A braking control device comprising: an operation amount acquisition device that obtains an operation amount for a braking operation member; a pressurizing unit that presses a friction member to a rotating member fixed to a wheel using an electric motor; a control that controls output of the electric motor based on the operation amount; a pressing force acquisition device that obtains the actual pressing force of the friction member pressing on the rotating member; and a rotation angle acquisition device that obtains the actual rotation angle of the motor. The control: stores the correlation between the actual pressing force and the actual rotation angle; approximates a function map indicated by a second degree or higher polynominal, based on the correlation; calculates a target rotation angle based on the operation amount and the function map; and controls the electric motor to match actual rotation angle and the target rotation angle.

The present disclosure provides a system and a method for controlling kick-back in an electric booster type brake system capable of reducing a kick-back phenomenon in which a hitting force is transmitted to a brake pedal due to a difference between a high braking hydraulic pressure already generated in a power piston of a second master cylinder by driving a motor and a low braking hydraulic pressure generated in a first master cylinder when a driver steps on a brake pedal, in a fall back situation in which electric power is not smoothly supplied to the motor due to a low voltage of a battery.

The braking system includes a first and a second braking actuators associated with wheels of a respective axle or a respective bogie of a railway vehicle and to which there are connected a first electro-pneumatic control assembly and a second electro-pneumatic control assembly respectively, each comprising a charging solenoid valve and a discharging solenoid valve adapted to cause an increase and a reduction, respectively, of a pneumatic pressure supplied to the corresponding braking actuators, and a control unit arranged to control the electro-pneumatic control assemblies as a function of a target braking pressure, so that the assemblies cause the application of respective pressures to the corresponding braking actuators.

An automotive air pressure spring brake chamber includes a head housing, a bottom housing, an adaptor housing between the head housing and the bottom housing, a piston between the head housing and the adaptor housing, a hollow actuator rod coupled to the piston, and a caging bolt assembly moving through the actuator rod by rotation of a caging bolt and being disposed along the through-hole of the adaptor housing, in which a caging nut is coupled to an end of the caging bolt. The caging bolt assembly includes a caging bolt body having a caging bolt head at an upper end, an indicator coupled in an axial direction through the caging bolt body, a nut stopper coupled to an end of the indicator, the caging nut screw-coupled to an outer circumferential surface of the caging bolt body, and an elastic structure between the indicator and the caging bolt body.

The present disclosure obtains a hydraulic pressure control unit capable of appropriately diagnosing presence or absence of fixation of an electromagnetic valve. In the hydraulic pressure control unit according to the present disclosure, a controller includes: an acquisition section that acquires a current value of a current flowing through a coil of the electromagnetic valve in a hydraulic pressure control mechanism; and a diagnosis section that determines whether the current value has exhibited behavior of being temporarily reduced in a process in which the current value is increased at initiation of applying the current to the coil of the electromagnetic valve, so as to diagnose the presence or the absence of the fixation of the electromagnetic valve.

A hydraulic dual circuit vehicle brake system includes a slip control member and a piston/cylinder unit between pressure sides of two piston pumps for a more homogeneous brake fluid delivery. The piston of the piston/cylinder unit is clamped in elastically between two elastic and annular displacement bodies.

A braking system for vehicles comprising a pilot pump provided with a manual actuation means, the pilot pump being fluidically connected to a hydraulic actuator device in turn operatively connected to a braking device associated with a wheel of said vehicle, wherein the hydraulic actuator device delimits a first and a second actuation chamber fluidically separated by a movable septum along an axial direction X-X, the first actuation chamber containing fluid pressurized by the pilot pump, the second actuation chamber being filled with fluid under pressure and being provided with a delivery duct fluidically connected to said braking device. Advantageously, the hydraulic actuator device comprises a by-pass, offset axially with respect to said delivery duct and fluidically connected with the latter, the movable septum being connected to motor means in order to translate axially, independently of the braking action imposed through the manual actuation means of the pilot pump, the system comprising a processing unit and control operatively connected with the motor means and programmed so as to pass from a condition of standard operation or deactivation of the motor means, in which the movable septum connects the first actuation chamber with the by-pass and with the second actuation chamber, to a braking correction condition in which the motor means are activated to move the movable septum so that the first actuation chamber is fluidically separated from the by-pass and the second actuation chamber. In this way, the second actuation chamber, fluidically connected to the delivery duct, commands the actuation of the braking device, excluding the action imposed by the user through the pressurized fluid in the first actuation chamber.

A brake hydraulic pressure control device (2) controls a fluid pressure of a brake fluid supplied to wheel cylinders mounted on brake calipers (107, 114) of a motorcycle (100). The brake hydraulic pressure control device (2) includes: a base body in which flow passages are formed; and valves which open or close the flow passages. The base body is fixed below a spring in connecting portions (130A, 130B) which connect a trunk portion (101) of the motorcycle (100) and a wheels (front wheel (106), rear wheel (113)) to each other.

Disclosed is a pulsation damping device of a hydraulic brake system including a first damper having a first damping chamber whose volume is varied by the hydraulic pressure of the brake oil, and a second damper having a second damping chamber whose volume is varied by the hydraulic pressure of the brake oil, wherein the volume change rate of the first damping chamber relative to the hydraulic pressure of the brake oil is provided to be larger than the volume change rate of the second damping chamber, and the hydraulic pressure of the corresponding brake oil in the first damping chamber when reaching the maximum variable volume is provided to be smaller than the hydraulic pressure of the corresponding brake oil in the second damping chamber when reaching the maximum variable volume.

Disclosed is a pulsation damping device of a hydraulic brake system including a first damper having a first damping chamber whose volume is varied by the hydraulic pressure of the brake oil, and a second damper having a second damping chamber whose volume is varied by the hydraulic pressure of the brake oil, wherein the volume change rate of the first damping chamber relative to the hydraulic pressure of the brake oil is provided to be larger than the volume change rate of the second damping chamber, and the hydraulic pressure of the corresponding brake oil in the first damping chamber when reaching the maximum variable volume is provided to be smaller than the hydraulic pressure of the corresponding brake oil in the second damping chamber when reaching the maximum variable volume.