KR20220018135A - Method And Apparatus for Vehicle Braking - Google Patents

Abstract

Provided are a vehicle braking apparatus and method thereof. According to an embodiment of the present invention, the vehicle braking apparatus comprises: a plurality of wheel brakes installed on a plurality of vehicle wheels by respectively corresponding to each of the vehicle wheels, and generating braking force for each of the plurality of vehicle wheels; a first driving unit configured to supply braking force to the plurality of wheel brakes by using a first motor and a first master cylinder; a second driving unit configured to supply braking force to the plurality of wheel brakes by using a second motor and a second master cylinder; a first ECU controlling the first driving unit and determining whether there is a malfunction in the first driving unit and the second driving unit; a second ECU controlling the second driving unit and determining whether there is a malfunction in the first driving unit and the second driving unit; and a first electric hydraulic steering apparatus turning the vehicle in a stable manner. The first ECU and the second ECU determines whether there is a malfunction in each other. When both the first ECU and the second ECU are determined as normal, the first ECU controls to brake at least some of the plurality of wheel brakes, and the second ECU controls to brake the rest of the plurality of wheel brakes, and the first electric hydraulic steering apparatus receives a hydraulic pressure from the first driving unit or the second driving unit. The present invention aims to provide a vehicle braking apparatus and method thereof, which are capable of improving braking stability and braking response speed.

Description

A vehicle braking system and method {Method And Apparatus for Vehicle Braking}

SUMMARY Embodiments of the present disclosure relate to a braking device and method for a vehicle.

The content described in this section merely provides background information for the present disclosure and does not constitute the prior art.

A redundancy brake system is a backup system that auxiliaryly controls braking of a vehicle when a main brake system fails. A conventional braking system is provided with a backup braking system for providing an auxiliary braking force when the main braking system malfunctions. The conventional backup braking system is in a stand-by state without performing any function when the main braking system operates normally. That is, there is a problem in that the backup system does not play any role when the main system does not have a failure.

On the other hand, the electro-hydraulic steering device for generating steering force of a vehicle is designed to use hydraulic pressure to enable quick steering while making the movement of a steering wheel light and smooth. Such an electro-hydraulic steering device assists in a smooth steering operation even with a small force, while also performing functions such as absorbing the shock from the unevenness of the road surface and preventing it from being transmitted to the steering wheel. In addition, recently, the electronic control unit (ECU) drives the motor according to the driving conditions of the vehicle detected by the vehicle speed sensor and the steering torque sensor to provide a light and comfortable steering feel at low speed and heavy steering at high speed. There is a trend to use an electric steering system that provides optimal steering conditions to the driver by providing good directional stability and enabling rapid steering in emergency situations. However, the conventional electro-hydraulic steering system has a disadvantage in terms of securing space for the vehicle, since it must be provided with a driving source separate from the braking system, for example, a hydraulic pump.

Accordingly, a main object of the present disclosure is to improve braking stability and braking response speed by allowing the backup system to also form a braking force even when the main system is normal.

Another main object of the present disclosure is to obtain an advantage in terms of securing space for a vehicle as the electro-hydraulic steering system is driven using hydraulic pressure of a driving unit that generates braking force without a separate driving source.

According to an embodiment of the present disclosure, a plurality of wheel brakes installed to correspond to a plurality of wheels, respectively, and generating a braking force to each of the plurality of wheels; a first driving unit configured to supply braking force to the plurality of wheel brakes using the first motor and the first master cylinder; a second driving unit configured to supply braking force to the plurality of wheel brakes using the second motor and the second master cylinder; a first ECU controlling the first driving unit and determining whether the first driving unit and the second driving unit are faulty; a second ECU controlling the second driving unit and determining whether the first driving unit and the second driving unit are faulty; and a first electro-hydraulic steering device for stably turning the vehicle, wherein the first ECU and the second ECU determine whether each malfunction occurs, and when it is determined that both the first ECU and the second ECU are normal , the first ECU controls to brake at least some of the wheel brakes among the plurality of wheel brakes, the second ECU controls to brake the remaining wheel brakes of the plurality of wheel brakes, and the first electro-hydraulic steering device includes the first Provided is a braking device for a vehicle, characterized in that it receives hydraulic pressure from a driving unit or a second driving unit.

