Medium pressure energy storage device with fast fill supply valve and

Abstract

The invention provides a medium pressure accumulator with a quick-fill supply valve and a brake system using the same. An accumulator assembly is hydraulically interposed between a source of pressurized fluid and at least one wheel brake of a corresponding first or second pair of wheels. The accumulator assembly includes: a medium pressure accumulator; an unpowered MPA fill valve interposed on the fluid between the pump-side passage of the medium-pressure accumulator and the source of pressurized hydraulic fluid; a powered MPA one-way valve fluidly interposed between the brake-side passage of the medium-pressure accumulator and the at least one corresponding wheel brake; and an MPA check valve fluidly interposed between the brake-side passage of the MPA cavity and the at least one corresponding wheel brake. An electronic control unit is provided for controlling at least one of the auxiliary brake module and the master cylinder in response to at least one brake signal. The accumulator assembly facilitates an unpowered evacuation / fill phase of life operation of the brake system.

Description

[0001] Related applications

[0002] This application relates to the technology disclosed in U.S. Patent Application No. 18 / 544,551 (Attorney’s File No. 302878-US-NP), filed December 19, 2023, entitled “Accumulator with Fast Fill SupplyValve and Brake System Using Same”; the entire contents of that application are incorporated herein by reference for all purposes. Technical Field

[0003] This disclosure relates to apparatus and methods for using a medium-pressure accumulator with a fast-fill supply valve and a braking system using the same, and more specifically, to methods and apparatus for a braking system using a medium-pressure accumulator with an associated bidirectional solenoid valve. Background Technology

[0004] 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.

[0005] 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.

[0006] 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).

[0007] 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

[0008] In one aspect, alone or in combination with any other aspect, an accumulator assembly is described. The accumulator assembly includes: a medium-pressure accumulator having an MPA chamber including at least one brake-side channel adjacent to a first end thereof, and at least one pump-side channel adjacent to the first end thereof; and an MPA piston for longitudinally reciprocating within the MPA chamber in response to a predetermined flow of hydraulic fluid through at least one of the pump-side channel and the brake-side channel. An MPA bias spring is provided for advancing the MPA piston toward the first end of the MPA chamber. A non-powered MPA fill valve is fluidly inserted between the pump-side channel of the MPA chamber and a source of pressurized hydraulic fluid. The MPA filling valve includes an MPA filling valve body that selectively fluidly communicates the pump-side passage of the MPA body and a pressurized hydraulic fluid source via an MPA filling valve fluid path; and an MPA filling valve spool configured for reciprocating within the MPA filling valve body. The MPA filling valve spool includes a spool orifice that is directly fluidly communicated with the MPA body and indirectly fluidly communicated with the pressurized fluid source via at least one spool orifice extending laterally through at least a portion of the MPA filling valve spool body. An MPA lip seal circumferentially surrounds at least a portion of the MPA filling valve spool and selectively allows fluid flow along the MPA filling valve fluid path through the MPA lip seal under pressure from the pressurized hydraulic fluid source. The portion of the MPA filling valve spool body through which the at least one spool orifice extends selectively reciprocates longitudinally through the MPA lip seal. An MPA filler valve biasing spring advances the MPA filler valve spool toward the MPA cavity. The MPA filler valve spool selectively reciprocates in response to at least one of the following: a biasing force from the MPA filler valve biasing spring, and a fluid pressure differential between the pressurized hydraulic fluid source and the MPA cavity. A powered MPA check valve is fluidly inserted between the brake-side passage of the MPA cavity and at least one corresponding wheel brake. The MPA check valve includes an MPA check valve cavity that selectively fluidly communicates the brake-side passage of the MPA cavity with at least one corresponding wheel brake via an MPA check valve fluid path. An MPA check valve seat is positioned along the MPA check valve fluid path and defined by the inner wall of the MPA check valve cavity. The MPA check valve spool is configured to reciprocate between a spool open position and a spool closed position, wherein the shoulder of the MPA check valve spool selectively contacts the MPA check valve seat to block fluid flow along the MPA check valve fluid path through the MPA check valve seat.An MPA check valve is fluidly inserted between the brake-side passage of the MPA cavity and at least one corresponding wheel brake. The MPA check valve includes an MPA check valve seat and an MPA check valve ball, the ball being spring-biased toward closed contact with the MPA check valve seat. The MPA check valve at least partially responds to an opening fluid pressure differential along the MPA check valve fluid path to prevent fluid flow from at least one corresponding wheel brake through the MPA check valve toward the MPA cavity.

[0009] 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-fault-tolerant 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-fault-tolerant 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, and each of the first pump output and the second pump output provides fluid to a corresponding pair of the first pair of wheel brakes and the second pair of wheel brakes. A first accumulator assembly and a second accumulator assembly are provided, each accumulator assembly being hydraulically inserted between at least one of the corresponding first or second MC output and the corresponding first or second pump output and at least one wheel brake of the corresponding first pair of wheels or the second pair of wheels. Each of the first accumulator assembly and the second accumulator assembly includes a medium-pressure accumulator, a non-powered MPA filler valve fluidly inserted between the pump-side passage of the medium-pressure accumulator and the pressurized hydraulic fluid source, a powered MPA check valve fluidly inserted between the brake-side passage of the medium-pressure accumulator and at least one corresponding wheel brake, and an MPA check valve fluidly inserted between the brake-side passage of the MPA cavity and at least one 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 accumulator assembly and the second accumulator assembly each facilitate the unpowered evacuation / filling phase of the brake system's lifetime operation. Attached Figure Description

[0010] For better understanding, please refer to the attached diagram, which is not drawn to scale, in which:

[0011] Figure 1 This is a schematic partial cross-sectional view of an example braking system in its first state;

[0012] Figure 2 yes Figure 1 A schematic cross-sectional view of the components of the braking system;

[0013] Figure 3 yes Figure 1 A schematic cross-sectional view of another component of the braking system;

[0014] Figure 4 yes Figure 1 An example of the braking system in the second state uses a schematic cross-sectional view of the configuration;

[0015] Figure 5 yes Figure 1 An example of the braking system in the third state uses a schematic cross-sectional view of the configuration;

[0016] Figure 6 yes Figure 1 A schematic hydraulic diagram of a braking system;

[0017] Figure 7 yes Figure 6 Detailed view of area "7" in the center;

[0018] Figure 8 yes Figure 6 A partial schematic front view of an example physical arrangement of a braking system; and

[0019] Figure 9 yes Figure 6 A partial schematic rear view of an example physical arrangement of a braking system. Detailed Implementation

[0020] 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.

