Braking device and control method thereof

Abstract

A brake apparatus includes a plurality of brake modules respectively provided in left and right wheels of a first axle of a vehicle, a plurality of brake modules respectively provided in left and right wheels of a second axle of the vehicle, and a controller that sets a target brake torque of each wheel based on an output signal of a pedal sensor provided in the vehicle, and controls a brake torque of each of the plurality of brake modules based on the target brake torque of each wheel, the controller being further configured to, upon identifying a failure of at least one of the plurality of brake modules, identify an occurrence of a yaw rate error between a target yaw rate and a current yaw rate of the vehicle based on an output signal of a motion sensor provided in the vehicle, assign an additional brake torque to an operational brake module for each wheel based on the yaw rate error, and control the brake torque of the operational brake module for each wheel based on the target brake torque of each wheel and the additional brake torque for each wheel.

Description

[0001] Cross-reference to related applications

[0002] This application claims priority to Korean Patent Application No. 10-2024-0177625, filed with the Korean Intellectual Property Office on December 3, 2024, the entire disclosure of which is incorporated herein by reference. Technical Field

[0003] This disclosure relates to a braking device and a control method thereof. Background Technology

[0004] Vehicles are generally equipped with braking systems to bring the vehicle to a stop. Various types of braking systems have been proposed to obtain stable and effective braking force.

[0005] A universal braking system includes a brake disc, caliper, and piston. The brake disc is configured to rotate with the wheel, the caliper has a pair of pads mounted to advance or retract to press against the brake disc, and the piston is mounted to slide relative to the caliper. When the driver depresses the brake pedal, the universal braking system primarily applies wheel braking by using brake fluid to force the piston against the brake disc.

[0006] However, recently, as the market demand for implementing various braking functions to properly cope with vehicle operating environments has been increasing, a technology has been developed that receives the driver's braking intention as an electrical signal when the driver presses the brake pedal and uses an electric motor and various types of gear structures to electromechanically generate braking force.

[0007] The braking system includes electromechanical brakes, which are installed on each of the vehicle's four wheels and configured to operate independently. Therefore, if any one of the four electromechanical brakes fails, and the remaining wheels are functioning normally without considering the failure, the vehicle will quickly tilt to one side, making it impossible to brake properly, or potentially causing an accident. Summary of the Invention

[0008] The purpose of this disclosure is to provide a braking device and control method thereof, which can stably and effectively brake a vehicle by preventing the vehicle from tilting during braking, in which any one of the electromechanical brakes respectively disposed in multiple wheels of the vehicle fails.

[0009] A braking device according to one aspect of this disclosure may include: a plurality of braking modules respectively disposed on the left and right wheels of a first axle of a vehicle; a plurality of braking modules respectively disposed on the left and right wheels of a second axle of a vehicle; and a controller configured to set a target braking torque for each wheel based on an output signal from a pedal sensor disposed in the vehicle, and to control the braking torque of each of the plurality of braking modules based on the target braking torque for each wheel, wherein the controller is further configured to: identify the occurrence of a yaw rate error between a target yaw rate of the vehicle and a current yaw rate based on an output signal from a motion sensor disposed in the vehicle when a fault is identified in at least one of the plurality of braking modules; allocate additional braking torque for each wheel to an operational braking module based on the yaw rate error; and control the braking torque of the operational braking module based on the target braking torque for each wheel and the additional braking torque for each wheel.

[0010] The controller can be further configured to: identify additional braking torque distribution variables, including at least one of the location of the faulty braking module, the vehicle's direction of travel, and the vehicle's travel motion; and based on the additional braking torque distribution variables, distribute additional braking torque to the operational braking module for each wheel.

[0011] The controller can be further configured to: obtain the redistributed braking torque based on the target braking torque for each wheel and the fault braking module, compare the torque arm of the operational braking module based on the additional braking torque allocation variable, and allocate the redistributed braking torque based on the comparison result of the torque arm to obtain the additional braking torque for each wheel.

[0012] The controller can be further configured to: assign a negative (-) or positive (+) first sign to the location of the fail-safe braking module, the direction of travel of the vehicle, and each of the vehicle's travel motions; assign a negative (-) or positive (+) second sign to the braking module, which is located on the same side as the fail-safe braking module, based on the calculation of the assigned sign; assign a negative (-) or positive (+) third sign to the braking module, which is located on the opposite side of the fail-safe braking module, based on the calculation of the second sign and the first sign assigned to the travel motion; and distribute additional braking torque for each wheel to the operational braking module based on the second and third signs.

[0013] The controller can be further configured, based on the second symbol, to distribute additional braking torque per wheel obtained by increasing or decreasing the redistribution of braking torque to a braking module located on the same side as the fault braking module on either the first or second axle.

[0014] The controller can be further configured, based on a third symbol, to distribute additional braking torque per wheel, obtained by increasing or decreasing the redistribution of braking torque, to a braking module located on either the first or second axle, on the side opposite the faulty braking module.

[0015] The controller can be further configured to: acquire, based on each of the second and third symbols, the additional braking torque allocated to the operational braking module for each wheel; and allocate the additional braking torque for each wheel obtained by increasing or decreasing the redistributed braking torque to a braking module located on the side opposite the fault braking module of the remaining one of the first and second axles.

[0016] The controller can be further configured to: assign negative (-) and positive (+) signs to the left and right wheels identified based on the position of the fault braking module, assign negative (-) and positive (+) signs to left and right turns identified based on the vehicle's direction of travel, and assign negative (-) and positive (+) signs to understeer and oversteer identified based on the vehicle's motion.

[0017] Based on the identification of a fault in the braking module located at the left wheel of the first axle, when right turn and oversteering are detected, the controller can be further configured to reduce the yaw rate error by allocating additional braking torque per wheel to the braking modules located at the right wheel of the first axle and the left wheel of the second axle, wherein the additional braking torque is greater than the additional braking torque per wheel to the braking module located at the right wheel of the second axle. Furthermore, based on the identification of a fault in the braking module located at the left wheel of the first axle, when right turn and understeering are detected, the controller can be further configured to reduce the yaw rate error by allocating additional braking torque per wheel to the braking modules located at the right wheel of the second axle, wherein the additional braking torque is greater than the additional braking torque per wheel to the braking modules located at the right wheel of the first axle and the left wheel of the second axle.

[0018] Based on the identification of a fault in the braking module located at the left wheel of the first axle, when left turn and oversteering are identified, the controller can be further configured to reduce the yaw rate error by distributing additional braking torque per wheel to the braking module located at the right wheel of the first axle, wherein the additional braking torque is greater than the additional braking torque per wheel to the braking modules located at the left wheel of the second axle and the right wheel of the second axle. Furthermore, based on the identification of a fault in the braking module located at the left wheel of the first axle, when left turn and understeering are identified, the controller can be further configured to reduce the yaw rate error by distributing additional braking torque per wheel to the braking modules located at the left wheel of the second axle and the right wheel of the second axle, wherein the additional braking torque is greater than the additional braking torque per wheel to the braking module located at the right wheel of the first axle.

[0019] According to one aspect of this disclosure, when any one of the electromechanical brakes respectively disposed in multiple wheels of a vehicle fails, the vehicle can be brought to a stable stop by preventing the vehicle from tilting during braking.

[0020] Furthermore, according to one aspect of this disclosure, even if the braking force of the faulty wheel remains at a predetermined value, the vehicle can be brought to a stable stop by preventing the vehicle from tilting.

[0021] The effects of this disclosure are not limited to those described above, and other effects not mentioned above will be clearly understood by those skilled in the art based on the following description.

[0022] The objectives to be achieved, the means to achieve them, and the effects of this disclosure do not specify the essential features of the claims. Therefore, the scope of the claims is not limited to the content of this disclosure. Attached Figure Description

[0023] The above and other aspects, features and other advantages of this disclosure will become more clearly understood from the following detailed description taken in conjunction with the accompanying drawings, wherein:

[0024] Figure 1 This is a view showing the configuration of a vehicle according to an embodiment of the present disclosure;

[0025] Figure 2 This is a view illustrating a braking device according to an embodiment of the present disclosure and a vehicle configuration associated with the braking device;

[0026] Figure 3 This is a view illustrating an example of an electromechanical brake according to an embodiment of the present disclosure;

[0027] Figure 4This is a view illustrating an example of the connection relationships between components included in a braking device according to an embodiment of the present disclosure;

[0028] Figure 5 A diagram showing the distribution of additional braking torque for each wheel according to a first embodiment of the present disclosure is provided.

