CN115702099A

CN115702099A - Control device for electric brake system and control method for electric brake system

Info

Publication number: CN115702099A
Application number: CN202180039810.6A
Authority: CN
Inventors: 中村敏明; 臼井拓也; 后藤大辅; 藤田治彦; 泷本宏纪
Original assignee: Hitachi Astemo Ltd
Current assignee: Hitachi Astemo Ltd
Priority date: 2020-06-03
Filing date: 2021-05-13
Publication date: 2023-02-14
Also published as: JP7419166B2; WO2021246123A1; JP2021187379A

Abstract

The invention provides a control device of an electric brake system and a control method of the electric brake system, which can reduce the power consumed in the electric brake system no matter whether the brake action is generated. The present invention includes a 1 st brake system composed of a brake ECU (1151) and brake caliper ECUs (110), (111), and (113), and a 2 nd brake system composed of a brake ECU (1161) and brake caliper ECUs (109), (112), and (114). The brake ECU (1151) includes a situation determination unit (1152) that controls power-on and power-off to the brake caliper ECUs (110), (111), and (113) based on the travel information of the vehicle, and the brake ECU (1161) includes a situation determination unit (1162) that controls power-on and power-off to the brake caliper ECUs (109), (112), and (114) based on the travel information of the vehicle during travel and during braking operation.

Description

Control device for electric brake system and control method for electric brake system

Technical Field

The present invention relates to a control device for an electric brake system and a control method for an electric brake system.

Background

In recent years, motorization of automobiles has been progressing, and motorization by applying motor control to braking, steering, and the like has also been promoted. Therefore, power consumption reduction of an electric power electronic system including not only the motor but also a sensor for detecting an operating state of the motor and an MPU (Micro-processing unit) for performing control is an important issue.

As a technique for reducing electric power, for example, devices as described in patent document 1 and patent document 2 are proposed.

Patent document 1 discloses a technique for outputting a drive torque only from a drive device provided in the other drive system when one of the 1 st drive system and the 2 nd drive system fails.

Patent document 2 discloses an example in which, when the wheel speed is equal to or less than a certain value, the distribution ratio of the braking loads to the plurality of electric brakes is changed to minimize the current loss.

Documents of the prior art

Patent document

Patent document 1: japanese patent laid-open publication No. 2018-182874

Patent document 2: japanese patent laid-open publication No. 2015-063154

Disclosure of Invention

Problems to be solved by the invention

In patent document 1, when one drive system fails, only the drive device provided in the other drive system is operated, but electric power is supplied to the other drive system during normal running, and therefore, electric power is consumed more than necessary, and there is a problem in reducing power consumption.

In addition, in patent document 2, the supply of electric power to the electric motor during the braking operation is suppressed, but the electric power is supplied to the brake control system regardless of the occurrence of the braking operation, and therefore, there is room for improvement in terms of reduction of power consumption.

The invention aims to provide a control device of an electric brake system and a control method of the electric brake system, which can reduce power consumption no matter whether braking action occurs.

Means for solving the problems

In order to achieve the above object, the present invention provides a control device for an electric brake system including at least 2 or more brake systems, including a 1 st brake system including a 1 st brake control unit and a plurality of 1 st caliper control units connected to the 1 st brake control unit, and a 2 nd brake system including a 2 nd brake control unit and a plurality of 2 nd caliper control units connected to the 2 nd brake control unit, the control device comprising: the 1 st brake control unit includes a 1 st situation determination unit that controls power-on and power-off to the plurality of 1 st caliper control units based on travel information of the vehicle; the 2 nd brake control unit includes a 2 nd situation determination unit that controls power on and power off to the plurality of 2 nd caliper control units based on traveling information of the vehicle at the time of traveling and at the time of braking operation.

Effects of the invention

According to the present invention, it is possible to provide a control device for an electric brake system and a control method for an electric brake system, which can reduce power consumption regardless of occurrence of a braking operation.

