Braking equipment for vehicles

Abstract

The present disclosure relates to a brake device for a vehicle. According to an embodiment, the brake device for a vehicle has an advantage in that it ensures reliability of a pedal stroke sensor and backup braking performance, making it possible to prevent a problem in which the braking performance of the vehicle has errors while the vehicle is traveling.

Description

Technical Field

[0001] The present disclosure relates to a brake device for a vehicle. Background Art

[0002] The content described in this section merely provides background information related to the present disclosure and may not constitute prior art.

[0003] An electronic control unit (ECU) installed in a vehicle appropriately controls the driving force of each wheel to prevent the vehicle from being thrown out due to low-friction road surfaces during acceleration, deceleration, or cornering. There are various methods for controlling the driving force, such as a method of distributing the braking force using brake hydraulic pressure or a method of controlling engine torque.

[0004] The advantage of brake-by-wire technology in braking systems is that it eliminates the mechanical connection between the brake pedal and the brake force generator and uses electrical signals, resulting in a fast braking system response. However, eliminating the mechanical connection between the brake pedal and the brake force generator can lead to several problems. For example, if an error occurs in the sensor that detects the amount of brake pedal depression, or in the signal transmission unit that transmits the sensor signal to the controller, the brake system may not operate, potentially causing an accident while the vehicle is moving. Summary of the Invention

[0005] According to at least one aspect, the present disclosure provides a braking device for a vehicle, which is used to brake the vehicle based on the amount of depression of the brake pedal, the braking device including: a first pedal travel sensor, which senses the depression of the brake pedal; a first signal transmission unit and a second signal transmission unit, which are configured to transmit signals sensed by the first pedal travel sensor; a main control unit, which uses the signal received from the first signal transmission unit to calculate the first depression amount and control the braking of the vehicle; a main braking unit, which is configured to receive a control signal from the main control unit and provide braking force to the vehicle; a secondary control unit, which is configured to calculate the second depression amount using the signal received from the second signal transmission unit; a secondary braking unit, which is configured to receive a control signal from the secondary control unit and provide braking force to the vehicle; and a monitoring communication unit, which is configured to transmit and receive information about the first depression amount and the second depression amount between the main control unit and the secondary control unit.

[0006] According to another aspect, the present disclosure provides a braking device for a vehicle, which is used to brake the vehicle based on the amount of depression of the brake pedal, the braking device comprising: a first pedal travel sensor and a second pedal travel sensor, the first pedal travel sensor and the second pedal travel sensor sensing the amount of depression of the brake pedal; a first signal transmission unit and a second signal transmission unit, the first signal transmission unit and the second signal transmission unit being configured to transmit a signal sensed by the first pedal travel sensor; a third signal transmission unit, the third signal transmission unit being configured to transmit a signal sensed by the second pedal travel sensor; a main control unit, which uses the signal received from the first signal transmission unit to calculate the calculating a first depression amount and calculating a second depression amount using a signal received from the second signal transmission unit, thereby controlling the braking of the vehicle based on the first depression amount or the second depression amount; a main brake unit, which is configured to receive a control signal from the main control unit and provide a braking force to the vehicle; a secondary control unit, which is configured to calculate a third depression amount using a signal received from the third signal transmission unit; a secondary brake unit, which is configured to receive a control signal from the secondary control unit and provide a braking force to the vehicle; and a monitoring communication unit, which is configured to transmit and receive information about the first to third depression amounts between the main control unit and the secondary control unit. BRIEF DESCRIPTION OF THE DRAWINGS

[0007] Figure 1 is a schematic diagram showing a brake apparatus for a vehicle according to a first embodiment of the present disclosure.

[0008] Figure 2 is a schematic diagram illustrating a brake apparatus for a vehicle according to a second embodiment of the present disclosure.

