KR20170031402A - Electric brake system - Google Patents

Abstract

Disclosed is an electromagnetic brake system. According to an embodiment of the present invention, the electromagnetic brake system comprises: a master cylinder which is connected to a first reservoir which stores oil, and which discharges oil in accordance with a pedal effort of a brake pedal; a simulation unit which is connected to the master cylinder, which has a simulator valve which is placed on a flow path, which connects a simulation chamber, which accommodates oil, and a second reservoir, which stores oil, and which provides a reaction force in accordance with the pedal effort of the brake pedal; a fluid pressure supply unit which generates a fluid pressure by using a hydraulic piston which operates by an electric signal which is outputted corresponding to a displacement of the brake pedal; and an inspection valve which is placed in a flow path which connects the first reservoir and the master cylinder. The simulator valve is placed to open a flow path which connects the simulation chamber and the first reservoir, in a normal mode, and to close a flow path, which connects the simulation chamber and the first reservoir, in an abnormal mode. The inspection valve is placed to open a flow path, which connects the first reservoir and the master cylinder, in a brake mode, and to close a flow path, which connects the first reservoir and the master cylinder, in an inspection mode. The present invention aims to provide an electromagnetic brake system which is able to inspect if a fluid pressure discharged from the master cylinder is leaked or not in a backup mode.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an electronic brake system, and more particularly, to an electronic brake system that generates a braking force by using an electrical signal corresponding to a displacement of a brake pedal and an inspection method will be.

The vehicle is essentially equipped with a brake system for braking. Recently, various types of systems have been proposed to obtain a more powerful and stable braking force.

Examples of the brake system include an anti-lock brake system (ABS) that prevents slippage of the wheel during braking, a brake traction control system (BTCS: Brake) that prevents slippage of the drive wheels And an electronic stability control system (ESC) that stably maintains the running state of the vehicle by controlling the brake hydraulic pressure by combining an anti-lock brake system and traction control.

Generally, an electronic brake system includes a hydraulic pressure supply device that receives an electric signal of a driver's braking will from a pedal displacement sensor that senses displacement of a brake pedal when the driver depresses the brake pedal, and supplies pressure to the wheel cylinder.

An electronic brake system equipped with such a hydraulic pressure supply device is disclosed in European Patent EP 2 520 473. According to the disclosed document, the hydraulic pressure supply device is configured to operate the motor in accordance with the power of the brake pedal to generate the braking pressure. At this time, the braking pressure is generated by converting the rotational force of the motor into a linear motion and pressing the piston.

The electronic brake system also includes a simulation device that can provide the driver with reaction force in response to the brake pedal force. At this time, the simulation apparatus is connected to the oil reservoir, and a simulator valve is provided in the oil passage to which the simulation apparatus and the reservoir are connected.

On the other hand, when the hydraulic pressure is not generated by the hydraulic pressure supply device and the hydraulic pressure discharged from the master cylinder is directly transmitted to the wheel cylinder according to the driver's pressing force, the simulator valve is closed to prevent the hydraulic pressure discharged from the master cylinder from leaking.

However, when a leak occurs in the simulator valve, the braking force as intended by the driver is not generated, which may cause a risk, and the filling of the braking pressure may be deteriorated, thereby hindering the upgrading of the product.

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

Embodiments of the present invention are intended to provide an electronic brake system capable of checking leakage of hydraulic pressure discharged from a master cylinder in a backup mode.

According to an aspect of the present invention, there is provided an oil pump comprising: a master cylinder connected to a first reservoir in which oil is stored and discharging oil according to the pressure of the brake pedal; And a simulator valve connected to the master cylinder and connected to the simulation chamber in which the oil is received and the second reservoir in which the oil is stored, to provide a reaction force according to the power of the brake pedal; A hydraulic pressure supply device for generating a hydraulic pressure by using a rotational force of a motor which is operated by an electrical signal output corresponding to a displacement of the brake pedal; And a check valve provided in a flow path connecting the first reservoir and the master cylinder, wherein the simulator valve opens a flow path connecting the simulation chamber and the first reservoir in a normal mode, The check valve is provided to close the flow path connecting the chamber and the first reservoir, and the check valve opens the flow path connecting the first reservoir and the master cylinder in the braking mode, An electromagnetic brake system can be provided which is provided to close a flow path connecting the oil passage.

A pedal displacement sensor for sensing a displacement of the brake pedal; A hydraulic pressure control unit for transmitting hydraulic pressure discharged from the hydraulic pressure supply device to a wheel cylinder provided in each wheel; And an electronic control unit for controlling the motor and the valves on the basis of the hydraulic pressure information and the displacement information of the brake pedal, wherein the hydraulic pressure supply device comprises: a rotational force of a motor operated by an electric signal output from the pedal displacement sensor Can be used to generate the hydraulic pressure.

The hydraulic cylinder is connected to the master cylinder and the hydraulic control unit. The backup cylinder is connected to the hydraulic cylinder connected to the hydraulic pressure supply unit. The backup cylinder is coupled between the master cylinder and the hydraulic cylinder. Wherein in the normal mode, the cut valve is closed and a hydraulic pressure discharged from the hydraulic pressure supply device is transmitted to the wheel cylinder, and in the abnormal mode, the cut valve is opened so that the master A hydraulic pressure discharged from the cylinder can be transmitted to the wheel cylinder.

The apparatus may further include a pressure sensor provided on the backup channel between the master cylinder and the simulation apparatus.

Further, the pressure sensor may be provided between the master cylinder of the backup channel and the flow channel branched to the simulation device.

Further, the electronic control unit may determine whether the simulator valve is leaking by measuring the pressure in the pressure sensor after closing the simulator valve and the check valve in the inspection mode and generating a hydraulic pressure in the hydraulic pressure supply device have.

In addition, the check valve may be a normally open type valve that is normally open and operates to close upon receipt of a close signal.

The hydraulic pressure supply device further includes a hydraulic pressure supply chamber in which the hydraulic pressure supply oil passage is connected to the first reservoir to receive oil, and a second hydraulic pressure supply chamber that allows oil to flow from the first reservoir to the hydraulic pressure supply chamber, And a check valve installed in the hydraulic pressure supply oil passage to block oil from flowing from the pressure chamber to the first reservoir.

Further, the hydraulic pressure supply oil passage may be branched between the first reservoir and the master cylinder, and the check valve may be provided between a point where the first reservoir and the hydraulic pressure supply oil passage are branched.

According to another aspect of the present invention, A master cylinder having first and second hydraulic ports formed therein and connected to the reservoir and having one or more pistons to discharge oil according to the pressure of the brake pedal; A pedal displacement sensor for sensing a displacement of the brake pedal; A first backup oil channel connecting the first hydraulic port and the wheel cylinder; A second backup oil channel connecting the second hydraulic port and the wheel cylinder; A first cut valve provided in the first backup passage to control the flow of oil; A second cut valve provided in the second backup passage to control the flow of oil; A simulator provided in a flow path branched from the first backup passage and provided with a simulation chamber in which oil is received and a simulator valve provided in a flow path connecting the reservoir and providing a reaction force according to the power of the brake pedal; A hydraulic pressure supply device for generating a hydraulic pressure using a rotational force of a motor operated by an electrical signal output from the pedal displacement sensor; An inspection valve provided in a flow path connecting the reservoir and the master cylinder; A pressure sensor provided between the master cylinder and a flow path branched to the simulation apparatus; A first hydraulic oil connected to the hydraulic pressure supply device and joined to the first backup hydraulic passage; A second hydraulic oil connected to the hydraulic pressure supply device and joined to the second backup oil passage; And a hydraulic circuit connected to the first and second hydraulic oil passages and transmitting the hydraulic pressure discharged from the hydraulic pressure supply device to wheel cylinders provided to the wheels, A control unit; And an electronic control unit for controlling the motor and the valves based on the hydraulic pressure information and the displacement information of the brake pedal, wherein the simulator valve opens a flow path connecting the simulation chamber and the reservoir in a normal mode, Wherein the check valve opens the flow path connecting the reservoir and the master cylinder in the braking mode and connects the reservoir and the master cylinder in the check mode It may be arranged to close the flow path.

The hydraulic control unit may include first to fourth inlet valves provided on the upstream side of the wheel cylinder to control the hydraulic pressure flowing to the wheel cylinders provided in the respective wheels; A first switching valve that controls connection between the hydraulic pressure supply device and the first and second inlet valves, and the hydraulic pressure supply device is provided in a flow path joining the first backup passage; And a second switching valve that controls the connection between the hydraulic pressure supply device and the third and fourth inlet valves, and the hydraulic pressure supply device is provided in a flow path joining the second backup passage.

The hydraulic control unit may include first to fourth inlet valves provided on the upstream side of the wheel cylinder to control the hydraulic pressure flowing to the wheel cylinders provided in the respective wheels; And a control unit for controlling the connection between the third inlet valve and the two wheel cylinders to which the fourth inlet valve is connected, and a second balance valve for controlling the connection between the first inlet valve and the second inlet valve, And a second balance valve for controlling the second balance valve.

Further, in the first drag reduction mode, the electronic control unit opens the first cut valve and the check valve so that the hydraulic pressure provided by the hydraulic pressure supply device is transmitted to the reservoir. In the second drag reduction mode, The hydraulic pressure of the wheel cylinder can be transmitted to the hydraulic pressure supply device by the negative pressure provided by the hydraulic pressure supply device.

The embodiments of the present invention can check whether or not the hydraulic pressure discharged from the hydraulic pressure supply device leaks by operating the check valve to form a closed circuit including the hydraulic pressure supply device, Can be prevented from leaking.

Further, when the pressure is released from the hydraulic pressure supply device, the check valve is operated to shut off the reservoir, thereby reducing the drag generated in the wheel cylinder.

