KR20210083622A - Electric brake system and Control Method thereof - Google Patents

Abstract

Disclosed are an electronic brake system and a control method thereof. In accordance with an embodiment of the present invention, the electronic brake system includes: a master cylinder discharging oil in accordance with pedal effort of a brake pedal; a reservoir connected to the master cylinder and storing the oil; a first cut valve connected to one side of the master cylinder to control the flow of fluid pressure; a second cut valve connected to the other side of the master cylinder to control the flow of the fluid pressure; a fluid pressure supply device generating fluid pressure by moving a hydraulic piston of a fluid pressure providing unit by using a motor which generates a rotation force based on an electric signal outputted in response to the displacement of the brake pedal; a first hydraulic circuit transferring the fluid pressure discharged from the fluid pressure supply device to a wheel cylinder provided on at least one wheel; and a second hydraulic circuit transferring the fluid pressure discharged from the fluid pressure supply device to a wheel cylinder provided on at least one other wheel. When an electronic control unit determines that the second cut valve does not perform a closure operation when the brake pedal applies pressure, the electronic control unit leads the first cut valve to perform the closure operation, the second hydraulic circuit receives braking pressure outputted from the master cylinder through the second cut valve, and the first hydraulic circuit receives auxiliary braking pressure formed by the backward movement of the hydraulic piston in accordance with the rotation force of the motor.

Description

Electronic brake system and control method thereof

The present invention relates to an electronic brake system and a method for controlling the same.

In general, a brake system for braking is essential to a vehicle, and various types of systems for obtaining a more powerful and stable braking force have been recently proposed.

An example of the brake system is an anti-lock brake system (ABS) that prevents wheel slipping during braking, and a brake traction control system (BTCS: Brake) that prevents slipping of the driving wheels when the vehicle starts or accelerates rapidly. Traction Control System), and an Electronic Stability Control System (ESC) that maintains the driving state of the vehicle stably by controlling the brake fluid pressure by combining the anti-lock brake system and traction control.

The conventional brake system supplies hydraulic pressure required for braking to the wheel cylinders using a mechanically connected vacuum booster when the driver steps on the brake pedal. An electronic brake system equipped with a hydraulic pressure supply device that receives the driver's will to brake as an electrical signal and supplies the hydraulic pressure required for braking to the wheel cylinders is widely used.

As an example, as described in Korean Patent No. 10-1621823 (May 11, 2016), an electronic brake system for generating a braking force using an electrical signal corresponding to a displacement of a brake pedal has been disclosed.

However, the conventional electronic brake system has a limit in efficiently performing braking when the second cut valve does not close, and there is a limit in preventing the occurrence of a traffic accident by effectively shortening the braking distance during high-speed driving. there was

Republic of Korea Patent Publication No. 10-1621823 (2016.05.11)

SUMMARY An embodiment of the present invention is to provide an electronic brake system capable of efficiently performing braking and a method for controlling the same.

SUMMARY OF THE INVENTION An embodiment of the present invention is to provide an electronic brake system and a control method thereof, which can more effectively shorten a braking distance during high-speed driving to further prevent the occurrence of a traffic accident in advance.

According to one aspect of the present invention, there is provided a master cylinder for discharging oil according to a pedal effort of a brake pedal; a reservoir connected to the master cylinder and storing oil; a first cut valve connected to one side of the master cylinder to control the flow of hydraulic pressure; a second cut valve connected to the other side of the master cylinder to control the flow of hydraulic pressure; a hydraulic pressure supply device for generating hydraulic pressure by moving a hydraulic piston of a hydraulic pressure providing unit using a motor that generates rotational force by an electric signal output in response to the displacement of the brake pedal; a first hydraulic circuit for transferring hydraulic pressure discharged from the hydraulic pressure supply device to a wheel cylinder provided on at least one wheel; and a second hydraulic circuit for transmitting the hydraulic pressure discharged from the hydraulic pressure supply device to the wheel cylinders provided on at least one or more other wheels, wherein the second cut valve does not close when the pressure of the brake pedal is applied. , the electronic control unit closes the first cut valve, the second hydraulic circuit receives the braking pressure output from the master cylinder through the second cut valve, and the first hydraulic circuit operates hydraulically according to the rotational force of the motor. Auxiliary braking pressure formed by the backward movement of the piston may be supplied.

According to another aspect of the present invention, the first hydraulic circuit may transmit the auxiliary braking pressure to the wheel cylinders provided in the left rear wheel among the wheel cylinders provided in the left rear wheel and the right front wheel.

According to another aspect of the present invention, the second hydraulic circuit may transmit the braking pressure to the wheel cylinders provided in the right rear wheel among the wheel cylinders provided in the left front wheel and the right rear wheel.

According to another aspect of the present invention, the hydraulic pressure supply device includes: a cylinder block in which a first pressure chamber and a second pressure chamber for receiving and storing oil are formed; and a hydraulic piston accommodated in the cylinder block, and when the electronic control unit determines that the second cut valve does not operate to close when the pressure of the brake pedal is applied, the hydraulic piston is controlled by backward movement according to the rotational force of the motor. The auxiliary braking pressure formed in the second pressure chamber may be transmitted to the first hydraulic circuit.

According to another aspect of the present invention, the hydraulic pressure supply device includes a first hydraulic flow passage communicating with the first pressure chamber; a first control valve provided in a second hydraulic flow path branched from the first hydraulic flow path to control the flow of oil; a second control valve provided in the third hydraulic flow path branched from the first hydraulic flow path to control the flow of oil; a fourth hydraulic flow passage communicating with the second pressure chamber; a third control valve provided in a fifth hydraulic flow path branched from the fourth hydraulic flow path and joined to the second and third hydraulic flow paths to control the flow of oil; a fourth control valve provided in a sixth hydraulic flow path branched from the fourth hydraulic flow path and joined to the second and third hydraulic flow paths to control the flow of oil; a fifth control valve provided in the seventh hydraulic flow path communicating the second hydraulic flow path and the third hydraulic flow path to control the flow of oil; and a sixth control valve provided in the eighth hydraulic flow path communicating the second and seventh hydraulic flow paths to control the flow of oil, wherein the second cut valve does not close when the pressure of the brake pedal is applied If it is determined by the electronic control unit that it is, the auxiliary braking pressure formed in the second pressure chamber by the backward movement of the hydraulic piston according to the rotational force of the motor is controlled by the closing operation of the fifth control valve and the closing operation of the sixth control valve. 1 It can be transmitted by hydraulic circuit.

According to another aspect of the present invention, the first control valve, the second control valve, and the fourth control valve allow the flow of oil in a direction from the hydraulic pressure supply device to the wheel cylinder, but block the flow of oil in the opposite direction. It may be provided as a check valve.

According to another aspect of the present invention, the third control valve, the fifth control valve, and the sixth control valve may be provided as solenoid valves for controlling the flow of oil in both directions between the hydraulic pressure supply device and the wheel cylinder.

According to another aspect of the present invention, the first hydraulic circuit applies the auxiliary braking pressure supplied through the fourth hydraulic flow path to the second hydraulic fluid path, the fourth hydraulic fluid path, and the sixth hydraulic fluid path, the seventh hydraulic fluid path, and the eighth hydraulic fluid path. By the opening operation of the inlet valve connected to the , transmission can be made to the wheel cylinders provided on the left rear wheel among the wheel cylinders provided on the left rear wheel and the right front wheel.

According to another aspect of the present invention, the second hydraulic circuit is connected to a second backup flow passage connected to the second cut valve; The braking pressure output from the master cylinder through the second cut valve may be transmitted to the wheel cylinder provided in the right rear wheel among the wheel cylinders provided in the left front wheel and the right rear wheel by the opening operation of the inlet valve connected to the second backup flow path.

According to another aspect of the present invention, the pressure of the brake pedal is applied; when the pressure of the brake pedal is applied, the electronic control unit determines whether the second cut valve does not close; when the electronic control unit determines that the second cut valve does not operate to close, the electronic control unit closes the first cut valve; The braking pressure output from the master cylinder may be supplied from the second hydraulic circuit through the second cut valve, and the auxiliary braking pressure formed by the backward movement of the hydraulic piston according to the rotational force of the motor may be supplied from the first hydraulic circuit. .

According to another aspect of the present invention, the auxiliary braking pressure in the first hydraulic circuit may be transmitted to the wheel cylinders provided in the left rear wheel among the wheel cylinders provided in the left rear wheel and the right front wheel.

According to another aspect of the present invention, the braking pressure in the second hydraulic circuit can be transmitted to the wheel cylinders provided in the right rear wheel among the wheel cylinders provided in the left front wheel and the right rear wheel.

According to another aspect of the present invention, when the electronic control unit determines that the second cut valve does not operate to close, the auxiliary braking pressure formed in the second pressure chamber by the backward movement of the hydraulic piston according to the rotational force of the motor is reduced. It can be transmitted to the first hydraulic circuit.

According to another aspect of the present invention, when the electronic control unit determines that the second cut valve does not operate to close, the auxiliary braking pressure formed in the second pressure chamber by the backward movement of the hydraulic piston according to the rotational force of the motor is reduced. It is possible to transmit to the first hydraulic circuit by the closing operation of the fifth control valve and the closing operation of the sixth control valve.

