KR20180094494A - Electronic brake system and control method thereof - Google Patents

Abstract

Disclosed are an electronic brake system and a control method thereof, capable of realizing current pedal feel of a brake pedal when a driver steps on the brake pedal to improve reliability of a vehicle. The electronic brake system according to an embodiment of the present invention includes; a master cylinder connected to a reservoir storing oil, including a master chamber and a master piston provided at the master chamber, and configured to discharge the oil according to pedal effort of a brake pedal; a sensing unit configured to measure a displacement of the brake pedal; a pedal simulator configured to provide a reaction force according to pedal effort of the brake pedal and including a simulator chamber connected to the master cylinder to accommodate the oil; a hydraulic actuator provided between the master cylinder and a wheel cylinder and configured to control a hydraulic pressure flow delivered to the wheel cylinder; a first hydraulic pressure supply device operated by an electrical signal which is output by corresponding to the displacement of the brake pedal, and configured to supply a hydraulic pressure to the hydraulic actuator; and a second hydraulic pressure supply device provided between the reservoir and the master cylinder and configured to provide a vibration pedal feel to the brake pedal.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to an electronic brake system,

The present invention relates to an electronic brake system and a control method thereof.

Conventionally, conventional braking systems are applied with electronic braking system to perform braking efficiently and stably.

At this time, the conventional electronic brake system is divided into a portion for generating the driver's reaction force and a portion for forming the braking force on the wheel.

However, the conventional electronic brake system has limitations in realizing the pedal feeling of the current brake pedal at the time of braking.

For example, the conventional vehicle includes an anti-lock brake system (ABS) that prevents the slippage of the wheel when braking the electronic brake system, a brake traction control system (BTCS), and an electronic stability control system (ESC) that stably maintains the running state of the vehicle by controlling brake hydraulic pressure by combining anti-lock brake system and traction control There has been a limitation in effectively generating a sense of pedal having vibration feeling corresponding to at least one of ABS, BTCS and ESC at the time of control.

SUMMARY OF THE INVENTION An embodiment of the present invention is to provide an electronic brake system and a control method thereof that can improve the reliability of a vehicle by providing an actual feeling of a pedal of the brake pedal when the driver depresses the brake pedal.

In addition, the embodiment of the present invention is intended to provide an electronic brake system and a control method thereof capable of suppressing an anxiety of braking sensed by a driver.

According to an aspect of the present invention, there is provided a master cylinder comprising: a master cylinder connected to a reservoir for storing oil and having a master chamber and a master piston provided in the master chamber to discharge oil according to the pressure of the brake pedal; A sensing unit for measuring a displacement of the brake pedal; A pedal simulator for providing a reaction force in response to the power of the brake pedal, the pedal simulator being connected to the master cylinder and having a simulator chamber in which oil is received; A hydraulic actuator provided between the master cylinder and the wheel cylinder for controlling a flow of hydraulic pressure transmitted to the wheel cylinder; A first hydraulic pressure supply device which is operated by an electrical signal outputted in response to displacement of the brake pedal to supply hydraulic pressure to the hydraulic actuator; And a second hydraulic pressure supply device provided between the reservoir and the master cylinder to provide a vibration pedal feeling to the brake pedal.

The master cylinder includes a first master piston directly pressurized by the brake pedal, a first master chamber in which the first master piston is accommodated, a second master piston indirectly urged by the first master piston, And a second master chamber in which the second master piston is accommodated, and the second fluid pressure supply device may provide an electromagnetic brake system provided in a flow path connecting the second master chamber and the reservoir.

The second hydraulic pressure supply device may provide an electronic brake system that operates at least one of an ABS (Anti Blocking System), a BTCS (Brake Traction Control System), and an ESC (Electronic Stability Control).

And an electromagnetic brake system that transmits a hydraulic pressure pulsation to the second master chamber when the second hydraulic pressure supply device is driven to provide a vibration pedal feeling to the brake pedal.

The second hydraulic pressure supply device includes a pump unit provided in a reservoir passage between the reservoir and the master cylinder and an electronic brake system including a bidirectional electromagnetic control valve provided in a first bypass passage arranged in parallel to the reservoir passage .

