Brake system having master cylinder driven by electric motor and bypass valve

Abstract

The invention relates to a brake system with a master cylinder driven by an electric motor and a bypass valve. The brake system includes a master cylinder that generates hydraulic pressure for actuating a first pair of brakes and a second pair of brakes. A first bypass-type valve is hydraulically disposed between the master cylinder and the first pair of brakes. A first front check valve restricts fluid flow within the first front brake line from a front brake of the first pair of brakes. A first rear check valve restricts fluid flow within the first rear brake line from a rear brake of the first pair of brakes. A second bypass-type valve is hydraulically disposed between the master cylinder and the second pair of brakes. A second front check valve restricts fluid flow within the second front brake line from a front brake of the second pair of brakes. A second rear check valve restricts fluid flow within the second rear brake line from a rear brake of the second pair of brakes.

Description

Technical Field

[0001] The present disclosure relates to an apparatus and method for using a brake system having a master cylinder driven by an electric motor and a bypass valve, and more particularly, to a method and apparatus for a brake system in which a pressure sensor is hydraulically interposed between the bypass valve and a wheel brake. Background Art

[0002] The braking system may include an anti-lock control including a hydraulic brake pressure generator, a brake pressure regulator, a sensor and an electronic circuit, the brake pressure regulator being arranged in a pressure fluid conduit between the brake pressure generator and the wheel brakes and being used to change the brake pressure by changing the volume of a chamber containing the hydraulic fluid, the sensor being used to determine the wheel rotation behavior, the electronic circuit being used to process the sensor signal and being used to generate a brake pressure control signal. The braking system may also include an anti-lock control and a traction slip control, which may use the brake pressure regulator to control vehicle braking.

[0003] Descriptions of prior art braking systems are provided in U.S. Patent No. 10,730,501, issued to Blaise Ganzel on August 4, 2020, and entitled “Vehicle Braking System with Auxiliary Pressure Source,” U.S. Patent Application Publication No. 2020 / 0307538, published by Blaise Ganzel on October 1, 2020, and entitled “Braking System with Multiple Pressure Sources,” and U.S. Patent Application Publication No. 2023 / 0048447, published by Blaise Ganzel on February 16, 2023, and entitled “Apparatus and Method for Controlling a Hydraulic Braking System Including Manual Advancement,” all of which are incorporated herein by reference in their entirety for all purposes. Summary of the invention

[0004] In one aspect, alone or in combination with any other aspect, a braking system is described for actuating a plurality of wheel brakes including a first pair of wheel brakes and a second pair of wheel brakes. The braking system includes a reservoir and a motor-driven master cylinder, which can be operated to generate brake actuation pressure at a first master cylinder output and a second master cylinder output by actuation of a motor of the master cylinder during a normal non-fault braking mode, for hydraulically actuating the first pair of wheel brakes and the second pair of wheel brakes, respectively. The auxiliary brake module is configured to selectively provide pressurized hydraulic fluid at a first pump output and a second pump output, for actuating the first pair of wheel brakes and the second pair of wheel brakes in at least one of a normal non-fault braking mode and a backup braking mode. The auxiliary brake module includes a power transfer unit motor, which is configured to selectively pressurize the hydraulic fluid by transferring rotational motion to at least two pump pistons. Each pump piston provides pressurized hydraulic fluid to a corresponding one of the first pump output and the second pump output. Each of the first pump output and the second pump output provides fluid to a corresponding pair of wheel brakes in the first pair of wheel brakes and the second pair of wheel brakes. The first traction control isolation valve is hydraulically disposed between the motor-driven master cylinder and the first pair of wheel brakes via the first master cylinder output. The second traction control isolation valve is hydraulically disposed between the motor-driven master cylinder and the second pair of wheel brakes via the second master cylinder output. The first bypass-type valve is hydraulically disposed between the first master cylinder output and the first pair of wheel brakes. The first bypass-type valve is hydraulically connected to the front brake of the first pair of wheel brakes via the first front brake line. The first bypass-type valve is hydraulically connected to the rear brake of the first pair of wheel brakes via the first rear brake line. The first front check valve restricts the flow of fluid in the first front brake line from the front brake of the first pair of wheel brakes toward the first bypass-type valve. The first rear check valve restricts the flow of fluid in the first rear brake line from the rear brake of the first pair of wheel brakes toward the first bypass-type valve. The second bypass-type valve is hydraulically disposed between the second master cylinder output and the second pair of wheel brakes. The second bypass-type valve is hydraulically connected to the front brake of the second pair of wheel brakes through the second front brake line. The second bypass-type valve is hydraulically connected to the rear brake of the second pair of wheel brakes through the second rear brake line. The second front check valve restricts the flow of fluid in the second front brake line from the front brake of the second pair of wheel brakes toward the second bypass-type valve. The second rear check valve restricts the flow of fluid in the second rear brake line from the rear brake of the second pair of wheel brakes toward the second bypass-type valve. An electronic control unit is provided for controlling at least one of the secondary brake module and the master cylinder in response to at least one brake pressure signal. BRIEF DESCRIPTION OF THE DRAWINGS

[0005] For a better understanding, reference may be made to the accompanying drawings, in which:

[0006] Figure 1 is a schematic hydraulic diagram of an exemplary brake system according to one aspect of the present invention;

[0007] Figure 2A is in the first configuration Figure 1 A schematic cross-sectional view of components of a braking system;

[0008] Figure 2B It is in the second configuration Figure 2A Schematic cross-sectional views of components of ; and

[0009] Figure 3 yes Figure 1 Schematic top view of the braking system.

[0010] Figure 4 is a schematic hydraulic diagram of another exemplary braking system according to one aspect of the present invention;

[0011] Figure 5 is in another configuration Figure 4 A schematic hydraulic diagram of the braking system;

[0012] Figure 6 is in another configuration Figure 4 A schematic hydraulic diagram of the braking system;

[0013] Figure 7 yes Figure 5 Schematic ECU side view of the braking system;

[0014] Figure 8 yes Figure 5 A schematic front perspective view of a braking system of ; and

[0015] Fig. 9 yes Figure 5 Schematic rear perspective view of the braking system. DETAILED DESCRIPTION

[0016] Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs.

[0017] The present invention comprises, consists of, or consists essentially of any combination of the following features.

[0018] Figure 1An exemplary braking system 100 for actuating a plurality of wheel brakes 102 is schematically shown. The braking system 100 is shown here as a hydraulic braking system in which fluid pressure is used to apply a braking force to the braking system 100. The braking system 100 may be suitably used on a ground vehicle, such as a motor vehicle having four wheels, wherein a wheel brake is associated with each wheel. In addition, the braking system 100 may be provided with other braking functions, such as anti-lock braking (ABS) and other skid control features to effectively brake the vehicle. The components of the braking system 100 may be housed in one or more blocks or housings. The blocks or housings may be made of a solid material (e.g., aluminum) that has been drilled, machined, or otherwise shaped to accommodate the various components. Fluid conduits may also be formed in the blocks or housings.

