Hydraulic brake for a vehicle and method for controlling the same

Abstract

The present application relates to a hydraulic brake for a vehicle and a control method thereof. A control method of a hydraulic brake apparatus for a vehicle, the hydraulic brake apparatus including first and second brake devices configured to supply hydraulic pressure to a wheel brake, and a control unit including a first controller that controls the first brake device and a second controller that controls the second brake device, the control method including receiving, by the control unit, information for determining a state of the first brake device, determining, by the control unit, whether the first brake device is operating normally using the information for determining the state of the first brake, and controlling at least one of the first brake device and the second brake device to reduce an amount of hydraulic pressure loss in the wheel brake when the control unit infers that the first brake device is not operating normally.

Description

Technical Field

[0001] This disclosure relates to hydraulic brakes for vehicles and methods for controlling them. Background Technology

[0002] The description in this section provides background information for this disclosure only and does not constitute related technology.

[0003] The auxiliary braking device is configured to generate braking pressure to assist the main braking device in the vehicle in the event of a failure of the main braking device. An auxiliary controller can be installed with the auxiliary braking device, which controls the auxiliary braking device to assist the main controller controlling the main braking device. The auxiliary braking system is configured to activate cooperative control when the output of the main braking device does not meet preset conditions. The situation where the output of the main braking device does not meet preset conditions can be understood as a failure of the main braking device.

[0004] Furthermore, although the main braking system may not meet the preset conditions, it may not be operating properly. Additionally, due to communication time between the main controller and the auxiliary controller, and channel resistance at the point when coordinated control begins because the main braking system does not meet the preset conditions, it may take time for the wheel brakes to reach the target hydraulic pressure. The problem is that in these situations, even if the vehicle's braking system is equipped with an auxiliary braking system, an auxiliary controller, and a coordinated control mechanism between the auxiliary braking system and the auxiliary controller, it may not be able to generate the braking force required for safe driving. Summary of the Invention

[0005] According to at least one aspect, this disclosure provides a control method for a hydraulic braking device for a vehicle, the hydraulic braking device comprising: a first braking device and a second braking device configured to supply hydraulic pressure to wheel brakes; and a control unit comprising a first controller controlling the first braking device and a second controller controlling the second braking device, the control method comprising: receiving information for determining the state of the first braking device by the control unit; determining, by the control unit, whether the first braking device is operating normally using the information for determining the state of the first braking device; and when the control unit infers that the first braking device is not operating normally, controlling at least one of the first braking device and the second braking device to reduce hydraulic pressure loss in the wheel brakes.

[0006] According to another aspect, this disclosure provides a hydraulic braking device for a vehicle, comprising: a first control unit configured to control a first braking device configured to supply first hydraulic pressure to a plurality of wheel brakes; and a second control unit configured to control a second braking device connected in series with at least some of the plurality of wheel brakes and the first braking device, wherein the first control unit includes: a first receiver receiving status signals of components of the first braking device from a signal generator of the first braking device; a first determining unit determining whether the first braking device is operating normally; and a first controller controlling the first braking device to prevent fluid flow from the wheel brakes to a fluid accumulator when the first braking device is not operating normally, and the second control unit includes: a second receiver receiving desired braking force information from a desired braking force calculator of the vehicle and receiving information about pressure from an intermediate flow path pressure sensor installed in a channel of the first braking device; a second determining unit determining whether the first braking device is operating normally; and a second controller controlling the second braking device to prevent fluid flow from the wheel brakes to a fluid accumulator when the first braking device is not operating normally. Attached Figure Description

[0007] Figure 1 This is a flowchart illustrating a control method according to an embodiment of the present disclosure.

[0008] Figure 2 This is a block diagram schematically illustrating the construction of a hydraulic brake for a vehicle according to an embodiment of the control method of the present disclosure.

[0009] Figure 3 This is a hydraulic circuit diagram of a hydraulic brake for a vehicle, illustrating a control method according to an embodiment of the present disclosure.

[0010] Figure 4 This is a flowchart illustrating an information collection process according to an embodiment of the present disclosure.

[0011] Figure 5 This is a flowchart illustrating the state determination process of a first braking device according to an embodiment of the present disclosure.

[0012] Figure 6 This is a flowchart illustrating the process by which the control unit of this disclosure controls the first braking device or the second braking device.

[0013] Figure 7 This is a block diagram illustrating the construction of a hydraulic brake for a vehicle and a control method thereof according to an embodiment of the present disclosure.

[0014] Figure 8 This is a hydraulic circuit diagram illustrating a hydraulic brake and its control device for a vehicle according to an embodiment of the present disclosure. Detailed Implementation

[0015] Hydraulic brakes for vehicles and their control methods enable the stable generation of the braking force required by the vehicle by controlling the main braking device or auxiliary braking device to prevent hydraulic loss of the wheel brakes during the transition phase from the normal control step to the cooperative braking step.