As described above, according to this embodiment, braking stability ( It has the effect of improving braking stability) and braking response speed.

In addition, according to this embodiment, as the electro-hydraulic steering system does not have a separate driving source and uses a driving unit that generates braking force as a driving source, another effect of securing an extra space occupied by a separate driving source is obtained. have.

1 is a block diagram of a brake device according to an embodiment of the present disclosure.
2 is a flowchart illustrating a braking process of a first ECU or a second ECU according to an embodiment of the present disclosure.
FIG. 3 is a flowchart illustrating in detail the process S220 of FIG. 2 .
4 is a flowchart illustrating in detail the process S230 of FIG. 2 .
5 is a flowchart illustrating in detail the process S240 of FIG. 2 .
6 is a view illustrating a pedal separation type braking device according to an embodiment of the present disclosure.
7 is a view illustrating a pedal-integrated braking device according to another exemplary embodiment of the present disclosure.

Hereinafter, some embodiments of the present disclosure will be described in detail with reference to exemplary drawings. In adding reference numerals to components in each drawing, it should be noted that the same components are given the same reference numerals as much as possible even though they are indicated in different drawings. In addition, in describing the present disclosure, if it is determined that a detailed description of a related known configuration or function may obscure the gist of the present disclosure, the detailed description thereof will be omitted.

In describing the components of the embodiment according to the present disclosure, reference numerals such as first, second, i), ii), a), b) may be used. These signs are only for distinguishing the elements from other elements, and the essence, order, or order of the elements are not limited by the signs. In the specification, when a part 'includes' or 'includes' a certain element, it means that other elements may be further included, rather than excluding other elements, unless explicitly stated otherwise. .

Referring to FIG. 1 , a vehicle braking device according to an embodiment of the present disclosure includes a plurality of wheel brakes FL, FR, RL and RR, a driving information detecting unit 110 , and a first ECU (first ECU). ECU, ECU: Electronic Control Unit 120), second ECU (second ECU, 130), first actuator 140, second actuator 150, first electro-hydraulic steering device all or part of hydraulic power steering (162), second electro hydraulic power steering (164), regenerative braking unit (170), and Electronic Parking Brake (EPB) (180) includes

The plurality of wheel brakes FL, FR, RL and RR include a first wheel brake FL for braking the front left wheel of the vehicle, a second wheel brake FR for braking the front right wheel of the vehicle, a third wheel brake RL for braking the rear left wheel of the vehicle; and a fourth wheel brake RR for braking the rear right wheel of the vehicle.

A plurality of wheel brakes FL, FR, RL and RR are installed corresponding to each wheel of the vehicle. Each of the plurality of wheel brakes FL, FR, RL and RR is independently controlled and generates a braking force on each wheel.

The driving information detecting unit 110 includes all or part of a wheel speed sensor, an acceleration sensor, a pedal stroke sensor, and a lidar.

A wheel speed sensor detects a wheel speed of a wheel, an acceleration sensor detects an acceleration of a vehicle, and a depression amount sensor detects a stroke amount of a brake pedal. The driving information detection unit 110 transmits information detected by the respective sensors to the first ECU 120 and the second ECU 130 .

The first ECU 120 includes all or a part of the first mode determination unit 122 , the first calculation unit 124 , and the first failure determination unit 126 .

The first ECU 120 controls the first driving unit 140 to form hydraulic pressure.

The first mode determining unit 122 determines a mode by using the driving information. Here, the driving information refers to information sensed by the above-described sensors, for example, a brake pedal depression amount, wheel speed, acceleration, and the like. Meanwhile, the mode includes a cornering mode, a braking mode, and a cornering and braking mode.

The turning mode is a mode in which the vehicle turns left and right according to the driver's intention while the vehicle is driving or the turning decision logic during autonomous driving. In the turning mode, the first ECU 120 controls a steering angle using an electro-hydraulic steering device.

The braking mode is a mode in which a braking force is generated using a braking device while the vehicle is traveling.

The braking and turning mode is a mode in which the steering angle is controlled while the vehicle is driving and the braking force is also generated.

The first mode determining unit 122 determines the mode by using the driving information. More specifically, when the depression amount of the brake pedal is sensed, the first mode determining unit 122 determines the control mode as the braking mode. Meanwhile, when the steering angle is detected, the first mode determining unit 122 determines the control mode as a turning mode. In addition, when both the depression amount and the steering angle are sensed, the control mode is determined as the braking and turning mode.