The second hydraulic pressure supply apparatus may further include a check valve provided in a second bypass passage arranged in parallel with the first bypass passage.

The check valve may provide an electronic brake system that is a one-way valve that allows flow from the reservoir to the master cylinder.

The pump unit may provide an electromagnetic brake system that is a piston pump that moves back and forth by an eccentric rotation shaft.

And an electronic brake system for opening the bidirectional electronic control valve when the pump unit is driven.

The sensing unit may provide an electronic brake system provided in at least one of the brake pedal and the master cylinder.

According to another aspect of the present invention, there is provided a method of controlling an electronic brake system according to claim 1, wherein when a driver presses the brake pedal, the hydraulic pressure of the master cylinder is guided to the pedal simulator to generate a pedal feeling, The hydraulic pressure supply device is driven to supply a hydraulic pressure to the hydraulic actuator by an electrical signal outputted in response to the displacement of the brake pedal to judge whether or not the brake pedal is required to be vibrated, It is possible to provide a control method of an electronic brake system for driving the second hydraulic pressure supply device

And a control method of the electronic brake system, which is a braking operation of at least one of an ABS (Anti Blocking System), a BTCS (Brake Traction Control System) and an ESC (Electronic Stability Control) when the brake pedal is required to be vibrated.

Wherein the second hydraulic pressure supply device includes a pump unit provided in a reservoir passage between the reservoir and the master cylinder and a bidirectional electromagnetic control valve provided in a first bypass passage arranged in parallel to the reservoir passage, The driving of the hydraulic pressure supply device may provide a control method of an electronic brake system that drives the pump unit and opens the bidirectional electronic control valve.

The electronic brake system and the control method thereof according to the embodiment of the present invention can improve the reliability of the vehicle by providing a feeling of a realistic brake pedal pedal when the driver depresses the brake pedal.

In addition, the electronic brake system and the control method thereof according to the embodiment of the present invention can suppress the anxiety of braking sensed by the driver.

Also, the electronic brake system according to the embodiment of the present invention performs at least one braking operation between an ABS (Anti-Blocking System), a BTCS (Brake Traction Control System) and an ESC (Electronic Stability Control) It is possible to simulate the actual pedal feel by transmitting the vibration to the brake pedal.

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 block diagram of an electronic brake system in accordance with an embodiment of the present invention.
3 is a graph illustrating the filling of a brake pedal when driving a second hydraulic pressure supply device of an electronic brake system according to an embodiment of the present invention.
4 is a flowchart illustrating a control method of an electronic brake system according to another embodiment of the present invention.
5 is a flowchart illustrating a method of controlling an electronic brake system according to another embodiment of the present invention.
6 is a flowchart illustrating a method of controlling an electronic brake system according to another 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 an unconstrained state of an electronic brake system 1 according to an embodiment, FIG. 2 is a block diagram of an electronic brake system according to an embodiment of the present invention, Fig. 5 is a graph showing the filling of the brake pedal when the second hydraulic pressure supply device of the electromagnetic brake system according to the embodiment of the present invention is operated.

1 and 2, the electronic brake system 1 includes a master cylinder 20 for generating hydraulic pressure, a reservoir 30 coupled to the master cylinder 20 for storing oil, An input rod 12 which pressurizes the master cylinder 20 in response to a pressing force 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 a displacement of the brake pedal 10 and a simulation device 50 for providing a reaction force in response to the pedal force of the brake pedal 10, A first hydraulic pressure supply device 70 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 hydraulic actuator 80 including a plurality of hydraulic cylinders 81 and 82 and a hydraulic actuator 80 provided between the reservoir 30 and the master cylinder 20 A second hydraulic pressure supply device 100 for providing a sense of a vibrating pedal to the brake pedal 10 and a second hydraulic pressure supply device 100 for providing a vibration pedal feeling to the brake pedal 10, A hydraulic pressure control unit 80, a second hydraulic pressure supply device 100, and a first electronic air unit (ECU) 90 for controlling valves and the like.