According to another aspect of the present invention, the auxiliary braking pressure supplied from the first hydraulic circuit through the fourth hydraulic passage is applied to the second hydraulic passage, the fourth hydraulic passage, and the sixth hydraulic passage, the seventh hydraulic passage, and the eighth hydraulic oil passage. By the opening operation of the inlet valve connected to , transmission can be made to the wheel cylinders provided on the left rear wheel among the wheel cylinders provided on the left rear wheel and the right front wheel.

According to another aspect of the present invention, the brake pressure output from the master cylinder through the second cut valve in the second hydraulic circuit is applied to the left front wheel and the right rear wheel by the opening operation of the inlet valve connected to the second backup flow path. It can be transmitted to the wheel cylinder provided on the middle right rear wheel.

The electronic brake system and the method for controlling the same according to an embodiment of the present invention can efficiently perform braking.

The electronic brake system and the control method thereof according to an embodiment of the present invention can more effectively shorten the braking distance during high-speed driving, thereby further preventing the occurrence of a traffic accident in advance.

1 is a hydraulic circuit diagram illustrating an electronic brake system according to an embodiment of the present invention as an example.
FIG. 2 is a block diagram illustrating a state in which the electronic control unit determines whether a second cut valve of a brake device does not operate to close in an electronic brake system according to an embodiment of the present invention.
3 is a hydraulic circuit diagram illustrating an example of a state in which the second cut valve of the electronic brake system according to an embodiment of the present invention is braked when the closing operation is not performed.
4 is a view showing a first hydraulic circuit pressure and a second hydraulic circuit pressure that are braked when the conventional second cut valve does not operate to close.
5 is a view showing a first hydraulic circuit pressure and a second hydraulic circuit pressure that are braked when the second cut valve shown in FIG. 3 does not operate to close.
6 is a flowchart illustrating an example of a control method of an electronic brake system according to an embodiment of the present invention.
7 is a flowchart illustrating a control method of an electronic brake system according to an embodiment of the present invention as another example.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. The following examples are presented in order to sufficiently convey the spirit of the present invention to those of ordinary skill in the art to which the present invention pertains. The present invention is not limited to the embodiments presented herein and may be embodied in other forms. The drawings may omit the illustration of parts irrelevant to the description in order to clarify the present invention, and slightly exaggerate the size of the components to help understanding.

1 is a hydraulic circuit diagram illustrating an electronic brake system according to an embodiment of the present invention as an example.

In general, the electronic brake system 1 includes a master cylinder 20 that generates hydraulic pressure, a reservoir 30 coupled to an upper portion of the master cylinder 20 to store oil, and a brake pedal 10 according to the pedal effort. The input rod 12 for pressing the master cylinder 20, the wheel cylinder 40 to which hydraulic pressure is transmitted to brake each wheel FL, RR, RL, FR, and the displacement of the brake pedal 10 are controlled. A pedal displacement sensor 11 for detecting and a simulation device 50 for providing a reaction force according to the pedal effort of the brake pedal 10 are provided.

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

A first piston 21a connected to the input rod 12 is provided in the first master chamber 20a, and a second piston 22a is provided in the second master chamber 20b. In addition, the first master chamber 20a communicates with the first hydraulic port 24a so that oil flows in and out, and the second master chamber 20b communicates with the second hydraulic port 24b and oil flows in and out. For example, the first hydraulic port 24a may be connected to the first backup passage 251 , and the second hydraulic port 24b may be connected to the second backup passage 252 .

Since the master cylinder 20 has two master chambers 20a and 20b, it is possible to secure safety in case of failure. For example, one master chamber 20a among the two master chambers 20a and 20b is connected to the left rear wheel RL and the right front wheel FR of the vehicle through the first backup flow path 251 , and the other master chamber 20a is connected to the left rear wheel RL and the right front wheel FR of the vehicle. The chamber 20b may be connected to the left front wheel FL and the right rear wheel RR through the second backup flow path 252 . As described above, by independently configuring the two master chambers 20a and 20b, it is possible to enable braking of the vehicle even when one master chamber fails.

Alternatively, unlike shown in the drawing, one master chamber of the two master chambers is installed diagonally to one front wheel and one rear wheel (FR, RL), and the other master chamber is placed diagonally to one front wheel and rear wheel ( RR, FL) can also be connected. In addition, one master chamber of the two master chambers may be connected to the left front wheel FL and the left rear wheel RL, and the other master chamber may be connected to the right rear wheel RR and the right front wheel FR. That is, the position of the wheel connected to the master chamber of the master cylinder 20 may be variously configured.

In addition, a first spring 21b is provided between the first piston 21a and the second piston 22a of the master cylinder 20, and the second piston 22a and the end of the master cylinder 20 are disposed between the first piston 21a and the second piston 22a. Two springs 22b may be provided. That is, the first piston 21b may be accommodated in the first master chamber 20a, and the second piston 22b may be accommodated in the second master chamber 20b.

The first spring 21b and the second spring 22b are compressed by the first piston 21a and the second piston 22a that move as the displacement of the brake pedal 10 changes, and elastic force is stored. When the force pushing the first piston 21a is smaller than the elastic force, the first and second pistons 21a and 22a are pushed to their original state by using the restoring elastic force stored in the first spring 21b and the second spring 22b. can

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

In addition, the first master chamber 20a is connected to the reservoir 30 through the first reservoir flow path 61 , and the second master chamber 20b is connected to the reservoir 30 through the second reservoir flow path 62 . can

In addition, the master cylinder 20 includes two sealing members 25a and 25b disposed before and after the first reservoir flow path 61 and two sealing members 25c and 25d disposed before and after the second reservoir flow path 62 . ) may be included. The sealing members 25a, 25b, 25c, and 25d may have a ring shape protruding from the inner wall of the master cylinder 20 or the outer peripheral surface of the pistons 21a and 22a.

In addition, in the first reservoir flow path 61 , the flow of oil flowing from the reservoir 30 to the first master chamber 20a is allowed while the flow of oil flowing into the reservoir 30 from the first master chamber 20a is A check valve 64 for blocking may be provided.

The front and rear sides of the check valve 64 of the first reservoir flow path 61 may be connected by the bypass flow path 63 , and the check valve 60 may be provided in the bypass flow path 63 .

The inspection valve 60 may be provided as a bidirectional control valve for controlling the oil flow between the reservoir 30 and the master cylinder 20 . The inspection valve 60 may be provided as a normal open type solenoid valve that is normally open and operates to close the valve when a closing signal is received from an electronic control unit (not shown). The inspection valve 60 is for detecting a leak of the simulator valve 54, and this inspection mode may be executed under a preset condition through an electronic control unit (not shown) while driving or stopping.

Meanwhile, the reservoir 30 may include three reservoir chambers 31 , 32 , and 33 . For example, the three reservoir chambers 31 , 32 , and 33 may be arranged side by side in a row.

Adjacent reservoir chambers 31 , 32 , and 33 may be separated by partition walls 34 and 35 . For example, the first reservoir chamber 31 and the second reservoir chamber 32 are divided by a first partition wall 34 , and the second reservoir chamber 32 and the third reservoir chamber 33 are separated by a second partition wall ( 35) can be distinguished.

The first partition wall 34 and the second partition wall 35 may be partially opened so that the first to third reservoir chambers 31 , 32 , and 33 may communicate with each other. Accordingly, the pressures of the first to third reservoir chambers 31 , 32 , and 33 may be equal to each other, for example, the pressure may be equal to atmospheric pressure.

The first reservoir chamber 31 may be connected to the first master chamber 20a of the master cylinder 20 , the wheel cylinder 40 , and the simulation device 50 . That is, the first reservoir chamber 31 may be connected to the first master chamber 20a through the first reservoir flow path 61 , and the first hydraulic pressure in which two wheel cylinders among the four wheel cylinders 40 are disposed. It may be connected to the wheel cylinder 40 of the circuit 201 .

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

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

The third reservoir chamber 33 may be connected to the second master chamber 20b of the master cylinder 20 and the wheel cylinder 40 . The third reservoir chamber 33 may be connected to the second master chamber 20b through the second reservoir flow path 62, and a second hydraulic circuit ( It may be connected to the wheel cylinder 40 of 202). The connection between the third reservoir chamber 33 and the wheel cylinder 40 may be controlled by the third and fourth outlet valves 222c and 222d.

Meanwhile, the reservoir 30 includes a second reservoir chamber 32 connected to the hydraulic pressure supply device 100 and first and third reservoir chambers 31 and 33 connected to the first and second master chambers 20a and 20b. ) can be prepared separately. This is because, if the reservoir chamber for supplying oil to the hydraulic supply device 100 and the reservoir chamber for supplying oil to the master chambers 20a and 20b are equally provided, the reservoir 20 is properly supplied to the hydraulic supply device 100 . This is because, when oil is not supplied, oil cannot be properly supplied to the master chambers 20a and 20b.

Accordingly, the reservoir 30 separates the second reservoir chamber 32 and the first and third reservoir chambers 31 and 33 to provide a reservoir even in an emergency in which oil cannot be properly supplied to the hydraulic pressure supply device 100 . 30 may normally supply oil to the first and second master chambers 20a and 20b so that emergency braking is performed.