The first calculation unit 124 calculates a braking force required for braking when the first mode determination unit 122 determines that the control mode is the braking mode, and determines that the first mode determination unit 122 determines that the control mode is the turning mode. In this case, the control is performed to satisfy the steering angle required for turning of the vehicle, and when the first mode determining unit 122 determines that the control mode is the turning and braking mode, the braking force and the steering angle are calculated.

The first failure determining unit 126 determines whether the first driving unit 140 and the second driving unit 150 are faulty. The number of wheel brakes FL, FR, RL, and RR to be braked by the first driving unit 140 and the second driving unit 150 varies according to the result determined by the first failure determining unit 126 .

For example, when the first failure determining unit 126 determines that the first driving unit 140 is normal and the second driving unit 150 determines that a failure has occurred, the first ECU 120, the first driving unit 140 Controls to supply hydraulic pressure to all wheel brakes (FL, FR, RL, and RR) to form a braking force. On the other hand, when the first failure determination unit 126 determines that both the first driving unit 140 and the second driving unit 150 are normal, the first ECU 120 determines that the first driving unit 140 is applied to some wheel brakes. is supplied to control to form a braking force. Here, some wheel brakes may be, for example, two wheel brakes, and more specifically, FL and FR.

The second ECU 130 includes all or part of the second mode determination unit 132 , the second braking force calculation unit, and the second failure determination unit 136 .

The second ECU 130 controls the second driving unit 150 to form hydraulic pressure.

In contrast to the case of the first ECU 120 , the second ECU 130 has only a name changed, and all other things are the same, so a further description will be omitted.

When the second failure determination unit 136 determines that the second drive unit 150 is normal and the first drive unit 140 determines that a failure has occurred, the second ECU 130 determines that the second drive unit 150 Hydraulic pressure is supplied to the wheel brakes (FL, FR, RL, and RR) to control to form a braking force. On the other hand, when the second failure determining unit 136 determines that both the first driving unit 140 and the second driving unit 150 are normal, the second ECU 130 indicates that the second driving unit 150 is applied to some wheel brakes. is supplied to control to form a braking force. Here, some wheel brakes may be, for example, two wheel brakes, and more specifically, FR and FL.

A case in which both the first driving unit 140 and the second driving unit 150 fail will be described later.

As a result, when both the first driving unit 140 and the second driving unit 150 are normal, the first ECU 120 and the second ECU 130, the first driving unit 140 and the second driving unit 150 are 2 Control to supply hydraulic pressure to each of the wheel brakes.

On the other hand, when it is determined that the first driving unit 140 is malfunctioning, the second ECU 130 controls the second driving unit 150 to supply hydraulic pressure to all the wheel brakes FL, FR, RL and RR, and When it is determined that the second driving unit 150 is defective, the first ECU 120 controls the first driving unit 140 to supply hydraulic pressure to all wheel brakes FL, FR, RL, and RR.

Comparing the general control system for securing redundancy with the system according to the present embodiment, in the general control system, when the main braking system is normal, the backup braking system does not perform any role. That is, when both the main braking system and the backup braking system are normal, the main braking system supplies hydraulic pressure to all wheel brakes.

On the other hand, in one embodiment of the present disclosure, when all the driving units, for example, the first driving unit 140 and the second driving unit 150 are normal, the first ECU 120 and the second ECU 130 are respectively applied to the two wheel brakes. By controlling the hydraulic pressure to be supplied, the number of wheel brakes that one system has to cover is reduced by half. That is, the brake response speed is improved.

The first driving unit 140 includes a first motor 142 and a first master cylinder 144 .

The first master cylinder 144 is driven by the first motor 142 controlled by the first ECU 120 to generate hydraulic pressure. The generated hydraulic pressure is supplied to the plurality of wheel brakes FL, FR, RL and RR.

When the hydraulic pressure is supplied in more detail, for example, when the driver steps on the brake pedal, the depression amount sensor detects the depression amount of the brake pedal and transmits it to the first ECU 120 , and based on the received depression amount, the first The ECU 120 controls the first motor 142 so that the first master cylinder 144 generates hydraulic pressure.