The pedal displacement sensor 11 may sense the displacement of the brake pedal 10 directly or may measure the displacement of the brake pedal 10 by detecting the movement distance of the piston 21a to be described later of the master cylinder 20. [

The master cylinder 20 may be configured to include at least one chamber to generate hydraulic pressure. For example, the master cylinder 20 may include a first master chamber 20a and a second master chamber 20b.

The first master chamber 20a is provided with a first piston 21a connected to the input rod 12 and the second master chamber 20b is provided with a second piston 22a. The first master chamber 20a communicates with the first hydraulic port 24a and the oil flows in and out. The second master chamber 20b communicates with the second hydraulic port 24b to allow the oil to flow in and out. For example, the first hydraulic port 24a may be connected to the first backup channel 251, and the second hydraulic port 24b may be coupled to the second backup channel 252.

On the other hand, the master cylinder 20 has two master chambers 20a and 20b to ensure safety in case of failure. The master chamber 20a of one of the two master chambers 20a and 20b is connected to the right front wheel FR and the left rear wheel RL of the vehicle through the first backup channel 251, The chamber 20b may be connected to the left front wheel FL and the right rear wheel RR through the second backup oil passage 252. [ In this way, by independently configuring the two master chambers 20a and 20b, it is possible to braking the vehicle even if one of the master chambers fails.

Or one of the two master chambers may be connected to the two front wheels FR and FL and the other master chamber may be connected to the two rear wheels RR and RL, The chamber may be connected to each of the four wheel cylinders.

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 piston 21b may be received in the first master chamber 20a and the second piston 22b may be received in the second master chamber 20b.

The first spring 21b and the second spring 22b are compressed by the first piston 21a and the second piston 22a which move as the stroke of the brake pedal 10 changes. When the pushing force of the first piston 21a becomes smaller than the elastic force, the first and second pistons 21a and 22a are pushed back by using the restoring elastic force stored in the first spring 21b and the second spring 22b, .

The input rod 12 for pressing the first piston 21a of the master cylinder 20 can be brought into close contact with the first piston 21a. The 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 reservoir 30 may comprise three reservoir chambers 31, 32, 33. In one example, the three reservoir chambers 31, 32, 33 may be arranged side by side in a row.

Adjacent reservoir chambers 31, 32, 33 may be separated by a partition wall. For example, the first reservoir chamber 31 and the second reservoir chamber 33 may be divided into first partition walls, and the second reservoir chamber 33 and the third reservoir chamber 31 may be divided into second partition walls have.

The first and third reservoir chambers 31, 32, and 33 may communicate with each other. Accordingly, the pressures of the first to third reservoir chambers 31, 32, and 33 may be equal to each other. In one example, the pressures of the first to third reservoir chambers 31, 32, and 33 may be equal to atmospheric pressure.

The first master chamber 20a is connected to the first reservoir chamber 31 through the first reservoir flow path 61 and the second master chamber 20b is connected to the second reservoir chamber 31 via the second reservoir flow path 62. [ May be connected to the chamber (32).

The master cylinder 20 may include two sealing members disposed on the front and rear sides of the first reservoir passage 61 and two sealing members disposed on the front and rear sides of the second reservoir passage 62. [ The sealing member may be in the shape of a ring protruding from the inner wall of the master cylinder 20 or the outer peripheral surface of the pistons 21a and 22a.

The flow of the oil flowing into the reservoir 30 from the first master chamber 20a while allowing the flow of oil flowing from the reservoir 30 to the first master chamber 20a is allowed to flow into the first reservoir passage 61, A check valve 67 may be provided. The check valve 67 may be provided to allow only one directional fluid flow.

The front and rear of the check valve 67 of the first reservoir flow path 61 may be connected by a bypass flow path 66. A check valve 60 may be provided in the bypass flow path 66.

The check valve 60 may be provided as a bidirectional electronic control valve for controlling the flow of oil between the reservoir 30 and the master cylinder 20. The check valve 60 may be a normally open type solenoid valve that is normally open and operates to close the valve when receiving a close signal from the first electronic air unit 90.

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 front end of the simulation chamber 51. The simulator valve 54 is a pedal simulator.

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 first backup channel 251 and the simulation chamber 51. The front end of the simulation chamber 51 may be connected to the master cylinder 20 via the simulator valve 54 and the first backup flow path 251 and the rear end of the simulation chamber 51 may be connected to the reservoir 30.

