KR20230039073A - Brake control apparatus and control method of brake apparatus - Google Patents

Abstract

An objective of the present invention is to provide a brake control apparatus and a control method of the brake apparatus, capable of minimizing operation noise and securing wheel spin stability even when braking by braking traction control and braking by driver's intervention overlap. A brake control apparatus installed in a vehicle having a plurality of wheels includes a braking unit for applying braking torque to the plurality of wheels and a control unit electrically connected to the braking unit, wherein the control unit can control the braking unit to apply a first braking torque to the at least one of the wheels based on an increase in spin of the at least one wheel, can control the braking unit to apply a second braking torque to the plurality of wheels based on a displacement of a brake pedal of the vehicle while the first braking torque is applied, and can transmit a communication message to an engine control module of the vehicle to reduce driving torque for driving the plurality of wheels, based on a difference between the first braking torque and the second braking torque.

Description

Brake control device and control method of the brake device {BRAKE CONTROL APPARATUS AND CONTROL METHOD OF BRAKE APPARATUS}

The disclosed invention relates to a braking control device and a control method of the braking device, and more particularly, to a braking control device including a traction control system (TCS) and a control method of the braking device.

A braking device for performing braking is necessarily installed in a vehicle, and a braking control device for controlling the braking device in various ways has been proposed for the safety of drivers and passengers.

Recently, a traction control system (TCS) for improving traction power has been provided in vehicles. The vehicle's traction control system controls the drive torque provided to the wheels to prevent wheel spin (or slip).

A brake traction control system (BTCS) for improving vehicle traction is provided in a vehicle braking control device. The braking traction control may control the braking torque of the wheel in order to prevent the left-right asymmetrical spin of the wheel due to the non-uniform friction coefficient (split mu) of the road surface.

However, in the conventional brake control device, when braking by the brake traction control and braking by the driver's intervention overlap, the valve is closed to separate the wheel cylinder of the wheel controlled by the brake traction control from other hydraulic circuits. Operational noise was generated due to the operation of the valve.

For the above reasons, one aspect of the disclosed invention is to provide a braking control device and a control method of the braking device capable of minimizing operation noise and securing wheel spin stability even when braking by brake traction control and braking by driver's intervention overlap. want to provide

According to one aspect of the disclosed invention, a braking control device installed in a vehicle having a plurality of wheels includes a braking unit for applying braking torque to the plurality of wheels; and a control unit electrically connected to the braking unit, wherein the control unit controls the braking unit to apply a first braking torque to the at least one wheel based on an increase in spin of at least one wheel among the plurality of wheels. and controls the braking unit to apply a second braking torque to the plurality of wheels based on displacement of the brake pedal of the vehicle while applying the first braking torque, and driving torque to drive the plurality of wheels. A communication message may be transmitted to an engine control module of the vehicle to reduce, based on a difference between the first braking torque and the second braking torque.

According to an aspect of the disclosed subject matter, a method for controlling a braking device installed in a vehicle having a plurality of wheels applies a first braking torque to at least one wheel based on an increase in spin of at least one wheel among the plurality of wheels. authorize; apply a second braking torque to the plurality of wheels based on a displacement of a brake pedal of the vehicle while applying the first braking torque; and reducing a driving torque for driving the plurality of wheels based on a difference between the first braking torque and the second braking torque.

According to an aspect of the disclosed invention, a braking control device installed in a vehicle having a plurality of wheels includes a piston pump supplying hydraulic pressure to a plurality of wheel cylinders provided on each of the plurality of wheels; a drive motor that drives the piston pump; a passage extending from the piston pump to the plurality of wheel cylinders; a plurality of valves provided in the passage to allow or block hydraulic pressure provided to each of the plurality of wheel cylinders; and a control unit electrically connected to the driving motor and the plurality of valves, wherein the control unit controls the piston pump to set a first hydraulic pressure corresponding to a first braking torque based on an increase in spin of the at least one wheel. control the drive motor to generate and control the plurality of valves to allow supply of the first hydraulic pressure to at least one wheel cylinder provided in at least one wheel, and based on displacement of the brake pedal, the piston pump operates A drive that controls the drive motor to generate a second hydraulic pressure corresponding to a second braking torque, controls the valves to allow supply of the second hydraulic pressure to the plurality of wheels, and drives the plurality of wheels. and send a communication message to an engine control module of the vehicle to reduce the torque based on the difference between the first braking torque and the second braking torque.

According to one aspect of the disclosed invention, even if braking by braking traction control and braking by driver's intervention are overlapped, it is to provide a braking control device and a control method of the braking device capable of minimizing operation noise and securing wheel spin stability. can

1 shows a drive system and a braking system included in a vehicle according to one embodiment.
2 shows a hydraulic circuit of a braking control device according to an embodiment.
3 shows a control block of a braking control device according to an embodiment.
4 illustrates hydraulic pressure supply by brake traction control of a brake control device according to an embodiment.
5 illustrates hydraulic pressure supply by a driver's braking intention of a braking control device according to an embodiment.
6 shows a pressure change in a wheel cylinder of a vehicle according to an embodiment.
7 illustrates the operation of a braking control device according to an embodiment.

Like reference numbers designate like elements throughout the specification. This specification does not describe all elements of the embodiments, and general content or overlapping content between the embodiments in the technical field to which the disclosed invention belongs is omitted. The term 'unit, module, member, or block' used in the specification may be implemented as software or hardware, and according to embodiments, a plurality of 'units, modules, members, or blocks' may be implemented as one component, It is also possible that one 'part, module, member, block' includes a plurality of components.

Throughout the specification, when a part is said to be "connected" to another part, this includes not only the case of being directly connected but also the case of being indirectly connected, and indirect connection includes being connected through a wireless communication network. do.

In addition, when a certain component is said to "include", this means that it may further include other components without excluding other components unless otherwise stated.

