Redundant dynamic braking system

Abstract

The invention relates to a redundant dynamic braking system. The redundant dynamic braking system may include: a main braking force adjusting device configured to control a hydraulic braking device of a vehicle; a receiving unit configured to receive driving information of the vehicle; an electronically controlled brake device configured to be electrically operated to generate a braking force; and an auxiliary braking force adjusting device configured to control the hydraulic braking device and the electronic control braking device in a case where a failure occurs in the main braking force adjusting device, the auxiliary braking force adjusting device is configured to control the electronically controlled brake device by adjusting a magnitude of a current applied to the electronically controlled brake device and an application time based on a target pressure estimated using the driving information.

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] The present application claims priority to Korean Patent Application No. 10-2023-0085676 filed on Jul. 3, 2023, the entire contents of which application is incorporated herein for all purposes by this reference. Technical Field

[0003] The invention relates to a redundant dynamic braking system. Background Art

[0004] The brake device is a device used to reduce or stop the speed of a moving vehicle, and can be said to be the most important device for vehicle safety. The brake device of a vehicle is a device that uses friction to convert the rotational energy of the tire wheel into heat energy to reduce the speed of the vehicle and stop the vehicle.

[0005] The vehicle's braking device is directly related to the driver's safety. If the vehicle's brake controller fails, the vehicle will not be able to drive normally. For safety reasons, auxiliary braking means (such as the engine brake) must be used to stop the vehicle.

[0006] Therefore, an auxiliary braking force regulating device is being developed which can control the braking force of the vehicle instead of the main braking force regulating device even if the main braking force regulating device of the vehicle fails, and allows the vehicle to continue and safely travel without stopping the vehicle.

[0007] The auxiliary braking force adjustment device can use a hydraulic brake device and an electronically controlled brake device (eg, an electronic parking brake (EPB)) to allow the vehicle to continue to travel safely without stopping the vehicle.

[0008] On the other hand, an electronic parking brake (e.g., electronic parking brake, EPB) responds more slowly than a hydraulic brake and is not linear in pressure and pressure reduction, and may cause problems such as vehicle spin that hinder driving stability when excessive braking force is generated.

[0009] The information contained in this background technology of the present invention is only intended to deepen the understanding of the overall background technology of the present invention, and should not be regarded as acknowledging or suggesting in any form that this information constitutes the prior art already known to those skilled in the art. Summary of the invention

[0010] Various aspects of the present invention are directed to providing a redundant dynamic braking system for shortening a braking distance and improving deceleration while ensuring driving stability of a vehicle.

[0011] According to one aspect of the present invention, a redundant dynamic braking system may include: a main braking force regulating device configured to control a hydraulic braking device of a vehicle; a receiving unit configured to receive driving information of the vehicle; an electronically controlled braking device configured to operate electrically to generate braking force; and an auxiliary braking force regulating device configured to control the hydraulic braking device and the electronically controlled braking device in the event of a failure of the main braking force regulating device, wherein the auxiliary braking force regulating device can adjust the magnitude and application time of the current applied to the electronically controlled braking device based on a target pressure estimated using driving information, thereby controlling the electronically controlled braking device.

[0012] The hydraulic braking device may include: a first hydraulic braking device, which is arranged on a group of wheels among the front wheels and the rear wheels of the vehicle; a second hydraulic braking device, which is arranged on another group of wheels among the front wheels and the rear wheels of the vehicle; the auxiliary braking force adjustment device may be configured to directly control the braking hydraulic pressure of the first hydraulic braking device in the event of a failure of the main braking force adjustment device.

[0013] The electronically controlled brake device may be provided in a wheel provided with at least a second hydraulic brake device, and the auxiliary brake force regulating device may be configured to generate a brake force using the first hydraulic brake device and the electronically controlled brake device when the main brake force regulating device fails.

[0014] The driving information may include at least one of a rotation speed of a wheel provided in the vehicle, a travel speed of the vehicle, and a stroke of a brake pedal provided in the vehicle.

[0015] The electronically controlled braking device is the Electric Parking Brake (EPB).

[0016] Assuming that the vehicle is braked using a hydraulic brake device, the target pressure may be a total brake hydraulic pressure to be generated by the hydraulic brake.

[0017] The driving information may include travel information of the brake pedal, and the target pressure may be determined according to the travel distance of the brake pedal.

[0018] The redundant dynamic braking system may further include: a storage unit storing a table including target pressures recorded according to the travel distance of the brake pedal, wherein the auxiliary braking force adjustment device may be further configured to determine the target pressure using the table including target pressures recorded according to the travel distance of the brake pedal stored in the storage unit.

[0019] The auxiliary braking force regulating device is configured to initiate redundant dynamic braking in response to the target pressure being equal to or greater than a predetermined reference target pressure, the vehicle's travel speed being less than a predetermined reference travel speed, and the wheel speed sensor and the electronically controlled brake device determining normal operation.

[0020] The auxiliary braking force adjustment device can be configured to terminate dynamic braking in response to a target pressure being less than a predetermined reference target pressure, a vehicle speed being greater than or equal to a predetermined reference speed, a wheel speed sensor or an electronically controlled braking device determining that a fault has occurred, or a vehicle being determined to be traveling on a divided road surface.

[0021] The auxiliary braking force regulating device may be configured to operate the electronically controlled brake device using at least two redundant dynamic braking modes that regulate the magnitude and application time of the current applied to the electronically controlled brake device.

[0022] The at least two redundant dynamic braking modes may include: a first redundant dynamic braking mode in which a current of a predetermined magnitude is continuously applied to the electronically controlled braking device; and a second redundant dynamic braking mode in which the current applied to the electronically controlled braking device is discontinuously applied.

[0023] The auxiliary braking force adjustment device can be configured to operate the electronically controlled braking device in a first redundant dynamic braking mode when the estimated target pressure is less than a predetermined reference pressure, and to operate the electronically controlled braking device in a second redundant dynamic braking mode when the estimated target pressure is equal to or greater than the predetermined reference pressure.

[0024] The first redundant dynamic braking mode may include a plurality of steps of differently setting a magnitude of a current applied to the electronically controlled braking device based on a target pressure.

[0025] The second redundant dynamic braking mode may include: a first process in which a current is applied to the electronically controlled braking device to a predetermined target current; and a second process in which the electronically controlled braking device is released within a predetermined release time, wherein the first process and the second process may be repeatedly performed.

[0026] According to another aspect of the present invention, a redundant dynamic braking system may include: a main braking force regulating device configured to control a hydraulic braking device of a vehicle; an electronically controlled braking device configured to operate electrically to generate braking force; a receiving unit configured to receive driving information of the vehicle; an auxiliary braking force regulating device configured to control the hydraulic braking device and the electronically controlled braking device in the event of a failure of the main braking force regulating device, and an automatic driving controller configured to control the automatic driving of the vehicle based on the driving information, wherein the auxiliary braking force regulating device may be configured to adjust the magnitude and application time of the current applied to the electronically controlled braking device based on an estimated target pressure, thereby controlling the electronically controlled braking device.

[0027] The target pressure may be estimated based on the required deceleration received from the automatic driving controller, and assuming that the vehicle is braked using a hydraulic brake device, the target pressure may be the total brake hydraulic pressure to be generated by the hydraulic brake device provided in the vehicle.

[0028] The auxiliary braking force adjustment device can be configured to operate the electronically controlled braking device using at least two redundant dynamic braking modes that adjust the magnitude and application time of the current applied to the electronically controlled braking device, wherein the at least two redundant dynamic braking modes may include: a first redundant dynamic braking mode, wherein, when the estimated target pressure is less than a preset pressure, a current having a preset magnitude is continuously applied to the electronically controlled braking device, and a second redundant dynamic braking mode, wherein, when the estimated target pressure is equal to or greater than the preset pressure, the current applied to the electronically controlled braking device is discontinuously applied.