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 oil in the first master chamber 20a to the simulation chamber 51. [

A simulator check valve 55 may be provided between the first master chamber 20a and the pedal simulator 50 so as to be connected in parallel with the simulator valve 54. The simulator check valve 55 allows the oil in the simulation chamber 51 to flow into the first master chamber 20a while the oil in the first master chamber 20a is simulated through the flow path in which the check valve 55 is installed. It is possible to shut off the flow to the chamber 51. Therefore, a quick return of the pedal simulator pressure can be ensured because the oil in the simulation chamber 51 can escape through the simulator check valve 55 when the brake pedal 10 is released.

The operation of the pedal simulation apparatus 50 will now be described. When the driver applies pressure to the brake pedal 10, the oil introduced through the open simulator valve 54 is supplied to the reaction force piston 52 of the pedal simulator 50, And the oil in the simulation chamber 51 pushing the reaction force piston 52 while compressing the reaction force spring 53 is transmitted to the reservoir 30. In this process, the driver is provided with a pedal feel.

On the contrary, when the driver releases his or her foot to the brake pedal 10, the reaction force piston 52 whose pressure has been released returns to its original position by the elastic force of the reaction force spring 53, The oil can be filled into the simulation chamber 51 while being introduced into the simulation chamber 51. The oil filled in the front end of the reaction force piston 52 in the simulation chamber 51 is returned to the master cylinder 20 through the flow path in which the simulator valve 54 is installed and the check valve 55 is installed .

As described above, since the inside of the simulation chamber 51 is always filled with oil in the braking state and the releasing state, the friction of the reaction force piston 52 is minimized during the operation of the simulation apparatus 50, so that the durability of the simulation apparatus 50 As well as the inflow of foreign matter from the outside can be blocked.

The first hydraulic pressure supply device 70 provides the oil pressure delivered to the wheel cylinder 40. The first hydraulic pressure supply device 70 may be variously provided. For example, a piston (not shown) driven by the driving force of a motor (not shown) may push the oil in the chamber and transmit the hydraulic pressure to the wheel cylinder 40. Alternatively, the first hydraulic pressure supply device 70 may be provided with a motor-driven pump or a high-pressure accumulator.

More specifically, when the driver presses the brake pedal 10, an electric signal is transmitted from the pedal displacement sensor 11 as the displacement of the brake pedal 10 changes, and the motor operates by this signal. Between the motor and the piston, a power converting unit for converting a rotational motion of the motor into a linear motion may be provided. The power converting unit may include a worm, a worm gear, and / or a rack and pinion gear, a ball screw mechanism, and the like.

The hydraulic actuator 80 may include a first hydraulic circuit 81 and a second hydraulic circuit 82, each of which receives hydraulic pressure and controls two wheels, respectively. For example, the first hydraulic circuit 81 controls the right front wheel FR and the left rear wheel RL, and the second hydraulic circuit 82 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 cut-off valve 261 for controlling the flow of the hydraulic pressure is provided in the first backup hydraulic line 251 connecting the first hydraulic port 24a and the first hydraulic circuit 81. The second hydraulic port 24b, And a second cut-off valve 262 for controlling the flow of the hydraulic pressure is provided in the second backup hydraulic line 252 connecting the second hydraulic circuit 82 to the second hydraulic line.

The hydraulic actuator 80 includes an inlet valve (not shown) provided at the front end of each wheel cylinder 40 to control the hydraulic pressure, an outlet valve (not shown) connected between the inlet valve and the wheel cylinder 40 and connected to the reservoir 30, (Not shown).

The reservoir 30 may be connected to the first hydraulic pressure supply device 70. The reservoir 30 is connected to an oil line (not shown) connected to the reservoir 30 from the first hydraulic pressure supply device 70 and a dump line (not shown) connected to the reservoir 30 from the wheel cylinder 40 Can be separately provided. Therefore, it is possible to prevent bubbles which may occur in the dump line from flowing into the chamber of the first hydraulic pressure supply device 70 during ABS braking, thereby preventing the ABS performance from deteriorating.