In addition, when the pressure is released in the hydraulic pressure supply device within a short period of time, the inspection valve is operated to shut off the reservoir, thereby preventing the hydraulic pressure from being transmitted from the reservoir to generate a residual pressure.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a hydraulic circuit diagram showing an uninterrupted state of an electronic brake system according to an embodiment of the present invention; FIG.
2 is a hydraulic circuit diagram showing a state in which the electronic brake system according to the embodiment of the present invention is normally braked.
3 is a hydraulic circuit diagram showing a state in which the electronic brake system according to the embodiment of the present invention is normally released.
4 is a hydraulic circuit diagram for explaining a state in which the ABS is operated through the electromagnetic brake system according to the embodiment of the present invention.
5 is a hydraulic circuit diagram showing a state in which the electromagnetic brake system according to the embodiment of the present invention operates abnormally.
6 is a hydraulic circuit diagram showing a state in which leakage occurs in the simulator valve.
7 is a hydraulic circuit diagram showing a state in which a leak of a simulator valve is checked in an electronic brake system according to an embodiment of the present invention.
8 and 9 are hydraulic circuit diagrams showing a state in which the drag reduction mode is operated in the electromagnetic brake system according to the embodiment of the present invention.
FIG. 10 is a hydraulic circuit diagram showing an uninterrupted state of an electronic brake system according to another embodiment of the present invention. FIG.
11 is a hydraulic circuit diagram showing a state in which the electronic brake system according to another embodiment of the present invention is normally braked and operated.
12 is a hydraulic circuit diagram showing a state in which the electronic brake system according to another embodiment of the present invention is normally released.
13 is a hydraulic circuit diagram for explaining a state in which the ABS is operated through the electronic brake system according to another embodiment of the present invention.
14 is a hydraulic circuit diagram for explaining a state in which the electronic braking system is operated in a dump mode according to another embodiment of the present invention.
15 is a hydraulic circuit diagram showing a state in which the electromagnetic brake system according to another embodiment of the present invention operates abnormally.
16 is a hydraulic pressure circuit diagram showing a state in which a leakage of a simulator valve is checked in an electronic brake system according to another embodiment of the present invention.
17 and 18 are hydraulic circuit diagrams showing a state in which the drag reduction mode is operated in the electromagnetic brake system according to the embodiment of the present invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. The following embodiments are provided to fully convey the spirit of the present invention to a person having ordinary skill in the art to which the present invention belongs. The present invention is not limited to the embodiments shown herein but may be embodied in other forms. For the sake of clarity, the drawings are not drawn to scale, and the size of the elements may be slightly exaggerated to facilitate understanding.

Fig. 1 is a hydraulic circuit diagram showing the non-synchronized state of the electromagnetic brake system 1 according to the embodiment of the present invention.

1, the electronic brake system 1 typically includes a master cylinder 20 for generating hydraulic pressure, a reservoir 30 coupled to the top of the master cylinder 20 for storing oil, a brake pedal (not shown) An input rod 12 which pressurizes the master cylinder 20 in accordance with the pressing force of the brake pedal 10 and a wheel cylinder 40 which transmits hydraulic pressure to brake the wheels RR, RL, FR and FL, A pedal displacement sensor 11 for detecting the displacement of the brake pedal 10 and a simulation device 50 for providing a reaction force in response to the power of the brake pedal 10.

The master cylinder 20 may be configured to include at least one chamber to generate hydraulic pressure. In one example, the master cylinder 20 is configured to have two chambers, each chamber being provided with a first piston 21a and a second piston 22a, the first piston 21a being connected to the input rod 12 ).

On the other hand, the master cylinder 20 has two chambers to ensure safety in case of failure. For example, one of the two chambers may be connected to the right front wheel FR and the left rear wheel RL of the vehicle, and the other chamber may be connected to the left front wheel FL and the right rear wheel RR. Alternatively, one of the two chambers may be connected to the two front wheels FR and FL and the other chamber to the two rear wheels RR and RL. Thus, by independently configuring the two chambers, it is possible to braking the vehicle even if one of the chambers fails.

To this end, the master cylinder 20 may be formed with first and second hydraulic ports 24a and 24b, respectively, through which fluid pressure is discharged from the two chambers.

A first spring 21b is provided between the first piston 21a and the second piston 22a of the master cylinder 20 and a second spring 21b is provided between the end of the master cylinder 20 and the second piston 22a. 2 spring 22b may be provided.

The first spring 21b and the second spring 22b are respectively provided in the two chambers and as the displacement of the brake pedal 10 changes, the first piston 21a and the second piston 22a are compressed, The elastic force is stored in the spring 21b and the second spring 22b. When the pushing force of the first piston 21a becomes smaller than the elastic force, the first and second pistons 21a and 22a are returned to the original state by using the elastic force stored in the first spring 21b and the second spring 22b .

On the other hand, the input rod 12 for pressing the first piston 21a of the master cylinder 20 can be brought into contact with the first piston 21a in close contact with each other. That is, a gap between the master cylinder 20 and the input rod 12 may not exist. Therefore, when the brake pedal 10 is depressed, the master cylinder 20 can be directly pressed without a pedal invalid stroke section.

The simulation apparatus 50 may be connected to a first backup passage 251 to be described later to provide a reaction force according to the pressing force of the brake pedal 10. The reaction force is provided as much as the driver's compensation is compensated for, so that the driver can finely adjust the braking force as intended.

1, the simulation apparatus 50 includes a simulation chamber 51 configured to store oil flowing out from the first hydraulic port 24a of the master cylinder 20 and a reaction force piston (not shown) provided in the simulation chamber 51 And a simulator valve 54 connected to the pedal simulator and the rear end of the simulation chamber 51. The simulator valve 54 is connected to the rear end of the simulation chamber 51,

The reaction force piston 52 and the reaction force spring 53 are installed so as to have a certain range of displacement in the simulation chamber 51 by the oil introduced into the simulation chamber 51.

On the other hand, the reaction force spring 53 shown in the drawing is only one embodiment capable of providing an elastic force to the reaction force piston 52, and may include various embodiments capable of storing the elastic force by deforming the shape. For example, it includes various members capable of storing an elastic force by being made of a material such as rubber or having a coil or a plate shape.

The simulator valve 54 may be provided in a flow path connecting the rear end of the simulation chamber 51 and the reservoir 30. [ The front end of the simulation chamber 51 is connected to the master cylinder 20 and the rear end of the simulation chamber 51 can be connected to the reservoir 30 through the simulator valve 54. Therefore, even when the reaction force piston 52 returns, oil in the reservoir 30 flows through the simulator valve 54, so that the entire interior of the simulation chamber 51 can be filled with the oil.

In the meantime, several reservoirs 30 are shown in the figure, and each reservoir 30 uses the same reference numerals. However, these reservoirs may be provided with the same parts or may be provided with different parts. For example, the reservoir 30 connected to the simulation apparatus 50 can store the oil separately from the reservoir 30 connected to the master cylinder 20, or to the reservoir 30 connected to the master cylinder 20 It can be a repository.

On the other hand, the simulator valve 54 may be constituted by a normally closed type solenoid valve that keeps the normally closed state. The simulator valve 54 can be opened when the driver applies pressure to the brake pedal 10 to deliver the brake fluid between the simulation chamber 51 and the reservoir 30. [

Further, a simulator check valve 55 may be provided between the pedal simulator and the reservoir 30 so as to be connected to the simulator valve 54 in parallel. The simulator check valve 55 allows the oil of the reservoir 30 to flow into the simulation chamber 51 while the oil of the simulation chamber 51 flows into the reservoir 30 through the flow path in which the check valve 55 is installed You can block things. A quick return of the pedal simulator pressure can be ensured since the oil can be supplied into the simulation chamber 51 through the simulator check valve 55 when the brake pedal 10 is depressed.

The simulating chamber 51 which pushes the reaction force spring 53 while compressing the reaction force piston 52 of the pedal simulator when the driver applies the pressing force to the brake pedal 10 will be described. Is delivered to the reservoir 30 through the simulator valve 54, in which the driver is provided with a feeling of a pedal. When the driver releases his / her foot to the brake pedal 10, the reaction force spring 52 pushes the reaction force piston 52 to return the reaction force piston 52 to its original state, and the oil of the reservoir 30 is returned to the simulator valve 54 may flow into the simulation chamber 51 through the flow path where the check valve 55 and the check valve 55 are installed, so that the oil can be filled in the simulation chamber 51.

Since the inside of the simulation chamber 51 is filled with oil at all times, friction of the reaction force piston 52 is minimized during operation of the simulation apparatus 50 to improve the durability of the simulation apparatus 50, Can be blocked.

An electronic brake system 1 according to an embodiment of the present invention includes a hydraulic pressure supply device 100 (hereinafter, referred to as " brake ") that receives mechanical signals of a driver's braking intent from a pedal displacement sensor 11 that senses displacement of a brake pedal 10, And first and second hydraulic circuits 201 and 202 for controlling the flow of hydraulic pressure transmitted to the wheel cylinders 40 provided in the two wheels RR, RL, FR and FL, respectively, A first cut valve 261 provided in a first backup passage 251 for connecting the first hydraulic pressure port 24a and the first hydraulic circuit 201 to control the flow of hydraulic pressure, A second cut valve 262 provided on a second backup passage 252 connecting the hydraulic port 24b and the second hydraulic circuit 202 to control the flow of the hydraulic pressure, An electronic control unit (ECU, not shown) for controlling the supply device 100 and the valves 54, 221, 222, 223, 224, 231, 232, 241, 242, 261, City).

The hydraulic pressure supply device 100 includes a pressure providing unit 110 that provides oil pressure to be transmitted to the wheel cylinder 40, a motor 120 that generates a rotational force by an electrical signal of the pedal displacement sensor 11, And a power converting unit 130 converting the rotational motion of the motor 120 into a linear motion and transmitting the linear motion to the pressure providing unit 110.

The pressure providing unit 110 includes a pressure chamber 111 in which a predetermined space is formed for storing and storing oil, a hydraulic piston 112 provided in the pressure chamber 111, a hydraulic piston 112 and a pressure chamber 111 And a hydraulic spring 122 for elastically supporting the hydraulic piston 112. As shown in FIG.