[0029] The first redundant dynamic braking mode may include a plurality of steps of differently setting a magnitude of a current applied to the electronically controlled braking device based on a target pressure.

[0030] The second redundant dynamic braking mode may include: a first process, in which a current is applied to the electronically controlled braking device to a preset target current; and a second process, in which the electronically controlled braking device is released within a predetermined release time, wherein the first process and the second process may be repeatedly performed.

[0031] According to an exemplary embodiment of the present invention, a redundant dynamic braking system can shorten a braking distance and improve deceleration while ensuring driving stability of a vehicle by applying different redundant dynamic braking modes to control an electronically controlled braking device.

[0032] The methods and apparatus of the present invention have other features and advantages that will be apparent from, or will be described in detail in, the accompanying drawings and subsequent detailed descriptions incorporated herein, which together serve to explain the specific principles of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Figure 1 is a block diagram of a redundant dynamic braking system according to an exemplary embodiment of the present invention.

[0034] Figure 2 is a flow chart of a redundant dynamic braking system according to an exemplary embodiment of the present invention.

[0035] Figure 3 is a detailed flowchart of step S709 according to an exemplary embodiment of the present invention.

[0036] Figure 4is a detailed flowchart of step S711 according to an exemplary embodiment of the present invention.

[0037] Figure 5 is a detailed flowchart of step S713 according to an exemplary embodiment of the present invention.

[0038] Figure 6 is a diagram exemplarily showing the relationship between time and current according to the operation of the electronic control brake device.

[0039] Figure 7 2 is a diagram exemplarily illustrating the magnitude of current applied to an electronically controlled brake device over time according to an exemplary embodiment of the present invention.

[0040] It should be understood that the attached drawings are not drawn to scale, but are only appropriately simplified drawings for illustrating various features of the basic principles of the present invention. The specific design features of the present invention disclosed herein (including, for example, specific dimensions, directions, positions and shapes) will be determined in part by the specific environment in which it is to be applied and used.

[0041] In the figures, like reference numbers refer to the same or equivalent parts of the present invention throughout the several figures of the drawing. DETAILED DESCRIPTION

[0042] Reference will now be made in detail to various embodiments of the present invention, examples of which are shown in the accompanying drawings and in the following description. Although the present invention will be described in conjunction with exemplary embodiments of the present invention, it will be understood that this specification is not intended to limit the present invention to those exemplary embodiments of the present invention. On the other hand, the present invention is intended to cover not only exemplary embodiments of the present invention, but also various variant embodiments, modified embodiments, equivalent embodiments and other embodiments that may be included within the spirit and scope of the present invention as defined by the appended claims.

[0043] Hereinafter, the present invention may be variously modified and have various exemplary embodiments of the present invention, which will be described and shown in the accompanying drawings. However, the exemplary embodiments are not intended to limit the present invention. The concept of the present invention should be interpreted as extending to any variant forms, equivalent forms and alternative forms in addition to the accompanying drawings.

[0044] It should be understood that, although the terms first, second, etc. may be used to describe various elements in this article, these elements should not be limited by these terms. These terms are usually only used to distinguish one element from another element. For example, a first element may be referred to as a second element, and similarly, a second element may be referred to as a first element without departing from the scope of the present invention. The term "and / or" includes a combination of multiple items or any one of multiple items.

[0045] The terms used herein are only used to describe various exemplary embodiments and are not intended to limit the present invention. Singular forms also include plural forms, unless otherwise specified in the words. It should be further understood that when used in this article, the terms "include", "comprise", "include" and / or "include" indicate the presence of the described features, values, steps, operations, elements, and / or components but do not exclude the presence or addition of one or more other features, values, steps, operations, elements, components and / or combinations thereof.

[0046] Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as those commonly understood by those of ordinary skill in the art to which the exemplary embodiments of the present invention belong. It should be further understood that terms (e.g., as defined in commonly used dictionaries) should be interpreted as having a meaning consistent with that in the context of the relevant technology and should not be interpreted as an ideal or overly formal meaning unless so defined herein.

[0047] Hereinafter, various exemplary embodiments of the present invention will be described with reference to the accompanying drawings.

[0048] Figure 1 is a block diagram of a redundant dynamic braking system 10 according to an exemplary embodiment of the present invention.

[0049] refer to Figure 1 The redundant dynamic braking system 10 may include a main braking force adjusting device 100 , an auxiliary braking force adjusting device 200 and a receiving unit 400 .

[0050] Here, the redundant dynamic brake system 10 may be a brake system configured to generate a braking force using the auxiliary brake force regulating device 200 in the event that a failure occurs in the main brake force regulating device 100 .

[0051] When the main braking force regulating device 100 fails, the auxiliary braking force regulating device 200 may be configured to generate braking force by controlling a portion of the hydraulic brake devices 601, 602, 603, and 604 and the electronically controlled brake devices 701 and 702. The redundant dynamic brake system 10 may be a brake system for changing the magnitude of the braking force generated by the electronically controlled brake devices 701 and 702 according to the braking force required by the vehicle.

[0052] The main braking force adjustment device 100 may perform braking by receiving a signal related to a brake pedal stroke reflecting a user's braking intention via the receiving unit 400 and controlling the brake hydraulic pressures of the front and rear wheels of the vehicle.

[0053] Here, the main braking force adjusting device 100 may adjust the brake hydraulic pressure based on information such as an adjustment amount and an adjustment speed of the brake pedal through a sensor attached to the brake pedal.

[0054] The main braking force adjustment device 100 may be an integrated electric booster, but the present invention is not limited thereto.

[0055] In an exemplary embodiment of the present invention, the main braking force adjusting device 100 may include a processor.

[0056] In addition, the main braking force adjustment device 100 may include a first main hydraulic line 120, a second main hydraulic line 121, a third main hydraulic line 122, and a fourth main hydraulic line 123 connected to the front wheels and rear wheels of the vehicle. Each of the main hydraulic lines 120, 121, 122, and 123 may be connected to hydraulic brake devices 601, 602, 603, and 604 provided in the left and right wheels FL and FR of the front wheels of the vehicle and the left and right wheels RL and RR of the rear wheels of the vehicle, respectively.

[0057] Here, the hydraulic brake devices 601 , 602 , 603 , and 604 may be devices configured to adjust a brake disc or a brake drum through hydraulic pressure, thereby generating a braking force.

[0058] The main braking force adjusting device 100 may be connected to the hydraulic brake devices 601, 602, 603 and 604 via the auxiliary braking force adjusting device 200. Figure 1 The main braking force adjusting device 100 can be connected to the auxiliary braking force adjusting device 200 through the first main hydraulic pipeline 120 and the second main hydraulic pipeline 121, and the auxiliary braking force adjusting device 200 can be connected to the hydraulic brake devices 601 and 602 of the left side FR and the right side FL of the front wheels through redundant hydraulic pipelines 210 and 211.

[0059] The first main hydraulic pipeline 120 of the main braking force adjusting device 100 can be connected to the hydraulic braking device 601 on the right side FR of the front wheel through the first redundant hydraulic pipeline 210 of the auxiliary braking force adjusting device 200, and the second main hydraulic pipeline 121 of the main braking force adjusting device 100 can be connected to the hydraulic braking device 602 on the left side FL of the front wheel through the first redundant hydraulic pipeline 211 of the auxiliary braking force adjusting device 200.

[0060] In addition, the main braking force adjustment device 100 can be connected to the hydraulic brake device 603 of the rear wheel right side RR through the third main hydraulic line 122, and can be connected to the hydraulic brake 604 of the rear wheel left side RL through the fourth main hydraulic line 123.