The second driving unit 150 includes a second motor 152 and a second master cylinder 154 .

The second master cylinder 154 is driven by the first motor 142 controlled by the second ECU 130 to generate hydraulic pressure. The generated hydraulic pressure is supplied to the plurality of wheel brakes FL, FR, RL and RR.

The process of supplying hydraulic pressure will be described in more detail. When the driver depresses the brake pedal, the depression amount sensor detects the depression amount of the brake pedal and transmits it to the second ECU 130 . The second ECU 130 controls the second motor 152 so that the second master cylinder 154 generates hydraulic pressure based on the received depression amount.

The regenerative braking unit 170 uses a battery (not shown) that stores energy according to the back electromotive force generated by the electric motor (not shown) during regenerative braking, and the vehicle's inertia force to maintain a straight motion when braking the vehicle. An electric motor (not shown) that performs regenerative braking, and a hybrid control unit (HCU) that controls to perform regenerative braking by calculating regenerative braking force that can be provided to the vehicle by regenerative braking , not shown) may be included in whole or in part. Regenerative braking is to reduce the driving speed of a vehicle by generating a reverse torque from a motor to weaken the force that propels the vehicle.

The regenerative braking unit 170 may supply power to the electric motor when the vehicle is driven. The regenerative braking unit 170 generates regenerative braking force by driving the electric motor in response to the regenerative braking signal generated by the first ECU 120 and the second ECU 130 . Accordingly, as the regenerative braking unit 170 and the hydraulic braking unit cooperate to perform braking during braking, a strong and stable braking force can be supplied to the vehicle.

The electric parking brake 180 provides various additional functions for improving convenience and driving stability in addition to the basic function of keeping the vehicle in a stopped state during parking. One of these additional functions is the dynamic braking function, which brakes the vehicle while driving. Dynamic braking is a function that enables the ECU 120 or 130 to utilize the electric parking brake 180 as an emergency braking device when an abnormality occurs in the hydraulic brake installed in the vehicle.

The electric parking brake 180 forms a braking force on the wheel according to a signal of the first ECU or the second ECU. According to an embodiment of the present disclosure, the electric parking brake 180 is provided only in the rear wheel. The reason that the electric parking brake 180 is provided only on the rear wheel is that the electric parking brake 180 is not installed on the front wheel, so the cost is reduced, and an output terminal (not shown) for controlling the electric parking brake 180 of the front wheel from the control device This is because it is advantageous in terms of securing space as it is not necessary to provide a city). However, it should be noted that the present embodiment is not limited thereto, and the opposite of this case, that is, a case in which the electric parking brake 180 is provided only on the front wheels, is also included.

When it is determined that both the first driving unit 140 and the second driving unit 150 are faulty, the first ECU 120 or the second ECU 130, the regenerative braking unit 170 and the electric parking brake 180 are Control the vehicle to brake. For example, the first ECU 120 controls the regenerative braking unit 170 to regeneratively brake the front wheels, and controls the electric parking brake 180 to brake the rear wheels. Like the first ECU 120 , the second ECU 130 may also control the regenerative braking unit 170 and the electric parking brake 180 to brake the vehicle. That is, the second ECU 130 may perform all functions that the first ECU 120 can perform.

The reason for the existence of two ECUs 120 and 130 in the present disclosure is that even if a failure occurs in one ECU (eg, 120), the role of the ECU (eg, 120) in which the other ECU (eg, 130) is normal This is to safely brake the vehicle by performing the

More specifically, when it is determined that both the first driving unit 140 and the second driving unit 150 are defective, the first ECU 120 determines that the regenerative braking unit 170 and the electric parking brake 180 stop the vehicle. control to brake. However, when the first ECU 120 also fails, the second ECU 130 controls the regenerative braking unit 170 and the electric parking brake 180 to brake the vehicle.

The first electro-hydraulic steering device 162 includes all or a part of a housing member, a plurality of hydraulic valves (not shown), and a coupler member (not shown).

The housing member forms the exterior of the first electro-hydraulic steering device 162 while including an outlet. The fluid discharged through the outlet is transmitted to a hydraulic actuator (not shown) to assist the steering force. More specifically, when the driver's handling is sensed, the first electro-hydraulic steering device 162 assists the driver in handling and steers the front wheels so that the vehicle turns, and the second electro-hydraulic steering device 164 assists the driver in turning the vehicle. Steer the rear wheel In addition, when a failure occurs in the first driving unit 140 and the first electro-hydraulic steering device 162 cannot operate, the front wheel is steered by the driver's handling, and the rear wheel is steered by the driver's handling and the second electro-hydraulic steering device steered by (164).