The pressure chamber 111 is connected to the reservoir 30 by the oil passage 114 and can receive and store the oil from the reservoir 30. The oil passage 114 may communicate with the first communication hole 111a formed at the inlet side of the pressure chamber 111. [ For example, the first communication hole 111a may be formed at the inlet side of the pressure chamber 111 where pressure is generated when the hydraulic piston 112 advances.

The oil passage 114 may be provided with a check valve 115 for preventing the pressure of the pressure chamber 111 from flowing backward. The check valve 115 prevents the oil in the pressure chamber 111 from being lost to the reservoir 30 through the oil passage 114 when the hydraulic piston 112 is advanced and prevents the oil pressure piston 112 from returning to the reservoir 30 is sucked and stored at the inlet side of the pressure chamber 111. [

The motor 120 is a device for generating a rotational force by a signal output from an electronic control unit (ECU) (not shown), and can generate a rotational force in a forward or reverse direction. The rotational angular velocity and rotational angle of the motor 120 can be precisely controlled. Since the motor 120 is a well-known technology, its detailed description will be omitted.

On the other hand, the electronic control unit includes the motor 120 to control valves included in the electronic brake system 1 of the present invention to be described later. The operation in which a plurality of valves are controlled according to the displacement of the brake pedal 10 will be described later.

The driving force of the motor 120 causes the displacement of the hydraulic piston 112 through the power conversion unit 130 and the hydraulic pressure generated by the sliding movement of the hydraulic piston 112 in the pressure chamber 111, RL, FR, FL through the two hydraulic oil passages 211, 212. The wheel cylinders 40,

The power converting unit 130 is a device for converting the rotational force into a linear motion. The power converting unit 130 may include a worm shaft 131, a worm wheel 132, and a drive shaft 133, for example.

The worm shaft 131 may be formed integrally with the rotation shaft of the motor 120, and is formed with a worm on the outer circumferential surface thereof to be engaged with the worm wheel 132 to rotate the worm wheel 132. The worm wheel 132 is connected to the drive shaft 133 to linearly move the drive shaft 133 and the drive shaft 133 is connected to the piston 111 to slide the piston 111 in the pressure chamber 111 .

A signal sensed by the pedal displacement sensor 11 is transmitted to an electronic control unit (ECU) (not shown) while a displacement occurs in the brake pedal 10, The worm shaft 131 is rotated in one direction. The rotational force of the worm shaft 131 is transmitted to the drive shaft 133 via the worm wheel 132 and the hydraulic piston 112 connected to the drive shaft 133 moves to generate a hydraulic pressure in the pressure chamber 111.

On the other hand, when the brake pedal 10 is depressed, the electronic control unit drives the motor 120 in the opposite direction so that the worm shaft 131 rotates in the opposite direction. Accordingly, the worm wheel 132 also rotates in the opposite direction and the hydraulic piston 112 connected to the drive shaft 133 returns. At this time, the hydraulic spring 113 can quickly suck the hydraulic pressure in the pressure chamber 111 by providing an elastic force to the hydraulic piston 112.

The hydraulic pressure supply device 100 transfers the hydraulic pressure to the wheel cylinder 40 or sucks the hydraulic pressure to the reservoir 30 according to the rotational direction of the rotational force generated from the motor 120.

Alternatively, although not shown in the drawings, the power conversion unit 130 may be constituted by a ball screw nut assembly. For example, a screw formed integrally with the rotating shaft of the motor 120 or connected to rotate as the rotating shaft of the motor 120, and a ball nut screwed with the screw in a limited rotation state and linearly moving according to the rotation of the screw . The hydraulic pressure piston 112 is connected to the ball nut of the power converting unit 130 to press the pressure chamber 111 by the linear movement of the ball nut, And serves to return the piston 112 to its original position. The structure of such a ball screw nut assembly is a device that converts rotational motion into linear motion and is a well-known technique that has been well known in the art, and thus a detailed description thereof will be omitted.

In addition, it should be understood that the power converting unit 130 according to the embodiment of the present invention can adopt any structure as long as it can convert rotational motion into linear motion in addition to the structure of the ball screw nut assembly.

Next, the hydraulic control unit 200 according to an embodiment of the present invention will be described with reference to FIG.

The hydraulic control unit 200 may include a first hydraulic circuit 201 and a second hydraulic circuit 202, each of which receives hydraulic pressure and controls two wheels, respectively. For example, the first hydraulic circuit 201 controls the right front wheel FR and the left rear wheel RL, and the second hydraulic circuit 202 can control the left front wheel FL and the right rear wheel RR . The wheel cylinders 40 are provided on the respective wheels FR, FL, RR, and RL to supply hydraulic pressure to perform braking.

The hydraulic control unit 200 includes a first hydraulic oil path 211 connecting the first hydraulic circuit 201 and the hydraulic pressure supply device 100 and a second hydraulic oil path 211 connected to the second hydraulic circuit 202, 212 to receive the hydraulic pressure from the hydraulic pressure supply device 100. At this time, the second hydraulic oil path 212 may be connected to the branch path 214 branched from the first hydraulic fluid path 211.

The first and second hydraulic oil passages 211 and 212 are connected to each other via the branch passage 214 and receive hydraulic pressure from the hydraulic pressure supply device 100 to be connected to the wheel cylinders 40 of the hydraulic circuits 201 and 202 . At this time, each of the hydraulic circuits 201 and 202 may have a plurality of inlet valves 221 to control the flow of hydraulic pressure.

For example, the first hydraulic circuit 201 may be provided with two inlet valves 221 connected to the first hydraulic oil path 211 and controlling the hydraulic pressures transmitted to the two wheel cylinders 40, respectively. The second hydraulic circuit 202 may be provided with two inlet valves 221 connected to the second hydraulic oil path 212 and controlling the hydraulic pressures transmitted to the wheel cylinders 40, respectively.

The plurality of inlet valves 221 are disposed on the upstream side of the wheel cylinder 40 and are provided with a normally open type solenoid valve that is normally open and operates to close the valve when receiving a closing signal from the electronic control unit .

The hydraulic control unit 200 may further include a plurality of outlet valves 222 connected to the reservoir 30 for improving the braking performance. The outlet valve 222 is connected to the wheel cylinder 40 to control the hydraulic pressure from the wheels RR, RL, FR and FL, respectively. That is, the outlet valve 222 senses the braking pressure of each of the wheels RR, RL, FR and FL and is selectively opened to control the pressure when the pressure reduction braking is required.

And the outlet valve 222 may be provided with a solenoid valve of a normal closed type which is normally closed and operates to open the valve when receiving an open signal from the electronic control unit.

The electromagnetic brake system 1 according to the embodiment of the present invention includes a first switching valve 231 provided in the first hydraulic fluid path 211 and a second switching valve 231 provided in the second hydraulic fluid path 212, (232).

The first and second switching valves 231 and 232 may be independently controlled, and may be a normally closed type (normally closed type) solenoid valve which is normally closed and operates to open the valve when an open signal is received. The first and second switching valves 231 and 232 are selectively opened and closed according to the required pressure to control the flow of the hydraulic pressure transmitted to the wheel cylinder 40. For example, when hydraulic pressure is to be supplied only to the wheel cylinders 40 provided in the first hydraulic circuit 201, only the first switching valve 231 is opened so that the hydraulic pressure discharged through the hydraulic pressure supply device 100 is supplied to the second hydraulic circuit 202 to the first hydraulic circuit 201 without being transmitted to the first hydraulic circuit 201. The operation structure of the first and second switching valves 231 and 232 will be described below again.

The electromagnetic brake system 1 according to an embodiment of the present invention may include a release valve 233 for controlling the brake pedal 10 to follow a target pressure value when a pressure of the brake pedal 10 is higher than a set target pressure value, ).

The release valve 233 may be provided in a flow path connecting the branch passage 214 connecting the two hydraulic circuits 201 and 202 to the valve 30. That is, the release valve 233 may be provided between the first and second switching valves 231 and 232 and the hydraulic pressure supply device 100. The release valve 233 may be a normally closed type (normally closed type) solenoid valve that is normally closed and operates to open the valve when an open signal is received.

The electromagnetic brake system 1 according to the embodiment of the present invention includes first and second backup oil passages 251 and 252 capable of supplying the oil discharged from the master cylinder 20 to the wheel cylinder 40 when the oil brake system is operating abnormally, 252).

A first cut valve 261 for controlling the flow of oil is provided in the first backup passage 251 and a second cut valve 262 for controlling the flow of oil is provided in the second backup passage 252 have. The first backup hydraulic passage 251 connects the first hydraulic pressure port 24a and the first hydraulic pressure circuit 201 and the second backup hydraulic passage 252 connects the second hydraulic pressure port 25b and the second hydraulic circuit 202 can be connected.

The first and second cut valves 261 and 262 may be provided with a normally open type solenoid valve that is opened in a normal state and operates to close the valve when receiving a close signal from the electronic control unit have. The operation structure of the first and second cut valves 261 and 262 will be described below again.

Reference numeral " PS11 " is a first hydraulic oil pressure sensor for sensing the hydraulic pressure of the first hydraulic circuit 201, "PS12" is a second hydraulic oil for sensing the hydraulic pressure of the second hydraulic circuit 202, Quot; PS2 "is a back-up hydraulic pressure sensor for measuring the oil pressure of the master cylinder 20. [ And "MPS" is a motor control sensor for controlling the rotation angle of the motor 120 or the current of the motor.

Hereinafter, the operation of the electronic brake system 1 according to the embodiment of the present invention will be described in detail.

2 is a hydraulic circuit diagram showing a state in which the electronic brake system 1 according to the embodiment of the present invention is normally braked and operated.

Referring to FIG. 2, when the braking by the driver is started, the amount of brake demand of the driver can be sensed through the pedal displacement sensor 11 through information such as the pressure of the brake pedal 10 depressed by the driver. An electronic control unit (not shown) receives the electrical signal output from the pedal displacement sensor 11 and drives the motor 120.

