Abstract: An electromechanical brake is configured to detect a change in motor characteristics through a parking mechanism added to an existing electromechanical brake. Particularly, the electromechanical brake controls braking force by predicting a change in motor characteristics even in the event of a breakdown of a force sensor or even in a case in which no force sensor is utilized.

Abstract: An electromechanical brake device and a method of controlling the same provide the electromechanical brake device capable of estimating motor characteristics, and the method capable of controlling the electromechanical brake device by estimating motor characteristics. The electromechanical brake device includes a reaction force generating mechanism which is installed between a piston and one side of a caliper housing, generates reaction force applied against straight moving force of the piston, which moves backward in an axial direction, in a direction in which a braking operation is released, and applies reaction force to the piston; a sensor which detects a motor operating state; and a controller which estimates a motor torque constant that represents a correlation between motor electric current and motor rotational torque, based on motor operating state information detected by the sensor when an operation of the motor is controlled.

Abstract: A secondary brake for commercial vehicles using Magnetorheological (MR) fluid may include a rotor coupled to a transmission output shaft to be rotated together, a stator configured to be disposed between the rotor and a body of a transmission and having a cavity into which the MR fluid is filled and a portion of the rotor is received, and a stator coil provided in a portion of the stator and applying a magnetic field to the MR fluid so that braking torque is generated due to a shear resistance characteristic of the MR fluid.

Abstract: An electromechanical brake is capable of quickly releasing braking force and improving braking performance of a vehicle even when a power source breaks down. The electromechanical brake includes a drive unit including: a nut member which is coupled to a piston and moves in an axial direction to allow the piston to move forward and backward; a spindle which is thread-coupled to the nut member and rotates to move the nut member in the axial direction; an electric motor which provides power for rotating the spindle; a friction member which rotates together with the spindle; and an elastic member which stores elastic energy by being deformed when the friction member rotates during the braking operation, and provides elastic restoring force as backward torque to the spindle through the friction member when the braking operation is released.

Abstract: A method for controlling braking of a regenerative braking co-operative control system for a vehicle may include detecting, by a controller, whether a brake pedal is manipulated, determining, by the controller, a driver demand braking force, a wheel deceleration, and wheel slip when the brake pedal is manipulated, comparing, by the controller, the determined wheel deceleration value and the wheel slip value with a predetermined threshold deceleration value and a predetermined first threshold slip value, respectively, and determining, by the controller, a maximum road frictional force when the wheel deceleration value is larger than the threshold deceleration value and the wheel slip value is larger than the first threshold slip value and determining a regenerative braking force of driving wheels in accordance with the determined maximum road frictional force.

Abstract: A secondary brake for commercial vehicles using Magnetorheological (MR) fluid may include a rotor coupled to a transmission output shaft to be rotated together, a stator configured to be disposed between the rotor and a body of a transmission and having a cavity into which the MR fluid is filled and a portion of the rotor is received, and a stator coil provided in a portion of the stator and applying a magnetic field to the MR fluid so that braking torque is generated due to a shear resistance characteristic of the MR fluid.

Abstract: An actuator-driven brake having a multi-pad, may include a torque member, a spindle that may be operated by a driving force from an actuator, a disc pressing assembly that may be pivotally coupled to the torque member and includes an outside lever and an inside lever, wherein each one end of the outside lever and the inside lever may be connected to the spindle and wherein the outside lever and the inside lever simultaneously press both sides of a brake disc by coming closer to each other when the spindle rotates, and a brake pad assembly that includes an outside pad attached to an inner side of the outside lever and an inside pad attached to an inner side of the inside lever.

Abstract: A failure diagnosis method for a brake system of a vehicle determines whether the failure occurs in a regenerative braking device, a front-wheel friction braking device or a rear-wheel friction braking device. The method may include comparing a driver's required acceleration/deceleration with a current acceleration/deceleration of the vehicle, determining that a failure has occurred in the brake system of the vehicle when the driver's required acceleration/deceleration is different from the current acceleration/deceleration of the vehicle and comparing a driver's required braking torque with a regenerative braking maximum torque, and determining that the failure does not occur in the brake system of the vehicle when the driver's required acceleration/deceleration is substantially equal to the current acceleration/deceleration of the vehicle.

