510results about "Braking action transmission" patented technology

Disclosed is a wheel cylinder and a drum brake having the same, in which the number of position as well as other elements accompanied with the piston may be reduced, resulting in reduced manufacturing cost.

A brake system and method of control. A brake pad assembly is actuatable from a retracted position to an extended position with a fluid. The method includes determining whether a running clearance is acceptable based on a first fluid supply pressure associated with the brake pad assembly being in a retracted position and a second fluid supply pressure associated with the brake pad assembly being in an extended position.

The invention relates to an assembly comprising a railway braking system (4) for a railway vehicle (1) with brakes having at least one lining or at least one shoe as well as a set of devices for equipping the railway braking system (4), comprising a first device (90) provided with a first mounting member, a second device (21) provided with a second mounting member, and a third device (33) provided with a third mounting member, the assembly comprising a common interface body (34) that is mechanically secured to the actuating mechanism (15) and is at least temporarily mechanically secured to the rotary actuating apparatus (16) and is configured to receive each of the first mounting member, the second mounting member and the third mounting member for at least temporarily mechanically securing at least one of the first device, the second device and the third device to the actuating mechanism (15) and / or to the rotary actuating apparatus (16).

This invention relates to a braking system equipped with an axle braking module, and to automobiles and vehicle trailers equipped with such a braking system. [Solution] The axle braking module (1) comprises two, in particular two, wheel braking mechanisms (8, 9) operable to decelerate an automobile or the vehicle trailer, each of the wheel braking mechanisms (8, 9) being attachable to / attached to the other wheel on the same axle of the automobile or the vehicle trailer, and one, in particular one, activatable brake force generator (10), the brake force generator (10) being formed to generate brake pressure in each of the wheel braking mechanisms (8, 9) by transporting hydraulic fluid to at least one hydraulic brake circuit (11).

A balanced pneumatic regulator includes a body, an inlet seat element, a piston, and a piston plunger. The body includes a central axis extending through the body. The inlet seat element is fixedly positioned within the body, and the inlet seat element is fluidly coupled to a fluid inlet. The piston is positioned within the body downstream of the inlet seat element. The piston is configured 2024 / 098057 to translate axially along the central axis of the body. The piston includes an internal pressure chamber. The piston plunger is positioned least partially within the internal pressure chamber. During translation of the piston, a pressure on a downstream end of the piston is at least partially equalized by the pressure within the internal pressure chamber of the piston, which is supplied by fluid pressure from the fluid inlet to the piston plunger.

A brake system is disclosed herein and includes a brake mode selection mechanism configured to provide a desired braking command, an antiskid control mechanism configured to provide an antiskid control braking command, and a brake executive mechanism. The brake executive mechanism is configured to determine whether the antiskid control braking command is less than the desired braking command; responsive to the antiskid control braking command being less than the desired braking command, send a first command to implement the antiskid control braking command via an antiskid controller configured to control a pressure or a force applied to a brake assembly; and, responsive to the desired braking command being less than the antiskid control braking command, send a second command to implement the desired braking command via a desired braking controller configured to control the pressure or the force applied to the brake assembly.

The application provides an electric forklift electronic parking transmission device, and belongs to the technical field of electronic parking. The device comprises a shell, a motor installed in the shell, a motor control transmission mechanism, a brake assembly installed outside the shell, a manual mechanism and a moving mechanism arranged on the brake assembly, separation and connection of the brake assembly and the transmission mechanism are controlled through the manual mechanism and the moving mechanism, the motor controls the brake assembly to brake when the brake assembly is connected with the transmission mechanism, and the brake assembly is separated from the transmission mechanism when the parking is released. The application realizes conversion of the rotary motion of the motor into the linear motion required by braking, improves controllability and stability of the braking effect, effectively transmits power, more efficiently converts the power output by the motor into braking force, helps to reduce energy consumption, has a self-locking function, makes the braking process more stable, realizes manual release of the electronic parking when the transmission device fails, and avoids the problem that the forklift cannot be used during waiting for maintenance.

A braking system and control method are disclosed. The braking system includes a friction brake, a sensor unit, and a controller. The sensor unit is disposed on the brake pad assembly of the friction brake and includes a first sensor and a second sensor electrically connected to the first sensor.