The electronic control unit includes a backup hydraulic pressure sensor PS2 provided at the outlet side of the master cylinder 20 and first and second hydraulic oil pressure sensors PS11 and PS12 provided at the first and second hydraulic circuits 201 and 202, The magnitude of the regenerative braking amount is input to the wheel cylinder 40 and the magnitude of the frictional braking amount is calculated according to the difference between the demand braking amount and the regenerating braking amount of the driver.

Specifically, when the driver depresses the brake pedal 10 at the beginning of the braking operation, the motor 120 is actuated. The rotational force of the motor 120 is transmitted to the pressure providing unit 110 by the power transmitting portion 130, The hydraulic pressure discharged from the providing unit 110 is transmitted to the first hydraulic oil path 211 and the second hydraulic oil path 212. [

On the other hand, when hydraulic pressure is generated in the hydraulic pressure supply device 100, the first and second hydraulic oil passages 251 and 252 connected to the first and second hydraulic ports 24a and 24b of the master cylinder 20, The second cut valves 261 and 262 are closed so that the hydraulic pressure discharged from the master cylinder 20 is not transmitted to the wheel cylinder 40.

The hydraulic pressure discharged from the hydraulic pressure supply device 100 is transmitted to the wheel cylinders 40 provided on the respective wheels RR, RL, FR and FL as the inlet valve 221 is opened to generate the braking force. At this time, when the pressure transmitted to the first and second hydraulic circuits 201 and 202 is measured to be higher than the target pressure value corresponding to the leg power of the brake pedal 10, the release valve 233 is opened to follow the target pressure value .

The pressure generated by the pressing force of the master cylinder 20 according to the pressing force of the brake pedal 10 is transmitted to the simulation apparatus 50 connected to the master cylinder 20. At this time, the normally closed simulator valve 54 disposed at the rear end of the simulation chamber 51 is opened, and the oil filled in the simulation chamber 51 through the simulator valve 54 is transferred to the reservoir 30. Further, a pressure corresponding to the load of the reaction force spring 53, in which the reaction force piston 52 is moved and which supports the reaction force piston 52, is formed in the simulation chamber 51 to provide an appropriate pedal feeling to the driver.

Next, the case of releasing the braking force in the braking state in the normal operation of the electromagnetic brake system 1 according to the embodiment of the present invention will be described. 3 is a hydraulic circuit diagram showing a state in which the electronic brake system 1 according to the embodiment of the present invention is normally released.

3, when the pedal force applied to the brake pedal 10 is released, the motor 120 generates a rotational force in the opposite direction to deliver the rotational force to the power converting unit 130, The shaft 131, the worm wheel 132, and the drive shaft 133 rotate in opposite directions to release the pressure of the pressure providing unit 110 by moving the hydraulic piston 112 back to its original position. The pressure providing unit 110 receives the hydraulic pressure discharged from the wheel cylinder 40 through the first and second hydraulic oil passages 211 and 212 and transmits the hydraulic pressure to the reservoir 30.

On the other hand, the inlet valve 221, the outlet valve 222, the first and second switching valves 231 and 232, the release valve 233, and the first and second cut valves 261 and 262 It is controlled to the same open / That is, the outlet valve 222, the release valve 233 and the first and second cut valves 261 and 262 are closed and the inlet valve 221 and the first and second switching valves 231 and 232 Is opened. The hydraulic pressure discharged from the wheel cylinders 40 of the first and second hydraulic circuits 201 and 202 is transmitted into the pressure chambers 111 through the first and second hydraulic oil passages 211 and 212.

The simulation apparatus 50 is configured such that the oil in the simulation chamber 51 is transferred to the master cylinder 20 as the reaction force piston 52 is returned to the home position by the elastic force of the reaction force spring 53, A quick return of the pedal simulator pressure is ensured by refilling the oil into the simulation chamber 51 through the connected simulator valve 54 and simulator check valve 55.

The oil flow in the pressure chamber 111 can be controlled through the oil passage 114 connected to the reservoir 30 when the hydraulic piston 112 moves through the hydraulic pressure supply device 100. [

The electronic brake system 1 according to the embodiment of the present invention is also applicable to the wheel cylinders 40 provided in the respective wheels RR, RL, FR, FL of the two hydraulic circuits 201, It is possible to specify and control the control range by controlling the valves 221 and 222 provided in the hydraulic control unit 200.

4 is a hydraulic circuit diagram for explaining a state in which the ABS is actuated through the electronic brake system 1 according to the embodiment of the present invention.

 FIG. 4 shows a case where only the wheel cylinder is to be braked during the ABS operation, and only the wheels RL and FR of the first hydraulic circuit 201 are braked.

4, the motor 120 is operated in accordance with the pressing force of the brake pedal 10 and the rotational force of the motor 120 is transmitted to the pressure providing unit 110 through the power transmitting unit 130, . At this time, the first and second cut valves 261 and 262 are closed so that the hydraulic pressure discharged from the master cylinder 20 is not transmitted to the wheel cylinder 40.

In addition, only the first switching valve 231 is opened, the second switching valve 232 is closed, and the hydraulic pressure discharged from the hydraulic pressure supply device 100 is not transmitted to the second hydraulic circuit 202. The hydraulic pressure discharged from the hydraulic pressure supply device 100 is supplied only to the wheel cylinders 40 of the left rear wheel RL and the right side current FR provided in the first hydraulic circuit 201 through the first hydraulic oil path 211 . Therefore, the hydraulic pressure is transmitted only to the wheels RL and FR of the first hydraulic circuit 201.

The structure for controlling the hydraulic pressure transmitted to the wheel cylinders 40 through the opening and closing operations of the first and second switching valves 231 and 232 is merely one embodiment, The hydraulic pressure transmitted to each of the wheels RL, RR, FL, FR is increased or decreased by independently opening and closing the inlet valve 221, the outlet valve 222 and the first and second switching valves 231, The present invention should be understood to include a variety of control modules that can be used to control the flow of fluid.

That is, the electromagnetic brake system 1 according to the embodiment of the present invention controls the operation of the motor 120 and the valves 54, 221, 222, 231, 232, 233, 261, The hydraulic pressure can be selectively transmitted or discharged to the wheel cylinders 40 of the wheels RL, RR, FL and FR according to the pressure applied to the wheel cylinders 40, thereby enabling precise pressure control.

Next, the case where the above-described electronic brake system 1 does not operate normally will be described. 5 is a hydraulic circuit diagram showing a state in which the electromagnetic brake system 1 according to the embodiment of the present invention operates abnormally.

5, each valve 54, 221, 222, 231, 232, 233, 261, 262 is provided in a non-operational braking initial state when the electronic brake system 1 is not operating normally. When the driver presses the brake pedal 10, the input rod 12 connected to the brake pedal 10 advances to the left side of the drawing. At the same time, the first piston 21a, which contacts the input rod 12, And the second piston 22a is also advanced to the left by the first piston 21a. At this time, since there is no gap between the input rod 12 and the first piston 21a, braking can be performed quickly.

The hydraulic pressure discharged from the master cylinder 20 is transmitted to the wheel cylinder 40 via the first and second backup oil channels 251 and 252 connected to the backup brake for realizing the braking force. At this time, the inlet valve 221 provided upstream of the first and second cut valves 261 and 262 and the wheels RR, RL, FR, and FL installed on the first and second backup oil channels 251 and 252, The first and second switching valves 231 and 232 and the release valve 233 are constituted by a normally closed solenoid valve so that the hydraulic pressure Is transmitted to the wheel cylinder 40 immediately. Therefore, stable braking can be performed and the braking stability can be improved.

Next, referring to FIGS. 6 and 7, a description will be given of a case where a leak occurs in the simulator valve 54 of the electronic brake system 1 according to an embodiment of the present invention and a method of checking the leak do.

6 is a hydraulic circuit diagram showing a state in which a leak occurs in the simulator valve 54. Fig.

When the electromagnetic brake system 1 is operating abnormally, the valves 54, 221, 222, 231, 232, 233, 261, and 262 are in an inactive initial braking state First and second cut valves 261 and 262 provided on the first and second backup oil channels 251 and 252 and an inlet valve 221 provided on the upstream side of each of the wheels RR, RL, FR and FL, And the hydraulic pressure is transmitted to the wheel cylinder 40 immediately.

The first and second switching valves 231 and 232 are provided in a closed state to close the first and second hydraulic oil passages 211 and 212 and the simulator valve 54 is provided in a closed state, 251 to the reservoir 30 through the simulator device 50. The hydraulic pressure is transmitted to the wheel cylinder 40 via the hydraulic pump 251,

Accordingly, when the driver depresses the brake pedal 10, the hydraulic pressure discharged from the master cylinder 20 is transmitted to the wheel cylinder 40 without loss, thereby ensuring stable braking.

6, when a leak occurs in the simulator valve 54, a part of the hydraulic pressure discharged from the master cylinder 20 may be lost to the reservoir 30 through the simulator valve 54. [ The simulator valve 54 is provided to be closed in the abnormal mode. The hydraulic pressure discharged from the master cylinder 20 pushes the reaction force piston 52 of the simulation apparatus 50, thereby, by the pressure formed at the rear end of the simulation chamber 51 The simulator valve 54 may leak.

In this way, when leakage occurs in the simulator valve 54, the driver does not obtain the intended braking force. Therefore, there is a problem in braking stability.

FIG. 7 is a hydraulic circuit diagram showing a state in which an occurrence of leakage of a simulator valve is checked in an electronic brake system 1 according to an embodiment of the present invention. FIG.

The electronic brake system 1 according to an embodiment of the present invention may further include an inspection valve 60 installed in a flow path connecting the master cylinder 20 and the reservoir 30. [ The check valve 60 is provided between the reservoir 30 and a chamber provided between the first piston 21a and the second piston 22a of the master cylinder 20 and is connected to the reservoir 30 and the master cylinder 20 of the engine. Further, the search valve 60 can control the hydraulic pressure transmitted between the reservoir 30 and the pressure chamber 111. [

The oil passage 114 connected to the pressure chamber 111 is connected between the oil lines connecting the reservoir 30 and the master cylinder 20 and the check valve 60 is connected between the reservoir 30 and the master cylinder 20. [ And may be provided between the branch points of the flow path 114.

