1903results 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 system is operable for controlling a force applied on a trailer being towed by a vehicle is described to a desired force Fd. The trailer has brakes and an optional motor for providing a propelling force to the trailer. A force sensor senses fore-aft forces between the vehicle and trailer at all times while the trailer is being towed. A controller receives signals from the force sensor and is operatively connected to the trailer brakes and the motor. The system controls the force between a towing vehicle and a trailer to the desired force Fd, by any one of: (a) operating the brakes to apply a braking force to the trailer; (b) activating the motor to apply a propelling force to the trailer; and (c) operating the brakes and activating the motor to apply both a braking and a propelling force to the trailer.

The invention is suitable for the technical field of automobile chassis, and provides an angle module system and a modular extensible chassis, and the angle module system adopts an unequal-length double-wishbone suspension and has good geometric kinematics characteristics. And the offset distance of the main pin is reasonably controlled through the design of steering knuckle parts. By adopting the angle module bracket, the efficient integration of the driving unit and the frame structure is realized, the number of connecting points of the angle module system and the chassis is reduced, and the serialization, integration and modularization of the chassis system are facilitated. A distributed main pin steering gear is adopted, and the geometrical shape design of upper and lower control arms of the suspension is matched, so that wheels have a larger turning angle range, and the maneuverability is improved. In addition, the modular extensible chassis adopts modular design, and the number of shafts can be flexibly configured according to carrying requirements.

A brake apparatus for a vehicle may include: a torque member having a pair of brake pads installed therein and spaced apart from each other, and configured to surround a brake disk; a caliper configured to cover the torque member, and having a gravitational center adjuster configured to adjust the position of a gravitational center toward the brake disk; a pair of guide rods configured to connect the torque member and the caliper, such that the caliper is slidably coupled to the torque member; and an actuator mounted on the caliper.

The invention discloses an assembly type L-shaped transfer trolley, and relates to the field of transfer trolleys, the assembly type L-shaped transfer trolley comprises two traction transfer trolleys and two follow-up transfer trolleys, the two traction transfer trolleys and the two follow-up transfer trolleys are all provided with L-shaped assembly frames, and every two adjacent L-shaped assembly frames are movably assembled through a plurality of bolts; and supporting seats are mounted on the top sides of the two traction transfer trolleys and the two follow-up transfer trolleys. It needs to be explained that in the embodiment of the invention, when the traction transfer trolley moves, the transverse detection frame drives the sweeping brush to move, the road surface where the traction transfer trolley moves forwards is cleaned, and smooth transfer of equipment is guaranteed; when the road surface is uneven, the L-shaped pressing frame moves downwards to drive the brake sleeve to brake the multiple traction wheels, and the traction transfer trolley is suddenly stopped; in addition, through rotation of the auxiliary braking frame, the auxiliary braking frame rubs with the ground through a plurality of braking tooth blocks, the traction wheel is further helped to be braked, and the braking effect is guaranteed.

Trolley systems and associated rails and tracks may include trolleys having an integrated brake system that can be adapted to slow or stop the trolley based on various control inputs (internal or external). The track system may be formed from either or both of a series of tensioned cables or tracks that are interconnected with transition system and the trolleys, able to transition between track systems. The track system may be fitted with additional braking elements to govern motion of the trolley along a track system. Additionally, the track may be fitted with other elements that provide an external input into the trolley to modify the braking operation of the trolley.

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 discloses a hydraulic automatic car arrester for a mining explosion-proof car, and relates to the technical field of mining safety equipment. The hydraulic automatic car arrester for the mining explosion-proof car comprises a car body, a car arresting assembly and a dismounting assembly, a T-shaped connecting plate is arranged on the car body, the car arresting assembly is located on the car body and comprises a pushing structure and a hinging structure, the pushing structure comprises an L-shaped connecting hook, an assembling block and an electric push rod, and the assembling block is connected with the L-shaped connecting hook. The free end of the electric push rod is fixedly connected with an assembling block, one end of the assembling block is fixedly connected with an L-shaped connecting hook, and the disassembling assembly is located on the car stopping assembly. The vehicle stopping device can be tightly attached to a tire to stop the wheel, the pushing structure pushes the vehicle stopping block to the wheel through the action of the electric push rod, it is ensured that the vehicle stopping block makes close contact with the surface of the tire, an effective obstacle is formed, the stopping effect can be improved, accidental movement of a vehicle is avoided, and therefore the safety of a mining area is guaranteed.