Similarly, the reservoir 30 may be provided by separating the first reservoir chamber 32 connected to the first master chamber 20a and the third reservoir chamber 33 connected to the second master chamber 20b. This is, if the reservoir chamber for supplying oil to the first master chamber 20a and the reservoir chamber for supplying oil to the second master chamber 20b are provided in the same way, the reservoir 20 is the first master chamber 20a. This is because, when oil is not properly supplied to the , oil cannot be properly supplied to the second master chamber 20b as well.

Accordingly, the reservoir 30 separates the first reservoir chamber 31 and the third reservoir chamber 33 so that the reservoir 30 can be removed even in an emergency when oil cannot be properly supplied to the first master chamber 20a. 2 By normally supplying oil to the master chamber 20b, a normal braking pressure may be formed in at least two wheel cylinders 40 among the four wheel cylinders 40 .

In addition, although not shown in detail, the reservoir 30 is provided by separating the oil lines 116 and 117 connected from the hydraulic pressure supply device 100 to the reservoir 30 and the dump line connected from the wheel cylinder 40 to the reservoir 30 . can do. Accordingly, it is possible to prevent the ABS performance from being deteriorated while the bubbles that may be generated in the dump line do not flow into the first and second pressure chambers 112 and 113 of the hydraulic pressure supply device 100 during ABS braking.

Meanwhile, the simulation device 50 may be connected to a first backup flow path 251 to be described later to provide a reaction force according to the pedal effort of the brake pedal 10 . By providing a reaction force that compensates for the pedal force provided by the driver, the driver can fine-tune the braking force as intended.

The simulation device 50 includes a simulation chamber 51 provided to store oil flowing out from the first hydraulic port 24a of the master cylinder 20 and a reaction force piston 52 provided in the simulation chamber 51 and elastically supporting it. a pedal simulator having a reaction force spring 53 and a simulator valve 54 connected to the front end of the simulation chamber 51 .

The inside of the simulation chamber 51 is always filled with oil. Therefore, when the simulation device 50 is operated, friction of the reaction force piston 52 is minimized, so that durability of the simulation device 50 is improved, and the inflow of foreign substances from the outside can be fundamentally blocked.

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

The simulator valve 54 may connect the master cylinder 20 and the front end of the simulation chamber 51 , and the rear end of the simulation chamber 51 may be connected to the reservoir 30 . Accordingly, even when the reaction force piston 52 returns, oil flows in from the reservoir 30 so that the entire interior of the simulation chamber 51 can always be filled with oil.

The simulator valve 54 may be configured as a closed solenoid valve that normally maintains a closed state. The simulator valve 54 may be opened when the driver applies a pedal force to the brake pedal 10 to deliver oil in the simulation chamber 51 to the reservoir 30 .

In addition, the simulator check valve 55 may be installed in parallel to the simulator valve 54 . The simulator check valve 55 may ensure a quick return of the pedal simulator pressure when the pedal pressure of the brake pedal 10 is released.

On the other hand, the electronic brake system 1 according to the present embodiment receives the driver's braking intention as an electrical signal from the pedal displacement sensor 11 that detects the displacement of the brake pedal 10 and mechanically operates the hydraulic pressure supply device 100 ) and first and second hydraulic circuits 201 and 202 for controlling the flow of hydraulic pressure delivered to the wheel cylinders 40 provided on the two wheels FL, RR, RL, FR, respectively. (200) and a first cut valve 261 provided in the first backup flow path 251 connecting the first hydraulic port 24a of the master cylinder and the first hydraulic circuit 201 to control the flow of hydraulic pressure; A second cut valve 262 provided in the second backup flow path 252 connecting the second hydraulic port 24b of the master cylinder and the second hydraulic circuit 202 to control the flow of hydraulic pressure, hydraulic pressure information and pedal displacement An electronic control unit (not shown) that controls the hydraulic pressure supply device 100 and the valves 54, 60, 221a, 221b, 221c, 221d, 222a, 222b, 222c, 222d, 233, 235, 236, 243 based on the information city) may be included.

The hydraulic pressure supply device 100 includes a hydraulic pressure supply unit 110 that provides oil pressure transmitted to the wheel cylinder 40 , a motor 120 that generates a rotational force by an electrical signal from the pedal displacement sensor 11 , and a motor It may include a power conversion unit 130 that converts the rotational motion of the 120 into a linear motion and transmits it to the hydraulic pressure providing unit 110 . Here, the hydraulic pressure providing unit 110 may be operated by the pressure provided from the high-pressure accumulator instead of the driving force supplied from the motor 120 .

The hydraulic pressure providing unit 110 includes a cylinder block 111 in which a pressure chamber to receive and store oil is formed, a hydraulic piston 114 accommodated in the cylinder block 111 , a hydraulic piston 114 and a cylinder block 111 . ) provided between the sealing member (115: 115a, 115b) for sealing the pressure chamber, and a drive shaft connected to the rear end of the hydraulic piston 114 to transmit power output from the power conversion unit 130 to the hydraulic piston 114 (133).

The pressure chamber is a first pressure chamber 112 located in front of the hydraulic piston 114 (forward direction, left direction in the drawing), and a rear (reverse direction, right direction in the drawing) of the hydraulic piston 114 (reverse direction, right direction in the drawing). A second pressure chamber 113 may be included.

That is, the first pressure chamber 112 is partitioned by the front end of the cylinder block 111 and the hydraulic piston 114 , and is provided to have a different volume according to the movement of the hydraulic piston 114 , and the second pressure chamber 113 . ) is partitioned by the rear end of the cylinder block 111 and the hydraulic piston 114 , and the volume is provided to vary according to the movement of the hydraulic piston 114 .

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

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

The sealing member 115 is provided between the hydraulic piston 114 and the cylinder block 111 to seal the piston sealing member 115a and the drive shaft 133 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 sealing the openings of the second pressure chamber 113 and the cylinder block 111 . That is, the hydraulic pressure or 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 does not leak into the second pressure chamber 113. and the fourth hydraulic flow passages 211 and 214 . In addition, the hydraulic pressure 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 so as not to leak into the cylinder block 111 .

The first and second pressure chambers 112 and 113 are respectively connected to the reservoir 30 by the dump passages 116 and 117, and receive and store oil from the reservoir 30, or the first or second pressure chamber ( Oils 112 and 113 may be transferred to the reservoir 30 . For example, the first pressure chamber 112 is connected to the first dump passage 116 through the third communication hole 111c formed on the front side, and the second pressure chamber 113 is formed on the rear side. 4 may be connected to the second dump passage 117 through the communication hole 111d.

Flow paths 211 , 212 , 213 , 214 , 215 , 216 , 217 and valves 231 , 232 , 233 , 234 , 235 and 236 connected to the first pressure chamber 112 and the second pressure chamber 113 . , 241, 242, 243) will be described.

The second hydraulic oil passage 212 may communicate with the first hydraulic circuit 201 , and the third hydraulic oil passage 213 may communicate with the second hydraulic circuit 202 . Accordingly, hydraulic pressure may be transmitted to the first hydraulic circuit 201 and the second hydraulic circuit 202 by the advance of the hydraulic piston 114 .

In addition, in the electromagnetic brake system 1 according to an embodiment of the present invention, the first and second control valves 231 and 231 are provided in the second and third hydraulic flow paths 212 and 213 to control the flow of oil, respectively. (232).

The first and second control valves 231 and 232 allow only the oil flow in the direction from the first pressure chamber 112 to the first or second hydraulic circuit 201, 202, and control the oil flow in the opposite direction. It may be provided as a check valve to shut off. That is, the first or second control valves 231 and 232 allow the hydraulic pressure of the first pressure chamber 112 to be transferred to the first or second hydraulic circuits 201 and 202 while allowing the first or second hydraulic pressure to be transferred. It is possible to prevent the hydraulic pressure of the circuits 201 and 202 from leaking into the first pressure chamber 112 through the second or third hydraulic passages 212 and 213 .

The fourth hydraulic oil passage 213 may be branched into a fifth hydraulic oil passage 215 and a sixth hydraulic oil passage 216 on the way to communicate with both the first hydraulic circuit 201 and the second hydraulic circuit 202 . For example, the fifth hydraulic oil passage 215 branched from the fourth hydraulic oil passage 214 is in communication with the first hydraulic circuit 201 , and the sixth hydraulic oil passage 216 branched from the fourth hydraulic oil passage 214 is It may communicate with the second hydraulic circuit 202 . Accordingly, hydraulic pressure may be transmitted to both the first hydraulic circuit 201 and the second hydraulic circuit 202 by the backward movement of the hydraulic piston 114 .

In addition, the electromagnetic brake system 1 according to an embodiment of the present invention is provided in the fifth hydraulic flow path 215 and provided in the third control valve 233 and the sixth hydraulic flow path 216 for controlling the flow of oil. It may include a fourth control valve 234 for controlling the flow of.

