KR20240030692A - Electric mechanical brake control apparatus and method - Google Patents

Abstract

This disclosure relates to an electric brake control device and method. Specifically, the electric brake control device according to the present disclosure includes a receiver that receives an Anti-lock Brake System (ABS) control signal, a power supply unit that applies current to the Electric Mechanical Brake (EMB) motor when the ABS control signal is input, and a brake pressure. It includes a brake pressure regulator that blocks the current applied to the EMB motor when it is greater than the first reference value.

Description

Electric brake control device and method {ELECTRIC MECHANICAL BRAKE CONTROL APPARATUS AND METHOD}

The present embodiments relate to an electric brake control device and method for regulating brake pressure.

In general, electric brakes (EMB) are systems in which all hydraulic lines of existing vehicles have been removed, and all braking is controlled by electrical and electronic devices.

In other words, electric brakes (EMB) convert the force with which the driver presses the brake pedal into an electrical signal instead of the hydraulic brake system used in vehicles. For example, when the driver steps on the pedal, the simulator attached to the pedal converts it into an electrical signal and transmits it to the electronic control unit (ECU). The electronic control unit (ECU) calculates the vehicle status and braking force and controls the electric caliper. am.

Therefore, the electric brake (EMB) integrates control of the existing ABS, TCS, BAS, and ESP (Electronic Stability Program) functions and is capable of controlling the vehicle's posture in any situation. When the electric brake (EMB) system is applied, the vehicle As many of the parts of existing hydraulic lines, such as master cylinders and boosters, are no longer needed, the number of braking-related parts is greatly reduced. This simplifies the structure of the brake system, which has the advantage of greatly increasing flexibility when designing cars.

However, since it is generally an electric system, it is thought to be faster than a hydraulic system. However, practical tests have shown that the motor's response may be faster than the hydraulic system, but due to the structure of the mechanism connected to the motor, the actual clamping speed is that of the electric system. There is a problem that the brakes are slower than regular hydraulic calipers.

Against this background, the present disclosure seeks to provide an electric brake control device and method that quickly reduces brake pressure by blocking the current applied to the EMB motor.

In order to solve the above-described problem, in one aspect, the present disclosure includes a receiving unit that receives an Anti-lock Brake System (ABS) control signal, and a power supply unit that applies current to an Electric Mechanical Brake (EMB) motor when receiving the ABS control signal. and a brake pressure regulator that blocks the current applied to the EMB motor when the brake pressure is above the first reference value.

In another aspect, the present disclosure includes a control signal reception step for receiving an Anti-lock Brake System (ABS) control signal, a power supply step for applying current to the EMB motor when the ABS control signal is input, and a case where the brake pressure is equal to or higher than the first reference value. , provides an electric brake control method including a brake pressure adjustment step to block the current applied to the EMB motor.

As described above, according to the present disclosure, the electric brake control device and method can release the increased brake pressure at a high speed without applying impact to the motor and mechanism.

1 is a block diagram for explaining an electric brake control device according to an embodiment of the present disclosure.
FIG. 2 is a diagram to explain how an EMB brake performs ABS control according to an embodiment based on brake pressure.
Figure 3 is a diagram for explaining how an EMB brake performs ABS control according to an embodiment.
Figure 4 is a flowchart explaining an electric brake control method according to an embodiment of the present disclosure.

Hereinafter, some embodiments of the present disclosure will be described in detail with reference to illustrative drawings. In adding reference numerals to components in each drawing, the same components may have the same reference numerals as much as possible even if they are shown in different drawings. Additionally, in describing the present embodiments, if it is determined that a detailed description of a related known configuration or function may obscure the gist of the present technical idea, the detailed description may be omitted. When “comprises,” “has,” “consists of,” etc. mentioned in the specification are used, other parts may be added unless “only” is used. When a component is expressed in the singular, it can also include the plural, unless specifically stated otherwise.

Additionally, in describing the components of the present disclosure, terms such as first, second, A, B, (a), and (b) may be used. These terms are only used to distinguish the component from other components, and the nature, sequence, order, or number of the components are not limited by the term.

In the description of the positional relationship of components, when two or more components are described as being “connected,” “coupled,” or “connected,” the two or more components are directly “connected,” “coupled,” or “connected.” ", but it should be understood that two or more components and other components may be further "interposed" and "connected," "combined," or "connected." Here, other components may be included in one or more of two or more components that are “connected,” “coupled,” or “connected” to each other.

In the description of temporal flow relationships related to components, operation methods, production methods, etc., for example, temporal precedence relationships such as “after”, “after”, “after”, “before”, etc. Or, when a sequential relationship is described, non-continuous cases may be included unless “immediately” or “directly” is used.

