KR20170059041A

KR20170059041A - Electric brake system

Info

Publication number: KR20170059041A
Application number: KR1020150162409A
Authority: KR
Inventors: 김기영; 고원찬; 최성호; 임은성; 김현호; 김영식; 전인욱; 정병후; 류동요; 김용갑
Original assignee: 주식회사 만도
Priority date: 2015-11-19
Filing date: 2015-11-19
Publication date: 2017-05-30

Abstract

An electronic brake system is disclosed. According to an embodiment of the present invention, the electronic brake system comprises: a master cylinder; a pedal displacement sensor; a fluid pressure supply device; a first hydraulic flow path; a second hydraulic flow path; a first hydraulic circuit; a second hydraulic circuit; a first backup flow path; a second backup flow path; a first cut valve; a second cut valve; a simulator valve; and a simulation device providing reaction in accordance with a pedal effort of a brake pedal.

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 using an electrical signal corresponding to a displacement of a brake pedal.

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.

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

Embodiments of the present invention seek to provide an electronic braking system including a tandem hydraulic pressure supply device capable of balancing within a plurality of chambers.

It is also intended to provide an electronic brake system capable of checking the occurrence of leaks in the valve.

According to an aspect of the present invention, there is provided a hydraulic control apparatus comprising: a master cylinder, in which first and second hydraulic ports are formed, connected to a reservoir for storing oil and having one or more pistons to discharge oil according to an urging force of a brake pedal; A pedal displacement sensor for sensing a displacement of the brake pedal; A hydraulic control apparatus for a vehicle, comprising: a cylinder block; first and second pistons movably received in the cylinder block; and first and second pistons And a second pressure chamber provided on a front side of the second piston and connected to at least one wheel cylinder, wherein the first pressure chamber is connected to at least one wheel cylinder and the second pressure chamber is provided at a front side of the second pressure chamber; A first hydraulic oil communicating with the first pressure chamber; A second hydraulic oil communicating with the second pressure chamber; A first hydraulic circuit including first and second branch flow paths branched from the first hydraulic fluid path to be connected to two wheel cylinders, respectively; A second hydraulic circuit including third and fourth branch passages branched from the second hydraulic fluid passage to be connected to two wheel cylinders, respectively; A first backup fluid channel communicating the first hydraulic pressure port and the first pressure chamber; A second backup fluid channel communicating the second hydraulic pressure port and the second pressure chamber; 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; And a simulator valve provided in a flow path branched from the first backup channel and provided in a flow path connecting the simulation chamber in which the oil is received and the reservoir, and a simulation device for providing a reaction force according to the power of the brake pedal An electronic brake system may be provided.

A first inlet valve provided in the first branch passage for controlling the flow of oil; A second inlet valve provided in the second branch passage to control the flow of oil; A third inlet valve provided in the third branch passage for controlling the flow of oil; And a fourth inlet valve provided in the fourth branch passage for controlling the flow of the oil.

In addition, the first to fourth inlet valves may be provided as solenoid valves for controlling the flow of oil in both directions between the hydraulic pressure supply device and the wheel cylinder.

In addition, the first to fourth inlet valves may be a normally open type valve that is normally open and operates to close upon receipt of an open signal.

A first dump passage communicating with the first pressure chamber and connected to the reservoir; a second dump passage communicating with the second pressure chamber and connected to the reservoir; and a second dump passage provided in the first dump passage, A first dump valve provided in the second dump passage for controlling flow of the oil in the direction from the reservoir to the first pressure chamber while blocking the flow of oil in the opposite direction; The second dump valve may be provided with a check valve that controls the flow of the oil in the direction from the reservoir to the second pressure chamber while blocking the flow of oil in the opposite direction.

A first sealing member provided between the first piston and the cylinder block and sealed and provided in a pair so as to be spaced apart from each other in the longitudinal direction of the piston; and a second sealing member provided between the second piston and the cylinder block, A third dump passage communicating with the reservoir and communicating with the pair of first sealing members; a third dump passage provided in the third dump passage for controlling the flow of oil, wherein the pair of first And a third dump valve provided with a check valve that blocks the flow of oil in the opposite direction while allowing the flow of oil in the direction toward the space between the sealing members.

The third dump passage is provided with a bypass passage that connects the upstream side and the downstream side of the third dump valve to control the flow of the oil, and the flow direction of the oil in the both directions between the reservoir and the pair of first sealing members And a fourth dump valve provided as a solenoid valve for controlling the flow of the oil.

In addition, the fourth dump valve may be a normally closed type valve that is normally closed and operates to be opened when an open signal is received.

