KR20190016202A - Electric brake system - Google Patents

Abstract

Disclosed is an electronic brake system capable of rapidly and effectively controlling a braking pressure of a wheel cylinder. According to an embodiment of the present invention, the electronic brake system includes: a hydraulic pressure supply device including a first pressure chamber and a second pressure chamber connected to at least one wheel cylinder and provided on a piston movably accommodated in a cylinder block to generate a hydraulic pressure by using the piston operated by an electrical signal outputted according to a displacement of a brake pedal; a first hydraulic flow path communicating with the first pressure chamber; a second hydraulic flow path branching from the first hydraulic flow path; a third hydraulic flow path branching from the first hydraulic flow path; a fourth hydraulic flow path communicating with the second pressure chamber; a fifth hydraulic flow path branching from the fourth hydraulic flow path and joining the second hydraulic flow path; a sixth hydraulic flow path branching from the fourth hydraulic flow path and joining the third hydraulic flow path; a first control valve provided in the second hydraulic flow path; a second control valve provided in the third hydraulic flow path; a third control valve provided in the fifth hydraulic flow path; a fourth control valve provided in the sixth hydraulic flow path; a first hydraulic circuit connected to two wheel cylinders in the second hydraulic flow path or the fifth hydraulic flow path; and a second hydraulic circuit connected to the two wheel cylinders in the third hydraulic flow path or the sixth hydraulic flow path, wherein the first to fourth control valves are configured as check valves which allow oil to flow in a direction from the hydraulic pressure supply device to the wheel cylinder while blocking a flow of the oil in an opposite direction.

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.

In the conventional brake system, when the driver depresses the brake pedal, the hydraulic pressure required for braking is supplied to the wheel cylinder by using a mechanically connected vacuum booster. In recent years, however, a pedal displacement sensor, which detects the displacement of the brake pedal when the driver depresses the brake pedal There is widely used an electronic brake system having a hydraulic pressure supply device that receives a braking force of a driver as an electric signal and supplies a hydraulic pressure necessary for braking to the wheel cylinder.

EP 2 520 473 A1 (Honda Motor Co., Ltd.) According to this document, the hydraulic pressure supply device of the electronic brake system operates the motor in accordance with the spring force of the brake pedal, converts the rotational force of the motor into linear motion, and presses the piston of the cylinder, thereby generating a hydraulic pressure necessary for braking.

Embodiments of the present invention provide an electronic braking system including a hydraulic pressure supply device that operates in a double acting manner.

According to an aspect of the present invention, there is provided a vehicular brake system comprising: a piston provided on one side of a piston accommodated in a cylinder block for generating a hydraulic pressure using a piston operated by an electrical signal outputted in response to displacement of a brake pedal, And a second pressure chamber provided on the other side of the piston and connected to at least one wheel cylinder; A first hydraulic oil communicating with the first pressure chamber; A second hydraulic oil branching from the first hydraulic oil passage; A third hydraulic oil branching from the first hydraulic oil passage; A fourth hydraulic oil communicating with the second pressure chamber; A fifth hydraulic oil branched from the fourth hydraulic oil passage and joined to the second hydraulic oil passage; A sixth hydraulic oil branching from the fourth hydraulic oil passage and joining to the third hydraulic oil passage; A first control valve provided in the second hydraulic oil passage for controlling the flow of the oil; A second control valve provided in the third hydraulic oil passage for controlling the flow of the oil; A third control valve provided in the fifth hydraulic oil passage for controlling the flow of the oil; A fourth control valve provided in the sixth hydraulic oil passage for controlling the flow of the oil; A first hydraulic circuit that is connected to the two wheel cylinders in the second hydraulic oil passage or the fifth hydraulic oil passage, respectively; And a second hydraulic circuit provided so as to be connected to the two wheel cylinders in the third hydraulic oil passage or the sixth hydraulic oil passage, respectively, wherein the first control valve to the fourth control valve are connected to the oil in the direction from the hydraulic pressure supply device to the wheel cylinder An electronic brake system may be provided which is provided with a check valve that allows the flow of oil in the opposite direction but blocks the flow of oil in the opposite direction.

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; A third dump connection channel connecting the first dump channel and the second dump channel, a fourth dump channel connecting the third dump connection channel and the reservoir, and a fourth dump channel provided in the first dump channel for controlling the flow of the oil A first dump valve provided in the second dump passage for blocking the flow of oil in the opposite direction while allowing the flow of oil in the direction from the reservoir to the first pressure chamber; A second dump valve that is provided as a check valve that controls the flow but blocks the flow of oil in the opposite direction while allowing the flow of oil in the direction from the reservoir to the second pressure chamber, A third dump valve provided in the third dump connection passage to control the flow of oil and to allow the oil to flow from the first pressure chamber to the reservoir while blocking the flow of oil in the opposite direction, A fourth dump valve provided in the fourth dump passage to allow the oil to flow from the second pressure chamber to the reservoir while blocking the flow of oil in the opposite direction; And a fifth dump valve provided as a solenoid valve that can be operated.

A master cylinder connected to the reservoir; A check valve which is provided in a reservoir passage connecting the reservoir and the master cylinder to allow only a fluid flow from the reservoir in the direction of the master cylinder and a master cylinder side passage of the check valve provided in the reservoir passage, An inspection flow passage connecting the fifth dump valve provided in the dump flow passage upstream of the hydraulic pressure supply device side; And a check valve provided on the inspection flow path, the check valve allowing only a flow of the fluid flowing from the hydraulic pressure supply device toward the reservoir.

The fifth dump valve may be provided in a normally closed type.

The master cylinder includes first and second master chambers and first and second pistons provided in the respective master chambers. The first and second hydraulic circuits are connected to each other via a wheel cylinder Further comprising a plurality of inlet valves selectively opening and closing the flow path, the first backup fluid channel connecting one of the first master chamber and the second master chamber to the first hydraulic circuit; A second backup channel connecting the other of the first master chamber and the second master chamber to the second hydraulic circuit; A first cut valve selectively opening and closing the first backup passage; And a second cut valve selectively opening and closing the second backup channel, wherein at least one of the first backup channel and the second backup channel is connected to the first or second master chamber and the plurality of inlet valves Can be connected downstream.

The electronic brake system according to the embodiment of the present invention includes control valves provided on the inlet side of the first and second hydraulic circuits connected to the wheel cylinders as check valves to quickly apply hydraulic pressure required for braking to each hydraulic circuit On the other hand, when the pressure is reduced, the control valve provided at the outlet side of the hydraulic circuit is opened to quickly and effectively control the braking pressure of the wheel cylinder.

Further, the electronic brake system according to the embodiment of the present invention can reduce operating noise since the number of valves operated in operation is smaller than that in the conventional art.

In addition, the electronic brake system according to the embodiment of the present invention can execute the inspection mode to detect whether there is a leak of the simulator valve.

Further, in the electronic brake system according to the embodiment of the present invention, the cut valve of the backup oil passage is directly connected to the wheel cylinder from behind the control valves provided on the inlet side of the first and second hydraulic circuits, The fluid of the master cylinder can be sufficiently transmitted to the wheel cylinder even in the state of the valve sticking, the cut valve leaking, the motor failure, etc., so that the deceleration of the vehicle can be stably formed according to the driver's braking effort.

