阅读说明：本技术 车辆制动装置及方法 (Vehicle braking device and method ) 是由 俞智镐 于 2021-06-04 设计创作，主要内容包括：本发明提供车辆制动装置,包括：多个车轮制动器,对应多个车轮分别设置且对多个车轮分别产生制动力；第一驱动单元,利用第一发动机和第一主缸向多个车轮制动器提供制动力；第二驱动单元,利用第二发动机和第二主缸向多个车轮制动器提供制动力；第一电控单元,控制第一驱动单元且判断第一驱动单元和第二驱动单元是否发生故障；第二电控单元,控制第二驱动单元且判断第一驱动单元和第二驱动单元是否发生故障,当第一电控单元和第二电控单元判断相互间是否发生故障,第一电控单元和第二电控单元均判断为正常时,第一电控单元控制多个车轮制动器中至少一部分车轮制动器的制动,第二电控单元控制多个车轮制动器中剩余部分车轮制动器的制动。(The present invention provides a vehicle brake device, including: a plurality of wheel brakes provided corresponding to the plurality of wheels, respectively, and generating braking forces for the plurality of wheels, respectively; a first driving unit providing braking force to the plurality of wheel brakes using a first engine and a first master cylinder; a second driving unit providing braking force to the plurality of wheel brakes using a second engine and a second master cylinder; the first electric control unit controls the first driving unit and judges whether the first driving unit and the second driving unit have faults or not; and the second electric control unit controls the second driving unit and judges whether the first driving unit and the second driving unit break down or not, when the first electric control unit and the second electric control unit judge whether the first driving unit and the second driving unit break down or not, and the first electric control unit and the second electric control unit both judge that the first electric control unit and the second electric control unit are normal, the first electric control unit controls the braking of at least one part of the wheel brakes, and the second electric control unit controls the braking of the rest part of the wheel brakes.)

1. A vehicle brake device comprising:

a plurality of wheel brakes that are provided respectively corresponding to the plurality of wheels and that generate braking forces respectively for the plurality of wheels;

a first drive unit configured to provide braking force to the plurality of wheel brakes using a first engine and a first master cylinder;

a second drive unit configured to provide braking force to the plurality of wheel brakes using a second engine and a second master cylinder;

a first electronic control unit for controlling the first driving unit and for judging whether the first driving unit and the second driving unit are failed; and

a second electric control unit for controlling the second driving unit and for judging whether the first driving unit and the second driving unit are failed,

the first electronic control unit and the second electronic control unit judge whether a fault occurs between the first electronic control unit and the second electronic control unit,

when the first electronic control unit and the second electronic control unit both judge that the vehicle is normal, the first electronic control unit controls the braking of at least one part of the wheel brakes, and the second electronic control unit controls the braking of the rest part of the wheel brakes.

2. The vehicle brake device according to claim 1, wherein the at least a part of the wheel brakes are wheel brakes that generate braking forces for front wheels on the left side and front wheels on the right side.

3. The vehicle brake device according to claim 1, wherein the at least a part of the wheel brakes are wheel brakes that generate braking forces for the front left wheel and the rear left wheel.

4. The vehicle brake device according to claim 1, wherein the at least a part of the wheel brakes are wheel brakes that generate braking forces for a front left wheel and a rear right wheel.

5. The vehicle braking apparatus of claim 1, further comprising a regenerative braking unit for generating a regenerative braking force, said first electronic control unit generating and transmitting a regenerative braking signal to said regenerative braking unit, said regenerative braking unit regeneratively braking the vehicle upon receipt of said regenerative braking signal.

6. The vehicle brake device according to claim 1, further comprising an electric parking brake for generating a braking force to either one of front wheels or rear wheels of the vehicle, wherein the first electronic control unit controls the electric parking brake to brake the vehicle when it is determined that both the first drive unit and the second drive unit are malfunctioning.

7. The vehicular brake device according to claim 1, further comprising a backup master cylinder that generates a braking force in accordance with a depression amount of a brake pedal, the backup master cylinder braking the vehicle when it is determined that both the first drive unit and the second drive unit fail.

8. The vehicle braking apparatus according to claim 7, wherein the backup master cylinder includes a pedal simulator for providing a reaction force feeling to a driver.

