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.

A regenerative braking control method of a vehicle, may include a first operation of determining a driving risk of a road surface on the basis of a status of the road surface while driving; a second operation of determining whether an accelerator pedal is released while driving; a third operation of determining whether a brake pedal is operated while driving; and a fourth operation of performing no regenerative braking when the accelerator pedal is determined as being released, the driving risk of the road surface is determined as being high, and when the brake pedal is determined as not being operated.

Provided is a vehicular brake apparatus capable of suppressing the occurrence of pedal shock. In this vehicular brake apparatus, a master cylinder forms a second hydraulic chamber neighboring to a first hydraulic chamber through a seal member. The seal member is arranged at a position facing the first hydraulic chamber and the second hydraulic chamber to be movable in the axial direction relative to the master cylinder. A first hydraulic pressure generating portion executes a movement restriction hydraulic pressure control such that when the operation information obtained by the operation information obtaining portion indicates that the brake operating member is not operated, the first hydraulic pressure which is higher than the second hydraulic pressure is generated in advance and consecutively, the larger a value relating to an operating amount in the operation information obtained by the operation information obtaining portion, the higher the first hydraulic pressure is generated.

A device for a hydraulic actuating system, e.g., a motor vehicle brake, a clutch or a gear selector, may include the following components arranged in one housing, forming a main module: at least one pressure supply device driven by an electric motor drive, and a valve arrangement comprising at least one solenoid valve. The device may further include an electrical control unit (ECU) and valve output stages and sensors. The main module may be electrically and/or hydraulically connected to at least one further system component, which system component may include and actuating device and a travel simulator.

The disclosure relates to controlling braking behaviors a vehicle in an autonomous driving mode in the event of a hydraulic system failure. For instance, the vehicle may be controlled in the autonomous driving mode according to a first braking control behavior based on a first relationship between position of a brake pedal of the vehicle and amount of deceleration for the vehicle. While controlling the vehicle, a failure of a hydraulic system may be determined. Based on the determination, the vehicle may be controlled in the autonomous driving mode according to a second braking control behavior by moving the brake pedal until the vehicle reaches a deceleration target defined by the second braking control behavior.

A braking system operable independent of driver input, where the braking system includes a primary brake system, a secondary brake system, a primary controller controlling fluid pressure in the primary brake system, and a secondary controller controlling fluid pressure in the secondary brake system independently of the primary controller. There is also an actuator which is part of the primary brake system, where the actuator is controlled by the primary controller. A reservoir is in fluid communication with both the primary brake system and the secondary brake system, to supply fluid to both the primary brake system and the secondary brake system. The primary controller selectively actuates the actuator to control the fluid pressure in the primary brake system independently of driver input, to provide braking capability to a fully autonomous driving vehicle.

A brake system comprises a cylinder-piston unit movable by an electromechanical actuator. Wheel brakes associated with at least one axle can be supplied with braking pressure via the hydraulic pressure chamber. The electromechanical actuator comprises a rotation-translation transmission and an electronically commutated synchronous machine having a stator with at least two phase windings, a rotor comprising at least one permanent magnet and at least one rotor position sensor. A torque-forming current and/or a magnetic field attenuating current are adjusted in a co-ordinate system which is fixed relative to the rotor. Voltages in the co-ordinate system are detected to serve as control variables and are transformed into a voltage phasor, which indicates for each phase winding of the stator, a voltage to be applied, and a set value for the magnetic field attenuating current is limited to a maximum value being determined from a predetermined characteristic map.

A braking control module includes a housing with at least one fluid line disposed within the housing. First and second inlet ports are each in communication with the fluid line or electronic input. Additionally, a linear actuator is in fluidic communication with the fluid line for controlling pressure in the at least one fluid line. A processor controls operation of the linear actuator. The braking control module further includes at least one outlet port in fluidic communication with the fluid line and connectable to a brake. The braking system also includes a tandem, single or electronic master cylinder having a first bore defining a first volume and an optional second bore defining a second volume. First and second pistons are connectable to a brake pedal and in connection with the first inlet port and the second inlet port, respectively, or in electronic communication with the EBS unit.

A vehicle braking system includes a brake pedal, a master cylinder, a braking circuit with a wheel cylinder, a brake pressure generator for brake-by-wire braking, and a pedal feel simulator. In response to detecting impending wheel lock-up, a controller conducts an anti-lock braking routine during which the controller is programmed to create an artificial haptic feedback pulse to the brake pedal by opening a normally-open isolation valve between the master cylinder and the brake circuit to move a master cylinder piston until a compensation port opens.

According to an aspect of the present disclosure, it provides an electronic brake system including a pedal simulator configured to provide a reaction force according to a pedal force of a brake pedal, an actuator configured to generate a hydraulic pressure using an actuator piston that operates by an electrical signal output corresponding to a displacement of the brake pedal and including a first chamber provided at one side of the actuator piston movably accommodated in an actuator cylinder and connected to one or more wheel cylinders and a second chamber provided at the other side of the actuator piston and connected to one or more wheel cylinders, a first hydraulic circuit including first and second inlet flow channels branched from a first hydraulic flow channel configured to communicate with the first chamber to be connected to two wheel cylinders, respectively a second hydraulic circuit including third and fourth inlet flow channels branched from a second hydraulic flow channel configured to communicate with the second chamber to be connected to two wheel cylinders, respectively, and a reservoir connected to the actuator and the first and second hydraulic circuits and configured to store brake fluid, wherein a hydraulic pressure unit connected from the actuator to the one or more wheel cylinders are hydraulically separated from a pedal force unit connected from the brake pedal to the pedal simulator.