KR20120030623A - Hydraulic brake system - Google Patents

Hydraulic brake system Download PDF

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Publication number
KR20120030623A
KR20120030623A KR1020100092233A KR20100092233A KR20120030623A KR 20120030623 A KR20120030623 A KR 20120030623A KR 1020100092233 A KR1020100092233 A KR 1020100092233A KR 20100092233 A KR20100092233 A KR 20100092233A KR 20120030623 A KR20120030623 A KR 20120030623A
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KR
South Korea
Prior art keywords
cylinder
pressure
braking
hydraulic
ahb
Prior art date
Application number
KR1020100092233A
Other languages
Korean (ko)
Inventor
김들로레스
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주식회사 만도
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Priority to KR1020100092233A priority Critical patent/KR20120030623A/en
Publication of KR20120030623A publication Critical patent/KR20120030623A/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/12—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid
    • B60T13/14—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid using accumulators or reservoirs fed by pumps
    • B60T13/142—Systems with master cylinder
    • B60T13/145—Master cylinder integrated or hydraulically coupled with booster
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4018—Pump units characterised by their drive mechanisms
    • B60T8/4022—Pump units driven by an individual electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4031—Pump units characterised by their construction or mounting
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/88—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
    • B60T8/92—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means automatically taking corrective action
    • B60T8/94—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means automatically taking corrective action on a fluid pressure regulator

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)
  • Regulating Braking Force (AREA)

Abstract

PURPOSE: A hydraulic braking system is provided to reinforce the running stability on a dried, rainy, gravel, snowy road etc. by instantaneously and independently controlling driving wheels to maintain the stability when a vehicle is about to slip. CONSTITUTION: A hydraulic braking system comprises an AHB(Active Hydraulic Booster) device(100) and ESC(Electronic Stability Control) system(200). The AHB device stops a vehicle by generating a first braking pressure because the AHB device controls the hydraulic pressure transmitted to a master cylinder from a accumulator when a brake pedal operates. The ESC system stops a vehicle by generating a second braking pressure because the ESC system controls the hydraulic pressure transmitted from the master cylinder to each cylinder. The ESC system generates the fist braking pressure instead of the AHB device in the malfunction of the AHB device.

Description

Hydraulic Brake System

TECHNICAL FIELD The present invention relates to a hydraulic braking system, and more particularly, to a hydraulic braking system having an active hydraulic booster (AHB) device for generating a braking pressure by increasing a force transmitted from a brake pedal to a master cylinder.

In general, a hybrid vehicle or an electric vehicle is a vehicle that uses an existing engine and an electric motor together as a power source, and selectively uses the power of the engine or the electric motor according to the load and speed of the vehicle, and the remaining energy uses the motor to generate electric energy. It is a vehicle that can achieve high fuel economy and low pollution by changing to.

Such a hybrid vehicle or an electric vehicle includes an AHB device for braking the vehicle by generating a braking pressure on the master cylinder based on hydraulic pressure instead of a vacuum source that implements the boosting power of the existing booster. That is, the AHB device brakes the vehicle by generating a braking pressure by increasing the force transmitted from the brake pedal to the master cylinder.

The AHB device includes a motor, a pump, an accumulator and a plurality of solenoid valves, and increases the force transmitted from the brake pedal to the master cylinder by regulating the braking oil supplied to the master cylinder during brake pedal operation.

In addition, hybrid vehicles with AHB units are equipped with an Electronic Stability Control (ESC) system with a motor, pump, accumulator and a number of solenoid valves and generate and regulate the braking pressure provided to each wheel.

However, in the past, a failure situation of the braking force may occur because the braking pressure is not generated when the AHB device breaks down.

One aspect of the present invention provides a hydraulic braking system in which the ESC system generates a braking pressure of the AHB device in place of the AHB device in case of failure of the AHB device.

To this end, the hydraulic braking system according to an embodiment of the present invention is an AHB (Active Hydraulic Booster) device for braking a vehicle by generating a first braking pressure by adjusting a hydraulic pressure transmitted from an accumulator to a master cylinder when the brake pedal is operated, and the master An electronic stability control (ESC) system for braking the vehicle by generating a second braking pressure by regulating the hydraulic pressure transmitted from the cylinder to each wheel cylinder, wherein the ESC system includes the AHB device in case of failure of the AHB device. Instead of generating the first braking pressure.

In this case, the AHB device is a hydraulic power unit for independently supplying braking oil to the first cylinder and the second cylinder of the master cylinder having a first cylinder and a second cylinder, and a rear wheel cylinder connected to the first cylinder and And an electronic control unit for controlling the operation of the hydraulic power unit to adjust pressures of the first cylinder and the second cylinder to control the braking pressure of the front wheel side wheel cylinder connected to the second cylinder.

