78results about "Brake types" patented technology

The present invention provides a vehicle equipped with a suspension-controlled motion resistance member. [Solution] The vehicle includes a body and a chassis coupled to the base of the body. The vehicle further includes a motion resistance member coupled to the base surface of the chassis, a wheel assembly coupled to the chassis, and a suspension unit coupled to the wheel assembly and the chassis. In operation, the suspension unit is configured to move the chassis in a first direction until at least a portion of the motion resistance member contacts the ground below the base surface of the chassis.

A vehicle electronic system including a parking brake equipment, comprising a brake element (2) including either a brake pad or a brake shoe, said brake element (2) including an electrical circuit equipped with one or more sensors (3, 4, 5) for real-time detection of signals relating to temperatures and / or to normal forces and / or to shear forces and having electrical terminals arranged in a zone for collecting the signals from the brake element, said vehicle electronic parking brake system further comprising an actuator (8) of the brake element (2), a controller (7) delivering a braking force command to the actuator (8), and regulating means (9, 10) driving the controller (7), wherein the regulating means (9, 10) include a closed regulating loop of the braking force including a reference braking force generator (10), said closed regulating loop of the braking force being communicating with said sensors (3, 4, 5) to acquire at least one of temperatures and / or normal forces and / or shear forces measurements.

This more reliably prevents the parking pole from contacting the parking gear while the vehicle is in motion. [Solution] A parking lock device comprising a movable member that moves between a first position and a second position according to the shift range, a parking gear, a parking pawl, and a regulating member. The parking pawl moves in conjunction with the movable member and is positioned in a non-engaging position where it does not engage with the parking gear when the movable member is in the first position, and in an engaged position where it engages with the parking gear when the movable member is in the second position. The regulating member moves in conjunction with the movable member and is positioned in a regulating position where it restricts the parking pawl from moving from the non-engaging position to the engaged position when the movable member is in the first position, and retracts from the regulating position when the movable member moves from the first position to the second position.

A brake assembly for a rail car includes at least one brake element for pressing against a rotor of a rail car wheel in case of a braking action; an actuator for driving the brake element, a linkage for transferring a braking force from the actuator to the brake element, at least one sensor device for measuring at least one parameter of the brake assembly, and the brake assembly further includes a trigger unit configured to enter its active state when a braking action occurs, wherein the trigger unit activates the sensor device in the active state.

The present invention relates to a rotational angle detection system (1, 1´, 1´´, 1´´´) for detecting a rotational angle of a rotary brake drive (10) for a rail vehicle, comprising: at least one sensor unit (20, 21) for detecting a rotational angle, which sensor unit can be operatively connected to the rotary brake drive (10); and at least one main electronics path for transmitting control signals and / or sensor signals, wherein the at least one main electronics path can be operatively connected to the at least one sensor unit (20, 21), the at least one main electronics path comprises at least one signal transmitter (51, 52, 53, 54) which subdivides the main electronics path into a main electronics path section which is close to the sensor unit (20, 21), viewed from the signal transmitter (51, 52, 53, 54), and a main electronics path section which is remote from the sensor unit (20, 21), viewed from the signal transmitter (51, 52, 53, 54), and the at least one signal transmitter (51, 52, 53, 54) is designed to electrically isolate the at least one sensor unit (20, 21) from the main electronics path section which is remote from the sensor unit (20, 21).

The present invention discloses an overhead rail and trolley apparatus and method. The apparatus provides an overhead rail having one or more tracks. A wheeled trolley having a wheel or wheels travels upon the tracks. A stop unit on the rail is positioned to selectively halt the trolley. There is a cutout section on the rail and an insert that is attached to the rail at the cutout. The trolley wheels engage the upper surface of the insert when the trolley is halted by the stop unit. A plating on the insert increases the hardness of the insert upper surface. The insert helps prevent and / or at least lessens wear of apparatus when the trolley is halted by the stop unit.