Also, in one embodiment of the present disclosure that does not include a steering wheel, steering is performed by the first electro-hydraulic steering device 162 and the second electro-hydraulic steering device 164 without the driver's handling.

The first electro-hydraulic steering device 162 according to an embodiment of the present disclosure receives hydraulic pressure required for steering the vehicle from the first driving unit 140 without a separate driving member and a pump member. Therefore, since there is no need to provide a separate hydraulic pump, the cost is reduced, and there is an advantage in terms of securing the space of the vehicle.

In addition, the first electro-hydraulic steering device 162 according to an embodiment of the present disclosure receives hydraulic pressure from the first driving unit 140 when the first driving unit 140 is normal. In an exemplary embodiment of the present disclosure, when the first driving unit 140 fails, the first electro-hydraulic steering device 162 does not operate.

In one embodiment of the present disclosure, when both the first driving unit 140 and the second driving unit 150 are normal, the first driving unit 140 serves to control the steering of the front wheel, and the second driving unit 150 plays a role in controlling the steering of the rear wheel, thereby reducing the radius when the vehicle turns. It also has the advantage of four-wheel steering when turning in place.

In the present disclosure, a typical configuration related to driving of the first electro-hydraulic steering device 162 is not provided with a separate driving pump and is supplied with hydraulic pressure from the first driving unit 140 , except that hydraulic pressure is supplied from the first driving unit 140 . Since it is a self-evident technique, the illustration and description thereof will be omitted.

Also, the present disclosure is not limited thereto, and another embodiment of the present disclosure may further include a steering wheel. In the fully autonomous driving system, the steering wheel is not included, so the vehicle is controlled by the first ECU 120 and the second ECU 130 . However, when the steering wheel is included, the front wheels are handled by the driver and the first electro-hydraulic steering It is steered by the device 162 , and the rear wheels are steered by the driver's handling and the second electrohydraulic steering device 164 .

The second electro-hydraulic steering system 164 has only a difference controlled according to the command of the second ECU 130 , and other configurations are the same as those of the first electro-hydraulic steering system 162 , so a detailed description thereof will be omitted.

According to an embodiment of the present disclosure, when a failure occurs in the first driving unit 140 , the first electro-hydraulic steering device 162 does not operate, and when a failure occurs in the second driving unit 150 , the second electro-hydraulic steering device Reference numeral 162 is described as not working, but in another embodiment of the present disclosure, when a failure occurs in the first driving unit 140, the second driving unit 150 is connected to the first electro-hydraulic steering device 162 and the second driving unit 150 . 2 It also includes a configuration that operates all of the electro-hydraulic steering device (164). Similarly, a configuration in which the first driving unit 140 operates both the first electro-hydraulic steering device 162 and the second electro-hydraulic steering device 164 when a failure occurs in the second driving unit is also included.

2 is a flowchart briefly explaining a braking process of the first ECU 120 or the second ECU 130 according to an embodiment of the present disclosure.

Referring to FIG. 2 , the first ECU 120 of the present disclosure determines a control mode using the driving information detected by the driving information detection unit 110 ( S210 ).

Here, the process in which the first ECU 120 determines the control mode using the driving information is described with reference to FIG. 1 .

When the first ECU 120 determines that the control mode is the braking mode, the first ECU 120 controls the first driving unit 140 and the second driving unit 150 according to a process S220 . The process S220 will be described in detail with reference to FIG. 3 .

When the first ECU 120 determines that the control mode is the turning mode, the first ECU 120 controls the first driving unit 140 and the second driving unit 150 according to the process S230 . The process S230 will be described in detail with reference to FIG. 4 .

When the first ECU 120 determines that the control mode is the braking and turning mode, the first ECU 120 controls the first driving unit 140 and the second driving unit 150 according to the process S240 . The process S240 will be described in detail with reference to FIG. 5 .

The first ECU 120 terminates the algorithm when the control process is completed according to processes S220, S230, and S240.

