KR20190029050A - Electric brake system - Google Patents

Abstract

Disclosed is an electronic brake system to aim miniaturization and lightweight of a structure. According to one embodiment of the present invention, the electronic brake system comprises: a master cylinder using first and second pistons to generate hydraulic pressure, and including a first hydraulic port to discharge working fluid from a first chamber having the first piston therein and a second hydraulic port to discharge the working fluid from a second chamber having the second piston therein; a pedal simulator connected to the master cylinder to provide reaction force responding to pedal force of a brake pedal, and including a simulation chamber to store the working pressure discharged from the first hydraulic port and a reservoir to store the working fluid; a simulator flow path to connect the first hydraulic port with the pedal simulator; a hydraulic processing unit using a piston operated by an electric signal outputted corresponding to displacement of the brake pedal, and including a first pressure chamber disposed on one side of the piston movably received in a cylinder block and a second pressure chamber disposed on the other side of the piston to be connected to one or more wheel cylinders; a first hydraulic circuit including a first hydraulic flow to communicate with the first pressure chamber, and first and second branch flow paths branched to be connected to two wheel cylinders from a second hydraulic flow path, respectively; a first backup flow path to connect the first hydraulic port with the first hydraulic circuit; and a solenoid valve controlling a flow of the working fluid to selectively provide the working fluid provided from the master cylinder to any one from the first backup flow path and the simulator flow path.

Description

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

The present invention relates to an electronic brake system including a master cylinder, a wheel cylinder, and a switching valve capable of controlling each of the master cylinder and the pedal simulator to one valve by using an electric signal.

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

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

Generally, an electronic brake system includes a master cylinder that receives an electric signal of a braking force of a driver from a pedal displacement sensor that detects a displacement of a brake pedal when the driver depresses the brake pedal, and supplies pressure to the wheel cylinder.

At this time, the master cylinder is pressurized according to the pressure of the brake pedal, so that the hydraulic pressure is transmitted to the pedal simulator connected to the master cylinder.

In order for the hydraulic pressure to be transmitted to the pedal simulator, a flow path connecting the master cylinder and the pedal simulator must be formed. For this purpose, there is a need for an electronic control valve capable of simultaneously closing the flow path in the wheel cylinder direction and opening the flow path in the pedal simulator direction so that the hydraulic pressure provided by the master cylinder can not immediately reach the wheel cylinder.

Embodiments of the present invention provide an electronic brake system capable of opening and closing a flow path connecting a master cylinder and a wheel cylinder by using an electrical signal and controlling a flow path connecting a master cylinder and a pedal simulator by using one valve, .

Embodiments of the present invention provide an electronic brake system including a master cylinder, a wheel cylinder, and a valve that can switch the communication state between the master cylinder and the pedal simulator in mutually opposite directions.

The master cylinder transmits brake hydraulic pressure only to the wheel cylinders on the right front wheel side and the left rear wheel side, thereby providing an electronic brake system capable of reducing the size and weight of the structure.

According to an aspect of the present invention, there is provided a hydraulic control apparatus for an internal combustion engine, which generates hydraulic pressure using first and second pistons, comprising: a first hydraulic port through which a working fluid is discharged from a first chamber provided with the first piston; A master cylinder including a second hydraulic port through which a working fluid is discharged from the chamber, a master cylinder connected to the master cylinder to provide a reaction force according to the power of the brake pedal, A pedal simulator including a simulation chamber, a reservoir for storing the working fluid, a simulator flow path connecting the first hydraulic port and the pedal simulator, and a piston operated by an electrical signal output corresponding to the displacement of the brake pedal To thereby provide a hydraulic pressure, wherein the piston And a second pressure chamber provided on the other side of the piston and connected to one or more wheel cylinders, a hydraulic pressure control valve provided on the other side of the piston for communicating with the first pressure chamber, A first hydraulic circuit including first hydraulic oil branched from the first hydraulic oil path and first and second branch hydraulic fluid branched from the second hydraulic oil path to be connected to two wheel cylinders, A first backup hydraulic line connecting the first hydraulic circuit to the first hydraulic circuit and a first backup hydraulic circuit connecting the first hydraulic circuit to the first hydraulic circuit and the first backup hydraulic circuit to control the flow of the working fluid to selectively provide the working fluid provided from the master cylinder to the first backup hydraulic channel and the simulator flow path An electronic brake system including a switching valve provided with a solenoid valve may be provided.

A second hydraulic circuit including a third hydraulic fluid branched from the first hydraulic fluid path and third and fourth branch fluid channels branched from the third hydraulic fluid path to be connected to the two wheel cylinders, And a cut valve provided in a second backup fluid passage connecting the second hydraulic pressure port and the second hydraulic circuit to control the flow of the working fluid.

In addition, the master cylinder may further include a check valve for shutting off the flow of the working fluid in the direction from the second chamber toward the reservoir.

The pedal simulator may further include a simulator check valve for allowing a flow of the working fluid in the direction from the reservoir to the simulation chamber, but blocking the flow of the working fluid in the opposite direction.

The pedal simulator may further include a reaction force piston provided in the simulation chamber and a reaction force spring for elastically supporting the reaction force piston.

A second control valve provided in the second hydraulic oil passage and controlling the flow of the working fluid; a second control valve provided in the third hydraulic oil passage for controlling the flow of the working fluid; Further comprising a third control valve for controlling the flow of the hydraulic fluid and a fourth control valve provided in the sixth hydraulic fluid passage for controlling the flow of the working fluid, wherein at least one of the first to fourth control valves A check valve that allows the flow of the working fluid in the direction toward the wheel cylinder and blocks the flow of the working fluid in the opposite direction may be provided.

The first, second, and fourth control valves are provided with check valves that allow the flow of the working fluid in the direction from the hydraulic pressure supply to the cylinder, but block the flow of the working fluid in the opposite direction, The third control valve may be a solenoid valve for controlling the flow of the working fluid in both directions between the hydraulic supply and the wheel cylinder.

The seventh hydraulic oil passage communicates the second hydraulic oil passage with the third hydraulic oil passage, and a fifth control valve provided in the seventh hydraulic oil passage to control the flow of the working fluid.

The fifth control valve may be a solenoid valve for controlling the flow of the working fluid in both directions between the hydraulic supply and the wheel cylinder.

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

An eighth hydraulic oil passage communicating the second hydraulic oil passage and the seventh hydraulic oil passage and a sixth control valve provided in the eighth hydraulic oil passage for controlling the flow of the working fluid may be further included.

The sixth control valve may be provided as a solenoid valve for controlling the flow of working fluid in both directions between the hydraulic supply and the wheel cylinder.

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

The fifth control valve may be installed between a point where the seventh hydraulic oil path joins the third hydraulic oil path and a point joining the eighth hydraulic oil path.

The hydraulic pressure supply unit may include the cylinder block, the piston movably received in the cylinder block and moving back and forth by a rotational force of the motor, and a piston formed in the cylinder block forming the first pressure chamber, A first communication hole communicating with the first hydraulic oil path and a second communication hole formed in the cylinder block forming the second pressure chamber and communicating with the fourth hydraulic fluid path.

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

A first dump flow path communicating with the first pressure chamber and connected to the reservoir; a second dump flow path communicating with the second pressure chamber and connected to the reservoir; and a second dump flow path provided in the first dump flow, A first dump valve for controlling the flow of the working fluid in the direction from the reservoir to the first pressure chamber while providing a check valve for shutting off the flow of the working fluid in the opposite direction, A second dump valve provided at the reservoir to control the flow of the working fluid and to allow the flow of working fluid in the direction from the reservoir to the second pressure chamber while blocking the flow of working fluid in the opposite direction, And a bypass flow path connecting the upstream side and the downstream side of the second dump valve in the second dump flow path to control the flow of the working fluid, And a third dump valve provided as a solenoid valve for controlling the flow of the working fluid in both directions between the second pressure chambers.

Also, the third dump valve may be a normally open type valve that is normally open and operates to close upon receipt of a closing signal.

The embodiments of the present invention can simplify the overall configuration by simultaneously opening and closing the connection channel between the master cylinder and the wheel cylinder and the connection channel between the master cylinder and the pedal simulator using a single valve by using an electrical signal.

In addition, since the abnormal state indicating the state of communication or the cut-off state between the master cylinder and the wheel cylinder and between the master cylinder and the pedal simulator and the operation of switching the steady state can be implemented through the provision of the single switching valve, It is possible to reduce the size and weight.

In addition, it is possible to reduce the amount of brake fluid discharged from the master cylinder, thereby achieving cost reduction, while reducing the size and weight.

