ТОРМОЗНОЕ УСТРОЙСТВО ДЛЯ РАБОЧИХ МАШИН И СПОСОБ ПРИВЕДЕНИЯ В ДЕЙСТВИЕ ТАКОГО ТОРМОЗНОГО УСТРОЙСТВА

Группа изобретений относится к области транспортного машиностроения, в частности к тормозным устройствам для рабочих машин. Тормозное устройство имеет два тормоза, каждый из которых имеет тормозной контур, блок обработки, рабочий контур и источник давления. Каждый из тормозных контуров может быть приведен в действие через управляющий клапан, и управляющие клапаны могут быть управляемыми независимо друг от друга. Блок обработки выполнен с возможностью управления или регулировки управляющими клапанами, рабочий контур выполнен с возможностью ручного управления или регулировки тормозными контурами. Два управляющих клапана могут быть управляемыми или регулируемыми в определенных условиях посредством блока обработки. Достигается повышение надежности работы тормозного устройства. 2 н. и 6 з.п. ф-лы, 2 ил.

СИСТЕМА И СПОСОБ МОНИТОРИНГА ФУНКЦИОНАЛЬНОГО СОСТОЯНИЯ ПОГРУЗОЧНО-РАЗГРУЗОЧНОГО ТРАНСПОРТНОГО СРЕДСТВА

Изобретение относится к погрузочно-разгрузочным транспортным средствам. Способ динамического мониторинга одной или более трансмиссий транспортного средства промышленного назначения включает в себя определение факта отказа трансмиссии с использованием эксплуатационных параметров, наблюдаемых в процессе работы транспортного средства. В случае обнаружения отказа трансмиссии проводят проверку в статическом режиме на транспортном средстве для подтверждения динамического отказа трансмиссии. Определяют на основании результатов проверки в статическом режиме факт наличия или отсутствия отказа во время проверки в статическом режиме. Ограничивают управление транспортным средством в случае отказа во время проверки в статическом режиме. Транспортное средство промышленного назначения содержит приводной узел, ведущее колесо, тяговый двигатель, трансмиссию, механический тормоз колеса и модуль контроллера для реализации вышеуказанного способа. В других примерах способа проверку наличия отказа трансмиссии ...

ГИДРАВЛИЧЕСКИЙ КОНТУР УПРАВЛЕНИЯ ТОРМОЗАМИ ПРИЦЕПА С ДВОЙНЫМ ТРУБОПРОВОДОМ И СПОСОБ ЕГО УПРАВЛЕНИЯ

Предложен способ определения утечки в гидравлическом контуре тормозов прицепа. Обеспечивают контроллер, основной клапан, первый датчик, второй датчик, клапан управления, имеющий электромагнит, редукционный клапан, источник текучей среды, первый тормозной выход, второй тормозной выход. Подают первое давление во впуск основного клапана. Выводят второе давление из выпуска основного клапана в первый тормозной выход. Определяют первое давление посредством первого датчика и второе давления посредством второго датчика. Передают определенное первое давление и второе давление в контроллер. Сравнивают разницу между первым давлением и вторым давлением с пороговым значением и определяют утечку в гидравлическом контуре тормозов прицепа, если разница удовлетворяет пороговому значению. Предложены также гидравлические тормозные системы прицепа. Достигается регулирование коэффициента усиления в гидравлическом тормозном клапане прицепа. 3 н. и 17 з.п. ф-лы, 5 ил.

СПОСОБ ПОВЫШЕНИЯ ЭКСПЛУАТАЦИОННОЙ НАДЁЖНОСТИ ТЕРМИЧЕСКИ НАГРУЖЕННЫХ ФУНКЦИОНАЛЬНЫХ ЭЛЕМЕНТОВ ТОРМОЗНОГО МЕХАНИЗМА ТРАНСПОРТНОГО СРЕДСТВА

Способ повышения эксплуатационной надёжности термически нагруженного функционального элемента тормозного механизма транспортного средства, в частности грузового транспортного средства и/или прицепа, и/или снижения износа тормозного механизма и/или приводной энергии. Способ включает в себя следующие этапы: считывание температурного сигнала тормозного механизма, который представляет собой зарегистрированное датчиком значение температуры тормозного механизма и/или функционального элемента тормозного механизма, и считывание сигнала запроса к тормозной системе и/или сигнала давления в тормозной системе для тормозного механизма; определение термически обусловленного случая отказа с использованием температурного сигнала и сигнала запроса к тормозной системе и/или сигнала давления в тормозной системе и генерирование согласованного сигнала запроса к тормозной системе и/или согласованного сигнала давления в тормозной системе с использованием определённого термически обусловленного случая отказа.

КЛАПАН ДЛЯ ОТКЛЮЧЕНИЯ ПЕРЕДНЕГО ТОРМОЗА И/ИЛИ ТОРМОЗА ПРИЦЕПА ДЛЯ СЕЛЬСКОХОЗЯЙСТВЕННОГО ТРАКТОРА ИЛИ АНАЛОГИЧНОГО ТРАНСПОРТНОГО СРЕДСТВА

Изобретение относится к области машиностроения и может быть использовано в тормозных устройствах транспортных средств. Клапан предназначен для отключения тормоза передних колес и/или прицепа в случае подключения его тормозной системы через тормозной клапан прицепа. Тормозная система содержит два работающих в качестве насосов главных цилиндра, управляющихся двумя тормозными педалями, непосредственно управляющими торможением одного заднего колеса, торможением передних колес и/или тормозным устройством прицепа посредством отключающего клапана. Отключающий клапан содержит корпус с первым впускным штуцером и вторым впускным штуцером для подсоединения к главным цилиндрам и выпускной штуцер, предназначенный для соединения с тормозным контуром передних колес и/или с тормозным клапаном прицепа. Корпус имеет отверстие, в котором установлен один подвижный поршень, на который воздействует прикладываемое к первому впускному штуцеру давление. Корпус содержит нормально закрытый отсечной клапан, перекрывающий ...

ТОРМОЗНАЯ СИСТЕМА ДЛЯ ГРУЗОВОГО АВТОМОБИЛЯ

Настоящее изобретение относится к тормозной системе (10, 10’, 10’’) для грузового автомобиля, в частности к гидравлической и/или пневматической тормозной системе (10, 10’, 10’’) для грузового автомобиля, по меньшей мере, с парковочным тормозным устройством (12, 12’, 12’’) и, по меньшей мере, с дополнительным гидравлическим и/или пневматическим модулем (14, 14’, 14’’), причем установлен также клапан (20, 20’, 20’’) отбора повышенного давления и тормозной цилиндр (22, 22’, 22’’) с пружинным энергоаккумулятором, причем парковочное тормозное устройство (12, 12’, 12’’) соединено первым соединительным трубопроводом (24, 24’, 24’’) с клапаном (20, 20’, 20’’) отбора повышенного давления на его первой входной подводке (20a, 20a’, 20a’’), причем гидравлический и/или пневматический модуль (14, 14’, 14’’) выполнен с возможностью соединения вторым соединительным трубопроводом (26, 26’, 26’’) с клапаном (20, 20’, 20’’) отбора повышенного давления на его второй входной подводке (20b, 20b’, 20b’’), причем ...

УСТАНОВКА ПОДАЧИ ВОЗДУХА

Изобретение относится к области транспортного машиностроения. Установка подачи воздуха содержит устройство компрессора для образования сжатого воздуха, которое располагается в трубопроводе для подачи технологического воздуха между входом для технологического воздуха и выходом для сжатого воздуха, систему охлаждения для охлаждения устройства компрессора и/или трубопровода для подачи технологического воздуха и воздуходувное устройство для подачи охлаждающего воздуха в систему охлаждения или подачи охлаждающего воздуха через систему охлаждения, которая располагается в канале для охлаждающего воздуха между входом для охлаждающего воздуха и выходом для охлаждающего воздуха. Установка подачи воздуха, кроме того, имеет выше по потоку воздуха, чем вход для технологического воздуха и вход для охлаждающего воздуха, установку для отделения песка для отделения частиц из окружающего воздуха, всасываемого через вход для окружающего воздуха. Достигается повышение надежности работы установки подачи воздуха ...

СПОСОБ ПРЕДОТВРАЩЕНИЯ НЕИСПРАВНОЙ РАБОТЫ КОМБИНИРОВАННОГО УЗЛА КЛАПАНА И АСПИРАТОРА МОТОРНОГО ТРАНСПОРТНОГО СРЕДСТВА И МОТОРНОЕ ТРАНСПОРТНОЕ СРЕДСТВО

ГИДРАВЛИЧЕСКИЙ КОНТУР УПРАВЛЕНИЯ ТОРМОЗАМИ ПРИЦЕПА С ДВОЙНЫМ ТРУБОПРОВОДОМ И СПОСОБ ЕГО УПРАВЛЕНИЯ

СИСТЕМА ДЛЯ ИЗМЕРЕНИЯ ТОРМОЗНОЙ СИЛЫ ТРАНСПОРТНОГО СРЕДСТВА

УСТРОЙСТВО УПРАВЛЕНИЯ ДЛЯ ИСПОЛЬЗОВАНИЯ В АВТОМОБИЛЕ, ПРЕДНАЗНАЧЕННОЕ ДЛЯ УПРАВЛЕНИЯ ЗАЩИТНЫМИ МЕРАМИ ПРОТИВ ОТКАЗА ИСТОЧНИКА ЭЛЕКТРОПИТАНИЯ

... 1. Автомобильное устройство управления защитными мерами во время отказа источника питания для автомобиля, оборудованного электрическим механизмом парковочной блокировки для блокировки вращения колес, причем устройство управления защитными мерами во время отказа источника питания содержитсредство обнаружения отказа источника питания для обнаружения возникновения одного из случаев неспособности к зарядке нарушения зарядки в источнике питания парковочного блокиратора механизма парковочной блокировки,средство проверки состояния хранения электроэнергии для проверки состояния хранения электроэнергии источника питания парковочного блокиратора в момент или после обнаружения отказа источника питания средством обнаружения отказа источника питания, исредство парковочной блокировки для блокировки вращения колес с помощью механизма парковочной блокировки, при условии, что скорость автомобиля позволяет блокировать вращение колеса с помощью механизма парковочной блокировки, когда состояние хранения электроэнергии ...

СИСТЕМА, СОДЕРЖАЩАЯ ПОДСИСТЕМУ УПРАВЛЕНИЯ, И СИСТЕМА В ТРАНСПОРТНОМ СРЕДСТВЕ (ВАРИАНТЫ)

ТОРМОЗНАЯ СИСТЕМА РЕЛЬСОВОГО ТРАНСПОРТНОГО СРЕДСТВА С КОМПЕНСАЦИЕЙ КОЛЕБАНИЙ УСЛОВИЙ ТРЕНИЯ

... 1. Тормозная система (1) рельсового транспортного средства, содержащая, по меньшей мере, один приданный колесу или колесной паре тормозной исполнительный орган (2), содержащий, по меньшей мере, один тормозной диск (4) и, по меньшей мере, одну выполненную с возможностью взаимодействия с ним тормозную накладку (6) для создания тормозной силы по команде торможения, отличающаяся тем, что она содержит, по меньшей мере, одно сенсорное устройство для измерения временной характеристики, по меньшей мере, одной, представляющей колебания условий трения между приданным тормозному исполнительному органу (2) колесом или колесной парой и рельсом и/или между приданным тормозному исполнительному органу (2) тормозным диском (4) и, по меньшей мере, одной тормозной накладкой (6) величины, такой как скорость вращения колеса, окружное ускорение колеса, тормозная сила, тормозной момент или тормозное давление, и для подачи зависимого от измеренной величины сигнала на устройство управления, которое выполнено с ...

For monitoring the wear of a brake pad comprises at least one contact element located in a probe provided with a slit for an electric conductor which is fed into a wear body

The device for monitoring the wear of a brake pad comprises at least one contact element located in a probe (2) provided with a slit (6) for an electric conductor (3) which through a channel is fed into a wear body (5).

Vehicle wheel brake thermal over loading warning method - analysing measured temp. of brakes and comparing with limit representing max. temp. at full braking

The method has heat sensors measuring the instantaneous temperature of a brake component at each wheel of the vehicle. These measured temperatures (1) are analysed for the presence of a trend - i.e. their time averages (2) are formed and the slope of these averages is measured. Slopes and averages are combined (3) and the resulting combination (3) is compared with a fixed limit, TG, (4) that represents the max. temp. when the brake is exerting its full braking power. When this limit is exceeded, an alarm (5) is raised. The combination is achieved by summation. The comparison takes place at regular intervals of time or after a given number of brakings. USE/ADVANTAGE - Warns of and avoids overloading vehicle's brakes.

Verfahren zur Funktionsüberprüfung eines druckmittelbetriebenen elektronischen Bremssystems eines Fahrzeugs

Die Erfindung betrifft ein Verfahren zur Funktionsüberprüfung eines druckmittelbetriebenen elektronischen Bremssystems (1) eines Fahrzeugs, mit einer Ventil- und Sensoreinrichtung (2), aufweisend mindestens einen Steuerdruckeingang (P42, P43) und mindestens einem Steuerdruckausgang (P22), und bestehend aus mehreren Ventilen (7, 8, 9, 11), welche als elektrisch betätigte Einlassventile, Auslassventile und Redundanzventile oder als Druckventile ausgebildet sind, und mit mindestens einem Ist-Drucksensor (12) zur Erfassung und Signalisierung eines Ist-Steuerdrucks, sowie mit mindestens einem der Ventil- und Sensoreinrichtung (2) zugeordneten Solldrucksensor (3) zur Erfassung und Signalisierung eines Soll-Steuerdrucks, und mit einer elektronischen Steuereinheit (4), die mit den elektrisch betätigten Ventilen (7, 8, 9) sowie den Drucksensoren (3, 12) zu deren Steuerung oder Signalerfassung signaltechnisch verbunden ist. Die genaue Funktionsfähigkeit des Solldrucksensors (3) wird dadurch überprüft ...

Method of testing the braking force on a vehicle axle during travel, esp. for lorries or lorry trailers

The method involves actuating the braking system with a defined braking actuating force, detecting the pressure change in the bellows caused by the braking reaction force and comparing the pressure change with a reference pressure change which occurs for normal operation of the braking system under similar conditions. The axle is linked to at least one fixed point and to a separate air spring bellows and has no reaction rods. When the vehicle brakes the resulting reaction force causes a moment which acts on each bellows and causes a pressure change in it.

Method for providing a clamping force generated by parking brake in vehicle with regulating- or controlling unit, involves detecting actuation of vehicle brake during traveling of vehicle to determine brake disk temperature

The method involves detecting the actuation of a vehicle brake during traveling of a vehicle to determine the brake disk temperature. A clamping force generated by an electric brake motor (3) is provided as a function of the brake disk temperature after parking the vehicle. A brake piston (6) is applied against a brake disk (10), where the brake disk is applied by the hydraulic vehicle brake during traveling of the vehicle. The duration of the vehicle brake actuation is determined as an operation of the vehicle brake.

PRUEFEINRICHTUNG FUER MEHRDRUCKVENTILE, INSBESONDERE FUER PNEUMATISCHE BREMSSTEUERVENTILE VON SCHIENENFAHRZEUGEN

Elektrische Ausrüstung eines Fahrzeugs mit einer wenigstens teilweise elektrischen Brems- und Lenkeinrichtung

Die Erfindung betrifft eine elektrische Ausrüstung eines Fahrzeugs mit einer wenigstens teilweise elektrischen Brems- und Lenkeinrichtung beinhaltend eine elektrische oder elektro-mechanische Lenkeinrichtung (26) mit oder ohne durchgehende mechanische Verbindung zwischen einem Lenkrad (28) und einem Lenkgetriebe (30) sowie mit einer elektronischen Lenksteuereinrichtung und einem elektrischen Lenksteller (72), und eine elektropneumatische Betriebsbremseinrichtung (124), welche eine elektropneumatische Betriebsbremsventileinrichtung (1), eine elektronische Bremssteuereinrichtung (EBS-ECU), elektropneumatische Modulatoren (114, 116) sowie pneumatische Radbremsaktuatoren (118, 120) beinhaltet, wobei die elektropneumatische Betriebsbremsventileinrichtung (1) ein Betriebsbremsbetätigungsorgan (10) sowie innerhalb wenigstens eines elektrischen Betriebsbremskreises wenigstens einen elektrischen Kanal (130) mit wenigstens einem vom Betriebsbremsbetätigungsorgan (10) betätigbaren elektrischen Bremswertgeber ...

A METHOD OF ASSEMBLING AND TESTING A SEALED STRUCTURE, PARTICULARLY A FLUID PRESSURE SERVOMOTOR

Verfahren zur Diagnose einer elektronisch geregelten Druckmittel-Bremseinrichtung eines Fahrzeuges.

VERFAHREN UND VORRICHTUNG ZUM ERKENNEN EINES DEFEKTES ODER AUSFALLS EINES DRUCKLUFTVERBRAUCHERKREISES IN EINER ELEKTRONISCHEN DRUCKLUFTANLAGE FÜR FAHRZEUGE

STEUERUNGSGERÄT FÜR EIN FAHRZEUG

Es ist ein Steuerungsgerät für ein Fahrzeug bereitgestellt, das eine Parkverriegelungsvorrichtung 50 aufweist, die in deren gelösten Zustand mit einem Hydraulikdruck versetzt wird, der durch eine durch eine Maschine 26 betätigte Ölpumpe 58 erzeugt wird, wobei das Steuerungsgerät eine Verringerung eines Risikos eines unbeabsichtigten Lösens der Parkverriegelungsvorrichtung 50 bei Auftreten eines Betriebsfehlers eines EIN-AUS-Schaltventils 72 oder eines Schaltventils 70 einer Hydraulikvorrichtung 69 erlaubt, die zur Zufuhr des Hydraulikdrucks vorgesehen ist. Eine Maschinenstartbeschränkungseinrichtung 92 ist eingerichtet, ein Starten der Maschine 26 zu beschränken, wenn eine Komponente der zur Betätigung der Parkverriegelungsvorrichtung 50 vorgesehenen Hydraulikvorrichtung 69 einen Betriebsfehler aufweist, der bewirkt, dass die Parkverriegelungsvorrichtung 50 in dem gelösten Zustand gehalten wird, gegenüber einem Starten, wenn die Komponente den Betriebsfehler nicht aufweist, so dass die ...

Bremsregelungsvorrichtung und Bremsregelungsverfahren

Eine Bremsregelungsvorrichtung umfasst einen Bremskraftausübungsmechanismus (21FR, 21FL, 21RR, 21RL), der ein Rad durch Anpressen eines Reibungselements (20, 22) durch Zufuhr eines Arbeitsfluids bremst, einen Regelungsabschnitt (200), der einen Sollwert berechnet, der zur Regelung des Drucks des Arbeitsfluids eingestellt wird, indem eine erfasste Temperatur des Reibungselements (20, 22) verwendet wird, um so Schwankungen der Wirkung der Bremse, verursacht durch Temperaturänderungen des Reibungselements, einzuschränken bzw. zu reduzieren. Der Regelungsabschnitt (200) schränkt die Verwendung der erfassten Temperatur zur Berechnung des Sollwerts im Falle einer Vorhersage einer Abnahme der Erfassungsgenauigkeit der Temperatur des Reibungselements ein, um den Einfluss der Abnahme der Schätzgenauigkeit der Temperatur des Reibungselements auf die Bremskraftregelung einzuschränken.

ABS braking control system e.g. for motor vehicle

The ABS braking system has a brake pressure modulator(20) in which an electric servo motor drives the spring-loaded piston, which increases the trapped volume in the wheel brake circuit, thereby reducing the brake pressure of the wheel brakes. For an improved control the current and voltage for the electric servo motor are monitored by the brake controller. The servo supply is monitored with respect to time intervals. These values are included in the self-diagnosis programme of the brake controller. The brake pressure modulator is isolated from the master cylinder, during ABS operation, by control valves.

VERFAHREN UND VORRICHTUNG ZUR BREMSENÜBERWACHUNG IN ANTIBLOCKIER- ODER ELEKTRONISCHEN BREMSSYSTEMEN

VERFAHREN ZUR EINSTELLUNG VON KENNGRÖßEN EINES BREMSSYSTEMS IN EINEM KRAFTFAHRZEUG

Überwachungs- und Anzeigeeinrichtung für den Verschleiß von Bremsbelägen

Bremsvorrichtung für ein Kraftfahrzeug und Verfahren zur Detektion einer Beschädigung der Bremsvorrichtung

Die vorliegende Erfindung bezieht sich auf ein Verfahren zur Ermittlung von Defekten einer automatisierten Feststellbremse für ein Kraftfahrzeug wobei die Feststellbremse einen ansteuerbaren Feststellbremsaktuator aufweist, bei welchem die Identifikation einer Beschädigung der Feststellbremse auf Basis eines zeitlichen Verlaufs einer das Abgabemoment des Feststellbremsaktuators repräsentierenden Größe erfolgt, sowie eine entsprechende Vorrichtung hierzu.

BRAKE-BY-WIRE-SYSTEM

Ein Kraftfahrzeug wird bereitgestellt. Das Fahrzeug beinhaltet ein Brake-by-Wire-Teilsystem, das eine Steuerung beinhaltet. Die Steuerung erhält eine Anforderung, in einen Wartungsmodus einzutreten. Als Reaktion auf die Anforderung, in den Wartungsmodus einzutreten, bestimmt die Steuerung, ob sich ein Fahrzeug in einem stabilen Zustand befindet, basierend auf dem Vergleichen mindestens einer Systembedingung mit mindestens einem Schwellenwert. Wenn sich das Fahrzeug im stabilen Zustand befindet, bewirkt die Steuerung, dass das Brake-by-Wire-Teilsystem in den Wartungsmodus eintritt. Ferner überwacht die Steuerung die mindestens eine Systembedingung gegen vordefinierte Parameter, um zu bestimmen, dass das Fahrzeug den stabilen Zustand während des Dienstmodus beibehält.

Regelungseinheit, Achsmodulator und Bremssystem

Die Erfindung betrifft einen Achsmodulator (10) zum Regeln des Bremszylinderdrucks auf einer oder beiden Seiten wenigstens einer Achse eines Fahrzeugs mit einer vorzugsweise pneumatischen Bremsanlage. Dabei sind Drehzahlsensoren (12, 13) und Bremsbelagverschleißsensoren (14) zum Auslesen anschließbar sind. Der Achsmodulator (10) zeichnet sich dadurch aus, dass separate Anschlüsse (11a; 11b) für aktive und passive Drehzahlsensoren (13; 12) vorgesehen sind. Des Weiteren betrifft die Erfindung eine Regelungseinheit für einen Achsmodulator (10). Schließlich betrifft die Erfindung ein Bremssystem mit wenigstens einem Bremssteuergerät und mit wenigstens einer erfindungsgemäßen Regelungseinheit und/oder einem erfindungsgemäßen Achsmodulator (10).

Method for assisting electrical parking brake of vehicle, involves withdrawing front axle wheel brake by pressurizing agent, and transferring pressurizing agent into rear axle wheel brake for build-up of assisting brake pressure

The method involves activating a brake circuit of a hydraulic driving brake. Assisting brake pressure is applied by a pressurizing agent in a rear axle wheel brake (4) using the driving brake, where a front axle wheel brake (3) is withdrawn by the pressurizing agent. The pressurizing agent is transferred into the rear axle wheel brake for build-up of the assisting brake pressure. Critical brake pressure caused in the driving brake is determined based on temperature of a valve coil and vehicle electrical system voltage. An independent claim is also included for a device for performing a method for assisting an electrical parking brake of a vehicle.

