Accumulator with quick-fill supply valve and braking system using it

Abstract

An accumulator assembly includes an intermediate pressure accumulator (MPA) having an MPA cavity including a brake-side passage and a pump-side passage. A de-energized MPA fill valve is fluidly disposed between the pump-side passage of the MPA cavity and a source of pressurized hydraulic fluid. An MPA fill valve seat is positioned along an MPA fill valve fluid path. An MPA fill valve poppet is configured for reciprocating movement between a poppet rest position and a poppet closed position, with an MPA fill valve poppet shoulder contacting the MPA fill valve seat to confine fluid flow therepast. An energized MPA one-way valve is fluidly disposed between the brake-side passage and at least one corresponding wheel brake.

Description

Related ApplicationsThis application relates to the technologies described in one or more of U.S. Provisional Patent Application No. 63 / 580,042 (attorney docket no. 301699-U.S.PSP), filed Sep. 1, 2023, entitled "Brake Systems with Motor-Driven Master Cylinders and Low Pressure Accumulators"; U.S. Provisional Patent Application No. 63 / 580,048 (attorney docket no. 301647-U.S.PSP), filed Sep. 1, 2023, entitled "Brake Systems with Motor-Driven Master Cylinders and Pump Inlet Actuators"; U.S. Patent Application No. 18 / 474,714 (attorney docket no. 301647-U.S.NP), filed September 26, 2023, entitled "Brake Systems with Motor-Driven Master Cylinders and Pump Inlet Attenuators"; U.S. Patent Application No. 18 / 474,657 (attorney docket no. 301158-U.S.NP), filed September 26, 2023, entitled "Brake Systems with Motor-Driven Master Cylinders and Bypass Valves" (hereinafter referred to as "the '657 application"); U.S. Patent Application No. 18 / 474,678 (attorney docket no. 301699-U.S.NP), filed Sep. 26, 2023, entitled "Brake Systems with Motor-Driven Master Cylinders and Low Pressure Accumulators," the contents of which are incorporated herein by reference in their entirety.Technical FieldThis disclosure relates to an apparatus and method for using an accumulator having a fast fill supply valve and a brake system using the same, and more particularly to methods and apparatus of brake systems having medium accumulators associated with two-way solenoid valves.BackgroundA brake system may comprise an anti-lock brake control system comprising a hydraulic brake pressure generator, a brake pressure regulator provided in the pressurized fluid lines between the brake pressure generator and the wheel brakes and operable to vary the brake pressure by varying the volume of a chamber containing the hydraulic fluid, sensors for determining wheel rotational behaviour, and electronic circuitry for processing the sensor signals and generating brake pressure control signals. Brake systems may also include both anti-lock control and anti-slip control, which may use brake pressure controllers for controlled vehicle braking.It may be desirable to provide pressurized hydraulic fluid to a brake in some use environments (e.g., a "tip-in" when the user suddenly brakes heavily). Thus, storing pressurized hydraulic fluid closer to the brakes than the pressurized hydraulic fluid source(s) may allow a faster braking response in some use environments.For example, some brake systems include a "running clearance" distance between the brake pads and the brake disks to avoid undesirable drag and wear on the brakes when not in operation. In particular, in a "tip-in" situation, a user may wish to quickly shorten this running clearance distance to avoid deceleration (or the feeling of such a driver's side) in a brake operation.Descriptions of prior art braking systems are provided in U.S. Pat. No. 10,730,501, issued Aug. 4, 2020, to Blaise Wholele, entitled "Vehicle Brake System with Auxiliary Pressure Source", and U.S. Pat. Application Publication No. issued Oct. 1, 2020, to Blaise Wholele. 2020 / 0307538, entitled "Brake System with Multiple Pressure Sources" and U.S. Patent Application Publication No. issued to Blaise Wholeell on February 16, 2023. 2023 / 0048447, entitled "Apparatus and Method for Control of a Hydraulic Brake System Including Manual Pushthrough", the contents of which are incorporated herein by reference in their entirety for all purposes.SummaryIn one aspect, alone or in combination with another aspect, a memory array is described. The accumulator assembly includes a medium pressure accumulator (MPA) having an MPA cavity including at least one brake side passage adjacent a first end thereof and at least one pump side passage adjacent the first end thereof. An MPA piston is provided for longitudinally reciprocating movement in the MPA cavity in response to a predetermined amount of hydraulic fluid flow through the pump side passage and / or the brake side passage. An MPA biasing spring is provided to urge the MPA piston towards the first end of the MPA cavity. An electroless MPA fill valve is fluidly disposed between the pump side passage of the MPA cavity and a source of pressurized hydraulic fluid. The MPA fill valve includes an MPA fill valve cavity that selectively places the pump side passage of the MPA cavity and the source of pressurized hydraulic fluid in selective flow communication via an MPA fill valve fluid path. An MPA fill valve seat is positioned along the MPA fill valve fluid path and is at least partially defined by an inner wall of the MPA fill valve cavity. An MPA fill valve poppet is configured for reciprocating movement between a poppet resting position and a closed poppet position, wherein an MPA fill valve poppet shoulder contacts the MPA fill valve seat to confine fluid flow passing thereby along the MPA fill valve fluid path. An MPA fill valve biasing spring urges the MPA fill valve poppet to the closed poppet position. The MPA fill valve poppet selectively reciprocates in response to a biasing force from the MPA valve biasing spring and / or a fluid pressure differential between the source of pressurized hydraulic fluid and the MPA cavity. An energized MPA one-way valve is fluidly disposed between the brake-side passage of the MPA cavity and the at least one corresponding wheel brake. The MPA one-way valve includes an MPA one-way valve cavity that selectively places the brake-side passage of the MPA cavity and the at least one corresponding wheel brake in fluid communication via an MPA one-way valve fluid path. An MPA one-way valve seat is positioned along the MPA one-way valve fluid path and is defined by an inner wall of the MPA one-way valve cavity. An MPA one-way valve poppet is configured for reciprocating movement between an open poppet position and a closed poppet position, wherein an MPA one-way valve poppet shoulder selectively contacts the MPA one-way valve seat to confine fluid flow passing thereby along the MPA one-way valve fluid path. The stroke movement of the MPA one-way valve plate is at least in part responsive to a predetermined level of fluid pressure differential between the MPA cavity and the at least one corresponding wheel brake.Brief Description of the DrawingsFor a better understanding, reference is made to the accompanying drawings, which are not to scale; in which: FIG. 1 is a schematic cross-sectional view of a portion of a brake system according to an aspect of the present invention; FIG. 2 is a schematic cross-sectional view of a component of the portion of the brake system of FIG. 1 in a first state; FIG. 3 shows a schematic detailed view of a region "3" of FIG. 2 ; FIG. 4 is a schematic cross-sectional view of the component of FIG. 2 in a second state; FIG. 5 shows a schematic cross-sectional view of the component of FIG. 2 in a third state; FIG. 6 shows a schematic detailed view of a region "6" of FIG. 5 ; FIG. 7 is a schematic cross-sectional view of another component of the portion of the brake system of FIG. 1 in a first state; FIG. 8 is a schematic cross-sectional view of the component of FIG. 2 in a second state; FIG. 9 is a schematic cross-sectional view of the component of FIG. 2 in a third state; FIG. 10 is a schematic hydraulic diagram of an example brake system including the components of FIGS. 1, 5, and 8; FIG. 11 is a front perspective schematic view of an example physical arrangement of the brake system of FIG. 10 ; and FIG. 12 is a rear perspective schematic view of the example physical arrangement shown in FIG. 11.DESCRIPTION OF ASPECTS OF THE DISCLOSUREUnless defined otherwise, all technical and scientific terms used herein have the meaning commonly understood by one of ordinary skill in the art to which the present disclosure pertains.The invention comprises, consists of or consists essentially of the / the