Apparatus for controlling braking for vehicle and control method thereof

Abstract

The brake control unit includes a master cylinder connected to a reservoir storing a pressurized medium, a hydraulic pump that sucks in the pressurized medium and discharges it to a wheel cylinder, a motor that drives the hydraulic pump, a temperature sensor that detects the temperature of the pressurized medium, and a control unit connected to the temperature sensor. The control unit compensates the motor's RPM based on the temperature of the pressurized medium detected by the temperature sensor and controls the motor according to the compensated motor RPM.

Description

Technology Field

[0001] The present invention relates to a brake control device and a control method thereof that brakes a vehicle by supplying a pressurizing medium to wheel brakes provided on each wheel by driving a hydraulic pump by a motor. Background Technology

[0002] Generally, electronic brake systems guarantee brake performance in a certain temperature range, for example, -40℃ to 120℃, to withstand the application environment.

[0003] While hardware products such as the Electronic Control Unit (ECU) constituting the electronic brake system and the Hydraulic Control Unit (HCU) controlling the pressurized medium supplied to the wheel cylinders are developed and verified through durability performance tests under environmental conditions, there is a concern that deviations may occur due to temperature in the case of software because there is no temperature compensation logic.

[0004] Since the viscosity of brake fluid, which acts as a pressurizing medium, is affected by temperature, the viscosity of the brake fluid increases at low temperatures, which may reduce the performance of brake pressure boosting.

[0005] Previously, due to the lack of compensation logic for changes in brake fluid temperature, electronic braking systems requiring rapid responsiveness, such as Electronic Stability Control (ESC) and Autonomous Emergency Braking (AEB), found it difficult to ensure sufficient braking performance in a timely manner. Prior art literature

[0006] Published Patent Application No. 10-2017-0106025 (Published September 20, 2017) The problem to be solved

[0007] One aspect provides a brake control device and a control method thereof that can secure sufficient brake performance in a timely manner by maintaining a constant brake pressure boosting performance regardless of the temperature of the pressurizing medium. means of solving the problem

[0008] According to one aspect, a brake control device may be provided comprising: a master cylinder connected to a reservoir in which a pressurized medium is stored; a hydraulic pump that sucks in the pressurized medium and discharges it to a wheel cylinder; a motor that drives the hydraulic pump; a temperature sensor that detects the temperature of the pressurized medium; and a control unit connected to the temperature sensor, wherein the control unit compensates the RPM of the motor based on the temperature of the pressurized medium detected by the temperature sensor and controls the motor according to the compensated motor RPM.

[0009] The above control unit determines the motor RPM based on the target pressure and target pressure gradient of the wheel to be controlled, compensates the determined motor RPM based on the detected pressurized medium temperature, determines the target motor RPM of the motor as the compensated motor RPM, and can control the motor according to the determined target motor RPM.

[0010] The control unit determines a temperature gain used to compensate the determined motor RPM according to the detected pressurized medium temperature, and can compensate the motor RPM by applying the determined temperature gain to the determined motor RPM.

[0011] The control unit can determine the temperature gain to be increased from the reference temperature gain value when the detected pressurized medium temperature is in the low temperature range.

[0012] The above low-temperature section includes a temperature gain map in which the temperature gain increases linearly as the temperature of the pressurized medium decreases, and the control unit can determine the temperature gain using the temperature gain map.

[0013] The control unit can determine the temperature gain to be a value reduced from the reference temperature gain value when the detected pressurized medium temperature is in a high-temperature range.

[0014] The above high-temperature section includes a temperature gain map in which the temperature gain decreases linearly as the temperature of the pressurized medium increases, and the control unit can determine the temperature gain using the temperature gain map.

[0015] The control unit can determine the motor RPM using a normal pressure map representing the correspondence between the target pressure gradient and the first motor RPM when the target pressure of the wheel to be controlled is higher than the low pressure threshold, and can determine the motor RPM using a low pressure map representing the correspondence between the target pressure gradient and the second motor RPM set higher than the first motor RPM when the target pressure is lower than the low pressure threshold.

