KR102682262B1 - Electric brake system and Operating method of therof - Google Patents

Abstract

An electronic brake system and operating method are disclosed. The electronic brake system according to this embodiment includes a reservoir in which the pressurized medium is stored, an integrated master cylinder having a master chamber and a simulation chamber, a reservoir passage communicating the above-described integrated master cylinder and the above-described reservoir, and a displacement of the above-mentioned brake pedal. The hydraulic piston is operated by an electrical signal output in response to generate hydraulic pressure, and the first pressure chamber provided on one side of the above-described hydraulic piston movably accommodated inside the cylinder block and connected to one or more wheel cylinders and the above-mentioned A hydraulic pressure providing unit including a second pressure chamber provided on the other side of the hydraulic piston and connected to one or more wheel cylinders, a first hydraulic circuit that controls the hydraulic pressure delivered to the two wheel cylinders, and the hydraulic pressure delivered to the other two wheel cylinders. A hydraulic control unit having a second hydraulic circuit that controls and an electronic control unit that controls the valves based on hydraulic information and displacement information of the brake pedal described above, wherein the hydraulic control unit described above is connected to the first pressure chamber described above. A first hydraulic passage communicating with, a second hydraulic passage communicating with the above-mentioned second pressure chamber, a third hydraulic passage where the above-mentioned first hydraulic passage and the above-mentioned second hydraulic passage join, and the above-mentioned third hydraulic passage It may be provided to include a fourth hydraulic passage branched from the hydraulic passage and connected to the above-described first hydraulic circuit, and a fifth hydraulic passage branched from the above-described third hydraulic passage and connected to the above-described second hydraulic circuit.

Description

Electric brake system and operating method of therof}

The present invention relates to an electronic brake system and operating method, and more specifically, to an electronic brake system and operating method that generates braking force using an electrical signal corresponding to the displacement of the brake pedal.

Vehicles are essentially equipped with a brake system to perform braking, and various types of brake systems are being proposed to ensure the safety of drivers and passengers.

Conventional brake systems mainly use a method of supplying hydraulic pressure necessary for braking to wheel cylinders using a mechanically connected booster when the driver presses the brake pedal. However, as the market demand for implementing various braking functions in detailed response to the vehicle's operating environment increases, recently, when the driver presses the brake pedal, the driver's intention to brake is electronically transmitted through a pedal displacement sensor that detects the displacement of the brake pedal. Electronic brake systems and operating methods that include a hydraulic pressure providing unit that receives a signal and supplies hydraulic pressure necessary for braking to the wheel cylinder are becoming widely used.

In this electronic brake system and operation method, in normal operation mode, the driver's brake pedal operation generates and provides an electrical signal, and based on this, the hydraulic pressure providing unit is electrically operated and controlled to form the hydraulic pressure necessary for braking and transfer it to the wheel cylinder. Deliver. In this way, these electronic brake systems and operating methods are electrically operated and controlled and can implement complex and diverse braking actions. However, if technical problems occur in electrical components, the hydraulic pressure required for braking is not stably formed. There is a risk that passenger safety may be threatened. Therefore, the electronic brake system and operation method enter an abnormal operation mode when one component fails or is in an uncontrollable state, and in this case, a mechanism is required in which the driver's brake pedal operation is directly linked to the wheel cylinder. In other words, in the abnormal operation mode of the electronic brake system and operation method, the hydraulic pressure necessary for braking must be immediately formed as the driver applies pressure to the brake pedal, and this must be directly transmitted to the wheel cylinder.

EP 2 520 473 A1 (Honda Motor Co., Ltd.) 2012. 11. 7.

This embodiment aims to provide an electronic brake system and operating method that can reduce the number of parts and achieve miniaturization and weight reduction of the product by integrating the master cylinder and simulation device into one.

This embodiment seeks to provide an electronic braking system and operating method that can implement stable and effective braking even in various operating situations.

This embodiment seeks to provide an electronic brake system and operating method that can stably generate high-pressure braking pressure.

This embodiment seeks to provide an electronic brake system and operating method with improved performance and operational reliability.

This embodiment seeks to provide an electronic brake system and operating method that can improve product assembly and productivity while reducing product manufacturing costs.

According to one aspect of the present invention, an integrated master cylinder having a reservoir in which pressurized medium is stored, a master chamber, and a simulation chamber, a reservoir passage communicating the integrated master cylinder and the reservoir, and an output corresponding to the displacement of the brake pedal. The hydraulic piston is operated by an electrical signal to generate hydraulic pressure, and a first pressure chamber is provided on one side of the hydraulic piston movably accommodated inside the cylinder block and connected to one or more wheel cylinders, and a first pressure chamber is provided on the other side of the hydraulic piston. A hydraulic pressure providing unit including a second pressure chamber connected to one or more wheel cylinders, a first hydraulic circuit that controls the hydraulic pressure delivered to the two wheel cylinders, and a second hydraulic circuit that controls the hydraulic pressure delivered to the other two wheel cylinders. A hydraulic control unit including a circuit and an electronic control unit that controls valves based on hydraulic information and displacement information of the brake pedal, wherein the hydraulic control unit includes a first hydraulic passage communicating with the first pressure chamber, A second hydraulic passage in communication with the second pressure chamber, a third hydraulic passage where the first hydraulic passage and the second hydraulic passage join, and a third hydraulic passage branched from the third hydraulic passage and connected to the first hydraulic circuit. It may be provided to include a fourth hydraulic passage and a fifth hydraulic passage branched from the third hydraulic passage and connected to the second hydraulic circuit.

The first hydraulic circuit includes a first inlet valve and a second inlet valve that control the flow of pressurized medium supplied to the first wheel cylinder and the second wheel cylinder, respectively, and a pressure discharged from the first wheel cylinder and the second wheel cylinder. It includes a first outlet valve and a second outlet valve that respectively control the flow of the medium, and a discharge valve that controls the flow of pressurized medium supplied to the reservoir through the first outlet valve and the second outlet valve, respectively; , the discharge valve may be provided as a solenoid valve that is linearly controlled to control the flow rate of the pressurized medium.

The hydraulic control unit includes a first valve provided in the first hydraulic passage to control the flow of pressurized medium, a second valve provided in the second hydraulic passage to control the flow of pressurized medium, and a fourth hydraulic passage. It may be provided including a third valve that controls the flow of pressurized medium, and a fourth valve provided in the fifth hydraulic passage to control the flow of pressurized medium.

The first valve is provided as a check valve that only allows the flow of pressurized medium from the first pressure chamber to the third hydraulic passage, and the second valve is provided as a solenoid valve that controls the bidirectional flow of pressurized medium, , the third valve is provided as a check valve that only allows the flow of pressurized medium from the third hydraulic passage to the first hydraulic circuit, and the fourth valve is provided from the third hydraulic passage to the second hydraulic circuit. It can be provided with a check valve that only allows the flow of pressurized medium.

The simulation chamber includes a first simulation chamber and a second simulation chamber, the integrated master cylinder includes a master chamber, a master piston provided in the master chamber and displaceable by a brake pedal, and a first simulation chamber. and a first simulation piston provided in the first simulation chamber and capable of being displaced by displacement of the master piston or hydraulic pressure of a pressurized medium contained in the master chamber, a second simulation chamber, and a second simulation chamber. A second simulation piston provided and capable of being displaced by displacement of the first simulation piston or hydraulic pressure of the first simulation chamber, an elastic member provided between the first simulation piston and the second simulation piston, and It may include a simulation flow path connecting the first simulation chamber and the reservoir, and a simulator valve provided in the simulation flow path to control the flow of pressurized medium.

A first backup passage connecting the master chamber and the first hydraulic circuit, a second backup passage connecting the first simulation chamber and the second hydraulic circuit, and a second backup passage connecting the second simulation chamber and the second backup passage. It may further include an auxiliary backup passage, a first cut valve provided in the first backup passage to control the flow of pressurized medium, and a second cut valve provided in the second backup passage to control the flow of pressurized medium.

The second cut valve or the simulator valve may be provided as a solenoid valve that is linearly controlled to adjust the flow rate of the pressurized medium discharged from the third and fourth wheel cylinders to the reservoir.

The reservoir flow path includes a first reservoir flow path connecting the reservoir and the master chamber, a second reservoir flow path connecting the reservoir and the first simulation chamber, and a third reservoir connecting the reservoir and the second simulation chamber. Can be provided including euros.

It may further include a reservoir valve provided in the second reservoir flow path and allowing only the flow of pressurized medium from the reservoir to the first simulation chamber.

The second hydraulic circuit includes third and fourth inlet valves that respectively control the flow of pressurized medium supplied to the third and fourth wheel cylinders, and the second backup passage is located downstream of the fourth inlet valve and It may be provided to connect the first simulation chamber.

It further includes a dump control unit provided between the reservoir and the hydraulic pressure supply device to control the flow of pressurized medium, wherein the dump control unit includes a first dump flow path connecting the first pressure chamber and the reservoir, and the second pressure chamber. and a second dump flow path connecting the reservoir, a first dump check valve provided in the first dump flow path to allow only the flow of pressurized medium from the reservoir to the first pressure chamber, and a first dump flow path provided in the second dump flow path. It may be provided including a second dump check valve that only allows the flow of pressurized medium from the reservoir to the second pressure chamber.

The integrated master cylinder may be provided including a first simulator spring that elastically supports the second simulation piston.

The integrated master cylinder may further include a second simulator spring interposed between the first simulation piston and the second simulation piston.

The hydraulic control unit may include a sixth hydraulic passage provided to connect the first and second hydraulic passages, and may further include a fifth valve provided in the sixth hydraulic passage to control the flow of the pressurized medium. .

The first valve is provided as a check valve that only allows the flow of pressurized medium from the first pressure chamber to the third hydraulic passage, and the second valve allows pressurization from the second pressure chamber to the third hydraulic passage. It is provided as a check valve that only allows the flow of the medium, and the third valve is provided as a check valve that only allows the flow of the pressurized medium from the third hydraulic passage to the first hydraulic circuit, and the fourth valve is provided as a check valve that only allows the flow of the pressurized medium from the third hydraulic passage to the first hydraulic circuit. 3 It may be provided as a check valve that only allows the flow of pressurized medium from the hydraulic oil path to the second hydraulic circuit, and the fifth valve may be provided as a solenoid valve that controls the flow of pressurized medium in both directions.

The first valve is provided as a check valve that only allows the flow of pressurized medium from the first pressure chamber to the third hydraulic passage, and the second valve allows pressurization from the second pressure chamber to the third hydraulic passage. It is provided as a check valve that only allows the flow of the medium, and the third valve is provided as a check valve that only allows the flow of the pressurized medium from the third hydraulic passage to the first hydraulic circuit, and the fourth and fifth valves may be provided with a solenoid valve that controls the bidirectional flow of pressurized medium.

