electronic brake system

Abstract

An electronic brake system is disclosed. The electronic brake system according to the present embodiment includes a first block in which a mechanical part that operates in conjunction with a brake pedal is arranged, a second block in which an electronic part that operates and is controlled electronically by an electronic control unit is arranged, and a connecting line that hydraulically connects the first block and the second block. Since the first block and the second block can be installed at positions spaced apart from each other on a vehicle, the mounting capability of the brake system and the design freedom of the vehicle can be improved.

Description

Technology Field

[0001] The present invention relates to an electronic brake system, and more specifically, to an electronic brake system that generates braking force using an electrical signal corresponding to the displacement of a brake pedal. Background Technology

[0002] Vehicles are equipped with a braking system to perform braking, and various types of braking systems are being proposed for the safety of drivers and passengers.

[0003] Conventional braking systems primarily utilized a method in which the driver pressed the brake pedal, using a mechanically connected booster to supply the hydraulic pressure required for braking to the wheel cylinders. However, with the increasing market demand for implementing various braking functions in precise response to vehicle operating environments, electronic brake systems are becoming widely adopted. These systems receive the driver's braking intent as an electrical signal from a pedal displacement sensor that detects the pedal's displacement when pressed, and based on this, activate a hydraulic pressure supply device to provide the necessary hydraulic pressure to the wheel cylinders.

[0004] In such an electronic brake system, the driver's operation of the brake pedal in normal operating mode or the braking judgment during autonomous driving is generated and provided as an electrical signal; based on this, the hydraulic pressure supply device is electrically operated and controlled to form the hydraulic pressure required for braking and transmit it to the wheel cylinders. As such, while this electronic brake system and operating method can implement complex and diverse braking actions due to electrical operation and control, there is a risk that passenger safety may be threatened if technical problems occur in the electronic components, as the hydraulic pressure required for braking may not be formed stably.

[0005] Therefore, the electronic brake system enters an abnormal operating mode when a component fails or becomes uncontrollable, and in this case, a mechanism is required in which the driver's brake pedal operation is directly linked to the wheel cylinder. That is, in the abnormal operating mode of the electronic brake system, the hydraulic pressure required for braking must be immediately generated as the driver applies force to the brake pedal and directly transmitted to the wheel cylinder. Furthermore, a method is required to accurately and rapidly inspect for failures in the electronic brake system so that it can quickly enter the abnormal operating mode in an emergency to ensure passenger safety.

[0006] Meanwhile, when equipping a vehicle with an electronic brake system, there is a problem in that the vehicle's design freedom is limited due to constraints on the size and installation location of the system module. Therefore, a method is required to efficiently install the system module while maintaining the vehicle's braking performance. The problem to be solved

[0007] The present embodiment aims to provide an electronic brake system capable of effectively implementing braking in various operating situations.

[0008] The present embodiment aims to provide an electronic brake system with improved performance and operational reliability.

[0009] The present embodiment aims to provide an electronic brake system capable of improving the design freedom of a vehicle.

[0010] The present embodiment aims to provide an electronic brake system that enables easy and efficient installation and placement of a vehicle.

[0011] The present embodiment aims to provide an electronic brake system with improved product durability by reducing the load applied to component elements. means of solving the problem

[0012] According to one aspect of the present invention, a first block having a mechanical part that operates in conjunction with a brake pedal; and a second block having an electronic part that operates and is controlled electronically by an electronic control unit, spaced apart from the first block. and a connecting line that hydraulically connects the first block and the second block to each other; wherein the mechanism comprises a master cylinder having a first master piston connected to the brake pedal, a first master chamber whose volume is variable by the displacement of the first master piston, a second master piston that is displaceable by the hydraulic pressure of the first master chamber, and a second master chamber whose volume is variable by the displacement of the second master piston; and the electronic part comprises an inspection valve, a pedal simulator, a hydraulic pressure supply device that operates a hydraulic piston by an electrical signal to generate hydraulic pressure, and a hydraulic control unit having a first hydraulic circuit that controls hydraulic pressure transmitted to two wheel cylinders and a second hydraulic circuit that controls hydraulic pressure transmitted to two other wheel cylinders; and the connecting line comprises a first connecting line having one end connected to the first master chamber and the other end connected to the first hydraulic circuit side, and one end connected to the second master chamber and the other end branched to be connected to the pedal simulator and the second hydraulic circuit side, respectively. It may be provided to include a second connecting line in which the inspection valve is provided at the front end of the branched point.

[0013] The above-mentioned mechanism may further include a main reservoir in which a pressurizing medium is stored, the above-mentioned electronic part may further include a sub-reservoir in which a pressurizing medium is stored, and the above-mentioned connection line may further include a third connection line in which one end is connected to the main reservoir and the other end is connected to the sub-reservoir.

[0014] The other end of the second connection line is branched into a simulation path connected to the front end of the pedal simulator and a backup line connected to the second hydraulic circuit side, and the electronic part may further include a first cut valve provided in the first connection line to control the flow of a pressurizing medium and a second cut valve provided in the backup line to control the flow of a pressurizing medium.

[0015] The above electronic part may further include a simulator valve provided in the simulation path to control the flow of a pressurized medium.

[0016] The above electronic part may further include a first sub-reservoir flow path connecting the sub-reservoir and the rear end of the first hydraulic circuit, and a second sub-reservoir flow path connecting the sub-reservoir and the rear end of the second hydraulic circuit.

[0017] The above electronic part further includes a simulator discharge path connected to the rear end of the pedal simulator, and the simulator discharge path can join the second sub-reservoir path and be connected to the sub-reservoir.

[0018] The above hydraulic pressure supply device may be provided to include a first pressure chamber provided in front of the hydraulic piston and a second pressure chamber provided behind the hydraulic piston.

[0019] The above electronic unit further includes a dump control unit provided between the sub-reservoir and the hydraulic pressure supply device to control the flow of a pressurized medium, and the dump control unit may be provided to include a first dump control unit that controls the flow of a pressurized medium between the first pressure chamber and the sub-reservoir, and a second dump control unit that controls the flow of a pressurized medium between the second pressure chamber and the sub-reservoir.

[0020] The above electronic part may further include a third sub-reservoir path connecting the sub-reservoir and the first dump control unit, and a fourth sub-reservoir path connecting the sub-reservoir and the second dump control unit.

[0021] The first hydraulic circuit comprises a first inlet valve and a second inlet valve that control the flow of a pressurizing medium supplied from the hydraulic pressure supply device to the first wheel cylinder and the second wheel cylinder, respectively, and a first outlet valve and a second outlet valve that control the flow of a pressurizing medium discharged from the first wheel cylinder and the second wheel cylinder, respectively. The second hydraulic circuit comprises a third inlet valve and a fourth inlet valve that control the flow of a pressurizing medium supplied from the hydraulic pressure supply device to the third wheel cylinder and the fourth wheel cylinder, respectively, and a third outlet valve and a fourth outlet valve that control the flow of a pressurizing medium discharged from the third wheel cylinder and the fourth wheel cylinder, respectively. The pressurizing medium discharged through the first and second outlet valves is supplied to the first sub-reservoir path, and the pressurizing medium discharged through the third and fourth outlet valves can be supplied to the second sub-reservoir path.

[0022] The above mechanism may further include a first main reservoir passage connecting the main reservoir and the first master chamber, and a second main reservoir passage connecting the main reservoir and the second master chamber.

[0023] The first connecting line and the second connecting line may be provided as pipes having rigidity, and the third connecting line may be provided as a hose having elasticity.

[0024] The above pedal simulator may be provided to include a simulation piston that is displaceable by the hydraulic pressure of a pressurized medium supplied from the simulation path, a simulation chamber whose volume is varied by the displacement of the simulation piston and which communicates with the simulator discharge path, and a simulation spring that elastically supports the simulation piston. Effects of the invention

[0025] The electronic brake system according to the present embodiment can stably and effectively implement braking in various operating situations of the vehicle.

[0026] The electronic brake system according to the present embodiment can improve the design freedom of the vehicle.

[0027] The electronic brake system according to the present embodiment can easily and efficiently perform the installation and placement of the vehicle.

[0028] The electronic brake system according to the present embodiment can improve the performance and operational reliability of the product.

[0029] The electronic brake system according to the present embodiment can stably provide braking pressure even in the event of a failure of a component element.

