Braking Action Transmission TRIZ Cases

Controller-coordinated parking and service brake pressures limit compounding force without a dedicated anti-compounding valve.

A monocoque shell with subframes replaces frame rails to enable lifting while reducing blast force transfer and improving strength-to-weight.

Separating master and wheel cylinder ports across different surfaces improves pipe routing while keeping the brake control motor compact.

Sequential service and parking brake actuation helps commercial vehicles stop reliably during double faults without unstable braking.

Multiple cockpit and landing-gear brake controls let pilots and ground crew switch parking brake state faster with clear status indication.

A backup ride-height controller uses brake light or timer signals to keep commercial vehicle suspension height stable when EBS input fails.

A standby vehicle motion controller takes over brake actuators in under one second, preserving nominal braking during controller failure.

Relief-formed housing columns and a recessed strain gauge improve brake actuator force sensing accuracy while saving space and wiring effort.

Remote valves and actuators lock the hydraulic brake circuit to stop wheel movement, with wireless alerts and autonomous activation.

A nested screw, tube, and piston layout boosts brake liquid pressure output while cutting pump bulk and axial space in vehicle brake systems.

Dual electric actuators and control logic automate trailer parking brake response during uncoupling, improving braking safety without manual intervention.

A locally guided cylinder bore with a brake fluid channel lubricates the piston seal to prevent jamming during brake pressure generation.

A stepped oil path lets a press-fitted brake throttle member move through a gap path, easing clog-related sticking and limiting upstream pressure.

Automatic braking force control within pedal stroke thresholds stabilizes brake-by-wire response while preserving normal pedal feel at low and high stroke.

Integrated capsule, subframes, and lift structure replace frame rails to simplify assembly and spread blast and lifting loads.

A purely pneumatic spool valve replaces solenoids in brake pressure modulation, cutting wiring, space, and cost while preserving control.

Closing oil pressure relief valves preserves braking force during ESC backup switching and prevents pedal simulator kickback.

Physical separation of the pedal and hydraulic pressure units, with simulator feedback and backup pressure, keeps braking stable during failures.

Three independent brake control circuits combine iFBM, EPB, and pressure conversion to keep autonomous vehicles braking after a single failure.

A plate-type intermediate body integrates brake valve, dust collector, and air cylinder to cut space use while improving connection stability and maintenance access.

Delaying rear wheel inlet valve opening until motor speed builds prevents rear wheel inversion and stabilizes EBD braking in emergencies.

A stored front-rear pressure ratio helps the brake control unit limit differential slip, avoid unwanted ABS intervention, and keep braking stable.

A stepped seal disk and restrictor profile cut check valve stress and deflection in Venturi vacuum devices while preserving flow and sealing.

Multiple parallel vacuum pumps switch or run together to meet brake booster peak demand, cut energy use, and add backup if one pump fails.

A sheltered vent and fluid passageway separate air from water while expelling debris to protect brake actuator housings from corrosion.

A support ring replaces one damper cap in a vehicle brake pulsation dampener, cutting assembly time and cost while equalizing hydraulic pressure.

A frame rail-less monocoque hull with integrated lift structure and breakaway sections reduces blast force transfer while supporting transport lifting.

A pre-charged assist accumulator supplies wheel-cylinder pressure when the main brake motor fails, preserving rapid emergency braking.

When braking demand rises sharply, synchronous linear actuator and hydraulic pump operation speeds brake pressure build-up and shortens stopping distance.

An internal bearing unit absorbs hydraulic axial load inside the cylinder, cutting motor size, weight, and alignment parts in a vehicle brake.

Comparing upstream and downstream brake pressure readings after valve and pump actuation improves sensor fault detection without extra downstream sensors.

A shut-off valve blocks venting to further axle spring brakes during rear axle control faults, preventing overbraking and preserving vehicle stability.

When trailer battery charge is low, brake current is limited by available vehicle and trailer power to prevent fuse overload and keep braking active.

Electric and hydraulic brake force are combined to hold a vehicle stationary while cutting valve energization and extra EPB power use.

A pre-energizing brake input lets a straddle vehicle apply brake-by-wire force before handle unlock, improving slope-stop stability.

A single-piece EPDM coaxial ring damper limits axial and radial motor movement to cut geared brake actuator vibration and noise.

A reduced holding pressure in spring-loaded brake cylinders lowers exhaust air mass, shortening parking brake engagement while keeping release stable.

A split railway brake controller lets extra functions run at SIL3 by assigning pressure decisions to the emergency unit while lowering cost and complexity.

A single brake pedal switches between service and auxiliary hydraulic braking to save cabin space and preserve acoustic isolation.

Brake monitoring is improved by correcting deceleration with windage, rolling resistance, and skid filtering for more reliable maintenance alerts.

Multiple storage devices with separate step-up and step-down converters keep vehicle braking and steering powered during electrical failures.

A deformed horizon line and flare cue adapt to runway slope, helping pilots time flare correctly for smoother touchdowns.

Dynamic pilot and safety pressure switching keeps vehicle emergency braking deceleration stable and prevents overpressure during failures.

Surplus brake fluid is redirected into the secondary pressure chamber on pedal release, avoiding outlet valve noise and wear.

An elastic abutment with a changing measuring gap lets Hall, AMR, or strain sensors capture total brake force for tighter actuator regulation.

Calculating trailer braking effect from torque, acceleration, and deceleration enables real-time brake force distribution adjustment and defect detection.

Pre-allocating hydraulic brake force from emergency braking probability avoids slow pressure build-up and shortens stopping response.

Dual electro-hydraulic and mechanical braking modes improve emergency pressure buildup, control accuracy, and fail-safe brake operation.

Variable control and supplementary line pressures let one parking brake deliver modulated emergency braking while keeping the coupling stable.

Reaction pressure from an orifice-based stroke simulator helps detect sudden small brake inputs faster while stroke sensing confirms brake start.