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

The fourth control valve 234 may be provided as a check valve that allows only the oil flow in the direction from the second pressure chamber 113 to the second hydraulic circuit 202 and blocks the oil flow in the opposite direction. That is, the fourth control valve 234 prevents the hydraulic pressure of the second hydraulic circuit 202 from leaking into the second pressure chamber 113 through the sixth hydraulic flow path 216 and the fourth hydraulic flow path 214 . can

In addition, the electromagnetic brake system 1 according to the present embodiment is provided in the seventh hydraulic oil passage 217 connecting the second hydraulic oil passage 212 and the third hydraulic oil passage 213 to a fifth control for controlling the flow of oil. It may include a valve 235 and a sixth control valve 236 provided in the eighth hydraulic passage 218 connecting the second hydraulic passage 212 and the seventh hydraulic passage 217 to control the flow of oil. have. The fifth control valve 235 and the sixth control valve 236 are normally closed solenoid valves that operate to open when an open signal is received from an electronic control unit (not shown). can be provided.

When an abnormality occurs in the first control valve 231 or the second control valve 232 , the fifth control valve 235 and the sixth control valve 236 operate to open the first pressure chamber 112 . The hydraulic pressure may be transmitted to both the first hydraulic circuit 201 and the second hydraulic circuit 202 .

In addition, the fifth control valve 235 and the sixth control valve 236 may operate to open when the hydraulic pressure of the wheel cylinder 40 is taken out and sent to the first pressure chamber 112 . This is because the first control valve 231 and the second control valve 232 provided in the second hydraulic passage 212 and the third hydraulic passage 213 are provided as check valves allowing only one-way oil flow.

On the other hand, the electronic brake system 1 according to an embodiment of the present invention is provided in the first and second dump flow paths 116 and 117, respectively, and the first dump valve 241 and the second dump valve 241 for controlling the flow of oil A valve 242 may be further included. The dump valves 241 and 242 may be check valves that open only a 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 oil to flow from the reservoir 30 to the first pressure chamber 112 , but blocks the flow of oil from the first pressure chamber 112 to the reservoir 30 . It may be a check valve, and the second dump valve 242 allows oil to flow from the reservoir 30 to the second pressure chamber 113 , but the oil flows from the second pressure chamber 113 to the reservoir 30 . It may be a check valve that shuts off the flow.

The second dump flow path 117 may include a bypass flow path, and the third dump valve 243 for controlling the oil flow between the second pressure chamber 113 and the reservoir 30 is installed in the bypass flow path. can

The third dump valve 243 may be provided as a solenoid valve capable of controlling a bidirectional flow. The third dump valve 243 may be provided as a normally open type solenoid valve that is opened in a normal state and operates to close the valve when a closing signal is received from an electronic control unit (not shown).

Here, the hydraulic pressure providing unit 110 of the electronic brake system 1 according to an embodiment of the present invention may operate in a double-acting manner. That is, the hydraulic pressure generated in the first pressure chamber 112 as the hydraulic piston 114 moves forward is transmitted to the first hydraulic circuit 201 through the first hydraulic oil passage 211 and the second hydraulic oil passage 212 to the left. The wheel cylinder 40 installed on the rear wheel RL and the right front wheel FR can act, and it is transmitted to the second hydraulic circuit 202 through the first hydraulic oil passage 211 and the third hydraulic oil passage 213 . The wheel cylinder 40 installed on the left front wheel FL and the right rear wheel RR may act.

Similarly, the hydraulic pressure generated in the second pressure chamber 113 while the hydraulic piston 114 is retracted is transmitted to the first hydraulic circuit 201 through the fourth hydraulic passage 214 and the fifth hydraulic passage 215 to the left. The wheel cylinder 40 installed on the rear wheel RL and the right front wheel FR can act, and it is transmitted to the second hydraulic circuit 202 through the fourth hydraulic oil passage 214 and the sixth hydraulic oil passage 216 . The wheel cylinder 40 installed on the left front wheel FL and the right rear wheel RR may act.

In addition, the negative pressure generated in the first pressure chamber 112 while the hydraulic piston 114 moves backward is applied to the wheel cylinder 40 installed on the left rear wheel RL and the right front wheel FR of the first hydraulic circuit 201 . Oil may be sucked and delivered to the first pressure chamber 112 through the second hydraulic flow path 212 and the first hydraulic flow path 211 , and the left front wheel FL and right rear wheel of the second hydraulic circuit 202 . The oil of the wheel cylinder 40 installed in the RR may be sucked and transferred to the first pressure chamber 112 through the third hydraulic flow path 213 and the first hydraulic flow path 211 .

Similarly, the hydraulic pressure generated in the second pressure chamber 113 as the hydraulic piston 114 advances transfers the oil of each wheel cylinder 40 of the first hydraulic circuit 201 and the second hydraulic circuit 202 to the hydraulic flow path ( 215 , 214 may be sucked through and delivered to the second pressure chamber 113 .

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

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

The electronic control unit (not shown) includes the valves 54, 60, 221a, 221b, 221c, 221d, 222a, 222b, 222c, 222d, 233, 235, 236, 243). An operation in which the 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 generates displacement of the hydraulic piston 114 through the power conversion unit 130, and the hydraulic pressure generated while the hydraulic piston 114 slides within the pressure chamber is the hydraulic flow path 211, 214. It is transmitted to the wheel cylinder 40 installed in each wheel (RR, RL, FR, FL) through the. The motor may employ a brushless motor including a stator 121 and a rotor 122 .

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

The worm shaft 131 may be integrally formed with the rotation shaft of the motor 120 , and a worm is formed on the outer circumferential surface to engage the worm wheel 132 to rotate the worm wheel 132 . The worm wheel 132 is connected to engage the drive shaft 133 to linearly move the drive shaft 133 , and the drive shaft 133 is connected to the hydraulic piston 114 to slide the hydraulic piston 114 in the cylinder block 111 . move it

When the above operations are described again, while displacement occurs in the brake pedal 10, the signal sensed by the pedal displacement sensor 11 is transmitted to the electronic control unit (not shown), and the electronic control unit (not shown) operates the motor ( 120) is driven in one direction to rotate the worm shaft 131 in one direction. The rotational force of the worm shaft 131 is transmitted to the drive shaft 133 via the worm wheel 132 , and the hydraulic piston 114 connected to the drive shaft 133 moves forward to generate hydraulic pressure in the first pressure chamber 112 .

Conversely, when the pedal force is removed from the brake pedal 10 , the electronic control unit (not shown) drives the motor 120 in the opposite direction to rotate the worm shaft 131 in the opposite direction. Accordingly, the worm wheel 132 also rotates in the opposite direction and the hydraulic piston 114 connected to the drive shaft 133 returns (moves backward) to generate negative pressure in the first pressure chamber 112 .

On the other hand, the generation of hydraulic pressure and negative pressure is also possible in the opposite direction. That is, while displacement occurs in the brake pedal 10, the signal sensed by the pedal displacement sensor 11 is transmitted to the electronic control unit (not shown), and the electronic control unit (not shown) turns the motor 120 in the opposite direction. to rotate the worm shaft 131 in the opposite direction. The rotational force of the worm shaft 131 is transmitted to the drive shaft 133 via the worm wheel 132 , and the hydraulic piston 114 connected to the drive shaft 133 moves backward to generate hydraulic pressure in the second pressure chamber 113 .

Conversely, when the pedal force is removed from the brake pedal 10 , the electronic control unit (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 the hydraulic piston 114 connected to the drive shaft 133 returns (moves forward) to generate a negative pressure in the second pressure chamber 113 .

As such, the hydraulic pressure supply device 100 serves to transmit the hydraulic pressure to the wheel cylinder 40 or suck the hydraulic pressure to the reservoir 30 according to the rotational direction of the rotational force generated from the motor 120 . For example, when the motor 120 rotates in one direction, hydraulic pressure may be generated in the first pressure chamber 112 or negative pressure may be generated in the second pressure chamber 113 . Whether to brake using hydraulic pressure or using negative pressure Whether to release the brake may be determined by controlling the valves 54 , 60 , 221a , 221b , 221c , 221d , 222a , 222b , 222c , 222d , 233 , 235 , 236 , and 243 .

On the other hand, in the electronic brake system 1 according to an embodiment of the present invention, the first and second backup flow paths that can directly supply the oil discharged from the master cylinder 20 to the wheel cylinder 40 when operating abnormally ( 251, 252) may be further included.

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

The first and second cut valves 261 and 262 are normally open type solenoid valves that are opened in a normal state and operate to close the valves when a closing signal is received from the electronic control unit (not shown). can be provided.

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

The hydraulic control unit 200 may include a first hydraulic circuit 201 and a second hydraulic circuit 202 to receive hydraulic pressure to allocate and control two wheels, respectively. For example, the first hydraulic circuit 201 may control the left rear wheel RL and the right front wheel FR, and the second hydraulic circuit 202 may control the left front wheel FL and the right rear wheel RR. . A wheel cylinder 40 is installed on each of the wheels FL, RR, RL, and FR to receive hydraulic pressure from the hydraulic pressure supply device 100 to perform braking.

