Electronic brake for vehicle and control method thereof

Abstract

Electronic brake for a vehicle and control method thereof. According to an embodiment of the present disclosure, an electronic brake for a vehicle and control method thereof can generate the braking force required for safe vehicle operation even if there is a problem with the main brake device by controlling an auxiliary brake device, which generates the required braking force by acting as a backup for the main brake device.

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority to and the benefit of Korean Patent Application No. 10-2021-0151793, filed on November 5, 2021, the disclosure of which is incorporated herein by reference in its entirety. Technical Field

[0003] The present disclosure relates to an electronic brake for a vehicle and a control method thereof. Background Art

[0004] This section provides background information related to the present disclosure which is not necessarily prior art.

[0005] Electronic brakes utilize electric motors to generate braking force for the wheel brake mechanisms. The brake device, which includes the electric motor, pressurizes the working fluid within the electronic brake's hydraulic circuit. This pressurized working fluid is selectively delivered to multiple wheel brake mechanisms via a flow path formed by opening and closing multiple valves in the electronic brake's hydraulic circuit. The multiple wheel brake mechanisms use the hydraulic pressure of the delivered working fluid to decelerate or stop the wheels.

[0006] An auxiliary brake system has been proposed. This system is designed to generate brake pressure as a backup to the vehicle's main brake system in the event of a malfunction. An auxiliary controller for controlling the auxiliary brake system can be installed alongside the auxiliary brake system, acting as a backup to the main controller that controls the main brake system. The auxiliary brake system is configured to perform cooperative control if the power output of the main brake system fails to meet set conditions. The phrase "power output of the main brake system fails to meet set conditions" may indicate that an abnormality has occurred in the main brake system.

[0007] However, even if there is an auxiliary brake device, if an abnormality occurs in the auxiliary brake device, the vehicle's brake device cannot generate the braking force required for safe driving of the vehicle. Summary of the Invention

[0008] According to at least one aspect, the present disclosure provides a control method for an electronic brake of a vehicle, the electronic brake comprising a first braking device configured to provide hydraulic pressure to a wheel brake; a second braking device comprising a pump connected between at least a portion of the wheel brake and the first braking device, and configured to fluidly disconnect an outlet of an oil reservoir and the pump when a brake pedal is pressed a predetermined distance or greater; and a control unit comprising a first controller for controlling the first braking device and a second controller for controlling the second braking device, the control method comprising the following steps: determining by the control unit whether there is a problem with the first braking device; based on determining that there is a problem with the first braking device, determining by the control unit whether there is a problem with a shut-off valve unit installed to the second braking device and connected between the outlet of the oil reservoir and the pump; and based on determining that there is a problem with the shut-off valve unit, controlling the first braking device by the first controller so that the flow path connecting the outlet of the oil reservoir and the pump on the first braking device is closed.

[0009] According to another aspect, the present disclosure provides an electronic brake for a vehicle, the electronic brake comprising: a first brake device configured to provide hydraulic pressure to a wheel brake; a second brake device comprising a pump, connected between at least a portion of the wheel brake and the first brake device, and configured to fluidly disconnect an outlet of an oil reservoir and the pump when a brake pedal is pressed a predetermined distance or more; and a control unit for controlling the first brake device and the second brake device, the control unit comprising: a first determination unit, which determines whether there is a problem with the first brake device; a second determination unit, which determines whether there is a problem with a shut-off valve unit mounted to the second brake device and connected between the outlet of the oil reservoir and the pump based on the determination that there is a problem with the first brake device; a first controller, which is configured to control the first brake device based on the determination that there is a problem with the shut-off valve unit, so that the flow path connecting the outlet of the oil reservoir and the pump on the first brake device is closed; and a second controller, which controls the second brake device so that the second brake device generates a required braking force. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] Figure 1 is a hydraulic circuit diagram of an electronic brake for a vehicle according to an embodiment of the present disclosure.

[0011] Figure 2 is a sequence diagram of a control method according to an embodiment of the present disclosure.