[0016] The purpose of this disclosure is not limited to the above-described purposes, and other purposes will be clearly understood by those skilled in the art from the following description.

[0017] In the following description, some exemplary embodiments of this disclosure will be described in detail with reference to the accompanying drawings. In the following description, similar reference numerals preferably refer to similar elements, even though these elements are shown in different drawings. Furthermore, in the following description of some embodiments, detailed descriptions of known functions and constructions incorporated herein will be omitted for clarity and brevity.

[0018] Additionally, terms such as first, second, A, B, (a), (b), etc., are used only to distinguish one component from others and do not imply or suggest the substance, order, or sequence of the components. Throughout the specification, when a component “comprises” or “includes” a component, that component means to further include other components, not to exclude other components, unless otherwise stated to the contrary. Terms such as “unit”, “module,” etc., refer to one or more units for performing at least one function or operation, which can be implemented by hardware, software, or a combination thereof.

[0019] When components are connected, it means that the components are connected to each other, allowing fluid to flow.

[0020] Figure 1 This is a flowchart illustrating a control method according to an embodiment of the present disclosure.

[0021] Reference Figure 1 In the control method 100 for a hydraulic brake for a vehicle according to an embodiment of the present disclosure, the control unit 290 receives information for determining the state of the first braking device 210 (S110). The control unit 290 uses the received information to determine whether the first braking device 210 is operating normally (S120). When the first braking device 210 is not operating normally, the control unit 290 controls the first braking device 210 and / or the second braking device 220 to reduce the hydraulic loss in the wheel brakes w1 to w4. When the first braking device 210 is operating normally, the control ends.

[0022] Specifically, when the first braking device 210 malfunctions, the control unit 290 determines, via the first controller 291 among the wheel brakes w1 to w4, whether all components of the first braking device 210 are malfunctioning. In this disclosure, the abnormal operating condition is referred to as an "abnormal operating condition." Although in Figure 1 The diagram shows that process S130 is executed after process S120, but this disclosure is not limited thereto. The determination processes of processes S120 and S130 can be executed simultaneously or uniformly. For example, when the first controller 291 determines that only some components in the first braking device 210 are faulty by receiving a status signal from the signal generator 215 indicating that only some components are faulty, processes S120 and S130 are executed uniformly. It is unlikely that the first controller 291 can control the first braking device 210, or the second controller 292 can control the second braking device 220, to suppress hydraulic losses in wheel brakes w1 to w4 after process S120 without proceeding through process S130.

[0023] When only some components of the first controller 291 malfunction, the control unit 20 controls the first braking device 210 and / or the second braking device 220 to reduce the hydraulic loss in the wheel brakes w1 to w4 (S140). After process S140, the control unit 290 determines whether the first braking device 210 malfunctioned within a preset time period (S160). If it is determined in process S160 that the preset time period has not been exceeded, the control unit 290 continues to execute the control of process S140 (S181).

[0024] It is unlikely that when all components of the first controller 291 malfunction, the control unit 20 controls the second braking device 220 to reduce the hydraulic loss in wheel brakes w1 to w4 (S150). After step S150, it is determined whether the second controller 292 needs backup control (S170). If it is determined that backup control is not needed, the second controller 292 determines whether the required braking power has increased after the time point of execution process S130 (S182). If it is determined that the required braking power has not increased, the second controller 292 stops the control of S150 (S183). If it is determined that the required braking power has increased, the second controller 292 continues to execute the control of process S150. When the second controller 292 determines that the elapsed time of the abnormal operation of the first braking device 210 in process S160 exceeds a preset period, or that backup control is needed in process S170, the second controller executes backup control (S190). Backup control can be understood as the process by which the second controller 292 controls the second braking device 220 to generate braking force by assisting the first braking device 210 when the output of the first braking device 210 reaches a state in which the first braking device 210 cannot meet the preset conditions. Furthermore, the first braking device 210 undergoes a "non-operating state" as described in this disclosure, that is, a transition phase before reaching a state in which the first braking device 210 cannot meet the preset conditions.

[0025] According to the control method 100 of the present disclosure, the control unit 290 determines whether it is a transition phase and controls the first braking device 210 and the second braking device 220 accordingly. Therefore, the hydraulic brakes for the vehicle can stably generate the required braking force.

[0026] Figure 2 This is a block diagram illustrating the construction of a hydraulic brake for a vehicle according to an embodiment of the control method of the present disclosure.

[0027] Figure 3 This is a hydraulic circuit diagram of a hydraulic brake for a vehicle, illustrating a control method according to an embodiment of the present disclosure.