The hydraulic pressure supply device includes the cylinder block, the first piston movably received in the cylinder block and moving back and forth by the rotational force of the motor, and the cylinder block forming the first pressure chamber A second communication hole formed in the first pressure chamber and communicating with the first hydraulic oil path; a second piston moving forward and backward by a hydraulic pressure or a negative pressure provided in the first pressure chamber; and a second piston formed in the cylinder block forming the second pressure chamber And a second communication hole communicating with the second hydraulic oil path.

The embodiments of the present invention can provide the hydraulic pressure more quickly and control the pressure increase more precisely by providing a plurality of pistons of the hydraulic pressure supply device and configuring the valves in a tandem manner.

In addition, the backup channel directly connects the master cylinder and the hydraulic pressure providing unit, so that the arrangement of the backup channel can be facilitated.

Further, by including an inspection valve that can open and close the supply of fluid pressure between the reservoir and the master cylinder, it is possible to check whether leakage of the in-circuit valve has occurred.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a hydraulic circuit diagram showing a non-synchronized state of an electronic brake system according to an embodiment of the present invention; FIG.
2 is a view showing the structure of the hydraulic pressure providing unit.
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 braked.
4 is a hydraulic circuit diagram showing a state in which the electromagnetic brake system according to the embodiment of the present invention is normally released.
5 is a hydraulic circuit diagram showing a state in which the electromagnetic brake system according to the embodiment of the present invention is operated.
6 is a hydraulic circuit diagram showing a state in which an electronic brake system according to an embodiment of the present invention replenishes hydraulic pressure.
7 is a hydraulic circuit diagram showing a state in which the electromagnetic brake system according to the embodiment of the present invention operates abnormally.
8 is a hydraulic circuit diagram showing a state in which the electronic brake system according to the embodiment of the present invention is operated in the dump mode.
9 is a hydraulic circuit diagram showing a state in which the electronic brake system according to the embodiment of the present invention is operated in the inspection mode.

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 drawings is only one embodiment capable of providing an elastic force to the reaction force piston 52, and may include various embodiments capable of storing elastic force by shape deformation. 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 system for controlling the feeder 100 and the valves 54, 60, 221a, 221b, 221c, 221d, 222a, 222b, 222c, 222d, 234, 261, It may comprise a unit (ECU, not shown).

The hydraulic pressure supply device 100 includes a hydraulic pressure supply unit 110 for supplying oil pressure to the wheel cylinder 40, a motor 120 for generating a rotational force by an electrical signal of the pedal displacement sensor 11, And a power converting unit 130 that converts the rotational motion of the motor 120 into a rectilinear motion and transmits the rectilinear motion to the hydraulic pressure providing unit 110. Or the hydraulic pressure providing unit 110 may be operated not by the driving force supplied from the motor 120 but by the pressure provided by the high pressure accumulator.

2 is a view showing the structure of the hydraulic-pressure providing unit 110. Fig.

2, the hydraulic pressure providing unit 110 includes a cylinder block 111 in which pressure chambers 112 (112a and 112b) are stored to receive oil and a hydraulic piston 113 And a sealing member 115 (115a, 115b) provided between the hydraulic piston 113 and the cylinder block 111 to seal the pressure chamber 112. [

The hydraulic pressure providing unit 110 may be configured to include two or more pressure chambers to generate hydraulic pressure. For example, the hydraulic pressure providing unit 110 is configured to include two pressure chambers 112a and 112b, and the first pressure chamber 112a is provided with the first hydraulic piston 113a and the second pressure chamber 112b with The second hydraulic piston 113b is provided and the first hydraulic piston 113a can be connected to the drive shaft 133 of the power converting unit 130 to be described later.

The first pressure chamber 112a located forward (forward direction, leftward in the figure) of the first hydraulic piston 113a is connected to the rear end of the second hydraulic piston 113b, the front end of the first hydraulic piston 113a, And may be a space partitioned by the block 111. The second pressure chamber 112b positioned in front of the second hydraulic piston 113b may be a space defined by the front end of the second hydraulic piston 113a and the cylinder block 111. [

A first hydraulic pressure spring 114a is provided between the first hydraulic piston 113a and the second hydraulic piston 113b and between the second hydraulic piston 113b and the inner surface of the front side of the cylinder block 111, 2 hydraulic spring 114b may be provided.

The first hydraulic spring 114a and the second hydraulic spring 114b are respectively provided in the two pressure chambers 112a and 112b and the first hydraulic piston 113a and the second hydraulic piston 113b are compressed, Elastic force is stored in the spring 114a and the second hydraulic spring 114b. When the pushing force of the first hydraulic piston 113a becomes smaller than the elastic force, the first and second hydraulic pistons 113a and 113b are urged by the elastic force of the first hydraulic spring 114a and the second hydraulic spring 114b, You can push it back to its original state.