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.
FIG. 2 is a hydraulic circuit diagram showing an abnormal state according to the non-operation of the switching valve of the electromagnetic brake system according to the embodiment of the present invention. FIG.
3 is a hydraulic circuit diagram showing a steady state according to the operation of the switching valve of the electromagnetic brake system according to the embodiment of the present invention.
4 is an enlarged view showing a working fluid supply unit according to an embodiment of the present invention.
5 is a hydraulic circuit diagram showing a situation in which the hydraulic piston advances and provides a braking pressure in a low pressure mode.
6 is a hydraulic circuit diagram showing a situation in which the hydraulic piston advances and provides a braking pressure in a high pressure mode.
Fig. 7 is a hydraulic circuit diagram showing a situation in which the hydraulic piston provides a braking pressure while reversing. Fig.
8 is a hydraulic circuit diagram showing a situation in which the hydraulic pressure piston is released and the braking pressure is released in the high pressure mode.
9 is a hydraulic circuit diagram showing a situation in which the hydraulic pressure piston is released and the braking pressure is released in the low pressure mode.
10 is a hydraulic circuit diagram showing a situation in which the hydraulic pressure piston is advanced and the braking pressure is released.
11 and 12 show a state in which the ABS is actuated by the electromagnetic brake system according to the embodiment of the present invention. Fig. 11 shows a situation in which the hydraulic piston brakes selectively as it advances, Fig. 12 shows a situation in which the hydraulic piston is retracted It is a hydraulic circuit diagram showing a situation where the engine is braked.
13 is a hydraulic circuit diagram showing an abnormal state in which the electromagnetic brake system according to the embodiment of the present invention operates abnormally.
14 is a hydraulic circuit diagram showing a state in which the electronic brake system according to the embodiment of the present invention is operated in the dump mode.
15 is a hydraulic circuit diagram showing a state in which the electromagnetic brake system according to the embodiment of the present invention is operated in the balanced mode.
16 is a hydraulic circuit diagram showing a state in which the electronic brake system according to the embodiment of the present invention is operated in the inspection mode.

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

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

1, an electronic brake system 1 according to an embodiment of the present invention includes a master cylinder 20 for providing a working fluid, a pedal simulator 50 for providing a reaction force according to the power of the brake pedal 10, A simulator flow path 251a connecting the first hydraulic port 24a and the pedal simulator 50, a hydraulic pressure is supplied using a piston operated by an electrical signal outputted in response to the 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, wherein the first pressure chamber is connected to at least one wheel cylinder, A first hydraulic fluid path 211 communicating with the first pressure chamber, a second hydraulic fluid path 212 branched from the first hydraulic fluid path, a third hydraulic fluid path 213 branched from the first hydraulic fluid path, 212) A first hydraulic circuit 201 including first and second branch passages branched to be connected to two wheel cylinders respectively, a third and a third hydraulic circuit 201 branched from the third hydraulic fluid passage 213 to be connected to the two wheel cylinders, And a second hydraulic circuit 202 including a fourth branch passage and is provided in the first backup passage 251 connecting the first hydraulic port 24a and the first hydraulic circuit 201 and is provided in the simulation chamber 51 A switching valve 54 for controlling the flow of working fluid and a second backup channel 252 for connecting the second hydraulic port 24b and the second hydraulic circuit 202 of the master cylinder 20 And a cut valve 262 for controlling the flow of the working fluid.

The electromagnetic brake system 1 described above includes an input rod 12 for pressing the master cylinder 20 in accordance with the pressing force of the brake pedal 10 and a driving rod 12 for transmitting the working fluid to each wheel RR, A wheel cylinder 40 for performing braking of the brake pedal 10 and a pedal displacement sensor 11 for sensing the displacement of the brake pedal 10.

The master cylinder 20 may be configured to include at least one chamber to generate working fluid. In one example, the master cylinder 20 is configured to have two chambers, each chamber being provided with a first piston 21a and a second piston 22a, the first piston 21a being connected to the input rod 12 ). The master cylinder 20 can form first and second hydraulic ports 24a and 24b, respectively, through which the working fluid is discharged from the two chambers.

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

Or one of the two chambers may be connected to the two front wheels FR and FL, and the other chamber may be connected to the two rear wheels RR and RL, as shown in the figure. In addition, one of the two chambers may be connected to the left front wheel FL and the left rear wheel RL, and one 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 chambers of the master cylinder 20 can be variously configured.

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

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

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

The pedal simulator 50 is connected to a first backup oil 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 pedal simulator 50 includes a simulation chamber 51 configured to store a working fluid flowing out from the first hydraulic port 24a of the master cylinder 20, A reaction spring 53 for resiliently supporting the piston 52 and a reservoir 30 provided at the rear end of the simulation chamber 51 for storing a working fluid.

At this time, the reaction force piston 52 and the reaction force spring 53 are installed to have a certain range of displacement in the simulation chamber 51 by the working fluid flowing into the simulation chamber 51.

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 the shape deformation. For example, it includes various members capable of storing an elastic force by being made of a material such as rubber or having a coil or a plate shape.

Next, referring to FIGS. 2 and 3, the operation fluid flow according to the operating state of the switching valve 54 of the electromagnetic brake system according to the embodiment of the present invention will be described. FIG. 2 is a hydraulic circuit diagram showing an abnormal state according to the non-operation of the switching valve 54 of the electromagnetic brake system according to the embodiment of the present invention, and FIG. 3 is a hydraulic circuit diagram showing the switching valve 54 of the electromagnetic brake system according to the embodiment of the present invention. Is a hydraulic circuit diagram showing a steady state according to operation.

The switching valve 54 is connected to a first backup hydraulic line 251 for connecting the first hydraulic pressure port 24a and the first hydraulic circuit 201 and a second backup hydraulic circuit 251 for connecting the master cylinder 20 and the simulator chamber 51, (Not shown). Thus, the working fluid supplied from the master cylinder 20 can be selectively opened and closed to selectively provide the working fluid to either the first backup channel 251 or the simulator channel 251a.

2, when the electric brake system 1 is not supplied with electric power and the solenoid is not operated, the switching valve 54 is connected to the connection cylinder 50 between the master cylinder 20 and the wheel cylinder 40, And the simulator flow channel 251a, which is a connection flow path between the master cylinder 20 and the pedal simulator 50, is closed.

The master cylinder 20 which needs to transfer the operating fluid to the wheel cylinder 40 in the above-described abnormal state transfers brake hydraulic pressure only to the wheel cylinders on the right front wheel FR and the left rear wheel RL side, Since the amount of the brake fluid discharged from the master cylinder 20 needs to be small, the master cylinder 20 can be reduced in size and cost can be reduced, and the overall structure can be reduced in weight.

3, when the driver applies pressure to the brake pedal 10, electric power is supplied to the selector valve 54 to drive the solenoid. The portion of the switching valve 54 connected to the first backup passage 251 is closed by the closing signal and the communication between the master cylinder 20 and the wheel cylinder 40 is cut off. At the same time, a portion of the switching valve 54 connected to the simulator flow path 251a receives an open signal from an electronic control unit (ECU) (not shown), thereby opening the valve so that communication between the master cylinder 20 and the pedal simulator 50 It is possible to exist in a normal state.

Here, the working fluid in the simulation chamber 51 can be transferred to the reservoir 30.

A simulator check valve 55 may be additionally provided between the simulation chamber 51 and the reservoir 30 so as to be connected in series with the switch valve 54. [ The simulator check valve 55 allows the working fluid of the reservoir 30 to flow into the simulation chamber 51 so that the working fluid of the simulation chamber 51 flows through the flow path in which the simulator check valve 55 is installed, Can be blocked.

A quick return of the pressure of the pedal simulator 50 can be ensured because the working fluid can be supplied into the simulation chamber 51 via the simulator check valve 55 upon depressurization of the brake pedal 10.

The front end of the simulation chamber 51 is connected to the master cylinder 20 and the rear end of the simulation chamber 51 can be connected to the reservoir 30. Therefore, even when the reaction force piston 52 returns, the working fluid of the reservoir 30 is introduced, so that the entire interior of the simulation chamber 51 can be filled with the working fluid.

In the figure, a plurality of reservoirs 30 are shown, and each reservoir 30 uses the same reference numerals. However, these reservoirs may be provided with the same parts or may be provided with different parts. The reservoir 30 connected to the simulation chamber 51 may be the same as the reservoir 30 connected to the master cylinder 20 or may store the working fluid separately from the reservoir 30 connected to the master cylinder 20. [ It can be a repository that can.

A simulation chamber 50 for pressing the reaction force spring 53 while pressing the reaction force piston 52 of the pedal simulator 50 when the driver applies pressure to the brake pedal 10 will be described. The working fluid in the fluid chamber 51 is transferred to the reservoir 30, and the driver is provided with a feeling of a pedal.

When the driver releases his / her foot to the brake pedal 10, the reaction force spring 52 pushes the reaction force piston 52 to return the reaction force piston 52 to its original state, and the working fluid of the reservoir 30 is returned to the simulation chamber The working fluid may be filled in the simulation chamber 51 while being introduced into the simulation chamber 51.