[0012] Figure 3 is a block diagram schematically illustrating a configuration of an electronic brake for a vehicle according to an embodiment of the present disclosure. DETAILED DESCRIPTION

[0013] According to the electronic brake for a vehicle and the control method thereof of the embodiment of the present disclosure, by controlling the auxiliary brake device, it is possible to generate the braking force required for safe vehicle driving when there is a problem with the main brake device, and the auxiliary brake device generates the required braking force by serving as a backup for the main brake device.

[0014] In addition, the electronic brake for a vehicle and the control method thereof according to the embodiment of the present disclosure can generate the braking force required for safe vehicle driving in the event of a double fault by controlling the main braking device by a control unit, so that when there are problems with the main braking device and the auxiliary braking device, the main braking device delivers the hydraulic pressure formed by the auxiliary braking device to the wheel brake.

[0015] The aspects of the present disclosure are not limited to the above contents, and those skilled in the art will be able to clearly understand other aspects not mentioned herein through the following description.

[0016] Hereinafter, some exemplary embodiments of the present 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. In addition, in the following description of some embodiments, for the purpose of clarity and brevity, detailed descriptions of known functions and configurations incorporated herein will be omitted.

[0017] Additionally, various terms such as first, second, A, B, (a), (b), etc. are used only to distinguish one component from other components and do not imply or suggest the nature, order, or sequence of the components. Throughout this specification, when a component "includes" or "comprising" a component, it means that other components are also included, rather than excluding other components, unless otherwise explicitly mentioned to the contrary. Terms such as "unit", "module", etc. 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.

[0018] Figure 1 is a hydraulic circuit diagram of an electronic brake for a vehicle according to an embodiment of the present disclosure.

[0019] In this disclosure, the terms "front" and "rear" refer to a direction in which the brake pedal 112 is pressed and an opposite direction thereof, respectively. In this disclosure, the front wheel brakes w3 and w4 and the rear wheel brakes w1 and w2 refer to wheel brakes mounted to the front wheels and wheel brakes mounted to the rear wheels, respectively.

[0020] Reference Figure 1 The electronic brake for a vehicle controlled by the control method according to an embodiment of the present disclosure includes all or part of an oil reservoir 130 , a first braking device 110 , a second braking device 120 , wheel brakes w1 to w4 , and a control unit 150 .

[0021] Wheel brakes w1 to w4 are devices mounted on wheels and configured to apply braking force to the wheels. For example, wheel brakes w1 to w4 may be caliper brakes or drum brakes. Wheel brakes w1 to w4 are configured to apply hydraulic pressure from the first braking device 110 and / or the second braking device 120 and restrict wheel rotation.

[0022] Reservoir 130 is installed to store working fluid or supply it to the hydraulic circuit. The fluid in reservoir 130 can be supplied to master cylinder 111 or pump 121, and the fluid can be pressurized in master cylinder 111 or pump 121. The pressurized fluid can be selectively delivered to multiple wheel brakes w1 to w4 through multiple valves installed in first brake device 110 and second brake device 120.

[0023] The first brake device 110 is configured to provide hydraulic pressure to wheel brakes w1 to w4. The first brake device 110 is connected between an oil reservoir 130 and the wheel brakes w1 to w4. A master cylinder 111 included in the first brake device 110 can pressurize fluid, and the pressurized fluid can be delivered to the wheel brakes w1 to w4.

[0024] The master cylinder 111 includes a piston 111a configured to pressurize the fluid within it. The inlet of the master cylinder 111 is connected to the oil reservoir 130, and the outlet of the master cylinder 111 is connected to the wheel brakes w1 to w4. The fluid introduced into the master cylinder 111 from the oil reservoir 130 can be pressurized within the master cylinder 111 and delivered to the wheel brakes w1 to w4. The master cylinder 111 can have two chambers divided by the piston 111a. The chamber located in front of the piston 111a is referred to as the first chamber 111b, and the chamber located behind the piston 111a is referred to as the second chamber 111c. The first chamber 111b and the second chamber 111c can each be connected to a different wheel brake w1 to w4. The first chamber 111b used in the control method according to an embodiment of the present disclosure is connected to the wheel brakes w1 to w4 installed on the rear wheels of the vehicle, and the second chamber 111c used therefor is connected to the wheel brakes w1 to w4 installed on the front wheels of the vehicle. Here, the flow path connecting the first chamber 111b and the wheel brakes w1 to w4 mounted on the rear wheels of the vehicle is referred to as the rear wheel flow path. The flow path connecting the second chamber 111c and the wheel brakes w1 to w4 mounted on the front wheels of the vehicle is referred to as the front wheel flow path. Depending on whether the connection valve 114 is open or closed, the rear wheel flow path and the front wheel flow path can be configured to be fluidically connected or disconnected.