A brake system may include: a drum; a brake shoe including a frictional member applying frictional force to the drum; a motor moving the brake shoe; a force sensor detecting clamping force of the frictional member to the drum; and a controller electrically connected to the motor and the force sensor, and the controller may determine a first position of the frictional member to the drum at a braking force generation start time based on current applied to the motor or torque of the motor upon controlling the motor for braking, and control the motor so that an interval between the drum and the frictional member is adjusted based on the first position when the force sensor is in a failure state upon controlling the motor for releasing the braking.

A commercial vehicle having various GVWR configurations with a vehicle body with two or more axles, and a cab that does not pivot relative to the vehicle body, and a battery-electric-powered or hydrogen-electric-powered propulsion system. The vehicle has a center of gravity that is substantially lower, and a track width which is substantially narrower, than an articulating tractor-trailer combination with a trailer size comparable to the vehicle body of the present invention, providing substantially increased stability, and with all axles preferably being steerable E-axles, substantially improving the turning and trailing of the vehicle. Additional attributes are improved safety, increased payload weight and cubic capacity, higher productivity and lower maintenance costs. Many other advantages flow from this vehicle design.

A brake system for a vehicle may include at least two hydraulic brake circuits, each having at least one hydraulically acting wheel brake, at least two pressure supply devices, each of which is driven by an electromotive drive, at least one valve assembly having valves for the wheel-individual adjustment of brake pressures and / or for separating the wheel brakes from, or connecting same to, a pressure supply device, at least one electronic control and regulating unit, one of which is a superordinate central control unit that controls individual control and regulating units of the components of the brake system, as well as at least one additional electric drive motor for at least one axle or wheel of the vehicle. The brake system may use the at least one pressure supply device and / or the at least one electric drive motor for controlling pressure in at least one wheel brake for steering interventions.

A driving dynamics system for a vehicle may include at least one wheel brake for dissipative braking of a wheel of the vehicle; at least one braking unit associated with the at least one wheel brake and designed to generate a dissipative braking torque via the at least one wheel brake; at least one electric traction motor controllable to generate a regenerative braking torque for at least one wheel or axle of the vehicle; and a central control unit configured to control the at least one brake unit and the at least one electric traction motor for a braking function in combination such that a combined braking torque is generated by means of the at least one brake unit and the at least one electric traction motor. The braking function relates to simultaneous control of a basic braking torque and a controlled additional braking torque.

Braking system with: a hydraulic brake device for generating a friction braking force comprising a pedal (16), at least one brake caliper (21a - 21d) a main pressure generating device (200) with a main cylinder (212) and a piston (251) which pressurizes the main cylinder (212), a wheel pressure generating device (300) for generating a hydraulic pressure in the at least one brake caliper (21a - 21d); and a regenerative braking device (18) and a brake control device (100) for calculating a braking force distribution between friction brakes and regenerative braking, wherein the braking system is configured to adjust a total braking force (Ft) based on a pedal reaction force and a displacement amount of the piston (251) that pressurizes the master cylinder (212), or adjust the total braking force (Ft) based on the pedal reaction force and the generated hydraulic pressure in the at least one brake caliper (21a - 21d) to keep the total braking force (Ft) at a constant level when transitioning from regenerative braking to friction braking in response to a reduction in vehicle speed.

Aspects of the present invention relate to a wet disc brake for an off-highway vehicle comprising: a brake caliper a disc pack located within the brake caliper and arranged to locate on a vehicle shaft having a longitudinal axis extending in an inboard-outboard direction, the disc pack comprising: a plurality of counter discs arranged in series on the axis; and a plurality of friction discs arranged in series on the axis in an alternating arrangement with the counter discs, each friction disc comprising friction material and being configured to be rotatably fixed to the vehicle shaft; and a piston actuatable within the brake caliper during a brake operation to urge the friction material of the friction discs to engage the counter discs to slow the vehicle; and a contactless wear sensor assembly configured to measure the axial length of the disc pack.