[0009] Figure 3 is a schematic diagram illustrating a brake apparatus for a vehicle according to a third embodiment of the present disclosure. DETAILED DESCRIPTION

[0010] In view of the above circumstances, a brake apparatus for a vehicle according to an embodiment of the present disclosure includes a backup controller, so that the stability of the brake apparatus in which the brake-by-wire technology is implemented can be improved.

[0011] The brake apparatus for a vehicle according to the embodiment of the present disclosure implements a multiplexed configuration of the pedal stroke sensor and the signal transmission unit, so that the reliability of the pedal stroke sensor can be ensured.

[0012] The brake apparatus for a vehicle according to an embodiment of the present disclosure may ensure backup braking performance through a failure detection logic of a pedal stroke sensor.

[0013] Problems to be solved by the present disclosure are not limited to the above-mentioned problems, and other problems not mentioned will be clearly understood by those skilled in the art from the following description.

[0014] Hereinafter, some exemplary embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. In the following description, the same reference numerals preferably represent the same elements, even though the elements are shown in different drawings. In addition, in the following description of some embodiments, for the purpose of clarity and brevity, detailed descriptions of known functions and configurations incorporated therein will be omitted.

[0015] In addition, various terms such as first, second, A, B, (A), (B), etc. are only used to distinguish one component from another, and do not imply or suggest the nature, order, or sequence of the components. Throughout the specification, when a part "includes" or "contains" a component, the part means that other components are also included, and other components are not excluded unless there is a specific description to the contrary. Terms such as "unit" and "module" refer to one or more units for processing at least one function or operation, which can be implemented by hardware, software, or a combination thereof.

[0016] Figure 1 : is a schematic diagram showing a braking device for a vehicle according to a first embodiment of the present disclosure. Figures 1 to 3 In the figure, the dotted line represents the transmission of the signal, and the solid line represents the transmission of the hydraulic pressure.

[0017] Reference Figure 1 The vehicle brake system according to the first embodiment may include all or some of the first pedal travel sensor 20, the first signal transmission unit 21, the second signal transmission unit 22, the main control unit 40, the main brake unit 50, the secondary control unit 60, and the secondary brake unit 70. The vehicle brake system according to the present disclosure may be applied to a brake-by-wire system. However, the present disclosure is not limited thereto and the vehicle brake system according to the present disclosure may be applied to a case where a mechanical connection structure is provided between the brake pedal 10 and the brake unit.

[0018] The first pedal stroke sensor 20 detects the depression amount of the brake pedal 10. Information on the depression amount of the brake pedal 10 sensed by the first pedal stroke sensor 20 is transmitted using a first signal transmission unit 21 and a second signal transmission unit 22. The first signal transmission unit 21 and the second signal transmission unit 22 may transmit the signal of the first pedal stroke sensor 20 using a controller area network (CAN) communication in the vehicle.

[0019] The main control unit 40 uses the signal containing information about the depression amount received from the first signal transmission unit 21 to calculate the first depression amount. The main control unit 40 controls the braking of the vehicle. In the absence of errors in the vehicle's braking system, the main control unit 40 can use the main brake unit 50 to control the first to fourth wheel brakes W1, W2, W3 and W4. In other words, the main control unit 40 can use the first depression amount to calculate the braking pressure required for each wheel of the vehicle, and can control the main brake unit 50 based on the braking pressure to brake the vehicle. The main brake unit 50 may include multiple solenoid valves and hydraulic circuits, and may also include a hydraulic pump for generating hydraulic pressure. The main control unit 40 can control the solenoid valves and hydraulic pump in the main brake unit 50 to control the braking of the vehicle.

[0020] The main control unit 40 may not only calculate the brake pressure using the first depression amount, but may calculate the brake pressure using the second depression amount described later to control the braking of the vehicle. The main control unit 40 may be provided in a space physically adjacent to the main brake unit 50.