The inspection valve 60 may be provided with a normally open type solenoid valve that is normally open and operates to close the valve when an open signal is received.

The check valve 60 is kept open in the braking mode to transfer hydraulic pressure between the reservoir 30 and the master cylinder 20 and at the same time the hydraulic piston 112 of the pressure providing unit 110 is retracted And allows the hydraulic pressure of the reservoir 30 to be transferred into the pressure chamber 111 upon return.

And the check valve 60 is kept in the closed state in the inspection mode so that the liquid pressure of the reservoir 30 can be prevented from being transmitted to the pressure chamber 111 of the pressure providing unit 110. [

The inspection mode is a mode for checking whether a pressure is lost by generating a hydraulic pressure in the hydraulic pressure supply device 100 to check whether the simulator valve 54 is leaking. If the hydraulic pressure discharged from the hydraulic pressure supply device 100 flows into the reservoir 30 and pressure loss occurs, it is difficult to know whether or not the simulator valve 54 has leaked.

Therefore, in the inspection mode, the hydraulic circuit connected to the hydraulic pressure supply device 100 by closing the check valve 60 can be constituted by a closed circuit. That is, by closing the check valve 60, the simulator valve 54, the outlet valve 222 and the release valve 233, the flow path connecting the hydraulic pressure supply device 100 and the reservoir 30 is shut off to constitute a closed circuit .

The electronic brake system 1 according to the embodiment of the present invention provides hydraulic pressure only to the first backup passage 251 to which the simulation apparatus 50 is connected among the first and second backup oil passage 251 and 252 in the inspection mode can do. In order to prevent the hydraulic pressure discharged from the hydraulic pressure supply device 100 from being transmitted to the master cylinder 20 along the second backup channel 252, the second cut valve 262 or the second switching valve 232 can be kept closed.

In the inspection mode, after generating the hydraulic pressure in the hydraulic pressure supply device 100, it is possible to determine whether there is a loss of the hydraulic pressure by measuring the backup hydraulic pressure sensor PS2. As a result of the measurement of the backup hydraulic pressure sensor PS2, it is determined that there is no leakage of the simulator valve 54 when there is no loss, and it is judged that there is a leak in the simulator valve 54 when loss occurs.

On the other hand, the inspection mode can be controlled to operate in the case of stopping or when it is determined that there is no acceleration will of the driver. In the inspection mode, since the hydraulic pressure discharged from the hydraulic pressure supply device 100 is supplied to the wheel cylinder 40, a certain amount of braking force is generated. Therefore, even if the driver depresses an accelerator (not shown), the driver may not be able to accelerate by the braking force already provided.

For example, the inspection mode can be controlled so as to be operated when a predetermined period of time has elapsed, when the hand brake is in operation, or when the driver is applying a constant braking force.

It is also possible to quickly remove the hydraulic pressure in the wheel cylinder 40 when it is determined that the driver has an acceleration in the test mode. That is, when the driver operates the accelerator in the inspection mode, the hydraulic pressure supply device 100 operates in reverse to the inspection mode state, so that the hydraulic pressure of the wheel cylinder 40 can be quickly removed. At this time, the outlet valve 222 is also opened so that the hydraulic pressure of the wheel cylinder 40 can be released to the reservoir 30.

8 and 9 are hydraulic circuit diagrams showing a state in which the drag reduction mode is operated in the electromagnetic brake system 1 according to the embodiment of the present invention.

In the drawing, a disk brake is shown as an example of the wheel cylinder 40. Hereinafter, a disc brake will be described as an example. However, it may include various braking devices such as a drum brake.

The disc brake forms the braking force by the frictional force of the disc brake pad. This frictional force is generated by the brake pads pushed by the hydraulic pressure generated by the operation of the brake pedal 10 of the driver. After the braking, the knock back phenomenon between the brake pads and the disk and the restoring force of the caliper piston are utilized Remove the friction pad by separating the brake pad and the disk.

However, in such a method, a drag phenomenon in which the brake pads and the disk are not completely separated occurs frequently, unnecessary friction shortens the service life of the brake pads, lowers the output, and decreases fuel efficiency.

The electronic brake system 1 according to an embodiment of the present invention can perform a drag reduction mode capable of reducing such a drag occurrence. The drag reduction mode can be implemented without braking during operation. Also, it can be implemented in a case where it is predicted that the driver does not intend to brak in a short time. For example, the drag reduction mode can be performed when the driver is driving at a constant speed (when traveling at a speed within a certain range for a predetermined time or more).

On the other hand, the execution or non-execution of the drag reduction mode can be controlled by the electronic control unit. Alternatively, the driver may operate the separate operation device to execute the drag reduction mode.

8 shows a first drag reduction mode which is a process of operating the hydraulic pressure supply device 100 in a positive direction and delivering the oil in the pressure chamber 111 to the reverberator 30. FIG. Here, the operation of operating the hydraulic pressure supply device 100 means to operate to supply hydraulic pressure.

In the first drag reduction mode, the inlet valve 221 is closed to block the hydraulic pressure supplied from the hydraulic pressure supply device 100 from entering the wheel cylinder 40. The first and second switching valves 231 and 232 and the first and second cut valves 261 and 262 are opened to allow the hydraulic pressure supplied from the hydraulic pressure supply device 100 to flow into the master cylinder 20, The valve 60 is opened and the oil in the master cylinder 20 is stored in the reservoir 30. [

9 shows a second drag reduction mode, which is a process of operating the hydraulic pressure supply device 100 in reverse to transfer the oil of the wheel cylinder 40 into the pressure chamber 111. [ Here, the operation of reversing the hydraulic pressure supply device 100 means that it operates to release the hydraulic pressure or to form a negative pressure.

In the second drag reduction mode, the inlet valve 221 and the first and second switching valves 231 and 232 are opened, and the hydraulic pressure of the wheel cylinder 40 flows into the hydraulic pressure supply device 100. In this process, the drag of the wheel cylinder 40 can be reduced. The first and second cut valves 261 and 262 are closed to block the fluid pressure of the wheel cylinder 40 from flowing into the reservoir 30.

Further, in the second drag reduction mode, the check valve 60 is closed to prevent the hydraulic pressure of the reservoir 30 from flowing into the hydraulic pressure supply device 100. That is, by closing the check valve 60 provided in the flow path connecting the pressure chamber 111 and the reservoir 30, the negative pressure of the hydraulic pressure supply device 100 can be used only for subtracting the hydraulic pressure of the wheel cylinder 40 So that the drag reduction effect can be increased.

The electromagnetic brake system 1 according to an embodiment of the present invention includes an inspection valve (not shown) installed in a flow path connecting the pressure chamber 111 and the reservoir 30 when pressure is suddenly released from the hydraulic pressure supply device 100 60 can be closed to prevent the oil of the reservoir 30 from flowing through the check valve 115 and generating residual pressure.

Next, the hydraulic control unit 200-1 according to another embodiment of the present invention will be described with reference to FIG. Fig. 10 is a hydraulic circuit diagram showing the non-synchronized state of the electromagnetic brake system 2 according to another embodiment of the present invention.

The hydraulic control unit 200-1 may include a first hydraulic circuit 201-1 and a second hydraulic circuit 202-1, each of which receives hydraulic pressure to control two wheels, and a second hydraulic circuit 202-1. The first hydraulic circuit 201-1 controls the right front wheel FR and the left rear wheel RL and the second hydraulic circuit 202-1 controls the left front wheel FL and the right rear wheel RR Can be controlled. The wheel cylinders 40 are provided on the respective wheels FR, FL, RR, and RL to supply hydraulic pressure to perform braking.

The hydraulic control unit 200-1 can receive hydraulic pressure from the hydraulic pressure supply device 100 through the main hydraulic oil path 210 connected to the first and second hydraulic circuits 201-1 and 202-1 have. Each of the hydraulic circuits 201-1 and 202-1 may have a plurality of valves 221a, 221b, 221c, 221d, 222a, 222b, 222c, 222d, 241 and 242 to control the flow of hydraulic pressure.

The first hydraulic circuit 201-1 includes first and second inlet valves 221a and 221b connected to the main hydraulic fluid path 210 to control the hydraulic pressure transmitted to the wheel cylinder 40, First and second outlet valves 222a and 222b for controlling the flow of oil discharged from the wheel cylinder 40 provided in the first inlet valve 201-1 and the second inlet valve 221b, And a first balance valve 241 for connecting and disconnecting the two wheel cylinders 40 connected to each other.

More specifically, the first inlet valve 221a is provided in the first hydraulic oil path 213 connected to the main hydraulic fluid path 210 and the right front wheel FR, and the second inlet valve 221b is provided in the main hydraulic fluid path 210 and the second hydraulic oil passage 214 connected to the left rear wheel RL.

The first outlet valve 222a is connected to the first hydraulic oil path 213 to control the hydraulic pressure discharged from the wheel cylinder 40 of the right side current FR and the second outlet valve 222b is connected to the second hydraulic oil path 214 to control the hydraulic pressure discharged from the wheel cylinder 40 of the left rear wheel RL.

The first balance valve 241 is provided in the oil passage connecting the first hydraulic oil passage 213 and the second hydraulic oil passage 214 and connects or disconnects the first and second hydraulic oil passages 213 and 214 in accordance with the opening / Role.

The second hydraulic circuit 201-1 includes third and fourth inlet valves 221c and 221d that are connected to the main hydraulic fluid path 210 to control the hydraulic pressure transmitted to the wheel cylinder 40, Third and fourth outlet valves 222c and 222d for controlling the flow of oil discharged from the wheel cylinders 40 provided in the first and second intake valves 202-1 and 202-1 and a third inlet valve 221c and a fourth inlet valve 221d And a second balance valve 242 for connecting and disconnecting the two wheel cylinders 40 connected to each other.