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 belongs to the technical field of braking, and discloses an electromagnet which is used for an EMB parking structure, the EMB parking structure comprises a motor, a ratchet wheel and a pawl, the electromagnet comprises a frame body, a static magnetic assembly, a movable magnetic core and an elastic piece, the static magnetic assembly is arranged in the frame body, the movable magnetic core penetrates through the frame body and is connected with the pawl, the static magnetic assembly generates force F1 for driving the movable magnetic core to move, and the elastic piece is arranged on the frame body. The F1 changes along with movement of the movable magnetic core, and the elastic piece is used for generating force F2 for driving the first end of the movable magnetic core to extend outwards. When the vehicle is not parked, the movable magnetic core is located at the initial position; when parking is needed, the movable magnetic core extends outwards from the initial position to the parking position through the first position, and the pawl is driven to move and abut against the interior of a tooth groove between every two adjacent ratchets of the ratchet wheel. When the electromagnet is not powered on, the movable magnetic core is located at the first position, F1 is equal to F2, the stroke length of the movable magnetic core from the parking position to the first position is larger than the ratchet height of the ratchet wheel, and the electromagnet can be matched with the motor to achieve the anti-sliding function without being powered on any more.

The invention discloses a wheel end braking device, a braking system and a vehicle. The wheel end braking device comprises a braking unit, a parking unit and a wheel end controller, the braking unit comprises a braking motor and braking calipers, the braking motor is used for outputting braking torque to drive the braking calipers to output clamping force to a brake disc of a vehicle, and the parking unit is used for locking the braking motor. And in the process that the wheel end controller controls the braking unit to output the first clamping force for a first preset duration, the wheel end controller responds to the situation that the temperature of the braking motor is larger than or equal to a first temperature threshold value or the single-plate temperature of the wheel end controller is larger than or equal to a second temperature threshold value, and the parking unit is controlled to lock the braking motor. The probability that braking is lost due to the fact that the temperature of the braking motor is too high can be reduced, and braking safety of a vehicle is improved.

A system, e.g., for connecting a tie bar or other suspension member to a magnetic device in a magnetic track brake device, includes a bolt, a washer, and a taper dowel. The bolt includes a shaft having a first end and a second end, and a head attached to the first end. The washer is configured to fit about the shaft. The taper dowel is configured to fit about the shaft. The second end of the bolt shaft is configured to fit into a first aperture in the magnetic device, and the taper dowel, disposed about the shaft, is configured to fit within a second aperture in the suspension member. The second aperture corresponds in shape to an outer peripheral surface of the taper dowel, for the bolt to connect the suspension member with the magnetic device.

The brake assembly includes a housing, a rotor disc. The rotor disc includes at least one internal cavity. The at least one internal cavity includes a pawl and a thermal fuse. In use, the thermal fuse is configured to maintain the position of the pawl in the at least one internal cavity when a temperature is below a predetermined threshold, and wherein the thermal fuse is configured to melt when a predetermined threshold of temperature is reached during braking to release the pawl out of the at least one internal cavity towards the housing. The housing includes at least one recess configured to receive the pawl.

A brake actuator is disclosed for an electromechanical vehicle brake, comprising an electric motor for actuating the vehicle brake, a blocking assembly for selectively rotationally blocking an output shaft of the electric motor for the purposes of implementing a parking brake function. The blocking assembly comprises a blocking module, which is mounted so as to be movable linearly between an arresting position and a release position, and a drive for moving the blocking module. The brake actuator further includes an electronic detection device for detecting the arresting position and / or the release position of the blocking module. Also specified is a method for operating a brake actuator.

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.

The invention belongs to the technical field of vehicle rear axles, and particularly relates to a coal mine explosion-proof diesel engine trackless rubber-tyred vehicle rear axle which comprises a rear axle body, shaft heads are installed at the two ends of the rear axle body respectively, half axle assemblies are fixedly installed on the side walls of the shaft heads, brake hubs are fixedly installed on the half axle assemblies, and the brake hubs are fixedly installed on the rear axle bodies. A main speed reducer assembly is installed in the middle of the rear axle body, fixing seats are fixedly installed on the two sides of the top of the rear axle body, damping devices are correspondingly installed on the tops of the fixing seats, the radial impact force on the rear axle in the vehicle operation process can be greatly reduced through the damping devices, and the rear axle is effectively prevented from being damaged and losing efficacy. The anti-collision devices are symmetrically arranged on the two sides of the main speed reducer assembly, an adjusting mechanism is arranged on one side of each anti-collision device, the adjusting mechanisms are connected with the anti-collision devices through transmission shafts, and multi-angle adjustment of the anti-collision devices is achieved through the adjusting mechanisms. When the rear axle is collided in the working process, key components of the rear axle can be effectively protected, and the service life is prolonged.

