Abstract: A control unit comprises a first power source line connecting a vehicle power source and a motor, a second power source line connecting the vehicle power source and a plurality of electromagnetic valves, a solenoid relay arranged in a second power source line, a link line connecting a portion of the second power source line, which extends between the solenoid relay and the plurality of electromagnetic valves, to the first power source line, and a link relay arranged in the link line.

Abstract: A vehicle brake device includes a stroke simulator, a stroke sensor, and a brake start determination unit. The stroke simulator includes a cylinder, a piston, an orifice, and a pressure sensor. The cylinder defines a liquid pressure chamber to which a brake liquid is supplied via a fluid path. The piston slides in the cylinder by the brake liquid supplied to the liquid pressure chamber. The orifice is formed in the fluid path. The pressure sensor detects a reaction pressure. The stroke sensor is configured to detect the stroke. The brake start determination unit determines an operation of the brake operation member has been started in a case where the reaction pressure detected by the pressure sensor becomes equal to or greater than a first threshold value and the stroke detected by the stroke sensor becomes equal to or greater than a second threshold value.

Abstract: A method for driving a parking brake of a vehicle (V) wherein: for a setpoint between 0 and C1, the control pressure (200) is zero, and the supplementary pressure (100) is non—zero constant; for a setpoint between C1 and C3, the control pressure is proportional to the setpoint, for a setpoint between C2 and Cmax, the supplementary pressure is zero; said values being such that 0<C1<C2<Cmax, and 0<C1<C3<Cmax.

Abstract: A hydraulic motor vehicle braking system includes a first sensor device, a first functional unit, a second functional unit and a switching device. The first functional unit comprises at least one first electrical brake pressure generator, by means of which a brake pressure can be generated on respective wheel brakes, and a first control system which is designed to control the at least one first electrical brake pressure generator on the basis of a sensor signal of the sensor device. The second functional unit comprises at least one second electrical brake pressure generator, by means of which a brake pressure can be respectively generated on a subset of the wheel brakes, and a second control system which is designed to control the at least one second electrical brake pressure generator on the basis of the sensor signal in the event of a failure of the first functional unit.

Abstract: A method for operating a hydraulic motor vehicle brake system, in the event of a malfunction of the second functional unit includes the steps of generating a hydraulic pressure by means of the first hydraulic pressure generator and controlling at least one of the first valve assembly and the second valve assembly in such a way that a lower hydraulic pressure is established at the rear wheel brakes than at the front wheel brakes. The vehicle brake system includes a first functional unit, a second functional unit, and a control system. The first functional unit includes at least one first hydraulic pressure generator, a first valve assembly, and a second valve assembly, which is arranged between the first hydraulic pressure generator and the rear wheel brakes. The second functional unit includes at least one second, electric hydraulic pressure and a third valve assembly.

Abstract: An electrically actuatable operating unit (106) for a motor vehicle brake comprises a housing body (122) which is arranged so as to be displaceable in a braking direction for operation of the motor vehicle brake, a recess (150) formed in the housing body (122), wherein the recess (150) is delimited at one longitudinal end by a contact shoulder (172), a through-opening (158) delimited by the contact shoulder (172), an operating member (124) which is arranged in the recess (150) so as to be displaceable for operation of the motor vehicle brake and projects through the through-opening (158) of the contact shoulder (172), wherein the operating member (124) can be arranged in a force-transmitting manner between a brake pedal and the motor vehicle brake (400).

Abstract: A braking system for a vehicle including front and rear wheels having wheel brakes includes a fluid displacement mechanism for supplying brake fluid to at least one of the wheel brakes. The fluid displacement mechanism includes a piston having a first position prior to braking and a second position for applying braking. A fluid accumulator is in fluid communication with the fluid displacement mechanism and stores brake fluid. A valve is in fluid communication with the fluid displacement mechanism and the accumulator and is configured to be closed while the piston moves from the second position towards the first position to prevent depletion of the accumulator.

Abstract: The present disclosure comprises a reservoir cutoff valve provided on a pipe and configured to be opened in a non-energization state; a simulator cutoff valve provided on a pipe and configured to be closed in a non-energization state; an operation determination circuit configured to determine whether the brake operation member is in an operation execution state in which the brake operation member is being operated is; and a current control circuit that, when the operation determination circuit determines that the brake operation member is not in an operation execution state, supplies a first current to the reservoir cutoff valve, and when the operation determination circuit determines that the brake operation member is in an operation execution state, supplies a second current greater than the first current to the reservoir cutoff valve.

Abstract: The invention relates to a braking mechanism (10) for an electric drive motor (1), in particular a drive motor (2) comprising an armature shaft (5) that protrudes from a motor housing (2); the braking mechanism (10) comprises at least one braking element (17) and an energy store, the energy store permanently applying a braking power to a frictional surface of the braking element. The braking mechanism (10) is characterized in that the energy store and the braking element (17) are made of the same material as a single piece.

Abstract: A control apparatus for controlling a brake system for a vehicle, including: an actuable control valve for loading at least one brake device of the brake system with a brake pressure; a pressure container connector for connecting the control apparatus to a pressure container to provide a supply pressure; and a pressure limiting valve which is arranged or can be arranged between the control valve and the pressure container connector to limit the supply pressure to the brake pressure. Also described are a related brake system, a method for operating, a method for loading, a control unit, and a computer readable medium.