Reference numeral " PS1 " is a hydraulic pressure sensor for sensing the hydraulic pressure of the hydraulic circuits 81 and 82, and PS2 is a backup hydraulic pressure sensor for measuring the oil pressure of the master cylinder 20. [

The second hydraulic pressure supply device 100 is provided between the reservoir 30 and the master cylinder 20 to provide a vibration pedal feeling to the brake pedal 10.

The second hydraulic pressure supply device 100 includes pump units 110 and 120 provided in the second reservoir flow path 62 between the reservoir 30 and the master cylinder 20 and pump units 110 and 120 provided in parallel with the second reservoir flow path 62 A bidirectional electromagnetic control valve 130 provided in the first bypass passage 64, a check valve 140 provided in the second bypass passage 65 arranged in parallel with the first bypass passage 64, And a second electronic control unit (not shown) for controlling the units 110, 120 and the electronic control valve 130.

The pump units 110 and 120 may include a motor 120 operated by a command of a second electronic control unit (not shown) and a pump 110 operating by a driving force of the motor 120 to boost the hydraulic pressure. The pump unit may be provided with a structure for advancing and retracting the pump piston through rotation of the eccentric shaft of the motor 120. When the pump unit is driven, pulsation is generated in the discharged fluid pressure.

The first and second check valves 111 and 112 may be provided in the second reservoir flow path 62 at the front end and the rear end of the pump 110, respectively. The first and second check valves 111 and 112 are provided to transmit oil only in the direction of the master cylinder 20 from the reservoir 30 and not to transmit oil in the opposite direction. Or a check valve may be provided only at one of the front end and the rear end of the pump 110, unlike the drawing.

The electromagnetic control valve 130 may be provided as a solenoid valve for controlling the bidirectional oil flow between the reservoir 30 and the master cylinder 20. Specifically, the electronic control valve 130 may be provided with a normally open type solenoid valve that is normally open and operates to close the valve when receiving a close signal from the electronic control unit.

The check valve 140 may be provided to transmit oil only in the direction of the master cylinder 20 from the reservoir 30 and not to transmit oil in the opposite direction.

The second electronic control unit may be provided integrally with or separate from the first electronic air unit 90. And when the second electronic control unit is provided separately from the first electronic control unit 90, even when the first hydraulic pressure supply device 70 does not normally operate due to the failure of the first electronic control unit, It is advantageous in that a command can be issued to the second hydraulic pressure supply device 100. [ In other words, even when the first hydraulic pressure supply device does not normally operate, the hydraulic pressure can be supplied to the wheel cylinder 40 by using the second hydraulic pressure supply device 100.

Hereinafter, a control for transmitting the sense of the vibration pedal to the brake pedal by driving the second hydraulic pressure supply apparatus according to one embodiment will be described.

When the driver performs a brake operation by providing a brake force to the brake pedal 10, the first electronic control unit 90 uses the signal of the pedal displacement sensor 11 to drive the first and second backup oil passages 251, , The two-cut valves 261 and 262 are closed, the simulator valve 54 is opened, and the first hydraulic pressure supply device 70 is driven.

The oil in the first master chamber 20a presses the reaction force piston 52 of the pedal simulator 50 and the reaction force piston 52 pushes the reaction force spring 53 while compressing the oil, A pedal feeling of constant force is provided.

The oil generated in the first hydraulic pressure supply device 70 is transmitted to the wheel cylinder 40 through valves (not shown) of the hydraulic actuator 80 to perform the brake operation.

At this time, when the safety braking function such as ABS (Anti-Blocking System) is performed, the second electronic control unit drives the motor 120 to supply the oil of the reservoir 30 to the master cylinder 20 To the second master chamber 20b of the second master chamber 20b. Since the second cut valve 262 on the second backup passage 252 is closed, the oil guided to the second master chamber 20b transmits pressure pulsation to the second piston 22a and the first bypass passage 64 to the inlet side of the pump 110.