The first hydraulic circuit 201 is connected to the first hydraulic oil passage 211 and the second hydraulic oil passage 212 to receive hydraulic pressure from the hydraulic pressure supply device 100 , and the second hydraulic pressure passage 212 is connected to the left rear wheel RL ) and the right front wheel (FR). Similarly, the second hydraulic circuit 202 is connected to the first hydraulic oil passage 211 and the third hydraulic oil passage 213 to receive hydraulic pressure from the hydraulic pressure supply device 100 , and the third hydraulic passage 213 is the left front wheel. It branches into two flow paths connected to (FL) and the right rear wheel (RR). The fifth hydraulic oil passage 215 connected to the second hydraulic oil passage 212 and the sixth hydraulic oil passage 216 connected to the third hydraulic oil passage 213 are also branched and connected to each wheel cylinder 40 .

The first and second hydraulic circuits 201 and 202 may include a plurality of inlet valves 221 (221a, 221b, 221c, 221d) to control the flow of hydraulic pressure. For example, the first hydraulic circuit 201 may be provided with two inlet valves 221a and 221b connected to the first hydraulic flow path 211 to respectively control the hydraulic pressure transmitted to the two wheel cylinders 40 . . In addition, the second hydraulic circuit 202 may be provided with two inlet valves 221c and 221d connected to the third hydraulic flow path 213 to respectively control the hydraulic pressure transmitted to the wheel cylinder 40 . Here, the inlet valve 221 is disposed on the upstream side of the wheel cylinder 40, is open in a normal state, and operates to close the valve when a closing signal is received from the electronic control unit (not shown). type) solenoid valve.

In addition, the hydraulic circuits 201 and 202 may include check valves 223a, 223b, 223c, 223d provided in the bypass flow path connecting the front and rear of each inlet valve 221a, 221b, 221c, 221d. can The check valves 223a, 223b, 223c, and 223d allow only the flow of oil from the wheel cylinder 40 to the hydraulic pressure providing unit 110 in the direction, and from the hydraulic pressure providing unit 110 to the wheel cylinder 40 direction. It may be provided to restrict the flow of The check valves 223a, 223b, 223c, and 223d can quickly release the braking pressure of the wheel cylinder 40, and when the inlet valves 221a, 221b, 221c, and 221d do not operate normally, the wheel cylinder The hydraulic pressure of 40 may be introduced into the hydraulic pressure providing unit 110 .

In addition, the hydraulic circuits 201 and 202 may further include a plurality of outlet valves 222 (222a, 222b, 222c, 222d) connected to the reservoir 30 to improve performance when braking is released. The outlet valves 222 are respectively connected to the wheel cylinders 40 to control the hydraulic pressure to escape from the respective wheels FL, RR, RL, and FR. That is, the outlet valve 222 detects the braking pressure of each wheel FL, RR, RL, and FR and selectively opens when pressure reduction braking is required to control the pressure. The outlet valve 222 may be provided as a normally closed type solenoid valve that is normally closed and operates to open when an open signal is received from an electronic control unit (not shown).

Meanwhile, the hydraulic control unit 200 may be connected to the backup passages 251 and 252 . For example, the first hydraulic circuit 201 is connected to the first backup passage 251 to receive hydraulic pressure from the master cylinder 20 , and the second hydraulic circuit 202 is connected to the second backup passage 252 , Hydraulic pressure may be provided from the master cylinder 20 .

The first backup flow path 251 may join the first hydraulic circuit 201 upstream of the first and second inlet valves 221a and 221b. Similarly, the second backup flow path 252 may join the second hydraulic circuit 202 upstream of the third and fourth inlet valves 221c and 221d. Therefore, when the first and second cut valves 261 and 262 are closed, the hydraulic pressure provided from the hydraulic pressure supply device 100 is supplied to the wheel cylinder 40 through the first and second hydraulic circuits 201 and 202. When the first and second cut valves 261 and 262 are opened, the hydraulic pressure provided from the master cylinder 20 is supplied to the wheel cylinder 40 through the first and second backup passages 251 and 252. can

At this time, since the plurality of inlet valves 221a, 221b, 221c, and 221d maintain an open state, it is not necessary to change the operating state.

On the other hand, undescribed reference numerals "PS1-1" and "PS1-2" are hydraulic pressure sensors for sensing the hydraulic pressure of the first and second hydraulic circuits 201 and 202, and "PS2" is the master cylinder 20 . It is a backup oil pressure sensor that measures the oil pressure of And “MPS” is a motor control sensor that controls the rotation angle of the motor 120 or the current of the motor.

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

Prior to the description, the hydraulic pressure supply device 100 may be used separately from a low pressure mode and a high pressure mode. The low pressure mode and the high pressure mode may be changed by different operations of the hydraulic control unit 200 . The hydraulic pressure supply device 100 may generate a high hydraulic pressure without increasing the output of the motor 120 by using the high pressure mode. Therefore, it is possible to guarantee stable braking power while lowering the price and weight of the brake system.

In more detail, the hydraulic piston 114 generates hydraulic pressure in the first pressure chamber 112 while advancing. As the hydraulic piston 114 advances from the initial state, that is, as the stroke of the hydraulic piston 114 increases, the amount of oil transferred from the first pressure chamber 112 to the wheel cylinder 40 increases and the braking pressure rises. do. 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 .

The maximum pressure in the low pressure mode is smaller than the maximum pressure in the high pressure mode. However, in the high pressure mode, the pressure increase rate per stroke of the hydraulic piston 114 is small compared to the low pressure mode. This is because, not all of the oil pushed out from the first pressure chamber 112 flows into the wheel cylinder 40 , but a part flows into the second pressure chamber 113 .

Therefore, the low-pressure mode with a large pressure increase rate per stroke can be used in the early stage of braking when braking response is important, and the high-pressure mode with high pressure can be used in the late stage of braking when the maximum braking force is important.

When braking by the driver is started, the electronic brake system 1 according to an embodiment of the present invention detects the required braking force of the driver through information such as the pressure of the brake pedal 10 that the driver steps on through the pedal displacement sensor 11 . can detect

That is, the electronic control unit (not shown) receives the electrical signal output from the pedal displacement sensor 11 to drive the motor 120 , and the rotational force of the motor 120 is provided by the power conversion unit 130 to the hydraulic pressure providing unit It is transmitted to 110 , and the hydraulic pressure providing unit 110 generates hydraulic pressure in the first pressure chamber 112 while the hydraulic piston 114 advances. The hydraulic pressure discharged from the hydraulic pressure supply unit 110 is transmitted to the wheel cylinders 40 provided in each of the four wheels through the first hydraulic circuit 201 and the second hydraulic circuit 202 to generate braking force.

In addition, when the hydraulic oil pressure sensors PS1-1 and PS1-2 provided in the first hydraulic circuit 201 and the second hydraulic circuit 202, respectively, are used as described above, the wheel cylinder ( 40) can be controlled more stably. That is, the electronic control unit (not shown) senses hydraulic braking force transmitted from the hydraulic pressure supply device 100 to the first hydraulic circuit 201 and the second hydraulic circuit 202 , respectively.

Hereinafter, a general braking operation using the electronic brake system 1 will be described once again.

When the driver steps on the brake pedal 10 at the beginning of braking, the motor 120 rotates in one direction, and the rotational force of the motor 120 is transmitted to the hydraulic pressure providing unit 110 by the power conversion unit 130, The hydraulic pressure providing unit 110 generates hydraulic pressure in the first pressure chamber 112 while the hydraulic piston 114 advances. The hydraulic pressure discharged from the hydraulic pressure supply unit 110 is transmitted to the wheel cylinders 40 provided in each of the four wheels through the first hydraulic circuit 201 and the second hydraulic circuit 202 to generate braking force.

Specifically, the hydraulic pressure provided from the first pressure chamber 112 is applied to the two wheels RL and FR through the first hydraulic passage 211 and the second hydraulic passage 212 connected to the first communication hole 111a. It is transmitted directly to the wheel cylinder 40 provided in the. At this time, the first and second inlet valves 221a and 221b respectively installed in two flow passages branching from the second hydraulic flow passage 212 are provided in an open state. In addition, the first and second outlet valves 222a and 222b installed in the flow passages respectively branching from the two flow passages branching from the second hydraulic oil passage 212 are maintained in a closed state to prevent the hydraulic pressure from leaking to the reservoir 30 . block

In addition, the hydraulic pressure provided from the first pressure chamber 112 is applied to the two wheels FL and RR through the first hydraulic passage 211 and the third hydraulic passage 213 connected to the first communication hole 111a. It is directly transmitted to the wheel cylinder 40 provided. At this time, the third and fourth inlet valves 221c and 221d respectively installed in two flow paths branching from the third hydraulic flow path 213 are provided in an open state. In addition, the third and fourth outlet valves 222c and 222d installed in the flow paths branching from the two flow paths branching from the third hydraulic flow path 213 are maintained in a closed state to prevent the hydraulic pressure from leaking to the reservoir 30 . block

At this time, the fifth control valve 235 and the sixth control valve 236 may be switched to an open state to open the seventh hydraulic passage 217 and the eighth hydraulic oil passage 218 . As the seventh hydraulic oil passage 217 and the eighth hydraulic oil passage 218 are opened, the second hydraulic oil passage 212 and the third hydraulic oil passage 213 communicate with each other. Here, if necessary, any one or more of the fifth control valve 235 and the sixth control valve 236 may be maintained in a closed state.