[0019] exist Figure 1 In the illustrated embodiment of the braking system 100, there are four wheel brakes 102, each of which may have any suitable wheel brake structure that is electrically operated and / or operated by applying a pressurized brake fluid. Each wheel brake 102 may include, for example, a brake caliper mounted on the vehicle to engage a friction element (e.g., a brake disc) that rotates with the wheel to achieve braking of the associated wheel. The wheel brakes 102 may be associated with any combination of front wheels and rear wheels of a vehicle on which the corresponding braking system 100 is installed. For example, the braking systems 100 may each be configured as a vertically separated or diagonally separated system. Although a person of ordinary skill in the art can easily provide a suitable braking arrangement for a particular use environment, for the purposes of this specification, no distinction is made herein between the structures of the various wheel brakes 102. The wheel brakes 102 are described herein as including a first pair of wheel brakes 102 and a second pair of wheel brakes 102, wherein the first pair of wheel brakes 102 and the second pair of wheel brakes 102 are characterized by RF / LR and LF / RR, such as Figure 1 However, the brake system 100 may also or alternatively be assigned LF / LR and RF / RR or RF / LF and RR / LR pairs as desired.

[0020] Also for purposes of description, it is assumed that a deceleration signal transmitter (schematically shown at 104) is configured to provide a braking signal corresponding to a desired braking action of a vehicle operator in a wired or wireless manner. The deceleration signal transmitter 104 may include, but is not limited to, a brake pedal, an autonomous braking controller, and / or any other suitable scheme for generating a braking signal from which the braking system 100 can be actuated.

[0021] Braking system 100 also includes a fluid reservoir 106. Reservoir 106 stores and holds hydraulic fluid for use with braking system 100. The fluid within reservoir 106 is preferably maintained at or about atmospheric pressure, but the fluid may be stored at other pressures if desired. Figure 1 106 is schematically shown as having three tanks or sections to which fluid lines are connected. The sections may be separated by several inner walls within the reservoir 106 and provided to prevent complete discharge of the reservoir 106 in the event that one of the sections is exhausted due to a leak through one of the three lines connected to the reservoir 106. Alternatively, the reservoir 106 may include a plurality of separate housings. The reservoir 106 may include at least one fluid level sensor 108 for detecting the fluid level of one or more sections of the reservoir 106.

[0022] The motor-driven master cylinder ("MC" or "[master] power transfer unit") 110 (which may be a dual-chamber type master cylinder 110, also referred to as a tandem power transfer unit) of each braking system 100 is used as a pressure source to provide a desired pressure level to the hydraulically operated wheel brakes 102 during a typical or normal, non-fault braking application. An example of a suitable MC 110 arrangement is disclosed in co-pending U.S. Patent Application No. 17 / 708,070, filed on March 30, 2022, and entitled "Tandem Power Transfer Unit and Braking System Using the Same" (Attorney Docket No. 211835-US-NP), the entire contents of which are incorporated herein by reference for all purposes. The master cylinder 110 is operable to generate brake actuation pressures at a first MC output 114 and a second MC output 116 during a normal, non-fault braking mode by actuation of the motor 112 of the master cylinder 110 for hydraulically actuating the first pair of wheel brakes 102 and the second pair of wheel brakes 102, respectively.

[0023] After applying the brakes, fluid from the wheel brakes 102 may be returned to the master cylinder 110 and / or diverted to the reservoir 106. It is also contemplated that other configurations (not shown) of the brake system 100 may include hydraulic control of only a selected one or more wheel brakes (the other wheel brakes being electronically controlled / actuated). Following aspects of the present invention, one of ordinary skill in the art will be readily able to provide such an arrangement for the desired use environment.

[0024] An isolation / dump control valve device is associated with each wheel brake 102 of the plurality of wheel brakes 102. Each isolation / dump control valve device includes an isolation valve 118 and a dump valve 120 for providing a desired fluid route to the associated wheel brake 102. The reservoir 106 is hydraulically connected to the master cylinder 110 and is hydraulically connected to each isolation / dump control valve device, for example, via a return line 136. Each isolation / dump control valve device includes a corresponding isolation valve 118 and a dump valve 120 arranged in series. The normally open isolation valve 118 of each isolation / dump control valve device is hydraulically located between the corresponding wheel brake 102 and the master cylinder 110, and the normally closed dump valve 120 of each isolation / dump control valve device is hydraulically located between the corresponding wheel brake 102 and the reservoir 106 for the corresponding wheel brake 102.

[0025] The isolation / dump control valve arrangement may selectively provide slip control to at least one wheel brake 102 powered by a master cylinder 110 and / or a secondary brake module described below. More generally, the isolation / dump control valve arrangement and / or other valves of the braking system 100 (any of which may be solenoid operated and of any suitable configuration) may be used to help provide controlled braking operations such as, but not limited to, ABS, traction control, vehicle stability control, dynamic rear ratio adjustment, regenerative brake blending, and autonomous braking.

[0026] The first traction control isolation valve 122 is hydraulically interposed between the master cylinder 110 and the at least one isolation / dump control valve arrangement via the first MC output 114. The second traction control isolation valve 124 is hydraulically interposed between the master cylinder 110 and the at least one isolation / dump control valve arrangement via the second MC output 116. As shown, it is contemplated that an isolation / dump control valve arrangement may be associated with each wheel brake 102 of the first pair of wheel brakes and the second pair of wheel brakes. The first traction control isolation valve 122 is hydraulically interposed between the motor-driven master cylinder 110 and the isolation / dump control valve arrangement of the first pair of wheel brakes 102. Similarly, the second traction control isolation valve 124 is hydraulically interposed between the motor-driven master cylinder 110 and the isolation / dump control valve arrangement of the second pair of wheel brakes 102.

[0027] The pump piston 126 is associated with at least one wheel brake 102 of the plurality of wheel brakes 102. The pump piston 126 is driven by a second motor 128 (different from the motor 112 included in the master cylinder 110) that transmits rotational motion to each pump piston 126 to selectively provide pressurized hydraulic fluid to the isolation / dump control valve device of at least one wheel brake 102 associated with the pump piston 126. Figure 1One pump piston 126 is shown associated with two wheel brakes 102, for a total of two pump pistons 126 in the braking system 100. The pump piston 126 and the second motor 128 together can be considered to constitute a secondary brake module of the braking system 100. For example, the two pump pistons 126 shown in the figure can provide pressurized hydraulic fluid to the corresponding wheel brakes 102 via corresponding isolation / dump control valve devices (when present) at the first pump output 130 and the second pump output 132, respectively, to actuate the first pair of wheel brakes 102 and the second pair of wheel brakes 102 in at least one of a normal non-fault braking mode and a backup braking mode. Each of the first pump output 130 and the second pump output 132 can provide fluid to a corresponding pair of wheel brakes in the first pair of wheel brakes 102 and the second pair of wheel brakes 102. It is contemplated that in some configurations of the braking system 100, multiple pump pistons 126 can be associated with each of the first pump output 130 and the second pump output 132.

