Braking Action Transmission TRIZ Cases

An expansion module converts analog signals from legacy locomotives into digital data for Ethernet transmission.

An electronically pressure-controllable braking system uses independent pump units and valve devices to manage brake pressure for each wheel.

A hydraulic brake unit uses a separation valve to isolate faulty circuits and maintain fluid volume.

Adaptive control means compute combined pressing force from actual and estimated values to execute precise feedback.

Electronic control unit monitors compressed air pressure in service and parking brake circuits to enforce correct pressurization order.

Electronic control unit adjusts brake pressure based on longitudinal inclination and wheel contact force distribution.

Electrohydraulic proportional valves adjust brake pressure to resolve fixed gain limitations in tractor-trailer combinations.

A coil device uses a pinch connection to join winding wires directly to cables, reducing installation space.

Cycloidal gear meshing reduces device complexity and improves response speed by eliminating continuous motor current.

A trailer control valve uses a pneumatic check valve to maintain fluid communication between independent air supplies and the relay valve.

Classifying electronic actuator faults allows selective switchover to pneumatic backup, optimizing safety levels without unnecessary mode changes.

A brake control apparatus manages fluid pressure transitions between main and auxiliary brakes to maintain vehicle stop conditions.

A rail vehicle braking system immobilizes the service brake piston using a blocking device to eliminate springs.

Control device sets independent front and rear axle hydraulic pressures to minimize deviation from setpoint braking torque distribution during deceleration.

Piezoresistive sensors in the steering wheel detect hand pressure to activate brake-by-wire systems, eliminating foot movement delays during emergency stops.

A vehicle brake controller applies phase-lag processing to deceleration maps to shape pedal feedback.

A brake control device switches to an automatic brake characteristic when the pedal is operated during automatic braking.

A solenoid valve diverter directs brake pressure to an accumulator or brake unit based on power status.

A composite cable uses a spirally wound tape member to reduce friction between electric wires and the sheath.

A brake control unit adjusts wheel pressures by monitoring differential slip values between vehicle axles.

Electro-pneumatic braking apparatus uses independent pressure reservoirs to maintain braking functionality on unaffected axles.

Integrating hollow motor, gear unit, and electronic control unit reduces brake system weight while maintaining rack gear linearity.

Electromagnetic emergency valve and shuttle valve arrangement for railway brake systems.

A vehicle brake system retreats the brake pedal operation position in a press-down direction during emergency braking events.

GPS-enabled smartphones and on-board diagnostic devices automate freight train brake testing by transmitting pressure data to a central computer.

A vehicle braking control device manages differential pressure between the master cylinder and wheel cylinder to generate hydraulic force.

A brake caliper control system manages actuator position through non-linear transmission mechanisms.

A vehicle parking brake control unit generates braking force via a secondary motor when the primary unit fails.

Segmented brake actuators limit pressure differentials between left and right wheels, minimizing torque steer on split friction surfaces.

A trailer brake control unit merges a modulator valve device with a spring-loaded brake valve assembly into one structural housing.

An electropneumatic parking brake valve assembly integrates a manual control element to ensure reliable vehicle stopping during total power failure.

A parking brake unit uses nested pistons and an engaging member to press a brake lining against a wheel disk.

A control unit adjusts electromechanical parking brake piston travel using stiffness curves and clearance values.

Pre-determined characteristic curves replace iterative testing, reducing validation time and costs while ensuring braking reliability.

A brake apparatus electric booster uses a reaction disk with specific stiffness to offset pedal force variations and electromotive force changes.

A pneumatic connector links tandem working chambers to movable walls, eliminating tie bolts while maintaining connection stability.

A pneumatic emergency brake release timer delays pressure application using a timing reservoir and choke circuit.

A computer-controlled hydraulic system determines volume-pressure curves for vehicle brakes using real-time sensor data.

A vehicle brake actuator measures differential travel via a cup spring to detect piston jamming and extend the sensor measuring range.

Electric motor driven pumps build up pre-charge pressure before braking events to minimize reaction time delays caused by component inertia.

A ball nut screw transmission uses a free connection rod and Oldham coupling to absorb misalignment, preventing premature wear in brake systems.

A spring diaphragm with a center hole allows integral connection of the push rod and piston.

An articulated lever provides mechanical advantage to multiply return spring force, reducing brake booster volume while maintaining control rod actuation.

A braking control device calculates target fluid pressure using separate feedback and feedforward channels to drive an electric motor.

A compact park release valve uses a spool and control piston to manage pressure in spring-loaded brake cylinders.

A carrier revolution sensor detects the rotation angle of planetary rollers to control the axial position of an outer ring member in electric linear actuators.

A cable tension adjustment assembly uses a ratcheting mover to rotate an adjuster and move a housing positioner for precise linear control.

Segmented boost and actuator chambers in a decoupled brake booster enable emergency operation when the high-pressure unit fails.

A hydraulically actuated pneumatic valve uses a movable housing part to adjust the transmission lever ratio for proportional pressure translation.