[0016] The above temperature sensor may be a temperature detection element included in a pressure sensor that detects the pressure of a pressurized medium within the master cylinder.

[0017] According to another aspect, a brake control device that drives a hydraulic pump by a motor to draw in a pressurized medium and discharge it into a wheel cylinder may be provided, wherein the brake control method detects the temperature of the pressurized medium, compensates the RPM of the motor based on the detected temperature of the pressurized medium, and controls the motor according to the compensated motor RPM.

[0018] Compensating the RPM of the above motor may include determining the motor RPM using a normal pressure map representing the correspondence between the target pressure gradient and the first motor RPM when the target pressure of the wheel to be controlled is higher than the low pressure threshold, determining the motor RPM using a low pressure map representing the correspondence between the target pressure gradient and the second motor RPM set higher than the first motor RPM when the target pressure is lower than the low pressure threshold, and compensating the determined motor RPM based on the detected pressurized medium temperature.

[0019] Compensating the motor RPM may include determining a temperature gain used to compensate the determined motor RPM according to the detected pressurized medium temperature, and applying the determined temperature gain to the determined motor RPM to compensate the motor RPM.

[0020] Determining the temperature gain may include determining the temperature gain using a temperature gain map in which the temperature gain increases linearly as the temperature of the pressurized medium decreases in the low-temperature range when the detected pressurized medium temperature is in the low-temperature range, and determining the temperature gain using a temperature gain map in which the temperature gain decreases linearly as the temperature of the pressurized medium increases in the high-temperature range when the detected pressurized medium temperature is in the high-temperature range. Effects of the invention

[0021] The present invention can maintain a constant brake pressure boosting performance regardless of the temperature of the pressurizing medium, thereby ensuring sufficient brake performance in a timely manner. Brief explanation of the drawing

[0022] FIG. 1 illustrates a schematic configuration of a vehicle to which a brake control device according to an embodiment is applied. FIG. 2 illustrates a hydraulic circuit of a brake control device according to an embodiment. FIG. 3 illustrates a control block of a brake control device according to an embodiment. FIG. 4 illustrates the control flow for a control method of a brake control device according to an embodiment. FIG. 5 illustrates a control flow for determining motor RPM in a control method of a brake control device according to an embodiment. FIG. 6 illustrates a low pressure map and a normal pressure map in a brake control device according to an embodiment. FIG. 7 illustrates determining the temperature gain in a brake control device according to an embodiment. Specific details for implementing the invention

[0023] Throughout the specification, the same reference numerals refer to the same components. This specification does not describe all elements of the embodiments, and general content in the art to which the disclosed invention pertains or content that overlaps between embodiments is omitted. The terms 'part, module, component, block' used in the specification may be implemented in software or hardware, and depending on the embodiments, a plurality of 'parts, modules, components, blocks' may be implemented as a single component, or a single 'part, module, component, block' may include a plurality of components.

[0024] Throughout the specification, when a part is described as being “connected” to another part, this includes not only cases where they are directly connected but also cases where they are indirectly connected, and indirect connections include connections made via a wireless communication network.

[0025] Furthermore, when it is stated that a part “includes” a certain component, this means that, unless specifically stated otherwise, it does not exclude other components but may include additional components.

[0026] Throughout the specification, when it is stated that a component is located “on” another component, this includes not only cases where a component is in contact with another component, but also cases where another component exists between the two components.

[0027] Terms such as "first," "second," etc., are used to distinguish one component from another, and the components are not limited by the aforementioned terms. A singular expression includes a plural expression unless the context clearly indicates an exception.

[0028] In each step, identification codes are used for convenience of explanation and do not describe the order of the steps; the steps may be performed differently from the specified order unless a specific order is clearly indicated in the context.