9. The vehicle brake device according to claim 1, further comprising a travel information detection unit for detecting travel information of a vehicle, wherein the first electronic control unit and the second electronic control unit judge emergency braking or emergency turning of the vehicle using the travel information.

10. The vehicular brake device according to claim 9, characterized in that the running information is any one of lateral acceleration, wheel speed, stepping amount, and acceleration.

11. The vehicular brake device according to claim 9, wherein the travel information detecting unit includes a wheel speed sensor for detecting a wheel speed of the vehicle, the first electronic control unit determines whether the vehicle requires the emergency braking using the wheel speed,

the first electronic control unit, when the emergency braking is required, the first driving unit first forms a braking force by supplying hydraulic pressure to the plurality of wheel brakes.

12. A vehicle brake device comprising:

a plurality of wheel brakes that are provided respectively corresponding to the plurality of wheels and that generate braking forces respectively for the plurality of wheels;

a first drive unit configured to provide braking force to the plurality of wheel brakes using a first engine and a first master cylinder;

a second drive unit configured to provide braking force to the plurality of wheel brakes using a second engine and a second master cylinder;

a first electronic control unit for controlling the first driving unit and for judging whether the first driving unit and the second driving unit are failed;

a second electric control unit for controlling the second driving unit and for judging whether the first driving unit and the second driving unit are failed, an

A first hydraulic stabilizer for reducing a roll moment of the vehicle,

the first hydraulic stabilizer receives hydraulic pressure provided by the first drive unit.

13. The vehicle braking apparatus according to claim 12, characterized by further comprising: a second hydraulic stabilizer for reducing a roll moment of the vehicle; and a running information detecting unit for detecting running information of the vehicle, the second hydraulic stabilizer receiving a hydraulic pressure supplied from the second driving unit, the first electronic control unit determining whether the vehicle needs to turn using the running information, and the first electronic control unit performing control to reduce a roll moment of the vehicle using the first hydraulic stabilizer or the second hydraulic stabilizer when the vehicle needs to turn.

14. The vehicular brake device according to claim 12, further comprising a backup master cylinder that generates a braking force in accordance with a depression amount of a brake pedal, the backup master cylinder braking the vehicle when it is determined that both the first drive unit and the second drive unit fail.

15. A vehicle brake arrangement according to claim 14, wherein the backup master cylinder includes a pedal simulator for providing a reaction force feel to the driver.

16. A vehicle brake device comprising:

a plurality of wheel brakes that are provided respectively corresponding to the plurality of wheels and that generate braking forces respectively for the plurality of wheels;

a first drive unit configured to provide braking force to the plurality of wheel brakes using a first engine and a first master cylinder;

a second drive unit configured to provide braking force to the plurality of wheel brakes using a second engine and a second master cylinder;

an electric control unit for controlling the first driving unit and for judging whether the first driving unit and the second driving unit are failed; and

the electronic control unit controls the first driving unit to brake at least a part of the wheel brakes, and controls the second driving unit to brake the rest of the wheel brakes.

17. The vehicle braking apparatus according to claim 16, characterized by further comprising:

a regenerative braking unit for generating a regenerative braking force;

an electric parking brake for generating a braking force to either a front wheel or a rear wheel of the vehicle,

when a failure occurs in the first drive unit and the second drive unit, the electronic control unit controls the regenerative braking unit and the electric parking to brake the vehicle.

Technical Field

Embodiments disclosed herein relate to a vehicle braking apparatus and method.

Background

The statements in this section merely provide background information related to the present disclosure and may not constitute prior art.

A redundant brake system is a backup system for assisting braking of a vehicle in the event of a failure of a main brake system. A conventional brake device includes a backup brake system that assists in providing a braking force when an abnormality occurs in braking of a main brake system. Existing backup brake systems will not perform any function and are in a standby state when the primary brake system is operating normally. That is, when a failure does not occur in the main system, there is a problem that the standby system does not perform any function.

An Active Roll Stabilizer (ARS) system is a system for controlling Roll moment (Roll moment) for preventing a Roll phenomenon from being generated by a centrifugal force when a vehicle turns left and right or travels on an uneven road surface during traveling. The ARS system controls the roll moment by measuring a torque connected to a stability feeling (steady bar) of a wheel brake, so that a riding feeling of a driver can be improved when the vehicle is driven, and a driving stability of the vehicle can be improved. The ARS system consists of an actuator, a valve unit and a hydraulic pump. In the conventional general hydraulic stabilizer, a driving source, for example, a hydraulic pump is separately provided to a brake system, which is disadvantageous in securing a vehicle space.