[0021] The secondary control unit 60 calculates the second depression amount using the signal received from the second signal transmission unit 22. The secondary control unit 60 may control the secondary brake unit 70 to control the first wheel brake W1 and the second wheel brake W2 connected to the secondary brake unit 70. The secondary brake unit 70 may be configured to be connected to a hydraulic circuit extending from a portion of the primary brake unit 50. The secondary brake unit 70 may include a plurality of solenoid valves and a hydraulic pump.

[0022] The monitoring communication unit 80 may be configured to transmit and receive information regarding the first depression amount and the second depression amount between the main control unit 40 and the secondary control unit 60. Furthermore, the main control unit 40 and the secondary control unit 60 may use the monitoring communication unit 80 to transmit and receive information regarding the first depression amount and the second depression amount, as well as information regarding the wheel speed of each wheel for ensuring brake redundancy, sensor signals, a status of each controller, and the like.

[0023] The brake device 1 for a vehicle according to the first embodiment can ensure redundancy of the brake device using a signal transmission unit connected to the first pedal stroke sensor 20 and a monitoring communication unit 80 connected between the main control unit 40 and the secondary control unit 60 , which will be described in detail below.

[0024] When an error occurs in either the first signal transmission unit 21 or the second signal transmission unit 22, the main control unit 40 uses the signal of the normally operating signal transmission unit of the first signal transmission unit 21 or the second signal transmission unit 22 to control the vehicle's braking. The main control unit 40 can determine whether an error has occurred in the first signal transmission unit 21, and the secondary control unit 60 can determine whether an error has occurred in the second signal transmission unit 22. The main control unit 40 and the secondary control unit 60 can use the monitoring communication unit 80 to transmit and receive information regarding the status of the first signal transmission unit 21 and the second signal transmission unit 22. More specifically, when the main control unit 40 determines that an error has occurred in the first signal transmission unit 21, the first depression amount calculated using the first signal transmission unit 21 is not used for braking control. The main control unit 40 can receive from the monitoring communication unit 80 the second depression amount calculated by the secondary control unit 60 based on the signal received from the second signal transmission unit 22, and control the main brake unit 50 based on the second depression amount. In addition, if it is determined that an error occurs in the second signal transmission unit 22 even when the secondary control unit 60 has control authority in vehicle braking, the main control unit 40 may receive a first depression amount calculated using a signal received from the first signal transmission unit 21 from the monitoring communication unit 80 to control the secondary braking unit 70.

[0025] The brake apparatus 1 for a vehicle according to the first embodiment may further include a hydraulic pressure sensor (not shown) configured to detect hydraulic pressure generated by depression of the brake pedal 10. The hydraulic pressure sensor (not shown) may be configured to detect hydraulic pressure of a master cylinder connected to the brake pedal 10.

[0026] When the sum of the first depression amount and the second depression amount is outside the normal range, the main control unit 40 can be configured to control the brakes using a hydraulic pressure sensor (not shown). The main control unit 40 can receive the second depression amount from the monitoring communication unit 80. The normal range varies depending on the type of vehicle and can be set based on the actual maximum depression amount for each vehicle. When the sum of the first depression amount and the second depression amount is outside the normal range, the main control unit 40 can determine that an error has occurred in the first pedal travel sensor 20. Therefore, the vehicle's braking control can be performed by indirectly measuring the depression amount using a hydraulic pressure sensor (not shown) instead of the first pedal travel sensor 20.

[0027] The main control unit 40 and the secondary control unit 60 can use the monitoring communication unit 80 to determine whether an error has occurred in either the primary brake unit 50 or the secondary brake unit 70. Generally, when there is no error in the braking system for the vehicle, the main control unit 40 has control authority in braking the vehicle. The main control unit 40 uses the primary brake unit 50 to perform braking. However, when a fault occurs in the primary brake unit 50, control authority may be transferred to the secondary control unit 60.