In this case, the hydraulic power unit is to supply a pump, a motor for providing a driving force to the pump, a high pressure accumulator for temporarily storing the oil generated by the driving of the pump, and to supply the hydraulic pressure of the high pressure accumulator to the first cylinder A normally closed first power valve, and a normally closed second power valve provided to supply the hydraulic pressure of the high-pressure accumulator to the second cylinder, wherein the electronic control unit generates the first braking pressure. Controlling the pressure of the first cylinder through the first power valve and controlling the pressure of the second cylinder through the second power valve.

In this case, the ESC system includes a hydraulic pressure generating unit and an electronic control unit for generating the first braking pressure or the second braking pressure, and the electronic control unit drives the hydraulic pressure generating unit when the AHB device is faulty. Generating a first braking pressure, and generating the second braking pressure by driving the hydraulic pressure generating unit when the AHB device is normal.

According to an aspect of the present invention described above, by generating a braking pressure of the AHB device using the ESC system when the AHB device breaks down, it is possible to stably brake the vehicle even in an emergency situation in which the AHB device breaks down.

1 is a schematic control block diagram of a hydraulic braking system according to an embodiment of the present invention.
2 is a hydraulic circuit diagram of a hydraulic braking system according to an embodiment of the present invention.
3 is a view for explaining the generation of the braking pressure by adjusting the hydraulic pressure transmitted from the accumulator to the master cylinder during the brake pedal operation in the AHB device of the hydraulic braking system according to an embodiment of the present invention.
4 is a control flowchart illustrating a process of generating a braking pressure of an AHB device by using an ESC system when an AHB device breaks down in a hydraulic braking system according to an exemplary embodiment of the present invention.

Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

1 is a view showing a schematic control block of the hydraulic braking system according to an embodiment of the present invention.

As shown in FIG. 1, the hydraulic braking system includes an AHB device 100 and an ESC system 200.

The AHB device 100 generates a braking pressure on the master cylinder based on the hydraulic pressure to brake the vehicle instead of the vacuum source that implements the boosting power of the existing booster.

To this end, the AHB device 100 includes a hydraulic power unit 11 and an electronic control unit 11a for controlling it.

The hydraulic power unit 11 includes a motor, a pump, an accumulator and a plurality of solenoid valves.

The hydraulic power unit 11 adjusts the braking oil supplied to the master cylinder when the brake pedal is operated under the control of the electronic control unit 11a, thereby increasing the force transmitted from the brake pedal to the master cylinder and braking pressure for braking the vehicle. Is generated.

The ESC system 200 is an apparatus for optimally controlling the vehicle's driving posture. The ESC system 200 instantly controls the driving wheels independently to maintain stability when the vehicle is about to slide, thereby improving driving stability on dry roads, rain, gravel roads, snow roads, and the like. Strengthens.

The ESC system 200 includes a hydraulic pressure generating unit 50 and an electronic control unit 50a.

The oil pressure generating unit 50 includes a cutoff valve, an inlet valve, an outlet valve, a motor, a pump, an accumulator, and the like.

The hydraulic pressure generating unit 50 generates a braking pressure for braking the vehicle by adjusting the braking oil supplied from the master cylinder to each wheel cylinder under the control of the electronic control unit 50a.

The AHB device 100 and the ESC system 200 having the above-described configuration are connected via a data bus. The data bus 40 is, for example, a controller area network (CAN).

The first electronic control unit 11a of the AHB device 100 and the second electronic control unit 50a of the ESC system 200 exchange information through can communication. For example, the first electronic control unit 11a and the second electronic control unit 50a exchange various types of information including failure information with each other through can communication.

2 is a view showing a hydraulic circuit of the hydraulic braking system according to an embodiment of the present invention.

As shown in FIG. 2, the hydraulic braking system modulates the AHB device 100 to increase the force transmitted to the master cylinder 12 from the brake input member 10 connected to the brake pedal operated by the driver during braking. An in hydraulic power unit 11, a master cylinder 12 connected to the hydraulic power unit 11, a reservoir 14 provided above the master cylinder 12 and storing braking oil; Wheel cylinders 57 and 58 which perform braking of each wheel RR, RL, FR, FL.

In addition, the hydraulic braking system according to the embodiment of the present invention includes a hydraulic generating unit 50 which is a hydraulic modulator provided between the master cylinder 12 and the wheel cylinders 57 and 58.

The driver can press the brake pedal to decelerate or stop the running vehicle.