Disclosure of Invention

Technical problem

Accordingly, a primary object of the present disclosure is to improve braking stability (braking stability) and braking response speed (braking response speed) by causing a backup system to form a braking force together when a primary system is in a normal condition.

Further, another main object of the present disclosure is to provide a hydraulic stabilizer that uses a hydraulic pressure of a driving unit generating a braking force without a separate driving source, thereby facilitating a vehicle space.

Technical scheme

According to an embodiment of the present disclosure, there is provided a vehicle brake device including: a plurality of wheel brakes that are provided respectively corresponding to the plurality of wheels and that generate braking forces respectively for the plurality of wheels; a first drive unit configured to provide braking force to the plurality of wheel brakes using a first engine and a first master cylinder; a second drive unit configured to provide braking force to the plurality of wheel brakes using a second engine and a second master cylinder; a first electronic control unit for controlling the first driving unit and for judging whether the first driving unit and the second driving unit are failed; and a second electronic control unit for controlling the second driving unit and for determining whether the first driving unit and the second driving unit have a failure, the first electronic control unit and the second electronic control unit determining whether the first driving unit and the second driving unit have a failure, when both the first electronic control unit and the second electronic control unit determine that the first driving unit and the second driving unit have a failure, the first electronic control unit controls the braking of at least a part of the wheel brakes, and the second electronic control unit controls the braking of the remaining part of the wheel brakes.

Technical effects

As described above, according to the present embodiment, the braking force can be formed together with the backup system even if the primary system is in a normal condition, and the number of wheel brakes, which the primary system needs to provide hydraulic pressure, is reduced from 4 to 2, thereby having the effect of improving braking stability and braking response speed.

Further, according to the present embodiment, the hydraulic stabilizer uses the driving unit generating the braking force as the driving source without providing a separate driving source, thereby having an effect of securing a surplus of the space that the original additional driving source once occupied.

Drawings

FIG. 1 is a block diagram of a braking device according to an embodiment of the present disclosure;

fig. 2 is a flowchart for briefly explaining a braking process of the first electronic control unit or the second electronic control unit according to the embodiment of the present disclosure;

fig. 3 is a flowchart for explaining the process S220 of fig. 2 in detail;

fig. 4 is a flowchart for explaining the process S230 of fig. 2 in detail;

fig. 5 is a flowchart for explaining the process S24 of fig. 2 in detail;

fig. 6 is a view showing a pedal separation type brake apparatus according to an embodiment of the present disclosure;

fig. 7 is a view showing a pedal-integrated brake apparatus according to another embodiment of the present disclosure.

Description of the reference numerals

110: the travel information detection unit 120: a first electronic control unit

130: the second electronic control unit 140: first drive unit

150: second driving units 162 and 164: hydraulic stabilizer

170: regenerative braking unit 180: electric parking brake

710: spare master cylinders FL, FR, RL and RR: multiple wheel brake

Detailed Description

Hereinafter, embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. When reference is made to a reference numeral, the same reference numeral is used as much as possible even if the same constituent element appears in different drawings. It is also to be noted that throughout the specification, detailed descriptions thereof will be omitted if it is considered that specific descriptions of related known constituent elements and functions may make the subject matter of the present disclosure unclear.

In describing the components of the embodiments of the present disclosure, terms such as first, second, i), ii), a), b), and the like may be used. These terms are only used to distinguish one corresponding component from another component, and do not limit the nature, order, or sequence thereof. Throughout the specification, if an element "comprises" or "comprises" another element, it is understood that the element also comprises the other element, but it is not understood that the element excludes the other element.

Referring to fig. 1, the vehicle Brake device according to the embodiment of the present disclosure includes all or a part of a plurality of wheel brakes FL, FR, RL, and RR, a driving information detecting Unit 110(driving information detecting Unit), a first Electronic Control Unit 120(first ECU, ECU: Electronic Control Unit), a second Electronic Control Unit 130(second ECU) \ a first driving Unit 140(first activator), a second driving Unit 150(second activator), a first hydraulic Stabilizer 162(first hydraulic ARS, ARS: Active Roll Stabilizer), a second hydraulic Stabilizer 164(second hydraulic ARS), a regenerative braking Unit 170(regenerative braking Unit), and an electric Parking Brake 180 (EPB: electric park Brake).