FIG. 3 is a flowchart illustrating in detail the process S220 of FIG. 2 .

Referring to FIG. 3 , the ECU determines whether the first driving unit 140 and the second driving unit 150 are normal ( S310 ). Here, the ECU is, for example, the first ECU 120 or the second ECU 130 .

When it is determined that both the first driving unit 140 and the second driving unit 150 are normal in the process S310, the first ECU 120 provides the first driving unit 140 with hydraulic pressure to at least some of the wheel brakes to apply a braking force. and the second ECU 130 controls the second driving unit 150 to supply hydraulic pressure to some of the remaining wheel brakes to form a braking force (S320). Here, at least some of the wheel brakes may be, for example, FL and RR, and the remaining portions may be FR and RL.

On the other hand, when it is determined that an abnormal driving unit exists among the first driving unit 140 and the second driving unit 150 in step S310 , the first ECU 120 determines whether the first driving unit 140 is normal. (S330).

When it is determined that the first driving unit 140 is normal in step S330 , it means that a failure has occurred in the second driving unit 150 . In this case, the first ECU 120 controls the normal first driving unit 140 to supply hydraulic pressure to all the wheel brakes FL, FR, RL, and RR to form a braking force (S340).

On the other hand, when it is determined that the first driving unit 140 is not normal in the process S330, that is, when the first driving unit 140 is malfunctioning, the second ECU 130 determines whether the second driving unit 150 is normal. It is determined (S350).

When it is determined that the second driving unit 150 is normal in step S350 , it means that a failure has occurred in the first driving unit 140 . In this case, the second ECU 130 controls the normal second driving unit 150 to supply hydraulic pressure to all the wheel brakes FL, FR, RL, and RR to form a braking force (S360).

On the other hand, when it is determined that the second driving unit 150 is not normal in the process S350, that is, when it is determined that both the first driving unit 140 and the second driving unit 150 are defective, the ECU performs hydraulic control. can't Accordingly, in this case, the ECU controls the regenerative braking unit 170 to perform regenerative braking and controls the electric parking brake 180 to generate braking force. For example, the front wheel may be regeneratively braked, and the rear wheel may be braked by the electric parking brake 180 ( S370 ).

The flowchart of FIG. 3 is one of the embodiments of the present disclosure, and the ECU of the present disclosure is another flowchart in order to determine whether the first driving unit and the second driving unit are faulty, for example, a case of first determining whether the second driving unit is faulty. include

4 is a flowchart illustrating in detail the process S230 of FIG. 2 .

Referring to FIG. 4 , the ECU determines whether the first driving unit 140 and the second driving unit 150 are normal ( S410 ). Here, the ECU is, for example, the first ECU 120 or the second ECU 130 .

When it is determined that both the first driving unit 140 and the second driving unit 150 are normal in the process S410 , the first ECU 120 causes the first driving unit 140 to apply hydraulic pressure to the first electro-hydraulic steering device 162 . supply to control to steer the front wheels, and the second ECU 130 controls the second driving unit 150 to supply hydraulic pressure to the second electro-hydraulic steering device 164 to steer the rear wheels so that the vehicle can turn. (S420).

On the other hand, when it is determined that an abnormal driving unit exists among the first driving unit 140 and the second driving unit 150 in step S410 , the ECU determines whether the first driving unit 140 is normal ( S430 ).

When it is determined that the first driving unit 140 is normal in step S430 , it means that a failure has occurred in the second driving unit 150 . In this case, the first ECU 120 controls the normal first driving unit 140 to supply hydraulic pressure to the first electro-hydraulic steering device 162 to rotate the vehicle ( S440 ).

When it is determined that the first driving unit 140 is not normal in the process S430, that is, if the first driving unit 140 is malfunctioning, the ECU performs a process of determining whether the second driving unit 150 is normal (S450) .

When it is determined that the second driving unit 150 is normal in the process S450 , it means that a failure has occurred in the first driving unit 140 . In this case, the second ECU 130 controls the vehicle to turn by supplying hydraulic pressure to the second electro-hydraulic steering device 164 by the normal second driving unit 150 ( S460 ).

On the other hand, when it is determined that the second driving unit 150 is not normal in the process S450, that is, when it is determined that both the first driving unit 140 and the second driving unit 150 are defective, the ECU performs the first electro-hydraulic steering The device 162 and the second electro-hydraulic steering device 164 are not controlled (S470).