A work machine includes a drive source, a transmission, a travel device, a brake device, and a controller. The transmission is connected to the drive source. The travel device is connected to the transmission and causes the work machine to travel. The brake device brakes the travel device. The controller acquires a brake command in order to brake the work machine. The controller determines a target braking force in response to the brake command. The controller acquires transmission information indicating a state of the transmission. The controller calculates an inertial braking force from the transmission based on the transmission information. The controller controls a braking force of the brake device based on a difference between the target braking force and the inertial braking force.

A method for electronic air gap control of an electrical motor vehicle brake system comprises electrical wheel brakes, wherein a resting position is adopted and maintained by supplying electric energy. Mechanical elements for adjusting the resting position can thus be dispensed with. Furthermore, an electrical motor vehicle brake system comprising electrical wheel brakes for carrying out such an electronic air gap control method is described.

This invention discloses a redundant braking system, a vehicle braking system, and a vehicle. The redundant braking system includes a redundant braking pressure module, a switching module, and a redundant anti-lock braking module connected to the redundant braking pressure module. When the redundant braking system is activated, the switching module switches the state of the first connection line between the redundant braking pressure module and the vehicle's brake fluid module to a conductive state, switches the state of the second connection line between the brake fluid module and the vehicle's main braking pressure module to a disconnected state, switches the state of the redundant anti-lock braking module from an inactive state to an active state, and switches the state of the main anti-lock braking module from an active state to an inactive state. This allows for the deployment of a redundant braking system on top of the vehicle's existing main braking system, effectively improving the safety and reliability of the vehicle's braking system.

A brake system for commercial vehicles is disclosed. The commercial vehicle comprises a front axle (10) controlled by a first brake circuit and at least one rear axle (20) controlled by a second brake circuit. The brake system comprises a foot brake module, FBM, (100) and a two-channel electro-pneumatic module, 2C EPM, (200). The FBM (100) comprises a first pneumatic output port (110) for a first brake circuit, and a second pneumatic output port (120) for the second brake circuit, a driver interface (130) as first input, and a pneumatic control port (140) as a second input. The FBM (100) is configured to generate a first control pressure (101) for the front axle (10) and a second control pressure (102) for the rear axle (20). The generated first control pressure (101) and / or the second control pressure (102) are controllable by the driver interface (130) and by the pneumatic control port (140). The 2C EPM (200) comprises a first channel port (210), a second channel port (220), and a pneumatic input port (230). The first channel port (210) is configured to provide a first channel output (201) for the rear axle (20). The second channel port (220) is configured to provide a second channel output (202) to the pneumatic control port (140) of the FBM (100). The pneumatic input port (230) is configured to receive second control pressure (102) from the FBM (100) and is fluidly connectable to the first channel port (210) and fluidly disconnected from the second channel port (220).

The present application provides an electromechanical brake. The electromechanical brake comprises a master brake module and a brake actuator module. During assembly of the master brake module with the brake actuator module, the shell wall of the brake actuator module is inserted into the recess of the master brake module such that the outer wall is positioned to surround the shell wall, and the electric motor is driven by the spindle. The electromechanical brake according to the exemplary embodiments is advantageously designed and easy to assemble.

The invention relates to a method (300) for estimating a force (Fest, Fest1, Fest2, Fest3) applied by a caliper to a brake disc of a braking system (100) of a vehicle. The braking system comprises: - at least one electro-hydraulic or electro-mechanical actuator (1) of a disc brake (2), - at least one electronic control unit (20) connected to said at least one electro-hydraulic or electro-mechanical actuator to receive data representative of one or more values of electric current (I) supplied to the electric motor associated with the electro-hydraulic or electro-mechanical actuator and of one or more values of the current position (xp) of the motor; the electronic control unit comprises a functional block of contact estimation (21) between a pad of the caliper and the brake disc and a functional block of force estimation (22) operatively associated with the functional block of contact estimation. The method comprises the steps of: - receiving (301) as input, by the functional block of contact estimation, the data representative of one or more values of electric current supplied to the electric motor and of one or more values of the current position of the actuator piston; - detecting (302), by the functional block of contact estimation, a value of contact position (xTD) representative of the position taken by the piston of the electro-hydraulic or electro-mechanical actuator following the contact between a pad of the caliper and said brake disc; - generating (303) as output, by the functional block of contact estimation, a first datum (TD) representative of a contact occurred between the pad and the brake disc and a second datum (xp – xTD) indicative of the difference between said one or more values of current position of the actuator piston and the detected value of the contact position; - making available (304), to the functional block of force estimation, the first and second datum; - estimating (305), by the functional block of force estimation, a value of the force (Fest) applied by the caliper to the brake disc by calculating a stiffness curve applied to the second datum.