[0028] A brief description is provided of the construction of a hydraulic brake for a vehicle according to an embodiment of the control method 100 of the present disclosure. The hydraulic brake for the vehicle includes some or all of the following: wheel brakes w1 to w4, a fluid accumulator 240, a first braking device 210, a second braking device 220, a required braking force calculator 250, an electronic parking brake 260, and a control unit 290.

[0029] Wheel brakes w1 to w4 are configured to use hydraulic braking of the vehicle. The hydraulic brakes for the vehicle may include multiple wheel brakes w1 to w4. Fluid accumulator 240 is configured to receive fluid from wheel brakes w1 to w4 when fluid supplied to the first pressurizing device 211 and / or the second pressurizing device 221 is stored, or when the hydraulic pressure of the wheel brakes w1 to w4 decreases. (Refer to...) Figure 3 The fluid accumulator 240 is directly connected between the master cylinder 111a of the first braking device 210 and the wheel brakes w1 to w4.

[0030] A first braking device 210 is configured to supply first hydraulic pressure to wheel brakes w1 to w4. The first braking device 210 may include a first pressurizing device 211 for pressurizing fluid, a signal generator 215, and a plurality of first valves 212 configured to adjust the fluid flow path. The first pressurizing device 211 may include all or some of a master cylinder 111a and a motor piston 111b. The first braking device 210 may include a signal generator 215 for generating a status signal indicating whether a component of the first braking device 210 is malfunctioning. The signal generator 215 includes sensors for sensing hydraulic pressure, temperature, current, etc., in the channels of the first braking device 210, and the status signal may be the hydraulic pressure value measured by the sensors.

[0031] Some of the multiple first valves 212 may be first shut-off valves WSV, LPSV, and MCV, LSV, and LPMCV configured to control the flow of fluid from wheel brakes w1 to w4 to fluid accumulator 240. The first shut-off valves WSV, LPSV, and MCV, LSV, and LPMCV are not necessarily installed to prevent the flow of fluid from wheel brakes w1 to w4 to fluid accumulator 240. For example, the first shut-off valves WSV, LPSV, and MCV, LSV, and LPMCV may be valves installed to allow motor piston 111b to supply hydraulic pressure to wheel brakes w1 to w4 and configured to prevent pressure reduction in wheel brakes w1 to w4.

[0032] Reference Figure 3 In the hydraulic brake for a vehicle in control method 100, the first shut-off valves WSV, LPSV, and MCV, LSV, and LPMCV can be a combination of valves LWPSV and WSV connected in series between the master cylinder 111a and wheel brakes w1 to w4, and valves MCV, LSV, and LPMCV connected in series between the motor piston 111b and wheel brakes w1 to w4. The first valve 212 can be configured to control not only whether the first valve 212 is open, but also the degree of opening. The first shut-off valves WSV, LPSV, MCV, LSV, and LPMCV can be normally open solenoid valves whose internal passages are open when no current is applied.

[0033] The second braking device 220 is configured to supply second hydraulic pressure to at least a portion of the wheel brakes w1 to w4. The second braking device 220 may include a second pressurizing device 221 for pressurizing the fluid, and a plurality of second valves 222 configured to regulate the flow path of the fluid. The second pressurizing device 221 is configured to pressurize the fluid. For example, the second pressurizing device 221 may be an electric pump. Some of the second valves 222 may be second shut-off valves TCV1 and TCV2, configured to control the flow of fluid from the wheel brakes w1 to w4 to the fluid accumulator 240. The second shut-off valves TCV1 and TCV2 are not necessarily installed to block the flow of fluid from the wheel brakes w1 to w4 to the fluid accumulator 240. For example, the second shut-off valves TCV1 and TCV2 may be valves installed to allow the motor piston to supply hydraulic pressure to the wheel brakes w1 to w4 and configured to prevent pressure reduction in the wheel brakes w1 to w4. (See reference...) Figure 3 The second shut-off valves TCV1 and TCV2 can be connected in series between the first braking device 210 and the wheel brakes w1 to w4. The first valve 212 can be configured to control not only whether the first valve 212 is open, but also the degree of opening. The control unit 290 includes a first controller 291 and a second controller 292. The first controller 291 controls the first braking device 210, while the second controller 292 controls the second braking device 220.

[0034] Figure 4 This is a flowchart illustrating an information collection process according to an embodiment of the present disclosure.

[0035] Control unit 290 receives information for determining the state of first braking device 210. In process S110, first controller 291 can receive component status signals of first braking device 210 from signal generator 215 of first braking device 210.