[0025] The first brake device 110 may include a switching valve unit 115 installed on a flow path connecting the inside of the master cylinder 111 and the oil reservoir 130. When the switching valve unit 115 is opened, the master cylinder 111 and the oil reservoir 130 communicate and the hydraulic pressure in the master cylinder 111 decreases.

[0026] The piston 111a may be configured to slide in a direction to pressurize the fluid in the master cylinder 111 when the driver pushes the pedal 112. Figure 1 Although not shown, master cylinder 111 may include an electronic booster configured to move piston 111a based on a brake signal generated by a pedal travel sensor when the driver pushes brake pedal 112. When the hydraulic pressure in second chamber 111c, located forward of piston 111a, decreases, the reaction force acting on piston 111a due to the hydraulic pressure in second chamber 111c, when piston 111a is pressurized, decreases. Consequently, the force applied by the driver to brake pedal 112 to move piston 111a forward, decreases.

[0027] The piston 111a has a predetermined thickness in the moving direction. Depending on the stroke amount of the piston 111a, the second chamber 111c and the wheel brakes w1 to w4 mounted to the rear wheels can be fluidically communicated or disconnected. Figure 1 When the piston 111a is pressed a predetermined distance or more, the outlet made through the second chamber 111c is closed by the outer periphery of the piston 111a. In this way, the wheel brakes w1 to w4 mounted to the front wheels are fluidly disconnected from the second chamber 111c.

[0028] The second braking device 120 is connected between at least a portion of the wheel brakes w1 to w4 and the first braking device 110. The second braking device 120 is configured to generate the required braking force by serving as a backup for the first braking device 110 when there is a problem with the first braking device 110. Here, the required braking force is a value determined based on the amount of pedal stroke from the driver measured by the pedal stroke sensor, and may represent a braking force equal to the driver's intention to slow down or stop the vehicle. On the other hand, the required braking force may represent a braking signal calculated by the vehicle's automatic driving system. The second braking device 120 may be configured to provide hydraulic pressure to the front wheel brakes w3 and w4. The electronic brake for a vehicle according to an embodiment of the present disclosure is configured to deliver fluid to the oil reservoir 130, the first braking device 110, the second braking device 120, and the front wheel brakes w3 and w4 in sequence.

[0029] The pump 121 included in the second braking device 120 can generate the hydraulic pressure needed to produce the required braking force. The inlet of the pump 121 can be connected to the reservoir 130, and the outlet of the pump 121 can be connected to the wheel brakes w1 to w4. An inlet flow path valve unit 126 can be installed in the flow path connecting the inlet of the pump 121 and the reservoir 130. When the inlet flow path valve unit 126 is open, fluid can be supplied from the reservoir 130 to the pump 121. If the second braking device 120 needs to increase the braking pressure by serving as a backup for the first braking device 110, fluid can be transferred from the reservoir 130 to the pump 121. The transferred fluid can be pressurized within the pump 121 and delivered to the wheel brakes w1 to w4. The second braking device 120 can be configured so that when the brake pedal 112 is pressed a predetermined distance or more, the reservoir 130 and the outlet of the pump 121 are fluidically disconnected. The second chamber 111c can be configured to communicate with the reservoir 130 and the second braking device 120. With this configuration, when the piston 111a is pressed a predetermined distance or more, the outlet of the second chamber 111c leading to the second braking device 120 can be closed by the outer periphery of the piston 111a. Therefore, the high-pressure fluid pressurized in the second braking device 120 leaks into the oil reservoir 130, thereby preventing the fluid pressure from decreasing.