The sealing member 115 includes a first sealing member 115a provided between the first hydraulic piston 113a and the cylinder block 111 to be sealed and a second sealing member 115b provided between the second hydraulic piston 113b and the cylinder block 111, And a second sealing member 115b for sealing the second sealing member.

The first or second sealing member 115a or 115b can be continuously arranged with a pair of sealing members. For example, two ring-shaped sealing members may be continuously arranged in the longitudinal direction of the first or second hydraulic pistons 113a and 113b.

The sealing member 115 seals the pressure chamber 112 to prevent hydraulic pressure or negative pressure from leaking. For example, the hydraulic pressure or the negative pressure of the first pressure chamber 112a generated by the forward movement or the backward movement of the first hydraulic piston 113a is blocked by the first and second sealing members 115a and 115b, Can be transmitted to the first hydraulic oil path 211 without leaking to the outside of the cylinder block 111 and the cylinder block 112b. The hydraulic pressure or the negative pressure of the second pressure chamber 112b generated by the forward or backward movement of the second hydraulic piston 113b is blocked by the second sealing member 115b and is not leaked to the first pressure chamber 112a And can be transmitted to the second hydraulic oil path 212.

1, the first pressure chamber 112a includes a first communication hole 111a and a third communication hole 111c formed on the rear side (backward direction, right side of the drawing) of the cylinder block 111, The first hydraulic fluid passage 211 and the first backup fluid passage 251 and the first dump fluid passage 213 and the third dump fluid passage 215 through the fifth communication hole 111e and the seventh communication hole 111g, Lt; / RTI > The second pressure chamber 112b is communicated with the second communication hole 111b formed on the front side of the cylinder block 111 and the second communication hole 111b through the fourth communication hole 111d and the sixth communication hole 111f, The second backup channel 252, and the second dump channel 214. The second backup channel 252 and the second dump channel 214 are connected to each other.

The first hydraulic fluid path 211 connects the first pressure chamber 112a and the first hydraulic circuit 201 and the second hydraulic fluid path 212 connects the second pressure chamber 112b and the second hydraulic circuit 202 ). The first hydraulic fluid passage 212 connects the first pressure chamber 112a and the chamber located behind the master cylinder 20 and the second hydraulic fluid passage 212 connects the second pressure chamber 112b and the master cylinder 20. [ (20). The first dump passage 213 connects the first pressure chamber 112a and the reservoir 30 and the second dump passage 214 connects the second pressure chamber 112b and the reservoir 30. [

The pressure chambers are connected to the reservoir 30 by the dump channels 213, 214 and 215 and can receive and store oil from the reservoir 30 or transfer the oil in the pressure chamber to the reservoir 30. The dump passage includes a first dump passage 213 connecting the first pressure chamber 112a and the reservoir 30 and a second dump passage 213 connecting the second pressure chamber 112b and the reservoir 30, And a third dump passage 215 communicating between the pair of first sealing members 115a provided on the outer diameter of the first hydraulic piston 113a and connecting the reservoir 30 . Alternatively, the first dump passage 213 may be branched from the first hydraulic oil passage 211 and connected to the reservoir 30, and the second dump passage 214 may be connected to the second hydraulic oil passage 212 And can be branched and connected to the reservoir 30.

On the other hand, the one located in the front of the first sealing member 115a seals the third dump passage 215 and the first pressure chamber 112a, and the one located behind the first sealing member 115a, Thereby sealing the flow path 215 and the outside of the cylinder block 111.

The seventh communication hole 111g communicating with the third dump passage 215 may be located between the first sealing member 115a located at the front side and the first sealing member 115a located at the rear side. The oil introduced from the reservoir 30 through the third dump passage 215 can fill the space between the pair of first sealing members 115a.

The electronic brake system 1 according to the embodiment of the present invention may further include dump valves 231, 232 and 233 for controlling the opening and closing of the dump channels 213, 214 and 215. The dump valves 231, 232 and 233 may be provided as check valves capable of transmitting hydraulic pressure only in one direction and may allow hydraulic pressure transmitted from the reservoir 30 to the first or second pressure chambers 112a and 112b The hydraulic pressure transmitted from the first or second pressure chambers 112a and 112b to the reservoir 30 can be shut off.

The dump valve includes a first dump valve 231 provided in the first dump passage 213 for controlling the oil flow, a second dump valve 232 installed in the second dump passage 214 for controlling the oil flow, , And a third dump valve (233) provided in the third dump passage (215) to control the oil flow. The dump channels 213, 214, and 215 in which the dump valves 231, 232, and 233 are provided can be used to supplement the hydraulic pressure in the first or second pressure chambers 112a and 112b.

The third dump passage 215 may include a bypass passage and a fourth dump valve 234 for controlling oil flow between the first pressure chamber 112a and the reservoir 30 may be provided in the bypass passage Can be installed.