It may further include a generator provided in each of the third and fourth wheel cylinders of the second hydraulic circuit.

In the operating method of the electronic brake system, in a normal operating mode, the master chamber is sealed by closing the first cut valve, the second cut valve is closed and the simulator valve is opened to form the first simulation chamber and the By communicating the reservoir, the first simulation piston compresses the elastic member by operating the brake pedal, and the elastic restoring force of the elastic member can be provided to the driver as a pedal feeling.

The normal operating mode includes a first braking mode that primarily provides hydraulic pressure as the hydraulic pressure delivered from the hydraulic pressure providing unit to the wheel cylinder gradually increases, and a second braking mode that secondarily provides hydraulic pressure, It may be provided to operate sequentially in a third braking mode that provides hydraulic pressure three times.

Release of the first to third braking modes controls the opening degree of the discharge valve, so that the pressurized medium provided in the first hydraulic circuit is recovered to the reservoir through the discharge valve, and the second cut valve and the simulator valve may be opened, and the pressurized medium provided in the second hydraulic circuit may be returned to the reservoir through the second backup passage, the first simulation chamber, and the simulation passage sequentially.

In an abnormal operation mode, the first cut valve is opened to communicate with the master chamber and the first hydraulic circuit, the simulator valve is closed and the second cut valve is opened to communicate with the first and second simulation chambers and the first hydraulic circuit. The second hydraulic circuit is in communication, and the pressurized medium in the master chamber is provided to the first hydraulic circuit through the first backup passage according to the pedal force of the brake pedal, and the pressurized medium in the first simulation chamber is supplied to the second hydraulic circuit. It is provided to the second hydraulic circuit through a backup passage, and the pressurized medium in the second simulation chamber may be provided to the second hydraulic circuit through the auxiliary jack-up passage and the second backup passage sequentially.

In the operating method of the electronic brake system, in the inspection mode for checking whether the integrated master cylinder or the simulator valve is leaking, the first cut valve and the simulator valve are closed, and the hydraulic pressure generated by operating the hydraulic pressure supply device is supplied. The pressure is provided to the first simulation chamber through the hydraulic control unit, the third inlet valve, the fourth inlet valve, and the second backup passage sequentially, and is expected to occur based on the displacement amount of the hydraulic piston. It may be provided to determine the hydraulic pressure value of the medium by comparing the hydraulic pressure value of the pressurized medium measured by a pressure sensor in the first simulation chamber or the second hydraulic circuit.

In the operating method of the electronic brake system, in the regenerative braking mode by the generator, the fourth valve is closed, and the hydraulic pressure formed in the first pressure chamber by the advance of the hydraulic piston is connected to the first hydraulic passage and the first pressure chamber. The hydraulic pressure is supplied to the first hydraulic circuit through the third hydraulic oil passage and the fourth hydraulic oil passage sequentially, and the hydraulic pressure to the third and fourth wheel cylinders can be blocked.

The electronic brake system and operating method according to this embodiment can reduce the number of parts and promote miniaturization and weight reduction of the product.

The electronic brake system and operating method according to this embodiment can implement stable and effective braking in various operating situations of the vehicle.

The electronic brake system and operating method according to this embodiment can stably generate high-pressure braking pressure.

The electronic brake system and operating method according to this embodiment can improve product performance and operational reliability.

The electronic brake system and operating method according to this embodiment can stably provide braking pressure even when a component element fails or a pressurized medium leaks.

The electronic brake system and operating method according to an embodiment of the present invention can improve product assembly and productivity and reduce product manufacturing costs.

1 is a hydraulic circuit diagram showing an electronic brake system according to a first embodiment.
Figure 2 is a hydraulic circuit diagram showing a state in which the electronic brake system according to the first embodiment performs the first braking mode.
Figure 3 is a hydraulic circuit diagram showing a state in which the electronic brake system according to the first embodiment performs the second braking mode.
Figure 4 is a hydraulic circuit diagram showing a state in which the electronic brake system according to the first embodiment performs the third braking mode.
Figure 5 is a hydraulic circuit diagram showing a state in which the electronic brake system according to the first embodiment releases the braking mode.
Figure 6 is a hydraulic circuit diagram showing a state (fallback mode) in which the electronic brake system according to the first embodiment operates in an abnormal state.
Figure 7 is a hydraulic circuit diagram showing a state in which the electronic brake system according to the first embodiment performs an inspection mode.
Figure 8 is a hydraulic circuit diagram showing an electronic brake system according to the second embodiment.
Figure 9 is a hydraulic circuit diagram showing a state in which the electronic brake system according to the second embodiment performs the first braking mode.
Figure 10 is a hydraulic circuit diagram showing a state in which the electronic brake system according to the second embodiment performs the second braking mode.
Figure 11 is a hydraulic circuit diagram showing a state in which the electronic brake system according to the second embodiment performs the third braking mode.
Figure 12 is a hydraulic circuit diagram showing an electronic brake system according to a third embodiment.
Figure 13 is a hydraulic circuit diagram showing a state in which the electronic brake system according to the third embodiment performs a regenerative braking mode.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. The following examples are presented to sufficiently convey the idea of the present invention to those skilled in the art. The present invention is not limited to the embodiments presented herein and may be embodied in other forms. In order to clarify the present invention, the drawings may omit illustrations of parts unrelated to the description and may exaggerate the sizes of components somewhat to aid understanding.

Figure 1 is a hydraulic circuit diagram showing an electronic brake system 1000 according to a first embodiment of the present invention.

Referring to FIG. 1, the electronic brake system 1000 according to the first embodiment of the present invention provides a reservoir 1100 in which pressurized medium is stored and a reaction force according to the pedal force of the brake pedal 10 to the driver, The driver's intention to brake is received as an electrical signal by an integrated master cylinder (1200) that pressurizes and discharges pressurized media such as brake oil stored inside, and a pedal displacement sensor (11) that detects the displacement of the brake pedal (10). A hydraulic pressure supply device 1300 that generates hydraulic pressure of the pressurized medium through mechanical operation, a hydraulic control unit 1400 that controls the hydraulic pressure provided from the hydraulic pressure supply device 1300, and the hydraulic pressure of the pressurized medium is transmitted to each wheel. It is provided between a hydraulic circuit (1510, 1520) having a wheel cylinder (20) that performs braking (RR, RL, FR, FL), a hydraulic pressure supply device (1300), and a reservoir (1100) to ensure the flow of pressurized medium. A dump control unit (1800) that controls, a backup passage (1610, 1620) that hydraulically connects the integrated master cylinder (1200) and the hydraulic circuit (1510, 1520), and a reservoir (1100) and the integrated master cylinder (1200). It includes a reservoir flow path 1700 that is hydraulically connected, and an electronic control unit (ECU, not shown) that controls the hydraulic pressure supply device 1300 and various valves based on hydraulic pressure information and pedal displacement information.

The integrated master cylinder 1200 is provided with simulation chambers 1230a and 1240a and a master chamber 1220a, and provides a reaction force to the driver when the driver applies pedal force to the brake pedal 10 for braking operation, thereby providing stable stability. It is provided to pressurize and discharge the pressurized medium contained inside while providing a pedal feel.

The integrated master cylinder 1200 can be divided into a pedal simulation unit that provides a pedal feel to the driver and a master cylinder unit that delivers pressurized media to the first hydraulic circuit 1510, which will be described later. The integrated master cylinder 1200 is sequentially provided with a master cylinder unit and a pedal simulation unit from the brake pedal 10 side, and may be arranged coaxially within one cylinder block 1210.

Specifically, the integrated master cylinder 1200 includes a cylinder block 1210 forming a chamber on the inside, a master chamber 1220a formed on the inlet side of the cylinder block 1210 to which the brake pedal 10 is connected, and a master A master piston 1220 provided in the chamber 1220a and connected to the brake pedal 10 to be displaced by the operation of the brake pedal 10, a piston spring that elastically supports the master piston 1220, and a cylinder A first simulation chamber 1230a formed inside the master chamber 1220a on the block 1210, and a first simulation chamber 1230a provided in the first simulation chamber 1230a and displaced by the master piston 1220 or accommodated in the master chamber 1220a. A first simulation piston 1230 that is displaceable by the hydraulic pressure of the pressurized medium, a second simulation chamber 1240a formed inside the first simulation chamber 1230a on the cylinder block 1210, and a second simulation chamber 1240a A second simulation piston 1240 provided in the simulation chamber 1240a and capable of being displaced by the displacement of the first simulation piston 1230 or the hydraulic pressure of the pressurized medium contained in the first simulation chamber 1230a, and a first simulation An elastic member 1250 disposed between the piston 1230 and the second simulation piston 1240 to provide a pedal feel through an elastic restoring force generated during compression, and a first simulator spring that elastically supports the second simulation piston 1240. (1272), a second simulator spring 1271 interposed between the first simulation piston 1230 and the second simulation piston 1240 and elastically supporting the first simulation piston 1230, and a master chamber 1220a A first reservoir passage 1710 connecting the reservoir 1100, a second reservoir passage 1720 connecting the first simulation chamber 1230a and the reservoir 1100, a second simulation chamber 1240a, and a reservoir ( A third reservoir flow path 1730 connecting the first simulation chamber 1230a and the reservoir 1100, a simulation flow path 1260 connecting the first simulation chamber 1230a and the reservoir 1100, and a device provided in the simulation flow path 1260 to control the flow of the pressurized medium. It may include a simulator valve 1261.

The master chamber 1220a, the first simulation chamber 1230a, and the second simulation chamber 1240a are located on the cylinder block 1210 of the integrated master cylinder 1200 from the brake pedal 10 side (right side in FIG. 1). It can be formed sequentially on the inside (left side in Figure 1). In addition, the master piston 1220, the first simulation piston 1230, and the second simulation piston 1240 are provided in the master chamber 1220a, the first simulation chamber 1230a, and the second simulation chamber 1240a, respectively, to advance and Depending on the backward movement, liquid pressure or negative pressure can be formed in the pressurized medium contained in each chamber.

The master chamber 1220a may be formed on the inlet side or the outermost side (right side in FIG. 1) of the cylinder block 1210, and the brake pedal 10 is connected to the master chamber 1220a via the input rod 12. The master piston 1220 connected to can be accommodated for reciprocating movement.

The master chamber 1220a is connected to the reservoir 1100 through the first reservoir flow path 1710, and the first simulation chamber 1230a is connected to the reservoir 1100 through the second reservoir flow path 1720 and the simulation flow path 1260. Can be connected to, and the second simulation chamber 1240a can be connected to the reservoir 1100 through the third reservoir flow path 1730.