The plurality of wheel brakes FL, FR, RL and RR include a first wheel brake FL for braking a front left wheel of the automobile, a second wheel brake FR for braking a front right wheel of the automobile, a third wheel brake RL for braking a rear left wheel of the automobile, and a fourth wheel brake RR for braking a rear right wheel of the automobile.

The plurality of wheel brakes FL, FR, RL, and RR are provided corresponding to each wheel (wheel) of the vehicle. The plurality of wheel brakes FL, FR, RL, and RR are controlled independently of each other, and generate braking force (braking force) for each wheel.

The travel information detection unit 110 includes all or a part of a wheel speed sensor (wheel speed sensor), an acceleration sensor (acceleration sensor), a lateral acceleration sensor (lateral acceleration sensor), and a pedal stroke sensor.

The wheel speed sensor senses a wheel speed (wheel speed) of the wheel brake, the acceleration sensor senses an acceleration (acceleration) of the vehicle, the lateral acceleration sensor senses a lateral acceleration (lateral acceleration) of the vehicle, and the depression amount sensor senses a depression amount (stroke) of the brake pedal. The driving information detecting unit 110 transmits information sensed by the sensors to the first electronic control unit 120 and the second electronic control unit 130.

The first electronic control unit 120 includes all or a part of the first mode determination unit 122, the first calculation unit 24, and the first failure determination unit 126.

The first electronic control unit 120 controls the hydraulic pressure generation of the first driving unit 140.

The first Mode determination unit 122 determines the Mode (Mode) using the travel information. The running information refers to information sensed by the aforementioned sensor, such as a brake pedal depression amount, a wheel speed, a lateral acceleration, an acceleration, and the like. The modes include a turning mode (braking mode), a braking mode (braking mode), and a turning and braking mode (braking and braking mode). The turning mode is a mode for controlling roll moment (roll moment) for preventing a tilt phenomenon from being generated by a centrifugal force when the vehicle turns left and right during running or runs on an uneven road surface. The braking mode is a mode in which a braking force is generated by the braking device during the running of the vehicle. The braking and turning mode refers to a mode in which a braking force is formed while controlling a roll moment during the running of the vehicle.

The first mode determination unit 122 determines a mode using the travel information. More specifically, when the depression amount of the brake pedal is sensed, the first mode determination unit 122 determines that the control mode is the braking mode. In addition, when the lateral acceleration of the vehicle is sensed, the first mode determination unit 122 determines that the control mode is the turning mode. Also, the control mode is determined to be the braking and turning mode when the stepping amount and the lateral acceleration are sensed.

The first calculation unit 24 calculates a braking force required for braking when the first mode determination unit 122 determines that the control mode is the braking mode, the first calculation unit 24 calculates a torque for controlling the roll moment when the first mode determination unit 122 determines that the control mode is the turning mode, and the first calculation unit 24 calculates the braking force and the torque when the first mode determination unit 122 determines that the control mode is the turning and braking mode.

The first failure judgment unit 126 judges whether the first driving unit 140 and the second driving unit 150 have failed. The number of wheel brakes FL, FR, RL, and RR to be braked by first drive unit 140 and second drive unit 150 is determined based on the determination result of first failure determination unit 126.

For example, when the first failure determination unit 126 determines that the first drive unit 140 is normal and determines that the second drive unit 150 is failed, the first electronic control unit 120 controls the first drive unit 140 to supply hydraulic pressure to all the wheel brakes FL, FR, RL and RR to form braking force. Conversely, when the first failure determination unit 126 determines that both the first drive unit 140 and the second drive unit 150 are normal, the first electronic control unit 120 controls the first drive unit 140 to supply hydraulic pressure to part of the wheel brakes to form braking force. The partial wheel brakes may refer to, for example, two wheel brakes, more specifically FL and FR, among others.

The second electronic control unit 130 includes all or a part of the second mode determination unit 132, the second braking force calculation unit, and the second failure determination unit 136.

The second electronic control unit 130 controls hydraulic pressure formation of the second driving unit 150.

The second electronic control unit 130 is similar to the first electronic control unit 120 in that only the name thereof is changed, and the others are the same, and therefore, additional description thereof is omitted.