Since the inside of the simulation chamber 51 is always filled with the working fluid, friction of the reaction force piston 52 is minimized during operation of the pedal simulator 50 to improve the durability of the pedal simulator 50, So that the inflow of foreign matter can be blocked.

An electronic brake system 1 according to an embodiment of the present invention includes a hydraulic pressure absorber 100 for mechanically operating by receiving an electric signal of a driver's braking will from a pedal displacement sensor 11 for detecting a displacement of a brake pedal 10, And a first and a second hydraulic circuits 201 and 202 for controlling the flow of working fluid delivered to the wheel cylinders 40 provided in the two wheels RR, RL, FR and FL, respectively, A switching valve 54 provided in a first backup passage 251 for connecting the first hydraulic pressure port 24a and the first hydraulic circuit 201 to control the flow of the working fluid, A cut valve 262 provided on a second backup passage 252 connecting the hydraulic port 24b and the second hydraulic circuit 202 to control the flow of the working fluid, It is possible to control the feeder 100 and the valves 54, 60, 221a, 221b, 221c, 221d, 222a, 222b, 222c, 222d, 233, 235, 236, It may include an electronic control unit (ECU, not shown).

The hydraulic pressure supply unit 100 includes a working fluid supply unit 110 that provides a working fluid pressure to be transmitted to the wheel cylinder 40 and a motor 120 that provides a turning force by an electrical signal of the pedal displacement sensor 11 And a power converting unit 130 that converts the rotational motion of the motor 120 into a linear motion and transmits the rectilinear motion to the working fluid providing unit 110. Or the working fluid supply 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.

Next, the working fluid supply unit 110 according to the embodiment of the present invention will be described with reference to FIG. 4 is an enlarged view showing a working fluid supply unit 110 according to an embodiment of the present invention.

The working fluid supply unit 110 includes a cylinder block 111 in which a pressure chamber to be stored for receiving a working fluid is formed, a hydraulic piston 114 accommodated in the cylinder block 111, a hydraulic piston 114, A sealing member 115 which is provided between the pressure piston 111 and the pressure piston 111 and sealing the pressure chamber 111 and a power transmission unit 130 connected to the rear end of the hydraulic piston 114 to transmit the power output from the power conversion unit 130 to the hydraulic piston 114 And a driving shaft 133 for driving the motor.

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 oil path 211 through the first communication hole 111a formed on the rear side of the cylinder block 111 and formed on the front side of the cylinder block 111 And is connected to the fourth hydraulic oil passage 214 through the second communication hole 111b. The first hydraulic oil path 211 connects the first pressure tamper 112 and the first and second hydraulic circuits 201 and 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 212 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 working fluid or the negative 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, 1 and the fourth hydraulic oil path 211, 214, respectively. The working fluid or negative 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 reservoir 30 by the dump flow paths 116 and 117 respectively and are supplied with the working fluid from the reservoir 30, To the reservoir 30, the working fluid of the first and second chambers 112 and 113, respectively. For example, the dump channels 116 and 117 include a first dump channel 116 branched from the first pressure chamber 112 and connected to the reservoir 30, and a second dump channel 116 branched from the second pressure chamber 113 and connected to the reservoir 30 And a second dump passage 117 connected to the second dump passage 117.

The first pressure chamber 112 is connected to the first dump passage 116 through a fifth communication hole 111f formed on the front side and the second pressure chamber 113 is connected to the first dump passage 116 via a sixth And can be connected to the second dump passage 117 through the communication hole 111e.

A first communication hole 111a communicating with the first hydraulic oil path 211 is formed in front of the first pressure chamber 112. A fourth hydraulic fluid path 214 is formed in the rear of the first pressure chamber 112, A second communication hole 111b can be formed. The first pressure chamber 112 may further include a third communication hole 111c communicating with the first dump passage 116.

A third communication hole 111c communicating with the third hydraulic fluid passage 213 and a fourth communication hole 111d communicating with the second dump passage 117 may be formed in the second pressure chamber 113 have.

Referring again to FIG. 1, the flow paths 211, 212, 213, 214, 215, 216, 217 connected to the first pressure chamber 112 and the second pressure chamber 113 and the valves 231, 232, 233, 234, 235, 236, 241, 242 and 243 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 working fluid can be transferred to the first hydraulic circuit 201 and the second hydraulic circuit 202 by advancing the hydraulic piston 114. [

The electromagnetic brake system 1 according to the embodiment of the present invention includes a first control valve 231 and a second control valve 231 which are respectively provided in the second and third hydraulic oil passages 212 and 213 to control the flow of the working fluid, (232).

The first and second control valves 231 and 232 allow only the working fluid flow in the direction from the first pressure chamber 112 to the first or second hydraulic circuit 201 and 202, The fluid flow may be provided as a shut-off check valve. That is, the first or second control valve 231 or 232 allows the working fluid 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 working fluid of the hydraulic circuits 201 and 202 from leaking to the first pressure chamber 112 through the second or third hydraulic fluid paths 212 and 213. [

On the other hand, the fourth hydraulic oil path 213 may branch to the fifth hydraulic oil path 215 and the sixth hydraulic oil path 216 midway and may be communicated with both 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). Accordingly, the working fluid 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 embodiment of the present invention is provided in the fifth hydraulic oil path 215 and provided to the third control valve 233 and the sixth hydraulic oil path 216 for controlling the flow of the working fluid, And a fourth control valve 234 for controlling the flow of the fluid.

The third control valve 233 may be provided as a bidirectional control valve for controlling the flow of working fluid between the second pressure chamber 113 and the first hydraulic circuit 201. The third control valve 233 may be a normally closed type (normally closed type) solenoid valve that is normally closed and operates to open the valve when receiving an open signal from an electronic control unit (ECU) (not shown).

The fourth control valve 234 is provided with a check valve that allows only the working fluid flow in the direction from the second pressure chamber 113 to the second hydraulic circuit 202 and blocks the working fluid flow in the opposite direction . That is, the fourth control valve 234 prevents the working fluid of the second hydraulic circuit 202 from leaking to the second pressure chamber 113 through the sixth hydraulic fluid passage 216 and the fourth hydraulic fluid passage 214 can do.

The electromagnetic brake system 1 according to the embodiment of the present invention is provided in the seventh hydraulic oil passage 217 connecting the second hydraulic oil passage 212 and the third hydraulic oil passage 213 to control the flow of the working fluid A sixth control valve 236 provided on the eighth hydraulic oil passage 218 for connecting the second hydraulic oil passage 212 and the seventh hydraulic oil passage 217 to control the flow of the working fluid, . ≪ / RTI > The fifth control valve 235 and the sixth control valve 236 are normally closed so that the valve is opened when the fifth control valve 235 and the sixth control valve 236 are normally closed and receive an open signal from the electronic control unit A solenoid valve may be provided.

The fifth control valve 235 and the sixth control valve 236 are operated to be opened when an abnormality occurs in the first control valve 231 or the second control valve 232 so that the pressure in the first pressure chamber 112 So that the working fluid can be transmitted to both the first hydraulic circuit 201 and the second hydraulic circuit 202.

And the fifth control valve 235 and the sixth control valve 236 can be operated to be opened when the working fluid of the wheel cylinder 40 is taken out and sent to the first pressure chamber 112. The first control valve 231 and the second control valve 232 provided in the second hydraulic fluid passage 212 and the third hydraulic fluid passage 213 are provided as check valves allowing only unidirectional working fluid flow.

The electromagnetic brake system 1 according to the embodiment of the present invention 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 working fluid, (242). The dump valves 241 and 242 may be check valves that open only the direction from the reservoir 30 to the first or second pressure chambers 112 and 113 and close the opposite direction. That is, the first dump valve 241 allows the working fluid to flow from the reservoir 30 to the first pressure chamber 112 while the working fluid flows from the first pressure chamber 112 to the reservoir 30 And the second dump valve 242 allows the working fluid to flow from the reservoir 30 to the second pressure chamber 113 while allowing the working fluid to flow from the reservoir 30 to the second pressure chamber 113. [ And may be a check valve that blocks the flow of working fluid.

The second dump flow path 117 may include a bypass flow path and a third dump valve 243 may be provided in the bypass flow path to control the flow of working fluid between the second pressure chamber 113 and the reservoir 30, Can be installed.

The third dump valve 243 may be provided as a solenoid valve capable of controlling the bidirectional flow and is opened in the normal state and operated to close the valve upon receiving a close signal from the electronic control unit (ECU) And may be provided as a solenoid valve of a normally open type.