The fourth dump valve 234 may be provided as a solenoid valve capable of controlling bidirectional flow, and is opened in a normal state, and normally closed when the valve is closed upon receiving a closing signal from the electronic control unit type solenoid valve. And the fourth dump valve 234 can be operated to close when the first sealing member 115a located at the front is leaked.

Further, the hydraulic pressure providing unit 110 of the electronic brake system 1 according to the embodiment of the present invention can operate in a tandem manner. The hydraulic pressure generated in the first pressure chamber 112a while the first hydraulic piston 113a advances is transmitted to the first hydraulic circuit 201 and is transmitted to the left rear wheel LR and the right front wheel FR, The hydraulic pressure generated in the second pressure chamber 112b while the second hydraulic pressure piston 113b advances is transmitted to the second hydraulic circuit 202 so that the right rear wheel RR and the left front wheel RR The wheel cylinders 40 provided in the wheel cylinders FL and FL can be actuated.

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 valves (54, 60, 221a, 221b, 221c, 221d, 222a, 222b, 222c, 222d, 234, 261, and 262, respectively. 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 first hydraulic piston 113a through the power conversion unit 130 and causes the first hydraulic piston 113a and the second hydraulic piston 113b to move in the cylinder block 111, The hydraulic pressure generated by the sliding movement is transmitted to the wheel cylinders 40 provided on the respective wheels RR, RL, FR and FL via the first and second hydraulic oil passages 211 and 212. [

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. The drive shaft 133 is connected to the first hydraulic piston 113a to connect the first hydraulic piston 113a to the cylinder block 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 first hydraulic piston 113a connected to the drive shaft 133 moves forward to generate a hydraulic pressure in the pressure chamber.

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 first hydraulic piston 113a connected to the drive shaft 133 returns.

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 and the electronic control unit drives the motor 120 in one direction, Thereby rotating the shaft 131 in one direction. The rotational force of the warm shaft 131 is transmitted to the drive shaft 133 via the worm wheel 132 and the hydraulic pressure is generated in the first pressure chamber 112a while the first hydraulic piston 113a connected to the drive shaft 133 moves forward . The hydraulic pressure in the first pressure chamber 112a can generate the hydraulic pressure in the second pressure chamber 112b while moving the second hydraulic piston 113b forward.

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 generates a negative pressure in the first pressure chamber 112a while the first hydraulic piston 113a connected to the drive shaft 133 returns (moves backward). The negative pressure of the first pressure chamber 112a and the elastic force of the first and second hydraulic springs 114a and 114b cause the negative pressure to be generated in the second pressure chamber 112b while moving the second hydraulic piston 113b backward. have.

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.

Although not shown in the drawing, the power conversion unit 130 may be formed of 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 first hydraulic piston 113a is connected to the ball nut of the power converting unit 130 to press the pressure chamber by linear motion of the ball nut. 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.

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.

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 at the time of abnormal operation, , &Lt; / RTI > 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 and the second backup hydraulic passage 252 connects the second hydraulic pressure port 24b 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 first backup channel 251 may communicate with the first pressure chamber 112a and the second backup channel 252 may communicate with the second pressure chamber 112b. Specifically, the first backup channel 251 is communicated with the first pressure chamber 112a through the third communication hole 111c, and the second backup channel 252 is communicated with the second pressure chamber 112a through the fourth communication hole 111d. And communicates with the pressure chamber 112b.

Next, the hydraulic control unit 200 according to the 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 first hydraulic circuit 201 is connected to the first hydraulic oil path 211 and is supplied with hydraulic pressure from the hydraulic pressure supply device 100. The first hydraulic oil path 211 is connected to the right front wheel FR and the left rear wheel RL It branches to two connected channels. Similarly, the second hydraulic circuit 202 is connected to the second hydraulic oil path 212 to receive the hydraulic pressure from the hydraulic pressure supply device 100, and the second hydraulic oil path 212 is connected to the left front wheel FL and the right rear wheel RR ). &Lt; / RTI >

The hydraulic circuits 201 and 202 may have a plurality of inlet valves 221 (221a, 221b, 221c and 221d) to control the flow of hydraulic pressure. For example, the first hydraulic circuit 201 may be provided with two inlet valves 221a and 221b 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 221c and 221d which are connected to the second hydraulic fluid path 212 and control hydraulic pressures transmitted to the wheel cylinders 40, respectively.

The inlet valve 221 is disposed on the upstream side of the wheel cylinder 40 and is opened in a steady state. When the solenoid valve 221 receives a closing signal from the electronic control unit, a normally open type solenoid valve .

Further, the hydraulic control unit 200 may further include a plurality of outlet valves 222 (222a, 222b, 222c, 222d) connected to the reservoir 30 to improve the performance at the time of braking release. 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.