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 an enlarged view showing a master cylinder and a reservoir of an electronic brake system according to an embodiment of the present invention.
3 is an enlarged view showing a hydraulic pressure providing unit provided in the hydraulic pressure supply device of the electromagnetic brake system according to the embodiment of the present invention.
4 is a hydraulic circuit diagram showing a situation in which the hydraulic piston of the electronic brake system according to the embodiment of the present invention provides a braking pressure while advancing.
5 is a hydraulic circuit diagram showing a situation in which the hydraulic piston of the electromagnetic brake system according to the embodiment of the present invention is released and the braking pressure is released.
6 is a hydraulic circuit diagram showing a state in which an electronic brake system according to another embodiment of the present invention checks whether a simulator valve is leaking.
7 is a hydraulic circuit diagram illustrating an operating state of a first backup channel of 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 embodiments described below are provided by way of example so that those skilled in the art will be able to fully understand the spirit of the present invention. The present invention is not limited to the embodiments described below, but may be embodied in other forms. In order to clearly explain the present invention, parts not related to the description are omitted from the drawings, and the width, length, thickness, etc. of the components may be exaggerated for convenience. Like reference numerals designate like elements throughout the specification.

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.

Referring to the drawings, an electronic brake system 1 typically includes a master cylinder 20 for generating hydraulic pressure, a reservoir 30 coupled to an upper portion of the master cylinder 20 for storing oil, a brake pedal 10 An input rod 12 for pressurizing the master cylinder 20 in accordance with the pressing force of the brake pedal 12 and a wheel cylinder 40 for transmitting the hydraulic pressure to brake the wheels RL, FR, FL, RR, 10 for detecting the displacement of the brake pedal 10 and a simulation device 50 for providing a reaction force according to the leg-power of the brake pedal 10.

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 hydraulic channel 251, and the second hydraulic port 24b may be connected to the second backup hydraulic channel 252. [

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 right rear wheel RR and the left front wheel FL 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.

Alternatively, the master chamber of 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, as shown in the figure. The master chamber of one of the two master chambers may be connected to the left front wheel FL and the left rear wheel RL and the other master chamber may be connected to the right rear wheel RR and the right front wheel FR. That is, the positions of the wheels connected to the master chambers of the master cylinder 20 can be variously configured.

The master cylinder 20 according to this embodiment will be described in more detail with reference to an enlarged view of FIG.

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 second piston 22a and the end of the master cylinder 20. [ (22b) may be provided. That is, the first piston 21b is accommodated in the first master chamber 20a, and the second piston 22b is accommodated 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 displacement 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 returned to the original state 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. That is, a gap may not exist between the master cylinder 20 and the input rod 12. [ Therefore, when the brake pedal 10 is depressed, the master cylinder 20 can be directly pressed without a pedal invalid stroke section.

The first master chamber 20a is connected to the reservoir 30 through the first reservoir passage 61 and the second master chamber 20b is connected to the reservoir 30 through the second reservoir passage 62 .

The master cylinder 20 includes two sealing members 25a and 25b disposed on the front and rear sides of the first reservoir passage 61 and two sealing members 25c and 25d disposed on the front and rear sides of the second reservoir passage 62 ). The sealing members 25a, 25b, 25c and 25d may be in the form 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 64 may be provided.

The check valve 64 of the first reservoir flow path 61 may be connected to the bypass flow path 63 and the check valve 60 may be provided to the bypass flow path 63.

The check valve 60 may be provided as a bidirectional control valve for controlling the flow of oil between the reservoir 30 and the master cylinder 20. The inspection valve 60 may be provided with a normally open type solenoid valve which is opened normally and operates to close the valve when receiving a closing signal from the electronic control unit. The inspection valve 60 is for sensing the leak of the simulator valve 54, and this inspection mode can be executed under preset conditions through the electronic control unit during running or stopping. Details will be described later.

On the other hand, the reservoir 30 may include three reservoir chambers 31, 32, and 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 partition walls 34, 35. For example, the first reservoir chamber 31 and the second reservoir chamber 32 are divided into first partition walls 34 and the second reservoir chamber 32 and the third reservoir chamber 33 are partitioned into the second partition wall 35).

The first and third partition walls 34 and 35 are partly opened to allow the first to third reservoir chambers 31, 32 and 33 to communicate with each other. Accordingly, the pressures of the first to third reservoir chambers 31, 32, and 33 may be equal to each other, and may be equally provided at, for example, atmospheric pressure.

The first reservoir chamber 31 can be connected to the first master chamber 20a of the master cylinder 20, the wheel cylinder 40 and the simulation apparatus 50 as shown in Fig. That is, the first reservoir chamber 31 can be connected to the first master chamber 20a through the first reservoir passage 61 and the two wheel cylinders FR and RL of the four wheel cylinders 40 And can be connected to the wheel cylinder 40 of the first hydraulic circuit 201 to be disposed.

The connection between the first reservoir chamber 31 and the first master chamber 20a can be controlled by a check valve 64 and an inspection valve 60 and is connected to the first reservoir chamber 31 and the simulation device 50 The connection can be controlled by the simulator valve 54 and the simulator check valve 55. The connection between the first reservoir chamber 31 and the wheel cylinder 40 can be controlled by the first and second outlet valves 222a and 222b.

The second reservoir chamber 32 may be connected to a hydraulic pressure supply device 100 to be described later. The second reservoir chamber 32 may be connected to the first pressure chamber 112 and the second pressure chamber 113 of the hydraulic pressure providing unit 110. More specifically, the second reservoir chamber 32 is connected to the first pressure chamber 112 through the first dump passage 116 and to the second pressure chamber 113 through the second dump passage 117 .

The third reservoir chamber 33 can be connected to the second master chamber 20b of the master cylinder 20 and the wheel cylinder 40. [ That is, the third reservoir chamber 33 can be connected to the second master chamber 20b through the second reservoir flow path 62, and the other two wheel cylinders RR, FL of the four wheel cylinders 40 And can be connected to the wheel cylinder 40 of the second hydraulic circuit 202 to be disposed. The connection of the third reservoir chamber 33 and the wheel cylinder 40 can be controlled by the third and fourth outlet valves 222c and 222d.

The reservoir 30 includes a second reservoir chamber 32 connected to the hydraulic pressure supply device 100 and first and third reservoir chambers 31 and 33 connected to the first and second master chambers 20a and 20b. Can be separately provided. This is because if the reservoir chamber for supplying oil to the hydraulic pressure supply device 100 and the reservoir chamber for supplying oil to the master chambers 20a and 20b are provided in the same manner, If the oil can not be supplied, the master chambers 20a and 20b can not supply the oil properly.

Therefore, the reservoir 30 is provided separately from the second reservoir chamber 32 and the first and third reservoir chambers 31 and 33 so that even in an emergency in which oil can not be properly supplied to the hydraulic pressure supply device 100, 30 can normally supply oil to the first and second master chambers 20a, 20b to cause emergency braking.

Similarly, the reservoir 30 may separately provide a first reservoir chamber 31 connected to the first master chamber 20a and a third reservoir chamber 33 connected to the second master chamber 20b. This is because if the reservoir chamber for supplying oil to the first master chamber 20a and the reservoir chamber for supplying oil to the second master chamber 20b are provided in the same manner, The oil can not be properly supplied to the second master chamber 20b.

Therefore, the reservoir 30 is provided separately from the first reservoir chamber 31 and the third reservoir chamber 33, so that even in an emergency in which oil can not be properly supplied to the first master chamber 20a, The normal braking pressure can be formed in at least two wheel cylinders 40 of the four wheel cylinders 40 by normally supplying the oil to the two master chambers 20b.

The reservoir 30 also includes oil lines 116 and 117 connected to the reservoir 30 in the hydraulic pressure supply device 100 and a dump line connected to the reservoir 30 in the wheel cylinder 40 can do. Therefore, it is possible to prevent the ABS performance from being deteriorated without bubbles that may occur in the dump line when the ABS brakes are applied to the first and second pressure chambers 112 and 113 of the hydraulic pressure supply device 100.

Meanwhile, the simulation apparatus 50 may be connected to a first backup channel 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 that is configured to store oil that flows out from the first hydraulic port 24a of the master cylinder 20 and a reaction force A pedal simulator including a piston 52 and a reaction force spring 53 for elastically supporting the piston 52 and a simulator valve 54 connected to the front end of the simulation chamber 51.