Throughout the specification, when a member is said to be located “on” another member, this includes not only a case where a member is in contact with another member, but also a case where another member exists between the two members.

Terms such as first and second are used to distinguish one component from another, and the components are not limited by the aforementioned terms.

Expressions in the singular number include plural expressions unless the context clearly dictates otherwise.

In each step, the identification code is used for convenience of description, and the identification code does not explain the order of each step, and each step may be performed in a different order from the specified order unless a specific order is clearly described in context. there is.

Hereinafter, the working principle and embodiments of the disclosed invention will be described with reference to the accompanying drawings.

1 shows a drive system and a braking system included in a vehicle according to one embodiment.

The vehicle 1 includes a body forming its exterior and accommodating a driver and/or luggage, a chassis including constituent parts of the vehicle 1 other than the body, and a body through which the vehicle 1 can move. It includes a wheel (2) that rotates to

Referring to FIG. 1 , a vehicle 1 includes a driving system 10 and a braking system 40 .

The driving system 10 generates driving torque for driving the vehicle 1 and includes an engine 11, an engine control module 12, and a transmission 21.

The engine 11 includes a cylinder and a piston, and can generate driving torque for driving the vehicle 1 . The transmission 21 includes a plurality of gears and can transmit the driving torque generated by the engine 11 to the wheels. In particular, the transmission 21 includes a differential gear that allows the left wheel and the right wheel to rotate at different rotational speeds by the drive torque of the engine 11 .

The engine control module 12 is an electronic control unit for controlling revolution per minute (rpm) and/or driving torque of the engine 11 in response to the driver's will to accelerate through the accelerator pedal 11a. Unit, ECU).

The braking system 40 generates braking torque for stopping the vehicle 1 and includes a braking device 41 and an electronic brake control module (EBCM) 100 .

As shown in FIG. 1 , the braking device 41 may include a brake caliper 42 installed on the wheel 2 of the vehicle 1 . The brake caliper 42 includes a pair of brake pads provided on both sides of the brake disk 43 connected to the wheel 2 . The brake caliper 42 may press the brake disc 43 from both sides of the brake disc 43 by fluid pressure or mechanical pressure. Due to the friction between the brake pad of the brake caliper 42 and the brake disc 43, rotation of the brake disc 43 and the wheel 2 may be stopped.

In addition, the brake caliper 42 receives a pressurized medium (eg, brake oil) from the brake control device 100, and the brake pads are connected to the brake disc by the pressure of the pressurized medium (hereinafter referred to as "hydraulic pressure"). It may include wheel cylinders 44a, 44b (see FIG. 2), which are brought into contact.

A wheel speed sensor 180 for detecting the rotational speed of the wheel 2 is provided on the brake control device wheel 2 .

The braking control device 100 may include a hydraulic circuit for supplying hydraulic pressure to wheel cylinders in response to a driver's braking intention through the brake pedal 101 and an electronic control unit for controlling the hydraulic circuit.

The brake control device 100 may control the hydraulic pressure supplied to the wheel cylinder of the brake device 41 to temporarily release the brake of the wheel in response to the slip of the wheel 2 during braking of the vehicle 1 ( Anti-lock Braking Systems (ABS).

The brake control device 100 supplies wheel cylinders of the brake device 42 to selectively brake the wheels 2 in response to oversteering and/or understeering during steering of the vehicle 1. The hydraulic pressure can be controlled (Electronic stability control, ESC).

Also, the braking control device 100 may control the rotation of the wheel in response to the spin of the wheel 2 when the vehicle 1 is driven. For example, in response to the spin of the wheel 2 sensed when the vehicle 1 starts, the brake control device 100 applies the brake device 42 to a wheel cylinder to temporarily brake the wheel 2. The hydraulic pressure supplied can be controlled. In response to the spin of the wheel 2 detected while the vehicle 1 is running, the braking control device 100 may control the engine control module 12 to reduce the torque of the engine 11, and also the wheel It is possible to control the hydraulic pressure supplied to the wheel cylinder of the braking device 42 so as to temporarily brake (2).

The driving system 10 and the braking system 40 may communicate with each other through an in-vehicle communication network. For example, electrical components transmit data through Ethernet, MOST (Media Oriented Systems Transport), Flexray, CAN (Controller Area Network), LIN (Local Interconnect Network), etc. can give and take

For example, the engine control module 12 may transmit the number of revolutions of the engine 11, the driving torque of the engine 11, the displacement of the accelerator pedal 11a, and the like through a communication network.

The braking control device 100 receives data including the number of revolutions of the engine 11, the driving torque of the engine 11, the displacement of the accelerator pedal 11a, the gear position of the transmission 21, etc. through a communication network, and , it is possible to control the braking device 41 based on the received data.

Brake control device Fig. 2 shows a hydraulic circuit of a brake control device according to an embodiment.

Referring to FIG. 2 , a brake pedal 101 that accepts a driver's will to brake is provided in the braking control device vehicle 1 . The brake control device 100 includes a reservoir 103 for storing pressurized medium (eg, brake oil, etc.), a master cylinder 104 for generating hydraulic pressure by movement of the brake pedal 101, and a brake pedal ( A piston pump 160 that generates hydraulic pressure in response to sensing the movement of the 101), a drive motor 150 that drives the piston pump 160, a master cylinder 104, and/or a piston pump 160 and a hydraulic circuit 110 connecting to the wheel cylinders 44a and 44b.

The piston pump 160 includes a cylinder 161 and a piston 162, and the inner space of the cylinder 161 is divided into a first pressure chamber 161a and a second pressure chamber 161b by the piston 162. It can be.

The piston pump 160 may generate hydraulic pressure by moving the piston 162 in response to the movement of the brake pedal 101 . A brake pedal sensor 130 detecting movement of the brake pedal 101 may be provided, and the piston 162 of the piston pump 160 may move based on an output of the brake pedal sensor 130 .