[0061] Here, the main braking force adjusting device 100 is connected to the hydraulic brake devices 601 and 602 of the front wheels and the auxiliary braking force adjusting device 200, but the present invention is not limited thereto, and the main braking force adjusting device 100 can be connected to the hydraulic brake devices 603 and 604 of the rear wheels via the auxiliary braking force adjusting device 200, and the main braking force adjusting device 100 and the auxiliary braking force adjusting device 200 are not limited to a specific connection structure. In this case, the hydraulic brake devices 601 and 602 of the front wheels can be directly connected to the main braking force adjusting device 100.

[0062] The hydraulic brake device connected to the main brake force regulating device 100 via the auxiliary brake force regulating device 200 may be referred to as a first hydraulic brake device 601 or 602 , and the hydraulic brake device directly connected to the main brake force regulating device 100 may be referred to as a second hydraulic brake device 603 or 604 .

[0063] The auxiliary braking force regulating device 200 may be configured to determine whether the main braking force regulating device 100 fails. When the main braking force regulating device 100 fails, the auxiliary braking force regulating device 200 may be configured to control the braking force of the vehicle by replacing the main braking force regulating device 100 .

[0064] The auxiliary braking force adjustment device 200 may be connected to the first hydraulic braking devices 601 and 602 through the first redundant hydraulic lines 210 and 211 , and may be configured to control the braking hydraulic pressure of the first hydraulic braking devices 601 and 602 to generate braking force.

[0065] Furthermore, the auxiliary braking force regulating device 200 may be configured to utilize the electrically connected electronically controlled brake devices 701 and 702 to control wheels provided with the second hydraulic brake devices 603 and 604 that are not connected via hydraulic lines.

[0066] The auxiliary braking force regulating device 200 can be connected to the electronically controlled braking device 701 and the first electronically controlled braking device control line 250 on the right side of the rear wheel, and can be connected to the electronically controlled braking device 702 and the second electronic regulating device control line 251 .

[0067] The auxiliary braking force regulating device 200 may be configured to control the electronically controlled braking devices 701 and 702 provided in the rear wheels through the first electronically controlled braking device control circuit 250 and the second electronically controlled braking device control circuit 251, thereby generating a braking force. The electronically controlled braking devices 701 and 702 may be actuators including electric motors, and may be configured to generate a braking force by operating the actuators according to an electric signal. In addition, the auxiliary braking force regulating device 200 may be configured to control the magnitude and application time of the current applied to the electronically controlled braking devices 701 and 702.

[0068] Here, the electrically connected electronically controlled braking devices 701 and 702 may be an electronic parking brake (EPB).

[0069] The receiving unit 400 can receive information about the driving state of the vehicle. For example, the receiving unit 400 can receive information about the driving state, such as the travel size of the brake pedal of the vehicle, the wheel speed and wheel slip rate information of each wheel, the driving speed information of the vehicle, the failure of the wheel speed sensor, and the failure of the electronic control brake devices 701 and 702.

[0070] The receiving unit 400 can be connected to a sensor provided in the vehicle using a network provided in the vehicle to receive information about the driving state of the vehicle. For example, the receiving unit 400 can receive brake pedal travel information from a brake pedal sensor using a controller area network (CAN) network of the vehicle.

[0071] In addition, the auxiliary braking force adjustment device 200 may receive a travel signal of the brake pedal reflecting the user's braking intention through the receiving unit 400 , and may be configured to control the first hydraulic brake devices 601 and 602 to generate braking force.

[0072] The auxiliary braking force adjustment device 200 may adjust the brake hydraulic pressure of the first hydraulic brake devices 601 and 602 based on the operation information of the brake pedal received through the receiving unit 400 .

[0073] In an exemplary embodiment of the present invention, the auxiliary braking force adjusting device 200 may include a processor.

[0074] Here, the receiving unit 400 may be respectively connected to the main braking force adjusting device 100 and the auxiliary braking force adjusting device 200. The receiving unit 400 may send the received driving information to the main braking force adjusting device 100 when the main braking force adjusting device 100 operates normally, and may send the received driving information to the auxiliary braking force adjusting device 200 when a failure occurs in the main braking force adjusting device 100.

[0075] Therefore, even if the main braking force adjusting device 100 fails, the auxiliary braking force adjusting device 200 can receive the driving information through the receiving unit 400 to control the braking force.

[0076] In addition, the auxiliary braking force regulating device 200 may be connected to the main braking force regulating device 100 via the brake oil supply line 130. The auxiliary braking force regulating device 200 may receive brake oil capable of generating hydraulic pressure through a separate brake oil supply line 130, and may thereby control the hydraulic pressure.

[0077] Here, the brake oil supply line 130 is a line branched from a brake oil reservoir tank included in the main braking force adjusting device 100 , and may be a separate line for supplying brake oil to the auxiliary braking force adjusting device 200 .

[0078] However, the present invention is not limited thereto, and a separate brake oil storage tank for supplying brake oil may be provided.

[0079] The redundant dynamic braking system 10 may further include an automatic driving controller 300 and a storage unit 500 .

[0080] The automatic driving controller 300 can detect the vehicle driving condition or road condition during vehicle driving via the receiving unit 400, and use the main braking force adjustment device 100 or the auxiliary braking force adjustment device 200 to control the vehicle acceleration, deceleration and stopping.

[0081] The automatic driving controller 300 may be connected to the main braking force adjusting device 100 via a first automatic driving control line 310 , and may be connected to the auxiliary braking force adjusting device 200 via a second automatic driving control line 320 .

[0082] Therefore, when the main braking force regulating device 100 operates normally, the automatic driving controller 300 can exchange information with the main braking force regulating device 100 through the first automatic driving control line 310, thereby performing automatic driving.

[0083] In addition, even in the event of a failure of the main braking force regulating device 100, the automatic driving controller 300 can exchange information with the auxiliary braking force regulating device 200 via the second automatic driving control line 320, thereby performing automatic driving.

[0084] The automatic driving controller 300 may be a highway driving pilot (HDP), but the present invention is not limited thereto, and the automatic driving controller 300 may be a device configured to control a vehicle without driver control.

[0085] The automatic driving controller 300 may be configured to determine the required deceleration required to prevent the vehicle from colliding or driving safely based on the information received through the receiving unit 400. The automatic driving controller 300 may send the determined required deceleration to the auxiliary braking force adjustment device 200, and the auxiliary braking force adjustment device 200 may be configured to control the hydraulic brake devices 601, 602, 603 and 604 and the electronic control brake devices 701 and 702 based on the required deceleration, and may be configured to generate braking force.

[0086] Meanwhile, the redundant dynamic braking system 10 may operate even if the autopilot controller 300 is omitted.

[0087] The storage unit 500 may store a preset table. For example, the storage unit 500 may store a table in which the target pressure according to the brake pedal stroke is stored. The auxiliary braking force adjustment device 200 may be configured to determine the target pressure using the brake pedal stroke information received by the receiving unit 400 and the table stored in the storage unit 500.

[0088] Furthermore, the storage unit 500 may store a table including preset magnitudes of currents applied to the electronically controlled braking devices 701 and 702 or preset release times according to a plurality of redundant dynamic braking modes.

[0089] Here, detailed description of the target pressure, the redundant dynamic braking mode, the release time, and the stored table will be described below.

[0090] The storage unit 500 is a recording medium suitable for storing preset tables, and may include, for example, magnetic media (Magnetic Media) such as hard disks, floppy disks, and magnetic tapes, compact disk read-only memories (CD-ROMs), optical media such as digital versatile disks (DVDs), magneto-optical media such as floppy disks, flash memory or erasable programmable ROMs (EPROMs), or semiconductor memories (such as SSDs manufactured based thereon).