Drawings

Fig. 1 is a diagram showing an example of a module configuration of a control device of an electric brake system according to an embodiment of the present invention.

Fig. 2 is a diagram showing an example of a module configuration showing the configuration of the brake ECU115 in fig. 1.

Fig. 3 is a diagram showing an example of a module configuration of a control device of an electric brake system according to modification 1.

Fig. 4 is a diagram showing an example of a module configuration of a control device of an electric brake system according to modification 2.

Fig. 5 shows an example of the caliper power control unit 138 disposed in the caliper ECU109 of fig. 4.

Fig. 6 is a flowchart showing operations of diagnosis and situation determination in the brake ECU performed in accordance with an instruction from the host system ECU123 in fig. 1.

Fig. 7 is a flowchart showing the operation of the failure diagnosis program in the

diagnosis units

1151 and 1161.

Fig. 8 is a flowchart of the power supply control according to the running condition of the vehicle in the condition determination portions 1152 and 1162.

Fig. 9 is a flowchart of the power supply control according to the traveling direction of the vehicle in the situation determination units 1152 and 1162.

Fig. 10 is a flowchart of the power supply control in accordance with the regeneration coordination of the vehicle in the situation determination units 1152 and 1162.

Detailed Description

Hereinafter, embodiments of the present invention will be described with reference to the drawings. Fig. 1 is a diagram showing an example of a module configuration of a control device of an electric brake system according to an embodiment of the present invention.

In fig. 1, the electric calipers 105 to 108 are members constituting a disc brake for applying a braking force to the

front wheels

101 and 102 and the

rear wheels

103 and 104 of the vehicle, and include a function of controlling opening and closing of brake pads sandwiching a brake disc by an electric motor.

The caliper ECUs 109 to 114 are mainly configured by an MPU and a motor driver IC that control the motor in the caliper, and an inverter. In the present embodiment, 2

caliper ECUs

109 and 110 are connected to the electric caliper 105, and 2

caliper ECUs

111 and 112 are connected to the electric caliper 106. Further, 1 caliper ECU113 is connected to the electric caliper 107, and 1 caliper ECU114 is connected to the electric caliper 108.

The

brake ECUs

115 and 116 are functions for controlling braking force with respect to the caliper ECUs 109 to 114. The details are described later.

The

power sources

117 and 118 supply power to the entire brake system via the

brake ECUs

115 and 116.

The wheel speed sensor 119 (1 st wheel speed sensor) detects the rotation speed of the front wheel 102 and the rear wheel 103 located at the opposite corners thereof. In addition, a wheel speed sensor 120 (2 nd wheel speed sensor) detects the rotation speed of the front wheel 101 and the rear wheel 104 located at the opposite corners thereof.

The

stroke sensors

121 and 122 detect the amount of depression of the brake pedal by the driver, and are connected to the

brake ECUs

115 and 116, respectively.

The upper level system ECU123 gives instructions to the

brake ECUs

115 and 116 for braking actions using the

communication networks

136 and 137 instead of the driver. The upper level system ECU123 may be a chassis ECU of a so-called chassis system that comprehensively controls steering, suspension, and braking, or a higher level autopilot ECU that controls autopilot.

The host system ECU123 acquires vehicle periphery information (vehicle travel information) such as a camera and a sensor required for automatic driving, and transmits the acquired vehicle periphery information to the

brake ECUs

115 and 116. The set of the power source 117, the brake ECU115 (1 st brake control unit), the

caliper ECUs

110, 111, and 113 (a plurality of 1 st brake caliper control units), the wheel speed sensor 119, and the stroke sensor 121 is referred to as a 1 st brake system.

On the other hand, a group of the power supply 118, the brake ECU116 (2 nd brake control unit), the plurality of

caliper ECUs

109, 112, 114 (a plurality of 2 nd brake caliper control units), the wheel speed sensor 120, and the stroke sensor 122 is referred to as a 2 nd brake system. The brake system of the present embodiment employs 2 brake systems (the 1 st brake system and the 2 nd brake system), but may be configured by 3 or more brake systems. The brake system is preferably made up of at least 2 or more brake systems in order to provide for failure.

