KR20140037536A - Braking system for vehicle - Google Patents

Braking system for vehicle Download PDF

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Publication number
KR20140037536A
KR20140037536A KR1020120103798A KR20120103798A KR20140037536A KR 20140037536 A KR20140037536 A KR 20140037536A KR 1020120103798 A KR1020120103798 A KR 1020120103798A KR 20120103798 A KR20120103798 A KR 20120103798A KR 20140037536 A KR20140037536 A KR 20140037536A
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KR
South Korea
Prior art keywords
braking
ball screw
vehicle
main
pressure
Prior art date
Application number
KR1020120103798A
Other languages
Korean (ko)
Inventor
부상필
Original Assignee
현대모비스 주식회사
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 현대모비스 주식회사 filed Critical 현대모비스 주식회사
Priority to KR1020120103798A priority Critical patent/KR20140037536A/en
Publication of KR20140037536A publication Critical patent/KR20140037536A/en

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • F16D65/14—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position
    • F16D65/16—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position arranged in or on the brake
    • F16D65/18—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position arranged in or on the brake adapted for drawing members together, e.g. for disc brakes
    • F16D65/183—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position arranged in or on the brake adapted for drawing members together, e.g. for disc brakes with force-transmitting members arranged side by side acting on a spot type force-applying member
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2121/00—Type of actuator operation force
    • F16D2121/18—Electric or magnetic
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2125/00—Components of actuators
    • F16D2125/02—Fluid-pressure mechanisms
    • F16D2125/04—Cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2125/00—Components of actuators
    • F16D2125/18—Mechanical mechanisms
    • F16D2125/20—Mechanical mechanisms converting rotation to linear movement or vice versa
    • F16D2125/34—Mechanical mechanisms converting rotation to linear movement or vice versa acting in the direction of the axis of rotation
    • F16D2125/40—Screw-and-nut
    • F16D2125/405—Screw-and-nut with differential thread

Abstract

Disclosed is a vehicle brake system. According to one embodiment of the present invention, the vehicle brake system includes an actuator which receives the pedaling force of a driver as an electrical signal and is driven; a ball screw which is driven by the actuator in both directions; a first main chamber which is provided on one side of the ball screw and generates braking pressure by being pressed when the ball screw is driven in one direction; and a second main chamber which is provided on the other side of the ball screw to correspond to the first main chamber and generates braking pressure by being pressed when the ball screw is driven in the opposite direction.

Description

BRAKING SYSTEM FOR VEHICLE}

The present invention relates to a vehicle braking system, and more particularly, to a vehicle braking system capable of continuously increasing the braking pressure.

Generally, when the pedal operation force of the driver is input through the brake pedal, the pedal operation force is transmitted to the master cylinder through the booster to generate the braking pressure, and the generated braking pressure is transmitted through the hydraulic line, And transmitted to the caliper mounted on the wheel to generate the braking force.

On the other hand, in the vehicle brake system as described above, an electric brake system in which a pedal operation force input to the brake pedal is transmitted to the booster by an electrical signal has recently emerged. In the electric brake system described above, the pedal operation force of the driver is supplied to the booster by an electrical connection such as a control signal, not a mechanical connection or a hydraulic line, and drive control of the electric booster or the actuator is performed to generate a braking pressure in the master cylinder .

1 is a view showing a braking pressure generated by the operation of the ball screw in a conventional electric brake system. Referring to FIG. 1, typically, the actuator 10 drives the ball screw 30 in one direction to advance the piston in the master cylinder 20, thereby generating a braking pressure in the master cylinder 20. do. However, since the existing system is configured through the chamber in one direction, after the hydraulic pressure is formed through the ball screw 30, when the hydraulic pressure is increased to the limit stroke, the operation of repeatedly returning the piston and pressurizing it again in the hydraulic maintenance state is repeated. It became.

In other words, the braking pressure is formed in such a way that the return section B of FIG. 1 is repeated. In the return section B, the braking pressure is maintained without being increased. There was a limit to implementing the same form.

Embodiments of the present invention, to provide a braking system for a vehicle capable of generating a continuous braking pressure.

According to an aspect of the invention, the actuator driven by receiving the pedal operation force of the driver as an electrical signal; Ball screws driven in both directions by the actuator; And a first main chamber provided at one side of the ball screw and configured to generate a braking pressure when the ball screw is driven in one direction. And a second main chamber provided at the other side of the ball screw so as to correspond to the first main chamber, wherein the second main chamber is pressurized when the ball screw is driven in an opposite direction to generate a braking pressure. .

At this time, the ball screw is reciprocally driven in both directions during braking, and the first and second main chambers may be repeatedly pressurized sequentially as the ball screw is reciprocated to generate a braking pressure.