[0091] The components of the redundant dynamic brake system 10 may be connected to each other by wire or wirelessly to exchange information. For example, wireless communication such as Ethernet, Media Oriented Systems Transport (MOST), Flexray, Controller Area Network (CAN), Local Interconnect Network (LIN), Internet, LTE, 5G, Wi-Fi, Bluetooth, Near Field Communication (NFC), and radio frequency (RF) communications to exchange information.

[0092] Here, in addition to the above-mentioned common communication means provided in the vehicle, the main braking force adjusting device 100 and the auxiliary braking force adjusting device 200 may also be connected by additional wires.

[0093] For example, the main braking force regulating device 100 and the auxiliary braking force regulating device 200 may have two lines connected to each other: CAN and a separate wire. The main braking force regulating device 100 may send a specific signal to the auxiliary braking force regulating device 200 via CAN, and the auxiliary braking force regulating device 200 may confirm whether the main braking force regulating device 100 fails by the change of the received signal.

[0094] Furthermore, the main braking force regulating device 100 may apply a specific voltage to the auxiliary braking force regulating device 200 through an electric wire, and the auxiliary braking force regulating device 200 may be configured to determine that the main braking force regulating device 100 has failed when the received voltage drops below a specific level.

[0095] Here, the communication line for checking the fault of the main braking force regulating device 100 and the auxiliary braking force regulating device 200 may be referred to as a first fault checking line 111, and the additional wire connection line may be referred to as a second fault checking line 110. By doubly connecting the fault checking lines 110 and 111, it is possible to more clearly check whether the main braking force regulating device 100 has a fault even if one of the fault checking lines does not work properly.

[0096] On the other hand, when it is determined that the main braking force regulating device 100 has failed, the auxiliary braking force regulating device 200 may cause the vehicle to travel in a redundant dynamic braking mode that controls the braking of the vehicle.

[0097] The auxiliary braking force adjustment device 200 can be configured to control the braking force of the vehicle's front wheels FR, FL and rear wheels RR, RL using electronically controlled brake devices 701 and 702 provided in wheels provided with first hydraulic brake devices 601 and 602 and second hydraulic brake devices 603 and 604.

[0098] On the other hand, unlike the hydraulic braking devices 601, 602, 603 and 604 that immediately generate braking force based on hydraulic pressure, when the electronically controlled braking devices 701 and 702 drive the actuator based on an electrical signal to generate braking force, a braking delay may occur between the braking start signal and the generation of braking force due to the time it takes to receive the braking signal to drive the actuator.

[0099] Figure 6 is a diagram exemplarily showing the relationship between time and current according to the operation of the electronically controlled brake devices 701 and 702. Figure 6 When current is applied to the actuator, the electronically controlled brake devices 701 and 702 pass through a non-load area and enter a load area where a braking force is generated.

[0100] Here, the no-load interval is an interval generated in the process of bringing the brake pad into contact with the caliper, and may be an interval in which the electronically controlled brake devices 701 and 702 begin to perform their actions but cannot generate a braking force. The no-load interval may be caused by a gap between a piston and a brake pad provided in the electronically controlled brake devices 701 and 702 or an air gap between a brake drum and a pad.

[0101] like Figure 6As shown, the electronically controlled brake devices 701 and 702 may have a braking delay between a braking start signal and generation of braking force due to the time of receiving a braking signal to drive the actuator, and may have a slower braking response than the hydraulic brake devices 601 , 602 , 603 , and 604 .

[0102] Figure 2 is a flow chart of a redundant dynamic braking system 10 according to an exemplary embodiment of the present invention, Figure 3 is a detailed flow chart of step S709 according to an exemplary embodiment of the present invention, Figure 4 is a detailed flow chart of step S711 according to an exemplary embodiment of the present invention, Figure 5 is a detailed flowchart of step S713 according to an exemplary embodiment of the present invention.

[0103] refer to Figure 2 The auxiliary braking force adjusting device 200 can confirm whether a fault occurs in the main braking force adjusting device 100 through the first fault checking circuit 111 and the second fault checking circuit 110 (S701).

[0104] Here, the auxiliary braking force regulating device 200 may be configured to determine that a fault has occurred in the main braking force regulating device 100 even if a fault in the main braking force regulating device 100 is determined only through one of the first fault checking circuit 111 or the second fault checking circuit 110 .

[0105] When it is determined that the main braking force adjusting device 100 has failed, the auxiliary braking force adjusting device 200 may drive the vehicle in a redundant dynamic braking mode for controlling vehicle braking instead of the main braking force adjusting device 100 ( S703 ).

[0106] In the redundant dynamic braking mode, the auxiliary braking force adjustment device 200 may be configured to control the braking forces of the front and rear wheels of the vehicle using the first hydraulic braking devices 601 and 602 and the electronically controlled braking devices 701 and 702 .

[0107] The auxiliary braking force adjustment device 200 can be configured to control the braking force of the front and rear wheels of the vehicle by utilizing electronically controlled braking devices 701 and 702 electrically connected to the first hydraulic braking devices 601 and 602 connected to the auxiliary braking force adjustment device 200 via hydraulic pipelines, thereby stably maintaining the driving state.

[0108] The auxiliary braking force regulating device 200 may confirm whether the longitudinal control of the vehicle has started (S705). The auxiliary braking force regulating device 200 may confirm whether the longitudinal control of the vehicle has started by whether the driver has operated the brake pedal.

[0109] The auxiliary braking force regulating device 200 may receive the brake pedal stroke information received through the receiving unit 400, and the auxiliary braking force regulating device 200 may be configured to determine that the longitudinal control has started when the brake pedal stroke occurs.

[0110] In addition, the auxiliary braking force regulating device 200 can confirm whether the longitudinal control has started by whether there is a braking request from the automatic driving controller 300. When the auxiliary braking force regulating device 200 receives the braking request from the automatic driving controller 300, it can determine that the longitudinal control has started.

[0111] When the driver manipulates the brake pedal or there is a braking request from the automatic driving controller 300 , the auxiliary braking force adjustment device 200 may estimate a target pressure ( S707 ).

[0112] Here, the target pressure may refer to a total brake hydraulic pressure that needs to be generated by hydraulic devices provided in the vehicle in order to brake the vehicle to a desired state, assuming that all hydraulic devices provided in the vehicle operate normally.

[0113] The auxiliary braking force regulating device 200 can estimate the target pressure differently according to the subject controlling the vehicle. For example, the auxiliary braking force regulating device 200 can distinguish between a case where the vehicle is controlled by the driver as the subject controlling the vehicle and a case where the vehicle is controlled by the automatic driving controller 300 as the subject controlling the vehicle, thereby estimating the target pressure.

[0114] When the driver controls the vehicle, the auxiliary braking force adjusting device 200 may estimate the target pressure using a table regarding target pressures according to the travel distance of the brake pedal that is preset and stored in the storage unit 500 .

[0115] A table regarding target pressure according to a stroke distance of a brake pedal according to an exemplary embodiment of the present invention may be shown in Table 1 below.

[0116]

[0117]

[0118]

[0119] Here, the table regarding the target pressure according to the stroke distance of the brake pedal is a table preset through actual driving or simulation, and can be variously changed according to the vehicle type, wheel size, applied tire, etc.

[0120] In addition, for an unpreset brake pedal stroke value, the target pressure of the unpreset brake pedal stroke may be estimated using the set brake pedal stroke value and linear interpolation.

[0121] When the automatic driving controller 300 controls the vehicle, the auxiliary braking force adjustment device 200 may estimate the target pressure based on the required deceleration received from the automatic driving controller 300 .

[0122] The auxiliary braking force adjusting device 200 may estimate the target pressure using Equation 1 exemplarily expressed below.