The driving motor 150 may generate rotational force for moving the piston 162 . The rotational force of the drive motor 150 is converted into reciprocating force through a power transmission unit (eg, a plurality of gears), and the piston 162 can move reciprocally by the reciprocating force converted by the power transmission unit.

The hydraulic circuit 110 hydraulically connects the piston pump 160 to the wheel cylinders 44a and 44b, and transfers or blocks hydraulic pressure generated from the piston pump 160 to the wheel cylinders 44a and 44b.

The hydraulic circuit 110 includes a main flow path 111 connecting the piston pump 160 to the wheel cylinders 44a and 44b, and on the main flow path 111, a hydraulic control unit 117 and inlet valves ( 113a, 113b) and outlet valves 114a, 114b are provided.

The hydraulic control unit 117 may be hydraulically connected to the first pressure chamber 161a and the second pressure chamber 161b of the piston pump 160 and may include a plurality of valves. The hydraulic pressure control unit 117 may guide the hydraulic pressure generated by the piston pump 160 to the wheel cylinders 44a and 44b. For example, the hydraulic pressure control unit 117 may guide the hydraulic pressure generated in the first pressure chamber 161a to the wheel cylinders 44a and 44b while the piston 162 moves forward, and the piston 162 During the backward movement, the hydraulic pressure generated in the second pressure chamber 161b may be guided to the wheel cylinders 44a and 44b.

Downstream of the hydraulic control unit 117, the main flow path 111 is branched into a first main flow path 111a and a second main unit 111b, and the first main flow path 111a is connected to the first wheel 2a and the second main unit 111b. It extends to the associated first wheel cylinder 44a, and the second main passage 111b extends to the second wheel shield 44b associated with the second wheel 2b. Here, the first wheel 2a and the second wheel 2b may be wheels provided on the left and right sides of the vehicle 1, respectively. For example, the first wheel 2a may be a left front wheel or a left rear wheel, and the second wheel 2b may be a right front wheel or a right rear wheel.

Inlet valves 113a and 113b and outlet valves 114a and 114b may be provided in the first main flow path 111a and the second main unit 111b, respectively.

The inlet valves 113a and 113b are disposed on the main flow passages 111a and 111b connecting the piston pump 160 and the wheel cylinders 44a and 44b. A first inlet valve 113a may be provided in the first main flow path 111a, and a second inlet valve 113b may be provided in the second main unit 111b. The inlet valves 113a and 113b may allow or block hydraulic pressure transmitted from the piston pump 160 to the wheel cylinders 44a and 44b. The inlet valves 113a and 113b may be normally open solenoid valves.

The outlet valves 114a and 114b are disposed on a flow path connecting the wheel cylinders 44a and 44b with the reservoir 103. A first outlet valve 114a is provided on a flow path connecting the first wheel cylinder 44a to the reservoir 103, and a second outlet valve 114a is provided on a flow path connecting the second wheel cylinder 44b to the reservoir 103. A valve 114b is provided. The outlet valves 114a and 114b may allow or block the hydraulic pressure of the wheel cylinders 44a and 44b from being discharged to the reservoir 103 . The outlet valves 114a and 114b may be normally closed solenoid valves.

The hydraulic circuit 110 further includes an auxiliary oil passage 112 connecting the master cylinder 104 to the wheel cylinder 44a and a cut valve 118 provided on the auxiliary oil passage 112 .

The cut valve 118 can prevent the hydraulic pressure of the master cylinder 104 from being provided to the wheel cylinder 44a. In other words, the cut valve 118 may block the hydraulic pressure of the master cylinder 104 and allow the hydraulic pressure of the piston pump 160 to be provided to the wheel cylinder 44a.

When the piston pump 160 fails or is out of control, the cut valve 118 can be opened, allowing hydraulic pressure from the master cylinder 104 to be provided to the wheel cylinders. there is. The cut valve 118 may be a normally open solenoid valve that is normally open to allow connection between the piston pump 160 and the wheel cylinders 44a and 44b when power is lost.

The hydraulic circuit 110 further includes check valves installed at appropriate flow path positions to prevent reverse flow of brake oil. The valves included in the brake control device 100, such as the inlet valves 113a and 113b, the outlet valves 114a and 114b, the hydraulic control unit 117, the cut valve 118, and the check valve, integrally form a valve block. can form

The braking control device 100 may further include a pressure sensor 140 that measures the hydraulic pressure of the hydraulic circuit 110 .

When the driver steps on the brake pedal 101, the piston pump 160 may supply hydraulic pressure to the wheel cylinders 44a and 44b through the hydraulic control unit 117 and the inlet valves 113a and 113b.

In addition, the brake control device 100 may generate and control hydraulic pressure for realizing the above-described ABS and/or ESC and/or BTCS.

3 shows a control block of a braking control device according to an embodiment. 4 illustrates hydraulic pressure supply by brake traction control of a brake control device according to an embodiment. 5 illustrates hydraulic pressure supply by a driver's braking intention of a braking control device according to an embodiment.

As shown in FIG. 3, the braking control device vehicle 1 includes a brake pedal sensor 130 for detecting the movement of the brake pedal 101 and a wheel speed sensor 180 for detecting the rotational speed of the wheel 2. And, a motion sensor 190 for detecting the movement of the vehicle 1 is provided. The brake control device 100 includes a pressure sensor 140 that detects the pressure in the hydraulic circuit 110, a piston pump 160 that generates hydraulic pressure to be supplied to the wheel cylinders 44a and 44b, and a piston pump 160. ), a valve block 170 that opens or closes a flow path for guiding the hydraulic pressure generated by the piston pump 160 to the wheel cylinders 44a and 44b, and a braking control device 100 ) Includes a control unit 120 that controls the operation of.

