Braking Systems TRIZ Cases

A carrier plate and locking plate secure an ESC module by plug-in projections, cutting screw time and easing installation in confined spaces.

Oscillation-based front-rear brake distribution cuts brake judder and driver discomfort while preserving the requested braking force.

Accounts for coasting deceleration in front-rear brake force distribution to maintain vehicle stability and consistent braking feel.

Fused body, axle, and wheel response signals improve stability control when lateral velocity and rear axle data are unreliable.

A cutoff piston, sliding seals, and a non-return valve enable fast brake pressure switching for high-frequency ABS cycles without wheel lock.

Real-time lateral displacement and speed sensing modulate trailer brake voltage to suppress Death Wobble and prevent overturning.

Separate RSP and ABS valve modules keep trailer brake pressure control accurate and maintain ABS function in contaminated service conditions.

Rear-biased initial braking with a rising front-wheel share suppresses pitching and rear brake overload during motorcycle adaptive cruise control.

Rearward brake bias is applied when downhill braking on sand or dirt triggers understeer, helping maintain steering control and stability.

Variable allowable slip control uses rear wheel slip angle to suppress oscillation and stabilize motorcycle behavior during slipping.

Valve-controlled hydraulic braking uses an electric actuator instead of the pump during low-speed turns, cutting noise while maintaining turning stability.

Switching between current regulation and direct voltage drive keeps vehicle fluid solenoid valves reliable in cold conditions while limiting heat and energy use.

Asymmetric wheel braking corrects lateral offset at low speed, enabling lane keeping in traffic jams without active steering actuators.

When brake release is too fast, limiting braking force ramp-down helps reduce vehicle pitch change rate and improve passenger comfort.

Pitch-rate feedback slows front brake pressure buildup to curb rapid nose-down motion and improve rider confidence during automatic braking.

A central yaw torque controller synchronizes wheel braking and torque vectoring to reduce understeer and oversteer with accurate vehicle response.

Suspension stroke and hydraulic pressure signals improve brake timing to suppress motorcycle rear lift-up and maintain stability.

Front wheel speeds and a correction coefficient estimate rear wheel ground speed when rear sensing fails, improving ABS braking in bends.

Limiting the rate of front-rear brake bias change suppresses sharp pitch motion during braking while keeping vehicle posture close to target.

Brake torque is eased only in the final stopping distance to cut vehicle pitch and preserve ride comfort with minimal stopping-distance increase.

Embedded software detects user input sequences and vehicle conditions to trigger single rear brake actuation for tighter off-road turns.

Wheel-speed correction separates cornering effects from road roughness, allowing deceleration control that preserves handling and ride quality.

By estimating time to stop and road grade, the controller eases brake pressure before standstill to cut EOS jerk without increasing stopping distance.

A stored front-rear pressure ratio from normal braking speeds pressure control, reducing wheel lock risk and unwanted ABS intervention.

Balances electric and mechanical braking using mass, speed, deceleration, and gradient to cut brake wear while keeping smooth, stable stopping.

Adjusting allowable rear wheel slip from lean angle and deceleration helps suppress oscillation and stabilize motorcycle cornering.

Correlating brake demand with measured deceleration determines actual vehicle mass without extra sensors or unavailable engine data.

Uses stored regression intercepts and slip ratio data to keep road surface detection stable when driving force variation is low.

Wheel-speed deviation is compared with brake-input-based estimates to separate driver braking from road steps and improve detection accuracy.

Rail vehicle braking control switches between Lambda and Gamma models for varied configurations.

Segmenting the spring element into connected parts reduces production complexity while maintaining accurate haptic feedback.

Integrating an inductive sensor within a brake valve housing to detect axle load deflection via mechanical linkage.

Maintaining rear axle brake slip control until front axle locking occurs prevents instability without adding hardware.

Reducing admission pressure enables a plunger device to transfer brake fluid against high counter-pressure, lowering energy consumption.

A vehicle brake control device calculates individual wheel deceleration to distribute braking force between front and rear axles.

Elastomer elements press magnet coil yokes against hydraulic devices, eliminating complex casting processes while maintaining thermal stability up to 180°C.

A hydraulic unit design arranges pump and motor bores in a compact configuration to minimize housing volume.

A brake algorithm boosts rear circuit pressure to lock front wheels first.

A rail vehicle control system adjusts braking forces using real-time sensor data to maximize traction efficiency.

Brake control device detects lateral wheel sliding to adjust antilock brake operation, preventing slide while maintaining force.

A vehicle control device calculates target braking force based on rudder angle and applies an offset reduction during steady steering to maintain stable posture.

A control unit regulates hydraulic pump activity to maintain master cylinder pressure above a minimum threshold during brake actuation.

A controller calculates vehicle body speed using wheel accelerations and slip conditions to adjust braking torque modes.

Brake force distribution method defines multiple patterns based on vehicle indicators to manage retardation across axles.

A processor restricts engine torque reduction during towing to prevent unnecessary deceleration.