A brake system for actuating a pair of front wheel brakes and a pair of rear wheel brakes is selectively operable during a manual push-through mode. A primary power transmission unit actuates at least one of wheel brakes in a normal braking mode. A secondary power transmission unit actuates the front wheel brakes in a backup braking mode. A primary electronic control unit controls at least one of the primary power transmission unit and a pair of rear brake motors. A secondary electronic control unit controls at least one of the secondary power transmission unit and the rear brake motors. An ABS modulator arrangement is hydraulically interposed between at least one of first and second three-way valves and at least a selected wheel brake. A multiplex control valve arrangement is hydraulically interposed between the secondary power transmission unit and the front wheel brakes.

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 brake system for hydraulically actuating a pair of front wheel brakes and a pair of rear wheel brakes includes a master cylinder fluidly connected to a reservoir and operable to provide a brake signal responsive to actuation of a brake pedal connected thereto. The master cylinder is selectively operable during a manual push-through mode by actuation of the brake pedal to generate brake actuating pressure at an output for hydraulically actuating a selected one of the pair of front and rear wheel brakes. A first power transmission unit is configured for actuating the selected one of the pair of front and rear wheel brakes. A second power transmission unit is configured for actuating the other one of the pair of front and rear wheel brakes. A first electronic control unit is provided for controlling at least one of the first and second power transmission units.

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.

An electro-mechanical brake includes: first to third pedal sensors detecting a stroke of a brake pedal to generate first to third braking signals, respectively, the third pedal sensor including an auxiliary control unit; wheel control units attached to wheels, respectively; a first central control unit configured to receive the first braking signal to calculate a first desired braking intensity, and to transmit a first desired braking intensity signal signal related to the first desired braking intensity to the wheel control units; a second central control unit configured to receive the second braking signal to calculate a second desired braking intensity, and to transmit the second desired braking intensity signal to the wheel control units; and a first Controller Area Network (CAN) communications unit configured to transmit a signal between the auxiliary control unit, the first central control unit, the second central control unit, and the wheel control units.

A fixing structure includes a housing including a first hole, an input member including a second hole, and rotating relative to the housing, depending on input of rotational force, a torsion spring being biased so as to return, to a predetermined reference position, a position of the input member relative to the housing, and a fixing member inserted into the first hole and the second hole in a state where the input member is rotated against biasing force of the torsion spring from the reference position to a predetermined rotational position. The fixing member includes a first insertion portion including a part press-fitted into and fixed to the first hole, and a second insertion portion including a part inserted into the second hole, and fixes the input member at the predetermined rotational position.

An electrically controlled differential gear is disposed between a right front wheel and a left front wheel of a vehicle. The electrically controlled differential gear includes a clutch mechanism that limits a differential operation of the electrically controlled differential gear. A second ECU (control portion) obtains information as to failure associated with actuation of a right front electric brake mechanism. The second ECU obtains a physical amount relating to a required braking force which is applied to the left front wheel and the right front wheel. The second ECU outputs a differential limiting control command for limiting the differential operation of the electrically controlled differential gear to the clutch mechanism (or more specifically, a differential ECU that controls the clutch mechanism) based on the information as to the failure and the physical amount relating to the required braking force.

A method for controlling a brake fluid pressure using an ESC system in a vehicle is to reduce the braking distance and increase braking safety of a vehicle on a wet road surface by performing brake fluid pressure control based on precipitation data.

A method for operating an electromechanical braking system for a transportation vehicle having a brake pedal, a brake master cylinder, and an electromechanical brake booster. The electromechanical brake booster includes an actuator motor for increasing or decreasing the pedal force on the brake master cylinder to boost or reduce the braking power accordingly. A change in the boosting force of the electromechanical brake booster is limited to avoid uncontrolled changes of the brake boosting.

According to at least one embodiment, the present disclosure provides an electro-hydraulic brake comprising: a main brake unit configured to provide braking hydraulic pressure to a plurality of wheel cylinders by driving a motor; an auxiliary brake unit connected to the main brake unit to be filled with high-pressure braking hydraulic pressure, and configured to provide braking hydraulic pressure to the plurality of wheel cylinders when an operation error of the main brake unit occurs; a main battery configured to supply power to the main brake unit and the auxiliary brake unit; and an auxiliary battery configured to supply power to the auxiliary brake unit when the main battery fails, wherein the auxiliary brake unit comprises an auxiliary brake control unit that controls charging and discharging of the auxiliary battery, and a power module that monitors a state of the main battery and transmits the state to the auxiliary brake control unit, and a battery management module that monitors a state of charge (SOC) of the auxiliary battery and transmits the state of charge to the auxiliary brake control unit.