A brake pressure sensor may include: a housing part; an induction part mounted in a first end portion of the housing part, and configured to guide oil; an adjusting part embedded in the housing part, and configured to guide oil, and adjust an amount of oil passing therethrough, as a spacing between the adjusting part and the induction part is varied while the adjusting part is moved according to hydraulic pressure; a support part mounted in a second end portion of the housing part, and configured to support the adjusting part and guide the oil having passed through the adjusting part; and a measurement part connected to the support part, and configured to measure the pressure of the oil having passed through the support part.

A brake pressure sensor may include: a housing part; an induction part mounted in a first end portion of the housing part, and configured to guide oil; an adjusting part embedded in the housing part, and configured to guide oil, and adjust an amount of oil passing therethrough, as a spacing between the adjusting part and the induction part is varied while the adjusting part is moved according to hydraulic pressure; a support part mounted in a second end portion of the housing part, and configured to support the adjusting part and guide the oil having passed through the adjusting part; and a measurement part connected to the support part, and configured to measure the pressure of the oil having passed through the support part.

A method for identifying a fault in a brake assembly of a motor vehicle, including: ascertaining a first estimated value of a brake temperature based on an applied brake pressure; registering a series of measured temperature values by a temperature sensor spaced from the brake assembly; determining a second estimated value of the brake temperature based on the series of measured temperature values; comparing the first estimated value and the second estimated value; and deciding, based on the comparing of the first and second estimated values, whether there is a fault. Also described is a related motor vehicle braking system.

An electronic parking brake system including: an electronic parking brake provided to generate a clamping force on a wheel of a vehicle; and a controller configured to estimate a weight of the vehicle based on a wheel pressure and a longitudinal acceleration of the vehicle at a time of service braking during driving, determine a clamping force required for parking based on the estimated weight of the vehicle during a parking operation, and operate the electronic parking brake to generate the determined clamping force.

System and techniques for vehicle operation safety model (VOSM) compliance measurement are described herein. A subject vehicle is tested in a vehicle following scenario against VOSM parameter compliance. The test measures the subject vehicle activity during phases of the following scenario in which a lead vehicle slows and produces log data and calculations that form the basis of a VOSM compliance measurement.

A brake system includes a reservoir and a master cylinder operable to provide a brake signal responsive to actuation of a brake pedal connected thereto. The master cylinder is selectively operable to generate brake actuating pressure at an output for hydraulically actuating a pair of hydraulically actuated wheel brakes in a manual push-through operation. A power transmission unit is configured to selectively generate pressurized hydraulic fluid for actuating the pair of hydraulically actuated wheel brakes. First and second two-position three-way valves are hydraulically connected to respective ones of the pair of hydraulically operated brakes and to both the master cylinder and the power transmission unit. The first and second three-way valves each are configured to selectively switch the respective hydraulically operated brake to receive fluid from a selected one of the master cylinder, in a backup braking mode, and the power transmission unit, in a normal non-failure braking mode.

A power transmission unit of a single-acting plunger type includes a ball screw, a ball nut driven by the ball screw, and a plunger piston coupled to the ball nut. A block housing at least partially encloses the plunger piston and the ball screw. A plunger chamber is at least partially defined by the block housing and a face of the plunger piston. The plunger chamber is selectively pressurized by reciprocal motion of the plunger piston with respect to the block housing driven by longitudinal motion of the ball nut. An electric motor selectively drives the ball screw to responsively reciprocate the plunger piston within the plunger chamber. A motor housing at least partially encloses the ball nut, the electric motor, and the plunger piston. The motor housing includes a block lip which is crimped to the block housing to maintain the motor housing in relation to the block housing.

A fluid separator includes a separator housing defining a longitudinal bore having first and second bore ends. A first fluid passage is in fluid communication with the bore at the first bore end. A second fluid passage is in fluid communication with the bore adjacent the second bore end. A third fluid passage is in fluid communication with a portion of the bore spaced apart from both the first and second bore ends. A free-floating piston is located inside the bore and configured for longitudinal movement with respect to the bore responsive to fluid pressure within the bore. A biasing spring urges the piston toward the second bore end. An end cap is located at the second bore end. The end cap is maintained on the housing via at least two retainers.

A method of servicing a brake system, comprising: (a) moving an actuator of the brake system from a first position to a second position; (b) conducting a manual operation on the brake system when or after the actuator reaches the second position; and (c) after completing the manual operation, moving the actuator to a third position.

In a method for estimating the locking pressure in the brake system of a multi-axle vehicle during a dynamic axle-load transfer, the locking pressure is ascertained during the axle-load transfer and the wheel normal force is ascertained at two points in time during the axle-load transfer and the locking pressure is ascertained therefrom at the later point in time.