Pressurized media may be introduced and discharged from the master chamber 1220a through the first hydraulic port 1280a and the second hydraulic port 1280b. The first hydraulic port 1280a is connected to the first reservoir flow path 1710, which will be described later, so that pressurized medium can flow from the reservoir 1100 to the master chamber 1220a, and the second hydraulic port 1280b is the first reservoir flow path 1710, which will be described later. 1 It is connected to the backup passage 1610 so that pressurized medium can be discharged from the master chamber 1220a toward the first backup passage 1610, or conversely, pressurized medium may be introduced from the first backup passage 1610 toward the master chamber 1220a. . Meanwhile, a pair of sealing members 1290a are provided in front and behind the first hydraulic port 1280a to prevent leakage of the pressurized medium.

A reservoir valve 1721 that controls the flow of braking fluid delivered through the second reservoir passage 1720 may be provided in the second reservoir passage 1720. The reservoir valve 1721 allows the flow of pressurized medium from the reservoir 1100 to the first simulation chamber 1230a, but blocks the flow of pressurized medium from the first simulation chamber 1230a to the reservoir 1100. It can be provided with a valve.

The simulation flow path 1260 is connected in parallel to the second reservoir flow path 1720, and a simulator valve 1261, which is provided as a two-way valve to control the flow of pressurized medium delivered through the simulation flow path 1260, is installed. The simulator valve 1261 may be a normally closed solenoid valve that is normally closed and opens when an electrical signal is received from the electronic control unit.

The first simulation chamber 1230a may be formed on the cylinder block 1210 inside the master chamber 1220a (left side with respect to FIG. 1), and the first simulation chamber 1230a includes a first simulation piston 1230. This can be accommodated for round trip movement.

Pressurized media may be introduced and discharged from the first simulation chamber 1230a through the third hydraulic port 1280c and the fourth hydraulic port 1280d. The third hydraulic port 1280c and the fourth hydraulic port 1280d are connected to the second reservoir flow path 1720 and the second backup flow path 1620 so that the pressurized medium contained in the first simulation chamber 1230a is stored in the reservoir 1100. and may be discharged toward the second backup passage 1620, and conversely, the pressurized medium may flow in from the reservoir 1100 and the second backup passage 1620.

Meanwhile, several reservoirs 1100 are shown in the drawing, and each reservoir 1100 uses the same reference numeral. These reservoirs 1100 may be made of the same parts or may be made of different parts.

The first simulation piston 1230 is provided and accommodated in the first simulation chamber 1230a, and can form hydraulic pressure of the pressurized medium accommodated in the first simulation chamber 1230a or pressurize the elastic member 1250, which will be described later, by moving forward. By moving backwards, negative pressure can be created in the first simulation chamber 1230a or the elastic member 1250 can be returned to its original position and shape. At least one sealing member 1290b may be provided between the inner wall of the cylinder block 1210 and the outer peripheral surface of the first simulation piston 1230 to prevent leakage of pressurized medium between adjacent chambers.

The second simulation chamber 1240a may be formed inside the first simulation chamber 1230a (on the left side in FIG. 1) on the cylinder block 1210, and the second simulation chamber 1240a may include a second simulation piston ( 1240) can be accommodated for round-trip movement.

Pressurized media may be introduced and discharged from the second simulation chamber 1240a through the fifth hydraulic port 1280e and the sixth hydraulic port 1280f. Specifically, the fifth hydraulic port (1280e) and the sixth hydraulic port (1280f) are connected to the third reservoir flow path (1730) and the auxiliary backup flow path (1630) to discharge the pressurized medium toward the second simulation chamber (1240a) or, conversely, The pressurized medium contained in the second simulation chamber 1240a may be introduced.

The second simulation piston 1240 is accommodated in the second simulation chamber 1240a, and moves forward to form a hydraulic pressure of the pressurized medium accommodated in the second simulation chamber 1240a, or moves backward to form a liquid pressure in the second simulation chamber 1240a. Negative pressure can be formed. At least one sealing member 1290c may be provided between the inner wall of the cylinder block 1210 and the outer peripheral surface of the second simulation piston 1240 to prevent leakage of pressurized medium between adjacent chambers.

To describe the pedal simulation operation by the integrated master cylinder 1200 in more detail, during normal operation, when the driver applies pedal force by operating the brake pedal 10, the first cut provided in the first backup passage 1610, which will be described later, The valve 1611 is closed, and the simulator valve 1261 of the simulation passage 1260 is opened. The master piston 1220 moves according to the displacement of the brake pedal, pressurizing the pressurized medium in the master chamber 1220a, and the hydraulic pressure is applied to the front surface of the first simulation piston 1230 (the right side of the first simulation piston based on the drawing). ), displacement occurs in the first simulation piston (1230). Since the second simulation chamber 1240a is sealed and the second simulation piston 1240 does not generate displacement, the displacement of the first simulation piston 1230 compresses the elastic member 1250, and the elastic member 1250 It is possible to provide a pedal feel to the driver through elastic restoring force due to compression. At this time, the pressurized medium contained in the first simulation chamber 1230a is delivered to the reservoir 1100 through the simulation flow path 1260. Afterwards, when the driver releases the pedal force of the brake pedal 10, the restoration spring (not shown) and the elastic member 1250 expand by elastic force, causing the first simulation piston 1230 and the master piston 1220 to return to their original positions. And, the first simulation chamber 1230a can be filled with pressurized medium supplied through the second reservoir passage 1720.

In this way, since the inside of the first simulation chamber (1230a) is always filled with pressurized medium, the friction between the first simulation piston (1230) and the second simulation piston and the elastic members (1240, 1250) is minimized during pedal simulation operation, thereby creating an integrated Not only is the durability of the master cylinder 1200 improved, but the inflow of foreign substances from the outside can be blocked.

Meanwhile, when the electronic brake system 1000 operates abnormally, that is, the operation of the integrated master cylinder 1200 in the fallback mode operation method will be described later with reference to FIG. 6.

The hydraulic pressure providing unit 1300 is provided to receive the driver's intention to brake as an electrical signal from the pedal displacement sensor 11 that detects the displacement of the brake pedal 10 and generate hydraulic pressure of the pressurized medium through mechanical operation.

The hydraulic pressure providing unit 1300 provides pressurized medium pressure transmitted to the wheel cylinders 21, 22, 23, and 24, and includes a motor (not shown) that generates rotational force by an electrical signal from the pedal displacement sensor 11, It may include a power conversion unit (not shown) that converts the rotational movement of the motor (not shown) into linear movement and transmits it. The hydraulic pressure providing unit 1300 may operate by pressure provided by a high-pressure accumulator rather than by driving force supplied by a motor (not shown). The hydraulic pressure providing unit 1300 includes a cylinder block 1310 having a pressure chamber in which pressurized media is supplied and stored, a hydraulic piston 1320 accommodated in the cylinder block 1310, a hydraulic piston 1320, and a cylinder block ( It includes a sealing member (1350, 1350b) provided between (1310) to seal the pressure chamber, and a drive shaft (1390) that transmits the power output from the power conversion unit (not shown) to the hydraulic piston (1320).

The pressure chamber includes a first pressure chamber 1330 located in front of the hydraulic piston 1320 (forward direction, to the left of the hydraulic piston based on the drawing), and a first pressure chamber 1330 located at the rear of the hydraulic piston 1320 (reverse direction, based on the drawing). It may include a second pressure chamber 1340 located to the right of the hydraulic piston. That is, the first pressure chamber 1330 is partitioned by the front surface of the cylinder block 1310 and the hydraulic piston 1320 and is provided so that its volume varies depending on the movement of the hydraulic piston 1320, and the second pressure chamber 1340 ) is partitioned by the rear surface of the cylinder block 1310 and the hydraulic piston 1320 so that the volume varies depending on the movement of the hydraulic piston 1320. The first pressure chamber 1330 is connected to the first hydraulic passage 1401 described later through a first communication hole (not shown) formed in the cylinder block 1310, and the second pressure chamber 1340 is connected to the cylinder block (1310). It is connected to a second hydraulic passage 1402, which will be described later, through a second communication hole (not shown) formed in 1310).

The sealing member is provided between the hydraulic piston 1320 and the cylinder block 1310 and includes a piston sealing member 1350 that seals between the first pressure chamber 1330 and the second pressure chamber 1340 1, a drive shaft 1390, and It includes a drive shaft sealing member 1350b provided between the cylinder blocks 1310 and sealing the opening of the second pressure chamber 1340 and the cylinder block 1310. The hydraulic pressure or negative pressure in the first pressure chamber 1330 and the second pressure chamber 1340 generated by the forward or backward movement of the hydraulic piston 1320 is sealed by the piston sealing member 1350 and the drive shaft sealing member 1350b. It can be transmitted to the first hydraulic passage 1401 and the second hydraulic passage 1402, which will be described later, without leaking.

The dump control unit 1800 includes a first dump passage 1810, a second dump passage 1820, and a first dump check valve 1811 and a second dump check provided on the first and second dump passages 1820, respectively. It is provided with a valve (1821). The first and second pressure chambers (1330, 113) are connected to the reservoir (1100) by first and second dump passages (1810, 1820), respectively, and are connected to the reservoir (1100) by first and second dump passages (1810, 1820). Pressurized medium can be supplied and accommodated from the reservoir 1100. To this end, the first dump passage 1810 may be provided in communication with the first pressure chamber 1330 through a third communication hole (not shown) formed in the cylinder block 1310 and connected to the reservoir 1100, The second dump passage 1820 may be provided in communication with the second pressure chamber 1340 through a fourth communication hole (not shown) formed in the cylinder block 1310 and connected to the reservoir 1100. First and second dump check valves 1811 and 1821 that control the flow of pressurized medium may be provided in the first and second dump passages 1810 and 1820, respectively. Referring back to FIG. 1, the first dump check valve 1811 allows only the flow of pressurized medium from the reservoir 1100 to the first pressure chamber 1330 and is provided to block the flow of pressurized medium in the opposite direction, The second dump check valve 1821 may be provided to only allow the flow of pressurized medium from the reservoir 1100 to the second pressure chamber 1340 and block the flow of pressurized medium in the opposite direction.

A motor (not shown) is provided to generate driving force by electrical signals output from an electronic control unit (ECU). A motor (not shown) may be provided including a stator 121 and a rotor 122, and may provide power to generate displacement of the hydraulic piston 1320 by rotating in the forward or reverse direction. The rotation angular speed and rotation angle of the motor (not shown) can be precisely controlled by a motor control sensor (not shown). Since the motor (not shown) is a well-known technology, detailed description will be omitted.

The power conversion unit (not shown) is provided to convert the rotational force of the motor (not shown) into linear motion. For example, the power conversion unit (not shown) may be provided with a structure including a worm shaft (not shown), a worm wheel (not shown), and a drive shaft 1390.