[0028] The secondary brake modules (also referred to as "secondary power transfer units") of the brake system 100 are used as a pressure source to provide a desired pressure level to selected wheel brakes 102 in a backup or "failure" situation (when, for some reason, the master cylinder 110 is unable to provide fluid to those selected wheel brakes 102). Thus, each secondary brake module is directly fluidly connected to the reservoir 106 for exchanging hydraulic fluid between these components without having to direct the fluid through the (potentially failed) motor-driven master cylinder 110 or another structure of the brake system 100.

[0029] The secondary brake module can be used to selectively provide hydraulic fluid to at least one wheel brake 102 not only in a backup braking mode but also in an enhanced braking mode, which can occur independently and / or simultaneously with the backup braking mode or the normal, non-fault braking mode. Examples of suitable enhanced braking mode functions that can be used for the brake system 100 include, but are not limited to, "overboost" (wherein a higher pressure is provided to a specific brake than is normally available from the master cylinder 110 alone) and "volume increase" (wherein more fluid is provided to a specific brake than is normally available from the master cylinder 110). In some use environments, these enhanced braking modes can be facilitated by fluid communication from the corresponding first MC output 114 or second MC output 116 to the pump input of at least one pump piston 126 so as to selectively supply pressurized hydraulic fluid to the pump piston 126. For example, in at least one of the normal, non-fault braking mode and the backup braking mode, the secondary brake module can then supply hydraulic fluid at a boost pressure (higher than the pressure available from the master cylinder 110) to at least one of the first pump output 130 and the second pump output 132.

[0030] It can be seen that each isolation / dump control valve device in the brake system 100 shown in the figure is directly or indirectly fluidly connected to a selected one of the first MC output port 114 and the second MC output port 116 and a selected one of the first pump output port 130 and the second pump output port 132 for selectively receiving pressurized fluid from these output ports, such as during different braking modes or as needed. A person of ordinary skill in the art will be able to easily configure the brake system 100 as needed for any specific use application.

[0031] Figure 1 The illustrated braking system 100 also includes at least one electronic control unit ("ECU") 134 for controlling at least one of the master cylinder 110 and the secondary brake module (via the second motor 128) in response to at least one brake pressure signal, wherein a first ECU 134A and a second ECU 134B are shown and described herein. The ECUs 134A, 134B may include a microprocessor and other circuits. The ECUs 134A, 134B receive various signals in a wired and / or wireless manner, process the signals, and control the operation of various electrical components of the corresponding braking system 100 in response to the received signals. The ECUs 134A, 134B may be connected to various sensors, such as a reservoir fluid level sensor 108, a pressure sensor, a travel sensor, a switch, a wheel speed sensor, and a steering angle sensor. The ECUs 134A, 134B may also be connected to an external module (not shown) for receiving information related to the vehicle's yaw rate, lateral acceleration, longitudinal acceleration, or other characteristics of vehicle operation for any reason, such as, but not limited to, controlling the brake system 100 during vehicle braking, stability operation, or other operating modes. Additionally, the ECUs 134A, 134B may be connected to an instrument cluster for collecting and providing information related to warning indicators, such as an ABS warning light, a brake fluid level warning light, and a traction control / vehicle stability control indicator light. It is contemplated that at least one of the ECUs 134A and 134B may be integrated, for example, with the master cylinder 110 or the second motor 128.

[0032] The first ECU 134A and the second ECU 134B may divide the control tasks for the brake system 100 in any desired manner and may be readily configured by a person of ordinary skill in the art for a particular use environment of the brake system, but it is contemplated that any control tasks performed by one or more of the ECUs 134 will be accomplished in response to at least one brake pressure signal and / or brake signal generated by the deceleration signal transmitter 104. For example, the first ECU 134A may be operable to control the motor 136 of the master cylinder 110. The second ECU 134B may be operable to control the second motor 128, at least one of the isolation / dump control valve devices, and at least one of the first traction control isolation valve 122 and the second traction control isolation valve 124.

[0033] A "brake pressure signal" is referred to above as at least one input that the ECU 134 may consider and responsively control one or more other components of the braking system 100 to achieve the desired braking result for a particular use environment. One potential source of a brake pressure signal is a brake pressure sensor. For example, as shown, the braking system 100 may include at least one (e.g., at least two) brake pressure sensors 138 (four are shown), wherein each brake pressure sensor 138 is optionally (and as shown) positioned directly hydraulically adjacent to a corresponding wheel brake 102 for sensing the hydraulic pressure at the corresponding wheel brake 102 and responsively generating a brake pressure signal. In other words, in Figure 1 In the illustrated brake system 100 , no other components are hydraulically interposed between the brake pressure sensors 138 and their corresponding wheel brakes 102 , such that the brake pressure signal generated by each brake pressure sensor 138 is associated with the brake pressure actually sensed at the corresponding wheel brake 102 . Figure 1 As can be seen in FIG. 1 , the first brake pressure sensor 138A may be hydraulically disposed between the first traction control isolation valve 122 and the corresponding front brake of the first pair of wheel brakes 102, and the second brake pressure sensor 138B may be hydraulically disposed between the second traction control isolation valve 124 and the corresponding front brake of the second pair of wheel brakes 102. One of ordinary skill in the art may readily provide the desired number / location / type of pressure sensors 138 for a particular braking system 100.

[0034] A first bypass-type valve, shown here as a first bypass isolation valve 140, is hydraulically interposed between the first traction control isolation valve 122 and the front brakes of the first pair of wheel brakes 102, in parallel with the isolation / dump control valve arrangement corresponding to the front brakes of the first pair of wheel brakes 102. A second bypass-type valve, shown here as a second bypass isolation valve 142, is hydraulically interposed between the second traction control isolation valve 124 and the front brakes of the second pair of wheel brakes 102, in parallel with the isolation / dump control valve arrangement corresponding to the front brakes of the second pair of wheel brakes 102. Figure 1 The illustrated first bypass isolation valve 140 and second bypass isolation valve 142 are shown as normally open isolation valves.