To provide a brake device for vehicle seats that reduces the number of parts, thereby improving manufacturing efficiency and lowering manufacturing costs. [Solution] The system includes a brake mechanism 9 that brakes the pinion shaft 12 to prevent it from rotating in response to reverse input from the pinion gear 12a, and a drive mechanism 10 that releases the braking state of the pinion shaft and allows it to rotate in either the forward or reverse direction when the operating lever 5 is rotated from the neutral position in either the forward or reverse direction. The brake mechanism has a housing 11 with a friction cylindrical surface 13 on its inner circumference, and the drive mechanism has a drive wheel 18 that rotates the operating lever and the pinion shaft together while releasing the braking state of the pinion shaft. The drive wheel has friction resistance parts 30 at four locations in the circumferential direction that are pressed against the friction cylindrical surface of the housing by elastic force.

The application relates to the functional coating technical field, and particularly discloses a fracture induction type intelligent coating material for automobile brake spring pieces and a preparation method thereof. The fracture induction type intelligent coating material comprises a piezoelectric sensing layer and a heat dissipation layer; the piezoelectric sensing layer is mainly made of the following raw materials: piezoelectric ceramic, carbon nanotubes, silver nanowires, aluminum oxide, liquid phenolic epoxy resin, a curing agent, polyvinylpyrrolidone, a silane coupling agent and an organic silicon surfactant; and the heat dissipation layer is mainly made of the following raw materials: graphene, silicon carbide, liquid phenolic epoxy resin, a curing agent, polyvinylpyrrolidone and a silane coupling agent. The fracture induction type intelligent coating material can realize timely sensing and early warning before the brake spring piece is fractured through the mutual cooperation between the piezoelectric sensing layer and the heat dissipation layer, and has the advantages of high coating adhesion, high sensitivity and good durability, thereby improving the safety and reliability of the brake spring piece and meeting the market demand.

To provide a brake switch mechanism that allows easy confirmation of an operating point of a microswitch while keeping the stroke of a brake plunger small.SOLUTION: There is provided a brake switch mechanism 30 that is installed on a brake device 20 of an elevator hoist 10 and detects braking or releasing of the brake device 20, comprising: a rotating operation piece 31 that rotates by the reciprocating motion of a brake plunger 27; and a microswitch 40 that has a switch lever 42 rotatably supported by a housing 41 of the microswitch 40, engaging with an engaging portion 31B of the rotating operation piece 31, and rotating by the rotation of the rotating operation piece 31, and opens and closes a connected electric circuit by rotating the switch lever 42.SELECTED DRAWING: Figure 4

The present invention relates to a method (500) for obtaining information regarding the wear condition of a vehicle's brake system (100; 200; 300; 400). The brake system includes at least one hydraulic (1, 3) or electro-hydraulic (4) actuator of a disc brake (2) and at least one electronic processing unit (10, 10', 20, 20', 20a). The electronic processing unit is connected to at least one hydraulic or electro-hydraulic actuator and receives data representing a measured value of the pressure (p) of the brake master cylinder and a measured value of the stroke (x) of the brake master cylinder actuated by the actuator. The method provides at least one electronic processing unit with a parametric function (f) that represents the current state of the brake system (501) (this parametric function is adapted to describe the relationship between the stroke of the brake master cylinder and the brake pressure applied by the brake master cylinder as a function of one or more coefficients (θ0, ..., θn).) and a supervisor block (21) of at least one electronic processing unit detect one or more brake samples within the brake detection time interval, and after the detection of each brake sample, activate an estimation block (22) of at least one electronic processing unit (502); the estimation block receives a first pressure measurement (pi) and a first stroke measurement (xi) of the brake master cylinder during each of the one or more brake samples (503); the estimation block estimates a plurality of first parametric function coefficients (θi0, …, θin) associated with each brake sample based on the first pressure measurement and the first stroke measurement of the brake master cylinder (504); the supervisor block (21) activates a filtering block (23) of at least one electronic processing unit at the end of the brake detection time interval (505); the filtering block (23) filters the plurality of first coefficients associated with each brake sample and provides a plurality of second filtering coefficients (θ'0, …, θin) to the supervisor block The supervisor block (21) generates (506) ..., θ'n); the supervisor block (21) verifies the second filter coefficients (507) (this generates verified coefficients (VC1, ..., VCn) that define the first parametric function (f') representing the state of the brake system after the brake detection time interval). This includes transmitting verified coefficients to a wear estimation block (24) of at least one electronic processing unit to generate first information (WI) representing the wear condition of the friction material of the brake system (508).