following / n features / n in any combination.FIG. 1 schematically illustrates a reservoir assembly 100 that includes a medium pressure reservoir 102, an electroless MPA fill valve 104, and an energized MPA one-way valve 106. The term "medium pressure" is used to indicate that the reservoir 102 is configured to maintain, for example, an operating pressure between about 3.9 and about 5.5 bar under some operating environments. This pressure capacity may be adjusted as desired by one of ordinary skill in the art by changing a size, shape, spring force available, configuration, and / or other characteristic of at least one component of the intermediate accumulator 102. The storage arrangement 100 may be used, for example, in conjunction with a braking system, as will be discussed in more detail below. By this "medium pressure" capability, the accumulator assembly 100 may have capacity to store (temporarily or permanently) and supply pressurized hydraulic fluid to other components of the brake system at a location that would not be practical for positioning a low pressure accumulator (not shown). The storage assembly 100 may be housed within a block housing 108 shown schematically in the figures that define components of the storage assembly 100; may assist in the installation and retention of components of the storage assembly 100 as an assembled device; and / or may provide other housing, installation, and / or retention functions for any other components of the braking system, as desired.The low pressure accumulator 102 includes an MPA cavity 110 including at least one brake side passage 112 at and / or adjacent to a first end 114 of the MPA cavity 110 and at least one pump side passage 116 also at and / or adjacent to the first end 114 of the MPA cavity 110. The MPA cavity 110 may be vented to the atmosphere at a location spaced from the first end 114 as desired. An MPA piston 118 is configured to longitudinally stroke within the MPA cavity 110 in response to a predetermined amount of hydraulic fluid flow through the pump-side passage 116 and / or the brake-side passage 112. The "longitudinal direction" referred to herein with respect to the MPA fill valve 104 is substantially parallel to the arrow "L" and is depicted as a vertical direction in the orientation of FIG. 2. The MPA piston 118 may include at least one piston seal 120, a piston passage 122 for allowing conduction "through" the MPA piston 118, or any other desired features as may be configured by one of ordinary skill in the art. An MPA biasing spring 124 is provided to urge the MPA piston 118 towards the first end 114 of the MPA cavity 110.The MPA electroless fill valve 104 is fluidly disposed between the pump-side passage 116 of the MPA cavity 110 and a source of pressurized hydraulic fluid, which may be a secondary braking mode pump piston and / or a master cylinder, as discussed below with reference to the brake system of FIG. 10. The MPA fill valve 104 includes an MPA fill valve cavity 126 that selectively fluidly connects the pump-side passage 116 of the MPA cavity 110 and the source of pressurized hydraulic fluid via an MPA fill valve fluid path schematically shown as FVP in FIG. 3 and discussed in more detail below. An MPA fill valve seat 128 is positioned along the MPA fill valve fluid path FVP and is at least partially defined by an inner wall 130 of the MPA fill valve cavity 126. An MPA fill valve poppet 132 is configured to stroke at least between a poppet resting position and a closed poppet position, as will now be discussed in more detail with reference to FIGS. 2-6.Referring to FIGS. 2-3, the MPA fill valve cavity 126 includes an annular groove 134 adjacent (e.g., extending continuously from) the pump-side passage 116 of the MPA cavity 110. The annular groove 134 is configured to retain a directional MPA lip seal 136 therein. The MPA lip seal 136 selectively allows hydraulic fluid flow therebelow to the MPA cavity 110 along the MPA fill valve fluid path FVP, which is a one-way fluid path during many phases of operation of the MPA fill valve 104 due at least in part to the directional sealing nature of the MPA lip seal 136.However, it is contemplated that under certain circumstances, which are believed to occur quite rarely throughout the anticipated life of the storage assembly 100, the MPA lip seal 136 may selectively allow air flow past it to the source of pressurized fluid "backwards" along the MPA fill valve fluid path FVP in a direction opposite to that indicated by the arrows along FVP. In the configuration shown in FIGS. 2-3, the MPA fill valve poppet 132 is in a fully retracted "home" position, which provides the storage assembly 100 to, for example, a vehicle manufacturer for initial assembly into a brake system.The MPA fill valve fluid path FVP may include an MPA orifice 135 therealong which serves to restrict fluid flow along the MPA fill valve fluid path FVP and into the intermediate pressure accumulator 102. The MPA aperture may be configured by one of ordinary skill in the art for a particular use application and may be about 0.25 mm in diameter for the configuration of the memory array 100 cited herein via example quantifications. The MPA orifice 135 and the fluid flow restriction it provides may be helpful in avoiding undesirable "unloading" or "passing" of the volume of fluid exiting the MPA one-way valve 106 so that it then ultimately flows through the MPA fill valve 104 back into the MPA cavity 110.In the initial position of FIGS. 2-3, the MPA fill valve poppet 132 is configured to provide an MPA vent channel function for the service life of the storage assembly 100 during a zero drain / fill phase. The term "operating life" is used herein to indicate that a particular function may occur or occur at a time or times during the life of the brake, but is not believed to often occur as a regular function during normal operation. It is assumed that this electroless emptying / filling phase occurs only during a first start of the brake system (for the very first time) and / or in the unlikely event that the entire brake system of a serviced vehicle has been at least partially emptied during maintenance that has not been routinely carried out and has to be filled again with hydraulic fluid. It is also contemplated that an MPA vent passage function may be employed, for example, when a vehicle containing the accumulator assembly 100 has been stopped for a prolonged period of time and the pressurized hydraulic fluid in the MPA cavity 110 has dropped beyond a predetermined fill level or, as another example, when a large amount of pressurized hydraulic fluid from the MPA cavity 100 has been used during a "tip-in" operation of the brakes. Both of these situations may result in the desire to perform a vent channel function.Accordingly, to assist this seldom required "bleed passage" or "bleed valve" function, and thus remove normally unwanted air from the interior of the MPA cavity 110, the MPA fill valve poppet 132 includes an MPA bypass shoulder, shown at 138 in FIG. 3. The MPA bypass shoulder 138 selectively contacts an inner surface of the MPA lip seal 136 to confine fluid flow (air, hydraulic fluid or other fluid) passing thereby to the source of pressurized fluid along the MPA fill valve fluid path FVP when vent channel function is no longer desired. Thus, when the MPA bypass shoulder 138 is in closing contact with the MPA lip seal 136, the MPA fill valve fluid path FVP is limited to a one-way operation in which hydraulic fluid is permitted to flow between the directional MPA lip seal 136 to the MPA cavity 110. The term "closing contact" is used herein to indicate that the MPA bypass shoulder 138 is in lateral contact with the MPA lip seal 136 or has moved "beyond" the MPA lip seal 136 to the MPA cavity 110 such that the larger diameter surface of the MPA fill valve poppet 132 is "behind" the MPA bypass shoulder 138 in lateral contact with the MPA lip seal 136. The term "lateral" is used in this description to indicate a direction perpendicular to the longitudinal direction.The MPA bypass shoulder 138 may be of any type and may extend continuously or intermittently around a periphery of the MPA fill valve poppet 132 - as an example of the latter, the region identified 138 in the figures could be a section through a longitudinally corrugated or notched region of the body of the MPA fill valve poppet 132 having one or more slots defining the MPA bypass shoulder 138. When the MPA bypass shoulder 138 is corrugated or notched, the lip seal 136 normally "bridges" laterally such longitudinal voids and thus allows air to flow through the area of the MPA bypass shoulder 138. One of ordinary