The working fluid supply unit 110 of the electromagnetic brake system 1 according to the embodiment of the present invention can operate in a double acting manner. That is, the working fluid 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 right front wheel FR and the left rear wheel LR can act on the second hydraulic circuit 202 via the first hydraulic oil path 211 and the third hydraulic fluid path 213 So that the wheel cylinders 40 installed on the right rear wheel RR and the left front wheel FL can be actuated.

Likewise, the working fluid 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 right front wheel FR and the left rear wheel LR can act on the second hydraulic circuit 202 via the fourth hydraulic fluid path 214 and the sixth hydraulic fluid path 216, So that the wheel cylinders 40 installed on the right rear wheel RR and the left front wheel FL can be actuated.

The negative pressure generated in the first pressure chamber 112 while the hydraulic piston 114 moves back sucks the working fluid of the wheel cylinder 40 installed in the right front wheel FR and the left rear wheel LR, Can be transmitted to the first pressure chamber 112 through the circuit 201, the second hydraulic oil path 212 and the first hydraulic oil path 211 and can be transmitted to the right rear wheel RR and the left front wheel FL The operating fluid of the wheel cylinder 40 can be sucked and transferred to the first pressure chamber 112 through the second hydraulic circuit 202, the third hydraulic fluid path 213, and the first hydraulic fluid path 211.

Next, the motor 120 and the power converting unit 130 of the hydraulic feeder 100 will be described.

The motor 120 is a device for providing a rotational force by a signal output from an electronic control unit (ECU) (not shown), 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 (ECU) (not shown) includes valves (54, 60, 221a, 221b, 221c, 221d, 222a, and 221b) provided in the electromagnetic brake system 1 of the present invention, 222b, 222c, 222d, 233, 235, 236, and 243. 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 provides the displacement of the hydraulic piston 114 through the power conversion unit 130 and the working fluid generated by the sliding movement of the hydraulic piston 114 in the pressure chamber is transmitted through the first and second hydraulic oil RL, FR, and FL through the first and second wheels 211 and 212, respectively.

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 .

A signal sensed by the pedal displacement sensor 11 is transmitted to an electronic control unit (ECU) (not shown), and an electronic control unit (ECU, not shown) Drives the motor 120 in one direction to rotate the worm shaft 131 in one direction. The rotational force of the warm shaft 131 is transmitted to the drive shaft 133 via the worm wheel 132 and the hydraulic piston 114 connected to the drive shaft 133 moves forward to generate a working fluid in the first pressure chamber 112 .

Conversely, when the brake pedal 10 is depressed, the electronic control unit (ECU) (not shown) 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 working fluid 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 an electronic control unit ) In the opposite direction to rotate 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 piston 114 connected to the drive shaft 133 moves backward to generate a working fluid in the second pressure chamber 113 .

Conversely, when the brake pedal 10 is depressed, the electronic control unit (ECU) (not shown) drives the motor 120 in one direction to rotate the worm shaft 131 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 unit 100 transfers the working fluid to the wheel cylinder 40 or sucks the working fluid to the reservoir 30 according to the rotational direction of the rotational force generated from the motor 120.

On the other hand, when the motor 120 rotates in one direction, a working fluid may be generated in the first pressure chamber 112 or a negative pressure may be generated in the second pressure chamber 113. In this case, Whether to release the braking operation using the negative pressure can be determined by controlling the valves 54, 60, 221a, 221b, 221c, 221d, 222a, 222b, 222c, 222d, 233, 235, 236 and 243. This will be described later in detail.

Although not shown in the drawing, the power conversion unit 130 may be formed of a ball screw nut assembly. For example, a screw formed integrally with the rotating shaft of the motor 120 or connected to rotate as the rotating shaft of the motor 120, and a ball nut screwed with the screw in a limited rotation state and linearly moving according to the rotation of the screw . The hydraulic piston 114 is connected to the ball nut of the power converting unit 130 to press the pressure chamber by linear motion of the ball nut. The structure of such a ball screw nut assembly is a device that converts rotational motion into linear motion and is a well-known technique that has been well known in the art, and thus a detailed description thereof will be omitted.

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

In addition, the electronic brake system 1 according to the embodiment of the present invention is capable of supplying the working fluid discharged from the master cylinder 20 directly to the wheel cylinder 40 when the abnormal state is operating abnormally, And may further include backup channels 251 and 252.

The switching valve 54 is connected to the simulator chamber 251a and the first hydraulic pressure port 24a and the first hydraulic circuit 201 for connecting the front end of the master cylinder 20 and the simulation chamber 51 The hydraulic fluid supplied from the master cylinder 20 may be opened to selectively provide the working fluid supplied to the first backup fluid channel 251 in the abnormal state described above.

The second backup oil passage 252 may be provided with a cut valve 262 for controlling the flow of the working fluid and the first backup oil passage 251 is connected to the first hydraulic pressure port 24a and the first hydraulic circuit 201 And the second backup hydraulic passage 252 connects the second hydraulic pressure port 24b and the second hydraulic pressure circuit 202. [

The cut valve 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 an electronic control unit (ECU) (not shown) .

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

The hydraulic control unit 200 may include a first hydraulic circuit 201 and a second hydraulic circuit 202, each of which receives a working fluid and controls two wheels, respectively. For example, the first hydraulic circuit 201 controls the right front wheel FR and the left rear wheel RL, and the second hydraulic circuit 202 can control the left front wheel FL and the right rear wheel RR . A wheel cylinder 40 is installed on each of the wheels FR, FL, RR, and RL to supply a working fluid 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 a working fluid from the hydraulic pressure supply 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 working fluid from the hydraulic pressure supply 100, and the third hydraulic fluid path 213 is connected to the left And branches to two flow paths connected to the front wheel FL and the right rear wheel RR.

The hydraulic circuits 201 and 202 may have a plurality of inlet valves 221 (221a, 221b, 221c and 221d) for controlling the flow of working fluid. For example, the first hydraulic circuit 201 may be provided with two inlet valves 221a and 221b, which are connected to the first hydraulic oil path 211 to respectively control the working fluid delivered to the two wheel cylinders 40 have. The second hydraulic circuit 202 may be provided with two inlet valves 221c and 221d connected to the second hydraulic fluid path 212 and controlling the working fluid to be transmitted to the wheel cylinder 40, respectively.

The inlet valve 221 is disposed on the upstream side of the wheel cylinder 40 and is opened in a normal state. When the inlet valve 221 receives a closing signal from an electronic control unit (ECU) Open type solenoid valve.

The hydraulic circuits 201 and 202 include check valves 223a, 223b, 223c and 223d provided in a bypass flow path connecting the inlet valves 221a, 221b, 221c and 221d to the front and the rear of the inlet valves 221a, 221b, 221c and 221d . The check valves 223a, 223b, 223c and 223d allow only the flow of the working fluid in the direction of the working fluid supply unit 110 from the wheel cylinder 40 to flow from the working fluid supply unit 110 to the wheel cylinder 40 direction The flow of the working fluid to the working fluid can be limited. The check valves 223a, 223b, 223c and 223d can quickly release the braking pressure of the wheel cylinders 40. When the inlet valves 221a, 221b, 221c and 221d are not operated normally, So that the working fluid in the working fluid supply unit 40 flows into the working fluid supply unit 110.

The hydraulic circuits 201 and 202 may further include a plurality of outlet valves 222 (222a, 222b, 222c, and 222d) connected to the reservoir 30 to improve performance during braking. The outlet valve 222 is connected to the wheel cylinder 40 to control the flow of the working fluid 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 solenoid valve that is normally closed and operates to open the valve when receiving an open signal from an electronic control unit (ECU) (not shown).

Further, the hydraulic control unit 200 can be connected to the backup channels 251 and 252. The first hydraulic circuit 201 is connected to the first backup channel 251 to receive the working fluid from the master cylinder 20 and the second hydraulic circuit 202 is connected to the second backup channel 252 And receive the working fluid from the master cylinder 20.

At this time, the first backup oil passage 251 can join the first hydraulic circuit 201 upstream 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.

Therefore, when the switching valve and the cut valves 54 and 262 are closed, the working fluid provided in the hydraulic cylinder 100 can be supplied to the wheel cylinder 40 through the first and second hydraulic circuits 201 and 202 And when the switching valve and the cut valves 54 and 262 are opened, the working fluid supplied from the master cylinder 20 can be supplied to the wheel cylinder 40 through the first and second backup 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.

PS2 "denotes a backup hydraulic pressure sensor for measuring the hydraulic fluid pressure of the master cylinder 20, and" PS2 "denotes a hydraulic pressure sensor for sensing the operating fluid of the hydraulic cylinders 201, All. And "MPS" is a motor control sensor for controlling the rotation angle of the motor 120 or the current of the motor.