Abstract: A system and method for controlling an exhaust brake of a vehicle may measure rotation speed (RPM) of an engine, transmit the rotation speed of the engine to a control unit, determine an opening of a valve which opens/closes an exhaust pipe of the engine in the control unit based on the rotation speed of the engine to maintain the back pressure of exhaust gas generated by the exhaust brake to be constant, and control the valve according to the valve opening determined by the control unit.

Abstract: An actuator-driven brake having a multi-pad, may include a torque member, a spindle that may be operated by a driving force from an actuator, a disc pressing assembly that may be pivotally coupled to the torque member and includes an outside lever and an inside lever, wherein each one end of the outside lever and the inside lever may be connected to the spindle and wherein the outside lever and the inside lever simultaneously press both sides of a brake disc by coming closer to each other when the spindle rotates, and a brake pad assembly that includes an outside pad attached to an inner side of the outside lever and an inside pad attached to an inner side of the inside lever.

Abstract: A failure diagnosis method for a brake system of a vehicle determines whether the failure occurs in a regenerative braking device, a front-wheel friction braking device or a rear-wheel friction braking device. The method may include comparing a driver's required acceleration/deceleration with a current acceleration/deceleration of the vehicle, determining that a failure has occurred in the brake system of the vehicle when the driver's required acceleration/deceleration is different from the current acceleration/deceleration of the vehicle and comparing a driver's required braking torque with a regenerative braking maximum torque, and determining that the failure does not occur in the brake system of the vehicle when the driver's required acceleration/deceleration is substantially equal to the current acceleration/deceleration of the vehicle.

Abstract: A method for controlling braking of a vehicle calculates a driver request braking deceleration and a current frictional coefficient of a road surface to obtain a vehicle deceleration corresponding to the coefficient of the road surface. A maximum deceleration at which a wheel lock does not occur upon braking only by a driving wheel is calculated when the driver deceleration is equal to or smaller than the coefficient by comparing the driver deceleration and the vehicle deceleration. A braking force is determined by distributing a regenerative braking force of the driving wheel and a frictional braking force of a driven wheel according to the coefficient when the maximum deceleration is smaller than the driver deceleration by comparing the maximum deceleration and the driver deceleration. A driving motor and a frictional braking device are controlled to generate the determined regenerative braking force and frictional braking force.

Abstract: A method for controlling braking of a vehicle calculates a driver request braking deceleration and a current frictional coefficient of a road surface to obtain a vehicle deceleration corresponding to the coefficient of the road surface. A maximum deceleration at which a wheel lock, does not occur upon braking only by a driving wheel is calculated When the driver deceleration is equal to or smaller than the coefficient by comparing the driver deceleration and the vehicle deceleration. A braking force is determined by distributing a regenerative braking force of the driving wheel and a frictional braking force of a driven wheel according to the coefficient when the maximum deceleration is smaller than the driver deceleration by comparing the maximum deceleration and the driver deceleration. A driving motor and a frictional braking device are controlled to generate the determined regenerative braking force and frictional braking force.

Abstract: A system and method for controlling an exhaust brake of a vehicle may measure rotation speed (RPM) of an engine, transmit the rotation speed of the engine to a control unit, determine an opening of a valve which opens/closes an exhaust pipe of the engine in the control unit based on the rotation speed of the engine to maintain the back pressure of exhaust gas generated by the exhaust brake to be constant, and control the valve according to the valve opening determined by the control unit.

Abstract: An integrated type engine brake for a diesel engine includes: a cam cap; a valve integral with the cam cap, the valve including an oil inlet and an oil outlet; and a rocker shaft with a brake oil passage in fluid communication with the oil inlet and the oil outlet. The cam cap also has a brake oil passage in fluid communication with the oil inlet and the oil outlet. The brake oil passages of the cam cap and the rocker shaft are in direct fluid communication with one another.