Braking Action Transmission TRIZ Cases

Real-time wheel and chassis speed feedback balances hydraulic and motor braking to prevent lockup during rapid test vehicle deceleration.

Service brake pressure is used to trigger emergency release of spring-loaded parking brakes, reducing manual effort after faults or power loss.

A hydraulic fallback path lets the driver build brake pressure manually during power faults, improving braking safety without redundant hardware.

A two-piece coaxial check valve insert simplifies relay valve assembly while blocking air backflow and maintaining leakproof sealing.

Opposed module mounting on a frame plate cuts brake control unit size while improving heat dissipation, vibration resistance, and EMI control.

Controllable electromagnetic brakes supplement regenerative braking in forklift wheel drives, maintaining braking force when battery or ramp conditions limit recovery.

Brake pressure and wheel speed sensing block trailer brake fluid during reversing, avoiding manual override and restoring normal braking afterward.

A guide member restrains nut rotation in an electronic brake ball screw, preventing piston uncoupling and stabilizing hydraulic pressure.

Segmented brake-demand curves stabilize electro-pneumatic brake pressure control, avoiding under-braking and enabling controllable maximum pressure.

Electromagnetic valve actuation and self-locking replace manual parking brake control, improving reliability without sensors or ECU complexity.

Constraining the elastic member against radial deformation cuts friction and hysteresis, giving brake pedals a smoother, more natural feel.

Two independent brake circuits and switch-on valves preserve active braking and axle ABS control when one pressure source fails.

Redundant electronic control and bidirectional 2/2 inlet valves simplify automated vehicle braking while maintaining pressure availability.

Multiple boosters, valves, and master-cylinder cavities keep braking available after controller or solenoid failure while supporting richer brake modes.

Wheel-triggered valve switching redirects braking pneumatic pressure during gauge changes, keeping railcar braking consistent without stopping.

Sets the thrust-force zero point while the piston moves toward the disc without pad contact, avoiding signal drift and unintended braking.

Braking curves are updated from pedal behavior, traffic, and location data to improve comfort while reducing corrective acceleration and energy use.

Brake pressure and pedal force feedback adjust motor speed so caliper oil flow exceeds chamber volume change, preventing residual pressure.

Predictive brake pressure control simulates ABS intervention from wheel speeds to limit pressure spikes and reduce plunger load.

A third independent air supply creates fallback brake control pressure, improving redundancy while reducing foot brake module channel complexity.

A rear brake ECU prepositions the piston to a fixed pad clearance so brake-force onset starts in a consistent time despite clearance variation.

By placing the motor drive on the slide pin axis extension, this brake layout preserves braking force while limiting caliper size and weight.

Three independent brake control paths combine rEPM and parking-brake control to maintain autonomous vehicle braking after one circuit fails.

A ball screw pressure drive replaces bulky rack-and-pinion brake hydraulics to cut length, weight, and assembly complexity.

Continuous brake-fluid loss calculation is cross-checked with chamber-volume change to detect hydraulic leakage without driver input.

Redundant normally open switching valves isolate a leaking wheel circuit, preserving braking power and ABS pressure control in the remaining circuits.

An elastic reaction section gives the brake pedal direct mechanical feedback while separating pedal feel from hydraulic pressure and air intrusion.

Temporary ABS valve pressurization reveals mechanical faults through unexpected brake response, improving brake monitoring without extra sensors.

Monitoring linear actuator volume consumption triggers pump-assisted braking only when needed, reducing actuator size while maintaining brake pressure.

A tow bar linked release mechanism lets the brake disengage for towing and auto-engage in storage to stop unintended dolly movement on slopes.

A dual relay sequence closes the mechanical relay before the solid-state relay and opens it after, cutting arcing, shorts, and brake circuit wear.

Forecasted braking time triggers voltage boost and prefill only when needed, cutting pad wear while reducing braking delay and distance.

Separate pressure generation and split hydraulic paths deliver pedal feedback in one circuit and faster wheel braking in the other.

Dual pressure generators and independent ECUs keep autonomous vehicle brake force available while reducing mechanical complexity, weight, and space.

Built-in fluid and electronics interfaces let a rail brake control valve monitor internal pressures accurately without adding installation space.

A timed pressure plausibility check detects trailer brake sensor faults early and switches to mechanical backup to prevent unintended full braking.

A multiplex brake layout uses one outlet valve per circuit and a double-stroke piston to maintain precise, fast pressure control with fewer valves.

Delayed brake release and torque suppression prevent accidental restart while maintaining enough start torque to avoid rollback on slopes.

Independent EPB control units replace a mechanical transmission lock, cutting complexity while preserving redundant parking security.

Hydraulic pressure is adjusted from simulator stroke and master cylinder pressure to preserve pedal feeling and braking force as brake conditions change.

When front-wheel hydraulic braking fails, the control adjusts rear-wheel skid thresholds from backup brake force to preserve deceleration and stability.

A modular passenger capsule with breakaway front and rear interfaces redirects blast loads away from occupants while preserving lift and assembly functions.

A switchable vent path sends parking brake air to atmosphere or an added reservoir, cutting brake noise and compressor energy use.

Periodic brake pressure overshoot and release lowers motor torque, friction losses, and thermal stress while maintaining setpoint pressure.

By extending no-load motor release time under higher fluid pressure, the EPB secures pad-disc air gap, reducing drag torque and wear.

Dual fluid pressure units and separate shut-off valves keep all wheel cylinders pressurized when one brake control unit fails.

Brake force is adjusted to wheel-ground friction so a parked vehicle holds on slippery surfaces without unnecessary pad and disc wear.

A recessed brake lever around the pivot bearing makes heavy-duty disc brakes more compact, rigid, and easier to assemble.

Independent positive and negative stroke limits keep rail braking stable while compensating for friction loss in wet, snowy, or icy conditions.

Coil current analysis tracks solenoid position, brake wear, and sudden faults without separate sensors, improving brake state monitoring.