973results about "Braking element arrangements" 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 method of controlling a vehicle with a plurality of motion actuators comprises: determining a longitudinal inclination and speed of the vehicle; selecting an uphill drive mode if the longitudinal inclination is greater than an inclination threshold and the absolute speed is less than a speed threshold, and otherwise selecting a regular drive mode; obtaining motion requests; in accordance with the selected drive mode, providing a solution to an optimization problem related to optimal control of the motion actuators in accordance with the obtained motion requests; and controlling the motion actuators in accordance with the solution to the optimization problem. The optimization problem is dependent on a control effectiveness matrix which is defined differently in the uphill drive mode and the regular drive mode.

The invention relates to the technical field of automobiles, in particular to an electronic mechanical brake clamping force estimation method and device, a controller, an automobile and a medium, and aims at solving the technical problems that an existing electronic mechanical brake with a built-in sensor is large in overall size, difficult to arrange and high in single piece cost. The method comprises the following steps: acquiring a motor rotation angle of the electronic mechanical brake; according to the motor rotation angle, the transmission element lead of the electronic mechanical brake and the transmission ratio of the transmission mechanism, the piston movement stroke of the electronic mechanical brake is determined; according to the movement stroke of the piston and a pre-calibrated target corresponding table, the first caliper clamping force of the electronic mechanical brake is determined; an estimated caliper clamping force for the electromechanical brake is determined based on the first caliper clamping force for the electromechanical brake.

The invention discloses a large equipment reversing transfer device and method, and relates to the field of transfer devices.The large equipment reversing transfer device comprises a transfer flatcar, a saddle is installed on the bottom side of the transfer flatcar, wheel supporting arms are installed at the four corners of the saddle, and wheels are rotationally installed on the wheel supporting arms; the device further comprises an advancing detection device, and the advancing detection device is installed on one side of the transfer flatcar. It needs to be explained that when the transfer flatcar advances, obstacles are detected through reciprocating movement of a transverse moving sliding rod, a starting switch is triggered when the obstacles or an obstacle road surface is detected, so that an obstacle avoidance pull-out frame drives wheels to move outwards, and when the obstacles are detected, front and rear wheels are actively and synchronously pushed outwards to enlarge the wheel distance; wheels directly pass through the two sides of an obstacle, the trafficability, safety and efficiency of the flatcar on complex and unknown road surfaces are remarkably improved, and parking, bumping, equipment damage and even accidents caused by the obstacle are reduced.

A parking pawl module (10) comprises: a first sun gear (230a); a first actuator (100) configured to actuate the first sun gear (230a); a transmission (200) comprising: a transmission housing (210); at least one transmission gear carrier (220, 220a, 220b) received by the transmission housing (210), wherein the at least one transmission gear carrier (220, 220a, 220b) has a first carrier side (221a) and a second carrier side (221b); at least a plurality of planet gears (222, 222a, 222b) which are supported on the first support side (221a) of the at least one gear carrier (220, 220a, 220b), wherein the at least plurality of planet gears (222, 222a, 222b) are in mesh with the first sun gear (230a); and an actuating element (240, 240c) which is connected to the transmission (200);a toggle lever (310) defining a lever opening (254) configured to receive the actuating element (240, 240c) and to allow movement of the actuating element (240, 240c) within the lever opening (254); and a shaft (314) attached to the toggle lever (310); wherein the first actuating member (100) controls a rotary movement of the at least one gear carrier (220, 220a, 220b), the plurality of planet gears (222, 222a, 222b), and the actuating element (240, 240c), and a linear movement of the toggle lever (310) and the shaft (314).

The invention belongs to the technical field of engineering machinery, and discloses a transmission system and engineering machinery. The transmission system comprises an integrated shell, a motor assembly, a brake assembly and a speed reducer assembly, the motor assembly, the brake assembly and the speed reducer assembly are arranged in the integrated shell and distributed in the first direction, an output piece of the motor assembly is in transmission connection with an input piece of the speed reducer assembly through the brake assembly, and an output piece of the speed reducer assembly is connected with the hub. The integrated shell is provided with a cooling channel set, and the cooling channel set can conduct heat dissipation on the motor assembly, the brake assembly and the speed reducer assembly at the same time. By arranging the integrated shell, the structure of a transmission system can be simplified, the cost can be reduced, the machining consistency is good, the supporting rigidity is better, and transmission errors caused by structural deformation are reduced; the cooling channel group is arranged on the integrated shell, so that the motor assembly, the brake assembly and the speed reducer assembly can be cooled at the same time by only one cooling system, the utilization rate of the cooling system is improved, the cooling efficiency is high, and the service life of the system is prolonged.

