ZF Active Safety US Inc.

A brake system for actuating a plurality of wheel brakes in a normal non-failure braking mode and in a backup braking mode includes an MC-type power transmission unit having a first electric motor. An iso/dump control valve arrangement is associated with each wheel brake of the plurality of wheel brakes. A pump piston is associated with at least one wheel brake of the plurality of wheel brakes. The pump piston is driven by a second electric motor for selectively providing pressurized hydraulic fluid to the iso/dump control valve arrangement. At least one electric brake motor is operative to selectively drive a selected wheel brake. A first electronic control unit is operative to selectively control the first electric motor. A second electronic control unit is operative to selectively control the second electric motor. A third electronic control unit is operative to control the at least one electric brake motor.

A venting valve includes a bore lumen. An MC valve passage is in fluid communication with the bore lumen. A venting fluid passage is in fluid communication with the bore lumen at a location spaced from the MC valve passage. An SCA valve passage is in fluid communication with the bore lumen at a location between the MC valve passage and the venting fluid passage. A venting valve shuttle moves between first and second shuttle positions at least partially responsive to fluid pressure. Shifting of the venting valve shuttle toward the second shuttle position urges air from the bore lumen into the ambient space via the venting fluid passage.

An actuator for an electric brake of a vehicle having a caliper assembly driven by a motor includes a gear train for transferring torque from the motor to the caliper assembly to brake the vehicle. The gear train has an input gear and a sun gear connected to one another. A load sensing device senses relative rotation between the sun gear and the input gear in response to rotation of the motor during a braking operation. A controller is connected to the load sensing device and configured to adjust the torque applied to the gear train in response to receiving signals from the load sensing device indicative of the relative rotation.

A nonpowered flow intensifier includes an intensifier cavity having longitudinally spaced first and second cavity ends. An intensifier piston is configured for selective reciprocal motion within the intensifier cavity. The intensifier piston includes a piston head portion longitudinally adjacent the first cavity end and a piston skirt portion extending from the piston head portion. A piston lateral bore extends in a lateral direction at least partially through a solid body of the piston head portion and in fluid communication with the intensifier cavity. A piston reducer bore places the piston lateral bore and an internal void of the piston skirt portion in fluid communication. Pressurized hydraulic fluid travels along an intensifier input fluid path at least from a fluid input port, through at least a portion of the intensifier cavity, the piston lateral bore, and the piston reducer bore, and exits the intensifier cavity via a fluid output port.

An accumulator assembly is interposed hydraulically between a source of pressurized fluid and at least one wheel brake of a corresponding first or second pair of wheels. The accumulator assembly includes a medium pressure accumulator, a nonpowered MPA fill valve interposed fluidically between a pump-side passage of the medium pressure accumulator and the source of pressurized hydraulic fluid, a powered MPA one-way valve interposed fluidically between a brake-side passage of the medium pressure accumulator and the at least one corresponding wheel brake, and an MPA check valve interposed fluidically between the brake-side passage of the MPA cavity and the at least one corresponding wheel brake. An electronic control unit is provided for controlling at least one of the secondary brake module and the master cylinder responsive to at least one braking signal. The accumulator assembly facilitates a non-powered evac/fill phase of lifetime operation of the brake system.

A fault-tolerant brake system includes two-wheel manual push through for selectively actuating first and second pairs of wheel brakes. A master cylinder is selectively operable during a manual push-through mode by actuation of the brake pedal to generate brake actuating pressure to at least one MC output for actuating the first pair of wheel brakes. A single acting plunger (“SAP”) is operable during a normal non-failure braking mode to generate brake actuating pressure at first and second SAP outputs for hydraulically actuating the first and second pairs of wheel brakes, respectively. A two-position three-way valve (“2P3W valve”) is hydraulically connected with the MC output, the first SAP output, and the first pair of wheel brakes. The 2P3W valve places the front pair of wheel brakes in fluid communication with the SAP in the normal non-failure braking mode and with the master cylinder in the manual push-through braking mode.

A connection for delivering fluid to a brake system housing having a cavity includes a fluid reservoir having a port extending along a centerline and configured to be received in the cavity. A collar extends around the port. A grommet extends around the port and is received in the cavity for forming a fluid-tight seal between the port and the brake system housing. The grommet includes a flange extending radially to an outermost surface positioned radially inside the collar.

A locking mechanism for a caliper assembly of an electromechanical brake for a wheel rotor includes a motor gear of a motor. A pawl is pivotable relative to the motor gear and extends from a first end to a second end. The first end includes a pair of arms and the second end includes a locking tab. The pawl has a first position in which the locking tab is spaced from the motor gear to permit torque transfer between the motor gear and the gear train and a second position in which the locking tab engages the motor gear to prevent torque transfer between the motor gear and the gear train. First and second permanent magnets are provided on the respective arms. An electromagnet cooperates with the first and second permanent magnets to place the pawl in the first position or the second position.

A powered one-way solenoid valve includes a valve cavity defining a one-way valve fluid path. A valve seat is located along the one-way valve fluid path. A valve poppet is configured for reciprocal motion between poppet open and closed positions. When the valve poppet is in the poppet closed position, a valve poppet shoulder selectively contacts the valve seat to substantially occlude fluid flow therepast along the one-way valve fluid path. The valve poppet shoulder includes a resilient annular seal contained within a sealing groove extending circumferentially around the valve poppet shoulder. The sealing groove is cooperatively defined at least partially longitudinally between a distal valve poppet flange of the valve poppet body and an annular poppet collar. The annular poppet collar is a separate piece from the valve poppet body and is maintained proximal to the distal valve poppet flange by a collar flange.

A brake fluid reservoir for a vehicle brake system includes a housing defining a fluid chamber for brake fluid. A funnel is mounted to the housing in the fluid chamber and defines first and second chamber portions of the fluid chamber. The funnel has an inlet opening via which brake fluid flows into the funnel from the first chamber portion and an outlet opening via which the brake fluid flows into the second chamber portion from the funnel. A valve mechanism operatively cooperates with the outlet opening to at least partially prevent brake fluid from flowing through the outlet opening from the second chamber portion toward the first chamber portion.