The brake pedal sensor 130 may detect a moving distance and/or a moving speed of the brake pedal 101 according to the driver's braking intention, and an electrical output signal depending on the detected moving distance and/or moving speed ( pedal signal) may be provided to the control unit 120 . The controller 120 may determine the driver's will to brake based on the pedal signal of the brake pedal sensor 130 .

The pressure sensor 140 is provided on the hydraulic circuit 110 that provides hydraulic pressure to the wheel cylinders 44a and 44b, and can sense the hydraulic pressure of the pressurized medium on the hydraulic circuit 110. The pressure sensor 140 may provide an electrical output signal (pressure signal) depending on the detected hydraulic pressure to the control unit 120 . The controller 120 may determine the hydraulic pressure generated by the master cylinder 104 and/or the piston pump 160 depending on the pressure signal of the pressure sensor 140 .

The location and number of pressure sensors 140 are not limited. For example, the pressure sensor 140 may be provided at a position capable of detecting hydraulic pressure generated by the master cylinder 104 and/or the piston pump 160 . In addition, a sufficient pressure sensor 140 capable of sensing the hydraulic pressure generated by the master cylinder 104 and/or the piston pump 160 may be provided.

The wheel speed sensor 180 may detect the rotational speed of the wheel 2 provided in the vehicle 1 . The wheel speed sensor 180 is installed on each of a plurality of wheels (eg, four wheels) and can detect the rotational speed of each of the plurality of wheels. For example, the wheel 2 of the vehicle 1 may be provided with a sawtooth ring having a plurality of metal poles formed on its outer circumferential surface, and the wheel speed sensor 180 includes a bar-shaped permanent magnet and a coil winding the permanent magnet. can include The wheel speed sensor 180 is provided around the toothed ring so that the pole (N pole or S pole) of the permanent magnet faces the toothed ring of the wheel 2 . The rotation of the sawtooth-shaped ring by the rotation of the wheel 2 causes a change in the magnetic field around the permanent magnet, and the coil of the wheel speed sensor 180 generates an electrical signal (AC signal) corresponding to the change in the magnetic field around the permanent magnet. may be transmitted to the control unit 120. The controller 120 may identify the rotational speed of the wheel 2 based on the electrical signal of the wheel speed sensor 180 .

The motion sensor 190 may detect motion of the vehicle 1 including linear acceleration and rotational acceleration of the vehicle 1, and provide an electrical signal corresponding to the motion of the vehicle 1 to the control unit 120. . For example, the motion sensor 190 may detect vertical acceleration, longitudinal acceleration, and lateral acceleration of the vehicle 1 based on a change in gravitational acceleration acting on the vehicle 1 . In addition, the motion sensor 190 may detect a yaw rate, a roll rate, and a pitch rate of the vehicle 1 using rotational inertia or Coriolis force.

The piston pump 160 may generate hydraulic pressure by receiving rotational force from the drive motor 150 . The piston pump 160 includes, for example, a cylinder 161 and a piston 162, and may generate hydraulic pressure by moving the piston 162 by rotation of the driving motor 150.

The driving motor 150 may generate rotational force in response to a driving signal from the control unit 120 . Rotational force generated by the drive motor 150 may be provided to the piston pump 160 . The drive motor 150 may include, for example, a brushless direct current motor (BLDC Motor), a permanent magnet synchronous motor (PMSM), a DC motor, or an induction motor.

The valve block 170 may include a plurality of valves of the braking control device 100 . For example, the valve block 170 may include the inlet valves 113a and 113b, the outlet valves 114a and 114b, the hydraulic control unit 117 and the cut valve 118 shown in FIG. 2 . .

The valve block 170 may open or close a flow path included in the hydraulic circuit 110 in response to a control signal (an open signal or a close signal) of the control unit 120 . For example, as shown in FIG. 2 , the valve block 170 provides a flow path for guiding hydraulic pressure from the master cylinder 104 to the wheel cylinders 44a and 44b, or transfers hydraulic pressure from the piston pump 160 to the wheel cylinders. A passage leading to (44a, 44b) may be provided.

The controller 120 includes an output signal (pedal signal) of the brake pedal sensor 130, an output signal (pressure signal) of the pressure sensor 140, an output signal (wheel speed signal) of the wheel speed sensor 180, and a motion sensor ( The driving motor 150 and the valve block 170 may be controlled based on the output signal (motion signal) of 190 . In addition, the control unit 120 may obtain data related to driving of the vehicle 1 from the engine control module 12 through a vehicle communication network, and based on the data related to driving of the vehicle 1, the driving motor 150 ) and the valve block 170 can be controlled.

The controller 120 may include a plurality of semiconductor elements and may be variously called an ECU (Electronic Control Unit). The controller 120 includes a CAN transceiver 123, a memory 122, and a processor 121. The CAN transceiver 123, the memory 122, and the processor 121 may be implemented as separate semiconductor devices or as a single semiconductor device. The controller 120 may include a plurality of processors and/or a plurality of memories.

The CAN transceiver 123 may receive data related to driving of the vehicle 1 from the engine control module 12 through a vehicle communication network. For example, the can transceiver 123 may receive data including the displacement of the accelerator pedal 11a and the driving torque of the engine 11 from the engine control module 12, and the received data may be converted to the processor 121 ) can be passed on.

The memory 122 may store/store programs and data for braking the vehicle 1 depending on the driver's braking intention. For example, the memory 122 stores/stores programs and data that control the drive motor 150 and the valve block 170 to provide hydraulic pressure to the wheel cylinders 44a and 44b depending on the driver's braking intention. can be saved In addition, the memory 122 provides the drive motor 150 and the valve block ( 170) may be stored/stored.

The memory 122 may provide programs and data to the processor 121 and may store temporary data generated during an arithmetic operation of the processor 121 .