skill in the art can readily configure a structure for providing a particular vent function for a particular deployment environment.As shown in FIGS. 5-6, this situation includes the "rest position" of the MPA fill valve poppet 132. In the configuration of the reservoir assembly 100 shown in the figures, a distal end of the MPA fill valve poppet 132 protrudes through the pump-side passage 116 into the MPA cavity 100 and is at least partially retained in the MPA cavity 110 - wherein the MPA bypass shoulder 138 is in sealing contact with the inner surface of the MPA lip seal 136 once the electroless drain / fill phase of the service life of an associated brake system has been completed or if no "vent channel" function is desired. Accordingly, and in view of the above example situations where the MPA cavity 110 does not have a desired amount of fluid, it is generally said that the MPA fill valve poppet 132 is at least partially retained within the MPA cavity 110 with the MPA bypass shoulder 138 in sealing contact with the inner surface of the MPA lip seal 136 in response to the MPA cavity 110 containing a predetermined amount of hydraulic fluid fill.The MPA bypass shoulder 138 is longitudinally spaced along the MPA fill valve poppet 132 from an MPA poppet shoulder shown at 140 in Figures 2-6. Referring to FIG. 4, when the MPA fill valve poppet 132 is in a "closed" position, the MPA fill valve poppet shoulder 140 selectively contacts the MPA fill valve seat 128 to trap fluid flow passing thereby along the MPA fill valve fluid path FVP. The lift of the MPA fill valve poppet 132 between the rest position (in which fluid flow to the MPA cavity 110 along the FVP is permitted, shown in FIGS. 5-6 ) and the closed position (in which fluid flow along the FVP is substantially prevented, shown in FIG. 4 ) may be effected at least in part in response to an actuation status of at least one associated wheel brake, relative pressures in the MPA cavity 110 and at least one other component of the storage assembly 100, and / or operation of at least one associated iso-valve of an iso / drain control valve assembly.That is, the "rest position" allows pressurized hydraulic fluid from a source of pressurized hydraulic fluid to travel along the MPA fill valve fluid path FVP and into the MPA cavity 110 until the MPA piston is pushed back against the force of the MPA biasing spring 124 and the MPA cavity 110 is "full" with a predetermined hydraulic fluid fill amount. An MPA fill valve biasing spring 142 (having an anti-buckling pin 144 associated therewith) urges the MPA fill valve poppet 132 to the closed poppet position that is achieved - the MPA poppet shoulder 140 accordingly coming into closing contact with the MPA fill valve seat 128 when the MPA cavity 110 contains the predetermined hydraulic fluid fill amount. Once the MPA fill valve poppet 132 is in the "closed" position, pressurized hydraulic fluid no longer flows along the MPA fill valve fluid path FVP into the MPA cavity 110. However, in certain circumstances (e.g., a predetermined pressure differential between a source of pressurized hydraulic fluid and the MPA cavity 110), once the MPA bypass shoulder 138 is in sealing contact with the inner surface of the MPA lip seal 136, hydraulic fluid may be forced to move between the MPA fill valve 104 and the MPA cavity 110 by moving between the MPA fill valve poppet 132 and the MPA lip seal 136.At least a first length of the MPA fill valve poppet 132 is located in the MPA cavity 110 when the MPA cavity 110 contains the predetermined hydraulic fluid fill amount. This is the configuration shown in FIG. 4. In the sequence of views starting from FIGS. 4 to 5, the MPA fill valve poppet 132 then selectively reciprocates in the MPA fill valve cavity 110 in response to a biasing force from the MPA valve biasing spring 142 and / or a fluid pressure differential between the source of pressurized hydraulic fluid and the MPA cavity 110. (For example, the fluid pressure in the MPA cavity 110 acts to overcome the biasing force from the MPA valve biasing spring 142, to move the MPA poppet shoulder 140 away from the MPA fill valve seat 128, and thus to obtain more pressurized fluid from the source of pressurized fluid.)A second length of the MPA fill valve poppet 132 (which is less than the first length of the MPA fill valve poppet 132 as shown in the schematic illustration) protrudes into the MPA cavity 110 as shown in FIGS. 5-6 and remains therein when the MPA cavity 110 substantially contains the predetermined hydraulic fluid fill amount and / or there is a predetermined pressure differential between the MPA cavity 110 and the hydraulic fluid source. Because the second length of the MPA fill valve poppet 132 represents an amount that allows the MPA fill valve poppet 132 to be in the "at-rest" position, any desired amount of pressurized hydraulic fluid is allowed to flow along the MPA fill valve fluid path FVP and / or between the MPA fill valve poppet 132 and the lip seal 136 and to be directed through the brake system in a predetermined manner; one of ordinary skill in the art can readily provide a correspondingly configured accumulator assembly 100 and / or a correspondingly configured brake system for achieving a desired braking performance for a particular use environment.Alternative configurations (not shown) that may be suitable for particular use environments include, without limitation, mounting the MPA fill valve poppet 132 directly or indirectly to the MPA piston 118 for reciprocating movement therewith; configuring the MPA biasing spring 124 to maintain the MPA fill valve poppet 132 in reciprocating contact with the MPA piston 118 for reciprocating movement therewith; providing a blocking component and / or mechanism for permanently preventing the "vent valve" fluid flow back the MPA fill valve fluid path FVP back after the first electroless drain / fill process; and / or intentionally leaving a small amount of air in the MPA cavity 110 after the first zero drain / fill process and subsequently operating one or more other components of the brake system, optionally cyclically, to provide a self-venting function by which the small "residual" amount of air is conveyed from the MPA cavity 110 out of the brake system.FIGS. 7-9 schematically illustrate the structures and operation of an energized MPA one-way valve 106 fluidly disposed between the brake-side passage 112 of the MPA cavity 110 and at least one corresponding wheel brake. The MPA one-way valve 106 includes an MPA one-way valve cavity 146 that selectively fluidly connects the brake-side passage 112 of the MPA cavity 110 and the at least one corresponding wheel brake via an MPA one-way valve fluid path OVP (shown schematically in FIG. 9 ). An MPA one-way valve seat 148 is positioned along the MPA one-way valve fluid path OVP and is defined by an inner wall 150 of the MPA one-way valve cavity 146.An MPA one-way valve poppet 152 is configured for reciprocating movement between an open poppet position and a closed poppet position. When the MPA one-way valve poppet 152 is in the closed poppet position, an MPA one-way valve poppet shoulder 154 contacts the MPA one-way valve seat 148 to confine fluid flow passing by it along the MPA one-way valve fluid path OVP. The stroke movement of the MPA one-way valve plate 152 is at least in part responsive to a predetermined level of fluid pressure differential between the MPA cavity 110 and the at least one corresponding wheel brake, as described below.The MPA one-way valve 106 includes an armature 156 for selectively longitudinally reciprocating movement with respect to the MPA one-way valve cavity 146 between first and second armature positions (shown in FIGS. 7 and 8-9, respectively). The "longitudinal direction" referred to herein with respect to the MPA one-way valve is substantially parallel to arrow "L" and is depicted as a vertical direction in the orientation of FIG. 7. The MPA one-way valve 106 includes a core 158 for selectively magnetically attracting the armature 156. The core 158 is positioned longitudinally proximate a core activated surface 160 of the armature 156. The armature 156 is longitudinally disposed between the core 158 and the MPA one-way valve poppet 152. The core 158 is selectively excited to magnetically drive the armature 156 between the first armature position of FIG. 7 and the second armature position of FIGS. 8-9. A core spring 162 biases the armature 156 toward the MPA one-way valve poppet 152 - i.e., the first armature position - thereby causing the MPA one-way valve 106 to be a normally closed type valve which is then electrically (electromagnetically) actuated