The vehicle braking system may include: a first hydraulic line connected to the first main chamber and having a first check valve; And a second hydraulic line connected to the second main chamber and having a second check valve.

In this case, the first and second hydraulic lines, respectively, come out from the first and second main chambers, are laminated with each other, and are separated into first and second branch lines, respectively, connected to each wheel of the vehicle through the first and second branch lines. The braking pressure can be transmitted to the first and second braking lines.

The vehicle braking system may further include a sub master cylinder unit mechanically connected to the brake pedal of the vehicle, wherein the sub master cylinder unit includes a first sub chamber and a floating chamber type second sub chamber. It can be provided.

In this case, the braking system for a vehicle may include: a first subline including a first solenoid valve and transmitting hydraulic pressure of the first subchamber to a first braking line connected to a wheel of a vehicle; And a second subline having a second solenoid valve and transmitting hydraulic pressure of the second subchamber to a second braking line connected to another wheel of the vehicle.

The braking system for a vehicle according to the embodiments of the present invention includes first and second main chambers in which the ball screw is pressurized when driven in one direction or in the opposite direction, so that the braking pressure may be adjusted when the ball screw is driven in one direction or in the opposite direction. It can be created. Therefore, the braking system for a vehicle according to the embodiments of the present invention may generate a braking pressure that is continuously or linearly increased, thereby reducing the braking time and increasing the braking force.

1 is a view showing a braking pressure generated by the operation of the ball screw in a conventional electric brake system.
2 is a view showing a vehicle braking system according to an embodiment of the present invention.
3 is a view showing the operation of the vehicle braking system according to an embodiment of the present invention.

Hereinafter, a vehicle braking system according to an embodiment of the present invention will be described with reference to the drawings.

2 is a view showing a vehicle braking system according to an embodiment of the present invention.

2, the vehicle braking system 100 according to the present embodiment includes a brake pedal 110, a sub master cylinder 120, a pedal simulator 130, a main master cylinder 140, and a reservoir ( 150, the first braking line 160 and the second braking line 170 may be configured.

The brake pedal 110 may receive a pedal operation force from the driver, and the pedal stroke sensor 111 may be mounted to measure and detect a degree of the pedal stroke applied by the driver. In addition, the pedal simulator unit 130 assists the driver's pedal feel in electric braking. The pedal simulator 130 is a virtual pedal for the driver through the pressure of the pedal stroke sensor 111 or the sub master cylinder 120. Provide the answer. On the other hand, the first and second braking lines (160, 170) for transmitting the braking pressure to the wheel of the vehicle, provided with a hydraulic line, a solenoid valve, and the like are connected to the wheels (RL, FR, FL, RR) of the vehicle, respectively The brake pressure is transmitted to the brake caliper or the like. In addition, the reservoir 150 stores the braking liquid for forming the hydraulic pressure and supplies the braking liquid to the hydraulic line or the chamber.

The brake pedal 110, the pedal simulator 130, the first and second braking lines 160 and 170, and the reservoir 150 as described above have been known in a conventional electric brake vehicle or a braking system of the vehicle, and the present invention. Since the distance from the technical gist of the somewhat more detailed description will be omitted, and will be described below with respect to the sub master cylinder 120 and the main master cylinder 140.

The sub master cylinder 120 may be mechanically connected to the brake pedal 110. The sub master cylinder 120 receives the driver's pedal operation force from the brake pedal 110 to generate hydraulic pressure. At this time, the sub master cylinder 120 according to the present embodiment has two chambers unlike the sub master cylinder of the conventional electric brake vehicle. That is, the sub master cylinder 120 according to the present embodiment may include a first sub chamber 121 and a second sub chamber 122. This is due to the use of the two-way chamber in the main master cylinder 140, as will be described later, to implement a fail-safety (fail-safty) function through the first and second subchambers (121, 122). This will be described in detail later.

The main master cylinder unit 140 receives the pedal operation force applied to the brake pedal 110 as an electrical signal, thereby generating a braking pressure for braking each wheel of the vehicle. That is, the main master cylinder 140 is electrically connected to the pedal stroke sensor 111 to form a braking pressure through an actuator or the like.

The main master cylinder 140 may include an actuator 141, a ball screw 142, and first and second main chambers 143 and 144. The actuator 141 is controlled through an electrical signal and can drive the ball screw 142 in both directions. The ball screw 142 is driven in both directions by the actuator 141 to pressurize the first and second main chambers 143 and 144. More specifically, although not shown, the ball screw 142 is to be screwed with the ball screw nut, the ball screw nut is engaged with the piston to move back and forth in the chamber. Therefore, as the ball screw 142 is driven in one direction, the piston is advanced to pressurize the chamber and generate a braking pressure. However, hereinafter, for the convenience of description, the operation process as described above will be omitted and simply described as 'pressing by the ball screw 142' or 'braking pressure is generated by the ball screw 142'. .