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

The hydraulic pressure supply unit 100 can be used separately from the low pressure mode and the high pressure mode. The low pressure mode and the high pressure mode can be changed by changing the operation of the hydraulic control unit 200. The hydraulic pressure supply 100 can generate a high working fluid without increasing the output of the motor 120 by using the high pressure mode. Therefore, it is possible to secure stable braking power while lowering the price and weight of the brake system.

More specifically, the hydraulic piston 114 generates a working fluid in the first pressure chamber 112 while advancing. The amount of the working fluid transferred from the first pressure chamber 112 to the wheel cylinder 40 increases as the hydraulic piston 114 advances in the initial state, that is, as the stroke of the hydraulic piston 114 increases, . However, since there is an effective stroke of the hydraulic piston 114, there is a maximum pressure due to the advance of the hydraulic piston 114. [

At this time, the maximum pressure in the low pressure mode is smaller than the maximum pressure in the high pressure mode. However, the pressure increase rate per stroke of the hydraulic piston 114 is small in the high pressure mode as compared with the low pressure mode. Not all of the working fluid pushed out of the first pressure chamber 112 flows into the second pressure chamber 113 but part of the working fluid flows into the wheel cylinder 40. This will be described in detail with reference to FIG.

Therefore, a low-pressure mode in which the rate of increase in pressure per stroke is large is used in the early braking period where the braking response is important, and a high-pressure mode in which the maximum braking force is important in the late braking period.

Fig. 5 is a hydraulic circuit diagram showing a situation in which the hydraulic piston 114 advances while providing a braking pressure in a low pressure mode, and Fig. 6 is a hydraulic circuit diagram showing a situation in which the hydraulic piston 114 advances and provides a braking pressure in a high pressure mode.

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

The electronic control unit (ECU) (not shown) is connected to the backup oil line pressure sensor PS2 provided at the outlet side of the master cylinder 20 and the hydraulic oil pressure sensor PS1 provided at the second hydraulic circuit 202, The size of the wheel cylinder 40 can be ascertained by calculating the magnitude of the friction damping amount according to the difference between the requested braking amount and the regenerating braking amount of the driver.

5, when the driver depresses the brake pedal 10 at the initial stage of the braking operation, the motor 120 is operated to rotate in one direction, and the rotational force of the motor 120 is transmitted by the power transmitting portion 130 Unit 110 to generate a working fluid in the first pressure chamber 112 while the hydraulic piston 114 of the working fluid supply unit 110 advances. The working fluid discharged from the working fluid supply 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 working fluid provided in the first pressure chamber 112 is supplied through the first hydraulic oil path 211 and the second hydraulic oil path 212 connected to the first communication hole 111a and the two wheels FR and RL 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 from the two hydraulic oil paths 212 are kept closed to leak the working fluid to the reservoir 30 It prevents things.

The working fluid provided in the first pressure chamber 112 is supplied to the two wheels RR and FL through the first hydraulic oil path 211 and the third hydraulic fluid path 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 fluid path 213, are opened. In addition, the third and fourth outlet valves 222c and 222d, which are respectively provided in the flow paths branched from the two hydraulic fluid paths branched from the third hydraulic fluid path 213, are kept closed to leak the working fluid to the reservoir 30 It prevents things.

The fifth control valve 235 and the sixth control valve 236 may be opened to open the seventh hydraulic oil path 217 and the eighth hydraulic oil path 218. The seventh hydraulic oil path 217 and the eighth hydraulic oil path 218 are opened and the second hydraulic fluid path 212 and the third hydraulic fluid path 213 communicate with each other. However, at least one of the fifth control valve 235 and the sixth control valve 236 may be kept closed as necessary.

The third control valve 233 may be kept closed to shut off the fifth hydraulic oil path 215. The working fluid generated in the first pressure chamber 112 is prevented from being transferred to the second pressure chamber 113 through the fifth hydraulic oil path 215 connected to the second hydraulic oil path 212 to improve the pressure increase rate per stroke . Therefore, a quick braking response can be expected at the beginning of braking.

In addition, 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, at least one of the first to fourth outlet valves 222 is opened, As shown in FIG.

The hydraulic fluid supplied from the hydraulic pressure supply unit 100 is supplied to the first and second hydraulic ports 24a and 24b of the master cylinder 20 via the switching valves 251 and 252, And the cut valves 54 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 and the pressing force of the master cylinder 20 is transmitted to the pedal simulator 50 connected to the master cylinder 20. At this time, the normally closed switching valve 54 disposed at the rear end of the simulation chamber 51 is opened, and the working fluid filled in the simulation chamber 51 through the switching valve 54 is transferred to the reservoir 30. Further, a pressure corresponding to the load of the reaction force spring 53, in which the reaction force piston 52 is moved and which supports the reaction force piston 52, is formed in the simulation chamber 51 to provide an appropriate pedal feeling to the driver.

The switching valve 54 is connected to a first backup hydraulic line 251 for connecting the first hydraulic pressure port 24a and the first hydraulic circuit 201 and a second backup hydraulic circuit 251 for connecting the master cylinder 20 and the simulator chamber 51, (Not shown). Thus, the working fluid supplied from the master cylinder 20 can be selectively opened and closed to selectively provide the working fluid to either the first backup channel 251 or the simulator channel 251a.

The hydraulic pressure sensor PS1 with the hydraulic oil installed in the second hydraulic oil passage 212 is connected to the left front wheel FL or the wheel cylinder 40 (hereinafter simply referred to as the wheel cylinder 40) provided on the right rear wheel RR, The flow rate can be detected. Therefore, the hydraulic pressure supplied to the wheel cylinder 40 can be controlled by controlling the hydraulic pressure supply unit 100 in accordance with the output of the pressure sensor PS1 with the hydraulic oil. Specifically, the flow rate and discharge speed of the wheel cylinder 40 can be controlled by controlling the advance distance and the advance speed of the hydraulic piston 114.

On the other hand, before the hydraulic piston 114 advances to the maximum, it is possible to switch from the low-pressure mode shown in Fig. 5 to the high-pressure mode shown in Fig.

Referring to FIG. 6, in the high pressure mode, the third control valve 233 may be opened to open the fifth hydraulic oil path 215. The working fluid generated in the first pressure chamber 112 is transferred to the second pressure chamber 113 through the fifth hydraulic oil path 215 connected to the second hydraulic oil path 212 to push the hydraulic piston 114 Can be used.

In the high pressure mode, a part of the working fluid pushed out of the first pressure chamber 112 flows into the second pressure chamber 113, so that the rate of pressure increase per stroke decreases. However, since a part of the working fluid generated in the first pressure chamber 112 is used to push out the hydraulic piston 114, the maximum pressure is increased. The reason why the maximum pressure is increased at this time is that the volume per stroke of the hydraulic piston 114 of the second pressure chamber 113 is smaller than the volume per stroke of the hydraulic piston 114 of the first pressure chamber 112.

7 is a hydraulic circuit diagram showing a situation in which the hydraulic piston 114 provides a braking pressure while reversing.

Referring to FIG. 7, when the driver depresses the brake pedal 10 at the initial stage of braking, the motor 120 is operated to rotate in the opposite direction, and the rotational force of the motor 120 is transmitted by the power transmitting portion 130 Unit 110 to generate a working fluid in the second pressure chamber 113 while the hydraulic piston 114 of the working fluid supply unit 110 moves backward. The working fluid discharged from the working fluid supply 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 working fluid provided in the second pressure chamber 113 passes through the fourth hydraulic fluid passage 214 and the fifth hydraulic fluid passage 215, which are connected to the second communication hole 111b, through the two wheels FR and RL To the wheel cylinder 40 provided in the wheel cylinder 40. [ At this time, the first and second inlet valves 221a and 221b, which are respectively installed in the two flow paths branched by the fifth hydraulic oil path 215, are opened. In addition, the first and second outlet valves 222a and 222b provided in the flow paths branched from the two hydraulic oil paths 212 are kept closed to leak the working fluid to the reservoir 30 It prevents things.

The working fluid provided in the second pressure chamber 113 is supplied to the two wheels RR and FL through the fourth hydraulic oil passage 214 and the sixth hydraulic oil passage 216 connected to the second communication hole 111b 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 by the sixth hydraulic oil path 216, are opened. In addition, the third and fourth outlet valves 222c and 222d, which are provided in the flow paths branched respectively from the two hydraulic fluid paths branched from the sixth hydraulic fluid path 216, are kept closed to leak the working fluid to the reservoir 30 It prevents things.

Then, the third control valve 233 is switched to the open state to open the fifth hydraulic oil path 215. On the other hand, since the fourth control valve 234 is provided as a check valve that allows the working fluid in the direction of the wheel cylinder 40 to pass from the second pressure chamber 113, the sixth hydraulic fluid passage 216 is opened.