Verfahren zur Funktionsüberwachung einer Sicherheitsüberwachung einer Steuereinheit

Die Erfindung betrifft ein computer-implementiertes Verfahren zur Funktionsüberwachung (118) einer Sicherheitsüberwachung (116) einer Steuereinheit (100) eines Aktuatorensystems eines Kraftfahrzeugs, wobei mittels der Funktionsüberwachung (118) eine Überprüfung erfolgt, ob die Sicherheitsüberwachung (116) fehlerfrei durchgeführt wird, wobei die Sicherheitsüberwachung (116) durch eine erste Überwachungsinstanz (102) erfolgt und die Funktionsüberwachung (118) durch eine zweite Überwachungsinstanz (104) erfolgt, wobei die erste Überwachungsinstanz (102) ein Ergebnis der Sicherheitsüberwachung (116) in definierten Zeitabständen (114) als eine Information (110) an die zweite Überwachungsinstanz (104) sendet, wobei die erste Überwachungsinstanz (102) und die zweite Überwachungsinstanz (104) frei von einer gemeinsamen Schnittstelle (108) sind, wobei ein Empfang der Information (110) durch die zweite Überwachungsinstanz (104) durch Nutzung einer Schnittstelle (108) zwischen der zweiten Überwachungsinstanz ...

Prüfverfahren für eine Bremse einer mobilen Arbeitsmaschine

Bei einem Verfahren zur Prüfung einer Bremse einer mobilen Arbeitsmaschine (1) mit einer Bremsbetätigungsvorrichtung (5) für eine mechanische Bremse der mobilen Arbeitsmaschine (1), wobei eine Bremskraft und/oder ein Bremssignal für die mechanische Bremse durch eine von einer Person ausgeübte Betätigungskraft erzeugt wird, und mit Kraftsensormitteln, die eine auf eine Bedienfläche der Bremsbetätigungsvorrichtung (5) ausgeübte Betätigungskraft erfassen können, sowie mit einer Fahrzeugsteuerung (6) und Sensormitteln zur Erfassung einer zurückgelegten Fahrstrecke und/oder der Fahrgeschwindigkeit der mobilen Arbeitsmaschine, erfolgen die Schritte Erfassen des Erreichens eines Schwellenwertes (Fmax) für eine Betätigungskraft durch die Kraftsensormittel und Bestimmen des Bremswegs (7) durch die Fahrzeugsteuerung anhand der durch die Sensormittel erfassten zurückgelegten Fahrstrecke und/oder der Fahrgeschwindigkeit.

Reibungsbremse mit Widerstandssensor

Bremssystem (44) zum Verlangsamen der Drehung eines Rades (20, 22), umfassend:eine Energiespeichereinrichtung (19);einen Rotor (48), der ausgebildet ist, um sich mit dem Rad (20, 22) synchron zu drehen;einen Aktuator (50), der ausgebildet ist, um eine Aktuatorkraft (52) zu erzeugen;eine Bremskomponente (54) mit einem abnutzbaren Reibungssegment (56), wobei das Reibungssegment (56) eine Dicke aufweist und ausgebildet ist, um durch die Aktuatorkraft (52) zur Verlangsamung der Drehung des Rades (20, 22) in einen Kontakt mit dem Rotor (48) gepresst zu werden;eine Sendeeinheit (64), die mit der Energiespeichereinrichtung (19) in elektrischer Verbindung steht und relativ zu der Bremskomponente (54) angeordnet ist; undeinen ersten Widerstandssensor (60), der einen elektrischen Widerstand und ein Merkmal (62) aufweist, das zur Ermittlung des elektrischen Widerstands dient;wobei:der erste Widerstandssensor (60) an dem Reibungssegment (56) angebracht ist und mit der Sendeeinheit (64) in elektrischer ...

Sensorleistungsüberwachung

ELEKTRONISCHE PARKBREMSE

Offenbart ist eine elektronische Parkbremse. Die elektronische Parkbremse beinhaltet eine Spindeleinheit, eine Leistungsübertragungseinheit, eine erste Bremseinheit und eine zweite Bremseinheit. Die Spindel drückt einen sich vorwärts oder rückwärts in Richtung einer Radscheibe bewegenden Kolben einer Bremssatteleinrichtung in Richtung der Scheibe oder löst diesen von ihr. Die Leistungsübertragungseinheit überträgt empfangene Leistung auf die Spindeleinheit. Die erste Bremseinheit beinhaltet einen ersten Motor, der mit der Leistungsübertragung verbunden ist, um eine zum Bremsen von Rädern eines Fahrzeugs benötigte Leistung zu erzeugen. Die zweite Bremseinheit beinhaltet einen zweiten Motor, der mit der Leistungsübertragungseinheit verbunden ist, um eine zum Bremsen der Räder des Fahrzeugs benötigte Leistung zu erzeugen. Die zweite Bremseinheit und die erste Bremseinheit werden unabhängig voneinander betrieben.

Verfahren zur Erkennung einer Verschmutzung und/oder Blindheit bei einem nach dem Radar- oder Lidarprinzip arbeitenden Sensor

Fahrzeugparksystem-Ausfallmanagement

Ein System umfasst ein autonomes Untersystem, welches erste und zweite Bremsmodule umfasst. Jedes der Module umfasst einen Prozessor und einen Speicher, wobei der Speicher Anweisungen speichert, welche vom Prozessor ausführbar sind, um einen Fehler zu erkennen. Das System umfasst ferner ein Bremsuntersystem, welches programmiert ist, um einen Bremsmechanismus in Reaktion auf ein Signal vom zweiten Bremsmodul zu betätigen. Das autonome Untersystem ist ferner programmiert, um eines der Bremsmodule auszuwählen, um dem Bremsmechanismus ein Signal bereitzustellen, abhängig davon, ob ein Fehler erkannt wird.

Brake wear indicator for disc brakes used with motor vehicles

A brake pad wear indicator (1) has a friction body (2) with a rubbing side (5) and a conducting sensor arranged beneath the surface of the indicator. The rubbing side of the friction body (2) has an additional thermally insulating layer.

Vorrichtung zur Detektion einer Säurebildung in einer Brems- oder Hydraulikflüssigkeit eines Fahrzeuges

Die Erfindung betrifft eine Vorrichtung zur Detektion einer Säurebildung in einer Brems- oder Hydraulikflüssigkeit eines Fahrzeuges, umfassend ein elektrisch leitendes Element (3). Bei einer Vorrichtung, mit welcher ein Alterungszustand der Brems- oder Hydraulikflüssigkeit frühzeitig erfasst wird, ist das mit einer Spannungsquelle (5) verbundene elektrisch leitende Element (3) von einer säureempfindlichen Ummantelung (7) zur temporär limitierenden Abdeckung des elektrisch leitenden Elementes (3) umgeben.

Verfahren und Vorrichtung zum Betreiben eines Bremssystems eines Kraftfahrzeugs, Bremssystem und Kraftfahrzeug

Die Erfindung betrifft ein Verfahren zum Betreiben eines Bremssystem (1) eines Kraftfahrzeugs (2), wobei das Bremssystem (1) einen durch einen Benutzer betätigbaren Hauptbremszylinder (4) und einen elektromotorisch betreibbaren Druckerzeuger (17) zur Erzeugung eines hydraulischen Systemdrucks sowie zumindest eine hydraulisch betätigbare Reibbremse( LR-RR) aufweist, wobei der zumindest einen Reibbremse (LR-RR) eingangsseitig ein durch den Systemdruck beaufschlagtes Proportionalventil (14) zum Einstellen eines hydraulischen Betätigungsdrucks für die Reibbremse (LR-RR) zugeordnet ist, und wobei dem Druckerzeuger (17) zur Durchführung eines Testbetriebs ein Sollwert (y) vorgegeben wird. Es ist vorgesehen, dass der Sollwert (y) durch eine logistische Wachstumsfunktion geglättet vorgegeben wird.

Verfahren und Vorrichtung zur Diagnose elektrisch betätigter Bremsen

Verfahren zum Schutz eines Bremssystems eines Fahrzeuges mit elektrischen Bremsen

Verfahren und Anordnung zum Bestimmen der Kenngrößsen

Die Erfindung betrifft ein Verfahren zum Bestimmen von Kenngrößen für die Viskosität oder Temperatur einer Bremsflüssigkeit eines Fahrzeugs, die über eine ansteuerbare Ventile aufweisendes Motor-Pumpen-Aggregat mit Hydraulikeinheit, der eine elektronische Regeleinheit zugeordnet ist, den Radbremsen zugeführt wird. Um eine hohe Regeldynamik auch bei tiefen Temperaturen sicher zu stellen, wird vorgeschlagen, dass die Temperatur der Hydraulikeinheit über ein das Motor-Pumpen-Aggregat mit der elektronischen Regeleinheit verbindendes temperatursensitives Element gemessen und die Kenngrößen anhand der Temperatur der Hydraulikeinheit bestimmt werden (Figur 2).

Verfahren zum Optimieren des Reibwertes von Bremsbelägen einer Reibungsbremse

Es hat sich nun gezeigt, dass nicht nur äußere fremde Materialien auf den Bremsbelägen die Wirkung der Bremse (3, 4) herabsetzen können, sondern dass auch der Reibwert eines Bremsbelages selbst unterschiedlich sein kann. Dies gilt biespielsweise dann, wenn ein Bremsbelag noch nicht eingefahren ist, wenn er einen Schrägverschleiß zeigt oder wenn er aufgrund chemischer Einflüsse seine Oberfläche ändert. Derartige Einflüsse können den Reibwert eines Bremsbelages um 20% und mehr ändern mit unter Umständen negativen Folgen bei einem möglichen Bremsvorgang. DOLLAR A Aufgabe der Erfindung ist es, den Reibwert eines Bremsbelages unter bestimmten Voraussetzungen zu verbessern. Die Aufgabe wird dadurch gelöst, dass in Abhängigkeit von einem ersten Parameter ein Programm zur Verbesserung des Reibwertes des Bremsbelages gestartet wird, welches in Abhängigkeit von einem zweiten Parameter beendet wird. Der Programmlauf wird vorteilhafterweise in Weiterbildung zusätzlich noch von einem dritten Parameter ...

Brake testing plant for rail-borne transport has additional auxiliary unit to assist in connection of the central test device to the train and to enable testing to be undertaken in more limited space

Brake test device has a central brake testing device (1) and an auxiliary unit (10) for connection to the vehicle brakes. The vehicle is connected to the auxiliary connection via a connection (22), while the auxiliary unit is connected to the central unit via a further connection (24). The auxiliary unit includes a piston valve and solenoid for shutting of air supply to the vehicle. The auxiliary unit also includes a pressure sensor. An Independent claim is made for a method for testing rail borne vehicles which allows selection of one of three test functions: leak testing, braking and activating.

Komponentenladewerkzeug für Montagevorgänge

Es wird ein Werkzeug zum Laden einer Komponente in eine gewünschte Position in Bezug auf einen Körper bzw. Aufbau geschaffen. Das Werkzeug besitzt eine Basis, die abnehmbar an dem Aufbau auf- bzw. eingehängt werden kann, und ein Auflager, das über erste Schienenanordnungen so an der Basis angebracht ist, dass sich das Auflager in einer ersten Richtung in Bezug auf den Aufbau verschieben kann. An dem Auflager ist über zweite Schienenanordnungen ein Schlitten so angebracht, dass sich der Schlitten in einer zweiten Richtung in Bezug auf den Aufbau bewegen kann. An dem Schlitten ist ein Drehtisch mittels eines Drehzapfens so angebracht, dass sich der Drehtisch an dem Schlitten drehen kann. An dem Drehtisch ist eine Komponentenhaltevorrichtung angebracht, um die Komponente zu tragen. Zwischen dem Schlitten und der Basis ist ein Führungspfadmechanismus wirksam, der einen Bewegungspfad des Schlittens zum Aufbau hin definiert, um so die Komponente zu einem gewünschten Ort an dem Aufbau zu befördern ...

Verfahren zum automatischen Abschalten und Starten einer Antriebseinheit

Verfahren zum automatischen Abschalten einer Antriebseinheit in einem Kraftfahrzeug mit Automatikgetriebe bei Vorliegen einer vorgegebenen Abschaltbedingung, wobei mittels eines Steuergeräts ein erzeugter Bremsdruck und/oder ein erzeugtes Bremsmoment überwacht und ausgewertet wird und die Abschaltbedingung als erfüllt gilt, wenn bei Erreichen des Fahrzeugstillstandes der überwachte Bremsdruck oder das überwachte Bremsmoment einen vorgegebenen Abschalt-Bremsdruckschwellwert oder Abschalt-Bremsmomentschwellwert überschreitet, dadurch gekennzeichnet, dass sich der Abschalt-Bremsdruckschwellwert (A) aus einem vorgegebenen Stillstandsbremsdruck (St) und einem vorgegebenen Sicherheitsaufschlag (ds) und/oder der Abschalt-Bremsmomentschwellwert aus einem vorgegebenen Stillstandsbremsmoment und einem vorgegebenen Sicherheitsaufschlag zusammensetzt, wobei der Stillstandsbremsdruck (St) und/oder das Stillstandsbremsmoment derart vorgegeben wird, dass das Kraftfahrzeug bei Aufbringen des Stillstandsbremsdrucks ...

Brake fluid cooling system

SPANNERS

... 1325570 Ratchets GIRLING Ltd 23 Nov 1971 [26 Nov 1970] 56336/70 Addition to 1148768 Heading B3N A spanner has a ratchet element 10 rotatably mounted on a beam 12, a spring plate 14 riveted to the topside of the beam and having two fork elements 15 that extend beneath element 10 and, a pawl 18 slidably mounted on rivets 16, 17 between the beam and the spring plate and being spring 21 biased towards element 10. Studs 11 are for locating in recesses in the face of a piston of a disc brake. There may be one stud only offset from the centre of element 10. In a modification the spring plate is mounted to the underside of beam 12.

An electronic park brake release tool

Vehicle braking system

Method and apparatus for monitoring operation of a vehicle braking system

Wheel cylinder adjuster

A method for integrating a piston boot into a disc brake

The piston boot is first set at the middle portion of a cylinder jig having a small diameter upper step portion and a large diameter lower step portion with the middle portion position therebetween and having radial air blow off vents. The upper step portion is then inserted into an inner circumferential face of a piston while simultaneously advancing the lower step portion toward an end face of the piston from which the inner circumferential face extends and blowing air from the blow off vents, as a result of which the piston boot is radially expanded and fitted on an outer circumference of the piston adjacent the end face. A cup form jig slidably fitted around the lower step portion is then advanced toward the piston boot and further advances the piston boot until the piston boot is fitted into a piston boot fitting portion of the piston.

A method for checking the brake system of a vehicle

A method checks a vehicle brake system rapidly and reproducibly to measure the correlation between the brake pedal travel and the retardation produced. A test-bed routine is called up in the control unit. During the operation of the test-bed routine, the functioning of the brake system is checked. For this purpose, a pressure difference is produced in the vacuum brake booster. The brake booster pressure difference produces a brake pressure in the brake master cylinder, and a pedal travel corresponding to this brake pressure simultaneously arises. The retardation can either be measured at the rollers of the test bed or is derived from continuously measured wheel speed values. A retardation value can be determined for each wheel as can a correlation between the pedal travel and the retardation from the measured values in the presence of different brake booster pressure difference. The process can average the values measured at the individual wheels.

Device for judging normal operation of brake system based upon correlation of pedal depression stroke and master cylinder pressure

Testing disc brakes

A disc brake testing apparatus 10 comprises operating means 32 operable to operate pad moving means 22 of the disc brake 12 to urge pads 18, 20 of the brake towards the disc thereof. The operating means comprises a higher pressure source 34 which provides a pressure e.g 30 bar sufficient to cause the pads to maintain constant contact with the disc and apply a significant braking force thereto, and a lower pressure source 36 which provides a pressure e.g. up to 1 bar selected to cause the pads to make intermittent contact with the disc during each revolution of the disc, so as to simulate conditions which cause disc thickness variation. The lower pressure can be adjusted by a computer-controlled stepper motor 50 to maintain intermittent contact. Only one of the sources is connected to the disc brake at a time the other being isolated by a valve 40.

Fail safe electrical brake control system for aircraft

Fault-tolerant electronic braking system

A trailer control system

METHOD OF SETTING CLOSURE TRAVEL IN MASTER CYLINDER VALVE .

In a setting method of minimizing the closure travel of a central valve in a master cylinder, all internal parts except a stop (10), are assembled in a position which corresponds to the inoperative position, the distance (y) between the free end of the valve body axial extension (12) and a fixed point (20) is measured and then, in dependence upon the measured distance (y) a stop (10) is chosen such that the desired closure travel (x) between the closing body (13) and the valve seat (14) of the central valve is established. By means of the method the closure travel can be set exactly irrespective of the tolerances of other component parts or a preceding power booster. A variety of pins having different step sizes (y-x) may be provided. ...

Self testing process for a railway brake system

A brake system has a brake ECU comprising a microcontroller and a non-volatile memory. The non-volatile memory is adapted to store the result of tests on the safety circuits carried out during, before or after operation of the brake system, the result of the tests being assigned one of at least two statuses, at least one of the said statuses being indicative of an unhealthy test. At start-up of the brake system self-tests are carried out on the circuits or components of the brake system for which an unhealthy status has been stored in the non-volatile memory, thereby enabling the brake system to operate prime functions without prior self-test. The tests may be performed at closedown and prioritised, with failed tests the highest priority and overdue tests the next priority.

Oil quality examiner

An oil quality examiner has a detection module (15) in a shell (11) and a display unit (16) on the shell (11). The display unit (16) and the detection module (15) are connected for displaying detected results. The detection module (15) has a first detection electrode (31) and a second detection electrode (41). The first detection electrode (31) obtains an oil quality standard value (for example from a new or unused oil sample) and temporarily stores it in a storage area. The second detection electrode is used to obtain a target value (i.e. from the oil to be tested). The detection module (15) compares the target value and the oil quality standard value to determine the oil quality of the target value. The oil quality examiner is used to detect the quality of brake oil (i.e. brake fluid). The first and second detection electrodes may be pivotally connected to the shell.

Device and method for the automatic fixing of a bend in a brake lining wear indicator

Tooling

Method of diagnosing failure in an electronic control unit

The method diagnoses failure in an electronic control unit 2. The electronic control unit 2 operates as part of a brake module 1 and contains mechanical components 3, 5, and at least an integrated sensor 7 able to detect vibration. The method includes the following steps: memorizing a normal vibration pattern provided by at least one mechanical component that moves inside the electronic control unit 2 in normal working condition; then, at every wake-up of the electronic control unit 2, reading the individual vibration pattern given out by any of the mechanical components that move inside the electronic control unit 2; comparing the memorized vibration pattern with the read vibration pattern for each mechanical component 3, 5, and evaluating the differences between the memorized vibration pattern and the read vibration pattern against predefined thresholds; and initiating an appropriate action, according to the situation.

Aircraft braking system

A method of performing a routine maintenance procedure in respect of a wheel, (16, fig 1) of an aircraft landing gear. The wheel having a tyre and consumable brake lining material integrated with the wheel. The method comprising re- treading or replacing 1014 the tyre and inspecting or replacing 1016 the brake lining material at the same successive intervals 1012,1018, 1020. A sum volume and mass of brake material present on the aircraft may thus be reduced. Brake material, e.g. on stators (150) and/or rotor (152) of an outer brake pack, providing for demands of a maximum energy rejected take-off may be provided separately from brake material on stators (120) and/or rotors (122) integrated with the wheel. The wheel may be made in one or two parts from carbon-fibre composite material. At least some of the brake material may be provided on an outwardly facing planar surface of the wheel. Claims are also directed to an aircraft wheel and brake assembly, a method of braking in response to a ...

Wheel cylinder adjuster

The adjuster includes a rotary unit 2 with a rotary disk 20, a fixing member 21, at least two positioning members 22, a resilient ring 23, a restriction member 24 and a clip 26. The disk has a through hole 201 and a guide groove 202. The guide groove may be designed in a shape containing two or three semi-ovals. Two recesses 203 are defined in a second side of the disk, each having a contact face 204. The fixing member is connected to the disk and includes a recessed area 210 with a tubular portion 211. At least two stepped slots 214 are defined through the fixing member and the positioning members extend through the two slots. Each positioning member has a guide tip 221 which is located in the guide groove. The resilient ring is mounted to the positioning members and the tubular portion. The restriction member is connected to the second side of the disk and mounted to the tubular portion of the fixing member. When the disk is rotated the guide tips of the positioning members move in the ...

Method and apparatus for checking the braking unit of a vehicle

A method for preventing malfunctioning of a combined valve and aspirator assembly

Malfunctioning of a combined valve and aspirator assembly 10 is prevented by opening an aspirator valve 11 forming part of the combined valve and aspirator assembly 10 when an engine 6 of a motor vehicle 1 is to be shut-down. Opening the valve 11 when the engine 6 is off allows fluid to drain and prevents risk of the valve sticking in the closed position due to icing up of the valve 11 in cold ambient conditions. In some embodiments the valve 11 is only opened for a predefined period of time following the shutdown of the engine 6 in order to prevent unnecessary power usage if the engine is off for an extended period of time. Opening of the valve may be dependent on the temperature. Additionally, heat may be provided to the valve when a key-on event occurs, i.e. the engine is started.

A brake system controller configured to calculate a temperature of a brake system

Annular disc brake piston removal

A disc brake service piston for heavy equipment and off-the-road vehicles has an annular configuration and is sealingly and reciprocably received in an annular cavity forming a pressure chamber. During brake disassembly requiring removal of the piston from the cavity, the piston must be disconnected from a series of piston retracting mechanisms. The arrangement permits the force of one piston retraction spring to be relieved at a time. A tool is used which has a thread at one end and a handle at the other end. The threaded end is inserted into a tapped hole at the end of a return spring guide pin which transmits the spring force of one retracting mechanism to the piston. The tool can then be moved to compress the guide pin spring so that the pin is moved a sufficient distance to expose a cross pin therein which provides the connection between the guide pin and the piston. The cross pins are removed, one by one, from all of the spring guide pins of all of the mechanisms. The only manual ...

Improvements in or relating to a device for measuring the pressure obtained in a hydraulic brake circuit

... 767,433. Brake testing devices. SOC. ARCHIMEDE. Dec. 28, 1954 [Dec. 28, 1953; Dec. 13, 1954], No. 37461/54. Class 103 (1). An apparatus for testing hydraulic brake circuits comprises a length of tubing 1 having a coupling 4 at one end which has a fluid-tight rotary connection to a plug 7, which may be screwed into the air bleed hole of an hydraulic brake cylinder, and a similar coupling 5 at the other end having a rotary connection with a member 26 screwed on to a part 41, 42 which carries two pressure gauges 27 and 57, having dials calibrated to read respectively in tens of kilogrammes per square centimetre pressure and for pressures below 2 kilogrammes per square centimetre. In operation after the coupling 4 has been screwed on to the bleed connection, a light pressure is applied to the pedal and air bled by unscrewing the member 30. After this has been tightened brake pressures in the cylinder are registered on the two gauges. The low-pressure gauge 57 is intended for measuring residual ...

Aircraft Braking System

Position sensing system for a braking system

IMPROVEMENTS IN OR RELATING TO BRAKE SERVICING TOOLS

... 1299434 Tool for removing brake-shoe return springs; gripping tool GIRLING Ltd 29 Jan 1970 [4 Feb 1969] 5968/69 Headings B4C and B4W A tool for use in removing and inserting a brake shoe-return spring, of substantially C or U shape, in an internal shoe drum brake comprises two levers 21, 22 pivotally interconnected by a rivet 23. Each lever includes an abutment 24 welded on to the lever and having a blind bore 26 which is to fit over one end of the spring. Initially the tool is arranged so that the portions 21B, 22B of the levers are not superposed and the ends of the springs are located in the blind bores. The portions 21B, 22B are then forced towards their superposed positions so that the legs 9, 11 of the spring are forced away from projections 4, 6 to permit spring removal. Insertion of the spring is accomplished similarly.