When the second failure determination unit 136 determines that the second drive unit 150 is normal and determines that the first drive unit 140 is failed, the second electronic control unit 130 controls the second drive unit 150 to supply hydraulic pressure to all the wheel brakes FL, FR, RL and RR to form braking force. Conversely, when the second failure determination unit 136 determines that both the first drive unit 140 and the second drive unit 150 are normal, the second electronic control unit 130 controls the second drive unit 150 to supply hydraulic pressure to part of the wheel brakes to form braking force. The partial wheel brakes may refer to, for example, two wheel brakes, more specifically FR and FL.

A case where both the first driving unit 140 and the second driving unit 150 malfunction will be described later.

As a result, when both the first and second driving units 140 and 150 are normal, the first and second electronic control units 120 and 130 control the first and second driving units 140 and 150 to supply hydraulic pressure to the two wheel brakes, respectively.

In contrast, when it is determined that the first drive unit 140 is malfunctioning, the second electronic control unit 130 controls the second drive unit 150 to supply the hydraulic pressures to all the wheel brakes FL, FR, RL and RR, and when it is determined that the second drive unit 150 is malfunctioning, the first electronic control unit 120 controls the first drive unit 140 to supply the hydraulic pressures to all the wheel brakes FL, FR, RL and RR.

The present embodiment is compared with a conventional control system that ensures redundancy (redundancy) in which the backup brake system does not perform any function when the main brake system is normal. That is, when both the main brake system and the backup brake system are normal, hydraulic pressure is supplied from the main brake system to all the wheel brakes.

In contrast, in the embodiment of the present disclosure, when all the drive units, for example, the first drive unit 140 and the second drive unit 150, are normal, hydraulic pressures are supplied to the two wheel brakes by the first electronic control unit 120 and the second electronic control unit 130, respectively, and thus the number of wheel brakes assumed by any one system will be reduced by half. I.e., increased brake response speed (brake response speed).

The first driving unit 140 includes a first motor 142 and a first master cylinder 144(master cylinder).

The first master cylinder 144 is driven and generates hydraulic pressure based on the first engine 142 controlled by the first electronic control unit 120. The generated hydraulic pressure is supplied to the plurality of wheel brakes FL, FR, RL and RR.

The hydraulic pressure supply process is specifically described as follows: the depression amount sensor senses the depression amount of the brake pedal and transmits it to the first electronic control unit 120, for example, when the driver steps on the brake pedal, and the first electronic control unit 120 controls the first engine 142 according to the received depression amount to cause the first master cylinder 144 to generate hydraulic pressure.

The second driving unit 150 includes a second motor 152 and a second master cylinder 154.

The second master cylinder 154 is driven and generates hydraulic pressure based on the first engine 142 controlled by the second electronic control unit 130. The generated hydraulic pressure is supplied to the plurality of wheel brakes FL, FR, RL and RR.

The hydraulic pressure supply process is specifically described as follows, the depression amount sensor senses the depression amount of the brake pedal when the driver depresses the brake pedal and transmits it to the second electronic control unit 130. The second electronic control unit 130 controls the second engine 152 according to the received depression amount to cause the second master cylinder 154 to generate hydraulic pressure.

The regenerative braking unit 170 may include a battery (not shown) for storing energy based on a counter electromotive force generated by a motor (not shown) at the time of regenerative braking; an electric motor (not shown) that performs regenerative braking using a vehicle inertia force that is intended to maintain a movement in a forward direction during vehicle braking; and a Hybrid Control Unit (HCU) (not shown) that calculates a regenerative braking force that can be applied to the vehicle by regenerative braking and controls the vehicle to perform regenerative braking. Regenerative braking (regenerative braking) reduces the vehicle speed by generating a counter torque by the engine to weaken the vehicle's accelerating force.

The regenerative braking unit 170 may supply power to the motor while the vehicle is running. The regenerative braking unit 170 drives a motor and generates a regenerative braking force based on the regenerative braking signals generated by the first electronic control unit 120 and the second electronic control unit 130. Therefore, the regenerative brake unit 170 and the hydraulic brake unit interact and perform braking at the time of braking, so that strong and stable braking force can be provided to the vehicle.