[0035] The first bypass isolation valve 140 and the second bypass isolation valve 142 are configured to close in response to a higher hydraulic fluid pressure on the upstream side (i.e., the side closer to the master cylinder 110) of the respective bypass isolation valves 140 and 142 so that the brake system 100 maintains the first bypass isolation valve 140 and the second bypass isolation valve 142 closed while the current draw on the system is relatively low. The first bypass isolation valve 140 and the second bypass isolation valve 142 have a larger orifice size than the orifice size of the isolation valve 118 of the corresponding isolation / bleed control valve device and are oriented in the opposite direction of fluid flow to the isolation valve 118 of the corresponding isolation / bleed control valve device (i.e., plumb in the opposite direction of the corresponding isolation valve 118). Therefore, the first bypass isolation valve 140 and the second bypass isolation valve 142 can therefore help to quickly pressurize the wheel brakes 102 during a "spike apply" condition. (It should be noted that the first bypass isolation valve 140 and the second bypass isolation valve 142 may also have larger orifice sizes than the orifice sizes of the corresponding first traction control isolation valve 122 and the second traction control isolation valve 124.) An example of the use of the first bypass isolation valve 140 and the second bypass isolation valve 142 is that once the isolation valve 118 is closed, an undesirably large pressure spike may occur due to the inertia of the motor 112 of the master cylinder 110 and taking a predetermined amount of time to stop rotating and stop driving the piston in the chamber of the master cylinder 110. The presence of the first bypass isolation valve 140 and the second bypass isolation valve 142 in handling the "spike application" situation also allows the use of a smaller corresponding isolation valve 118 because the motor 112 does not need to rotate as quickly to achieve the desired amount of fluid pressure at the associated wheel brake 102 compared to the case where the isolation valve 118 is larger. FIG. 2A to FIG. 2B The structure of the first bypass isolation valve 140 and the second bypass isolation valve 142 are discussed in more detail.

[0036] A brake motor 144 may be associated with each rear wheel brake in the front and rear pair of wheel brakes 102. When present, the brake motor 144 may be operated in at least a backup braking mode and, when multiple ECUs 134 are present, may be controlled by the ECU 134 opposite the motor 112 of the master cylinder 110 (in response to the brake signal). For example, when the first ECU 134A controls the motor 112 of the master cylinder 110, the second ECU 134B may control the second motor 128 and the brake motor 144 for redundancy in the braking system 100 in the event that the first ECU 134A fails.

[0037] For simplicity, the following FIG. 2A to FIG. 2B The description pertains to the first bypass isolation valve 140 , but in many use environments, the second bypass isolation valve 142 will be similarly configured. Figure 2A The bypass valves 140, 142 are shown in an open state and Figure 2B The middle bypass valves 140, 142 are energized and closed. FIG. 2A to FIG. 2B , the first bypass isolation valve 140 and the second bypass isolation valve 142 may each include an MC channel 246 in fluid communication with the corresponding first MC output end 114 or the second MC output end 116, a brake-side channel 248 in fluid communication with the corresponding front wheel brake 102, and a longitudinally extending bypass valve sleeve 250. The MC channel 246 may be in indirect fluid communication with the corresponding first MC output end 114 or the second MC output end 116 via the corresponding first traction control isolation valve 122 or the second traction control isolation valve 124. The brake-side channel 248 may be in direct fluid communication with the corresponding front wheel brake 102. For a specific use environment, a person of ordinary skill in the art may easily configure the brake system 100 including one or more bypass isolation valves 140 and 142.

[0038] The bypass valve body 252 has a first body end 254 and a second body end 256 spaced longitudinally apart, with a bypass body lumen 258 extending between the first body end 254 and the second body end 256. The bypass valve body 252 separates at least a portion of the bypass valve sleeve 250 (at least partially surrounding the first body end 254) from at least the brake side passage 248 located adjacent the second body end 256. A bypass armature 260 is located within the bypass valve sleeve 250 adjacent the first body end 254. A bypass tappet 262 is at least partially surrounded by the bypass armature 260 and the bypass valve sleeve 250. The bypass tappet 262 extends at least partially through the bypass body lumen 258. The bypass lifter 262 is selectively longitudinally moved within the bypass body lumen 258 toward the bypass valve body 252 by energizing the bypass armature 260, and the bypass biasing spring 264 is mechanically interposed between the bypass lifter 262 and at least a portion of the bypass valve body 252 within the bypass body lumen 258. The bypass biasing spring 264 operates to bias the bypass lifter 262 toward the first body end 254. The bypass valve seat 266 is carried by a bypass seat body 268 located directly adjacent to the second body end 256.

[0039] Any desired number of bypass valve filters 270 may be provided, and the bypass valve filters 270 are shown here as a band filter 270A and a disc filter 270B associated with the MC channel 246 and the brake side channel 248, respectively. An air gap spacer 272 may be provided to help maintain tolerances, adjust the magnetic air gap, and / or transfer forces between components as desired. The bypass valve 140, 142 may be carried by a housing block 274 of the brake system 100, and at least a portion of the MC channel 246 and the brake side channel 248 may be formed within the housing block 274. The bypass valve body 252 or any other desired component of the bypass valve 140, 142 may be maintained within the valve bore 276 of the housing block 274 by riveting, crimping, welding, soldering, adhesives, fasteners, or any other desired maintenance solution.

[0040] The bypass valve fluid path F extends (in a bidirectional manner) through a selected one of the MC passage 246 and the brake-side passage 248, through the bypass valve seat 266, through at least one laterally extending side hole 278 in the bypass valve body 252, through at least a portion of the bypass body lumen 258, and through the other of the MC passage 246 and the brake-side passage 248 to place the two passages in fluid communication. Figure 2A Normally Open position shown.

[0041] exist Figure 2B In the illustrated “energized closed” position, the bypass lifter 262 selectively engages the bypass valve seat 266 to substantially block the bypass valve fluid path F in response to energization of the bypass armature 260 to move the bypass lifter 262 toward the second body end 256 .

[0042] like Figure 1 As shown in the brake system 100 of FIG. 1 , the reservoir 106 and the motor-driven master cylinder 110 may be co-located in a first housing (schematically indicated by a dashed line “1” in these figures), and the secondary brake module may be located in a second housing (schematically indicated by a dashed line “2” in these figures) spaced apart from the first housing. Optionally, as Figure 1 As shown, the isolation / dump control valve arrangement, the first and second bypass isolation valves 140 and 142 and / or the first and second traction control isolation valves 122 and 124 may also be located in the second housing.

[0043] Now go to Figure 3 The components of the brake system 100 are housed in a common block housing 274, which has a common block housing having a longitudinal-lateral plane (i.e., parallel to Figure 3 The shell surface 280 extends in the plane of the page in FIG. Figure 3 In the diagram, the “longitudinal” direction is substantially vertical and is indicated by the arrow “Lo”; Figure 3 , the "lateral" direction is substantially horizontal and is indicated by arrow "La". Each of the first bypass isolation valve 140 and the second bypass isolation valve 142 is longitudinally located between the isolation valve 118 and the dump valve 120 of the corresponding isolation / dump control valve device. In the brake system of the prior art, this arrangement of the first bypass isolation valve 140 and the second bypass isolation valve 142 is the location where the supply valve is usually located.