A braking system

A braking system (figs. 1 and 2) and method (fig. 3) for assessing valve operation. The system includes: an electronic control unit (ECU) 132; a supply line 116 for connection to a pressurised fluid supply (e.g. trailer pneumatic supply 118 from towing vehicle); a control line 124 for connection to a pressure demand (e.g. service brake input 126 from towing vehicle); a modulator valve assembly 113; an electrically operable valve arrangement 134, 122 (or 1136; fig. 2); and a pressure sensor 128 to monitor the control line 124. The valve 134 is operable by the ECU 132 to move between a first state in which the control line 124 is connected to the modulator 113, and a second state in which the supply line 116 is connected to the modulator 113 (e.g. via valve 122). During a testing cycle, the valve 134 is moved to the second state for a predetermined test pulse duration, and the ECU monitors a pressure sensor signal after the test pulse has been applied (e.g. to measure back-flow through the ...

COMPRESSED AIR FEED CIRCUIT MECHANISM FOR A COMPRESSED AIR UNIT IN A COMMERCIAL MOTOR VEHICLE

PRÜFVORRICHTUNG FÜR AUFLAUFBREMSEN

BRAKE ARRANGEMENT AND PROCEDURE FOR THE CONTROLLING OF THE BRAKE TEMPERATURE

SAFETY DRAIN VALVE FOR A COMPRESSED AIR FEED CIRCUIT PLANT FOR VEHICLES AND PROCEDURES FOR THE OPERATION OF SUCH A COMPRESSED AIR FEED CIRCUIT PLANT

PROCEDURE AS A CHECK OF THE ANTI-SKID DEVICE FUNCTION IN A VEHICLE

MOBILE VEHICLE WITH AN ELECTRICAL ACTUATION EQUIPMENT

SYSTEM UND MESSANORDNUNG ZUR BESTIMMUNG EINES BREMSMOMENTS

Die Erfindung betrifft ein Messsystem (1) zur Bestimmung eines Bremsmoments (MB) zwischen einer feststehenden Bremseinrichtung (11) und einem abzubremsenden drehbeweglichen Bremselement (12), insbesondere einer Bremsscheibe, wobei das Messsystem (1) wenigstens ein Piezoelement (2a, 2b) und eine Signalverarbeitungseinrichtung (3) aufweist, wobei das Piezoelement (2a, 2b) in der Weise in einem Kraftfluss zwischen dem Bremselement (12) und einem Gegenlager (13), welches die Bremseinrichtung (11) abstützt, anordenbar ist, dass bei Einwirken einer Kraft in Bewegungsrichtung (B) des Bremselements (12) auf das Piezoelement (2a, 2b) ein Messsignal unter Ausnutzung eines piezoelektrischen Effekts, insbesondere Schereffekts, des Piezoelements (2a, 2b) erzeugt wird, und wobei die Signalverarbeitungseinrichtung (3) dazu eingerichtet ist, auf der Grundlage des Messsignals (S1, S2) das Bremsmoment (MB) in Bezug auf die Bewegungsrichtung (B) des Bremselements (12) zu bestimmen (101).

PARKING BRAKE AND PROCEDURE FOR THE OPERATION THE SAME

Method and brake control for actuating a friction brake

Für eine schnelle und genaue Betätigung einer Reibungsbremse (1) ist vorgesehen, dass anhand eines thermischen Modells (31) der Reibungsbremse (1) die thermische Ausdehnung der Reibungsbremse (1) ermittelt wird und daraus die temperaturabhängige Verschiebung des Kontaktpunktes für den Bremsvorgang ermittelt wird und die temperaturabhängige Verschiebung des Kontaktpunktes bei der Ermittlung des einzustellenden Betätigungsmaßes (BMsoll) der Reibungsbremse (1) berücksichtigt wird.

INSPECTION FIXTURE FOR OVER-RUN BRAKES

PROCEDURE FOR THE SUBSEQUENT TREATMENT OF BRAKE INFORMATION

COMPACT COMBI-CYLINDER WITH MANUAL RELEASE DEVICE

ELECTROMECHANICAL SYSTEM AND PROCEDURE FOR THE RECOGNITION OF FREEZING BEGINNING OF AN ELECTROMECHANICAL SYSTEM

BRAKE ASSEMBLY FOR A WITH A SUPPORTER PNEUMATIC LINKED COMMERCIAL MOTOR VEHICLE AND PROCEDURE FOR THE OPERATION OF SUCH A BRAKE ASSEMBLY IN THE CASE OF DEFECT

ELECTRICAL BREMSSTEUERUNG FOR VEHICLE HOISTS.

Devices, systems and methods for testing traffic accident prevention technology-

Die Erfindung betrifft ein nachgiebiges Zielobjekt zum Testen von VerkehrsunfallVerhinderungstechnologie für ein Testfahrzeug (650). Sie ist dadurch gekennzeichnet, dass das nachgiebige Zielobjekt (600) derart gestaltet ist, dass dieses auf ein von einem Motor angetriebenes dynamisches Bewegungselement (DME) montierbar ist und wenn auf dieses montiert zur Kollision mit einem Testfahrzeug ausgebildet ist, während sich das dynamische Bewegungselement (DME) bewegt, wobei das nachgiebige Zielobjekt (600) versehen ist mit: einer Mehrzahl von Platten (3010, 3020, 1805), welche jeweils eine Gesamtlänge, eine Gesamtbreite, und eine im Wesentlichen gleichförmige Dicke aufweisen, wobei deren Gesamtlänge und Gesamtbreite jeweils mindestens zehnmal größer als deren Dicke ist; die Platten (3010, 3020, 1805) weich und nachgiebig sind und von einem gleichmäßig verteilten Material geformt sind, welches eine Gesamthärte von 100 Shore OO nicht überschreitet; die Platten (3010, 3020, 1805) so gestaltet sind ...

Railcar Handbrake Monitor

A device for monitoring the status of a railcar handbrake having a hand operated handle, which device has a load bearing member configured to be inserted in the linkage of a railcar handbrake system so that the force applied to the brake system passes through the load bearing member. A strain gauge mounted on the load bearing member measures the strain. The information from the strain gauge is indicative of the force applied by the handbrake to the brake and is used to determine the status of the handbrake. Means for determining motion of the railcar is also provided. In one form, if it is determined that the brake is on and the railcar is in motion, information, such as an alarm, is transmitted. A system and method of monitoring a railcar handbrake are also provided.

Power train controller and associated memory device

A power train subsystem for a motorized vehicle and methods of programming such power train controllers of the power train subsystem are disclosed. The power train subsystem may include a power train component, a controller, and a memory device. The controller may be coupled to the power train component to control operation of the power train component. The memory device may include boot code, application software, standard calibration parameters, and custom calibration parameters. The boot code provides an environment upon which the application software executes per the standard calibration parameters and custom calibration parameters. The standard calibration provides parameters which configure the controller for a range of vehicular applications. The custom calibration parameters provide parameters which configure the controller for a particular vehicular application in the range of vehicular applications.

Motor vehicle braking system having a hydraulically actuated service braking system and an electormechanically actuated braking system

The invention relates to a motor vehicle brake system having a hydraulically actuatable service brake system and an electromechanically actuatable brake system, including an operating element HMI, in particular for activating a parking brake function, an electronic control device (EPB-ECU) for activating an electromechanical actuator of the electromechanically actuatable brake system, and an electrohydraulic control unit (HECU) associated with a service brake and serving to control or regulate hydraulically implemented service brake functions, driving stability functions and/or braking assistance functions. It is an aim of the invention to contribute to reducing the stress on parts or components of the brake system. It is proposed that an electronically controlled hydraulic pressure conditioning process is carried out in integrated brake calipers after hydraulic actuation of the brake, it being further provided that the electromechanical brake system generates additional application forces only after the hydraulic pressure conditioning process.

Method and device for displacing and storing brake fluid for a hydraulic brake system of a vehicle

In a method for displacing and storing brake fluid for a hydraulic brake system of a vehicle which brake system has at least one hydraulic accumulator, at least one brake booster and at least one brake circuit, the brake booster is configured in such a manner, that even without an action of the driver, actuation of the brake booster allows a volume of brake fluid to be automatically displaced. The brake fluid is displaced into the hydraulic accumulator and stored, by automatic actuation of the brake booster, and at least a portion of the stored brake fluid is emptied by the hydraulic accumulator into the brake circuit as a function of the operating state of the brake system.

Vehicle control apparatus

Disclosed is a vehicle control apparatus which can prevent a drivability of a vehicle from being deteriorated. When an ECU determines that an accelerator is “ON” and a brake is “ON”, the ECU determines whether or not the brake previously depressed is “OFF”. When the ECU determines that the brake previously depressed is “OFF” and that the vehicle is in the reduced speed state, the vehicle control apparatus is operative to execute an engine output reduction control process under the condition that the simultaneous depressions of the accelerator and brake pedals continues for less than 10 seconds and the vehicle speed is not less than 7 km/hr. When the simultaneous depressions of the accelerator and brake pedals continues for no less than 10 seconds, the ECU is operative to make an output reduction prohibition flag “ON” and not to execute the engine output reduction control process until a predetermined time elapses.

Adjustable Simulator Apparatus and Method for Testing Vehicle Components

Various embodiments of an adjustable simulator apparatus for testing vehicle components are disclosed herein. The apparatus can be used to test linearly translatable components, such as transmission or brake components, without connecting them to every cooperating component as they would be in a vehicle. In one embodiment, an adjustable simulator apparatus includes a housing having a bore along a generally longitudinal axis and a first retainer and a second retainer disposed in the housing and spaced apart from one another. At least one of the first and the second retainer is adjustable in its position and a compressible member is disposed between the retainers. The apparatus further includes a piston translatable within the bore and a mechanical stop disposed at least partially within the bore of the housing and extends through the second end of the compressible member.

STROKE SENSOR ABNORMALITY DETERMINING APPARATUS

A stroke sensor abnormality determining apparatus includes a stroke sensor for detecting a stroke of a brake pedal by detecting an electric signal that varies in response to the stroke of the brake pedal, a deceleration calculating unit for calculating a total target value, which is correlated with a target deceleration of a vehicle, based on at least the stroke, and an abnormality determining unit for determining whether or not an abnormality of the stroke sensor occurs, based on the electric signal detected by the stroke sensor, the abnormality determining unit being configured so that a signal indicating the abnormality of the stroke sensor can be outputted when the abnormality is determined to have occurred in the stroke sensor. 1. A stroke sensor abnormality determining apparatus , comprising:a stroke sensor configured to detect a stroke of a brake pedal by detecting an electric signal that varies in response to the stroke of the brake pedal;a deceleration calculating means for calculating a total target value, which is correlated with a target deceleration of a vehicle, based on at least the stroke; andan abnormality determining means for determining whether or not an abnormality of the stroke sensor occurs, based on the electric signal detected by the stroke sensor, the abnormality determining means being configured so that a signal indicating the abnormality of the stroke sensor can be outputted when the abnormality is determined to have occurred in the stroke sensor,wherein, when a change in the total target value relative to a change in the stroke is less than or equal to a predetermined threshold value, the abnormality determining means does not output the signal indicating the abnormality of the stroke sensor.2. A stroke sensor abnormality determining apparatus , comprising:a stroke sensor configured to detect a stroke of a brake pedal by detecting an electric signal that varies in response to the stroke of the brake pedal;a deceleration calculating ...

SYSTEMS AND METHODS FOR BUILT IN TEST EQUIPMENT FOR A BRAKE CONTROL SYSTEM

A method is disclosed that comprises severing an I/O channel between a brake system controller and an aircraft component; sending a test signal to the brake system controller; receiving, from the brake system controller, a feedback signal to the test signal; and determining an appropriateness of the feedback signal. A system is disclosed that comprises a brake system controller wrapped in a BITE region, wherein the BITE region comprises a testing module, a safety interlock region having an I/O channel between the brake system controller and another system, and a testing module capable of sending a test signal to the brake system controller. 1. A system comprising:a brake system controller wrapped in a BITE region, wherein the BITE region comprises a testing module; anda safety interlock region having an I/O channel between the brake system controller and another system,wherein the testing module is capable of sending a test signal to the brake system controller.2. The system of claim 1 , wherein the safety interlock region is in electrical communication with the testing module.3. The system of claim 2 , wherein the testing module creates a test script.4. The system of claim 1 , wherein the BITE region reversibly severs an I/O channel between the brake system controller and another aircraft component.5. The system of claim 4 , wherein the severing of the I/O channel is responsive to a weight on wheels signal.6. The system of claim 4 , wherein the severing of the I/O channel is responsive to at least one of a landing gear downlock signal and a throttle position signal.7. The system of claim 1 , wherein the testing module receives a signal from a component of the brake system controller.8. A method comprising:disposing a selectively severable I/O channel between a brake system controller and an aircraft component;coupling the brake system controller with a BITE region, wherein the BITE region comprises a testing module capable of sending a test signal to the brake ...

Friction brake with a resistive sensor

A brake component for retarding a rotor includes a wearable friction segment having a thickness, wherein the friction segment is configured to be pressed into contact with the rotor. The brake component also includes a first resistive sensor having an electric resistance and a feature determinative of the electric resistance. The first resistive sensor is mounted on the friction segment and includes an electric connection for communication with an external device. The feature is configured to wear along with the friction segment thereby increasing the electric resistance of the first resistive sensor. A braking system employing the friction brake component to retard rotation of a wheel and for decelerating a motor vehicle is also disclosed.

Uphill vehicle orientation adjusted compressor control

A motor controller unit facilitates modifying pressure thresholds for an air compressor motor in a hybrid commercial vehicle as a function of vehicle pitch and comprises a memory that stores computer-executable instructions for modifying compressor cut-in and cut-out pressure thresholds as a function of vehicle pitch, and a processor configured to execute the computer-executable instructions. The instructions comprise monitoring a pitch of the vehicle, and determining that the vehicle is on an uphill grade. The instructions further comprise reducing compressor cut-in and cut-out pressure thresholds for an on-board air compressor motor to conserve state-of-charge until the pitch of the vehicle falls below a predetermined level, and, once the pitch of the vehicle falls below a predetermined percentage of the maximum pitch detected on the uphill grade, increasing the compressor cut-in and cut-out pressure thresholds to increase available braking pressure and brake regeneration opportunities for the vehicle.

PEDAL PROP FOR IMPOSING A LOAD ON A BRAKE PEDAL AND METHOD FOR CHECKING THE SEALING OF ONE OR MORE COMPONENTS OF A HYDRAULIC BRAKE SYSTEM

A pedal prop for imposing a load on a brake pedal, in particular in motor vehicles, in order to apply the pressure necessary during sealing tests on components of the brake system, comprising a movable part, which changes the length of the pedal prop by moving in and out, and a fixed part, wherein the movable part is supported on a point of support on the motor vehicle. According to the invention, an evaluation and control unit is provided as an integrated element, which controls an actuator in order to provide an actuating force, wherein a displacement sensor and a force sensor are provided, by which a travel and an actuating force of the actuator can be sensed. 17.-. (canceled)8. A pedal prop for use in motor vehicles for imposing a load on a brake pedal in order to apply the pressure necessary during sealing tests on components of the brake system , comprising a movable part , which changes a length of the pedal prop by moving in and out , and a fixed part , wherein the movable part is supported on a point of support on the motor vehicle , wherein an evaluation and control unit is provided as an integrated element , which controls an actuator in order to provide an actuating force , and wherein a displacement sensor and a force sensor are provided , by which a travel and an actuating force of the actuator can be sensed.9. The pedal prop as claimed in claim 8 , wherein the actuator is provided as a linear electric cylinder with a linear-motion piston.10. The pedal prop as claimed in claim 8 , wherein the force sensor is arranged between a housing of the actuator and the fixed part.11. The pedal prop as claimed in claim 10 , wherein the displacement sensor is arranged on the housing of the actuator.12. A method for checking the sealing of one or more components of a hydraulic brake system claim 8 , including a brake booster claim 8 , of a master cylinder or of a hydraulic cut-out claim 8 , by the pedal prop as claimed in claim 8 , comprising:a. generation of a ...

Method of controlling a brake system of a vehicle

A method of controlling a brake system of a vehicle. The method may include determining whether an environmental brake pad wear condition is detected that may be indicative of wear of a friction material of a brake pad assembly due to an environmental contaminant.

Method for Monitoring a Brake System and Brake System

A method for monitoring a brake system for motor vehicles. The system can be actuated both by a vehicle driver and independently of the vehicle driver in what is known as a brake-by-wire mode. The hydraulic actuation device can be actuated by means of a brake pedal and has a main brake cylinder to which wheel brakes are connected, at least two brake circuits, a simulation device, which comprises at least one elastic element and gives the vehicle driver a comfortable pedal feeling, an electrically controllable pressure-providing device, which is formed by a cylinder/piston assembly, the piston of which can be actuated by an electromagnetic actuator, wherein the first measurement variable (P) characterizing a position of the piston is detected. The detected measurement value of the first and second measurement variable (S, P) are compared to a predetermined characteristic map of the first and second measurement variables in order to monitor a functional status of the brake system. 1. A method for monitoring a brake system for motor vehicles , which can be controlled in a so called brake-by-wire operating mode both by a vehicle driver and also independently of the vehicle driver , comprising the steps of;{'b': 2', '34', '6', '12', '13', '40', '30, 'providing a hydraulic actuation device () operated by means of a brake pedal () with a brake master cylinder, to which wheel brakes () are connected through at least two brake circuits (, ), and a simulation device () having at least one elastic element () and provides the vehicle driver with a pleasant pedal feel,'}{'b': 3', '46', '47', '3, 'sub': 'DBE', 'providing an electrically controllable pressure generating device (), which is formed by a cylinder-piston assembly, having a piston () which can be operated by an electromechanical actuation device (), detecting a first measurement variable (P) characterizing the pressure of the pressure generating device ()'}{'b': 5', '46', '31', '30, 'sub': DBE', 'DBE', 'DBE, 'providing ...

METHOD OF OPERATING AN ELECTRICALLY CONTROLLABLE BRAKE SYSTEM AND BRAKE SYSTEM WHICH IS OPERATED ACCORDING TO THE METHOD

A method for operating an electrically controllable brake system for a motor vehicle having at least one electrically actuated valve arrangement for setting a pressure difference between a second brake pressure and a first brake pressure, wherein in a first time interval a predetermined first pressure difference is set and an associated first power consumption value of the pump is identified; in a second time interval a predetermined second pressure difference is set and an associated second power consumption value of the pump is identified; a correction value is obtained from the first power consumption value and the second power consumption value; the correction value is taken into account for setting a set-point value for the pressure difference. 1. A method for operating an electrically controllable brake system for a motor vehicle with a master cylinder for generating a first brake pressure , with an electrically driven pump for generating a second brake pressure , and with at least one electrically driven valve arrangement for setting a pressure difference between the second brake pressure and the first brake pressure , wherein:in a first time-interval a predetermined first pressure difference (Δp) is set and an associated first power consumption of the pump is ascertained,in a second time-interval a predetermined second pressure difference is set and an associated second power consumption of the pump is ascertained,a correction value is ascertained from the first power consumption and the second power consumption, andthe correction value is taken into consideration for the purpose of setting a set-point value for the pressure difference.2. A method for operating an electrically controllable brake system for a motor vehicle with wheel cylinders in which a first brake pressure is generated , with an electrically driven pump for generating a second brake pressure , and with at least one electrically driven valve arrangement for setting a pressure difference ...

Method for determining a failure in a service or parking brake in a vehicle, regulating or control unit for carrying out the method, and parking brake having such a regulating or control unit

In a method for determining a failure in a service or parking brake having an electromotive and a hydraulic brake device for generating a clamping force, an error is detected in the hydraulic brake device if an electromotive characteristic of the electric brake motor is outside an admissible value range. 113-. (canceled)14. A method for determining a failure in a service or parking brake having an electromotive brake device , which includes an electric brake motor , and a hydraulic brake device for generating a clamping force , the method comprising:detecting an error in the hydraulic brake device if an electromotive characteristic of the electric brake motor or a variable correlating thereto is outside an admissible value range.15. The method of claim 14 , wherein the current characteristic curve is examined as the electromotive characteristic of the electric brake motor.16. The method of claim 14 , wherein the rotational speed is examined as the electromotive characteristic of the electric brake motor.17. The method of claim 14 , wherein the traveled distance of a brake piston is examined which is acted on by the electric brake motor.18. The method of claim 14 , wherein the advance speed of the brake piston is examined19. The method of claim 14 , wherein the examination of whether a failure is present is carried out during the operation of the hydraulic brake device.20. The method of claim 19 , wherein the operation of the hydraulic brake device is triggered if a characteristic of the hydraulic brake device is outside an admissible value range.21. The method of claim 19 , wherein the operation of the hydraulic brake device is triggered if the vehicle deceleration from a preceding brake operation did not correspond to the braking intention of the driver.22. The method of claim 19 , wherein the operation of the hydraulic brake device is triggered if it is not possible to make available the target clamping force in the parking brake solely via the electromotive brake ...

BRAKE

A method of determining if any usable life remains in a brake component of a brake, the method comprising the steps of using a processor to determine a total number of brake events, and using a processor to determine from the total number of brake events if any usable life remains in the brake component. 1. A method of determining if any usable life remains in a brake component of a brake , the method comprising the steps of: monitoring a single parameter of a brake element during use of the brake, and', 'determining a position of the brake when the parameter has a monitored characteristic that is indicative of the zero instantaneous running clearance position by comparing the monitored characteristic of the parameter with a predetermined characteristic of the parameter which is known to be indicative of the zero instantaneous running clearance position of the brake;, 'determining a zero instantaneous running clearance position of a brake by using a processor to determine a total number of brake events wherein a brake event is defined by an adjustment of a running clearance of the brake or a determination that an adjustment of the running clearance of the brake is required, and', 'using the processor to determine from the total number of brake events if any usable life remains in the brake component., 'the method further including the steps of2. A method as defined in further comprising the steps of providing an actuator which is operable to apply the brake claim 1 , and providing an adjuster mechanism which is operable to adjust the running clearance of the brake.3. A method as defined in wherein the actuator is a mechanically operated actuator.4. A method as defined in wherein the adjuster mechanism is electrically operated.5. A method as defined in wherein the brake component is a brake pad claim 1 , a brake shoe claim 1 , a brake disc or a brake drum.6. A method as defined in including the step of allocating to each brake event a value representative of an ...

Apparatus, System and Method for Tensioning an Emergency Brake System

A brake tensioning system and method are described herein for use on vehicles. The system includes a tool, and the method includes the use of the tool to effectuate tensioning of a brake system conveniently, accurately, and repeatably. 1. A tensioning tool for use in tensioning an emergency brake cable system for a vehicle , the tool being driven by a rotational driver , and the brake system including a rotatable cable end , the tool comprising:a body;a first portion rotatably positioned in the body for engaging the cable end, the first portion including a locking mechanism for receiving the cable end, the locking mechanism movable between at least a first locked position and a second unlocked position; anda second portion movably positioned relative to the body and at least partially external to the body and operably engaging the locking mechanism;wherein upon insertion of a nut into the first portion, movement of the second portion to the second locked position secures the nut in the first portion.2. The tensioning tool of claim 1 , wherein the first portion is fixed in axial position relative to the body.3. The tensioning tool of claim 1 , wherein the first portion comprises an input shaft that rotates relative to the body.4. The tensioning tool of claim 1 , wherein the first portion is an elongated shaft having a front portion and a rear portion claim 1 , the front portion of the shaft including the locking mechanism and defining a recess claim 1 , the rear portion of the shaft extending through a load cell configured to remain substantially stationary relative to the body and operably bear upon a portion of the body when the shaft is engaged with the cable end.5. The tensioning tool of claim 4 , wherein the rear portion of the shaft further extends through a bearing that allows rotation of the shaft relative to the body.6. The tensioning tool of claim 4 , further comprising:a gear operably engaged with a source of rotational movement and non-rotatably engaged ...