The oil discharged through the pump 110 is circulated through the second reservoir passage 62 and the first bypass passage 64 and is generated due to the discharge stroke of the pump 110 formed in the form of an eccentric piston pump The hydraulic pressure pulsation transmitted to the second master chamber 20b is transmitted to the second master chamber 20b of the master cylinder 20 via the second piston 22a and the first piston 21a To the brake pedal 10 to provide the driver with a feeling of a vibration pedal as shown in Fig. 3B. Therefore, the driver can recognize that the safety braking function is activated during the brake operation by sensing the vibration vibration.

At this time, the valves of the motor 120 and the hydraulic actuator 80 may be synchronized to drive the pump unit in correspondence with the intermittent flow of the oil flowing into the wheel cylinder 40.

On the other hand, the electronic control valve 130 can also be used as a diagnostic valve in the inspection mode. The inspection mode is a mode for checking whether there is pressure lost by generating a hydraulic pressure in the first hydraulic pressure supply device 70 in order to check whether the simulator valve 54 is leaking. If the hydraulic pressure discharged from the first hydraulic pressure supply device 70 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 first hydraulic pressure supply device 70 by closing the electronic control valve 130 can be constituted by a closed circuit. That is, by closing the electromagnetic control valve 130, the simulator valve 54 and the outlet valve (not shown), the flow path connecting the first hydraulic pressure supply device 70 and the reservoir 30 can be blocked to constitute a closed circuit .

The second hydraulic pressure supply device 100 is also provided with a hydraulic pressure sensor for detecting the hydraulic pressure of the master cylinder 20 by driving the pump units 110 and 120 and closing the electromagnetic control valve 130 when the first hydraulic pressure supply device 70 is in an emergency, The hydraulic pressure generated by the two-fluid pressure supply device 100 may be added to operate the wheel cylinder 40. The driver can provide a desired braking pressure, and the driver can quickly generate the braking pressure at a desired speed.

The second hydraulic pressure supply device 100 further includes a pressure sensor 150 installed at the lower end of the pump 110 to measure the hydraulic pressure. The pressure sensor 150 measures the hydraulic pressure discharged from the pump 110 and the electronic control unit can increase the rotational speed of the motor 120 when it is determined that the magnitude of the hydraulic pressure measured by the pressure sensor 150 is small . More specifically, when the driver depresses the brake pedal 10, the target pressure required by the driver is estimated based on the pedal information including the pedal stroke and the pedal pressure, and feedback control is performed through the pressure sensor 350 .

4 is a flowchart illustrating a control method of an electronic brake system according to another embodiment of the present invention.

The second electronic control unit of the electronic braking system according to another embodiment of the present invention includes an input unit 102a, a determination unit 102b, and a control unit 104. [

The input unit 102a receives the current pedal signal of the brake pedal 10 sensed by the pedal displacement sensor 11 and receives the current pedal feeling information generated by the simulation apparatus 50 .

The determination unit 102b determines whether the size of the current legibility signal input to the input unit 102a is a first state that is larger than the set size of the target legibility signal.

If the determination unit 102b determines that the vehicle is in the first state, the determination unit 102b determines whether or not the current state is a second state in which the present pedal feeler information is to be compensated for in accordance with the set target pedal feeler information.

The determination unit 102b determines whether the current pedal depression amount of the current pedal depression information in the pedal depression judgment period for a predetermined period of time is a target pedal depression It is determined that the current reaction force value should be compensated for in accordance with the target reaction force value.

If the determination unit 102b determines that the vehicle is in the first state and the second state, the control unit 104 controls the simulation apparatus 50 to compensate the present pedal feeler information in accordance with the target pedal feeler information.

At this time, the target pedal feel information includes a vibration pattern so as to have a feeling of a pedal having a vibration feeling during at least one of ABS (Anti Blocking System), BTCS (Brake Traction Control System) and ESC (Electronic Stability Control) There is a number.

That is, the target reaction force value may include a vibration pattern so as to have a pedal feeling with vibration feeling.

At this time, the input unit 102a, the determination unit 102b, and the control unit 104 may be provided to the first electronic control unit 90. [

The input unit 102a, the determination unit 102b, and the control unit 104 are provided with a processor, a memory, and an input / output device in a single chip to control an overall operation, and an MCU Unit, not shown).