The invention discloses a horizontal steering wheel with a walking mechanism and a steering mechanism, and belongs to the technical field of steering wheels. Comprising a support assembly, a spring shock absorber is rotationally installed on the support assembly, a fixing frame is rotationally installed at one end of the spring shock absorber, and a wheel assembly is installed on the fixing frame; an upper connecting rod frame is rotationally installed on the support assembly and rotationally connected with the fixing frame, and a lower connecting rod frame is rotationally installed on the support assembly and rotationally connected with the fixing frame. The support assembly is provided with a driving assembly used for controlling the wheel assembly to steer. The upper connecting rod frame and the lower connecting rod frame form a parallelogram guide structure, and the upper connecting rod frame and the lower connecting rod frame swing synchronously in the damping process or under the heavy-load eccentric load working condition, so that tires are kept perpendicular to the ground all the time, the situation that the ground contact area is reduced due to inclination is avoided, it is guaranteed that contact pressure between the tires and the ground is evenly distributed, local abrasion is reduced, and the service life of the tires is prolonged. And meanwhile, the stability in the carrying process is improved.

The invention relates to a clamping module for an electromechanical wheel brake and an electromechanical braking device. The clamping module serves to move a brake piston in the electromechanically operated wheel brake, preferably of a motor vehicle.

The invention discloses a drive-by-wire chassis device and a vehicle. A drive-by-wire chassis comprises a driving assembly and a suspension assembly, and the driving assembly comprises a driving motor; the input end of the multi-stage transmission system is connected with the output end of the driving motor, and the multi-stage transmission system is used for transmitting power to the wheel end and achieving switching of at least two speed ratios; the integrated axle housing is provided with an accommodating cavity for accommodating the multi-stage transmission system; the integrated axle housing comprises a plurality of mounting surfaces with different surfaces, and the mounting surfaces are used for being connected with different functional parts and suspension assemblies in the multi-stage transmission system correspondingly. And the running and parking integrated brake is arranged in the integrated axle housing, is integrated on a power transmission path of the multi-stage transmission system, and provides parking and running braking functions for wheels. According to the scheme, at least two speed ratios are switched through the multi-stage transmission system, and the multi-working-condition requirements of adaptive heavy-load starting, high-speed cruising and the like are met. In addition, according to the scheme of the invention, a plurality of different mounting surfaces are processed on the integrated axle housing, so that higher structural integration level and bearing reliability are realized.

The invention relates to the technical field of automobile hub manufacturing, in particular to an automobile hub capable of actively reducing wind resistance. Comprising a wheel rim, a spoke frame is fixedly connected to the wheel rim, a transmission rod is fixedly connected to the spoke frame, a friction disc is fixedly connected to the transmission rod, calipers are arranged on the friction disc, the transmission rod is rotationally connected with a limiting plate, a wind blocking frame is fixedly connected to the limiting plate, and a supporting ring is fixedly connected to the wind blocking frame. The supporting ring is rotationally connected with the wheel rim, the transmission rod is slidably connected with extrusion frames distributed in an array mode in the circumferential direction, and tension springs distributed in a mirror image mode are arranged between the extrusion frames and the transmission rod. According to the hub, the air blocking frame is matched with the spoke frame, the air inlet state of the rim is adaptively switched according to the specific driving state of an automobile, so that the hub gives consideration to'low wind resistance 'at high moving speed and'efficient heat dissipation' at medium and low moving speed, and the stability of an automobile braking system is guaranteed while the endurance of the automobile is improved.

A method is disclosed for controlling motion of a heavy-duty vehicle. Information is obtained related to an upcoming vehicle path and vehicle maneuver along the path; and related to a road friction coefficient along the path. Lateral and longitudinal wheel slip limits are configured for at least two wheels of an axle or lumped group-axle on the vehicle. The lateral and longitudinal wheel slip values are related to respective lateral and longitudinal tyre force values via a pre-determined combined tyre slip model. A vehicle motion profile is determined for performing the vehicle maneuver as a solution to a non-linear optimal control problem (NOCP). The NOCP is constrained by the lateral and longitudinal wheel slip limits and formulated to account for the road friction coefficient and / or curvature along the upcoming vehicle path. Motion of the vehicle is controlled along the path based on the determined target vehicle motion profile.