The worm shaft (not shown) may be formed integrally with the rotation axis of the motor (not shown), and a worm may be formed on the outer circumferential surface and engage with the worm wheel (not shown) to rotate the worm wheel (not shown). The worm wheel (not shown) is connected to engage with the drive shaft 1390 to move the drive shaft 1390 in a straight line, and the drive shaft 1390 is connected to the hydraulic piston 1320, through which the hydraulic piston 1320 moves the cylinder. A sliding movement may be performed within the block 1310.

To explain the above operations again, when displacement of the brake pedal 10 is detected by the pedal displacement sensor 11, the detected signal is transmitted to the electronic control unit, and the electronic control unit drives a motor (not shown) to Rotate the shaft (not shown) in one direction. The rotational force of the worm shaft (not shown) is transmitted to the drive shaft 1390 through a worm wheel (not shown), and the hydraulic piston 1320 connected to the drive shaft 1390 moves forward within the cylinder block 1310 and moves into the first pressure chamber ( 1330) can generate hydraulic pressure.

Generation of liquid pressure and negative pressure in the second pressure chamber 1340 can be implemented by operating in the opposite direction to the above. That is, when displacement of the brake pedal 10 is detected by the pedal displacement sensor 11, the detected signal is transmitted to the electronic control unit, and the electronic control unit drives the motor (not shown) to drive the worm shaft (not shown). Rotate in the opposite direction. The rotational force of the worm shaft (not shown) is transmitted to the drive shaft 1390 through a worm wheel (not shown), and the hydraulic piston 1320 connected to the drive shaft 1390 moves backwards within the cylinder block 1310 and moves to the second pressure chamber ( 1340) can generate hydraulic pressure.

Meanwhile, although not shown in the drawing, the power conversion unit (not shown) may be composed of a ball screw nut assembly. For example, a screw that is formed integrally with the rotation axis of a motor (not shown) or is connected to rotate with the rotation axis of a motor (not shown), and a ball nut that is screwed to the screw with limited rotation and moves linearly according to the rotation of the screw. It may be composed of, and since the structure of such a ball screw nut assembly is already a well-known technology, detailed description will be omitted. In addition, the power conversion unit (not shown) according to the first embodiment of the present invention is not limited to any one structure as long as it can convert rotational motion into linear motion, and the same can be understood even if it is made of devices of various structures and methods. It should be.

The hydraulic control unit 1400 may be provided to control the hydraulic pressure delivered to the wheel cylinders 21, 22, 23, and 24, and the electronic control unit (ECU) provides a hydraulic pressure providing unit ( 1300) and is provided to control various valves.

The hydraulic control unit 1400 includes a first hydraulic circuit 1510 that controls the flow of hydraulic pressure delivered to the first and second wheel cylinders 21 and 22 among the four wheel cylinders 21, 22, 23, and 24. and a second hydraulic circuit 1520 that controls the flow of hydraulic pressure delivered to the third and fourth wheel cylinders 23 and 24, and is supplied from the integrated master cylinder 1200 and the hydraulic pressure providing unit 1300. It contains multiple flow paths and valves to control the hydraulic pressure delivered to the wheel cylinder.

Hereinafter, referring again to FIG. 1, the hydraulic control unit 1400 will be described.

Referring to FIG. 1, the first hydraulic passage 1401, the third hydraulic passage 1403, and the fourth hydraulic passage 1404 are provided to connect the first pressure chamber 1330 and the first hydraulic circuit 1510. , the first hydraulic passage 1401, the third hydraulic passage 1403, and the fifth hydraulic passage 1405 may be provided to connect the first pressure chamber 1330 and the second hydraulic circuit 1520. Accordingly, the hydraulic pressure generated in the first pressure chamber 1330 by the advancement of the hydraulic piston 1320 is connected to the first hydraulic circuit 1510 and the second hydraulic circuit through the fourth hydraulic passage 1404 and the fifth hydraulic passage 1405. (1520).

The first hydraulic passage 1401 and the second hydraulic passage 1402 may be provided with a first valve 1411 and a second valve 1412 that control the flow of the pressurized medium, and the first valve 1411 is the first valve 1411. 1 Allows only the pressurized medium to flow in the direction from the pressure chamber 1330 to the first and second hydraulic circuits 1510 and 1520, and the second valve 1412 provides second hydraulic oil in communication with the second pressure chamber 1340. It may be provided as a two-way valve that controls the flow of pressurized medium delivered along the furnace 1402. The second valve 2412 may be a normally closed solenoid valve that is normally closed and opens when an electrical signal is received from the electronic control unit.

A third valve 1413 and a fourth valve 1414 that control the flow of pressurized medium may be provided in the fourth hydraulic passage 1404 and the fifth hydraulic passage 1405. The third valve 1413 allows only the flow of pressurized medium from the first and second pressure chambers 1330 and 113 toward the first hydraulic circuit 1510, and the fourth valve 1414 allows the flow of pressurized medium from the first and second pressure chambers 1330 and 113 to the first hydraulic circuit 1510. It may be provided as a check valve that allows only the flow of pressurized medium from the pressure chambers 1330 and 1340 to the second hydraulic circuit 1520 and blocks the flow of pressurized medium in the opposite direction. The third hydraulic passage 1403 may be provided to connect the first hydraulic passage 1401, the second hydraulic passage 1402, the fourth hydraulic passage 1404, and the fifth hydraulic passage 1405.

Hereinafter, the first hydraulic circuit 1510 and the second hydraulic circuit 1520 of the hydraulic control unit 1400 will be described.

The first hydraulic circuit 1510 controls the hydraulic pressure of the first and second wheel cylinders 21 and 22, which are two wheel cylinders among the four wheels (RR, RL, FR, FL), and the second hydraulic circuit 1520 ) can control the hydraulic pressure of the other two wheel cylinders, the third and fourth wheel cylinders 23 and 24.

The first hydraulic circuit 1510 receives hydraulic pressure from the hydraulic pressure providing unit 1300 through the fourth hydraulic passage 1404, and the fourth hydraulic passage 1404 connects the first wheel cylinder 21 and the second wheel cylinder ( 22) It can be divided into two channels connected to each other. Likewise, the second hydraulic circuit 1520 receives hydraulic pressure from the hydraulic pressure providing unit 1300 through the fifth hydraulic passage 1405, and the fifth hydraulic passage 1405 connects the third wheel cylinder 23 and the fourth wheel. It may be provided by branching into two channels connected to the cylinder 24.

The first and second hydraulic circuits (1510, 1520) have first to fourth inlet valves (1511a) to control the flow and hydraulic pressure of the pressurized medium delivered to the first to fourth wheel cylinders (21, 22, 23, 24). , 1511b, 1521a, 1521b) may be provided, respectively. The first to fourth inlet valves (1511a, 1511b, 1521a, and 1521b) are respectively disposed on the upstream side of the first to fourth wheel cylinders (21, 22, 23, and 24) and are normally open and then closed to the electronic control unit. It can be provided as a normally open type solenoid valve that operates to close the valve when it receives an electrical signal from.

The first and second hydraulic circuits (1510, 1520) are provided with first to fourth check valves (1513a, 1513b, 1523a) connected in parallel to the first to fourth inlet valves (1511a, 1511b, 1521a, 1521b). , 1523b) may be included. The check valves (1513a, 1513b, 1523a, 1523b) are bypass connecting the front and rear of the first to fourth inlet valves (1511a, 1511b, 1521a, 1521b) on the first and second hydraulic circuits (1510, 1520). It may be provided in the flow path, allowing only the flow of pressurized medium from each wheel cylinder to the hydraulic pressure providing unit 1300, and blocking the flow of pressurized medium from the hydraulic pressure providing unit 1300 to the wheel cylinder. . The first to fourth check valves (1513a, 1513b, 1523a, 1523b) can quickly release the hydraulic pressure of the pressurized medium applied to the first to fourth wheel cylinders (21, 22, 23, 24), and the first to fourth check valves (1513a, 1513b, 1523a, 1523b) 4 Even when the inlet valves (1511a, 1511b, 1521a, 1521b) do not operate normally, the hydraulic pressure of the pressurized medium applied to the wheel cylinder is allowed to flow into the hydraulic pressure providing unit (1300).

The first hydraulic circuit 1510 is connected to the first and second wheel cylinders 21 and 22, respectively, and is selectively opened when the brake is released to discharge the pressurized medium from the first and second wheel cylinders. It is provided with outlet valves (1512a, 1512b). Additionally, the first hydraulic circuit 1510 includes a discharge valve 1550 that controls the flow of pressurized medium supplied to the reservoir 1100 through the first and second outlet valves 1512a and 1512b, respectively. The discharge valve 1550 may be provided as a solenoid valve that is linearly controlled to regulate the flow rate of the pressurized medium.

When the brakes on the first and second wheel cylinders (21, 22) are released, the first and second outlet valves (1512a, 1512b) detect the braking pressure of the first and second wheel cylinders (21, 22) to enable decompression braking. It is selectively opened when necessary, and the discharge valve 1550 can control the flow rate of the pressurized medium discharged from the outlet valves 1512a and 1512b. At this time, the discharge valve 1550 is controlled linearly, making it possible to integratedly control the pressure reduction of the first and second wheel cylinders 21 and 22. The first and second outlet valves (1512a, 1512b) and the discharge valve (1550) are normally closed solenoid valves that are normally closed and open when an electrical signal is received from the electronic control unit. It can be prepared by.

Meanwhile, a second backup passage 1620, which will be described later, is connected to the rear or downstream side of the third and fourth inlet valves 1521a and 1521b on the third and fourth wheel cylinders 23 and 24, respectively, and the second backup passage At least one second cut valve 1621 that controls the flow of pressurized medium may be provided in the flow path 1620. In addition, an auxiliary backup passage 1630 may be provided that branches off from the second backup passage 1620 and assists communication between the second simulation chamber 1240a and the second hydraulic circuit 1520.

When the braking of the third and fourth wheel cylinders 23 and 24 is released, the second cut valve 1621 detects the braking pressure of the third and fourth wheel cylinders 23 and 24 and selectively applies decompression braking when necessary. When opened, the pressurized medium reaches the simulation passage 1260 through the second backup passage 1620, and the simulator valve 1261 provided in the simulation passage 1260 controls the flow of the pressurized medium to the third and fourth wheel cylinders. (23, 24) The decompression can be adjusted. At this time, the second cut valve 1621 or the simulator valve 1261 may be provided as a solenoid valve that is linearly controlled to adjust the flow rate of the pressurized medium.

The hydraulic pressure providing unit 1300 of the electronic brake system 1000 according to an embodiment of the present invention may operate in a double-acting manner.

Specifically, as the hydraulic piston 1320 advances, the hydraulic pressure generated in the first pressure chamber 1330 flows through the first hydraulic passage 1401, the third hydraulic passage 1403, and the fourth hydraulic passage 1404. It is transmitted to the hydraulic circuit 1510 to implement braking of the first and second wheel cylinders 21 and 22, and the first hydraulic passage 1401, the third hydraulic passage 1403, and the fifth hydraulic passage 1405 It can be transmitted to the second hydraulic circuit 1520 to implement braking of the third and fourth wheel cylinders 23 and 24.