The invention relates to an electrodynamic brake apparatus (10) that has an induction device (12), the induction device (12) having a conductor device (16) and a magnetic flux device (14) that is configured to provide a magnetic field. The magnetic flux device (14) and the conductor device (16) are coupled such that electrical currents can be induced in the conductor device (16). The conductor device (16) is assigned at least one magnetic-flux-conducting element (50') for conducting a magnetic flux, the at least one magnetic-flux-conducting element (50') consisting of a magnetically conductive material or comprising a magnetically conductive material. For this improved electrodynamic brake apparatus, the conductor device (16) additionally comprises a porous structure (34) that consists of or comprises a metallic, electrically conductive material.

The present invention provides a vehicle control device that can determine the parking brake position with increased accuracy, even when the vehicle is in an ignition-off state and not moving. [Solution] When switching to the ignition off state (IG off Igoff), the parking switch position (P switch position Ppos) at the time of switching to IG off Igoff is stored in each of the multiple non-volatile memories 62 and 108 as the previous position Mpp1 and Mpp2, respectively. If the previous position Mpp1 and Mpp2 obtained from each of the non-volatile memories 62 and 108 in IG off Igoff matches the P lock position Plp or the non-P lock position NPlp, the matching previous position Mpp1 and Mpp2 is determined to be the P switch position Ppos in IG off Igoff. As a result, even in IG off Igoff, the determination of the P switch position Ppos is performed with increased accuracy without performing initial position determination control.

This application relates to a block brake with adaptive brake shoes and an elevator traction machine, belonging to the field of mechanical braking technology. The block brake with adaptive brake shoes is signal-connected to a control device and includes: an armature capable of changing its distance from the stationary iron core under the action of the on / off energization of an electromagnetic coil; a base fixedly connected to the armature; and a braking mechanism connected to the base and rotatable relative to the base, capable of moving with the armature to have braking and release states. In the braking state, the braking mechanism clamps the brake drum; in the release state, the braking mechanism separates from the brake drum. The braking mechanism includes a braking element rotatably connected to the base and an adjusting assembly. The adjusting assembly is configured to adjust the rotation angle of the braking element when the braking mechanism is in the release state, thereby preventing the braking element from contacting the brake drum. Through the above method, the contact area between the friction pad and the braking surface can be increased, while also improving the service life of the friction pad.

The application discloses a kind of thickness calculation methods of heavy engineering vehicle brake pad, comprising the following steps: step one: obtaining the initial nominal thickness H0 of brake pad;Step two: real-time collection brake pad temperature data in the running process of heavy engineering vehicle, and simultaneously obtaining the brake state signal of vehicle;Step three: according to the brake state signal and the temperature data, first extract single brake process characteristics, then define different brake states;By introducing material correction coefficient, and combining vehicle maximum load and external environment temperature for dynamic correction, the problem that wear law is inconsistent under different load and climate environment of heavy trailer is solved, so that the calculation result of residual thickness is closer to real physical value.

A method for monitoring the wear of a vehicle brake element, the brake element comprising a first piezoelectric sensor and a second piezoelectric sensor, the method comprising the following steps: - a generation step (E1) of a surface wave in the brake element by the first piezoelectric sensor, the surface wave comprising a Rayleigh wave; - a reception step (E2) of a signal by the second piezoelectric sensor, the surface wave being transmitted and / or reflected in the brake element; - a comparison step (E3) of the received signal to a predetermined reference signal, so as to monitor the wear of the brake element. Abstract figure: Fig. 2

A computer-implemented method which, when executed by data processing hardware, causes the data processing hardware to perform operations that include determining the condition of one or more brake pads of a vehicle, evaluating the cumulative wear of the one or more brake pads, selecting a brake pressure calibration based on the cumulative wear, determining whether a wear limit has been reached, and generating a message indicating that one or more brake pads are fully worn in.

