Abstract: A trailer control module (94) of a pressure-medium operated braking system of a tow vehicle has a valve assembly for controlling a pneumatic braking system of a trailer vehicle The valve assembly includes the following: an electronically controlled trailer control valve (6) which contains a pneumatically controlled relay valve (18) with an inverted control input (34); a pressure-medium controlled backup valve (8) which contains a pressure-medium controlled relay valve (54); and at least one electronically controlled parking brake valve (68, 70), via which the relay valve (18) of the trailer control valve (6) can be actuated pneumatically at its inverted control input (34). In addition, a coupling device (98) is present, by which the parking brakes of the tow vehicle can also be operated via the parking brake valve (68, 70).

Abstract: Various systems, devices, and methods for detecting and/or responding to the temperature of brakes are disclosed. Certain embodiments relate to inhibiting or preventing the overheating of the brakes of such vehicles, such as could occur when a hot runner condition is present.

Abstract: A tooth driven over-torque protection mechanism for use in a slack adjuster or as an air disc brake clutch, includes a shaft, toothed gear, a clutch device, a first spring, and a second spring. The toothed gear is disposed on the shaft. The toothed gear has a first pinion teeth set that extends along a first direction and a second teeth set that extends along a second direction. The clutch device that is also disposed on the shaft and includes an upper cam and a lower cam. The first spring biases the toothed gear against the clutch device. The second spring biases the clutch device against the toothed gear. The upper cam has cam teeth that cooperate with the second teeth set of the toothed gear in a torque transmitting manner, such that a torque applied in a clockwise direction to the first pinion teeth is transmitted to the upper cam through the second teeth set, but torque applied in a counterclockwise direction is opposed by the first spring.

Abstract: A braking method for a vehicle is provided. The method includes the following steps: obtaining a first state information of the vehicle, where the first state information includes a vehicle mass and a deceleration required by braking; calculating a braking torque required by the vehicle according to the first state information, and controlling an output of an electric braking torque according to the braking torque required by the vehicle; obtaining a current gradient and a current vehicle speed of the vehicle; and determining whether to control the vehicle to unload the electric braking torque, and whether to control the vehicle to apply a mechanical braking torque according to the current vehicle speed, the braking torque required by the vehicle, the deceleration required by braking, and the current gradient. A braking device for a vehicle and a vehicle are further provided.

Abstract: A vibration damper for a vehicle may include an outer tube, a middle tube, and an inner tube arranged coaxially. A seal receiving element may be arranged between the inner tube and the middle tube on each side of a middle tube opening facing towards tube ends of the middle tube. A radially encircling sealing element may be arranged in the seal receiving element, and the sealing element may seal the middle tube compensation space relative to the outer tube compensation space at least with respect to damping medium. The seal receiving element may be configured at least partially as a coating element. The coating element may be disposed on the inner tube or the middle tube in a substance-to-substance bonded manner.

Abstract: A hybrid electric vehicle having one or more controllers, at least two independently driven electric machines (EMs) that are each coupled to separate drive wheels, and controllers configured to generate a torque split ratio responsive to lateral acceleration and/or unequal friction coefficients detected during braking, and to generate electric power with the motors by regeneratively braking each wheel with unequal torques adjusted by the ratio, such that combined wheel braking torques do not exceed a total braking torque limit for the vehicle. In some configurations, the controller(s) generate the torque split ratio by a predetermined lookup table that maps a plurality of torque split ratios to lateral accelerations, the coefficients, and other parameters. Further arrangements include the controller(s) coupled with sensors that detect wheel slip and yaw rate, and responsive to a braking signal, the controller(s) disengage regenerative braking when the wheel slip and/or vehicle yaw are detected.

Abstract: Provided is a stabilizer bush that ensures improved durability. The stabilizer bush (10) comprises: a bush main body (11) formed from a tubular elastic body having a retention hole (12) through which the stabilizer bar (2) passes; a rigid body portion (14) that is fixed to the bush main body (11) and has a higher rigidity than the bush main body (11); and an elastic film (16) that comprises an elastic body and is in contact with a second surface (14b) of the rigid body portion (14). A part of the elastic film (16) is fitted into depressed portions (15a, 15b) that are depressed from the second surface (14b) to a first surface (14a) side.