[0030] The present embodiment aims to provide an electronic brake system with improved product durability by reducing the load applied to component elements. Brief explanation of the drawing

[0031] FIG. 1 is a hydraulic circuit diagram showing an electronic brake system according to a first embodiment of the present invention. FIG. 2 is a hydraulic circuit diagram showing an electronic brake system according to a second embodiment of the present invention. Specific details for implementing the invention

[0032] Embodiments of the present invention will be described in detail below with reference to the accompanying drawings. The following embodiments are presented to sufficiently convey the concept of the present invention to those skilled in the art to which the present invention pertains. The present invention is not limited to the embodiments presented herein and may be embodied in other forms. In order to clarify the present invention, the drawings may omit the illustration of parts unrelated to the description and may slightly exaggerate the size of components to aid understanding.

[0033] FIG. 1 is a hydraulic circuit diagram showing an electronic brake system (1) according to the first embodiment of the present invention.

[0034] Referring to FIG. 1, an electronic brake system (1) according to a first embodiment of the present invention may be provided by including a first block (100) in which a mechanically operated mechanism is arranged, a second block (200) in which an electronically operated and controlled electronic part is arranged, and a plurality of connecting lines (400) hydraulically connecting the first block (100) and the second block (200) to each other.

[0035] The first block (100) is configured with a mechanical mechanism that operates in conjunction with and connected to the brake pedal (10), and the second block (200) is configured with electronic components that operate and are controlled electronically, such as valves and sensors, whose operation is controlled by an electronic control unit (not shown). The first block (100) and the second block (200) are configured to be spaced apart from each other in the vehicle, but can be hydraulically connected by a plurality of connection lines (400). This improves the vehicle mounting capability of the electronic brake system (1) and further enables efficient space arrangement by promoting design freedom of the vehicle.

[0036] The mechanism includes component elements that perform mechanical operations in conjunction with the brake pedal (10) independently of the control signal of the electronic control unit, and can be placed in the first block (100).

[0037] The mechanism may include a main reservoir (1100a) in which a pressurized medium such as brake oil is stored, a master cylinder (1200) that pressurizes and discharges a pressurized medium such as brake oil contained inside according to the force of the brake pedal (10), and a main reservoir passage (1110a, 1120a) connecting the main reservoir (1100a) and the master cylinder (1200).

[0038] The master cylinder (1200) is configured to have at least one hydraulic chamber and can pressurize and discharge an internal pressurized medium. The master cylinder (1200) may have a first master chamber (1220a) and a second master chamber (1230a), and a first master piston (1220) and a second master piston (1230) provided in each master chamber (1220a, 1230a).

[0039] The first master chamber (1220a) may be formed on the inlet side (right side in FIG. 1) of the cylinder block (1210) to which the brake pedal (10) is connected, and the first master chamber (1220a) may accommodate a first master piston (1220) so as to be reciprocally movable.

[0040] A pressurized medium can be introduced into and discharged from the first master chamber (1220a) through the first hydraulic port (1280a) and the second hydraulic port (1280b). The first hydraulic port (1280a) is connected to the first main reservoir flow path (1110a) described later, so that a pressurized medium is introduced from the main reservoir (1100a) into the first master chamber (1220a), and a pair of sealing members are provided at the front (left side in FIG. 1) and rear (right side in FIG. 1) of the first hydraulic port (1280a) to seal the first master chamber (1220a). The second hydraulic port (1280b) is connected to the first connection line (410) described later, so that the pressurizing medium of the first master chamber (1220a) can be discharged to the first connection line (410), or conversely, the pressurizing medium can be introduced from the first connection line (410) into the first master chamber (1220a).

[0041] The first master piston (1220) is provided to be received in the first master chamber (1220a), and can pressurize the pressurized medium received in the first master chamber (1220a) by advancing, or form negative pressure inside the first master chamber (1220a) by retracting. Specifically, when the first master piston (1220) advances, as the volume of the first master chamber (1220a) decreases, the pressurized medium present inside the first master chamber (1220a) can be pressurized to form liquid pressure. Conversely, when the first master piston (1220) retracts, as the volume of the first master chamber (1220a) increases, the pressurized medium present inside the first master chamber (1220a) can be depressurized, and at the same time, negative pressure can be formed in the first master chamber (1220a).

[0042] A second master chamber (1230a) may be formed on the cylinder block (1210) on the front side (left side with respect to FIG. 1) of the first master chamber (1220a), and a second master piston (1230) may be reciprocally movable in the second master chamber (1230a).

[0043] The second master chamber (1230a) can have a pressurized medium introduced and discharged through the third hydraulic port (1280c) and the fourth hydraulic port (1280d). The third hydraulic port (1280c) is connected to the second main reservoir flow path (1120a) described later, so that a pressurized medium is introduced from the main reservoir (1100a) into the second master chamber (1230a), and a pair of sealing members are provided at the front (left side in FIG. 1) and rear (right side in FIG. 1) of the third hydraulic port (1280c) to seal the second master chamber (1230a). The fourth hydraulic port (1280d) is connected to the 333 connection line described later, so that the pressurizing medium of the second master chamber (1230a) can be discharged to the 333 connection line, or conversely, the pressurizing medium can be introduced from the 333 connection line into the second master chamber (1230a).

[0044] The second master piston (1230) is provided to be received in the second master chamber (1230a), and can pressurize the pressurized medium received in the second master chamber (1230a) by advancing, or form negative pressure inside the second master chamber (1230a) by retracting. Specifically, when the second master piston (1230) advances, as the volume of the second master chamber (1230a) decreases, the pressurized medium present inside the second master chamber (1230a) can be pressurized to form liquid pressure. Conversely, when the second master piston (1230) retracts, as the volume of the second master chamber (1230a) increases, the pressurized medium present inside the second master chamber (1230a) can be depressurized, and at the same time, negative pressure can be formed in the second master chamber (1230a).

[0045] The first piston spring (1220b) and the second piston spring (1230b) are provided to elastically support the first master piston (1220) and the second master piston (1230), respectively. To this end, the first piston spring (1220b) may be positioned between the front surface of the first master piston (1220) (left end in Fig. 1) and the rear surface of the second master piston (1230) (right end in Fig. 1), and the second piston spring (1230b) may be positioned between the front surface of the second master piston (1230) (left end in Fig. 1) and the inner surface of the cylinder block (1210). When displacement occurs in the first master piston (1220) and the second master piston (1230) due to operation such as braking, the first piston spring (1220b) and the second piston spring (1230b) are each compressed, and when the operation such as braking is released, the first piston spring (1220b) and the second piston spring (1230b) expand due to elastic force, allowing the first master piston (1220) and the second master piston (1230) to return to their original positions.

[0046] The main reservoir (1100a) can accommodate and store a pressurized medium inside. The main reservoir (1100a) can be connected to component elements such as the master cylinder (1200) and the third connecting line (430) described later to supply or receive the pressurized medium.

[0047] The main reservoir (1100a) may be provided by being divided into a plurality of chambers by a partition wall (1105a). The main reservoir (1100a) may include a plurality of main reservoir chambers (1101a, 1102a, 1103a), and the plurality of main reservoir chambers (1101a, 1102a, 1103a) may be arranged in a row. Specifically, the main reservoir (1100a) may be divided into a first main reservoir chamber (1101a) located in the center, a second main reservoir chamber (1102a) located on one side, and a third main reservoir chamber (1103a) located on the other side.

[0048] Each partition wall (1105a) may be provided between adjacent main reservoir chambers, and each partition wall (1105a) may be provided with at least a portion of its upper portion open. This allows adjacent main reservoir chambers (1101a, 1102a, 1103a) to communicate with each other so that a pressurized medium can move. For example, when a large amount of pressurized medium flows into the first main reservoir chamber (1101a), the pressurized medium can be transferred to the second main reservoir chamber (1102a) or the third main reservoir chamber (1103a) by passing through the upper portion of the partition wall (1105a).

[0049] The first main reservoir chamber (1101a) is connected to the third connection line (430) described later, so that it can supply a pressurized medium to the sub-reservoir (1100b) or receive a pressurized medium from the sub-reservoir (1100b). Additionally, the second main reservoir chamber (1102a) is connected to the first main reservoir flow path (1110a) described later, and the third main reservoir chamber (1103a) is connected to the second main reservoir flow path (1120a) so that it can supply or receive a pressurized medium to the master cylinder (1200).