[0028] When a fault occurs in some of the solenoid valves in the main brake unit 50, or when a fault occurs in the hydraulic pump or hydraulic motor in the main brake unit 50, the control authority can be transferred from the main control unit 40 to the secondary control unit 60. When a fault occurs in the main brake unit 50, the main control unit 40 notifies the secondary brake unit 70 of the fault using the monitoring communication unit 80. In addition, the control authority in vehicle braking is also transferred to the secondary control unit 60.

[0029] The secondary control unit 60 controls the secondary brake unit 70 to control the vehicle braking. When the control right is transferred to the secondary control unit 60, the secondary control unit 60 may control the vehicle braking based on the second depression amount calculated according to the signal received from the second signal transmission unit 22. Figure 1 The secondary brake unit 70 is shown to control the brake pressures of the first wheel brake W1 and the second wheel brake W2. However, without limitation thereto, the secondary brake unit 70 controlling the first to fourth wheel brakes W1, W2, W3, and W4 may be provided on a brake device for a vehicle.

[0030] Generally, since the secondary brake unit 70 does not have as much braking performance as the primary brake unit 50, the vehicle's travel speed limit may be set not to exceed a preset speed limit when control authority is transferred from the primary control unit 40 to the secondary control unit 60. In addition, the driver may be visually or audibly notified that a malfunction has occurred in the primary brake unit 50.

[0031] Even when the main control unit 40 has the control authority, the secondary control unit 60 may continuously determine whether a failure occurs in any one of the solenoid valve or the hydraulic pump in the secondary brake unit 70 .

[0032] Figure 2 is a schematic diagram showing a braking device for a vehicle according to a second embodiment of the present disclosure. Figure 1 and Figure 2 Description of the common components.

[0033] The braking device 2 for a vehicle according to the second embodiment may include all or some of a first pedal stroke sensor 20, a second pedal stroke sensor 30, a first signal transmission unit 21, a second signal transmission unit 22, a third signal transmission unit 31, a main control unit 40, a main braking unit 50, a secondary control unit 60, a secondary braking unit 70 and a monitoring communication unit 80.

[0034] Each of the first pedal stroke sensor 20 and the second pedal stroke sensor 30 is provided to sense a depression amount of the brake pedal 10 .

[0035] The first and second signal transmission units 21 and 22 are configured to transmit a signal sensed by the first pedal stroke sensor 20 to the main control unit 40 . The third signal transmission unit 31 is configured to transmit a signal sensed by the second pedal stroke sensor 30 to the secondary control unit 60 .

[0036] The main control unit 40 calculates a first depression amount using a signal received from the first signal transmission unit 21 and calculates a second depression amount using a signal received from the second signal transmission unit 22. The main control unit 40 can use at least one of the first depression amount and the second depression amount to control the braking of the vehicle. In other words, the main brake unit 50 can be controlled.

[0037] The secondary control unit 60 calculates a third depression amount using the signal received from the third signal transmission unit 31 .

[0038] The monitoring communication unit 80 may be configured to transmit and receive information regarding the first to third depression amounts between the main control unit 40 and the secondary control unit 60. The main control unit 40 and the secondary control unit 60 may use the monitoring communication unit 80 to transmit and receive information regarding the depression amount, as well as information regarding the wheel speed of each wheel for ensuring brake redundancy, sensor signals, a status of each controller, and the like.

[0039] When an error occurs in any one of the first to third signal transmission units 21 to 31, the main control unit 40 may control the braking of the vehicle using the signal of the normally operating signal transmission unit among the first to third signal transmission units 21 to 31. The main control unit 40 may receive the status of the third signal transmission unit 31 from the secondary control unit 60 via the monitoring communication unit 80. For example, when the main control unit 40 controls the main brake unit 50 using the first signal transmission unit 21, if an error occurs in the first signal transmission unit 21, the main brake unit 50 may be controlled using the signal of the second signal transmission unit 22 or the third signal transmission unit 31.

