Flow enhancer and brake system using same

Abstract

The invention relates to a flow enhancer and a brake system using the same. An unpowered flow booster includes a booster cavity having a first cavity end and a second cavity end that are longitudinally spaced apart. The booster piston is configured for selective reciprocation within the booster cavity. The booster 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 transverse bore extends in a transverse direction, at least partially through the solid body of the piston head portion, and is in fluid communication with the booster cavity. The piston reduced bore places the piston transverse bore in fluid communication with an interior void of the piston skirt portion. Pressurized hydraulic fluid travels along an intensifier input fluid path from at least the fluid input port, through at least a portion of the intensifier cavity, the piston lateral bore, the piston reducing bore, and out of the intensifier cavity via the fluid output port.

Description

Technical Field

[0001] This disclosure relates to apparatus and methods for using a flow enhancer, and to a brake system using the flow enhancer, and more specifically, to methods and apparatus for a brake system with a flow enhancer that facilitates rapid filling of selected wheel brakes. Background Technology

[0002] The braking system may include anti-lock braking system (ABS), which comprises a hydraulic brake pressure generator, a brake pressure regulator (located in a pressure fluid conduit between the brake pressure generator and the wheel brakes, and used to change the brake pressure by altering the volume of a chamber containing hydraulic fluid), sensors for determining wheel rotational behavior, and electronic circuitry for processing sensor signals and generating brake pressure control signals. The braking system may also include ABS and traction slip control, which can use the brake pressure regulator to control vehicle braking.

[0003] In certain operating conditions, it may be desirable to provide pressurized hydraulic fluid to the brakes on an accelerated basis (e.g., "spike apply" when a user "slams on" the brakes). Therefore, in some operating conditions, storing pressurized hydraulic fluid closer to the brakes than the pressurized hydraulic fluid source can help facilitate a faster braking response.

[0004] For example, some braking systems include an "operating clearance" distance between the brake pads and the rotor to avoid unnecessary resistance and wear when the brakes are not in use. Especially in "peak application" situations, the user may want to quickly occupy this operating clearance distance to avoid delays in brake actuation (or driver perception of this).

[0005] Descriptions of prior art braking systems can be found in U.S. Patent No. 10,730,501, entitled "Vehicle Brake System with Auxiliary Pressure Source," granted to Blaise Ganzel on August 4, 2020; U.S. Patent Application Publication No. 2020 / 0307538, entitled "Brake System with Multiple Pressure Sources," published by Blaise Ganzel on October 1, 2020; and U.S. Patent Application Publication No. 2023 / 0048447, entitled "Apparatus and Method for Control of a Hydraulic Brake System Including Manual Pushthrough," published by Blaise Ganzel on February 16, 2023, all of which are incorporated herein by reference in their entirety for all purposes. Summary of the Invention

[0006] In one aspect, alone or in combination with any other aspect, a non-powered flow enhancer is described. The non-powered flow enhancer includes an enhancer housing and an enhancer cavity, the enhancer cavity being at least partially defined by the enhancer housing. The enhancer cavity has a longitudinally spaced first cavity end and a second cavity end, and a central cavity axis extends longitudinally between the first cavity end and the second cavity end. An enhancer piston is configured to selectively reciprocate longitudinally within the enhancer cavity, at least partially in response to fluid pressure within the enhancer cavity. The enhancer piston includes a piston head portion longitudinally adjacent to the first cavity end, and a piston skirt portion extending from the piston head portion toward the second cavity end. A piston lateral bore extends laterally, at least partially through the solid body of the piston head portion, and is in fluid communication with the enhancer cavity via at least one lateral bore outlet of the piston head portion. A piston reduction bore places the internal clearance of the piston lateral bore and the piston skirt portion in fluid communication. A fluid inlet port is longitudinally inserted between the first cavity end and the second cavity end, placing the reinforcing chamber in fluid communication with a pressurized hydraulic fluid source. A fluid outlet port is located at the second cavity end, placing the reinforcing chamber in fluid communication with a wheel brake. Pressurized hydraulic fluid travels along the reinforcing fluid input path, at least from the fluid inlet port, through at least a portion of the reinforcing chamber, the piston lateral bore, the piston reduction bore, and the internal clearance of the piston skirt, and exits the reinforcing chamber via the fluid outlet port.

[0007] 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 system includes a reservoir and a motor-driven master cylinder operable during a normal, non-faulty braking mode by actuation of an electric motor to generate brake actuation pressures at a first MC output and a second MC output, respectively, for hydraulically actuating the first pair of wheel brakes and the second pair of wheel brakes. An auxiliary brake module is configured to selectively provide pressurized hydraulic fluid at a first pump output and a second pump output to actuate the first pair of wheel brakes and the second pair of wheel brakes in at least one of a normal, non-faulty braking mode and a standby braking mode. The auxiliary brake module includes an electric pump motor configured to selectively pressurize the hydraulic fluid by transmitting 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 the first and second pair of wheel brakes. A first booster assembly and a second booster assembly are provided, each booster assembly being hydraulically inserted between a corresponding first or second MC output and at least one wheel brake of the corresponding first or second pair of wheels. Each of the first and second booster assemblies includes a non-powered flow booster. The booster includes a booster housing and a booster cavity, the booster cavity being at least partially defined by the booster housing. The booster cavity has longitudinally spaced first cavity ends and second cavity ends, and a central cavity axis extends longitudinally between the first cavity ends and the second cavity ends. A booster piston is configured to selectively reciprocate longitudinally within the booster cavity, at least partially in response to fluid pressure within the booster cavity. The booster piston includes a piston head portion longitudinally adjacent to the first cavity end; and a piston skirt portion extending from the piston head portion toward the second cavity end. A piston lateral bore extends laterally, at least partially penetrating the solid body of the piston head portion, and is in fluid communication with the reinforcing chamber via at least one lateral bore outlet of the piston head portion. A piston reduction bore places the piston lateral bore and the internal clearance of the piston skirt portion in fluid communication. A fluid inlet port is longitudinally inserted between the first chamber end and the second chamber end, placing the reinforcing chamber in fluid communication with the corresponding first MC output end or second MC output end. A fluid outlet port is located at the second chamber end, placing the reinforcing chamber in fluid communication with the corresponding wheel brake.An electronic control unit is provided for controlling at least one of the auxiliary brake module and the master cylinder in response to at least one braking signal. The first and second enhancer assemblies each facilitate rapid filling operation of the low-resistance brake caliper of the respective wheel brake. Attached Figure Description

[0008] For better understanding, please refer to the attached diagram, which is not drawn to scale, in which:

[0009] Figure 1 This is a schematic cross-sectional view of the components of an example braking system;

[0010] Figure 2 yes Figure 1 The example of the component in the first state uses a schematic cross-sectional diagram of the configuration;

[0011] Figure 3 yes Figure 1 The example of the component in the second state uses a schematic cross-sectional diagram of the configuration;

[0012] Figure 4 yes Figure 1 The example of the component in the third state uses a schematic cross-sectional diagram of the configuration;

[0013] Figure 5 yes Figure 1 The example of the component in the fourth state uses a schematic cross-sectional diagram of the configuration;

[0014] Figure 6 It includes Figures 2 to 5 A schematic hydraulic diagram of an example brake system for the components;

[0015] Figure 7 yes Figure 6 Detailed view of area "7" in the center;

[0016] Figure 8 yes Figure 6 A schematic front view of an example physical arrangement of a braking system;

[0017] Figure 9 yes Figure 6 A schematic rear view of an example physical arrangement of the braking system; and

[0018] Figure 10 This is a schematic hydraulic diagram of another example braking system. Detailed Implementation

[0019] Unless otherwise defined, 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 pertains.