[0050] In this way, the main reservoir (1100a) is partitioned into the first to third main reservoir chambers (1101a, 1102a, 1103a), thereby enabling stable operation of the electronic brake system (1). For example, if the main reservoir (1100a) is formed as a single chamber and the capacity of the pressurizing medium is insufficient, the pressurizing medium cannot be stably supplied not only to the sub-reservoir (1100b) but also to the master cylinder (1200). Accordingly, by separating the first main reservoir chamber (1101a), which is connected to the sub-reservoir (1100b) of the electronic part, and the second and third main reservoir chambers (1102a, 1103a), which are connected to the master cylinder (1200), braking of the vehicle can be achieved by supplying the pressurizing medium to other parts even if the pressurizing medium cannot be supplied to one of the parts.

[0051] The main reservoir Euro is provided to hydraulically connect the master cylinder (1200) and the main reservoir (1100a).

[0052] The main reservoir flow path may include a first main reservoir flow path (1110a) connecting the first master chamber (1220a) and the second main reservoir chamber (1102a) of the main reservoir (1100a), and a second main reservoir flow path (1120a) connecting the second master chamber (1230a) and the third main reservoir chamber (1103a) of the main reservoir (1100a). To this end, one end of the first main reservoir passage (1110a) may be in communication with the first master chamber (1220a) of the master cylinder (1200) and the other end may be in communication with the second main reservoir chamber (1102a) of the main reservoir (1100a), and one end of the second main reservoir passage (1120a) may be in communication with the second master chamber (1230a) of the master cylinder (1200) and the other end may be in communication with the third main reservoir chamber (1103a) of the main reservoir (1100a).

[0053] The electronic part includes component elements that are operated and controlled electronically by a control signal of an electronic control unit (ECU, not shown) and can be placed in the second block (200).

[0054] The electronic part comprises an electronic control unit, a sub-reservoir (1100b) that auxiliaryly stores a pressurized medium inside, a pedal simulator (1250) that provides a reaction force for the driver's brake pedal (10) pressing force, a hydraulic pressure supply device (1300) that receives the driver's braking intention as an electrical signal via a pedal displacement sensor (11) that detects the displacement of the brake pedal (10) and generates hydraulic pressure of the pressurized medium through mechanical operation, a hydraulic control unit (1400) that controls the hydraulic pressure provided by the hydraulic pressure supply device (1300) and the hydraulic pressure transmitted to the first to fourth wheel cylinders (21, 22, 23, 24), a dump control unit (1800) that hydraulically connects the sub-reservoir (1100b) and the hydraulic pressure supply device (1300) and controls the flow of the pressurized medium between them, and the sub-reservoir (1100b) connected to the first and second hydraulic circuits (1510, 1520) and It may include a plurality of sub-reservoir flow paths (1710, 1720, 1730, 1740) connected to the dump control unit (1800), a plurality of cut valves (411, 422a) provided in the connection line to control the flow of the pressurized medium, an inspection valve (1900) to check for a leak in the master cylinder (1200), a circuit pressure sensor (PS1) to detect the hydraulic pressure of the pressurized medium provided by the hydraulic pressure supply device (1300), and a cylinder pressure sensor (PS2) to detect the hydraulic pressure of the first master chamber (1220a).

[0055] The sub-reservoir (1100b) is positioned in the second block (200) to store the pressurized medium in an auxiliary manner. As the pressurized medium is stored in an auxiliary manner in the electronic part by the sub-reservoir (1100b), the pressurized medium can be smoothly supplied and delivered within the electronic part, such as the hydraulic pressure supply device (1300), the dump control unit (1800), and the first and second hydraulic circuits (1510, 1520).

[0056] The sub-reservoir (1100b) can be connected to the main reservoir (1100a) of the mechanism by the third connection line (430) described later. In addition, the sub-reservoir (1100b) can be connected to the first hydraulic circuit (1510) and the second hydraulic circuit (1520) respectively by the first sub-reservoir path (1710) and the second sub-reservoir path (1720) described later, and can be connected to the dump control unit (1800) by the third sub-reservoir path (1730) and the fourth sub-reservoir path (1740).

[0057] The hydraulic pressure supply device (1300) is configured to receive the driver's intention to brake as an electrical signal from a pedal displacement sensor that detects the displacement of the brake pedal (10) and to generate hydraulic pressure of the pressurizing medium through mechanical operation.

[0058] The hydraulic pressure supply device (1300) may include a hydraulic pressure supply unit that provides a pressurized medium pressure to be delivered to a wheel cylinder (20), a motor (not shown) that generates rotational force by an electrical signal from a pedal displacement sensor, and a power conversion unit (not shown) that converts the rotational motion of the motor into linear motion and delivers it to the hydraulic pressure supply unit.

[0059] The hydraulic pressure providing unit includes a cylinder block (1310) configured to accommodate a pressurizing medium, a hydraulic piston (1320) accommodated within the cylinder block (1310), a sealing member (1350) configured between the hydraulic piston (1320) and the cylinder block (1310) to seal a pressure chamber (1330, 1340), and a drive shaft (1390) that transmits power output from a power conversion unit to the hydraulic piston (1320).

[0060] The pressure chambers (1330, 1340) may include a first pressure chamber (1330) located in front of the hydraulic piston (1320) (in the left direction of the hydraulic piston (1320) based on FIG. 1) and a second pressure chamber (1340) located behind the hydraulic piston (1320) (in the right direction of the hydraulic piston (1320) based on FIG. 1). That is, the first pressure chamber (1330) is partitioned by the cylinder block (1310) and the front surface of the hydraulic piston (1320) so that its volume changes according to the movement of the hydraulic piston (1320), and the second pressure chamber (1340) is partitioned by the cylinder block (1310) and the rear surface of the hydraulic piston (1320) so that its volume changes according to the movement of the hydraulic piston (1320).

[0061] The first pressure chamber (1330) is connected to the first hydraulic fluid path (1401) described later through a first communication hole formed in the cylinder block (1310), and the second pressure chamber (1340) is connected to the second hydraulic fluid path (1402) described later through a second communication hole formed in the cylinder block (1310).

[0062] The sealing member includes a piston sealing member (1350a) provided between the hydraulic piston (1320) and the cylinder block (1310) to seal the space between the first pressure chamber (1330) and the second pressure chamber (1340), and a drive shaft sealing member (1350b) provided between the drive shaft (1390) and the cylinder block (1310) to seal the opening between the second pressure chamber (1340) and the cylinder block (1310). The hydraulic pressure or negative pressure of the first pressure chamber (1330) and the second pressure chamber (1340) generated by the forward or backward movement of the hydraulic piston (1320) can be transmitted to the first hydraulic passage (1401) and the second hydraulic passage (1402) described later without leakage by being sealed by the piston sealing member (1350a) and the drive shaft sealing member (1350b). Additionally, a chamber sealing member (1350c) may be provided between the second pressure chamber (1340) and the drive shaft sealing member (1350b), and the chamber sealing member (1350c) may allow the flow of a pressurized medium entering the second pressure chamber (1340) through the auxiliary inflow channel (1850) described later, while blocking the flow of a pressurized medium leaking from the second pressure chamber (1340) to the auxiliary inflow channel (1850).

[0063] A motor (not shown) is provided to generate driving force for a hydraulic piston (1320) by means of an electrical signal output from an electronic control unit (ECU). The motor may be provided to include a stator and a rotor, and thereby can provide power to generate displacement of the hydraulic piston (1320) by rotating in a forward or reverse direction. The rotational angular velocity and rotational angle of the motor can be precisely controlled by a motor control sensor. Since the motor is a widely known technology, a detailed description will be omitted.

[0064] A power conversion unit (not shown) is provided to convert the rotational force of a motor into linear motion. The power conversion unit may be provided in a structure including, for example, a worm shaft (not shown), a worm wheel (not shown), and a drive shaft (1390).

[0065] The worm shaft can be formed integrally with the rotation axis of the motor, and a worm can be formed on its outer surface to engage with the worm wheel and rotate the worm wheel. The worm wheel is connected to engage with the drive shaft (1390) to move the drive shaft (1390) in a straight line, and the drive shaft (1390) is connected to the hydraulic piston (1320) and operates integrally, thereby allowing the hydraulic piston (1320) to slide within the cylinder block (1310).