[0021] The present invention comprises, consists of, or is substantially composed of the following features in any combination thereof.

[0022] Figure 1An accumulator assembly 100 is schematically depicted, comprising a medium-pressure accumulator 102, a non-powered MPA filling valve 104, and a powered MPA check valve 106. The term "medium-pressure" is used to indicate that the accumulator 102 is configured to maintain an operating pressure, for example, between about 3.9 and about 5.5 bar, under certain operating conditions. Those skilled in the art can adjust this pressure capacity as needed by changing the size, shape, available spring force, configuration, and / or other properties of at least one component of the medium-pressure accumulator 102. The accumulator assembly 100 can be used, for example, in conjunction with a braking system, as will be discussed in more detail below. Due to this "medium-pressure" capability, the accumulator assembly 100 can have a capacity for effectively storing (temporary or permanent) pressurized hydraulic fluid and supplying pressurized hydraulic fluid to other components of the braking system in locations where placement of a lower-pressure accumulator (not shown) would be impractical. The accumulator assembly 100 may be housed in a block housing 108 schematically shown in the figure, which may define the components of the accumulator assembly 100; assist in assembling and maintaining the components of the accumulator assembly 100 into an assembly device; and / or provide additional housing, assembly and / or maintenance functions for any other components of the braking system as needed.

[0023] The medium-pressure accumulator 102 includes an MPA chamber 110, which includes at least one brake-side channel 112 located at and / or adjacent to a first end 114 of the MPA chamber 110, and at least one pump-side channel 116 also located at and / or adjacent to the first end 114 of the MPA chamber 110. The MPA chamber 110 may be in communication with the atmosphere at a location spaced apart from the first end 114 as needed. The MPA piston 118 is configured to reciprocate longitudinally within the MPA chamber 110 in response to a predetermined amount of hydraulic fluid flowing through at least one of the pump-side channel 116 and the brake-side channel 112. The "longitudinal" direction referred to herein with respect to the MPA filler valve 104 is substantially parallel to the arrow "L". Figure 1 The orientation is depicted as horizontal. The MPA piston 118 may include at least one piston seal 120, a piston passage 122 for selectively allowing airflow / exhaust to "pass through" the MPA piston 118, or any other desired features that may be configured by those skilled in the art. An MPA bias spring 124 is provided for advancing the MPA piston 118 toward a first end 114 of the MPA cavity 110.

[0024] Reference Figure 2 The non-powered MPA filling valve 104 is fluidly inserted between the pump-side passage 116 of the MPA chamber 110 and the pressurized hydraulic fluid source, which can be at least one of the pump piston and the master cylinder of the auxiliary brake module, as shown in the reference. Figure 6The braking system described herein. The MPA fill valve 104 includes an MPA fill valve chamber 126 that selectively fluidly communicates the pump-side passage 116 of the MPA chamber 110 and a pressurized hydraulic fluid source via an MPA fill valve fluid path, which in... Figure 2 The portion is schematically shown as FVP, and will be discussed in more detail below. The MPA filler valve shoulder 128 is positioned along the MPA filler valve fluid path FVP and is at least partially defined by the inner wall 130 of the MPA filler valve cavity 126. The MPA filler valve poppet 132 is configured to reciprocate within the MPA filler valve cavity 126 at least between a poppet rest position and a poppet closed position, which will be referred to... Figure 1 and Figures 4 to 5 Further discussion. It is worth noting that the FVP of the MPA filling valve 104 shown in the figure is bifurcated as a result, because during different operating phases, flow is allowed along at least one of the two travel paths toward the MPA cavity 110.

[0025] MPA filling valve cavity 126 includes an annular groove 134 adjacent to (e.g., continuously extending from) the pump-side passage 116 of MPA cavity 110. The annular groove 134 is configured to retain a directional elastomer MPA lip seal 136 therein. The MPA lip seal 136 circumferentially surrounds at least a portion of the MPA filling valve spool 132 and selectively allows hydraulic fluid flow along the MPA filling valve fluid path FVP toward MPA cavity 110 under pressure from a pressurized fluid source, passing through the MPA lip seal 136. At least due to the directional sealing nature of the MPA lip seal 136, the MPA filling valve fluid path FVP is a unidirectional fluid flow path during many operating phases of the MPA filling valve 104.

[0026] The MPA filling valve fluid path FVP may include at least one valve core orifice 138 along the path, which restricts the flow of fluid along the MPA filling valve fluid path FVP through the MPA lip seal 136 and into the medium-pressure accumulator 102. Specifically, the MPA filling valve spool 132 includes a valve core orifice 140 in direct fluid communication with the MPA cavity 110 and indirect fluid communication with a pressurized fluid source via at least one valve core orifice 138 extending laterally through at least a portion of the MPA filling valve spool 132 body. Those skilled in the art can configure the valve core orifice 138 according to specific applications. The portion through which at least one valve core orifice 138 extends in the MPA filling valve spool 132 body selectively reciprocates longitudinally across the MPA lip seal 136. Regardless of the position of the valve core orifice 138 relative to the MPA lip seal 136, pressurized fluid can easily travel along the MPA fill valve fluid path FVP between the MPA lip seal 136 and the MPA fill valve core 132, and flow out of the MPA fill valve 104. However, the valve core orifice 138 can help facilitate the evacuation and filling processes, prevent overpressure of the intermediate-pressure accumulator 102 due to fluid expansion associated with temperature rise, and / or manage the pressure affecting the opening of the powered MPA check valve 106. The valve core side orifice 139 and the fluid flow restriction it provides can help prevent unnecessary “venting” or “recirculation” of the fluid volume flowing out through the MPA check valve 106, which would then eventually return to the MPA cavity 110 via the MPA fill valve 104.