The invention relates to a driving dynamics system for a vehicle, comprising at least one wheel brake (RB1, RB2.RB3, RB4) for dissipatively braking a wheel of the vehicle; at least one brake unit (EMB, EHB) assigned to the at least one wheel brake (RB1, RB2, RB3, RB4) and configured to generate a dissipative braking torque by means of the at least one wheel brake (RB1, RB2, RB3, RB4); at least one electric traction motor (TM1, TM2, TM3, TM4) controllable to generate a regenerative braking torque for at least one wheel or axle of the vehicle; and a central control unit (M-ECU domain) which is configured to control the at least one brake unit (EMB, EHB) and the at least one electric traction motor (TM1, TM2, TM3, TM4) for a braking function in combination with one another such that a combined braking torque can be generated by means of the at least one brake unit (EMB, EHB) and the at least one electric traction motor (TM1, TM2, TM3, TM4).The braking function relates to a control case in which a basic braking torque and a controlled additional braking torque are controlled and / or regulated simultaneously; wherein optionally the basic braking torque is generated by the at least one braking unit (EMB, EHB) and the controlled additional braking torque is generated by the at least one electric traction motor (TM1, TM2, TM3, TM4); or the basic braking torque is generated by the at least one electric traction motor (TM1, TM2, TM3, TM4) and the controlled additional braking torque is generated by the at least one braking unit (EMB, EHB); or the at least one braking unit (EMB, EHB) and the at least one electric traction motor (TM1, TM2, TM3, TM4) each jointly generate the basic braking torque and the controlled additional braking torque.

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).

A biaxially extensible and retractable wheel-leg mechanism for a vehicle includes a pantograph coupling limb assembly with a plurality of coupling limbs which are coupled together in an articulated manner. A wheel hub motor and a steering actuator operatively connected thereto are arranged on a first coupling limb, and the wheel hub motor is designed to rotate a vehicle wheel drivingly connected to the wheel hub motor. The steering actuator is designed to set a steering angle of the wheel of the vehicle. The wheel-leg mechanism additionally comprises a rotary drive for positioning the coupling limb, said rotary drive being drivingly arranged on a first joint between a second coupling limb and a third coupling limb. The rotary drive is designed to set a relative angular position between the coupling limbs coupled together in an articulated manner such that the position of the wheel hub motor relative to the rotary drive can be adjusted in the longitudinal direction and / or in the vertical direction of the vehicle.

The embodiment of the invention provides an anti-skid control method and device for an electromechanical braking system. The method comprises the steps that the speed difference and deceleration of all shafts are determined according to the shaft speeds of all the shafts of a railway vehicle and the speed of the railway vehicle; inputting the speed difference and the deceleration of each shaft into a pre-constructed sliding degree matrix to obtain the sliding degree grade of the current railway vehicle; controlling a clamp unit to reduce the force applied to a brake disc in response to the sliding degree grade representing that the rail vehicle is in a sliding degree aggravation period; in response to the condition that the sliding degree grade represents that the railway vehicle is in a sliding degree recovery period, controlling a clamp unit to increase the force applied to a brake disc; according to the invention, the sliding control of the electromechanical braking system of the rail transit vehicle under the low adhesion working condition can be realized.

The present invention relates to a resistor unit (1, 1', 1''), comprising: at least one electrical resistor (10), at least one fluid-carrying cooling unit (30) on and / or in which at least part of the at least one electrical resistor (10) is arranged, at least one detection unit (3, 4, 5, 6, 7, 71, 72) and at least one evaluation device (40) that can be operatively connected to the at least one detection unit (3, 4, 5, 6, 7, 71, 72), the at least one detection unit (3, 4, 5, 6, 7, 71, 72) being configured to measure a variable that represents the temperature (TR) of the at least one electrical resistor (10) per se or in combination with a further detection unit (3, 4, 5, 6, 7, 71, 72) and that relates to an electrical property of the at least one electrical resistor (10) and / or to a property of a fluid flowing through the fluid-carrying cooling unit (30). The present invention additionally relates to a brake system and to a vehicle having such a resistor unit and to a method for estimating a temperature of the fluid-cooled electrical resistor.

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.