[0030] The second braking device 120 includes all or part of a shutoff valve unit 125, an inlet valve unit IV, and an outlet valve unit OV. The shutoff valve unit 125 is connected between the oil reservoir 130 and wheel brakes w1 to w4. It is also connected between the oil reservoir 130 and the outlet of the pump 121. When the shutoff valve unit 125 is closed, it prevents the high-pressure fluid discharged from the outlet of the pump 121 from being delivered to the oil reservoir 130. This allows the pressure of the pressurized fluid in the pump 121 to be transmitted to the wheel brakes w1 to w4. The inlet valve unit IV is installed in the flow path connecting the outlet of the pump 121 and the wheel brakes w1 to w4. The inlet valve unit IV can be configured as a normally open solenoid valve that closes when no current is applied. The control unit 150 can control the inlet valve unit IV to open and the outlet valve unit OV to close, so that the hydraulic pressure built up in the first braking device 110 and the second braking device 120 is transmitted to the wheel brakes w1 to w4. On the other hand, the control unit 150 may control the inlet valve unit IV to be closed and the outlet valve unit OV to be opened, so that the hydraulic pressures of the wheel brakes w1 to w4 are reduced.

[0031] Figure 2 is a sequence diagram of a control method according to an embodiment of the present disclosure.

[0032] The control method according to the embodiment of the present disclosure can be Figure 1 An electronic brake implementation for a vehicle is shown.

[0033] Reference Figure 1 and Figure 2 , an electronic brake for a vehicle includes a control unit 150. The control unit 150 includes a first controller 151 for controlling a first braking device 110 and a second controller 152 for controlling a second braking device 120. The control unit 150 determines whether there is a problem with the first braking device 110 (S210). The first controller 151 can determine whether there is a problem with the first braking device 110 based on a measurement result from a pressure sensor mounted on the first braking device 110 or a value of a current applied to a valve mounted on the first braking device 110. For example, if the pressure measured by the pressure sensor is not high enough to be equal to the required braking force, the control unit 150 can determine that there is a problem with the first braking device 110. If there is no problem with the first braking device 110, the control method of the present disclosure is completed.

[0034] If a problem is determined with first brake device 110, second controller 152 determines whether a problem exists with shutoff valve unit 125 (S230). Specifically, second controller 152 may determine whether shutoff valve unit 125 is stuck while open. If a problem exists with first brake device 110, second controller 152 may control second brake device 120 so that second brake device 120 generates the required braking force by serving as a backup for first brake device 110. If shutoff valve unit 125 is stuck while open, high-pressure fluid pressurized in second brake device 120 leaks into oil reservoir 130, and thus second brake device 120 cannot generate the required braking force by serving as a backup for first brake device 110. A control method for an electronic brake for a vehicle enables the electronic brake for a vehicle to generate the required braking force even in the event of a double fault (hereinafter, in the event of a double fault) by using the following control method.

[0035] If it is determined in S230 that the cutoff valve unit 125 has a problem, the first controller 151 controls the first brake device 110 so that a flow path connecting the oil reservoir 130 and the outlet of the pump 121 on the first brake device 110 is closed ( S250 to S290 ).

[0036] In step S250, first controller 151 determines whether the driver is depressing brake pedal 112. Upon receiving a signal related to the amount of brake pedal 112 stroke from a pedal stroke sensor connected to brake pedal 112, first controller 151 determines whether the driver is depressing brake pedal 112. If it is determined that the driver is depressing brake pedal 112, first controller 151 controls first brake device 110 to reduce the hydraulic pressure in master cylinder 111. In the event of a problem with first brake device 110 or shutoff valve unit 125, control unit 150 controls first brake device 110 and second brake device 120 so that they generate the required braking force equal to the amount of pedal stroke received by the driver.

[0037] In step S260, the first controller 151 controls the switching valve unit 115 to open it. Once the switching valve unit 115 is opened, the hydraulic pressure in the master cylinder 111 decreases. Consequently, the reaction force exerted by the fluid within the master cylinder 111 on the piston 111a decreases, allowing the piston 111a to move forward with minimal force. Once the piston 111a moves forward a predetermined distance or more, the outlet of the reservoir 130 and the pump 121 are fluidically disconnected. This allows the fluid pressurized by the pump 121 of the second brake device 120 to be delivered to wheel brakes w1 through w4 without leaking into the reservoir 130. When the driver depresses the brake pedal 112 with minimal force in the event of a double fault, the second brake device 120 can transmit the braking force generated by its backup function for the first brake device 110 to wheel brakes w1 through w4 using the control method according to step S260.