[0066] To reiterate the above operations, when displacement is detected in the brake pedal (10) by the pedal displacement sensor (11), the detected signal is transmitted to the electronic control unit, and the electronic control unit drives the motor to rotate the worm shaft in one direction. The rotational force of the worm shaft is transmitted to the drive shaft (1390) via the worm wheel, and the hydraulic piston (1320) connected to the drive shaft (1390) can generate hydraulic pressure in the first pressure chamber (1330) as it advances within the cylinder block (1310).

[0067] Conversely, when the force applied to the brake pedal (10) is released, the electronic control unit drives the motor to rotate the worm shaft in the opposite direction. Consequently, the worm wheel also rotates in the opposite direction, and the hydraulic piston (1320) connected to the drive shaft (1390) moves backward within the cylinder block (1310), thereby generating negative pressure in the first pressure chamber (1330).

[0068] The generation of hydraulic pressure and negative pressure in the second pressure chamber (1340) can be achieved by operating in the opposite direction to the above. That is, when displacement of the brake pedal (10) is detected by the pedal displacement sensor (11), the detected signal is transmitted to the electronic control unit, and the electronic control unit drives the motor to rotate the worm shaft in the opposite direction. The rotational force of the worm shaft is transmitted to the drive shaft (1390) via the worm wheel, and the hydraulic piston (1320) connected to the drive shaft (1390) can generate hydraulic pressure in the second pressure chamber (1340) as it moves backward within the cylinder block (1310).

[0069] Conversely, when the force applied to the brake pedal (10) is released, the electronic control unit drives the motor in one direction to rotate the worm shaft in one direction. Accordingly, the worm wheel also rotates in the opposite direction, and the hydraulic piston (1320) connected to the drive shaft (1390) advances within the cylinder block (1310), thereby generating negative pressure in the second pressure chamber (1340).

[0070] As such, the hydraulic pressure supply device (1300) can generate hydraulic pressure or negative pressure in the first pressure chamber (1330) and the second pressure chamber (1340), respectively, depending on the rotational direction of the worm shaft driven by the motor, and it can be determined by controlling the valves whether to implement braking by transmitting hydraulic pressure or to release braking by using negative pressure.

[0071] Meanwhile, the power conversion unit according to the present embodiment is not limited to any single structure as long as it can convert the rotational motion of the motor into the linear motion of the hydraulic piston (1320), and should be understood in the same way even if it is made of a device of various structures and types.

[0072] The hydraulic pressure supply device (1300) can be hydraulically connected to the sub-reservoir (1100b) by a dump control unit (1800). The dump control unit (1800) may include a first dump control unit that controls the flow of a pressurized medium between the first pressure chamber (1330) and the sub-reservoir (1100b), and a second dump control unit that controls the flow of a pressurized medium between the second pressure chamber (1340) and the sub-reservoir (1100b). The first dump control unit may include a first dump path (1810) connecting the first pressure chamber (1330) and the sub-reservoir (1100b), and a first bypass path (1830) that branches off and rejoins on the first dump path (1810), and the second dump control unit may include a second dump path (1820) connecting the second pressure chamber (1340) and the sub-reservoir (1100b), and a second bypass path (1840) that branches off and rejoins on the second dump path (1820).

[0073] A first dump check valve (1811) and a first dump valve (1831) for controlling the flow of a pressurized medium may be provided in the first dump path (1810) and the first bypass path (1830), respectively. The first dump check valve (1811) may be provided to allow only the flow of the pressurized medium from the sub-reservoir (1100b) toward the first pressure chamber (1330) and to block the flow of the pressurized medium in the opposite direction. A first bypass path (1830) may be connected in parallel to the first dump check valve (1811) in the first dump path (1810), and a first dump valve (1831) for controlling the flow of the pressurized medium between the first pressure chamber (1330) and the sub-reservoir (1100b) may be provided in the first bypass path (1830). In other words, the first bypass path (1830) can be connected by bypassing the front and rear ends of the first dump check valve (1811) on the first dump path (1810), and the first dump valve (1831) can be provided as a bidirectional solenoid valve that controls the flow of pressurized medium between the first pressure chamber (1330) and the sub-reservoir (1100b). The first dump valve (1831) can be provided as a normally closed type solenoid valve that operates to open the valve when it receives an electrical signal from an electronic control unit.

[0074] A second dump check valve (1821) and a second dump valve (1841) for controlling the flow of pressurized media may be provided in the second dump path (1820) and the second bypass path (1840), respectively. The second dump check valve (1821) may be provided to allow only the flow of pressurized media from the sub-reservoir (1100b) toward the second pressure chamber (1330) and to block the flow of pressurized media in the opposite direction. A second bypass path (1840) may be connected in parallel to the second dump check valve (1821) in the second dump path (1820), and a second dump valve (1841) for controlling the flow of pressurized media between the second pressure chamber (1330) and the sub-reservoir (1100b) may be provided in the second bypass path (1840). In other words, the second bypass path (1840) can be connected by bypassing the front and rear ends of the second dump check valve (1821) on the second dump path (1820), and the second dump valve (1841) can be provided as a bidirectional solenoid valve that controls the flow of pressurized medium between the second pressure chamber (1330) and the sub-reservoir (1100b). The second dump valve (1841) can be provided as a normal open type solenoid valve that is normally open and operates to close the valve when it receives an electrical signal from the electronic control unit.

[0075] Additionally, the dump control unit (1800) may include an auxiliary inflow channel (1850) connecting the sub-reservoir (1100b) and the second pressure chamber (1340) so that the second pressure chamber (1340) can be filled with a pressurizing medium. The auxiliary inflow channel (1850) may be connected to the rear (right side with respect to FIG. 1) of the chamber sealing member (1350c) on the cylinder body (1310). Thus, the pressurizing medium is introduced from the sub-reservoir (1100b) to the second pressure chamber (1340) through the auxiliary inflow channel (1850), while the flow of the pressurizing medium leaking from the second pressure chamber (1340) to the auxiliary inflow channel (1850) can be blocked by the chamber sealing member (1350c).

[0076] A hydraulic control unit (1400) may be provided to control the hydraulic pressure delivered to each wheel cylinder (20), and an electronic control unit (ECU) is provided to control the hydraulic pressure supply device (1300) and various valves based on hydraulic pressure information and pedal displacement information.

[0077] The hydraulic control unit (1400) may be equipped with a first hydraulic circuit (1510) that controls the flow of hydraulic pressure transmitted to the first and second wheel cylinders (21, 22) among the four wheel cylinders (20), and a second hydraulic circuit (1520) that controls the flow of hydraulic pressure transmitted to the third and fourth wheel cylinders (23, 24), and includes a plurality of fluid paths and valves to control the hydraulic pressure transmitted from the hydraulic pressure supply device (1300) to the wheel cylinders (20).

[0078] The first hydraulic passage (1401) is provided to communicate with the first pressure chamber (1330), and the second hydraulic passage (1402) may be provided to communicate with the second pressure chamber (1340). The first hydraulic passage (1401) and the second hydraulic passage (1402) may be joined to the third hydraulic passage (1403), and then branched out again into a fourth hydraulic passage (1404) connected to the first hydraulic circuit (1510) and a fifth hydraulic passage (1405) connected to the second hydraulic circuit (1520).

[0079] The sixth hydraulic passage (1406) is provided to communicate with the first hydraulic circuit (1510), and the seventh hydraulic passage (1407) is provided to communicate with the second hydraulic circuit (1520). The sixth hydraulic passage (1406) and the seventh hydraulic passage (1407) may be joined to the eighth hydraulic passage (1408), and then branched out again into the ninth hydraulic passage (1409) communicating with the first pressure chamber (1330) and the tenth hydraulic passage (1410) communicating with the second pressure chamber (1340).

[0080] A first valve (1431) for controlling the flow of a pressurized medium may be provided in the first hydraulic passage (1401). The first valve (1431) may be provided as a check valve that allows the flow of a pressurized medium discharged from the first pressure chamber (1330) but blocks the flow of a pressurized medium in the opposite direction. Additionally, a second valve (1432) for controlling the flow of a pressurized medium may be provided in the second hydraulic passage (1402), and the second valve (1432) may be provided as a check valve that allows the flow of a pressurized medium discharged from the second pressure chamber (1340) but blocks the flow of a pressurized medium in the opposite direction.