Zone driving

A roadgraph may include a graph network of information such as roads, lanes, intersections, and the connections between these features. The roadgraph may also include one or more zones associated with particular rules. The zones may include locations where driving is typically challenging such as merges, construction zones, or other obstacles. In one example, the rules may require an autonomous vehicle to alert a driver that the vehicle is approaching a zone. The vehicle may thus require a driver to take control of steering, acceleration, deceleration, etc. In another example, the zones may be designated by a driver and may be broadcast to other nearby vehicles, for example using a radio link or other network such that other vehicles may be able to observer the same rule at the same location or at least notify the other vehicle's drivers that another driver felt the location was unsafe for autonomous driving.

METHOD FOR TESTING HYDRAULIC BRAKING SYSTEMS IN VEHICLES

A method for testing a hydraulic braking system. The method includes activating a brake master cylinder of the braking system mechatronically, and measuring a set of measured decision ratios pertaining to the distance travelled by the piston of the brake master cylinder to the corresponding pressure developed in the brake fluid. The measured decision ratios are then compared with a set of reference decision ratios. In a case where the measured decision ratios lie within a predetermined range, it is detected that the braking system is correctly filled with the brake fluid. However, in a case where the measured decision ratios lie outside the predetermined range, it is determined that the braking system has not been correctly filled with the brake fluid and some air is present in the brake fluid flow circuit of the braking system. 1. A method for testing a vehicle braking system , the braking system having a brake master cylinder adapted to be activated mechatronically , the method comprising:activating the brake master cylinder;measuring and recording a set of decision ratios related to the brake master cylinder;comparing the measured decision ratios with a set of reference decision ratios stored in a memory unit; anddetermining whether the braking system is correctly or incorrectly filled with brake fluid based on whether the measured decision ratios lie inside or outside the range of reference decision ratios.2. The method of claim 1 , wherein the measured decision ratio is a quotient of the distance travelled by a piston of the brake master cylinder to the corresponding pressure developed in the brake fluid.3. The method of claim 1 , wherein the measured decision ratio is the quotient of the power consumed by an actuator of the brake master cylinder to the distance travelled by a piston of the brake master cylinder.4. The method of claim 1 , further comprising:measuring and recording a plurality of measured decision ratios at different instants;generating an ...

BRAKE FADE DETERMINATION DEVICE, BRAKE FADE DETERMINATION METHOD AND BRAKING SYSTEM

A brake fade determination device determines whether a fade state of a brake device that brakes a wheel of a vehicle is occurring on the basis of the deceleration of the vehicle and the slip amount of the wheel. A braking system includes: the brake device that is able to adjust a braking force that acts on the wheel of the vehicle; and a controller that controls the braking force to control the slip condition of the wheel. The controller determines whether a fade state of the brake device is occurring on the basis of the deceleration of the vehicle and the slip amount of the wheel, and adjusts the amount of increase or decrease in braking force on the basis of whether the fade state is occurring. 117-. (canceled)18. A brake fade determination device comprising a control unit that determines whether a fade state of a brake device that brakes a wheel of a vehicle is occurring on the basis of a deceleration of the vehicle and a slip amount of the wheel of the vehicle , wherein the control unit determines that the fade state is occurring in the case where the slip amount of a front wheel of the vehicle is smaller than or equal to a predetermined slip amount when the deceleration of the vehicle is a first predetermined deceleration.19. The brake fade determination device according to claim 18 , whereinthe control unit determines whether the fade state is occurring when an operation amount for braking the vehicle is larger than or equal to a predetermined operation amount and an operation speed for braking the vehicle is higher than a predetermined operation speed.20. The brake fade determination device according to claim 18 , whereinthe control unit determines that the fade state is occurring when the deceleration of the vehicle at the time when a braking force by which a front wheel of the vehicle locks acts on the front wheel is larger than or equal to a second predetermined deceleration.21. The brake fade determination device according to claim 18 , whereinthe control ...

Method and Device for Operating Compressed-Air Brakes

A method and brake control device, with closed-loop braking intervention control functionality, for operating a vehicle compressed-air brake system includes directly processing data representing at least one pressure measurement of the compressed air, such as the pressure in the brake circuit(s) and/or the system pressure. Brake system leaks can be detected even when the vehicle is operating. 1. A method for operating a vehicle compressed-air brake system having a brake control device and a closed-loop braking intervention control function , the method comprising: using the brake control device , directly receiving and processing data representing at least one pressure measurement of compressed air , including at least one of (i) pressure in at least one brake circuit and (ii) brake system pressure.2. The method as claimed in claim 1 , wherein processing the data includes testing the sealing of at least one of (i) the at least one brake circuit and (ii) at least one brake cylinder.3. The method as claimed in claim 1 , further comprising claim 1 , using the brake control device claim 1 , evaluating at least one of (i) wheel speed sensors claim 1 , (ii) a brake pedal pressure and (iii) a brake pedal position.4. The method as claimed in claim 1 , further comprising correlating the at least one pressure measurement with commands for effecting closed-loop braking intervention control.5. The method as claimed in claim 1 , further comprising claim 1 , detecting whether there is a leak in the compressed-air brake system claim 1 , and when a leak in the brake system is detected using the brake control device to generate a signal for at least one of display and entry in a fault memory.6. The method as claimed in claim 1 , further comprising correlating the at least one pressure measurement with at least one of (i) a status of a compressor claim 1 , (ii) compressor control claim 1 , and (iii) regeneration of an air dryer claim 1 , using information from an electronically ...

VEHICLE BRAKE DEVICE

In a vehicle brake device having a hydraulic pressure sensor for detecting an output value corresponding to the pressure of a fluid pressure adjusted by a master cylinder and a master cylinder pressure calculating unit for storing the output value of the hydraulic pressure sensor at which the pressure of the master cylinder becomes 0 as a zero-point correction value and calculating a master cylinder pressure by correcting the output value of the hydraulic pressure sensor based on the zero-point correction value, the vehicle brake device has a zero-point correction value updating unit for setting, when the output value detected by the hydraulic pressure sensor is smaller than the zero-point correction value stored in the master cylinder pressure calculating unit, the output value as a new zero-point correction value and updating the zero-point correction value. 15-. (canceled)6. A vehicle brake device comprising:a master cylinder configured to adjust a fluid pressure for acting a brake force to respective wheels of a vehicle in response to a brake operation amount of a driver;a pressure sensor configured to detect an output value corresponding to a pressure of the fluid pressure adjusted by the master cylinder; anda pressure calculator configured to store the output value of the pressure sensor at which an actual pressure of master cylinder becomes 0 as a zero-point correction value, and calculate the pressure by correcting the output value detected by the pressure sensor based on the zero-point correction value, whereinwhen the output value detected by the pressure sensor is smaller than the zero-point correction value stored in the pressure calculator, a zero-point correction value updator sets the output value as a new zero-point correction value and updates the zero-point correction value.7. The vehicle brake device according to claim 6 , further comprising:an acceleration sensor configured to detect an acceleration of the vehicle, whereinwhen the acceleration of ...

ELECTRONIC STROKE SENSOR FOR AIR DISC BRAKE

A vehicle brake monitor assembly for an air disk brake includes a brake actuator having a pushrod projecting from inside a chamber of said brake actuator. The pushrod releasably actuates a lever arm of a caliper thereby moving the disk brake into a braking position when the pushrod is in an extended position and releasing the disk brake from the braking position when the pushrod is in a retracted position. The pushrod includes a pushrod shaft and a contact member biased in a telescoping relationship relative to the pushrod shaft and the lever arm of the caliper abuts the contact member counteracting the bias of the contact member. A sensor is integrated with the assembly proximate the contact member and detects movement of the pushrod relative to the lever arm and to the pushrod shaft. 128-. (canceled)29. A method of monitory a condition of a brake actuator used for actuating an air disk brake , comprising the steps of:providing a brake actuator having a pushrod being extensible from said brake actuator for actuating a lever arm of an air disk brake;determining when said brake actuator is operating in a normal condition by sensing a length of telescopic extension of said pushrod from said brake actuator when said brake actuator is known to be operating in a normal condition;identifying a fault condition of said brake actuator by sensing an over-stroke condition by sensing when said pushrod has extended beyond its normal limit, identifying a hanging brake condition by sensing said pushrod has separated from the lever arm when said brake actuator is disposed in a retracted position, and identifying a non-functioning brake condition by sensing when said pushrod has not properly extended to its normal limit.30. The method set forth in claim 29 , wherein said step of sensing a length of telescopic extension of said pushrod is further defined by sensing variation of indicia disposed upon said pushrod correlated to the normal condition claim 29 , the over-stroke condition ...

VEHICLE, IN PARTICULAR A HYBRID VEHICLE

A vehicle has a drive unit driving wheels of a vehicle axle and braking the vehicle via a drive train in drag mode, an electronic control unit measuring actual wheel rotational speeds of the wheels, and a brake booster for reducing the actuating force at the brake pedal. A test unit is assigned to the electronic control unit and performs a plausibility check of the actual wheel rotational speeds in drag mode, wherein the test unit activates during the plausibility check the vehicle brake of one of the vehicle wheels and detects, from the rotational speed behavior of the wheel with a non-activated vehicle brake, whether the measured actual wheel rotational speeds correlate with the actual vehicle speed. A brake booster can be actuated by the test unit during the plausibility check in order to activate the vehicle brake. 110-. (canceled)11. A vehicle , comprising:at least one drive unit configured to drive at least the vehicle wheels of a vehicle axle and to brake the vehicle in drag operation via drive train,an electronic control unit configured to measure as input parameters actual wheel rotation speeds of the vehicle wheels,a brake booster for reducing an actuating force of a brake pedal, anda test unit associated with the electronic control unit and in signal communication with the brake booster, wherein the test unit performs in drag operation a plausibility check of the measured actual wheel rotation speeds and activates a vehicle brake of one of the vehicle wheels based on a result of the plausibility check and detects based on the speed characteristics of another vehicle wheel with a non-activated vehicle brake whether the measured actual wheel rotation speeds correlate with an actual vehicle speed.12. The vehicle of claim 11 , wherein the electronic control unit automatically actuates vehicle brakes in driving mode for providing vehicle dynamics control based on the measured actual wheel rotation speeds.13. The vehicle of claim 12 , further comprising an ...

BRAKE DRIVE AND CONTROL DEVICE FOR DETECTING SHORT CIRCUIT FAILURE OF SWITCHING ELEMENT

A first switching element is connected to one end of a brake and switches from the off state to the on state when a switch command is input to cause a brake drive current to flow through the brake. A second switching element is connected to the other end of the brake and switches from the off state to the on state when the switch command is input to cause a brake drive current to flow through the brake. A voltage detection unit detects a brake voltage being applied to the brake. A switch command delay unit delays the switch command input to the first switching element. A short circuit determination unit determines whether or not a short circuit has occurred in the first switching element based on the brake voltage and the switch command delayed by the switch command delay unit. 1. A brake drive and control device for driving and controlling a brake in order to change a state of the brake from a disengaged state into an engaged state by stopping a brake drive current flowing through the brake that brakes a driven object driven in a gravity axis direction by a motor , comprising:a first switching element connected to one end of the brake and configured to switch from the off state to the on state when a switch command is input to cause a brake drive current to flow through the brake;a second switching element connected to the other end of the brake and configured to switch from the off state to the on state when the switch command is input to cause a brake drive current to flow through the brake;a voltage detection unit configured to detect a brake voltage being applied to the brake;a switch command delay unit configured to delay the switch command input to the first switching element; anda short circuit failure determination unit configured to determine whether or not a short circuit failure has occurred in the first switching element based on the brake voltage and the switch command delayed by the switch command delay unit.2. The brake drive and control device ...

VEHICLE CONTROL APPARATUS AND BRAKE CONTROL APPARATUS

A second ECU determines whether or not there is an abnormality in a hydraulic-pressure sensor in a first cycle based on a detection value of the hydraulic-pressure sensor, and outputs a signal indicating determination of occurrence of the abnormality to a first ECU via signal line when determining occurrence of the abnormality in the sensor. The first ECU receives the detection value of the hydraulic-pressure sensor through communication from the second ECU via the signal line to determine whether or not there is the abnormality in the hydraulic-pressure sensor in a second cycle shorter than the first cycle. When determining that the hydraulic-pressure sensor is abnormal, the first ECU controls driving of an electric actuator based on a braking command from an operation-amount detection sensor without using the detection value of the hydraulic-pressure sensor determined as abnormal. 1. A brake control apparatus , comprising:a first control circuit configured to control a first braking mechanism for generating a braking force for a vehicle;a second control circuit configured to control a second braking mechanism for generating a braking force for the vehicle independently of the first braking mechanism;a hydraulic-pressure sensor configured to be electrically connected to the second control circuit, and configured to detect a hydraulic pressure for calculating a braking force to be generated; anda signal line configured to electrically connect the first control circuit and the second control circuit to each other to allow communication of a detection signal based on a detection value of the hydraulic-pressure sensor, wherein:the second control circuit configured to determine whether or not there is an abnormality in the hydraulic-pressure sensor based on the detection value of the hydraulic-pressure sensor; andthe first control circuit configured to receive the detection signal of the hydraulic-pressure sensor through communication from the second control circuit via ...

BRAKE CONTROL DEVICE AND BRAKE SYSTEM

An object of the present invention is to provide a brake control device and a brake system capable of braking with a shortened braking response when shifting from non-braking to braking. A brake control device includes a command value calculation unit that calculates an operation command value required to make a pressing force by which a brake pad is pressed against a brake disc reach a target thrust value. The command value calculation unit includes: a clearance command calculation unit that calculates a command value required for contact between the brake pad and the brake disc ; and a thrust command calculation unit that calculates a command value required for reaching the target thrust from a state where the brake pad and the brake disc are in contact with each other. When calculating the operation command value from a state where the brake pad and the brake disc are separated, the command value calculation unit calculates the operation command value by integrating the command value calculated from the clearance command calculation unit and the command value calculated from the thrust command calculation unit 1. A brake control device , which is mounted on a brake system at least including a piston that moves in a linear motion direction by rotation of an electric motor , a brake pad that is pressed against a brake disc by the movement of the piston , and a position detection unit that detects a position of the piston , and controls a motion of the piston , comprisinga command calculation unit that calculates an operation command value for making a pressing force by which the brake pad is pressed against the brake disc reach a target thrust value,wherein the command calculation unit includes:a clearance command calculation unit that calculates a command value required for contact between the brake pad and the brake disc; anda thrust command calculation unit that calculates a command value required for reaching a target thrust from a state where the brake pad and ...

SELECTIVE BRAKING OF CARBON BRAKES TO IMPROVE LIFE

A method for active brake selection, in accordance with various embodiments is disclosed. The method comprises detecting an outbound taxiing event for an aircraft. The method further comprises determining whether an inboard or outboard brake has less wear than a respective inboard or outboard brake on a respective landing gear. The method may further comprise selecting an inboard or outboard brake to use during the outbound taxiing event. 1. A method for active brake selection , comprising:detecting, by a brake control unit (BCU), an outbound taxiing event in an aircraft;determining, by the BCU, a first inboard wear state of a left landing gear inboard brake and a first outboard wear state of a left landing gear outboard brake;selecting, by the BCU, the left landing gear inboard brake or the left landing gear outboard brake as a selected left landing gear brake for exclusive use during the outbound taxiing event;determining, by the BCU, a second inboard wear state of a right landing gear inboard brake and a second outboard wear state of a right landing gear outboard brake;selecting, by the BCU, at least one of the right landing gear inboard brake or the right landing gear outboard brake as a selected right landing gear brake for exclusive use during the outbound taxiing event.2. The method of claim 1 , further comprising:monitoring, by the BCU, a first temperature of the selected left landing gear brake and a second temperature of the selected right landing gear brake during the outbound taxiing event.3. The method of claim 2 , further comprising:alternating, by the BCU, the selected left landing gear brake to an unselected left landing gear brake if at least one of the first temperature exceeds a predetermined temperature threshold or the selected right landing gear brake to an unselected right landing gear brake if the second temperature exceeds the predetermined temperature threshold.4. The method of claim 1 , wherein the first inboard wear state claim 1 , the ...

ELECTRO-PNEUMATIC TWO-CHANNEL AXLE MODULATOR

An electro-pneumatic two-channel axle modulator () for utility vehicles has a first supply port () for connecting a first compressed air supply () and a second supply port () for connecting a second compressed air supply (), a front axle channel port (), a rear axle channel port (), an electro-pneumatic front axle valve assembly () connected to the first supply port () for controlling a front axle brake pressure (pVA) at the front axle channel port (), and an electro-pneumatic rear axle valve assembly () connected to the second supply port () for controlling a rear axle brake pressure (pHA) at the rear axle channel port (). A first redundancy valve assembly () is connected to the second supply port () for controlling a redundant front axle brake pressure (pVAR) at the front axle channel port (). 11. An electro-pneumatic two-channel axle modulator () for utility vehicles , comprising:{'b': 2', '3', '4', '5, 'a first supply port () for connecting a first compressed air supply () and a second supply port () for connecting a second compressed air supply ();'}{'b': '6', 'a front axle channel port ();'}{'b': '8', 'a rear axle channel port ();'}{'b': 10', '2', '6, 'an electro-pneumatic front axle valve assembly () connected to the first supply port () for controlling a front axle brake pressure (pVA) at the front axle channel port ();'}{'b': 12', '4', '8, 'an electro-pneumatic rear axle valve assembly () connected to the second supply port () for controlling a rear axle brake pressure (pHA) at the rear axle channel port (); and'}{'b': 14', '4', '6, 'a first redundancy valve assembly () connected to the second supply port () for controlling a redundant front axle brake pressure (pVAR) at the front axle channel port ().'}211628. The electro-pneumatic two-channel axle modulator () as claimed in claim 1 , further comprising a second redundancy valve assembly () connected to the first supply port () for controlling a redundant rear axle brake pressure (pHAR) at the rear axle ...

BRAKE CONTROL DEVICE

A brake control device to be applied to a vehicle having a hydraulic brake generating a hydraulic braking force, which is a braking force converted from a fluid pressure to a wheel of the vehicle, and an electric parking brake generating an electric braking force, which is a braking force different from the hydraulic braking force, on the wheel by a wheel brake mechanism driven by a motor. The brake control device includes an electric parking brake controller for determining a current target value, which is a target value of an electric current through the motor, by using a target braking force, and for controlling the electric parking brake by using the current target value. The electric parking brake controller is configured to estimate the fluid pressure in the hydraulic brake by using a current detection value, which is a detection value of an electric current through the motor. 1. A brake control device to be applied to a vehicle , the vehicle having a hydraulic brake capable of generating a hydraulic braking force which is braking force converted from a fluid pressure to a wheel of the vehicle; and an electric parking brake capable of generating an electric braking force which is braking force different from the hydraulic braking force to the wheel and is provided by a wheel brake mechanism driven by a motor ,wherein the brake control device comprises:an electric parking brake controller for determining a current target value which is a target value of an electric current through the motor, by using a target braking force, and for controlling the electric parking brake by using the current target value,wherein the electric parking brake controller is configured:to estimate the fluid pressure in the hydraulic brake by using a detection current which is a detection value of an electric current through the motor.2. The brake control device according to claim 1 , wherein a predetermined threshold for the current detection value through the motor is set in the ...

BRAKE MONITORING SYSTEM FOR HEAVY VEHICLES

A brake monitoring system for use on a motor vehicle includes a sensor connected to each brake actuator shaft on the motor vehicle for monitoring the position and travel of the brake actuator and for generating and transmitting a brake condition signal; a data processor carried in an axle box associated with each axle and connected to sensors associated with brakes for the axle for receiving, interpreting, storing, and upon request, transmitting the brake condition signal, wherein each data processor includes an auto-address mechanism to identify its position on the vehicle; and a master station, wherein said master station includes a display for identifying a particular vehicle brake, a quantitative indication of the travel on the brake actuator shaft associated with the particular brake, and wherein said visual indicating devices which are indicative of said safety condition of a particular brake. 1. A brake monitoring system for a heavy vehicle , the brake monitoring system comprising:a brake sensor configured to collect brake sensor data;a data collector for collecting brake sensor data during a brake event, wherein the data collector is selectively calibrated; andan on-board vehicle display unit having a plurality of user interfaces, where the user interfaces are configured to graphically display one or more of brake adjustment status, brake timing for a side-to-side comparison from a left side of the vehicle to a right side of a vehicle and from back to front.2. The brake monitoring system of claim 1 , further comprising user alerts.3. The brake monitoring system of claim 2 , wherein the user alerts indicate safe operating conditions of the air brake system by determining Out-Of-Service condition.4. The brake monitoring system of claim 1 , wherein the user interfaces display an indication of a travel on a brake actuator shaft associated with a particular brake.5. The brake monitoring system of claim 1 , wherein the user interfaces display a graphic percentage ...

METHODS AND SYSTEMS FOR BRAKE PAD LIFE DETERMINATION

An exemplary method for performing a brake pad life determination includes providing a brake assembly, including a brake pad position sensor, providing a control system comprising a controller electronically connected to the brake assembly, receiving sensor position data from the brake pad position sensor, determining whether the sensor position data satisfies a first acceptance criterion, if the sensor position data satisfies the first acceptance criterion, performing statistical analysis of the sensor position data to determine a standard deviation and a mean of the sensor position data, determining whether the sensor position data satisfies a second acceptance criterion, and if the sensor position data satisfies the second acceptance criterion, determining a brake pad life estimate. 1. A method for performing a brake pad life determination , the method comprising:providing a brake assembly, including a brake pad position sensor;providing a control system comprising a controller electronically connected to the brake assembly;receiving, by the controller, sensor position data from the brake pad position sensor;determining, by the controller, whether the sensor position data satisfies a first acceptance criterion;if the sensor position data satisfies the first acceptance criterion, performing, by the controller, statistical analysis of the sensor position data to determine a standard deviation and a mean of the sensor position data;determining, by the controller, whether the sensor position data satisfies a second acceptance criterion; andif the sensor position data satisfies the second acceptance criterion, determining, by the controller, a brake pad life estimate.2. The method of claim 1 , further comprising providing a vehicle sensor configured to measure a vehicle lateral acceleration claim 1 , and wherein determining whether the sensor position data satisfies the first acceptance criterion comprises determining whether the vehicle lateral acceleration data is ...

SYSTEM AND METHOD FOR DETERMINING WATER CONTENT IN BRAKE FLUID

A brake system for a vehicle including: a brake caliper; a brake fluid container connected to a brake pipe; a brake hose connecting the brake pipe to the brake caliper; a refractometer arranged in the proximity of the brake caliper and configured to measure a refraction of the brake fluid at the brake caliper; a temperature sensor arranged in the proximity of the refractometer and configured to measure a temperature of the brake fluid in the proximity of the brake caliper; and a control unit configured to determine a water content of the brake fluid based on the measured refraction and the measured temperature. 1. A brake system for a vehicle , comprising:a brake caliper;a brake fluid container connected to a brake pipe;a brake hose connecting the brake pipe to the brake caliper;a refractometer arranged in the proximity of the brake caliper and configured to measure a refraction of the brake fluid at the brake caliper;a temperature sensor arranged in the proximity of the refractometer and configured to measure a temperature of the brake fluid in the proximity of the brake caliper; anda control unit configured to determine a water content of the brake fluid based on the measured refraction and the measured temperature.2. The brake system according to claim 1 , wherein the refractometer is arranged in a connector connecting the brake hose to the brake caliper.3. The brake system according to claim 1 , wherein the refractometer is arranged in a portion of the brake hose adjacent to the brake caliper.4. The brake system according to claim 1 , wherein the refractometer is arranged within the brake caliper.5. The brake system according to claim 1 , wherein the refractometer is arranged in the brake pipe.6. The brake system according to claim 1 , wherein the refractometer is arranged in a connection between the brake pipe and the brake hose.7. The brake system according to claim 1 , wherein the temperature sensor is arranged in an integrated sensor module together with the ...