The input unit 102a, the determination unit 102b, and the control unit 104 are not limited to this, and may include all input means, determination means, and control means that can control the overall operation of the vehicle and can compensate input, It is possible.

 For example, when the driver depresses the brake pedal 10, the pedal displacement sensor 11 can sense whether the current pedal pressure signal is in a first state, which is greater than the magnitude of the set target pedal pressure signal.

Here, in the first state, the simulation apparatus 50 can receive the current steering force signal of the brake pedal 10 by the operation of the master cylinder 20 by the operation of the input rod 12.

Thereafter, the simulation apparatus 50 can generate the current reaction force value according to the current pedal signal to generate the current pedal feeler information.

The determination unit 102b can determine whether the current pedal feeler information is in a second state to be compensated for in accordance with the set target pedal feeler information.

Based on the pressure value input by the pressure sensor 150, the determining unit 102b determines whether the current reaction force value for generating the current pedal feel of the current pedal feel information is equal to or greater than the target pedal feel information If it is determined that the target reaction force value for generating the target pedal depression has not been reached, it can be determined that the current state is the second state in which the current reaction force value should be compensated for in accordance with the target reaction force value.

The control unit 104 determines that the current pedal sensation information of the current pedal feel information is generated by the opening operation of the electronic control valve 130, the driving operation of the motor 120, and the pumping operation of the pump 110 Can be compensated for in accordance with the target reaction force value for generating the target pedal depression of the target pedal depression information.

The control unit 104 also provides the target reaction force value compensated by the opening operation of the electromagnetic control valve 130, the driving operation of the motor 120 and the pumping operation of the pump 110 to the simulation apparatus 50, The control unit 10 can control the simulation apparatus 50 to feel the target pedal feeling of the target pedal feel information.

The control method 500 of the electronic brake system according to another embodiment of the present invention may include a first input step S502, a first determination step S504, a second input step S506, a second determination step S508, And a pedal feeling adjustment step S510.

First, in the first input step S502, the current pedal signal of the brake pedal 10 sensed by the pedal displacement sensor 11 is input to the input unit 102a.

Thereafter, the first determining step S504 determines whether or not the magnitude of the current pedometer input to the input unit 102a is a first state that is larger than the magnitude of the target pedometer signal set in the determining unit 102b do.

Thereafter, the second input step S506, if it is determined by the determination unit 102b that the first state is obtained, transmits the current pedal feeling information generated by the simulation apparatus 50 according to the inputted current pedal signal, (102a).

Thereafter, the second determining step (S508) determines whether the current state is the second state in which the pedaling feeling information is to be compensated in accordance with the target pedaling feeling information, by the judging section (102b in Fig. 2).

In the second determination step S508, when the determination unit 102b determines that the current state is the second state, the determination unit 102b determines whether the current reaction force value for generating the current pedal feel of the current pedal feel information is greater than the determination unit 102b Of the target pedal feeler information set in the target pedal feeler information.

If the determination unit 102b determines that the vehicle is in the second state, the control unit 104 controls the simulation apparatus 50 to compensate the present pedal feel information according to the target pedal feel information.

At this time, the target pedal feeling information is set to a vibration pattern (see FIG. 3 (b)) so as to have a feeling of a pedal having a vibration feeling at the same time as at least one of ABS (Anti Blocking System), BTCS (Brake Traction Control System) Of B).

That is, the target reaction force value may include a vibration pattern (B in Fig. 3) so as to have a pedal feeling with vibration feeling.

5 and 6 are flowcharts illustrating a control method of an electronic brake system according to another embodiment of the present invention. The control method 800, 900 of the electronic brake system according to yet another embodiment is the same as the control method 4 of the electronic brake system 500 according to another embodiment except that the first input step S802, S902 and the first determination step S804, S904), a second input step (S806, S906), a second determination step (S808, S908), and a pedal adjustment step (S810, S910).

The control method 800, 900 of the electronic brake system according to another embodiment is the same as the function for the steps of the control method (500 of FIG. 4) of the electronic brake system according to another embodiment and the organic connection relation between them Therefore, the description thereof will be omitted below.