[0040] When the sum of the first and second depression amounts is outside the normal range, the main control unit 40 may use the third depression amount to control braking. Upon determining that the sum of the first and second depression amounts is outside the normal range, the main control unit 40 may determine that an error has occurred in the first pedal travel sensor 20. Therefore, the secondary control unit 60 may use information regarding the third depression amount transmitted via the monitoring communication unit 80 to control the main brake unit 50. In other words, the main control unit 40 may control the main brake unit 50 based on the third depression amount calculated using the second pedal travel sensor 30.

[0041] The main control unit 40 and the secondary control unit 60 can use the monitoring communication unit 80 to determine whether an error has occurred in either the primary brake unit 50 or the secondary brake unit 70. Generally, when there are no errors in the braking system of the vehicle, the main control unit 40 has control authority for vehicle braking. The main control unit 40 uses the primary brake unit 50 to perform braking. However, when a fault occurs in the primary brake unit 50, control authority may be transferred to the secondary control unit 60.

[0042] Figure 3 is a schematic diagram illustrating a brake apparatus for a vehicle according to a third embodiment of the present disclosure.

[0043] The brake apparatus for a vehicle according to the third embodiment further includes the fourth signal transmission unit 32 in the brake apparatus for a vehicle according to the second embodiment. Figure 2 The components of the brake apparatus for a vehicle according to the second embodiment shown are the same, and therefore, description of the overlapping structures will be omitted.

[0044] The fourth signal transmitting unit 32 may transmit a signal sensed by the second pedal stroke sensor 30 to the secondary control unit 60. The secondary control unit 60 may calculate a fourth depression amount using the signal received from the fourth signal transmitting unit 32.

[0045] Unlike the second embodiment, according to the third embodiment, when the sum of the first and second depression amounts is outside the normal range, the main control unit 40 can use the third or fourth depression amount to control braking. The main control unit 40 can use either the third or fourth depression amount to control the main brake unit 50. However, this is not limiting, and the average of the third and fourth depression amounts can be used to control the main brake unit 50.

[0046] Furthermore, when the sum of the third and fourth depression amounts is outside the normal range, the main control unit 40 may use the first or second depression amount to control braking. When vehicle braking control is transferred to the secondary control unit 60 and the secondary control unit controls the secondary brake unit 70 based on the third and fourth depression amounts, if an error occurs in the sum of the third and fourth depression amounts, the first or second depression amount may be used to control braking. The secondary control unit 60 may use either the first or second depression amount to control the secondary brake unit 70. However, the present invention is not limited thereto and the average of the first and fourth depression amounts may be used to control the secondary brake unit 70.

[0047] According to the embodiment, the brake apparatus for a vehicle is advantageous in that it ensures reliability of the pedal stroke sensor and backup braking performance, making it possible to prevent a problem in which the braking performance of the vehicle has an error while the vehicle is traveling.

[0048] Although exemplary embodiments of the present disclosure have been described for illustrative purposes, it will be understood by those skilled in the art that various modifications, additions, and substitutions are possible without departing from the spirit and scope of the invention as claimed. Therefore, for the sake of brevity and clarity, exemplary embodiments of the present disclosure have been described. The scope of the technical ideas of the present embodiment is not limited by the figures. Therefore, it will be understood by those skilled in the art that the scope of the invention as claimed is not limited by the embodiments explicitly described above, but by the claims and their equivalents.

[0049] CROSS-REFERENCE TO RELATED APPLICATIONS

[0050] This application claims priority to and the benefit of Korean Patent Application No. 10-2021-0081303, filed on June 23, 2021, the disclosure of which is incorporated herein by reference in its entirety.