METHOD AND A SYSTEM FOR ESTIMATING THE WATER CONTENT OF BRAKE FLUID IN A BRAKE SYSTEM

A method for estimating water content of brake fluid in a brake system including brake calipers and a brake fluid container, the brake calipers and the container each including a sensor configured to detect a water content of the brake fluid, the method including: arranging the brake system in a controlled environment; for a predetermined time period, exposing the brake system to a controlled temperature and humidity such that an increase in water content in the brake fluid is accelerated; determining the water content of the brake fluid in the brake fluid container and in each brake caliper as a function of time; and based on the determined water content as a function of time, establishing a model describing the relation between the water content of brake fluid in a brake caliper and the water content in the brake fluid in the brake fluid container. 1. A method for estimating a water content of brake fluid in a brake system comprising a plurality of brake calipers and a brake fluid container , each of the plurality of brake calipers and the brake fluid container comprising a sensor configured to detect a parameter indicative of the water content of the brake fluid , the method comprising:arranging the brake system in a controlled environment;for a predetermined time period, exposing the brake system to a controlled air temperature and air humidity for a predetermined period of time such that an increase in water content in the brake fluid is accelerated in comparison to an increase in water content during normal operating conditions of a vehicle;determining the water content of the brake fluid in the brake fluid container and in each brake caliper as a function of time during the predetermined time period; andbased on the determined water content as a function of time, establishing a model describing the relation between the water content of brake fluid in a brake caliper and the water content in the brake fluid in the brake fluid container.2. The method according ...

Method for Determining the Braking Force in an Electromechanical Brake Device Having an Electric Brake Motor

In the case of a method for determining the braking force in an electromechanical brake device having a brake motor, the braking force is determined from a prevailing load current that is determined from the difference between the measured motor current and the calculated switch-on current. 1. A method for determining a braking force in an electromechanical brake device having an electric brake motor configured to urge a brake piston against a brake disc , the method comprising:determining a prevailing load current from a difference between a measured prevailing motor current of the brake motor and a calculated switch-on current; anddetermining a braking force from the prevailing load current, in response to a brake lining on the brake piston lying against the brake disc at a point in time in which the brake motor is switched on.2. The method according to further comprising:calculating the switch-on current as a function of a motor time constant.4. The method according to claim 2 , the calculating the switch-on current further comprising:calculating the switch-on current using a recursive algorithm based on the motor time constant.6. The method according to further comprising:determining an initial value of the switch-on current at the point in time zero in the recursive algorithm based on a falling edge of the switch-on current.7. The method according to further comprising:calculating a motor resistance and a motor constant during a preceding procedure of switching on the brake motor to create a movement of the brake piston toward the brake disc.8. The method according to further comprising:providing braking force with the electromechanical brake device according to the the determined braking force.9. A control device for controlling adjustable components of an electromechanical brake device having an electric brake motor configured to urge a brake piston against a brake disc claim 1 , the control device being configured to:determine a prevailing load current from ...

BRAKE CHAMBER STROKE SENSOR

A brake chamber includes a chamber housing having an end, a push rod configured for reciprocal movement in the chamber housing in a first direction and a second direction over a stroke distance, a return spring disposed in the chamber housing configured to urge the push rod in the second direction and a sensor assembly having a sensor and a magnet movable relative to the sensor with movement of the push rod. The sensor is configured to detect a magnetic field strength of the magnet and output sensor data representative of the detected magnetic field strength. The sensor assembly is configured to determine a position of the push rod based on the sensor data over the entire stroke distance. 1. A brake chamber comprising:a chamber housing having an end;a push rod configured for reciprocal movement in the chamber housing in a first direction and a second direction over a stroke distance;a return spring disposed in the chamber housing configured to urge the push rod in the second direction; anda sensor assembly comprising a sensor and a magnet movable relative to the sensor with movement of the push rod,wherein the sensor is configured to detect a magnetic field strength of the magnet and output sensor data representative of the detected magnetic field strength, andwherein the sensor assembly is configured to determine a position of the push rod based on the sensor data over the entire stroke distance.2. The brake chamber of claim 1 , wherein the sensor is positioned at the end of the chamber housing and the magnet is disposed on the push rod plate.3. The brake chamber of claim 1 , wherein the sensor assembly is positioned at the end of the chamber housing and the return spring is seated on the sensor assembly.4. The brake chamber of claim 3 , wherein the sensor assembly further comprises:a top plate;a base plate; andat least one resilient member disposed between the top plate and the base plate.5. The brake chamber of claim 4 , wherein the magnet is disposed on the top ...

SYSTEM AND METHOD FOR VALIDATING OPERATION OF SECONDARY BRAKING SYSTEM OF A VEHICLE

A method is disclosed for validating operation of a secondary braking system (SBS) of a vehicle having a plurality of brakes, by controlling the SBS and a primary braking system (PBS) of the vehicle. The method may involve using the PBS to generate a first predetermined target braking pressure in the PBS for at least a first one of the brakes, while using the SBS to generate a second predetermined target braking pressure in the SBS for at least a second one of the brakes. Actual and anticipated performance characteristics of a braking component associated with the vehicle are then observed and compared, and from the comparison a determination is made whether the SBS is operating properly. 1. A method for validating operation of a secondary braking system (SBS) of a vehicle having a plurality of brakes , by controlling the SBS and a primary braking system (PBS) of the vehicle , the method comprising:using the PBS to generate a first predetermined target braking pressure in the PBS for at least a first one of the brakes;using the SBS to generate a second predetermined target braking pressure in the SBS for at least a second one of the brakes, while maintaining the first predetermined target braking pressure in the PBS, the second predetermined target braking pressure being higher than the first predetermined target braking pressure;observing an actual performance characteristic associated with a braking component of the vehicle;comparing the actual performance characteristic with an anticipated performance characteristic of the braking component; andwhen the actual performance characteristic is approximately equal to the anticipated performance characteristic, determining that the SBS is operating properly, and when the actual performance characteristic is not approximately equal to the anticipated performance characteristic, determining that the SBS is not operating properly.2. The method of claim 1 , wherein comparing the actual performance characteristic with an ...

ELECTRIC AND FLUID PASSAGE DUCT FOR CONTROLLING A SEAL IN A VEHICLE BRAKE

An electromagnetic brake actuator for a vehicle. The actuator includes a motor, a casing defining an inner space containing the motor, and an electric connector leading to outside of the actuator. The actuator includes a duct in which an electric conductor is placed, which electrically connects the motor to the electric connector. The duct is configured to allow fluid to pass between the electric connector and the inner space, through the electric connector. 18-. (canceled)9. An electromechanical brake actuator for a vehicle , comprising:a motor;a casing delimiting an inner space enclosing the motor;an electric connector opening outwardly of the actuator;a duct provided in a wall of the casing, wherein an electric conductor is located in the duct, wherein the electric conductor electrically connects the motor to the electric connector;wherein the duct is configured to allow fluid to circulate in a space delimited by the electric conductor and by the wall of the casing, through the electric connector and between the electric connector and the inner space.10. The actuator according to claim 9 , wherein the electric connector is configured to be connected to a complementary electric connector claim 9 , wherein the electric connector is configured to be fluid tight when connected to the complementary electric connector.11. A brake caliper comprising:a caliper body; and{'claim-ref': {'@idref': 'CLM-00009', 'claim 9'}, 'an actuator according to ;'}wherein the casing comprises a mounting surface to tightly couple the actuator to the caliper body.12. The brake caliper according to claim 11 , wherein the caliper body is a floating caliper body.13. The brake caliper according to claim 11 , further comprising a seal between the actuator and the caliper body claim 11 , wherein the duct is configured to test fluid tightness between the actuator and the caliper body.14. A method for checking tightness of a brake caliper according to claim 11 , comprising:connecting the duct to a ...

BRAKE COMPONENT MEASUREMENT TOOL

A tool for measuring dimensions of disc brake components has an elongated first member. The elongated first member has a first tip extending transversely from the first member. The first tip has a first projection at an end portion of the first tip. An elongated second member is relatively movable to first member. The second member has a second tip extending transversely from the second member in the same direction as the first tip of the first member. The second tip has a second projection at an end portion of the second tip and extends in a direction towards the first projection. First indicia are provided on the first and second members to indicate the relative distance between the first and second projections when measuring an object located between the first and second projections. Second indicia are provided on the first and second members to indicate the relative distance between surfaces of the first and second tips when measuring spaced apart objects located outside of the first and second projections. 1. A tool for measuring dimensions of disc brake components , the tool comprising:an elongated first member having a first tip extending transversely from the first member, the first tip having a first projection at an end portion of the first tip;an elongated second member engaged with, and relatively movable to, the first member, the second member having a second tip extending transversely from the second member in the same direction that the first tip of the first member extends, the second tip having a second projection at an end portion of the second tip;first indicia on the first and second members to indicate a first relative distance between surfaces of the first and second tips when measuring an object located between the first and second projections; andsecond indicia on the first and second members to indicate a second relative distance between the first and second projections when measuring spaced apart objects located outside of the first and ...

SYSTEMS AND METHODS FOR MEASURING BRAKE WEAR

A system for determining brake wear based on hydraulic fluid volume may comprise a brake actuator and a fluid supply line fluidly coupled to the brake actuator. The brake actuator may include a brake ram configured to translate in response to changes in fluid pressure in the brake actuator. A piston may be fluidly coupled between a first portion of the fluid supply line and a second portion of the fluid supply line. The piston may include a cylinder and a ram configured to translate within the cylinder. A first sensor may be operably coupled to the piston. 1. A system for determining brake wear based on fluid volume , comprising:a brake actuator including a brake ram configured to translate in response to changes in fluid pressure in the brake actuator;a fluid supply line fluidly coupled to the brake actuator;a piston fluidly coupled between a first portion of the fluid supply line and a second portion of the fluid supply line, the piston including a cylinder and a ram configured to translate within the cylinder; anda first sensor operably coupled to the piston.2. The system of claim 1 , wherein the first sensor is configured to output a detection signal in response to the ram being located within a field of view of the first sensor.3. The system of claim 2 , wherein the first sensor is coupled to the cylinder.4. The system of claim 3 , further comprising a second sensor coupled to the cylinder claim 3 , the second sensor being located closer to the second portion of the fluid supply line as compared to the first sensor.5. The system of claim 4 , further comprising a display electrically coupled to the first sensor and the second sensor.6. The system of claim 1 , wherein the first sensor is coupled to the ram claim 1 , and wherein the first sensor comprises a linear variable differential transformer.7. The system of claim 1 , wherein the ram is configured to contact a floor of the cylinder and block a flow of fluid to the second portion of the fluid supply line in ...

OPPOSED HIGH PRESSURE HYDRAULIC SYSTEM

Braking systems and methods having above atmospheric pressure applied to the working hydraulic fluid of the braking system. In certain preferred arrangements, the braking system includes at least one source of pressure, which pressurizes a fluid. The pressurized fluid acts on respective pressure surfaces of the master plunger(s) and the slave piston(s) that are opposite the active or working surfaces of the master plunger(s) and the slave piston(s). 1. A pressurized brake system , comprising:a master cylinder at least partially defining a master chamber;a master plunger that slides within the master cylinder, the master plunger having a master plunger active face facing the master chamber and a master plunger pressure face opposite the master plunger active face;a master reservoir housing at least partially defining a master reservoir chamber, wherein the master reservoir chamber is selectively put in fluid communication with the master chamber;a slave cylinder at least partially defining a slave chamber;a slave piston that slides within the slave cylinder, the slave piston having a slave piston active face facing the slave chamber and a slave piston pressure face opposite the slave piston active face, wherein the master chamber is in fluid communication with the slave chamber such that movement of the master plunger results in hydraulic movement of the slave piston;at least one remote reservoir defining a remote pressure chamber, wherein fluid pressure from the remote pressure chamber acts on the master plunger pressure face of the master plunger and the slave piston pressure face of the slave piston.2. The pressurized brake system of claim 1 , wherein the at least one remote pressure reservoir comprises a first remote pressure reservoir and a second remote pressure reservoir claim 1 , wherein pressure from the first remote pressure reservoir acts on the pressure face of the master plunger and pressure from the second remote pressure reservoir acts on the pressure ...

SYSTEMS, APPARATUSES, AND METHODS FOR MONITORING PRESSURE IN A HYDRAULIC SYSTEM

A method, system, and apparatus to determine a malfunction or an abnormal pressure condition in a hydraulic system over a time period are provided. The method, system, and apparatus include monitoring hydraulic accumulator charge time, hydraulic accumulator discharge time, and hydraulic pump pressure over the time period, and determining whether the monitored hydraulic accumulator charge time, hydraulic accumulator discharge time, and hydraulic pump pressure are within respective predetermined ranges. A maintenance notification is output responsive to at least one of the monitored hydraulic accumulator charge time, hydraulic accumulator discharge time, and hydraulic pump pressure being outside the respective predetermined ranges during the time period. 1. A mining truck comprising:a first hydraulic system to drive traction wheels of the mining truck;a second hydraulic system to operate a steering system of the mining truck; and a hydraulic brake pump;', 'a hydraulic brake accumulator in fluid communication with the hydraulic brake pump and the braking components of the mining truck;', 'a first sensor to sense pressure characteristics of the hydraulic brake pump;', 'a second sensor to sense pressure characteristics of the hydraulic brake accumulator; and', 'circuitry electrically coupled to the first sensor and the second sensor, and configured to:', 'receive a plurality of signals from the first sensor regarding sensed pressure characteristics of the hydraulic brake pump over a predetermined number of brake actuation cycles, the sensed pressure characteristics of the hydraulic brake pump including information regarding a maximum brake pump pressure for each of the brake actuation cycles,', 'receive a plurality of signals from the second sensor regarding sensed pressure characteristics of the hydraulic brake accumulator over the predetermined number of brake actuation cycles, the sensed pressure characteristics of the hydraulic brake accumulator including information ...

WHEEL END COMPONENT MONITORING SYSTEM AND METHOD

A wheel end component monitoring system includes at least one wheel end component and an aggregator system operably connected to the at least one wheel end component. The wheel end component includes a component body and a sensor assembly configured to detect an input associated with the component body, output sensor data representative of the detected input, and transmit the sensor data. The aggregator system is configured to receive position information for the wheel end component from a user interface, receive identification information for the wheel end component from the wheel end component, associate the position information with the identification information for the wheel end component, receive the sensor data from the wheel end component, associate the sensor data with the position information for the wheel end component, and output the sensor data together with the associated position information for the wheel end component. 1. A wheel end component monitoring system comprising: a component body; and', detect one or more inputs associated with the component body and output sensor data representative of the detected input; and', 'transmit the sensor data; and, 'a sensor assembly configured to], 'at least one wheel end component comprising receive position information for the at least one wheel end component from a user interface;', 'receive identification information for the at least one wheel end component from the at least one wheel end component;', 'associate the position information with the identification information for the at least one wheel end component;', 'receive the sensor data from the at least one wheel end component;', 'associate the sensor data with the position information for the at least one wheel end component; and', 'output the sensor data together with the associated position information for the at least one wheel end component., 'an aggregator system operably connected to the at least one wheel end component and configured to2. The ...

SENSORIZED BRAKE PAD CALIBRATION MACHINES, SYSTEMS, AND METHODS

Various machines, systems, and methods for generating calibration data for a sensorized brake pad are disclosed. In some embodiments, a system includes a fixture, a brake pad retainer, a pressure plate, an actuator and a controller. The actuator applies a pressure to the sensorized brake pad and signals from the pressure sensors are received. Calibration data is generated based on the signals received from the pressures sensors when the pressure is applied to the sensorized brake pad. 1. A machine for determining calibration data for a sensorized brake pad , the sensorized brake pad having pressure sensors configured to detect pressure applied to friction material of the sensorized brake pad , the machine comprising:a fixture;a brake pad retainer supported by the fixture and configured to hold the sensorized brake pad fixed relative to the fixture;a pressure plate configured to contact the friction material of the sensorized brake pad;an actuator supported by the fixture at a first end and connected to the pressure plate at a second end; and an actuator control portion configured to control the actuator to apply a pressure to the pressure plate such that the sensorized brake pad is compressed between the pressure plate and the brake pad retainer,', 'a pressure sensor signal receiving portion configured to receive signals from the pressure sensors when the pressure is applied to the sensorized brake pad, and', 'a calibration data generator configured to generate calibration data based on the signals received from the pressure sensors when the pressure is applied to the sensorized brake pad., 'a controller comprising2. The machine of claim 1 , wherein the actuator is positioned at an angle relative to a rotor-contacting surface such that pressure applied to the sensorized brake pad includes a normal force component and a shear force component.3. The machine of claim 1 , wherein the angle is adjustable.4. The machine of claim 1 , wherein the angle is adjustable within ...

SENSORIZED BRAKE PAD CALIBRATION MACHINES, SYSTEMS, AND METHODS

Various machines, systems, and methods for generating calibration data for a sensorized brake pad are disclosed. In some embodiments, a system includes a fixture, a brake pad retainer, a pressure plate, an actuator and a controller. The actuator applies a pressure to the sensorized brake pad and signals from the pressure sensors are received. Calibration data is generated based on the signals received from the pressures sensors when the pressure is applied to the sensorized brake pad. 1. A method for determining calibration data for a sensorized brake pad that comprises pressure sensors configured to output signals in response to pressure applied to the sensorized brake pad , the method comprising:retaining the sensorized brake pad in a fixture in a calibration machine;applying, with one or more actuators of the calibration machine, pressure to the sensorized brake pad;receiving signals outputted from the pressure sensors while the pressure is being applied to the sensorized brake pad;determining calibration data for the sensorized brake pad based on the signals;storing the calibration data into a memory; andproviding the calibration data to a user for installing in a controller of a vehicle on which the sensorized brake pad is installed.2. The method of claim 1 , wherein the applying of pressure further comprises applying the pressure at a substantially 90 degree angle relative to the friction element of the sensorized brake pad.3. The method of claim 1 , wherein the applying of pressure comprises applying a normal force and a shear force to the sensorized brake pad.4. The method of claim 3 , wherein a ratio of the shear force to the normal force is less than a static coefficient of friction of the friction element of the brake pad.5. The method of claim 3 , wherein the pressure is applied to the brake pad at an angle θ relative to the friction element of the brake pad claim 3 , and wherein the ratio of the shear force over the normal force is equal to about tan θ. ...

REDUNDANT POWER SUPPLY FOR BRAKE SYSTEM

Furthermore, a local control unit for a brake system is described. The control unit serves to actuate an electromechanical brake of the brake system of a wheel and according to one exemplary embodiment has a first connection for a main power supply and a second connection for a generator which is coupled to the wheel and which provides a standby power supply for the control unit. 1: A brake system comprising:two or more wheels, which are each coupled to an electric brake;a local control unit for each of the electric brakes, wherein each of the local control units is configured to actuate a respective electric brake in accordance with a control signal;a central brake control unit which is configured to generate the control signals for the local control units; andan electric generator for each of the wheels, wherein each of the electric generators is coupled to a respective wheels and each of the electric generators is configured to provide a standby power supply at least for a respective local control unit of the respective electric brake of the respective wheel.2: The brake system according to claim 1 ,wherein each of the local control units includes a supply connection for a main power supply.3: The brake system according to claim 1 ,wherein each of the electric generators is electrically connected to the respective local control unit of the respective electric brake of the respective wheel, in order to provide the standby power supply for the respective local control unit in the event that a main power supply is not available.4: The brake system according to claim 1 ,wherein a respective electric generator coupled to a first wheel is configured to be electrically connected to the respective local control unit of the respective electric brake of a second wheel in order to provide a backup power supply for the respective local control unit of the respective electric brake of the second wheel in the event that a main power supply is not available.5: The brake system ...

BRAKING CONTROL SYSTEM FOR AN AIRCRAFT

A braking control system for an aircraft having braking wheels, the braking control system being configured to receive input of signals from sensors representative of a plurality of measured aircraft parameters, and to output a plurality of brake commands to brakes associated with the braking wheels, wherein the braking control system includes a health monitoring system for determining the operability and/or reliability of the sensor signals and/or of the braking wheels, and a task manager for automatically self-reconfiguring the braking control system so as to change the manner in which the braking control system utilises the input signals in the event that the health monitoring system judges a failure of one or more of the braking wheels or sensor signals. Also a method for operating an aircraft having a plurality of braking wheels. 1. A braking control system for an aircraft having a plurality of braking wheels , the braking control system being configured to receive input of sensor signals from sensors representative of a plurality of measured aircraft parameters , and to output a plurality of brake commands to brakes associated with the braking wheels according to a brake torque distribution , wherein the braking control system includes:a health monitoring system configured to determine an operability and/or a reliability of the sensor signals and/or of the braking wheels, anda task manager configured to automatically reconfigure the braking control system so as to change the manner in which the braking control system utilizes the sensor signals in the event that the health monitoring system judges a failure of one or more of the braking wheels or sensor signals and to control a prioritization of the brake torque distribution among the available braking wheels in response to detected events under normal and failure conditions.2. The braking control system according to claim 1 , wherein the aircraft parameters include one or more of: aircraft speed claim 1 , ...

VEHICLE PARKING SYSTEM FAILURE MANAGEMENT

A system includes an autonomous sub-system that includes first and second braking modules. Each of the modules includes a processor and a memory, the memory storing instructions executable by the processor for detecting a fault. The system further includes a brake sub-system programmed to actuate a brake mechanism in response to a signal from the second braking module. The autonomous sub-system is further programmed to select one of the braking modules to provide a signal to the brake mechanism depending on whether a fault is detected. 1. A system , comprising an autonomous vehicle control sub-system , comprising:an autonomous sub-system that includes first and second braking modules, each of the modules comprising a processor and a memory, the memory storing instructions executable by the processor for detecting a fault; anda brake sub-system programmed to actuate a brake mechanism in response to a signal from the second braking module;wherein the autonomous sub-system is further programmed to select one of the braking modules to provide a signal to the brake mechanism depending on whether a fault is detected.2. The system of claim 1 , wherein each of the first and second modules is programmed to receive an indication of the fault from a communications bus having at least a portion that is external to the autonomous sub-system.3. The system of claim 2 , wherein each of the first and second modules is programmed to receive a wakeup notification from one of the communications bus and a second communications bus.4. The system of claim 2 , wherein each of the first and second modules is programmed to send a wakeup notification to the other one of the modules in case of a failure of one of the communications busses.5. The system of claim 1 , further comprising first and second independent power sources claim 1 , wherein the first braking module is connected to the first power source and is programmed to activate brakes of at least one wheel in the vehicle claim 1 , and ...

PEDALLESS ELECTRONICALLY CONTROLLED HYDRAULIC BRAKING SYSTEM WITH REDUNDANT PUMP

A braking system for an autonomous vehicle includes a brake device that is configured to brake a vehicle wheel. A first control system includes a first pump fluidly connected to the brake device via a hydraulic circuit. A second control system includes a second pump fluidly connected to the brake device via the hydraulic circuit. The second pump is fluidly connected in parallel with the first pump. A controller is in communication with the first and second control systems. The controller is configured to detect a fault in the first control system. The controller is configured to command the second pump to pressurize the hydraulic circuit in response to the failure. 1. A braking system for an autonomous vehicle comprising:a brake device configured to brake a vehicle wheel;a first control system including a first pump fluidly connected to the brake device via a hydraulic circuit;a second control system including a second pump fluidly connected to the brake device via the hydraulic circuit, the second pump fluidly connected in parallel with the first pump; anda controller in communication with the first and second control systems, the controller configured to detect a fault in the first control system, and the controller configured to command the second pump to pressurize the hydraulic circuit in response to the failure.2. The braking system according to claim 1 , wherein the first control system includes a first motor coupled to the first pump claim 1 , and a first electronic control unit in communication with the motor to drive the pump.3. The braking system according to claim 2 , wherein the fault relates to the first pump.4. The braking system according to claim 3 , wherein the controller is configured to command the first electronic control unit to activate the second pump in response to the fault.5. The braking system according to claim 2 , wherein the fault relates to the first motor.6. The braking system according to claim 5 , wherein the controller is ...