Further, the hydraulic control unit 200 can be connected to the backup channels 251 and 252. For example, the first hydraulic circuit 201 is connected to the first backup channel 251 through the first pressure chamber 112a to receive the hydraulic pressure from the master cylinder 20, and the second hydraulic circuit 202 2 pressure chamber 112b to be supplied with the hydraulic pressure from the master cylinder 20. [

Accordingly, when the first and second cut valves 261 and 262 are switched to the closed state and the plurality of inlet valves 221a, 221b, 221c and 221d are kept open, the hydraulic pressure supplied from the hydraulic pressure supply device 100 The first and second cut valves 261 and 262 are kept open and the plurality of inlet valves 221a and 221b can be supplied to the wheel cylinder 40 through the first and second hydraulic oil passages 211 and 212, 221b, 221c, and 221d are kept open, the hydraulic pressure provided by the master cylinder 20 can be supplied to the wheel cylinder 40 through the first and second backup oil channels 251 and 252. [

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.

The electromagnetic brake system 1 according to the embodiment of the present invention may further include an inspection valve 60 installed in the flow path 31 connecting the master cylinder 20 and the reservoir 30. The flow path 31 connecting the master cylinder 20 and the reservoir 30 has been described so as to correspond to the number of chambers in the master cylinder 20. [

Hereinafter, a plurality of flow paths 31 connecting the master cylinder 20 and the reservoir 30 are provided, and an inspection valve 60 is installed in any one of the flow paths. At this time, the other flow path in which the inspection valve 60 is not provided can be shut off by controlling the valves of the second cut valve 262 and the like.

Two flow paths may be connected in parallel in the flow path 31 connecting between the reservoir 30 and the chambers provided between the first piston 21a and the second piston 22a of the master cylinder 20. [ A check valve (32) may be installed in one of the two flow paths connected in parallel, and an inspection valve (60) may be installed in the other flow path.

The check valve 32 is provided to block hydraulic pressure transmission from the master cylinder 20 to the reservoir 30 while allowing hydraulic pressure transfer from the reservoir 30 to the master cylinder 20. [ And the check valve 60 can control to allow or block hydraulic pressure transmitted between the reservoir 30 and the master cylinder 20. [

Therefore, when the check valve 60 is opened, the hydraulic pressure of the reservoir 30 can be transmitted to the master cylinder 20 through the flow path provided with the check valve 32 and the flow path 61 provided with the check valve 60 And the hydraulic pressure of the master cylinder 20 can be transferred to the reservoir 30 through the flow path in which the check valve 32 is installed and the flow path 61 in which the check valve 60 is installed. When the check valve 60 is closed, the hydraulic pressure of the reservoir 30 can be transferred to the master cylinder 20 through the passage where the check valve 32 is installed, Can not be transmitted to the reservoir (30).

The electronic brake system 1 according to the embodiment of the present invention permits transfer of hydraulic fluid in both directions between the reservoir 30 and the master cylinder 20 at normal times while allowing the hydraulic fluid to flow from the reservoir 30 to the master cylinder 20 20, but can prevent the transfer of fluid pressure from the master cylinder 20 to the reservoir 30.

Therefore, the check valve 60 may be provided as a normally open type solenoid valve that is normally open and operates to close the valve when an open signal is received.

In one example, the check valve 60 is kept open in the braking mode, allowing fluid pressure to be transmitted in both directions between the reservoir 30 and the master cylinder 20. And the inspection valve 60 is kept closed in the inspection mode so that the hydraulic pressure of the master cylinder 20 can be prevented from being transmitted to the reservoir 30. [

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 circuit balance valve 250, 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 1 according to the embodiment of the present invention provides the hydraulic pressure only to the first backup passage 251 to which the simulation apparatus 50 is connected among the first and second backup passages 251 and 252 in the inspection mode . 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 is switched to the closed state in the inspection mode .

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.

At this time, when the hydraulic pressure discharged from the hydraulic pressure supply device 100 is supplied to the wheel cylinder 40 in the test mode, the braking force unintended by the driver is generated. In this case, even if the driver depresses an accelerator (not shown), the driver may not be accelerated by the braking force already provided. In order to prevent this, 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.

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

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 braked and operated.

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 through the regenerative braking amount controller PS12 and the size of the frictional braking amount is calculated according to the difference between the demand braking amount and the regenerating braking amount of the driver.

3, when the driver depresses the brake pedal 10 at the beginning of braking, the motor 120 is operated to rotate in one direction, and the rotational force of the motor 120 is transmitted to the hydraulic pressure supply unit 130 by the power transmission unit 130. [ The hydraulic pressure is supplied to the first pressure chamber 112a and the second pressure chamber 112b while the first hydraulic piston 113a and the second hydraulic piston 113b of the hydraulic pressure providing unit 110 move forward . The hydraulic pressure discharged from the hydraulic pressure providing unit 110 is transmitted to the wheel cylinders 40 provided on the four wheels through the first hydraulic circuit 201 and the second hydraulic circuit 202 to generate the braking force.