Claims

1. A braking device for a vehicle, comprising: a pedal travel sensor configured to sense a depression amount of a brake pedal of a vehicle and generate a depression signal indicative of the sensed depression amount of the brake pedal; a first signal transmission unit and a second signal transmission unit, the first signal transmission unit and the second signal transmission unit being configured to transmit the depression signal generated by the pedal stroke sensor; A main control unit, the main control unit being configured to: determining a first depression amount based on the depression signal transmitted by the first signal transmission unit; as well as generating a first brake control signal based on the first depression amount; A main brake unit, wherein the main brake unit is configured to: receiving the first brake control signal from the main control unit; determining a first braking force based on the first brake control signal; as well as applying the first braking force to the vehicle; A secondary control unit is configured to: determining a second depression amount based on the depression signal transmitted by the second signal transmission unit; and generating a second brake control signal based on the second depression amount; A secondary braking unit, wherein the secondary braking unit is configured as follows: receiving the second brake control signal from the secondary control unit; determining a second braking force based on the second brake control signal; as well as applying the second braking force to the vehicle; as well as a monitoring communication unit configured to receive the first depression amount and the second depression amount from the main control unit and the secondary control unit, respectively, and transmit the received first depression amount and the second depression amount to the secondary control unit and the main control unit, respectively; and The brake device for a vehicle further includes a hydraulic pressure sensor configured to sense hydraulic pressure generated by depression of the brake pedal, Wherein, the main control unit is further configured to: detecting that the sum of the first depression amount and the second depression amount is not within a predetermined range; and The vehicle is braked based on the hydraulic pressure sensed by the hydraulic pressure sensor.

2. The brake device for a vehicle according to claim 1, wherein The main control unit is further configured to: detecting that an error has occurred in one of the first signal transmission unit and the second signal transmission unit; as well as The vehicle is braked based on the depression signal transmitted by the other of the first signal transmission unit and the second signal transmission unit in which an error has not occurred.

3. The brake device for a vehicle according to claim 1, wherein: The main control unit is configured to determine whether an error has occurred in the secondary brake unit using the monitoring communication unit, and The secondary control unit is configured to determine whether an error has occurred in the primary brake unit using the monitoring communication unit.

4. A braking device for a vehicle, comprising: a first pedal travel sensor and a second pedal travel sensor configured to sense a depression amount of a brake pedal of a vehicle and generate a depression signal indicative of the sensed depression amount of the brake pedal; a first signal transmission unit and a second signal transmission unit, the first signal transmission unit and the second signal transmission unit being configured to transmit the depression signal generated by the first pedal stroke sensor; a third signal transmission unit configured to transmit the depression signal generated by the second pedal stroke sensor; A main control unit, the main control unit being configured to: determining a first depression amount based on the depression signal transmitted by the first signal transmission unit; determining a second depression amount based on the depression signal transmitted by the second signal transmission unit; as well as generating a first brake control signal based on the first depression amount or the second depression amount; a main brake unit configured to receive the first brake control signal from the main control unit and generate a first braking force for braking the vehicle based on the received first brake control signal; a secondary control unit configured to determine a third depression amount based on the depression signal transmitted by the third signal transmission unit and configured to generate a second brake control signal; a secondary brake unit configured to receive the second brake control signal from the secondary control unit and generate a second braking force for braking the vehicle based on the received second brake control signal; as well as A monitoring communication unit, the monitoring communication unit being configured to: receiving the first depression amount and the second depression amount from the main control unit; receiving the third depression amount from the secondary control unit; transmitting the received first depression amount and second depression amount to the secondary control unit; and transmitting the third pressing amount to the main control unit, Wherein, the main control unit is further configured to: detecting that the sum of the first depression amount and the second depression amount is not within a predetermined range, and The vehicle is braked based on the third depression amount.

5. The brake device for a vehicle according to claim 4, wherein The main control unit is further configured to: detecting an error in one of the first signal transmission unit, the second signal transmission unit, and the third signal transmission unit; as well as The vehicle is braked based on the depression signal transmitted by the other one of the first to third signal transmission units in which no error occurs.

6. The brake device for a vehicle according to claim 4, wherein: The main control unit is configured to determine whether an error has occurred in the secondary brake unit using the monitoring communication unit, and The secondary control unit is configured to determine whether an error has occurred in the primary brake unit using the monitoring communication unit.

