Electro-hydraulic brake and control methods for these

Abstract

Electro-hydraulic brake, which features, a main cylinder (120) which has two hydraulic circuits and generates hydraulic pressure; a housing (110) containing an amplifier chamber (112) which contacts the master cylinder (120) to exert pressure on the master cylinder (120), and a base chamber (111) containing a piston (111a) which is moved by foot actuation of a rider and generates a pressure based on a displacement of the piston (111a) as a result of the foot actuation; an oil reservoir (140) connected to the upper part of the main cylinder (120) to store oil; a hydraulic control unit (200) which is connected to the oil reservoir (140) to generate hydraulic pressure; a simulation unit (130) for providing a reaction force on the pedal (10); and a pedal displacement sensor (150) for detecting a displacement of the pedal (10), wherein the hydraulic control unit (200) comprises an accumulator (210) for storing a designated pressure level for supplying pressure to the amplifier chamber (112), a pump (221) for drawing oil from the oil reservoir (140) and supplying oil to the accumulator (210) to generate pressure in the accumulator (210), a motor (222) for driving the pump (221), a standard cutting valve (220) for controlling the connection between the base chamber (111) and the amplifier chamber (112), a simulation control valve (230) for controlling the connection between the base chamber (111) and the simulation unit (130), two control valves for controlling the pressure in the amplifier chamber (112), pressure sensors (251, 252, 253) for detecting the pressures in the base chamber (111), the accumulator (210) and the amplifier chamber (112), and a control device (260) for controlling the motor and valves based on pressure information and pedal displacement information, wherein the two control valves include the compression control valve (241), which controls the flow of oil supplied from the accumulator (210) to the amplifier chamber (112), and the decompression control valve (242), which controls the flow of connected oil from the amplifier chamber (112) to the oil reservoir (140); and the compression control valve (241) and the decompression control valve (242) are each a normally closed solenoid valve which is closed in a normal state and is open when the valve receives an opening signal from the control device (260), wherein the control device is designed to: Assessing the pedal displacement (10) by the pedal displacement sensor (150); Comparing the pressure in the base chamber (111) with the pressure of the pedal displacement sensor (150), Assess whether the electro-hydraulic brake is operating normally or not, and Control of the normal cutting valve (220), the simulation control valve (230), and the compression control valve (241) and decompression control valve (242).

Description

BACKGROUND 1. Area

[0001] Exemplary embodiments of the present invention relate to an electro-hydraulic brake and a control method for it, which provide a hydraulic braking force to transmit a stable pedal feel and provide regenerative braking to improve fuel efficiency. 2. Description of the state of the art

[0002] Recently, hybrid vehicles, fuel cell vehicles, and electric vehicles have been developed with great effort to improve fuel efficiency and reduce emissions. A braking device, i.e., a vehicle brake, is an essential component of every such vehicle. A vehicle brake is a device that is effective in decelerating or stopping a moving vehicle.

[0003] Brake systems are known from the patent application DE 10 2008 039 305 A1 and the subsequently published application DE 10 2010 003 084 A1.

[0004] Generally, brakes for vehicles are classified into vacuum brakes, which generate a braking force using the suction pressure of a machine, and hydraulic brakes, which generate a braking force using hydraulic pressure.

[0005] The vacuum brake exhibits a high braking force with a low input force, utilizing the difference between the intake pressure of a vehicle's engine and atmospheric pressure in a vacuum amplifier. This means the vacuum brake generates a greater output force than the force exerted on a brake pedal when a driver presses it.

[0006] With such a conventional vacuum brake, the intake pressure from the vehicle's engine must be supplied to the vacuum booster to create a vacuum, which can reduce fuel efficiency. Furthermore, the engine must be running at all times to maintain the vacuum, even when the vehicle is stationary.

[0007] Since neither a fuel cell vehicle nor an electric vehicle contains an internal combustion engine, the conventional vacuum brake booster, which amplifies the driver's foot pressure during braking, is not applicable to either type of vehicle. Furthermore, because a hybrid vehicle employs an idle-stop function during deceleration to improve fuel efficiency, the introduction of hydraulic brakes into the hybrid vehicle is necessary.

[0008] That is, all vehicles require the use of regenerative braking to improve fuel efficiency, as described above, and thus the use of regenerative braking is facilitated by the introduction of the hydraulic brake.