The master cylinder 12 may be installed in the reservoir 14 for storing oil, and may include a first cylinder 12a and a second cylinder 13a. The first cylinder (Primary Master chamber) 12a and the second cylinder (Secondary Master chamber) 13a may be configured to operate completely independently. The first cylinder 12a and the second cylinder 13a of the master cylinder 12 are provided with a first outlet 12b and a second outlet 13b so that the oil spilled therein can flow into the HCU 30. Can be.

The hydraulic power unit 11 is connected to the first cylinder 12a and the second cylinder 13a to individually control the braking oil supplied to the first cylinder 12a and the second cylinder 13a of the master cylinder 12. Each is connected.

The hydraulic power unit 11 includes a motor 21, a pump 22, a high pressure accumulator 23, four pressure sensors 31, 32, 33, 34, five solenoid valves 41, 42, 43, 44, 45).

The pump 22 is provided to form a braking pressure by pumping oil flowing from the reservoir 14 at high pressure, and a motor 21 is provided at one side of the pump 22 to provide a driving force to the pump 22. do.

The high pressure accumulator 23 is provided at the outlet side of the pump 22 to temporarily store high pressure oil generated by the driving of the pump 22, and the hydraulic pressure of the high pressure accumulator 23 is transferred to the master cylinder 12 when braking is requested. Can be delivered.

The first power valve 41 is a normally closed valve that normally maintains a closed state, and is provided on a pipe connecting the high pressure accumulator 23 and the first cylinder 12a of the master cylinder 12. The first power valve 41 is opened when the driver presses the brake pedal to supply the hydraulic pressure of the high pressure accumulator 23 to the first cylinder 12a.

The second power valve 42 is a normally closed valve that normally maintains a closed state, and is provided on a pipe connecting the high pressure accumulator 23 and the second cylinder 13a of the master cylinder 12. The second power valve 42 is opened when the driver presses the brake pedal to supply the hydraulic pressure of the high pressure accumulator 23 to the second cylinder 13a.

The third power valve 43 is a normally open valve that normally maintains an open state, and discharges oil from the first cylinder 12a of the master cylinder 12 to the reservoir 14 or the pump 22.

The fourth power valve 44 is a normally open valve that normally maintains an open state, and discharges oil from the second cylinder 13a of the master cylinder 12 to the reservoir 14 or the pump 22.

The hydraulic power unit 11 connects the third power valve 43, the fourth power valve 44, and the pedal simulator 15 to form a flow path when the hydraulic braking system according to an embodiment of the present invention fails. A backup passage 13 can be provided. The mode switching valve 45 for opening and closing the backup channel 13 may be provided in the middle of the backup channel 13.

The first pressure sensor 31 may be installed between the first power valve 41 and the first cylinder 12a to measure the oil pressure of the first cylinder 12a.

The second pressure sensor 32 may be installed between the second power valve 42 and the second cylinder 13a to measure the oil pressure of the second cylinder 13a.

According to the information of the first pressure sensor 31 and the second pressure sensor 32, the first cylinder 12a and the second cylinder 13a are connected to the rear wheels RL and RR without changing the hydraulic pressure generating unit 50. It is possible to control the front wheels FL and FR, respectively.

At the outlet side of the high pressure accumulator 23, a third pressure sensor 33 may be installed to measure the oil pressure of the high pressure accumulator 23.

A fourth pressure sensor 34 may be installed in the backup passage 13 connected to the pedal simulator 15 to measure the oil pressure. When the driver brakes, the backup flow path B is blocked by the mode switching valve 45, and the fourth pressure sensor 34 determines the braking intention required by the driver.

A pedal simulator 15 that is hydraulically connected between the driver's input member 10 and the master cylinder 12 is provided. The pedal simulator 15 may be formed in a structure integrated with the hydraulic power unit 11 and may be formed in a structure integrated with the master cylinder 12.

In addition, the hydraulic pressure generating unit 50 may be configured as an ESC modulator or an ABS modulator. The hydraulic generating unit 50 may include a cutoff valve 53, 54, an inlet valve 51, an outlet valve 52, a motor 55, a pump 56, an accumulator 59, and the like. have. As described above, the hydraulic pressure generating unit 50 may control the rear wheels RL and RR or the front wheels FL and FR without additional modification. That is, the first cylinder 12a of the master cylinder 12 may be connected to the rear wheel cylinder 57 to control the rear wheels RL and RR, and the second cylinder 13a of the master cylinder 12 may be forward. It may be connected to the wheel cylinder 58 to control the front wheels FL and FR.