Specifically, the hydraulic pressure provided in the first pressure chamber 112a is transmitted through the first hydraulic oil passage 211 connected to the first communication hole 111a to the right front wheel FR and the left rear wheel RL, (40). At this time, the first inlet valve 221a and the second inlet valve 221b, which control the opening and closing of the two flow paths branched from the first hydraulic oil path 211, are kept open. The first and second outlet valves 222a and 222b provided in the flow paths branched respectively from the two hydraulic fluid flow paths branched from the first hydraulic fluid path 211 are maintained in a closed state so that the fluid pressure leaks to the reservoir 30 Stop.

The hydraulic pressure provided in the second pressure chamber 112b is transmitted through the second hydraulic oil passage 212 connected to the second communication hole 111b to the wheel cylinders provided in the right rear wheel RR and the left front wheel FL 40). At this time, the third inlet valve 221c and the fourth inlet valve 221d, which control the opening and closing of the two flow paths branched from the second hydraulic fluid path 212, are kept open. The third and fourth outlet valves 222c and 222d provided in the flow paths branched respectively from the two hydraulic fluid paths branched by the second hydraulic fluid path 212 are kept closed to leak hydraulic pressure to the reservoir 30 Stop.

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 generate hydraulic pressure in the hydraulic pressure supply device 100, 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. Likewise, the first and second cut valves 261 and 262 are closed so that the hydraulic pressure generated in the hydraulic pressure supply device 100 is not transmitted to the master cylinder 20.

The pressure generated in response to the pressing force of the brake pedal 10 in accordance with the pressure of the master cylinder 20 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. 4 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.

4, 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 are rotated in the opposite direction to rotate the first hydraulic piston 113a and the second hydraulic piston 113b back to their original positions, The pressure of the first pressure chamber 112a and the pressure of the second pressure chamber 112b are released or a negative pressure is generated. The hydraulic pressure providing unit 110 receives the hydraulic pressure discharged from the wheel cylinder 40 through the first and second hydraulic circuits 201 and 202 and transfers the hydraulic pressure discharged from the wheel cylinder 40 to the first pressure chamber 112a and the second pressure chamber 112b .

Specifically, the negative pressure formed in the first pressure chamber 112a is transmitted to the right front wheel FR and the left rear wheel RL via the first hydraulic oil path 211 connected to the first communication hole 111a. (40) to release the braking force. At this time, the first inlet valve 221a and the second inlet valve 221b, which control the opening and closing of the two flow paths branched from the first hydraulic oil path 211, are kept open. In addition, the first and second outlet valves 222a and 222b installed in the flow paths branched respectively from the two flow paths branched by the first hydraulic fluid path 211 are kept closed.

The negative pressure provided in the second pressure chamber 112b is transmitted through the second hydraulic oil passage 212 connected to the second communication hole 111b to the wheel cylinders (not shown) provided on the right rear wheel RR and the left front wheel FL 40 to release the braking force. At this time, the third inlet valve 221c and the fourth inlet valve 221d, which control the opening and closing of the two flow paths branched from the second hydraulic fluid path 212, are kept open. In addition, the third and fourth outlet valves 222c and 222d, which are provided in the flow paths branched respectively from the two flow paths branched by the second hydraulic fluid path 212, are kept closed.

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 generate negative pressure when the hydraulic pressure supply device 100 generates negative pressure. The second cut valves 261 and 262 are closed so that the negative pressure generated in the master cylinder 20 is not transmitted to the wheel cylinder 40. Similarly, the first and second cut valves 261 and 262 are closed so that the negative pressure generated in the hydraulic pressure supply device 100 is not leaked to the master cylinder 20.

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 electromagnetic brake system 1 according to the embodiment of the present invention is configured to control the hydraulic pressure in accordance with the required pressure of the wheel cylinder 40 provided in each of the wheels RR, RL, FR, FL of the two hydraulic circuits 201, The control range can be specified and controlled by controlling the valves 221a, 221b, 221c, 221d, 222a, 222b, 222c, 222d, 234, 261, and 262 provided in the control unit 200. [

5 is a hydraulic circuit diagram showing a state in which the electromagnetic brake system 1 according to the embodiment of the present invention is operated. 5 shows a case where only the wheel cylinder 40 is to be braked during the ABS operation.

When the motor 120 is operated according to the urging force of the brake pedal 10, the rotational force of the motor 120 is transmitted to the hydraulic pressure providing unit 110 through the power transmitting portion 130, thereby generating hydraulic pressure. 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.

