A brake system may include an actuating device, in particular a brake pedal; a first piston-cylinder unit having two pistons subjecting the brake circuits to a pressure medium via a valve device, wherein one of the pistons can be actuated by the actuation device; a second piston-cylinder unit having an electric motor drive, a transmission at least one piston to supply at least one of the brake circuits with a pressure medium via a valve device; and a motor pump unit with a valve device to supply the brake circuits with a pressure medium. The brake system may also include a hydraulic travel simulator with a pressure or working chamber which is connected to the first piston-cylinder unit.

The present disclosure provides a braking method of a vehicle, comprising: a control start determination operation of determining whether traction control system (TCS) control is needed; a required pressure calculation operation of calculating required pressures, which are required for wheel brakes to brake a vehicle, of wheels when it is determined that the TCS control is needed; a control mode determination operation of determining whether the TCS control is performed in a single wheel control mode or multi-wheel control mode; and a hydraulic pressure supply operation of supplying hydraulic pressure to a low-pressure wheel brake through valve control and supplying hydraulic pressure to a high-pressure wheel brake through pressure control in the multi-wheel control mode and supplying hydraulic pressure to any one wheel brake through the valve control in the single wheel control mode in order for the wheel brakes to reach the required pressures.

A brake system may include an actuation device that may actuate a first piston-cylinder unit to apply pressure medium to at least one brake circuit via a valve device, where a piston of the first piston-cylinder unit separate first and second working chambers; a second piston-cylinder unit, having an electromotive drive and a transmission to feed pressure medium to at least one of the brake circuits via a valve device; and a motor-pump unit having a valve device to feed pressure medium to the brake circuits. The motor of the electromotive drive of the second piston-cylinder unit and the motor of the motor-pump unit may be used jointly or independently of one another, under control of a control device. The motor-pump unit is connected via two hydraulic connections, one or both of which may incorporate separating valves, to the first and second working chambers of the first piston-cylinder unit.

A driving assistance apparatus is applied to a vehicle (VC) including a wheel-turning actuator (32) that turns a wheel and a brake actuator (41-44). The driving assistance apparatus is configured to detect, as a slip detection process (S22), slip of the vehicle on a road surface on which the vehicle is traveling. The limitation process (S24, S24a) limits the a braking force of the brake actuator to a smaller magnitude. The limitation process includes a process where the braking force of the brake actuator is limited to the smaller magnitude at least during the period over which the obstacle is being avoided when the wheel-turning actuator of the vehicle turns the wheel in order to avoid an obstacle and when the slip has been detected at the slip detection process.

Typically, mobile equipment with axles has a mechanically fixed or constant split ratio for the braking torque that is applied to each axle. Disclosed embodiments dynamically adjust the braking torque ratio between axles based on real-time parameter values, such as requested braking power and a real-time brake state parameter (e.g., brake temperatures), to more evenly distribute wear or other health imbalances across the brake systems of mobile equipment. Accordingly, disclosed embodiments may extend the longevity of brake systems, reduce the costs of maintenance of mobile equipment, facilitate a more cost-effective brake system that balances health or durability with performance under different operating scenarios, and/or the like.

Typically, mobile equipment with axles has a mechanically fixed or constant split ratio for the braking torque that is applied to each axle. Disclosed embodiments dynamically adjust the braking torque ratio between axles based on real-time parameter values, such as requested braking power and a real-time brake state parameter (e.g., brake temperatures), to more evenly distribute wear or other health imbalances across the brake systems of mobile equipment. Accordingly, disclosed embodiments may extend the longevity of brake systems, reduce the costs of maintenance of mobile equipment, facilitate a more cost-effective brake system that balances health or durability with performance under different operating scenarios, and/or the like.

A brake system includes a sensor module including a motor current sensor and a force sensor, electric mechanical brake units mounted to wheels of a vehicle and including motors, respectively, and a controller configured to control one or more of the electric mechanical brake units, and the controller predicts states one of the motors of the electric mechanical brake units based on current signals of the motors detected by the motor current sensor, when at least one of the predicted states of the motors indicates that at least one of the motors fails, determines a failure level of the failed at least one of the motors based on sensor data obtained from the sensor module, calculates a requested torque of each of the wheels based on the determined failure level of the failed at least one of the motors, and controls a torque of each of the wheels based on the calculated requested torque of each of the wheels.

A brake system includes a sensor module including a motor current sensor and a force sensor, electric mechanical brake units mounted to wheels of a vehicle and including motors, respectively, and a controller configured to control one or more of the electric mechanical brake units, and the controller predicts states one of the motors of the electric mechanical brake units based on current signals of the motors detected by the motor current sensor, when at least one of the predicted states of the motors indicates that at least one of the motors fails, determines a failure level of the failed at least one of the motors based on sensor data obtained from the sensor module, calculates a requested torque of each of the wheels based on the determined failure level of the failed at least one of the motors, and controls a torque of each of the wheels based on the calculated requested torque of each of the wheels.

A brake system may include an actuating device, in particular a brake pedal; a first piston-cylinder unit having two pistons subjecting the brake circuits to a pressure medium via a valve device, wherein one of the pistons can be actuated by the actuation device; a second piston-cylinder unit having an electric motor drive, a transmission at least one piston to supply at least one of the brake circuits with a pressure medium via a valve device; and a motor pump unit with a valve device to supply the brake circuits with a pressure medium. The brake system may also include a hydraulic travel simulator with a pressure or working chamber which is connected to the first piston-cylinder unit.

A method for controlling a maximum permissible pressure gradient of a power brake system of a motor vehicle. The method includes continuously calculating a maximum permissible pressure gradient, starting from a current motor speed gradient and motor speed of an external-force brake pressure generator, taking into account a predefined maximum permissible motor speed and a predefined maximum permissible motor speed gradient. In a next step, the maximum permissible pressure gradient is continuously transmitted to brake pressure demand units, so that, in the case of a braking event, the pressure gradient requested by the brake pressure demand units or resulting from a requested pressure is generally less than or equal to the maximum permissible pressure gradient.