[0038] In step S270, control unit 150 determines whether to increase the braking force applied to the vehicle by the vehicle's electronic brakes. If the required braking force is greater than the current braking force calculated based on the pressure measured by the hydraulic sensors connected to wheel brakes w1 to w4, control unit 150 may determine that an increase in braking force is necessary. For example, if the hydraulic pressure generated in master cylinder 111 by the driver's pedal pressure is not high enough to equal the required braking force, this may indicate that the required braking force is greater than the current braking force. Second brake device 120 may generate braking force as a backup to the driver's pedal pressure.

[0039] If it is determined in step S270 that the braking force needs to be increased, the second controller 152 controls the inlet flow path valve unit 126, which is installed in the flow path connecting the oil reservoir 130 and the inlet of the pump 121, to open (S290). Furthermore, the second controller 152 controls the pump 121 to pressurize the fluid. In this manner, the fluid enters the pump 121 from the oil reservoir 130 and is pressurized in the pump 121. In step S260, the pressurized fluid can be delivered to the wheel brakes w1 to w4 without leaking into the oil reservoir 130.

[0040] On the other hand, if it is determined in step S270 that the braking force does not need to be increased, the second controller 152 controls the opening and closing states of the inlet valve unit IV and the outlet valve unit OV (S280). That is, the control unit 150 can perform control of ABS (anti-lock braking system), TCS (traction control system), etc.

[0041] If it is determined in step S230 that there is no problem with the cut-off valve unit 125, the second controller 152 controls the second brake device 120 so that the second brake device 120 generates a hydraulic pressure equal to the required braking force (S240). In other words, the second brake device 120 generates a braking pressure by acting as a backup for the first brake device 110.

[0042] If it is determined in step S210 that there is a problem with the first brake device 110, the control unit 150 can control the electronic parking brake installed on the rear wheels so that the electronic parking brake applies braking force to the rear wheels (S220). The second brake device 120 provides hydraulic pressure to the front wheel brakes w3 and w4 by supplementing some functions of the first brake device 110, and the electronic parking brake provides hydraulic pressure to the rear wheel brakes w1 and w2 by supplementing other functions of the first brake device 110.

[0043] According to the control method according to an embodiment of the present disclosure, if there is a problem with first brake device 110, second brake device 120 and / or the electronic parking brake can generate the required braking force. In addition, in the event of a double failure, where a portion of the components of second brake device 120 and a portion of the components of first brake device 110 fail, second brake device 120 and a portion of the components of first brake device 110 can be controlled so that the vehicle's electronic brake generates the required braking force.

[0044] Figure 3 is a block diagram schematically illustrating a configuration of an electronic brake for a vehicle according to an embodiment of the present disclosure.

[0045] The electronic brake for a vehicle according to an embodiment of the present disclosure may be an electronic brake for a vehicle controlled by the above-described control method. Therefore, redundant description will be omitted.

[0046] Reference Figure 1 and Figure 3 The electronic brake system for a vehicle includes all or part of a first braking device 110, a second braking device 120, and a control unit 150. The first braking device 110 is configured to provide hydraulic pressure to wheel brakes w1 to w4. The second braking device 120 is connected between at least some of the wheel brakes w1 to w4 and the first braking device 110. The first braking device 110 may include a master cylinder 111 having a piston 111a configured to be pressed together with a brake pedal 112. The first braking device 110 may include a switching valve unit 115. The switching valve unit 115 is installed in the flow path connecting the interior of the master cylinder 111 and the oil reservoir 130. The second braking device 120 includes a pump 121. When the brake pedal 112 is pressed a predetermined distance or more, the outlets of the oil reservoir 130 and the pump 121 are fluidically disconnected. The control unit 150 controls the first braking device 110 and the second braking device 120. The second braking device 120 includes a cut-off valve unit 125 connected between the oil reservoir 130 and an outlet of the pump 121 .