[0081] The fourth hydraulic passage (1404) is provided by branching again from the third hydraulic passage (1403), where the first hydraulic passage (1401) and the second hydraulic passage (1402) merge, and connecting to the first hydraulic circuit (1510). A third valve (1433) for controlling the flow of a pressurized medium may be provided in the fourth hydraulic passage (1404). The third valve (1433) may be provided as a check valve that allows only the flow of the pressurized medium from the third hydraulic passage (1403) toward the first hydraulic circuit (1510) and blocks the flow of the pressurized medium in the opposite direction.

[0082] The fifth hydraulic passage (1405) is provided by branching again from the third hydraulic passage (1403), where the first hydraulic passage (1401) and the second hydraulic passage (1402) merge, and connecting to the second hydraulic circuit (1520). A fourth valve (1434) for controlling the flow of a pressurized medium may be provided in the fifth hydraulic passage (1405). The fourth valve (1434) may be provided as a check valve that allows only the flow of the pressurized medium from the third hydraulic passage (1403) toward the second hydraulic circuit (1520) and blocks the flow of the pressurized medium in the opposite direction.

[0083] The sixth hydraulic passage (1406) is connected to the first hydraulic circuit (1510), and the seventh hydraulic passage (1407) is connected to the second hydraulic circuit (1520) and is arranged to join the eighth hydraulic passage (1408). A fifth valve (1435) for controlling the flow of a pressurized medium may be provided in the sixth hydraulic passage (1406). The fifth valve (1435) may be provided as a check valve that allows only the flow of pressurized medium discharged from the first hydraulic circuit (1510) and blocks the flow of pressurized medium in the opposite direction. Additionally, a sixth valve (1436) for controlling the flow of pressurized medium may be provided in the seventh hydraulic passage (1407). The sixth valve (1436) may be provided as a check valve that allows only the flow of pressurized media discharged from the second hydraulic circuit (1520) and blocks the flow of pressurized media in the opposite direction.

[0084] The ninth hydraulic passage (1409) is branched from the eighth hydraulic passage (1408), where the sixth hydraulic passage (1406) and the seventh hydraulic passage (1407) merge, and connected to the first pressure chamber (1330). A seventh valve (1437) for controlling the flow of a pressurized medium may be provided in the ninth hydraulic passage (1409). The seventh valve (1437) may be provided as a bidirectional control valve for controlling the flow of a pressurized medium transmitted along the ninth hydraulic passage (1409). The seventh valve (1437) may be provided as a normally closed type solenoid valve that operates to open the valve upon receiving an electrical signal from an electronic control unit.

[0085] The 10th hydraulic passage (1410) is provided by branching off from the 8th hydraulic passage (1408), where the 6th hydraulic passage (1406) and the 7th hydraulic passage (1407) merge, and connecting to the 2nd pressure chamber (1340). The 10th hydraulic passage (1410) may be provided with an 8th valve (1438) that controls the flow of a pressurized medium. The 8th valve (1438) may be provided as a bidirectional control valve that controls the flow of a pressurized medium transmitted along the 10th hydraulic passage (1410). Similar to the 7th valve (1437), the 8th valve (1438) may be provided as a normally closed type solenoid valve that operates to open when it receives an electrical signal from an electronic control unit.

[0086] In the hydraulic control unit (1400), the hydraulic pressure formed in the first pressure chamber (1330) according to the advancement of the hydraulic piston (1320) by the arrangement of the hydraulic passages and valves can be transmitted to the first hydraulic circuit (1510) by sequentially passing through the first hydraulic passage (1401), the third hydraulic passage (1403), and the fourth hydraulic passage (1404), and can be transmitted to the second hydraulic circuit (1520) by sequentially passing through the first hydraulic passage (1401) and the fifth hydraulic passage (1405). Additionally, the hydraulic pressure formed in the second pressure chamber (1340) according to the retraction of the hydraulic piston (1320) can be transmitted to the first hydraulic circuit (1510) by sequentially passing through the second hydraulic passage (1402) and the fourth hydraulic passage (1404), and can be transmitted to the second hydraulic circuit (1520) by sequentially passing through the second hydraulic passage (1402), the third hydraulic passage (1403), and the fifth hydraulic passage (1405).

[0087] Conversely, the negative pressure formed in the first pressure chamber (1330) according to the retraction of the hydraulic piston (1320) can recover the pressurizing medium supplied to the first hydraulic circuit (1510) to the first pressure chamber (1330) sequentially through the sixth hydraulic passage (1406), the eighth hydraulic passage (1408), and the ninth hydraulic passage (1409), and the pressurizing medium supplied to the second hydraulic circuit (1520) can be recovered to the first pressure chamber (1330) sequentially through the seventh hydraulic passage (1407), the eighth hydraulic passage (1408), and the ninth hydraulic passage (1409). Additionally, as the hydraulic piston (1320) advances, the negative pressure formed in the second pressure chamber (1340) can sequentially return the pressurizing medium supplied to the first hydraulic circuit (1510) to the first pressure chamber (1340) via the sixth hydraulic passage (1406), the eighth hydraulic passage (1408), and the tenth hydraulic passage (1410), and can also return the pressurizing medium supplied to the second hydraulic circuit (1520) to the second pressure chamber (1340) via the seventh hydraulic passage (1407), the eighth hydraulic passage (1408), and the tenth hydraulic passage (1410).

[0088] The first hydraulic circuit (1510) of the hydraulic control unit (1400) controls the hydraulic pressure of the first and second wheel cylinders (21, 22), which are two wheel cylinders (20) among the four wheels (RR, RL, FR, FL), and the second hydraulic circuit (1520) can control the hydraulic pressure of the third and fourth wheel cylinders (23, 24), which are the other two wheel cylinders (20).

[0089] The first hydraulic circuit (1510) can receive hydraulic pressure through the fourth hydraulic path (1404) and discharge hydraulic pressure through the sixth hydraulic path (1406). To this end, as shown in FIG. 1, the fourth hydraulic path (1404) and the sixth hydraulic path (1406) can be provided by branching into two paths connected to the first wheel cylinder (21) and the second wheel cylinder (22) after joining. Additionally, the second hydraulic circuit (1520) can receive hydraulic pressure through the fifth hydraulic path (1405) and discharge hydraulic pressure through the seventh hydraulic path (1407), and accordingly, as shown in FIG. 1, the fifth hydraulic path (1405) and the seventh hydraulic path (1407) can be provided by branching into two paths connected to the third wheel cylinder (23) and the fourth wheel cylinder (24) after joining. However, the connection of the hydraulic passages illustrated in FIG. 1 is an example to aid in understanding the present invention and is not limited to this structure. It should be understood in the same way that the fourth hydraulic passage (1404) and the sixth hydraulic passage (1406) may each be connected to the first hydraulic circuit (1510) and independently branched to the first wheel cylinder (21) and the second wheel cylinder (22), and similarly, the fifth hydraulic passage (1405) and the seventh hydraulic passage (1407) may each be connected to the second hydraulic circuit (1520) and independently branched to the third wheel cylinder (23) and the fourth wheel cylinder (24), and that they may be connected in various ways and structures.

[0090] The first and second hydraulic circuits (1510, 1520) may each include first to fourth inlet valves (1511a, 1511b, 1521a, 1521b) that control the flow of a pressurized medium toward the first to fourth wheel cylinders (21, 22, 23, 24). The first to fourth inlet valves (1511a, 1511b, 1521a, 1521b) are each positioned upstream of the first to fourth wheel cylinders (21, 22, 23, 24) and may be provided as normal open type solenoid valves that are normally open but operate to close when they receive an electrical signal from an electronic control unit.

[0091] The first and second hydraulic circuits (1510, 1520) may include first to fourth check valves (1513a, 1513b, 1523a, 1523b) that are connected in parallel to the first to fourth inlet valves (1511a, 1511b, 1521a, 1521b). The first to fourth check valves (1513a, 1513b, 1523a, 1523b) may be provided in a bypass path connecting the front and rear of the first to fourth inlet valves (1511a, 1511b, 1521a, 1521b) on the first and second hydraulic circuits (1510, 1520), allowing only the flow of pressurized media discharged from each wheel cylinder and blocking the flow of pressurized media from the hydraulic pressure supply device (1300) to the wheel cylinder. The hydraulic pressure of the pressurized medium applied to each wheel cylinder can be quickly removed by the first to fourth check valves (1513a, 1513b, 1523a, 1523b), and even if the first to fourth inlet valves (1511a, 1511b, 1521a, 1521b) do not operate normally, the hydraulic pressure of the pressurized medium applied to the wheel cylinder can be smoothly discharged.