[0009] In the case of an electro-hydraulic brake, which is a type of hydraulic brake, when a driver presses a pedal, a control device detects the pressure on the pedal, supplies hydraulic pressure to a master cylinder, and transmits the hydraulic brake pressure to wheel cylinders of respective wheels to generate the braking force.

[0010] Such an electro-hydraulic brake is designed to be easy to control, but an improved electro-hydraulic brake that meets user requirements such as vehicle safety during braking, improved fuel efficiency, proper pedal feel, etc., is needed.

[0011] Therefore, research and development are being carried out for an electro-hydraulic brake with a simple configuration that provides braking force even when a malfunction occurs and is easily controlled. SUMMARY

[0012] It is therefore an aspect of the present invention to provide an electro-hydraulic brake which improves safety during braking and a fastening feature in a vehicle, has a simple configuration and provides a stable pedal feel during braking and regenerative braking to improve fuel efficiency, as well as a control method for this.

[0013] Additional aspects of the invention are partly presented in the following description and partly are obvious from the description, or can be learned by practicing the invention.

[0014] According to one aspect of the present invention, an electro-hydraulic brake comprises a master cylinder having two hydraulic circuits and generating hydraulic pressure, a housing containing an amplifier chamber that contacts the master cylinder to pressurize the master cylinder, and a base chamber containing a piston that is moved by the foot pressure of a rider and generates pressure based on the displacement of the piston by the foot pressure, an oil reservoir connected to the upper part of the master cylinder for storing oil, a hydraulic control unit connected to the oil reservoir for generating hydraulic pressure, a simulation unit for providing a pedal response force, and a pedal displacement sensor for detecting pedal displacement, wherein the hydraulic control unit includes an accumulator for storing a designated pressure level for supplying pressure to the amplifier chamber.The system includes a pump for drawing oil from the oil reservoir and delivering it to the accumulator to build up pressure in the accumulator, a motor for driving the pump, a standard cutting valve for controlling the connection between the base chamber and the amplifier chamber, a simulation control valve for controlling the connection between the base chamber and the simulation unit, two control valves for controlling the pressure in the amplifier chamber, pressure sensors for detecting the pressures in the base chamber, the accumulator, and the amplifier chamber, and a control device for controlling the motor and valves based on pressure information and pedal displacement information.

[0015] The normal cutting valve can be a normal solenoid valve of the normally open type, which is open in a normal state and closes when the valve receives a closing signal from the control device, and a shut-off valve, which allows the oil to flow from the base chamber into the amplifier chamber, can be provided in parallel to the normal cutting valve between the base chamber and the amplifier chamber.

[0016] The two control valves include a compression control valve, which controls the flow of oil supplied from the accumulator into the amplifier chamber, and a decompression control valve, which controls the flow of connected oil from the amplifier chamber to the oil reservoir. The compression control valve and the decompression control valve are each normally closed solenoid valves, which are closed in a normal state and open when the valve receives an opening signal from the control device.

[0017] The control device is designed to: assess the pedal displacement by the pedal displacement sensor, compare the pressure in the base chamber with the pressure of the pedal displacement sensor, assess whether the electro-hydraulic brake is normally actuated or not, and control the normal cutting valve, the simulation control valve, the compression control valve, and the decompression control valve.

[0018] The simulation control valve can be a normally closed solenoid valve, which is closed in a normal state and opens when the valve receives an opening signal from the control device.

[0019] The pressure sensors can include a first pressure sensor for measuring the pressure in the base chamber, a second pressure sensor for measuring the pressure in the accumulator, and a third pressure sensor for measuring the pressure in the amplifier chamber.

[0020] According to another aspect of the present invention, a control method for an electro-hydraulic brake of the type described above includes the assessment of a pedal displacement by a pedal displacement sensor and the comparison of the pressure in the base chamber with the pressure of the pedal displacement sensor and the assessment of whether the electro-hydraulic brake is normally actuated or not, by means of a control device for controlling a normal cutting valve connected between the base chamber and an amplifier chamber, a simulation control valve connected between the base chamber and a simulation unit, and a compression control valve and a decompression control valve that control the flow of oil into the amplifier chamber. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] These and / or other aspects of the invention will become apparent and easier to understand with reference to the following description of the exemplary embodiments, which are given in conjunction with the accompanying drawings, of which: Fig. 1 is a circuit diagram illustrating an electro-hydraulic brake and a control method for it according to an embodiment of the present invention; Fig. 2 is a circuit diagram illustrating the operation of a hydraulic control unit when a pedal displacement occurs during normal braking in the electro-hydraulic brake and the control method for it, according to the embodiment of the present invention, Fig. 3 is a circuit diagram illustrating the operation of the hydraulic control unit when pedal displacement during normal braking is reduced or eliminated in the electro-hydraulic brake and the control method for it, according to the embodiment of the present invention; and Fig. 4 is a circuit diagram illustrating the operation of the hydraulic control unit when emergency braking occurs due to a malfunction of a system in the electro-hydraulic brake and the control method for it, according to the embodiment of the present invention. DETAILED DESCRIPTION