[0044] The pressure sensor 138A is placed laterally between the first bypass isolation valve 140 and the second bypass isolation valve 142 directly above the pump drive bearing in the brake system 100. It should be noted that the prior art brake system only provides three pressure sensors (in Figure 3 138 in the description here. Figure 3 In the braking system 100 of FIG. 1 , it may be desirable to add a fourth pressure sensor 138A while maintaining a compact layout of the system; therefore, this arrangement is used for the pressure sensor 138A. Figure 3 As shown, the pressure sensors 138 on the centerline of the block housing 274 (one of which is on the motor bearing) are associated with the front brakes, while the other two (non-centerline positioned) pressure sensors 138 are associated with the rear brakes. However, it is contemplated that one of ordinary skill in the art can readily provide any desired number, type, arrangement or other configuration of pressure sensors for a particular use environment of the brake system 100.

[0045] A person of ordinary skill in the art may provide and configure the first and second housings (and included / co-located components) of any braking system 100 for a particular use application based on factors including, but not limited to, achieving desired results in at least one of design, manufacturing, maintenance, space utilization in the vehicle, cost, size, regulatory compliance, etc.

[0046] Figures 4 to 9 A second exemplary embodiment of a brake system 100 ′ is shown in several exemplary configurations. Figures 4 to 9 The brake system 100' is similar to Figures 1 to 3 The braking system 100, and therefore, with reference to Figures 1 to 3 Those structures described are the same or similar Figures 4 to 9 The structures have the same reference numerals and are marked with "superscript symbols". For the second embodiment, the description of common elements and operations similar to those in the aforementioned first embodiment will not be repeated, but the description of common elements and operations should be considered to be appropriately incorporated by reference below.

[0047] exist Figures 4 to 9 In the braking system 100' of FIG. 1 , the first bypass isolation valve is shown as a first bypass-type valve 140' hydraulically disposed between the first MC output 114' and the first pair of wheel brakes. The first bypass-type valve 140' is hydraulically connected to the front brake 102' of the first pair of wheel brakes via a first front brake line 482. The first bypass-type valve 140' is hydraulically connected to the rear brake 102' of the first pair of wheel brakes via a first rear brake line 484. Similarly, in FIG. Figures 4 to 9 In the braking system 100' of FIG. 1 , the second bypass isolation valve is shown as a second bypass-type valve 142' hydraulically disposed between the second MC output 116' and the second pair of wheel brakes. The second bypass-type valve 142' is hydraulically connected to the front brake 102' of the second pair of wheel brakes via a second front brake line 486. The second bypass-type valve 142' is hydraulically connected to the rear brake 102' of the second pair of wheel brakes via a second rear brake line 488.

[0048] like Figure 4 As shown in the braking system 100', the first bypass valve 140' and the second bypass valve 142' are connected to Figures 1 to 3 The first bypass isolation valve 140 and the second bypass isolation valve 142 are shown to be substantially identical. For example, Figure 4 Each of the illustrated first bypass-type valve 140' and second bypass-type valve 142' is a normally open isolation valve and is configured to close in response to a higher hydraulic fluid pressure on the upstream side of the bypass valve (ie, the side closer to the master cylinder 110'd). Figure 4As shown, each of the first bypass-type valve 140 ′ and the second bypass-type valve 142 ′ may be oriented in an opposite fluid flow direction from the isolation valve 118 of at least one corresponding isolation / dump control valve arrangement for that “side” of the brake system 100 ′.

[0049] It should also be noted that all Figures 4 to 9 The first bypass-type valve 140' and the second bypass-type valve 142' in the embodiment are configured to selectively supply pressurized hydraulic fluid to the front brake and the rear brake of each corresponding pair of wheel brakes, rather than Figures 1 to 3 This can help provide slip control or any other braking system 100 'control or operating task as desired by one of ordinary skill in the art for a particular use application.

[0050] Figures 4 to 9 The secondary brake module in FIG. 1 is shown as having a plurality of pump pistons 126 ′; as previously described, any desired number of pump pistons 126 ′ may be provided for any embodiment of the present invention, as configured for a particular use environment.

[0051] See again at least Figures 4 to 9 In the exemplary embodiment and configuration shown in , the first front check valve 490 restricts the flow of fluid in the first front brake line 482 from the front brake 102' of the first pair of wheel brakes toward the first bypass-type valve 140'. The first rear check valve 492 restricts the flow of fluid in the first rear brake line from the rear brake 102' of the first pair of wheel brakes toward the first bypass-type valve 140'.

[0052] At least Figures 4 to 9 As shown, the second front check valve 494 restricts the flow of fluid in the second front brake line 486 from the front brake 102' of the second pair of wheel brakes toward the second bypass-type valve 142'. The second rear check valve 496 restricts the flow of fluid in the second rear brake line 488 from the rear brake 102' of the second pair of wheel brakes toward the second bypass-type valve 142'.

[0053] When present, first front check valve 490, first rear check valve 492, second front check valve 494, and second rear check valve 496 facilitate the delivery of high flow / low restriction hydraulic pressure to the Figures 4 to 9 All four wheel brakes 102' of the braking system 100'. It is contemplated that once the first bypass-type valve 140' and the second bypass-type valve 142' are energized, pressurized hydraulic fluid is not allowed to flow to the wheel brakes 102'. Independent first front check valve 490, first rear check valve 492, second front check valve 494, and second rear check valve 496 facilitate flow from the first bypass-type valve 140' and the second bypass-type valve 142' to the corresponding wheel brakes 102' as needed, but in e.g. Figures 5 and 6 The check valves shown as being included in the first bypass type valve 140 ′ and the second bypass type valve 142 ′ may be omitted as desired.

[0054] The first front check valve 490, the first rear check valve 492, the second front check valve 494, and the second rear check valve 496 can also help provide slip control to the braking system 100' by allowing selective closure of the first bypass-type valve 140' and the second bypass-type valve 142' to promote different pressures at each wheel when needed. Without the first front check valve 490, the first rear check valve 492, the second front check valve 494, and the second rear check valve 496, this four-wheel slip control would be provided via a bypass-type valve (not shown) per wheel; therefore, the braking system 100' (or its components) can be made smaller and cheaper while still providing four-wheel slip control by using the first front check valve 490, the first rear check valve 492, the second front check valve 494, and the second rear check valve 496.

[0055] The first brake pressure sensor 138' may be hydraulically disposed between the first rear check valve 492 and the corresponding rear brake 102' of the first pair of wheel brakes. The second brake pressure sensor 138' may be hydraulically disposed between the second rear check valve 496 and the corresponding rear brake 102' of the second pair of wheel brakes. Figures 1 to 3 The braking system 100 is the same as Figures 4 to 9 The brake system 100 ′ shown in FIG. 1 may include any desired number and type of brake pressure sensors 138 ′ as desired to assist in sensing and control.

[0056] It is contemplated that hydraulic pressure in the first front brake line 482, the first rear brake line 484, the second front brake line 486, and the second rear brake line 488 from the corresponding isolation / dump control valve devices may be controlled by the corresponding dump valves 120 to which they are fluidly connected. The tilt valves 120 may in turn be controlled by one or both of the first electronic control unit 134A' and the second electronic control unit 134B', as desired for a particular use environment.