[0027] MPA filling valve bias spring 142 advances MPA filling valve spool 132 toward MPA cavity 110. MPA filling valve spool 132 selectively reciprocates in response to at least one of the following: biasing force from MPA filling valve bias spring 142, mechanical contact with MPA piston 118 when the intermediate pressure accumulator 102 discharges, and fluid pressure differential between pressurized hydraulic fluid source and MPA cavity 110.

[0028] exist Figure 1 In the configuration shown, the MPA fill valve spool 132 is in the fully retracted "initial" position, in which the accumulator assembly 100 is provided, for example, to a vehicle manufacturer for initial assembly into a braking system, and the MPA 102 is empty. During the "evacuation and filling" process, air can be removed from at least a portion of the accumulator assembly 100 via the MPA fill valve 104. More specifically, during the unpowered evacuation and filling process, when the spool orifice 138 is on the left side ( Figure 1(As shown in the orientation), the valve core orifice 138 can provide a fluid path substantially opposite to that of the FVP for drawing air from the MPA chamber 110, at which point the MPA filling valve core 132 is in the retracted position, completely "exiting" from the MPA chamber 110.

[0029] In comparison, Figure 2 and Figures 4 to 5 The MPA filling valve spool 132 is depicted in the extended position, "bottomed out" against the MPA filling valve shoulder 128. In summary, when the MPA chamber 110 is substantially dry during the de-energized evacuation / filling phase of its lifespan operation, at least one spool orifice 138 of the MPA filling valve 104 is located on the "pressurized fluid source" side of the MPA lip seal 136, and at least one spool orifice 138 facilitates the removal of air from the MPA chamber 110 during the de-energized evacuation / filling phase of its lifespan operation, and also facilitates the inflow of hydraulic fluid into the MPA chamber 110 during the braking operation phase of normal use in the brake system (parallel to the flow rate through the MPA filling valve spool 132 in the bifurcation FVP).

[0030] The term "life operation" as used herein refers to a specific function that may occur or be performed as needed at certain points during the brake's lifespan, but is not considered to occur frequently as a routine function during normal operation. Therefore, it is assumed that this unpowered evacuation / refilling phase occurs only during the initial start-up (first time ever) of the brake system, and / or in extremely rare cases, that the entire brake system of a vehicle in use has already been at least partially evacuated of hydraulic fluid and requires refilling during non-routine maintenance.

[0031] When the MPA cavity 110 contains a predetermined amount of hydraulic fluid, at least a first length of the MPA filling valve spool 132 is located within the MPA cavity 110. This configuration is as follows: Figures 4 to 5 As shown. In this configuration, any desired amount of pressurized hydraulic fluid is allowed to flow along the MPA filler valve fluid path FVP and be routed through the brake system in a predetermined manner; those skilled in the art can readily provide appropriately configured accumulator assemblies 100 and / or brake systems to achieve the desired braking performance in a specific operating environment.

[0032] Figure 3 A powered MPA check valve 106 is schematically depicted, fluidly inserted between the brake-side passage 112 of the MPA chamber 110 and at least one corresponding wheel brake. The MPA check valve 106 includes an MPA check valve chamber 146 that connects the brake-side passage 112 of the MPA chamber 110 and at least one corresponding wheel brake via the MPA check valve fluid path OVP (e.g., Figure 3(As shown) is placed in selective fluid communication. The MPA check valve seat 148 is positioned along the MPA check valve fluid path OVP and is defined by the inner wall 150 of the MPA check valve cavity 146. For example, as Figure 3 As shown, the MPA check valve seat 148 may be defined by a seat ring 144, which forms at least a portion of the inner wall 150 of the MPA check valve cavity.

[0033] The MPA check valve spool 152 is configured to reciprocate between a spool open position and a spool closed position. When the MPA check valve spool 152 is in the spool closed position, the MPA check valve spool shoulder 154 contacts the MPA check valve seat 148 to block fluid flow along the MPA check valve fluid path OVP through the MPA check valve seat 148.

[0034] The MPA check valve spool 152 can be an armature, used for selective reciprocating motion relative to the MPA check valve cavity 146 between a spool open position and a spool closed position (as shown in the image). Figure 5 and Figure 4 (As shown). The MPA check valve 106 includes a magnetic core 158 for selectively magnetically attracting the MPA check valve spool 152. The magnetic core 158 is longitudinally positioned directly adjacent to the magnetic core activation surface 160 of the MPA check valve spool 152. The magnetic core 158 is selectively energized to magnetically drive the MPA check valve spool 152 between a spool open position and a spool closed position. When the MPA check valve is de-energized, a spool spring 162 biases the MPA check valve spool 152 toward the spool closed position and seals against the MPA check valve seat 148. This makes the MPA check valve 106 a normally closed valve, which is then electrically (soleively) actuated to selectively open.

[0035] The MPA check valve spool 152 remains engaged with the MPA check valve seat 148 in the spool closed position. Consequently, when the MPA check valve spool 152 is in the... Figure 3 When the valve spool is in the closed position, the MPA check valve fluid path OVP is blocked, and pressurized hydraulic fluid is not allowed to travel from the intermediate pressure accumulator 102 toward the wheel brake. When the MPA check valve spool 152 is in the open position, the MPA check valve spool 152 is at least partially spaced from the MPA check valve seat 148, thereby allowing fluid flow between them.