Likewise, as the hydraulic piston 1320 moves backwards, the hydraulic pressure generated in the second pressure chamber 1340 is transferred to the first hydraulic oil channel 1404 through the second hydraulic oil channel 1402, the third hydraulic oil channel 1403, and the fourth hydraulic oil channel 1404. It can be transmitted to the circuit 1510 to implement braking of the first and second wheel cylinders 21 and 22, and equally the second hydraulic passage 1402, the third hydraulic passage 1403, and the fifth hydraulic passage 1405 ) can be transmitted to the second hydraulic circuit 1520 to implement braking of the third and fourth wheel cylinders 23 and 24.

In addition, the electronic brake system 1000 according to the first embodiment of the present invention can implement braking by directly supplying the pressurized medium discharged from the integrated master cylinder 1200 to the wheel cylinder when normal operation is impossible due to device failure. It may include first and second backup passages 1610 and 1620. The mode in which the hydraulic pressure of the integrated master cylinder 1200 is directly transmitted to the wheel cylinder is called fallback mode.

The first backup passage 1610 is provided to connect the master chamber 1220a of the integrated master cylinder 1200 and the first hydraulic circuit 1510, and is connected to the second backup passage 1620 and the second backup passage 1620. An auxiliary backup passage 1630 may be provided that is branched so that one end communicates with the second simulation chamber 1240a and the other end joins the second backup passage 1620. The second backup passage 1620 and the auxiliary backup passage 1630 may be provided to connect the first and second simulation chambers 1230a and 1240a of the integrated master cylinder 1200 and the second hydraulic circuit 1520. Specifically, the first backup passage 1610 may be connected to join at least one of the rear ends of the first inlet valve 1511a and the second inlet valve 1511b on the first hydraulic circuit 1510, and may be connected to the second backup passage 1610. The flow path 1620 may be connected to join at least one of the rear end of the third inlet valve 1521a and the rear end of the fourth inlet valve 1521b on the second hydraulic circuit 1520. In the drawing, the second backup passage 1620 is shown as branching and connected to the rear end of the third inlet valve 1521a and the rear end of the fourth inlet valve 1521b, respectively, on the second hydraulic circuit 1520. However, in this structure, It is not limited, and should be understood as the same if it joins at least one of the rear end of the third inlet valve 1521a and the rear end of the fourth inlet valve 1521b.

The first backup passage 1610 is provided with a first cut valve 1611 that controls the flow of pressurized medium, and the second backup passage 1620 is provided with at least a second cut valve 1621 that controls the flow of pressurized medium. One can be provided. The second cut valve 1621 is branched as shown in the drawing when the second backup passage 1620 is branched and connected to the rear end of the third inlet valve 1521a and the rear end of the fourth inlet valve 1521b. A plurality of them may be provided between the branch and the joining point. The first and second cut valves 1611 and 1621 are normally open and may be provided as normally open type solenoid valves that close when a closing signal is received from the electronic control unit. .

Accordingly, when the first and second cut valves 1611 and 1621 are closed, the hydraulic pressure provided from the hydraulic pressure providing unit 1300 is supplied to the wheel cylinders 21 and 22 through the first and second hydraulic circuits 1510 and 1520. , 23, 24), and when the first and second cut valves (1611, 1621) are opened, the hydraulic pressure provided from the integrated master cylinder (1200) is supplied to the first and second backup passages (1610, 1620). ) can be supplied to the wheel cylinders (21, 22, 23, 24).

The electronic brake system 1000 according to the first embodiment of the present invention may include a flow path pressure sensor (PS1) that detects the hydraulic pressure of at least one of the first hydraulic circuit 1510 and the second hydraulic circuit 1520. there is. The flow path pressure sensor (PS1) is provided at the front of at least one inlet valve (1511a, 1511b, 1521a, 1521b) of the first hydraulic circuit 1510 and the second hydraulic circuit 1520 and 2 The hydraulic pressure of the pressurized medium applied to the hydraulic circuit 1520 can be detected. In the drawing, the flow path pressure sensor PS1 is shown as being provided in the second hydraulic circuit 1520, but it is not limited to this structure, and if the hydraulic pressure applied to the hydraulic circuits 1510 and 1520 can be detected, one Or, it includes cases where it is provided in various numbers.

Hereinafter, a method of operating the electronic brake system 1000 according to the first embodiment of the present invention to provide braking pressure in a normal operating mode will be described.

The electronic brake system 1000 according to the first embodiment of the present invention can be used by dividing the hydraulic pressure providing unit 1300 into a first braking mode, a second braking mode, and a third braking mode. The first braking mode primarily provides hydraulic pressure by the hydraulic pressure providing unit 1300 to the wheel cylinders 21, 22, 23, and 24, and the second braking mode provides hydraulic pressure by the hydraulic pressure providing unit 1300 to the wheel cylinders. (21, 22, 23, 24) is provided secondarily to deliver higher braking pressure than the first braking mode, and the third braking mode provides hydraulic pressure by the hydraulic pressure providing unit 1300 to the wheel cylinders (21, 22, 23, 24), it is possible to deliver a higher braking pressure than the second braking mode by providing it thirdly. The first to third braking modes can be changed by varying the operations of the hydraulic pressure providing unit 1300 and the hydraulic control unit 1400. The hydraulic pressure providing unit 1300 can provide high hydraulic pressure without increasing the output of the motor (not shown) by utilizing the first to third braking modes, and further prevents unnecessary load applied to the motor (not shown). can do. As a result, stable braking force can be secured while reducing the cost and weight of the brake system, and the durability and operational reliability of the device can be improved.

When the hydraulic piston 1320 moves forward by driving a motor (not shown), hydraulic pressure is generated in the first pressure chamber 1330. As the hydraulic piston 1320 advances from its initial position, that is, as the operating stroke of the hydraulic piston 1320 increases, the amount of pressurized medium supplied from the first pressure chamber 1330 to the wheel cylinder increases and the braking pressure increases. However, since the hydraulic piston 1320 has an effective stroke, there is a maximum pressure due to the forward movement of the hydraulic piston 1320. Meanwhile, when the hydraulic piston 1320 moves backward by driving a motor (not shown), hydraulic pressure is generated in the second pressure chamber 1340. In this case, the drive shaft 1390 is present in the second pressure chamber 1340, so the stroke The pressure increase rate is lower than that of the first pressure chamber (1330).

Therefore, in the early stages of braking when braking response is important, the hydraulic piston 1320 is operated to move forward to increase the pressure increase rate per stroke, but in the latter stages of braking when maximum braking force is important, the hydraulic piston 1320 is moved backward and forward again to increase the maximum pressure. It can work like this.

Figure 2 is a hydraulic circuit diagram showing a state in which the hydraulic piston 1320 of the electronic brake system 1000 according to the first embodiment of the present invention moves forward and performs the first braking mode.

Referring to FIG. 2, when the driver steps on the brake pedal 10 at the beginning of braking, the motor (not shown) operates to rotate in one direction, and the rotational force of the motor (not shown) provides hydraulic pressure by the power transmission unit 1330. It is transmitted to the unit 1300, and the hydraulic piston 1320 of the hydraulic pressure providing unit 1300 advances to generate hydraulic pressure in the first pressure chamber 1330. Hydraulic pressure discharged from the first pressure chamber 1330 is provided to each of the four wheels through the first hydraulic circuit 1510 and the second hydraulic circuit 1520, first to fourth wheel cylinders 21, 22, 23, 24) to generate braking force.

Specifically, the hydraulic pressure provided from the first pressure chamber 1330 sequentially passes through the first hydraulic passage 1401, the third hydraulic passage 1403, and the fourth hydraulic passage 1404 to the first hydraulic circuit 1510. It is primarily transmitted to the wheel cylinders 21 and 22 provided in. At this time, the first and second inlet valves 1511a and 1511b, respectively installed in the two passages branching from the first hydraulic circuit 1510, are provided in an open state, and the first and second inlet valves 1511a and 1511b of the first hydraulic circuit 1510 are provided in an open state. 2 The outlet valves 1512a and 1512b are kept closed to prevent hydraulic pressure from leaking into the reservoir 1100.

In addition, the hydraulic pressure provided from the first pressure chamber 1330 sequentially passes through the first hydraulic passage 1401, the third hydraulic passage 1403, and the fifth hydraulic passage 1405 to the second hydraulic circuit 1520. It is primarily transmitted to the provided wheel cylinders (23, 24). At this time, the third and fourth inlet valves 1521a and 1521b, respectively installed in the two passages branching from the second hydraulic circuit 1520, are provided in an open state. In addition, as will be described later, the second cut valve 1621 of the second backup passage 1610 is also provided closed during normal operation, so the hydraulic pressure transmitted through the third and fourth inlet valves 1521a and 1521b is the second cut valve 1621. Leakage into the backup passage 1620 can be prevented.

In the first braking mode, the second valve 2412 may block the second hydraulic passage 1402 by maintaining a closed state. Through this, the hydraulic pressure generated in the first pressure chamber 1330 is prevented from being transmitted to the second pressure chamber 1340 through the second hydraulic passage 1402, thereby improving the pressure increase rate per stroke of the hydraulic piston 1320. . Therefore, rapid braking response can be achieved in the early stages of braking.

When the hydraulic pressure of the pressurized medium is generated by the hydraulic pressure providing unit 1300, the first and second cut valves 1611 and 1621 provided in the first and second backup passages 1610 and 1620 are closed to open the integrated master cylinder 1200. It is possible to prevent the hydraulic pressure discharged from being transmitted to the wheel cylinders (21, 22, 23, and 24). The hydraulic pressure generated in the master chamber 1220a according to the pedal pressure of the brake pedal 10 is transmitted to the first simulation piston 1230. At this time, the third reservoir flow path 1730 and the second cut valve 1621 are closed to seal the second simulation chamber 1240a, and the simulator valve 1261 provided in the simulation flow path 1260 is opened to seal the first The simulation chamber 1230a and the reservoir 1100 are in communication. The pressurized medium pressurized in the master chamber 1220a by the master piston 1220 is transferred to the first simulation piston 1230, compressing the elastic member 1250 of the first simulation piston 1230, and forming the first simulation chamber ( The pressurized medium contained in 1230a) is transmitted to the reservoir 1100 through the first reservoir passage 1710, and a reaction force corresponding to the pedal force of the brake pedal 10 is applied by the elastic restoring force of the compressed elastic member 1250. It can provide the driver with appropriate pedal feel.

The electronic brake system 1000 according to the first embodiment of the present invention can switch from the first braking mode to the second braking mode shown in FIG. 3 to generate a higher braking pressure than the first braking mode.