5, the hydraulic pressure is generated in the first pressure chamber 112a and the second pressure chamber 112b while the first hydraulic piston 113a and the second hydraulic piston 113b move forward, and the fourth inlet valve 221d are opened and the hydraulic pressure transmitted through the second hydraulic fluid passage 212 is applied to the wheel cylinders 40 located on the right rear wheel RR to generate the braking force.

At this time, the first to third inlet valves 221a, 221b and 221c are switched to the closed state and the first to fourth outlet valves 222a, 222b, 222c and 222d are kept closed. The first and second cut valves 261 and 262 are switched to the closed state to prevent the hydraulic pressure generated in the hydraulic pressure providing unit 110 from leaking to the master cylinder 20. [

6 is a hydraulic circuit diagram showing a state in which the electronic brake system 1 according to the embodiment of the present invention replenishes the hydraulic pressure.

The pressure of the hydraulic fluid in the pressure chamber 112 is lowered in the process of being transmitted to the wheel cylinder 40. If a situation requiring a strong braking force occurs in this state, there is a risk that the braking force intended by the driver is not transmitted to the wheel cylinder 40 as it is. Therefore, a supplementary mode for maintaining the hydraulic pressure of the pressure chamber 112 at a constant level is required.

Referring to Fig. 6, the replenishment mode operates in a state in which no braking is performed. For example, the replenishment mode may be operated when braking is not performed for a predetermined period of time.

The first to fourth inlet valves 221a, 221b, 221c and 221d and the first and second cut valves 261 and 262 are switched to the closed state and the first to fourth outlet valves 222a and 222b , 222c, and 222d remain closed.

In this state, the motor 120 is operated in the opposite direction to return the first hydraulic piston 113a and the second hydraulic piston 113b. As a result, a negative pressure is formed in the first pressure chamber 112a and the second pressure chamber 112b, and oil flows from the reservoir 30 through the first and second dump channels 213 and 214, And replenished to the second pressure chambers 112a and 112b.

Next, the case where the above-described electronic brake system 1 does not operate normally will be described. 7 is a hydraulic circuit diagram showing a state in which the electronic brake system 1 according to the embodiment of the present invention operates abnormally.

Referring to FIG. 7, when the electronic brake system 1 is not operating normally, the valves 54, 60, 221a, 221b, 221c, 221d, 222a, 222b, 222c, 222d, 234, 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. At the same time, the first piston 21a contacting the input rod 12 advances, The second piston 22a also advances by the pressure or movement of the 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 supplied to the first and second backup oil channels 251 and 252 and the first and second pressure chambers 112a and 112b and the first and second hydraulic oil paths 211 and 212 And then transmitted to the wheel cylinder 40 to implement the braking force.

At this time, the first and second cut valves 261 and 262 and the first to fourth inlet valves 221a, 221b, 221c and 221d provided on the first and second backup channels 251 and 252 are normally open solenoid valves The fourth dump valve 234 and the first to fourth outlet valves 222a, 222b, 222c and 222d are normally constituted by the closed solenoid valves, Wheel cylinder 40 as shown in Fig. Therefore, stable braking can be performed and the braking stability can be improved.

Since the simulator check valve 55 and the first to third dump valves 231, 232 and 233 allow only the oil flow from the reservoir 30, the hydraulic pressure discharged from the master cylinder 20 It does not leak.

8 is a hydraulic circuit diagram showing a state in which the electronic brake system 1 according to the embodiment of the present invention is operated in the dump mode.

The electromagnetic brake system 1 according to the 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.

8, the first inlet valve 221a is switched to the closed state, the first to third outlet valves 222a, 222b and 222c are kept closed, and the fourth outlet valve 222d is opened The hydraulic pressure discharged from the wheel cylinder 40 provided on the right rear wheel RR is discharged to the reservoir 30 through the fourth outlet valve 222d.

In this way, the valves 221a, 221b, 221c, 221d, 222a, 222b, 222c, 222d, 241, 242, 250 of the hydraulic control unit 200 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.

On the other hand, when the electronic brake system 1 is operating abnormally, the valves 54, 60, 221a, 221b, 221c, 221d, 222a, 222b, 222c, 222d, 234, 261, 262 provided on the first and second backup oil passages 251, 252 and the first and second cut valves 261, 262 provided on the upstream side of the respective wheels RR, RL, FR, FL The inlet valve 221 is opened and the hydraulic pressure is directly transmitted to the wheel cylinder 40. [

The simulator valve 54 is closed so that the hydraulic pressure transmitted to the wheel cylinder 40 through the first backup oil passage 251 is prevented from leaking to the reservoir 30 through the simulation device 50.

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.

However, when a leak occurs in the simulator valve 54, 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.

9 is a hydraulic circuit diagram showing a state in which the electronic brake system 1 according to the embodiment of the present invention is operated in the inspection mode.