5 is a flowchart illustrating in detail the process S240 of FIG. 2 .

Referring to FIG. 5 , the ECU determines whether sudden braking is required ( S510 ). The ECU uses the driving information to determine whether sudden braking is required. Here, the ECU is, for example, the first ECU 120 or the second ECU 130 . For example, the ECU determines that emergency braking is required when the depression amount sharply increases or when the acceleration sensor sharply increases.

When the ECU determines that sudden braking is required for the vehicle, the ECU controls the first driving unit 140 and the second driving unit 150 to supply hydraulic pressure to the wheel brakes to form braking force. When sufficient braking force is formed, the ECU controls the first driving unit 140 and the second driving unit 150 to supply hydraulic pressure to the first electro-hydraulic steering device 162 and the second electro-hydraulic steering device 164 to turn the vehicle. do (S520).

On the other hand, if the ECU determines that sudden braking is not required for the vehicle, the ECU determines whether a sudden turn is required for the vehicle ( S530 ). The ECU uses the driving information to determine whether a quick turn is required. For example, the ECU determines whether emergency braking is required by measuring a wheel speed and a steering angle using a sensor, for example, lidar.

When the ECU determines that a sudden turn is required for the vehicle, the ECU applies hydraulic pressure to the first electro-hydraulic steering device 162 and the second electro-hydraulic steering device 164 by the first driving unit 140 and the second driving unit 150 . It is supplied to control the vehicle to turn, and the regenerative braking unit 170 is controlled to generate regenerative braking force. When the vehicle turns, the ECU controls the first driving unit 140 and the second driving unit 150 to supply hydraulic pressure to the wheel brakes FL, FR, RL, and RR (S540).

When the ECU determines that a sudden turn is not required for the vehicle, the ECU controls the regenerative braking unit 170 to form a regenerative braking force, and the first driving unit 140 and the second driving unit 150 use the first electro-hydraulic steering system. ( 162 ) and the second electro-hydraulic steering device 164 by supplying hydraulic pressure to steer the vehicle ( S550 ).

6 is a diagram illustrating a pedal separation type brake device according to an exemplary embodiment of the present disclosure.

Referring to FIG. 6 , FIG. 6 is an embodiment including all or part of the components of the present disclosure described in FIG. 1 .

7 is a diagram illustrating a pedal-integrated brake device according to an exemplary embodiment of the present disclosure.

Referring to FIG. 7 , in an embodiment of the present disclosure, a backup master cylinder 710 and a plurality of valves 720 , 730 , 740 and 750 are added in an embodiment according to FIG. 6 .

When the first driving unit 140 or the second driving unit 150 is normal, the No. 1 valve 720 is opened, and the pedal simulator gives the driver a sense of reaction force so that the driver can feel the same pedal pressure as in a general hydraulic brake system. to provide. That is, when the first driving unit 140 or the second driving unit 150 is normal, the backup master cylinder 710 performs a pedal simulator function that provides a reaction force to the driver.

On the other hand, when both the first driving unit 140 and the second driving unit 150 fail, the second valve 730 and the third valve 740 are opened, and the fourth valve 750 is closed. Accordingly, the backup master cylinder 710 supplies hydraulic pressure to the plurality of wheel brakes FL, FR, RL and RR to form a braking force. That is, when both the first driving unit 140 and the second driving unit 150 fail, the backup master cylinder 710 performs a function of braking the vehicle together with the regenerative braking unit 170 and the electric parking brake 180 . do.

The above description is merely illustrative of the technical idea of this embodiment, and various modifications and variations will be possible without departing from the essential characteristics of the present embodiment by those skilled in the art to which this embodiment belongs. Accordingly, the present embodiments are intended to explain rather than limit the technical spirit of the present embodiment, and the scope of the technical spirit of the present embodiment is not limited by these embodiments. The protection scope of this embodiment should be interpreted by the following claims, and all technical ideas within the scope equivalent thereto should be interpreted as being included in the scope of the present embodiment.