[0029] Figure 6 A diagram showing the distribution of additional braking torque for each wheel according to a second embodiment of the present disclosure is provided.

[0030] Figure 7 A diagram showing the distribution of additional braking torque for each wheel according to a third embodiment of the present disclosure is provided.

[0031] Figure 8 A diagram showing the distribution of additional braking torque for each wheel according to a fourth embodiment of the present disclosure is provided.

[0032] Figures 9 to 12 A view showing the sign calculation and allocation of the additional braking torque for each wheel according to a first embodiment of the present disclosure;

[0033] Figures 13 to 16 This is a view according to a second embodiment of the present disclosure for explaining the sign calculation and allocation of the additional braking torque for each wheel;

[0034] Figure 17 This is a view illustrating a method for controlling a braking device according to an embodiment of the present disclosure; and

[0035] Figure 18 It is shown Figure 17 A view of the detailed process in the document. Detailed Implementation

[0036] In the following description, exemplary embodiments of the present disclosure will be described with reference to the accompanying drawings and the following exemplary embodiments. For purposes of description, the components shown in the drawings are at scale different from actual scales, and therefore the scales are not limited to those shown in the drawings.

[0037] Throughout this specification, the same reference numerals denote the same constituent elements. This specification does not explain all elements in the embodiments, and common content in the art to which this disclosure pertains or content repeatedly described in the embodiments will be omitted. The terms "part," "module," "component," "block," etc., used in this specification can be implemented in software or hardware. Furthermore, multiple "parts," "modules," "components," "blocks," etc., can be implemented as a single component. A single "part," "module," "component," "block," etc., can also include multiple components.

[0038] Throughout this specification, when a component is referred to as being "connected to" another component, that component can be "directly connected" to the other component, and it can also be "indirectly connected" to the other component. Indirect connection includes connections via wireless communication networks.

[0039] Furthermore, unless explicitly stated otherwise, the words “including / contains” and variations such as “including / contains” or “has / contains” will be understood to imply inclusion of the stated elements without excluding any other elements.

[0040] Throughout the specification, when one component is placed "on" another component, this includes not only the case where one component is in contact with another component, but also the case where there are other components between the two components.

[0041] The terms first, second, etc. are used to distinguish one component from another, and the component is not limited by the terms mentioned above.

[0042] Unless there is a clear difference in meaning in the context, expressions used in the singular form include those used in the plural form.

[0043] The reference numerals used in the accompanying drawings are for ease of description and are not intended to describe the order of operations. Unless otherwise stated, operations may be performed in a different order.

[0044] The disclosed operating principles and embodiments will be described in detail below with reference to the accompanying drawings.

[0045] Figure 1 This is a view showing the configuration of a vehicle according to an embodiment of the present disclosure.

[0046] Reference Figure 1 Vehicle 1 may include drive unit 20, transmission unit 30, steering unit 40, and braking unit 100. Drive unit 20, transmission unit 30, and steering unit 40 are not essential components, and all or at least some of these components may be excluded. For example, transmission unit 30 may be excluded.

[0047] The drive unit 20 can provide power to drive the vehicle 1. For example, the drive unit 20 can drive or accelerate the vehicle 1 in response to detecting an acceleration intention input by the driver through the accelerator pedal.

[0048] The drive unit 20 may include a motor and a battery, the motor being configured to serve as a drive source for moving the vehicle, and the battery being configured to provide energy (electrical energy) to the drive motor as the drive source. For example, an electric vehicle may include a drive motor as a drive source.

[0049] When vehicle 1 accelerates, the drive motor can receive electrical energy from the battery and convert it into kinetic energy. Furthermore, when vehicle 1 decelerates or brakes, the drive motor can convert kinetic energy back into electrical energy. The drive motor can also store the converted electrical energy in the battery. The drive motor can perform regenerative braking to decelerate or brake the vehicle.

[0050] However, in drive unit 20, the device for recovering energy is not limited to a drive motor. For example, drive unit 20 may optionally further include an alternator. When vehicle 1 decelerates or brakes, the alternator can convert kinetic energy into electrical energy. The alternator can perform regenerative braking to decelerate or brake the vehicle.

[0051] The drive unit 20 may optionally further include an internal combustion engine. For example, a hybrid vehicle may include both a drive motor and an engine as a drive source.

[0052] The drive unit 20 may include only an electric motor, or optionally include an electric motor or an internal combustion engine. Furthermore, in some cases, the drive unit 20 can not only drive or accelerate the vehicle 1, but also decelerate or brake the vehicle 1.

[0053] The drive device 20 may include a drive control unit 20a configured to control a drive motor. The drive control unit 20a can control the drive device 20 in response to an acceleration intention input by the driver via the accelerator pedal. For example, the drive control unit 20a can control the speed and / or torque of the drive device 20. Additionally, the drive control unit 20a can control regenerative braking via the drive motor.

[0054] The transmission device 30 may include multiple gears and transmit the power generated by the drive device 20 to the wheels.

[0055] The transmission device 30 may include a transmission control unit (transmission controller (TCU)) 30a. The transmission control unit 30a can control the transmission device 30 in response to transmission commands input by the driver via the gear lever and / or the travel speed of the vehicle 1. For example, the transmission control unit 30a can control the gear ratio from the drive unit 20 to the wheels.

[0056] The steering device 40 can change the direction of travel of the vehicle 1. For example, the steering device 40 can turn the vehicle 1 in response to detecting a steering intention input by the driver through the steering wheel.

[0057] The steering device 40 may include a steering control device 40a. The steering control device 40a may assist the operation of the steering device 40 in response to a steering intention input by the driver via the steering wheel.

[0058] The braking device 100 can provide braking force for braking the vehicle 1. For example, the braking device 100 can decelerate or stop the vehicle 1 in response to a braking intention input by the driver through the brake pedal and / or a request from a driving assistance device.

[0059] The braking device 100 may include a braking control device 100a. The braking control device 100a may control the braking device 100 in response to a braking intention input by the driver via the brake pedal and / or the movement of the vehicle 1.

[0060] The drive unit 20, transmission unit 30, steering unit 40 and braking unit 100 can communicate via vehicle communication networks such as Ethernet, Media-Oriented System Transmission (MOST), Flexray, Controller Area Network (CAN) and Local Interconnect Network (LIN).

[0061] Reference Figure 2 The vehicle 1 may include a plurality of wheels 11, 12, 13 and 14 configured to rotate.

[0062] For example, multiple wheels 11, 12, 13, and 14 may include a first wheel 11, a second wheel 12, a third wheel 13, and / or a fourth wheel 14, with the first wheel 11 located on the left front side FL of the vehicle 1, the second wheel 12 located on the right front side FR of the vehicle 1, the third wheel 13 located on the left rear side RL of the vehicle 1, and the fourth wheel 14 located on the right rear side RR of the vehicle 1. However, the number of wheels 11, 12, 13, and 14 is not limited to four.

[0063] like Figure 2As shown, vehicle 1 may include a brake pedal 55, a pedal sensor 50, a wheel speed sensor 60, a steering wheel 85, a motion sensor 70, a steering sensor 80, and a braking device 100. The brake pedal 55 is configured to receive braking-related input from the driver. The pedal sensor 50 is configured to detect movement of the brake pedal 55. The wheel speed sensor 60 is configured to detect the rotational speeds of wheels 11, 12, 13, and 14. The steering wheel 85 is configured to receive steering-related input from the driver. The motion sensor 70 is configured to detect movement of vehicle 1. The steering sensor 80 is configured to detect rotation of the steering wheel 85. The braking device 100 is configured to provide braking force to the plurality of wheels 11, 12, 13, and 14 to bring vehicle 1 to a stop. In this configuration, the pedal sensor 50, wheel speed sensor 60, motion sensor 70, and steering sensor 80 may constitute sensor component 90. Furthermore, the pedal sensor 50, wheel speed sensor 60, motion sensor 70, and steering sensor 80 are not essential components, and all or at least some of these components may be excluded. As described above, the sensor component 90 can output a signal corresponding to the speed and motion of the vehicle 1.