The sixth control valve 236 may be kept closed to shut off the eighth hydraulic oil path 218. The working fluid generated in the second pressure chamber 113 is prevented from being transferred to the first pressure chamber 112 through the eighth hydraulic oil path 218 connected to the fifth hydraulic oil path 215 to improve the pressure increase rate per stroke . Therefore, a quick braking response can be expected at the beginning of braking.

Next, the case of releasing the braking force in the braking state in the normal operation of the electromagnetic brake system 1 according to the embodiment of the present invention will be described.

Fig. 8 is a hydraulic circuit diagram showing a situation in which the hydraulic pressure piston 114 is released while releasing the braking pressure in the high pressure mode while Fig. 9 is a hydraulic pressure circuit diagram showing a situation in which the hydraulic pressure piston 114 is reversed and the braking pressure is released in the low pressure mode.

Referring to FIG. 8, when the pedal force applied to the brake pedal 10 is released, the motor 120 generates a rotational force in the opposite direction to deliver the rotational force to the power converting unit 130, The shaft 131, the worm wheel 132 and the drive shaft 133 are rotated in the opposite direction to rotate the hydraulic piston 114 back to the original position to release the pressure in the first pressure chamber 112 . The working fluid supply unit 110 receives the working fluid discharged from the wheel cylinder 40 through the first and second hydraulic circuits 201 and 202 and transfers the working fluid to the first pressure chamber 112.

The negative pressure generated 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, The pressure of the wheel cylinder 40 provided in the wheel cylinder 40 is released. 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 installed in the flow paths branched from the two hydraulic oil paths 212 are kept closed to allow the working fluid of the reservoir 30 to flow It prevents things.

The negative pressure generated in the first pressure chamber 112 is provided to the two wheels FL and RR through the first hydraulic oil passage 211 and the third hydraulic oil passage 213 connected to the first communication hole 111a The pressure of the wheel cylinder 40 is released. 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 fluid path 213, are opened. The third and fourth outlet valves 222c and 222d, which are provided in the flow paths branched respectively from the two hydraulic fluid paths branched from the third hydraulic fluid path 213, are kept closed to allow the working fluid of the reservoir 30 to flow It prevents things.

Then, the third control valve 233 is opened to open the fifth hydraulic oil path 215, the fifth control valve 235 is opened to open the seventh hydraulic oil path 217, 6 control valve 236 can be opened to open the eighth hydraulic oil path 218. [ The fifth hydraulic oil passage 215, the seventh hydraulic oil passage 217 and the eighth hydraulic oil passage 218 communicate with each other so that the first pressure chamber 112 and the second pressure chamber 113 communicate with each other.

In order to form a negative pressure in the first pressure chamber 112, the hydraulic piston 114 must be moved backward. When the working fluid is filled in the second pressure chamber 113, the hydraulic piston 114 is moved backward and a resistance is generated. At this time, the third control valve 233, the fifth control valve 235 and the sixth control valve 236 are opened so that the fourth hydraulic fluid passage 214 and the fifth hydraulic fluid passage 215 are communicated with the second hydraulic fluid passage 212 and the first hydraulic oil path 211, the working fluid in the second pressure chamber 113 is moved to the first pressure chamber 112.

And the third dump valve 243 can be switched to the closed state. The third dump valve 243 is closed so that the working fluid in the second pressure chamber 113 can be discharged only to the fourth hydraulic fluid passage 214. However, in some cases, the third dump valve 243 is kept open so that the working fluid in the second pressure chamber 113 may flow into the reservoir 30.

When the negative pressure transmitted to the first and second hydraulic circuits 201 and 202 is measured to be higher than the target pressure release value corresponding to the release amount of the brake pedal 10, It is possible to control to open one or more of them so as to follow the target pressure value.

The hydraulic fluid supplied from the hydraulic pressure supply unit 100 is supplied to the first and second hydraulic ports 24a and 24b of the master cylinder 20 via the switching valves 251 and 252, And the cut valves 54 and 262 are closed so that the negative pressure generated in the master cylinder 20 is not transmitted to the hydraulic control unit 200.

In the high-pressure mode shown in Fig. 8, the working fluid in the second pressure chamber 113, together with the working fluid in the wheel cylinder 40, is generated by the negative pressure in the first pressure chamber 112 generated while the hydraulic piston 114 is moving backward The pressure reduction rate of the wheel cylinder 40 is small because it moves to the first pressure chamber 112. Therefore, it may be difficult to release the pressure quickly in the high pressure mode.

For this reason, the high-pressure mode can be used only in a high-pressure state, and can be switched to the low-pressure mode shown in FIG. 7 when the pressure is lowered to a certain level or lower.

9, in the low-pressure mode, the third control valve 233 is maintained in a closed state or switched so that the third dump valve 243 is switched or held in the open state instead of closing the fifth hydraulic fluid path 215 The second pressure chamber 113 can be connected to the reservoir 30.

In the low pressure mode, since the negative pressure generated in the first pressure chamber 112 is used only to suck the working fluid stored in the wheel cylinder 40, the pressure decrease rate per stroke of the hydraulic piston 114 is increased as compared with the high pressure mode .

9, the braking force of the wheel cylinder 40 can be released even when the hydraulic piston 114 moves in the opposite direction, that is, advances.

10 is a hydraulic circuit diagram showing a situation in which the hydraulic pressure piston is advanced and the braking pressure is released.

Referring to FIG. 10, when the pedal force applied to the brake pedal 10 is released, the motor 120 generates a rotational force in the opposite direction to deliver the rotational force to the power converting unit 130, The shaft 131, the worm wheel 132 and the drive shaft 133 are rotated in opposite directions to advance the hydraulic piston 114 to the original position, thereby releasing the pressure in the second pressure chamber 113 or reducing the negative pressure . The working fluid supply unit 110 receives the working fluid discharged from the wheel cylinder 40 through the first and second hydraulic circuits 201 and 202 and transfers the working fluid to the second pressure chamber 113.

Specifically, the negative pressure generated in the second pressure chamber 113 is transmitted through the fourth hydraulic oil passage 214, the fifth hydraulic oil passage 215, and the second hydraulic oil passage 212, which are connected to the second communication hole 111b The pressure of the wheel cylinder 40 provided on the two wheels FR and RL is released. 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 installed in the flow paths branched from the two hydraulic oil paths 212 are kept closed to allow the working fluid of the reservoir 30 to flow It prevents things.

The negative pressure generated in the second pressure chamber 113 is transmitted through the fourth hydraulic oil passage 214 connected to the second communication hole 111b, the fifth hydraulic oil passage 215, the seventh hydraulic oil passage 217, The pressure of the wheel cylinder 40 provided on the two wheels FL and RR is released through the passage 213. [ 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 216, are opened. The third and fourth outlet valves 222c and 222d, which are provided in the flow paths branched respectively from the two hydraulic fluid paths branched from the third hydraulic fluid path 213, are kept closed to allow the working fluid of the reservoir 30 to flow It prevents things.

The third control valve 233 is switched to the open state to open the fifth hydraulic oil path 215 and the fifth control valve 235 to the open state to open the seventh hydraulic oil path 217 .

When the negative pressure transmitted to the first and second hydraulic circuits 201 and 202 is measured to be higher than the target pressure release value corresponding to the release amount of the brake pedal 10, It is possible to control to open one or more of them so as to follow the target pressure value.

The hydraulic fluid supplied from the hydraulic pressure supply unit 100 is supplied to the first and second hydraulic ports 24a and 24b of the master cylinder 20 via the switching valves 251 and 252, And the cut valves 54 and 262 are closed so that the negative pressure generated in the master cylinder 20 is not transmitted to the hydraulic control unit 200.

The pressure sensor PS1 with the hydraulic oil installed in the second hydraulic oil passage 212 can detect the flow rate discharged from the left front wheel FL or the wheel cylinder 40 provided at the right rear wheel RR. Therefore, it is possible to control the flow rate discharged from the wheel cylinder 40 by controlling the hydraulic pressure supply unit 100 according to the output of the pressure sensor PS1 with hydraulic oil. Specifically, the flow rate and discharge speed of the wheel cylinder 40 can be controlled by controlling the advance distance and the advance speed of the hydraulic piston 114.

11 and 12 show a state in which the electromagnetic brake system 1 according to the embodiment of the present invention is actuated by the ABS. Fig. 11 shows a situation in which the hydraulic piston 114 brakes selectively, Is a hydraulic circuit diagram showing a situation in which the hydraulic piston 114 is selectively braked while being reversed.

When the motor 120 is operated according to the pressing force of the brake pedal 10, the rotational force of the motor 120 is transmitted to the working fluid supply unit 110 through the power transmitting portion 130 to generate working fluid. At this time, the switching valve and the cut valves 54 and 262 are closed, so that the hydraulic pressure discharged from the master cylinder 20 is not transmitted to the wheel cylinder 40.