[0029] FIG. 1 illustrates a schematic configuration of a vehicle to which a brake control device according to an embodiment is applied.

[0030] Referring to FIG. 1, the vehicle may include a hydraulic pressure generating device (20) that generates brake hydraulic pressure based on the amount of operation in which a driver presses the brake pedal (10), a hydraulic control unit (HCU) (30) connected to the hydraulic pressure generating device (20) and for supplying braking force to each wheel (FL, FR, RL, RR), and a control unit (40) that controls the hydraulic control unit (30).

[0031] The control unit (40) can be named an ECU (Electronic Control Unit).

[0032] The control unit (40) may include a processor (41) and a memory (42).

[0033] The memory (42) can store a program for processing or controlling the processor (41) and various data for operating the brake control device.

[0034] The memory (42) may include not only volatile memory such as S-RAM and D-RAM, but also non-volatile memory such as flash memory, ROM (Read Only Memory), and EPROM (Erasable Programmable Read Only Memory).

[0035] The processor (41) can control the overall operation of the brake control device.

[0036] The control unit (40) is electrically connected to a brake pedal sensor (50) provided in the brake pedal (10) to detect the amount of operation of the brake pedal (10), a wheel speed sensor (51) provided in each wheel (FR, FL, RR, RL) to detect the speed of each wheel, and a pressure sensor (52) provided in the master cylinder of the hydraulic control unit (HCU) (30) to detect the pressure of the pressurizing medium in the master cylinder.

[0037] The control unit (40) can receive operation information of the brake pedal (10) from the brake pedal sensor (50).

[0038] The control unit (40) can receive each wheel speed information detected by each wheel speed sensor (51).

[0039] The control unit (40) can receive brake pressure information in the master cylinder from the pressure sensor (52).

[0040] The control unit (40) can control the brake fluid pressure supplied to or discharged to the brake calipers (60) provided on each wheel (FL, RR, RL, FR) through the hydraulic control unit (HCU) (30).

[0041] The hydraulic control unit (HCU) (30) can supply brake fluid pressure to the brake caliper (60) or discharge brake fluid pressure from the brake caliper (60) according to the control signal of the control unit (40).

[0042] FIG. 2 illustrates a schematic hydraulic circuit of a brake control device according to an embodiment.

[0043] Referring to FIG. 2, the hydraulic pressure generating device (20) may include a booster (21) for distributing the force of the brake pedal (10) and a master cylinder (22) for generating brake hydraulic pressure according to the force of the brake pedal (10) distributed by the booster (21).

[0044] The brake fluid pressure generated within the master cylinder (22) can be supplied to the hydraulic control unit (30). The master cylinder (22) can supply brake fluid pressure corresponding to the amount of brake pedal operation by the driver to the hydraulic control unit (30).

[0045] The hydraulic control unit (30) may include two hydraulic circuits (31, 32) connected to the master cylinder (22).

[0046] The first hydraulic circuit (31) and the second hydraulic circuit (32) are connected to transmit the brake fluid pressure generated by the master cylinder (22) to the wheel cylinders (Wfr, Wrl, Wfl, Wrr) within each brake caliper (60). Each hydraulic circuit (31, 32) can form a closed circuit through which the brake fluid circulates.

[0047] The first hydraulic circuit (31) and the second hydraulic circuit (32) can each control two wheel cylinders (Wfr, Wrl, Wfl, Wrr). The second hydraulic circuit (32) is configured independently of the first hydraulic circuit (31) but has the same layout structure.

[0048] The master cylinder (22) has two chambers (MCP, MPS), and a normally open traction control valve (TC1) may be provided in the hydraulic line between the first chamber (MCP) of the master cylinder (22) and the wheel cylinders (Wfr, Wrl) installed on the right front wheel (FR) and the left rear wheel (RL), respectively. This traction control valve (TC1) can control the brake fluid delivered from the master cylinder (22) to the wheel cylinders (Wfr, Wrl) of each wheel.