[0036] The MPA check valve spool 152 may include an MPA elastomeric seal 156 that forms at least a portion of the MPA check valve spool shoulder 154 and selectively contacts the MPA check valve seat 148 to block fluid flow along the MPA check valve fluid path. For example, as shown, the MPA elastomeric seal 156 may be a "ring" surrounding a portion of the end of the MPA check valve spool 152 positioned opposite to the core activation surface 160, and may assist in sealing when the MPA check valve spool 152 is in the spool closed position to prevent unwanted leakage within the accumulator assembly 100.

[0037] The example MPA check valve 106 configuration shown in the figure includes a core sleeve 164 that is at least partially received within a bulk housing 108, which also at least partially defines the MPA cavity 110. The core sleeve 164, if present, is configured to maintain a spaced relationship between the core 158 and the MPA check valve spool 152. The MPA check valve spool 152 is at least partially enclosed within the core sleeve 164 and thereby guided to selectively reciprocate relative to the core 158 in response to energization of the core 158.

[0038] MPA check valve 166 can be fluidly inserted between the brake-side passage 112 of MPA cavity 110 and at least one corresponding wheel brake. For example, as at least Figure 1 and Figures 3 to 5 As shown and described below, the MPA check valve 166 can be integrated into the MPA check valve 106, located within a common valve housing, for example, the valve housing being at least partially defined as a single cavity within housing block 108. Alternatively, the MPA check valve 166 can be provided separately from the MPA check valve 106 and fluidly spaced apart from the MPA check valve 106.

[0039] Regardless of its configuration or position relative to the rest of the accumulator assembly, the MPA check valve 166 includes an MPA check valve seat 168 and an MPA check valve ball 170, the ball being spring-biased toward closed contact with the MPA check valve seat 168. In embodiments where the MPA check valve 166 is integrated into the MPA check valve 104, in addition to the MPA check valve seat 148, the seat ring 144 may also include the MPA check valve seat 168, thus the seat ring 144 can be made of a material with suitable physical properties for the valve seat, and two valve seats can be effectively provided with a single component. In any case, the MPA check valve 166 at least partially responds to the opening fluid pressure differential along the MPA check valve fluid path OVP and at least partially prevents fluid flow from at least one corresponding wheel brake along the MPA check valve fluid path OVP toward the MPA cavity 110 through the MPA check valve 104, thereby helping the MPA check valve 104 to become a true check valve. The MPA check valve 106 (optionally including a built-in MPA check valve 166) can be configured and constructed in any desired manner and can be readily provided by those skilled in the art according to the desired use environment.

[0040] See Figure 1 and Figures 4 to 5 The diagram shows three example states of the accumulator assembly 100, which will now be briefly described. Figure 1 As mentioned earlier, the medium-pressure accumulator 102 is essentially empty in its initial pre-fill configuration. (It can be envisioned that during normal braking operation cycles, the accumulator assembly 100 may reach full capacity in very rare cases.) Figure 1 (As shown in the configuration.) The MPA chamber 110 is empty, the MPA filling valve spool 132 is in the retracted position, the spool orifice 138 is located on the "pressurized fluid source" side of the MPA filling valve 104 to allow air to escape, and the MPA check valve 106 ensures that both the MPA filling valve spool 132 (in the spool closed position) and the MPA check valve ball 170 are in sealing contact with their respective valve seats. (It should be noted that in...) Figure 1 During the evacuation and filling process of the accumulator assembly 100 in the current state, the MPA check valve ball 170 may be briefly pulled away from the MPA check valve seat 168 in response to the applied suction force.

[0041] Now refer to Figure 4The intermediate-pressure accumulator 102 is supplied with pressurized hydraulic fluid via the MPA fill valve 104 through the pump-side passage 116. The MPA fill valve spool 132 selectively protrudes through the pump-side passage 116 and is at least partially retained within the MPA cavity 110. The MPA fill valve shoulder 128 contacts the inner wall 130 of the MPA fill valve cavity 126, and at least one spool orifice 138 is located on the MPA cavity 110 side of the MPA elastomer lip seal 136. For example, the MPA fill valve bias spring 142 can push the MPA fill valve spool 132 into the pump-side passage 116 and / or the MPA cavity 110, unless the spring 142 is compressed by the MPA piston 118 (and its stronger MPA bias spring 124), or the fluid pressure in the MPA cavity 110 increases due to thermal expansion (e.g., above the "full" MPA pressure) when the intermediate-pressure accumulator 102 is full.

[0042] like Figure 4 As shown, the MPA cavity 110 is essentially filled with fluid (in Figure 4 (As can be seen from the orientation, MPA piston 118 is located in the rightmost position). Pressurized hydraulic fluid also pushes MPA filling valve spool 132 to the right, placing spool orifice 138 on the MPA 102 side of MPA lip seal 136. MPA check valve 106 remains closed, MPA filling valve spool 132 (in the spool closed position) and MPA check valve ball 170 are in sealing contact with their respective valve seats to substantially block the MPA check valve fluid path OVP.

[0043] Finally, Figure 5 In the middle, the MPA check valve 106 is energized, causing the MVP check valve spool 152 to move toward the spool open position and away from the MPA check valve seat 148, thereby allowing the fluid pressure from the brake-side passage 112 of the intermediate-pressure accumulator 102 to push the MPA check valve ball 170 downward along the MPA check valve fluid path OVP (in Figure 5 The intermediate-pressure accumulator 102 allows pressurized hydraulic fluid from the intermediate-pressure accumulator 102 to travel to the corresponding wheel brake. Therefore, the intermediate-pressure accumulator 102 directly sends pressurized hydraulic fluid to at least one wheel brake via the MPA check valve 106, bypassing the isolation valve (described below) of the isolation / relief device corresponding to that brake. (Refer to...) Figure 5 For example, when the MPA cavity 110 contains a predetermined amount of hydraulic fluid and at least one corresponding wheel brake is applied, at least a first length of the MPA filling valve spool 132 is located within the MPA cavity 110.

