A method is provided for controlling a driving dynamics control unit for influencing the braking of wheels of a motor vehicle. The driving dynamics control device having a pump, which includes at least two pump elements for the supply of brake fluid, and an electric motor, which includes a rotor and a stator for driving the pump elements. The method includes the following steps: detecting the position of the rotor relative to the stator, and adjusting an ideal position of the rotor relative to the stator, the sum of the torques for moving the pump elements lying below a predefined torque limit value, in particular being minimal, in the ideal position.

The present disclosure relates to a system for building pressure within a secondary braking system (SBS) of a vehicle having a plurality of brakes. The system may comprise a reservoir and a primary braking system (PBS) including a master cylinder including a primary circuit portion, a plurality of valve subsystems, a primary path connecting the master cylinder to the plurality of valve subsystems, and at least one valve disposed along the primary path between the master cylinder and the plurality of valve subsystems. The PBS also includes a secondary path connecting the reservoir to at least one valve subsystem of the plurality of valve subsystems, and no valves are disposed within the secondary path. The SBS is connected to the at least one valve subsystem.

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 brake system may include an actuation device, in particular a brake pedal, a first piston-cylinder unit with two pistons, in particular an auxiliary piston and a second piston, in order to supply a pressure medium to brake circuits via a valve device. One of the pistons, in particular the auxiliary piston, can be actuated by means of the actuation device. The brake system may further include a second piston-cylinder unit with an electric motor-powered drive, a transmission, and at least one piston to supply a pressure medium to at least one of the brake circuits via a valve device and a motor-pump unit with a valve device to supply a pressure medium to the brake circuits. According to one aspect, a hydraulic travel simulator is connected to a pressure or working chamber of the first piston-cylinder unit.

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.

An integrated solenoid valve and a brake system using the same are disclosed. The integrated solenoid valve includes an armature, an elastic member, a magnet core, an orifice unit, a filter member, a lip seal, a bidirectional passage, and a unidirectional passage. The armature is disposed in a sleeve, moves upward and downward in an axial direction, and opens or closes an orifice of a seat disposed at a lower side thereof. The elastic member provides elastic force to the armature in a closing direction of the orifice. The magnet core provides drive force to the armature in a direction opposite to that of the elastic member. The orifice unit is coupled to a lower side of the seat, and includes not only a hollow hole communicating with the orifice of the seat but also a passage hole. The filter member prevents inflow of foreign materials. The lip seal is inserted between the orifice unit and the filter member, and includes an inclined protrusion. The bidirectional passage is opened or closed by the armature moving up and down. The unidirectional passage is formed to pass through the passage hole and an outer surface of the inclined protrusion.

A braking force control apparatus is provided which has an upstream braking actuator for generating an upstream pressure common to four wheels, a downstream braking actuator individually controlling braking pressure supplied to braking force generating devices of the wheels using the upstream pressure, and a control unit. When the downstream braking actuator is abnormal and the upstream pressure can be supplied to the braking force generating devices, but a braking pressure of any one of the wheels cannot be normally controlled, the control unit selects a control mode on the pressure increasing side out of the front wheel control modes, selects a control mode on the pressure increasing side out of the rear wheel control modes, selects a control mode on the pressure decreasing side out of the two selected control modes as a prescribed control mode, and controls the upstream pressure in the prescribed control mode.

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 solenoid valve for a brake system to control a flow rate of a flow path connecting a first port with a second port includes: an armature disposed inside a sleeve and configured to vertically move in an axial direction together with a plunger to open or close an orifice of a seat; an elastic member providing an elastic force to the armature; a magnetic core configured to accommodate the seat therein and provide a driving force in a direction opposite to the elastic member; an outer filter coupled to a lower side of the seat; an inlet filter coupled to a lower side of the outlet filter; and a lip seal interposed between the outlet filter and the inlet filter and including an inclined protrusion to allow a unidirectional flow of a fluid, wherein the solenoid valve has a flow path opened or closed by vertical movement of the armature and a unidirectional flow path via the lip seal.

A damping device, for example for damping pressure pulses in a brake circuit of a slip-controllable hydraulic vehicle brake system, includes a damper chamber with a pressure medium volumetric capacity, which can be varied in a pressure-dependent manner, and a flow resistor connected downstream thereof. Disadvantageously, the pressure medium volumetric capacity of the damping device is not available for the brake pressure build-up when the brake pressure is generated by the driver, and the pedal travel on a brake master cylinder of a vehicle brake system is therefore lengthened. A mechanism limits the pressure medium volumetric capacity of the damping device in the case of a passive braking operation. In the case of partially active or fully active braking operations, in contrast, the mechanism has no effect and the full scope of the pressure medium volumetric capacity of the damping device is available for damping pressure pulses.