[0049] A normally open type traction control valve (TC2) is provided in the hydraulic line between the second chamber (MCS) of the master cylinder (22) and the wheel cylinders (Wfl, Wrr) installed on the left front wheel (FL) and the right rear wheel (RR), respectively. This traction control valve (TC2) can control the brake fluid delivered from the master cylinder (22) to the wheel cylinders (Wfl, Wrr) of each wheel (FL, RR).

[0050] Normally open inlet valves (IN1, IN2) may be provided in the hydraulic line between the traction control valve (TC1) and the wheel cylinders (Wfr, Wrl) of each wheel (FR, RL), and normally open inlet valves (IN3, IN4) may be provided in the hydraulic line between the traction control valve (TC2) and the wheel cylinders (Wfl, Wrr) of each wheel (FL, RR). The normally open inlet valves (IN1, IN2, IN3, IN4) may be actuated when increasing the brake fluid pressure within each wheel cylinder (Wfr, Wrl, Wfl, Wrr).

[0051] In addition, normally closed type outlet valves (OUT1, OUT2) may be provided on the outlet side of the wheel cylinders (Wfr, Wrl) of each wheel (FR, RL), and normally closed type outlet valves (OUT3, OUT4) may be provided on the outlet side of the wheel cylinders (Wfl, Wrr) of each wheel (FL, RR). Normally open type outlet valves (OUT1, OUT2, OUT3, OUT4) may be actuated when reducing the brake fluid pressure within each wheel cylinder (Wfr, Wrl, Wfl, Wrr).

[0052] A low-pressure accumulator (LPA1) that temporarily stores brake fluid discharged from the wheel cylinders (Wfr, Wrl) of each wheel (FR, RL) may be provided on the outlet side of the normally closed type outlet valves (OUT1, OUT2), and a low-pressure accumulator (LPA2) that temporarily stores brake fluid discharged from the wheel cylinders (Wfl, Wrr) of each wheel (FL, RR) may be provided on the outlet side of the normally closed type outlet valves (OUT3, OUT4).

[0053] Two hydraulic pumps (HP1, HP2) that pump brake fluid stored in low-pressure accumulators (LPA1, LPA2) and force it back to each wheel cylinder (Wfr, Wrl, Wfl, Wrr), and a motor (M) connected to the two hydraulic pumps (HP1, HP2) are provided.

[0054] Meanwhile, a normally closed electronic shuttle valve (ESV1, ESV2) may be provided in the auxiliary hydraulic line between the suction side of the two hydraulic pumps (HP1, HP2) and each chamber of the master cylinder (22).

[0055] Accordingly, when the electronic shuttle valves (ESV1, ESV2) are opened, the auxiliary hydraulic line between the master cylinder (22) and each hydraulic pump (HP1, HP2) is opened, and when the electronic shuttle valves (ESV1, ESV2) are closed, the auxiliary hydraulic line between the master cylinder (22) and each hydraulic pump (HP1, HP2) can be closed.

[0056] Here, a Normal Open (NO) valve opens the valve path before energization and closes the valve path when energized, while a Normal Close (NC) valve closes the valve path before energization and opens the valve path when energized.

[0057] A brake control device having the above configuration can generate braking force on each wheel (FL, FR, RL, RR) by controlling the operation of the traction control valves (TC1, TC2), inlet valves (IN1, IN2, IN3, IN4), and outlet valves (OUT1, OUT2, OUT3, OUT4) during braking control to increase, maintain, or decrease the brake fluid pressure of each wheel cylinder (Wfr, Wrl, Wfl, Wrr).