[0020] The present invention comprises, consists of, or is substantially composed of the following features in any combination thereof.

[0021] Figure 1 A non-powered flow enhancer 100, including an enhancer housing 102, is schematically depicted. The enhancer 100 helps provide a "quick fill" function, for example, in a brake system containing low-resistance calipers, while still providing non-powered evacuation and filling capabilities to the brake system. In situations where a large amount of hydraulic fluid needs to move rapidly to provide a fast brake response, the enhancer 100 can help quickly fill the operating gap in the low-resistance caliper, unlike conventional arrangements where brake blocks are closer to the brake rotor during the non-applied portion of the duty cycle.

[0022] The enhancer 100 may be housed in the enhancer housing 102, schematically shown in the figure. This housing may define the components of the enhancer 100; assist in assembling and maintaining the components of the enhancer 100 into the assembled device; and / or provide additional necessary housing, assembly, and / or maintenance functions to any other components of the brake system. In the example configuration shown, the enhancer housing 102 may be formed cooperatively by a hole in the brake system housing block 104 and a cover 106 attached to the brake system housing block 104.

[0023] The enhancer cavity 108 is at least partially defined by the enhancer housing 104. The enhancer cavity 108 has a longitudinally spaced first cavity end 110 and a second cavity end 112, with a central cavity axis ( Figure 1 The arrow "C" extends longitudinally between them. The "longitudinal" direction referred to in this text for enhancer 100 is substantially parallel to arrow "Lo". Figure 1 The orientation is depicted as vertical.

[0024] The booster piston 114 is configured to selectively reciprocate longitudinally within the booster cavity 108 in at least a partial response to fluid pressure within the booster cavity 108. The booster piston 114 includes a piston head portion 116 longitudinally positioned adjacent to a first cavity end 110, and a piston skirt portion 118 extending in a "cup" shape from the piston head portion 116 toward a second cavity end 112. The inner surface 120 of the piston skirt portion 118 includes a laterally extending inner piston face 122, to which a booster piston spring 124 can act to advance the booster piston 114 toward the first cavity end 110. However, alternatively or additionally, it is contemplated that, regardless of whether the booster piston spring 124 is provided, the master cylinder, the pump piston of the auxiliary brake module, or any other desired source of pressurized hydraulic fluid can be configured and controlled to refill the booster cavity 108.

[0025] The piston transverse bore 126 extends transversely and at least partially passes through the solid body of the piston head portion 116. The "transverse" direction described herein is substantially perpendicular to the longitudinal direction, parallel to the arrow "La," and... Figure 1 The orientation is depicted as horizontal. The piston lateral bore 126 is in fluid communication with the reinforcing chamber 108 via at least one lateral bore outlet 128 of the piston head portion 116. The lateral bore outlet 128 is defined by the intersection of the piston lateral bore 126 and the outer surface of the solid body of the piston head portion 116.

[0026] The piston reduction bore 130 places the piston transverse bore 122 and the internal clearance 132 of the piston skirt portion 118 in fluid communication. For example... Figure 1 As shown, the piston reduced-bore bore 130 includes a "necked" or reduced-diameter orifice portion 134 that provides a desired flow property to the hydraulic fluid flowing through it. The piston reduced-bore bore 130 and / or the piston lateral bore 126 may be integrally formed with at least a portion of the reinforcing piston 114, for example, by utilizing forging, molding, machining, additive manufacturing, any other manufacturing technique, or any combination thereof. Alternatively, at least a portion of the piston reduced-bore bore 130 and / or the piston head may be provided to the reinforcing piston 114 at least partially via the assembly of multiple sub-assemblies, for example, to reduce cost, manufacturing time, manufacturing complexity, physical disturbance, and / or for any other desired reason.

[0027] As an example, such as Figure 1 As shown, the inner piston face 122 may include a reduced-diameter groove 136 extending into a solid body of the piston head portion 116. The reduced-diameter groove 136 is in fluid communication with the piston lateral bore 126. The piston reduced-diameter bore 130 may be at least partially defined by a reduced-diameter plug 138, which is at least partially carried within the reduced-diameter groove 136 and defines a central plug bore 140, which includes a portion of the piston reduced-diameter bore 130. The central plug bore 140 may have a first plug diameter adjacent to the piston lateral bore 126 and a second plug diameter adjacent to the piston skirt portion 118 and longitudinally spaced from the first plug diameter along the central plug bore 140. When the central plug bore 140 is tapered, the second plug diameter may be different from (e.g., larger or smaller than) the first plug diameter. For example, the central plug bore 140 shown in the figure has a second plug diameter adjacent to the orifice portion 134, which is a very small portion of the first plug diameter. For example, in some applications of the flow enhancer 100, the diameter of the orifice portion 134 (and therefore the diameter of the second plug of the central hole 140 directly adjacent to the orifice portion 134) can be in the range of 0.3 to 0.4 mm.

[0028] The filter 142 may be inserted longitudinally between at least a portion of the reduced-bore plug 138 and the piston transverse bore 126, for example, but not limited to, preventing debris or other unwanted material from entering the internal cavity 132 and the downstream point.

[0029] An exhaust port 144 leading to atmospheric pressure may be located at the first cavity end 110. When present, the surface of the piston head portion 116 directly adjacent to the exhaust port 144 may include a longitudinally extending exhaust hole 146 to receive an extension of the exhaust port 144 structure therein. Simultaneously, a portion of the surface of the piston head portion 116 does not include the exhaust hole 146 being laterally adjacent to at least a portion of the exhaust port 144 structure. That is, as... Figure 1 As shown, the vent 146 provides a cavity in the piston head portion 116, which “cup-shaped” surrounds the vent 144 when the reinforcing piston 114 is positioned close to the first cavity end 110 (e.g., in direct or near direct contact with the first cavity end 110), so that the vent 144 does not prevent or “block” at least the peripheral portion of the piston head portion 116 from contacting the first cavity end 110.