for selective opening.The MPA one-way valve poppet 152 is held in engagement with the MPA one-way valve seat 148, in the closed poppet position, in response to the armature 156 being in the first armature position. This closes the MPA one-way valve fluid path OVP when the armature 156 is in the first armature position and does not allow pressurized hydraulic fluid to move from the medium pressure accumulator 102 to the wheel brake. The MPA one-way valve poppet 152 is permitted to selectively reciprocate between the closed poppet position of FIG. 8 and the open poppet position of FIG. 9 in response to the armature 156 being in the second armature position. This may close the MPA one-way valve fluid path OVP when the armature 156 is in the second armature position, or may not be closed at that time, depending on the position of the MPA one-way valve poppet 152.A disk spring 164 biases the MPA one-way valve disk 152 to the closed disk position and thus biases the MPA one-way valve disk shoulder 140 into sealing engagement with the MPA one-way valve seat 148 when the armature 156 is in the second armature position. Once again, this is the arrangement shown in Figure 8. In contrast, the occurrence of a stroke movement of the MPA one-way valve poppet 152 from the closed poppet position of FIG. 8 to the open poppet position of FIG. 9 is permitted, at least in part, in response to a fluid pressure in the MPA cavity 110 (i.e., in the brake-side passage 112) being greater than or equal to a predetermined wheel-side fluid pressure (i.e., in the wheel-side passage indicated at 166) associated with fluid pressure at the at least one corresponding wheel brake, optionally adjusted to account for a pressure drop occurring when moving through an intermediate hydraulic line length. When the MPA one-way valve plate 152 is urged by fluid pressure from the brake side passage 112 to the plate open position of FIG. 9, opening of the MPA one-way valve fluid path OVP is permitted and pressurized hydraulic fluid flows through the MPA one-way valve 106, along the MPA one-way valve fluid path OVP, to the brake to enable "tip-in" or otherwise deliver pressurized hydraulic fluid to the wheel brake in a desired manner for operation of the brake system.The MPA one-way valve 106 may be configured and constructed in any manner and may be readily provided by one of ordinary skill in the art to a desired use environment. By way of example, for the aforementioned intermediate pressures, the MPA one-way valve fluid path OVP may be configured to require about 10 bar of force from the direction of the brake-side passage 112 (to overcome the spring force of the core and / or disk springs 162 and 164) to open when the MPA one-way valve 106 is in the configuration of FIG. 7, about 80 mbar (to overcome the force of the disk spring 164 and initially displace the MPA one-way valve disk 152) to begin opening in the configuration of FIG. 8, and about 180 mbar (to move the MPA one-way valve disk 152 completely away from the MPA one-way valve seat 148) to fully open to the configuration of FIG. 9.For example, the configuration of the MPA one-way valve 106 shown in the figures includes a core sleeve 168 that is at least partially received within a housing 108 that also partially defines the MPA cavity 110. The core sleeve 168, if present, is configured to maintain the core 158 spaced apart from the armature 156. The armature 156 is at least partially enclosed within the core sleeve 168 and is carried thereby for selective longitudinally reciprocating movement with respect to the core 158 in response to energization of the core 158. Optionally, and as also shown in the figures, the core sleeve 168 may completely enclose the MPA one-way valve poppet 152.The core sleeve 168 is shown to include a reduced diameter sleeve shoulder 170 positioned at an end of the MPA one-way valve poppet 152 opposite the core 158. The sleeve shoulder 170 at least partially defines the MPA one-way valve seat 148 by including at least a portion of an inner wall 150 of the MPA one-way valve cavity 146 in place on the MPA one-way valve 106. Any desired number, configuration, and type of resilient seals 172 for preventing fluid leaks; retainers 174 for retaining the components of the MPA one-way valve 106 spaced apart or arranged as desired; and / or flanges 176 for retaining the MPA one-way valve 106 within the block housing 108 may be provided by one of ordinary skill in the art for a particular use environment of the storage assembly 100.FIG. 10 schematically illustrates an example brake system 178 for actuating a plurality of wheel brakes 180 including first and second pairs of wheel brakes 180. The brake system 178 is shown herein as a hydraulic brake system in which fluid pressure is utilized to apply braking forces to the brake system 178. The brake system 178 may be suitably used on a land vehicle, such as a four-wheel motor vehicle, having a wheel brake associated with each wheel. Further, the brake system 178 may be provided with other braking functions, such as ABS and other slip control features, for effectively braking the vehicle. Components of the brake system 178 may be housed in one or more blocks or housings. The blocks or housings may be made of a solid material, such as aluminum, that has been drilled, machined, or otherwise formed to house the various components. Fluid lines may also be formed in the block or housing.In the illustrated embodiment of the brake system 178 of FIG. 10, there are four wheel brakes 180, each of which may include any suitable wheel brake structure that is operated electrically and / or through the application of pressurized brake fluid. Each of the wheel brakes 180 may include, for example, a brake caliper mounted to the vehicle to engage a friction element (such as a brake disc) that rotates with a vehicle wheel to effect braking of the associated vehicle wheel. The wheel brakes 180 may be associated with any combination of front and rear wheels of the vehicle having the corresponding brake system 178 installed therein. For example, the brake system 178 may be configured as a vertically split or diagonally split system. For purposes of the present description, no differentiation is made herein between the constructions of the various wheel brakes 180, although one of ordinary skill in the art could readily provide a suitable brake assembly for a particular use environment. As described herein, the wheel brakes 180 include first and second pairs of wheel brakes 180, the first and second pairs being labeled RV / LH and LV / RH for purposes of description, as shown in FIG. 10. However, the LV / LH and RV / RH or RV / LV and RH / LH pairs could be established for the brake system 178, as desired.For purposes of description, it is also assumed that a deceleration signal transmitter (shown schematically at 184) is configured to wired or wirelessly provide a brake signal according to a desired braking effect from an operator of the vehicle. The deceleration signal transmitter 184 could include, but is not limited to, a brake pedal, an autonomous brake controller, and / or any other suitable scheme for generating a brake signal that enables the brake system 178 to be actuated.The brake system 178 also includes a fluid reservoir 186. The reservoir 186 stores and retains hydraulic fluid for the brake system 178. The fluid in the reservoir 186 is preferably stored at or at atmospheric pressure, but the fluid may be stored at other pressures as desired. The reservoir 186 has, according to the schematic illustration, three containers or regions in FIG. 10 with fluid lines connected thereto. The regions may be divided by some internal walls in the reservoir 186 and are provided to prevent complete emptying of the reservoir 186 if one of the regions is emptied due to leakage through one of the three conduits connected to the reservoir 186. Alternatively, the reservoir 186 may include a plurality of separate housings. The reservoir 186 may include at least one liquid level sensor 187 for detecting the liquid level of one or more of the portions of the reservoir 186.The motor-driven master cylinder ("MC" or "[primary] power transfer unit") 182 (which may be a dual chamber master cylinder 182, also known as a tandem power transfer unit) of the brake system 178 acts as a pressure source for supplying a desired level of pressure to the hydraulically actuated wheel brakes 180 during a typical or normal non-failure brake application. An example of a suitable MC-182 arrangement is disclosed in co-pending U.S. patent application Ser. No. 17 / 708,070, filed Mar. 30, 2022, entitled "Tandem Power Transmission Unit and