A brake pad wear monitoring control method, device, equipment and storage medium, comprising: according to the collected brake caliper data, vehicle working condition data and driving behavior data, feature engineering extraction is carried out to obtain input feature data; the input feature data is subjected to multi-physical field coupling simulation wear prediction to obtain a first wear prediction result, the input feature data is subjected to data-driven wear prediction to obtain a second wear prediction result, and the first wear prediction result and the second wear prediction result are weighted and fused to obtain a wear prediction output; a brake force fine adjustment instruction is generated according to the wear prediction output, and the brake force of each brake pad is adjusted according to the brake force fine adjustment instruction. The application improves the adaptability of complex environment prediction and the explainability of decision process by combining multi-physical field coupling simulation and data driving; through generating a brake force fine adjustment instruction according to the wear prediction output, active intervention and life optimization of brake pad wear are realized, and the service life of the overall braking system is prolonged.

A launcher for a zipline trolley system comprises a body, first and second arms, first and second connectors, first and second pads, and an actuating portion. The first and second arms extend from the body. The first and second connectors are pivotably connected to the first and second arms, respectively. The first and second pads are connected to the first and second connectors, respectively. The actuating portion comprises a sliding member and first and second pull arms. The first and second pull arms are connected to the first and second connectors, respectively. When the launcher is in a first configuration, the first and second pads are adapted to hold the trolley in place. Movement of the sliding member away from the body causes pivotable movement of the first and second connectors and a transition of the launcher to a second configuration to release the trolley.

A variable resistance pedal assembly (100) for use in a vehicle includes a pedal (104) pivotally moveable between a plurality of operational states including a first operational state, a second operational state and an infinite number of intermediate operational states between the first and second operational states. The assembly also includes a hydraulic damper (130) to dynamically control an effort of the pedal in one or more of the operational states and during one or more movements between the operational states and a pedal position sensor (190) coupled to the pedal. The assembly also includes a controller (200) electrically coupled to each of a fluid valve (170), a fluid temperature sensor (183), an optional fluid pressure sensor (180), and a pedal position sensor with the controller pre-programmed to choose a valve position for the fluid valve based upon at least a measured pedal position that correlates to one of the operational states and a measured temperature.

The present application relates to the technical field of life prediction detection, in particular to a commercial vehicle friction plate life prediction method based on big data, comprising: collecting target vehicle history and current stage multi-source operation data, including driving conditions, driver operation behavior, environmental state and friction plate monitoring data. The various types of heterogeneous data are cleaned, aligned and fused to construct a standardized feature time sequence that can represent the comprehensive wear state of the friction plate. A prediction model is built based on gradient boosting decision trees, and the algorithm structure is constrained by combining the physical mechanism of friction plate wear and data statistical characteristics. The model is optimized and improved. The optimized model is used to analyze the time series feature data, and the remaining service life prediction results and corresponding confidence intervals are calculated and output. The interval determination result is combined to output the adaptive maintenance decision information. This method broadens the data collection dimension, deeply excavates the wear time series change rule, optimizes the model fitting logic, and realizes the dynamic evaluation of the friction plate wear trend.

The present invention relates to a method performed by a control arrangement for controlling braking of a vehicle comprising: a service brake system and at least one auxiliary brake system for applying a brake torque to at least driven wheels of the vehicle, driver maneuverable means for requesting brake torque from the service brake system, the method comprising, when a brake torque is requested by the driver, and when a temperature of a friction brake of the service brake system increases, or is expected to increase: reducing brake torque applied by the service brake system, and increasing brake torque applied by the at least one auxiliary brake system such that the total resulting brake torque corresponds to the driver requested brake torque. The invention also relates to a control arrangement, a computer program, a computer-readable medium and a vehicle comprising a control arrangement.