[0030] A fluid inlet port 148 is longitudinally inserted between the first cavity end 110 and the second cavity end 112, placing the booster cavity 108 in fluid communication with a pressurized hydraulic fluid source. Similarly, a fluid outlet port 150 is located at the second cavity end 112, placing the booster cavity 108 in fluid communication with a wheel brake. Pressurized hydraulic fluid travels at least from the fluid inlet port 148 along the booster inlet fluid path (schematically shown at IFP in the figure), flowing through at least a portion of the booster cavity 108, the piston lateral bore 126, the piston reduction bore 130, and the internal clearance 132 of the piston skirt portion 118, and exits the booster cavity 108 via the fluid outlet port 150. As a result, the pressurized hydraulic fluid can be "boosted" by undergoing pressurization (through the flow booster 100) between the pressurized hydraulic fluid source and the wheel brake, but it is not stored under pressure like an accumulator of the prior art. Therefore, the pressurized hydraulic fluid used with the flow booster 100 is less prone to "leakage". For example, the flow enhancer 100 portion of the brake system can be particularly useful when the hydraulic fluid is at a low temperature (i.e., viscous) and a predetermined pressure is desired to be delivered to the wheel brakes. It is important to note that at very low flow rates, the pressurized hydraulic fluid travels substantially unrestricted through the orifice portion 134, and there is essentially no flow enhancement (outflow exceeding inflow) or movement of the enhancer piston 114. At higher flow rates, the enhancer piston 114 moves within the enhancer chamber 108, “pushing” the fluid toward the wheel brakes; that is, more fluid leaves the enhancer chamber 108 than enters. The air volume below the vent 144 increases (air pressure decreases), which corresponds to an increase in the available fluid volume. The vent 144 allows air to escape from the flow enhancer 100 but prevents air from flowing into the surrounding space.

[0031] The fluid outlet port 150 includes a port check valve 152 that prevents fluid from flowing "rearward" along the IFP from the wheel brake toward the reinforcing chamber. The port check valve 150 may include a check valve seat 154 and a check valve ball 156, which is advanced toward the first chamber end 110 by a check valve spring 158 and engages with the check valve seat 154. A spring retainer 160 prevents the check valve spring 158 from disengaging from the port check valve 150. The check valve ball 156 is longitudinally positioned between the check valve seat 154 and the spring retainer 160. The port check valve 152, if present, can prevent backflow from the brake, which adversely affects the flow of hydraulic fluid from the brake at above-atmospheric pressure back into the reinforcing chamber 108. Although the port check valve 152 shown in the figure extends at least partially into the booster cavity 108, it is conceivable that the port check valve 152 may also be placed along the fluid output port 150 or any other suitable hydraulic passage inserted in the fluid between the flow booster 100 and the wheel brake, thereby being spaced apart from the rest of the flow booster 102, and may be positioned by those skilled in the art as required by the specific use environment.

[0032] The booster piston 114 may include a stepped outer profile shape as shown, wherein the total outer diameter of the booster piston 114 adjacent to the first cavity end 110 (schematically shown as "OD1") is smaller than the total outer diameter of the booster piston 114 adjacent to the second cavity end 112 (schematically shown as "OD2"). The booster piston 114 may include a first lip seal 162 carried within a first lip seal groove 164, the first lip seal groove at least partially circumferentially surrounding the piston head portion 116 and preventing fluid from flowing from the second cavity end 112 toward the first cavity end 110 (in Figure 1 The fluid flows in the direction of downward orientation. Similarly, the second lip seal 166 may be housed within the second lip seal groove 168, which at least partially surrounds the piston skirt portion 118 circumferentially and prevents fluid from flowing in the direction from the first cavity end 110 toward the second cavity end 112.

[0033] Therefore, an annular volume is defined laterally between the booster piston 114 and the booster housing 102 and longitudinally between the first lip seal 162 and the second lip seal 166. The dimensions of this annular volume can be predetermined based on the orifice portion 134, the piston lateral bore 126, and / or any other configuration of the flow booster 100 to provide the desired flow booster 100 function for a particular operating environment, such as by allowing pressurized hydraulic fluid from the fluid inlet port 148 to apply prime force to at least a portion of the booster piston 114, thereby achieving the desired hydraulic result. For example, as shown, the second lip seal groove 168 can be carried in a stepped region (i.e., the OD2 region) of the piston skirt portion 118 with an increased diameter, which includes a piston shoulder 170 longitudinally inserted between the second lip seal groove 168 and the lateral bore outlet 128. As a result, pressurized hydraulic fluid from the fluid inlet port 148 enters the annular volume (instead of through the piston transverse bore 126) and pushes the piston shoulder 170 to advance the reinforcing piston 114 toward the second chamber end 112, optionally overcoming the bias force provided by any provided reinforcing piston spring 124.

[0034] In summary, the flow enhancer 100 can be used to effectively "convert" low-flow / high-pressure hydraulic fluid to high-flow / low-pressure hydraulic fluid according to the needs of certain phases of brake system operation. Conceptually, the flow enhancer 100 can also be viewed as a hydraulic transmission device that allows for more efficient utilization of motor power. The flow through the flow enhancer 100 bypasses the isolation valve of the isolation / relief control valve device (described below), thereby helping to keep the output pressure of the flow enhancer 100 (at the fluid output port 150) below a predetermined value, which is relatively low for many operating environments.

[0035] Figures 2 to 5 The illustration depicts various states of example usage configurations of the booster assembly 172, which includes the unpowered flow booster 100 as described above, and a pressurized hydraulic fluid source (illustratively indicated as 176, referred to below). Figures 6 to 7 Further discussion is given regarding the main cylinder 176 and the flow enhancer 100. The bypass isolation valve 174 can be a normally open or normally closed bypass isolation valve. For example, as... Figures 2 to 5As shown, the bypass isolation valve 174 has an armature-driven core 178 that moves a poppet valve 186, thereby selectively allowing normally open fluid to flow from the master cylinder 176 to the fluid inlet port 148 of the flow enhancer 100. It may also include an optional check valve (generally indicated by 182) that prevents undesirable flow of hydraulic fluid from the master cylinder 176 toward the flow enhancer 100. For many braking systems, it is desirable to provide a bypass isolation valve 174 with relatively low valve limit values ​​to facilitate rapid filling of wheel brakes—that is, designers are likely to pursue a larger orifice in the bypass isolation valve 174 while balancing the ability of the bypass isolation valve 174 to still utilize the solenoid hold-off pressure of the armature-driven core 178. The bypass isolation valve 174 can be configured and constructed in any desired manner and can be readily provided by those skilled in the art for the desired operating environment.