The invention is directed to a truck axle comprising two hub carriers connected by an axle bridge structure. Each hub carrier comprises a stator of a direct drive electric motor and carries a rotary assembly comprising a rim flange to support a rim for a single tyre. The hub carrier comprises a first part which is laterally positioned within the rim and a second part which is laterally positioned next to the rim. The rotary assembly is comprised of a wheel hub shaft which is laterally positioned within the rim and tyre combination and a second part which is laterally positioned next to the rim and tyre combination. The second part of the hub carrier comprises the stator and the second part of the rotary assembly comprises a rotor of the electric motor.

A brake apparatus may include a rotary member, a friction member configured to apply a frictional force to the rotary member, an electric actuator configured to move the friction member, a clamping force detection member configured to detect a clamping force in accordance with contact between the rotary member and the friction member, and a controller configured to control an operation of the electric actuator, in which the controller determines a reference position on the basis of a position of the friction member at a time point at which the rotary member and the friction member are separated, determines a clearance between the rotary member and the friction member on the basis of the detected clamping force on the basis of the reference position, and control the movement of the friction member on the basis of the clearance.

A regenerative coordination control device is provided with: a replacement control unit (M17) configured so as to execute replacement control for replacing regenerative braking force with friction braking force when regenerative braking force is applied to a vehicle; and a correction unit (M19) configured to execute, when the replacement control is executed, a correction process for correcting a braking force having a high response speed, among the regenerative braking force and the friction braking force, such that the magnitude of the difference between the deceleration of the vehicle and the target deceleration becomes small.

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).

Disclosed are a brake assembly, a brake disc, a wheel, and a vehicle. The brake assembly comprises a disc cap (1), a connecting assembly (3) connected to the disc cap, and an elastic member (4); the elastic member comprises a radial floating part (41); and the radial floating part is arranged between the disc cap and the connecting assembly along the radial direction of the disc cap, and is elastically deformable along the radial direction of the disc cap. In this way, the brake assembly has a floating margin in the radial direction relative to the disc cap, and therefore, during braking, eccentric wear between the brake assembly and the disc cap caused by radial tilting of the brake assembly relative to the disc cap can be avoided, thereby reducing the mechanical damage to a brake disc (2), avoiding the noise generation, and prolonging the service life of the brake assembly.

The invention discloses a differential steering wheel system with linear braking and speed changing functions, which can solve the problem that a traditional steering wheel cannot give consideration to both high speed and heavy load through speed changing and torque changing, and can realize emergency braking of the steering wheel through linear braking when the steering wheel is at a high speed. The torque of a driving motor of the differential steering wheel is shunted through a speed change mechanism, a synchronous belt mechanism and a differential mechanism, and is transmitted to driving wheels on two sides through a speed reducer; when the differential steering wheel needs to steer, the steering motor actively controls steering, the driving wheels on the two sides automatically distribute rotating speed and torque through the differential mechanism, and stable steering is achieved. When a dangerous situation is encountered, the differential steering wheel achieves emergency braking through linear braking with adjustable braking force. Under the working conditions of high speed and light load, the speed of the differential steering wheel can be adjusted to a high-speed gear through the speed change mechanism, so that the speed range of the differential steering wheel is widened; under the working conditions of low speed and heavy load, the speed of the differential steering wheel can be adjusted to a low-speed gear through the speed change mechanism, so that the driving torque of the differential steering wheel is enhanced, and the traction capacity of the differential steering wheel is improved.

A brake assembly is suitable for use in conjunction with a wheel having a rim rotatably mounted to an axle. The brake assembly includes a rotor configured to rotate about the axis with the rim. The rotor has a first frustoconical rotor surface and either a conductive element or a magnet. The brake assembly further includes a stator fixed in rotation about the axis and configured for selective translation parallel to the axis. The stator has a first frustoconical stator surface proximate to the first frustoconical rotor surface and a conductive element, when the stator has a magnet, or a magnet, when the stator has a conductive element.