[0057] like Figures 4 to 5As shown in the braking system 100', the secondary brake module is in direct fluid communication with the first bypass-type valve 140' and the second bypass-type valve 142'. Since the first bypass-type valve 140' and the second bypass-type valve 142' are located on the brake side of the first traction control isolation valve 122' and the second traction control isolation valve 124', when the primary brake module (e.g., the master cylinder 110') is not in a state of providing fluid to the corresponding first traction control isolation valve 122' or the second traction control isolation valve 124', the secondary brake module can drive the pressurized hydraulic fluid through the corresponding first bypass-type valve 140' and / or the second bypass-type valve 142', and thus reach the wheel brake 102' via the corresponding isolation / dump control valve device.

[0058] Now turn to at least Figures 5 and 6 The brake system 100 ′ shown in FIG. Figure 4 The braking system 100' is different, Figures 5 and 6 The brake system 100' includes each of the first bypass valve 140' and the second bypass valve 142', which are normally open isolation valves. Figures 4 to 6 The first and second bypass-type valves 140 ′, 142 ′ shown in FIG. 1 are both oriented in the same fluid flow direction as the isolation valve 118 ′ of the corresponding isolation / dump control valve arrangement.

[0059] exist Figure 6 In the illustrated braking system 100', the hydraulic fluid does not have to travel through the first traction control isolation valve 122' and the second traction control isolation valve 124' in order to reach the wheel brake 102' from the master cylinder 110'. That is, compared to the fluid flow path through the first traction control isolation valve 122' and the second traction control isolation valve 124', Figure 6 The first bypass-type valve 140' and the second bypass-type valve 142' in the embodiment facilitate providing parallel fluid flow paths of pressurized hydraulic fluid to the brake 102'. Figure 6 The braking response time produced by the illustrated braking system 100 ′ in a particular use environment may be slightly faster than the braking response time of the braking system 100 ′ of other figures.

[0060] In addition, at least Figure 6 As shown, the main brake module can be in direct fluid communication with the first bypass-type valve 140' and the second bypass-type valve 42' via at least one intermediate corresponding isolation / dump control valve device. It is also contemplated that Figure 4 The first bypass valve 140' and the second bypass valve 142' of the brake system 100' can also or alternatively be connected to Figure 6 The brake system 100 ′ is used together with the brake system 100 ′ and can be provided by a person of ordinary skill in the art.

[0061] See now Figures 7 to 9 , showing the use of Figure 5 The brake system 100' of FIG. 1 is used to illustrate an exemplary packaging diagram of a suitable physical layout of the brake system 100'. The multiple components of the brake system 100' are housed in a common block housing 274', which has a housing face 280' extending in a longitudinal-lateral plane. (The longitudinal direction is in the Figures 7 to 9 The lateral direction perpendicular to the longitudinal direction is schematically shown by arrow Lo; Figures 7 to 9 In the figure, the arrow La is schematically shown; the transverse direction perpendicular to the longitudinal direction and the lateral direction is in Figures 8 to 9 Schematically indicated by arrow T. ) Figure 7 The view is from the ECU side of the block housing 274'.

[0062] Each of the first bypass-type valve 140' and the second bypass-type valve 142' extends (e.g., extends laterally) into the housing face 280', directly adjacent to the two dump valves 120' of the two isolation / dump valve arrangements corresponding to the respective first or second pair of wheel brakes. Figures 7 to 9 As shown, each of the first bypass-type valve 140' and the second bypass-type valve 142' and its corresponding dump valve 120' (for the front brake 102' and the rear brake 102' of the corresponding pair of wheel brakes) can be characterized as a "group", as shown in dashed lines. The dump valves 120' are similar to their corresponding first or second bypass-type valves 140', 142' and also extend laterally into the housing face 280'.

[0063] The first front check valve 490, the first rear check valve 492, the second front check valve 494, and the second rear check valve 496 are all oriented parallel to the longitudinal-lateral plane, i.e., have a central valve axis parallel to the longitudinal-lateral plane (e.g., within the longitudinal-lateral plane), such as Figures 7 to 9 As shown, and is spaced apart (eg, laterally spaced apart) from the housing face 280', as shown Figures 8 to 9 More specifically, the common block housing 274' has a housing side surface 498 extending perpendicular to the housing face 280', and the first front check valve 490, the first rear check valve 492, the second front check valve 494 and the second rear check valve 496 all extend into the housing side surface 498, as shown.

[0064] Likewise Figures 7 to 9As shown, each isolation valve 118' of the isolation / dump control valve arrangement of the brake system 100' is longitudinally spaced apart (i.e., spaced apart in the longitudinal direction) from all of the first front check valve 490, the first rear check valve 492, the second front check valve 494, and the second rear check valve 496. That is, at least two dump valves 120' are located in a first longitudinal position on the housing surface 280'. The first longitudinal position (schematically represented by line 1L) is longitudinally separated from the first bypass-type valve 140' and the second bypass-type valve 142' (which are in a second longitudinal position schematically represented by line 2L) and from all isolation valves 118' of the isolation / dump control valve arrangement (which are in a third longitudinal position schematically represented by line 3L).

[0065] Figure 5 The components of the brake system 100' are Figures 7 to 9 The physical arrangement shown on the common block housing 274' shown in FIG. 1 is provided as a non-limiting example of one possible physical configuration of the brake system 100' shown and described herein. For reasons of cost, space, operating efficiency, manufacturing efficiency, and / or any other reasons, Figures 7 to 9 The arrangement of may be a desired configuration for certain use environments of the brake system 100 ′. However, based on the teachings herein, one of ordinary skill in the art can easily provide a suitable physical arrangement for a particular use environment.

[0066] It is contemplated that a person of ordinary skill in the art may provide various other components, such as a service brake motor and / or a parking brake motor, in any brake system described herein to achieve a desired configuration for a particular use environment. For example, although a plurality of filters and pressure sensors or other sensors are shown in the accompanying drawings, their specific description is omitted here for the sake of brevity, because a person of ordinary skill in the art will readily understand how to provide the desired number, arrangement and / or operation of filters, sensors and any other components according to the needs of the particular use environment of the present invention.

[0067] As used herein, the singular forms "a", "an" and "the" may also include plural forms, unless the context clearly indicates otherwise. It should also be understood that the terms "include" and / or "comprise" used herein may specify the presence of the features, steps, operations, elements and / or components, but do not exclude the presence or addition of one or more other features, steps, operations, elements, components and / or combinations thereof.

[0068] As used herein, the term "and / or" may include any and all combinations of one or more of the associated listed items.