[0036] Figures 2 to 5 The various states of the flow enhancer 100 and bypass isolation valve 174 during the operating cycle of the braking system are schematically depicted. Figure 2 In the middle, the bypass isolation valve 174 is de-energized (i.e., opened to allow flow), and the flow enhancer 100 retracts, with the enhancer piston 114 moving toward the first chamber end 110. Virtually no hydraulic fluid flows through. Figure 2 The enhancer assembly 172 is located within the enhancer chamber 108, which is substantially filled with fluid. Therefore, Figure 2 The "stationary" position of the enhancer assembly 172 is depicted, at which point no brake application occurs and / or during slow brake application under certain conditions, such as (but not limited to) the opening of the bypass isolation valve 174.

[0037] See Figure 3 The bypass isolation valve 174 remains de-energized (i.e., open), and the wheel brakes are rapidly applied—the brakes are "slammed on." As a result, hydraulic fluid flows from the master cylinder 176 through the bypass isolation valve 174 and then through the fluid inlet port 148 into the flow enhancer 100. The volume of hydraulic fluid leaving the fluid outlet port 150 is greater than the volume of hydraulic fluid flowing in through the fluid inlet port 148. Therefore, in order to quickly supply a large amount of pressurized hydraulic fluid to the wheel brakes (e.g., to occupy a larger operating clearance), the enhancer piston 114 advances, i.e., moves toward the second chamber end 112, as fluid flows out of the fluid outlet port 150. Figure 3 Move upwards in the indicated orientation.

[0038] Now refer to Figure 4The flow enhancer 100 is “prevented” from receiving further brake fluid, wherein the enhancer piston 114 is positioned adjacent to or even “bottomed out” against the second chamber end 112.

[0039] Finally, Figure 5 In this process, the bypass isolation valve 174 has been de-energized and reopened to supply pressurized hydraulic fluid from the master cylinder 176. The flow enhancer 100 is being refilled with fluid (from the master cylinder 176 via the bypass isolation valve 174), and the enhancer piston 114 is at least partially moved back toward the first chamber end 100 under the force of the enhancer piston spring 124.

[0040] if Figures 2 to 5 The bypass isolation valve 174 shown is normally closed, which allows for a larger orifice size for solenoids of similar size as the normally open version. This may be useful in certain applications, but compared to... Figures 2 to 5 Compared to the normally open version shown, this may result in less than ideal unpowered evacuation and filling operations. Those skilled in the art can readily provide bypass isolation valve 174 configured for specific operating environments, taking into account the various advantages and considerations associated with each design option.

[0041] Figure 6 An example brake system 184 for actuating multiple wheel brakes 186 is schematically depicted, including a first pair and a second pair of wheel brakes 186. The brake system 184 shown here is a hydraulic braking system in which braking force is applied to the brake system 184 using fluid pressure. The brake system 184 can be suitably used on ground vehicles, such as motor vehicles with four wheels, each of which is associated with a wheel brake. Furthermore, the brake system 184 may also be equipped with other braking functions, such as anti-lock braking (ABS) and other slip control functions, to effectively brake the vehicle. Components of the brake system 184 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 within the blocks or housings.

[0042] exist Figure 6In the illustrated embodiment of brake system 184, there are four wheel brakes 186, each of which can have any suitable wheel brake configuration that operates electrically and / or by applying pressurized brake fluid. Each of the wheel brakes 186 may include, for example, a brake caliper mounted on a vehicle for engaging with a friction element (e.g., a brake disc) that rotates with the wheel, thereby achieving braking of the associated wheel. The wheel brakes 186 can be associated with any combination of the front and rear wheels of a vehicle on which the corresponding brake system 184 is installed. For example, brake system 184 can be configured as a vertically split or diagonally split system. For ease of description, the various configurations of the wheel brakes 186 are not distinguished herein, but those skilled in the art can readily provide suitable braking devices for specific usage environments. Hereinafter, wheel brakes 186 are described as including a first pair and a second pair of wheel brakes 186, which, for ease of description, are described as RF / LR and LF / RR, respectively. Figure 6 As shown. However, the brake system 184 may also be specified as an LF / LR and RF / RR pair, or an RF / LF and RR / LR pair, as needed.

[0043] Furthermore, for ease of description, it is assumed that the deceleration signal transmitter (schematically shown as 188) is configured to provide a braking signal corresponding to a braking action desired by the vehicle operator, either wired or wirelessly. The deceleration signal transmitter 188 may include, but is not limited to, a brake pedal, an autonomous braking controller, and / or any other suitable means for generating a braking signal and thereby actuating the braking system 184.

[0044] The braking system 184 also includes a fluid reservoir 190. The reservoir 190 stores and holds hydraulic fluid for the braking system 184. The fluid within the reservoir 190 is preferably maintained at or near atmospheric pressure, but can also be stored at other pressures as needed. The reservoir 190... Figure 6 The diagram schematically shows three tanks or sections, with fluid lines connecting them. These sections may be separated by several inner walls within the reservoir 190 and are provided to prevent the reservoir 190 from being completely emptied in the event that one section is depleted due to a leak via one of the three lines connected to the reservoir 190. Alternatively, the reservoir 190 may include multiple separate housings. The reservoir 186 may include at least one level sensor for detecting the level of one or more sections of the reservoir 190.

[0045] A motor-driven master cylinder (“MC” or “[main] power transmission unit”) 176 of the brake system 184 (which may be a dual-chamber master cylinder 176, also referred to as a tandem power transmission unit) serves as a pressure source to provide a desired pressure level to the hydraulically operated wheel brakes 186 during typical or normal non-failure braking application. An example of a suitable MC 176 arrangement is disclosed in co-pending U.S. Patent Application No. 17 / 708,070, filed March 30, 2022, entitled “Tandem Power Transmission Unit and Brake Systems Using Same” (Attorney General’s File No. 211835-US-NP), the entire contents of which are incorporated herein by reference for all purposes. The master cylinder 176 can be operated during normal non-failure braking mode by actuation of an electric motor to generate brake actuation pressures at a first MC output 192 and a second MC output 194, respectively, for hydraulically actuating the first and second pairs of wheel brakes 186.

[0046] After the brakes are applied, fluid from wheel brake 186 can return to master cylinder 176 and / or be diverted to reservoir 190. Other configurations of the brake system 184 (not shown) are also conceivable, including hydraulic control of only one(s) wheel brake(s) (with other wheel brakes electrically controlled / actuated). Following aspects of the invention, those skilled in the art can readily provide such a device for the desired usage environment.