Meanwhile, the first and second main chambers 143 and 144 may be provided at both sides of the ball screw 142 to be driven, and are pressed by the ball screw 142 to generate a braking pressure. That is, the main master cylinder 140 according to the present embodiment has two first and second main chambers 143 and 144 unlike the main master cylinder of the conventional electric brake vehicle, and the ball screw 142 The first main chamber 143 or the second main chamber 144 is selectively pressed according to one direction or the opposite direction driving.

More specifically, the ball screw 142 extends in the longitudinal direction so that the front and rear ends can press the first and second main chambers 143 and 144, respectively, and the actuator 141 for driving the ball screw 142. Both sides of the first and second main chambers 143 and 144 that are pressed by the ball screw 142 as described above are provided. In this case, the first and second main chambers 143 and 144 may be pressurized according to driving in one direction or opposite directions of the ball screws 142, respectively, to generate a braking pressure. That is, when the ball screw 142 is pressure driven to the left side of FIG. 2, a braking pressure is generated in the second main chamber 144. When the ball screw 142 is driven to be pressed in the opposite direction, the first main chamber ( A braking pressure is generated at 143.

Meanwhile, the first hydraulic line 181 may be connected to the first main chamber 143, and the second hydraulic line 184 may be connected to the second main chamber 144. The first and second hydraulic lines 181 and 184 are for transferring the braking pressures generated in the first and second main chambers 143 and 144 to the first and second braking lines 160 and 170 to be described later. The first and second main chambers 143 and 144 are combined with each other, and are separated into first and second branch lines 183 and 186 to transmit braking pressures to the first and second braking lines 160 and 170, respectively. . In addition, as described above, the main master cylinder 140 according to the present embodiment presses the first and second main chambers 143 and 144 while the ball screw 142 moves forward and backward, respectively, thereby providing first and second hydraulic pressures. Lines 181 and 184 may be provided with first and second check valves 182 and 185 to prevent backflow, respectively.

As described above, the vehicle braking system 100 according to the present exemplary embodiment may include first and second main chambers 143 and 144 in the main master cylinder 140, and may be configured according to driving in both directions of the ball screw 142. The first and second main chambers 143 and 144 are sequentially pressurized to generate braking pressure. In other words, the braking pressure can be generated not only when the ball screw 142 is driven in one direction, but also when the ball screw 142 is driven in the opposite direction, so that the braking pressure does not increase stepwise as in the prior art, but close to linear. It is possible to generate a continuously increasing braking pressure. This will be described later with reference to FIG. 3.

On the other hand, unlike the main master cylinder of a conventional electric brake vehicle, in the main master cylinder 140 according to the present embodiment, the first and second main chambers 143 and 144 are each formed as one chamber. In other words, the main master cylinder of a conventional electric brake vehicle is composed of a main chamber pressurized directly by a ball screw and a floating chamber pressurized by the pressure of the main chamber, whereas this embodiment Each of the first and second main chambers 143 and 144 has only one chamber space. Therefore, the vehicle braking system 100 according to the present embodiment needs to form a fail-safety hydraulic line differently from a conventional electric brake vehicle, and for this purpose, the first and second subchambers ( 121, 122, and the pressure of the first and second subchambers 121, 122 is transmitted to the first and second braking lines 160 and 170 through the first and second sublines 191 and 193. Implement the fail-safe feature.

More specifically, the sub master cylinder 120 may be provided with a first sub chamber 121 of a main chamber type pressurized by the brake pedal 110 and a second sub chamber 122 of a floating chamber type. The first and second subchambers 121 and 122 may be connected to the first and second braking lines 160 and 170 through the first and second sublines 191 and 193, respectively. In addition, first and second solenoid valves 192 and 193 may be installed in the first and second sublines 191 and 193 to control the opening and closing of the flow path. Therefore, when failing to operate the main master cylinder 140, the second sub-chamber 122, the second sub-line 193, the second solenoid valve 194 and the second braking line 170 are operated. Back-up or backup braking through the first subchamber 121, the first subline 191, the first solenoid valve 192, and the first braking line 160 may be performed.

3 is a view showing the operation of the vehicle braking system according to an embodiment of the present invention.

2 and 3, in the vehicle braking system 100 according to the present embodiment, the ball screw 142 may be reciprocated in one direction or the opposite direction during braking, and thus, the first and second main parts may be used. Chambers 143 and 144 are sequentially pressurized repeatedly.

More specifically, when the braking is started and the ball screw 142 is driven in one direction by the actuator 141, the braking pressure is gradually formed in the second main chamber 144. As described above, the braking pressure generated in the second main chamber 144 may be transmitted to the first and second braking lines 160 and 170 through the second hydraulic line 184 to generate the braking force.