[0069] It should be understood that when an element is referred to as being "on another element," "attached to another element," "connected to another element," "coupled with another element," "in contact with another element," "adjacent to another element," etc., the element may be directly on, attached to, connected to, coupled with, in contact with, or adjacent to another element, or intervening elements may also be present. In contrast, when an element is referred to as being, for example, "directly on another element," "directly attached" to another element, "directly connected" to another element, "directly coupled with," "directly in contact with," or "directly adjacent to" another element, there are no intervening elements. One of ordinary skill in the art will also understand that references to structures or features that are disposed "directly adjacent to" another feature may have portions that overlap or underlie the adjacent features, whereas structures or features that are disposed "adjacent to" another feature may not have portions that overlap or underlie the adjacent features.

[0070] Spatially relative terms, such as "under," "beneath," "lower," "above," "upper," "proximal," "distal," and the like, may be used herein to facilitate describing the relationship of one element or feature to another element or feature as shown in the figures. It should be understood that spatially relative terms may include different orientations of the device in use or operation in addition to the orientation shown in the figures. For example, if the device in the figure is inverted, elements described as "under" or "beneath" other elements or features would be oriented "above" the other elements or features.

[0071] As used herein, the phrase "at least one of X and Y" may be interpreted to include: X; Y; or a combination of X and Y. For example, if an element is described as having at least one of X and Y, the element may include: X; Y; or a combination of X and Y at a particular time, the selection of which may change over time. Conversely, the phrase "at least one of X" may be interpreted to include one or more Xs.

[0072] It should be understood that although the terms "first", "second", etc. may be used herein to describe various elements, these elements are not limited by these terms. These terms are only used to distinguish one element from another element. Therefore, without departing from the teachings of the present disclosure, the "first" element discussed below may also be referred to as the "second" element. The order of operations (or steps) is not limited to the order given in the claims or drawings unless otherwise specifically noted.

[0073] Although aspects of the present disclosure have been specifically shown and described with reference to the above exemplary aspects, it will be understood by those skilled in the art that various additional aspects can be envisioned. For example, the specific methods of using the device described above are merely illustrative; a person skilled in the art can easily determine any number of tools, sequence of steps, or other ways / options for placing the above-mentioned device or its components in a position substantially similar to those shown and described herein. In order to maintain clarity in the drawings, certain repeated components are not specifically numbered, but a person skilled in the art will recognize the element numbers that should be associated with the unnumbered components based on the numbered components; the presence or absence of element numbers in the drawings does not intend or imply a distinction between similar components. Any of the described structures and components can be integrally formed as a single whole or monolithic piece, or composed of separate subcomponents, any of which includes any suitable raw materials or custom components and / or any suitable material or combination of materials. Any of the described structures and components can be disposable or reusable, depending on the needs of the specific use environment. Any component may have a user-perceivable mark to indicate the material, configuration, at least one dimension, etc. associated with the component, the user-perceivable mark potentially helping the user select a component from an array of similar components for a specific use environment. The "predetermined" state can be determined at any time before the structure being manipulated actually reaches the state, and the "predetermining" is performed shortly before the structure reaches the predetermined state. The term "substantially" is used herein to indicate a specified quality to a large extent (but not necessarily all)-the "substantially" quality allows for the possibility of some relatively small inclusion of non-quality items. Although certain components described herein are shown as having specific geometric shapes, all structures of the present disclosure may have any suitable shape, size, configuration, relative relationship, cross-sectional area or any other physical property desired for a particular application. Any structure or feature described with reference to one aspect or configuration may be provided to any other aspect or configuration alone or in combination with other structures or features, because it would be impractical to describe each aspect and configuration discussed herein as having all the options discussed with respect to all other aspects and configurations. Devices or methods that combine any of these features should be understood to fall within the scope of the present disclosure determined based on the following claims and any equivalents thereof.

[0074] Other aspects, objects and advantages can be obtained from a study of the drawings, the disclosure and the appended claims.

[0075] Related Applications

[0076] This application claims priority to U.S. Patent Application No. 18 / 474,657, filed on September 26, 2023, the subject matter of which is incorporated herein by reference in its entirety for all purposes.

[0077] This application relates to technology disclosed in one or more of the following documents: U.S. Provisional Patent Application No. 63 / 580,042, filed on September 1, 2023, entitled "Braking System with Motor Driven Master Cylinder and Low-Pressure Accumulator" (Attorney Docket No. 301699-US-PSP); U.S. Provisional Patent Application No. 63 / 580,048, filed on September 1, 2023, entitled "Braking System with Motor Driven Master Cylinder and Pump Inlet Attenuator" (Attorney Docket No. 301647-US-PSP); P); U.S. Patent Application No. 18 / 474,714 (Attorney Docket No. 301647-US-NP), entitled “Braking System with Motor Driven Master Cylinder and Pump Inlet Attenuator,” filed concurrently with the present application; and U.S. Patent Application No. 18 / 474,678 (Attorney Docket No. 301699-US-NP), entitled “Braking System with Motor Driven Master Cylinder and Low-Pressure Accumulator,” filed concurrently with the present application, the subject matter of all of these applications being incorporated herein by reference in their entirety for all purposes.

Claims

1. A braking system for actuating a plurality of wheel brakes including a first pair of wheel brakes and a second pair of wheel brakes, the braking system comprising: Storage; a motor-driven master cylinder operable during a normal, non-fault braking mode by actuation of an electric motor of said master cylinder to generate brake actuation pressures at a first master cylinder output and a second master cylinder output for hydraulically actuating said first pair of wheel brakes and said second pair of wheel brakes, respectively; a secondary brake module configured to selectively provide pressurized hydraulic fluid at a first pump output and a second pump output for actuating the first pair of wheel brakes and the second pair of wheel brakes in at least one of a normal non-fault braking mode and a backup braking mode, the secondary brake module including a power transfer unit motor configured to selectively pressurize the hydraulic fluid by transferring rotational motion to at least two pump pistons, each pump piston providing pressurized hydraulic fluid to a corresponding one of the first pump output and the second pump output, each of the first pump output and the second pump output providing fluid to a corresponding pair of wheel brakes of the first pair of wheel brakes and the second pair of wheel brakes; a first traction control isolation valve hydraulically interposed between the motor-driven master cylinder and the first pair of wheel brakes via the first master cylinder output; a second traction control isolation valve hydraulically interposed between the motor-driven master cylinder and the second pair of wheel brakes via the second master cylinder output; a first bypass-type valve hydraulically interposed between the first master cylinder output and the first pair of wheel brakes, the first bypass-type valve being hydraulically connected to a front brake of the first pair of wheel brakes via a first front brake line, and the first bypass-type valve being hydraulically connected to a rear brake of the first pair of wheel brakes via a first rear brake line; a first front check valve that restricts fluid in the first front brake line from flowing from a front brake of the first pair of wheel brakes toward the first bypass-type valve; a first rear check valve that restricts fluid in the first rear brake line from flowing from a rear brake of the first pair of wheel brakes toward the first bypass-type valve; a second bypass-type valve hydraulically interposed between the second master cylinder output and the second pair of wheel brakes, the second bypass-type valve being hydraulically connected to the front brake of the second pair of wheel brakes via a second front brake line, and the second bypass-type valve being hydraulically connected to the rear brake of the second pair of wheel brakes via a second rear brake line; a second front check valve that restricts the flow of fluid in the second front brake line from the front brake of the second pair of wheel brakes toward the second bypass-type valve; a second rear check valve that restricts fluid in the second rear brake line from flowing from the rear brake of the second pair of wheel brakes toward the second bypass-type valve; and An electronic control unit is configured to control at least one of the secondary brake module and the master cylinder in response to at least one brake pressure signal.