A method for determining operating information for an electric brake booster while a motor is in a non-operating mode and an evaluation device for implementing the method include determining whether a first value I1 of a first distance sensor of a driver brake force transmission element is within a first comparison value range W1, and determining whether a second value I2 of a second distance sensor associated with a displaceable motor force transmission element is within a second comparison value range W2. If the first and second values ​​are within the respective comparison value ranges, the method determines, as operating information for the brake booster, that a brake operating element coupled to the driver brake force transmission element is not being operated, that the driver brake force transmission element is in its first starting position, and / or that the motor force transmission element is in its second starting position.

The invention relates to a wheel brake device (1) for a brake system of a motor vehicle, having a brake holder (2), a brake caliper (3) mounted displaceably on the brake holder (2), a drivable actuator (4), in particular an electric machine, connected to the brake caliper (3), a first brake lining (5) displaceable by means of the actuator (4), a second brake lining (6) displaceable by means of the brake caliper (3), in particular connected with the brake caliper (3), and a brake disc (7), wherein the brake linings (5, 6) are associated with different sides (10, 11) of the brake disc (7) and are mounted so as to be displaceable towards one another in order to produce a braking force. According to the invention, the wheel brake device (1) has at least one first path-reversing linkage (12), and the brake linings (5, 6) are coupled resiliently to one another by means of the linkage (12).

This application provides a seal, a brake caliper, and an electromechanical brake. The brake caliper includes: a housing; a ball screw mechanism housed within the housing; and a first seal disposed circumferentially in a first groove on the inner wall of the housing. The first seal has a C-shaped cross-section and includes an outer flange, an inner flange, and a body connecting the outer flange and the inner flange. The outer flange of the first seal engages in the first groove of the housing, and the inner flange of the first seal abuts against the outer surface of the nut of the ball screw mechanism. The seal, brake caliper, and electromechanical brake according to embodiments provide improved sealing performance.

The application relates to an automatic parking method and device, and belongs to the technical field of vehicles. The method is applied to a vehicle provided with a two-gear automatic transmission. The method comprises the following steps: collecting first working condition data of the vehicle under the condition that an automatic parking switch of the vehicle is in an open state, and judging whether the first working condition data meets a preset automatic parking condition; if the first working condition data meets the preset automatic parking condition, controlling a one-gear multi-plate wet clutch and a two-gear multi-plate wet clutch in the two-gear automatic transmission to be locked at the same time; the gear set speed ratio of the one-gear multi-plate wet clutch is different from the gear set speed ratio of the two-gear multi-plate wet clutch, the one-gear multi-plate wet clutch and the two-gear multi-plate wet clutch are interlocked after being locked at the same time, automatic parking is realized, an automatic parking mark is displayed in a vehicle instrument, and the automatic parking mark is used for prompting a user that the vehicle is in an automatic parking state. The application can reduce the abrasion of friction plates and brake discs.

The invention relates to a method for decelerating a vehicle combination having a towing vehicle and at least one trailer vehicle, wherein a brake control unit of the towing vehicle determines a total braking force (FBges) upon receipt of a desired deceleration, which total braking force can be applied jointly by a trailer brake device (2) and a towing vehicle brake device (1). The brake control unit causes the trailer brake device to apply a trailer braking force (FBA) and determines a towing vehicle braking force (FBZ) taking into account the currently acting trailer braking force (FBA) and sets the towing vehicle braking force (FBZ) by actuating the towing vehicle brake device. The invention also relates to a brake control unit for a towing vehicle of a vehicle combination. In order to achieve the desired deceleration more quickly, in a first braking phase (30) after receipt of the desired deceleration, the towing vehicle braking force (FBZ) is initially set to a higher braking force level (FBZ1) than would be set in accordance with a braking force distribution (28).