Abstract: A brake control device applied to a vehicle including a regenerative generator connected to a front wheel has an electric pump, and first and second pressure adjustment valves. The first pressure adjustment valve is provided in a brake fluid reflux path including the electric pump, adjusts the brake fluid to a first hydraulic pressure, and adjusts a rear wheel hydraulic pressure in a rear wheel cylinder to the first hydraulic pressure. The second pressure adjustment valve is provided in the reflux path, reduces the first hydraulic pressure to a second hydraulic pressure, and adjusts front wheel hydraulic pressure in a front wheel cylinder to the second hydraulic pressure. A front wheel flow rate to increase the front wheel hydraulic pressure is calculated using a brake operation member operation amount and a regeneration amount of the regenerative generator. The first pressure adjustment valve is controlled using the front wheel flow rate.

Abstract: A speed reduction power unit system includes a main power unit operably connected to a vehicle battery and operably connected to a vehicle transmission via a driveshaft. The main power unit includes a primary motor adapted to convert kinetic energy from the transmission to stored electrical potential energy for recharging the vehicle battery. Secondary power units are operably connected to each wheel. Each secondary power unit includes a secondary motor adapted to convert energy to electrical potential energy. The secondary power unit engages to slow the vehicle and generate electrical energy when the vehicle brake is activated. Each secondary power unit is operably connected to the vehicle battery, such that each secondary unit can recharge the vehicle battery. The secondary power units can include internal batteries and may be removable and independently recharged, then reconnected to the system as needed to provide electrical energy to the primary vehicle battery.

Abstract: An electric brake device is disclosed. The electric brake device includes a reservoir configured to store brake oil; a reaction force cylinder fluidically communicating with the reservoir and configured to change a pedal effort and a pressure of the brake oil in operative connection with a movement of a pedal; a wheel brake mechanism configured to restrain rotation of wheels of a vehicle in connection with the operation of the reaction force cylinder; and a pedal effort adjustment stopper configured to adjust a change in magnitude of the pedal effort according to the movement of the pedal, the pedal effort adjustment stopper comprising a coupling body mounted on at least one side of the reaction force cylinder and one or more pedal effort adjusters connected to the coupling body and movable in a longitudinal direction of the reaction force cylinder.

Abstract: A brake control apparatus for construction machinery, includes first and second brake lines through which a brake oil is supplied to a front brake device and a rear brake device of the construction machinery, first and second proportional flow control valves installed respectively in the first and second brake lines to control a flow rate of the brake oil in proportion to inputted first and second brake control signals, a sensing portion configured to detect work and travel information of the construction machinery, and a controller configured to output the first and second brake control signals in response to a brake manipulation signal of a driver, and configured to control independently the first and second proportional flow control valves based on the work and travel information of the construction machinery detected by the sensing portion.

Abstract: A method of testing a braking system for an automotive vehicle that includes a master cylinder, a brake booster, a plurality of brake assemblies, a plurality of inlet valves, each inlet valve adapted to selectively allow brake fluid to flow into one of the plurality of brake assemblies and a plurality of outlet valves, each outlet valve adapted to selectively allow brake fluid to flow from one of the brake assemblies to a brake fluid reservoir, the method includes testing a first one of the plurality of inlet valves, testing a first one of the plurality of outlet valves, and sending diagnostic information to a controller within the automotive vehicle.

Abstract: A cuboidal hydraulic block of a hydraulic power unit of a hydraulic power vehicle braking system for use in a left-hand drive vehicle or a right-hand drive vehicle to be attachable, rotatably by 180° about a horizontal axis, at a splashboard of a motor vehicle. An electric motor of a power brake pressure generator is thus selectively situated on a right or a left side of the hydraulic block.

Abstract: A method for operating a brake system. A brake request signal is generated, and a setpoint brake pressure required in an active circuit is ascertained. An actual brake pressure is set according to the setpoint brake pressure. A wheel brake actuated by the active circuit is hydraulically decoupled from the pressure generation device by closing an isolation valve, which is situated between the pressure generation device and the wheel brake, the isolation valve is preloaded to a closed state counter to an inflow direction of a volume flow into a brake-side section between the isolation valve and the wheel brake. A hydraulic recoupling of the wheel brake takes place by opening the isolation valve in that the actual brake pressure is set according to the setpoint brake pressure and an opening force is simultaneously applied to the isolation valve such that a compensation of a closing force takes place.

Abstract: A brake system for a motor vehicle comprises a normally closed circuit separation valve such that the system is configured to operate in 1) in a by-wire mode when the circuit separation valve is open, such that pressure only from a pressure chamber of a linear actuator is delivered to both first and second pairs of wheel brakes, and 2) in a circuit separation mode with the circuit separation valve in the normally closed position, such that pressure from a tandem master cylinder is delivered only to the first pair of wheel brakes, and such that pressure from the pressure chamber of the linear actuator is concurrently delivered only to the second pair of wheel brakes. The system can provide braking pressure even in the event of a by-wire braking module leak that causes inoperability of an ECU.

Abstract: A hydraulic control valve for an ATV or motorcycle takes hydraulic input from a hand brake lever as an input to a first cavity of the control valve with a movable piston therein, and from a foot brake lever as an input to a second cavity of the control valve with a movable piston therein, with the two pistons being linked. A bypass channel extends around the piston in the first cavity, which is closed off when the first piston moves longitudinally. The output of the first cavity hydraulically controls braking of the front wheel(s). The foot brake lever also pressurizes a direct line to brake the rear wheel(s) that doesn't go through the control valve.

Abstract: An electronic control system of emergency and service braking comprises an emergency brake module and a service brake module, each module including an independent and segregated electronic architecture. The service brake module receives a deceleration/service braking demand signal and generates a service braking pressure signal. The emergency brake module connected to the service brake module to receive the service braking pressure signal, receives a signal indicative of an emergency braking demand, generates a respective intermediate braking pressure signal indicating an emergency braking, generates a signal corresponding to the higher value between the service braking pressure signal and the intermediate braking pressure signal indicative of an emergency braking, which is converted to braking pressure.