The inlet valve 51 is a normally open valve that normally maintains an open state, and is installed at the inlet side of the rear wheel cylinder 57 and the front wheel cylinder 58 so that the first cylinder 12a and the second cylinder 13a are provided. The braking oil is transferred from the rear wheel cylinder 57 and the front wheel cylinder 58, respectively.

The outlet valve 52 is a normally closed valve that normally maintains a closed state, and is installed at the outlet side of the rear wheel cylinder 57 and the front wheel cylinder 58 so that the rear wheel cylinder 57 and the front wheel when the valve is opened. The oil of the side wheel cylinder 58 is discharged to the accumulator 59, respectively.

The pump 56, the motor 55, the accumulator 59 and the like may be configured in the same manner as components of a conventional hydraulic modulator of ABS or ESC.

As shown in FIG. 2, in order to increase the pressure in the master cylinder 12, the first power valve 41 and the second power valve 42 are opened and the third power valve 43 to the fifth power. The valve 45 is closed and the motor 22 is driven to operate the pump 22. As a result, the hydraulic pressure of the high pressure accumulator 23 is transmitted to the first cylinder 12a and the second cylinder 13a of the master cylinder 12 so that the pressure of the master cylinder is increased (see the arrow in FIG. 2).

Conventionally, the braking force of the rear wheels and the front wheels is controlled by controlling the brake pressures of the rear wheel cylinder 57 and the front wheel cylinder 58 by controlling the inlet valve 51 and the outlet valve 52 of the hydraulic pressure generating unit 50. To control.

However, in the AHB apparatus 100, the braking pressure supplied to the rear wheel cylinder 57 is adjusted by controlling the pressure of the first cylinder 12a by controlling the first power valve 41 and the third power valve 43. By controlling the braking force of the rear wheel, and controlling the pressure of the second cylinder 13a by controlling the second power valve 42 and the fourth power valve 44, the braking pressure supplied to the front wheel cylinder 58 To control the braking force of the front wheel.

That is, when it is necessary to generate the braking pressure based on various sensor information, the electronic control unit 11a of the AHB apparatus 100 operates the motor 21 to operate the pump 22 and the first. By controlling the pressure of the first cylinder 12a by controlling the power valve 41 and the third power valve 43, the braking force of the rear wheel is controlled by controlling the braking pressure supplied to the rear wheel cylinder 57. By controlling the pressure of the second cylinder 13a by controlling the second power valve 42 and the fourth power valve 44, the braking force of the front wheel is controlled by adjusting the braking pressure supplied to the front wheel side wheel cylinder 58.

On the other hand, when the electronic control unit 50a of the ESC system 200 needs to generate a braking pressure based on various sensor information, the motor 55 is driven to operate the pump 56 and the rear wheel side. By controlling the inlet valve 51 and the outlet valve 52 to adjust the pressure of the first cylinder 12a, the braking pressure supplied to the rear wheel cylinder 57 is controlled to control the braking force of the rear wheel, and the front wheel side inlet. By controlling the valve 51 and the outlet valve 52 to adjust the pressure of the second cylinder 13a, the braking force of the front wheel is controlled by controlling the braking pressure on the front wheel side wheel cylinder 57. At this time, the electronic control unit 50a of the ESC system 200 may selectively adjust the braking pressure provided to the wheel cylinder.

On the other hand, when the AHB device 100 is broken, the electronic control unit 50a of the ESC system 200 recognizes that the AHB device 100 is broken through can communication, and replaces the AHB device 100 with the AHB device. Generate a braking pressure of (100).

Accordingly, when a failure occurs due to insufficient flow rate of the high-pressure accumulator 23 of the hydraulic power unit 11 of the AHB device 100, since a normal braking pressure may be virtually impossible, a dangerous situation may occur in which the braking force is insufficient. In addition, by using the ESC system instead of the braking pressure of the AHB system, this dangerous situation can be prevented and the vehicle can be braked stably.

4 is a view illustrating a control flow for explaining a process of generating a braking pressure of an AHB device using an ESC system when an AHB device breaks down in a hydraulic braking system according to an embodiment of the present invention.

Looking at Figure 4, first. The electronic control unit 50a of the ESC system 200 can-can communicate with the electronic control unit 11a of the AHB device 100 to determine whether the AHB device 100 is broken (300).

If the determination result of the operation mode 300 determines that the AHB device 100 is in a failure state, the electronic control unit 50a of the ESC system 200 determines the braking pressure of the AHB device 100 in place of the AHB device 100. To generate and brake the vehicle (310).

Accordingly, even in an emergency situation in which the AHB device 100 is broken, a basic braking pressure can be generated, thereby stably braking the vehicle.