Figure 3 is a hydraulic circuit diagram showing a state in which the hydraulic piston 1320 of the electronic brake system 1000 according to the first embodiment of the present invention moves backward and performs the second braking mode.

Referring to FIG. 3, the electronic control unit determines whether the displacement of the brake pedal 10 detected by the pedal displacement sensor 11 is higher than the preset first displacement level or when the hydraulic pressure detected by the flow path pressure sensor PS1 is If it is higher than the set first pressure level, it is determined that a higher braking pressure is required and the first braking mode can be switched to the second braking mode.

When switched to the second braking mode, the motor (not shown) operates to rotate in the other direction, and the rotational force of the motor (not shown) is transmitted to the hydraulic pressure providing unit 1300 by the power transmission unit 1330, and the hydraulic pressure providing unit 1300 As the hydraulic piston 1320 of 1300 moves backward, it generates hydraulic pressure in the second pressure chamber 1340. The hydraulic pressure discharged from the second pressure chamber 1340 is provided to the first to fourth wheel cylinders 21, 22, 23, respectively, at the four wheels through the first hydraulic circuit 1510 and the second hydraulic circuit 1520. 24) to generate braking force.

In the second braking mode, the second valve 2412 is switched to the open state and the second hydraulic passage 1402 can be opened. Specifically, the hydraulic pressure provided from the second pressure chamber 1340 sequentially passes through the second hydraulic passage 1402, the third hydraulic passage 1403, and the fourth hydraulic passage 1404 to the first hydraulic circuit 1510. It is secondarily transmitted to the wheel cylinders 21 and 22 provided in. At this time, the first and second inlet valves 1511a and 1511b remain open, and the first and second outlet valves 1512a and 1512b of the first hydraulic circuit 1510 remain closed to maintain hydraulic pressure. Prevents leakage into the reservoir 1100. In addition, the hydraulic pressure provided from the second pressure chamber 1340 sequentially passes through the second hydraulic passage 1402, the third hydraulic passage 1403, and the fifth hydraulic passage 1405 to the second hydraulic circuit 1520. It is secondarily transmitted to the provided wheel cylinders (23, 24). At this time, the third and fourth inlet valves 1521a and 1521b remain open, and the second cut valve 1621 of the second backup passage 1610 remains closed so that the hydraulic pressure flows into the second backup passage (1521a, 1521b). 1620), leakage can be prevented.

The electronic brake system 2000 can switch from the second braking mode to the third braking mode shown in FIG. 4 to generate a higher braking pressure than the second braking mode.

The electronic brake system 1000 according to the first embodiment of the present invention can switch from the second braking mode to the third braking mode shown in FIG. 6 to generate a higher braking pressure than the second braking mode.

Figure 4 is a hydraulic circuit diagram showing a state in which the hydraulic piston 1320 of the electronic brake system 1000 according to the first embodiment of the present invention moves forward again and performs the third braking mode.

Referring to FIG. 4, the electronic control unit determines whether the displacement of the brake pedal 10 detected by the pedal displacement sensor 11 is higher than the preset second displacement level or when the hydraulic pressure detected by the flow path pressure sensor PS1 is higher than the preset second displacement level. If it is higher than the set second pressure level, it is determined that a higher braking pressure is required, and the second braking mode can be switched to the third braking mode.

When switched to the third braking mode, the motor (not shown) operates to rotate in one direction again, and the rotational force of the motor (not shown) is transmitted to the hydraulic pressure providing unit 1300 by the power transmission unit 1330, and hydraulic pressure is provided. As the hydraulic piston 1320 of the unit 1300 moves forward, it again generates hydraulic pressure in the first pressure chamber 1330. Hydraulic pressure discharged from the first pressure chamber 1330 is provided to each of the four wheels through the first hydraulic circuit 1510 and the second hydraulic circuit 1520, first to fourth wheel cylinders 21, 22, 23, 24) to generate braking force.

Specifically, the hydraulic pressure provided from the first pressure chamber 1330 sequentially passes through the first hydraulic passage 1401, the third hydraulic passage 1403, and the fourth hydraulic passage 1404 to the first hydraulic circuit 1510. It is thirdly transmitted to the wheel cylinders 21 and 22 provided in. At this time, the first and second inlet valves 1511a and 1511b remain open, and the first and second outlet valves 1512a and 1512b of the first hydraulic circuit 1510 remain closed to maintain hydraulic pressure. Prevents leakage into the reservoir 1100. In addition, the hydraulic pressure provided from the first pressure chamber 1330 sequentially passes through the first hydraulic passage 1401, the third hydraulic passage 1403, and the fifth hydraulic passage 1405 to the second hydraulic circuit 1520. It is thirdly transmitted to the provided wheel cylinders (23, 24). At this time, the third and fourth inlet valves 1521a and 1521b remain open, and the second cut valve 1621 of the second backup passage 1610 also remains closed so that the hydraulic pressure flows into the second backup passage (1521a, 1521b). 1620) to prevent leakage.

In the third braking mode, the second valve 2412 remains open. The hydraulic pressure provided from the first pressure chamber 1330 may sequentially pass through the first hydraulic passage 1401 and the fourth hydraulic passage 1404 and be transmitted to the second pressure chamber 1340. That is, the first pressure chamber 1330 and the second pressure chamber 1340 are in communication with each other and synchronized so that the braking pressures match each other, and this can be used to reduce the load applied to the motor (not shown). In the third braking mode, as in the first and second braking modes, the first and second cut valves 1611 and 1621 are closed, but the simulator valve 1261 is controlled to be open.

Hereinafter, an operation method for releasing braking pressure in the normal operating mode of the electronic brake system 1000 according to the first embodiment of the present invention will be described.

Figure 5 is a hydraulic circuit diagram showing a state in which the braking mode of the electronic brake system 1000 according to the first embodiment of the present invention is released.

Referring to FIG. 5, when the pedal force applied to the brake pedal 10 is released, the motor generates a rotational force in one direction to return to the original position and transmits it to the power conversion unit, and the power conversion unit rotates the hydraulic piston 1320. Return to position. As the hydraulic piston 1320 moves forward or backward to return to its original position, the hydraulic pressure formed in the first pressure chamber 1330 or the second pressure chamber 1340 passes through the hydraulic control unit 1400 to the first hydraulic circuit ( 1510) or the second hydraulic circuit 1520, and may be discharged to the reservoir 1100 along with the hydraulic pressure of the pressurized medium applied to the wheel cylinder 20.

Specifically, the hydraulic pressure of the pressurized medium applied to the first wheel cylinder 21 and the second wheel cylinder 22 provided in the first hydraulic circuit 1510 is applied to the first outlet valve 1512a and the second outlet valve 1512b. , may be sequentially discharged into the reservoir 1100 through the discharge valve 1550. To this end, the first and second outlet valves 1512a and 1512b can be switched to the open state, and the discharge valve 1550 adjusts the opening amount according to the displacement of the brake pedal 10 to discharge the discharged water into the reservoir 1100. The flow rate of the pressurized medium can be adjusted, thereby implementing decompression braking or braking release. At this time, as described above, the hydraulic pressure formed in the first pressure chamber 1330 or the second pressure chamber 1340 by the return of the hydraulic piston 1320 to its original position also flows through the first outlet valve 1512a and the second outlet. The first inlet valve 1511a and the second inlet valve 1511b may be maintained in an open state so that discharge can be discharged to the reservoir 1100 through the valve 1512b and the discharge valve 1550 sequentially.

In addition, the hydraulic pressure of the pressurized medium applied to the third wheel cylinder 23 and the fourth wheel cylinder 24 provided in the second hydraulic circuit 1520 is applied to the second backup passage 1620, the first simulation chamber 1230a, It may be discharged into the reservoir 1100 through the simulation flow path 1260 sequentially. To this end, the second cut valve 1621 and the simulator valve 1261 can be switched to the open state, and the hydraulic pressure applied to the first hydraulic circuit 1510 adjusts the degree of pressure reduction by the discharge valve 1550, At least one of the second cut valve 1621 and the simulator valve 1261, like the discharge valve 1550, may be provided as a solenoid valve that is linearly controlled to adjust the flow rate of the pressurized medium passing through. At this time, as described above, the hydraulic pressure formed in the first pressure chamber 1330 or the second pressure chamber 1340 by the return of the hydraulic piston 1320 to its original position also flows into the second backup passage 1620 and the first simulation. The third inlet valve 1521a and the fourth inlet valve 1521b may be maintained in an open state so that discharge can be discharged to the reservoir 1100 through the chamber 1230a and the simulation flow path 1260 sequentially.

Hereinafter, a method of operating the fall-back mode, that is, when the electronic brake system 1000 according to the first embodiment of the present invention does not operate normally, will be described.

Figure 6 is a hydraulic circuit diagram showing a state (fallback mode) in which the electronic brake system according to the first embodiment operates in an abnormal state.

Referring to FIG. 6, when the electronic brake system 1000 does not operate normally, each valve is controlled to the initial braking state, which is a non-operation method. Afterwards, when the driver presses the brake pedal 10, the master piston 1220 connected to the brake pedal 10 moves forward, and the pressurized medium contained in the master chamber 1220a is pressurized by the movement of the master piston 1220. . The pressurized medium pressurized within the master chamber 1220a is delivered to the first and second wheel cylinders 21 and 22 through the first backup passage 1610 to implement braking.

In addition, the pressurized medium pressurized in the master chamber 1220a advances the first simulation piston 1230, and the second simulation piston and the elastic members 1240 and 1250 are also advanced by the advance of the first simulation piston 1230. Moving forward, the pressurized medium accommodated in the first simulation chamber (1230a) and the pressurized medium accommodated in the second simulation chamber (1240a) travel through the third and fourth wheel cylinders (1620) and the auxiliary backup passage (1630). 23, 24) to implement braking.

When not in operation, that is, in normal times when no electrical signal is received from the electronic control unit, the first and second cut valves (1611, 1621) provided in the first and second backup passages (1610, 1620), respectively, and the first and The first to fourth inlet valves 1511a, 1511b, 1521a, and 1521b provided in the second hydraulic circuits 1510 and 1520 are in an open state, and the simulator valve 1261 of the simulation passage 1260 is closed. Since the hydraulic pressure generated in the master chamber 1220a and the first and second simulation chambers 1230a and 1240a of the integrated master cylinder 1200 can be directly transmitted to the four wheel cylinders 21, 22, 23, and 24, In addition to improving braking stability, rapid braking can be achieved.

Hereinafter, the inspection mode of the electronic brake system 1000 according to the first embodiment of the present invention will be described.

Figure 7 is a hydraulic circuit diagram showing a state in which the electronic brake system according to the first embodiment performs an inspection mode.