Next, the brake ECU115 will be described. The diagnostic unit 1151 (1 st diagnostic unit) performs failure diagnosis of the 1 st brake system connected to the communication network 128 in the present brake system. The diagnosis includes, for example, 2 rotation angle sensors of the motor, and the values thereof are compared to determine whether the sensors are normal or abnormal at any time.

The situation determination unit 1152 (the 1 st situation determination unit) inputs, to the 1 st brake system, the input of the rotation speed (wheel speed) of the wheel from the wheel speed sensor 119, information about the periphery of the running vehicle and the traveling direction of the vehicle (running information of the vehicle) from the host system ECU123, and information about, for example, the inter-vehicle distance to the vehicle running ahead and the road surface of the road, and inputs, based on these information, a control instruction to perform control for turning on and off the power supply to the 1 st brake system to the power supply unit 1153. The power supply unit 1153 controls power supplied to the

power supply lines

124 and 125 by signals for turning on and off the power supply from the diagnostic unit 1151 and the status determination unit 1152. The brake ECU116 also performs power control based on the 2 nd brake system failure diagnosis and the conditions during running in the same manner.

Fig. 2 is a diagram showing an example of a module configuration showing the configuration of the brake ECU115 in fig. 1. Fig. 2 shows the configurations of the diagnostic unit 1151, the status determination unit 1152, and the power supply unit 1153.

The MPU1154 is a microcomputer unit, and executes the functions of the diagnosis unit 1151 and the status determination unit 1152 by programs. The power supply unit 1153 includes

electromagnetic relays

1155 and 1156 and logic or

circuits

1157 and 1158. For example, the electromagnetic relay 1155 connects the power supply 117 to the power supply line 124 while the power supply on permission signal "1" is input from at least one of the diagnosis unit 1151 and the situation determination unit 1152. In addition, if the signals from both are "0", the power supply is cut off. The electromagnetic relay 1156 also operates in the same manner to connect and disconnect the power supply 117 to and from the power supply line 125. The same applies to the diagnosis part 1161 (the 2 nd diagnosis part) and the situation determination part 1162 (the 2 nd situation determination part) and the power supply part 1163 in the brake ECU116 in fig. 1.

According to the present embodiment, since the power supply is turned off if both the signals from the diagnosing unit 1151 and the situation determining unit 1152 are "0", the power consumption of the caliper ECUs 109 to 114 can be suppressed when the braking operation is not necessary.

Fig. 3 is a diagram showing an example of a module configuration of a control device of an electric brake system according to modification 1. Fig. 3 shows an example in which the

power supply units

1153, 1163 in the

brake ECUs

115, 116 of fig. 1 are disposed as individual power supply units 130 to 135 in the caliper ECUs 109 to 114, and the other configurations are the same as those of fig. 1. The other structure is the same as that of fig. 1.

Power supply on/off instruction information corresponding to power supply to each caliper ECU is performed via the

communication networks

128 and 129.

According to modification 1, the supply of electric power to the caliper ECUs 109 to 114 can be individually controlled, and the reduction in the amount of electric power consumption can be controlled with higher accuracy. For example, the power supply corresponding to the power supply to the caliper ECU110 connected to the brake 1 system is turned on, and the power supply corresponding to the power supply to the caliper ECU111 is turned off. In this way, in modification 1, the power supply corresponding to the power supply to the caliper ECU connected to the same system can be individually controlled to be turned on and off.

Fig. 4 is a diagram showing an example of a module configuration of a control device of an electric brake system according to modification 2. Fig. 4 shows an example in which the functions of the

brake ECUs

115 and 116 shown in fig. 1 are arranged as the caliper electric power control units 138 to 143 in the caliper ECUs 109 to 114. The other structure is the same as that of fig. 1.