In addition, at this time, the third control valve 233 may be maintained in a closed state to block the fifth hydraulic flow path 215 . By preventing the hydraulic pressure generated in the first pressure chamber 112 from being transmitted to the second pressure chamber 113 through the fifth hydraulic passage 215 connected to the second hydraulic passage 212, the pressure increase rate per stroke can be improved. have. 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 according to the pedal effort of the brake pedal 10, any one or more of the first to fourth outlet valves 222 is opened to the target. It can be controlled to follow the pressure value.

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

The pressure generated according to the pressurization of the master cylinder 20 according to the pedaling force of the brake pedal 10 is transmitted to the simulation device 50 connected to the master cylinder 20 . At this time, the normally closed simulator valve 54 disposed at the front end of the simulation chamber 51 is opened, and the oil filled in the simulation chamber 51 is transferred to the reservoir 30 through the simulator valve 54 . In addition, the reaction force piston 52 moves and a pressure corresponding to the load of the reaction force spring 53 supporting the reaction force piston 52 is formed in the simulation chamber 51 to provide an appropriate pedal feeling to the driver.

The hydraulic flow pressure sensor PS1-2 or PS1-1 may detect the flow rate transmitted to the wheel cylinder 40 installed on the front wheel or the rear wheel. Accordingly, the flow rate transmitted to the wheel cylinder 40 may be controlled by controlling the hydraulic pressure supply device 100 according to the output of the hydraulic oil pressure sensor PS1 - 2 . Specifically, the flow rate and discharge speed discharged from the wheel cylinder 40 may be controlled by adjusting the forward distance and forward speed of the hydraulic piston 114 .

On the other hand, before the hydraulic piston 114 advances to the maximum, it can be switched from the low pressure mode to the high pressure mode.

In the high pressure mode, the third control valve 233 may be switched to an open state to open the fifth hydraulic flow path 215 . Therefore, the hydraulic pressure generated in the first pressure chamber 112 is transmitted to the second pressure chamber 113 through the fifth hydraulic passage 215 connected to the second hydraulic passage 212 to push the hydraulic piston 114 . can be used

In the high pressure mode, since a part of the oil pushed out of the first pressure chamber 112 flows into the second pressure chamber 113 , the pressure increase rate per stroke decreases. However, since a part of the hydraulic pressure generated in the first pressure chamber 112 is used to push the hydraulic piston 114, the maximum pressure increases. At this time, the reason that the maximum pressure is increased is because 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 .

Next, a case in which the braking force is released in a braking state during normal operation of the electronic brake system 1 according to the present embodiment will be described.

When the pedal force applied to the brake pedal 10 is released, the motor 120 generates a rotational force in the opposite direction during braking and transmits it to the power conversion unit 130 , and the worm shaft 131 and the worm wheel of the power conversion unit 130 . 132 and the drive shaft 133 rotate in the opposite direction during braking to retract the hydraulic piston 114 to its original position, thereby releasing the pressure in the first pressure chamber 112 or generating negative pressure. In addition, the hydraulic pressure providing unit 110 receives the hydraulic pressure discharged from the wheel cylinder 40 through the first and second hydraulic circuits 201 and 202 and transmits it to the first pressure chamber 112 .

Specifically, the negative pressure generated in the first pressure chamber 112 is applied to the two wheels RL and FR through the first hydraulic passage 211 and the second hydraulic passage 212 connected to the first communication hole 111a. Release the pressure of the wheel cylinder 40 provided in the. At this time, the first and second inlet valves 221a and 221b respectively installed in two flow passages branching from the second hydraulic flow passage 212 are provided in an open state. In addition, the first and second outlet valves 222a and 222b installed in the flow passages respectively branching from the two oil passages branching from the second hydraulic oil passage 212 are maintained in a closed state to prevent the inflow of oil from the reservoir 30 . block

And the negative pressure generated in the first pressure chamber 112 is provided on the two wheels FL and RR through the first hydraulic passage 211 and the third hydraulic passage 213 connected to the first communication hole 111a. Release the pressure of the wheel cylinder (40). At this time, the third and fourth inlet valves 221c and 221d respectively installed in two flow paths branching from the third hydraulic flow path 213 are provided in an open state. In addition, the third and fourth outlet valves 222c and 222d installed in the flow paths branching from the two flow paths branching from the third hydraulic flow path 213 are maintained in a closed state to prevent the oil from the reservoir 30 from flowing in. block

And the third control valve 233 is switched to the open state to open the fifth hydraulic flow path 215 , and the fifth control valve 235 is switched to the open state to open the seventh hydraulic flow path 217 and a sixth The control valve 236 may be switched to an open state to open the eighth hydraulic flow path 218 . Accordingly, the first pressure chamber 112 and the second pressure chamber 113 communicate with each other while the fifth hydraulic passage 215, the seventh hydraulic passage 217, and the eighth hydraulic oil passage 218 are connected.

In order for the negative pressure to be formed in the first pressure chamber 112 , the hydraulic piston 114 must move backward. When the second pressure chamber 113 is filled with oil, resistance occurs when the hydraulic piston 114 moves backward. Accordingly, the third control valve 233 , the fifth control valve 235 , and the sixth control valve 236 are opened so that the fourth hydraulic oil passage 214 and the fifth hydraulic oil passage 215 are connected to the second hydraulic oil passage 212 . And when it communicates with the first hydraulic flow path 211 , the oil in the second pressure chamber 113 moves to the first pressure chamber 112 .

The third dump valve 243 may be switched to a closed state. As the third dump valve 243 is closed, the oil in the second pressure chamber 113 may be discharged only through the fourth hydraulic flow path 214 . However, in some cases, the oil in the second pressure chamber 113 may be introduced into the reservoir 30 because the third dump valve 243 is maintained in an open state.

In addition, 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 according to the release amount of the brake pedal 10 , the first to fourth outlet valves 222 . Any one or more of them may be opened and controlled to follow the target pressure value.

On the other hand, the first and second backup passages 251 and 252 connected to the first and second hydraulic ports 24a and 24b of the master cylinder 20 when the hydraulic pressure supply device 100 generates hydraulic pressure. The second cut valves 261 and 262 are closed so that the negative pressure generated in the master cylinder 20 is not transmitted to the hydraulic control unit 200 .

In the high pressure mode, the oil in the second pressure chamber 113 together with the oil in the wheel cylinder 40 due to the negative pressure in the first pressure chamber 112 generated while the hydraulic piston 114 moves backwards into the first pressure chamber 112 . Because it moves to , the pressure reduction rate of the wheel cylinder 40 is small. Therefore, it may be difficult to quickly release pressure in the high pressure mode.

For this reason, the high-pressure mode can be used only in a high-pressure situation, and when the pressure is lowered to a certain level or less, the low-pressure mode can be switched.

In the above embodiment, the hydraulic pressure and negative pressure generating operation when the hydraulic piston 114 moves forward is exemplified as an example, but the present invention is not limited thereto. For example, even when the hydraulic piston 114 is retracted, the operation may be controlled so that hydraulic pressure and negative pressure may be generated in the first pressure chamber 112 and the second pressure chamber 113, respectively.

In addition, although the operation of the electronic brake system in which braking and braking is normally released has been exemplified above, the present invention is not limited thereto, and a person skilled in the art can appropriately perform braking operation in abnormal conditions or in ABS mode, inspection mode, and dump mode. Of course, it can be used with variations and modifications.

FIG. 2 is a block diagram illustrating a state in which the electronic control unit determines whether the second cut valve of the brake device does not operate to close in the electronic brake system according to an embodiment of the present invention.

3 is a hydraulic circuit diagram illustrating a state in which the second cut valve of the electronic brake system according to an embodiment of the present invention is braked when the closing operation is not performed.

4 is a view showing the first hydraulic circuit pressure and the second hydraulic circuit pressure that are braked when the conventional second cut valve does not operate to close, FIG. 5 is a view showing that the second cut valve shown in FIG. 3 does not operate to close It is a figure which shows the 1st hydraulic circuit pressure and 2nd hydraulic circuit pressure which are braked at the time.

2 and 3 , in the electronic brake system 1 according to an embodiment of the present invention, when the pressure of the brake pedal 10 of the brake device 1000 is applied, the second cut valve 262 is closed. If it is determined by the electronic control unit 2000 that it is not, the electronic control unit 2000 closes the first cut valve 261 .

At this time, the second hydraulic circuit 202 receives the braking pressure output from the master cylinder 20 through the second cut valve 262 , and the first hydraulic circuit 201 operates according to the rotational force of the motor 120 . The auxiliary braking pressure formed by the backward movement of the piston 114 is supplied.

Here, the auxiliary braking pressure may be higher than the braking pressure.

In other words, when the electronic control unit 2000 determines that the closing operation of the second cut valve 262 is not performed when the pressure of the brake pedal 10 is applied, the hydraulic piston 114 is rotated according to the rotational force of the motor 120 . The auxiliary braking pressure formed in the second pressure chamber 113 by the backward movement may be transmitted to the first hydraulic circuit 201 .