On the other hand, when a numerical value or corresponding information (e.g., level, etc.) for a component is mentioned, even if there is no separate explicit description, the numerical value or corresponding information is related to various factors (e.g., process factors, internal or external shocks, It can be interpreted as including the error range that may occur due to noise, etc.).

Figure 1 is a block diagram for explaining an electric brake control device 10 according to an embodiment of the present disclosure.

Referring to FIG. 1, the electric brake control device 10 of the present disclosure may include a receiving unit 110, a power supply unit 120, and a brake pressure adjusting unit 130.

The electric brake control device 10 according to an embodiment of the present disclosure may be an ADAS (Advance Driver Assistance Systems) that provides information to help drive the vehicle or helps the driver control the vehicle.

Here, ADAS can refer to various types of advanced driver assistance systems, and driver assistance systems include, for example, Autonomous Emergency Braking, Smart Parking Assistance System (SPAS), and blind spot detection. (BSD: Blind Spot Detection) system, Adaptive Cruise Control (ACC) system, Lane Departure Warning System (LDWS), Lane Keeping Assist System (LKAS), lane change It may include an auxiliary system (LCAS: Lane Change Assist System), etc. However, it is not limited to this.

Here, a vehicle can refer to a car that is equipped with a prime mover and uses that power to roll the wheels so that it can move on the ground without relying on a railroad or constructed line. Additionally, the vehicle may be an electric vehicle that obtains driving energy by rotating the motor with electricity accumulated in a battery rather than obtaining driving energy from combustion of fossil fuels.

The electric brake control device 10 can be mounted on a manned car or autonomous vehicle in which a driver rides and controls the vehicle.

The receiver 110 may receive an anti-lock braking system (ABS) control signal. The ABS control signal can be generated when the driver steps on the brake pedal, and can also be generated as an output signal from the steering control device when the steering control device determines that braking of the vehicle is necessary based on a plurality of sensors mounted on the vehicle.

The power supply unit 120 may apply current to an Electric Mechanical Brake (EMB) motor when an ABS control signal is input. The power supply unit 120 may apply a current corresponding to the ABS control signal to the EMB motor through a motor driving circuit, and the EMB motor may rotate in a direction (Apply) to increase the brake pressure depending on the applied current. It can be decided whether to rotate in a downward direction (Release).

Here, electric brakes are classified into cable puller type, motor-on-caliper type, and hydraulic parking brake type depending on their operation method, and control the vehicle by controlling the motor. If you can do it, you are not limited to a specific method.

In this disclosure, a Motor-On-Caliper type electric brake is explained as an example.

In one embodiment, the electric brake control device 10 rotates the EMB motor by applying current to the motor through a motor drive circuit. The rotation of the motor is slowed down as it passes through the reduction gear assembly, allowing the operating shaft to rotate with great force. When the operating shaft rotates, the pressure sleeve moves in the axial direction, and the pressure sleeve presses the piston, thereby operating the electric brake to obtain braking force.

A typical EMB brake system removes hydraulic equipment from existing brake systems and generates clamping force through mechanisms such as motors and calipers.

Because the EMB brake is an electrical system in its nature, it can be expected to have a faster response speed than a hydraulic brake system. However, as a result of practical experiments, the response of the EMB motor is faster than that of the brake system, but due to the structure of the mechanism connected to the EMB motor, the actual clamping speed of the EMB brake system is slower than the clamping speed implemented in the existing brake system.

Additionally, in EMB brakes, the general method of lowering the brake pressure is to apply a current in the opposite direction to the direction in which the brake pressure is raised (if Apply is positive, Release is the reverse direction) to lower the brake pressure. In this case, the motor and Shock is transmitted directly to the mechanical part, which may have a negative effect on the durability of each part.

In order to solve this drawback, the present disclosure increases the brake pressure by applying current to the EMB motor, but can reduce the brake pressure by blocking the current applied to the EMB motor.

FIG. 2 is a diagram to explain how an EMB brake performs ABS control according to an embodiment based on brake pressure.

Specifically, referring to FIG. 2, upon receiving the ABS control signal, the power supply unit 120 may apply current to the motor. Here, the current is in the forward direction and the motor can rotate in the direction in which the brake pressure increases (Apply). Additionally, the brake pressure regulator 130 may block the current applied to the EMB motor when the brake pressure of the EMB brake is greater than or equal to the first reference value.

When the current applied to the EMB motor is blocked, the section where the brake pressure drops (Pressure Dump) may fall more steeply than the existing method of applying current in the reverse direction, as shown in Table 1 below.

[Table 1]

Referring to Table 1, at each release rate, the size of the drop in IDLE mode, that is, when the current is blocked to the EMB motor, is smaller than the size of the drop when the reverse current is applied to a general EMB motor (C/Force Control). You can see something bigger.