The upper-level system ECU123 and the caliper ECUs 109 to 114 are directly connected by the

communication networks

136 and 137, and the

brake ECUs

115 and 116 shown in fig. 1 and 3 are omitted.

Fig. 5 shows an example of the caliper power control unit 138 disposed in the caliper ECU109 of fig. 4. The MPU1154 is a microcomputer unit, and executes the functions of the diagnosis unit 1151 and the status determination unit 1152 by programs. The power supply unit 1153 includes an electromagnetic relay 1155 and a logic or circuit 1157. For example, the electromagnetic relay 1155 connects the power supply line 124 to the power supply line in the forceps ECU109 while the power supply enable signal "1" is input from at least one of the diagnosis unit 1151 and the situation determination unit 1152. In addition, if the signals from both are "0", the power supply line is cut off. The same applies to the clamp power control units 139 to 143 disposed in the clamp ECUs 110 to 114 of fig. 4.

According to modification 2, since the diagnosis and the determination of the status are individually performed with respect to the power supply to the forceps ECUs 109 to 114, the reduction in the power consumption amount can be controlled with higher accuracy. In modification 2, as in modification 1, the power supply corresponding to the power supply to the caliper ECUs connected to the same system can be individually controlled to be turned on and off.

In addition, for the 2 brake systems, one may be connected to the

front wheels

101 and 102 and the other may be connected to the

rear wheels

103 and 104. In the case of fig. 4, the 1 st brake system is connected to the caliper ECUs 109 to 112, and the 2 nd brake system is connected to the

caliper ECUs

113 and 114. Here, the connection to the caliper ECUs 109 to 114 is performed via the host system ECU 123.

Next, the operation of diagnosis and condition determination in the brake ECU performed in accordance with instructions from the host system ECU123 in fig. 1 will be described.

Fig. 6 is a flowchart showing operations of diagnosis and condition determination in the brake ECU according to instructions from the host system ECU123 in fig. 1.

The upper-level system ECU123 turns on the power supplies of the 2 brake ECUs 115 and 116 (step S601), simultaneously instructs the

diagnostic units

1151 and 1161 in the 2

brake ECUs

115 and 116 to perform failure diagnosis of the 2 brake systems in parallel (step S602).

Then, an operation instruction is issued to either the situation judging unit 1152 or the situation judging unit 1162, and the situation diagnosing program is run. The host system ECU123 determines which of the operation instructions or both of them are to be issued.

diagnosis units

1151 and 1161.

The

diagnostic units

1151 and 1161 determine whether or not a failure diagnosis instruction is received from the upper system ECU123 (step S701). When the failure diagnosis instruction is received from the host system ECU123 in step S701 (YES in step S701), the diagnosis unit 1151 diagnoses whether or not the 1 st brake system has a failure (step S702).

If the failure diagnosis instruction is not received from the upper system ECU123 (NO in step S701), the control state is notified to the upper system ECU123 (step S706).

If it is diagnosed in step 702 that the 1 st brake system has failed (YES in step S702), the power supply of the 1 st brake system is turned off (step S703), and the control state is notified to the upper system ECU123 (step S706).

If it is diagnosed in step 702 that the 1 st brake system is not faulty (NO in step S702), the diagnosing unit 1161 diagnoses whether or not the 2 nd brake system is faulty (step S704).

If it is determined in step S704 that the 2 nd brake system has failed (YES in step S704), the power supply of the 2 nd brake system is turned off (step S705), and the control state is notified to the upper system ECU123 (step S706).

If it is diagnosed in step S704 that the 2 nd brake system has NO failure (NO in step S704), the control state is notified to the upper system ECU123 (step S706).

In the present embodiment, when there is a failure point in 2 brake systems, the power supply to the entire system is turned off.