Abstract: A valve mechanism includes an orifice collar having a hollow portion penetrating in an axial direction, a valve body having a central hole and an opening portion which penetrate in the axial direction and arranged so as to come into contact with an axial end surface of the orifice collar, and a drive valve which is movable in the axial direction and is arranged on an opposite side of the orifice collar with the valve body as a boundary, where the valve body includes spoke valves, each of which includes an outer frame portion, an inner frame portion, and a plurality of spoke portions connecting the outer frame portion 74 and the inner frame portion, and a protective valve which protects the spoke portion when the spoke portion of the spoke valve is deformed.

Abstract: A method of making a brake assembly using recycled friction disks may comprise removing a first friction disk from a worn brake assembly, removing a portion of the first friction disk to reduce a thickness of the first friction disk, and incorporating a previously unused friction disk and the first friction disk into a brake assembly comprising unworn rotor disks made of a first material. The previously unused friction disk and the first friction disk may comprise a second material different from the first material. The thickness of the first friction disk may be different from a thickness of the previously unused friction disk.

Abstract: During the transition from the opening to the closing movement of a glove compartment door, or vice versa, undesirable noises (“clicking”/“popping”) can be reduced by providing regions of a housing surrounding a rotation damper with a contact region made of a material having a lower modulus of elasticity than the material of the remainder of the housing.

Abstract: The invention relates to a pad clip (5), comprising at least one retainer (6) for supporting a brake pad (2), and at least one retraction spring (10) for retracting the brake pad (2) in an axial direction upon a brake release, the retraction spring (10) having a spring body (17) with a first portion (11), a second portion (12), and an intermediate portion (13) connecting the first and second portions (11, 12), the first portion (11) comprising a contact portion (14) for contacting the brake pad (2), the second portion (12) being configured to be attached to a calliper support bracket (3), wherein the material of the first portion (11) axially extending between the contact portion (14) and the intermediate portion (13) is configured to be stretched in the axial direction upon a brake action and to return to its unstretched state upon a brake release. The invention also relates to a calliper support bracket (3) and a brake assembly (1).

Abstract: The disclosed method may include configuring one or more brakes based on a braking-related attribute expected at a geographic location being traversed by a personal mobility vehicle. By configuring the application of brakes of a personal mobility vehicle based on terrain, environmental conditions, and other geographic features, the system may reduce the risk of the vehicle skidding or tipping due to over-braking. In some embodiments, a rider may use a single brake lever to indicate a desire to brake and the system may make determinations about how to apply a combination of mechanical and electrical brakes to front and back wheels based at least in part on the location of the personal mobility vehicle. By configuring brake engagement based on a combination of controls and map data, the system may improve user experience and user safety, especially for inexperienced riders.

Abstract: A braking system and method control application of brakes disposed onboard vehicles using brake control devices. The vehicles are in a multi-vehicle system and are associated with different segments of the vehicle system. Brake commands are sent to the brake control devices. These commands direct the brake control devices of the vehicles to concurrently engage the brakes onboard the vehicles to different brake levels based on which of the segments that the vehicles are associated.

Abstract: An elastomeric bushing comprises an inner sleeve, an elastomeric bumper disposed around and directly engaging the inner sleeve, and an outer sleeve disposed around the inner sleeve and the elastomeric bumper. The outer sleeve is spaced apart from the inner sleeve and directly engages the elastomeric bumper. The inner sleeve includes a first protrusion and a second protrusion axially spaced apart from one another. The outer sleeve includes a radially inwardly extending indentation axially positioned between the first protrusion and the second protrusion. The indentation traps a first portion of the elastomeric bumper between the first protrusion and a first surface of the indentation and also traps a second portion of the elastomeric bumper between the second protrusion and a second surface of the indentation.