More specifically, the third inlet valve 221c is provided in the third hydraulic oil path 215 connected to the main hydraulic fluid path 210 and the right rear wheel RR, and the fourth inlet valve 221d is provided in the main hydraulic fluid path 210 and the fourth hydraulic fluid passage 216 connected to the left front wheel FL.

The third outlet valve 222c is connected to the third hydraulic fluid path 215 to control the hydraulic pressure discharged from the wheel cylinder 40 of the right rear wheel RR and the fourth outlet valve 222d is connected to the fourth hydraulic fluid 216 to control the hydraulic pressure discharged from the wheel cylinder 40 of the left front wheel FL.

The second balance valve 242 is provided in the oil passage connecting the third hydraulic oil path 215 and the fourth hydraulic oil path 216 to connect or disconnect the third and fourth hydraulic oil paths 215 and 216 in accordance with the opening / Role.

On the other hand, the opening and closing operations of the first to fourth inlet valves 221a, 221b, 221c and 221d are independently controlled by the electronic control unit so that the hydraulic pressure discharged from the hydraulic pressure supply device 100 is supplied to each wheel cylinder 40 . For example, the first and second inlet valves 221a and 221b control the hydraulic pressure supplied to the first hydraulic circuit 201-1, and the third and fourth inlet valves 221c and 221d control the hydraulic pressure supplied to the second hydraulic circuit It is possible to control the hydraulic pressure supplied to the hydraulic pump 202-1.

The opening and closing operations of the first to fourth outlet valves 222a, 222b, 222c and 222d can be independently controlled by the electronic control unit to transmit the hydraulic pressure of the wheel cylinder 40 to the reservoir 30. [ For example, the first and second outlet valves 222a and 222b control the hydraulic pressure discharged from the wheel cylinder 40 of the first hydraulic circuit 201-1, and the third and fourth outlet valves 222c and 222d Can control the hydraulic pressure discharged from the wheel cylinder 40 of the second hydraulic circuit 202-1.

The electronic brake system 2 opens any two inlet valves of the four inlet valves 221a, 221b, 221c and 221d to drive the wheel cylinders 40 of the respective wheels FR, FL, RR and RL, . For example, the first inlet valve 221a of the first and second inlet valves 221a and 221b is opened and the fourth inlet valve 221d of the third and fourth inlet valves 221c and 221d is opened The hydraulic pressure can be transmitted to the wheel cylinders 40 of the respective wheels FR, FL, RR, RL.

The hydraulic pressure through the first and fourth inlet valves 221a and 221d may be transmitted to the adjacent wheel cylinder 40 through the first and second balance valves 241 and 242. For example, one inlet valve 221a and one inlet valve 221d may be opened in the first hydraulic circuit 201-1 and the second hydraulic circuit 202-1 to transmit hydraulic pressure to each wheel cylinder 40. [ The two inlet valves 221a and 221b provided in the first hydraulic circuit 201-1 or the two inlet valves 221c and 221d provided in the second hydraulic circuit 202-1 are opened So that the hydraulic pressure can be transmitted to each wheel cylinder 40. Or urgent braking is required, the inlet valves 221a, 221b, 221c, and 221d may be all opened to quickly transmit hydraulic pressure to the wheel cylinder 40. [

The first to fourth inlet valves 221a, 221b, 221c, and 221d are normally closed and are provided with a solenoid valve of a normal closed type (Normal Cloesd type) that operates to open the valve when receiving an open signal from the electronic control unit .

The first and second balance valves 241 and 242 are normally open and are provided with a normally open type solenoid valve operated to close the valve when receiving a closing signal from the electronic control unit, The first to fourth outlet valves 222a, 222b, 222c, and 222d may be provided with a solenoid valve of a normal closed type (Norm Cloesd type) that is normally closed and operates to open the valve when receiving an open signal from the electronic control unit .

The electromagnetic brake system 2 according to another embodiment of the present invention includes first and second backup oil passages 251 and 252 capable of supplying the oil discharged from the master cylinder 20 directly to the wheel cylinder 40 at the time of abnormal operation, 252).

A first cut valve 261 for controlling the flow of oil is provided in the first backup passage 251 and a second cut valve 262 for controlling the flow of oil is provided in the second backup passage 252 have. The first backup hydraulic passage 251 connects the first hydraulic pressure port 24a to the first hydraulic pressure circuit 201-1 and the second backup hydraulic passage 252 connects the second hydraulic pressure port 25b and the second hydraulic pressure The circuit 202-1 can be connected.

The first backup oil passage 251 is connected to the first balance valve 241 connecting the first hydraulic oil passage 213 and the second hydraulic oil passage 214 and the second backup oil passage 252 is connected to the third hydraulic oil passage 214, And may be connected to a second balance valve 242 connecting the second hydraulic oil passage 216 and the fourth hydraulic oil passage 216 to each other.

The first and second cut valves 261 and 262 may be provided with a normally open type solenoid valve that is opened in a normal state and operates to close the valve when receiving a close signal from the electronic control unit have. The operation structure of the first and second cut valves 261 and 262 will be described below again.

Reference numeral " PS1 " is a hydraulic pressure sensor for sensing hydraulic pressure of the hydraulic control unit 200-1, and PS2 is a backup hydraulic pressure sensor for measuring the oil pressure of the master cylinder 20. [ . And "MPS" is a motor control sensor for controlling the rotation angle of the motor 120 or the current of the motor.

Hereinafter, the operation of the electromagnetic brake system 2 according to another embodiment of the present invention will be described in detail.

11 is a hydraulic circuit diagram showing a state in which the electromagnetic brake system 2 according to another embodiment of the present invention is normally braked and operated.

Referring to FIG. 11, when the braking by the driver is started, the amount of braking required by the driver can be sensed through the pedal displacement sensor 11 through information such as the pressure of the brake pedal 10 depressed by the driver. An electronic control unit (not shown) receives the electrical signal output from the pedal displacement sensor 11 and drives the motor 120.

The electronic control unit receives the magnitude of the regenerative braking amount through the back-flow passage pressure sensor PS2 provided at the outlet side of the master cylinder 20 and the hydraulic pressure sensor PS1 provided in the main hydraulic oil passage 210, The magnitude of the friction damping amount can be calculated in accordance with the difference between the demand braking amount and the regenerating braking amount of the driver so that the magnitude of the pressure increase or the pressure decrease of the wheel cylinder 40 can be grasped.

Specifically, when the driver depresses the brake pedal 10 at the beginning of braking, the motor 120 is actuated, and the rotational force of the motor 120 is transmitted to the pressure providing unit 110 by the power converting unit 130, The hydraulic pressure discharged from the supply unit 110 is transferred to the first to fourth hydraulic oil paths 213, 214, 215, and 216 through the main hydraulic oil path 210.

On the other hand, when the hydraulic pressure is supplied from the hydraulic pressure supply device 100, the first and second hydraulic oil passages 251 and 252 connected to the first and second hydraulic ports 24a and 24b of the master cylinder 20, The second cut valves 261 and 262 are closed so that the hydraulic pressure discharged from the master cylinder 20 is not transmitted to the wheel cylinder 40.

The hydraulic pressure discharged from the hydraulic pressure supply device 100 is transmitted to the wheel cylinders 40 of the right front wheel FR and the left front wheel FL as the first and fourth inlet valves 221a and 221d are opened, . The hydraulic pressure flowing through the first and fourth inlet valves 221a and 221d is transmitted to the wheel cylinders 40 of the left rear wheel RL and the right rear wheel RR through the opened first and second balance valves 241 and 242 ). That is, the hydraulic pressure is supplied to all the wheel cylinders 40 through the opening operation of the two inlet valves selected from the four inlet valves 221a, 221b, 221c and 221d.

This operation is an operation in a general braking state. When urgent braking is required, both inlet valves 221a, 221b, 221c, and 221d may be opened to quickly transmit hydraulic pressure to the wheel cylinder 40. [

The pressure generated by the pressing force of the master cylinder 20 according to the pressing force of the brake pedal 10 is transmitted to the simulation apparatus 50 connected to the master cylinder 20. At this time, the normally closed simulator valve 54 disposed at the rear end of the simulation chamber 51 is opened, and the oil filled in the simulation chamber 51 through the simulator valve 54 is transferred to the reservoir 30. Further, a pressure corresponding to the load of the reaction force spring 53, in which the reaction force piston 52 is moved and which supports the reaction force piston 52, is formed in the simulation chamber 51 to provide an appropriate pedal feeling to the driver.

Next, a description will be made of a case where the braking force is released in the braking state in the normal operation of the electromagnetic brake system 2 according to another embodiment of the present invention. 12 is a hydraulic circuit diagram showing a state in which the electromagnetic brake system 2 according to another embodiment of the present invention is normally released.

12, when the pedal force applied to the brake pedal 10 is released, the motor 120 generates a rotational force in the opposite direction to deliver the rotational force to the power converting unit 130, The shaft 131, the worm wheel 132, and the drive shaft 133 rotate in opposite directions to release the pressure of the pressure providing unit 110 by moving the hydraulic piston 112 back to its original position. The pressure providing unit 110 receives the hydraulic pressure discharged from the wheel cylinder 40 through the first and second hydraulic oil passages 211 and 212 and transmits the hydraulic pressure to the reservoir 30.

The first to fourth inlet valves 221a, 221b, 221c and 221d and the first to fourth outlet valves 222a, 222b, 222c and 222d and the first and second balance valves 241 and 242, And the first and second cut valves 261 and 262 are controlled to have the same open / close operation state as that of the braking operation. That is, the first to fourth outlet valves 222a, 222b, 222c and 222d and the second and third inlet valves 222 and 223 are closed and the first and fourth inlet valves 221a and 221d are opened do. The hydraulic pressure discharged from the wheel cylinder 40 of the first hydraulic circuit 201-1 is transmitted into the pressure chamber 111 through the first balance valve 241 and the first inlet valve 221a, The hydraulic pressure discharged from the wheel cylinder 40 of the hydraulic circuit 202-1 is transmitted into the pressure chamber 111 through the second balance valve 242 and the fourth inlet valve 221d.