The inside of the simulation chamber 51 is always filled with oil. Therefore, 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 is improved, and foreign matter from the outside can be intrinsically blocked.

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.

The simulator valve 54 connects the front end of the simulation cylinder 51 with the master cylinder 20 and the rear end of the simulation chamber 51 can be connected to the reservoir 31. Therefore, even when the reaction force piston 52 is returned, the entire interior of the simulation chamber 51 can be always filled with oil by flowing oil from the reservoir 31.

The simulator valve 54 may be composed of a closed solenoid valve that remains in a 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 simulation chamber 51 to the reservoir 31. [

Further, a simulator check valve 55 may be installed in the simulator valve 54 in parallel. The simulator check valve 55 can ensure a fast return of the pedal simulator pressure when the brake pedal 10 is depressed.

The electronic brake system 1 according to the present embodiment includes a hydraulic pressure supply device 100 (hereinafter, referred to as " hydraulic pressure supply device 100 ") that receives mechanically the braking force of the driver from the pedal displacement sensor 11 for sensing the displacement of the 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 FR, RL, RR and FL, respectively. A first cut valve 261 provided in a first backup passage 251 for connecting the first hydraulic pressure port 24a of the master cylinder 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 second hydraulic pressure port 24b of the master cylinder and the second hydraulic circuit 202 to control the flow of the hydraulic pressure, The hydraulic pressure supply device 100 and the valves 54, 60, 221a, 221b, 221c, 221d, 222a, 222b, 222c, And an electronic control unit (ECU) (not shown) for controlling the electronic control unit.

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 conversion unit 130 that converts the rotational motion of the motor 120 into a linear motion and transfers the rotational motion to the hydraulic pressure providing unit 110. Here, 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.

The hydraulic pressure providing unit 110 will be described in more detail below with reference to Fig.

The hydraulic pressure providing unit 110 includes a cylinder block 111 in which a pressure chamber to be stored with oil is formed, a hydraulic piston 114 housed in the cylinder block 111, a hydraulic piston 114 and a cylinder block 111 A driving shaft 115 connected to a rear end of the hydraulic piston 114 to transmit power output from the power converting unit 130 to the hydraulic piston 114; (133).

The pressure chamber includes a first pressure chamber 112 positioned forward (forward direction, leftward direction in the drawing) of the hydraulic piston 114 and a second pressure chamber 112 positioned rearward (backward direction, rightward in the drawing) of the hydraulic piston 114 And may include a second pressure chamber 113.

That is, the first pressure chamber 112 is divided by the front end of the cylinder block 111 and the hydraulic piston 114, and the volume is changed according to the movement of the hydraulic piston 114, and the second pressure chamber 113 Is divided by the cylinder block 111 and the rear end of the hydraulic piston 114 and is provided so as to vary in volume as the hydraulic piston 114 moves.

The first pressure chamber 112 is connected to the first hydraulic fluid passage 211 through the first communication hole 111a formed on the rear side of the cylinder block 111 and the second pressure chamber 113 is connected to the cylinder block 111 111 via the second communication hole 111b formed on the front side of the fourth hydraulic oil passage 214. [

The first hydraulic oil path 211 connects the first pressure chamber 112 and the first and second hydraulic circuits 201, 202. The first hydraulic fluid path 211 is branched into a second hydraulic fluid path 212 communicating with the first hydraulic circuit 201 and a third hydraulic fluid path 213 communicating with the second hydraulic circuit 202. The fourth hydraulic fluid passage 214 connects the second pressure chamber 113 and the first and second hydraulic circuits 201, 202. The fourth hydraulic fluid path 214 branches to a fifth hydraulic fluid path 215 communicating with the first hydraulic circuit 201 and a sixth hydraulic fluid path 216 communicating with the second hydraulic circuit 202.

The sealing member 115 is provided between the hydraulic piston 114 and the cylinder block 111 and includes a piston sealing member 115a and a drive shaft 133 that seal between the first pressure chamber 112 and the second pressure chamber 113, And a driving shaft sealing member 115b provided between the cylinder block 111 and the second pressure chamber 113 and sealing the opening of the cylinder block 111. [ That is, the hydraulic pressure of the first pressure chamber 112 generated by the forward or backward movement of the hydraulic piston 114 is blocked by the piston sealing member 115a and is not leaked to the second pressure chamber 113, 4 hydraulic oil passages 211 and 214, respectively. The hydraulic pressure of the second pressure chamber 113 generated by the forward or backward movement of the hydraulic piston 114 may be blocked by the drive shaft sealing member 115b and may not leak to the cylinder block 111. [

The first and second pressure chambers 112 and 113 are connected to the second reservoir chamber 32 by the dump passages 116 and 117 respectively to supply and store oil from the second reservoir chamber 32, Or the oil in the second pressure chambers 112, 113 to the second reservoir chamber 32. For example, the first pressure chamber 112 is connected to the first dump passage 116 through a third communication hole 111c formed on the front side, and the second pressure chamber 113 is connected to the first pressure chamber 112 4 through the communication hole 111d. The first dump passage 116 communicates with the second dump passage 117 via the third dump connection passage 118 and the third dump connection passage 118 communicates with the second reservoir passage 117 via the fourth dump passage 119. [ And is connected to the chamber 32. Hereinafter, the second reservoir chamber 32 connected to the dump channels 116, 117, and 119 is referred to as a reservoir 30 for convenience of explanation.

Referring again to FIG. 1, the flow paths 211, 212, 213, 214, 215, 216 connected to the first pressure chamber 112 and the second pressure chamber 113 and the valves 231, 232, 233, 234, 241, 242, 243, 244, and 245 will be described.

The second hydraulic oil path 212 may communicate with the first hydraulic circuit 201 and the third hydraulic fluid path 213 may communicate with the second hydraulic circuit 202. [ Therefore, the hydraulic pressure can be transmitted to the first hydraulic circuit 201 and the second hydraulic circuit 202 by advancing the hydraulic piston 114.

The electromagnetic braking system 1 according to the present embodiment includes a first control valve 231 and a second control valve 232 which are respectively provided in the second and third hydraulic oil passages 212 and 213 to control the flow of oil, . ≪ / RTI >

The first and second control valves 231 and 232 allow only the oil flow in the direction from the first pressure chamber 112 to the first or second hydraulic circuit 201 and 202 and the oil flow in the opposite direction A check valve may be provided. That is, the first or second control valve 231 or 232 allows the hydraulic pressure of the first pressure chamber 112 to be transmitted to the first or second hydraulic circuit 201 or 202, It is possible to prevent the hydraulic pressure of the circuits 201 and 202 from leaking to the first pressure chamber 112 through the second or third hydraulic oil paths 212 and 213. [

The fourth hydraulic oil path 213 may be branched to the fifth hydraulic oil path 215 and the sixth hydraulic oil path 216 midway to communicate with the first hydraulic circuit 201 and the second hydraulic circuit 202. For example, the fifth hydraulic oil path 215 branched from the fourth hydraulic oil path 214 communicates with the first hydraulic circuit 201, and the sixth hydraulic oil path 216 branched from the fourth hydraulic oil path 214 And can communicate with the second hydraulic circuit (202). Therefore, the hydraulic pressure can be transmitted to both the first hydraulic circuit 201 and the second hydraulic circuit 202 by the backward movement of the hydraulic piston 114. [

The electromagnetic braking system 1 according to the present embodiment is provided in the fifth hydraulic oil passage 215 and provided in the third control valve 233 and the sixth hydraulic oil passage 216 for controlling the flow of the oil, And a fourth control valve 234 for controlling the second control valve 234.