110: driving information detection unit 120: first ECU
130: second ECU 140: first driving unit
150: second driving unit 162 and 164: electro-hydraulic steering device
170: regenerative braking unit 180: electric parking brake
710: backup master cylinders FL, FR, RL and RR: multiple wheel brakes

Claims (11)

a plurality of wheel brakes respectively provided corresponding to a plurality of wheels and generating a braking force to each of the plurality of wheels;
a first actuator configured to supply a braking force to the plurality of wheel brakes using a first motor and a first master cylinder;
a second driving unit configured to supply braking force to the plurality of wheel brakes using a second motor and a second master cylinder;
a first electronic control unit (ECU) that controls the first driving unit and determines whether the first driving unit and the second driving unit fail;
a second ECU (second electronic control unit) for controlling the second driving unit and determining whether the first driving unit and the second driving unit are faulty; and
A first electro-hydraulic power steering for stably turning the vehicle,
The first ECU and the second ECU mutually determine whether there is a failure,
When it is determined that both the first ECU and the second ECU are normal, the first ECU controls to brake at least some of the wheel brakes from among the plurality of wheel brakes, and the second ECU controls the brakes from among the plurality of wheel brakes. Control to brake the rest of the wheel brakes,
The first electro-hydraulic steering device is a vehicle braking system, characterized in that the hydraulic pressure is supplied from the first driving unit. The method of claim 1,
Further comprising a second electro hydraulic power steering for stably turning the vehicle,
The second electro-hydraulic steering system is a vehicle braking system, characterized in that the hydraulic pressure is supplied from the second driving unit. The method of claim 1,
The at least part of the wheel brakes are a left front wheel and a right front wheel, a left front wheel and a left rear wheel, or a left front wheel and a right rear wheel. The method of claim 1,
and a regenerative braking unit generating regenerative braking force, wherein the first ECU generates and transmits a regenerative braking signal to the regenerative braking unit, and the regenerative braking unit generates a regenerative braking signal When a signal is received, the vehicle braking system, characterized in that the regenerative braking of the vehicle. The method of claim 1,
Further comprising an electronic parking brake (EPB) for generating a braking force to any one of the front or rear wheels of the vehicle,
and the first ECU controls the electric parking brake to brake the vehicle when it is determined that both the first driving unit and the second driving unit are defective. The method of claim 1,
a backup master cylinder that generates a braking force based on a depression amount of the brake pedal; and
The backup master cylinder further includes a pedal simulator that provides a feeling of reaction to the driver,
The backup master cylinder brakes the vehicle when it is determined that both the first driving unit and the second driving unit are defective. The method of claim 1,
Further comprising a driving information detecting unit (driving information detecting unit) for detecting the driving information of the vehicle,
and the first ECU and the second ECU determine abrupt braking or a sudden turn of the vehicle by using the driving information. 8. The method of claim 7,
The driving information is any one of wheel speed and acceleration. The method of claim 1,
Further comprising a steering wheel for adjusting the steering angle of the plurality of wheels,
In the steering wheel, when both the first driving unit and the second driving unit fail, the driver directly steers the plurality of wheels. 10. The method of claim 9,
Further comprising a driving information detecting unit (driving information detecting unit) for detecting the driving information of the vehicle,
The first ECU and the second ECU determine abrupt braking or a sudden turn of the vehicle using the driving information,
The driving information is a brake system for a vehicle, characterized in that the steering angle and the wheel. a plurality of wheel brakes respectively provided corresponding to a plurality of wheels and generating a braking force to each of the plurality of wheels;
a first actuator configured to supply a braking force to the plurality of wheel brakes using a first motor and a first master cylinder;
a second driving unit configured to supply braking force to the plurality of wheel brakes using a second motor and a second master cylinder;
a first electro hydraulic power steering provided on the front wheel to stably turn the vehicle;
a second electro hydraulic power steering provided on the rear wheel to stably turn the vehicle;
a first electronic control unit (ECU) that controls the first driving unit and determines whether the first driving unit and the second driving unit fail; and
and a second ECU (second electronic control unit) for controlling the second driving unit and determining whether the first driving unit and the second driving unit are faulty,
The first ECU and the second ECU mutually determine whether there is a failure,
When it is determined that both the first ECU and the second ECU are normal,
the first ECU controls the first driving unit and the second driving unit to supply hydraulic pressure to the first electro-hydraulic steering device;
and the second ECU controls the first driving unit and the second driving unit to supply hydraulic pressure to the second electro-hydraulic steering system.

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