The simulation apparatus 50 is configured such that the oil in the simulation chamber 51 is transferred to the master cylinder 20 as the reaction force piston 52 is returned to the home position by the elastic force of the reaction force spring 53, A quick return of the pedal simulator pressure is ensured by refilling the oil into the simulation chamber 51 through the connected simulator valve 54 and simulator check valve 55.

The oil flow in the pressure chamber 111 can be controlled through the oil passage 114 connected to the reservoir 30 when the hydraulic piston 112 moves through the hydraulic pressure supply device 100. [

The electromagnetic brake system 2 according to the other embodiment of the present invention is also applicable to the wheel cylinder 40 provided in each of the wheels RR, RL, FR, FL of the two hydraulic circuits 201-1, The control range can be specified and controlled by controlling the valves 221a, 221b, 221c, 221d, 222a, 222b, 222c, 222d, 241, and 242 provided in the hydraulic control unit 200-1 according to the pressures.

13 is a hydraulic circuit diagram for explaining a state in which the ABS is actuated through the electronic brake system 2 according to another embodiment of the present invention.

FIG. 13 shows a case where only the wheel cylinder is to be braked during the ABS operation, and only the left wheels RL and FL are braked.

13, the motor 120 is operated according to the pressing force of the brake pedal 10 and the rotational force of the motor 120 is transmitted to the pressure providing unit 110 through the power transmitting unit 130, . At this time, the first and second cut valves 261 and 262 are closed so that the hydraulic pressure discharged from the master cylinder 20 is not transmitted to the wheel cylinder 40.

In addition, the first and third inlet valves 221a and 221c, the first to fourth outlet valves 222a, 222b, 222c, and 222d, and the first and second balance valves 241 and 242 are closed, The hydraulic pressure discharged from the supply device 100 is not transmitted to the right wheels RR and FR among the wheels RL, RR, FL and FR. The hydraulic pressure discharged from the hydraulic pressure supply device 100 is transmitted to the wheel cylinder 40 of the left rear wheel RL through the second inlet valve 221b and is transmitted to the left front wheel FL through the fourth inlet valve 221d. To the wheel cylinder 40 of FIG. Therefore, the hydraulic pressure is transmitted only to the left wheels RL and FL among the wheels RL, RR, FL and FR.

That is, the electromagnetic brake system 2 according to another embodiment of the present invention includes first to fourth inlet valves 221a, 221b, 221c and 221d and first to fourth outlet valves 222a, 222b, 222c and 222d, The front wheel FR and the right rear wheel RR or the right front wheel FR and the rear wheels RR and RL by independently controlling the operation of the first and second balance valves 241 and 242 and the first and second balance valves 241 and 242, And the left rear wheel RL to the wheel cylinder 40 requiring a required hydraulic pressure.

14 is a hydraulic circuit diagram for explaining a state in which the electronic braking system 2 is operated in the dump mode according to another embodiment of the present invention.

The electromagnetic brake system 2 according to another embodiment of the present invention can discharge only the braking pressure provided to the wheel cylinder 40 through the first to fourth outlet valves 222a, 222b, 222c, and 222d.

14 shows a state in which the second and fourth inlet valves 221b and 221d, the first and third outlet valves 222a and 222c and the first and second balance valves 241 and 242 are closed, The inlet valves 221a and 221c and the second and fourth outlet valves 222b and 222d are opened. The hydraulic pressure discharged from the wheel cylinders 40 provided on the left rear wheel RL and the left front wheel FL is transmitted to the reservoir 30 through the second and fourth outlet valves 222b and 222d.

On the other hand, the second and fourth outlet valves 222b and 222d are opened to discharge the hydraulic pressure of the wheel cylinder 40, and the first and third inlet valves 221a and 221c are opened to open the right front wheel FR, And the right rear wheel RR.

In this manner, the valves 221a, 221b, 221c, 221d, 222a, 222b, 222c, 222d, 241 and 242 of the hydraulic control unit 200-1 are independently controlled, It is possible to transmit or discharge the hydraulic pressure to the wheel cylinders 40 of the wheel cylinders RL, RR, FL, FR, thereby enabling precise pressure control.

Finally, the case where the electronic brake system 2 does not operate normally will be described. 15 is a hydraulic circuit diagram showing a state in which the electromagnetic brake system 2 according to another embodiment of the present invention operates abnormally.

Referring to FIG. 15, when the electronic brake system 2 is not operating normally, the valves 54, 221a, 221b, 221c, 221d, 222a, 222b, 222c, 222d, 241, 242, 261, And is provided in an initial state of braking in an operating state. When the driver presses the brake pedal 10, the input rod 12 connected to the brake pedal 10 advances to the left side of the drawing. At the same time, the first piston 21a, which contacts the input rod 12, And the second piston 22a is also advanced to the left by the first piston 21a. At this time, since there is no gap between the input rod 12 and the first piston 21a, braking can be performed quickly.

The hydraulic pressure discharged from the master cylinder 20 is transmitted to the wheel cylinder 40 through the first and second backup oil channels 251 and 252 connected to the brake mode of the backup mode to implement the braking force. The first and second cut valves 261 and 262 provided on the first and second backup channels 251 and 252 and the first and second balance valves 251 and 252 connected to the first and second backup channels 251 and 252, The first to fourth inlet valves 241 and 242 are constituted by normally open solenoid valves and the simulator valve 54 and the first to fourth inlet valves 221a to 221d and the first to fourth outlet valves 222a to 222b, 222c, and 222d are normally closed type solenoid valves, the hydraulic pressure is directly transmitted to the wheel cylinder 40. [ Therefore, stable braking can be performed and the braking stability can be improved.

Next, referring to FIG. 16, a description will be made of a method for checking whether a leak occurs in the simulator valve 54 of the electronic brake system 1 according to another embodiment of the present invention.

16 is a hydraulic circuit diagram showing a state for checking whether a leak of a simulator valve has occurred in an electronic brake system 2 according to another embodiment of the present invention.

The electronic brake system 2 according to another embodiment of the present invention may further include an inspection valve 60 installed in a flow path connecting the master cylinder 20 and the reservoir 30. [ The check valve 60 is provided between the reservoir 30 and a chamber provided between the first piston 21a and the second piston 22a of the master cylinder 20 and is connected to the reservoir 30 and the master cylinder 20 of the engine. Further, the search valve 60 can control the hydraulic pressure transmitted between the reservoir 30 and the pressure chamber 111. [

The oil passage 114 connected to the pressure chamber 111 is connected between the oil lines connecting the reservoir 30 and the master cylinder 20 and the check valve 60 is connected between the reservoir 30 and the master cylinder 20. [ And may be provided between the branch points of the flow path 114.

The inspection valve 60 may be provided with a normally open type solenoid valve that is normally open and operates to close the valve when an open signal is received.

The check valve 60 is kept open in the braking mode to transfer hydraulic pressure between the reservoir 30 and the master cylinder 20 and at the same time the hydraulic piston 112 of the pressure providing unit 110 is retracted And allows the hydraulic pressure of the reservoir 30 to be transferred into the pressure chamber 111 upon return.

And the check valve 60 is kept in the closed state in the inspection mode so that the liquid pressure of the reservoir 30 can be prevented from being transmitted to the pressure chamber 111 of the pressure providing unit 110. [

The inspection mode is a mode for checking whether a pressure is lost by generating a hydraulic pressure in the hydraulic pressure supply device 100 to check whether the simulator valve 54 is leaking. If the hydraulic pressure discharged from the hydraulic pressure supply device 100 flows into the reservoir 30 and pressure loss occurs, it is difficult to know whether or not the simulator valve 54 has leaked.

Therefore, in the inspection mode, the hydraulic circuit connected to the hydraulic pressure supply device 100 by closing the check valve 60 can be constituted by a closed circuit. That is, by closing the check valve 60, the simulator valve 54 and the outlet valves 222a, 222b, 222c, and 222d, the flow path connecting the hydraulic pressure supply device 100 and the reservoir 30 is shut off to constitute a closed circuit can do.

The electronic brake system 2 according to another embodiment of the present invention provides hydraulic pressure only to the first backup passage 251 to which the simulation apparatus 50 is connected among the first and second backup oil passage 251 and 252 in the inspection mode can do. Therefore, in order to prevent the hydraulic pressure discharged from the hydraulic pressure supply device 100 from being transmitted to the master cylinder 20 along the second backup channel 252, the second cut valve 262 can be kept closed have.

In the inspection mode, after generating the hydraulic pressure in the hydraulic pressure supply device 100, it is possible to determine whether there is a loss of the hydraulic pressure by measuring the backup hydraulic pressure sensor PS2. As a result of the measurement of the backup hydraulic pressure sensor PS2, it is determined that there is no leakage of the simulator valve 54 when there is no loss, and it is judged that there is a leak in the simulator valve 54 when loss occurs.

On the other hand, the inspection mode can be controlled to operate in the case of stopping or when it is determined that there is no acceleration will of the driver. In the inspection mode, since the hydraulic pressure generated in the hydraulic pressure supply device 100 is supplied to the wheel cylinder 40, a certain amount of braking force is generated. Therefore, even if the driver depresses an accelerator (not shown), the driver may not be able to accelerate by the braking force already provided.

For example, the inspection mode can be controlled so as to be operated when a predetermined period of time has elapsed, when the hand brake is in operation, or when the driver is applying a constant braking force.

In addition, when it is determined that the driver has an intention to accelerate in the test mode, it is possible to quickly remove the hydraulic pressure of the wheel cylinder 40. [ That is, when the driver operates the accelerator in the inspection mode, the hydraulic pressure supply device 100 operates in reverse to the inspection mode state, so that the hydraulic pressure of the wheel cylinder 40 can be quickly removed. At this time, the outlet valve 222 is also opened so that the hydraulic pressure of the wheel cylinder 40 can be released to the reservoir 30.