[0022] Reference will now be made in detail to the exemplary embodiments of the present invention, which are illustrated in the accompanying drawings, whereby identical reference numerals consistently refer to the same elements. The terms used in the following description are those defined taking into account the functions obtained according to the exemplary embodiments, and the definitions of these terms are to be determined on the basis of the overall content of this description. The configurations of the present invention disclosed in the exemplary embodiments and the drawings are only exemplary and do not contain the entire technical essence of the invention; therefore, it should be noted that the exemplary embodiments can be modified and changed in various ways.

[0023] An electro-hydraulic brake according to an embodiment of the present invention comprises, as shown in Fig. Figure 1 shows a housing 110 equipped with an amplifier chamber 112 and a base chamber 111, a main cylinder 120 connected to the housing 110, an oil reservoir 140 connected to the main cylinder 120 for storing oil, a hydraulic control unit 200 connected to the oil reservoir 140 to generate hydraulic pressure, a simulation unit 130 to provide a reaction force of a pedal 10, and a pedal displacement sensor 150 to detect a displacement of the pedal 10.

[0024] A piston 111a, which is moved forward by the driver's foot pedal, is provided in the base chamber 111, which is located on one side of the housing 110. This creates pressure in the base chamber 111 according to the displacement of the piston 111a by the foot pedal.

[0025] The piston 111a contacts a pushrod 11, which is attached to the pedal 10, and moves slidably forwards and backwards together with the pushrod 11 when the pedal 10 is operated by the foot. A spring 111b is provided inside the base chamber 111 such that the piston 111a is returned to its initial position when the foot operation is stopped.

[0026] The booster chamber 112 is located between the master cylinder 120 and the base chamber 111 and serves to exert pressure on the master cylinder 120 by means of pressure generated by the base chamber 111. This booster chamber 112 receives high-pressure oil during normal braking and moves pistons 121 and 122 located within the master cylinder 120. That is, the booster chamber 112 is a space for receiving high-pressure oil, and when high-pressure oil generated by the hydraulic control unit 200 is supplied to the booster chamber 112, it moves the pistons 121 and 122 within the master cylinder 120 due to the high-pressure oil, thus compressing the oil within the master cylinder 120 and transmitting hydraulic pressure to the wheel cylinders (not shown) and generating a braking force.

[0027] The master cylinder 120 is equipped with a first piston 121 and a second piston 122, which are arranged within it to form two hydraulic circuits, and it generates hydraulic pressure based on the pressure previously described, generated by the booster chamber 112. The reason the master cylinder 120 has two hydraulic circuits is to ensure safety in the event of a malfunction. For example, one of the two hydraulic circuits is connected to a right front wheel and a left rear wheel of a vehicle, and the other is connected to a left front wheel and a right rear wheel of the vehicle. Alternatively, one of the two hydraulic circuits could be connected to two front wheels, and the other to two rear wheels. In this way, two independent circuits ensure that the vehicle can be braked even if one circuit malfunctions.

[0028] A first spring 121a and a second spring 122a are provided on the first piston 121 and the second piston 122 of the master cylinder 120. The first spring 121a and the second spring 122a store an elastic force while the first piston 121 and the second piston 122 are compressed. This elastic force pushes the first and second pistons 121 and 122 back to their initial positions when the thrust force of the first piston 121 is less than the elastic force.

[0029] The pedal displacement sensor 150 is arranged on the pedal 10 to detect any displacement of the pedal 10. A signal detected by the pedal displacement sensor 150 is transmitted to a control device 260, which is described below. The control device 260 measures the displacement of the pedal 10 and controls several valves 220, 230, 241, and 242, which are provided in the hydraulic control unit 200, to control a flow of hydraulic pressure. The control actuation of the several valves 220, 230, 241, and 242 according to the displacement of the pedal 10 is described later.

[0030] The pedal displacement sensor 150 can be a variable resistance sensor or a rotation angle sensor.