Next, the operation of the power supply unit according to the traveling condition of the vehicle will be described. When the road is dry based on the information on the surroundings of the vehicle and the rotational speed of the wheel is low based on the output of the wheel speed sensor during running, the power supply of the ECU in only one brake system is turned on to perform brake control in the power saving mode. In cases other than the above, the power supply of the ECUs in both the brake systems is turned on to perform normal braking control. In the case where the road is slippery, the vehicle is stabilized when the 2 brake systems are operated, so that the road is dry in this embodiment as one of the determination conditions. Fig. 8 is a flowchart of the power supply control according to the running condition of the vehicle in the condition determination portions 1152 and 1162. For example, in a state where the power supply to the 2 nd brake system is on, the following flow is performed.

The status determination units 1152 and 1162 determine whether or not a power supply control instruction is received from the host system ECU123 (step S801). When the power supply control instruction is received from the upper system ECU123 in step S801 (YES in step S801), the situation determination units 1152 and 1162 determine whether or not information on the dry road during traveling is received from the upper system ECU123 (step S802).

When the power control instruction is not received from the upper system ECU123 (NO at step S801), the power of the 1 st brake system is turned on (step S806), and the control state is notified to the upper system ECU123 (step S807). When the instruction is not received from the host system ECU123, the power supply to both the 1 st brake system and the 2 nd brake system is turned on.

If the road dryness information is received in step S802 (YES in step S802), the wheel speed is detected by the wheel speed sensor 119 (step S803).

If the information of dry road is not received from the upper system ECU123 in step 802 (NO in step S802), the power supply of the 1 st brake system is turned on (step S806), and the control state is notified to the upper system ECU123 (step S807). When the information of the dry road is not received from the host system ECU123, the power supply to both the 1 st brake system and the 2 nd brake system is turned on.

The situation determination units 1152 and 1162 determine whether or not the rotation speed (wheel speed) of the wheel detected in step S803 is equal to or less than a predetermined threshold T (step S804), and when the wheel speed is equal to or less than the threshold T (YES in step S804), turn off the power supply of the 1 st brake system (step S805), and notify the host system ECU123 of the control state (step S807).

If the wheel speed is not equal to or less than the threshold value T in step S804 (NO in step S804), the power supply of the 1 st brake system is turned on (step S806), and the upper system ECU123 is notified of the control state (step S807). When the wheel speed is not equal to or less than the threshold value T, the power supply to both the 1 st brake system and the 2 nd brake system is turned on.

In the present embodiment, in the case where the wheel speed, that is, the speed of the vehicle is low, the power supply of the ECU in one brake system is turned on and the power supply of the ECU in the other brake system is turned off in view of the fact that the braking force for stopping the vehicle can be small, thereby reducing the power consumption. In this way, the situation determination units 1152 and 1162 of the present embodiment receive an instruction from the host system ECU123, and turn off the power supply of either the 1 st brake system or the 2 nd brake system based on the travel information and the wheel speed of the wheel speed sensor.

According to the present embodiment, when the speed of the vehicle is low, the power consumption of the ECU can be reduced regardless of whether the braking operation is generated.

In the flow of fig. 8, the power supply of the 1 st brake system is controlled to be turned on and off, but the power supply of the 2 nd brake system may be controlled to be turned on and off instead of the 1 st brake system. In this case, the wheel speed of the wheel is detected by the wheel speed sensor 120.

Next, the operation of the power supply unit according to the traveling direction of the vehicle will be described. When the vehicle is traveling forward, the ECUs of both brake systems are powered on to perform normal braking control.

When the vehicle travels backward, the ECU of only one brake system is powered on to perform brake control in the power saving mode.

The status determination units 1152 and 1162 determine whether or not a power supply control instruction is received from the host system ECU123 (step S901). When the power supply control instruction is received from the host system ECU123 in step S901 (YES in step S901), the situation determination units 1152 and 1162 acquire the traveling information of the vehicle from the host system ECU123 and determine whether or not the vehicle is traveling rearward (step S902).