[0058] When increasing the brake pressure of the wheel cylinders (Wfr, Wrl, Wfl, Wrr), the traction control valves (TC1, TC2) are closed, the inlet valves (IN1, IN2, IN3, IN4) are opened, and the outlet valves (OUT1, OUT2, OUT3, OUT4) are closed. The motor (M) is operated to drive the pumps (HP1, HP2) so that the brake fluid with increased brake pressure is supplied to the wheel cylinders (Wfr, Wrl, Wfl, Wrr). As a result, the brake pressure of the wheel cylinders (Wfr, Wrl, Wfl, Wrr) can be increased. As the brake fluid pressure in the wheel cylinders (Wfr, Wrl, Wfl, Wrr) increases, the brake caliper (60) can be operated.

[0059] When maintaining the brake pressure of the wheel cylinders (Wfr, Wrl, Wfl, Wrr), the brake pressure of the wheel cylinders (Wfr, Wrl, Wfl, Wrr) can be maintained by closing the inlet valves (IN1, IN2, IN3, IN4) and outlet valves (OUT1, OUT2, OUT3, OUT4), respectively.

[0060] When reducing the brake pressure of the wheel cylinders (Wfr, Wrl, Wfl, Wrr), the hydraulic pumps (HP1, HP2) are stopped, the inlet valves (IN1, IN2, IN3, IN4) are closed, and the outlet valves (OUT1, OUT2, OUT3, OUT4) are opened, thereby reducing the brake pressure of the wheel cylinders (Wfr, Wrl, Wfl, Wrr).

[0061] The control unit (40) controls the operation of various valves (V) and motors (M) of the hydraulic control unit (30) individually based on information detected by the brake pedal sensor (50), wheel speed sensor (51), and pressure sensor (52), thereby generating braking force on each wheel (FL, FR, RL, RR) to brake the vehicle (see FIG. 3).

[0062] As described above, when the brake pressure of the wheel cylinders (Wfr, Wrl, Wfl, Wrr) is increased, the motor (M) is operated to drive the hydraulic pumps (HP1, HP2), thereby supplying the brake fluid pressure discharged from the hydraulic pumps (HP1, HP2) to the wheel cylinders (Wfr, Wrl, Wfl, Wrr).

[0063] In this case, the motor (M) is driven at a motor RPM to increase the brake fluid pressure of the controlled wheel to the required pressure gradient, regardless of the temperature of the brake fluid drawn into the hydraulic pumps (HP1, HP2). However, the viscosity of the brake fluid is affected by temperature. Therefore, when the temperature of the brake fluid is low compared to the reference temperature, the viscosity of the brake fluid increases, and when it is high, the viscosity of the brake fluid decreases. Consequently, even if the motor (M) is rotated at the same motor RPM, the amount of brake fluid discharged from the hydraulic pumps (HP1, HP2) varies. That is, when the temperature is low, the amount of brake fluid discharged from the hydraulic pumps (HP1, HP2) is relatively small, and when the temperature is high, the amount of brake fluid discharged is relatively large. If the amount of brake fluid is small, the pressure boosting performance of the brake fluid is insufficient, which may lead to a decrease in the vehicle's braking performance. Conversely, if the amount of brake fluid is large, the pressure boosting performance of the brake fluid becomes excessively high, which may cause the vehicle to brake suddenly.

[0064] To solve this, the present invention improves the phenomena of insufficient and excessive pressure boosting performance caused by the temperature of the brake oil, thereby maintaining the brake pressure boosting performance constant regardless of the brake oil temperature, and secures sufficient brake performance in a timely manner.

[0065] A temperature sensor (53) that detects the temperature of the pressurized medium within the hydraulic control unit (30) is electrically connected to the control unit (40).

[0066] The temperature sensor (53) may be a temperature detection element (52a) included in the pressure sensor (52) (see FIG. 3).

[0067] Additionally, the temperature sensor (53) may be a temperature sensor provided separately from the pressure sensor (52).

[0068] The control unit (40) can receive temperature information of the pressurized medium within the hydraulic control unit (30) from the temperature sensor (53).