[0036] In process S110, the control unit 290 can receive required braking force information from the required braking force calculator 250 and can receive hydraulic pressure information supplied from the first braking device 210 to the wheel brakes w1 to w4 from the second braking device 220. The required braking force calculator 250 is configured to calculate the required braking force based on a deceleration signal generated by an autonomous driving system for the vehicle (not shown) or the driver's pedal effort. In this disclosure, the hydraulic pressure supplied from the first braking device 210 to the wheel brakes w1 to w4 is referred to as the first hydraulic pressure, and the hydraulic pressure supplied from the second braking device 220 to the wheel brakes w1 to w4 is referred to as the second hydraulic pressure. When the second braking device 220 does not generate hydraulic pressure, the first hydraulic pressure can be measured using wheel-side hydraulic pressure sensors mounted on the wheel brakes w1 to w4. When the second braking device 220 is connected in series between the first braking device 210 and the wheel brakes w1 to w4, an intermediate flow path pressure sensor MPS mounted in the second braking device 220 in the channel located at the first braking device 210 can measure the first hydraulic pressure. The advantage of using the intermediate flow path pressure sensor MPS is that even if the second pressurizing device 221 generates the second hydraulic pressure, the intermediate flow path pressure sensor MPS can still measure the first hydraulic pressure when the channel connecting the second pressurizing device 221 and the intermediate flow path pressure sensor MPS is closed.

[0037] In process S110, the second controller 292 can receive the required braking force information from the required braking force calculator 250, and the second controller 292 can receive the first hydraulic information from the second braking device 220 (S112). In processes S110 to S130, the following process can also be executed: the first controller 291 and the second controller 292 exchange information for determining the state of the first braking device 210. For example, the first controller 291 can transmit the state signal received from the first braking device 210 to the second controller 292. According to process S112, since the second controller 292 can receive the required braking force information even without going through the first controller 291, the communication time is reduced, and thus, the control unit 290 can easily respond to abnormal operation of the first braking device 210.

[0038] Although Figure 4The diagram shows that process S112 is executed after process S111, but this disclosure is not limited thereto. The control method 100 according to embodiments of this disclosure includes a control method 100 that executes process S111 and process S112 simultaneously, or executes only one of process S111 and process S112. For example, since the signal generator 215 of the first braking device 210 is also a component included in the first braking device 210, process S111 cannot be executed when the first braking device 210 malfunctions completely due to a situation such as a lack of power supply. In this case, the second controller 292 can use the required braking force and the first hydraulic pressure to determine whether the first braking device 210 is operating normally (S112).

[0039] Figure 5 This is a flowchart illustrating the state determination process of the first braking device 210 according to an embodiment of the present disclosure.

[0040] Reference Figure 5 The control unit 290 uses the received information to determine whether the first braking device 210 is operating normally (S120). In process S120, the first controller 291 can use information used to determine the state of the first braking device 210 to determine whether the first braking device 210 is operating normally. The information used to determine the state of the first braking device 210 may be a status signal transmitted from the signal generator 215 (S121).

[0041] Control unit 290 can determine whether the first braking device 210 is operating normally based on the required braking force information and information about pressure. When the required braking force is greater than the hydraulic pressure of wheel brakes w1 to w4, and the hydraulic pressure measured by the intermediate flow path pressure sensor MPS does not increase within a predetermined time, control unit 290 can determine that the first braking device 210 is not operating normally. The predetermined time (i.e., the time taken for wheel brakes w1 to w4 to generate the required braking force after the first controller 291 receives the required braking signal) can be a value obtained according to the signal transmission / reception speed, channel resistance, etc. The predetermined time can be obtained experimentally and stored in memory in the form of a lookup table (LUT). Second controller 292 can determine whether the first braking device 210 is operating normally (S122) based on the required braking force information and information about pressure. Process S122 can be executed even if the first controller 291 is not operating normally.

[0042] During process S120, when it is determined that the first braking device 210 is not operating normally, the control unit 290 controls the first braking device 210 and / or the second braking device 220 to reduce the hydraulic loss in wheel brakes w1 to w4 (S130 to S190). The first controller 291 can control the opening or closing state of the first valve. The first controller 291 can control the opening or closing state of the first shut-off valves (WSV, LPSV, MCV, LSV, and LPMCV). See reference... Figure 3 When the second braking device 220 is connected in series between the first control device and at least one of the wheel brakes w1 to w4, the second controller 292 can control the second braking device 220 to reduce the amount of fluid transferred from the second braking device 220 to the low-pressure fluid accumulator. The second controller 292 controls the opening or closing state of the second shut-off valves TCV1 and TCV2, thereby suppressing hydraulic losses in the wheel brakes w1 to w4. Controlling the opening / closing state indicates that the first controller 291 adjusts the current supplied to the first shut-off valves WSV, LPSV, MCV, LSV, and LPMCV. The first shut-off valves WSV, LPSV, MCV, LSV, and LPMCV, along with the second shut-off valves TCV1 and TCV2, can be configured such that their opening or closing state changes according to the magnitude of the current supplied to the respective valve.