The third and fourth control valves 233 and 234 allow only the oil flow in the direction from the second pressure chamber 113 to the first or second hydraulic circuit 201 and 202 and the oil flow in the opposite direction A check valve may be provided. That is, the third or fourth control valve 233 or 234 allows the hydraulic pressure of the second pressure chamber 113 to be transmitted to the first or second hydraulic circuit 201 or 202, It is possible to prevent the hydraulic pressure of the circuits 201 and 202 from leaking to the second pressure chamber 113 through the fifth or sixth hydraulic oil passages 215 and 216. [

The electromagnetic brake system 1 according to the present embodiment includes a first dump valve 241 and a second dump valve 242 provided in the first and second dump flow paths 116 and 117 for controlling the flow of oil, A third dump valve 243 and a fourth dump valve 244 provided in the third dump connection passage 118 to control the flow of oil and a fourth dump valve 244 provided in the fourth dump passage 119 to control the flow of oil A fifth dump valve 245 may be further included.

That is, the first dump valve 241 allows the oil to flow from the reservoir 30 to the first pressure chamber 112 while blocking the flow of oil from the first pressure chamber 112 to the reservoir 30 And the second dump valve 242 allows the oil to flow from the reservoir 30 to the second pressure chamber 113 while allowing the oil to flow from the second pressure chamber 113 to the reservoir 30, The flow can be a blocking check valve.

The third dump valve 243 allows the oil to flow from the first pressure chamber 112 to the reservoir 30 while preventing the flow of oil from the reservoir 30 to the first pressure chamber 112. [ And the fourth dump valve 244 allows the oil to flow from the second pressure chamber 113 to the reservoir 30 while the oil flows from the reservoir 30 to the second pressure chamber 113 Off check valve. The third dump valve 243 and the fourth dump valve 244 are provided in mutually opposite directions so that oil movement between the first pressure chamber 112 and the second pressure chamber 113 can be restricted.

The fifth dump valve 245 is provided in the fourth dump passage 119 in the form of a solenoid valve to control the bidirectional oil flow between the first and second pressure chambers 112, 113 and the reservoir 30. The fifth dump valve 245 may be a normally closed type solenoid valve that is closed in a normal state and operates to open the valve when an open signal is received in the electronic control unit.

The fifth dump valve 245 is for grasping the origin position of the hydraulic piston 114 accommodated in the cylinder block 111 of the hydraulic pressure providing unit 110 and is provided only before the initial drive of the hydraulic pressure supply device 100 The position of the motor is detected together with the position sensor of the motor 120, which is opened and not shown, so that the electronic control unit (ECU) (not shown) can accurately control the stroke of the hydraulic piston 114. The fifth dump valve 245 remains closed when the hydraulic pressure supply device 100 is operated.

On the other hand, the hydraulic pressure providing unit 110 of the electronic brake system 1 according to the present embodiment can operate in a double-acting manner. That is, the hydraulic pressure generated in the first pressure chamber 112 while the hydraulic piston 114 advances is transmitted to the first hydraulic circuit 201 through the first hydraulic oil path 211 and the second hydraulic fluid path 212, The wheel cylinders 40 provided on the front wheel FR and the left rear wheel LR can be actuated and transmitted to the second hydraulic circuit 202 through the first hydraulic oil path 211 and the third hydraulic fluid path 213 So that the wheel cylinders 40 provided on the right rear wheel RR and the left front wheel FL can be actuated.

Similarly, the hydraulic pressure generated in the second pressure chamber 113 while the hydraulic pressure piston 114 moves backward is transmitted to the first hydraulic circuit 201 through the fourth hydraulic fluid passage 214 and the fifth hydraulic fluid passage 215, The wheel cylinders 40 provided on the front wheel FR and the left rear wheel RL can be actuated and transmitted to the second hydraulic circuit 202 through the fourth hydraulic oil passage 214 and the sixth hydraulic oil passage 216 So that the wheel cylinders 40 provided on the right rear wheel RR and the left front wheel FL can be actuated.

Next, the motor 120 of the hydraulic pressure supply device 100 and the power conversion unit 130 will be described.

The motor 120 is a device for generating a rotational force by a signal output from the electronic control unit, and can generate a rotational force in a forward direction or a 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.

The electronic control unit includes valves (54, 60, 221a, 221b, 221c, 221d, 222a, 222b, 222c, 222d, 245, 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 hydraulic piston 114 through the power conversion unit 130 and the hydraulic pressure generated by the sliding movement of the hydraulic piston 114 in the pressure chamber is transmitted to the hydraulic oil passage 211, To the wheel cylinders 40 provided on the respective wheels RR, RL, FR, A brushless motor comprising a stator 121 and a rotor 122 may be employed as the motor.

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 hydraulic piston 114 to slide the hydraulic piston 114 in the cylinder block 111 .

[0041] To describe again the above operations, a signal sensed by the pedal displacement sensor 11 is transmitted to the electronic control unit when a displacement occurs in the brake pedal 10, and the electronic control unit drives the motor 120 in one direction The worm shaft 131 is rotated 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 piston 114 connected to the drive shaft 133 moves forward to generate a hydraulic pressure in the first pressure chamber 112.

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 112 while the hydraulic piston 114 connected to the drive shaft 133 returns (moves backward).

On the other hand, the hydraulic pressure and the negative pressure can be generated in the opposite direction. That is, when a displacement occurs in the brake pedal 10, a signal sensed by the pedal displacement sensor 11 is transmitted to an electronic control unit (ECU) (not shown), and the electronic control unit drives the motor 120 in the opposite direction Thereby rotating the worm shaft 131 in the opposite 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 piston 114 connected to the drive shaft 133 moves backward to generate a hydraulic pressure in the second pressure chamber 113.

On the other hand, when the pressing force is removed from the brake pedal 10, the electronic control unit drives the motor 120 in one direction so that the worm shaft 131 rotates in one direction. Accordingly, the worm wheel 132 also rotates in the opposite direction and generates a negative pressure in the second pressure chamber 113 while the hydraulic piston 114 connected to the drive shaft 133 returns (advances).

The hydraulic pressure supply device 100 transmits the hydraulic pressure to the wheel cylinder 40 in accordance with the rotational direction of the rotational force generated from the motor 120. A negative pressure may be generated in the second pressure chamber 113 when a hydraulic pressure is generated in the first pressure chamber 112 when the motor 120 rotates in one direction and the second pressure chamber 113 is connected to the second dump passage The hydraulic pressure is transmitted from the reservoir 30 through the oil passages 117 to release the negative pressure. The negative pressure releasing operation of the first pressure chamber 112 is the same even when the motor 120 rotates in the other direction.

Although not shown in the drawings, the power conversion unit 130 may be constituted by a ball screw nut assembly. For example, a screw formed integrally with the rotating shaft of the motor 120 or connected to rotate as the rotating shaft of the motor 120, and a ball nut screwed with the screw in a limited rotation state and linearly moving according to the rotation of the screw . The hydraulic piston 114 is connected to the ball nut of the power converting unit 130 to pressurize 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.

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

On the other hand, the electronic brake system 1 according to the present embodiment includes first and second backup oil passages 251 and 252 capable of supplying the oil discharged from the master cylinder 20 directly to the wheel cylinder 40 at the time of abnormal operation ).

The first backup hydraulic passage 251 connects the first hydraulic pressure port 24a and the first hydraulic pressure circuit 201 and the second backup hydraulic passage 252 connects the second hydraulic pressure port 24b and the second hydraulic pressure circuit 202, Can be connected. 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 is provided in the second backup passage 252 for controlling the flow of oil .

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 .