Abstract: A squeeze mode giant electrorheological fluid damper is disclosed. The squeeze mode giant electrorheological fluid damper comprises a support, a container and a connecting structure, wherein the support comprises a bottom plate, guide shafts and a top plate, the guide shaft is vertically fixed on the bottom plate, and the top plate is slidably arranged on the guide shaft; the container comprises a container body and two spiral spring pieces coaxially arranged in the container body, the container body is fixed on the bottom plate, the bottoms of the two spiral spring pieces are fixed to the bottom of the container, the two spiral spring pieces are not in contact with each other and are spaced by 180°; the top of the connecting structure is fixedly connected with the top plate, and the bottom of the connecting structure is fixedly connected with the tops of the two spiral spring pieces.

Abstract: An electropneumatic trailer control module (1) for an electronically controllable pneumatic brake system (520) for a vehicle combination (500) with a tractor vehicle (502) and a trailer vehicle (504), has an electronic control unit (ECU), a pneumatic reservoir input (11), a trailer control valve unit (65) with electropneumatic valves (RV, IV, OV), a trailer brake pressure port (22), and a trailer supply pressure port (21). The electronic control unit (ECU) has a parking brake signal input (200) for receiving an electronic brake representation signal (SB1, SB2, SB3) for an immobilizing brake (6, 532a, 532b) of the tractor vehicle (502) and is configured to, on the basis of the brake representation signal (SB1, SB2, SB3), switch at least one of the one or more electropneumatic valves (RV, IV, OV) of the trailer control valve unit (65) in order to output a brake pressure.

Abstract: A damper assembly includes a pressure tube defining a first chamber and a piston movable within the first chamber. The damper assembly includes a reserve tube defining a second chamber. The damper assembly includes a cylinder end attached to the pressure tube, the cylinder end defining a passage in fluid communication with the first chamber and the second chamber. The damper assembly includes an orifice disc attached to the cylinder end and defining an opening in fluid communication with the passage. The damper assembly includes a check disc attached to the cylinder end, the check disc movable from a first position spaced from orifice disc to a second position abutting the orifice disc. Movement of the piston within the first chamber causes fluid flow between the first chamber and the second chamber via the passage of the cylinder end. The check disc and the orifice disc limit a rate of such fluid flow.

Abstract: A brake control system for a vehicle includes a brake actuator operable over a range from an initial position that includes contiguous portions of displacement that are a first portion of displacement, a second portion of displacement and a third portion of displacement, a controller and an actuation sensor operatively coupled to the brake actuator. The actuation sensor sends a signal to the controller to activate a regenerative braking system using an electric motor of the vehicle if the actuation sensor detects the brake actuator is in the first portion of displacement. The regenerative braking system is activated and the friction braking system is activated when the brake actuator is in the second portion of displacement. The regenerative braking system is deactivated and the friction braking system is activated when the brake actuator is in the third portion of displacement.

Abstract: A strut mount includes: an inner member coupled to a suspension; an outer bracket having an outer cylinder portion housing the inner member, and a flange portion protruding radially outward from the outer cylinder portion and coupled to a vehicle body; an elastic member interposed between the inner member and the outer cylinder portion; and a seal member interposed between the flange portion and the vehicle body. The seal member includes an annular portion located between the flange portion and the vehicle body, and a first downward extending portion extending downward from an outer peripheral portion of the annular portion toward the opposite side from the vehicle body. The flange portion includes a placement surface portion which faces toward the vehicle body and on which the annular portion is placed, and a first sidewall portion extending from an outer peripheral portion of the placement surface portion to the opposite side from the vehicle body.

Abstract: An EH braking system including a brake valve operably connected to a brake and a brake pressure sensor. A calibration event for the EH braking system where the compliance calibration time is measured from when the brake valve is operated at full activation to when the brake pressure sensor senses the pressure starts to build in the brake circuit. The compliance calibration time is the time it takes to fill the compliance volume of the brake(s). The compliance calibrated fill time is used during a normal braking event wherein the brake valve will be operated to a full activation condition for duration of the compliance calibration time. After the calibrated fill time has elapsed, the brake valve will be operated at the desired operator command of the brake pedal. This results in quicker fill times of the brake and better brake system response.