reservoir (39).

Since the front wheel left wheel 52b and the front wheel right wheel 52c of the vehicle are normally rotating, the existing braking pressure is formed.

Since the present invention can independently control each wheel 52 in the same manner as in the present embodiment, it is possible to independently control the wheel 52 in the existing Electronic Stability Control (ESC).

According to this embodiment, since the components constituting the conventional HECU (HYDRAULIC ELECTRONIC CONTROL UNIT) can be removed by forming the braking pressure by using the electric booster during the normal braking and the emergency braking, it is possible to reduce the cost and weight size .

Further, the present invention can improve the braking performance of the ESC by preventing the energy (pressure) collision of the braking devices for the normal braking and the emergency braking.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is clearly understood that the same is by way of illustration and example only and is not to be taken by way of limitation, I will understand. Accordingly, the true scope of the present invention should be determined by the following claims.

10: Sensor part 12: Brake pedal stroke measurement sensor
14: distance measuring sensor 20:
30: actuator unit 32: brake pedal
34: motor 35: ball screw
36: Sub master cylinder 38: Main master cylinder
39: reservoir 40: hydraulic pressure modulation section
42: TCV 44: IV
46: OV 47: Normally open type valve
48: Normally closed type valve 49: Pedal simulator
51: brake caliper 52: wheel

Claims (11)

A sensor unit for measuring a running state of the vehicle;
A control unit for receiving a measured value of the sensor unit and controlling the braking pressure to be generated when braking is required;
An actuator for driving the motor under the control of the controller to form a hydraulic pressure;
And an oil pressure modulating section for opening or closing at least one valve for supplying or releasing the hydraulic pressure under the control of the control section to form a braking pressure on the brake caliper,
Wherein the reservoir included in the actuator unit is directly connected to an OV (Outlet Valve) included in the hydraulic modulation unit through a flow path.
The method according to claim 1,
When the residual pressure is generated in the brake caliper, the control unit closes an IV (Inlet Valve) for supplying or releasing the hydraulic pressure formed in the actuator to the brake caliper, and opens the OV to move the brake oil in the brake caliper to the reservoir And the residual pressure of the brake caliper is removed.
The method according to claim 1,
The sensor unit may include a brake pedal stroke measurement sensor for sensing an operation of a brake pedal; And
Distance sensor to measure the distance between the front car and the obstacle
And an ESC integrated braking device using the electric booster.
The method according to claim 1,
The control unit may include a TCV (Traction Control Valve) that maintains the motor torque for maintaining the braking pressure or that supplies or releases the hydraulic pressure formed by the actuator unit, and a brake oil injected into the brake caliper by closing the OV (Outlet Valve) And the braking pressure is maintained by preventing the braking pressure from being returned to the main master cylinder.
The method according to claim 1,
The control unit closes the IV (Inlet Valve) connected to the brake caliper on the wheel side where the lock is generated and opens the OV (Outlet Valve) when the lock on the wheel on which the braking pressure is formed causes the brake caliper Thereby reducing the braking pressure of the ESC.
Sensing a braking necessity through a measured value of the sensor unit;
Driving the motor to form a braking pressure when the braking necessity is sensed;
Determining whether the braking necessity is released;
Removing the braking pressure when the braking requirement is released; And
When a residual pressure is generated in the brake caliper during the braking pressure removal process, opening the OV (outlet valve) to move the brake oil to the reservoir to remove the residual pressure in the brake caliper
Wherein the ESC control system includes an electric booster.
The method according to claim 6,
(Traction Control Valve) and IV (Inlet Valve) for supplying or releasing the hydraulic pressure formed by the actuator unit to the brake caliper are opened to generate a braking pressure by driving the motor when the braking necessity is sensed, And the braking pressure is formed by injecting the brake oil of the braking oil into the braking caliper.
The method according to claim 6,
(Traction Control Valve) and an OV (Outlet Valve) for supplying or releasing the hydraulic pressure formed by the actuator unit are closed when the braking necessity is not released in the step of determining whether the braking necessity is released, Wherein the braking pressure of the brake caliper is maintained by not returning to the main master cylinder.
The method according to claim 6,
Wherein the step of removing the braking pressure when the braking necessity is canceled includes opening a brake control valve (TCV) and an injection valve (IV) for supplying or releasing hydraulic pressure from the actuator to the brake caliper, Wherein the braking pressure is removed by returning the oil to the main master cylinder.
The method according to claim 6,
Wherein when the residual pressure is generated in the brake caliper during the removal of the braking pressure, the step of opening the outlet valve to move the brake oil to the reservoir to remove the residual pressure in the brake caliper may include: And the residual pressure of the brake caliper is removed by moving the brake oil in the brake caliper to the reservoir by closing the IV (Inlet Valve) supplying or releasing to the brake caliper A method of controlling a braking device.
The method according to claim 6,
When the lock on the wheel on which the braking pressure is generated occurs, the IV (Inlet Valve) connected to the brake caliper on the wheel side where the lock is generated is closed and the OV (Outlet Valve) is opened to reduce the braking pressure of the brake caliper Wherein the control unit controls the ESC control unit to control the ESC control unit.

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