[0043] According to an embodiment of this disclosure, the control unit 290 can determine whether all components of the first braking device 210 are malfunctioning. (See also...) Figure 1 The first controller 291 can determine whether all components of the first braking device 210 are malfunctioning. Components of the first braking device 210 may include the first pressurizing device 211 and the first valve 212. Status signals may include fault information for each component of the first braking device 210. The first controller 291 can execute process S130 based on the status signals.

[0044] When all components of the first braking device malfunction during process S130, the second controller 292 controls the second braking device 220 to reduce the hydraulic loss in wheel brakes w1 to w4 (S150). See reference... Figure 3When the second braking device 220 is connected in series between the first braking device 210 and at least one of the wheel brakes w1 to w4, the second controller 292 can control the opening or closing state of the second shut-off valves TCV1 and TCV2, which control the flow of fluid to the first braking device 210. Hereinafter, the opening or closing state of the control valves indicates whether the control valve is open or closed, or the degree of its opening. When the second shut-off valves TCV1 and TCV2 are closed, no fluid is transferred from the wheel brakes w1 to w4 connected to the second braking device 220 to the low-pressure fluid accumulator 240. Braking pressure loss in the wheel brakes w1 to w4 connected to the second braking device 220 can be prevented. Process S150 is as follows: the second controller 292 controls the second braking device 220, and therefore process S150 can be executed if all components of the first braking device 210 malfunction. Afterwards, the second controller 292 can determine whether backup control of the second controller 292 is required (S170). When backup control is not required, the second controller 292 determines whether the required braking force has increased (S182). If the required braking force has not increased in S182, the second controller 292 stops the control of S150 (S183), and when the required braking force increases, the second controller 292 continues to execute the control of S150 (S184).

[0045] Figure 6 This is a flowchart illustrating the process by which the control unit of this disclosure controls the first braking device or the second braking device.

[0046] Reference Figure 6 During process S130, when it is determined that some components of the first braking device 210 are operating normally, the control unit 290 controls the first braking device 210 and / or the second braking device 220 to reduce the hydraulic loss in the wheel brakes w1 to w4 (S140).

[0047] In process S140 according to an embodiment of the present disclosure, the first controller 291 can determine whether the first shut-off valves WSV, LPSV, MCV, LSV, and LPMCV are operating normally (S141). When it is determined that at least some of the first shut-off valves WSV, LPSV, MCV, LSV, and LPMCV are operating normally, the normally operating first shut-off valves WSV, LPSV, MCV, LSV, and LPMCV are closed, and the first controller 291 initializes the operating state of the abnormally operating components in the first braking device 210. When the first shut-off valves WSV, LPSV, MCV, LSV, and LPMCV are closed, no fluid is transferred from the wheel brakes w1 to w4 to the fluid accumulator 240. Therefore, hydraulic losses in the wheel brakes w1 to w4 can be suppressed.

[0048] When it is determined in process S141 that the first shut-off valves WSV, LPSV, MCV, LSV, and LPMCV are all malfunctioning, the first controller 291 initializes the operating state of the malfunctioning components in the first braking device 210. For example, the first controller 291 can temporarily stop supplying current to some valves in the first valve 212 that are malfunctioning. Furthermore, the second controller 292 can control the second braking device 220 to reduce the hydraulic loss in wheel brakes w1 to w4 (S144). See reference... Figure 3 When the second braking device 220 is connected in series between the first braking device 210 and at least one of the wheel brakes w1 to w4, the second controller 292 can control the opening or closing state of the second shut-off valves TCV1 and TCV2 in process S144. The second shut-off valves TCV1 and TCV2 control the flow of fluid to the first braking device 210. Specifically, the second controller 292 can control the second shut-off valves TCV1 and TCV2 to close.

[0049] In process S140, the first controller 291 controls some normally functioning components in the first braking device 210, and the second controller 292 controls the coordinated control of the second braking device 220. In a common redundant braking system, the auxiliary controller suppresses hydraulic losses in wheel brakes w1 to w4 by controlling the auxiliary braking device. For the auxiliary controller to control the auxiliary braking device, it should undergo a process of receiving a status signal from the main controller. Instead, the control method 100 according to the embodiments of this disclosure receives a status signal (S111) and suppresses hydraulic losses in wheel brakes w1 to w4 and controls the first braking device 210. Therefore, hydraulic losses in wheel brakes w1 to w4 can be suppressed quickly without undergoing the process of the auxiliary controller receiving a status signal from the main controller.