[0123] <Equation 1>

[0124]

[0125] Here, P target is the estimated target pressure (bar), W is the weight of the vehicle (kg), R is the dynamic radius of the tire (m), TF frt is the torque factor of the front wheels (Nm / bar), TF rr is the torque factor of the rear wheels, and a is the required deceleration (m / s) received from the automatic driving controller 300 2 ). Here, the torque factor may refer to a brake torque generated when a brake hydraulic pressure of 1 bar is generated in the hydraulic brake device.

[0126] The auxiliary braking force adjustment device 200 may confirm whether the redundant dynamic braking mode activation condition is satisfied ( S709 ).

[0127] refer to Figure 3 Based on the target pressure start-up condition, the driving speed start-up condition, the failure of the wheel speed sensor, and the failure of the electronic control brake devices 701 and 702, the auxiliary braking force adjustment device 200 can confirm whether the redundant dynamic braking mode start-up condition is met.

[0128] When all conditions for starting the redundant dynamic braking mode are met, the auxiliary braking force adjustment device 200 can start the redundant dynamic braking mode.

[0129] The auxiliary braking force adjustment device 200 may confirm whether the target pressure activation condition is satisfied (S7091). When the estimated target pressure is equal to or greater than a preset target pressure (eg, 10 bar), it may be determined that the target pressure activation condition is satisfied.

[0130] Here, the preset target pressure start condition (eg, 10 bar) is a preset and stored value, and may have a size that can stably satisfy the target pressure by the first hydraulic brake devices 601 and 602 .

[0131] In addition, the preset target pressure start condition (eg, 10 bar) may be a pressure at which the first hydraulic braking devices 601 and 602 may meet the target pressure before the electronically controlled braking devices 701 and 702 are operated.

[0132] The first hydraulic brake devices 601 and 602 may generate braking force immediately, and the electronically controlled brake devices 701 and 702 may have a certain delay time before the braking force is generated.

[0133] Therefore, the first hydraulic brake devices 601 and 602 may be configured to generate a target pressure that is less than a preset target pressure start condition (eg, 10 bar) before operating the electronically controlled brake devices 701 and 702 .

[0134] In other words, at a pressure less than a preset target pressure (e.g., 10 bar), the first hydraulic brake devices 601 and 602 can generate sufficient braking force before operating the electronically controlled brake devices 701 and 702, so it may be meaningless to use the electronically controlled brake devices 701 and 702 to generate braking force.

[0135] The target pressure start condition may be set to various sizes depending on the type of vehicle.

[0136] The auxiliary braking force adjustment device 200 may confirm whether the driving speed activation condition is satisfied (S7092). When the speed of the vehicle increases above a certain speed, the stability of the vehicle may be reduced due to the limitation of the responsiveness of the electronically controlled brake devices 701 and 702.

[0137] Electronically controlled brake devices 701 and 702 may be less reactive than hydraulic brake systems 601 , 602 , 603 , and 604 , and therefore there may be a risk that electronically controlled brake devices 701 and 702 may cause vehicle rotation when the redundant dynamic braking mode is executed at a predetermined speed or higher.

[0138] Therefore, the auxiliary braking force adjustment device 200 can receive the vehicle's driving speed from the receiving unit 400, and when the received driving speed is less than a preset driving speed start condition (for example, 80 kilometers per hour (km / h)), the auxiliary braking force adjustment device 200 can execute a redundant dynamic braking mode.

[0139] Here, the preset travel speed start condition (eg, 80 km / h) is a value determined through test travel and may be set differently depending on the vehicle.

[0140] The auxiliary braking force adjustment device 200 may confirm whether the wheel speed sensor fails (S7093).

[0141] The wheel speed sensor can be used not only to estimate the vehicle's running speed but also to determine the split road surface of the redundant dynamic braking mode termination condition described below. Therefore, when the wheel speed sensor fails, the redundant dynamic braking will not be activated.

[0142] The auxiliary braking force adjustment device 200 may confirm whether a failure occurs in the electronically controlled brake devices 701 and 702 ( S7094 ).

[0143] Since the redundant dynamic brake system 10 essentially utilizes the electronically controlled brake devices 701 and 702, the redundant dynamic brake system 10 can confirm whether the electronically controlled brake devices 701 and 702 operate normally. The redundant dynamic brake system 10 can confirm whether the actuators of the electronically controlled brake devices 701 and 702 operate normally.

[0144] On the other hand, the following order can be used to determine Figure 3 The redundant dynamic braking mode start condition is shown, but the present invention is not limited thereto, and the redundant dynamic braking mode start condition can be determined by changing the judgment order of steps S7091, S7092, S7093 and S7094 or by arranging the order of the steps in parallel at the same time.

[0145] The auxiliary braking force adjustment device 200 may be configured to control braking of the vehicle in a redundant dynamic braking mode ( S711 ).

[0146] refer to Figure 4 , the auxiliary braking force adjustment device 200 may be configured to determine the redundant dynamic braking mode based on the target pressure.

[0147] According to the operation method of the electronically controlled braking devices 701 and 702, the redundant dynamic braking mode may include at least two redundant dynamic control modes. Here, one redundant dynamic control mode may be referred to as a first redundant dynamic control mode, and the other redundant dynamic control mode may be referred to as a second redundant dynamic control mode.

[0148] The first redundant dynamic control mode may uniformly control the wheels provided with the electronically controlled braking devices 701 and 702 by applying a constant current to the actuators of the electronically controlled braking devices 701 and 702 .

[0149] The second redundant dynamic control mode may include a first process of applying current to the actuators of the electronically controlled brake devices 701 and 702 to a target current, and a second process of releasing the electronically controlled brake devices 701 and 702 within a predetermined release time after the applied current reaches the target current.

[0150] For example, the second redundant dynamic control mode may be configured to control the electronically controlled braking devices 701 and 702 using preset and stored target currents and release times. The preset target currents and release times may be shown in Table 2 below.

[0151]

[0152]

[0153] The second redundant dynamic control mode can increase the current applied to the electronically controlled braking devices 701 and 702 to 3.5A (first process), and release the electronically controlled braking devices 701 and 702 for 100ms when the current reaches 3.5A (second process), and the first process and the second process can be repeated to generate braking force.

[0154] In the first redundant dynamic control mode, when the braking force is generated by controlling the electronically controlled brake devices 701 and 702 at a higher current, there may be a problem of reducing the stability of the vehicle due to rotation of the vehicle or the like.

[0155] Therefore, when a higher current needs to be applied to the electronically controlled braking devices 701 and 702, the auxiliary braking force adjustment device 200 can repeat the process of running to the target current and releasing the electronically controlled braking devices 701 and 702 (as in the second redundant dynamic control mode), thereby ensuring sufficient braking force and ensuring the stability of the vehicle.

[0156] The auxiliary braking force adjustment device 200 may select one of the first redundant dynamic control mode and the second redundant dynamic control mode based on a first reference pressure that is preset for the estimated target pressure ( S7111 , S7112 ).

[0157] When the estimated target pressure is greater than the first reference pressure, the auxiliary braking force adjustment device 200 can be configured to control the braking of the vehicle in the second redundant dynamic control mode. That is, the auxiliary braking force adjustment device 200 can use the second redundant dynamic control mode to ensure sufficient braking force while maintaining the stability of the vehicle.

[0158] When the estimated target pressure is less than a predetermined first reference pressure, the auxiliary braking force regulating device 200 may be configured to generate a braking force of the vehicle in the first redundant dynamic braking mode.

[0159] The first redundant dynamic braking mode may include a plurality of steps based on the target pressure, and the magnitude of the current applied in each step may be set differently.

[0160] Reference again Figure 4When the estimated target pressure is less than the predetermined first reference pressure, the auxiliary braking force adjusting device 200 may confirm whether the estimated target pressure is greater than a preset second reference pressure (S7113).

[0161] When the estimated target pressure is greater than the preset second reference pressure, the auxiliary braking force adjustment device 200 may be configured to generate a braking force of the vehicle in the first redundant dynamic braking mode of the third step ( S7114 ).