The ESC system 200 has a brake assist function that creates an additional pressure in addition to the pressure created by the driver stepping on the brake pedal. The ESC system 200 drives the motor 55 to pump additional fluid to the wheels to create additional pressure. The additional braking force can be made, but it is difficult to control the hydraulic pressure as precisely as the AHB device 100, and may cause noise and vibration by hydraulic pulsation according to the motor driving. Thus, the brake assistance function in the ESC system 200 operates only in limited circumstances (for example, panic brake assistance function: if the driver brakes quickly and the braking amount is insufficient, additional braking pressure is formed).

If the braking pressure forming function becomes impossible due to a failure in the AHB device 100 due to a low flow rate condition of the high pressure accumulator, it may cause a very dangerous situation in which the braking force is insufficient. At this time, the hydraulic generating unit 50 forms a braking pressure in place of the braking pressure forming function of the hydraulic power unit 11, thereby ensuring a basic braking force.

On the contrary, when brake assistance such as a panic brake assistance function is impossible due to a failure of the hydraulic generating unit 50, the AHB device 100 may generate additional braking pressure instead of this function.

11: hydraulic power unit 12: master cylinder
50: oil pressure generating unit 100: AHB device
200: ESC system

Claims (4)

An AHB (Active Hydraulic Booster) device which generates a first braking pressure and brakes the vehicle by adjusting the hydraulic pressure transmitted from the accumulator to the master cylinder when the brake pedal is operated;
ESC system (Electronic Stability Control; ESC) for braking the vehicle by generating a second braking pressure by adjusting the hydraulic pressure transmitted from the master cylinder to each wheel cylinder,
The ESC system includes generating the first braking pressure on behalf of the AHB device upon failure of the AHB device. The method of claim 1,
The AHB device includes a hydraulic power unit for independently supplying braking oil to a first cylinder and a second cylinder of the master cylinder having a first cylinder and a second cylinder, a rear wheel side cylinder connected to the first cylinder, and the first cylinder. And an electronic control unit for controlling the operation of the hydraulic power unit to regulate the pressure of the first cylinder and the second cylinder to control the braking pressure of the front wheel side wheel cylinder connected to the two cylinders. The method of claim 2,
The hydraulic power unit includes a pump, a motor providing a driving force to the pump, a high pressure accumulator for temporarily storing oil generated by driving the pump, and a normal provided to supply hydraulic pressure of the high pressure accumulator to the first cylinder. A closed first power valve and a normal closed second power valve provided to supply hydraulic pressure of the high pressure accumulator to the second cylinder,
The electronic control unit includes a hydraulic pressure to control the pressure of the first cylinder through the first power valve and the pressure of the second cylinder through the second power valve to generate the first braking pressure Braking system. The method of claim 1,
The ESC system includes a hydraulic pressure generating unit and an electronic control unit for generating the first braking pressure or the second braking pressure,
The electronic control unit generates the first braking pressure by driving the hydraulic pressure generating unit when the AHB device is broken, and generating the second braking pressure by driving the hydraulic pressure generating unit when the AHB device is normal. Including hydraulic braking system.
KR1020100092233A 2010-09-20 2010-09-20 Hydraulic brake system KR20120030623A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
KR1020100092233A KR20120030623A (en) 2010-09-20 2010-09-20 Hydraulic brake system

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Application Number Priority Date Filing Date Title
KR1020100092233A KR20120030623A (en) 2010-09-20 2010-09-20 Hydraulic brake system

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KR20120030623A true KR20120030623A (en) 2012-03-29

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101380866B1 (en) * 2012-09-04 2014-04-03 주식회사 만도 Vehicle brake system and control method thereof
KR20150137719A (en) * 2014-05-30 2015-12-09 주식회사 만도 Active hydraulic booster system in vehice and control method thereof
KR20160088075A (en) * 2015-01-15 2016-07-25 현대모비스 주식회사 Brake by wire system for preventing sound noise of a solenoid valve
CN112776769A (en) * 2019-11-08 2021-05-11 比亚迪股份有限公司 Vehicle brake system and control method thereof

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101380866B1 (en) * 2012-09-04 2014-04-03 주식회사 만도 Vehicle brake system and control method thereof
KR20150137719A (en) * 2014-05-30 2015-12-09 주식회사 만도 Active hydraulic booster system in vehice and control method thereof
KR20160088075A (en) * 2015-01-15 2016-07-25 현대모비스 주식회사 Brake by wire system for preventing sound noise of a solenoid valve
CN112776769A (en) * 2019-11-08 2021-05-11 比亚迪股份有限公司 Vehicle brake system and control method thereof

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