[0047] The control unit 150 includes a first determination unit 153, a second determination unit 154, a first controller 151, and a second controller 152. According to an exemplary embodiment of the present disclosure, the control unit 150 may include a processor (e.g., a computer, a microprocessor, a CPU, an ASIC, a circuit, a logic circuit, etc.) and an associated non-transitory memory storing software instructions, which, when executed by the processor, provide the functions of the first determination unit 153, the second determination unit 154, the first controller 151, and the second controller 152. Here, the memory and the processor may be implemented as separate semiconductor circuits. Alternatively, the memory and the processor may be implemented as a single integrated semiconductor circuit. The processor may embody one or more processors.

[0048] The first determining unit 153 determines whether there is a problem with the first brake device 110. The first determining unit 153 may determine whether there is a problem with the first brake device 110 based on pressure information received from a pressure sensor of the first brake device 110. Once it is determined that there is a problem with the first brake device 110, the first determining unit 153 transmits a first fault signal.

[0049] Second determination unit 154 receives the first fault signal. Upon receiving the fault signal, second determination unit 154 determines whether there is a problem with shutoff valve unit 125. Specifically, second determination unit 154 may determine whether shutoff valve unit 125 is stuck while open. Second determination unit 154 may determine whether there is a problem with shutoff valve unit 125 by using pressure measurements from a pressure sensor (not shown) mounted on the flow path of shutoff valve unit 125 on the first brake device 110 side. Upon determining that there is a problem with shutoff valve unit 125, second determination unit 154 may transmit a second fault signal.

[0050] The first controller 151 controls the first braking device 110. When the first controller 151 receives a shutoff valve failure signal, the first controller 151 may control the first braking device 110 so that the flow path connected to the oil reservoir 130 and the outlet of the pump 121 on the first braking device 110 is closed. Specifically, the first controller 151 may control the first braking device 110 to open the switching valve unit 115.

[0051] The second controller 152 controls the second braking device 120. The second controller 152 may include a third determination unit 152a. Upon receiving the first fault signal and / or the second fault signal, the third determination unit 152a determines whether an increase in braking force is required for the vehicle's electronic brake. If the third determination unit 152a determines that an increase in braking force is required, the second controller 152 controls the inlet flow path valve unit 126 to open and activate the pump. The inlet flow path valve unit 126 is a valve installed in the flow path connecting the oil reservoir 130 and the inlet of the pump 121.

[0052] With this configuration, the electronic brake for a vehicle according to an embodiment of the present disclosure can stably generate braking force even in the event of a malfunction in which the cutoff valve unit 125 is stuck.

[0053] The electronic brake for a vehicle and the control method thereof according to an embodiment of the present disclosure have the following effects: by controlling the auxiliary brake device, a braking force required for safe vehicle driving is generated even if there is a problem with the main brake device, and the auxiliary brake device generates the required braking force by serving as a backup for the main brake device.

[0054] In addition, the electronic brake for a vehicle and the control method thereof according to the embodiment of the present disclosure have the following effects: by controlling the main braking device by the control unit, the braking force required for safe driving of the vehicle is generated in the event of a double fault, so that when there are problems with the main braking device and the auxiliary braking device, the main braking device delivers the hydraulic pressure formed by the auxiliary braking device to the wheel brake.

[0055] Although the 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 may be made without departing from the concept and scope of the claimed invention. Therefore, for the sake of brevity and clarity, the exemplary embodiments of the present disclosure have been described. The scope of the technical concept of the present embodiment is not limited by the illustrations. Therefore, it will be understood by those skilled in the art that the scope of the claimed invention is not limited by the embodiments explicitly described above, but by the claims and their equivalents.