[0092] The first hydraulic circuit (1510) may include first and second outlet valves (1512a, 1512b) that control the discharge of a pressurized medium to improve performance when the first and second wheel cylinders (21, 22) are released from braking. The first and second outlet valves (1512a, 1512b) detect the braking pressure of the first and second wheel cylinders (21, 22) and selectively open when pressure reduction braking, such as in ABS dump mode, is required, so as to discharge the pressurized medium applied to the first and second wheel cylinders (21, 22) to the sub-reservoir (1100b) through the first sub-reservoir passage (1710) described later. The first and second outlet valves (1512a, 1512b) may be provided as normal closed type solenoid valves that are normally closed and operate to open when they receive an electrical signal from an electronic control unit.

[0093] The second hydraulic circuit (1520) may include third and fourth outlet valves (1522a, 1522b) that regulate the discharge of a pressurized medium to improve performance when the third and fourth wheel cylinders (23, 24) are released from braking. The third and fourth outlet valves (1522a, 1522b) detect the braking pressure of the third and fourth wheel cylinders (23, 24) and, when pressure reduction braking is required, such as in ABS dump mode, they may selectively open to discharge the pressurized medium applied to the third and fourth wheel cylinders (23, 24) to the sub-reservoir (1100b) through the second sub-reservoir passage (1720) described later. The third and fourth outlet valves (1522a, 1522b) may be provided as normal closed type solenoid valves that are normally closed and operate to open when they receive an electrical signal from the electronic control unit.

[0094] The pedal simulator (1250) is configured to provide a reaction force for the pedaling force of the driver's brake pedal (10).

[0095] The pedal simulator (1250) has its front end connected to the simulation path (421) of the second connection line (420) described later, and its rear end connected to the sub-reservoir (1100b) by the simulator discharge path (1251).

[0096] The pedal simulator (1250) includes a simulator valve (421a) that controls the flow of a pressurized medium and is provided in a simulation channel (421) that branches off from the second connection line (420); a simulation piston (1252a) that is displaceable by the pressurized medium flowing in through the simulation channel (421); a simulation chamber (1252b) whose volume is varied by the displacement of the simulation piston (1252a) and is in communication with the simulator discharge channel (1251) at the rear; and a simulation spring (1252c) that elastically supports the simulation piston (1252a).

[0097] The simulation path (421) may be branched from the second connection line (420) described later and connected to the front end of the pedal simulator (1250). A simulator valve (421a) may be provided in the simulation path (421) to control the flow of the pressurized medium. The simulator valve (421a) may be provided as a normally closed type solenoid valve that remains closed under normal circumstances. When the driver applies pressure to the brake pedal (10), the simulator valve (421a) may open to deliver the pressurized medium flowing in from the second master chamber (1230a) through the second connection line (420) and the simulation path (421) to the front surface of the simulation piston (1252a).

[0098] The simulation piston (1252a) is configured to be displaceable within the simulation chamber (1252b) by the pressurized medium flowing in through the second connection line (420). Specifically, the hydraulic pressure of the pressurized medium flowing in through the simulation path (421) is transmitted to the front surface (right side in Fig. 1) of the simulation piston (1252a), causing displacement of the simulation piston (1252a). As the volume of the simulation chamber (1252b) formed on the rear surface (left side in Fig. 1) of the simulation piston (1252a) decreases due to the displacement of the simulation piston (1252a), the pressurized medium contained in the simulation chamber (1252b) can be supplied to the sub-reservoir (1100b) by the simulator discharge path (1251). The simulation spring (1252c) elastically supports the simulation piston (1252a) and is compressed according to the displacement of the simulation piston (1252a), and the elastic restoring force can be provided to the driver as a pedal sensation.

[0099] Meanwhile, in the drawing, the simulation spring (1252c) is shown as being provided as a coil spring as an example, but it can be made of various other structures as long as it can provide elastic force to the simulation piston (1252a) and simultaneously provide elastic restoring force. For example, it can be made of a material such as rubber, or made of various components capable of storing elastic force, such as a leaf spring.

[0100] The simulator discharge channel (1251) is connected to the rear end of the pedal simulator (1250), and one end may be connected to the simulation chamber (1252b) and the other end may be connected to the second sub-reservoir channel (1720) described later. By connecting the simulation chamber (1252b) and the sub-reservoir (1100b) in this way, the pressurized medium discharged from the simulation chamber (1252b) can be supplied to the sub-reservoir (1100b), or conversely, the pressurized medium can be supplied from the sub-reservoir (1100b) to the simulation chamber (1252b).

[0101] To explain the operation of the pedal simulator (1250), when the driver applies pressure by operating the brake pedal (10), the first master piston (1220) and the second master piston (1230) advance, and the pressurized medium within the second master chamber (1230a) is supplied and pressurized to the front surface of the simulation piston (1252a) via the second connecting line (420) and the simulation path (421). To this end, the simulator valve (421a) is opened. Accordingly, displacement occurs in the simulation piston (1252a), compressing the simulation spring (1252c), and the elastic restoring force of the simulation spring (1252c) can be provided to the driver as a pedal sensation. At this time, the pressurized medium filled in the simulation chamber (1252b) is transferred to the sub-reservoir (1100b) via the simulator discharge path (1251) and the second sub-reservoir path (1720). Subsequently, when the driver releases the pressure of the brake pedal (10), the simulation spring (1252c) expands due to elastic restoring force, causing the simulation piston (1252a) to return to its original position, and the pressurizing medium that was pressing the front surface of the simulation piston (1252a) returns to the second master chamber (1230a) through the simulation path (421) and the second connecting line (420). In the simulation chamber (1252b), the pressurizing medium is supplied from the sub-reservoir (1100b) through the second sub-reservoir path (1720) and the simulator discharge path (1251) in sequence, so that the interior of the simulation chamber (1252b) can be filled with the pressurizing medium again.

[0102] In this way, since the interior of the simulation chamber (1252b) is always filled with a pressurized medium, friction of the simulation piston (1252a) is minimized when the pedal simulator (1250) is operated, thereby improving the durability of the pedal simulator (1250) and preventing the inflow of foreign substances from the outside.

[0103] Meanwhile, the sub-reservoir (1100b) may be provided by being divided into a plurality of chambers by a partition wall (1105b). The sub-reservoir (1100b) may include a plurality of sub-reservoir chambers (1101b, 1102b, 1103b), and the plurality of sub-reservoir chambers (1101b, 1102b, 1103b) may be arranged in a row. Specifically, the sub-reservoir (1100b) may be divided into a first sub-reservoir chamber (1101b) placed in the center, a second sub-reservoir chamber (1102b) placed on one side, and a third sub-reservoir chamber (1103b) placed on the other side.

[0104] Each partition wall (1105b) may be provided between adjacent sub-reservoir chambers, and each partition wall (1105b) may be provided with at least a portion of its upper portion open. This allows adjacent sub-reservoir chambers (1101b, 1102b, 1103b) to communicate with each other so that a pressurized medium can move. For example, when a large amount of pressurized medium flows into the first sub-reservoir chamber (1101b), the pressurized medium can be transferred to the second sub-reservoir chamber (1102b) or the third sub-reservoir chamber (1103b) by passing through the upper portion of the partition wall (1105b).

[0105] The first sub-reservoir chamber (1101b) and the third sub-reservoir chamber (1103b) can be connected to the first dump control unit and the second dump control unit, respectively, and the second sub-reservoir chamber (1102b) can be connected to the third connection line (430) described later and the first and second hydraulic circuits (1510, 1520) so that the pressurizing medium can be transferred to each other.

[0106] In this way, the sub-reservoir (1100b) is partitioned into first to third sub-reservoir chambers (1101b, 1102b, 1103b), thereby enabling stable operation of the electronic brake system (1). For example, if the sub-reservoir (1100b) is formed as a single chamber and the capacity of the pressurizing medium is insufficient, the pressurizing medium cannot be stably supplied to the main reservoir (1100a), as well as to the dump control unit (1800) and the hydraulic pressure supply device (1300). Therefore, by separating the sub-reservoir (1100b) into first to third sub-reservoir chambers (1101b, 1102b, 1103b), braking of the vehicle can be achieved by supplying the pressurizing medium to other parts even if the pressurizing medium cannot be supplied to one part.