For example, if the electronic control unit 2000 determines that the closing operation of the second cut valve 262 is not performed when the pressure of the brake pedal 10 is applied, the hydraulic piston 114 may be operated according to the rotational force of the motor 120 . The auxiliary braking pressure formed in the second pressure chamber 113 by the backward movement is transferred to the first hydraulic circuit 201 by the closing operation of the fifth control valve 235 and the closing operation of the sixth control valve 236 . can transmit

In this case, the first hydraulic circuit 201 may transmit the auxiliary braking pressure to the wheel cylinders 40 provided in the left rear wheel RL among the wheel cylinders 40 provided in the left rear wheel RL and the right front wheel FR.

For example, the first hydraulic circuit 201 applies the auxiliary braking pressure supplied through the fourth hydraulic oil passage 214 to the second hydraulic oil passage 212 , the fourth hydraulic oil passage 214 , and the sixth hydraulic oil passage 216 . The left rear wheel RL of the wheel cylinders 40 provided on the left rear wheel RL and the right front wheel FR by the opening operation of the inlet valve 221b connected to the seventh hydraulic oil passage 217 and the eighth hydraulic oil passage 218 . ) can be delivered to the wheel cylinder 40 provided in.

In addition, the second hydraulic circuit 202 may transmit the braking pressure to the wheel cylinder 40 provided in the right rear wheel RR among the wheel cylinders 40 provided in the left front wheel FL and the right rear wheel RR.

For example, the second hydraulic circuit 202 applies the braking pressure output from the master cylinder 20 through the second cut valve 262 to the opening operation of the inlet valve 221c connected to the second backup flow path 252 . Among the wheel cylinders 40 provided in the left front wheel FL and the right rear wheel RR, it can be transmitted to the wheel cylinder 40 provided in the right rear wheel RR.

As shown in FIG. 5 , in the electronic brake system 1 according to an embodiment of the present invention, the position MP2 of the hydraulic piston moves in the reverse direction according to the intake pressure BP2 of the brake pedal during time t1 to t2. The first hydraulic circuit pressure (HCP1) of the first hydraulic circuit supplied with the auxiliary braking pressure formed by moving to is higher than the second hydraulic circuit pressure (HCP2) of the second hydraulic circuit supplied with the braking pressure output from the master cylinder can know

In other words, the first hydraulic circuit pressure HCP1 of the first hydraulic circuit shown in FIG. 5 is equal to the first hydraulic circuit pressure (HCP1) of the first hydraulic circuit formed by the operation of the conventional pedal simulator shown in FIG. It can be seen that HCP1) and the second hydraulic circuit pressure HCP2 of the second hydraulic circuit are higher.

6 is a flowchart illustrating a control method of an electronic brake system according to an embodiment of the present invention as an example, and FIG. 7 is a flowchart illustrating a control method of an electronic brake system according to an embodiment of the present invention as another example.

Referring to FIG. 6 , the control method 600 of the electronic brake system ( 1 in FIG. 2 ) according to an embodiment of the present invention includes a first step ( S602 ), a second step ( S604 ), and a third step ( S606 ). and a fourth step (S608).

In the first step ( S602 ), the pressure of the brake pedal ( 10 in FIG. 2 ) is applied.

In the second step ( S604 ), the electronic control unit ( 2000 in FIG. 2 ) determines whether the second cut valve ( 262 in FIG. 2 ) does not operate to close when the pressure of the brake pedal ( 10 in FIG. 2 ) is applied.

In the third step (S606), if the electronic control unit (2000 in FIG. 2) determines that the second cut valve (262 in FIG. 2) does not operate to close, the electronic control unit controls the first cut valve (261 in FIG. 2) (2000 in FIG. 2), the closing operation is performed.

In the fourth step (S608), the braking pressure output from the master cylinder (20 in FIG. 2) is supplied from the second hydraulic circuit (202 in FIG. 2) through the second cut valve (262 in FIG. 2), and the motor (FIG. 2, the auxiliary braking pressure formed by the backward movement of the hydraulic piston (114 in FIG. 2) according to the rotational force of 120) is supplied from the first hydraulic circuit (201 in FIG. 2).

Referring to FIG. 7 , the control method 700 of the electronic brake system ( 1 in FIGS. 2 and 3 ) according to an embodiment of the present invention includes a first step ( S702 ), a second step ( S704 ), and a third step (S706), the fourth step (S708), the fifth step (S710), the sixth step (S712), and the seventh step (S714) and the eighth step (S716) may be included.

In the first step ( S702 ), the pressure of the brake pedal ( 10 in FIGS. 2 and 3 ) may be applied.

In the second step (S704), when the pressure of the brake pedal (10 in FIGS. 2 and 3) is applied, the electronic control unit (FIG. 2) determines whether the second cut valve (262 in FIGS. 2 and 3) does not close. 2000) can be determined.

In the third step (S706), when the electronic control unit (2000 in FIG. 2) determines that the second cut valve (262 in FIGS. 2 and 3) does not operate to close, the second cut valve (in FIGS. 2 and 3) 262), the braking pressure output from the master cylinder (20 in FIGS. 2 and 3) may be transmitted to the second hydraulic circuit (202 in FIGS. 2 and 3).

For example, in the third step (S706), if the electronic control unit (2000 in FIG. 2) determines that the second cut valve (262 in FIG. 3) does not operate to close, the second cut valve (262 in FIG. 3) is closed. Through this, the braking pressure output from the master cylinder (20 in FIG. 3 ) may be transmitted to the second hydraulic circuit ( 202 in FIG. 3 ) connected to the second backup flow path ( 252 in FIG. 3 ).

In the fourth step (S708), the braking pressure may be supplied from the second hydraulic circuit (202 in FIGS. 2 and 3).

In the fifth step (S710), the first cut valve (261 in FIGS. 2 and 3) may be closed by the electronic control unit (2000 in FIG. 2).

In the sixth step (S712), the auxiliary braking pressure formed by the backward movement of the hydraulic piston (114 in Figs. 2 and 3) according to the rotational force of the motor (120 in Figs. 2 and 3) is applied to the first hydraulic circuit (Fig. 2 and 201 of FIG. 3).

For example, in the sixth step ( S712 ), auxiliary braking formed in the second pressure chamber ( 113 in FIG. 3 ) by the backward movement of the hydraulic piston ( 114 in FIG. 3 ) according to the rotational force of the motor ( 120 in FIG. 3 ). The pressure may be transmitted to the first hydraulic circuit (201 in FIG. 3).

For example, in the sixth step (S712), the auxiliary formed in the second pressure chamber (113 in FIG. 3) by the backward movement of the hydraulic piston (114 in FIG. 3) according to the rotational force of the motor (120 in FIG. 3) The braking pressure may be transmitted to the first hydraulic circuit (201 in FIG. 3 ) by the closing operation of the fifth control valve ( 235 in FIG. 3 ) and the closing operation of the sixth control valve ( 236 in FIG. 3 ).

In the seventh step ( S714 ), the auxiliary braking pressure may be supplied from the first hydraulic circuit ( 201 in FIGS. 2 and 3 ).

In the eighth step (S716), the auxiliary braking pressure in the first hydraulic circuit (201 in FIG. 3) is applied among the wheel cylinders (40 in FIG. 3) provided on the left rear wheel (RL in FIG. 3) and the right front wheel (FR in FIG. 3). It can be transmitted to the wheel cylinder (40 in FIG. 3) provided on the left rear wheel (RL in FIG. 3).

For example, in the eighth step (S716), the auxiliary braking pressure supplied from the first hydraulic circuit (201 in FIG. 3) through the fourth hydraulic oil passage (214 in FIG. 3) is combined with the second hydraulic oil passage (212 in FIG. 3). The inlet valve (FIG. 3) connected to the fourth hydraulic flow path (214 in FIG. 3), the sixth hydraulic flow path (216 in FIG. 3), the seventh hydraulic flow path (217 in FIG. 3), and the eighth hydraulic flow path (218 in FIG. 3) 221b) of the wheel cylinders (40 in Fig. 3) provided on the left rear wheel (RL in Fig. 3) and the right front wheel (FR in Fig. 3) by the opening operation of the left rear wheel (RL in Fig. 3) (Fig. 3 of 40) can be transmitted.

In addition, in the eighth step (S716), the brake pressure in the second hydraulic circuit (202 in FIG. 3) is applied to the wheel cylinders (40 in FIG. 3) provided on the left front wheel (FL in FIG. 3) and the right rear wheel (RR in FIG. 3) It can be transmitted to the wheel cylinder (40 in FIG. 3) provided on the middle right rear wheel (RR in FIG. 3).

For example, in the eighth step (S716), the second backup of the braking pressure output from the master cylinder (20 in FIG. 3) through the second cut valve (262 in FIG. 3) in the second hydraulic circuit (202 in FIG. 3) Among the wheel cylinders (40 in Fig. 3) provided on the left front wheel (FL in Fig. 3) and the right rear wheel (RR in Fig. 3) by the opening operation of the inlet valve (221c in Fig. 3) connected to the flow path (252 in Fig. 3) It can be transmitted to the wheel cylinder (40 in FIG. 3) provided on the right rear wheel (RR in FIG. 3).