The invention relates to an electromechanical brake (10) for a motor vehicle. The electromechanical brake (10) comprises an electric motor (14) which rotates a spindle drive unit (42) arranged in a brake caliper housing (18), so that a brake actuator (54) is displaceable in an axial direction (52) of the brake caliper housing (18) for applying a braking force. A spindle (38) and / or a spindle nut (50) of the spindle drive unit (42) forms at least one cavity (58) which is connected via at least one channel (70) to a thread (74) of the spindle drive unit (42), wherein a lubricant (62) is arranged in the cavity (58) to supply the thread (74) with lubricant (62).

The invention relates to a device (100) for heat distribution for a motor vehicle (200). The device (100) comprises a fuel cell (1), a braking resistor (2) for converting electrical energy into heat energy, and a temperature control circuit (10) through which a temperature control fluid flows for temperature control of the fuel cell (1) and the braking resistor (2). The temperature control circuit (10) is thermally coupled to the fuel cell (1) and the braking resistor (2) and has a main heat exchanger (14) through which air can flow and a switchable auxiliary heat exchanger (16), preferably also through which air can flow, such that preferably the fuel cell (1) and the braking resistor (2) can be thermally coupled via the temperature control circuit (10) either to the main heat exchanger (14) and auxiliary heat exchanger (16) or only to the main heat exchanger (14), wherein: The temperature control circuit (10) has a piping system (11) and a valve assembly (13) in the piping system (11), wherein the valve assembly (13) is adjustable to several different settings for adjusting the flow of the temperature control fluid within the temperature control circuit (10), including: a high-load setting in which both the main heat exchanger (14) and the auxiliary heat exchanger (16) can be supplied with the temperature control fluid, wherein in the high-load setting the main heat exchanger (14) and the auxiliary heat exchanger (16) can be connected either in parallel or in series to each other, preferably by means of the valve assembly (13).

The invention relates to an anti-lock device (1) for a wheel, which is arranged in a hydraulic pressure circuit between a master cylinder (2) and at least one brake caliper (3) of the wheel, in particular for an aircraft. According to the invention, the device comprises: a centrifugal element (4) attached to a rim (5) of the wheel and movable from a retracted position when the wheel is rotated at a speed below a threshold rotational speed to a deployed position due to centrifugal force when the wheel is rotated at a speed beyond the threshold rotational speed; a pressure regulating system (6) comprising a hydraulic inlet (6a) connected to the master cylinder (2) and a hydraulic outlet (6b) connected to the hydraulic inlet of the brake caliper (3), the pressure regulating system (6) is movable between a hydraulic circuit closed position when the centrifugal element (4) is in the retracted position and a hydraulic circuit open position driven by the centrifugal element (4) in the deployed position.

A method of operating a vehicle includes receiving brake sensor data indicative of measured actuator outputs of a decentralized brake system's brake actuators. For each brake actuator, a vehicle controller calculates: a normalized corner output using the measured actuator output and a commanded target output for that brake actuator, and a weighted average using the normalized corner output of that brake actuator and a vehicle-calibrated weight value determined from the vehicle's current speed and steering angle. The controller calculates an actuator error percentage as an absolute value of a mathematical difference between the weighted averages of the brake actuators, and detects an actuator fault when the actuator error percentage exceeds a vehicle-calibrated fault deviation threshold determined from the vehicle's current speed and steering angle. Responsive to the error percentage exceeding the fault deviation threshold, the controller commands the brake system to execute a brake action to remediate the actuator fault.

The invention relates to a braking device for a motor vehicle with two axles (A1, A2), wherein: - each wheel has a wheel brake (RB1, RB2, RB3, RB4; H-EMBi; EMBi), - a pressure supply (DV) with a rotary pump (ZRP) driven by an electric motor (M) is provided, - the pressure supply (DV) is part of a pressure supply device (DV1), wherein the pressure supply device (DV1) has at least two output lines (VLa1, VLa2) and at least two connections (VLb1, VLb2) for connection either to brake circuits (BK1, BK2), an ABS / ESP unit (ABS / ESP) and / or an actuating unit (BE), and - the pressure supply device (DV1) is configured to perform a controlled volume control for pressure build-up by means of the rotary pump (RP) by controlling an angular position of the electric motor (M).