[0069] The control unit (40) can maintain a constant brake pressure boosting performance regardless of the temperature of the pressurized medium by appropriately compensating the rotational speed of the motor (M) according to the temperature of the pressurized medium.

[0070] FIG. 4 illustrates a control flow for a control method of a brake control device according to an embodiment, and FIG. 5 illustrates a control flow for determining motor RPM in a control method of a brake control device according to an embodiment.

[0071] First, referring to FIG. 4, the control method of a brake control device according to an embodiment may include determining the target pressure of a wheel to be controlled (100), determining the slope of the target pressure of the wheel to be controlled (102), determining the motor RPM according to the target pressure and the target pressure slope (104), detecting the temperature of a pressurizing medium (106), determining a temperature gain (108), compensating the motor RPM by applying the temperature gain (110), determining the compensated motor RPM as the target motor RPM (112), and controlling the motor (M) based on the determined target motor RPM (114).

[0072] Referring to FIG. 5, the control method of a brake control device according to an embodiment may include determining whether the target pressure is below a low pressure threshold (200), determining the motor RPM using a low pressure map when the target pressure is below the low pressure threshold (202), and determining the motor RPM using a normal pressure map when the target pressure exceeds the low pressure threshold (204).

[0073] Referring to FIGS. 4 and 5, the control unit (40) determines the slope of the target pressure of the wheel to be controlled from the difference between the current target pressure of the wheel to be controlled and the previous target pressure. The control unit (40) can determine the target pressure slope from the target pressure difference value, which is the pressure value obtained by subtracting the previous target pressure value from the current target pressure value.

[0074] The control unit (40) compares the target pressure with a preset low pressure threshold and determines whether the target pressure is below the low pressure threshold.

[0075] The control unit (40) determines the motor RPM using a preset low-pressure map when the target pressure is below the low-pressure threshold, and determines the motor RPM using a preset normal-pressure map when the target pressure exceeds the low-pressure threshold.

[0076] FIG. 6 illustrates a low pressure map and a normal pressure map in a brake control device according to an embodiment.

[0077] Referring to Fig. 6, the horizontal axis represents the target pressure gradient, and the vertical axis represents the motor RPM.

[0078] The solid line represents the normal pressure map, and the dotted line represents the low pressure map.

[0079] The normal pressure map is a map that shows the correspondence between the target pressure gradient and the first motor RPM.

[0080] The low pressure map is a map showing the corresponding relationship between the target pressure gradient and the second motor RPM set higher than the first motor RPM.

[0081] Depending on the target pressure, you can select either the low pressure map or the normal pressure map.

[0082] If the target pressure is lower than the low pressure threshold, select the low pressure map, and if the target pressure is higher than the low pressure threshold, select the normal pressure map.

[0083] The low-pressure map has a higher motor RPM compared to the normal-pressure map, even with the same target pressure gradient in a certain range.

[0084] When the target pressure gradient is G1, RPM 1 corresponds to the normal pressure map, but RPM 2, which is higher than RPM 1, corresponds to the low pressure map. Therefore, even at low pressure, the motor (M) can be rotated at a motor RPM that is increased by ΔRPM, so pressure compensation is possible.

[0085] Meanwhile, if there are multiple wheels to be controlled, a representative motor RPM is selected from among the motor RPMs determined according to the target pressure and the target pressure gradient, and the selected representative motor RPM is finally determined as the motor RPM. For example, a first RPM corresponding to the wheel cylinder (Wfr, Wrl) of the right front wheel (FR) and a second RPM corresponding to the wheel cylinder (Wrl) of the left rear wheel (RL) are determined according to the target pressure and the target pressure gradient, and the faster of the first RPM and the second RPM can be determined as the motor RPM.

[0086] Referring again to FIG. 4, the control unit (40) determines the motor RPM and then detects the temperature of the pressurized medium to determine the temperature gain.

[0087] FIG. 7 illustrates determining the temperature gain in a brake control device according to an embodiment.