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 fourth dump valve 234 and the outlet valve 222, 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, 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.

9, the inspection mode is a mode in which the valves 54, 60, 221a, 221b, 221c, 221d, 222a, 222b, 222c, 222d, 234, 261, 262 provided in the electromagnetic brake system 1 of the present invention, The first cut valve 261 can be switched to the opened state and the hydraulic pressure generated in the first pressure chamber 112a can be transmitted to the master cylinder 20. [

In the inspection mode, the electronic control unit analyzes the signal transmitted from the back-flow passage pressure sensor PS2 that measures the oil pressure of the master cylinder 20 after generating the hydraulic pressure in the hydraulic pressure supply device 100, It is possible to detect a state in which leakage occurs.

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.

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: hydraulic 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 dump valve
232: second dump valve 233: third dump valve
234: Fourth dump valve 251: First backup channel
252: second backup passage 261: first cut valve
262: second cut valve

Claims

A master cylinder having first and second hydraulic ports formed therein and connected to a reservoir for storing oil and having one or more pistons to discharge the oil according to the pressure of the brake pedal;
A pedal displacement sensor for sensing a displacement of the brake pedal;
A hydraulic control apparatus for a vehicle, comprising: a cylinder block; first and second pistons movably received in the cylinder block; and first and second pistons And a second pressure chamber provided on a front side of the second piston and connected to at least one wheel cylinder, wherein the first pressure chamber is connected to at least one wheel cylinder and the second pressure chamber is provided at a front side of the second pressure chamber;
A first hydraulic oil communicating with the first pressure chamber;
A second hydraulic oil communicating with the second pressure chamber;
A first hydraulic circuit including first and second branch flow paths branched from the first hydraulic fluid path to be connected to two wheel cylinders, respectively;
A second hydraulic circuit including third and fourth branch passages branched from the second hydraulic fluid passage to be connected to two wheel cylinders, respectively;
A first backup fluid channel communicating the first hydraulic pressure port and the first pressure chamber;
A second backup fluid channel communicating the second hydraulic pressure port and the second pressure chamber;
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; And
And a simulator device provided in a flow path branched from the first backup channel 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 Electronic brake system.

The method according to claim 1,
A first inlet valve provided in the first branch passage to control the flow of oil;
A second inlet valve provided in the second branch passage to control the flow of oil;
A third inlet valve provided in the third branch passage for controlling the flow of oil; And
And a fourth inlet valve provided in the fourth branch passage for controlling the flow of oil.

3. The method of claim 2,
Wherein the first to fourth inlet valves are provided as solenoid valves for controlling the flow of oil in both directions between the hydraulic pressure supply device and the wheel cylinder.

The method of claim 3,
Wherein the first to fourth inlet valves are normally open and operate to close upon receipt of a closing signal.

The method according to claim 1,
A first dump passage communicating with the first pressure chamber and connected to the reservoir,
A second dump passage communicating with the second pressure chamber and connected to the reservoir,
The first dump passage being provided in the first dump passage to control the flow of the oil while allowing the flow of oil in the direction from the reservoir to the first pressure chamber while blocking the flow of oil in the opposite direction, A valve,
And a second dump provided in the second dump passage to control the flow of the oil while allowing the flow of oil in the direction from the reservoir to the second pressure chamber while blocking the flow of oil in the opposite direction, Further comprising a valve.

6. The method of claim 5,
A first sealing member provided between the first piston and the cylinder block and sealed in a pair and spaced apart from each other in the longitudinal direction of the piston,
A second sealing member provided between the second piston and the cylinder block to seal the second sealing member,
A third dump passage communicating with the pair of first sealing members and connected to the reservoir,
And a check valve provided in the third dump passage for controlling the flow of the oil but blocking the flow of the oil in the opposite direction while permitting the flow of oil in the direction from the reservoir to the space between the pair of first sealing members Further comprising a third dump valve.

The method according to claim 6,
A third dump valve that is provided in a bypass passage that connects the upstream side and the downstream side of the third dump valve to control the flow of the oil, wherein the flow of oil in both directions between the reservoir and the pair of first sealing members Further comprising a fourth dump valve provided as a solenoid valve for controlling the flow of the fluid.

8. The method of claim 7,
Wherein the fourth dump valve is a normally closed type valve that is normally closed and operates to open upon receipt of an open signal.

The method according to claim 1,
The hydraulic pressure supply device includes:
The cylinder block,
The first piston being movably received in the cylinder block and moving back and forth by the rotational force of the motor,
A first communication hole formed in the cylinder block forming the first pressure chamber and communicating with the first hydraulic oil path,
A second piston moving back and forth by a hydraulic pressure or a negative pressure provided in the first pressure chamber,
And a second communication hole formed in the cylinder block forming the second pressure chamber and communicating with the second hydraulic oil path.