The electronic brake system 2 according to another embodiment of the present invention can perform a drag reduction mode capable of reducing the occurrence of drag. 17 and 18 are hydraulic circuit diagrams showing a state in which the drag reduction mode is operated in the electromagnetic brake system 2 according to the embodiment of the present invention.

17 shows a first drag reduction mode, which is a process of operating the hydraulic pressure supply device 100 in a positive direction to transfer oil in the pressure chamber 111 to the reverberator 30. FIG. Here, the operation of operating the hydraulic pressure supply device 100 means to operate to supply hydraulic pressure.

In the first drag reduction mode, the first and fourth inlet valves 221a, 221d (221d, 221d) are opened so that the hydraulic pressure generated in the hydraulic pressure supply device 100 can be transmitted to the reservoir 30 through the first and second backup channels 251, And the first and second cut valves 261 and 262 are opened so that the hydraulic pressure passing through the first and fourth inlet valves 221a and 221d is not transmitted to the wheel cylinder 40, The valves 222a and 222d can be opened.

The figure shows a state in which the second and third inlet valves 221b and 221c and the first and second balance valves 241 and 242 are closed and the hydraulic pressure is applied to the wheel cylinders 40 ).

18 shows a second drag reduction mode, which is a process of operating the hydraulic pressure supply device 100 in reverse to deliver the oil of the wheel cylinder 40 into the pressure chamber 111. [ Here, the operation of reversing the hydraulic pressure supply device 100 means that it operates to release the hydraulic pressure or to form a negative pressure.

In the second drag reduction mode, the first to fourth inlet valves 221a, 221b, 221c and 221d and the first and second balance valves 241 and 242 are opened so that the hydraulic pressure of the wheel cylinder 40 is quickly supplied to the hydraulic pressure supply (100). ≪ / RTI > In this process, the drag of the wheel cylinder 40 can be reduced. Then, the first and second cut valves 261 and 262 and the first to fourth outlet valves 222a, 222b, 222c and 222d are closed to block the fluid pressure of the wheel cylinder 40 from flowing into the reservoir 30 .

Further, in the second drag reduction mode, the check valve 60 is closed to prevent the hydraulic pressure of the reservoir 30 from flowing into the hydraulic pressure supply device 100. That is, by closing the check valve 60 provided in the flow path connecting the pressure chamber 111 and the reservoir 30, the negative pressure of the hydraulic pressure supply device 100 can be used only for subtracting the hydraulic pressure of the wheel cylinder 40 So that the drag reduction effect can be increased.

The electromagnetic brake system 1 according to an embodiment of the present invention includes an inspection valve (not shown) installed in a flow path connecting the pressure chamber 111 and the reservoir 30 when pressure is suddenly released from the hydraulic pressure supply device 100 60 can be closed to prevent the oil of the reservoir 30 from flowing through the check valve 115 and generating residual pressure.

10: Brake pedal 11: Pedal displacement sensor
20: master cylinder 30: reservoir
40: Wheel cylinder 50: Simulation device
54: simulator valve 60: check valve
100: hydraulic pressure supply device 110: pressure supply unit
120: motor 130: power conversion section
200: Hydraulic control unit 201: First hydraulic circuit
202: second hydraulic circuit 211: first hydraulic oil
212: second hydraulic oil passage 221: inlet valve
222: outlet valve 231: first switching valve
232: second switching valve 233: release valve
241: first balance valve 242: second balance valve
251: first backup channel 252: second backup channel
261: first cut valve 262: second cut valve

Claims (13)

A master cylinder connected to a first reservoir for storing oil and discharging oil according to a pressure of the brake pedal;
A simulation device connected to the master cylinder and having a simulator valve provided in a flow path connecting a simulation chamber in which oil is received and a second reservoir in which oil is stored, to provide a reaction force according to the power of the brake pedal;
A hydraulic pressure supply device for generating a hydraulic pressure by a hydraulic piston operated by an electrical signal output corresponding to the displacement of the brake pedal; And
And a check valve provided in a flow path connecting the first reservoir and the master cylinder,
The simulator valve is arranged to open a flow path connecting the simulation chamber and the first reservoir in a normal mode and to close a flow path connecting the simulation chamber and the first reservoir in an abnormal mode,
Wherein the check valve opens the flow path connecting the first reservoir and the master cylinder in the braking mode and closes the flow path connecting the first reservoir and the master cylinder in the check mode. The method according to claim 1,
The hydraulic pressure supply device generates a hydraulic pressure by using a rotational force of a motor operated by an electrical signal output from the pedal displacement sensor,
A pedal displacement sensor for sensing a displacement of the brake pedal;
A hydraulic pressure control unit for transmitting hydraulic pressure discharged from the hydraulic pressure supply device to a wheel cylinder provided in each wheel; And
And an electronic control unit for controlling the motor and the valves based on the hydraulic pressure information and the displacement information of the brake pedal. 3. The method of claim 2,
A backup oil channel connecting the master cylinder and the oil pressure control unit, the backup oil channel joining the hydraulic oil channel connected to the hydraulic pressure supply unit,
Further comprising a cut valve provided between a confluence point of the backup channel where the master cylinder and the hydraulic oil path join together to control the flow of hydraulic pressure,
In the normal mode, the cut valve is closed so that a hydraulic pressure discharged from the hydraulic pressure supply device is transmitted to the wheel cylinder,
And in the abnormal mode, the cut valve is opened and a hydraulic pressure discharged from the master cylinder is transmitted to the wheel cylinder. The method of claim 3,
Further comprising a pressure sensor provided on the backup channel between the master cylinder and the simulation device. 5. The method of claim 4,
Wherein the pressure sensor is provided between the master cylinder of the backup passage and a flow path branched to the simulation device. 5. The method of claim 4,
Wherein the electronic control unit is configured to close the simulator valve and the check valve in the test mode and to measure the pressure in the pressure sensor after generating a hydraulic pressure in the hydraulic pressure supply device to determine whether the simulator valve is leaked or not, . The method according to claim 1,
Wherein the check valve is normally open and operates to close upon receipt of a closing signal. The method according to claim 1,
The hydraulic pressure supply device includes a hydraulic pressure supply chamber in which oil is supplied by a hydraulic pressure supply oil passage and is connected to the first reservoir to allow oil to flow from the first reservoir to the hydraulic pressure supply pressure chamber, And a check valve installed in the hydraulic pressure supply oil passage to prevent oil from flowing to the first reservoir. 9. The method of claim 8,
The hydraulic pressure supply oil passage is branched between the first reservoir and the master cylinder,
Wherein the check valve is provided between a point where the first reservoir and the hydraulic pressure supply oil passage are branched. A reservoir in which the oil is stored;
A master cylinder having first and second hydraulic ports formed therein and connected to the reservoir and having one or more pistons to discharge oil according to the pressure of the brake pedal;
A pedal displacement sensor for sensing a displacement of the brake pedal;
A first backup oil channel connecting the first hydraulic port and the wheel cylinder;
A second backup oil channel connecting the second hydraulic port and the wheel cylinder;
A first cut valve provided in the first backup passage to control the flow of oil;
A second cut valve provided in the second backup passage to control the flow of oil;
A simulator provided in a flow path branched from the first backup passage and provided with a simulation chamber in which oil is received and a simulator valve provided in a flow path connecting the reservoir and providing a reaction force according to the power of the brake pedal;
A hydraulic pressure supply device for generating a hydraulic pressure using a rotational force of a motor operated by an electrical signal output from the pedal displacement sensor;
An inspection valve provided in a flow path connecting the reservoir and the master cylinder;
A pressure sensor provided between the master cylinder and a flow path branched to the simulation apparatus;
A first hydraulic oil connected to the hydraulic pressure supply device and joined to the first backup hydraulic passage;
A second hydraulic oil connected to the hydraulic pressure supply device and joined to the second backup oil passage;
And a hydraulic circuit connected to the first and second hydraulic oil passages and transmitting the hydraulic pressure discharged from the hydraulic pressure supply device to wheel cylinders provided in the respective wheels, A control unit; And
And an electronic control unit for controlling the motor and the valves based on the hydraulic pressure information and the displacement information of the brake pedal,
Wherein the simulator valve is arranged to open a flow path connecting the simulation chamber and the reservoir in a normal mode and to close a flow path connecting the simulation chamber and the reservoir in an abnormal mode,
Wherein the check valve opens the flow path connecting the reservoir and the master cylinder in the braking mode and closes the flow path connecting the reservoir and the master cylinder in the check mode. 11. The method of claim 10,
The hydraulic control unit includes:
First to fourth inlet valves respectively provided on the upstream side of the wheel cylinders so as to control the hydraulic pressure flowing into the wheel cylinders provided in the respective wheels;
A first switching valve that controls connection between the hydraulic pressure supply device and the first and second inlet valves, and the hydraulic pressure supply device is provided in a flow path joining the first backup passage; And
Further comprising a second switching valve that controls connection between the hydraulic pressure supply device and the third and fourth inlet valves, and the hydraulic pressure supply device is provided in a flow path joining the second backup passage. 11. The method of claim 10,
The hydraulic control unit includes:
First to fourth inlet valves respectively provided on the upstream side of the wheel cylinders so as to control the hydraulic pressure flowing into the wheel cylinders provided in the respective wheels; And
A first balance valve for controlling the connection between the first inlet valve and the two wheel cylinders to which the second inlet valve is connected and a second balance valve for controlling the connection between the third inlet valve and the two wheel cylinders to which the fourth inlet valve is connected Further comprising a second balance valve. 11. The method of claim 10,
The electronic control unit opens the first cut valve and the check valve in the first drag reduction mode to cause the hydraulic pressure provided by the hydraulic pressure supply device to be transmitted to the reservoir and close the check valve in the second drag reduction mode And the hydraulic pressure of the wheel cylinder is transmitted to the hydraulic pressure supply device by the negative pressure provided by the hydraulic pressure supply device.

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