The electric parking brake 180 provides various additional functions for improving convenience and driving stability, in addition to a basic function for maintaining a stopped state of the vehicle during parking. One of these additional functions is a dynamic braking function for braking the vehicle while driving. The dynamic braking is a function in which the electronic control unit 120 or 130 uses the electric parking brake 180 as a backup brake device when an abnormality occurs in a hydraulic brake installed in the vehicle.

The electric parking brake 180 applies a braking force to the wheel based on a signal from the first electronic control unit or the second electronic control unit. According to an embodiment of the present disclosure, the electric parking brake 180 is provided only on the rear wheel. The electric parking brake 180 is provided only on the rear wheel, and the electric parking brake 180 is not provided on the front wheel, so that the cost can be saved, and an output terminal (not shown) for controlling the electric parking brake 180 on the front wheel does not need to be provided in the control device, thereby being advantageous to ensure a space. However, it should be noted that the present embodiment is not limited to this, and includes a case where the electric parking brake 180 is provided only on the front wheel, which is the opposite case.

When it is determined that both the first and second driving units 140 and 150 have failed, the first electronic control unit 120 or the second electronic control unit 130 controls the regenerative braking unit 170 and the electric parking brake 180 to brake the vehicle. For example, the first electronic control unit 120 controls the regenerative brake unit 170 to perform regenerative braking on the front wheels, and controls the electric parking brake 180 to perform braking on the rear wheels. Second ecu 130, like first ecu 120, controls regenerative brake unit 170 and electric parking brake 180 to brake the vehicle. That is, the second ecu 130 may perform all the functions performed by the first ecu 120.

In the present disclosure, the purpose of having two electronic control units 120 and 130 is that a failure occurs in one of the electronic control units (e.g., 120), and the other normal electronic control unit (e.g., 130) will replace the function of the failed electronic control unit (e.g., 120), thereby enabling the vehicle to be safely braked.

More specifically, when it is determined that both the first drive unit 140 and the second drive unit 150 are malfunctioning, the first electronic control unit 120 controls the regenerative brake unit 170 and the electric parking brake 180 to brake the vehicle. However, when the first electronic control unit 120 also fails, the second electronic control unit 130 controls the regenerative braking unit 170 and the electric parking brake 180 to brake the vehicle.

The first hydraulic stabilizer 162 includes an actuator (not shown), a plurality of control valves (not shown).

The hydraulic stabilizer is well known in the art, and thus, a detailed description thereof is omitted. However, in the detailed description of the present disclosure, the difference from the general stabilizer will be mainly described.

A general hydraulic stabilizer is additionally provided with a hydraulic pump, and the balance of a vehicle is maintained by the driving force of the hydraulic pump. However, the hydraulic stabilizer ARS of the present disclosure maintains the balance of the vehicle by using the hydraulic pressure of the first master cylinder 144 included in the first driving unit 140 without separately providing a hydraulic pump. Therefore, it is not necessary to separately provide a hydraulic pump, which can save cost and further contribute to securing a vehicle space.

The first hydraulic stabilizer 162 is controlled based on a command of the first electronic control unit 120.

The second hydraulic stabilizer 164 is different from the first hydraulic stabilizer in that the other structures except for the command controlled by the second electronic control unit 130 are all the same, and thus detailed description thereof will be omitted.

Fig. 2 is a flowchart for simply explaining a braking process of the first electronic control unit 120 or the second electronic control unit 130 according to the embodiment of the present disclosure.

Referring to fig. 2, the first electronic control unit 120 of the present disclosure determines the control mode S210 using the travel information detected by the travel information detection unit 110.

Here, the process of determining the control mode by the first electronic control unit 120 using the travel information will be described with reference to fig. 1.

When the first electronic control unit 120 determines that the control mode is the braking mode, the first electronic control unit 120 controls the first driving unit 140 and the second driving unit 150 according to the process of S220. The S220 process will be described in detail in fig. 3.

When the first electronic control unit 120 determines that the control mode is the turning mode, the first electronic control unit 120 controls the first driving unit 140 and the second driving unit 150 using the process of S230. The S230 process will be described in detail in fig. 4.

When the first electronic control unit 120 determines that the control mode is the braking and turning mode, the first electronic control unit 120 controls the first driving unit 140 and the second driving unit 150 according to the process of S240. The S240 process will be described in detail in fig. 5.

If the first electronic control unit 120 completes the control process according to the processes of S220, S230, and S240, the algorithm is ended.