[0044] Figure 6An example brake system 178 for actuating multiple wheel brakes 180, including a first pair and a second pair of wheel brakes 180, is schematically depicted. The brake system 178 shown here is a hydraulic braking system in which braking force is applied to the brake system 178 using fluid pressure. The brake system 178 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 178 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 178 may be housed in one or more blocks or housings 108. The blocks or housings 108 may be made of a solid material (e.g., aluminum) that has been drilled, machined, or otherwise formed to accommodate the various components. Fluid conduits may also be formed within the blocks or housings.

[0045] exist Figure 6 In the embodiment of the brake system 178 shown, there are four wheel brakes 180, 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 180 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 180 can be associated with any combination of the front and rear wheels of a vehicle on which the corresponding brake system 178 is installed. For example, the brake system 178 may be configured as a vertically split or diagonally split system. For ease of description, the various configurations of the wheel brakes 180 are not distinguished herein, but those skilled in the art can readily provide suitable braking devices for specific usage environments. Hereinafter, the wheel brakes 180 are described as including a first pair and a second pair of wheel brakes 180, which, for ease of description, are described as RF / LR and LF / RR, respectively. Figure 6 As shown. However, the braking system 178 may also be specified as an LF / LR and RF / RR pair, or an RF / LF and RR / LR pair, as needed.

[0046] Furthermore, for ease of description, it is assumed that the deceleration signal transmitter (schematically shown as 184) 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 184 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 178.

[0047] The braking system 178 also includes a fluid reservoir 186. The reservoir 186 stores and holds hydraulic fluid for the braking system 178. The fluid within the reservoir 186 is preferably maintained at or near atmospheric pressure, but can also be stored at other pressures as needed. The reservoir 186... 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 186 and are provided to prevent the reservoir 186 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 186. Alternatively, the reservoir 186 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 186.

[0048] A motor-driven master cylinder (“MC” or “[main] power transmission unit”) 182 of the brake system 178 (which may be a dual-chamber master cylinder 182, 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 180 during typical or normal non-failure braking application. An example of a suitable MC 182 device 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 182 can be operated during normal non-failure braking mode by actuation of an electric motor 190 of the master cylinder 182 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 180.

[0049] After the brakes are applied, fluid from wheel brake 180 can return to master cylinder 182 and / or be diverted to reservoir 186. Other configurations of the brake system 178 (not shown) are also conceivable, including hydraulic control of only one(s) wheel brake(s) (with other wheel brakes electrically controlled / actuated). Following various aspects of the invention, those skilled in the art can readily provide such a device for the desired usage environment.

[0050] 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 6As 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 190 included in the master cylinder 182), 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 180 associated with the pump piston 200. Figure 6 A pump piston 200 is shown associated with two wheel brakes 180, thus there are a total of two pump pistons 200 in the brake system 178. 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 178. For example, the two pump pistons 200 shown in the figure can respectively supply pressurized hydraulic fluid to the corresponding wheel brakes 180 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 180 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 180. In some configurations of the brake system 178, it is conceivable that multiple pump pistons 200 are associated with each of the first pump output 196 and the second pump output 198.

[0051] When, for some reason, the master cylinder 182 is unable to supply fluid to the selected wheel brakes 180, the auxiliary brake module of the brake system 178 can serve as a pressure source to provide the desired pressure level to those selected wheel brakes 180 in standby or "failure" situations. Therefore, the auxiliary brake module can be directly fluidly connected to the reservoir 186 for exchanging hydraulic fluid between these components without routing the fluid through the (potentially failed) motor-driven master cylinder 182 or another structure of the brake system 178.

[0052] The auxiliary brake module can be used to selectively supply hydraulic fluid to at least one wheel brake 180 in a standby braking mode, and can also be used in an enhanced braking mode, which can occur alone and / or simultaneously with a standby braking mode or a normal, non-faulty braking mode. Examples of suitable enhanced braking mode functions available to the brake system 178 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 182 alone) and "volume supplement" (where more fluid is supplied to a particular brake than is normally available from the master cylinder 182). In certain operating conditions, these enhanced braking modes can be facilitated by the pump piston 200. For example, in at least one of the normal, non-faulty braking mode and the standby braking mode, the auxiliary brake module can supply pressurized (higher pressure than that obtained from the master cylinder 182) hydraulic fluid to at least one of the first pump output 196 and the second pump output 198.

[0053] Figure 6 The illustrated brake system 178 also includes at least one electronic control unit (ECU) 210 for controlling at least one of the master cylinder 182 and the auxiliary brake module (via electric pump motor 202) in response to at least one brake pressure signal, wherein a first ECU 210A and a second ECU 210B are shown and described herein. ECUs 210A and 210B may include a microprocessor and other circuitry. ECUs 210A and 210B receive various signals, process signals, and control the operation of various electrical components of the corresponding brake system 178 in a wired and / or wireless manner in response to received signals. ECUs 210A and 210B may be connected to various sensors, such as a reservoir level sensor 187, a pressure sensor, a stroke sensor, a switch, a wheel speed sensor, and a steering angle sensor. ECUs 210A and 210B can 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 example (but not limited to) controlling the braking system 100 during vehicle braking, stability control, or other operating modes. Additionally, ECUs 210A and 210B can be connected to an 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 210A and 210B can be integrated, for example, with the master cylinder 182 or the electric pump motor 202.

[0054] The first ECU 210A and the second ECU 210B 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 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 184. For example, the first ECU 210A may operatively control the electric motor 190 of the master cylinder 182. The second ECU 210B may operatively control the electric pump motor 202 and potentially (as will be discussed now) control at least one isolation / release control valve device and at least one of the first traction control isolation valve and the second traction control isolation valve.