[0031] The simulation unit 130 is equipped with a simulation chamber 131, and a reaction piston 132 and a reaction piston 133 are provided within the simulation chamber 131. That is, when a driver presses the pedal 10, the pressure generated by the movement of the piston 111a within the base chamber 111, together with the movement of the pushrod 11, moves the reaction piston 132 of the simulation unit 130 to elastically compress the reaction spring 133. The elastic force generated by the compression of the reaction spring 133 results in a reaction force on the piston 111a and the pushrod 11, thus providing the driver with proper pedal feel.

[0032] The oil reservoir 140 is connected to the upper part of the master cylinder 120 and supplies oil to the master cylinder 120 and the hydraulic control unit 200. An outlet through which the oil is discharged is provided in the oil reservoir 140, and thus the oil is supplied to the master cylinder 120 through the outlet.

[0033] The hydraulic control unit 200 exerts pressure on the oil supplied by the oil reservoir 140 and then delivers the oil to the amplifier chamber 112.

[0034] More precisely, the hydraulic control unit 200 contains a pump 221, which draws oil from the oil reservoir 140 and delivers the oil to an accumulator 210 to build up pressure in the accumulator 210, and a motor 222 to drive the pump 221. The high-pressure oil, compressed by the pump 221, is stored in the accumulator 210. That is, the accumulator 210 stores the oil, which has a specified pressure level, to transmit the pressure to the booster chamber 112.

[0035] The hydraulic control unit 200 further includes a normal cutting valve 220 to control the connection between the base chamber 111 and the amplifier chamber 112, a simulation control valve 230 to control the connection between the base chamber 111 and the simulation unit 130, two control valves 241 and 242 to control the pressure in the amplifier chamber 112, and the control device 260 to control the valves 220, 230, 241 and 242.

[0036] The normal cutting valve 220 is a normally open type solenoid valve (hereinafter referred to as "NO type") which is open in a normal state and is closed when the valve receives a closing signal from the control device 260 during braking.

[0037] Taking into account the possibility of the normal cutting valve 220 being stuck, a shut-off valve 270 is placed parallel to the normal cutting valve 220 between the base chamber 111 and the amplifier chamber 112 to allow a braking force to flow in the direction from the base chamber 111 to the amplifier chamber 112.

[0038] Furthermore, the simulation control valve 230 and the two control valves 241 and 242, which control the pressure in the amplifier chamber 112, are normally closed type solenoid valves (hereinafter referred to as "NC type"), which are closed in a normal state and open when the valve receives an opening signal from the control device 260 during braking.

[0039] Included here are the two control valves 241 and 242, which control the pressure in the amplifier chamber 112, a compression control valve 241, which controls the flow of the oil supplied from the accumulator 210 to the amplifier chamber 112, and a decompression control valve 242, which controls the flow of connected oil from the amplifier chamber 112 to the oil reservoir 140.

[0040] The hydraulic control unit 200 further includes pressure sensors 251, 252, and 253 to detect pressures in the base chamber 111, the accumulator 210, and the amplifier chamber 112. The pressure sensors 251, 252, and 253 comprise a first pressure sensor 251 for measuring the pressure in the base chamber 111, a second pressure sensor 252 for measuring the pressure in the accumulator 210, and a third pressure sensor 253 for measuring the pressure in the amplifier chamber 112. Therefore, the control device 260 controls the motor 222 and the valves 220, 230, 241, and 242 based on pressure information from the pressure sensors 251, 252, and 253, and on pedal displacement information.

[0041] The following describes the operation of the aforementioned electro-hydraulic brake, i.e., in the case of normal braking and emergency braking due to a system malfunction.

[0042] First, with reference to the Fig. 1 and Fig. 2. The normal operation of the electro-hydraulic brake is described.

[0043] When a driver presses the pedal 10, the push rod 11 connected to the pedal 10 moves to the left, and at the same time the piston 111a contacting the push rod 11 moves to the left.

[0044] Then the pressure in the base chamber 111 increases, and the control device 260 receives pedal displacement information detected by the pedal displacement sensor 150, closes the normal cutting valve 220 and opens the simulation control valve 230. Subsequently, the pressure in the base chamber 111 is exerted on the reaction piston 132 of the simulation unit 130 to elastically compress the reaction spring 133, and the pressure generated by the elastic force resulting from the compression of the reaction spring 133 is transmitted to the base chamber 111 to provide the rider with proper pedal feel.