[0088] Referring to Fig. 7, the horizontal axis represents the temperature of the pressurized medium, and the vertical axis represents the temperature gain.

[0089] A temperature gain map is a map that shows the correspondence between the temperature of the pressurized medium and the temperature gain.

[0090] Regarding the temperature range of -40℃ to 120℃ that guarantees brake performance, T1 to T2, which are temperature ranges between -40℃ and 120℃, represent a reference temperature range where the pressurized medium temperature does not need to compensate for the motor RPM.

[0091] -40℃ to T1 and T2 to 120℃ respectively represent temperature ranges where the motor RPM needs to be compensated for because the pressurized medium temperature is low or high.

[0092] -40℃ to T1 represents a low temperature range, and T2 to 120℃ represents a high temperature range.

[0093] The low-temperature section is a section designed to increase the target motor RPM to prevent insufficient boosting performance caused by the low temperature of the pressurized medium.

[0094] The temperature gain in the low-temperature range is set to have a value higher than the reference temperature gain (Ref).

[0095] The temperature gain in the low-temperature range can increase linearly relative to the reference temperature gain (Ref) as it goes from T1 to -40℃.

[0096] The high-temperature section is a section designed to reduce the target motor RPM to prevent excessive boost performance caused by the high temperature of the pressurized medium.

[0097] The temperature gain in the high-temperature range is set to have a value lower than the reference temperature gain value (Ref).

[0098] The temperature gain in the high-temperature range can decrease linearly relative to the reference temperature gain (Ref) as it goes from T2 to 120℃.

[0099] The control unit (40) determines the temperature gain to be increased from the reference temperature gain value (Ref) when the temperature of the pressurized medium is in the low temperature range.

[0100] The control unit (40) determines the temperature gain to be a value lower than the reference temperature gain value (Ref) when the temperature of the pressurized medium is in a high-temperature range.

[0101] Referring again to FIG. 3, the control unit (40) determines the temperature gain and then compensates the current value of the target motor RPM with a compensation value obtained by multiplying the temperature gain by the motor RPM.

[0102] And the control unit (40) determines the compensated target motor RPM as the final target motor RPM and controls the motor (M) based on the determined final target motor RPM.

[0103] As described above, the present invention improves the phenomena of insufficient and excessive pressure boosting performance caused by the temperature of the pressurizing medium, thereby enabling the brake pressure boosting performance to be maintained at a constant level regardless of the temperature of the pressurizing medium, and thus ensuring sufficient brake performance in a timely manner.

[0104] Meanwhile, the aforementioned control unit and / or its components may include one or more processors / microprocessors combined with a computer-readable recording medium storing computer-readable code / algorithms / software. The processors / microprocessors may perform the aforementioned functions, operations, steps, etc. by executing the computer-readable code / algorithms / software stored on the computer-readable recording medium.

[0105] The above-described control unit and / or its components may further include a memory implemented on a computer-readable non-transient recording medium or a computer-readable transient recording medium. The memory may be controlled by the above-described control unit and / or its components and may be configured to store data transmitted to or received from the above-described control unit and / or its components, or configured to store data processed or to be processed by the above-described control unit and / or its components.

[0106] The disclosed embodiments may also be implemented as computer-readable code / algorithms / software on a computer-readable recording medium. The computer-readable recording medium may be a computer-readable non-transient recording medium, such as a data storage device capable of storing data that can be read by a processor / microprocessor. Examples of computer-readable recording media include hard disk drives (HDDs), solid-state drives (SSDs), silicon disk drives (SDDs), read-only memory (ROM), CD-ROMs, magnetic tapes, floppy disks, optical data storage devices, etc. Explanation of the symbols

[0107] 10: Brake pedal 20: Hydraulic pressure generator 30: Hydraulic control unit 40: Control unit 41: Processor 42: Memory 50: Brake pedal sensor 51: Wheel speed sensor 52: Pressure sensor 53: Temperature sensor