2. The braking system according to claim 1, comprising an isolation / dump control valve device associated with each wheel brake of the plurality of wheel brakes, each isolation / dump control valve device being controlled by the electronic control unit, wherein Each of the first bypass-type valve and the second bypass-type valve has an orifice size that is larger than an orifice size of an isolation valve of a corresponding isolation / dump control valve device.

3. The braking system according to claim 2, wherein: Each isolation / dump control valve arrangement is in fluid communication with a selected one of the first and second master cylinder outputs and a selected one of the first and second pump outputs for selectively receiving pressurized hydraulic fluid therefrom.

4. The braking system according to claim 2, wherein: Multiple components of the braking system are accommodated in a common block housing having a housing surface extending in a longitudinal-lateral plane, wherein each of the first bypass-type valve and the second bypass-type valve extends into the housing surface, directly adjacent to the two dump valves of the two isolation / dump control valve devices corresponding to the respective first pair of wheel brakes or the second pair of wheel brakes, the dump valves also extending into the housing surface, and wherein the first front check valve, the first rear check valve, the second front check valve and the second rear check valve are all oriented parallel to the longitudinal-lateral plane and spaced apart from the housing surface.

5. The braking system according to claim 4, wherein: The common block housing has a housing side surface extending perpendicularly to the housing face, and wherein the first front check valve, the first rear check valve, the second front check valve, and the second rear check valve all extend into the housing side surface.

6. The braking system according to claim 4, wherein: Each of the isolation valves of the isolation / dump control valve device of the braking system is longitudinally spaced apart from all of the first front check valve, the first rear check valve, the second front check valve and the second rear check valve, wherein at least two of the dump valves are located at a first longitudinal position on the shell surface, which is longitudinally separated from both the first bypass-type valve and the second bypass-type valve in the second longitudinal position and from all the isolation valves of the isolation / dump control valve device in a third longitudinal position.

7. A braking system according to claim 1, which includes an isolation / dump control valve device associated with each of the multiple wheel brakes, and the isolation / dump control valve device for each brake is hydraulically placed between the corresponding first front check valve or the first rear check valve or the second front check valve or the second rear check valve and the wheel brake.

8. The braking system according to claim 1, wherein: A first brake pressure sensor is hydraulically interposed between the first rear check valve and a corresponding rear brake of the first pair of wheel brakes, and a second brake pressure sensor is hydraulically interposed between the second rear check valve and a corresponding rear brake of the second pair of wheel brakes.

9. The braking system according to claim 1, wherein: Each of the first bypass-type valve and the second bypass-type valve is a normally open isolation valve and is configured to close in response to a higher hydraulic fluid pressure on an upstream side of the bypass valve, ie, a side closer to the master cylinder.

10. The brake system according to claim 1, wherein: Each of the first bypass-type valve and the second bypass-type valve is oriented in a fluid flow direction opposite to an isolation valve of a corresponding isolation / dump control valve arrangement.

11. The brake system according to claim 1, wherein: Each of the first bypass-type valve and the second bypass-type valve is a normally open isolation valve.

12. The brake system according to claim 1, wherein: Each of the first bypass-type valve and the second bypass-type valve is oriented in the same fluid flow direction as an isolation valve of a corresponding isolation / dump control valve arrangement.

13. The brake system according to claim 1, wherein: The service brake module is in direct fluid communication with the first bypass-type valve and the second bypass-type valve.

14. The brake system according to claim 1, wherein: The primary brake module is in indirect fluid communication with the first bypass-type valve and the second bypass-type valve via at least one intermediate selected first traction control isolation valve or second traction control isolation valve.

15. The brake system according to claim 1, wherein: The electronic control unit is a first electronic control unit that controls the motor-driven master cylinder, and the braking system includes a second electronic control unit that controls the auxiliary brake module, wherein both the first electronic control unit and the second electronic control unit control the corresponding motor-driven master cylinder and auxiliary brake module in response to at least one brake pressure signal.

16. The braking system according to claim 15, wherein: The second electronic control unit controls the first traction control isolation valve and the second traction control isolation valve.

17. The braking system of claim 1, comprising a deceleration signal transmitter configured to provide a braking signal corresponding to a braking action desired by an operator of the vehicle in a wired or wireless manner, wherein: The electronic control unit controls at least one of the secondary brake module and the motor-driven master cylinder in response to the brake signal.

18. The brake system according to claim 1, wherein: The reservoir and the motor-driven master cylinder are co-located in a first housing, and the secondary brake module is located in a second housing spaced apart from the first housing.

19. The braking system according to claim 18, wherein: The electronic control unit is a first electronic control unit that controls at least a selected one of the motor-driven master cylinder and the auxiliary brake module, and the braking system includes a second electronic control unit that controls the other of the motor-driven master cylinder and the auxiliary brake module and at least one of the brake motors, wherein both the first electronic control unit and the second electronic control unit control the corresponding motor-driven master cylinder, auxiliary brake module, first traction control isolation valve, second traction control isolation valve and / or brake motor in response to at least one brake pressure signal.

20. The brake system according to claim 1, wherein: The first bypass-type valve and the second bypass-type valve each include: a master cylinder channel, the master cylinder channel being in fluid communication with a corresponding first master cylinder output end or a second master cylinder output end; a brake-side passage in fluid communication with a corresponding front wheel brake; a longitudinally extending bypass valve sleeve; a bypass valve body having first and second longitudinally spaced body ends, a bypass body lumen extending between the first and second body ends, the bypass valve body spacing at least a portion of the bypass valve sleeve at least partially surrounding the first body end from at least the brake-side passage located adjacent the second body end; a bypass armature disposed within the bypass valve sleeve adjacent the first body end; a bypass tappet at least partially surrounded by the bypass armature and the bypass valve sleeve, the bypass tappet extending at least partially through the bypass body lumen, the bypass tappet selectively movable longitudinally within the bypass body lumen toward the bypass valve body by energization of the bypass armature; and a bypass valve seat carried by a bypass seat body positioned directly adjacent to the second body end; wherein a bypass valve fluid path extends through a selected one of the master cylinder passage and the brake side passage, through the bypass valve seat, through at least one laterally extending side hole in the bypass valve body, through at least a portion of the bypass body lumen, and through the other of the master cylinder passage and the brake side passage; and wherein, in response to energizing the bypass armature to move the bypass tappet toward the second body end, the bypass tappet selectively engages the bypass valve seat to substantially block the bypass valve fluid path.

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