Braking Action Transmission TRIZ Cases

See how expanding compressed air from braking systems displaces humid air in component housings

A split brake architecture links pedal and control blocks by hydraulics, improving packaging freedom, stable pressure control, and pedal comfort in autonomous driving.

Separating the pedal-linked mechanical block from the ECU-controlled brake block improves packaging while preserving stable braking in fault conditions.

Galvanically isolated redundant coil windings let a vehicle brake actuator keep working across different voltage levels while avoiding ground currents.

Cross-powered wheel brakes use dual energy sources and isolated power transfer to keep braking available after a source or control failure.

Selective actuator control meets low aircraft braking demand with fewer EBAs, cutting battery power use and improving brake reliability.

Dual electronic controllers share PWM current control to keep vehicle braking stable during controller failure while reducing heat load.

A control unit raises parking brake intensity after a new request when vehicle inclination changes, helping keep parked vehicles immobilized.

Separate control valves isolate leaking brake lines while preserving bidirectional pressurization and redundancy in dual-circuit braking.

Electronic pressure regulation uses paired solenoid valves to replace bulky pneumatic brake controls while preserving emergency braking.

Combining stop-hold release behavior with missing driver input improves abnormality detection accuracy beyond image-only monitoring.

During decelerated turning, left-right trailer braking is adjusted by hitch angle to suppress jackknifing and stabilize coupled vehicles.

Brake pipe pressure triggers electronic controls only when needed, cutting power use and reducing manual brake test errors on freight vehicles.

Balances actuator capacity with tire-road grip to set wheel brake torque limits, reducing brake fade risk and improving regeneration.

Force-sensor brake indication replaces pressure-based signaling, giving railway vehicles clear visual confirmation of electromechanical brake release.

Conditional switching between primary and redundant brake components maintains braking function during faults while limiting unnecessary complexity.

Monitored actuator volume demand triggers synchronous pump assist, cutting brake-by-wire actuator size, weight, and packaging space.

Independent brake circuits rebalance wheel torque during failures to limit yaw rate while preserving deceleration in brake-by-wire braking.

A motor-driven secondary brake and assistant controller maintain braking pressure during main brake failure without a backup master cylinder.

Captured brake exhaust air is stored, purified, and reused to cut compressor runtime, improve battery efficiency, and reduce discharge noise.

An inversion valve lets the emergency air line also control trailer braking, enabling safer maneuvering without a service line connection.

A passive brake circuit uses motor-generated voltage after control failure to allow fast pressure release, then counter the restoring force.

Redundant wired and wireless brake-module messages verify full brake release without extra wiring, reducing cost and interference.

Real-time acceleration feedback adjusts auxiliary brake torque to handle downhill resistive forces, improving control and reducing service brake wear.

Closed-loop EPB control uses temperature and force sensing to offset pad swelling and load changes, preventing slip and brake wear.

Independent primary and secondary wheel actuators maintain braking, lateral stability, and parking capability when autonomous brake components fail.

Wheel deceleration comparison reveals brake friction imbalance, enabling balanced brake commands, early maintenance alerts, and lower wear.

Parallel brake valve coils tied to one offset control board preserve required redundancy while limiting brake control cost and size growth.

Two integrated ECUs share service and park brake control so braking continues after a control circuit failure in highly automated vehicles.

A backup supercapacitor or small battery keeps an electric brake actuator working after primary power or actuation failure.

Separate brake circuits, series energy modules, and safety switches keep electro-mechanical braking available after power path failures.

An integrated gear, piston, and pedal simulator layout smooths regenerative brake feel while increasing energy recovery without added complexity.

Two independent pneumatic circuits in an axle module preserve service and parking brake control after circuit failure while reducing control-unit complexity.

A short pressure-hold test detects train brake hose bursts in seconds by measuring pressure loss with closed valves and ECU feedback.

Opto-isolated current sensing replaces contact-based pressure switches to monitor railway brake lines with lower voltage drop, heat, and failure risk.