The utility model discloses a centralized electric drive bridge and vehicle, wherein, the centralized electric drive bridge includes axle, motor, first brake component and first speed reducer, and motor, first brake component and first speed reducer are integrated in the radial side of axle, and first brake component exports the braking force to axle through locking the input end or output end of first speed reducer, the utility model discloses the centralized electric drive bridge of the present application, by integrating motor, first brake component and first speed reducer in the radial side of axle, form compact power module, reduce the space occupation, through the input end or output end of locking first speed reducer of first brake component, compared with prior art, can significantly prolong the service life of motor, and, shorten the brake force transmission chain, improve the brake response time, can greatly improve the heavy load, heavy -duty vehicle ramp parking and emergency brake safety.

The invention is a tractor (1) comprising a front axle (2) comprising two front wheel groups (21, 22) and a rear axle (3) comprising two rear wheel groups (31, 32), a drive system (4) comprising a drive shaft (40) operatively connected to the front wheel groups (21, 22) and to the rear wheel groups (31, 32) to transmit motion thereto. The tractor (1) further comprises parking brake means (11) operating with the drive system (4) to prevent the transmission of motion to the front wheel groups (21, 22) and to the rear wheel groups (31, 32). Said parking brake means (11) comprise a control element (110), for example a button or a lever, actuatable by the user, and a drum group (111) engaged with the drive shaft (40). Said drum group (111) is configured in a normal braking condition, in which the rotation of the drive shaft (40) is prevented, and is controllable to an open position upon actuation of the control element (110), in which the rotation of the drive shaft (40) is allowed.

A brake assembly (200, 1100) for a work machine (100) includes a main brake housing (202), a disc stack (204), a brake housing (214) coupled with the main brake housing (202), and a piston (216) to compress the disc stack (204). At least one of the main brake housing (202) and the piston (216) define at least two spring pockets (205). The at least two spring pockets (205) are circumferentially spaced apart from each other. The brake assembly (200, 1100) also includes at least two spring assemblies (218) disposed between the main brake housing (202) and the piston (216). The at least two spring assemblies (218) are adapted to engage the piston (216) with the disc stack (204) to apply brakes via the brake assembly (200, 1100). Each spring pocket (205) of the at least two spring pockets (205) receives a corresponding spring assembly (218) of the at least two spring assemblies (218). Each of the at least two spring assemblies (218) includes at least one Belleville spring (232).

Method (200) for controlling a vehicle powertrain (2) during engine braking, performed by a control device (100), wherein the vehicle powertrain (2) comprises: an internal combustion engine (3), a transmission (4) configured to selectively transmit drive torque from the internal combustion engine to drive wheels (7), and Service brakes (10) configured to brake the drive wheels (7); the procedure includes the following step: Activation (S107) of the service brakes (10) for the purpose of reducing the speed of the internal combustion engine (3) when the speed of the internal combustion engine (3) approaches a threshold value (v th ) to shift up the transmission (4), and wherein the step of activating (S107) the service brakes (10) is carried out based on a determination that the acceleration of a vehicle (1) comprising the vehicle powertrain (2) is below a preselected value.

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 control air system is proposed, having a venting channel, which is connected to a venting connection, a pressure regulating channel, which is connected to the regulating pressure connection, a pressure channel, having a plurality of sections, which is able to be connected to a compressed air connection, and a switching valve via which a connection between pressure regulating channel and venting channel can be switched in a first switching position and a connection between pressure regulating channel and pressure channel can be switched in a second switching position. According to the invention, it is proposed that a booster valve, by means of which the switching valve can be switched from the first switching position into the second switching position, is provided in the pressure channel.

In an assembly in which a motor and a drive shaft are arranged on different shafts, a parking lock mechanism which contributes to miniaturization is realized. The assembly has: a motor; a link shaft connected downstream of the motor; and a parking lock mechanism having a parking gear provided on a shaft that rotates integrally with the rotor of the motor, a parking lever engaged with the parking gear, and a parking actuator that rotates the parking lever. The connecting rod shaft is located on the periphery of the motor. The link shaft and the parking actuator have portions overlapping the motor when viewed from a first orthogonal direction orthogonal to the axial direction of the link shaft. The parking actuator has a portion overlapping the link shaft when viewed from a second orthogonal direction orthogonal to the axial direction and the first orthogonal direction.