Brake Systems Using Same" (attorney docket no. 211835-U.S. Patent Application Serial No. np), the contents of which are incorporated herein by reference in their entirety for all purposes. The master cylinder 182 is operable during a non-failure normal braking mode of operation by actuating an electric motor 190 of the master cylinder 182 to generate a brake actuation pressure at first and second MC outputs 192 and 194, respectively, for hydraulically actuating the first and second pairs of wheel brakes 180.After brake actuation, fluid may be returned from the wheel brakes 180 to the master cylinder 182 and / or diverted to the reservoir 186. It is also contemplated that other configurations (not shown) of the brake system 178 could include hydraulic control of only a selected one or selected ones of the wheel brakes (the other ones would then be electrically controlled / actuated). One of ordinary skill in the art will readily be able to provide such an arrangement for a desired use environment by following aspects of the present invention.A secondary brake module is configured to selectively supply pressurized hydraulic fluid at the first and second pump outputs 196 and 198, respectively, to actuate the first and second pairs of wheel brakes 180 in a non-failure normal braking mode of operation and / or an auxiliary braking mode. As shown in FIG. 10, the secondary brake module includes at least one pump piston 200 associated with at least one wheel brake 180 of the plurality of wheel brakes 180. The pump piston 200 is driven by an eccentric bearing (not shown) on a shaft of an electric pump motor 202 (different from the electric motor 190 included in the master cylinder 182) that transmits rotational motion to each pump piston 200 for selectively supplying pressurized hydraulic fluid to an iso / drain control valve assembly of at least one wheel brake 180 associated with the pump piston 200. As shown in FIG. 10, a pump piston 200 is associated with two wheel brakes 180, for a total of two pump pistons 200 in the brake system 178. Together, the pump piston or pistons 200 and the electric pump motor 202 may be considered a secondary braking module (or "secondary power transfer unit") of the braking system 178. For example, the two pump pistons 200 shown in the figures may supply pressurized hydraulic fluid to the respective wheel brakes 180 via the respective iso / drain control valve assemblies (if present) to the first and second pump outputs 196 and 198, respectively, to actuate the first and second pairs of wheel brakes 180 in a non-failure normal braking mode of operation and / or an auxiliary braking mode. The first and second pump outputs 196 and 198 may supply fluid to a corresponding one of the first and second pairs of wheel brakes 180. It is contemplated that in some configurations of the brake system 178, multiple pump pistons 200 could be associated with the first and second pump outputs 196 and 198.The secondary brake module of the brake system 178 may act as a pressure source for supplying a desired pressure level to selected ones of the wheel brakes 180 in a backup or "failure" situation when the master cylinder 182 is unable to supply fluid to those selected wheel brakes 180 for any reason. As a result, each of the secondary brake modules is in direct fluid communication with the reservoir 186 for communicating hydraulic fluid therebetween without having to direct the fluid through a (potentially failed) motor-operated master cylinder 182 or other structure of the brake system 178.The secondary brake module may be used to selectively supply hydraulic fluid to at least one of the wheel brakes 180 in an auxiliary braking mode, but also in an boosted braking mode, which may occur alone and / or in conjunction with either the auxiliary braking mode or a non-failure normal braking mode of operation. Examples of suitable boosted braking mode functions available to the brake system 178 include, but are not limited to, "over-boost" (where higher pressure is supplied to a particular brake than would normally be available from the master cylinder 182 alone) and "volume-add (volume boost)" (where more fluid is supplied to a particular brake than would normally be available from the master cylinder 182 alone). These enhanced braking modes may be enabled by the pump pistons 200 in some use environments. For example, in the non-failure normal braking mode of operation and / or the auxiliary braking mode, the secondary brake module may then supply boosted pressure hydraulic fluid (more than was obtained from the master cylinder 182) to the first and / or second pump outputs 196 or 198.The brake system 178 shown in FIG. 10 further includes at least one electronic control unit ("ECU") 210 for controlling the master cylinder 182 and / or the secondary brake module (via the electric pump motor 202) in response to at least one brake pressure signal, wherein first and second ECUs 210A, 210B are shown and described herein. The ECUs 210A, 210B may include microprocessors and other electrical circuits. The ECUs 210A, 210B receive various signals, process signals, and control operation of various electrical components of a corresponding brake system 178 in response to the received signals, wired and / or wireless. The ECUs 210A, 210B may be connected to various sensors, such as the reservoir liquid level sensor(s) 187, pressure sensors, stroke sensors, switches, wheel speed sensors, and steering angle sensors. The ECUs 210A, 210B may also be connected to an external module (not shown) for receiving information regarding yaw rate, lateral acceleration, longitudinal acceleration of the vehicle, or other vehicle operating characteristics for any reason, such as, but not limited to, controlling the brake system 100 during vehicle braking, stability operation, or other operating modes. Moreover, the ECUs 210A, 210B may be connected to the meter block for acquiring and providing information to warning indicators such as an ABS warning lamp, a brake fluid level warning lamp, and a drive slip control / vehicle stability control indicator lamp. It is contemplated that at least one of the ECUs 210A and 210B may be integrated with, for example, the master cylinder 182 or the electric pump motor 202.The first and second ECUs 210A and 210B may share the control tasks for the brake system 100 in any desired manner and may be readily configured by one of ordinary skill in the art for a particular operating environment of a brake system, however, it is contemplated that any control tasks performed by one or more ECUs 210 may be performed in response to at least one brake pressure signal and / or a brake signal generated by the deceleration signal transmitter 184. For example, the first ECU 210A may be operable to control the electric motor 190 of the master cylinder 182. The second ECU 210B may be operable to control the electric pump motor 202 and possibly, as will now be discussed, at least one of the iso / drain control valve assemblies and the first and / or second traction control iso valves.An iso / drain control valve assembly is associated with each wheel brake 180 of the plurality of wheel brakes 180, as shown in FIG. 10. Each iso / dump control valve assembly includes an iso valve 212 and a dump valve 214 for providing a desired fluid line to an associated wheel brake 180. The reservoir 186 is hydraulically connected to the master cylinder 182 and to each of the iso / drain control valve assemblies, such as via the return line 216. The iso / drain control valve assemblies include series-arranged iso and drain valves 212 and 214, respectively. The normally open iso-valve 212 for each iso / dump control valve assembly is hydraulically positioned between a respective wheel brake 180 and the master cylinder 182, and the normally closed dump valve 214 for each iso / dump control valve assembly is hydraulically positioned between a respective wheel brake 180 and the reservoir 186 for the corresponding wheel brake 180.The iso / drain control valve assemblies may selectively provide slip control to at least one wheel brake 180 operated by the master cylinder 182 and / or the aforementioned secondary brake module. More generally, the iso / drain control valve assembly and / or other valves of the brake system 178, any of which may be electromagnetically actuated and may have any suitable configurations, may be used to assist in providing controlled braking operations, such as, but not limited to, ABS, traction control, vehicle stability control, dynamic braking force distribution, regenerative braking mixing, and autonomous braking.A first traction control iso-valve 218 is hydraulically