Telematics Road Ready System

A system for monitoring a trailer having a plurality of light emitting diode devices includes a master control unit attached to an outside surface of the trailer. The master control unit includes a solar panel, a GPS receiver module, a cellular data transceiver module for communicating with a central tracking computer via a cellular data network interfaced to the Internet, and a local wireless network master transceiver module in wireless communication with a plurality of wireless sensors and a light out detection system. A microcontroller is provided for controlling the local wireless network master transceiver module to periodically obtain sensor data from the wireless sensors and light out detection system, and for controlling the cellular data transceiver module to transmit the location and the sensor data to the central tracking computer for storage in the tracking database. 1. A system for monitoring a trailer having a plurality of light emitting diode devices , said system comprising: a solar panel;', 'a GPS receiver module;', 'a cellular data transceiver module for communicating with a central tracking computer via a cellular data network interfaced to the Internet;', 'a local wireless network master transceiver module in wireless communication with a plurality of wireless sensors and a light out detection system; and', 'a microcontroller for controlling said local wireless network master transceiver module to periodically obtain sensor data from said wireless sensors and light out detection system, and for controlling said cellular data transceiver module to transmit said location and said sensor data to a remote user interface;, 'a master control unit attached to an outside surface of the trailer, said master control unit includingwherein said light failure detection system is coupled to the plurality of light emitting diode lighting devices and includes a circuit board, a plurality of lighting circuits, each lighting circuit being coupled to the circuit ...

AUTOMATIC PARKING CONTROL METHOD AND AUTOMATIC PARKING CONTROL APPARATUS FOR VEHICLES

An automatic parking control device includes an automatic parking controller that carries out automatic parking control, and a park-by-wire controller in which a park lock is automatically engaged when automatic parking is completed at a target stopping position by the automatic parking control. The park-by-wire controller determines whether a system abnormality would occur, in which the park-by-wire system does not operate normally during the automatic parking control. The automatic parking controller prohibits the starting of the automatic parking control upon determining that the system abnormality would occur before the automatic parking control is started. 1. An automatic parking control method for a vehicle provided with a park-by-wire system in which a park lock is automatically engaged when automatic parking is completed at a target stopping position using an automatic parking control , the automatic parking control method comprising:determining whether a system abnormality would occur in which the park-by-wire system does not operate normally during the automatic parking control, andprohibiting starting of the automatic parking control upon determining the system abnormality would occur before the automatic parking control.2. The automatic parking control method according to claim 1 , whereinupon determining the system abnormality is a temporary failure that would be resolved over a passage of time, the starting of the automatic parking control is permitted after the temporary failure is resolved.3. The automatic parking control method according to claim 1 , whereinthe system abnormality is a failure in which the park-by-wire system cannot engage the park lock, andthe starting of the automatic parking control is prohibited upon determining an occurrence of the failure in which the park lock cannot be engaged before the automatic parking control is started.4. The automatic parking control method according to claim 3 , whereinthe automatic parking control is ...

Abnormality Diagnostic Device and Abnormality Diagnostic Method for Booster

An abnormality diagnostic device and an abnormality diagnostic method for a booster according to the present invention: determine that a negative pressure sensor operates normally, when an output of the negative pressure sensor changes in response to a decrease in intake pressure; determine that a negative pressure pump operates normally, when the pressure in a negative pressure chamber is decreased by operating the negative pressure pump, and the pressure decrease is determined by the negative pressure sensor determined to be normal; determine that the negative pressure pump is abnormal when the pressure decrease is not determined by the negative pressure sensor; and determine that a negative pressure leakage has occurred, when the pressure in the negative pressure chamber, which has been decreased by the negative pressure pump, is not maintained. 1. An abnormality diagnostic device for a booster including: a negative pressure pump that generates a negative pressure; a negative pressure chamber into which the negative pressure generated by the negative pressure pump and an intake pipe negative pressure of an internal combustion engine are introduced; and a pressure sensor that measures a pressure in the negative pressure chamber , the booster boosting a brake operating force by a negative pressure in the negative pressure chamber ,the abnormality diagnostic device comprising:a first determining unit configured to determine a change in a measured pressure value obtained by the pressure sensor, in a state in which the negative pressure pump is stopped;a second determining unit configured to determine a change in a measured pressure value obtained by the pressure sensor, in a state in which the negative pressure pump is operated; anda diagnosing unit configured to receive a determination result of the first determining unit and a determination result of the second determining unit, to generate abnormality diagnostic information for each of the negative pressure pump ...

ELECTRIC BRAKE, AND CONTROL DEVICE

Provided is an electric brake including: a brake mechanism configured to transmit, based on a braking request, a thrust force generated through drive of an electric motor to a piston configured to move brake pads to be pressed against a disc rotor; and an ECU for rear electric brake configured to control the drive of the electric motor, and to move, in a non-braking state, the piston to a predetermined clearance position at which a clearance between each of the brake pads and the disc rotor is a predetermined amount. The ECU for rear electric brake is configured to drive the electric motor so that a period from generation of the braking request to a start of the pressing of the disc rotor by the brake pads is a predetermined period regardless of a position of the piston at a time when the braking request is generated. 1. An electric brake , comprising:a brake mechanism configured to transmit, based on a braking request, a thrust force generated through drive of an electric motor to a piston configured to move braking members to be pressed against a braked member; anda control device configured to control the drive of the electric motor, and to move, in a non-braking state, the piston to a predetermined clearance position at which a clearance between each of the braking members and the braked member is a predetermined amount,wherein the control device is configured to drive the electric motor so that a period from generation of the braking request to a start of the pressing of the braked member by the braking members is a predetermined period regardless of a position of the piston at a time when the braking request is generated.2. The electric brake according to claim 1 , wherein claim 1 , when the braking request is generated during a period in which the control device is moving the piston to the predetermined clearance position toward a direction apart from the braked member claim 1 , the control device is configured to set the predetermined period to be the same ...

ELECTRIC BRAKE, AND CONTROL DEVICE

An electric brake including: a brake mechanism configured to transmit a thrust force generated through drive of an electric motor to a piston, the piston being configured to move brake pads to be pressed against a disc rotor; a thrust force sensor configured to detect the thrust force transmitted to the piston; and an ECU for rear electric brake configured to control, based on a detection value obtained by the thrust force sensor, the drive of the electric motor in accordance with a brake command. The ECU for rear electric brake is configured to learn, as a reference point of a piston thrust force, a detection value obtained by the thrust force sensor when the electric motor is driven to move the piston in a direction for pressing the piston against the disc rotor in a range in which the brake pads are not in contact with the disc rotor. 1. An electric brake , comprising:a brake mechanism configured to transmit a thrust force generated through drive of an electric motor to a piston, the piston being configured to move brake pads to be pressed against a disc;a thrust force detection unit configured to detect the thrust force transmitted to the piston; anda control device configured to control the drive of the electric motor based on a detection value obtained by the thrust force detection unit,wherein the control device is configured to set, as a reference point of a piston thrust force, a detection value obtained by the thrust force detection unit when the electric motor is driven to move the piston toward a direction for pressing the disc in a range in which the brake pads are not in contact with the disc.2. The electric brake according to claim 1 , wherein the control device is configured to move the piston toward a direction away from the disc claim 1 , and then to move the piston toward the direction for pressing the disc.3. The electric brake according to claim 1 , wherein the control device is configured to move the piston toward the direction for pressing the ...

ELECTRONIC PARKING BRAKE SYSTEM AND CONTROL METHOD THEREOF

Disclosed is an electronic parking brake system including an electronic parking brake provided to provide a clamping force necessary for parking a vehicle by a motor, a warning unit provided to warn a failure of the electronic parking brake, a current sensor provided to detect a current of the motor, and a controller electrically connected to the current sensor, wherein the controller determines whether a clamping force is generated depending on the motor current in a parking operation, counts a clamping force non-generation time when the clamping force is not generated, and warns a suspected failure of the electronic parking brake through the warning unit when the clamping force non-generation time elapses a preliminary failure detection time set shorter than a failure detection time of the electronic parking brake. 1. An electronic parking brake system comprising:an electronic parking brake provided to provide a clamping force necessary for parking a vehicle by a motor;a warning unit provided to warn a failure of the electronic parking brake;a current sensor provided to detect a current of the motor; anda controller electrically connected to the current sensor,wherein the controller determines whether a clamping force is generated depending on the motor current in a parking operation, counts a clamping force non-generation time when the clamping force is not generated, and warns a suspected failure of the electronic parking brake through the warning unit when the clamping force non-generation time elapses a preliminary failure detection time set shorter than a failure detection time of the electronic parking brake.2. The electronic parking brake system according to claim 1 , whereinthe controller determines the preliminary failure detection time as a preset time.3. The electronic parking brake system according to claim 1 , whereinthe controller determines the preliminary failure detection time based on a parking release completion determination time for ...

WEAR VOLUME ESTIMATION DEVICE, WEAR VOLUME ESTIMATION METHOD, AND WEAR VOLUME ESTIMATION PROGRAM

A wear volume estimation device estimates a wear volume of a brake pad of a vehicle. A wear volume function expresses the wear volume as a function of a vehicle speed, a brake pressure, and a brake duration. The wear volume estimation device calculates the wear volume by using the wear volume function. Moreover, the wear volume estimation device estimates a temperature of a contact surface of the brake pad that comes in contact with a brake rotor, and updates temperature history information indicating at least a temperature history of the contact surface based on the temperature of the contact surface. The wear volume estimation device variably sets the wear volume function according to the temperature history of the contact surface indicated by the temperature history information acquired at a time of previous braking. 1. A wear volume estimation device that estimates a wear volume of a brake pad of a vehicle ,the wear volume estimation device comprising:a processor; anda storage configured to store information on a wear volume function that expresses the wear volume as a function of a vehicle speed, a brake pressure, and a brake duration, wherein an information acquisition process acquiring information on the vehicle speed, the brake pressure, and the brake duration, during braking of the vehicle;', 'a wear volume calculation process calculating the wear volume according to the vehicle speed, the brake pressure, and the brake duration by using the wear volume function;', 'a temperature estimation process estimating a temperature of a contact surface of the brake pad that comes in contact with a brake rotor, based on the vehicle speed, the brake pressure, and the brake duration; and', 'a temperature history management process updating temperature history information indicating at least a temperature history of the contact surface, based on the temperature of the contact surface, and, 'the processor is programmed to executein the wear volume calculation process, the ...

METHOD AND SYSTEM FOR DETERMINING THE EFFECTIVENESS OF A BRAKE SYSTEM

Systems and methods are described for monitoring the brake performance of a vehicle. A modeled deceleration of the vehicle may be calculated based on a master cylinder pressure of the vehicle brake system. The modeled deceleration may be compared to a measured deceleration of the vehicle. A notification may be initiated when a difference between the modeled deceleration and the measured deceleration exceeds a threshold.

DETERMINING INTEGRITY OF BRAKING CONTROL SYSTEM

A method of determining the integrity of an electric or hydraulic energy source of a braking control system. The energy source is charged or discharged, and two or more measurements of voltage or hydraulic pressure are taken from the braking control system. A difference between at least two of the measurements is determined in order to determine a change or rate of change in voltage or hydraulic pressure caused by the charging or discharging of the energy source. The integrity of the energy source is determined by checking whether the change or rate of change in voltage or hydraulic pressure meets predetermined criteria. The check may comprise comparing the change or rate of change of the voltage or hydraulic pressure to a threshold—for instance checking whether the change exceeds a threshold, or falls between an upper threshold and a lower threshold. 1. A method of determining the integrity of a braking control system , the braking control system comprising an electric or hydraulic energy source , the method comprising: charging or discharging the energy source; taking two or more measurements of voltage or hydraulic pressure from the braking control system;analysing at least two of the measurements in order to determine a change or rate of change in voltage or hydraulic pressure caused by the charging or discharging of the energy source; and determining the integrity of the system by checking whether the change or rate of change in voltage or hydraulic pressure meets predetermined criteria.2. The method of claim 1 , wherein the energy source is charged and the change or rate of change in voltage or hydraulic pressure is an increase or rate of increase in voltage or hydraulic pressure.3. The method of claim 1 , wherein the energy source is discharged and the change or rate of change in voltage or hydraulic pressure is a decrease or rate of decrease in voltage or hydraulic pressure.4. The method of claim 3 , wherein the energy source is discharged by using it to ...

Determining integrity of braking control system

A method of determining the integrity of an electric or hydraulic braking control system. A reduction rate of a voltage or hydraulic pressure in the braking control system is determined, and the integrity of the braking control system is determined by comparing the reduction rate with a threshold. The braking control system may be an aircraft braking control system, and the method may be performed during flight of the aircraft—typically during cruise.

BRAKE HANDLE FOR EMERGENCY ELECTRIC BRAKING

A brake handle for emergency braking in an emergency electric brake system is disclosed. The emergency electric brake system may comprise a brake control unit (BCU), an electric braking actuating controller (EBAC), and one or more electromechanical brake actuators (EBA). The brake handle may be in direct electronic communication with the EBAC to allow an independent emergency braking input to the EBAC, thus bypassing the BCU in the event of an emergency braking situation. 1. An emergency electric brake system for an aircraft , comprising:a brake handle comprising a displacement sensor configured to detect and measure the displacement of the brake handle, wherein the brake handle is configured to generate a displacement distance data related to the displacement of the brake handle; and a conditioning module configured to receive the displacement distance data from the brake handle, wherein in response to receiving the displacement distance data, the conditioning module is configured to generate an emergency brake signal based on the displacement distance data, and wherein the emergency brake signal comprises a specified brake force; and', 'a control module configured to transmit the emergency brake signal to apply the specified brake force., 'an electric braking actuating controller (EBAC) in direct electronic communication with the brake handle, the EBAC comprising2. The emergency electric brake system of claim 1 , further comprising an electromechanical brake actuator (EBA) in electronic communication with the EBAC.3. The emergency electric brake system of claim 2 , wherein in response to receiving the emergency brake signal from the control module of the EBAC claim 2 , the EBA is configured to apply a braking force in an aircraft brake based on the specified brake force.4. (canceled)5. The emergency electric brake system of claim 1 , wherein the displacement sensor comprises at least one of a linear variable differential transformer (LVDT) sensor or a rotary ...

POSITION SENSING SYSTEM FOR A BRAKING SYSTEM

A position sensing system for a braking system has a rotor and a caliper assembly disposed at least partially around the rotor. The caliper assembly has a fixed mount bracket and a floating portion. At least two brake pads are attached to the floating portion, operable to exert a force against the rotor in response to a force through the floating portion. A first portion is coupled to the fixed mount bracket. A second portion is coupled to the floating portion such that the second portion moves in response to movement of the floating portion. A sensor assembly measures a distance between the first portion and the second portion. A wireless transmitter sends a signal from the sensor assembly to detached electronics, the signal representing the distance measured. 1. A braking system comprising:a rotor;a caliper assembly disposed at least partially around the rotor for exerting a stopping force against the rotor, the caliper assembly having a fixed mount bracket and a floating portion;a sensor assembly for generating a signal indicating a position of the floating portion, the sensor assembly having: a first portion coupled to the fixed mount bracket; and a second portion coupled to the floating portion for movement therewith; anda wireless transmitter for sending the signal from the sensor assembly to detached electronics.2. The braking system of further comprising a microprocessor configured to receive the signal and calculate a value of actual brake pad wear based on the signal claim 1 , wherein the caliper assembly includes at least one brake pad attached to the floating portion.3. The braking system of further comprising a display coupled to the detached electronics for showing the value of actual brake pad wear.4. The braking system of wherein:the first portion includes a sense element that senses a magnetic field and generates the signal; andthe second portion includes a magnet for generating the magnetic field.5. The braking system of wherein:the first portion ...

Disc Brake for a Commercial Vehicle

A disc brake, having a brake caliper which engages over a brake disc, is held on a stationary brake carrier such that it can be displaced axially in relation to the brake disc, and in which brake pads are positioned which, during a braking operation, can be pressed against the brake disc by a brake application device. A device for visual wear detection of brake disc wear and/or brake lining wear is provided, and is configured in such that, for wear detection, a comparison element which extends in the displacement direction of the brake caliper and in an opposed manner with respect to the brake disc is fastened to the brake carrier. The comparison element is of strip-shaped configuration, with continuously planar side surfaces, and has at least one step on the edge side in the displacement direction of the brake caliper. 1. A disc brake for use with a brake disc , wherein brake pads are positioned in the disk brake , the disc brake comprising:a brake caliper configured to straddle the brake disc when in use;a stationary brake carrier on which the brake caliper is mounted so as to be displaceable axially in relation to the brake disc, wherein during a braking operation, the brake pads are pressable against the brake disc via a brake application device; the comparison element extends in a movement direction of the brake caliper and oppositely to the brake disc,', 'the comparison element is secured on the brake carrier, and', 'the comparison element has a strip-shaped configuration, with continuously planar side surfaces, and has at least one step on an edge side of a side surface in the movement direction of the brake caliper., 'a comparison element for visual wear detection of brake pad wear and/or brake disc wear, wherein'}2. The disc brake as claimed in claim 1 , whereina distance from a first step to an end of the comparison element which is free in the direction of movement of the brake caliper corresponds to a maximum permissible amount of wear.3. The disc brake ...

ELECTROMAGNETICALLY ACTUABLE BRAKE DEVICE

An electromagnetically actuable brake device includes: a coil shell, in particular of the solenoid, an armature disk, which is connected to the coil shell in a torque-proof yet displaceable manner, a sensor having a sensor housing, a spring part, and a screwed cable gland. The coil shell has a stepped through bore, the sensor housing of the sensor has a stepped configuration, the screwed cable gland is situated at an end of the bore, in particular is screwed into a threaded section of the bore, the spring part is situated in the bore between the screwed cable gland and the sensor housing, the spring part is braced on a step of the sensor housing on one side and on the screwed cable gland on the other, and the sensor housing is pressed against a step of the bore, in particular by the spring part. 113-. (canceled)14. An electromagnetically actuable brake device , comprising:a coil shell;an armature disk connected to the coil shell in a torque-proof and displaceable manner;a sensor having a sensor housing;a spring part; anda screwed cable gland;wherein the coil shell includes a stepped through bore, a sensor housing of the sensor being stepped, the screwed cable gland situated at an end of the bore, the spring part is arranged in the bore between the screwed cable gland and the sensor housing, one side of the spring part being braced on a step of the sensor housing, an opposite side of the spring part being braced on the screwed cable gland, the sensor housing being pressed against a step of the bore.15. The device according to claim 14 , wherein the sensor and the through bore are located at a greater radial distance from the axis of the shaft to be braked than a coil of a solenoid of the electromagnetically actuable brake device.16. The device according to claim 14 , wherein the bore is covered by the armature disk when the armature disk is resting against the coil shell.17. The device according to claim 14 , wherein a peripheral angular range covered by the armature ...

LOAD DETECTION APPARATUS

A load detection apparatus includes an input member for receiving input of a load, a tubular body having a strain element, a strain detection element fixed to a face of the strain element, a circuit board mounted to oppose the strain detection element in a tube axis direction of the tubular body, and a connection member having a first connection portion to be electrically connected to the strain detection element and a second connection portion to be electrically connected to the circuit board. An attaching portion of the strain detection element to be attached to the first connection portion is provided to oppose the circuit board, and also an attaching portion of the circuit board to be attached to the second connection portion is provided in a face of the circuit board opposite a further face of the circuit board which faces the first connection portion. 1. A load detection apparatus comprising:an input member for receiving input of a load;a tubular body having a strain element configured to generate a strain due to the load inputted to the input member;a strain detection element fixed to a face of the strain element, the face being opposite to another face of the strain element, said another face coming into contact with the input member, the strain detection element being configured to detect the strain generated in the strain element;a circuit board mounted to oppose the strain detection element in a tube axis direction of the tubular body, the circuit board being configured to receive input of detection information of the strain detection element;a connection member having a first connection portion to be electrically connected to the strain detection element and a second connection portion to be electrically connected to the circuit board;an attaching portion of the strain detection element to be attached to the first connection portion being provided to oppose the circuit board; andan attaching portion of the circuit board to be attached to the second ...

Method for Influencing the Kinematic Behavior of a Vehicle

A method for influencing the kinematic behavior of a vehicle, in particular a rail vehicle with at least one friction brake system, wherein a brake effect is generated by pressing at least one first and second friction elements against each other, where to achieve advantageous method conditions, temperatures of at least the first friction element are calculated from at least speed, brake pressure, external temperature of the vehicle and absolute times, and heat conduction through the first friction element and a speed-dependent cooling process of the first friction element are taken into consideration during the calculation, and where the kinematic behavior of the vehicle is influenced based on the calculation such that expensive fitting of the friction brake system with sensors for measuring friction element temperatures can be advantageously omitted, and the thermal state of the friction brake system can still be estimated with a high degree of precision. 111.-. (canceled)12. A method for influencing kinematic behavior of a vehicle having at least one friction brake system , wherein a braking effect being generated by pressing at least a first friction element and a second friction element against each other , the method comprising:calculating at least temperatures of at least the first friction element from information relating to at least a speed, a brake pressure, a surrounding external temperature of the vehicle and absolute times, a heat conduction through the at least first friction element and a speed-dependent cooling of the at least first friction element being taken into consideration during said calculation; andinfluence the kinematic behavior of the vehicle based on the calculation.13. The method as claimed in claim 12 , wherein heat conduction through the second friction element and speed-dependent cooling of the second friction element are taken into consideration when performing the calculation.14. The method as claimed in claim 12 , further ...

METHOD FOR CONTROLLING A DRIVING DYNAMICS CONTROL DEVICE, AND DRIVING DYNAMICS CONTROL DEVICE

A method is provided for controlling a driving dynamics control unit for influencing the braking of wheels of a motor vehicle. The driving dynamics control device having a pump, which includes at least two pump elements for the supply of brake fluid, and an electric motor, which includes a rotor and a stator for driving the pump elements. The method includes the following steps: detecting the position of the rotor relative to the stator, and adjusting an ideal position of the rotor relative to the stator, the sum of the torques for moving the pump elements lying below a predefined torque limit value, in particular being minimal, in the ideal position. 111- (canceled)12. A method for controlling a driving dynamics control device which is configured to influence braking of wheels of a motor vehicle , the driving dynamics control device including a pump which includes at least two pump elements configured to supply brake fluid , and an electric motor which includes a rotor and a stator configured to drive the pump elements , the method comprising the following steps:detecting a position of the rotor relative to the stator; andadjusting an ideal position of the rotor relative to the stator, a sum of torques for moving the pump elements lying below a predefined torque limit value in the ideal position.13. The method as recited in claim 12 , wherein the sum of the torques is minimal in the ideal position.14. The method as recited in claim 12 , wherein the ideal position is determined by generating a predefined counterpressure against the supply of the brake fluid using the pump claim 12 , and detecting the current of the electric motor required to supply the brake fluid against the generated counterpressure by the pump elements claim 12 , the position of the rotor relative to the stator in which the required current for the electric motor lies below a predefined current value being defined as the ideal position.15. The method as recited in claim 14 , wherein the required ...