[0047] The auxiliary braking module is configured to selectively provide pressurized hydraulic fluid at the first pump output 196 and the second pump output 198, respectively, for actuating the first and second pair of wheel brakes 186 in at least one of a normal non-fault braking mode and a standby braking mode. Figure 6 As shown, the auxiliary brake module includes at least one pump piston 200 associated with at least one of a plurality of wheel brakes 186. The pump pistons 200 are driven by an eccentric bearing (not shown) on the shaft of an electric pump motor 202 (different from the electric motor included in the master cylinder 176), which transmits rotational motion to each pump piston 200 to selectively supply pressurized hydraulic fluid to the isolation / release control valve assembly of the at least one wheel brake 186 associated with the pump piston 200. Figure 6A pump piston 200 is shown associated with two wheel brakes 186, thus there are a total of two pump pistons 200 in the brake system 184. The pump pistons 200 and the electric pump motor 202 can be considered together as an auxiliary brake module (also referred to as an "auxiliary power transmission unit") constituting the brake system 184. For example, the two pump pistons 200 shown in the figure can respectively supply pressurized hydraulic fluid to the corresponding wheel brakes 186 via corresponding isolation / release control valve devices (if any) at a first pump output 196 and a second pump output 198, thereby actuating the first and second pairs of wheel brakes 186 in at least one of a normal non-failure braking mode and a standby braking mode. Each of the first pump output 196 and the second pump output 198 can supply fluid to a corresponding pair of the first and second pairs of wheel brakes 186. In some configurations of the brake system 184, it is conceivable that multiple pump pistons 200 are associated with each of the first pump output 196 and the second pump output 198.

[0048] When, for some reason, the master cylinder 176 is unable to supply fluid to the selected wheel brakes 186, the auxiliary brake module of the brake system 184 can serve as a pressure source to provide the desired pressure level to those selected wheel brakes 186 in standby or "failure" situations. Therefore, the auxiliary brake module can be directly or indirectly fluidly connected to the reservoir 190 for exchanging hydraulic fluid between these components without routing fluid through the (potentially failed) motor-driven master cylinder 176 or another structure of the brake system 184.

[0049] The auxiliary braking module can be used to selectively supply hydraulic fluid to at least one wheel brake 186 in standby braking mode, and can also be used in enhanced braking mode, which can occur alone and / or simultaneously with standby braking mode or non-faulty normal braking mode. Examples of suitable enhanced braking mode functions available to the braking system 184 include, but are not limited to, "overpressure" (where a higher pressure is supplied to a particular brake than is normally available from the master cylinder 176 alone) and "volume supplement" (where more fluid is supplied to a particular brake than is normally available from the master cylinder 176). In certain operating conditions, these enhanced braking modes can be facilitated by the pump piston 200.

[0050] Figure 6The illustrated braking system 184 also includes at least one electronic control unit (ECU) 204 for controlling at least one of the master cylinder 176 and the auxiliary brake module (via electric pump motor 202) in response to at least one braking signal, wherein a first ECU 204A and a second ECU 204B are shown and described herein. ECUs 204A and 204B may include microprocessors and other circuitry. ECUs 204A and 204B receive various signals, process signals, and control the operation of various electrical components of the corresponding braking system 184 in wired and / or wireless manner in response to received signals. ECUs 204A and 204B may be connected to various sensors, such as reservoir level sensors, pressure sensors, stroke sensors, switches, wheel speed sensors, and steering angle sensors. ECUs 204A and 204B may also be connected to external modules (not shown) to receive information related to the vehicle's yaw rate, lateral acceleration, longitudinal acceleration, or other vehicle operating characteristics for, for example (but not limited to), controlling the braking system 100 during vehicle braking, stability operation, or other operating modes. Additionally, ECUs 204A and 204B can be connected to the instrument panel to collect and provide information related to warning indicators such as the ABS warning light, brake fluid level warning light, and traction control / vehicle stability control indicator. It is conceivable that at least one of ECUs 204A and 204B could be integrated, for example, with the master cylinder 176 or the electric pump motor 202.

[0051] The first ECU 204A and the second ECU 204B can divide the control tasks of the brake system 100 in any desired manner and can be easily configured by those skilled in the art for the specific use environment of the brake system. However, it is conceivable that any control task performed by one or more ECUs 204 will be performed in response to at least one brake pressure signal and / or braking signal generated by the deceleration signal transmitter 188. For example, the first ECU 204A may operatively control the electric motor of the master cylinder 176. The second ECU 204B may operatively control the electric pump motor 202 and potentially (as will be discussed now) control at least one isolation / relief control valve device, at least one bypass isolation valve 174, and / or at least one of the first traction control isolation valve and the second traction control isolation valve.

[0052] Figure 6An isolation / release control valve assembly associated with each of a plurality of wheel brakes 186 is shown. Each isolation / release control valve assembly includes an isolation valve 206 and a release valve 208 for providing a desired fluid route to the associated wheel brake 186. A reservoir 186 is hydraulically connected to a master cylinder 176 and each isolation / release control valve assembly, for example via a return line 216. Each isolation / release control valve assembly includes a correspondingly tandemly arranged isolation valve 206 and release valve 208. The normally open isolation valve 206 of each isolation / release control valve assembly is hydraulically located between the corresponding wheel brake 186 and the master cylinder 176, and the normally closed release valve 208 of each isolation / release control valve assembly is hydraulically located between the corresponding wheel brake 186 and the reservoir 186 of the corresponding wheel brake 186.

[0053] The isolation / release control valve device can selectively provide slip control to at least one wheel brake 186 powered by the master cylinder 176 and / or the aforementioned auxiliary brake module. More broadly, the isolation / release control valve device and / or other valves of the brake system 184 (any of which may be solenoid-operated and have any suitable configuration) can be used to assist in providing controlled braking operation, such as (but not limited to) ABS, traction control, vehicle stability control, dynamic rear wheel proportional control, regenerative braking hybrid, and autonomous braking. Each isolation / release control valve device is controlled by at least one selected from electronic control units 204A and 204B.

[0054] A first traction control isolation valve 210 is hydraulically inserted between the master cylinder 176 and at least one isolation / relief control valve device via a first MC output terminal 192. A second traction control isolation valve 212 is hydraulically inserted between the master cylinder 176 and at least one isolation / relief control valve device via a second MC output terminal 194. Figure 6 As shown, it is conceivable that the isolation / release control valve device can be associated with each of the first and second pairs of wheel brakes 186. A first traction control isolation valve 210 is hydraulically inserted between the motor-driven master cylinder 176 and the isolation / release control valve device of the first pair of wheel brakes 186. Similarly, a second traction control isolation valve 212 is hydraulically inserted between the motor-driven master cylinder 176 and the isolation / release control valve device of the second pair of wheel brakes 186.