The brake pressure regulator 130 may release the blocking of the current when the brake pressure is below the second reference value. As shown in FIG. 2, due to the nature of ABS control, locking of the vehicle wheels must be prevented and the speed of the vehicle must be reduced by repeatedly increasing and decreasing brake pressure, so current application to the EMB motor must be resumed to increase brake pressure. The brake pressure regulator 130 may unblock the current to the EMB motor, confirm that the brake pressure is sufficiently low, and release the current blocking to the EMB motor.

For example, the brake pressure regulator 130 can check the pressure hold section in FIG. 2 and release the current blocking. That is, the brake pressure regulator 130 may release the blocking of the current when the brake pressure is maintained below the second reference value for a predetermined period of time.

For another example, the brake pressure regulator 130 may unblock the current at predetermined intervals.

According to the present disclosure, the electric brake control device can reduce the brake pressure of the electric brake more quickly by blocking the current applied to the EMB motor.

Figure 3 is a diagram for explaining how an EMB brake performs ABS control according to an embodiment.

Referring to FIG. 3, ABS control includes a Force Control mode in which the power supply unit 120 increases brake pressure by applying current to the EMB motor according to the ABS control signal, and an IDLE mode in which the power supply unit 120 blocks current to the EMB motor to lower brake pressure. It can be implemented by repetition of . As shown in Figure 3, the EMB motor repeats the process of applying current according to the ABS control signal (ABS Apply), blocking the applied current (ABS Release), and releasing the current blocking and re-applying the current, resulting in an ABS control end signal. Can be performed until received.

This electric brake control device 10 may be implemented with an electronic control unit (ECU), microcomputer, etc.

In one embodiment, a computer system (not shown), such as the electric brake control device 10, may be implemented as an electronic control unit. The electronic control unit may include at least one of one or more processors, memory, storage, user interface input, and user interface output, which may communicate with each other through a bus. Additionally, the computer system may also include a network interface for connecting to a network. A processor may be a CPU or a semiconductor device that executes processing instructions stored in memory and/or storage. Memory and storage may include various types of volatile/non-volatile storage media. For example, memory may include ROM and RAM.

Hereinafter, a steering control method using the electric brake control device 10, which can perform all of the above-described present disclosure, will be described.

Figure 4 is a flowchart explaining an electric brake control method according to an embodiment of the present disclosure.

The electric brake control method according to an embodiment of the present disclosure includes a control signal reception step (S410) of receiving an Anti-lock Brake System (ABS) control signal, and a power supply step of applying current to the EMB motor when the ABS control signal is input. (S420) and, if the brake pressure is greater than the first reference value, a brake pressure adjustment step (S430) of blocking the current applied to the EMB motor.

In the power supply step (S420), current may be applied in the direction in which the brake pressure increases (Apply).

The brake pressure adjustment step (S430) may unblock the current at predetermined intervals.

In the brake pressure adjustment step (S430), if the brake pressure is below the second reference value, blocking of the current may be released.

In the brake pressure adjustment step (S430), when the brake pressure is maintained below the second reference value for a predetermined period of time, the blocking of the current may be released.

As described above, according to the present disclosure, the electric brake control device 10 and method can release increased brake pressure at a high speed without applying impact to the motor and mechanism.

The above description is merely an illustrative explanation of the technical idea of the present disclosure, and those skilled in the art will be able to make various modifications and variations without departing from the essential characteristics of the present disclosure. In addition, the present embodiments are not intended to limit the technical idea of the present disclosure, but rather to explain it, so the scope of the present technical idea is not limited by these embodiments. The scope of protection of this disclosure should be interpreted in accordance with the claims below, and all technical ideas within the equivalent scope should be interpreted as being included in the scope of rights of this disclosure.

10: Electric brake control device 110: Receiving unit
120: power supply unit 130: brake pressure control unit

Claims (6)

A receiving unit that receives an anti-lock braking system (ABS) control signal;
a power supply unit that applies current to an EMB (Electric Mechanical Brake) motor when the ABS control signal is input; and
An electric brake control device including a brake pressure regulator that blocks current applied to the EMB motor when the brake pressure is greater than a first reference value. According to paragraph 1,
The brake pressure regulator,
An electric brake control device that unblocks the current at predetermined intervals. According to paragraph 1,
The power supply unit,
An electric brake control device that applies current in the direction where brake pressure increases (Apply). According to paragraph 1,
The brake pressure regulator,
An electric brake control device that unblocks the current when the brake pressure is below a second reference value. According to clause 4,
The brake pressure regulator,
An electric brake control device that releases the blocking of the current when the brake pressure is maintained below the second reference value for a predetermined period of time. A control signal receiving step of receiving an anti-lock brake system (ABS) control signal;
A power supply step of applying current to the EMB motor upon receiving the ABS control signal; and
An electric brake control method comprising a brake pressure adjustment step of blocking current applied to the EMB motor when the brake pressure is greater than a first reference value.

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