The invention relates to a driver brake wish sensor (10a, 10b) for a vehicle, having a sensor memory unit (10e, 10f) in which at least one authentication key (#1 and #2) is stored and a sensor electronics (10c, 10d) by means of which at least one sensor signal (16a to 16d) can be output to at least one electric brake device (12a, 12b) as a sensor signal (16a to 16d) that is encrypted and / or authenticated with the at least one authentication key (#1 and #2). Furthermore, the invention relates to an electric brake device (12a, 12b) for a vehicle for interaction with at least one driver brake wish sensor (10a, 10b), having a memory unit (12e, 12f) in which at least one ID information (ID1 and ID2) about at least one stored authentication key (#1 and #2) is stored and a motor control device (12c, 12d) by means of which it can be determined whether at least one signal provided to the electric brake device (12a, 12b) is encrypted and / or authenticated with the at least one authentication key (#1 and #2) and only then the motor of the electric brake device (12a, 12b) is actuated by means of the motor control device (12c, 12d) taking into account the at least one signal provided.

The present application relates to a brake control device of a vehicle. The brake control device is provided with: a control cylinder that generates a servo pressure by movement of a control piston driven by a motor; a solenoid valve of a normally open type that is provided in a hydraulic pressure transmission path from the control cylinder to a wheel cylinder; and a controller that controls the motor and the solenoid valve, the brake control device adjusting a wheel cylinder pressure of the wheel cylinder by the servo pressure. In a case where a temperature correlation value related to a temperature of a structural member involved with the motor exceeds a threshold value, the controller executes a specific process of reducing the servo pressure by closing the solenoid valve. Also, in the specific process, the servo pressure is increased at a timing at which a predetermined time elapses from a timing at which the servo pressure is reduced.

The application relates to a new energy vehicle braking particulate emission control method, device, equipment and medium, which comprises the following steps: predicting a braking event of a new energy vehicle in a current driving cycle according to navigation or memory travel or intelligent driving road coordination data; determining a braking energy distribution weight of the target new energy vehicle according to an actual vehicle weight, a current battery residual capacity and a current motor state; determining recoverable electric braking energy and mechanical braking energy of the target new energy vehicle according to the actual total braking energy and the braking energy distribution weight; calculating and determining the braking wear degree of the target new energy vehicle corresponding to the braking event; determining the actual emission amount of braking particulate matter corresponding to the braking event according to the braking wear; and feeding back the emission reduction effect of the current driving to the driver according to the predicted emission amount and the actual emission amount of the braking particulate matter. The application makes the braking particulate emission control strategy more suitable for real driving conditions, and realizes energy saving and environmental protection collaborative optimization.

The application discloses a train skidding control method and device, equipment and storage medium, relates to the train control technical field, and includes: if a target risk area existing in the driving direction of a target train is identified, a target braking curve is generated, and the target train is braked based on the target braking curve; the target risk area is an area for skidding protection of the target train during driving, and the braking curve is a curve of speed changing with time; in the process of braking the target train based on the target braking curve, the skidding state of the target train is monitored in real time; if it is determined that the target train is not in a preset serious skidding state based on the skidding state, a target braking rate is determined, and the target train is braked based on the target braking rate; if it is determined that the target train is in the preset serious skidding state based on the skidding state, the target train is braked based on an emergency braking instruction. The application can realize front-end prevention, real-time inhibition and safe and reliable determination of train skidding.

The present invention relates to a method for operating a pneumatic braking device (1) for a vehicle (2), the pneumatic braking device having a pneumatic brake (4) that can be operated by braking pressure (P) and exhausts gas through an exhaust valve (13). In order to reduce the noise emissions of a vehicle with a pneumatic brake during brake exhaust, it is specified that a brake control unit (11) operates the exhaust valve (13) according to an exhaust gradient (EG), wherein the brake control unit (11) selects (26) from at least two operating modes (29, 30, 31) with different exhaust gradients (EG1, EG2, EG3) taking into account the current vehicle control command (38), and operates the exhaust valve (13) according to an exhaust gradient (EG1) optimized for reducing noise emissions during exhaust in the normal operating mode (29), and operates the exhaust valve (13) according to an exhaust gradient (EG2) optimized for rapid exhaust in the rapid exhaust operating mode (30).