disposed between the master cylinder 182 and at least one iso / dump control valve assembly via the first MC outlet 192. A second traction control iso-valve 220 is hydraulically disposed between the master cylinder 182 and at least one iso / dump control valve assembly via the second MC outlet 194. As shown in FIG. 10, it is contemplated that an iso / drain control valve assembly is associated with each wheel brake 180 of the first and second pairs of wheel brakes. The first traction control iso-valve 218 is hydraulically disposed between the motor-driven master cylinder 182 and the iso / drain control valve assemblies of the first pair of wheel brakes 180. Likewise, the second traction control iso-valve 220 is hydraulically disposed between the motor-driven master cylinder 182 and the iso / drain control valve assemblies of the second pair of wheel brakes 180.As can be seen, each iso / drain control valve assembly in the brake system 178 of FIG. 10 is in direct or indirect flow communication with one selected from the first and second MC ports 192 and 194 and one selected from the first and second pump ports 196 and 198 for selectively receiving pressurized fluid therefrom, e.g., during various brake modes or otherwise as desired. One of ordinary skill in the art will readily be able to provide a braking system 178 as desired for a particular deployment environment.A brake pressure signal is at least one input that an ECU 210 may take into account and control one or more other components of the brake system 178 in response to achieving desired brake results for a particular use environment. A possible origin for the brake pressure signal is a brake pressure sensor. For example, and as shown in the figures, the brake system 178 may include at least one, such as at least two, brake pressure sensor(s) 222. As seen in FIG. 10, a first brake pressure sensor 222A may be hydraulically disposed between a selected iso / drain control valve assembly and a corresponding rear brake of one selected from the first and second pairs of wheel brakes 180, and a second brake pressure sensor 222B may be hydraulically disposed between another iso / drain control valve assembly and a corresponding rear brake of another of the first and second pairs of wheel brakes 180. Either together with the first and second brake pressure sensors 222A, 222B or instead thereof, a third brake pressure sensor 222C may be hydraulically arranged between the first traction control iso-valve 218 and the master cylinder 182 and / or a fourth brake pressure sensor 222D may be hydraulically arranged between the second traction control iso-valve 220 and the master cylinder 182. One of ordinary skill in the art may readily provide a desired number / position / type of pressure sensors 138 for a particular brake system 100.In the brake system 100 of FIG. 1, a single return line 216 places the reservoir 186 and each pump piston 200 in hydraulic communication. The brake system 178 also includes a pump inlet damper 224 hydraulically disposed between the reservoir 186 and the pump piston 200 for "smoothing" fluid flow therebetween. The pump inlet damper 224 is in direct flow communication with the reservoir 186 via the single return line 216 and regulates the pressure in the single return line 216 to reduce pressure fluctuations at an inlet side of each pump piston 200 solely by mechanical pressure damping. At least a portion of the pump inlet damper 224 may be in fluid communication with the surrounding space outside of the brake system 178 as desired. The pump inlet damper 224 may be a single pump inlet damper 224 as shown and discussed herein, or it is contemplated that multiple pump inlet dampers (not shown) may be provided for certain use environments of the brake system 178.In known brake systems, acceleration and deceleration of the fluid column in the return conduit 216 is required due to flow vibrations generated at the inlets of the pump pistons 202. This causes undesirable pressure fluctuations and reduced volumetric pump efficiency. In turn, the presence of the pump inlet damper 224 allows for improved performance at the pump build rate with a smaller diameter and / or longer return line 216. Packaging of the pump inlet damper 224 (or "pump inlet damper") may be integrated into the return conduit 216 (e.g., into a reservoir hose adapter of the brake system 178) or "in a hump-pack arrangement" in a housing body structure of another component (e.g., a secondary brake module). Because the pump pistons 200 of the brake system 178 draw relatively low pressure fluid from the return line 216 (into which the pump inlet damper 224 is integrated), the pump inlet damper 224 does not need to be able to withstand the relatively high pressures developed in lines from the master cylinder 182. Thus, the pump inlet damper 224 may operate both / all of the pump pistons 200 simultaneously, but still with relatively inexpensive (e.g., molded of plastic) components, as the pump inlet damper 224 is operated in a low pressure environment, as shown.In contrast, and as mentioned previously, the storage arrangement 100 shown in FIGS. 1-9 may be used in at least one medium-print environment. To this end, a first accumulator arrangement 100A is hydraulically arranged between the first MC output 192 and at least one wheel brake 180 of the first pair of wheel brakes 180. A second accumulator assembly 100B is hydraulically disposed between the second MC output 194 and at least one wheel brake 180 of the second pair of wheel brakes 180. For example, and as shown in FIG. 10, the first and second accumulator assemblies 100A and 100B are each configured to supply pressurized hydraulic fluid to a respective front wheel brake 180 faster than the motor-driven master cylinder 182 or the secondary brake module could direct pressurized hydraulic fluid to the respective wheel brake(s) 180 with the configuration of the brake system 178. This may be helpful, for example, during a "tip-in" situation or other user command of a quick response (e.g., sudden heavy braking when a vehicle is desired to be rapidly stopped), particularly when there is a running clearance distance between a brake pad and a brake disc to be rapidly shortened.The first and second storage assemblies 100A and 100B may also each enable an electroless drain / fill phase of the service life of the brake system as mentioned above, which may be helpful for efficient and fast vehicle assembly / manufacture. It is also contemplated that the first and second accumulator assemblies 100A and 100B may enable recharging of the medium pressure accumulators 102 without applying pressure to the corresponding / n wheel brake(s), but simply by using "see-through" fluid directly from one or more sources of pressurized hydraulic fluid (e.g., the motor-driven master cylinder 182 and / or the secondary brake module). Furthermore, the construction of the MPA one-way valve 106 provides simpler (and thus potentially less expensive) valve packaging than prior art versions that must allow two-way fluid movement to and from a reservoir.Referring again to FIG. 10, the reservoir 186 and the motor-driven master cylinder 182 may be positioned commonly within a first housing (indicated schematically in the figures by dashed line "1") and the secondary brake module may be positioned spaced apart from the first housing within a second housing (indicated schematically in the figures by dashed line "2"). Optionally, and as also shown in FIG. 10, the iso / drain control valve assemblies, the first and second reservoir assemblies 100A and 100B, and / or the first and second traction control iso valves 218 and 220 may also be positioned within the second housing.The first and second housings (and components contained / positioned together therewith) of any brake system 178 may be provided and configured by one of ordinary skill in the art for a particular use application based on factors including, but not limited to, achieving desired results in vehicle design, manufacture, maintenance, space usage, cost, size, and / or compliance with legal requirements, or the like.FIGS. 11-12 schematically illustrate an exemplary arrangement of a second housing of a brake system 178 as described above from a front and rear side, respectively, that are opposite to each other. In FIGS. 11-12, the block housing 108 is shown as a rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular rectangular. As seen in FIGS. 11-12, the block housing 108 is similar to known block housings for other brake systems having low pressure accumulators and associated supply valves, but instead of having those components, includes the medium pressure