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

The hydraulic control unit 200 may include a first hydraulic circuit 201 and a second hydraulic circuit 202 so as to be able to receive and control two wheels, respectively, by receiving hydraulic pressure. 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 right rear wheel RR and the left front wheel FL . Wheel cylinders 40 are provided on the respective wheels FR, FL, RR, and RL, and hydraulic pressure is supplied from the hydraulic pressure supply device 100 to perform braking.

The first hydraulic circuit 201 is connected to the first hydraulic fluid path 211 and the second hydraulic fluid path 212 to receive the hydraulic pressure from the hydraulic pressure supply device 100. The second hydraulic fluid path 212 is connected to the right front wheel FR ) And the left rear wheel (RL). Similarly, the second hydraulic circuit 202 is connected to the first hydraulic oil path 211 and the third hydraulic oil path 213 to receive the hydraulic pressure from the hydraulic pressure supply device 100, the third hydraulic oil path 213 is connected to the right rear wheel (RR) and the left front wheel (FL). The fifth hydraulic fluid path 215 connected to the second hydraulic fluid path 212 and the sixth hydraulic fluid path 216 connected to the third hydraulic fluid path 213 are branched and connected to each wheel cylinder 40 as well.

The first and second 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 to control the hydraulic pressures transmitted to the two wheel cylinders 40 . The second hydraulic circuit 202 may be provided with two inlet valves 221c and 221d which are connected to the third hydraulic fluid path 213 and control the hydraulic pressure transmitted to the wheel cylinder 40, respectively. Here, the inlet valve 221 is disposed on the upstream side of the wheel cylinder 40 which is close to the hydraulic pressure providing unit 110, and is opened in a normal state and operated to close the valve when receiving a closing signal from the electronic control unit. And may be provided as a solenoid valve of an open type (Normal Open type).

The first and second hydraulic circuits 201 and 202 are provided with check valves 223a, 223b, 223c, and 223c provided in the bypass flow path connecting the front and rear of the inlet valves 221a, 221b, 221c, 223d. The check valves 223a, 223b, 223c and 223d allow only the flow of oil from the wheel cylinder 40 toward the hydraulic pressure providing unit 110 and the oil from the hydraulic pressure providing unit 110 to the wheel cylinder 40 May be provided to limit the flow.

The first and second hydraulic circuits 201 and 202 are provided with a plurality of outlet valves 222 222a, 222b, 222c and 222d (hereinafter collectively referred to as " ). 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. The outlet valve 222 may be a normally closed type (Normally Closed type) solenoid valve which is operated to open the valve when it is normally closed and receives an open signal from the electronic control unit.

On the other hand, 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 to receive the hydraulic pressure from the master cylinder 20, and the second hydraulic circuit 202 is connected to the second backup channel 252 The hydraulic pressure can be supplied from the master cylinder 20.

The first backup oil passage 251 can join the first hydraulic circuit 201 at the upstream side (the hydraulic pressure supply unit side) of the first and second inlet valves 221a and 221b. Similarly, the second backup oil passage 252 can join the second hydraulic circuit 202 upstream of the third and fourth inlet valves 221c and 221d. Accordingly, when the first and second cut valves 261 and 262 are closed, the hydraulic pressure provided by the hydraulic pressure providing unit 110 is supplied to the wheel cylinder 40 through the first and second hydraulic circuits 201 and 202 And when the first and second cut valves 261 and 262 are opened, the hydraulic pressure provided by the master cylinder 20 is supplied to the wheel cylinder 40 through the first and second backup oil channels 251 and 252 . At this time, since the plurality of inlet valves 221a, 221b, 221c, and 221d are kept open, there is no need to switch the operation state.

PS1-1 and PS1-2 are hydraulic pressure sensors for sensing the hydraulic pressure of the first and second hydraulic circuits 201 and 202 and PS2 is a pressure sensor for detecting the hydraulic pressure of the master cylinder 20. [ A back-up hydraulic pressure sensor for measuring the hydraulic pressure of the hydraulic circuit. And "MPS" is a motor control sensor for controlling the rotation angle of the motor 120 or the current of the motor. Only one "PS1-1" and "PS1-2" can be provided.

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

4 is a hydraulic circuit diagram showing a situation in which the hydraulic piston 114 advances and provides a braking pressure.

The electronic brake system 1 according to the present embodiment can detect the driver's required braking force through information such as the pressure of the brake pedal 10 pressed by the driver through the pedal displacement sensor 11 when braking by the driver is started have.

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. The electronic control unit receives the electric signal output from the pedal displacement sensor 11 and drives the motor 120. [ If there is a regenerative brake such as a hybrid or an electric vehicle, the electronic control unit is provided with a backup oil passage pressure sensor PS2 provided at the outlet side of the master cylinder 20 and a hydraulic pressure sensor (not shown) provided in the second oil pressure circuit 202 (PS1-1) provided in the first hydraulic circuit (PS1-2) (or the first hydraulic circuit (PS1-1) provided in the first hydraulic circuit (201)) and receives the magnitude of the regenerative braking amount based on the difference between the demand braking amount and the regenerative braking amount The magnitude of the braking amount can be calculated and the magnitude of the pressure increase or the pressure decrease of the wheel cylinder 40 can be grasped.

4, when the driver depresses the brake pedal 10 at the initial stage of braking, the motor 120 is operated to rotate in one direction, and the rotational force of the motor 120 is transmitted to the power transmitting unit 130 by the hydraulic pressure Supply unit 110 so that the hydraulic pressure piston 114 of the hydraulic pressure providing unit 110 advances to generate the hydraulic pressure in the first pressure chamber 112. [ 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 112 is transmitted to the two wheels FR and RL through the first hydraulic oil passage 211 and the second hydraulic oil passage 212 connected to the first communication hole 111a, To the wheel cylinder 40 provided in the wheel cylinder 40. At this time, the first and second inlet valves 221a and 221b installed in the two flow paths branched from the second hydraulic oil path 212 are provided in an open state. In addition, the first and second outlet valves 222a and 222b provided in the flow paths branched respectively from the two hydraulic fluid paths branched from the second hydraulic fluid path 212 are kept closed to leak hydraulic pressure to the reservoir 30 Stop.

The hydraulic pressure provided in the first pressure chamber 112 is transmitted to the two wheels RR and FL through the first hydraulic oil passage 211 and the third hydraulic oil passage 213 connected to the first communication hole 111a And is directly transmitted to the wheel cylinder 40 provided. At this time, the third and fourth inlet valves 221c and 221d, which are respectively installed in the two flow paths branched from the third hydraulic oil path 213, are opened. The third and fourth outlet valves 222c and 222d provided in the flow paths branched from the two hydraulic flow paths branched from the third hydraulic fluid path 213 are kept closed to leak hydraulic pressure to the reservoir 30 Stop.

At this time, since the third control valve 233 and the fourth control valve 234 provided as check valves are closed, the fifth hydraulic oil path 215 and the sixth hydraulic fluid path 216 are cut off. That is, the third control valve 233 is connected to the second pressure chamber 113 via the fifth hydraulic oil path 215 connected to the second hydraulic oil path 212, and the hydraulic pressure generated in the first pressure chamber 112 is transmitted to the second pressure chamber 113 It is possible to improve the pressure increase rate per stroke , and thereby, a quick braking response can be expected in the early stage of braking. The fourth control valve 234 is connected to the second pressure chamber 113 through a sixth hydraulic fluid path 216 connected to the third hydraulic fluid path 213, It is possible to improve the pressure increase rate per stroke , and thereby, a quick braking response can be expected in the early stage of braking.

Further, although not shown, the electronic control unit may be configured such that when the pressure transmitted to the wheel cylinder 40 is measured to be higher than the target pressure value corresponding to the pressing force of the brake pedal 10, any one of the first to fourth outlet valves 222 So that it is possible to control to follow the target pressure value.