The invention relates to an actuating device (4) comprising an actuating mechanism (11) configured to allow and / or prevent fluid energy communication in order to activate and / or deactivate a determined function of a railway system (3), depending on a configuration of the device, a drive handle (12) mechanically secured to the actuating mechanism and configured to be rotated between a first position in which the device allows a first configuration for activating the function, and a second position in which the device allows a second configuration for deactivating the function, with the actuating mechanism which is rotated when the handle is rotated, an electric drive motor (13) configured to rotate the actuating mechanism and the handle, and an engagement and disengagement mechanism (14) mechanically secured to the motor and to the handle, the engagement and disengagement mechanism allowing an engaged stable configuration in which, when the motor is in operation, the actuating mechanism is actuated and the handle is rotated, and a disengaged configuration when the handle is rotated to actuate the actuating mechanism and when the motor is at rest.

The application discloses a clamping force estimation method of an electromechanical brake system and belongs to the technical field of vehicles. The method comprises the following steps: acquiring input signals, wherein the input signals comprise motor current sensor signals, motor rotation angle sensor signals and vibration acceleration sensor signals; performing feature extraction and determining a contact point according to the input signals; calculating a first clamping force based on an estimation model of dynamic stiffness; calculating a second clamping force based on an estimation model of torque balance; calculating a third clamping force based on an estimation model of current harmonic characteristics; and determining a final clamping force according to the first clamping force, the second clamping force and the third clamping force.

This utility model relates to the field of lead screws, and more particularly to an EMB electromechanical braking lead screw, comprising a lead screw body, a connecting seat at the rear end of the lead screw body, a displacement block at the rear end of the connecting seat, a displacement groove at the front end of the displacement block located on the rear end face of the connecting seat, the front end of the displacement block extending into the inner side of the displacement groove, a clamping block at the bottom end of the displacement block, a transmission rod at one side of the displacement block located inside the displacement groove, and a transmission disc at the bottom end of the transmission rod located on the inner wall of the displacement groove; this utility model allows the three displacement blocks on the rear end face of the connecting seat to move by rotating a knob, and the clamping block at the bottom end of the displacement block is an arc block, thereby facilitating the connection of the lead screw body with the output end of servo motors of different diameters, improving the applicability of the device.

This invention provides a vehicle brake, comprising: a motor and multiple circuit boards, including a first circuit board and a second circuit board. The first circuit board is mounted on the outer side of the output end of the motor shaft, with its surface perpendicular to the motor axis. The surface area of ​​the first circuit board is smaller than that of the second circuit board. The vehicle brake provided by this invention reduces the axial space occupied by the brake components through redesigned circuit board positions and functions, while providing reliable electrical connections for brake functionality. Its ingenious and rational spatial layout improves vehicle space utilization and has wide applicability.

Electromechanical brake actuator (4) for an electromechanical braking system (1), wherein the brake actuator (4) comprises: - a supply terminal (4a) configured to receive electrical energy from a power supply (6); and - a control terminal (4b) configured to receive electrical control signals when the brake actuator (4) is supplied via the supply terminal (4a) in order to actuate a brake; wherein the brake actuator (4) is configured to be operated by energy supplied to the control terminal (4b) when no or insufficient energy is supplied to the supply terminal (4a) and / or when a corresponding control signal is supplied to the brake actuator (4) enabling operation by energy supplied to the control terminal (4b).

The utility model discloses a kind of off-highway dump truck auxiliary braking systems, belong to off-highway dump truck braking technical field, including the hydraulic clamp disc type auxiliary brake of being installed in middle axle and rear axle transmission shaft, and the hydraulic control unit consisting of hydraulic power unit, auxiliary brake valve, energy accumulator and connecting pipeline;Hydraulic power unit connects steering hydraulic oil tank and auxiliary brake valve, and energy accumulator supplies high-pressure oil to auxiliary brake valve to auxiliary brake to release brake.The system is mainly used to improve off-highway dump truck parking brake safety and braking force, applicable to the vehicle of design load 90 tons below, provide redundancy brake guarantee for off-highway dump truck, realize quick response auxiliary brake when main brake fails.