[0107] The sub-reservoir flow path is provided to hydraulically connect the first hydraulic circuit (1510), the second hydraulic circuit (1520), and the hydraulic pressure supply device (1300) to the sub-reservoir (1100b). The sub-reservoir flow path may include a first sub-reservoir flow path (1710) connecting the sub-reservoir (1100b) and the rear end of the first hydraulic circuit (1510), a second sub-reservoir flow path (1720) connecting the sub-reservoir (1100b) and the rear end of the second hydraulic circuit (1520), a third sub-reservoir flow path (1730) connecting the sub-reservoir (1100b) and the first dump control unit, and a fourth sub-reservoir flow path (1740) connecting the sub-reservoir (1100b) and the second dump control unit.

[0108] One end of the first sub-reservoir passage (1710) may be connected to the second sub-reservoir chamber (1102b) of the sub-reservoir (1100b), and the other end may be connected to the downstream side of the first and second outlet valves (1512a, 1512b) of the first hydraulic circuit (1510). Additionally, one end of the second sub-reservoir passage (1720) may be connected to the second sub-reservoir chamber (1102b) of the sub-reservoir (1100b), and the other end may be connected to the downstream side of the third and fourth outlet valves (1522a, 1522b) of the second hydraulic circuit (1520), and the simulator discharge passage (1251) may join at the middle section. Additionally, one end of the third sub-reservoir flow path (1730) may be connected to the third sub-reservoir chamber (1103b) of the sub-reservoir (1100b) and the other end may be connected to the first dump control unit side, and one end of the fourth sub-reservoir flow path (1740) may be connected to the first sub-reservoir chamber (1101b) of the sub-reservoir (1100b) and the other end may be connected to the second dump control unit side.

[0109] The inspection valve (1900) is provided to diagnose or determine whether there is a leak in the master cylinder (1200). The inspection valve (1900) is provided upstream of the point where the simulation path (421) branches off on the second connection line (420) described later, and can control the flow of the pressurized medium. In the inspection mode, the inspection valve (1900) can check for a leak in the master cylinder (1200) by blocking the discharge of the pressurized medium from the second master chamber (1230a) through the second connection line (420). To this end, the inspection valve (1900) may be provided as a normal open type solenoid valve that remains open normally and operates to open the valve when it receives an electrical signal from the electronic control unit.

[0110] The electronic part may include a circuit pressure sensor (PS1) that detects the hydraulic pressure of a pressurized medium provided by a hydraulic pressure supply device (1300), and a cylinder pressure sensor (PS2) that detects the hydraulic pressure of the first master chamber (1220a). The circuit pressure sensor (PS1) is provided on the side of the second hydraulic circuit (1520) and can detect the hydraulic pressure of the pressurized medium generated and provided from the hydraulic pressure supply device (1300) and transmitted to the second hydraulic circuit (1520), and the cylinder pressure sensor (PS2) is provided between the first master chamber (1220a) and the first cut valve (411) on the first connection line (410) described later and can detect the hydraulic pressure of the pressurized medium of the first master chamber (1220a). The pressure value information of the pressurized medium detected by the circuit pressure sensor (PS1) and the cylinder pressure sensor (PS2) can be transmitted to the electronic control unit, and the electronic control unit can perform an inspection mode or obtain driving or braking information of the vehicle based on the hydraulic pressure value detected by the circuit pressure sensor (PS1) and the hydraulic pressure value detected by the cylinder pressure sensor (PS2).

[0111] Additionally, the electronic part may include a first cut valve (411) provided in the first connection line (410) described later to control the flow of a pressurized medium, and a second cut valve (422a) provided in the backup line (422) of the second connection line (420) described later to control the flow of a pressurized medium. A detailed explanation thereof will be provided later.

[0112] A connecting line (400) is provided to hydraulically connect a first block (100) of the mechanical part and a second block (200) of the electronic part, which are spaced apart from each other.

[0113] The connection line (400) may include a first connection line (410) connecting the master cylinder (1200) of the mechanical part to the first hydraulic circuit (1510) of the hydraulic control unit (1400), a second connection line (420) connecting the master cylinder (1200) to the second hydraulic circuit (1520) and pedal simulator (1250) of the hydraulic control unit (1400), and a third connection line (430) connecting the main reservoir (1100a) of the mechanical part and the sub reservoir (1100b) of the electronic part to each other.

[0114] One end of the first connecting line (410) is connected to the first master chamber (1220a) of the master cylinder (1200), and the other end can be connected to the downstream or rear side of the first and second inlet valves (1511a, 1512a) of the first hydraulic circuit (1510).

[0115] A first cut valve (411) is provided in the first connection line (410) so that the flow of pressurized medium between the first master chamber (1220a) of the master cylinder (1200) and the first hydraulic circuit (1510) can be controlled. The first cut valve (411) may be provided as a normal open type solenoid valve that is normally open and operates to close the valve when it receives a closing signal from the electronic control unit.

[0116] In normal operating mode, which is a normal braking situation, the first cut valve (411) is controlled to be closed, so that the pressurized medium contained in the first master chamber (1220a) is not transmitted to the first hydraulic circuit (1510) side despite the force of the brake pedal (10). In addition, in normal operating mode, the first cut valve (411) is controlled to be closed, so that the hydraulic pressure of the pressurized medium provided by the hydraulic pressure supply device (1300) is not leaked to the master cylinder (1200) side along the first connection line (410) and can be stably supplied toward the wheel cylinders (21, 22, 23, 24).

[0117] However, in the fallback mode that is switched when the electronic part is inoperable, the first cut valve (411) is placed in an open state, so that the pressurized medium discharged from the first master chamber (1220a) of the master cylinder (1200) is supplied to the first and second wheel cylinders (21, 22) through the first connection line (410) to enable braking.

[0118] The second connection line (420) can be branched into a simulation path (421) connected to the front end of the pedal simulator (1250) and a backup line (422) connected to the downstream or rear end of the third and fourth inlet valves (1521a, 1522a) of the second hydraulic circuit (1520), with one end connected to the second master chamber (1230a) of the master cylinder (1200).

[0119] A second cut-off valve (422a) is provided in the backup line (422) so that the flow of pressurized medium between the second master chamber (1230a) of the master cylinder (1200) and the second hydraulic circuit (1520) can be controlled. The second cut-off valve (422a) may be provided as a normal open type solenoid valve that is normally open and operates to close the valve when it receives a closing signal from the electronic control unit.

[0120] In normal operating mode, which is a normal braking situation, the second cut valve (422a) is controlled to be closed, so that the pressurized medium contained in the second master chamber (1220a) is not transmitted to the second hydraulic circuit (1520) side despite the force of the brake pedal (10). In addition, in normal operating mode, the second cut valve (422a) is controlled to be closed, so that the hydraulic pressure of the pressurized medium provided by the hydraulic pressure supply device (1300) is not leaked to the master cylinder (1200) side along the backup line (422) and can be stably supplied toward the wheel cylinders (21, 22, 23, 24).

[0121] However, in the fallback mode that is switched when the electronic unit fails to operate, the second cut valve (422a) is left in an open state, so that the pressurized medium discharged from the second master chamber (1230a) of the master cylinder (1200) is supplied to the third and fourth wheel cylinders (23, 24) through the backup line (422) to enable braking.

[0122] The third connecting line (430) may be provided such that one end is connected to the main reservoir (1100a) and the other end is connected to the sub-reservoir (1100b). The third connecting line (430) allows for the transfer of pressurized media between reservoirs when there is an excessive amount or a small amount of pressurized media in one reservoir, thereby facilitating the smooth supply of pressurized media to each component element.

[0123] The first connecting line (410) and the second connecting line (420) may be provided as pipes having a predetermined strength, and the third connecting line (430) may be provided as a hose having elasticity. Since the first connecting line (410) and the second connecting line (420) transmit a pressurized medium in which hydraulic pressure is formed from the first and second master chambers (1220a, 1230a), they may be provided as pipes having strength capable of withstanding hydraulic pressure to ensure the durability and performance of the product. Meanwhile, the third connecting line (430) is provided connected to a main reservoir (1100a) or a sub reservoir (1100b) having an internal pressure at the level of atmospheric pressure, so a pressurized medium in which no hydraulic pressure is formed is transmitted. Therefore, it may be provided as a hose having elasticity, etc., to facilitate installation according to the placement positions of the first block (100) and the second block (200). The first connecting line (410) and the second connecting line (420) can be installed on the vehicle body by means of a fastening member (not shown) having a predetermined restoring force so as to maintain connectivity despite impacts such as accidents of the vehicle.