Separated valve drivers keep hydraulic pressure available in both brake circuits during control unit faults, avoiding purely mechanical fallback.

Pressure-based valve sequencing detects stuck backup and mixing valves in brake hydraulics before incomplete braking or circuit oil loss occurs.

Clamping force is shared across front and rear wheel brakes to hold vehicles on slopes and maintain parking brake redundancy if one brake fails.

Monostable series brake valves open on power loss to deliver failure brake pressure and keep utility vehicles decelerating in fault scenarios.

Pressure-signal analysis automates brake passage air evacuation and fluid filling, improving charging reliability without external equipment.

Dual pistons and hydraulic chambers let a ball-screw brake PTU maintain pressure, ABS, and traction control even during failures.

Position and pressure sensing in a sealed brake caliper tracks piston travel to detect pad wear and brake faults before performance drops.

Speed-based front and rear brake force redistribution reduces front shock absorber compression while preserving vehicle stability.

Real-time friction estimation lets railway braking systems self-calibrate during operation, reducing manual tuning, errors, and downtime.

A changeover cock coordinates brake cylinder and equalizing pipe pressure during power-off or fault states to prevent coupler separation.

Microprofiled anti-twist sliding surfaces and a lubricant reservoir cut piston wear and friction in an electromechanical brake pressure generator.

An integrated dual-controller brake layout and asymmetric piston pumps preserve braking during faults while reducing pump noise and pulsation.

A monostable valve links parking brake pressure to the failsafe brake port, cutting fault-response delay and sustaining braking with redundant air supply.

A redundant energy storage and supply circuit keeps an electromechanical brake operating during primary power faults, preserving braking and parking.

Regenerative braking starts only after overrun torque nears its target, reducing brake lag, unsteady deceleration, and overbraking.

A single trailer controller combines braking, lighting, and battery charging to cut wiring, save space, and simplify installation.

Galvanic isolation lets rail brake angle sensing meet HV/ISO strength with standard sensors, redundant paths, and less installation space.

Converts electronic brake requests into fluidic control pressure, letting electromechanical vehicles operate trailers with pneumatic brakes.

An integrated auxiliary motor and ECU replace pedal-linked backup actuation, cutting installation complexity and left/right-hand drive cost.

An electrical safety loop detects missing adjacent wagons and vents the main air line to trigger faster freight train braking after separation.

A one-box brake layout uses an auxiliary flow path from reservoir to pump to keep redundant braking while cutting layout complexity, weight, and cost.

A compact 1-box hydraulic brake control layout combines pressure supply, valves, and ECU to keep redundant braking available with less packaging.

Leak-rate-based pressure thresholds balance multiple brake compressors, reducing wear while maintaining backup air supply for vehicle braking.

Electrical brake commands are converted locally into fluid pressure, cutting delay and improving brake synchronization across multi-trailer vehicles.

Dual pressure sensing lets the ABS controller compare driver and trailer brake pressure for closed-loop control, calibration, and fault detection.

Independent axle brake circuits use motorized pressure build-up and synchronized fluid flushing to avoid air accumulation and bulky hydraulic links.

Redundant measured and estimated force signals keep electro-mechanical brake feedback reliable for stable closed-loop control and ASIL D safety.

A double-stroke piston pump and 3/2-way valves regulate brake pressure while preserving fail-safe operation during hydraulic circuit failure.

Dual electronic control units let a trailer brake modulator maintain anti-lock and stability control after primary controller failure.

A dual-circuit brake layout splits electronic rear-axle control and pneumatic front-axle control to cut complexity while preserving redundancy.

Duplex controllers and redundant communication let wheel controllers share speed data and keep emergency braking active during central failures.

Real-time air gap adjustment limits brake drag while preserving fast response by adapting pad-to-disk spacing to pedal and vehicle state.

A hollow screw clamps an extension housing and routes compressed air, adding protected outlets without increasing valve assembly bulk.

Dual brake control branches with integrity diagnostics enable degraded-mode switching to limit random failure impact and vehicle instability.