As described above, in the electronic brake system 1 and the control methods 600 and 700 according to an embodiment of the present invention, the second cut valve 262 does not operate to close when the pressure of the brake pedal 10 is applied. When the control unit 2000 determines, the electronic control unit 2000 closes the first cut valve 261 , and the second hydraulic circuit 202 operates the master cylinder 20 through the second cut valve 262 . It is possible to receive the braking pressure output from the , and the auxiliary braking pressure formed by the backward movement of the hydraulic piston 114 according to the rotational force of the motor 120 in the first hydraulic circuit 201 .

Accordingly, in the electronic brake system 1 and the control methods 600 and 700 according to an embodiment of the present invention, even when the second cut valve 262 does not operate to close when the pressure of the brake pedal 10 is applied, the braking pressure Since it is possible to brake by using the and auxiliary braking pressure, it is possible to efficiently perform braking.

In addition, in the electronic brake system 1 and the control methods 600 and 700 according to an embodiment of the present invention, even when the second cut valve 262 does not operate to close when the pressure of the brake pedal 10 is applied, the braking pressure And, since it is possible to further brake using the auxiliary braking pressure higher than the braking pressure, it is possible to more effectively shorten the braking distance during high-speed driving, thereby further preventing the occurrence of a traffic accident in advance.

10: brake pedal 11: pedal displacement sensor
20: master cylinder 30: reservoir
31-33: reservoir chamber 34, 35: bulkhead
40: wheel cylinder 50: simulation device
54: simulator valve 60: inspection valve
100: hydraulic pressure supply 110: hydraulic pressure supply unit
114: hydraulic piston 120: motor
130: power conversion unit 200: hydraulic control unit
201: first hydraulic circuit 202: second hydraulic circuit
211: first hydraulic flow path 212: second hydraulic flow path
213: third hydraulic oil passage 214: fourth hydraulic oil passage
215: fifth hydraulic oil passage 216: sixth hydraulic oil passage
217: seventh hydraulic flow path 218: eighth hydraulic flow path
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 flow path 252: second backup flow path
261: first cut valve 262: second cut valve

Claims (16)

a master cylinder that discharges oil according to the pedal effort;
a reservoir connected to the master cylinder and storing oil;
a first cut valve connected to one side of the master cylinder to control the flow of hydraulic pressure;
a second cut valve connected to the other side of the master cylinder to control the flow of hydraulic pressure;
a hydraulic pressure supply device for generating hydraulic pressure by moving a hydraulic piston of the hydraulic pressure supply unit using a motor that generates rotational force by an electric signal output in response to the displacement of the brake pedal;
a first hydraulic circuit for transferring the hydraulic pressure discharged from the hydraulic pressure supplying device to a wheel cylinder provided on at least one wheel; and
a second hydraulic circuit for transferring the hydraulic pressure discharged from the hydraulic pressure supply device to the wheel cylinders provided on at least one other wheel;
If the electronic control unit determines that the second cut valve does not close when the brake pedal pressure is applied,
closing the first cut valve in the electronic control unit;
The second hydraulic circuit receives the braking pressure output from the master cylinder through the second cut valve,
The first hydraulic circuit receives an auxiliary braking pressure formed by the backward movement of the hydraulic piston according to the rotational force of the motor. The method of claim 1,
The first hydraulic circuit,
An electronic brake system that transmits the auxiliary braking pressure to a wheel cylinder provided in the left rear wheel among wheel cylinders provided in the left rear wheel and the right front wheel. The method of claim 1,
The second hydraulic circuit,
An electromagnetic brake system for transferring the braking pressure to a wheel cylinder provided at the right rear wheel among wheel cylinders provided at the left front wheel and the right rear wheel. The method of claim 1,
The hydraulic supply device,
a cylinder block in which a first pressure chamber and a second pressure chamber for receiving and storing the oil are formed;
Includes; hydraulic piston accommodated in the cylinder block;
When the electronic control unit determines that the second cut valve does not close when the pressure of the brake pedal is applied, the second pressure chamber is formed by the backward movement of the hydraulic piston according to the rotational force of the motor. An electronic brake system that transmits auxiliary braking pressure to the first hydraulic circuit. 5. The method of claim 4,
The hydraulic supply device,
a first hydraulic flow passage communicating with the first pressure chamber;
a first control valve provided in a second hydraulic flow path branched from the first hydraulic flow path to control the flow of oil;
a second control valve provided in a third hydraulic flow path branched from the first hydraulic flow path to control the flow of oil;
a fourth hydraulic flow passage communicating with the second pressure chamber;
a third control valve provided in a fifth hydraulic flow path branched from the fourth hydraulic flow path and joined to the second and third hydraulic flow paths to control the flow of oil;
a fourth control valve provided in a sixth hydraulic flow path branched from the fourth hydraulic flow path and joined to the second and third hydraulic flow paths to control the flow of oil;
a fifth control valve provided in a seventh hydraulic oil passage communicating the second hydraulic oil passage and the third hydraulic oil passage to control the flow of oil; and
a sixth control valve provided in an eighth hydraulic flow passage communicating the second hydraulic flow passage and the seventh hydraulic oil passage to control the flow of oil; and
When the electronic control unit determines that the second cut valve does not close when the pressure of the brake pedal is applied, the second pressure chamber is formed by the backward movement of the hydraulic piston according to the rotational force of the motor. An electromagnetic brake system for transmitting auxiliary braking pressure to the first hydraulic circuit by closing the fifth control valve and closing the sixth control valve. 6. The method of claim 5,
The first control valve, the second control valve, and the fourth control valve allow the flow of oil in the direction from the hydraulic pressure supply device to the wheel cylinder, but are provided as check valves for blocking the flow of oil in the opposite direction. system. 6. The method of claim 5,
and the third control valve, the fifth control valve, and the sixth control valve are provided as solenoid valves for controlling the flow of oil in both directions between the hydraulic pressure supply device and the wheel cylinder. 6. The method of claim 5,
The first hydraulic circuit,
The auxiliary braking pressure supplied through the fourth hydraulic flow path is applied to the opening operation of the inlet valve connected to the second hydraulic fluid path, the fourth hydraulic fluid path, and the sixth hydraulic fluid path, the seventh hydraulic fluid path, and the eighth hydraulic fluid path. Electronic brake system that transmits to the wheel cylinders provided on the left rear wheel among the wheel cylinders provided on the left rear wheel and the right front wheel. The method of claim 1,
The second hydraulic circuit,
connected to a second backup passage connected to the second cut valve;
Electronic type for transferring the braking pressure output from the master cylinder through the second cut valve to the wheel cylinders provided on the right rear wheels among the wheel cylinders provided on the left front wheel and the right rear wheel by the opening operation of the inlet valve connected to the second backup flow path brake system. receiving pressure from the brake pedal;
when the pressure of the brake pedal is applied, the electronic control unit determines whether the second cut valve does not close;
when the electronic control unit determines that the second cut valve does not operate to close, the electronic control unit closes the first cut valve;
The second hydraulic circuit receives the braking pressure output from the master cylinder through the second cut valve, and the auxiliary braking pressure formed by the backward movement of the hydraulic piston according to the rotational force of the motor is supplied from the first hydraulic circuit. How to control the brake system. 11. The method of claim 10,
A method of controlling an electromagnetic brake system for transferring the auxiliary braking pressure from the first hydraulic circuit to a wheel cylinder provided on a left rear wheel among wheel cylinders provided on a left rear wheel and a right front wheel. 11. The method of claim 10,
A method of controlling an electromagnetic brake system for transferring the braking pressure from the second hydraulic circuit to a wheel cylinder provided on a right rear wheel among wheel cylinders provided on a left front wheel and a right rear wheel. 11. The method of claim 10,
If the electronic control unit determines that the second cut valve does not operate to close,
A control method of an electronic brake system for transmitting auxiliary braking pressure formed in a second pressure chamber by a backward movement of the hydraulic piston to the first hydraulic circuit according to the rotational force of the motor. 14. The method of claim 13,
If the electronic control unit determines that the second cut valve does not operate to close,
The auxiliary braking pressure formed in the second pressure chamber by the backward movement of the hydraulic piston according to the rotational force of the motor is transferred to the first hydraulic circuit by the closing operation of the fifth control valve and the closing operation of the sixth control valve. The control method of the electronic brake system that transmits. 15. The method of claim 14,
The auxiliary braking pressure supplied from the first hydraulic circuit through the fourth hydraulic passage is applied to the opening operation of the inlet valve connected to the second hydraulic passage, the fourth hydraulic passage, and the sixth hydraulic passage, the seventh hydraulic passage, and the eighth hydraulic oil passage. A control method of an electronic brake system that transmits to the wheel cylinders provided on the left rear wheel among the wheel cylinders provided on the left rear wheel and the right front wheel. 11. The method of claim 10,
In the second hydraulic circuit, the brake pressure output from the master cylinder through the second cut valve is applied to the right rear wheel among the wheel cylinders provided on the left front wheel and the right rear wheel by the opening operation of the inlet valve connected to the second backup flow path. Control method of electronic brake system that transmits to cylinder.

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