Referring to FIG. 7, an inspection mode can be performed to inspect the integrated master cylinder 1200 of the electronic brake system 1000 according to this embodiment for leaks. When performing the inspection mode, the electronic control unit controls the hydraulic pressure generated from the hydraulic pressure providing unit 1300 to be supplied to the first simulation chamber 1230a.

Specifically, the electronic control unit operates to advance the hydraulic piston 1320 in a state where each valve is controlled to the initial braking state, which is a non-operating method, thereby generating hydraulic pressure in the first pressure chamber 1330 and simultaneously 1 The cut valve 1611 is controlled in a closed state. Additionally, the simulator valve 1261 is controlled in a closed state, and the first and second simulation chambers 1230a and 1240a are provided in a closed state. The hydraulic pressure formed in the first pressure chamber 1330 sequentially passes through the first hydraulic passage 1401, the third hydraulic passage 1403, and the fifth hydraulic passage 1405 and is transmitted to the second hydraulic circuit 1520. In addition, the second cut valve 1621 is normally maintained in an open state, and the pressurized medium delivered to the second hydraulic circuit 1520 passes through the second backup passage 1620 to the first simulation chamber 1230a. It is delivered.

Meanwhile, for a quick inspection mode, the first inlet valve 1511a and the second inlet valve 1511b provided in the first hydraulic circuit 1510 may be switched to a closed state.

In this state, the hydraulic pressure value of the pressurized medium expected to be generated by the displacement of the hydraulic piston 1320 and the first simulation chamber 1230a measured by the pressure sensor PS1 or the second hydraulic circuit measured by the pressure sensor PS2 By comparing the hydraulic pressure values of (1520), leakage of the integrated master cylinder (1200) or simulator valve (1261) can be diagnosed. Specifically, by comparing the expected hydraulic pressure value calculated based on the displacement of the hydraulic piston 1320 or the rotation angle measured by the motor control sensor (not shown) and the actual hydraulic pressure value measured by the pressure sensors (PS1 and PS2), the two If the hydraulic pressure levels match, it can be determined that there is no leak in the integrated master cylinder 1200 or the simulator valve 1261. On the other hand, if the actual hydraulic pressure value measured by the pressure sensors (PS1, PS2) is lower than the expected hydraulic pressure value calculated based on the displacement of the hydraulic piston 1320 or the rotation angle measured by the motor control sensor (not shown), 1 Since some of the hydraulic pressure of the pressurized medium applied to the simulation chamber 1230a is lost, it is determined that a leak exists in the integrated master cylinder 1200 or the simulator valve 1261, and this can be notified to the driver.

Hereinafter, the electronic brake system 2000 according to the second embodiment of the present invention will be described. The operation of the electronic brake system (2000) according to the second embodiment of the present invention includes a normal operating mode in which various devices and valves operate normally without malfunctions or abnormalities, and a mode in which various devices and valves operate abnormally due to malfunctions or abnormalities. It may include a normal operating mode (fallback mode) and an inspection mode that determines whether a leak exists in the integrated master cylinder 2200.

In the description of the electronic brake system 2000 according to the second embodiment of the present invention described below, the electronic brake system 1000 according to the first embodiment of the present invention described above, except for cases where separate reference numerals are used and additionally described. ), the description is omitted to prevent duplication of content.

Figure 8 is a hydraulic circuit diagram showing an electronic brake system 2000 according to a second embodiment of the present invention.

Referring to FIG. 8, the first hydraulic passage 1401 and the second hydraulic passage 1402 may be provided with a first valve 1411 and a second valve 2412 that control the flow of pressurized medium, and the present invention In the second embodiment, the second valve 2412 allows only the pressurized medium flow in the direction from the second pressure chamber 1340 to the first and second hydraulic circuits 1510 and 1520, and pressurizes in the opposite direction. The medium flow can be provided with a check valve that blocks it.

In the second embodiment of the present invention, a sixth hydraulic passage 1406 connecting the first hydraulic passage 1401 and the second hydraulic passage 1402 is provided. That is, the sixth hydraulic passage 1406 may be provided to connect the front end of the first valve 1411 from the first hydraulic passage 1401 and the front end of the second valve 2414 on the second hydraulic passage 1402. A third valve 1413 that controls the flow of pressurized medium may be provided in the fourth hydraulic passage 1404. A fifth valve 2415 that controls the flow of pressurized medium may be provided in the sixth hydraulic passage 1406.

The fifth valve 2415 may be provided as a two-way valve that controls the flow of pressurized medium delivered along the sixth hydraulic passage 1406 in communication with the first and second pressure chambers 1330 and 113. The fifth valve 2415 may be a normally closed solenoid valve that is normally closed and opens when an electrical signal is received from the electronic control unit.

Figure 9 is a hydraulic circuit diagram showing a state in which the electronic brake system according to the second embodiment performs the first braking mode.

Referring to FIG. 9, in the first braking mode, the fifth valve 1413 may be maintained in a closed state to block the sixth hydraulic passage 1406. Through this, the hydraulic pressure generated in the first pressure chamber 1330 is prevented from being transmitted to the second pressure chamber 1340 through the sixth hydraulic passage 1406, thereby improving the pressure increase rate per stroke of the hydraulic piston 1320. . Therefore, rapid braking response can be achieved in the early stages of braking.

Figure 10 is a hydraulic circuit diagram showing a state in which the electronic brake system according to the second embodiment performs the second braking mode.

Referring to FIG. 10, in the second braking mode, the fifth valve 1405 is still kept closed to block the sixth hydraulic passage 1406, and the hydraulic pressure generated in the second pressure chamber 1340 is It is possible to prevent it from being transmitted to the first pressure chamber 1330 through the hydraulic oil path 1406. In the second braking mode, as in the first braking mode, the first and second cut valves 1611 and 1621 are closed, but the simulator valve 1261 is controlled to be open.

Figure 11 is a hydraulic circuit diagram showing a state in which the electronic brake system according to the second embodiment performs the third braking mode.

Referring to FIG. 11, in the third braking mode, the fifth valve 2415 is switched to the open state to open the sixth hydraulic passage 1406. Therefore, the first pressure chamber 1330 and the second pressure chamber 1340 communicate with each other and are synchronized so that the braking pressures match each other, and this can be used to reduce the load applied to the motor (not shown). This is because the third braking mode is a state in which high-pressure braking pressure is provided, so as the hydraulic piston 1320 moves forward, the hydraulic pressure in the first pressure chamber 1330 increases the force to force the hydraulic piston 1320 to move backward, and accordingly. The load applied to the motor (not shown) also increases. However, by opening the sixth hydraulic passage 1406 through control of the fifth valve 2415, the braking pressure of the first pressure chamber 1330 and the second pressure chamber 1340 are synchronized, so that the second pressure chamber 1340 Hydraulic pressure is also formed, which can reduce the load applied to the motor (not shown). In the third braking mode, as in the first and second braking modes, the first and second cut valves 1611 and 1621 are closed, but the simulator valve 1261 is controlled to be open.

Among the operating methods of the electronic brake system 2000 according to the second embodiment of the present invention, the braking mode release, abnormal operation mode, and inspection mode are the same as the operating method of the electronic brake system 1000 according to the first embodiment described above. Since they are the same, description is omitted.

Hereinafter, the electronic brake system 3000 according to the third embodiment of the present invention will be described. The operation of the electronic brake system 3000 according to the third embodiment of the present invention includes a normal operating mode in which various devices and valves operate normally without failure or abnormality, and a generator provided in the third and fourth wheel cylinders 23 and 24. Determine whether a regenerative braking mode using (not shown), an abnormal operation mode (fallback mode) in which various devices and valves operate abnormally due to failure or abnormality, and whether a leak exists in the integrated master cylinder 2200. It may include an inspection mode.

In the description of the electronic brake system 3000 according to the third embodiment of the present invention described below, the electronic brake system 2000 according to the second embodiment of the present invention described above is excluded, except for cases where additional reference numerals are used. ), the description is omitted to prevent duplication of content.

Figure 12 is a hydraulic circuit diagram showing an electronic brake system according to a third embodiment. Referring to FIG. 13, the fourth valve 3414 of the electronic brake system 3000 according to the third embodiment of the present invention is provided to perform cooperative control for the regenerative braking mode.

Meanwhile, as market demand for eco-friendly vehicles increases, hybrid vehicles with improved fuel efficiency have recently become popular. Hybrid vehicles recover kinetic energy as electrical energy while the vehicle is braking, store it in the battery, and then use the motor as an auxiliary driving source for the vehicle. Typically, hybrid vehicles use the vehicle's braking to increase energy recovery rate. During operation, energy is recovered by a generator (not shown), etc. This braking operation is called a regenerative braking mode, and in the electronic brake system 3000 according to the third embodiment of the present invention, the fourth valve 3414 is controlled to open in the normal operating mode, and the third and fourth wheels When entering the regenerative braking mode by a generator (not shown) provided in the cylinders 23 and 24, it may be converted to a closed state. A detailed description of this will be provided later with reference to FIG. 13.

Figure 13 is a hydraulic circuit diagram showing a state in which the electronic brake system 3000 according to the third embodiment of the present invention performs a regenerative braking mode including a regenerative braking mode.

In the case of the first wheel cylinder 21 and the second wheel cylinder 22 of the first hydraulic circuit 1510, the braking force desired by the driver is formed only by the hydraulic pressure of the pressurized medium by the operation of the hydraulic pressure supply device 1300. On the other hand, in the case of the third wheel cylinder 23 and the fourth wheel cylinder 24 of the second hydraulic circuit 1520 where an energy recovery device such as a generator is installed, the pressurized medium by the hydraulic pressure supply device 1300 The sum of the total braking pressure plus the braking pressure and the regenerative braking pressure by the generator must be equal to the total braking force of the first wheel cylinder 21 and the second wheel cylinder 22.

Therefore, when entering the regenerative braking mode, the braking pressure caused by the hydraulic pressure supply device 1300 applied to the third wheel cylinder 23 and the fourth wheel cylinder 24 is removed or kept constant by closing the fourth valve 3414. By maintaining and at the same time increasing the regenerative braking pressure by the generator, the total braking force of the third and fourth wheel cylinders 23 and 24 can be made equal to the braking force of the first and second wheel cylinders 21 and 22.

Specifically, referring to FIG. 13, when the driver steps on the brake pedal 10, the motor (not shown) operates to rotate in one direction, and the rotational force of the motor (not shown) provides hydraulic pressure by the power transmission unit 1330. It is transmitted to the unit 1300, and the hydraulic piston 1320 of the hydraulic pressure providing unit 1300 advances to generate hydraulic pressure in the first pressure chamber 1330. The hydraulic pressure discharged from the first pressure chamber 1330 is transmitted to each wheel cylinder 20 through the first hydraulic circuit 1510 and the second hydraulic circuit 1520 to generate braking force.