accumulators 102 and MPA one-way valves 106 of the accumulator assembly 100, respectively. This may assist in simple construction, manufacture, purchase, assembly, or otherwise assist in changing between use of the known block housings (for the prior art brake systems) and the block housing 108 associated with the present brake system 178. One of ordinary skill in the art can readily provide a block housing 108 configured to fit a desired packaging configuration for a particular deployment environment.It is contemplated that various other components, such as electric service and / or parking brake motors, could be provided by one of ordinary skill in the art to achieve the desired configurations for particular use environments with the brake system 178 described herein. For example, while a number of filters and pressure sensors are shown in the figures, for brevity, the specific description thereof has been omitted herein as it will be readily understood by one of ordinary skill in the art how to provide a desired number, placement, and / or operation of filters, sensors, and any other components as desired for a particular use environment of the present invention.It is contemplated that although the various components are shown schematically in particular arrangements in the figures, the components may not achieve the exact relative configurations shown depending on operating conditions in a particular use environment. For example, a poppet may not reciprocate to completely close an associated valve seat. However, it will be apparent to one of ordinary skill in the art which other potential positions may produce, for the most part, a desired result for a particular use environment. Various orifice sizes, fluid paths, and hydraulic passageways, and other components of the reservoir assembly 100 may be configured by those of ordinary skill in the art to achieve desired operational characteristics of the reservoir assembly 100 in a particular use environment.As used herein, the singular forms "a", "an / r", and "the / s" may also include the plural forms, unless the context expressly indicates otherwise. Further, it is understood that the terms "comprises" and / or "comprises(d)" as used herein may indicate the presence of stated features, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, steps, operations, elements, components, and / or groups thereof.As used herein, the term "and / or" may include any and all combinations of one or more of the associated listed items.It will be understood that when an element is described as being "on," "attached to," "connected to," "coupled to," "in contact with," "adjacent to," etc. another element, it may be directly on the other element attached thereto, connected thereto, coupled thereto, in contact therewith, or adjacent thereto, or intervening elements may also be present. On the other hand, when an element is described as being "directly on", "directly attached to", "directly connected to", "directly coupled to", "directly in contact with", or "directly adjacent to" another element, there are no intervening elements present. It will be further appreciated by those of ordinary skill in the art that references to a structure or feature disposed "directly adjacent to" another feature may have portions overlying or underlying the adjacent feature, whereas a structure or feature disposed "adjacent to" another feature may not have portions overlying or underlying the adjacent feature.Spatially relative terms such as "below," "below," "lower," "above," "upper," "proximal," "distal," and the like may be used herein to facilitate the description to describe the relationship of an element or feature to one or more other elements or features as depicted in the figures. It is understood that the terms space may include various orientations of a device in use or operation in addition to the orientation shown in the figures. For example, if a device in the figures is turned over, elements described as "below" or "below" other elements or features would then be oriented "above" the other elements or features.As used herein, the phrase "at least one of X and Y" may be interpreted to include X, Y, or a combination of X and Y. For example, if an element is described as comprising at least one of X and Y, the element may comprise X, Y, or a combination of X and Y at a particular time, where the selection could vary temporarily. In contrast, the phrase "at least one of X" may be interpreted to include one or more X.It should be understood that although the terms "first," "second," etc. may be used herein to describe various elements, these elements are not intended to be limited by these terms. These terms are used only to distinguish one element from another. Thus, a "first" element discussed below could also be referred to as a "second" element without departing from the teachings of the present disclosure. The order of operations (or steps) is not limited to the order recited in the claims or the figures, unless expressly stated otherwise.Although aspects of the present disclosure have been shown and described in detail with reference to the above exemplary aspects, it will be appreciated by those skilled in the art that various additional aspects may be considered. For example, the specific methods described above for utilizing the device are merely exemplary; one of ordinary skill in the art could readily determine any number of tools, orders of steps, or other means / options for placing the device described above, or its components, in positions substantially similar to those shown and described herein. To maintain clarity in the figures, certain repetitive components that are shown have not been specifically numbered, but based on the components that have been numbered, one of ordinary skill in the art will recognize the element numbers that should be assigned to the unnumbered components; no distinction between similar components is intended or implied by the mere presence or absence of an element number in the figures. Any of the described structures and components could be integrally formed as a single unitary or monolithic piece or composed of separate subcomponents, both of which embodiments include any suitable starting material or custom made components and / or any suitable material or material combinations. Any of the described structures and components could be disposable or reusable as desired for a particular use environment. Any component could be provided with a user perceptible marker for indicating a / a material, configuration, at least one dimension or the like relating to that component, the user perceptible marker possibly assisting the user in selecting a component from a group of similar components for a particular use environment. A "predetermined" status may be determined at any time before the manipulated structures actually reach that status, and the "pre-determination" may occur until as late as immediately before the structure reaches the predetermined status. The term "substantially" is used herein to indicate a property that is largely, but not necessarily completely, that specified -- a property "substantially" exhibited allows for the possibility of some relatively minor inclusion of an element not corresponding to the property. Although certain components described herein have specific geometric shapes in the illustration, all structures of the present disclosure may have any suitable shapes, sizes, configurations, relationships, cross-sectional areas, or any other physical properties as desired for a particular application. Any structures or features described with reference to an aspect or configuration could be provided individually or in combination with other structures or features in any other aspect or configuration, as it would be impractical to describe all aspects and configurations discussed herein as having all of the options discussed with respect to all other aspects and configurations. An apparatus or method including any of these features is to be understood as falling within the scope of the present disclosure, which is determined based on the following claims and any equivalents thereof.Other aspects, objects and advantages may be ascertained by consideration of the drawings, the disclosure and the appended claims.References included in the specificationThis list of documents cited by the applicant has been produced in an automated manner and is only included for the better information of the reader. The list is not part of the German patent application or utility model application. The DPMA does not take any adhesion for any faults or omissions.Patent Literature citedUS 63 / 580,042