The memory 122 includes volatile memories such as Static Random Access Memory (S-RAM) and Dynamic Random Access Memory (D-RAM), Read Only Memory (ROM), and EpiROM (EPROM). Erasable Programmable Read Only Memory (EPROM) and non-volatile memory such as flash memory may be included. The memory 122 may include one semiconductor device or a plurality of semiconductor devices.

The processor 121 may provide control signals to the driving motor 150 and the valve block 170 according to programs and data provided from the memory 122 . For example, the processor 121 may provide a driving signal for generating hydraulic pressure to the driving motor 150, and may provide an opening/closing signal for guiding the hydraulic pressure from the piston pump 160 to the wheel cylinders 44a and 44b. It can be provided to the valve block 170.

The processor 121 may include an arithmetic circuit, a memory circuit, and a control circuit. The processor 121 may include one semiconductor device or a plurality of semiconductors. Also, the processor 121 may include one core or a plurality of cores in one semiconductor device. This processor 121 may be called variously, such as MPU (Micro Processing Unit).

As such, the controller 120 may control the drive motor 150 and/or the valve block 170 to brake the vehicle 1 depending on the output signal output from the brake pedal sensor 130 .

Wheel spin (slip) may occur while the brake control device vehicle 1 starts or travels on a road having a low friction coefficient. For example, spin may occur in a driving wheel (a wheel driven by a driving system), and the vehicle 1 may slip without moving forward due to the wheel spin.

In addition, wheel spin (slip) may occur while the vehicle 1 starts or runs on a road having an uneven friction coefficient (split-mu). For example, spin can occur on either the left drive wheel or the right drive wheel. When a wheel spins, the driving torque of the engine 11 may be biased and provided to the spinned wheel due to the differential gear. As a result, the vehicle 1 may slip on the road without being able to move forward.

The brake control device 100 may control wheel spin to improve traction (force for the vehicle to move) on a road surface with a low friction coefficient or a road surface with an uneven friction coefficient. The controller 120 may detect spin of the wheel 2 based on a difference in rotational speed between the wheels (eg, a difference in rotational speed between a driving wheel and a driven wheel). When the spin of the wheel that exceeds the target spin is detected, the controller 120 can control the driving torque and the braking torque so that the spin of the wheel is smaller than the target spin. For example, the control unit 120 may provide the engine control module 12 with a message for reducing the driving torque of the engine 11, and brake the corresponding wheel to reduce the rotational speed of the wheel at which spin is detected. Torque can be applied as braking torque. In particular, when detecting spin of either the left wheel or the right wheel, the controller 120 may apply braking torque to the spin-detected wheel to balance driving torque between the left wheel and the right wheel.

In addition, the control unit 120 configures the braking control device 100 to apply braking torque according to the driver's braking intention to the wheel when braking by the braking traction control (BTCS) and braking by the driver's braking intention overlap. and control the engine control module 12 to reduce the drive torque provided to the wheels. Accordingly, the opening/closing operation of the valve for independent control of the wheel pressure by the brake traction control (BTCS) is prevented, and furthermore, driving instability of the vehicle 1 due to wheel spin is eliminated.

As described above, when detecting wheel spin equal to or greater than the target spin, the control unit 120 controls the braking control device 100 to apply braking torque to the wheel that detects wheel spin equal to or greater than the target spin according to the braking traction control (BTCS). can do.

If the driver steps on the brake pedal 101 while applying braking torque by the brake traction control (BTCS) to the wheel, braking by the brake traction control (BTCS) and braking by the driver's will to brake may overlap.

At this time, the controller 120 may determine the braking torque according to the driver's will to brake. If the braking torque by the driver's intention to brake is equal to or greater than the braking torque by the brake traction control (BTCS), the controller 120 may control the braking control device 100 to apply the braking torque by the driver's braking intention to the wheel. there is. Accordingly, braking torque desired by the driver may be generated, and driving instability of the vehicle 1 caused by wheel spin may be resolved.

When the braking torque by the driver's will to brake is less than the braking torque by the brake traction control (BTCS), the control unit 120 isolates the wheel cylinder of the wheel to which the braking torque is provided by the brake traction control (BTCS) from the hydraulic circuit and , hydraulic pressure corresponding to the braking torque caused by the driver's will to brake can be supplied to the wheel cylinder of the other wheel.

However, in order to isolate the wheel cylinder from the hydraulic circuit, the inlet valve of the wheel cylinder must be closed, which may cause valve noise. In order to prevent such valve noise, when the braking torque by the driver's braking intention is less than the braking torque by the braking traction control (BTCS), the control unit 120 controls the wheels of the wheels to which the braking torque is provided by the braking traction control (BTCS). It is possible to supply hydraulic pressure corresponding to the braking torque by the driver's braking intention to both the cylinder and the wheel cylinder of the other wheel.

At this time, wheel spin of the vehicle 1 may increase due to insufficient braking torque provided to the wheel where the wheel spin occurs. In order to prevent an increase in wheel spin, the controller 120 may control the engine control module 12 to reduce driving torque provided to the wheel.

Specifically, the control unit 120 may activate brake traction control based on spin of any one of the wheels 2a and 2b. The control unit 120 controls any one of the wheels 2a and 2b based on the difference in rotational speed between the wheels 2a and 2b (eg, the difference between the rotational speed of the driving wheel and the rotational speed of the driven wheel). It is possible to identify whether or not the spin of

The controller 120 may control the braking control device 100 to apply braking torque to the spin-detected wheel in response to detecting spin of any one of the wheels 2a and 2b. For example, the controller 120 may control the braking control device 100 to apply braking torque to the first wheel 2a for which wheel spin equal to or greater than the target spin is detected. As shown in FIG. 4 , the control unit 120 controls the inlet valves 113b of the wheels 2b other than the first wheel 2a in a state in which the inlet valve 113a of the first wheel 2a is open. and control the drive motor 150 to generate hydraulic pressure by brake traction control (BTCS). Thereby, braking torque by brake traction control (BTCS) can be provided to the first wheel 2a.

