A transmission assembly for a brake booster of a vehicle is disclosed. The transmission assembly comprises a rack module having a base section and at least one tooth row section; and at least one transmission arrangement for transmitting a moment, such as a torque. The at least one transmission arrangement is in engagement with the at least one tooth row section of the rack module and has a shaft, a screw wheel carried by the shaft and a cylindrical wheel. The at least one transmission arrangement has at least one relief element, which is arranged effectively in a load path of the at least one transmission arrangement, and brake booster for a vehicle that comprises an electric motor, a push rod and a transmission assembly, which acts between the electric motor and the push rod.

An assembly for a brake booster, for example, an electromechanical brake booster, comprises a motor output shaft of an electric motor, a transmission input shaft of a transmission which can be coupled to the electric motor, and a coupling element for power-transmitting coupling of the motor output shaft to the transmission input shaft. The coupling element has internal toothing which can be operatively connected or is operatively connected to the motor output shaft and to the transmission input shaft, as well as a brake booster with an assembly.

An operating device for a vehicle brake system may include a control device and a piston-cylinder unit, at least one chamber of which may be connected to at least one wheel brake via at least one hydraulic line and a valve device that has at least normally open inlet valves or switching valves. The device may further include a pressure source that may be controlled to supply pressure medium to the at least one hydraulic line or to the at least one wheel brake. The control device may control pressure build-up via volume control and/or time control, using inlet valves. The interior or armature chamber of an inlet valve may be connected to a corresponding brake circuit via a hydraulic line, and a valve seat outlet may be connected to a corresponding wheel brake via a hydraulic line.

A brake system for a vehicle is disclosed herein, which is constructed for selective pressurisation and pressure relief of at least two pressure connections for brake actuators. The brake system comprises an electrofluidic pressure generation unit, a main cylinder unit and an electrofluidic pressure increase unit, which is fluidly coupled at the input side to the electrofluidic pressure generation unit and/or the main cylinder unit in such a manner that exclusively a volume flow of pressure fluid which is pressurised by the electrofluidic pressure generation unit and/or the main cylinder unit can be acted on with a supplementary pressure by the pressure increase unit. At the output side, the pressure increase unit is connected in fluid terms to one of the pressure connections. In addition, a method for operating such a brake system is set out.

This braking control device feeds by pressure a braking fluid from a master cylinder to a wheel cylinder, to generate a braking force in a wheel. The braking control device is provided with an input rod; an output rod; first and second electric motors; and first and second racks forming a differential mechanism. When the outputs of the first and second electric motors are controlled, the operation power of the input rod and the displacement of the output rod are controlled independently of each other. Here, in the second rack, the movement, in a backward direction, in response to decrease of a master cylinder fluid pressure is limited within a range of a predetermined displacement by means of two stoppers.

A method of detecting brake fade for a vehicle brake system having wheel brakes susceptible to brake fade, includes the steps of: (a) providing a brake system including wheel brakes; and (b) determining the presence of brake fade within the vehicle system utilizing adaptive references maps, and wherein the adaptive reference maps include storing vehicle deceleration data and brake system fluid volume at different pressure points in a histogram.

A diagnostic method to identify a leak in simulator valve in a vehicle brake system includes the steps of: (1) providing a simulator partially filled with a pressure medium and a de-energized simulator valve; (2) energizing a pumping valve, a secondary three-way valve, and a plurality of apply valves; (3) applying and retracting a plunger in a plunger assembly at least two cycles so that a predetermined pressure is achieved; (3) holding a plunger in position within the plunger assembly while maintaining a replenishing check valve in a closed/de-energized position and energizing the simulator valve; (4) obtaining a measured master cylinder secondary pressure decay; (5) comparing the measured master cylinder secondary pressure decay to a predetermined pressure decay value; and (7) identifying a leak in the simulator valve if the measured master cylinder secondary pressure decay does not match the predetermined master cylinder secondary pressure decay.

For operation of a hydraulic power vehicle braking system for autonomous driving, a brake pressure is generated using a second power brake pressure generator if, after a predefined first time span, no brake pressure or insufficient brake pressure has been generated using a first power brake pressure generator. The generation of the brake pressure using the second power brake pressure generator is aborted if, within a second time span, which is longer than the first time span, no error message is present from the first power brake pressure generator.

A braking system with a brake pump are described. The brake pump may have a first and a second delivery circuit fluidically connectable to at least a first and a second braking device. The first delivery circuit may have an indirect stage fluidically connectable to the first braking device and a direct stage intercepted by a first control valve, fluidically connectable alternately to a braking simulator and to the at least one second braking device. The second delivery circuit may be intercepted by the first control valve so as to actuate the second braking device alternately to the direct stage of the first delivery circuit.

A parking brake valve device for controlling a spring accumulator parking brake in an electro-pneumatic brake system includes a compressed air inlet configured to connect to a compressed air supply. The parking brake valve device also includes an electro-pneumatic handbrake (EPH) valve configuration and a parking brake control outlet configured to connect a spring accumulator parking brake, and a trailer control valve (TCV) device configured to control a trailer control outlet and a trailer supply outlet for a trailer brake system. The parking brake valve device further includes a multiplex switching device connected to the compressed air inlet and having electro-pneumatic switching valves configured to be controlled via electrical control signals for selective compressed air supply and venting of the EPH valve configuration and/or the TCV device.