A method to and an apparatus including a processor configured to determine a mass parameter indicative of a mass of an aircraft brake assembly, the mass parameter determined using an estimated amount of energy absorbed by the brake assembly in a given period of time and a corresponding estimated change in temperature of the brake assembly. Also disclosed is a non-transitory computer readable storage medium having stored thereon instructions which when executed by a processor, cause the processor to perform the method.

This application provides a pedal box integrated with two sensors, a braking system, and a vehicle, to improve operating reliability of the pedal box, and further improve braking safety of the vehicle. The pedal box includes a housing, a drive rod, a pedal force feedback member, a pressure sensor, and a displacement sensor. The displacement sensor includes a moving component and a fixed component. The housing is configured to accommodate the moving component, the pedal force feedback member, and the pressure sensor. The pedal force feedback member and the pressure sensor are sequentially arranged inside the housing in an axial direction of the drive rod. The housing is further configured to fasten the fixed component. The moving component is disposed between the pedal force feedback member and the fixed component in a radial direction of the drive rod.

Disclosed herein are systems and methods for measuring force applied to brake calipers by brake pads by a sensor configured to be positioned between the caliper and the brake pad. The systems and methods herein may include a processor configured to receive output signals from the sensor and process the signals to generate data regarding the force applied to the caliper and determine a torque generated during braking. The systems and methods herein may include a second sensor that outputs signals representing measurements of a brake pressure, processes these signals to generate data regarding the brake pressure, and determines brake efficiency generated during braking. Additionally, the systems and methods herein can include a plurality of wheel apparatuses including the calipers and sensors disclosed herein.

[Problem] A coupling device is provided which is installed between a drive source and a driven body and is able to prevent the transmission of impulse torque from the driven body to the drive source. [Solution to the problem] A coupling device 1 includes a first rotating element 2, a second rotating element 3, a third rotating element 4, a meshing element 5, and a flywheel 6 attached to the first rotating element 2. When torque is introduced into the second rotating element 3, the coupling device 1 enters a stable rotational state in which torque is transmitted between the second rotating element 3 and the third rotating element 4, while the first rotating element 2 and the flywheel 6 rotate integrally with the second rotating element 3, the third rotating element 4, and the meshing element 5.If the torque acting on the third rotating element 4 increases rapidly in the stable rotation state, the coupling device 1 enters a torque transmission limitation state in which torque transmitted between the second rotating element 3 and the third rotating element 4 is reduced or lost.

A cable sleeve comprises a housing, a locking cam, and a locking pawl. The housing has an elongate member passage configured to slidably receive an elongate member and has a cavity. The locking cam and the locking pawl are pivotally connected to the housing within the cavity. The locking cam has a radial edge with a constant radius relative to a pivot connection between the locking cam and the housing and is configured to move from a first cam position to a second cam position configured to engage the elongate member in the elongate member passage with the radial edge. The locking pawl is configured to move from a first pawl position to a second pawl position configured to move the locking cam into the second cam position to engage the elongate member.

The present application relates to the field of traction machine monitoring technology, and more particularly to a gearless traction machine fault early warning method based on multi-source data fusion. The method comprises: obtaining a braking current sequence, a driving voltage sequence and a micro switch state sequence and extracting a measured action time; using a dynamic time warping algorithm to calculate the waveform distortion index between the braking current sequence and the preset standard fingerprint; calculating the voltage correction factor, the resistance correction factor, and correcting the measured action time to obtain the normalized action time; inputting the waveform distortion index and the normalized action time into a local outlier factor algorithm to calculate the equipment health degree score, and combining the logical consistency to calculate the comprehensive risk early warning index. That is, the scheme of the present application considers mechanical form and electrical physical characteristics when evaluating the state of the brake by fusing multi-source data, thereby achieving more accurate fault identification.