11, the hydraulic piston 114 advances to provide a working fluid to the first pressure chamber 112, and the fourth inlet valve 221d is provided in an open state to supply the first hydraulic fluid 211 and the third hydraulic fluid 211 The operating fluid transmitted through the hydraulic oil passage 213 is actuated by the wheel cylinder 40 located in the left front wheel FL to generate the braking force.

At this time, the first to third inlet valves 221a, 221b and 221c are switched to the closed state and the first to fourth outlet valves 222a, 222b, 222c and 222d are kept closed. The third dump valve 243 is provided in an open state to fill the reservoir 30 with the working fluid into the second pressure chamber 113.

12, the hydraulic piston 114 is moved backward to provide a working fluid to the second pressure chamber 113, and the first inlet valve 221a is provided in an open state to allow the fourth hydraulic oil passage 214 and the second The hydraulic fluid delivered through the hydraulic fluid passage 212 operates the wheel cylinder 40 located on the right front wheel FR to generate the braking force.

At this time, the second to fourth inlet valves 221b, 221c and 221d are switched to the closed state, and the first to fourth outlet valves 222a, 222b, 222c and 222d are kept closed.

That is, the electromagnetic brake system 1 according to the embodiment of the present invention includes the motor 120 and the valves 54, 60, 221a, 221b, 221c, 221d, 222a, 222b, 222c, 222d, 233, 235, 236, and 243 can be selectively transferred to the wheel cylinders 40 of the wheels RL, RR, FL, and FR depending on the required pressure, .

Next, the case where the above-described electronic brake system 1 does not operate normally will be described. 13 is a hydraulic circuit diagram showing an abnormal state in which the electromagnetic brake system 1 according to the embodiment of the present invention operates abnormally.

Referring to Figure 13, each of the valves 54, 60, 221a, 221b, 221c, 221d, 222a, 222b, 222c, 222d, 233, 235, 236, 243, when the electronic brake system 1 is not operating normally, Is provided in an initial state of braking which is a non-operating state.

When the driver presses the brake pedal 10, the input rod 12 connected to the brake pedal 10 advances and at the same time the first piston 21a contacting the input rod 12 advances and the first piston The second piston 22a is also advanced by the pressure or movement of the second piston 21a. At this time, since there is no gap between the input rod 12 and the first piston 21a, braking can be performed quickly.

The working fluid discharged from the master cylinder 20 is transmitted to the wheel cylinder 40 through the first and second backup oil channels 251 and 252 connected to the backup brake for realizing the braking force.

At this time, a portion connected to the first backup oil passage 251 in the switching valve 54, the cut valves 54 and 262 connected to the second backup oil passage 252, the first hydraulic circuit 201, The inlet valve 221 for opening and closing the flow path of the circuit 202 is normally constituted by an open type solenoid valve. The working fluid is directly transferred to the four wheel cylinders 40 as the portion of the switching valve 54 connected to the simulator flow path 251a and the outlet valve 222 are normally constituted by the closed solenoid valve. Therefore, stable braking can be performed and the braking stability can be improved.

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

The electromagnetic brake system 1 according to the embodiment of the present invention can discharge only the braking pressure provided to the wheel cylinder 40 through the first to fourth outlet valves 222a, 222b, 222c, and 222d.

Referring to FIG. 14, the first to fourth inlet valves 221a, 221b, 221c and 221d are switched to the closed state, the first to third outlet valves 222a, 222b and 222c are kept closed, When the fourth outlet valve 222d is switched to the opened state, the working fluid discharged from the wheel cylinder 40 provided on the left front wheel FL is discharged to the reservoir 30 through the fourth outlet valve 222d .

The reason why the working fluid of the wheel cylinder 40 is discharged through the outlet valve 222 is because the pressure in the reservoir 30 is smaller than the pressure in the wheel cylinder 40. [ Usually, the pressure of the reservoir 30 is set at atmospheric pressure. Since the pressure in the wheel cylinder 40 is substantially higher than the atmospheric pressure, the operating fluid of the wheel cylinder 40 is quickly discharged to the reservoir 30 when the outlet valve 222 is opened.

Although not shown in the drawing, the fourth outlet valve 222d is opened to discharge the working fluid of the wheel cylinder 40, and the first to third inlet valves 221a, 221b, and 221c are opened And the working fluid may be supplied to the remaining three wheels FR, RL, RR.

The flow rate discharged from the wheel cylinder 40 increases as the difference between the pressure in the wheel cylinder 40 and the pressure in the first pressure chamber 112 increases. For example, the greater the volume of the first pressure chamber 112 while the hydraulic piston 114 is moving backward, the larger the flow rate can be discharged from the wheel cylinder 40.

By independently controlling the valves 221a, 221b, 221c, 221d, 222a, 222b, 222c, 222d, 233, 235, 236, and 243 of the hydraulic control unit 200 as described above, It is possible to transfer or discharge the working fluid to the wheel cylinders 40 of the respective wheels RL, RR, FL and FR, thereby enabling precise pressure control.

15 is a hydraulic circuit diagram showing a state in which the electromagnetic brake system 1 according to the embodiment of the present invention is operated in a balanced mode.

The balance mode can be started when the pressures of the first pressure chamber 112 and the second pressure chamber 113 are not balanced. For example, an electronic control unit (ECU) (not shown) obtains the working fluid of the first hydraulic circuit 201 and the working fluid of the second hydraulic circuit 202 from the pressure sensor PS1 with hydraulic oil, Can be detected.

In the balanced mode, the first and second pressure chambers 112 and 113 of the pressure providing unit 110 may be connected to perform a balancing process so that the pressure is balanced. Generally, the pressures of the first pressure chamber 112 and the second pressure chamber 113 are in equilibrium. For example, in the braking situation in which the hydraulic piston 114 advances and applies the braking force, only the working fluid of the first pressure chamber 112 of the two pressure chambers is transmitted to the wheel cylinder 40. In this case, however, since the working fluid of the reservoir 30 is transferred to the second pressure chamber 113 through the second dump passage 117, the equilibrium of the two pressure chambers is not broken.

On the other hand, in the braking state in which the hydraulic piston 114 is moved backward and the braking force is applied, only the working fluid of the second pressure chamber 113 of the two pressure chambers is transmitted to the wheel cylinder 40. In this case, however, since the working fluid of the reservoir 30 is transferred to the first pressure chamber 112 through the second dump passage 116, the equilibrium of the two pressure chambers is not broken.

However, when a leak occurs due to the repeated operation of the hydraulic pressure supply 100 or when the ABS operation occurs suddenly, the pressure balance between the first pressure chamber 112 and the second pressure chamber 113 may be broken. That is, the hydraulic piston 114 may not be in the calculated position and malfunction may occur.

Hereinafter, the case where the pressure of the first pressure chamber 112 is greater than the pressure of the second pressure chamber 113 will be described as an example. When the motor 120 is operated, the hydraulic piston 114 advances. In this process, the pressure of the first pressure chamber 112 and the pressure of the second pressure chamber 113 are balanced. If the pressure of the second pressure chamber 113 is greater than the pressure of the first pressure chamber 112, the working fluid of the second pressure chamber 113 is transferred to the first pressure chamber 112, It is settled.

Referring to FIG. 15, in the balanced mode, the third control valve 233 and the sixth control valve 236 are opened to open the fifth hydraulic oil path 215 and the eighth hydraulic oil path 218 . That is, the second hydraulic oil passage 212, the eighth hydraulic oil passage 218, the seventh hydraulic oil passage 217, and the fifth hydraulic oil passage 215 are connected to each other so that the first pressure chamber 112 and the second pressure chamber 113 ). Accordingly, the pressure in the first pressure chamber 112 and the pressure in the second pressure chamber 113 are balanced. At this time, the motor 120 may be operated to move the hydraulic piston 114 forward or backward so that the balancing process proceeds quickly.

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

As shown in FIG. 16, when the electronic brake system 1 is in an abnormal state in which it operates abnormally, the valves 54, 60, 221a, 221b, 221c, 221d, 222a, 222b, 222c, 222d, 233, The switching valves and cut valves 54 and 262 provided on the first and second backup oil channels 251 and 252 and the wheels RR and RL, The inlet valve 221 provided on the upstream side of the wheel cylinder 40 provided in the front wheels FR and FL is opened so that the working fluid is directly transmitted to the wheel cylinder 40.

At this time, the switch valve 54 is closed so as to prevent the working fluid, which is transmitted to the wheel cylinder 40 through the first backup channel 251, from leaking to the reservoir 30 through the pedal simulator 50 . Accordingly, when the driver depresses the brake pedal 10, the working fluid discharged from the master cylinder 20 is transmitted to the wheel cylinder 40 without loss, thereby ensuring stable braking.