When the power control instruction is not received from the host system ECU123 (NO in step S901), the power of the 1 st brake system is turned on (step S904), and the control state is notified to the host system ECU123 (step S905).

In step 902, when the vehicle is traveling rearward (YES in step S902), the power supply of the brake 1 system is turned off (step S903), and the upper system ECU123 is notified of the control state (step S905).

If the vehicle is not traveling backward in step S902 (NO in step S902), the power supply of the 1 st brake system is turned on (step S904), and the upper system ECU123 is notified of the control state (step S905).

In the present embodiment, when the vehicle is traveling backward, that is, when the speed of the vehicle is low, the power supply of the ECU in one brake system is turned on and the power supply of the ECU in the other brake system is turned off in view of the fact that the braking force for stopping the vehicle can be small, thereby reducing the power consumption.

Next, the operation of the power supply unit in accordance with the regeneration coordination will be described. During the running of the vehicle, the power supply of the electric brake is controlled according to the coordination degree of the regenerative brake and the electric brake by the driving motor, thereby improving the regenerative efficiency.

The status determination units 1152 and 1162 determine whether or not a power supply control instruction corresponding to the regeneration coordination is received from the host system ECU123 (step S1001). When receiving a power supply control instruction from host system ECU123 in step S1001 (YES in step S1001), situation determination units 1152 and 1162 determine whether braking is possible using only regenerative braking (step S1002).

When the power control instruction is not received from the host system ECU123 (NO in step S1001), the power supply of the 1 st brake system is turned on (step S1004), and the control state is notified to the host system ECU123 (step S1005).

If braking is possible only by regenerative braking in step 1002 (YES in step S1002), the power supply of the 1 st brake system is turned off (step S1003), and the upper system ECU123 is notified of the control state (step S1005).

If braking cannot be performed only by regenerative braking in step S1002 (NO in step S1002), the power supply of the 1 st brake system is turned on (step S1004), and the control state is notified to the host system ECU123 (step S1005).

In the present embodiment, when braking is performed only by regenerative braking, the power supply to one of the brake systems (the 1 st brake system) can be turned off, but the power supply to both of the brake systems (the 1 st brake system and the 2 nd brake system) may be turned off.

According to the present embodiment, since the power supply of the electric brake is controlled according to the degree of coordination between the regenerative brake by the drive motor and the electric brake during the traveling of the vehicle, the regenerative efficiency can be improved while reducing the power consumption.

The present invention is not limited to the above-described embodiments, and includes various modifications.

The above-described embodiments are described in detail to explain the present invention easily and understandably, and are not limited to having all the structures described.

Description of the reference numerals

101. 102 … front wheel

103. 104 … rear wheel

105-108 … electric pliers

109-114 … clamp ECU

115. 116 … brake ECU

117. 118 … power supply

119. 120 … wheel speed sensor

121. 122 … stroke sensor

123 … superior system ECU

124-127 … power line

128. 129 … communication network

130-135 … power supply part

136. 137 … communication network

138-143 … clamp power control part

1151 … diagnostic part

1152 … status determination unit

1153 … power supply part

1154 … MPU (Microcomputer Unit)

1155. 1156 … electromagnetic relay

1157. 1158 … logic OR circuit

1161 … diagnostic part

1162 … status determination unit

1163 ….

Claims

1. A control device of an electric brake system, comprising: a 1 st brake system including a 1 st brake control unit and a plurality of 1 st caliper control units connected to the 1 st brake control unit; and at least 2 or more braking systems of a 2 nd braking system composed of a 2 nd braking control unit and a plurality of 2 nd caliper control units connected to the 2 nd braking control unit, wherein the control device of the electric braking system is characterized in that:

the 1 st brake control section includes a 1 st situation determination section that controls power-on and power-off to the plurality of 1 st caliper control sections based on traveling information of the vehicle,

the 2 nd brake control unit includes a 2 nd situation determination unit that controls power on and off to the plurality of 2 nd caliper control units based on traveling information of the vehicle at the time of traveling and at the time of braking operation.