The control unit 120 may determine the braking torque according to the driver's will to brake based on the displacement of the brake pedal detected by the brake pedal sensor 130 .

The control unit 120 compares the braking torque by the driver's braking intention with the braking torque by the braking traction control (BTCS), and if the braking torque by the driver's braking intention is smaller than the braking torque by the braking traction control (BTCS), the control unit 120 Braking torque can be applied to all wheels according to the driver's braking will. For example, as shown in FIG. 5 , the control unit 120 opens both the inlet valve 113a of the first wheel 2a and the inlet valve 113b of the other wheels, for example, the second wheel 2b. In one state, the drive motor 150 may be controlled to generate hydraulic pressure by the driver's will to brake. Accordingly, braking torque according to the driver's braking intention can be provided to the first wheel 2a and the second wheel 2b.

The controller 120 may reduce the driving torque of the wheels 2a and 2b to prevent an increase in wheel spin.

In this case, the magnitude of the reduced driving torque may depend on the magnitude of the braking torque by the braking traction control and the magnitude of the braking torque by the driver's will to brake. For example, the magnitude of the reduced driving torque may be calculated using [Equation 1].

[Equation 1]

Here, DT_reduction may represent the amount of reduction in driving torque, BT_BTCS may indicate the amount of braking torque due to braking traction braking, and BT_Driver may indicate the amount of braking torque caused by the driver's braking intention.

For example, when the braking torque of the wheel 2a in which wheel spin is detected is reduced by 100 Nm due to the driver's intention to brake, the controller 120 reduces the driving torque provided to the wheels 2a and 2b by 200 Nm. It is possible to control the engine control module 12 so as to

In particular, in order to prevent a rapid change in the braking torque of the first wheel 2a, the control unit 120 converts the hydraulic pressure generated by the piston pump 140 from the hydraulic pressure by braking traction control to the hydraulic pressure by the driver's braking will. The driving motor 150 may be controlled to decrease stepwise or linearly to . Then, when the hydraulic pressure of the piston pump 140 reaches the hydraulic pressure caused by the driver's will to brake, the controller 120 may open the other inlet valve 113b of the other wheel 2b. Thereby, the braking torque of the first wheel 2a can be reduced stepwise or linearly.

In addition, the control unit 120 controls the engine control module 12 to reduce the driving torque of the engine 11 stepwise or linearly in response to the stepwise or linear decrease in the braking torque of the first wheel 2a. can control.

As such, the controller 120 may provide braking torque according to the driver's braking intention to the wheel when detecting the driver's braking intention while providing the braking torque to the wheel through the braking traction control. At this time, if the braking torque by the driver's will to brake is smaller than the braking torque by the braking traction control, the controller 120 may reduce the driving torque provided to the wheel. Thereby, wheel spin can be reduced and running stability of the vehicle 1 can be secured.

6 shows a pressure change in a wheel cylinder of a vehicle according to an embodiment.

Together with FIG. 6 , the operation of the braking control device 100 according to the lapse of time is described.

While the vehicle 1 is running, the braking control device 100 determines the speed of the wheels 2a and 2b based on the output of the wheel speed sensor 180, and determines the speed of the wheels 2a and 2b based on the speed of the wheel 2a and 2b. The spin of (2a, 2b) can be identified. For example, as shown in (a) of FIG. 6, the wheel speed WS1 of the first wheel 2a (here, the wheel speed is a speed obtained by converting the angular speed of the wheel into a linear speed based on the radius of the wheel) ) and the traveling speed VS of the vehicle 1 (where the traveling speed can be determined based on the wheel speed of the driven wheel), the braking control device 100 determines the first wheel 2a. ) can be detected.

In response to spin of the wheels 2a, 2b exceeding the reference spin, the brake control device 100 may activate brake traction control (BTCS). For example, as shown in (a) of FIG. 6, the spin of the first wheel 2a exceeds the reference spin at time t0, and the braking control device 100 operates as shown in (b) of FIG. Likewise, you can activate Brake Traction Control (BTCS).

According to the brake traction control (BTCS), the brake control device 100 may apply braking torque to a wheel for which spin exceeding a reference spin is detected, and may reduce driving torque provided to the wheel. For example, the braking control device 100 may transmit a communication message to the engine control module 12 to reduce the driving torque provided to the wheel as shown in (c) of FIG. 6 . Also, at time t0, the braking control device 100 may supply the first hydraulic pressure WP1 for applying the braking torque to the first wheel cylinder 44a as shown in FIG. 6(d). Also, the braking control device 100 may close an inlet valve (eg, the second inlet valve) so that hydraulic pressure is not supplied to other wheel cylinders (eg, the second wheel cylinder).

Due to the reduction of the driving torque and the gradual increase of the braking torque, the spin of the first wheel 44a may increase and then decrease as shown in FIG. 6(a).

Also, due to the decrease in spin of the first wheel 44a at time t1, the braking control device 100 maintains the drive torque of the engine 11 or reduces the drive torque as shown in FIG. 6(c). size can be reduced. Also, the braking control device 100 may maintain or reduce the braking torque provided to the first wheel 44a as shown in (d) of FIG. 6 .