[0064] The braking device 100 may include multiple electromechanical braking (EMB) modules 110, 120, 130 and 140 (hereinafter referred to as braking modules) and a controller 150, wherein the multiple braking modules 110, 120, 130 and 140 are respectively installed in wheels 11, 12, 13 and 14, and the controller 150 is configured to control the multiple braking modules 110, 120, 130 and 140.

[0065] Multiple braking modules 110, 120, 130, and 140 can brake wheels 11, 12, 13, and 14 respectively, thereby braking vehicle 1. For example, the multiple braking modules 110, 120, 130, and 140 may include a first braking module 110, a second braking module 120, a third braking module 130, and / or a fourth braking module 140, wherein the first braking module 110 is configured to brake a first wheel 11, the second braking module 120 is configured to brake a second wheel 12, the third braking module 130 is configured to brake a third wheel 13, and the fourth braking module 140 is configured to brake a fourth wheel 14. The number of braking modules 110, 120, 130, and 140 is not limited to four.

[0066] Multiple braking modules 110, 120, 130 and 140 can each operate in response to a braking signal output solely from controller 150 without being mechanically or fluidly connected to brake pedal 55.

[0067] For example, such as Figure 3As shown, the multiple braking modules 110, 120, 130 and 140 may each include a caliper brake.

[0068] A caliper brake may include a pair of pads 161 and 162, a caliper housing 160, a piston 170, a power conversion unit 180, and a brake motor MOT. The pads 161 and 162 are mounted to press a brake disc DISC configured to rotate with a plurality of wheels 11, 12, 13, and 14. The caliper housing 160 is configured to operate the pads 161 and 162. The piston 170 is mounted in the caliper housing 160 and configured to advance or retract. The power conversion unit 180 is configured to receive a rotational driving force for moving the piston 170, convert the rotational driving force into a linear driving force, and transmit the linear driving force to the piston 170. The brake motor MOT is configured to generate a rotational driving force for moving the piston 170. The pads 161 and 162, the caliper housing 160, the piston 170, the power conversion unit 180, and the brake motor MOT are not essential components, and all or at least some of these components may be excluded.

[0069] Piston 170 can be configured to be on the rear side ( Figure 3 The inner plate 161 is cup-shaped with an opening on the right side and can be slidably inserted into the cylinder component 163. In addition, the piston 170 can press the inner plate 161 against the brake disc DISC by receiving power via the power conversion unit 180.

[0070] The power conversion unit 180 may include a spindle 181, a nut 185, and a plurality of balls 189. The spindle 181 is configured to rotate by receiving driving force from a brake motor MOT. The nut 185 is disposed in a piston 170, threadedly connected to the spindle 181, and configured to advance with the piston 170 by rotation of the spindle 181 in a first direction, or to retract with the piston 170 by rotation of the spindle 181 in a second direction. The plurality of balls 189 are located between the spindle 181 and the nut 185. The power conversion unit 180 may be configured as a ball screw type conversion device, which is configured to convert the rotational motion of the spindle 181 into linear motion.

[0071] The rotational motion of the brake motor MOT can be converted into the linear motion of the piston 170 by the power conversion unit 180. The pair of pads 161 and 162 can be pressed against the brake disc DISC by the linear motion of the piston 170, and the multiple wheels 11, 12, 13 and 14 can be braked by the friction between the pair of pads 161 and 162 and the brake disc.

[0072] Figure 3A caliper brake is shown as an example of an electromechanical brake. However, brakes are not limited to caliper brakes. For example, an electromechanical brake may include a drum brake.

[0073] Reference Figure 4 Multiple braking modules 110, 120, 130 and 140 may respectively include brakes 111, 121, 131 and 141, brake motors 112, 122, 132 and 142, and motor controllers 113, 123, 133 and 143.

[0074] The first braking module 110 may include a first brake 111, a first brake motor 112, and a first motor controller 113, and the first brake 111, the first brake motor 112, and the first motor controller 113 may be integrated.

[0075] The second braking module 120 may include a second brake 121, a second brake motor 122, and a second motor controller 123, and the second brake 121, the second brake motor 122, and the second motor controller 123 may be integrated.

[0076] The third braking module 130 may include a third brake 131, a third brake motor 132, and a third motor controller 133, and the third brake 131, the third brake motor 132, and the third motor controller 133 may be integrated.

[0077] The fourth braking module 140 may include a fourth brake 141, a fourth brake motor 142, and a fourth motor controller 143, and the fourth brake 141, the fourth brake motor 142, and the fourth motor controller 143 may be integrated.

[0078] Brakes 111, 121, 131, and 141 may each include a pad configured to brake each of wheels 11, 12, 13, and 14 by contacting a brake disc DISC configured to rotate together with each of wheels 11, 12, 13, and 14. A plurality of brakes 111, 121, 131, and 141 may include first to fourth brakes 111, 121, 131, and 141.

[0079] Brake motors 112, 122, 132, and 142 can each be an actuator and each provides torque for moving the pair of pads so that the pair of pads contact the brake disc. The rotation of each of the brake motors 112, 122, 132, and 142 can be converted into linear movement by a spindle, and the pads can contact the brake disc via the linear movement of a piston.

[0080] Motor controllers 113, 123, 133, and 143 can, in response to a braking signal from controller 150, each control the drive current for rotating each of the brake motors 112, 122, 132, and 142. For example, depending on the type of brake motor 112, 122, 132, and 142, motor controllers 113, 123, 133, and 143 can each include an H-bridge inverter or a three-phase inverter. Furthermore, motor controllers 113, 123, 133, and 143 can each include a drive processor, such as an electronic control unit (ECU), configured to receive braking signals from processors 151 and 152 of controller 150 and, in response to the braking signals, control the H-bridge inverter or the three-phase inverter to control the drive current of each of the brake motors 112, 122, 132, and 142.

[0081] The controller 150 can receive output signals from the pedal sensor 50, wheel speed sensor 60, motion sensor 70 and / or steering sensor 80, and control the operation of multiple braking modules 110, 120, 130 and 140.

[0082] The controller 150 may include processors 151 and 152, which are configured to process output signals from pedal sensor 50, wheel speed sensor 60, motion sensor 70 and / or steering sensor 80, and output electrical signals corresponding to service brakes, EBD, ABS, TSC, ESC, EPB, etc. to multiple braking modules 110, 120, 130 and 140.

[0083] Controller 150 may include multiple processors 151 and 152 to respond to damage or errors in the electrical system. For example, controller 150 may initially include a first processor 151 and a second processor 152. The second processor 152 may not be a necessary component and may be excluded.

[0084] The first processor 151 can be separate from or integrated with any one of the multiple braking modules 110, 120, 130 and 140.

[0085] The first processor 151 can control all of the multiple braking modules 110, 120, 130, and 140, or only some of the multiple braking modules 110, 120, 130, and 140. For example, during normal operation, the first processor 151 integrated with the first braking module 110 can control all of the multiple braking modules 110, 120, 130, and 140.

[0086] The first processor 151 can process output signals from the pedal sensor 50, wheel speed sensor 60, motion sensor 70, and / or steering sensor 80. Based on the results of processing the output signals, the first processor 151 can identify the braking torque (or braking force, braking acceleration (deceleration), clamping force) corresponding to the service brake, EBD, ABS, TSC, ESC, EPB, etc., and output a braking signal corresponding to the braking torque to all or some of the multiple braking modules 110, 120, 130, and 140. The multiple braking modules 110, 120, 130, and 140 receiving the braking signal can brake multiple wheels 11, 12, 13, and 14 according to the braking force corresponding to the braking signal.

[0087] The first processor 151 can receive a first pedal signal PTS1 from the first pedal sensor 51, and first wheel speed signals WSS1, second wheel speed signal WSS2, third wheel speed signal WSS3, and fourth wheel speed signal WSS4 from the first wheel speed sensor 61, second wheel speed sensor 62, third wheel speed sensor 63, and fourth wheel speed sensor 64. Furthermore, the first processor 151 can be connected to a vehicle communication network NT. For example, the first processor 151 can receive lateral acceleration signals and yaw rate signals representing the lateral acceleration and yaw rate of vehicle 1 respectively from the motion sensor 70 via the vehicle communication network NT, and receive a steering angle signal representing the steering angle of vehicle 1 from the steering sensor 80.

[0088] The first processor 151 can be connected to the first motor controller 113, the second motor controller 123, the third motor controller 133, and the fourth motor controller 143 via the first communication network CAN1, and can communicate with the multiple motor controllers 113, 123, 133, and 143. Furthermore, the first processor 151 can be connected to the first motor controller 113, the second motor controller 123, the third motor controller 133, and the fourth motor controller 143 via the first communication network CAN1.