[0055] It can be seen that, Figure 6Each isolation / relief control valve device in the brake system 184 is in direct or indirect fluid communication with a selected one of the first MC output 192 and the second MC output 194, and with a selected one of the first pump output 196 and the second pump output 198, to selectively receive pressurized fluid therefrom, for example, during different braking modes or as required. Those skilled in the art can easily configure the brake system 184 for any particular purpose as needed.

[0056] Similarly, as mentioned above, Figure 6 The braking system 184 has a first enhancer assembly 172A and a second enhancer assembly 172B, each of which has a non-powered flow enhancer 100 and an optional bypass isolation valve 174. Each of the first enhancer assembly 172A and the second enhancer assembly 172B is hydraulically inserted, directly or indirectly, between a corresponding first MC output 192 or second MC output 194 and at least one wheel brake 186 of a corresponding first or second pair of wheel brakes. (It is envisioned that at least one corresponding isolation / relief control valve device may be hydraulically inserted between the flow enhancer 100 and the wheel brake 186.) Each power bypass isolation valve 174 (if present) is hydraulically inserted between the corresponding first MC output 192 or second MC output 194 and the corresponding flow enhancer 100. For example, this arrangement is... Figure 7 The diagram is schematically shown. The first enhancer assembly 172A and the second enhancer assembly 172B of the brake system 184 can each facilitate the rapid filling operation of the low-resistance brake caliper of, for example, the corresponding wheel brake 186.

[0057] The braking system 184 may also include at least one air over oil accumulator 214, which is hydraulically inserted between the reservoir 190 and at least one corresponding pump piston 200 for damping fluid flow at the inlet of the corresponding piston pump 202, and may be provided by those skilled in the art for the specific use environment of the braking system 184.

[0058] The brake pressure signal is at least one input that the ECU 204 can consider and responsively control one or more other components of the brake system 184 to achieve a desired braking result under specific operating conditions. One potential source of the brake pressure signal is a brake pressure sensor. For example, as shown, the brake system 184 may include at least one brake pressure sensor 216. Figure 6As shown, a first brake pressure sensor 216A can be hydraulically inserted between a selected isolation / release control valve device and a corresponding rear brake of a selected pair of the first and second pairs of wheel brakes 186; a second brake pressure sensor 216B can be hydraulically inserted between another isolation / release control valve device and a corresponding rear brake of another pair of the first and second pairs of wheel brakes 186. Along with or in place of the first and second brake pressure sensors 216A and 216B, a third brake pressure sensor 216C can be hydraulically inserted between a first traction control isolation valve 210 and a master cylinder 176; and / or a fourth brake pressure sensor 216D can be hydraulically inserted between a second traction control isolation valve 212 and a master cylinder 176. Those skilled in the art can readily provide the desired number / position / type of pressure sensors 216 for a particular brake system 100.

[0059] Refer again Figure 6 The storage device 190 and the motor-driven master cylinder 176 can be co-located in the first housing (schematically indicated by dashed line "1" in the figure), while the auxiliary brake module can be located in a second housing spaced apart from the first housing (schematically indicated by dashed line "2" in the figure). Optionally, as Figure 6 As shown, the isolation / relief control valve assembly, the first enhancer assembly 172A and the second enhancer assembly 172B, and / or the first traction control isolation valve 210 and the second traction control isolation valve 212 may also be located in the second housing.

[0060] Those skilled in the art can provide and configure the first and second housings (and included / co-located components) of any braking system 178 for a particular purpose based on a variety of factors, including but not limited to achieving the desired results in at least one aspect of design, manufacture, service, space utilization in the vehicle, cost, size, regulatory compliance, etc.

[0061] Figures 8 to 9 The illustration depicts the foregoing description from both the front and back sides as follows. Figure 6 An example arrangement of the block housing 104 of the brake system 184 is shown. Figures 8 to 9 In the diagram, the block housing 104 is shown as a rectangular prism, with internal holes or cavities formed by machining or other means for connection to the indicated component or fluid connection to the indicated component. For example, as... Figures 8 to 9As shown, the block housing 104 is similar to known block housings of other braking systems that have a low-pressure accumulator and associated supply valve, but the flow enhancer 100 and bypass isolation valve 174 of the enhancer assembly 172 replace at least a portion of these components. This can help simplify design, manufacturing, sourcing, assembly, or otherwise facilitate the transition between using known block housings (priority braking systems) and the block housing 104 associated with this braking system 184. Those skilled in the art can readily provide the block housing 104 configured to suit the desired package configuration for a particular application environment.

[0062] at last, Figure 10 An example brake system 184 is schematically depicted, wherein the first enhancer assembly 172A and the second enhancer assembly 172B are each directly hydraulically connected to a corresponding first MC output 194 or second MC output 196, without... Figure 6 The first TC isolation valve 210 or the second TC isolation valve 212 is inserted as shown. Figure 10 In the brake system 184 shown, the bypass isolation valve 174 is shown as normally closed, but a normally open bypass isolation valve 174 may also be considered as an alternative if needed. By directly connecting the first booster assembly 172A and the second booster assembly 172B to the corresponding first MC output 194 or second MC output 196, without the inserted first TC isolation valve 210 or second TC isolation valve 212, the total flow restriction between the master cylinder 176 and the wheel brake 186 will be reduced, which can result in faster brake application in "peak application" situations. However, in Figure 10 In the braking system 184, the auxiliary braking module cannot use the flow enhancer 100. Furthermore, due to "direct" routing, Figure 10 The braking system 184 is physically arranged in the block housing 104 (similar to in Figures 8 to 9 The one shown Figure 6 The block housing 104 of the brake system 184 may be more difficult to construct. However, those skilled in the art can readily provide the desired brake system 184 for a particular application environment by understanding that the bypass isolation valve 174 can be directly hydraulically connected to the corresponding first MC output 194 or second MC output 196, and / or indirectly hydraulically connected to the corresponding first MC output 194 or second MC output 195 via the corresponding first traction control isolation valve 210 or second traction control isolation valve 212 inserted in the fluid.

[0063] Those skilled in the art will consider providing various other components, such as electric service brake motors and / or parking brake motors, to achieve the desired configuration for a particular operating environment in the braking system 184 described herein. For example, although multiple filters, O-rings and other seals, as well as pressure sensors or other sensors, are shown in the figures, a detailed description thereof is omitted herein for the sake of brevity, as those skilled in the art will readily understand how filters, sensors, and any other components of the desired quantity, location, and / or operation can be provided according to the needs of a particular operating environment according to the invention.

[0064] While the various components are schematically shown in the figures in a certain arrangement, it is foreseeable that these components may not achieve the precise relative configuration shown, depending on the operating conditions of a particular usage environment. For example, a lift valve may not reciprocate to completely block the associated valve seat. However, those skilled in the art will understand which potential other locations may substantially produce the desired results for a particular usage environment. Those skilled in the art can configure various orifice sizes, fluid paths, hydraulic channels, and other components of the enhancer assembly 172 to achieve the desired operating characteristics of the enhancer assembly 172 in a particular usage environment.