[0162] When the estimated target pressure is less than the preset second reference pressure, the auxiliary braking force adjusting device 200 may confirm whether the estimated target pressure is greater than a preset third reference pressure ( S7115 ).

[0163] When the estimated target pressure is greater than the preset third reference pressure, the auxiliary braking force adjustment device 200 may be configured to generate a braking force of the vehicle in the first redundant dynamic braking mode of the second step ( S7116 ).

[0164] When the estimated target pressure is less than the preset third reference pressure, the auxiliary braking force adjustment device 200 may be configured to generate a braking force of the vehicle in the first redundant dynamic braking mode of the first step ( S7117 ).

[0165] Here, the auxiliary braking force adjustment device 200 can be configured to control the electronically controlled brake devices 701 and 702 using a table that pre-sets the current value to be applied to the electronically controlled brake devices 701 and 702 for each step. The table that pre-sets the current value to be applied to the electronically controlled brake devices 701 and 702 for each step can be shown in Table 3 below.

[0166]

[0167]

[0168] A table having current values ​​to be applied to the electronically controlled braking devices 701 and 702 for each step shown in Table 3 may be stored in the storage unit 500 , and the auxiliary braking force adjustment device 200 may be configured to control the electronically controlled braking devices 701 and 702 using the table stored in the storage unit 500 .

[0169] In other words, when the estimated target pressure is less than a preset first reference pressure (eg, 85 bar), the auxiliary braking force regulating device 200 may be configured to generate the braking force of the vehicle in the first redundant dynamic braking mode constituted by the third step.

[0170] When the estimated target pressure is less than a preset first reference pressure (eg, 85 bar), the auxiliary braking force regulating device 200 may confirm whether the estimated target pressure is greater than a preset second reference pressure (eg, 60 bar).

[0171] When the estimated target pressure is greater than a preset second reference pressure (e.g., 60 bar), the auxiliary braking force adjustment device 200 can apply the third step of the first redundant dynamic braking mode and control a preset third level current (e.g., 3 amperes (A)) to be constantly generated in the electronically controlled braking devices 701 and 702.

[0172] When the estimated target pressure is less than a preset second reference pressure (eg, 60 bar), the auxiliary braking force regulating device 200 may confirm whether the estimated target pressure is greater than a preset third reference pressure (eg, 40 bar).

[0173] When the estimated target pressure is greater than a preset third reference pressure (e.g., 40 bar), the auxiliary braking force adjustment device 200 can apply the second step of the first redundant dynamic braking mode and control the electronically controlled braking devices 701 and 702 to constantly generate a preset second-level current (e.g., 2 amperes (A)).

[0174] When the estimated target pressure is less than a preset third reference pressure (e.g., 40 bar), the auxiliary braking force adjustment device 200 can apply the first step of the first redundant dynamic braking mode and control the electronically controlled braking devices 701 and 702 to constantly generate a preset first-level current (e.g., 1 ampere (A)).

[0175] The redundant dynamic braking system according to the exemplary embodiment of the present invention can selectively apply the first redundant dynamic braking mode and the second redundant dynamic braking mode based on the target pressure, using the electronically controlled braking devices 701 and 702 to ensure sufficient braking force while maintaining the stability of the vehicle.

[0176] In addition, the redundant dynamic braking system according to the exemplary embodiment of the present invention can adjust the current applied to the first redundant dynamic braking mode based on the target pressure, impart linearity to the braking force generated by the electronically controlled braking devices 701 and 702, and improve the responsiveness of the hydraulic braking devices 601, 602, 603 and 604.

[0177] The auxiliary braking force adjustment device 200 may confirm whether the redundant dynamic braking mode termination condition is satisfied ( S713 ).

[0178] refer to Figure 5The redundant dynamic braking mode termination condition may be determined based on the target pressure termination condition, the driving speed termination condition, the failure of the wheel speed sensor, the failure of the electronically controlled braking devices 701 and 702, and the road conditions during vehicle driving.

[0179] When any one of the conditions for terminating the redundant dynamic braking mode is satisfied, the auxiliary braking force regulating device 200 may terminate the redundant dynamic braking mode.

[0180] The auxiliary braking force regulating device 200 may confirm whether the target pressure termination condition is satisfied (S7131). The auxiliary braking force regulating device 200 may be configured to determine that the target pressure termination condition is satisfied when the estimated target pressure is less than a preset target pressure termination condition (eg, 10 bar).

[0181] Here, the preset target pressure end condition (eg, 10 bar) is a preset and stored value, and may have a size that can stably satisfy the target pressure by the first hydraulic brake devices 601 and 602 .

[0182] Under a pressure less than a preset target pressure (eg, 10 bar), the first hydraulic brake devices 601 and 602 may generate sufficient braking force before the electronically controlled brake devices 701 and 702 are operated, so it may be meaningless to generate braking force using the electronically controlled brake devices 701 and 702 .

[0183] Therefore, the preset target pressure end condition may be set to have the same magnitude as the target pressure start condition, thereby preventing the electronically controlled braking devices 701 and 702 from operating unnecessarily.

[0184] However, the present invention is not limited thereto, and the preset target pressure termination condition may be set to have a size different from that of the target pressure start condition. For example, when the estimated target pressure fluctuates under the target pressures of the preset target pressure start condition and the preset target pressure termination condition, the redundant dynamic control mode may be repeatedly started and terminated. By setting the preset target pressure termination condition to a size smaller than the target pressure start condition, the redundant dynamic control mode may not frequently repeat the start operation and the termination operation under the preset target pressure.

[0185] The auxiliary braking force adjustment device 200 may confirm whether the driving speed termination condition is satisfied (S7132). When the vehicle is driving in the dynamic braking mode, if the driving speed is equal to or greater than a certain speed, the driving stability may be reduced due to the vehicle spinning or the like.

[0186] Therefore, the auxiliary braking force adjustment device 200 can receive the vehicle's driving speed from the receiving unit 400 and check whether the received driving speed is equal to or greater than a preset driving speed termination condition (e.g., 80 kilometers per hour (km / h)), thereby terminating the redundant dynamic braking mode.

[0187] Here, the preset travel speed termination condition (eg, 80 km / h) is a value determined through test travel and may be set differently depending on the vehicle.

[0188] The auxiliary braking force adjustment device 200 may confirm whether a malfunction occurs in the wheel speed sensor (S7133).

[0189] The wheel speed sensor can be used not only to estimate the driving speed of the vehicle, but also to determine a split road surface. Here, the auxiliary braking force adjustment device 200 can be configured to determine the road surface on which the vehicle is traveling as a split road surface when the speed difference between the wheels arranged on the left and right sides of the vehicle is equal to or greater than a preset value. When the vehicle is traveling on a split road surface, the driving stability of the vehicle may be significantly reduced due to the rotation of the vehicle, etc. Therefore, when the wheel speed sensor used to determine the split road surface fails, the auxiliary braking force adjustment device 200 will not initiate redundant dynamic braking.

[0190] The auxiliary braking force regulating device 200 can confirm whether the electronic control brake devices 701 and 702 have failed (S7134). The redundant dynamic brake system 10 essentially utilizes the electronic control brake devices 701 and 702, so it is checked whether the electronic control brake devices 701 and 702 are operating normally. The auxiliary braking force regulating device 200 can confirm whether the actuators of the electronic control brake devices 701 and 702 are operating normally.

[0191] The auxiliary braking force adjustment device 200 may confirm whether the road condition is a divided road (S7135).

[0192] Here, the divided road surface may be a road surface where the difference in the size of wheel slip generated between the left and right wheels of the vehicle is equal to or greater than a specific size. When the vehicle travels in the redundant dynamic braking mode on the divided road surface, the driving stability may be reduced due to the rotation of the vehicle, etc. Therefore, when the road condition is identified as a divided road surface, the auxiliary braking force adjustment device 200 may terminate the redundant dynamic braking mode.