[0055] Figure 6 An isolation / release control valve assembly associated with each of a plurality of wheel brakes 180 is shown. Each isolation / release control valve assembly includes an isolation valve 212 and a release valve 214 for providing a desired fluid route to the associated wheel brake 180. A reservoir 186 is hydraulically connected to the master cylinder 182 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 212 and release valve 214. The normally open isolation valve 212 of each isolation / release control valve assembly is hydraulically located between the corresponding wheel brake 180 and the master cylinder 182, and the normally closed release valve 214 of each isolation / release control valve assembly is hydraulically located between the corresponding wheel brake 180 and the reservoir 186 of the corresponding wheel brake 180.

[0056] The isolation / release control valve device can selectively provide slip control to at least one wheel brake 180 powered by the master cylinder 182 and / or the aforementioned auxiliary brake module. More broadly, the isolation / release control valve device and / or other valves of the brake system 178 (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.

[0057] The braking system 178 is provided with a first accumulator assembly 100A and a second accumulator assembly 100B, as described above. Figures 1 to 6The described accumulator assemblies are similar. Each accumulator assembly 100A, 100B is hydraulically inserted between a pressurized hydraulic fluid source (i.e., the corresponding first MC output 192 or second MC output 194 and / or the corresponding first pump output 196 or second pump output 198) and at least one wheel brake 180 of the corresponding first or second pair of wheels. Each of the first accumulator assembly 100A and the second accumulator assembly 100B includes a medium-pressure accumulator 102 and a non-powered MPA filling valve 104 fluidly inserted between the pump-side passage 116 of the medium-pressure accumulator 102 and the pressurized hydraulic fluid source (i.e., the master cylinder 182 and / or the auxiliary brake module). A powered MPA check valve 106 fluidly inserted between the brake-side passage 112 of the medium-pressure accumulator 102 and at least one corresponding wheel brake 180. MPA check valve 166 is fluidly inserted between the brake-side passage 112 of MPA cavity 110 and at least one corresponding wheel brake 180, for example, by incorporating into MPA check valve 106 or separating from MPA check valve 106.

[0058] The first accumulator assembly 100A and the second accumulator assembly 100B are each used to selectively bypass the isolation valve 212 of the corresponding isolation / relief control valve device. In a given brake system 178 configuration, the first accumulator assembly 100A and the second accumulator assembly 100B are each configured to provide pressurized hydraulic fluid to the corresponding front wheel brake 180 more quickly than if the motor-driven master cylinder 182 or auxiliary brake module delivers pressurized hydraulic fluid to the corresponding front wheel brake 180. This can be helpful, for example, during "peak application" situations or when the user issues other rapid-response commands (e.g., "slamming on" the brakes when a rapid stop is desired), especially when a rapid filling of the operating gap between the brake pads and the rotor is desired.

[0059] The first accumulator assembly 100A and the second accumulator assembly 100B can also each facilitate the unpowered evacuation / filling phase of the brake system's lifespan operation, as previously mentioned, which contributes to efficient and convenient vehicle assembly / manufacturing. It is also envisioned that the first accumulator assembly 100A and the second accumulator assembly 100B can facilitate the recharging of the intermediate-pressure accumulator 102 without applying pressure to the corresponding wheel brakes, using only "straight-through" fluid directly from one or more pressurized hydraulic fluid sources (e.g., the motor-driven master cylinder 182 and / or auxiliary brake modules). Furthermore, the design of the MPA check valve 106 provides a simpler (and therefore potentially cheaper) valve assembly compared to prior art versions that require bidirectional fluid flow into and out of the accumulator.

[0060] A first traction control isolation valve 218 is hydraulically inserted between the master cylinder 182 and at least one isolation / relief control valve device via a first MC output terminal 192. A second traction control isolation valve 220 is hydraulically inserted between the master cylinder 182 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 180. A first traction control isolation valve 218 is hydraulically inserted between the motor-driven master cylinder 182 and the isolation / release control valve device of the first pair of wheel brakes 180. Similarly, a second traction control isolation valve 220 is hydraulically inserted between the motor-driven master cylinder 182 and the isolation / release control valve device of the second pair of wheel brakes 180.

[0061] It can be seen that, Figure 6 Each isolation / relief control valve device in the brake system 178 is in direct or indirect fluid communication with a selected one of the first MC output 192 and the second MC output 194 and a selected one of the first pump output 196 and the second pump output 198, so as to selectively receive pressurized fluid therefrom, for example, during different braking modes or other needs. Those skilled in the art can easily configure the brake system 178 for any particular purpose as required.

[0062] The brake pressure signal is at least one input that the ECU 210 can consider and responsively control one or more other components of the brake system 178 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 178 may include at least one (e.g., at least two) brake pressure sensors 222. Figure 6As shown, a first brake pressure sensor 222A 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 180; a second brake pressure sensor 222B 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 180. Along with or in place of the first and second brake pressure sensors 222A and 222B, a third brake pressure sensor 222C can be hydraulically inserted between a first traction control isolation valve 218 and a master cylinder 182; and / or a fourth brake pressure sensor 222D can be hydraulically inserted between a second traction control isolation valve 220 and a master cylinder 182. Those skilled in the art can readily provide the desired number / position / type of pressure sensors 138 for a particular brake system 100.

[0063] exist Figure 1 In the brake system 100, a single return line 216 hydraulically connects the reservoir 186 and each pump piston 200. The brake system 178 also includes a pump inlet attenuator 224, hydraulically inserted between the reservoir 186 and the pump pistons 200, to "smooth" fluid flow between them. The pump inlet attenuator 224 is directly fluidly connected to the reservoir 186 via the single return line 216 and regulates the pressure in the single return line 216 to reduce pressure fluctuations at the inlet side of each pump piston 200 solely through mechanical pressure attenuation. At least a portion of the pump inlet attenuator 224 may be in fluid communication with the ambient space outside the brake system 178 as needed. The pump inlet attenuator 224 may be a single pump inlet attenuator 224 as shown and discussed herein, or it is conceivable that multiple pump inlet attenuators (not shown) may be provided for certain operating environments of the brake system 178.