[0065] Unless the context clearly indicates otherwise, the singular forms “a” and “the” used herein also include the plural forms. It should also be understood that the terms “comprising” and / or “including” as used herein may specify the presence of the stated feature, step, operation, element, and / or component, but do not exclude the presence or addition of one or more other features, steps, operations, elements, components, and / or combinations thereof.

[0066] As used herein, the term “and / or” can include any and all combinations of one or more of the related listed items.

[0067] It should be understood that when referring to an element being "on," "attached" to, "connected" to, "joined" with, "in contact with," or "adjacent" to another element, the element may be directly on, attached to, connected to, joined to, in contact with, or adjacent to the other element, or there may be intermediate elements present. Conversely, when referring to an element being, for example, directly "on," "directly attached" to, "directly connected" to, "directly joined" to, "directly in contact with," or "directly adjacent" to another element, there are no intermediate elements present. Those skilled in the art should also understand that a structure or feature described as being "directly adjacent" to another feature may have a portion overlapping with or below the adjacent feature, while a structure or feature being "adjacent" to another feature may not have a portion overlapping with or below the adjacent feature.

[0068] For ease of description, this document may use spatial relative terms such as “below,” “under,” “lower,” “above,” “upper,” “proximal,” and “farthest” to describe the relationship between one element or feature shown in the figure and another element or feature. It should be understood that, in addition to the orientation shown in the figure, these spatial relative terms may also cover different orientations of the device during use or operation. For example, if a device in the figure is inverted, an element described as being “below” or “under” other elements or features would be located “above” other elements or features.

[0069] The phrase “at least one of X and Y” as used in this article can be interpreted as including 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, then that element may contain X, Y, or a combination of X and Y at a given time, and its selection may change over time. Conversely, the phrase “at least one of X” can be interpreted as including one or more Xs.

[0070] It should be understood that although terms such as "first," "second," etc., may be used herein to describe various elements, these elements should not be limited by these terms. These terms are used only to distinguish individual elements. Therefore, the "first" element discussed below may also be referred to as the "second" element without departing from the teachings of this disclosure. Unless otherwise expressly stated, the order of operations (or steps) is not limited to the order shown in the claims or drawings.

[0071] While various aspects of this disclosure have been specifically shown and described with reference to the foregoing examples, those skilled in the art will understand that various additional aspects can be contemplated. For example, the specific methods of using the device described above are merely illustrative; those skilled in the art can readily determine any number of tools, sequences of steps, or other means / options to place the device or its components in a position substantially similar to that shown and described herein. For clarity of reference, certain repeating components are not specifically numbered, but those skilled in the art will understand, based on the numbered components, the element numbers that should be associated with the unnumbered components; the mere presence of element numbers in the figures is not intended to distinguish similar components. The structures and components may be integrally formed as a single monolithic piece or a single unit, or composed of individual sub-components, both of which may employ any suitable stock or custom components and / or any suitable materials or combinations of materials. The structures and components may be for single use or reuse as required by a specific usage environment. Any component may be equipped with user-perceptible markings to indicate information such as the component's material, configuration, at least one dimension, etc., which may help the user select a component from a range of similar components for a specific usage environment. The “predetermined” state can be determined at any time before the manipulated structure actually reaches that state, and the “predetermined” state can occur no later than before the structure reaches the predetermined state. The term “basic” as used herein indicates that the mass largely (but not necessarily completely) conforms to the specified requirements—“basic” mass allows for the inclusion of some relatively small non-mass items. Although some components described herein are shown as having specific geometries, all structures of this disclosure can have any suitable shape, size, configuration, relative relationship, cross-sectional area, or any other physical property to meet the needs of a particular application. Any structure or feature described with reference to one aspect or configuration can be applied alone or in combination with other structures or features to any other aspect or configuration, as it is impractical to describe each aspect and configuration discussed herein as having all the options discussed for all other aspects and configurations. Any apparatus or method incorporating any of these features should be understood to fall within the scope of this disclosure, determined based on the appended claims and any equivalents thereof.

[0072] Other aspects, objectives, and advantages can be obtained by studying the accompanying drawings, the disclosure, and the appended claims.

Claims

1. A non-powered flow enhancer, the flow enhancer comprising: Intensifier housing; An enhancer cavity, at least partially defined by the enhancer housing, the enhancer cavity having a longitudinally spaced first cavity end and a second cavity end, and a central cavity axis extending longitudinally between the first cavity end and the second cavity end; An intensifier piston configured to selectively reciprocate longitudinally within the intensifier cavity, at least partially in response to fluid pressure within the intensifier cavity, the intensifier piston comprising... The piston head portion is longitudinally adjacent to the end of the first cavity. The piston skirt portion extends from the piston head portion toward the second cavity end. A piston transverse bore extends laterally, at least partially penetrating the solid body of the piston head portion, and is in fluid communication with the reinforcing chamber via at least one transverse bore outlet of the piston head portion. Piston reduction bore, wherein the piston reduction bore places the internal gap between the piston transverse bore and the piston skirt portion in fluid communication; A fluid input port is inserted longitudinally between the first cavity end and the second cavity end, and the enhancer cavity is placed in fluid communication with a pressurized hydraulic fluid source; as well as A fluid output port is located at the end of the second cavity, and the reinforcing chamber is placed in fluid communication with the wheel brake. The pressurized hydraulic fluid travels along the booster input fluid path from the fluid input port, through at least a portion of the booster cavity, the piston lateral bore, the piston reduction bore, and the internal gap of the piston skirt, and exits the booster cavity via the fluid output port.

2. The flow enhancer according to claim 1, wherein, The reinforcing piston has a stepped outer contour shape, and the total outer diameter of the reinforcing piston adjacent to the first cavity end is smaller than the total outer diameter of the reinforcing piston adjacent to the second cavity end.

3. The flow enhancer according to claim 1, wherein, The reinforcing housing is formed by a hole in the brake system housing block and a cover attached to the brake system housing block.

4. The flow enhancer according to claim 1, wherein the flow enhancer includes an exhaust port located at the end of the first cavity and directed to atmospheric pressure.

5. The flow enhancer according to claim 4, wherein, The surface of the piston head portion directly adjacent to the exhaust port includes a longitudinally extending exhaust hole to accommodate an extension of the exhaust port into the exhaust hole, and a portion of the surface of the piston head portion excluding the exhaust hole is laterally adjacent to at least a portion of the exhaust port.

