An actuation device for a hydraulic actuation system, e.g., a motor vehicle brake or an electrified clutch actuator, may include a connection for an actuation device; a pressure supply device, driven by an electromotor drive, in the form of a piston or double-stroke piston pump; a piston cylinder unit that may be actuated by means of the actuation device; and an electronic control unit. An axis of the piston cylinder unit and an axis of the pressure supply device may be arranged in parallel.

To obtain a hydraulic pressure control unit and a straddle-type vehicle brake system, each of which can answer a request for downsizing. The straddle-type vehicle brake system has a hydraulic circuit that includes: a primary channel through which brake fluid in a master cylinder is delivered to a wheel cylinder; a secondary channel through which the brake fluid in the wheel cylinder is released to a primary channel intermediate portion; and a supply channel that supplies the brake fluid to a secondary channel intermediate portion. In a state where a surface on which a motor 28 of a base body 51 in the hydraulic pressure control unit is vertically provided is seen from the front, an opening for a first valve 31 that controls a flow rate on the wheel cylinder side of the primary channel intermediate portion and an opening for a second valve 32 that controls a flow rate on an upstream side of the secondary channel intermediate portion overlap a first straight line L1, and an opening for a third valve 35 that controls a flow rate on the master cylinder side of the primary channel intermediate portion and an opening for a fourth valve 36 that controls a flow rate of the supply channel overlap a second straight line L2 that crosses the first straight line L1 at a right angle.

An automatic brake subsystem (24) includes second accumulators (25F, 25R), a front second line (28) and a rear second line (29), second brake valves (30F, 30R), a first solenoid switching valve (32), first shuttle valves (33F, 33R), and a controller 37. A second solenoid switching valve (34F) and a pressure sensor (35F) are provided in the front second line (28), and a second solenoid switching valve (34R) and a pressure sensor (35R) are provided in the rear second line (29). In a case where it is determined that each of the second brake valve (30F, 30R) is not performing normally based upon a pressure of a hydraulic fluid detected by each of the pressure sensors (35F, 35R) and an operating signal supplied to the first solenoid switching valve (32) or each of the second brake valves (30F, 30R), a controller 37 performs control to switch each of the second solenoid switching valves (34F, 34R).

An automatic brake subsystem (24) includes second accumulators (25F, 25R), a front second line (28) and a rear second line (29), second brake valves (30F, 30R), a first solenoid switching valve (32), first shuttle valves (33F, 33R), and a controller 37. A second solenoid switching valve (34F) and a pressure sensor (35F) are provided in the front second line (28), and a second solenoid switching valve (34R) and a pressure sensor (35R) are provided in the rear second line (29). In a case where it is determined that each of the second brake valve (30F, 30R) is not performing normally based upon a pressure of a hydraulic fluid detected by each of the pressure sensors (35F, 35R) and an operating signal supplied to the first solenoid switching valve (32) or each of the second brake valves (30F, 30R), a controller 37 performs control to switch each of the second solenoid switching valves (34F, 34R).

A vehicle braking device includes: an electric cylinder in which a piston driven by an electric motor slides in a cylinder to supply fluid; a hydraulic pressure output unit connected to the electric cylinder by way of a first liquid passage, the hydraulic pressure output unit pressurizing or depressurizing a hydraulic pressure in the first liquid passage and outputting the hydraulic pressure to a supply liquid passage connected to a first wheel cylinder; and a control unit that causes at least one of the electric cylinder and the hydraulic pressure output unit to generate the hydraulic pressure in the first wheel cylinder according to a relative position between the piston and the cylinder.

The present disclosure provides an electronic hydraulic brake system that can appropriately provide redundancy braking force, that is, an electronic hydraulic brake system that provides a so-called redundancy function, in the situation in which a driver does not drive or gives less attention to driving such as autonomous driving or smart cruise control and a main braking device malfunctions.

An electric hydraulic brake includes: wheel brakes configured to braking force to wheels of a vehicle; a reservoir storing brake oil; a master cylinder connected to the reservoir, and operated in conjunction with a main brake motor to generate pressure of the brake oil; a first controller configured to control the main brake motor; a hydraulic controller including a pump configured to form pressure of the brake oil in conjunction with an auxiliary brake motor, and a hydraulic block configured to selectively transmit the pressure of the brake oil formed in the master cylinder or the pump to the wheel brakes; and a second controller configured to control the auxiliary brake motor when the master cylinder or the first controller malfunctions. The hydraulic controller is provided with an auxiliary flow path to transmit the brake oil from the reservoir to the pump directly through the auxiliary flow path.

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

The braking device includes: a motor including a power terminal for power reception and being configured to adjust a braking force applied to a wheel in accordance with rotation of a rotary shaft; a substrate orthogonal to an extending direction of the power terminal and connected to the power terminal; and a housing provided at a position facing the substrate. The motor is provided between the housing and the substrate such that the power terminal faces the substrate, and is provided in the housing.

A vehicle braking system (20) has a primary braking unit (22) with a first pressure generating unit (34) and a first reservoir (26). The vehicle braking system (20) further has a secondary braking unit (24) with a second pressure generating unit (52) and second reservoir (70). A method of operating the vehicle braking system (20) includes actuating the pressure generating unit (34) of the primary braking unit (22) thereby pressurizing a fluid at a wheel cylinder (30) to slow or stop the vehicle. The wheel cylinder (30) is depressurized in response to an electrical signal provided to an electronic control unit (100,102). The fluid is transferred from the wheel cylinder (30) to the second reservoir (70). The fluid path (PI) between the wheel cylinder (30) and the second reservoir (70) is shorter and has less fluid resistance than the fluid path (P2) between the wheel cylinder (30) and the first reservoir (26). The present invention further comprises two braking systems. The present inventions are intended for fast pressure depressurization at quick start or launch control.