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 when fluid pressure is generated in the hydraulic pressure providing unit 110, The second cut valves 261 and 262 are closed so that the hydraulic pressure discharged from the master cylinder 20 is not transmitted to the wheel cylinder 40. [

The 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 front 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 31 do. A pressure corresponding to the load of the reaction force spring 53 supporting the reaction force piston 52 is formed in the simulation chamber 51 due to the movement of the reaction force piston 52, so that the driver can be provided with an appropriate pedal feel.

The hydraulic pressure sensor PS1-2 with the hydraulic oil installed in the first hydraulic oil path 211 is connected to the left front wheel FL or the wheel cylinder 40 provided on the right rear wheel RR (hereinafter, simply referred to as the wheel cylinder 40) The flow rate can be detected. Therefore, the electronic brake system according to the present embodiment can control the hydraulic pressure supply device 100 according to the output of the pressure sensor PS1-2 with hydraulic oil, thereby effectively controlling the flow rate to be transmitted to the wheel cylinder 40, The flow rate and discharge speed of the wheel cylinder 40 can be controlled by controlling the advancing distance and the advancing speed of the hydraulic piston 114.

Herein, the hydraulic piston 114 is advanced to provide the braking pressure, but the present invention is not limited thereto.

For example, since the hydraulic pressure providing unit 110 of the electromagnetic brake system 1 according to the present embodiment is provided in a double-acting type, although not shown, the hydraulic piston 114 can provide the braking pressure while reversing. That is, when the brake pedal 10 is depressed, the motor 120 rotates in the opposite direction, and the rotational force of the motor 120 is transmitted to the hydraulic pressure providing unit 110 by the power transmitting unit 130, The hydraulic pressure piston 114 of the hydraulic pressure chamber 110 is retracted to generate the hydraulic pressure in the second pressure chamber 113. The hydraulic pressure discharged from the second pressure chamber 113 of the hydraulic pressure providing unit 110 is transmitted to the fourth hydraulic oil passage 214, the fifth hydraulic oil passage 215, the fourth hydraulic oil passage 214 and the sixth hydraulic oil passage 216, And 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.

At this time, since the first control valve 231 and the second control valve 232 provided as check valves are closed, the second hydraulic fluid path 212 and the third hydraulic fluid path 213 are shut off. The hydraulic pressure generated in the second pressure chamber 113 is transmitted to the first pressure chamber 112 through the second hydraulic oil passage 212 connected to the fifth hydraulic oil passage 215 It is possible to improve the pressure increase rate per stroke , and thereby, a quick braking response can be expected in the early stage of braking. The second control valve 232 is connected to the first pressure chamber 112 through the third hydraulic fluid path 213 connected to the sixth hydraulic fluid path 216, It is possible to improve the pressure increase rate per stroke , and thereby, a quick braking response can be expected in the early stage of braking.

Next, a description will be made of a case where the braking force is released in the braking state in the normal operation of the electromagnetic brake system 1 according to the present embodiment.

5 is a hydraulic circuit diagram showing a situation in which the hydraulic pressure piston 114 releases the braking pressure while moving backward.

Referring to the drawings, 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 conversion unit 130, The worm wheel 132 and the drive shaft 133 are rotated in opposite directions to release the pressure of the first pressure chamber 112 by moving the hydraulic piston 114 back to its original position, .

However, since the first control valve 231 and the second control valve 232 provided as check valves are kept closed as described above, even if a negative pressure is generated in the first pressure chamber 112, Can not be transmitted to the first pressure chamber 112. As a result, The oil of the reservoir 30 may be transferred through the first dump passage 116 to relieve the negative pressure of the first pressure chamber 112. [

Conversely, hydraulic pressure is generated in the second pressure chamber 113 while the hydraulic piston 114 is moved backward.

The hydraulic pressure provided in the second pressure chamber 113 is directly transmitted to the wheel cylinders 40 provided on the two wheels FR and RL via the fourth hydraulic fluid passage 214 and the fifth hydraulic fluid passage 215. At this time, the first and second inlet valves 221a and 221b installed in the two oil flow paths branched from the fifth hydraulic oil path 215 are kept open, and the first and second outlet valves 222a and 222b And the liquid pressure in the second pressure chamber 113 is transferred to the reservoir 30. At this time, the hydraulic pressure of the wheel cylinder 40 is transmitted to and discharged from the reservoir 30 through the first and second outlet valves 222a and 222b in an open state.

The hydraulic pressure provided by the second pressure chamber 113 is transmitted directly to the wheel cylinders 40 provided on the two wheels RR and FL through the fourth hydraulic fluid passage 214 and the sixth hydraulic fluid passage 216 do. At this time, the third and fourth inlet valves 221c and 221d, which are respectively installed in the two flow paths branched from the sixth hydraulic oil path 216, are kept open, and the third and fourth outlet valves 222c and 222d And the liquid pressure in the second pressure chamber 113 is transferred to the reservoir 30. At this time, the hydraulic pressure of the wheel cylinder 40 is transferred to and discharged from the reservoir 30 through the third and fourth outlet valves 222c and 222d in the opened state.

The reason why the hydraulic pressure of the wheel cylinder 40 is discharged through the outlet valve 222 is that the pressure in the reservoir 30 is smaller than the pressure in the wheel cylinder 40. [ The hydraulic pressure of the wheel cylinder 40 is quickly returned to the reservoir 30 when the outlet valve 222 is opened because the pressure of the reservoir 30 is normally at atmospheric pressure and the pressure in the wheel cylinder 40 is considerably higher than atmospheric pressure. .

At this time, the pressure sensor PS1-2 with the hydraulic oil installed in the second hydraulic oil path 212 can detect the flow rate discharged from the wheel cylinder 40 installed on the left front wheel FL or the right rear wheel RR. Therefore, the electronic brake system according to the present embodiment can effectively control the flow rate discharged from the wheel cylinder 40 by controlling the hydraulic pressure supply device 100 according to the output of the pressure sensor PS1-2 with the hydraulic oil, It is possible to control the flow rate and discharge speed of the wheel cylinder 40 by adjusting the backward distance and the backward speed of the hydraulic piston 114.

Here, the hydraulic piston 114 is moved backward to release the braking pressure, but the present invention is not limited thereto.

For example, since the hydraulic pressure providing unit 110 of the electromagnetic brake system 1 according to the present embodiment is provided in a double-acting type, although not shown, the hydraulic pressure piston 114 can advance and release the braking pressure. That is, when the pedal force applied to the brake pedal 10 is released, the motor 120 rotates in the opposite direction, and the rotational force of the motor 120 is transmitted to the hydraulic pressure providing unit 110 by the power transmitting unit 130 , The hydraulic pressure piston 114 of the hydraulic pressure providing unit 110 advances to generate the hydraulic pressure in the first pressure chamber 112. The hydraulic pressure discharged from the first pressure chamber 112 of the hydraulic pressure providing unit 110 passes through the first hydraulic oil passage 211 and the second hydraulic oil passage 212 and is supplied to the first and second inlet valves 212, The hydraulic pressure of the wheel cylinder 40 is also transmitted to the reservoir 30 through the first and second outlet valves 222a and 222b which are opened and closed by the first and second outlet valves 221a and 221b and the first and second outlet valves 222a and 222b, And is delivered to the reservoir 30 through the outlet valves 222a and 222b. The hydraulic pressure discharged from the first pressure chamber 112 of the hydraulic pressure providing unit 110 passes through the first hydraulic oil passage 211 and the third hydraulic oil passage 213 and is discharged to the third and fourth The inlet and outlet valves 221c and 221d and the third and fourth outlet valves 222c and 222d are opened to the reservoir 30. The hydraulic pressure of the wheel cylinder 40 is also released to the third and And discharged to the reservoir 30 through the fourth outlet valves 222c and 222d.