[0001] US 63 / 580,048

[0001] US 18 / 474,714

[0001] US 18 / 474,657

[0001] US 18 / 474,678

[0001] U.S. Pat. No. 10,730,501

[0006] US 2020 / 0307538

[0006] US 2023 / 0048447

[0006] US 17 / 708,070

[0038]

Claims

An accumulator assembly comprising: an intermediate pressure accumulator (MPA) comprising: an MPA cavity comprising at least one brake side passage adjacent a first end thereof and at least one pump side passage adjacent the first end thereof; an MPA piston for longitudinally reciprocating movement in the MPA cavity in response to a predetermined amount of hydraulic fluid flow through the pump side passage and / or the brake side passage; and an MPA biasing spring for urging the MPA piston toward the first end of the MPA cavity; an electroless MPA fill valve fluidly disposed between the pump side passage of the MPA cavity and a source of pressurized hydraulic fluid, wherein the MPA fill valve comprises: an MPA fill valve cavity that selectively fluidly connects the pump-side passage of the MPA cavity and the source of pressurized hydraulic fluid via an MPA fill valve fluid path; an MPA fill valve seat positioned along the MPA fill valve fluid path and at least partially defined by an inner wall of the MPA fill valve cavity; an MPA fill valve poppet configured to stroke between a poppet resting position and a closed poppet position, wherein an MPA fill valve poppet shoulder contacts the MPA fill valve seat, to confine a flow of fluid passing by along the MPA fill valve fluid path, and an MPA fill valve biasing spring urging the MPA fill valve poppet to the closed poppet position, the MPA fill valve poppet selectively reciprocating in response to a biasing force from the MPA valve biasing spring and / or a fluid pressure differential between the source of pressurized hydraulic fluid and the MPA cavity; and an energized MPA one-way valve fluidly disposed between the brake-side passage of the MPA cavity and the at least one corresponding wheel brake, the MPA one-way valve comprising: an MPA one-way valve cavity, said brake-side passage of said MPA cavity and said at least one corresponding wheel brake being selectively fluidly connected via an MPA one-way valve fluid path, an MPA one-way valve seat positioned along said MPA one-way valve fluid path and defined by an inner wall of said MPA one-way valve cavity, an MPA one-way valve poppet configured for reciprocating movement between an open poppet position and a closed poppet position, wherein an MPA one-way valve poppet shoulder selectively contacts said MPA one-way valve seat to confine fluid flow passing therealong along said MPA one-way valve fluid path, wherein the stroke movement of the MPA one-way valve plate is at least partially responsive to a predetermined level of fluid pressure differential between the MPA cavity and the at least one corresponding wheel brake.The accumulator assembly of claim 1, wherein the source of pressurized hydraulic fluid is a pump piston of a secondary brake module and / or a master cylinder.The accumulator assembly of claim 1, wherein the MPA fill valve cavity comprises an annular groove adjacent the pump side passage of the MPA cavity, the annular groove configured to retain a directional MPA lip seal therein, the MPA lip seal selectively allowing hydraulic fluid flow past it to the MPA cavity along the MPA fill valve fluid path.The accumulator assembly of claim 3, wherein the MPA lip seal selectively permits air flow therebelow to the source of pressurized fluid along the MPA fill valve fluid path to provide an MPA vent channel function during a zero drain / fill phase for the operational life of the accumulator assembly.The accumulator assembly of claim 4, wherein the MPA fill valve poppet comprises an MPA bypass shoulder spaced from the MPA poppet shoulder, the MPA bypass shoulder selectively contacting an inner surface of the MPA lip seal to confine fluid flow passing thereby to the source of pressurized fluid along the MPA fill valve fluid path.The accumulator assembly of claim 5, wherein the MPA fill valve poppet projects through the pump side passage and is at least partially retained in the MPA cavity, the MPA bypass shoulder being in sealing contact with the inner surface of the MPA lip seal in response to the MPA cavity containing a predetermined amount of hydraulic fluid fill.The accumulator assembly of claim 6, wherein at least a first length of the MPA fill valve poppet is in the MPA cavity when the MPA cavity contains the predetermined hydraulic fluid fill amount and the at least one corresponding wheel brake is actuated, the MPA fill valve poppet selectively reciprocates in the MPA fill valve cavity in response to a biasing force from the MPA valve biasing spring 142 and / or a fluid pressure differential between the source of pressurized hydraulic fluid and the MPA cavity, and a second length of the MPA fill valve poppet that is less than the first length of the MPA fill valve poppet is positioned in the MPA cavity, at least when the MPA cavity contains the predetermined hydraulic fluid fill amount.The accumulator assembly of claim 1, wherein the MPA one-way valve comprises an armature for selectively reciprocating longitudinally with respect to the MPA one-way valve cavity between first and second armature positions, wherein the MPA one-way valve poppet is held in engagement with the MPA one-way valve seat, in the closed poppet position, in response to the armature being in the first armature position, and wherein the MPA one-way valve poppet is permitted to selectively reciprocate between the closed poppet position and the open poppet position in response to the armature being in the second armature position.The storage assembly of claim 8, comprising a core for selectively magnetically attracting the armature, the core longitudinally positioned directly adjacent a core activated surface of the armature, the armature longitudinally disposed between the core and the MPA one-way valve plate, the core selectively energized to magnetically drive the armature between the first and second armature positions.The accumulator assembly of claim 8, comprising a disk spring biasing the MPA one-way valve disk to the closed disk position and into sealing engagement with the MPA one-way valve seat when the armature is in the second armature position.The memory assembly of claim 9, wherein a core sleeve is at least partially received within a housing that also partially defines the MPA cavity, the core sleeve configured to maintain the core spaced apart from the armature, the armature at least partially enclosed within the core sleeve and guided thereby for selective longitudinally reciprocating movement with respect to the core in response to energization of the core.The accumulator assembly of claim 9, comprising a core spring biasing the armature toward the MPA one-way valve poppet.The storage assembly of claim 11, wherein the core sleeve completely encloses the MPA one-way valve poppet, has a reduced diameter sleeve shoulder positioned at an end of the MPA one-way valve poppet opposite the core and at least partially defines the MPA one-way valve seat by comprising at least a portion of an inner wall of the MPA one-way valve cavity.The accumulator assembly of claim 1, wherein stroke movement of the MPA one-way valve poppet occurs at least in part in response to a fluid pressure in the MPA cavity being greater than a predetermined wheel-side fluid pressure.A brake system for actuating a plurality of wheel brakes comprising first and second pairs of wheel brakes, the system comprising: a reservoir; a motor-driven master cylinder operable during a non-failure normal braking mode of operation by actuating an electric motor of the master cylinder to generate a brake actuation pressure at first and second MC outputs for hydraulically actuating the first and second pairs of wheel brakes, respectively; a secondary brake module configured to selectively provide pressurized hydraulic fluid at first and second pump outputs for actuating the first and second pairs of wheel brakes in a non-failure normal braking mode of operation and / or an auxiliary braking mode, the secondary brake module comprising an electric pump motor configured to selectively pressurize the hydraulic fluid by transferring rotational motion to at least two pump pistons, each pump piston supplying pressurized hydraulic fluid to a respective one of the first and second pump outputs, the first and second pump outputs supplying fluid to a respective one of the first and second pairs of wheel brakes; a first accumulator assembly according to claim 1 hydraulically disposed between the first MC output and at least one respective wheel brake of the first pair of wheel brakes; a second accumulator arrangement according to claim 1, hydraulically arranged between the second MC outlet and at least one corresponding wheel brake of the second pair of wheel brakes; first and second accumulator arrangements, each accumulator arrangement being hydraulically arranged between a corresponding first or second MC outlet and at least one wheel brake of a corresponding first or second pair of wheels, each of the first and second accumulator arrangements comprising an intermediate pressure accumulator, an electroless MPA fill valve fluidly arranged between a pump side passage of the intermediate pressure accumulator and a source of pressurized hydraulic fluid, and an energized MPA one-way valve fluidly arranged between a brake side passage of the intermediate pressure accumulator and the at least one corresponding wheel brake; and an electronic control unit for controlling the secondary brake module and / or the master brake cylinder in response to at least one brake signal; wherein the first and the second storage arrangement each enable an electroless emptying / filling phase of the service life of the brake system.A braking system according to claim 15, comprising a pump inlet damper hydraulically disposed between the reservoir and the pump pistons and in direct flow communication therewith via a single return line.A braking system according to claim 15, comprising an iso / drain control valve arrangement associated with each wheel brake of the plurality of wheel brakes, each iso / drain control valve arrangement being controlled by the electronic control unit and one selected from the first and second accumulator arrangements being hydraulically interposed between the corresponding first or second MC output and at least one associated iso / drain control valve arrangement.The brake system of claim 17, wherein the lift of the MPA fill valve plate is responsive at least in part to an actuation status of at least one associated wheel brake, relative pressures in the MPA cavity and at least one other component of the accumulator assembly, and / or operation of at least one associated iso-valve of an iso / drain control valve assembly.The brake system of claim 15, comprising a first traction control iso-valve hydraulically disposed between the motor-driven master cylinder and the first accumulator assembly via the first MC output; and a second traction control iso-valve hydraulically disposed between the motor-driven master cylinder and the second accumulator assembly via the second MC output.The brake system of claim 15, wherein a first brake pressure sensor is hydraulically disposed between a selected iso / dump control valve assembly and a corresponding rear wheel brake of one selected from the first and second pairs of wheel brakes, and a second brake pressure sensor is hydraulically disposed between another iso / dump control valve assembly and a corresponding rear wheel brake of another of the first and second pairs of wheel brakes.

Images