[0089] For example, the first communication network CAN1 can be a separate, dedicated communication network different from the vehicle communication network NT. Because the first communication network CAN1 is independent of the vehicle communication network NT, the braking signals generated by the first processor 151 can be transmitted to the first braking module 110, the second braking module 120, the third braking module 130, and the fourth braking module 140 more quickly, and the first braking module 110, the second braking module 120, the third braking module 130, and the fourth braking module 140 can brake multiple wheels 11, 12, 13, and 14 more quickly. The first communication network CAN1 can use various communication methods, such as Ethernet, System Transmission for Media (MOST), Flexray, Controller Area Network (CAN), and Local Interconnect Network (LIN).

[0090] The first processor 151 can provide a braking signal to each of the first braking module 110, the second braking module 120, the third braking module 130, and the fourth braking module 140, the braking signal representing the braking torque (or, braking force, braking acceleration (deceleration), or clamping force) of each wheel. For example, the first processor 151 can identify the braking torque required by the driver in response to the first pedal signal PTS1, and distribute the braking torque for each wheel to the first braking module 110, the second braking module 120, the third braking module 130, and the fourth braking module 140 based on the braking torque required by the driver.

[0091] The first processor 151 can identify slippage and / or freewheeling of the first wheel 11, the second wheel 12, the third wheel 13, or the fourth wheel 14 in response to each of the first wheel speed signal WSS1, the second wheel speed signal WSS2, the third wheel speed signal WSS3, and the fourth wheel speed signal WSS4, and control each of the first braking module 110, the second braking module 120, the third braking module 130, and the fourth braking module 140 based on the slippage and / or freewheeling of the first wheel 11, the second wheel 12, the third wheel 13, or the fourth wheel 14.

[0092] Based on the driver's parking command, the first processor 151 can transmit a parking signal for engaging or disengaging the parking brake to the third braking module 130 and the fourth braking module 140.

[0093] As described above, the first processor 151 can provide control signals for EBD, ABS, TSC, ESC and EPB to each of the first braking module 110, the second braking module 120, the third braking module 130 and the fourth braking module 140.

[0094] The first processor 151 can communicate with the second processor 152. For example, the first processor 151 can periodically transmit electrical signals to the second processor 152. The second processor 152 can identify the operating state (e.g., normal state or fault state) of the first processor 151 based on whether the first processor 151 receives periodic status signals. Furthermore, the first processor 151 can periodically receive electrical signals from the second processor 152. The first processor 151 can identify the normal state of the second processor 152 based on the periodic status signals received by the second processor 152. The first processor 151 can identify the fault state (e.g., damage, error, reset, power failure, etc.) of the second processor 152 based on the second processor 152 ceasing to receive periodic status signals.

[0095] The second processor 152 can be separate from or integrated with one of the braking modules 110, 120, 130 and 140.

[0096] The second processor 152 can control all of the multiple braking modules 110, 120, 130, and 140, or only some of them. For example, when the first processor 151 fails, the second processor 152, integrated with the second braking module 120, can control all of the multiple braking modules 110, 120, 130, and 140.

[0097] The second processor 152 can process output signals from the pedal sensor 50, wheel speed sensor 60, motion sensor 70, and / or steering sensor 80. Based on the results of processing the output signals, it identifies the braking force corresponding to the service brake, EBD, ABS, TSC, ESC, EPB, etc., and outputs the braking signal corresponding to the braking force to all or some of the multiple braking modules 110, 120, 130, and 140. The multiple braking modules 110, 120, 130, and 140 that receive the braking signal can brake multiple wheels 11, 12, 13, and 14 according to the braking force corresponding to the braking signal.

[0098] The second processor 152 can receive the second pedal signal PTS2 from the second pedal sensor 52, and wheel speed signals WSS1, WSS2, WSS3, and WSS4 from wheel speed sensors 61, 62, 63, and 64. Furthermore, the second processor 152 can be connected to the vehicle communication network NT independently of the first processor 151. For example, the second processor 152 can receive a yaw rate signal representing the yaw rate of vehicle 1 from motion sensor 70 and a steering angle signal representing the steering angle of vehicle 1 from steering sensor 80 via the vehicle communication network NT.

[0099] The second processor 152 can be connected to and communicate with multiple motor controllers 113, 123, 133, and 143 via the second communication network CAN2. For example, the second communication network CAN2 can be a separate, dedicated communication network different from the vehicle communication network NT and the first communication network CAN1. The second communication network CAN2 can use various communication methods, such as Ethernet, System Transmission for Media (MOST), Flexray, Controller Area Network (CAN), and Local Interconnect Network (LIN). Furthermore, the second processor 152 can be connected to the first motor controller 113, the second motor controller 123, the third motor controller 133, and the fourth motor controller 143 via the second communication network CAN2.

[0100] For example, the second communication network CAN2 can be a separate, dedicated communication network different from the vehicle communication network NT and the first communication network CAN1. Because the second communication network CAN2 is independent of the vehicle communication network NT and the first communication network CAN1, the braking signals generated by the second processor 152 can be transmitted to multiple motor controllers 113, 123, 133, and 143 more quickly, and multiple braking modules 110, 120, 130, and 140 can brake multiple wheels 11, 12, 13, and 14 more quickly. The second communication network CAN2 can use various communication methods, such as Ethernet, System Transmission for Media (MOST), Flexray, Controller Area Network (CAN), and Local Interconnect Network (LIN).

[0101] The second processor 152 can provide a braking signal to each of the first braking module 110, the second braking module 120, the third braking module 130, and the fourth braking module 140, the braking signal representing braking torque (or, braking force, braking acceleration (deceleration), or clamping force (clamping force)). For example, the second processor 152 can identify the braking torque required by the driver in response to the second pedal signal PTS2 and distribute the required braking torque to the first braking module 110, the second braking module 120, the third braking module 130, and the fourth braking module 140.

[0102] The second processor 152 can identify slippage and / or freewheeling of the first wheel 11, the second wheel 12, the third wheel 13, or the fourth wheel 14 in response to each of the first wheel speed signal WSS1, the second wheel speed signal WSS2, the third wheel speed signal WSS3, and the fourth wheel speed signal WSS4, and control each of the first braking module 110, the second braking module 120, the third braking module 130, and the fourth braking module 140 based on the slippage and / or freewheeling of the first wheel 11, the second wheel 12, the third wheel 13, or the fourth wheel 14.

[0103] Based on the driver's parking command, the second processor 152 can transmit parking signals for engaging or disengaging the parking brake to the third braking module 130 and the fourth braking module 140.

[0104] As described above, the second processor 152 can provide control signals for EBD, ABS, TSC, ESC and EPB to each of the first braking module 110, the second braking module 120, the third braking module 130 and the fourth braking module 140.

[0105] The second processor 152 can communicate with the first processor 151. For example, the second processor 152 can periodically transmit electrical signals to the first processor 151. The first processor 151 can identify the operating state (e.g., normal state or fault state) of the second processor 152 based on whether the second processor 152 receives periodic status signals. Furthermore, the second processor 152 can periodically receive electrical signals from the first processor 151. The second processor 152 can identify the normal state of the first processor 151 based on the periodic status signals received by the first processor 151. The second processor 152 can identify the fault state of the first processor 151 based on the first processor 151 ceasing to receive periodic status signals.

[0106] The second processor 152 may be implemented by a semiconductor element disposed separately from the first processor 151. Alternatively, the second processor 152 may be implemented by a processing core disposed in a region of a semiconductor element separate from the first processor 151.

[0107] The second processor 152 may have the same computing power as the first processor 151, or it may have a lower computing power than the first processor 151. For example, the number of instructions processed by the second processor 152 per unit time may be equal to or less than the number of instructions processed by the first processor 151 per unit time.

[0108] As described above, the controller 150 may include a first processor 151 and a second processor 152. Therefore, when the first processor 151 fails, the second processor 152 can control multiple braking modules 110, 120, 130, and 140. Furthermore, when the second processor 152 fails, the first processor 151 can control multiple braking modules 110, 120, 130, and 140.

[0109] For example, the brake pedal 55 can be located on the lower side of the cab, allowing the driver to control the brake pedal 55 using his / her foot. The driver can depress the brake pedal 55 to brake the vehicle 1 according to the braking intention. According to the driver's braking intention, the brake pedal 55 can leave the reference position and move.

