Braking Action Transmission TRIZ Cases

An articulated piston-spindle joint absorbs coaxiality deviation in brake actuators, cutting axial-guidance wear and coating cost.

Allowing radial displacement between the piston and linear-motion nut reduces radial load, uneven wear, and strict assembly alignment.

A backup pneumatic valve and isolating solenoid keep the park brake operational when the primary ECU or power supply fails.

When brake actuators fail, direct pedal-driven hydraulics and cut-valve switching maintain stable braking pressure and faster fault response.

A compact actuator varies the stator-rotor air gap to raise aircraft wheel eddy current braking torque without adding bulk.

Integrated ECU boards and dual connectors on the hydraulic block save installation space while maintaining stable braking under electric faults.

A drive controller actuates brake actuators after brake module failure, securing parked EVs without a parking pawl.

A pre-loaded spring inside the brake valve mechanically caps output pressure, preventing overpressure from software or driver failures.

A threaded gear nut and spindle apply parking brake force, then backdrive during drum cooling to relieve stress on brake components.

An electric motor pressure unit and linear valve layout enables different front and rear brake pressures to improve regeneration and steering stability.

Using trailer ABS hardware to brake a lift axle avoids extra sensors, EPMs, and vehicle reprogramming in aftermarket installs.

An integrated motor, valve, and ECU layout stabilizes brake pressure while shrinking the hydraulic block and reducing interference with nearby components.

Combining hydraulic and electro-mechanical braking improves ABS/ESC response while preserving braking during power failure.

A backup processor and driver keep the parking brake operating when the main controller fails, improving braking reliability and stability.

Two motor-driven single-chamber master cylinders and a backup PTU deliver the brake fluid volume large vehicles need without dual-chamber complexity.

A shared brake pressure generator and separate piston-cylinder units simplify multi-circuit braking while preserving backup actuation for autonomous vehicles.

Separate control units let service, safety, and parking braking operate independently, improving brake reliability and reducing hydraulic maintenance.

Motor driving data is used to estimate brake block travel and calculate wear accurately, enabling timely replacement without extra sensors.

A unified mounting face for valves, pressure sensor, and pedal simulator cuts engine-room space and simplifies brake unit assembly.

Redundant pressure supply and valve pairing let each brake circuit build or release pressure independently while exposing leaks and dormant faults.

A flow-responsive valve adjusts the oil passage to match pump RPM, reducing brake pressure pulsation and preserving pressure build-up.

During consist swap, controlled exhaust of 13 pipe pressure and maintenance of 20 pipe pressure keep automatic and independent brakes engaged.

Differential front and rear brake response slows rear wheel actuation to prevent early lock and maintain vehicle stability during braking.

An integrated motor, gear set, and electromagnetic parking lock cuts EMB size, energy use, and overheating while simplifying brake structure.

An electrically actuated trailer brake valve replaces pneumatic signaling delay, enabling proportional air brake control from standard vehicle wiring.

A dual hydraulic supply path and isolation valve keep wheel-cylinder braking pressure stable when the primary electronic brake path fails.

Strategic connector placement above the hydraulic block and below the reservoir shrinks brake assembly size while avoiding component interference.

Reducing motor speed during lower brake unit pressurization helps stabilize liquid pressure and maintain consistent vehicle braking.

A guide-mounted magnet sensor directly tracks piston motion in a fluid pressure pump, improving position accuracy and easing sensor assembly.

Pairwise wheel adhesion checks validate axle friction data, enabling distributed rail braking under uneven track adhesion.

Ball screw retraction to a zero-touch point improves low-force brake control by reducing reliance on noise-prone load cell signals.

Vehicle sensors estimate trailer weight and resistance force to set brake gain automatically, reducing setup time and lockup risk.

Outlet pressure sensing switches between full, regulated, or no air during train brake tests to cut venting losses and compressor wear.

Pressurized air is routed to wheel torque components only when needed, easing cooling-system load while protecting heavy-duty braking capacity.

Hitch load and vehicle motion sensing estimate trailer resistance so brake gain can self-adjust without driver testing or repeated manual tuning.

Asymmetric, time-dependent deceleration limits help rail brakes maintain predictable stopping under wet, snowy, or icy friction changes.

A control valve shifts hydraulic pressure between piston chambers to preserve braking force after partial motor winding failure.

Dual motors per wheel and two shared control units preserve emergency braking after failures while avoiding the complexity of one controller per motor.

Sensor-driven brake pressure control improves slope holding and emergency braking in mobile work machines through electrohydraulic valve actuation.

A hybrid digital-analog brake control path preserves aircraft braking capability when distributed digital communication fails.

Dual motors at each wheel and a backup control unit maintain full brake-by-wire braking with lower redundancy complexity and delay.

A motor-driven clutch actuator works with pneumatic braking to compress the spring selectively, improving brake control and reliability.

Dual ECU brake control combines deceleration and fluid pressure commands to improve brake readiness and precise vehicle behavior control.

Blocked prebuilt brake pressure lets electric deceleration work first, then engages air brakes only below the deceleration threshold.

Redundant power networks and a shared bus let the EBB module back up rear electromechanical brakes when the main controller fails.

Encrypted transmission protects brake pedal actuation values from tampering and helps detect manipulation in vehicle brake control.

A landing-gear junction box generates actuator signals locally, cutting brake wiring mass, complexity, cost, and failure points.

Automatic kingpin coupling and omnidirectional drive let a driverless vehicle move semi-trailers precisely in factories with lower labor and fuel use.

Closed-then-open valve sequencing routes trapped air to the reservoir, stabilizing hydraulic pressure and brake pedal feel.