On the other hand, when the limit stroke is reached, the actuator 141 drives the ball screw 142 in the opposite direction. At this time, the second main chamber 144 is supplied with the braking liquid from the reservoir 150, and the rear end of the second hydraulic line 184 is maintained by the second check valve 185 to maintain the braking pressure. Meanwhile, as the ball screw 142 is driven in the opposite direction, the first main chamber 143 is pressed and a braking pressure is formed. The braking pressure of the first main chamber 143 may be transmitted to the first and second braking lines 160 and 170 through the first hydraulic line 181 to generate a braking force.

In particular, in the vehicle braking system 100 according to the present exemplary embodiment, a braking pressure is formed through the first main chamber 143 even in a section returned by the ball screw 142, and thus, an overall linear increase in the braking pressure may be obtained. There is a technical advantage in that. In other words, in the conventional electric brake vehicle, the increase in the braking pressure is stopped in the return section B of the ball screw (see FIG. 1), and the overall stepped braking pressure is increased, whereas the vehicle braking system according to the present embodiment ( In the case of 100), the braking pressure may be continuously increased even in the return section R of the ball screw 142. Therefore, the vehicle braking system 100 according to the present embodiment has a fast arrival time for reaching a predetermined level of braking pressure, and can generate a greater braking pressure during a predetermined braking time. That is, the vehicle braking system 100 according to the present embodiment can greatly improve the power performance and responsiveness compared to the conventional.

In addition, in the vehicle braking system 100 according to the present embodiment, since the main master cylinder portion 140 that generates the braking pressure through the reciprocation of the ball screw 142 functions as a kind of plunger pump, the solenoid valve Through the control, each of the wheels RL, FR, FL, RR can be independently controlled. Therefore, Anti-lock Brake System (ABS) or Body Stability Control (ESC) that require independent control of each wheel (RL, FR, FL, RR) are included in this system. It can be integrated and implemented, thereby achieving the effect of system simplification and cost reduction.

It will be apparent to those skilled in the art that various modifications and variations can be made in the present invention without departing from the spirit of the invention as set forth in the appended claims. The present invention can be variously modified and changed by those skilled in the art, and it is also within the scope of the present invention.

100: vehicle braking system 110: brake pedal
120: sub master cylinder 130: pedal simulator
140: main master cylinder 150: reservoir
160: first braking line 170: second braking line

Claims (6)

An actuator driven by the driver's pedal manipulation force as an electrical signal;
Ball screws driven in both directions by the actuator; And
A first main chamber provided at one side of the ball screw and configured to generate a braking pressure when the ball screw is driven in one direction; And
And a second main chamber provided at the other side of the ball screw so as to correspond to the first main chamber, wherein the second main chamber is pressurized when the ball screw is driven in an opposite direction to generate a braking pressure. The method according to claim 1,
The ball screw is reciprocated in both directions when braking,
The first and second main chambers, the braking system for a vehicle to generate a braking pressure by sequentially repeatedly pressing the ball screw reciprocating. The method according to claim 1,
A first hydraulic line connected to the first main chamber and having a first check valve; And
And a second hydraulic line connected to the second main chamber and having a second check valve. The method according to claim 3,
The first and second hydraulic lines, respectively, come out from the first and second main chambers, are laminated with each other, and are separated into first and second branch lines, and are connected to each wheel of the vehicle through the first and second branch lines. Braking system for transmitting braking pressure to a braking line. The method according to claim 1,
Further comprising a sub master cylinder mechanically connected to the brake pedal of the vehicle,
The sub master cylinder unit includes a first sub chamber and a second sub chamber of a floating chamber type. The method according to claim 5,
A first subline having a first solenoid valve and transmitting hydraulic pressure of the first subchamber to a first braking line connected to a wheel of a vehicle; And
And a second subline having a second solenoid valve and transmitting hydraulic pressure of the second subchamber to a second braking line connected to another wheel of the vehicle.
KR1020120103798A 2012-09-19 2012-09-19 Braking system for vehicle KR20140037536A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
KR1020120103798A KR20140037536A (en) 2012-09-19 2012-09-19 Braking system for vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
KR1020120103798A KR20140037536A (en) 2012-09-19 2012-09-19 Braking system for vehicle

Publications (1)

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KR20140037536A true KR20140037536A (en) 2014-03-27

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KR1020120103798A KR20140037536A (en) 2012-09-19 2012-09-19 Braking system for vehicle

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10875516B2 (en) 2017-09-29 2020-12-29 Mando Corporation Actuator of electronic brake system

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10875516B2 (en) 2017-09-29 2020-12-29 Mando Corporation Actuator of electronic brake system

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