BRAKE ROTOR PROGNOSIS

Technical solutions are described to for determining thickness of a vehicle brake rotor. An example method includes providing vehicle parameters that identify operating conditions of a vehicle, and using the vehicle parameters to determine work done by a brake of the vehicle as brake-work. Further, the method includes using the brake work to determine brake rotor temperature, and using the brake rotor temperature to determine brake rotor wear. The method further includes accumulating the brake rotor wear to provide an estimation of the thickness of the vehicle brake rotor. 1. A method for determining a thickness of a vehicle brake rotor , the method comprising:providing vehicle parameters that identify operating conditions of a vehicle;using the vehicle parameters to determine work done by a brake of the vehicle as brake-work;using the brake work to determine brake rotor temperature;using the brake rotor temperature to determine brake rotor wear; andaccumulating the brake rotor wear to provide an estimation of the thickness of the vehicle brake rotor.2. The method of claim 1 , wherein the brake rotor wear is an energy-based brake rotor wear claim 1 , and the method further comprising:computing an oxidative brake rotor wear based on a time of exposure of the vehicle brake rotor; andcomputing the brake rotor wear by summing the oxidative brake rotor wear and the energy-based brake rotor wear.3. The method of claim 2 , wherein the oxidative brake rotor wear is computed by scaling the time of exposure of the vehicle brake rotor by a predetermined oxidative wear parameter.4. The method of claim 3 , wherein the predetermined oxidative wear parameter is specific to a material of the vehicle brake rotor.5. The method of claim 1 , wherein providing vehicle parameters includes providing brake rotor friction material claim 1 , brake rotor cooling rate claim 1 , vehicle mass claim 1 , road grade claim 1 , dynamic brake proportioning claim 1 , vehicle weight distribution claim 1 ...

CONTROL DEVICE AND METHOD FOR OPERATING A BRAKE SYSTEM OF A VEHICLE

A control device for a brake system of a vehicle includes an electronic device configured to perform a method including determining, taking into account a specified braking of a driver of the vehicle or of an automatic control system of the vehicle, a first item of information regarding a current usability of a hydraulic device of the brake system and a second item of information regarding a current usability of a brake booster of the brake system, which first target portion of a brake pressure increase is to be provided by the hydraulic device, and which second target portion of the brake pressure increase is to be provided by the brake booster, and controlling the hydraulic device and/or the brake booster so that the first target portion of the brake pressure increase is provided by the hydraulic device and the second target portion is provided by the brake booster. 114-. (canceled)15. A control device for a brake system of a vehicle that includes a hydraulic device and a brake booster , the control device comprising: [ a first target portion of an increase of brake pressure in at least one wheel brake cylinder of the brake system by an amount corresponding to the specified braking that is to be provided by the hydraulic device; and', 'a second target portion of the increase that is to be provided by the brake booster; and, 'determine, based on (a) a specified braking of a driver of the vehicle or of an automatic control system of the vehicle, (b) a first item of information relating to a current usability of the hydraulic device, and (c) a second item of information relating to a current usability of a brake booster of the brake system, 'control at least one of the hydraulic device and the brake booster so that the first target portion is provided by the hydraulic device and the second target portion is provided by the brake booster., 'an electronic device coupled to the hydraulic device and the brake booster, wherein the electronic device is configured to16. The ...

BRAKE CONTROL DEVICE AND BRAKE CONTROL METHOD

There are provided a brake control device and a brake control method capable of estimating a rigidity change due to a temperature change, uneven wear of a brake pad, an inclination of a brake disc, or the like with a low memory load and with high accuracy up to a region with larger thrust than a measurement range. A brake control device controls a braking unit including a friction member pushed on a braking target member, a piston that abuts on the friction member and moves in a linear motion direction by rotation of an electric motor, and a thrust detection unit that detects thrust of the friction member to the braking target member. The brake control device estimates a relation between a piston position being rigidity of the braking unit, and the thrust, based on a first piston range that is a thrust change as a first inclination with respect to the piston position, and a second piston range that is a thrust change as a second inclination different from the first inclination, with respect to the piston position. 1. A brake control device that controls a braking unit including a friction member pushed on a braking target member , a piston that abuts on the friction member and moves in a linear motion direction by rotation of an electric motor , and a thrust detection unit that detects thrust of the friction member to the braking target member ,wherein a relation between a piston position being rigidity of the braking unit, and the thrust is estimated based on a first piston range that is a thrust change as a first inclination with respect to the piston position, and a second piston range that is a thrust change as a second inclination different from the first inclination, with respect to the piston position.2. The brake control device according to claim 1 , wherein the rigidity is estimated based on a difference in position between the first piston range and the second piston range.3. The brake control device according to claim 1 , whereinthe first piston range is ...

BRAKE CONTROL VALVE ARRANGEMENT

An electropneumatic rail brake system configured to provide emergency braking including an emergency magnet valve which controls air flow into an emergency regulator valve, which valve has an emergency back-up chamber. The emergency regulator provides an output pressure nominally equal to the variable load pressure and no lower than the tare back-up. The magnet valve is closed when energized and when de-energized, pressure is allowed into the emergency back-up chamber, Regulation of the brake cylinder pressure continues during an emergency application such that the brake cylinder pressure applied during an emergency stop does not drop below a predetermined level. In the event of power-loss during an emergency brake stop, the nominal emergency brake pressure is applied to the brake cylinders. 1. An electropneumatic brake system for a rail vehicle configured to provide emergency braking , the electropneumatic brake system comprising:brake cylinders for applying a brake force;emergency regulator valve that has an emergency back-up chamber; andan emergency magnet valve which controls air flow into the emergency regulator valve,wherein the emergency regulator valve being is adapted to provide an output pressure nominally equal to a variable load pressure and no lower than a tare back-up setting,wherein the emergency magnet valve is controlled by a first electronic control unit that regulates brake cylinder pressure,wherein the emergency magnet valve is closed when energised,wherein, when the emergency magnet valve is de-energised, pressure is allowed into the emergency back-up chamber,wherein regulation of a brake cylinder pressure by the first electronic control unit continues during an emergency application such that the brake cylinder pressure applied during an emergency stop does not drop below a predetermined level, andwherein, in the event of power-loss during an emergency brake stop, a nominal emergency brake pressure is applied to the brake cylinders.2. The ...

BRAKING DEVICE FOR VEHICLE

The braking device for a vehicle includes an operation judging portion which judges whether or not the operating amount in the increasing stage is equal to or more than a predetermined threshold amount or whether or not an increasing speed of the operating amount in the increasing stage is equal to or more than a predetermined threshold speed and a control portion which selects the first operating mode as the operating mode from a start of the increasing stage until a first timing or a second timing and selects the second operating mode as the operating mode in the increasing stage after the first timing or the second timing and at the same time maintains the drive hydraulic pressure in the increasing stage after the first timing or the second timing. 1. A braking device for a vehicle capable of switching over an operating mode between a first operating mode in which a master piston or a drive piston which drives the master piston is driven by a drive hydraulic pressure based on a hydraulic pressure of a pressure source in response to a detection result of a brake operation by a driver of the vehicle and a second operating mode in which the brake operation by the driver of the vehicle is mechanically transmitted to the master piston , wherein the braking device for the vehicle comprises:an operation judging portion which judges, in a brake stage including an increasing stage where an operating amount of the brake operation by the driver of the vehicle increases from a value of zero and a decreasing stage where the operating amount decreases to the value of zero, whether or not the operating amount in the increasing stage is equal to or more than a predetermined threshold amount or whether or not an increasing speed of the operating amount in the increasing stage is equal to or more than a predetermined threshold speed; anda control portion which selects the first operating mode as the operating mode, at least from a start of the increasing stage until a first timing ...

BRAKE ADJUSTMENT DETECTION USING WSS BASED THERMAL MEASUREMENT

When detecting a maladjusted brake component on a commercial vehicle, wheel end temperature is determined as a function of resistance measured by a wheel speed sensor at a wheel end. The measured temperature is compared to low and high temperature thresholds defined by a thermal model, as well as to one or more other wheel speed sensor temperatures. If the measured temperature is below the low temperature threshold and substantially different than the one or more other wheel speed sensors, the brake is determined to be under-adjusted and brake force at the under-adjusted brake is increased. If the measured temperature is above the high temperature threshold and substantially different than the one or more other wheel speed sensors, then the brake is determined to be over-adjusted, and brake force is reduced or modulated at the over-adjusted brake to prevent overheating. 1. A system that facilitates identifying and compensating for a maladjusted brake component in a commercial vehicle , comprising:a plurality of wheel speed sensor inputs for receiving wheel speed sensor signals from a plurality of associated wheel speed sensors installed at associated wheel ends each comprising a brake component; and receive a resistance value of an individual wheel speed sensor;', 'determine a temperature of the individual wheel speed sensor as a function of the resistance value and ambient temperature;', 'compare the determined temperature to a predefined expected temperature range for the received resistance value;', 'if the determined temperature is not in the predefined expected temperature range, compare the determined temperature to at least one other determined wheel speed sensor temperature;', 'determine that the determined temperature is not within a predefined percentage of the at least one other determined wheel speed sensor temperature;', 'and', 'generate and transmit an adjustment signal to the maladjusted brake component to compensate for the maladjustment., 'a ...

ARBITRATION OF MULTIPLE SYSTEMS USING SHARED COMPONENTS

A brake control system (BCS) may comprise a first controller, a second controller in electronic communication with the first controller, and a valve comprising a first coil and a second coil. The first controller may be configured to actuate the valve via the first coil. The second controller may be configured to actuate the valve via the second coil. The first controller may be configured to disable the second controller to take over control of the valve. 1. A brake control system (BCS) , comprising:a first controller;a second controller in electronic communication with the first controller; a first coil; and', 'a second coil;, 'a valve, comprising, 'a brake control module (BCM) comprisingwherein the valve is controllable via the first coil and the second coil, andthe BCM is in electronic communication with the first controller via the first coil and in electronic communication with the second controller via the second coil.2. The BCS of claim 1 , further comprising a tangible claim 1 , non-transitory memory configured to communicate with the first controller claim 1 , the tangible claim 1 , non-transitory memory having instructions stored thereon that claim 1 , in response to execution by the first controller claim 1 , cause the first controller to perform operations comprising:disabling, by the first controller, the second controller; andcontrolling, by the first controller, the valve, via the second coil.3. The BCS of claim 1 , wherein the first controller comprises an aircraft management system (AMS) claim 1 , and the second controller comprises a brake control unit (BCU).4. The BCS of claim 1 , wherein the second controller is disabled from communicating with the valve in response to the first controller disabling the second controller.5. The BCS of claim 1 , wherein the first controller is hard-wired to the BCM.6. The BCS of claim 1 , wherein the second controller is hard-wired to the BCM.7. The BCS of claim 1 , wherein the first controller is hard-wired to ...

AIRCRAFT BRAKE HEALTH MONITORING SYSTEM AND METHOD

A system method of estimating health of aircraft brake system friction material includes sensing a temperature of the friction material, and supplying the sensed temperature to a processor-implemented thermal model that is configured to estimate friction material temperatures at one or more locations on the friction material. The estimates of friction material temperatures are supplied to a processor-implemented thermal oxidation model that is configured, based on the estimates of friction material temperatures, to estimate friction material loss due to thermal oxidation. Data representative of runway fluid exposure are supplied to a processor-implemented catalytic oxidation model that is configured, based on the runway fluid exposure, to estimate friction material loss due to catalytic oxidation. The health of the friction material is estimated based on the estimates of friction material loss from the processor-implemented thermal oxidation model and the processor-implemented catalytic oxidation model. 1. A method of estimating health of aircraft brake system friction material , comprising the steps of:sensing a temperature of the friction material;supplying the sensed temperature to a processor-implemented thermal model, the processor-implemented thermal model configured to estimate friction material temperatures at one or more locations on the friction material;supplying the estimates of friction material temperatures to a processor-implemented thermal oxidation model, the processor-implemented thermal oxidation model configured, based on the estimates of friction material temperatures, to estimate friction material loss due to thermal oxidation;supplying data representative of runway fluid exposure to a processor-implemented catalytic oxidation model, the processor-implemented catalytic oxidation model configured, based on the runway fluid exposure, to estimate friction material loss due to catalytic oxidation; andestimating the health of the friction material ...

Method for Generating Braking Power by Actuating at Least One Electric Braking Motor in a Vehicle Parking Brake

In a method for generating braking power by actuating at least one electric braking motor in a vehicle parking brake comprising two control devices, in the event of a failure of a first control device/braking motor unit, braking power is generated automatically via a second control device/braking motor unit if the vehicle speed is lower than a threshold value and/or if a characteristic value in the vehicle (e.g. the ignition status) indicates that the vehicle is at or is about to come to a standstill, but preferably only once a defined time interval has elapsed. 1. A method for generating braking power , the method comprising:actuating at least one electric braking motor in a vehicle parking brake of a vehicle, the vehicle parking brake having at least two controllers configured to control at the least one electric braking motor; andautomatically activating, in response to a failure of a first controller-braking motor pair, a second controller-braking motor pair to generate braking power if at least one of (i) one of a vehicle speed of the vehicle and a corresponding driving state variable of the vehicle is less than an assigned limit value, and (ii) a characteristic variable of the vehicle indicates one of an existing vehicle standstill and an imminent vehicle standstill.2. The method as claimed in claim 1 , wherein:a first controller of the at least two controllers and a first electric braking motor of the at least one electric braking motor form the first controller-braking motor pair; anda second controller of the at least two controllers and a second electric braking motor of the at least one electric braking motor form the second first controller-braking motor pair.3. The method as claimed in claim 2 , wherein:the first controller is a master controller and the second controller is a slave controller; andthe master controller is configured to, after evaluation of a vehicle state of the vehicle, forward control information to the slave controller.4. The method ...

VEHICLE BRAKING DEVICE

A brake ECU automatically pressurizes a servo chamber of a master cylinder, and then determines whether a single system failure has occurred in the master system. When the single system failure is detected, a refresh drive is executed so that a fluid pressure chamber provided to the master cylinder is subjected to a negative pressure to cause a brake fluid to forcibly flow from a reservoir into the fluid pressure chamber via a seal member provided inside of the master cylinder and foreign matters caught by the seal member are thus washed out. The brake ECU again automatically pressurizes the servo chamber, determines whether the single system failure has been resolved, and notifies the occurrence of the single system failure when the single system failure has not been resolved. 1. A vehicle braking device comprising:a master cylinder comprising a main cylinder, a master piston drivably housed in the main cylinder, a fluid pressure chamber whose volume changes in response to movement of the master piston, a communication hole formed in the main cylinder so that a reservoir for reserving a brake fluid communicates with an inside of the main cylinder through the communication hole, a seal member made of an elastic material, the seal member provided between an inner peripheral surface of the main cylinder and an outer peripheral surface of the master piston, and the seal member provided between the communication hole and the fluid pressure chamber;a failure detector configured to detect a failure of a master system comprising the master cylinder; anda negative pressure generation controller that, when the failure is detected by the failure detector, moves the master piston to generate a negative pressure in the fluid pressure chamber.2. The vehicle braking device according to claim 1 , further comprising a servo pressure generator configured to supply a servo pressure for moving the master cylinder in a servo chamber formed in the master cylinder claim 1 , irrespective ...

AGV HAVING DYNAMIC SAFETY ZONE

There is provided an automatically guided vehicle (AGV), which is configured to detect if a payload mass differs significantly from a preset payload mass towed and/or carried by the vehicle, and if a payload mass different from the preset payload is detected, the control system of the vehicle is automatically updated to adjust either: i) the speed of the vehicle based on preset safety brake distance information associated with the detected different payload mass; or ii) increase the safety zone or switch to a safer safety zone in order to avoid collision with any obstacles. 1. An automatically guided vehicle (AGV) comprising:wheels;a robot body mounted on the wheels;a scanner or sensor to detect an obstacle inside a safety zone of the AGV, the safety zone being associated with a travel path of the AGV; and receive information from the scanner or sensor relating to the obstacle;', 'calculate a payload or towing mass based on acceleration of the AGV from a stopped state and based on an incline or a decline of ground under the AGV;', 'dynamically set a safety brake distance for the AGV based on the payload or towing mass;', 'detect whether the payload or towing mass has changed; and', a speed of the AGV based on preset safety brake distance information associated with a changed value of the payload or towing mass; or', 'a size of the safety zone in order to avoid collision with the obstacle., 'if the payload or towing mass has changed, automatically adjust at least one of], 'a control system configured to2. The AGV of claim 1 , wherein the control system comprises multiple sub-control systems.3. The AGV of claim 1 , further comprising:a cart attaching mechanism mounted to the robot body for coupling a cart to the vehicle.4. The AGV of claim 1 , wherein the control system is configured to receive the preset safety brake distance information or the size of the safety zone claim 1 , the preset safety brake distance information or the size of the safety zone being received ...

Braking Apparatus for Work Machines and Method of Actuating Said Braking Apparatus

A braking apparatus for work machines has at least two brakes, each having at least one braking circuit. The braking circuits can each be actuated via at least one control valve, and the control valves can be controlled independently of one another. A processing unit, by which the control valves can be controlled or regulated, an operating circuit, via which the braking circuits can be controlled or regulated manually, and at least one pressure supply are provided, and the control valves can be controlled or regulated under predetermined conditions by the processing unit.

Apparatus and Method for Isolating an Intact Portion of a Service Braking Circuit from a Failed Service Brake Wheel End

An apparatus and method for protecting an intact portion of a service brake system from a failed wheel end of a vehicle is provided. A failure in a wheel end is detected by determining an operation state of each of the wheel ends by monitoring parameters including the pressure in a parking brake air supply line. When it is determined that a failed wheel end is present in the service brake system, an antilock braking modulator or a service brake isolation valve is switched to a state in which the failed wheel end is isolated from the rest of the brake system. The service brake of the failed wheel end is disabled, while the service brakes of the other wheel ends are enabled for normal operation including antilock braking. And the parking brake of the failed wheel end is enabled, while the parking brakes of the other wheel ends are disabled to prevent immobilization of the vehicle.

Pump unit of electronic control brake system

Disclosed is a pump unit of an electronic control brake system installed in a bore formed in a modulator block, the pump unit including a motor having a rotating shaft, a carrier having a center portion thereof installed on the rotating shaft, and provided with connecting shafts that are spaced apart from the center portion to both sides by a predetermined interval to be disposed in line with each other, a pressing member installed on each of the connecting shafts, and a first piston pump and a second piston pump each provided with a piston configured to be reciprocated by making contact with an outer circumferential surface of the pressing member according to rotation of the carrier, the first piston pump and the second piston pump disposed in line with each other.

Brake Device

It is an object of the invention to provide a brake device capable of detecting a failure in each of components, by which booster control is performed, at an early stage even during vehicle running. The brake device is configured to discharge brake fluid into a communicating fluid path that connects a fluid path of a primary system and a fluid path of a secondary system, and to control a first communicating valve for restricting a flow of brake fluid from the communicating fluid path to the fluid path of the primary system and a second communicating valve for restricting a flow of brake fluid from the communicating fluid path to the fluid path of the secondary system in respective valve-closing directions, so as to check at least a state of the pump. 1. A brake device comprising: a fluid path of a secondary system equipped with a plurality of wheel cylinders, which are pressurized by a master cylinder pressure produced by a second chamber of the master cylinder;', 'a communicating fluid path configured to connect the fluid path of the primary system and the fluid path of the secondary system;', 'a pump configured to discharge brake fluid into the communicating fluid path;', 'a first communicating valve disposed in the communicating fluid path for restricting a flow of the brake fluid from the communicating fluid path to the fluid path of the primary system;', 'a second communicating valve disposed in the communicating fluid path for restricting a flow of the brake fluid from the communicating fluid path to the fluid path of the secondary system;', 'a reflux fluid path provided between at least one communicating valve of the first communicating valve and the second communicating valve and the pump for returning the brake fluid discharged into the communicating fluid path back to a suction side of the pump; and', 'an electromagnetic valve disposed in the reflux fluid path., 'a fluid path of a primary system equipped with a plurality of wheel cylinders, which are ...

METHODS, SYSTEMS, AND APPARATUS TO TEST A VEHICLE BRAKE SYSTEM

According to one aspect, a method includes receiving, in a dynamometer, brake pedal position information. The brake pedal position information indicates a position of a brake pedal operatively coupled to a vehicle. The method also includes displaying, via a display in communication with the dynamometer, an indication of the position of the brake pedal based on the brake pedal position information. The method further includes determining a brake force generated via a brake of the vehicle when the position of the brake pedal is within a predetermined range of brake pedal positions. 1. A system , comprising:a first diagnostic computing device;a second diagnostic computing device to be in communication with the first diagnostic computing device and a computing device of a vehicle, the second diagnostic computing device to communicate brake pedal position information to the first diagnostic computing device; anda display in communication with the first diagnostic computing device, the display to indicate a position of a brake pedal of the vehicle based on the brake pedal position information.2. The system of further comprising a brake pedal sensor operatively coupled to the vehicle claim 1 , the brake pedal sensor to generate the brake pedal position information.3. The system of claim 1 , wherein the display is configured to display an image indicating the position of the brake pedal relative to a predetermined range of brake pedal positions.4. The system of claim 1 , further comprising a dynamometer including or operatively coupled to the first diagnostic computing device.5. The system of claim 4 , wherein the first diagnostic computing device is configured to control operation of the dynamometer.6. The system of claim 1 , wherein the second diagnostic computing device is a line-end tester.7. The system of claim 1 , further comprising the vehicle.8. A method claim 1 , comprising:receiving, in a dynamometer, brake pedal position information, the brake pedal position ...

SYSTEMS AND METHODS FOR BRAKE CONTROL

A brake system may comprise an inboard brake and an outboard brake. A primary control channel may include a primary outboard (POB) channel coupled to the outboard brake. The primary control channel may include a primary inboard (PIB) channel coupled to the inboard brake. A secondary control channel may include a secondary outboard (SOB) channel coupled to the outboard brake. The secondary control channel may include a secondary inboard (SIB) channel coupled to the inboard brake. The primary control channel may be in communication with the secondary control channel. 1. A brake system , comprising:an inboard brake and an outboard brake;a primary control channel including a primary outboard (POB) channel coupled to the outboard brake and a primary inboard (PIB) channel coupled to the inboard brake; anda secondary control channel including a secondary outboard (SOB) channel coupled to the outboard brake and a secondary inboard (SIB) channel coupled to the inboard brake, wherein the primary control channel is in communication with the secondary control channel.2. The brake system of claim 1 , wherein the primary control channel and the secondary control channel are configured to split control of the inboard brake and the outboard brake.3. The brake system of claim 1 , wherein the inboard brake is configured to receive a command from at least one of the PIB channel or the SIB channel.4. The brake system of claim 1 , wherein the outboard brake is configured to receive a command from at least one of the POB channel or the SOB channel.5. The brake system of claim 1 , further including:an inboard brake control unit (BCU) coupled to the inboard brake, wherein the inboard BCU includes the PIB channel and the SIB channel; andan outboard BCU coupled to the outboard brake, wherein the outboard BCU includes the POB channel and the SOB channel.6. The brake system of claim 5 , wherein the inboard BCU is disposed remotely from the outboard BCU.7. The brake system of claim 5 , wherein ...

Pneumatic trailer brake circuit with breakaway detection and method thereof

A method of detecting a leak in an air trailer brake circuit of a trailer includes providing a controller, a base valve, a first sensor, a second sensor, a leak control valve having a solenoid, a pneumatic fluid supply, a first brake output, and a second brake output. The method further includes supplying a first pressure to an inlet of the base valve and outputting a second pressure from an outlet of the base valve. The first pressure is detected with the first sensor and the second pressure is detected with the second sensor. The method also includes communicating the detected first pressure and the second pressure to the controller, and comparing a difference between first pressure and the second pressure to a threshold. A leak is detected in the air trailer brake circuit if the difference satisfies the threshold.