[0110] The pedal sensor 50 may be mounted near the brake pedal 55 and measures the movement of the brake pedal 55 caused by the driver's braking intention. For example, the pedal sensor 50 may detect the distance and / or speed of movement of the brake pedal 55 from a reference position.

[0111] The pedal sensor 50 can be electrically connected to the braking device 100 and provide electrical signals to the braking device 100. For example, the pedal sensor 50 can be directly connected to the braking device 100 via hardwiring or via a communication network. The pedal sensor 50 can provide the braking device 100 with electrical signals corresponding to the travel distance and / or travel speed of the brake pedal 55. Furthermore, the pedal sensor 50 can be integrated with the braking device 100.

[0112] The pedal sensor 50 may include multiple pedal sensors to respond to damage or malfunction of the electrical system. For example, the pedal sensor 50 may include a first sensor and a second sensor. The first sensor and the second sensor may each provide an electrical signal to the braking device 100 corresponding to the distance and / or speed of movement of the brake pedal 55.

[0113] Reference Figure 4 The pedal sensor 50 may include a first pedal sensor 51 and a second pedal sensor 52. The first pedal sensor 51 and the second pedal sensor 52 may each detect movement of the brake pedal 55 and provide each of the first processor 151 and the second processor 152 with electrical output signals PTS1 and PTS2 corresponding to the movement of the brake pedal 55 (e.g., displacement and / or speed). For example, the first pedal sensor 51 may be electrically connected to the first processor 151 and provide a first pedal signal PTS1 to the first processor 151. The second pedal sensor 52 may be electrically connected to the second processor 152 and provide a second pedal signal PTS2 to the second processor 152.

[0114] The wheel speed sensor 60 may include multiple wheel speed sensors 61, 62, 63, and 64, which are respectively installed in multiple wheels 11, 12, 13, and 14. The multiple wheel speed sensors 61, 62, 63, and 64 can independently detect the rotational speed of the multiple wheels 11, 12, 13, and 14.

[0115] Wheel speed sensor 60 can be electrically connected to braking device 100 and provide electrical signals to braking device 100. For example, multiple wheel speed sensors can each be directly connected to braking device 100 via hardwiring or via a communication network. Multiple wheel speed sensors can each provide braking device 100 with an electrical signal corresponding to the rotational speed of each of the multiple wheels 11, 12, 13, and 14.

[0116] Multiple wheel speed sensors, each mounted on one of the wheels 11, 12, 13, and 14, may each include multiple sensors to respond to damage or malfunction of the electrical system. For example, each wheel speed sensor may include a first sensor and a second sensor. The first and second sensors may each provide the braking device 100 with an electrical signal corresponding to the rotational speed of one of the wheels 11, 12, 13, and 14.

[0117] like Figure 4 As shown, the wheel speed sensor 60 may include a first wheel speed sensor 61, a second wheel speed sensor 62, a third wheel speed sensor 63, and a fourth wheel speed sensor 64. The wheel speed sensors 61, 62, 63, and 64 may provide electrical output signals WSS1, WSS2, WSS3, and WSS4 corresponding to the rotational speeds of the plurality of wheels 11, 12, 13, and 14 to the first processor 151 and the second processor 152.

[0118] For example, the first wheel speed sensor 61 can provide the first processor 151 and the second processor 152 with a first wheel speed signal WSS1 corresponding to the rotational speed of the first wheel 11, and the second wheel speed sensor 62 can provide the first processor 151 and the second processor 152 with a second wheel speed signal WSS2 corresponding to the rotational speed of the second wheel 12. The third wheel speed sensor 63 can provide the first processor 151 and the second processor 152 with a third wheel speed signal WSS3 corresponding to the rotational speed of the third wheel 13, and the fourth wheel speed sensor 64 can provide the first processor 151 and the second processor 152 with a fourth wheel speed signal WSS4 corresponding to the rotational speed of the fourth wheel 14. In other words, the first processor 151 and the second processor 152 can obtain wheel speed signals WSS1, WSS2, WSS3 and WSS4 from the first wheel speed sensor 61, the second wheel speed sensor 62, the third wheel speed sensor 63 and the fourth wheel speed sensor 64.

[0119] The motion sensor 70 can be mounted approximately at the center of the vehicle 1 and includes an accelerometer and a gyroscope sensor capable of detecting linear and rotational movement of the vehicle 1. The accelerometer can detect linear movement of the vehicle 1 and the motion sensor 70. For example, when the vehicle 1 moves linearly, the accelerometer can measure the acceleration, velocity, displacement, and direction of movement of the vehicle 1. The gyroscope sensor can detect rotational movement of the vehicle 1 and the motion sensor 70. For example, when the vehicle 1 performs rotational movement, the gyroscope sensor can measure the angular acceleration, angular velocity, and rotational displacement of the vehicle 1.

[0120] The motion sensor 70 can detect the yaw rate, which indicates the rotation of vehicle 1 about an axis perpendicular to the ground on which vehicle 1 is traveling.

[0121] Motion sensor 70 can be electrically connected to braking device 100 and provides braking device 100 with electrical signals indicating linear and rotational movement of vehicle 1. Motion sensor 70 can be directly connected to braking device 100 via hardwiring or via a communication network. Motion sensor 70 can provide braking device 100 with an electrical signal corresponding to the yaw rate of vehicle 1.

[0122] For example, the steering wheel 85 can be positioned in front of the driver's seat, allowing the driver to control the steering wheel 85 with his / her hands. The driver can turn the steering wheel 85 to steer the vehicle 1 according to the steering intention. The steering wheel 85 can rotate clockwise or counterclockwise according to the driver's steering intention.

[0123] The steering sensor 80 can be mounted near the column connected to the steering wheel 85 and measures the rotation of the steering wheel 85 according to the driver's steering intention. For example, the steering sensor 80 can detect the angle of rotation of the steering wheel 85 from a reference rotation position.

[0124] The steering sensor 80 can be electrically connected to the braking device 100 and provide electrical signals to the braking device 100. For example, the steering sensor 80 can be directly connected to the braking device 100 via hardwiring or via a communication network. Furthermore, the steering sensor 80 can provide the braking device 100 with electrical signals corresponding to the rotation angle and / or torque of the steering wheel 85.

[0125] As described above, the braking device 100 may include a plurality of braking modules 110, 120, 130 and 140 and a controller 150. The plurality of braking modules 110, 120, 130 and 140 may each operate in response to a braking signal output solely from the controller 150, without being mechanically or fluidly connected to the brake pedal 55.

[0126] As described above, since the brake pedal 55 and the plurality of brake modules 110, 120, 130 and 140 are not mechanically or fluidly connected, a configuration is provided to address the failure of the plurality of brake modules 110, 120, 130 and 140 or the failure of the controller 150 to ensure stability.

[0127] For example, controller 150 may include a first processor 151 and further include a second processor 152 to respond to failure of the first processor 151.

[0128] In addition, countermeasures can be provided to address failures of multiple braking modules 110, 120, 130 and 140.

[0129] Various malfunctions may occur in the multiple braking modules 110, 120, 130, and 140. For example, multiple brakes 111, 121, 131, and 141 may malfunction. Mechanical malfunctions, such as damage, may occur in the pads, caliper housings, pistons, cylinder components, spindles, nuts, etc., included in each of the multiple brakes 111, 121, 131, and 141. Electrical malfunctions, such as winding disconnection or short circuit, or mechanical malfunctions, such as bearing damage, may occur in the multiple brake motors 112, 122, 132, and 142. Electrical malfunctions, such as damage to switching elements and short circuits and disconnections in the switching elements, may occur in the multiple motor controllers 113, 123, 133, and 143. Furthermore, electrical malfunctions, such as power supply interruption, may occur in the multiple braking modules 110, 120, 130, and 140.

[0130] The malfunction may occur in at least one of the multiple braking modules 110, 120, 130, and 140. For example, the malfunction may occur in the first braking module 110 associated with the first wheel 11, the second braking module 120 associated with the second wheel 12, the third braking module 130 associated with the third wheel 13, or the fourth braking module 140 associated with the fourth wheel 14.

[0131] Re-reference Figure 1 The controller 300 can control the braking process of the vehicle 1 in response to signals received from the sensor component 200 located in the vehicle.