[0064] Known braking systems require the fluid column in return line 216 to accelerate and decelerate due to flow fluctuations generated at the inlet of pump piston 202. This results in undesirable pressure fluctuations and reduces pump volumetric efficiency. Conversely, the presence of pump inlet damper 224 helps improve pump build-up rate performance when using return line 216 with a smaller diameter and / or longer length. Pump inlet damper 224 (also referred to as "pump inlet damper") can be inline-encapsulated in return line 216 (e.g., in the reservoir hose adapter of braking system 178) or "piggybacked" in the housing body of another component (e.g., auxiliary brake module). Since the pump piston 200 of braking system 178 draws relatively low-pressure fluid from return line 216 (with pump inlet damper 224 inlined within it), pump inlet damper 224 does not need to withstand the relatively high pressure generated in the piping originating from cylinder 182. Therefore, the pump inlet attenuator 224 can serve two / all pump pistons 200 simultaneously, but still uses relatively inexpensive components (e.g., molded plastic) because the pump inlet attenuator 224 operates in a low-pressure environment, as shown in the figure.

[0065] Refer again Figure 6 The storage device 186 and the motor-driven master cylinder 182 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 / discharge control valve device, the first accumulator assembly 100A and the second accumulator assembly 100B, and / or the first traction control isolation valve 218 and the second traction control isolation valve 220 may also be located in the second housing.

[0066] 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.

[0067] Figures 8 to 9 An example arrangement of the second housing of the brake system 178 according to the foregoing description is schematically depicted from both the front and back. Figures 8 to 9 In the diagram, the block shell 108 is shown as a rectangular prism (marked as "2" to correspond with...). Figure 6 (Corresponding to the markings in the diagram), its interior has holes or cavities formed by machining or other means for connecting the marked component or fluid to the marked component. For example, such as Figures 8 to 9As shown, the block housing 108 is similar to known block housings of other braking systems that have a low-pressure accumulator and associated relief valve, but the medium-pressure accumulator 102 and MP check valve 106 of the accumulator assembly 100 replace these components, and the remaining supply / relief valves are rearranged compared to at least one known configuration. This can help simplify design, manufacturing, procurement, assembly, or otherwise facilitate the transition between using known block housings (priority braking systems) and the block housing 108 associated with this braking system 178. Those skilled in the art can readily provide block housing 108 configured to suit the desired packaging configuration for a particular application environment.

[0068] 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 178 described herein. For example, although multiple filters and 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 the desired number, location, and / or operation of filters, sensors, and any other components according to the specific operating environment requirements of the invention can be provided.

[0069] 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, the valve spool 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 passages, and other components of the accumulator assembly 100 to achieve the desired operating characteristics of the accumulator assembly 100 in a particular usage environment.

[0070] 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.

[0071] As used herein, the term “and / or” can include any and all combinations of one or more of the related listed items.

[0072] 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.

[0073] 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.

[0074] 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.

[0075] 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.

[0076] 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.

[0077] Other aspects, objectives, and advantages can be obtained by studying the accompanying drawings, the disclosure, and the appended claims.

Claims

1. An energy storage assembly, the energy storage assembly comprising: Medium-voltage energy storage device, the medium-voltage energy storage device includes The MPA cavity includes at least one brake-side channel adjacent to its first end, and at least one pump-side channel adjacent to its first end. MPA piston, the MPA piston being configured to reciprocate longitudinally within the MPA cavity in response to a predetermined amount of hydraulic fluid flow through at least one of the pump-side channel and the brake-side channel, and MPA bias spring, the MPA bias spring being used to push the MPA piston toward the first end of the MPA cavity; A non-powered MPA filling valve is fluidly inserted between the pump-side passage of the MPA cavity and the pressurized hydraulic fluid source. The MPA filling valve includes... The MPA filling valve cavity selectively fluidly connects the pump-side passage of the MPA cavity and the pressurized hydraulic fluid source via the MPA filling valve fluid path. The MPA filling valve spool is configured to reciprocate within the MPA filling valve cavity. The MPA filling valve spool includes a spool orifice in direct fluid communication with the MPA cavity and indirect fluid communication with a pressurized fluid source via at least one spool orifice extending laterally through at least a portion of the MPA filling valve spool body. An MPA lip seal circumferentially surrounds at least a portion of the MPA filling valve spool and selectively allows fluid flow through the MPA lip seal along the MPA filling valve fluid path under pressure from the pressurized hydraulic fluid source. A portion of the MPA filling valve spool body through which the at least one spool orifice extends selectively reciprocates longitudinally through the MPA lip seal. MPA filling valve biasing spring, the MPA filling valve biasing spring advancing the MPA filling valve spool toward the MPA cavity, the MPA filling valve spool selectively reciprocating in response to at least one of the following: biasing force from the MPA filling valve biasing spring, and fluid pressure differential between the pressurized hydraulic fluid source and the MPA cavity; A powered MPA check valve is fluidly inserted between the brake-side passage of the MPA cavity and at least one corresponding wheel brake. The MPA check valve includes... The MPA one-way valve chamber selectively fluidly connects the brake-side passage of the MPA chamber with at least one corresponding wheel brake via the MPA one-way valve fluid path. MPA one-way valve seat, the MPA one-way valve seat being positioned along the fluid path of the MPA one-way valve and defined by the inner wall of the MPA one-way valve cavity. MPA check valve spool, the MPA check valve spool being configured to reciprocate between a spool open position and a spool closed position, wherein the shoulder of the MPA check valve spool selectively contacts the MPA check valve seat to block fluid flow along the MPA check valve fluid path through the MPA check valve seat; and An MPA check valve is fluidly inserted between the brake-side passage of the MPA cavity and at least one corresponding wheel brake. The MPA check valve includes an MPA check valve seat and an MPA check valve ball, the MPA check valve ball being spring-biased toward closed contact with the MPA check valve seat. The MPA check valve at least partially responds to an opening fluid pressure differential along the MPA check valve fluid path to prevent fluid flow from at least one corresponding wheel brake along the MPA check valve fluid path toward the MPA cavity through the MPA check valve.