In the case of the first hydraulic circuit 1510 in which an energy recovery device such as a generator is not installed, the hydraulic pressure of the pressurized medium formed in the first pressure chamber 1330 is supplied to the first hydraulic passage 1401, the third hydraulic passage 1403, and the third hydraulic passage 1403. 4 It is sequentially transmitted through the hydraulic oil path 1404 to implement braking of the first and second wheel cylinders 21 and 22. As described above, the first valve 1411 and the third valve 1413 allow the flow of pressurized medium from the first pressure chamber 1330 to the first hydraulic circuit 1510. The hydraulic pressure of the pressurized medium formed in the first pressure chamber 1330 may be transmitted to the first hydraulic circuit 1510.

On the other hand, in the case of the second hydraulic circuit 1520 where the generator is installed, the electronic control unit detects the vehicle's speed, deceleration, etc., and when it is determined that entry into the regenerative braking mode is possible, it closes the fourth valve 3414 to stop the vehicle. The hydraulic pressure of the pressurized medium is blocked from being transmitted to the third wheel cylinder 23 and the fourth wheel cylinder 24, and regenerative braking by the generator can be implemented. Afterwards, if the electronic control unit determines that the vehicle is in a state unsuitable for regenerative braking or that the braking pressure of the first hydraulic circuit 1510 and the braking pressure of the second hydraulic circuit 1520 are different, the fourth valve ( 3414) is switched to the open state to control the hydraulic pressure of the pressurized medium to be transmitted to the second hydraulic circuit 1520, and at the same time, the braking pressure of the first hydraulic circuit 1510 and the braking pressure of the second hydraulic circuit 1520 are controlled. You can synchronize. As a result, the braking pressure or braking force applied to the first to fourth wheel cylinders 21, 22, 23, and 24 is uniformly controlled to improve the braking stability of the vehicle and prevent oversteering or understeering. This can improve the driving stability of the vehicle.

Among the operating methods of the electronic brake system 2000 according to the third embodiment of the present invention, the braking mode release, abnormal operation mode, and inspection mode are performed using the electronic brake system 1000 according to the first and second embodiments described above. Since the operation method is the same, the explanation is omitted.

1000, 2000, 3000: Electronic brake system
1100: Reservoir 1200: Integrated master cylinder
1220: master piston 1220a: master chamber
1230: first simulation piston 1230a: first simulation chamber
1240: second simulation piston 1240a: second simulation chamber
1250: elastic member 1300: hydraulic pressure supply device
1320: Hydraulic piston 1330: First pressure chamber
1340: second pressure chamber 1400, 2400: hydraulic control unit
1401: first hydraulic oil passage 1402: second hydraulic oil passage
1403: Third hydraulic oil passage 1404: Fourth hydraulic oil passage
1405: Fifth hydraulic oil passage 1406: Sixth hydraulic oil passage
1411: first valve
1412, 2412: second valve 1413: third valve
1414, 3414: fourth valve 2415: fifth valve
1510: 1st hydraulic circuit 1520: 2nd hydraulic circuit
1610: First backup flow path 1611: First cut valve
1620: Second backup flow path 1621: Second cut valve
1710: 1st reservoir euro 1260: 2nd reservoir euro
1261: simulator valve 1730: third reservoir flow path
1800: Dump control unit 1810: 1st dump flow path
1811: 1st dump check valve 1820: 2nd dump flow path
1821: Second dump check valve

Claims (23)

A reservoir in which the pressurized medium is stored;
An integrated master cylinder having a master chamber and a simulation chamber;
a reservoir passage communicating the integrated master cylinder and the reservoir;
A hydraulic piston is operated by an electrical signal output in response to the displacement of the brake pedal to generate hydraulic pressure, and a first pressure chamber is provided on one side of the hydraulic piston movably accommodated inside the cylinder block and connected to one or more wheel cylinders. and a hydraulic pressure providing unit including a second pressure chamber provided on the other side of the hydraulic piston and connected to one or more wheel cylinders;
A hydraulic control unit including a first hydraulic circuit that controls hydraulic pressure delivered to two wheel cylinders and a second hydraulic circuit that controls hydraulic pressure delivered to the other two wheel cylinders; and
An electronic control unit that controls the valves based on hydraulic pressure information and displacement information of the brake pedal,
The hydraulic control unit is
A first hydraulic passage in communication with the first pressure chamber, a second hydraulic passage in communication with the second pressure chamber, a third hydraulic passage in which the first hydraulic passage and the second hydraulic passage merge, and the first hydraulic passage in communication with the second pressure chamber. It includes a fourth hydraulic passage branched from the third hydraulic passage and connected to the first hydraulic circuit, and a fifth hydraulic passage branched from the third hydraulic passage and connected to the second hydraulic circuit,
The simulation chamber is
Comprising a first simulation chamber and a second simulation chamber,
a first backup passage connecting the master chamber and the first hydraulic circuit;
a second backup passage connecting the first simulation chamber and the second hydraulic circuit; and
An auxiliary backup passage branched from the second backup passage, one end of which communicates with the second simulation chamber, and the other end of which joins the second backup passage, and which connects the second simulation chamber and the second backup passage. brake system. According to paragraph 1,
The hydraulic control unit is
A first valve provided in the first hydraulic passage to control the flow of the pressurized medium, a second valve provided in the second hydraulic passage to control the flow of the pressurized medium, and a second valve provided in the fourth hydraulic passage to control the flow of the pressurized medium. It includes a third valve for controlling and a fourth valve provided in the fifth hydraulic passage to control the flow of pressurized medium,
The first valve is provided as a check valve that only allows the flow of pressurized medium from the first pressure chamber to the third hydraulic passage, and the second valve is provided as a solenoid valve that controls the bidirectional flow of pressurized medium, , the third valve is provided as a check valve that only allows the flow of pressurized medium from the third hydraulic passage to the first hydraulic circuit, and the fourth valve is provided from the third hydraulic passage to the second hydraulic circuit. An electronic brake system provided with a check valve that only allows the flow of pressurized media. According to paragraph 1,
The integrated master cylinder is
A master chamber, a master piston provided in the master chamber and capable of being displaced by a brake pedal, a first simulation chamber, and a pressurized medium provided in the first simulation chamber and displaced by the master piston or accommodated in the master chamber. A first simulation piston provided to be capable of being displaced by hydraulic pressure, a second simulation chamber, and provided in the second simulation chamber and provided to be capable of being displaced by displacement of the first simulation piston or hydraulic pressure of the first simulation chamber. a second simulation piston, an elastic member provided between the first simulation piston and the second simulation piston, a simulation passage connecting the first simulation chamber and the reservoir, and a flow of pressurized medium provided in the simulation passage. An electronic brake system equipped with a simulator valve that controls. According to paragraph 3,
a first cut valve provided in the first backup passage to control the flow of pressurized medium; and
It further includes a second cut valve provided in the second backup passage to control the flow of pressurized medium,
The second cut valve or the simulator valve is
An electronic brake system provided with a solenoid valve that is linearly controlled to regulate the flow rate of pressurized medium discharged from the third and fourth wheel cylinders of the second hydraulic circuit to the reservoir. According to paragraph 3,
The reservoir euro is
A first reservoir passage connecting the reservoir and the master chamber, a second reservoir passage connecting the reservoir and the first simulation chamber, and a third reservoir passage connecting the reservoir and the second simulation chamber; ,
An electronic brake system further comprising a reservoir valve provided in the second reservoir flow path and allowing only the flow of pressurized medium from the reservoir to the first simulation chamber. According to paragraph 4,
The second hydraulic circuit is
It includes third and fourth inlet valves that respectively control the flow of pressurized medium supplied to the third and fourth wheel cylinders,
The second backup flow path is
An electronic brake system provided to connect the downstream side of the fourth inlet valve and the first simulation chamber. According to paragraph 1,
It further includes a dump control unit provided between the reservoir and the hydraulic pressure providing unit to control the flow of pressurized medium,
The dump control unit
A first dump passage connecting the first pressure chamber and the reservoir, a second dump passage connecting the second pressure chamber and the reservoir, and a pump provided in the first dump passage to flow from the reservoir to the first pressure chamber. An electronic brake system including a first dump check valve that only allows the flow of pressurized medium toward the pump, and a second dump check valve provided in the second dump flow passage that only allows the flow of pressurized medium from the reservoir to the second pressure chamber. . According to paragraph 3,
The integrated master cylinder is
a first simulator spring that elastically supports the second simulation piston;
An electronic brake system further comprising a second simulator spring interposed between the first simulation piston and the second simulation piston. According to paragraph 2,
The hydraulic control unit is
An electronic brake system comprising a sixth hydraulic passage provided to connect the first and second hydraulic passages, and further comprising a fifth valve provided in the sixth hydraulic passage to control the flow of pressurized medium. According to paragraph 1,
The hydraulic control unit is
A first valve provided in the first hydraulic passage to control the flow of the pressurized medium, a second valve provided in the second hydraulic passage to control the flow of the pressurized medium, and a second valve provided in the fourth hydraulic passage to control the flow of the pressurized medium. It includes a third valve for controlling and a fourth valve provided in the fifth hydraulic passage to control the flow of pressurized medium,
The fourth valve is provided as a solenoid valve that controls the bidirectional flow of pressurized medium,
It further includes a generator provided in each of the third and fourth wheel cylinders of the second hydraulic circuit,
In the regenerative braking mode by the generator, the fourth valve is closed and the provision of hydraulic pressure to the third and fourth wheel cylinders is blocked. In the method of operating the electronic brake system according to claim 4,
In abnormal operating mode,
The first cut valve is opened to communicate with the master chamber and the first hydraulic circuit, and the simulator valve is closed and the second cut valve is opened to allow the first and second simulation chambers and the second hydraulic circuit to communicate. It communicates,
According to the pressure of the brake pedal, the pressurized medium in the master chamber is provided to the first hydraulic circuit through the first backup passage, and the pressurized medium in the first simulation chamber is supplied to the second hydraulic circuit through the second backup passage. A method of operating an electronic brake system wherein the pressurized medium in the second simulation chamber is provided to the second hydraulic circuit through the auxiliary backup passage and the second backup passage sequentially. In the method of operating the electronic brake system according to claim 6,
In the inspection mode to check for leaks in the integrated master cylinder or simulator valve,
Closing the first cut valve and the simulator valve,
The hydraulic pressure generated by operating the hydraulic pressure providing unit is sequentially provided to the first simulation chamber through the hydraulic control unit, the third inlet valve, the fourth inlet valve, and the second backup passage,
An electronic brake system that determines by comparing the hydraulic pressure value of the pressurized medium expected to occur based on the displacement of the hydraulic piston and the hydraulic pressure value of the pressurized medium measured by a pressure sensor in the first simulation chamber or the second hydraulic circuit. How it works. delete delete delete delete delete delete delete delete delete delete delete

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