Here, the control method 800 of the electromagnetic brake system according to the embodiment of FIG. 5 further includes a first identification step (S805), and the control method 900 of the electromagnetic brake system according to the embodiment of FIG. 2 identification step (S909).

That is, when the determination unit 102b determines that the first state is the first state (S805), the control unit 104 determines that the current pedal signal of the brake pedal 10 is larger than the target pedal pressure signal It can be identified according to the control.

If it is determined in the second state (S909) that the determination unit 102b is in the second state, the current pedaling information can be identified under the control of the control unit 104. [

For example, if the determination unit 102b determines that the second state is the second state, the second identifying step S909 determines whether the current reaction force value for generating the current pedal feel sensation of the current pedal feeler information or the target pedal feeler information to be compensated, It is possible to identify the compensation of the information in accordance with the target pedal feeler information.

Claims (13)

A master cylinder connected to a reservoir in which oil is stored and having a master chamber and a master piston provided in the master chamber to discharge oil according to the pressure of the brake pedal;
A sensing unit for measuring a displacement of the brake pedal;
A pedal simulator for providing a reaction force in response to the power of the brake pedal, the pedal simulator being connected to the master cylinder and having a simulator chamber in which oil is received;
A hydraulic actuator provided between the master cylinder and the wheel cylinder for controlling a flow of hydraulic pressure transmitted to the wheel cylinder;
A first hydraulic pressure supply device which is operated by an electrical signal outputted in response to displacement of the brake pedal to supply hydraulic pressure to the hydraulic actuator; And
And a second hydraulic pressure supply device provided between the reservoir and the master cylinder for providing a vibration pedal feeling to the brake pedal. The method according to claim 1,
The master cylinder includes a first master piston directly pressurized by the brake pedal, a first master chamber in which the first master piston is accommodated, a second master piston indirectly urged by the first master piston, And a second master chamber in which the second master piston is received,
And the second hydraulic pressure supply device is provided in a flow path connecting the second master chamber and the reservoir. The method according to claim 1,
Wherein the second hydraulic pressure supply device operates at least one of an ABS (Anti-Blocking System), a BTCS (Brake Traction Control System), and an ESC (Electronic Stability Control). 3. The method of claim 2,
And a hydraulic pressure pulsation is transmitted to the second master chamber when the second hydraulic pressure supply device is driven to provide a vibration pedal feeling to the brake pedal. The method according to claim 1,
The second hydraulic pressure supply device includes a pump unit provided in a reservoir passage between the reservoir and the master cylinder, and a bi-directional electronic control valve provided in a first bypass passage arranged in parallel to the reservoir passage. 6. The method of claim 5,
And the second hydraulic pressure supply device further comprises a check valve provided in a second bypass passage arranged in parallel with the first bypass passage. The method according to claim 6,
Wherein the check valve is a one-way valve allowing flow from the reservoir to the master cylinder. 6. The method of claim 5,
Wherein the pump unit is a piston pump that moves back and forth by an eccentric rotation shaft. 6. The method of claim 5,
Wherein the bi-directional electronic control valve is opened when the pump unit is driven. The method according to claim 1,
Wherein the sensing unit is provided in at least one of the brake pedal and the master cylinder. A method for controlling an electronic brake system according to claim 1,
When the driver presses the brake pedal, guiding the hydraulic pressure of the master cylinder to the pedal simulator to generate a feeling of a pedal,
The first hydraulic pressure supply device is driven to supply hydraulic pressure to the hydraulic actuator based on an electrical signal output corresponding to displacement of the brake pedal,
Whether or not the brake pedal is required to be vibrated,
And the second hydraulic pressure supply device is driven when a vibration restraining force is required for the brake pedal. 12. The method of claim 11,
Wherein the braking pedal is braked when at least one of an anti-blocking system (ABS), a brake traction control system (BTCS), and an electronic stability control (ESC) is required. 12. The method of claim 11,
The second hydraulic pressure supply device includes a pump unit provided in a reservoir passage between the reservoir and the master cylinder and a bidirectional electromagnetic control valve provided in a first bypass passage arranged in parallel to the reservoir passage,
Wherein the driving of the second hydraulic pressure supply device drives the pump unit and opens the bidirectional electronic control valve.

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