While the above embodiments have been described with respect to braking and braking in normal operation, the electronic braking system of the present embodiment can operate in an active mode such as ABS / TCS / ESC.

For example, in the active mode, the inlet valves 221a, 221b, 221c and 221d opened in the normal operation are switched to the closed state and the outlet valves 222a, 222b, 222c and 222d are also kept closed. In addition, only a part of the inlet valve on the side of the wheel cylinder 40 requiring braking is opened, so that the hydraulic pressure generated by the movement of the hydraulic piston 114 is transmitted only to the corresponding wheel, so that the braking force can be partially generated.

On the other hand, when the electromagnetic brake system 1 according to the present embodiment operates abnormally, each of the valves 54, 60, 221a, 221b, 221c, 221d, 222a, 222b, 222c, 222d, The first and second cut valves 261 and 262 provided on the first and second backup flow paths 251 and 252 are maintained in the open state and the wheels RR, RL, FR, The hydraulic pressure of the master cylinder 20 can be directly transmitted to the wheel cylinder 40 through the inlet valves 221 provided in the wheel cylinders 40 of the wheel cylinders FL to generate the braking force.

At this time, the simulator valve 54 is also kept closed to prevent the hydraulic pressure, which is transmitted to the wheel cylinder 40 through the first backup channel 251, from leaking to the reservoir 30 through the simulation device 50. Therefore, when the driver depresses the brake pedal 10, the hydraulic pressure discharged from the master cylinder 20 is transferred 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. [ That is, the simulator valve 54 is arranged to be closed in the abnormal mode. When there is a leak, the fluid pressure discharged from the master cylinder 20 pushes the reaction force piston 52 of the simulation apparatus 50, Leakage may occur in the simulator valve 54 due to the pressure formed in the simulator valve 54.

When leakage occurs in the simulator valve 54, the driver does not obtain the intended braking force, so that there is a problem in braking stability.

In the electromagnetic brake system 1 according to the embodiment of the present invention, the simulator leak check mode can be executed by closing the check valve 60 and constituting the hydraulic circuit connected to the hydraulic pressure supply device 100 as a closed circuit. That is, by closing the check valve 60, the simulator valve 54, and the inlet valve 221, the flow path connecting the hydraulic pressure supply device 100 and the reservoir 30 can be blocked to constitute a closed circuit.

In the inspection mode, after generating the hydraulic pressure in the hydraulic pressure supply device 100, the electronic control unit analyzes the signal transmitted from the back-flow passage pressure sensor PS2, which measures the hydraulic pressure of the master cylinder 20, It is possible to detect a state where a leak occurs. For example, when there is no loss in the result of the measurement of the backup hydraulic pressure sensor PS2, it is determined that there is no leakage of the simulator valve 54, and when loss occurs, it is determined that there is a leak in the simulator valve 54 .

6 is a hydraulic circuit diagram of an electronic brake system 1 according to another embodiment of the present invention. The present embodiment will be described mainly on the points different from the embodiment, and the same reference numerals denote the same functions, and a detailed description thereof will be omitted.

The electronic brake system 1 according to the present embodiment is arranged such that the front (master cylinder side) of the check valve 64 of the first reservoir flow path 61 is located in front of the fifth dump valve 245 (on the side of the hydraulic pressure providing unit) (Not shown). The inspection flow path 66 may be provided with an inspection valve 65 which allows the flow of oil flowing from the fluid pressure supply unit 110 side to the reservoir 30 while blocking the reverse flow of oil. That is, the check valve 65 may be provided in the form of a check valve so as to allow only one directional fluid flow.

As described above, the inspection mode is a mode for generating a hydraulic pressure in the hydraulic pressure supply device 100 to check whether there is a loss of pressure in order 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.

6, the fifth dump valve 245 connected to the inspection flow path 66 is maintained in the closed state and is connected to the hydraulic pressure supply device 100 connected to the hydraulic pressure supply device 100. In the inspection mode according to the present embodiment, Can be constituted by a closed circuit. That is, by closing the fifth dump valve 245, the simulator valve 54 and the inlet valve 221, the flow path connecting the hydraulic pressure supply device 100 and the reservoir 30 can be blocked to constitute a closed circuit.

The electronic brake system 1 according to the present embodiment provides hydraulic pressure only to the first backup passage 251 to which the simulation apparatus 50 is connected among the first and second backup oil passage 251 and 252 in the inspection mode . That is, 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 can do. Since the third control valve 233 provided in the fifth hydraulic oil passage 215 and the fourth control valve 234 provided in the sixth hydraulic oil passage 216 are check valves, the hydraulic pressure in the first pressure chamber 112 is And is not leaked to the second pressure chamber 113.

That is, in the initial state of each of the valves 54, 221a, 221b, 221c, 221d, 222a, 222b, 222c, 222d, 245, 261, 262 provided in the electromagnetic brake system 1 of the present embodiment, The first to fourth inlet valves 221a, 221b, 221c and 221d and the second cut valve 262 are switched to the closed state and the fifth dump valve 245 is kept closed and the first cut valve 261 Can maintain the opened state and can transmit the hydraulic pressure generated in the hydraulic pressure supply device 100 to the master cylinder 20. [

It is possible to prevent the hydraulic pressure of the hydraulic pressure supply device 100 from being transmitted to the first and second hydraulic circuits 201 and 202 by closing the inlet valve 221 and to switch the second cut valve 262 to the closed state It is possible to prevent the hydraulic pressure of the hydraulic pressure supply device 100 from circulating along the second backup hydraulic line 252 and to switch the fifth dump valve 245 to the closed state so that the hydraulic pressure supplied to the master cylinder 20 Leakage to the reservoir 30 can be prevented.

In the inspection mode, after generating the hydraulic pressure in the hydraulic pressure supply device 100, the electronic control unit analyzes the signal transmitted from the back-flow passage pressure sensor PS2, which measures the hydraulic pressure of the master cylinder 20, It is possible to detect a state where a leak occurs. For example, when there is no loss in the result of the measurement of the backup hydraulic pressure sensor PS2, it is determined that there is no leakage of the simulator valve 54, and when loss occurs, it is determined that there is a leak in the simulator valve 54 .

As described above, in the inspection mode according to the present embodiment, the fifth dump valve 245 provided in the hydraulic pressure supply apparatus 100 is connected to the inspection flow path 66 and is controlled by the closed circuit to be used in the electronic brake system of the embodiment It is possible to reduce the number of valves (check valves 60) to be manufactured, thereby reducing manufacturing costs.

7 is a hydraulic circuit diagram of an electronic brake system according to another embodiment of the present invention. The present embodiment will be described mainly on the points different from the embodiment, and the same reference numerals denote the same functions, and a detailed description thereof will be omitted.

The first backup oil passage 251 of the electromagnetic brake system 1 according to the present embodiment is connected to the upstream side of the inlet valve 221 of the hydraulic control unit 200 of the embodiment from the master cylinder 20 (On the side of the wheel cylinder FR with respect to the inlet valve) of the inlet valves 221 (221a, 221b) other than the inlet valves 221 (221a, 221b). Similarly, the second backup oil passage 252 can join the second hydraulic circuit 202 downstream of the wheel cylinders FL of the third or fourth inlet valves 221c and 221d.

Accordingly, when the first and second cut valves 261 and 262 are closed, the hydraulic pressure provided by the hydraulic pressure supply device 100 can be supplied to the wheel cylinder 40 through the first and second hydraulic circuits 201 and 202 When the first and second cut valves 261 and 262 are opened, 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 . At this time, since the plurality of inlet valves 221a, 221b, 221c, and 221d are in the open state, it is not necessary to switch the operation state.