7. The brake device for a vehicle according to claim 4 , further comprising a fourth signal transmission unit configured to transmit the depression signal generated by the second pedal stroke sensor, in, The secondary control unit is further configured to determine a fourth depression amount based on the depression signal transmitted by the fourth signal transmission unit.

8. A braking device for a vehicle, comprising: a first pedal travel sensor and a second pedal travel sensor configured to sense a depression amount of a brake pedal of a vehicle and generate a depression signal indicative of the sensed depression amount of the brake pedal; a first signal transmission unit and a second signal transmission unit, the first signal transmission unit and the second signal transmission unit being configured to transmit the depression signal generated by the first pedal stroke sensor; a third signal transmission unit configured to transmit the depression signal generated by the second pedal stroke sensor; A main control unit, the main control unit being configured to: determining a first depression amount based on the depression signal transmitted by the first signal transmission unit; determining a second depression amount based on the depression signal transmitted by the second signal transmission unit; as well as generating a first brake control signal based on the first depression amount or the second depression amount; a main brake unit configured to receive the first brake control signal from the main control unit and generate a first braking force for braking the vehicle based on the received first brake control signal; a secondary control unit configured to determine a third depression amount based on the depression signal transmitted by the third signal transmission unit and configured to generate a second brake control signal; a secondary brake unit configured to receive the second brake control signal from the secondary control unit and generate a second braking force for braking the vehicle based on the received second brake control signal; A monitoring communication unit, the monitoring communication unit being configured to: receiving the first depression amount and the second depression amount from the main control unit; receiving the third depression amount from the secondary control unit; transmitting the received first depression amount and second depression amount to the secondary control unit; as well as transmitting the third depression amount to the main control unit, and a fourth signal transmission unit configured to transmit the depression signal generated by the second pedal stroke sensor, The secondary control unit is further configured to determine a fourth depression amount based on the depression signal transmitted by the fourth signal transmission unit, and Wherein, the main control unit is further configured to: detecting that a sum of the first depression amount and the second depression amount is not within a predetermined range; and The vehicle is braked based on the third depression amount or the fourth depression amount.

9. A braking device for a vehicle, comprising: a first pedal travel sensor and a second pedal travel sensor configured to sense a depression amount of a brake pedal of a vehicle and generate a depression signal indicative of the sensed depression amount of the brake pedal; a first signal transmission unit and a second signal transmission unit, the first signal transmission unit and the second signal transmission unit being configured to transmit the depression signal generated by the first pedal stroke sensor; a third signal transmission unit configured to transmit the depression signal generated by the second pedal stroke sensor; A main control unit, the main control unit being configured to: determining a first depression amount based on the depression signal transmitted by the first signal transmission unit; determining a second depression amount based on the depression signal transmitted by the second signal transmission unit; as well as generating a first brake control signal based on the first depression amount or the second depression amount; a main brake unit configured to receive the first brake control signal from the main control unit and generate a first braking force for braking the vehicle based on the received first brake control signal; a secondary control unit configured to determine a third depression amount based on the depression signal transmitted by the third signal transmission unit and configured to generate a second brake control signal; a secondary brake unit configured to receive the second brake control signal from the secondary control unit and generate a second braking force for braking the vehicle based on the received second brake control signal; A monitoring communication unit, the monitoring communication unit being configured to: receiving the first depression amount and the second depression amount from the main control unit; receiving the third depression amount from the secondary control unit; transmitting the received first depression amount and second depression amount to the secondary control unit; as well as transmitting the third depression amount to the main control unit, and a fourth signal transmission unit configured to transmit the depression signal generated by the second pedal stroke sensor, The secondary control unit is further configured to determine a fourth depression amount based on the depression signal transmitted by the fourth signal transmission unit, and Wherein, the main control unit is further configured to: detecting that a sum of the third depression amount and the fourth depression amount is not within a predetermined range; and braking the vehicle based on the first depression amount or the second depression amount.

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