A braking system for vehicles may have a first brake group, a second brake group and a third brake group. A first and a second control unit may be provided for the brake groups. The first control unit may be connected to the first brake group by a piloting device for an actuator of the first brake group. The second control unit may be connected to the second brake group by a piloting device actuator of the second brake group. The second control unit may be connected to the third brake group by a piloting device for an actuator of the third brake group. The first control unit may be connected to a first power source, and the second control unit may be connected to a second power source. Each control unit may be programmed to implement a standard braking strategy and a fault braking strategy.

The present invention relates to a brake or steering system including an actuator (6, 7), and an electromotor arrangement (10) comprising a rotatably mounted shaft (12) for driving the actuator (6, 7), a first pair of brushes (14), a second pair of brushes (16), a commutator assembly (21, 22, 24) arranged on the shaft, the commutator assembly being in contact with the first pair of brushes (14) and the second pair of brushes (16), a coil assembly (30) electrically connected to the commutator (21, 22, 24) assembly, and at least one permanent magnet cooperating with the coil assembly (30) to provide a rotational movement of the shaft (12) when the coil assembly (30) is energized.

The present invention relates to a brake or steering system including an actuator (6, 7), and an electromotor arrangement (10) comprising a rotatably mounted shaft (12) for driving the actuator (6, 7), a first pair of brushes (14), a second pair of brushes (16), a commutator assembly (21, 22, 24) arranged on the shaft, the commutator assembly being in contact with the first pair of brushes (14) and the second pair of brushes (16), a coil assembly (30) electrically connected to the commutator (21, 22, 24) assembly, and at least one permanent magnet cooperating with the coil assembly (30) to provide a rotational movement of the shaft (12) when the coil assembly (30) is energized.

An electromechanical brake device has a brake caliper and a pressure piston mounted in the brake caliper such that it can move in a clamping direction, wherein the brake device has an electromechanical clamping device, wherein the clamping device is supported, on one side, on the pressure piston and is designed to apply to the pressure piston a force acting in the clamping direction. It is provided that the brake device has at least one hydraulically sealed, fluid-filled cavity, wherein the clamping device is supported, on the other side, indirectly on the brake caliper via the fluid-filled cavity, and wherein a pressure sensor is hydraulically connected to the fluid-filled cavity and is designed to calculate the fluid pressure inside the fluid-filled cavity.

An electro-hydraulic brake assembly comprises a hydraulic control unit (HCU) body having a top surface and a bottom surface opposite the top surface and defining a master cylinder bore and a pressure supply bore. A fluid reservoir is disposed on the top surface. A primary piston is slidably disposed in the master cylinder bore and configured to supply brake fluid to a wheel brake in response to pressing of a brake pedal. A pressure supply unit includes: a pressure supply piston disposed within the pressure supply bore; a motor located on the bottom surface of the HCU body and having a motor shaft. An actuator mechanism includes a threaded shaft configured to be rotated by the motor shaft, and a nut coupled to the pressure supply piston, together causing the pressure supply piston to translate linearly through the pressure supply bore in response to rotation of the motor shaft.

An electromechanical brake and an operating method thereof are disclosed. According to an aspect of the present disclosure, there may be provided an electromechanical brake including: a piston which is provided to be capable of advancing and retreating to press a pad plate; a power conversion unit including a spindle which rotates by receiving a driving force from an actuator, and a nut which is connected to the spindle and advances or retreats by rotation of the spindle in a first direction or a second direction; and a positioning portion which is screwed with a thread formed inside the piston, receives a rotational force from a drive motor, linearly moves according to rotational movement, and adjusts a relative position of the piston with respect to the power conversion unit, wherein the positioning portion includes a first screw provided on an outer surface of one side of the nut and having, on an outer peripheral surface, a first thread that meshes with the thread, a second screw provided on an outer side surface of the other side of the nut and having, on an outer peripheral surface, a second thread that meshes with the thread, a first gear provided to rotate together with the second screw by receiving the rotational force from the drive motor, and an interlocking member provided between the first screw and the second screws to interlock and linearly move the first and second screws by the rotation of either the first screw or the second screw and adjust a relative position with the piston.

An electromechanical brake and an operating method thereof are disclosed. According to an aspect of the present disclosure, there may be provided an electromechanical brake including: a piston which is provided to be capable of advancing and retreating to press a pad plate; a power conversion unit including a spindle which rotates by receiving a driving force from an actuator, and a nut which is connected to the spindle and advances or retreats by rotation of the spindle in a first direction or a second direction; and a positioning portion which is screwed with a thread formed inside the piston, receives a rotational force from a drive motor, linearly moves according to rotational movement, and adjusts a relative position of the piston with respect to the power conversion unit, wherein the positioning portion includes a first screw provided on an outer surface of one side of the nut and having, on an outer peripheral surface, a first thread that meshes with the thread, a second screw provided on an outer side surface of the other side of the nut and having, on an outer peripheral surface, a second thread that meshes with the thread, a first gear provided to rotate together with the second screw by receiving the rotational force from the drive motor, and an interlocking member provided between the first screw and the second screws to interlock and linearly move the first and second screws by the rotation of either the first screw or the second screw and adjust a relative position with the piston.

An electronic booster includes an electric motor configured to thrust a piston in a master cylinder, a stroke detection device configured to detect a movement amount of an input member connected to a brake pedal, a rotational angle detection portion configured to detect a rotational angle of a rotational shaft of the electric motor, a control device configured to control driving of the electric motor, and a casing containing a wiring electrically connecting the electric motor and the control device to each other. The stroke detection device includes a first magnet configured to move together with the input member and a first magnetism detection element configured to detect magnetism from the first magnet. The rotational angle detection portion includes a second magnet configured to move together with the rotational shaft of the electric motor and a second magnetism detection element configured to detect magnetism from the second magnet.

An automobile architecture includes a composite cable, a main electronic control unit, a subsidiary electronic control unit, a motor sensor, and a wheel velocity sensor. In the architecture, the composite cable connects the main electronic control unit and the subsidiary electronic control unit, and the motor sensor and the wheel velocity sensor are connected to the subsidiary electronic control unit.

An automobile architecture includes a composite cable, a main electronic control unit, a subsidiary electronic control unit, a motor sensor, and a wheel velocity sensor. In the architecture, the composite cable connects the main electronic control unit and the subsidiary electronic control unit, and the motor sensor and the wheel velocity sensor are connected to the subsidiary electronic control unit.