[0124] Below, an electronic brake system (2) according to the second embodiment of the present invention will be described.

[0125] FIG. 2 is a hydraulic circuit diagram showing an electronic brake system (2) according to a second embodiment of the present invention. Referring to FIG. 2, the electronic brake system (2) according to the second embodiment may further include a first circuit pressure sensor (PS11) that detects the hydraulic pressure of a pressurizing medium transmitted to a first hydraulic circuit (1510) and a second circuit pressure sensor (PS12) that detects the hydraulic pressure of a pressurizing medium transmitted to a second hydraulic circuit (1520).

[0126] Except for cases where additional explanations are provided using separate reference numerals, the description of the electronic brake system (2) according to the second embodiment of the present invention described below is identical to the description of the electronic brake system () according to the first embodiment of the present invention described above, and thus the description is omitted to prevent duplication of content.

[0127] The first circuit pressure sensor (PS11) can detect the hydraulic pressure of the pressurizing medium generated and provided from the hydraulic pressure supply device (1300) and transmitted to the first hydraulic circuit (1510), and can transmit pressure value information to the electronic control unit. Additionally, the second circuit pressure sensor (PS12) can detect the hydraulic pressure of the pressurizing medium generated and provided from the hydraulic pressure supply device (1300) and transmitted to the second hydraulic circuit (1520), and can transmit pressure value information to the electronic control unit. The electronic control unit receives hydraulic pressure value information for each hydraulic circuit from the first and second circuit pressure sensors (PS11, PS12) and can control the operation of the hydraulic pressure supply device (1300) based on this information, thereby assisting the autonomous driving and braking of the vehicle, such as highway driving assistance and emergency braking.

[0128] For example, the first and second wheel cylinders (21, 22) provided in the first hydraulic circuit (1510) may be assigned to the left front wheel (FL) and the right rear wheel (RR), respectively, and the third and fourth wheel cylinders (23, 24) provided in the second hydraulic circuit (1520) may be assigned (X-split) to the left rear wheel (RL) and the right front wheel (FR), and the first circuit pressure sensor (PS11) may detect and transmit the hydraulic pressure applied to the wheel cylinders of the left front wheel and the right rear wheel, and the second circuit pressure sensor (PS12) may detect and transmit the hydraulic pressure applied to the wheel cylinders of the left rear wheel and the right front wheel. The electronic control unit can promote driving convenience for the driver by automatically adjusting and controlling the braking pressure of the vehicle based on the hydraulic pressure information of the wheel cylinders provided by the first circuit pressure sensor (PS11) and the second circuit pressure sensor (PS21), respectively.

Claims

Claim 1 A first block having a mechanical part that operates in conjunction with a brake pedal; a second block having an electronic part that operates and is controlled electronically by an electronic control unit, spaced apart from the first block; and a connecting line that hydraulically connects the first block and the second block to each other; wherein the mechanism comprises a master cylinder having a first master piston connected to the brake pedal, a first master chamber whose volume is variable by the displacement of the first master piston, a second master piston which is displaceable by the hydraulic pressure of the first master chamber, and a second master chamber whose volume is variable by the displacement of the second master piston; wherein the electronic part comprises an inspection valve, a pedal simulator, a hydraulic pressure supply device that operates a hydraulic piston by an electrical signal to generate hydraulic pressure, a first hydraulic circuit that controls the hydraulic pressure transmitted to the first and second wheel cylinders, and a second hydraulic circuit that controls the hydraulic pressure transmitted to the third and fourth wheel cylinders; and the connecting line comprises a first connecting line, one end of which is connected to the first master chamber and the other end of which is connected to the first hydraulic circuit side, and a second connecting line, wherein the second connecting line, one end of which is connected to the second master chamber A simulation path is connected and branched into a simulation path, the other end of which is connected to the front end of the pedal simulator, and a backup line connected to the second hydraulic circuit side, wherein the inspection valve is provided at the front end of the branched point, and the first hydraulic circuit includes a first inlet valve and a second inlet valve that control the flow of a pressurizing medium supplied from the hydraulic pressure supply device to the first wheel cylinder and the second wheel cylinder, respectively, and a first outlet valve and a second outlet valve that control the flow of a pressurizing medium discharged from the first wheel cylinder and the second wheel cylinder, respectively, and the second hydraulic circuit includes a third inlet valve and a fourth inlet valve that control the flow of a pressurizing medium supplied from the hydraulic pressure supply device to the third wheel cylinder and the fourth wheel cylinder, respectively, andAn electronic brake system comprising a third outlet valve and a fourth outlet valve that respectively control the flow of a pressurized medium discharged from the third wheel cylinder and the fourth wheel cylinder, wherein the other end of the first connection line connected to the first hydraulic circuit side is connected between the first inlet valve and the second outlet valve and communicates directly with the first wheel cylinder, and the other end branched from the second connection line and connected to the second hydraulic circuit side is connected between the fourth inlet valve and the fourth outlet valve and communicates directly with the fourth wheel cylinder. Claim 2 An electronic brake system according to claim 1, wherein the mechanism further comprises a main reservoir in which a pressurizing medium is stored, the electronic part further comprises a sub-reservoir in which a pressurizing medium is stored, and the connection line further comprises a third connection line in which one end is connected to the main reservoir and the other end is connected to the sub-reservoir. Claim 3 In paragraph 2, the electronic part further comprises a first cut valve provided in the first connection line to control the flow of a pressurizing medium and a second cut valve provided in the backup line to control the flow of a pressurizing medium, in an electronic brake system. Claim 4 In paragraph 3, the electronic brake system further comprises a simulator valve provided in the simulation path to control the flow of a pressurized medium. Claim 5 In claim 4, the electronic part further comprises a first sub-reservoir passage connecting the sub-reservoir and the rear end of the first hydraulic circuit, and a second sub-reservoir passage connecting the sub-reservoir and the rear end of the second hydraulic circuit, in an electronic brake system. Claim 6 In claim 5, the electronic part further includes a simulator discharge path connected to the rear end of the pedal simulator, and the simulator discharge path joins the second sub-reservoir path and is connected to the sub-reservoir in an electronic brake system. Claim 7 In claim 5, the above hydraulic pressure supply device is an electronic brake system comprising a first pressure chamber provided in front of the hydraulic piston and a second pressure chamber provided behind the hydraulic piston. Claim 8 In claim 7, the electronic unit further comprises a dump control unit configured between the sub-reservoir and the hydraulic pressure supply device to control the flow of a pressurized medium, and the dump control unit comprises a first dump control unit that controls the flow of a pressurized medium between the first pressure chamber and the sub-reservoir, and a second dump control unit that controls the flow of a pressurized medium between the second pressure chamber and the sub-reservoir, thereby forming an electronic brake system. Claim 9 In claim 8, the electronic brake system further comprises a third sub-reservoir path connecting the sub-reservoir and the first dump control unit, and a fourth sub-reservoir path connecting the sub-reservoir and the second dump control unit. Claim 10 An electronic brake system according to claim 5, wherein the pressurized medium discharged through the first and second outlet valves is supplied to the first sub-reservoir path, and the pressurized medium discharged through the third and fourth outlet valves is supplied to the second sub-reservoir path. Claim 11 In paragraph 2, the above mechanism further comprises a first main reservoir passage connecting the main reservoir and the first master chamber, and a second main reservoir passage connecting the main reservoir and the second master chamber, in an electronic brake system. Claim 12 An electronic brake system according to paragraph 2, wherein the first connecting line and the second connecting line are provided as pipes having rigidity, and the third connecting line is provided as a hose having elasticity. Claim 13 In claim 6, the pedal simulator comprises an electronic brake system including a simulation piston that is displaceable by the hydraulic pressure of a pressurizing medium supplied from the simulation path, a simulation chamber whose volume is varied by the displacement of the simulation piston and which communicates with the simulator discharge path, and a simulation spring that elastically supports the simulation piston.

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