6. The flow enhancer according to claim 1, wherein, The fluid output port includes a port check valve that prevents fluid from flowing from the wheel brake toward the booster cavity.

7. The flow enhancer according to claim 6, wherein, The port check valve includes a check valve seat and a check valve ball, the check valve ball being pushed toward the first cavity end by a check valve spring and engaging with the check valve seat, wherein a spring retainer prevents the check valve spring from dislodging from the port check valve, and the check valve ball is longitudinally inserted between the check valve seat and the spring retainer.

8. The flow enhancer according to claim 1, wherein, The enhancer piston includes: a first lip seal, which is housed within a first lip seal groove that at least partially surrounds the piston head portion and prevents fluid from flowing from the second cavity end toward the first cavity end; and a second lip seal, which is housed within a second lip seal groove that at least partially surrounds the piston skirt portion and prevents fluid from flowing from the first cavity end toward the second cavity end.

9. The flow enhancer according to claim 8, wherein, The second lip seal groove is carried in a stepped region with an increased diameter in the piston skirt portion. The stepped region includes a piston shoulder inserted longitudinally between the second lip seal groove and the transverse orifice outlet. Pressurized hydraulic fluid from the fluid inlet port pushes the piston shoulder to advance the reinforcing piston toward the second cavity end.

10. The flow enhancer according to claim 1, wherein, The inner surface of the piston skirt portion includes a laterally extending inner piston surface, to which a reinforcing piston spring acts to advance the reinforcing piston toward the first cavity end. The inner piston surface includes a reduced-diameter groove extending into a solid body of the piston head portion. The reduced-diameter groove is in fluid communication with the piston transverse bore, and wherein the piston reduced-diameter bore is at least partially defined by a reduced-diameter plug, which is at least partially carried within the reduced-diameter groove and defines a central plug bore. The central plug bore has a first plug diameter adjacent to the piston transverse bore and a second plug diameter adjacent to the piston skirt portion and longitudinally spaced from the first plug diameter along the central plug bore. The second plug diameter is a very small portion of the first plug diameter.

11. The flow enhancer of claim 10, wherein the flow enhancer comprises a filter longitudinally inserted between at least a portion of the reduced-bore plug and the transverse orifice of the piston.

12. 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, which can be operated by actuation of the electric motor of the master cylinder during normal non-fault braking mode, to generate brake actuation pressures at the first MC output terminal and the second MC output terminal for hydraulically actuating the first pair of wheel brakes and the second pair of wheel brakes, respectively. An auxiliary brake module is configured to selectively provide pressurized hydraulic fluid at a first pump output and a second pump output to actuate a first pair of wheel brakes and a second pair of wheel brakes in at least one of a normal non-failure braking mode and a standby braking mode. The auxiliary brake module includes an electric pump motor configured to selectively pressurize the hydraulic fluid by transmitting 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 the first pair of wheel brakes and the second pair of wheel brakes. A first enhancer assembly and a second enhancer assembly, each enhancer assembly being hydraulically inserted between a corresponding first MC output terminal or a second MC output terminal and at least one wheel brake of a corresponding first pair of wheels or a second pair of wheels, each of the first enhancer assembly and the second enhancer assembly including a non-powered flow enhancer, the flow enhancer including... Intensifier housing; An enhancer cavity, at least partially defined by the enhancer housing, the enhancer cavity having a longitudinally spaced first cavity end and a second cavity end, and a central cavity axis extending longitudinally between the first cavity end and the second cavity end; An intensifier piston configured to selectively reciprocate longitudinally within the intensifier cavity, at least partially in response to fluid pressure within the intensifier cavity, the intensifier piston comprising... The piston head portion is longitudinally adjacent to the end of the first cavity. The piston skirt portion extends from the piston head portion toward the second cavity end. A piston transverse bore extends laterally, at least partially penetrating the solid body of the piston head portion, and is in fluid communication with the reinforcing chamber via at least one transverse bore outlet of the piston head portion. Piston reduction bore, wherein the piston reduction bore places the internal gap between the piston transverse bore and the piston skirt portion in fluid communication; A fluid input port is inserted longitudinally between the first cavity end and the second cavity end, and the enhancer cavity is placed in fluid communication with the corresponding first MC output end or second MC output end; as well as A fluid output port, located at the end of the second cavity, and placing the reinforcing chamber in fluid communication with the corresponding wheel brake; and An electronic control unit, the electronic control unit being configured to control at least one of the auxiliary brake module and the master cylinder in response to at least one braking signal; The first and second reinforcement assemblies each facilitate the rapid filling operation of the low-resistance brake caliper of the respective wheel brake.

13. The braking system of claim 12, the braking system comprising a pneumatic hydraulic accumulator hydraulically inserted between the reservoir and at least one pump piston for damping fluid flow at the inlet of the respective piston pump.

14. The braking system according to claim 12, wherein, Each of the first booster assembly and the second booster assembly includes a bypass isolation valve hydraulically inserted between the respective first MC output or second MC output and the respective flow booster.

15. The braking system according to claim 14, wherein, The bypass isolation valve is selected from either a normally open bypass isolation valve or a normally closed bypass isolation valve.

16. The braking system of claim 12, the braking system comprising a first traction control isolation valve, the first traction control isolation valve being hydraulically inserted between the motor-driven master cylinder and the first reinforcing assembly via the first MC outlet; and A second traction control isolation valve is hydraulically inserted between the motor-driven master cylinder and the second booster assembly via the second MC outlet.

17. The braking system according to claim 16, wherein, Each of the first booster assembly and the second booster assembly includes a bypass isolation valve hydraulically inserted between the respective first MC output or second MC output and the respective flow booster, wherein the bypass isolation valve is selected from one of the following two types: directly hydraulically connected to the respective first MC output or second MC output, and indirectly hydraulically connected to the respective first MC output or second MC output via a respective first traction control isolation valve or second traction control isolation valve inserted in the fluid.

18. The braking system of claim 12, wherein the braking system includes an isolation / release control valve device associated with each of the plurality of wheel brakes, each isolation / release control valve device being controlled by the electronic control unit, and a selected one of the first enhancer assembly and the second enhancer assembly being hydraulically inserted between a corresponding one of the first MC output and the second MC output and at least one associated isolation / release control valve device.

19. The braking system according to claim 18, wherein, A first brake pressure sensor is hydraulically inserted between a selected isolation / release control valve device and a corresponding rear brake of a selected pair of the first and second pair of wheel brakes, and a second brake pressure sensor is hydraulically inserted between another isolation / release control valve device and a corresponding rear brake of another pair of the first and second pair of wheel brakes.

20. The braking system according to claim 12, wherein, The storage device and the master cylinder are housed together in a first housing, and the auxiliary brake module is located in a second housing, which is spaced apart from the first housing and includes the booster housing.

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