At this time, the driver can lightly step on the brake pedal 101 at time t2. The braking control device 100 may determine the driver's braking intention based on the output of the brake pedal sensor 130 and may determine braking torque corresponding to the driver's braking intention. In addition, the braking control apparatus 100 compares the braking torque corresponding to the driver's braking intention with the braking torque by the braking traction control, and determines whether the braking torque corresponding to the driver's braking intention is smaller than the braking torque by the braking traction control. judge

The braking torque corresponding to the driver's will to brake is smaller than the braking torque by the braking traction control, and the braking control device 100 applies the braking torque to the first wheel cylinder 44a from time t2 as shown in FIG. 6(d). The driving motor 150 of the piston pump 140 may be controlled to reduce the supplied hydraulic pressure. In addition, the braking control device 100 may step-by-step or linearly adjust an inlet valve (eg, the second inlet valve) so that hydraulic pressure is supplied to wheels other than the first wheel 2a (eg, the second wheel). can be opened hostilely. For example, the braking control device 100 stepwise or linearly reduces the pulse width of the drive current supplied to the solenoid of the second inlet valve 113b, which is a normally open valve, to As shown, the second hydraulic pressure WP2 provided to the second wheel cylinder 44b may be increased stepwise or linearly.

Under the control of the inlet valves 113a and 113b of the braking control device 100, the pressure between the first hydraulic pressure WP1 of the first wheel cylinder 44a and the second hydraulic pressure WP2 of the second wheel cylinder 44b The difference may decrease stepwise or linearly. Finally, the first hydraulic pressure WP1 of the first wheel cylinder 44a and the second hydraulic pressure WP2 of the second wheel cylinder 44b may reach a hydraulic pressure corresponding to the driver's will to brake.

Together with the hydraulic pressure control of the wheel cylinders 44a and 44b, the brake control device 100 sends a communication message to the engine control module 12 to reduce the drive torque provided to the wheels 2a and 2b stepwise or linearly. can transmit.

Thereby, valve noise can be minimized without impairing driving stability of the vehicle 1 due to an increase in wheel spin.

7 illustrates the operation of a braking control device according to an embodiment.

Together with FIG. 7 , an operation 1000 of the braking control device 100 according to operating conditions is described.

The brake control device 100 activates the brake traction control (1010).

The braking control device 100 may detect wheel spin based on the output of the wheel speed sensor 180 . If wheel spin is greater than the reference spin, the brake control device 100 may activate brake traction control. While the brake traction control is activated, the braking torque of the wheel for which the wheel spin is detected is controlled based on the difference between the target spin and the wheel spin. The braking control device 100 may determine the braking torque corresponding to the wheel spin exceeding the target spin, and determine the pressure of the piston pump 160 and the wheel cylinders 44a and 44b corresponding to the determined braking torque. can judge

The braking control device 100 detects the driver's will to brake (1020).

The braking control device 100 may detect the driver's will to brake based on the output of the brake pedal sensor 130 . The braking control device 100 may determine the braking torque corresponding to the displacement and speed of the brake pedal 101, and the pressure of the piston pump 160 and the wheel cylinders 44a and 44b corresponding to the determined braking torque. pressure can be assessed.

The braking control device 100 determines whether or not the pressure due to the braking traction control is greater than or equal to the pressure caused by the driver's intention to brake (1030).

The braking control apparatus 100 may compare the pressure of the wheel cylinder (or the pressure of the piston pump) by the brake traction control with the pressure of the wheel cylinder (or the pressure of the piston pump) by the driver's braking intention.

If the pressure due to the braking traction control is greater than the pressure due to the driver's will to brake (YES in 1030), the braking control device 100 reduces the driving torque of the engine (1040).

As will be described below, the brake control device 100 may provide pressure according to the driver's intention to brake to the wheel cylinder in order to prevent valve noise caused by valve opening and closing.

In order to prevent an increase in wheel spin due to the application of a pressure to the wheel cylinders that is less than that caused by the brake traction control, the brake control device 100 communicates to the engine control module 12 to reduce the drive torque provided to the wheels. message can be sent.

The reduction in driving torque may be based on a difference between a braking torque due to braking traction control and a braking torque caused by a driver's braking intention. For example, the reduction in driving torque may be twice the difference between the braking torque due to braking traction control and the braking torque caused by the driver's braking intention.

The braking control device 100 provides the wheel cylinder with pressure according to the driver's braking intention (1050).

If the pressure due to the braking traction control is greater than or equal to the pressure due to the driver's intention to brake, the braking control device 100 may reduce the driving torque of the engine 11 and provide the pressure according to the driver's intention to brake to the wheel cylinders. there is. For example, the brake control device 100 may reduce the pressure generated by the piston pump 160 to the pressure caused by the driver's will to brake.

In addition, if the pressure due to the braking traction control is not higher than the pressure due to the driver's braking intention (No in 1030), the braking control apparatus 100 provides the pressure according to the driver's braking intention to the wheel cylinder (1040).

If the pressure due to the braking traction control is less than the pressure caused by the driver's braking chair, the wheel spin is reduced by the braking torque generated by the driver's braking chair, so the braking control device 100 provides the pressure by the driver's braking will to the wheel cylinder. can do.

Meanwhile, the disclosed embodiments may be implemented in the form of a recording medium storing instructions executable by a computer. Instructions may be stored in the form of program codes, and when executed by a processor, create program modules to perform operations of the disclosed embodiments. The recording medium may be implemented as a computer-readable recording medium.

As above, the disclosed embodiments have been described with reference to the accompanying drawings. Those skilled in the art to which the present invention pertains will understand that the present invention can be implemented in a form different from the disclosed embodiments without changing the technical spirit or essential features of the present invention. The disclosed embodiments are illustrative and should not be construed as limiting.