[0193] When any one of the conditions for terminating the redundant dynamic braking mode is satisfied, the auxiliary braking force regulating device 200 may terminate the redundant dynamic braking mode.

[0194] On the other hand, the following order may be used to determine the Figure 5 The redundant dynamic braking mode termination condition is shown, but the present invention is not limited to this, and the redundant dynamic braking mode termination condition can be determined by changing the judgment order of steps S7131, S7132, S7133, S7134 and S7135 or by arranging the order of the steps in parallel.

[0195] When the condition for terminating the redundant dynamic braking mode is not satisfied, the auxiliary braking force adjustment device 200 may drive the vehicle in the redundant dynamic braking mode, and may confirm whether the longitudinal control is terminated ( S715 ).

[0196] The auxiliary braking force regulating device 200 may receive the brake pedal stroke information received through the receiving unit 400, and when the brake pedal stroke occurs, may determine that the longitudinal control has been terminated.

[0197] In addition, the auxiliary braking force regulating device 200 may confirm whether the longitudinal control is terminated according to whether there is a braking request from the automatic driving controller 300. When no braking request is received from the automatic driving controller 300, the auxiliary braking force regulating device 200 may be configured to determine that the longitudinal control has been terminated.

[0198] When the redundant dynamic braking mode termination condition is satisfied, the auxiliary braking force adjustment device 200 may release the electronically controlled braking devices 701 and 702 ( S717 ).

[0199] Generally, since the electronically controlled brake devices 701 and 702 are not provided with a stroke sensor, the exact position of the plate generating the braking force in the electronically controlled brake devices 701 and 702 may be unknown. Therefore, the electronically controlled brake devices 701 and 702 may be restored to a fully released state, thereby easily controlling the electronically controlled brake devices 701 and 702 in the future and preventing the occurrence of drag.

[0200] Figure 7 is a diagram exemplarily showing the magnitude of current applied to the electronically controlled braking devices 701 and 702 over time according to an exemplary embodiment of the present invention.

[0201] refer to Figure 7 As shown in the graph of , the first redundant dynamic braking mode may be a mode of constantly applying a preset current to the electronically controlled braking devices 701 and 702 in each step.

[0202] For example, the first redundant dynamic braking mode may have three steps, in the first step, a current of 1 ampere (A) may be constantly applied, in the second step, a current of 2 amperes may be constantly applied, and in the third step, a current of 3 amperes may be constantly applied.

[0203] In the first redundant dynamic braking mode, when the current value applied to the electronically controlled braking devices 701 and 702 reaches a preset current value of each step, the corresponding current value may be maintained.

[0204] Reference again Figure 7 In the second redundant dynamic braking mode, when the current value reaches a preset target current (eg, 3.5 amperes (A)), no current may be applied within a preset release time (eg, 100 ms (eg, milliseconds)).

[0205] The second redundant dynamic braking mode may include a first process of increasing the current applied to the electronically controlled braking devices 701 and 702 to a preset target current (e.g., 3.5 amperes (A)), and a second process of not applying current within a preset release time after the current applied to the electronically controlled braking devices 701 and 702 reaches the preset target current (e.g., 3.5 amperes (A)), and the first process and the second process may be repeatedly performed.

[0206] When a high current is continuously applied to the electronically controlled brake devices 701 and 702 in the first redundant dynamic braking mode, the driving stability of the vehicle may be reduced due to excessive wheel slippage and the like.

[0207] Therefore, when it is necessary to continuously apply a higher current to the electronically controlled braking devices 701 and 702, the current can be repeatedly applied with a preset release time as in the second redundant dynamic braking mode, so as to generate sufficient braking force through the electronically controlled braking devices 701 and 702 while ensuring the driving stability of the vehicle.

[0208] The method according to the exemplary embodiment of the present invention can be implemented in the form of program instructions, which can be executed by various computer devices and can be recorded on a computer-readable medium. The computer-readable medium can include program instructions, data files, and data structures alone or in combination. The program instructions recorded on the computer-readable medium can be specially designed and configured for the present invention, or can be known and usable by computer software technicians in the field.

[0209] Examples of computer-readable media include hardware devices configured to store and execute program instructions, such as ROM, RAM, and flash memory. Examples of program instructions include, for example, machine language codes generated by a compiler and high-level language codes that can be executed by a computer using an interpreter, etc. The above-mentioned hardware devices can be configured to run together with at least one software module to perform the operations of the present invention, and vice versa.

[0210] In addition, terms related to control devices (e.g., "controller", "control device", "control unit", "control device", "control module" or "server", etc.) refer to hardware devices including memory and processors, and the processor is configured to execute one or more steps interpreted as algorithm structures. The memory stores the algorithm steps, and the processor executes the algorithm steps to perform one or more processes of the method according to various exemplary embodiments of the present invention. The control device according to the exemplary embodiment of the present invention can be implemented by a non-volatile memory and a processor, the non-volatile memory is configured to store algorithms for controlling the operation of various components of the vehicle or data about software commands for executing the algorithm, and the processor is configured to perform the above operations using data stored in the memory. The memory and the processor can be separate chips. Alternatively, the memory and the processor can be integrated in a single chip. The processor can be implemented as one or more processors. The processor may include various logic circuits and operation circuits, may be configured to process data according to a program provided from the memory, and may be configured to generate a control signal according to the processing result.

[0211] The control device may be at least one microprocessor operated by a predetermined program, which may include a series of commands for executing the methods included in the aforementioned various exemplary embodiments of the present invention.

[0212] The above invention can also be implemented as a computer-readable code on a computer-readable recording medium. A computer-readable recording medium is any data storage device that can store data that can be subsequently read by a computer system and can store and execute program instructions that can be subsequently read by a computer system. Examples of computer-readable recording media include hard disk drives (HDDs), solid-state disks (SSDs), silicon disk drives (SDDs), read-only memories (ROMs), random access memories (RAMs), CD-ROMs, magnetic tapes, floppy disks, optical data storage devices, etc., and implementations as carrier waves (e.g., transmissions over the Internet). Examples of program instructions include machine language codes, such as those generated by a compiler, and high-level language codes that can be executed by a computer using an interpreter, etc.

[0213] In various exemplary embodiments of the present invention, each of the above-described operations may be performed by a control device, and the control device may be configured by a plurality of control devices or an integrated single control device.

[0214] In various exemplary embodiments of the present invention, the memory and the processor may be provided as one chip, or provided as separate chips.

[0215] In various exemplary embodiments of the present invention, the scope of the present invention includes software or machine-executable commands (e.g., operating systems, applications, firmware, programs, etc.) for enabling the steps of methods according to the various embodiments to be executed on a device or computer, including non-transitory computer-readable media on which such software or commands are stored and can be executed on the device or computer.

[0216] In various exemplary embodiments of the present invention, the control device may be implemented in the form of hardware or software, or may be implemented in a combination of hardware and software.

[0217] Furthermore, terms such as “unit”, “module” and the like included in the specification mean a unit for processing at least one function or step, which can be implemented by hardware, software or a combination thereof.

[0218] For ease of interpretation and accurate definition in the appended claims, the terms "upper", "lower", "inner", "outer", "upper", "lower", "upward", "downward", "front", "rear", "rear", "inner", "external", "inwardly", "outwardly", "inner", "outer", "inner", "external", "forward" and "rearward" are used with reference to the features of the exemplary embodiments shown in the figures to describe the location of such features. It will be further understood that the term "connected" or its derivatives refer to both direct and indirect connections.

[0219] The term "and / or" may include a combination of a plurality of related listed items or any one of a plurality of related listed items. For example, "A and / or B" includes all three cases, for example, "A", "B" and "A and B".