[0132] The controller 300 can identify the braking torque required by the driver based on the output signal from the sensor component 200, and set a target braking torque for each wheel based on the driver's required braking torque. For example, the controller 150 can identify the braking torque required by the driver based on the pedal signal received from the pedal sensor 50. In this case, the controller 150 can set the target braking torque for each wheel based on the larger value between the braking torque required by the driver and the braking torque required by the ADAS according to the Advanced Driver Assistance System (ADAS) function.

[0133] The controller 150 can control the braking torque of each of the multiple braking modules 110, 120, 130 and 140 based on the target braking torque for each wheel.

[0134] The controller 150 can identify faults in multiple braking modules 110, 120, 130 and 140 using various methods.

[0135] For example, controller 150 can identify faults in multiple braking modules 110, 120, 130, and 140 based on communication signals from multiple motor controllers 113, 123, 133, and 143. Each of the multiple motor controllers 113, 123, 133, and 143 may include a position sensor and a current sensor, the position sensor being configured to detect rotation of each of the multiple brake motors 112, 122, 132, and 142, and the current sensor being configured to detect drive current of each of the multiple brake motors 112, 122, 132, and 142. The multiple motor controllers 113, 123, 133, and 143 can identify faults in at least one of the multiple brakes 111, 121, 131, and 141, the multiple brake motors 112, 122, 132, and 142, and the multiple motor controllers 113, 123, 133, and 143 based on the outputs of the position sensors and / or the current sensors. In response to a fault in at least one of the plurality of brakes 111, 121, 131 and 141, the plurality of brake motors 112, 122, 132 and 142 and the plurality of motor controllers 113, 123, 133 and 143, the plurality of motor controllers 113, 123, 133 and 143 may transmit information about the brake module fault to controller 150.

[0136] As another example, controller 150 can identify faults in multiple braking modules 110, 120, 130, and 140 based on response signals from multiple motor controllers 113, 123, 133, and 143. Controller 150 can request responses from multiple motor controllers 113, 123, 133, and 143, and identify faults in multiple motor controllers 113, 123, 133, and 143 based on whether response signals are received from multiple motor controllers 113, 123, 133, and 143.

[0137] As another example, controller 150 can transmit braking signals to multiple braking modules 110, 120, 130 and 140, and identify faults in multiple braking modules 110, 120, 130 and 140 based on the output signal from wheel speed sensor 60.

[0138] When a fault is detected in at least one of the braking modules 110, 120, 130, and 140, the controller 150 can identify the occurrence of a yaw rate error between the current yaw rate and the target yaw rate of the vehicle 1 based on the output signal from the sensor component 90. For example, when the vehicle 1 is turning, the controller 150 can identify a reference path of the vehicle 1 based on the output signal of the steering sensor 80 (e.g., a steering angle signal), and the controller 150 can identify the target yaw rate of the vehicle 1 based on that reference path. Furthermore, the controller 150 can identify the driving path of the vehicle 1 based on the output signal of the motion sensor 70 (e.g., a yaw rate signal), and identify the current yaw rate of the vehicle 1 based on that driving path.

[0139] The controller 150 can identify the occurrence of a yaw rate error based on the difference between the target yaw rate and the current yaw rate, and identify oversteering or understeering of the vehicle 1 based on the yaw rate error. For example, the controller 150 can identify oversteering or understeering based on the difference between the reference route and the driving route when the vehicle 1 is driving, that is, the difference between the driver's steering intention (target yaw rate) and the movement of the vehicle 1 (current yaw rate).

[0140] The controller 150 can use a low-pass filter to perform signal processing to remove high-frequency noise and / or unwanted rapid fluctuations from the yaw rate error.

[0141] The controller 150 can identify the braking force that needs to be reallocated (redistributing braking torque) based on the yaw rate error. For example, the controller 150 can calculate the reallocated braking torque by multiplying the signal-processed yaw rate error by the PID gain (proportional (P), integral (I), and derivative (D)).

[0142] Furthermore, the controller 150 can obtain a redistributed braking torque based on the target braking torque for each wheel and the faulty braking modules 110, 120, 130, and 140, compare the torque arm of the operable braking module based on the additional braking torque allocation variable, and allocate the redistributed braking torque based on the comparison result of the torque arm to obtain an additional braking torque for each wheel. An operable braking module refers to a braking module capable of generating braking force according to instructions from the controller without any mechanical failure, electrical failure, or power interruption.

[0143] Figure 5 (a) shows vehicle 1, where, based on the identification of a first wheel malfunction and the vehicle's right turn and oversteer, a target braking torque is applied to vehicle 1 for each wheel; and Figure 5 (b) shows vehicle 1, with additional braking torque applied to each wheel. Figure 5The total braking torque for each wheel is applied to vehicle 1 in (a).

[0144] Reference Figure 5 When a vehicle is identified to turn right and oversteer based on a faulty brake module located in the left wheel (first wheel 11) on the first axle (front wheel), such as Figure 5 As shown in (b), the controller 150 can reduce the yaw rate error by allocating additional braking torque for each wheel to the braking modules 110, 120, 130 and 140 located on the right wheel (second wheel 12) on the first axle and the left wheel (third wheel 13) on the second axle, which is greater than the additional braking torque for each wheel to the braking modules 110, 120, 130 and 140 located on the right wheel (fourth wheel 14) on the second axle.

[0145] In this case, based on the yaw rate error, the first to third torque arms a, b and c, and the first to third forces Fa, Fb and Fc are applied to the second wheel 12, the third wheel 13 and the fourth wheel 14, and the redistribution of braking torque can be divided by comparing the first to third torque arms a, b and c, thereby setting the additional braking torque for each wheel to determine the total braking torque for each wheel.

[0146] In other words, the total braking torque for each wheel can be set as the sum of the target braking torque for each wheel and the additional braking torque for each wheel.

[0147] The first to third torque arms a, b and c can be the parts that cause the braking torque generated in the second wheel 12, the third wheel 13 and the fourth wheel 14 to rotate from the center of gravity (cg) of the vehicle 1.

[0148] exist Figure 5 In (b), the first to third torque arms a, b and c and the first to third forces Fa', Fb' and Fc' can be applied to the second wheel 12, the third wheel 13 and the fourth wheel 14 respectively, and the first to third forces Fa', Fb' and Fc' can determine the total braking torque for each wheel generated by distributing additional braking torque to each wheel.

[0149] like Figure 5 As shown in (b), when the braking torque of multiple braking modules 110, 120, 130 and 140 is controlled as the total braking torque for each wheel by distributing additional braking torque to each wheel, a positive (+) torque can be added to keep the yaw rate within the tolerance range of the error.

[0150] Figure 6(a) shows vehicle 1, where, based on the identification of a first wheel malfunction and the vehicle's right turn and understeer, a target braking torque is applied to vehicle 1 for each wheel; and Figure 6 (b) shows vehicle 1, with additional braking torque applied to each wheel. Figure 6 The total braking torque for each wheel is applied to vehicle 1 in (a).

[0151] In this case, the description will focus on the relationship with Figure 5 To avoid repeating the same description.

[0152] Reference Figure 6 When the vehicle 1 is identified as turning right and understeering based on the identification of a fault in the braking modules 110, 120, 130 and 140 installed in the left wheel (first wheel 11) on the first axle, the controller 150 can reduce the yaw rate error by allocating additional braking torque for each wheel of the braking modules 110, 120, 130 and 140 installed in the right wheel (second wheel 12) on the first axle. This additional braking torque is greater than the additional braking torque for each wheel of the braking modules 110, 120, 130 and 140 installed in the left wheel (third wheel 13) on the second axle and the right wheel (fourth wheel 14) on the second axle.

[0153] like Figure 6 As shown in (b), when the braking torque of multiple braking modules 110, 120, 130 and 140 is controlled as the total braking torque for each wheel by distributing additional braking torque to each wheel, a negative (-) torque can be added to keep the yaw rate within the tolerance range of the error.

[0154] Figure 7 (a) shows vehicle 1, where, based on the identification of a first wheel malfunction and the vehicle's left turn and oversteer, a target braking torque is applied to vehicle 1 for each wheel; and Figure 7 (b) shows vehicle 1, with additional braking torque applied to each wheel. Figure 7 The total braking torque for each wheel is applied to vehicle 1 in (a).

[0155] In this case, the description will focus on the relationship with Figure 5 To avoid repeating the same description.

