Braking Action Transmission TRIZ Cases

A link relay bridges brake ECU power lines to bypass failures, keeping motors and electromagnetic valves powered with less circuit complexity.

A coupled parking brake valve lets one trailer control module actuate trailer wheel brakes and tow vehicle parking brakes with less hardware.

A double-sided check valve switches relay control between primary and backup air sources, cutting wiring while preserving redundant braking.

A proportional brake signal drives an electrically actuated valve to modulate trailer air pressure, enabling pickup trucks to tow air-brake trailers.

A controlled brake pipe leak enables earlier train separation detection despite blockages, helping trigger braking before segments drift apart.

A simplified planetary power train and hollow motor layout improve brake transmission efficiency while shielding the pressing screw from dust.

Independent bogie emergency brake pressure is calculated from weight and adhesion, while switch-over logic preserves uniform braking under failure.

Directly mounting the motor, gears, and brush card to the main housing cuts assembly steps, limits tolerance buildup, and reduces brake actuator noise.

Negative pressure applied at the brake fluid reservoir releases pre-applied brake drag and improves vehicle COE test accuracy.

Two separate mechanical energy storage units handle brake actuation and pad take-up independently, reducing weight and avoiding pneumatic complexity.

Closed-loop vent and pressure control keeps emergency rail brake cylinder pressure above a minimum level despite friction variation and power loss.

Two electrically driven compressed air circuits simplify commercial vehicle assembly, cut air-line complexity, and add package freedom and redundancy.

Actuation-force monitoring flags brake malfunction during engagement, giving drivers early warning before unintended vehicle movement.

A split brake pedal module adds an independent pneumatic control path, preserving braking if the electronic control circuit fails.

Dual hydraulic pressure generators and valve control maintain front-rear brake pressure balance during failures in autonomous driving.

A 3-input, 3-output hydraulic block cuts brake lines from eight to six, simplifying assembly while preserving vehicle braking control.

A motor-driven piston automates gas exhaust in hydraulic brake circuits, removing the need for pedal-based bleeding in wire-controlled vehicles.

A trailer control valve generates redundancy pressure to keep service and trailer brakes working during electrical control failure.

A shared brake valve assembly switches between operator and automatic braking to cut valve count, lines, cost, and space.

An inverter control valve redirects parking brake pressure to sustain service brake function on both axles during electrical failure.

A reversible motor and ball screw plunger modulate brake fluid pressure to prevent wheel lock-up and support stable hydraulic braking.

Using one outlet valve per brake circuit and a double-stroke piston, this brake layout reduces valve complexity while keeping fast, precise pressure control.

A pressure-triggered calibration measures brake compliance fill time, letting electrohydraulic brakes over-command the valve for quicker response.

An upward passage from the pump spring chamber lets trapped air bubbles escape, cutting brake hydraulic controller noise and improving operation.

A solenoid valve closes the reverse flow path during piston return, preventing accumulator depletion and preserving repeatable braking.

Real-time ECU pressure control keeps single-axle wheel slip synchronized during braking and turns to prevent lock-up and trajectory deviation.

Internal sensor signal comparison detects brake control holder loosening or breakage early, helping prevent simultaneous braking system failure.

Zero-point learning during non-contact piston advance stabilizes thrust sensing and prevents unintended braking before pedal input.

A ramp and threaded transmission with a fixing unit maintains brake pad position and force while reducing continuous power use.

Satellite positioning, zero-speed calibration, and braking-distance checks prevent route-end overrun without ground transponders.

A frame element guides reducer parts on parallel axes to cut brake actuator noise and improve component positioning accuracy.

A spherical bolt coupling keeps the sensing axis aligned under rigging articulation, enabling continuous railcar brake force monitoring.

A parking brake controller takes over service braking through pressure modulators and spring brake cylinders when primary brake electronics fail.

A split line and large-orifice on-off valve bypass restrictive solenoid valves to speed auxiliary brake fluid delivery during main brake failure.

A damping element between the actuating unit and housing absorbs impact forces to suppress brake booster noise and vibration.

Regulating wheel slip on selected axles improves wheel-rail friction and raises total brake force on wet or greasy rails.

A pressure-threshold isolation valve blocks service brake air when the parking brake is applied, preserving anti-compounding without electrical power.

By placing the ABS hydraulic unit behind the front fork and closer to the wheel, this case cuts external force exposure and lateral width.

A six-line auxiliary brake circuit combines 2-channel compression/decompression with 1-channel decompression to cut assembly cost and weight.

A universal brake interface carries control and diagnostic data over one transmission medium, cutting rail vehicle wiring and easing module expansion.

Integrated inertia sensors in external brake control modules improve yaw, acceleration, and roll data capture for vehicle stability in automated driving.

Independent brake modules raise torque in parallel after target demand is reached, restoring deceleration under degraded rail adhesion.

A self-retaining switching valve blocks unintended spring brake ventilation after electrical failure, keeping parking brakes engaged.

Adjusting brake pedal return speed by vehicle situation cuts autonomous braking noise without affecting driver braking feel.

Brake lever gain is scaled to estimated skid-limit pressure, so remaining lever travel shows usable aircraft braking capability.