2. A control device of an electric brake system according to claim 1, characterized in that:

includes a 1 st diagnosis unit for diagnosing a failure of the 1 st brake system and a 2 nd diagnosis unit for diagnosing a failure of the 2 nd brake system,

the 1 st diagnosis unit turns off the power supply to the 1 st brake system when it is diagnosed that the 1 st brake system has a failure,

the 2 nd diagnosis unit turns off the power supply to the 2 nd brake system when it is diagnosed that the 2 nd brake system has a failure.

3. A control device of an electric brake system according to claim 1, characterized in that:

includes an upper system control unit that transmits traveling information of the vehicle and gives an instruction of power supply control to the 1 st brake control unit or the 1 st brake control unit,

the 1 st situation determination unit or the 2 nd situation determination unit turns off the power supply of either the 1 st brake system or the 2 nd brake system in response to a power supply control instruction from the upper system control unit.

4. A control device of an electric brake system according to claim 3, characterized in that:

includes a 1 st wheel speed sensor that detects a rotational speed of a wheel, and a 2 nd wheel speed sensor that detects a rotational speed of a wheel,

the 1 st situation determination unit controls power on and power off to the plurality of 1 st caliper control units based on information of the 1 st wheel speed sensor and travel information of the vehicle from the upper system control unit,

the 2 nd situation determination unit controls power on and off to the plurality of 2 nd caliper control units based on information of the 2 nd wheel speed sensor and travel information of the vehicle from the upper system control unit.

5. A control device of an electric brake system according to claim 4, characterized in that:

the 1 st situation determination unit or the 2 nd situation determination unit turns off the power supply of either the 1 st brake system or the 2 nd brake system when the information of the dry road is received from the upper system control unit and the rotation speed of the wheel from the 1 st wheel speed sensor or the 2 nd wheel speed sensor is equal to or less than a predetermined threshold value.

6. A control device of an electric brake system according to claim 3, characterized in that:

the 1 st situation determination unit or the 2 nd situation determination unit turns off the power supply of one of the 1 st brake system or the 2 nd brake system when the vehicle is determined to be reversing by the superordinate system control unit.

7. A control device of an electric brake system according to claim 3, characterized in that:

the 1 st situation determination unit or the 2 nd situation determination unit turns off the power supply of either the 1 st brake system or the 2 nd brake system, or both the 1 st brake system and the 2 nd brake system, when it is determined that braking is possible only by regenerative braking.

8. A control device of an electric brake system according to claim 1, characterized in that:

one of the 1 st brake system and the 2 nd brake system is connected with the front wheel side, and the other is connected with the rear wheel.

9. A control method of an electric brake system includes a 1 st brake system composed of a 1 st brake control section and a plurality of 1 st caliper control sections connected to the 1 st brake control section; and a 2 nd brake system including a 2 nd brake control unit and a plurality of 2 nd caliper control units connected to the 2 nd brake control unit, the 1 st brake system and the 2 nd brake system being controlled, wherein the method for controlling the electric brake system is characterized in that:

the 1 st brake control section controls power on and power off to the plurality of 1 st caliper control sections based on traveling information of the vehicle,

the 2 nd brake control unit controls power on and power off to the plurality of 1 st caliper control units based on traveling information of the vehicle during traveling and during a braking operation.

10. A control method of an electric brake system according to claim 9, characterized in that:

when the road is dry and the rotational speed of the wheel is equal to or less than a predetermined threshold value, the power supply of either the 1 st brake system or the 2 nd brake system is turned off.

11. A control method of an electric brake system according to claim 9, characterized in that:

and when the vehicle is reversing, disconnecting the power supply of one of the 1 st brake system or the 2 nd brake system.

12. A control method of an electric brake system according to claim 9, characterized in that:

when braking is possible only by regenerative braking, the power supply of either the 1 st brake system or the 2 nd brake system, or both the 1 st brake system and the 2 nd brake system is turned off.