[0156] Reference Figure 7When the vehicle 1 is identified as turning left and oversteering based on the identification of a fault in the braking modules 110, 120, 130 and 140 located in the left wheel (first wheel 11) on the first axle, the controller 150 can reduce the yaw rate error by allocating additional braking torque per wheel to the braking modules located in the right wheel (second wheel 12) on the first axle, which is greater than the additional braking torque per wheel to the braking modules located in the left wheel (third wheel 13) on the second axle and the right wheel (fourth wheel 14) on the second axle.

[0157] like Figure 7 As shown in (b), when the braking torque of multiple braking modules 110, 120, 130 and 140 is controlled as the total braking torque for each wheel by distributing additional braking torque to each wheel, a negative (-) torque can be added to keep the yaw rate within the tolerance range of the error.

[0158] Figure 8 (a) shows vehicle 1, where, based on the identification of a first wheel malfunction and the vehicle's left turn and understeer, a target braking torque is applied to vehicle 1 for each wheel; and Figure 8 (b) shows vehicle 1, with additional braking torque applied to each wheel. Figure 8 The total braking torque for each wheel is applied to vehicle 1 in (a).

[0159] In this case, the description will focus on the relationship with Figure 5 To avoid repeating the same description.

[0160] Reference Figure 8 When vehicle 1 is identified as turning left and oversteering based on the identification of a fault in the braking modules 110, 120, 130 and 140 located on the left wheel (first wheel 11) of the first axle, controller 150 can reduce the yaw rate error by allocating additional braking torque for each wheel to the braking modules located on the left wheel (third wheel 13) of the second axle and the right wheel (fourth wheel 14) of the second axle. This additional braking torque is greater than the additional braking torque for each wheel of the braking modules 110, 120, 130 and 140 located on the right wheel (second wheel 12) of the first axle.

[0161] like Figure 8 As shown in (b), when the braking torque of multiple braking modules 110, 120, 130 and 140 is controlled as the total braking torque for each wheel by distributing additional braking torque to each wheel, a positive (+) torque can be added to keep the yaw rate within the tolerance range of the error.

[0162] Reference Figures 9 to 12The controller 150 can identify additional braking torque distribution variables based on yaw rate error. These variables include at least one of the positions of the faulty brake modules 110, 120, 130, and 140, the direction of travel of vehicle 1, and the travel motion of vehicle 1. In this case, the positions of the faulty brake modules 110, 120, 130, and 140 can be identified as the left and right wheels. The direction of travel of vehicle 1 can be identified as a left turn, straight ahead, or right turn. The travel motion of vehicle 1 can be identified as oversteer or understeer.

[0163] The controller 150 can assign a negative (-) or positive (+) first symbol to each of the positions of the faulty brake modules 110, 120, 130, and 140, the direction of travel of the vehicle 1, and the travel motion of the vehicle 1. Furthermore, the controller 150 can assign a negative (-) or positive (+) second symbol to the brake modules on the same side as the faulty brake module based on the calculation of the assigned symbol. Furthermore, the controller 150 can assign a negative (-) or positive (+) third symbol to the brake modules 110, 120, 130, and 140 on the side opposite to the faulty brake modules 110, 120, 130, and 140 (e.g., the right wheel of the vehicle) based on the calculation of the second symbol and the first symbol assigned to the travel motion. Additionally, the controller 150 can distribute additional braking torque for each wheel to the non-faulty brake modules 110, 120, 130, and 140 based on the second and third symbols.

[0164] In this case, for ease of control, the controller 150 assigns symbols to effectively distribute additional braking torque to each wheel.

[0165] The controller 150 can, based on the second symbol, distribute the additional braking torque for each wheel obtained by increasing or decreasing the redistribution of braking torque to the braking modules 110, 120, 130 and 140 on the same side (e.g., the left wheel of the vehicle).

[0166] Furthermore, the controller 150 can, based on a third symbol, distribute the additional braking torque for each wheel obtained by increasing or decreasing the redistribution of braking torque to braking modules 110, 120, 130, and 140 located on the opposite side of either the first axle (front wheel) or the second axle (rear wheel).

[0167] Furthermore, the controller 150 can obtain, based on the second and third symbols, additional braking torque for each wheel allocated to the fault-free braking modules 110, 120, 130, and 140, and the controller 150 can, based on the third symbol, distribute the additional braking torque for each wheel obtained by increasing or decreasing the redistribution of braking torque to the braking modules 110, 120, 130, and 140 located on the opposite side of the remaining one of the first axle (front wheel) and the second axle (rear wheel).

[0168] exist Figures 9 to 16 In the diagram, an upward arrow can be designated as a positive (+) sign and indicates an increase in the redistribution of braking torque, while a downward arrow can be designated as a negative (-) sign and indicates a decrease in the redistribution of braking torque.

[0169] For example, the first symbol can be assigned such that the left wheel can be assigned 1, the right wheel can be assigned -1, turning left or going straight can be assigned -1, turning right can be assigned 1, oversteering can be assigned -1, and understeering can be assigned 1.

[0170] Based on the calculation of the first symbol, a second symbol can be assigned such that, in the brake modules on the same side as the faulty brake modules 110, 120, 130, and 140, an increase in redistributed braking torque can be assigned 1, and a decrease in redistributed braking torque can be assigned -1. In this case, the additional braking torque for each wheel of the non-faulty brake modules 110, 120, 130, and 140 assigned to the same side as the faulty brake modules 110, 120, 130, and 140 can be set as [second symbol * redistributed braking torque * ratio]. In this case, this ratio can be set as an additional distribution ratio, which can vary according to the degree of slippage and / or freewheeling of the corresponding wheel.

[0171] Based on the calculations of the second symbol and the first symbol related to vehicle motion (oversteering = -1, understeering = 1), the third symbol can be assigned -1 when the location where the redistributed braking torque is allocated is the first axle (front wheels), and can be assigned 1 when the location where the redistributed braking torque is allocated is the second axle (rear wheels). In this case, the additional braking torque for each wheel of the brake modules 110, 120, 130, and 140 that are not faulty and are allocated to the first axle (front wheels) and the second axle (rear wheels) can be set to [-second symbol * redistributed braking torque * ratio]. In this case, this ratio can be set as an additional distribution ratio, which can vary according to the degree of slippage and / or freewheeling of the corresponding wheel.

[0172] For example, such as Figure 9 As shown in (a), the controller 150 identifies the second sign as -1 based on the calculation of [left wheel 1 * left turn (-1) * oversteering 1] and distributes the reduced redistributed braking torque to the brake modules 110, 120, 130 and 140 of the non-faulty third wheel 13 on the same side as the faulty brake modules 110, 120, 130 and 140, so that the controller 150 can perform braking control by the total braking torque for each wheel, wherein the additional braking torque for each wheel is reduced compared to the brake modules 110, 120, 130 and 140 of the second wheel 12.

[0173] Furthermore, the controller 150 identifies the third symbol as -1 based on the calculation of [second symbol (-1) * oversteering 1] and distributes the increased redistribution braking torque to the first axle (front wheels), i.e., the braking module of the second wheel 12 on the different side from the brake modules 110, 120, 130 and 140 with the faulty braking modules, so that the controller 150 can perform braking control by the total braking torque for each wheel, wherein the additional braking torque for each wheel is increased compared to the braking modules 110, 120, 130 and 140 of the third wheel 13.

[0174] The controller 150 calculates and identifies the second and third symbols in the manner described above, such that the controller 150 can perform braking control by applying the total braking torque to each wheel, wherein the additional braking torque to each wheel is reduced or increased in order to reduce the yaw rate error by redistributing the reduced or increased redistributed braking torque to the non-faulty braking modules 110, 120, 130 and 140 on the same side and different sides of the faulty braking modules 110, 120, 130 and 140.

[0175] Therefore, when any one of the electromechanical brakes located in the multiple wheels of the vehicle fails, the braking device 100 according to an embodiment of the present disclosure can stably stop the vehicle by preventing the vehicle from tilting during braking.

[0176] In the following text, reference will be made to Figure 17 and Figure 18 A method for controlling a braking device according to an embodiment of the present disclosure is described. In this case, the control method will be described with reference to the braking device according to the above embodiment.

[0177] Figure 17 This is a view illustrating a method for controlling a braking device according to an embodiment of the present disclosure. Figure 18 It is shown Figure 17 A view of the detailed process in the document.