1: vehicle 2: wheel
10: drive system 10a: accelerator pedal
11: engine 12: engine control module
21: transmission 40: braking system
41: braking device 42: brake caliper
43: brake disc 44a, 44b: wheel cylinder
100: brake control device 101: brake pedal
103: reservoir 104: master cylinder
110: hydraulic circuit 111: main flow 3
112: auxiliary flow path 113a, 113b: inlet valve
114a, 114b: outlet valve 117: hydraulic control unit
118: cut valve 120: control unit
121: processor 122: memory
123: can transceiver 130: brake pedal sensor
140: pressure sensor 150: drive motor
160: piston pump 161: cylinder
1622: piston 170: valve block
180: wheel speed sensor 190: motion sensor

Claims (15)

A braking control device installed in a vehicle having a plurality of wheels,
a braking unit that applies braking torque to the plurality of wheels; and
A control unit electrically connected to the braking unit;
The control unit,
Controlling the braking unit to apply a first braking torque to the at least one wheel based on a spin of at least one of the plurality of wheels equal to or greater than a target spin;
Controlling the braking unit to apply a second braking torque to the plurality of wheels based on a displacement of a brake pedal of the vehicle while applying the first braking torque;
A braking control device that transmits a communication message to an engine control module of the vehicle to reduce a driving torque for driving the plurality of wheels, based on a difference between the first braking torque and the second braking torque. The method of claim 1, wherein the control unit,
determining the second braking torque based on a displacement of the brake pedal while applying the first braking torque;
When the first braking torque is greater than or equal to the second braking torque, the braking control device applies a second braking torque to the plurality of wheels and controls the braking unit to reduce driving torque for driving the plurality of wheels. The method of claim 2, wherein the control unit,
If the first braking torque is less than the second braking torque, control the braking unit to apply a second braking torque to the plurality of wheels without reducing the driving torque for driving the plurality of wheels. The method of claim 1, wherein the control unit,
A braking control device that controls the braking unit to reduce a driving torque for driving the plurality of wheels by twice a difference between the first braking torque and the second braking torque. The method of claim 1, wherein the control unit,
The braking torque provided to the at least one wheel is gradually or linearly reduced from the first braking torque to the second braking torque, and the braking torque provided to other wheels among the plurality of wheels is reduced to the second braking torque. A braking control device for controlling the braking unit to increase stepwise or linearly. The method of claim 1, wherein the control unit,
A braking control device that transmits a communication message to the engine control module to reduce driving torque for driving the plurality of wheels stepwise or linearly. The method of claim 1, wherein the braking unit,
a piston pump supplying hydraulic pressure to a plurality of wheel cylinders provided on each of the plurality of wheels;
a drive motor that drives the piston pump;
a passage extending from the piston pump to the plurality of wheel cylinders; and
A plurality of valves provided in the passage to allow or block hydraulic pressure provided to each of the plurality of wheel cylinders,
The control unit,
Based on the increase in the spin of the at least one wheel, the piston pump controls the drive motor to generate a first hydraulic pressure corresponding to the first braking torque, and the at least one wheel cylinder provided in the at least one wheel Control the plurality of valves to allow supply of the first hydraulic pressure;
Based on the displacement of the brake pedal, control the drive motor to generate a second hydraulic pressure corresponding to the first braking torque and allow the piston pump to supply the second hydraulic pressure to the plurality of wheels. brake control device that controls the valves of The method of claim 7, wherein the control unit,
A brake control device for gradually or linearly reducing hydraulic pressure generated by the piston pump from the first hydraulic pressure to the second hydraulic pressure. In the control method of a braking device installed in a vehicle having a plurality of wheels,
apply a first braking torque to the at least one wheel based on an increase in spin of the at least one wheel among the plurality of wheels;
apply a second braking torque to the plurality of wheels based on a displacement of a brake pedal of the vehicle while applying the first braking torque;
and reducing a drive torque for driving the plurality of wheels based on a difference between the first braking torque and the second braking torque. The method of claim 9, wherein reducing the driving torque for driving the plurality of wheels,
determining the second braking torque based on a displacement of the brake pedal while applying the first braking torque;
and applying a second braking torque to the plurality of wheels and reducing driving torque for driving the plurality of wheels when the first braking torque is greater than or equal to the second braking torque. The method of claim 10, wherein applying the second braking torque to the plurality of wheels,
and applying a second braking torque to the plurality of wheels without reducing a driving torque for driving the plurality of wheels when the first braking torque is less than the second braking torque. The method of claim 9, wherein reducing the driving torque for driving the plurality of wheels,
and reducing a driving torque for driving the plurality of wheels by twice a difference between the first braking torque and the second braking torque. The method of claim 9, wherein applying the second braking torque to the plurality of wheels,
stepwise or linearly reduce the braking torque provided to the at least one wheel from the first braking torque to the second braking torque;
and stepwise or linearly increasing braking torque provided to another wheel of the plurality of wheels to the second braking torque. The method of claim 9, wherein reducing the driving torque for driving the plurality of wheels,
A control method of a braking device comprising stepwise or linearly reducing driving torque for driving the plurality of wheels. A braking control device installed in a vehicle having a plurality of wheels,
a piston pump supplying hydraulic pressure to a plurality of wheel cylinders provided on each of the plurality of wheels;
a drive motor that drives the piston pump;
a passage extending from the piston pump to the plurality of wheel cylinders;
a plurality of valves provided in the passage to allow or block hydraulic pressure provided to each of the plurality of wheel cylinders; and
A control unit electrically connected to the driving motor and the plurality of valves,
The control unit,
Based on the increase in the spin of the at least one wheel, the piston pump controls the driving motor to generate a first hydraulic pressure corresponding to the first braking torque, and the first hydraulic pressure is applied to at least one wheel cylinder provided in the at least one wheel. Control the plurality of valves to allow supply of hydraulic pressure;
Based on the displacement of the brake pedal, the plurality of valves allow the piston pump to control the drive motor to generate a second hydraulic pressure corresponding to a second braking torque and to supply the second hydraulic pressure to the plurality of wheels. to control
A braking control device that transmits a communication message to an engine control module of the vehicle to reduce a driving torque for driving the plurality of wheels, based on a difference between the first braking torque and the second braking torque.

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