The electromagnetic brake system according to the present embodiment may be configured such that the simulator valve 54 is stuck in the closed state by connecting the first and second backup oil passages 251 and 252 to the downstream of the inlet valve 221, The hydraulic pressure of the master cylinder 20 can be quickly transmitted to the wheel cylinder 40 even if an abnormal condition occurs in which the cut valves 261 and 262 leak or the motor does not operate.

Hereinafter, the braking operation in a state in which leakage occurs in the first cut valve 261 during an abnormal situation will be described with reference to FIG. Before the explanation, whether the simulator valve 54 is fixed or whether the first cut valve 261 is leaked can be inspected using the inspection valve 60, and a detailed description thereof will be omitted.

When it is determined that the first cut valve 261 is leaked, the electronic control unit keeps the first cut valve 261 in the open state and switches the second cut valve 262 to the closed state.

In this state, it is not easy to use the simulation apparatus 50 to provide a reaction force corresponding to the pressing force of the brake pedal 10. This is because the oil in the first master chamber 20a leaks through the first cut valve 261 and does not sufficiently flow into the simulation apparatus 50. [

Thus, the electronic control unit keeps the first cut valve 261 open and keeps the simulator valve 54 closed. The hydraulic pressure formed in the first master chamber 20a is transmitted to the first hydraulic circuit 201 along the first backup channel 251. [

Further, the electronic control unit switches the first inlet valve 221a to the closed state. Accordingly, the fluid pressure formed in the first master chamber 20a is transmitted to the wheel cylinder 40 provided on the right front wheel FR along the first backup oil passage 251 to form the braking force. In this process, the driver can feel the pedal feeling through the reaction force provided to the brake pedal 10. At this time, the feel of the driver feeling the pedal may be similar to the feeling of the pedal in the fallback mode.

The hydraulic pressure supply device 100 is operated by the electrical signal of the pedal displacement sensor 11 according to the displacement of the brake pedal 10 and the hydraulic pressure formed in the hydraulic pressure providing unit 110 is transmitted to the open second to fourth inlet Is transmitted to the wheel cylinders 40 of the left rear wheel RL, the right rear wheel RR and the left front wheel FL through the valves 221b, 221c and 221d to form a braking force. Therefore, the braking force can be stably formed in the four wheel cylinders 40. [

If the electronic control unit switches the first inlet valve 221a to the open state despite a leak in the first cut valve 261, the fluid pressure formed in the hydraulic pressure supply device 100 is supplied to the master cylinder 20, So that the brake pedal 10 is pushed out. That is, a resistance is generated in the brake pedal 10, so that a sufficient braking force required by the driver may not be generated.

In the above description, the braking operation when the first cut valve 261 is leaking is illustrated as an example. However, the present invention is not limited to this, and when the second cut valve 262 is leaking, the first cut valve 261 may be closed and the second cut valve 262 may be opened to perform the braking operation as described above. In addition, when the first and second cut valves 261, 262 are leaked, to be.

According to the present embodiment, the first and second backup passages 251 and 252 are connected to the inlet valves of the front wheels FR and FL among the four wheel cylinders. This is because the braking of the vehicle can be stably performed when the demanded braking amount generated in the front wheels is at least equal to or greater than the demand braking amount generated in the rear wheels.

10: Brake pedal 11: Pedal displacement sensor
20: master cylinder 30: reservoir
40: Wheel cylinder 50: Simulation device
54: simulator valve 61: first reservoir passage
62: second reservoir flow path 63, 66:
64: Check valve 65: Check valve
100: hydraulic pressure supply device 110: hydraulic pressure supply unit
116: first dump passage 117: second dump passage
118: Third dump connection channel 119: Fourth dump channel
120: motor 130: power conversion unit
200: Hydraulic control unit 201: First hydraulic circuit
202: second hydraulic circuit 211: first hydraulic oil
212: second hydraulic oil passage 213: third hydraulic oil passage
214: fourth hydraulic oil rail 215: fifth hydraulic oil rail
216: sixth hydraulic oil passage 221: inlet valve
222: outlet valve 223: check valve
231: first control valve 232: second control valve
233: third control valve 234: fourth control valve
241: first dump valve 242: second dump valve
243: Third dump valve 244: Fourth dump valve
245: fifth dump valve 251: first backup channel
252: second backup passage 261: first cut valve
262: second cut valve

Claims (5)

A first pressure chamber provided on one side of the piston, which is accommodated movably in the cylinder block, and which is connected to at least one wheel cylinder, the hydraulic pressure being generated by using a piston operated by an electrical signal outputted in response to displacement of the brake pedal, And a second pressure chamber provided on the other side of the piston and connected to at least one wheel cylinder;
A first hydraulic oil communicating with the first pressure chamber;
A second hydraulic oil branching from the first hydraulic oil passage;
A third hydraulic oil branching from the first hydraulic oil passage;
A fourth hydraulic oil communicating with the second pressure chamber;
A fifth hydraulic oil branching from the fourth hydraulic oil passage and joining to the second hydraulic oil passage;
A sixth hydraulic oil branching from the fourth hydraulic oil passage and joining to the third hydraulic oil passage;
A first control valve provided in the second hydraulic oil passage for controlling the flow of oil;
A second control valve provided in the third hydraulic oil passage to control the flow of oil;
A third control valve provided in the fifth hydraulic oil passage and controlling the flow of the oil;
A fourth control valve provided in the sixth hydraulic oil passage for controlling the flow of oil;
A first hydraulic circuit that is connected to the two wheel cylinders in the second hydraulic oil passage or the fifth hydraulic oil passage, respectively; And
And a second hydraulic circuit that is connected to the two wheel cylinders in the third hydraulic fluid passage or the sixth hydraulic fluid passage,
Wherein the first control valve to the fourth control valve are provided as a check valve that allows the flow of oil in the direction from the hydraulic pressure supply device to the wheel cylinder and blocks the flow of oil in the opposite direction. The method according to claim 1,
Further comprising a reservoir in which the oil is stored,
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,
A third dump connection channel connecting the first dump channel and the second dump channel,
A fourth dump passage connecting the third dump connection passage and 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, A valve,
A third dump valve provided in the third dump connection passage to control the flow of oil and to allow the oil to flow from the first pressure chamber to the reservoir while blocking the flow of oil in the opposite direction, A fourth dump valve provided in the second pressure chamber as a check valve that allows the oil to flow to the reservoir but blocks the flow of oil in the opposite direction,
Further comprising a fifth dump valve provided in said fourth dump passage and provided as a solenoid valve capable of controlling bi-directional flow. 3. The method of claim 2,
A master cylinder connected to the reservoir;
A check valve provided in a reservoir passage connecting the reservoir and the master cylinder and allowing only a flow of fluid flowing from the reservoir in the direction of the master cylinder,
An inspection flow path connecting a master cylinder side flow path of the check valve provided in the reservoir flow path and an upstream side of a hydraulic pressure supply device side of a fifth dump valve provided in the fourth dump flow path; And
And an inspection valve provided on the inspection flow path as a check valve allowing only a flow of the fluid flowing from the hydraulic pressure supply device toward the reservoir. The method according to claim 2 or 3,
And the fifth dump valve is provided in a normally closed type. 3. The method of claim 2,
The master cylinder includes first and second master chambers, first and second pistons provided in each master chamber,
Wherein the first hydraulic circuit and the second hydraulic circuit further include a plurality of inlet valves for selectively opening and closing a flow path of a wheel cylinder provided in each wheel,
A first backup channel connecting one of the first master chamber and the second master chamber to the first hydraulic circuit;
A second backup channel connecting the other of the first master chamber and the second master chamber to the second hydraulic circuit;
A first cut valve selectively opening and closing the first backup passage; And
And a second cut valve for selectively opening and closing the second backup passage,
Wherein at least one of the first backup channel and the second backup channel connects the first or second master chamber and the downstream of one of the plurality of inlet valves.

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