[0220] In this specification, a singular expression includes a plural expression unless the context clearly indicates otherwise.

[0221] In an exemplary embodiment of the present invention, “at least one of A and B” may refer to “at least one of A or B” or “at least one of a combination of at least one of A and B”. Furthermore, “one or more of A and B” may refer to “one or more of A or B” or “one or more of a combination of one or more of A and B”.

[0222] In the exemplary embodiments of the present invention, it should be understood that terms such as "include" or "have" are intended to indicate the presence of features, values, steps, operations, elements, parts, or a combination thereof described in the specification, and do not exclude the possibility of adding or existing one or more other features, values, steps, operations, elements, parts, or a combination thereof.

[0223] For the purpose of illustration and description, the foregoing description of specific exemplary embodiments of the present invention has been presented. These descriptions are not intended to be exhaustive, nor are they intended to limit the present invention to the precise form disclosed, and it is apparent that many modifications and changes are possible in light of the above teachings. The exemplary embodiments are selected and described to explain the specific principles of the present invention and their practical applications, so that other technicians in the field can realize and utilize various exemplary embodiments of the present invention and various alternative forms and modifications thereof. The scope of the present invention is intended to be limited by the appended claims and their equivalents.

Claims

1. A redundant dynamic braking system, comprising: a primary brake force regulating device configured to control a hydraulic brake device of the vehicle; A receiving unit configured to receive driving information of a vehicle; an electronically controlled brake device configured to operate electrically to generate a braking force; as well as The auxiliary brake force regulating device is configured to control the hydraulic brake device and the electronically controlled brake device in the event of a failure of the main brake force regulating device. The auxiliary braking force adjustment device is configured to adjust the magnitude and application time of the current applied to the electronically controlled braking device based on the target pressure estimated using the driving information, thereby controlling the electronically controlled braking device.

2. The redundant dynamic braking system according to claim 1, wherein: The hydraulic brake device comprises: A first hydraulic brake device is provided on a group of front wheels and rear wheels of the vehicle; a second hydraulic brake device provided on another set of wheels among the front wheels and the rear wheels of the vehicle; The auxiliary braking force regulating device is further configured to directly control the brake hydraulic pressure of the first hydraulic brake device in the event of a failure of the main braking force regulating device.

3. The redundant dynamic braking system of claim 2, wherein: The electronically controlled brake device is arranged in another set of wheels provided with a second hydraulic brake device, The auxiliary braking force regulating device is configured to generate braking force by using the first hydraulic braking device and the electronically controlled braking device in the event of a failure of the main braking force regulating device.

4. The redundant dynamic braking system of claim 1, wherein: The driving information includes at least one of a rotation speed of a wheel provided in the vehicle, a travel speed of the vehicle, and a stroke of a brake pedal provided in the vehicle.

5. The redundant dynamic braking system of claim 1, wherein: The electronically controlled brake device is an electronic parking brake.

6. The redundant dynamic braking system of claim 1, wherein: Assuming that the vehicle is braked using a hydraulic brake device, the target pressure is the total brake fluid pressure to be generated by the hydraulic brake.

7. The redundant dynamic braking system of claim 1, wherein: The driving information includes brake pedal travel information, The target pressure is determined according to the travel distance of the brake pedal.

8. The redundant dynamic braking system of claim 7, further comprising: a storage unit storing a table including target pressures recorded according to travel distances of the brake pedal, The auxiliary braking force regulating device is further configured to determine the target pressure by using a table stored in the storage unit, which table includes target pressures recorded according to the travel distance of the brake pedal.

9. The redundant dynamic braking system of claim 1, wherein: The auxiliary braking force adjustment device is further configured to initiate redundant dynamic braking in response to the target pressure being equal to or greater than a predetermined reference target pressure, the vehicle's travel speed being less than a predetermined reference travel speed, and the wheel speed sensor and the electronically controlled brake device being determined to be operating normally.

10. The redundant dynamic braking system of claim 1, wherein: The auxiliary braking force adjustment device is further configured to terminate dynamic braking in response to a target pressure being less than a predetermined reference target pressure, a vehicle speed being greater than or equal to a predetermined reference speed, a wheel speed sensor or an electronically controlled braking device being determined to have failed, or a vehicle being determined to be traveling on a divided road surface.

11. The redundant dynamic braking system of claim 1 , wherein: The auxiliary braking force adjustment device is further configured to operate the electronically controlled braking device using at least two redundant dynamic braking modes for adjusting the magnitude and application time of the current applied to the electronically controlled braking device.

12. The redundant dynamic braking system of claim 11, wherein: The at least two redundant dynamic braking modes include: a first redundant dynamic braking mode, wherein a predetermined magnitude of current is continuously applied to the electronically controlled braking device; and A second redundant dynamic braking mode in which the current applied to the electronically controlled braking device is not continuously applied.

13. The redundant dynamic braking system of claim 12, wherein: The auxiliary braking force adjustment device is further configured as follows: In response to the estimated target pressure being less than a predetermined reference pressure, operating the electronically controlled brake device in a first redundant dynamic braking mode, In response to the estimated target pressure being equal to or greater than a predetermined reference pressure, the electronically controlled brake device is operated in a second redundant dynamic braking mode.

14. The redundant dynamic braking system of claim 12, wherein: The first redundant dynamic braking mode includes a plurality of steps of differently setting a magnitude of a current applied to an electronically controlled braking device based on a target pressure.

15. The redundant dynamic braking system of claim 12, wherein: The second redundant dynamic braking mode includes: A first process, in which a current is applied to the electronically controlled brake device to a predetermined target current; and a second process, in which the electronically controlled brake device is released within a predetermined release time, The first process and the second process are repeatedly performed.

16. A redundant dynamic braking system comprising: a primary brake force regulating device configured to control a hydraulic brake device of the vehicle; an electronically controlled brake device configured to operate electrically to generate a braking force; A receiving unit configured to receive driving information of a vehicle; an auxiliary brake force regulating device configured to control the hydraulic brake device and the electronically controlled brake device in the event of a failure of the main brake force regulating device, and an autonomous driving controller configured to control the autonomous driving of the vehicle based on the driving information, The auxiliary braking force adjustment device is configured to adjust the magnitude and application time of the current applied to the electronically controlled braking device based on the estimated target pressure, thereby controlling the electronically controlled braking device.

17. The redundant dynamic braking system of claim 16, wherein: The target pressure is estimated based on the requested deceleration received from the autopilot controller, Here, assuming that the vehicle is braked by a hydraulic brake device, the target pressure is a total brake hydraulic pressure to be generated by the hydraulic brake device provided in the vehicle.

18. The redundant dynamic braking system of claim 16, wherein: The auxiliary braking force adjustment device is further configured to operate the electronically controlled braking device using at least two redundant dynamic braking modes for adjusting the magnitude and application time of the current applied to the electronically controlled braking device, The at least two redundant dynamic braking modes include: a first redundant dynamic braking mode, in which, in response to the estimated target pressure being less than a preset pressure, a current having a preset magnitude is continuously applied to the electronically controlled braking device, and A second redundant dynamic braking mode in which, in response to the estimated target pressure being equal to or greater than a preset pressure, the current applied to the electronically controlled brake device is discontinuously applied.

19. The redundant dynamic braking system of claim 18, wherein: The first redundant dynamic braking mode includes a plurality of steps of differently setting a magnitude of a current applied to an electronically controlled braking device based on a target pressure.

20. The redundant dynamic braking system of claim 18, wherein: The second redundant dynamic braking mode includes: A first process, in which a current is applied to the electronically controlled brake device to a preset target current; and a second process, in which the electronically controlled brake device is released within a predetermined release time, The first process and the second process are repeatedly performed.

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