[0045] Furthermore, the control device 260 actuates the pump 221 to generate hydraulic brake pressure based on pedal displacement information detected by the pedal displacement sensor 150 and pressure information detected by the first pressure sensor 251, which detects the pressure in the base chamber 111. As a result of this actuation of the pump 221, oil is absorbed from the oil reservoir 140, and thus oil is stored at high pressure in the accumulator 210. Here, in order to effectively supply pressure to the amplifier chamber 112, i.e., high-pressure oil, the motor 222 is driven, the pump 221 delivers oil from the oil reservoir 400 to the accumulator 210, and a designated pressure is stored in the accumulator 210 to maintain a proper pressure in the accumulator 210, and pressure information from the accumulator 210 is transmitted by the second pressure sensor 252 to the control device 260.

[0046] Therefore, the control device 260 calculates a brake pressure according to the pedal offset and supplies the pressure stored in the accumulator 210 to the amplifier chamber 112 by opening the compression control valve 241 of NC type under the condition that the decompression control valve 242 of NC type is closed to supply the pressure corresponding to the brake pressure to the amplifier chamber 112.

[0047] The booster chamber 112 is a space for receiving oil at high pressure and, when oil at the high pressure generated by the hydraulic control unit 200 is supplied to the booster chamber 112, for pushing the first piston 121 inside the master cylinder 120 to compress the oil collected inside the master cylinder 120 and thus generate the braking force.

[0048] Then, with reference to the Fig. 1 and Fig. 3. The operation of the electro-hydraulic brake when the pedal displacement caused by normal braking is reduced or eliminated is described.

[0049] When the pedal 10 is released after normal braking, the control device 260 detects the pedal's movement, closes the compression control valve 241, and opens the decompression control valve 242. This valve controls the flow of connected oil from the booster 112 to the oil reservoir 140 to reduce the pressure in the booster chamber 112, thereby generating the braking force required by the driver. To maintain the correct pressure in the booster chamber 112, pressure information from the booster chamber 112 is transmitted to the control device 260 by the third pressure sensor 253.

[0050] When the displacement of the pedal 10 is released, the pedal 10 is returned to its initial position by the elastic restoring force of the spring 111b provided in the base chamber 111.

[0051] The electro-hydraulic brake described above continuously compares the pressure in the base chamber 111 and the pressure of the pedal displacement sensor 150 to enable the control device 260 to assess whether the brake is being applied normally or not. Here, the pressure in the base chamber 111 is detected by the first pressure sensor 251, and the detected pressure information is transmitted to the control device 260.

[0052] Next, with reference to the Fig. 1 and Fig. 4. The operation of the electro-hydraulic brake during an emergency braking maneuver is described.

[0053] In the event of an emergency braking action of the electro-hydraulic brake, when a driver presses the pedal 10, the push rod 11 connected to the pedal 10 moves to the left, and at the same time the piston 111a contacting the push rod 11 moves to the left, thereby increasing the pressure in the base chamber 111.

[0054] The closed state of the NC-type simulation control valve 230 is then maintained, the NO-type normal cutting valve 220 opens, the NC-type compression control valve 241 and the decompression control valve 242 close, and thus the pressure generated by the driver's foot pedal is transmitted to the booster chamber 112 in the base chamber 111. This pressure pushes the second piston 122 in the master cylinder 120, compressing the oil within the master cylinder 120 and generating hydraulic brake pressure. This hydraulic brake pressure is transmitted to the wheel cylinders, thereby generating a braking force. To prevent the normal cutting valve 220 from seizing, the shut-off valve 270, which allows the brake force to flow from the base chamber 111 to the booster chamber 112, is provided in parallel with the normal cutting valve 220.

[0055] To perform regenerative braking of the electro-hydraulic brake during normal braking, the electro-hydraulic brake, according to the embodiment of the present invention, can control the pressure in the master cylinder 120 and the pressure in the wheel cylinders by randomly controlling the pressure in the amplifier chamber 112. Since the pressure in the base chamber 111 and the pressure in the amplifier chamber 112 are separated by the normal cutting valve 220, the driver can obtain a stable pedal feel through the simulation unit 130, even though the control device 260 increases or decreases the pressure in the amplifier chamber 112.

[0056] As can be seen from the foregoing description, an electro-hydraulic brake and a control method for this according to an embodiment of the present invention can generate a braking force requested by a driver regardless of the presence or absence of a machine and the operation or non-operation of the machine, thereby improving fuel efficiency.