2. The energy storage assembly according to claim 1, wherein, The MPA check valve is integrated into the MPA check valve within the common valve housing.

3. The energy storage assembly according to claim 1, wherein, The MPA check valve is provided separately from the MPA one-way valve and is fluidly spaced from the MPA one-way valve.

4. The energy storage assembly according to claim 1, wherein, The pressurized hydraulic fluid source is at least one of the pump piston of the auxiliary brake module and the master cylinder.

5. The energy storage assembly according to claim 1, wherein, The MPA check valve spool includes an MPA elastomer seal that forms at least a portion of the shoulder of the MPA check valve spool and selectively contacts the MPA check valve seat to block fluid flow along the fluid path of the MPA check valve.

6. The energy storage assembly according to claim 1, wherein, The MPA filling valve spool protrudes through the pump-side channel and is selectively at least partially held within the MPA cavity, wherein the MPA filling valve shoulder contacts the inner wall of the MPA filling valve cavity, and the at least one spool orifice is located on the MPA cavity side of the MPA lip seal.

7. The energy storage assembly according to claim 6, wherein, When the MPA cavity contains a predetermined amount of hydraulic fluid and at least one corresponding wheel brake is applied, at least a first length of the MPA filling valve spool is located within the MPA cavity, and the MPA filling valve spool selectively reciprocates within the MPA filling valve cavity in response to at least one of the following: a biasing force from the MPA filling valve biasing spring, and a fluid pressure differential between the pressurized hydraulic fluid source and the MPA cavity.

8. The energy storage assembly according to claim 1, wherein, The MPA check valve spool is an armature configured to selectively reciprocate between a spool open position and a spool closed position, wherein in the spool closed position, the MPA check valve spool remains engaged with the MPA check valve seat, and wherein in the spool open position, the MPA check valve spool and the MPA check valve seat are at least partially spaced apart, thereby allowing fluid flow between the MPA check valve spool and the MPA check valve seat.

9. The energy storage assembly of claim 8, the energy storage assembly comprising a magnetic core for selectively magnetically attracting the MPA check valve spool, the magnetic core being longitudinally positioned directly adjacent to the magnetic core activation surface of the MPA check valve spool, the magnetic core being selectively energized to magnetically drive the MPA check valve spool between the valve spool open position and the valve spool closed position.

10. The accumulator assembly according to claim 8, wherein the accumulator assembly includes a valve core spring, which, when the MPA check valve is de-energized, biases the MPA check valve core toward the closed position and seals with the MPA check valve seat.

11. The energy storage assembly according to claim 9, wherein, A core sleeve is at least partially received in the bulk housing, which also at least partially defines the MPA cavity. The core sleeve is configured to maintain a spaced relationship between the core and the MPA check valve spool, which is at least partially enclosed within the core sleeve and thereby guided to selectively reciprocate longitudinally relative to the core in response to energization of the core.

12. The energy storage assembly according to claim 1, wherein, When the MPA cavity is substantially dry during the evacuation / filling phase of life operation, the at least one valve orifice is located on the pressurized fluid source side of the MPA lip seal, and the at least one valve orifice facilitates the removal of air from the MPA cavity during the evacuation / filling phase of life operation.

13. 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 accumulator assembly and a second accumulator assembly, each accumulator assembly being hydraulically inserted between a pressurized hydraulic fluid source and at least one wheel brake of a corresponding first or second pair of wheels, each of the first and second accumulator assemblies comprising a medium-pressure accumulator, a non-powered MPA filling valve fluidly inserted between the pump-side passage of the medium-pressure accumulator and the pressurized hydraulic fluid source, a powered MPA check valve fluidly inserted between the brake-side passage of the medium-pressure accumulator and at least one corresponding wheel brake, and an MPA check valve fluidly inserted between the brake-side passage of the MPA cavity and at least one 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 accumulator assembly and the second accumulator assembly each facilitate the powerless evacuation / filling phase of the brake system's lifespan operation.

14. The braking system of claim 13, the braking system comprising a pump inlet attenuator hydraulically inserted between the reservoir and the pump piston and directly fluidly connected to the reservoir via a single return line.

15. The braking system of claim 14, the braking system comprising 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 accumulator assembly and the second accumulator assembly being configured to selectively bypass the isolation valve of the corresponding isolation / release control valve device.

16. The braking system according to claim 15, wherein, The reciprocating motion of the MPA filling valve spool occurs at least in part in response to at least one of the following: the biasing force from the MPA filling valve biasing spring, the mechanical contact between the medium-pressure accumulator and the MPA piston during discharge, and the fluid pressure difference between the pressurized hydraulic fluid source and the MPA cavity.

17. The braking system of claim 13, 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 accumulator assembly via the first MC outlet; and The second traction control isolation valve is hydraulically inserted between the motor-driven master cylinder and the second accumulator assembly via the second MC outlet.

18. The braking system according to claim 13, 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.

19. The braking system according to claim 13, wherein, The storage device and the master cylinder are housed together in the first housing, and the auxiliary brake module, the first accumulator assembly, and the second accumulator assembly are located in the second housing, which is spaced apart from the first housing.

20. The braking system of claim 13, the braking system comprising a deceleration signal transmitter configured to provide, in a wired or wireless manner, a braking signal corresponding to a braking action desired by the operator of the vehicle.

Images