[0178] Reference Figure 17 and Figure 18 According to the method 1000 for controlling the braking device according to this embodiment, the controller 150 can identify the braking torque required by the driver based on the output signal from the sensor component 90 installed in the vehicle (1010), and set a target braking torque for each wheel for the plurality of braking modules 110, 120, 130 and 140 based on the required braking torque (1020).

[0179] When a fault is detected in at least one of the multiple braking modules 110, 120, 130, and 140 (1030), the controller 150 can identify the occurrence of a yaw rate error between the vehicle's current yaw rate and the target yaw rate based on the output signal from the sensor component 90 (1050). If no fault is detected in at least one of the multiple braking modules 110, 120, 130, and 140, braking control can be performed by transmitting the target braking torque for each wheel to the multiple braking modules 110, 120, 130, and 140 (1040).

[0180] The controller 150 can perform signal processing using a low-pass filter to remove high-frequency noise and / or unwanted fast fluctuations from the yaw rate error (1060).

[0181] Reference Figures 9 to 12 The controller 150 can identify additional braking torque distribution variables (1070) based on the yaw rate error, which include at least one of the location of the faulty braking module, the vehicle's direction of travel, and the vehicle's motion.

[0182] The controller 150 can obtain a redistributed braking torque based on the target braking torque for each wheel and the faulty braking modules 110, 120, 130 and 140, compare the torque arm of the operational braking module based on the additional braking torque allocation variable, and allocate the redistributed braking torque based on the comparison result of the torque arm to obtain an additional braking torque for each wheel.

[0183] The controller 150 can distribute the additional braking torque for each wheel to the fault-free braking modules 110, 120, 130 and 140 (1090) based on the additional braking torque distribution variable, and the controller 150 can control the braking torque of the fault-free braking modules 110, 120, 130 and 140 (1100) based on the target braking torque for each wheel and the additional braking torque for each wheel.

[0184] Therefore, when any one of the electromechanical brakes located in the multiple wheels of a vehicle fails, the method for controlling the braking device according to embodiments of this disclosure can stably stop the vehicle by preventing it from tilting during braking. Thus, even if the braking force of the failed wheel remains at a predetermined value, the vehicle can be stably stopped by preventing it from tilting.

[0185] On the other hand, the disclosed embodiments can be implemented in the form of a recording medium storing computer-executable instructions. These instructions can be stored in the form of program code. When a processor executes these instructions, a program module can be generated, and the operations of the disclosed embodiments can be performed. The recording medium can be implemented as a computer-readable recording medium.

[0186] Examples of computer-readable recording media include all kinds of recording media used to store computer-readable instructions. Specific examples may include read-only memory (ROM), random access memory (RAM), magnetic tape, magnetic disk, flash memory, optical data storage devices, etc.

[0187] Machine-readable storage media may be provided in the form of non-transitory storage media. Here, the term "non-transitory" simply means that the storage medium is a tangible device and does not include signals (e.g., electromagnetic waves), but the term does not distinguish between data that is semi-permanently stored in the storage medium and data that is temporarily stored in the storage medium. For example, "non-transitory storage media" may include buffers for temporarily storing data.

[0188] As described above, embodiments have been depicted with reference to the accompanying drawings. Those skilled in the art will understand that this disclosure may be implemented in other forms than those disclosed in the embodiments without altering the technical spirit or essential characteristics of this disclosure. The disclosed embodiments are illustrative and should not be construed as restrictive.

Claims

1. A braking device, comprising: Multiple braking modules are respectively installed in the left and right wheels on the first axle of the vehicle; Multiple braking modules are respectively installed in the left and right wheels on the second axle of the vehicle; as well as The controller is configured as follows: Based on the output signal of the pedal sensor installed in the vehicle, a target braking torque is set for each wheel; and Based on the target braking torque for each wheel, the braking torque of each of the plurality of braking modules is controlled. The controller is further configured as follows: When a fault is detected in at least one of the plurality of braking modules, the occurrence of a yaw rate error between the target yaw rate and the current yaw rate of the vehicle is identified based on the output signal of the motion sensor installed in the vehicle. Based on the yaw rate error, additional braking torque for each wheel is distributed to the operational braking module; and The braking torque of the operational braking module is controlled based on the target braking torque for each wheel and the additional braking torque for each wheel.

2. The braking device according to claim 1, wherein, The controller is further configured to: Identify additional braking torque distribution variables, which include at least one of the following: the location of the identified faulty braking module, the vehicle's direction of travel, and the vehicle's motion; and Based on the additional braking torque distribution variable, the additional braking torque for each wheel is distributed to the operational braking module.

3. The braking device according to claim 2, wherein, The controller is further configured to: The additional braking torque for each wheel is obtained by redistributing the braking torque based on the target braking torque for each wheel and the fault braking module. The torque arm of the operational braking module is compared based on the additional braking torque distribution variable. and Based on the comparison results of the torque arms, the redistributed braking torque is allocated.

4. The braking device according to claim 3, wherein, The controller is further configured to: The negative (-) or positive (+) sign is assigned to each of the following: the location of the fault braking module, the direction of travel of the vehicle, and the movement of the vehicle. Based on the calculation of the assigned symbol, the negative (-) or positive (+) second symbol is assigned to the brake module located on the same side as the fault brake module, which is located on either the first axle or the second axle. Based on the calculation of the second symbol and the first symbol assigned to the driving motion, a negative (-) or positive (+) third symbol is assigned to the brake module located on the side opposite the fault brake module, which is either the first axle or the second axle; and Based on the second and third symbols, the additional braking torque for each wheel is distributed to the operational braking module.

5. The braking device according to claim 4, wherein, The controller is further configured to, based on the second symbol, distribute the additional braking torque per wheel obtained by increasing or decreasing the redistributed braking torque to a braking module located on the same side as the fault braking module, on either the first axle or the second axle.

6. The braking device according to claim 5, wherein, The controller is further configured to, based on the third symbol, distribute the additional braking torque per wheel obtained by increasing or decreasing the redistributed braking torque to a braking module located on the side opposite the fault braking module of either the first axle or the second axle.

7. The braking device according to claim 6, wherein, The controller is further configured to: Based on each of the second and third symbols, the additional braking torque for each wheel assigned to the operational braking module is obtained; and The additional braking torque for each wheel, obtained by increasing or decreasing the redistributed braking torque, is distributed to the brake module located on the side opposite the faulty brake module of the remaining one of the first and second axles.

8. The braking device according to claim 7, wherein, The controller is further configured to: The negative (-) and positive (+) signs are assigned to the left and right wheels based on the position identification of the fault braking module. The negative (-) and positive (+) signs are assigned to left and right turns based on the vehicle's direction of travel; and Negative (-) and positive (+) signs are assigned to understeer and oversteer based on the vehicle's driving motion identification.

9. The braking device according to claim 3, wherein, Based on the identification of a fault in the braking module located at the left wheel of the first axle, when right turn and oversteering are identified, the controller is further configured to reduce the yaw rate error by allocating additional braking torque per wheel to the braking modules located at the right wheel of the first axle and the left wheel of the second axle, wherein the additional braking torque is greater than the additional braking torque per wheel of the braking module located at the right wheel of the second axle. Based on the identification of a fault in the braking module located at the left wheel of the first axle, when the vehicle is identified to turn right and understeer, the controller is further configured to reduce the yaw rate error by allocating additional braking torque per wheel to the braking module located at the right wheel of the second axle, wherein the additional braking torque is greater than the additional braking torque per wheel to the braking modules located at the right wheel of the first axle and the left wheel of the second axle.

10. The braking device according to claim 3, wherein, Based on the identification of a fault in the braking module located at the left wheel of the first axle, when left turn and oversteering of the vehicle are identified, the controller is further configured to reduce the yaw rate error by allocating additional braking torque per wheel to the braking module located at the right wheel of the first axle, wherein the additional braking torque is greater than the additional braking torque per wheel to the braking modules located at the left wheel and the right wheel of the second axle. Based on the identification of a fault in the braking module located at the left wheel of the first axle, when the vehicle is identified to turn left and understeer, the controller is further configured to reduce the yaw rate error by allocating additional braking torque per wheel to the braking modules located at the left wheel of the second axle and the right wheel of the second axle, wherein the additional braking torque is greater than the additional braking torque per wheel of the braking module located at the right wheel of the first axle.

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