[0050] After a preset time has elapsed since the start of process S140, control unit 290 determines whether the first braking device 210 is malfunctioning (S160). If it is determined that this is not the case, control unit 290 continues to execute the control of process S140 (S181). For example, the first controller 291 maintains the normally operating first shut-off valves WSV, LPSV, MCV, LSV, and LPMCV in their closed state. It is unlikely that the second controller 292 will execute backup control when it is determined that the first braking device 210 is malfunctioning after the preset time has elapsed (S190). Even if it is determined in process S170 that backup control is needed, the second controller 292 can still execute backup control (S190). That is, the second controller 292 controls the second pressurizing device 221 of the second braking device 220 and controls the opening or closing state of the second valve 222 based on the required braking force, the hydraulic information of wheel brakes w1 to w4, etc.

[0051] According to the control method 100 of the present disclosure, by determining whether the state of the first braking device is in a transition phase and controlling the first braking device 210 and the second braking device 220 accordingly, pressure loss of wheel brakes w1 to w4 due to communication time, channel resistance, etc., between the first controller 291 and the second controller 292 can be prevented. The control method 100 according to the present disclosure can be executed using a hydraulic brake for a vehicle according to the control method 100 of the present disclosure.

[0052] Figure 7 This is a block diagram illustrating the construction of a hydraulic brake for a vehicle according to an embodiment of the present disclosure.

[0053] Figure 8 This is a hydraulic circuit diagram illustrating a hydraulic braking device for a vehicle according to an embodiment of the present disclosure.

[0054] Reference Figure 7 and Figure 8 The hydraulic brake 600 for a vehicle according to embodiments of the present disclosure includes all or some of the following: a first braking device 610, a second braking device 620, a required braking force calculator 650, a first control unit 670, a second control unit 680, and an electronic parking brake.

[0055] A first control unit 670 controls a first braking device 610 configured to supply first hydraulic pressure to a plurality of wheel brakes w1 to w4. The first braking device 610 may include all or some of the following: a signal generator 615, a first pressurizing device 611, and a first valve 612 configured to selectively transmit hydraulic pressure generated by the pressurizing device to the plurality of wheel brakes w1 to w4. The signal generator 615 includes sensors for sensing hydraulic pressure, temperature, current, etc., in the channels of the first braking device 610, and the status signal may be the hydraulic pressure value measured by the sensors. The first control unit 670 may include all or some of the following: a first receiver 671, a first determination unit 672, and a first controller 673. The first receiver 671 receives status signals of the components of the first braking device 610 from the signal generator 615 of the first braking device 610. The first determination unit 672 determines whether the first braking device 610 is operating normally. The first determination unit 672 may determine whether the first braking device 610 is operating normally based on the status signals. When the first braking device 610 malfunctions, the first controller 673 controls the first braking device 610 to prevent fluid from flowing from the wheel brakes w1 to w4 to the fluid accumulator 640. For example, when the first braking device 610 malfunctions, the first controller 673 can close the first shut-off valves WSV, LPSV, MCV, LSV, and LPMCV connected in series between the wheel brakes w1 to w4 and the fluid accumulator 640.

[0056] A second control unit 680 controls a second braking device 620 configured to supply second hydraulic pressure to at least one of the wheel brakes w1 to w4. The second braking device 620 is connected in series between at least some of the wheel brakes w1 to w4 and a first braking device 610. The second braking device 620 may include all or some of the following: an intermediate flow path pressure sensor MPS, a second pressurizing device 621, and a second valve 622 configured to selectively transmit hydraulic pressure generated by the pressurizing device to the plurality of wheel brakes w1 to w4. (See also...) Figure 8 The intermediate flow path pressure sensor MPS is installed in the channel of the first braking device 610. In this disclosure, the hydraulic pressure supplied by the first braking device 610 to the wheel brakes w1 to w4 is referred to as the first hydraulic pressure, and the hydraulic pressure supplied by the second braking device 620 to the wheel brakes w1 to w4 is referred to as the second hydraulic pressure. When the second braking device does not generate hydraulic pressure, the first hydraulic pressure can be measured using wheel-side hydraulic pressure sensors installed on the wheel brakes w1 to w4.

[0057] The second control unit 680 may include all or some of the following: a second receiver 681, a second determining unit 682, and a second controller 683. The second receiver 681 receives required braking force information from the vehicle's required braking force calculator 650 and receives pressure information from the intermediate flow path pressure sensor MPS. The second receiver 681 may receive information regarding whether the first braking device 610 is operating normally, as determined by the first determining unit 672. The second determining unit 682 determines whether the first braking device 610 is operating normally. When the required braking force is greater than the hydraulic pressure of wheel brakes w1 to w4 and the hydraulic pressure measured by the intermediate flow path pressure sensor MPS does not increase within a predetermined time, the second determining unit 682 may determine that the first braking device 610 is not operating normally. When the first control unit 670 is not operating normally, the second controller 683 controls the second braking device 620 to prevent fluid from flowing from wheel brakes w1 to w4 to the fluid accumulator 640. For example, when the first braking device 610 is not operating properly, the second controller 683 can close the second shut-off valves TCV1 and TCV2 connected in series between the first braking device 610 and the wheel brakes w1 to w4.