Claims

1. A method for controlling an electronic brake of a vehicle, the electronic brake comprising: a first brake device configured to provide hydraulic pressure to the wheel brakes; a second brake device including a pump, the second brake device being connected between at least a portion of the wheel brake and the first brake device and being configured to fluidly disconnect an oil reservoir and an outlet of the pump when a brake pedal is depressed a predetermined distance or more; and a control unit comprising a first controller for controlling the first braking device and a second controller for controlling the second braking device, The control method comprises the following steps: determining, by the control unit, whether there is a problem with the first braking device; determining, by the control unit, whether there is a problem with a shutoff valve unit mounted to the second brake device and connected between the oil reservoir and an outlet of the pump based on the determination that there is a problem with the first brake device; and Based on the determination that the shutoff valve unit has a problem, the first controller controls the first brake device so that a flow path connecting the oil reservoir and the outlet of the pump on the first brake device is closed.

2. The control method according to claim 1, wherein: The step of controlling the first braking device by the first controller further includes the following steps: determining, by the first controller, whether the driver is pressing the brake pedal; and Based on determining that the driver is pressing the brake pedal, the first brake device is controlled by the first controller to reduce the hydraulic pressure in the master cylinder.

3. The control method according to claim 2, wherein: The step of controlling the first brake device by the first controller to reduce the hydraulic pressure in the master cylinder includes the following steps: controlling the switching valve unit installed on the flow path connecting the inside of the master cylinder and the oil reservoir by the first controller so that the switching valve unit is opened.

4. The control method according to claim 1, further comprising the following steps: After the first controller controls the first braking device, the control unit determines whether a braking force applied to the vehicle by the electronic brake needs to be increased; Based on the determination that the braking force needs to be increased, the second controller controls an inlet flow path valve installed on a flow path connecting the oil reservoir and the inlet of the pump so that the inlet flow path valve is opened; and The pump is controlled by the second controller so that the pump pressurizes the fluid.

5. The control method according to claim 4, further comprising the following steps: Based on determining that there is no need to increase the braking force, the opening and closing states of an inlet valve unit and an outlet valve unit are controlled by the second controller, the inlet valve unit being installed on a flow path connecting the wheel brake connected to the second braking device and the outlet of the pump, and the outlet valve unit being installed between the wheel brake connected to the second braking device and the oil reservoir.

6. The control method according to claim 1, further comprising the following steps: Based on the determination that there is no problem with the cutoff valve unit, the second controller controls the second brake device so that the second brake device generates a hydraulic pressure equal to the required braking force.

7. The control method according to claim 6, wherein: The step of controlling the second braking device by the second controller includes the step of controlling the shutoff valve unit by the second controller so that the shutoff valve unit is closed.

8. The control method according to claim 1, further comprising the following steps: Based on the determination that there is a problem with the first brake device, the control unit controls the electronic parking brake installed on the rear wheels so that the electronic parking brake applies a braking force to the rear wheels.

9. An electronic brake for a vehicle, comprising: a first brake device configured to provide hydraulic pressure to the wheel brakes; a second brake device including a pump, the second brake device being connected between at least a portion of the wheel brake and the first brake device and being configured to fluidly disconnect an oil reservoir and an outlet of the pump when a brake pedal is depressed a predetermined distance or more; and a control unit for controlling the first braking device and the second braking device, The control unit comprises: a first determining unit configured to determine whether there is a problem with the first braking device; a second determining unit configured to determine whether a shutoff valve unit mounted to the second brake device and connected between the oil reservoir and an outlet of the pump has a problem, based on the determination that the first brake device has a problem; a first controller configured to control the first brake device so that a flow path connecting the oil reservoir and the outlet of the pump on the first brake device is closed based on a determination that the shutoff valve unit has a problem; and A second controller is configured to control the second braking device so that the second braking device generates a required braking force.

10. The electronic brake according to claim 9, wherein: The first brake device includes a switching valve unit installed on a flow path connecting the interior of a master cylinder having a piston configured to be pressed together with the brake pedal and the oil reservoir, and Wherein, based on determining that there is a problem with the stop valve unit, the first controller controls the switch valve unit to open.

11. The electronic brake according to claim 9, wherein: The second braking device includes an inlet flow path valve unit installed on a flow path connecting the oil reservoir and the inlet of the pump, and the second controller includes a third determination unit configured to determine whether a braking force applied to the vehicle by the electronic brake for the vehicle needs to be increased, and Here, based on the determination by the third determination unit that the braking force needs to be increased, the second controller controls the inlet flow path valve unit to open and drives the pump.

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