However, when a leak occurs in the switching valve 54, a part of the working fluid discharged from the master cylinder 20 may be lost to the reservoir 30 through the switching valve 54. [ The pressure formed by the working fluid discharged from the master cylinder 20 may cause the switching valve 54 to leak.

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

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

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

The electronic brake system 1 according to the embodiment of the present invention provides the operating fluid only to the first backup passage 251 to which the pedal simulator 50 among the first and second backup passages 251 and 252 is connected can do. The cut valve 262 can be switched to the closed state in the inspection mode in order to prevent the working fluid discharged from the hydraulic pressure supply unit 100 from being transmitted to the master cylinder 20 along the second backup channel 252 have. The fifth control valve 235 for connecting the first hydraulic circuit 201 and the second hydraulic circuit 202 is kept closed and the fifth hydraulic fluid path 215 and the second hydraulic fluid path 212 are closed Closing of the communicating sixth control valve 236 prevents the working fluid of the second pressure chamber 113 from leaking to the first pressure chamber 112. [

Referring to FIG. 16, the inspection mode is a mode in which the valves 54, 60, 221a, 221b, 221c, 221d, 222a, 222b, 222c, 222d, 233, 235, 236, The first to fourth inlet valves 221a, 221b, 221c and 221d and the cut valve 262 are switched to the closed state and the switching valve 54 and the third control valve 233 are closed So that the working fluid generated by the hydraulic pressure supply unit 100 can be transmitted to the master cylinder 20 while maintaining the open state.

By receiving the inlet valve 221, it is possible to prevent the working fluid of the hydraulic feeder 100 from being transmitted to the first and second hydraulic circuits 201 and 202, and by switching the cut valve 262 to the closed state It is possible to prevent the working fluid of the hydraulic pressure supply 100 from circulating along the first backup passage 251 and the second backup passage 252. By switching the check valve 60 to the closed state, To the reservoir 30 can be prevented from leaking.

In the inspection mode, an electronic control unit (ECU) (not shown) generates a working fluid in the hydraulic pressure supply 100, and thereafter outputs a signal transmitted from a backup hydraulic pressure sensor PS2 for measuring the working fluid pressure of the master cylinder 20 So that it is possible to detect a state in which the leakage occurs in the switching valve 54. For example, if there is no loss as a result of the measurement of the backup hydraulic pressure sensor PS2, it is determined that there is no leakage of the switching valve 54, and if there is a loss, it is determined that leakage exists in the switching valve 54 .

10: Brake pedal 11: Pedal displacement sensor
20: master cylinder 30: reservoir
40: wheel cylinder 50: pedal simulator 50,
54: Switching valve 60: Check valve
100: Hydraulic pressure supply unit 110: Working fluid supply unit
120: motor 130: power conversion section
200: Hydraulic control unit 201: First hydraulic circuit
202: second hydraulic circuit 211: first hydraulic oil
212: second hydraulic oil passage 213: third hydraulic oil passage
214: fourth hydraulic oil rail 215: fifth hydraulic oil rail
216: sixth hydraulic oil 217: seventh hydraulic oil
218: Eighth 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
235: fifth control valve 236: sixth control valve
241: first dump valve 242: second dump valve
243: Third dump valve 251: First backup channel
252: second backup passage 262: cut valve

Claims (18)

A first hydraulic pressure port through which the working fluid is discharged from the first chamber provided with the first piston and a second hydraulic pressure port through which the working fluid is discharged from the second chamber provided with the second piston, 2 master cylinder including hydraulic port;
A simulator chamber connected to the master cylinder to provide a reaction force according to the power of the brake pedal and to store the working fluid flowing out from the first hydraulic port, and a reservoir for storing the working fluid;
A simulator flow path connecting the first hydraulic port and the simulation chamber;
The first pressure being provided on one side of the piston and being connected to at least one wheel cylinder, the first pressure being provided in one side of the piston, the pressure being provided in the cylinder block and being movably accommodated in the cylinder block, using a piston operated by an electric signal outputted in response to displacement of the brake pedal, A hydraulic pressure supplier including a chamber 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 first hydraulic circuit including first and second branch flow paths branched from the second hydraulic fluid path to be connected to two wheel cylinders, respectively;
A first backup oil channel connecting the first hydraulic pressure port and the first hydraulic circuit; And
And a switching valve provided as a solenoid valve for controlling the flow of the working fluid to selectively provide the working fluid provided from the master cylinder to either the first backup channel or the simulator channel. The method according to claim 1,
A third hydraulic oil branching from the first hydraulic oil passage;
A second hydraulic circuit including third and fourth branch flow paths branched from the third hydraulic fluid path to be connected to the two wheel cylinders, respectively; And
Further comprising a cut valve provided in a second backup passage connecting the second hydraulic pressure port of the master cylinder and the second hydraulic circuit to control the flow of the working fluid. The method according to claim 1,
The master cylinder
Further comprising a check valve for blocking the flow of working fluid in the direction from said second chamber to said reservoir. The method according to claim 1,
The pedal simulator
Further comprising a simulator check valve that allows flow of working fluid in a direction from the reservoir to the simulation chamber, but blocks flow of working fluid in an opposite direction. The method according to claim 1,
The pedal simulator
Further comprising a reaction force piston provided in the simulation chamber and a reaction force spring for elastically supporting the reaction force piston. The method according to claim 1,
A first control valve provided in the second hydraulic oil passage and controlling a flow of a working fluid;
A second control valve provided in the third hydraulic fluid passage for controlling the flow of the working fluid;
A third control valve provided in the fifth hydraulic fluid passage for controlling the flow of the working fluid; And
And a fourth control valve provided in the sixth hydraulic fluid passage for controlling the flow of the working fluid,
Wherein at least one of the first to fourth control valves is provided with a check valve which allows the flow of the working fluid in the direction from the hydraulic pressure supply to the wheel cylinder to the flow of the working fluid in the opposite direction, system. The method according to claim 6,
Wherein the first, second, and fourth control valves are provided with a check valve that allows the flow of working fluid in the direction from the hydraulic pressure supply to the wheel cylinder to the flow of working fluid in the opposite direction,
And the third control valve is provided as a solenoid valve for controlling the flow of working fluid in both directions between the hydraulic supply and the wheel cylinder. The method according to claim 1,
A seventh hydraulic oil passage communicating the second hydraulic oil passage and the third hydraulic oil passage,
And a fifth control valve provided on the seventh hydraulic oil passage for controlling the flow of the working fluid. 9. The method of claim 8,
And the fifth control valve is provided as a solenoid valve for controlling the flow of working fluid in both directions between the hydraulic supply and the wheel cylinder. 10. The method of claim 9,
Wherein the fifth control valve is a normally closed type valve that is normally closed and operates to open upon receipt of an open signal. 9. The method of claim 8,
An eighth hydraulic oil passage communicating the second hydraulic oil passage and the seventh hydraulic oil passage,
And a sixth control valve provided in the eighth hydraulic oil passage for controlling the flow of the working fluid. 12. The method of claim 11,
And the sixth control valve is provided as a solenoid valve for controlling the flow of working fluid in both directions between the hydraulic supply and the wheel cylinder. 12. The method of claim 11,
Wherein the sixth control valve is a normally closed type valve operative to normally open and open upon receipt of an open signal. 12. The method of claim 11,
And the fifth control valve is installed between a point where the seventh hydraulic oil path joins the third hydraulic oil path and a point joining the eighth hydraulic oil path. The method according to claim 1,
The hydraulic pressure supply unit,
The cylinder block,
The piston being movably received in the cylinder block and moving back and forth by the rotational force of the motor,
A first communication hole formed in the cylinder block forming the first pressure chamber and communicating with the first hydraulic oil path,
And a second communication hole formed in the cylinder block forming the second pressure chamber and communicating with the fourth hydraulic oil passage. The method according to claim 1,
The cut valve
An electronic brake system, which is a normally open type valve that normally opens and closes when closed. The method according to claim 1,
A first dump passage communicating with the first pressure chamber and connected to the reservoir,
A second dump passage communicating with the second pressure chamber and connected to the reservoir,
And a check valve provided in the first dump passage for controlling the flow of the working fluid while allowing the flow of the working fluid in the direction from the reservoir to the first pressure chamber while blocking the flow of the working fluid in the opposite direction A first dump valve,
And a check valve provided in the second dump passage for controlling the flow of the working fluid and allowing the flow of the working fluid in the direction from the reservoir to the second pressure chamber while blocking the flow of the working fluid in the opposite direction A second dump valve,
A second dump valve that is provided in a bypass passage that connects the upstream side and the downstream side of the second dump valve to control the flow of the working fluid so that the flow of the working fluid in both directions between the reservoir and the second pressure chamber And a third dump valve provided as a solenoid valve for controlling the second dump valve. 18. The method of claim 17,
Wherein the third dump valve is a normally open type valve that is normally open and operates to close upon receipt of a closing signal.

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