Fig. 3 is a flowchart for explaining the process S220 of fig. 2 in detail.

Referring to fig. 3, the electronic control unit determines whether the first driving unit 140 and the second driving unit 150 are normal S310. The electronic control unit is, for example, the first electronic control unit 120 or the second electronic control unit 130.

When it is determined that both the first and second drive units 140 and 150 are normal during S310, the first electronic control unit 120 controls the first drive unit 140 to supply hydraulic pressure to at least a portion of the wheel brakes to form braking force, and the second electronic control unit 130 controls the second drive unit 150 to supply hydraulic pressure to the remaining portion of the wheel brakes to form braking force S320. Wherein at least a portion of the wheel brakes may be referred to as FL and RR, for example, and the remaining portion may be referred to as FR and RL.

In contrast, when it is determined that there is an abnormal driving unit among the first and second driving units 140 and 150 during S310, the first electronic control unit 120 determines whether the first driving unit 140 is normal S330.

In the process of S330, when it is determined that the first driving unit 140 is normal, it means that a failure occurs in the second driving unit 150. In this case, the first electronic control unit 120 controls the normal first driving unit 140 to supply hydraulic pressure to all the wheel brakes FL, FR, RL and RR to form the braking force S340.

In contrast, in the process of S330, when the first driving unit 140 is determined to be abnormal, that is, when the first driving unit 140 is determined to be failed, the second electronic control unit 120 determines whether the second driving unit 150 is normal S350.

In the process of S350, when it is determined that the second driving unit 150 is normal, it means that a malfunction occurs in the first driving unit 140. In this case, the second electronic control unit 130 controls the second drive unit 150 to supply hydraulic pressure to all the wheel brakes FL, FR, RL and RR to form the braking force S360.

In contrast, in the process of S350, when it is determined that the second drive unit 150 is abnormal, that is, when it is determined that both the first drive unit 140 and the second drive unit 150 are failed, the electronic control unit cannot perform the hydraulic control. In this case, the electronic control unit controls the regenerative brake unit 170 to perform regenerative braking, and controls the electric parking brake 180 to generate braking force. For example, the front wheels are regeneratively braked, and the rear wheels are braked by the electric parking brake 180 at S370.

The flowchart of fig. 3 is one of the embodiments of the present disclosure, and the electronic control unit of the present disclosure may further include other flowcharts in order to determine whether the first driving unit and the second driving unit have a fault, for example, a case of first determining whether the second driving unit has a fault.

Fig. 4 is a flowchart for explaining the process S230 of fig. 2 in detail.

Referring to fig. 4, the electronic control unit determines whether the first driving unit 140 and the second driving unit 150 are normal S410. The electronic control unit is, for example, the first electronic control unit 120 or the second electronic control unit 130. In the process of S410, when it is determined that both the first driving unit 140 and the second driving unit 150 are normal, the first electronic control unit 120 controls the first driving unit 140 to supply hydraulic pressure to the first hydraulic stabilizer 162 to maintain the balance of the vehicle, and the second electronic control unit 130 controls the second driving unit 150 to supply hydraulic pressure to the second hydraulic stabilizer 164 to maintain the balance of the vehicle S420. For example, the first hydraulic stabilizer 162 maintains the balance of the front wheels, and the second hydraulic stabilizer 164 maintains the balance of the rear wheels.

In contrast, when it is determined that there is an abnormal driving unit among the first and second driving units 140 and 150 in the process of S410, the electronic control unit determines whether the first driving unit 140 is normal S430.

In the process of S430, when it is determined that the first driving unit 140 is normal, it means that a malfunction occurs in the second driving unit 150. At this time, the first electronic control unit 120 controls the normal first driving unit 140 to supply hydraulic pressure to the first hydraulic stabilizer 162 to maintain the balance of the vehicle S440. The first hydraulic stabilizer 162 maintains the balance of the vehicle by balancing either the front wheels or the rear wheels.

In the process of S430, when it is determined that the first driving unit 140 is abnormal and it is determined that the first driving unit 140 is out of order, the electronic control unit performs a process S450 of determining whether the second driving unit 150 is normal.

In the process of S450, when it is determined that the second driving unit 150 is normal, it means that a failure occurs in the first driving unit 140. At this time, the second electronic control unit 130 controls the normal second driving unit 150 to supply the hydraulic pressure to the second hydraulic stabilizer 164 to maintain the balance of the vehicle S460. The second hydrostatic stabilizer 164 maintains the balance of the vehicle by balancing either the front wheels or the rear wheels.