VEHICLE BRAKE DEVICE

Provided is a brake device capable of detecting abnormality condition of a subject valve without using a wheel pressure sensor and the vehicle brake device includes a valve which is configured to open and close a fluid passage connected to the master chamber and at the same time which is a subject valve for a subject of failure judgement and an abnormality judging portion which is configured to judge whether or not the subject valve is in an abnormal state based on an advancement amount of the master piston accompanying an opening of the subject valve. 1. A vehicle brake device which generates a braking force at a wheel of a vehicle based on a hydraulic pressure generated in a master chamber by a movement of a master piston , comprising:a valve which is configured to open and close a fluid passage connected to the master chamber and at the same time which is a subject valve for a subject of failure judgement; andan abnormality judging portion which is configured to judge whether or not the subject valve is in an abnormal state based on an advancement amount of the master piston accompanying an opening of the subject valve.2. The vehicle brake device according to claim 1 , wherein the vehicle brake device includes an anti-lock brake system having a reservoir claim 1 , into which a brake fluid in a first wheel cylinder of a first wheel of the vehicle and the brake fluid in a second wheel cylinder of a second wheel of the vehicle are discharged;a first inlet valve disposed between the master chamber and the first wheel cylinder;a first outlet valve disposed between the first wheel cylinder and the reservoir;a second inlet valve disposed between the master chamber and the second wheel cylinder; anda second outlet valve disposed between the second wheel cylinder and the reservoir, wherein the vehicle brake device further comprises:a driving portion which is configured to drive the master piston, wherein the abnormality judging portion executes a first control that ...

Brake Cylinder of a Motor Vehicle

A brake cylinder of a motor vehicle, in particular a pneumatically actuatable brake cylinder of a commercial vehicle, includes a first housing part and a second housing part. An actuation tappet actuates a brake lever of a brake application device, which actuation tappet protrudes from a spring chamber of the first housing part. A membrane, which divides an interior bounded by the first housing part and the second housing part into a pressure chamber and the spring chamber, is provided, as well as a return spring for returning the actuation tappet from a braking position to a non-braking position. The return spring is arranged in a loaded manner between a housing bottom of the first housing part and a plate, which is arranged on the spring chamber side of the membrane and is connected to the actuation tappet. The return spring is provided with at least one elongation-measuring element. 1. A brake cylinder of a motor vehicle , comprising:a first housing portion and a second housing portion;an actuation tappet which protrudes from a spring chamber of the first housing portion for actuating a brake lever of a brake application device;a diaphragm which subdivides an inner space which is delimited by the first housing portion and the second housing portion into a pressure chamber and the spring chamber;a restoring spring for restoring the actuation tappet from a braking position into a non-braking position;wherein the restoring spring is arranged so as to be clamped between a housing base of the first housing portion and a plate which is arranged at the spring chamber side of the diaphragm and which is connected to the actuation tappet; andwherein the restoring spring is provided with at least one expansion measurement element.2. The brake cylinder as claimed in claim 1 , wherein the brake cylinder is a pneumatically actuatable brake cylinder of a commercial vehicle.3. The brake cylinder as claimed in claim 1 , wherein the expansion measurement element is constructed as ...

METHOD FOR MONITORING A BRAKE FOR MOTOR VEHICLES, BRAKE SYSTEM FOR IMPLEMENTING THE METHOD, AND MOTOR VEHICLE COMPRISING SAME

A method monitoring a pneumatically actuatable brake for motor vehicles, wherein an air gap of the brake is ascertained using measured position values provided by a brake wear sensor, includes ascertaining a reference position value of the brake wear sensor during unbraked travel, determining multiple value pairs of discrete position values and a current brake pressure P at a same point in time during a braking procedure, ascertaining a characteristic function interpolating the value pairs, determining a characteristic position value according to the characteristic function for a selected brake pressure, and determining an actual value of the air gap by subtracting the reference position value from the characteristic position value. 1. A method for monitoring a pneumatically actuatable brake for motor vehicles , wherein an air gap of the brake is ascertained using measured position values provided by a brake wear sensor , the method comprising:ascertaining a reference position value of the brake wear sensor during unbraked travel;determining multiple value pairs of discrete position values and a current brake pressure P at a same point in time during a braking procedure;ascertaining a characteristic function interpolating the value pairs;determining a characteristic position value according to the characteristic function for a selected brake pressure; anddetermining an actual value of the air gap by subtracting the reference position value from the characteristic position value.2. The method as claimed in claim 1 , wherein a fault is inferred if the air gap of the brake falls below a predetermined lower limiting value or if the detected air gap exceeds a predetermined upper limiting value.3. The method as claimed in claim 1 , wherein the brake wear sensor measures continuously and its measured position values claim 1 , as discrete position values claim 1 , are linked to the particular brake pressure at the same point in time for the determination of the ...

BRAKE CONTROL VALVE ARRANGEMENT

A brake control valve arrangement for controlling application of a braking force includes an electro-pneumatic brake control valve block including a hold valve and a vent valve (PRESSURE CONTROLLER), a main regulator valve (RELAY VALVE) and an emergency and a variable load control pressure regulator. The valve block has an inlet for a brake supply pressure, and an outlet in pneumatic connection with a brake cylinder. A pilot pressure into the main regulator valve from the variable load control pressure regulator is controlled by a remote release solenoid valve (CONTROL CHAMBER VENT MAGNET VALVE). The remote release solenoid valve adapted to vent brake cylinder pressure to atmosphere when de-energized thereby enabling release of the wheel braking force via the main regulator valve. 1. A brake control valve arrangement for controlling application of a braking force in a rail vehicle , the arrangement comprising:an electropneumatic brake control valve block that includes a hold valve and a vent valve, a main regulator valve and an emergency and a variable load control pressure regulator,wherein the valve block has an inlet for a brake supply pressure, and an outlet in pneumatic connection with a brake cylinder for applying braking force,wherein an electronic control unit is provided for controlling actuation of one or more solenoid valves controlling pneumatic flow in the arrangement, andwherein a pilot pressure into the main regulator valve from the variable load control pressure regulator is controlled by a solenoid, which, when de-energised, enables release of the braking force by venting of brake cylinder pressure to atmosphere.2. The brake control valve arrangement of claim 1 , wherein the electronic control unit provides a signal to release the solenoid in response to detection of a fault in the brake control valve arrangement.3. The brake valve arrangement of claim 1 , wherein the arrangement further comprises an inlet for an indirect brake pressure which is ...

SECONDARY BRAKE SYSTEM OF A VEHICLE, AND METHOD FOR CONTROLLING IT

The invention relates to an electronically controllable secondary brake system (), operated by pressure medium, useable as both as a parking brake system and an auxiliary brake system, with spring brake cylinders (, ) arranged on wheel brakes of at least one vehicle axle (), with a directly or indirectly electronically controllable brake control valve (). The brake force of the spring brake cylinder () can be reduced by a feed of pressure medium and can be increased by a discharge of pressure medium, and with an electronic brake control unit () for controlling the brake control valve () dependent on the current value of a brake value signal (SBW). The brake control valve () is configured as a -way proportional valve with a pressure medium inlet, a pressure medium outlet, and a working connector, which is connected via a working line () to the spring brake cylinders. 146462. An electronically controllable secondary brake system ( , ′) of a vehicle () , the secondary brake system operable as both a parking brake system and an auxiliary brake system , the secondary brake system operated by pressure medium and comprising:{'b': 68', '68', '8, 'i': a', 'b, 'spring brake cylinders (, ) arranged on wheel brakes of at least one vehicle axle ();'}{'b': 56', '56, 'a directly or indirectly electronically controllable brake control valve (, ′),'}{'b': 48', '56', '56, 'an electronic brake control unit () that controls the brake control valve (, ′) in a manner that is dependent on the current value of a brake value signal (SBW),'}wherein the brake control valve is a 3/3-way proportional valve with a pressure medium inlet, a pressure medium outlet, and a working connector,wherein the working connector is adjustable continuously between a connection to the pressure medium outlet and to the pressure medium inlet,{'b': 52', '14, 'wherein the pressure medium inlet is connected via a supply line () to a pressure medium source (),'}{'b': '16', 'i': 'b', 'wherein the pressure medium ...

FAILSAFE SYNTHETIC ANGLE GENERATION ALGORITHM FOR AIRCRAFT ELECTRIC BRAKING SYSTEM

A controller for a brake may comprise an error detector configured to determine an error in a motor angular position signal and a synthetic angle generator configured to generate a synthetic motor angular position signal. The controller may control an actuator motor via the synthetic motor angular position signal in response to the error in the motor angular position signal being determined. In various embodiments, the synthetic motor angular position may cause the controller to retract an electromechanical brake actuator. 1. A controller for an electromechanical brake actuator (EBA) , comprising:an error detector configured to determine an error in a motor angular position signal; anda synthetic angle generator configured to generate a synthetic motor angular position signal,wherein the controller controls an actuator motor via the synthetic motor angular position signal in response to the error in the motor angular position signal being detected.2. The controller of claim 1 , wherein the motor angular position signal is replaced with the synthetic motor angular position signal in response to the error being determined.3. The controller of claim 2 , wherein the synthetic motor angular position signal causes the actuator motor to retract the EBA.4. The controller of claim 3 , wherein the EBA is disabled in response to the retraction.5. The controller of claim 4 , wherein the synthetic motor angular position signal comprises a time-varying angular position.6. The controller of claim 5 , wherein the controller is for an electromechanical brake.7. A brake arrangement claim 5 , comprising:an actuator motor;a controller in electronic communication with the actuator motor; anda tangible, non-transitory memory configured to communicate with the controller, the tangible, non-transitory memory having instructions stored thereon that, in response to execution by the controller, cause the controller to perform operations comprising:receiving, by the controller, a motor angular ...

APPARATUS, SYSTEM, AND METHOD FOR USE IN BRAKE CALIPER INSPECTION

A brake caliper inspection apparatus that includes a housing including an interior and a plurality of ports that provide access to the interior. The apparatus also includes a plurality of components each coupled to a port of the plurality of ports. The plurality of components includes a sensor configured to monitor a gauge pressure within said interior, a nozzle configured to channel fluid therethrough, and a viewing dome configured to provide a visual indication of an air-to-fluid ratio within said interior. 1. A brake caliper inspection apparatus comprising: an interior; and', 'a plurality of ports that provide access to said interior; and, 'a housing comprising a sensor configured to monitor a gauge pressure within said interior;', 'a nozzle configured to channel fluid therethrough; and', 'a viewing dome configured to provide a visual indication of an air-to-fluid ratio within said interior., 'a plurality of components each coupled to a respective port of said plurality of ports, said plurality of components comprising2. The apparatus in accordance with claim 1 , wherein said plurality of components are removably coupled to said plurality of ports.3. The apparatus in accordance with claim 1 , wherein said housing comprises flanged side walls at said plurality of ports claim 1 , said plurality of components each comprising a flanged side wall configured to mate with one of said flanged side walls of said housing.4. The apparatus in accordance with further comprising:a seal member positioned between said housing and each of said plurality of components; anda clamp configured to secure said seal member between said housing and each of said plurality of components.5. The apparatus in accordance with claim 1 , wherein said nozzle comprises a first end coupled to said housing claim 1 , and a second end having a threaded attachment feature.6. The apparatus in accordance with claim 1 , wherein said viewing dome comprises a marking configured to define a visual threshold ...

Method and Control Unit for Operating a Brake System of a Vehicle

A method for operating a brake system of a vehicle in a maintenance mode and in a normal mode includes providing a brake pressure in the brake system in the normal mode using a brake pressure generator. The method further includes preventing a provision of a brake pressure by the brake pressure generator in the maintenance mode. 1. A method for operating a brake system of a vehicle in a maintenance mode and in a normal mode , comprising:generating a brake pressure in the brake system in the normal mode using a brake pressure generator; andpreventing the generation of the brake pressure by the brake pressure generator in the maintenance mode.2. The method according to claim 1 , further comprising:querying a switching state of an indicator when generating the brake pressure in the brake system in the normal mode; andactivating the maintenance mode when the switching state of the indicator is active.3. The method according to claim 2 , further comprising:querying the switching state of the indicator when the brake system is in the maintenance mode; anddeactivating the maintenance mode when the switching state of the indicator is inactive.4. The method according to claim 2 , further comprising:setting the switching state of the indicator automatically to active when a diagnostic unit is connected to the brake system; andsetting the switching state of the indicator manually to active when an activation demand is set via a connected diagnostic unit and/or via operating and display elements present in the vehicle.5. The method according to claim 2 , further comprising:setting the switching state of the indicator automatically to inactive when a normal driving mode of the vehicle is detected; andsetting the switching state of the indicator manually to inactive when a deactivation demand is received via a connected diagnostic unit and/or via the operating and display elements present in the vehicle.6. The method according to claim 5 , wherein the normal driving mode is ...

Control System and Method for Controlling an Activation State of a Braking-Torque Assistance System for Reducing Intake of Braking Energy in a Service-Brake System of a Vehicle

A method for controlling an activation state of a braking-torque assistance system for reducing intake of braking energy in a service-brake system of a vehicle includes capturing and evaluating a plurality of demand indications for a startup of the braking-torque assistance system. If the evaluation of the captured plurality of demand indications reveals a demand for the startup of the braking-torque assistance system, a plurality of operating conditions of the service-brake system are captures and evaluated over a monitoring period. If, in turn, the evaluation of the captured plurality of operating conditions reveals that an overheating of the service-brake system is imminent, the braking-torque assistance system is actuated and one or more deactivation conditions of the braking-torque assistance system are checked. If the deactivation conditions are satisfied, the braking-torque assistance system is deactivated. 1. A method for controlling an activation state of a braking-torque assistance system for reducing intake of braking energy in the service-brake system of a vehicle , the method comprising:capturing and evaluating of a plurality of demand indications for a startup of the braking-torque assistance system; and if the evaluation of the captured plurality of operating conditions reveals that an overheating of the service-brake system is imminent, activating the braking-torque assistance system; and checking of one or more deactivation conditions of the braking-torque assistance system; and', 'if the one or more deactivation conditions are satisfied, deactivating the braking-torque assistance system., 'if the evaluation of the captured plurality of demand indications reveals a demand for the startup of the braking-torque assistance system, starting a capture of a plurality of operating conditions of the service-brake system and evaluation of the captured plurality of operating conditions over a monitoring period; and'}2. The method according to claim 1 , ...

ON VEHICLE COMPRESSED AIR SYSTEM LEAK DETECTION

A system for detecting a compressed air system leak. The system includes a first air tank, a second air tank, a pressure sensor, and a controller communicatively coupled to at least one of the pressure sensor. The controller is structured to determine an identifiable event including a requested air use or an unrequested air use, determine a leak rate associated with the identifiable event, compare the leak rate to a leak threshold, and generate a command structured to indicate a compressed air system leak responsive to the leak rate exceeding the leak threshold. 1. An apparatus , comprising: determine an identifiable event associated with a compressed air system;', 'determine a leak rate associated with the identifiable event;', 'compare the leak rate to a leak threshold; and', 'generate a command structured to indicate a compressed air system leak responsive to the leak rate exceeding the leak threshold., 'a compression management circuit structured to2. The apparatus of claim 1 , wherein the compression management circuit is further structured to monitor claim 1 , via a pressure sensor claim 1 , pressure associated with a first air tank and a second air tank of the compressed air system.3. The apparatus of claim 2 , wherein the pressure sensor comprises at least one of a pressure sensor structured for dynamic engagement or a pressure sensor structured for static engagement.4. The apparatus of claim 1 , wherein the compression management circuit is further structured to receive one or more parameters associated with the compressed air system claim 1 , and wherein the identifiable event is determined based on the one or more parameters.5. The apparatus of claim 4 , wherein the one or more parameters comprises at least one of engine operating parameters claim 4 , public parameters claim 4 , or sensor parameters.6. The apparatus of claim 1 , wherein the identifiable event comprises a requested air use or an unrequested air use.7. The apparatus of claim 6 , wherein the ...

METHOD FOR CHECKING A CAPACITY OF A SUPPLY LINE

A method for checking a capacity of at least one supply line for an electrically operated assembly that is coupled electrically via the at least one supply line to an electrical system of an at least partially automated mobile platform. The method includes: ensuring a non-critical operating state of the mobile platform; determining an off-load terminal voltage at an input connection of the assembly, with zero-current supply line; applying a defined current to the supply line of the electrically operated assembly; determining an on-load terminal voltage at the input connection of the assembly, in doing so, the defined voltage being applied to the supply line of the electrically operated assembly; determining a differential voltage between the off-load terminal voltage and the on-load terminal voltage; comparing the differential voltage to a differential-voltage limit value to determine whether the capacity of the electric supply line is sufficient to operate the assembly. 1. A method for checking a capacity of at least one supply line for an electrically operated assembly that is coupled electrically via the at least one supply line to an electrical system of an at least partially automated mobile platform , comprising the following steps:ensuring a non-critical operating state of the mobile platform;determining an off-load terminal voltage at an input connection of the electrically operated assembly, with the supply line currentless;applying a defined current to the supply line of the electrically operated assembly;determining an on-load terminal voltage at the input connection of the electrically operated assembly while the defined current is being applied to the supply line of the electrically operated assembly;determining a differential voltage between the off-load terminal voltage and the on-load terminal voltage; andcomparing the differential voltage to a differential-voltage limit value to determine whether the capacity of the supply line is sufficient to ...

Method for Performing a Function Check on an Electromechanical Brake Device

In the case of a method for performing a function check on an electromechanical brake device having at least one electric brake motor, the motor current is measured at the brake motor and compared with a calculated motor current, wherein an error signal is generated in the event of an inadmissibly high deviation. 1. A method for performing a function check on an electromechanical brake device having at least one electric brake motor configured to generate a braking force in a vehicle , the method comprising:measuring a motor current of the at least one electric brake motor;comparing the measured motor current with a calculated motor current; andgenerating an error signal in response to a deviation between the measured motor current the the calculated motor current exceeding an error tolerance.2. The method according to further comprising:ascertaining the calculated motor current from a difference between a measured motor voltage and a measured control unit voltage of a control unit, the control unit being configured to control the at least one electric brake motor.3. The method according to further comprising:measuring the control unit voltage at a control unit input.4. The method according to claim 1 , wherein the at least one electric brake motor of the electromechanical brake device comprises two electric brake motors claim 1 , the method further comprising:measuring a respective motor current for both of the two brake motors;comparing each respective measured motor current with a respective allocated calculated motor current; andgenerating the error signal in response to a deviation between the respective measured motor current and the respective allocated calculated motor current for at least one of the two brake motors exceeding the error tolerance.5. The method according to claim 1 , wherein the steps of measuring claim 1 , comparing claim 1 , and generating are performed during a brake application procedure of the at least one electric brake motor that ...

Method and Control Device for Avoiding an Overheating of a Brake of a Vehicle

In a method for avoiding an overheating of a brake of a vehicle, in particular of a commercial vehicle and/or a trailer, a first temperature signal and at least a second temperature signal are read in, with the first temperature signal representing a temperature of the brake and/or of a functional part of the brake, and the at least second temperature signal representing at least one additional temperature of at least one additional brake of the vehicle. An error state of the brake is detected using the first temperature signal and the second temperature signal in order to avoid an overheating of the brake. A control device for carrying out the method is also disclosed. 1. A method for avoiding overheating of a brake of at least one of a utility vehicle , a trailer , and both a utility vehicle and a trailer , comprising:reading in a first temperature signal and at least a second temperature signal, wherein the first temperature signal represents a temperature of the brake and/or of a functional part of the brake, and wherein the at least second temperature signal represents at least one further temperature of at least one further brake of the vehicle; anddetermining a fault state of the brake using the first temperature signal and the second temperature signal, in order to avoid overheating of the brake.2. The method as claimed in claim 1 , wherein the brake is arranged on an axle claim 1 , and the at least one further brake is arranged on the same axle or on a further axle.3. The method as claimed in claim 1 , wherein for determining the fault state claim 1 , a temperature difference is determined as a difference between the first temperature signal and the further temperature signal claim 1 , and the fault state is determined if the temperature difference exceeds a difference threshold value.4. The method as claimed in claim 1 , wherein claim 1 , when reading in the first temperature signal claim 1 , an additional temperature signal is read in claim 1 , which ...

Method for Increasing the Operational Safety of Functional Parts of a Vehicle Brake Exposed to Thermal Stress

A method is provided for increasing the operational safety of at least one thermally stressed functional part of at least one vehicle brake, in particular of a commercial vehicle and/or a trailer, and/or for reducing brake wear and/or drive power, wherein the method has the following steps: inputting a temperature signal of the at least one brake, which temperature signal represents at least one temperature of the brake and/or of a functional part of the brake detected by at least one sensor, and inputting a brake request signal and/or brake pressure signal for the at least one brake; determining a thermal error condition by using the temperature signal and the brake requirement signal and/or brake pressure signal; and providing an adapted brake requirement signal and/or adapted brake pressure signal using the determined thermal error condition in order to increase the operational safety of the at least one functional part of the at least one vehicle brake exposed to thermal stress, and/or to reduce the brake wear and/or the drive power. 1. A method for increasing operational reliability of at least one thermally stressed functional part of at least one brake of a vehicle , wherein the method comprises the steps of:(a) reading-in a temperature signal of the at least one brake, which temperature signal represents at least one temperature of the brake and/or of a functional part of the brake which is detected by at least one sensor, and reading-in a braking request signal and/or a brake pressure signal for the at least one brake;(b) determining a thermal fault situation when using the temperature signal and the braking request signal and/or the brake pressure signal; and(c) supplying an adapted braking request signal and/or adapted brake pressure signal using the determined thermal fault situation, in order to increase the operational reliability of the at least one thermally stressed functional part of the at least one brake.2. The method as claimed in claim 1 , ...

METHOD FOR PROVIDING THE APPLICATION FORCE GENERATED BY A PARKING BRAKE

In a method for providing the application force generated by a parking brake, which is at least partially generated by an electromechanical brake device having an electric brake motor, a retensioning process is terminated in the event that (i) the motor current exceeds a limit value or (ii) the rotational speed of the motor drops below a limit value. 114-. (canceled)15. A method for providing an application force generated by a parking brake in a vehicle , the parking brake including at least an electromechanical brake device having an electric brake motor for generating at least a portion of the application force by pressing a brake piston against a brake disk , the method comprising:performing a first tensioning process in which the electric brake motor is activated to press the brake piston; andinitiating a retensioning process in which the electric brake motor is reactivated again following the first tensioning process, wherein the retensioning process is terminated if one of (i) one of the motor current or a variable correlating with the motor current exceeds an assigned specified limit value, or (ii) one of the rotational speed of the motor or a variable correlating with the rotational speed of the motor drops below an assigned specified limit value.16. The method as recited in claim 15 , wherein the retensioning process is terminated if the retensioning travel traveled by the brake piston exceeds an assigned specified limit value.17. The method as recited in claim 16 , wherein the limit value assigned to the motor current corresponds to the starting current peak when the brake motor is switched on.18. The method as recited in claim 17 , wherein the limit value assigned to the motor current corresponds to the starting current peak during the retensioning process.19. The method as recited in claim 17 , wherein the parking brake includes a supplementary brake device claim 17 , and wherein a supplementary application force is generated via the supplementary brake ...

Electric parking brake

A parking brake is provided having the function of monitoring malfunction of the brake, thereby preventing accidents. The parking brake includes an electric motor ( 10 ) and a linear motion mechanism ( 11 ) which are connected together through a speed reduction mechanism ( 12 ). The parking brake further includes a locking pin ( 50 ) which can be brought into engagement with the speed reduction mechanism ( 12 ) by a solenoid ( 13 ). The parking brake further includes a monitoring means for detecting the change in reactance (L) of the solenoid ( 13 ). Since the change in reactance (L) as detected corresponds to the displacement of the plunger ( 53 ), it is possible to prevent accidents by monitoring deteriorated sliding properties of the locking pin ( 50 ) base on the displacement detected.