[0057] Furthermore, the electro-hydraulic brake and the control method for it can maintain a stable pedal feel that is transmitted to a driver, even though the pressure is randomly adjusted during braking.

[0058] Furthermore, the electro-hydraulic brake has a simple configuration compared to a conventional negative pressure type booster, making it easy to use on a small vehicle.

[0059] Additionally, the electro-hydraulic brake and the control method for it enable a vehicle to brake even if the braking system malfunctions, making it easy to use in electric vehicles, fuel cell vehicles, and hybrid vehicles.

[0060] Furthermore, the electro-hydraulic brake and its control method do not use the suction pressure of a machine, unlike a vacuum brake, and can therefore improve the fuel efficiency of a vehicle and simplify the configuration of the electro-hydraulic brake, making it easy to use on a small vehicle.

[0061] Although only a few embodiments of the present invention have been shown and described, it is apparent to the person skilled in the art that modifications can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined in the claims and their equivalents.

Claims

[1] Electro-hydraulic brake, which has, a main cylinder (120) which has two hydraulic circuits and generates hydraulic pressure; a housing (110) containing an amplifier chamber (112) which contacts the master cylinder (120) to exert pressure on the master cylinder (120), and a base chamber (111) containing a piston (111a) which is moved by foot actuation of a rider and generates a pressure based on a displacement of the piston (111a) as a result of the foot actuation; an oil reservoir (140) connected to the upper part of the main cylinder (120) to store oil; a hydraulic control unit (200) which is connected to the oil reservoir (140) to generate hydraulic pressure; a simulation unit (130) for providing a reaction force on the pedal (10); and a pedal displacement sensor (150) for detecting a displacement of the pedal (10), wherein the hydraulic control unit (200) comprises an accumulator (210) for storing a designated pressure level for supplying pressure to the amplifier chamber (112), a pump (221) for drawing oil from the oil reservoir (140) and supplying oil to the accumulator (210) to generate pressure in the accumulator (210), a motor (222) for driving the pump (221), a standard cutting valve (220) for controlling the connection between the base chamber (111) and the amplifier chamber (112), a simulation control valve (230) for controlling the connection between the base chamber (111) and the simulation unit (130), two control valves for controlling the pressure in the amplifier chamber (112), pressure sensors (251, 252, 253) for detecting the pressures in the base chamber (111), the accumulator (210) and the amplifier chamber (112), and a control device (260) for controlling the motor and valves based on pressure information and pedal displacement information, wherein the two control valves include the compression control valve (241), which controls the flow of oil supplied from the accumulator (210) to the amplifier chamber (112), and the decompression control valve (242), which controls the flow of connected oil from the amplifier chamber (112) to the oil reservoir (140); and the compression control valve (241) and the decompression control valve (242) are each a normally closed solenoid valve which is closed in a normal state and is open when the valve receives an opening signal from the control device (260), wherein the control device is designed to: Assessing the pedal displacement (10) by the pedal displacement sensor (150); Comparing the pressure in the base chamber (111) with the pressure of the pedal displacement sensor (150), Assess whether the electro-hydraulic brake is operating normally or not, and Control of the normal cutting valve (220), the simulation control valve (230), and the compression control valve (241) and decompression control valve (242). [2] Electro-hydraulic brake according to claim 1, wherein: The normal cutting valve (220) is a normally open solenoid valve, which is open in a normal state and is closed when the valve (220) receives a closing signal from the control device (260); and A shut-off valve is provided in parallel to the normal cutting valve (220) between the base chamber (111) and the amplifier chamber (112), which allows the oil to flow from the base chamber (111) into the amplifier chamber (112). [3] Electro-hydraulic brake according to claim 1, wherein the simulation control valve (230) is a normally closed solenoid valve which is closed in a normal state and opens when the valve receives an opening signal from the control device (260). [4] Electro-hydraulic brake according to claim 1, wherein the pressure sensors (251, 252, 253) comprise a first pressure sensor for measuring the pressure in the base chamber (111), a second pressure sensor for measuring the pressure in the accumulator (210) and a third pressure sensor for measuring the pressure in the amplifier chamber (112). [5] Control method for an electro-hydraulic brake according to one of the preceding claims, wherein the control method: Assessing the pedal displacement (10) using the pedal displacement sensor (150), Comparing the pressure in the base chamber (111) with the pressure of the pedal displacement sensor (150), and Assess whether the electro-hydraulic brake is operating normally or not, encompassed by the control device (260).

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