In contrast, in S450, when it is determined that the second drive unit 150 is abnormal, that is, it is determined that both the first drive unit 140 and the second drive unit 150 are malfunctioning, the electronic control unit does not control the first hydraulic stabilizer 162 and the second hydraulic stabilizer 164S 470.

Fig. 5 is a flowchart for explaining the process S240 of fig. 2 in detail.

Referring to fig. 5, the electronic control unit determines whether emergency braking is required S510. The electronic control unit uses the driving information to judge whether emergency braking is needed. The electronic control unit is, for example, the first electronic control unit 120 or the second electronic control unit 130. For example, when the amount of depression is abruptly increased and the acceleration sensor is abruptly increased, the electronic control unit determines that emergency braking is required.

If the electronic control unit determines that emergency braking of the vehicle is required, the electronic control unit controls the first and second driving units 140 and 150 to supply hydraulic pressure to the wheel brakes to form braking force. The electronic control unit controls the first and second driving units 140 and 150 to supply hydraulic pressure to the first and second hydraulic stabilizers 162 and 164 to maintain the balance of the vehicle if a sufficient braking force is formed S520.

Conversely, if the electronic control unit determines that emergency braking is not required for the vehicle, the electronic control unit determines whether the vehicle requires an emergency turn S530. The electronic control unit judges whether emergency turning is needed or not by using the running information. For example, when the roll moment is abruptly increased, the electronic control unit determines that an urgent turn is required.

If the electronic control unit determines that the vehicle needs an emergency turn, the electronic control unit controls the first and second driving units 140 and 150 to supply hydraulic pressure to the first and second hydraulic stabilizers 162 and 164 to maintain the balance of the vehicle, and controls the regenerative braking unit 170 to form a regenerative braking force. The electronic control unit controls the first and second driving units 140 and 150 to supply the hydraulic pressure S540 to the wheel brakes FL, FR, RL and RR if the balance of the vehicle body is maintained.

If the electronic control unit determines that the vehicle does not need an urgent turn, the electronic control unit controls the regenerative braking unit 170 to form a regenerative braking force and controls the first and second driving units 140 and 150 to supply hydraulic pressure to the first and second hydraulic stabilizers 162 and 164 to maintain the balance of the vehicle body S550.

Fig. 6 is a view showing a pedal separation type brake apparatus according to an embodiment of the present disclosure.

Referring to fig. 6, fig. 6 is an embodiment including all or a part of the constituent elements of the present disclosure illustrated in fig. 1.

Fig. 7 is a view showing a pedal-integrated brake apparatus according to an embodiment of the present disclosure.

Referring to FIG. 7, an embodiment of the present disclosure adds a spare master cylinder 710 and a plurality of valves 720, 730, 740, and 750 to the embodiment referred to in FIG. 6.

When the first driving unit 140 or the second driving unit 150 is normal, the first valve 720 is opened, and a pedal simulator (pedal simulator) provides a reaction force feeling to enable a driver to feel a pedal pressure as in a general hydraulic brake device. That is, when the first drive unit 140 or the second drive unit 150 is normal, the backup master cylinder 710 functions as a pedal simulator that provides a reaction force feeling to the driver.

In contrast, when both the first and second driving units 140 and 150 fail, the second and third valves 730 and 740 are opened and the fourth valve 750 is closed. Thus, the backup master cylinder 710 forms braking force by supplying hydraulic pressure to the plurality of wheel brakes FL, FR, RL, and RR. That is, when both the first and second driving units 140 and 150 fail, the backup master cylinder 710 functions to brake the vehicle together with the regenerative brake unit 170 and the electric parking brake 180.

The above description is merely for illustrating the technical idea of the present embodiment, and various modifications and variations can be made by those skilled in the art to which the present embodiment belongs within a range not exceeding the essential features of the present embodiment. Therefore, the present embodiment is not intended to limit the technical idea of the present embodiment, but to explain it, and the scope of the technical idea of the present embodiment is not limited to the above-described embodiments. The scope of the present embodiment should be construed in accordance with the accompanying claims, and all technical ideas within the scope and range of equivalents thereof are considered to belong to the scope of the present embodiment.