Claims

Claim 1 A brake control device comprising: a master cylinder connected to a reservoir in which a pressurized medium is stored; a hydraulic pump that sucks in the pressurized medium and discharges it to a wheel cylinder; a motor that drives the hydraulic pump; a temperature sensor that detects the temperature of the pressurized medium; and a control unit connected to the temperature sensor, wherein the control unit determines the RPM of the motor according to the target pressure and the target pressure gradient of the wheel to be controlled, compensates the determined motor RPM based on the temperature of the pressurized medium detected by the temperature sensor, determines the target motor RPM of the motor as the compensated motor RPM, controls the motor according to the determined target motor RPM, determines the motor RPM using a normal pressure map representing the correspondence between the target pressure gradient and the first motor RPM when the target pressure of the wheel to be controlled is higher than the low pressure threshold, and determines the motor RPM using a low pressure map representing the correspondence between the target pressure gradient and the second motor RPM set higher than the first motor RPM when the target pressure is lower than the low pressure threshold. Claim 2 delete Claim 3 A brake control device according to claim 1, wherein the control unit determines a temperature gain used to compensate the determined motor RPM according to the detected pressurized medium temperature, and applies the determined temperature gain to the determined motor RPM to compensate the motor RPM. Claim 4 In paragraph 3, the control unit is a brake control device that determines the temperature gain to be increased from the reference temperature gain value when the detected pressurized medium temperature is in a low temperature range. Claim 5 A brake control device according to claim 4, comprising a temperature gain map in which the temperature gain increases linearly as the temperature of the pressurized medium decreases in the low-temperature section, and wherein the control unit determines the temperature gain using the temperature gain map. Claim 6 In paragraph 3, the control unit is a brake control device that determines the temperature gain to a value lower than the reference temperature gain value when the detected pressurized medium temperature is in a high-temperature range. Claim 7 A brake control device according to claim 6, comprising a temperature gain map in which the temperature gain decreases linearly as the temperature of the pressurized medium increases in the high-temperature section, and the control unit determining the temperature gain using the temperature gain map. Claim 8 delete Claim 9 In claim 1, the temperature sensor is a brake control device that is a temperature detection element included in a pressure sensor that detects the pressure of a pressurized medium within the master cylinder. Claim 10 A brake control method comprising a hydraulic pump driven by a motor to suck in a pressurized medium and discharge it into a wheel cylinder, wherein the temperature of the pressurized medium is detected, the RPM of the motor is determined according to the target pressure and target pressure gradient of the wheel to be controlled, the determined motor RPM is compensated based on the detected temperature of the pressurized medium, the target motor RPM of the motor is determined as the compensated motor RPM, the motor is controlled according to the determined target motor RPM, and when the target pressure of the wheel to be controlled is higher than a low pressure threshold, the motor RPM is determined using a normal pressure map representing the correspondence between the target pressure gradient and a first motor RPM, and when the target pressure is lower than the low pressure threshold, the motor RPM is determined using a low pressure map representing the correspondence between the target pressure gradient and a second motor RPM set higher than the first motor RPM. Claim 11 delete Claim 12 A brake control method according to claim 10, wherein compensating the motor RPM comprises determining a temperature gain used to compensate the determined motor RPM according to the detected pressurized medium temperature, and applying the determined temperature gain to the determined motor RPM to compensate the motor RPM. Claim 13 A brake control method according to claim 12, wherein determining the temperature gain comprises determining the temperature gain using a temperature gain map in which the temperature gain increases linearly as the temperature of the pressurized medium decreases in the low-temperature section when the detected pressurized medium temperature is in a low-temperature section, and determining the temperature gain using a temperature gain map in which the temperature gain decreases linearly as the temperature of the pressurized medium increases in the high-temperature section when the detected pressurized medium temperature is in a high-temperature section.

Images