[0058] According to the embodiment of the present disclosure, the hydraulic brake 600 for a vehicle can prevent pressure loss in wheel brakes w1 to w4 due to communication time, channel resistance, etc., between the first controller 673 and the second controller 683 by determining whether a transition phase has occurred and controlling the first braking device 610 and the second braking device 620 accordingly. Furthermore, even if not only the first braking device 610 but also the first controller 673 malfunctions, the second controller 683 can prevent hydraulic loss in wheel brakes w1 to w4 through a receiving, determining, and controlling process. Moreover, since the first controller 673 controls some normally functioning components of the first braking device 610, hydraulic loss in wheel brakes w1 to w4 can be prevented during transition phases when only the first braking device 610 is used. When only the first braking device 610 is used, the process of sending and receiving signals by the first controller 673 and the second controller 683 is not required; therefore, the hydraulic brake 600 for a vehicle according to the embodiment of the present disclosure can quickly respond to hydraulic loss caused by a malfunction of the first braking device 610.

[0059] A pair of electronic parking brakes can be installed on each of the left and right rear wheels of the vehicle. The electronic parking brakes use a motor to brake the corresponding wheel. A second braking device 620 is connected in series between the wheel brakes w1 to w4 mounted on the front wheels of the vehicle and the first braking device 610. The second braking device 620 can provide braking pressure to the front wheels of the vehicle by assisting the first braking device 610, and the electronic parking brake can provide braking pressure to the rear wheels of the vehicle by assisting the first braking device 610.

[0060] According to the implementation method, the effect is that the control method for the hydraulic brake of the vehicle and the hydraulic brake prevent hydraulic loss of the wheel brake during the transition phase I from the normal control step to the cooperative braking step by controlling the main braking device or the auxiliary braking device, thereby stably generating the braking force required by the vehicle.

[0061] Although exemplary embodiments of this disclosure have been described for illustrative purposes, those skilled in the art will understand that various modifications, additions, and substitutions may be made without departing from the concept and scope of the claimed invention. Therefore, exemplary embodiments of this disclosure have been described for the sake of brevity and clarity. The scope of the technical concept of these embodiments is not limited by the illustrations. Therefore, those skilled in the art will understand that the scope of the claimed invention is not limited by the embodiments explicitly described above, but by the claims and their equivalents.

[0062] Cross-references to related applications

[0063] This application claims priority to Korean Patent Application No. 10-2021-0152599, filed on November 8, 2021, the entire contents of which are incorporated herein by reference for all purposes.

Claims

1. A method for controlling a hydraulic brake for a vehicle, the hydraulic brake comprising: A first braking device and a second braking device are configured to supply hydraulic pressure to the wheel brakes of the vehicle. The method includes a control unit, the control unit comprising a first controller configured to control the first braking device and a second controller configured to control the second braking device, the method comprising the following steps: The control unit receives information for determining the state of the first braking device; The control unit uses information used to determine the state of the first braking device to determine whether the first braking device is operating normally. When the control unit determines that the first braking device is not operating properly, the control unit controls at least one of the first and second braking devices to reduce the hydraulic loss in the wheel brakes; and When the control unit determines that the first braking device is not operating normally, the first controller determines whether all components of the first braking device are malfunctioning. Specifically, when the first controller deduces that all components of the first braking device are malfunctioning, the step of controlling at least one of the first braking device and the second braking device includes the following steps: the second controller controls the second braking device to reduce the hydraulic loss of the wheel brake. When the control unit deduces that at least one of the components of the first braking device is operating normally, the step of controlling at least one of the first braking device and the second braking device includes the following steps: the first controller controls the components of the first braking device that are operating normally to reduce the hydraulic loss of the wheel brake.

2. The method according to claim 1, wherein, The step of receiving information for determining the state of the first braking device includes the following steps: receiving a state signal of a component of the first braking device from a signal generator of the first braking device.

3. The method according to claim 2, wherein, The step of receiving the status signal of the component includes the following steps: the control unit receives the status signal of the component of the first braking device.

4. The method according to claim 1, wherein, The step of determining whether the first braking device is operating normally by the control unit includes the following steps: the first controller uses information for determining the state of the first braking device to determine whether the first braking device is operating normally.

5. The method according to claim 1, wherein, The step of receiving information for determining the state of the first braking device includes the following steps: The control unit receives the required braking force information from the required braking force calculator; and The control unit receives information from the second braking device regarding the hydraulic pressure supplied to the wheel brakes by the first braking device.

6. The method according to claim 5, wherein, The step of receiving information about the hydraulic pressure supplied by the first braking device to the wheel brake includes the following steps: the control unit receives pressure measurement values ​​from an intermediate flow path pressure sensor installed in the passage of the second braking device at the first braking device.

7. The method according to claim 6, wherein, The steps for determining whether the first braking device is operating normally include the following: when the required braking force is greater than the hydraulic pressure of the wheel brake and the pressure measurement value measured by the intermediate flow path pressure sensor does not increase within a predetermined time period, it is determined that the first braking device is not operating normally.

8. The method according to claim 1, wherein, The step of receiving information for determining the state of the first braking device includes: the first controller and the second controller sending and receiving information for determining the state of the first braking device.

9. The method according to claim 5, in, The step of the control unit receiving the required braking force information from the required braking force calculator includes the following steps: the second controller receiving the required braking force information from the required braking force calculator, and The step of receiving information about the hydraulic pressure supplied to the wheel brake by the first braking device from the second braking device by the control unit includes the following steps: receiving information about the hydraulic pressure supplied to the wheel brake by the first braking device from the second braking device by the second controller.

10. The method according to claim 1, wherein, The step of controlling at least one of the first braking device and the second braking device includes the following steps: the second controller controls the second braking device to reduce the amount of fluid transferred from the second braking device to the fluid accumulator, the second braking device being connected in series between the first braking device and at least one of the wheel brakes.

11. The method according to claim 10, wherein, The steps of controlling the second braking device include the following steps: the second controller controls the opening or closing state of the second shut-off valve, and the second shut-off valve controls the flow of fluid from the second braking device to the first braking device.

12. The method according to claim 1, wherein, The step of controlling at least one of the first braking device and the second braking device includes the following steps: the control unit controls the opening or closing state of a plurality of valves installed on the first braking device.

13. The method according to claim 12, wherein, The step of controlling the opening or closing state of the plurality of valves installed on the first braking device includes the following steps: the first controller controls the opening or closing state of a first shut-off valve, which controls the flow of fluid from the wheel brake to the fluid accumulator.

14. A hydraulic braking device for a vehicle, the hydraulic braking device comprising: A first control unit is configured to control a first braking device, which is configured to supply first hydraulic pressure to a plurality of wheel brakes of the vehicle. as well as A second control unit, configured to control a second braking device connected in series with at least one of the plurality of wheel brakes between the first braking device and the first braking device. The first control unit includes: A first receiver is configured to receive status signals of components of the first braking device from a signal generator of the first braking device; A first determining unit, configured to determine whether the first braking device is operating normally; and A first controller, electrically connected to the first braking device and configured to control the first braking device to prevent fluid flow from the wheel brake to the fluid accumulator when the first braking device is not operating properly, and The second control unit includes: A second receiver is configured to receive required braking force information from a required braking force calculator of the vehicle and to receive information about pressure from an intermediate flow path pressure sensor installed in a channel located at the first braking device. A second determining unit, configured to determine whether the first braking device is operating normally; and A second controller, electrically connected to the second braking device and configured to control the second braking device to prevent fluid flow from the wheel brake to the fluid accumulator when the first braking device fails to operate properly. The first control unit is configured to determine whether all components of the first braking device are malfunctioning when either the first control unit or the second control unit infers that the first braking device is not operating normally. Wherein, when the first control unit deduces that all components of the first braking device are malfunctioning, controlling at least one of the first braking device and the second braking device includes: the second controller controlling the second braking device to reduce the hydraulic loss of the wheel brake, and Wherein, when the first control unit or the second control unit infers that at least one of the components of the first braking device is operating normally, the step of controlling at least one of the first braking device and the second braking device includes the following steps: the first controller controls the components of the first braking device that are operating normally to reduce the hydraulic loss of the wheel brake.

15. The hydraulic braking device according to claim 14, wherein, The second receiver receives information determined by the first determining unit regarding whether the first braking device is operating normally.

16. The hydraulic braking device according to claim 14, wherein, When the first braking device malfunctions, the first controller is configured to close the first shut-off valve connected in parallel between the wheel brake and the fluid accumulator.

17. The hydraulic braking device according to claim 14, wherein, When the first braking device malfunctions, the second controller is configured to close the second shut-off valve connected in parallel between the wheel brake and the first braking device.

18. The hydraulic braking device according to claim 14, further comprising: A pair of electronic parking brakes, mounted on the left and right rear wheels of the vehicle, are configured to use a motor to brake the corresponding wheels. The second braking device is connected in series between the wheel brake mounted on the front wheel of the vehicle and the first braking device.

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