Abstract: A pressure transmission device for a power-assisted braking system of a vehicle; at its inlet, the pressure transmission device being connectible in a hydraulically operative manner to a master brake cylinder of the power-assisted braking system, and at its outlet, the pressure transmission device being connectible in a hydraulically operative manner to a wheel brake cylinder of the power-assisted braking system; the pressure transmission device including an accumulator and a linkage, which transmits a pressure difference between the inlet and the outlet to the accumulator and stores it in this.

Abstract: A brake lever assembly includes a body connected to an oil pipe and includes a first room and a second room. A first path communicates between the storage space and the first room. A second path communicates between the first room and the second room. The oil pipe is connected to a hydraulic oil storage space in the body. A lever is pivotably connected to the body and includes a push portion. A first cylinder unit is located in the first room and connected between the oil pipe and the push portion. The first cylinder unit is operated a first travel. A second cylinder unit is located in the second room and has a first end contacting inside of the body and a second end connected to the push portion. The second cylinder unit is operated a second travel which is longer than the first travel.

Abstract: The precharging device is part of a hydraulic brake system of a vehicle and serves to impose brake fluid under pressure selectively on a brake assembly, by means of a charging unit. To activate the imposition of brake fluid, the charging unit is operatively connected to a fuel supply system. The charging unit is preferably embodied as a piston unit.

Abstract: Various models of brake parts (products) are produced with a mixedly transferring production system. The mixedly transferring production system includes a top line, a first production line, a second production line, and a third production line, a mixedly transferring depot, a part depot, and a set assembling line, and a product depot (mentioned in order of processing flow). Out of them, the first to third production lines, the mixedly transferring depot form the mixedly transferring block division type of production system. In addition, an averaging post and a production order plate (kanban) sorter are provided (mentioned in order of production command flow).

Abstract: A brake cylinder for use in a railway vehicle braking system is provided. The brake cylinder comprises a cylindrical casing engageable with the railway vehicle braking system, a hollow piston assembly which is mounted for reciprocal movement within the cylindrical casing and having a hollow portion defined by a back wall and at least one sidewall. A small piston assembly is positioned within this hollow portion and includes a first surface facing the back wall of the hollow portion and a peripheral edge portion for sealingly engaging an inner surface of the sidewall of the hollow portion. A first space is defined by the back wall of the hollow portion, at least a portion of the inner surface of the at least one sidewall and the first surface of the small piston.

Abstract: A hydraulic brake system for automotive vehicles with a master brake cylinder (1) connected to an unpressurized reservoir and with a brake line (13, 14) connected to a working chamber (4, 5) of the master brake cylinder and leading to pressure control valves of a brake slip control device (40). The pressure control valves are followed by at least one wheel brake (18, 19) with the working chamber (4, 5) of the master brake cylinder (1) being connectable to a pressure medium source (29) upon the start of the brake slip control device. To ensure that in brake systems of different vehicle types, the wheel brakes of which have clearances differing in size, the same master brake cylinder can be used without the master brake cylinder having an undesired long pedal travel and thus a great overall length.

Abstract: For traction slip control, the wheel brakes (13, 14) of the driven wheels (VR, VL) are connected to the auxiliary-pressure source (5, 6) of the brake system by electromagnetically actuatable multidirectional control valves (E11, E12). In an initial phase at the beginning of brake actuation, the wheel brakes (13, 14) are connected for a short time to the pressure-compensating reservoir (7) of the brake system by way of biassed non-return valves (29, 30) and an outlet valve (A28) so that, prior to the actual commencement of traction slip control, lost travels are covered, the wheel brakes (13, 14) are applied and defined and even pressure level is thereby produced in the wheel brakes.

Abstract: Hydraulic vehicle brake comprising a hydraulic accumulator (1), a brake valve adjustment device (4) supplied thereby, and a brake pressure line section (7) to the brake cylinders attached to the latter via an emergency brake valve (6). In the emergency braking position of the emergency brake valve, this connection is broken, and the brake pressure line section is directly connected to the hydraulic accumulator via a nozzle (10) which is bridged by a cylinder (13) in which a piston is sealingly displaceable. A spring (17) biases the piston in the displacement direction to the accumulator side end connection (11) of the cylinder. During emergency braking, the piston (14) first forces an amount of hydraulic medium sufficient for brake application out of the brake cylinder side chamber (16) of the cylinder (13). This is followed by a damped increase in brake pressure through additional supply of hydraulic medium from the hydraulic accumulator (1) through the nozzle (10) into the brake cylinders.

Abstract: A pair of axially aligned and nested pistons are mounted in a pressure sealed arrangement within the bore of a pressure housing. A primary piston is moved in response to increasing pressure to provide an actuating output force while a secondary piston simultaneously moves to overcome a reverse bias on it by a tension spring and adds to the actuating force by engaging the primary piston only when the pressure exceeds a specific higher threshold. The primary and secondary pistons thereafter operate in conjunction under the influence of high pressure to provide the output actuating force.

Abstract: A two-stage, hydro-pneumatic actuator suitable for use as a railway vehicle brake. The hydraulic cylinder comprises a large diameter bore in which a low- and a high-pressure piston operate jointly during a first stage of operation to effect a high volumetric displacement of hydraulic fluid via a small diameter bore in order to take up the clearance between the brake shoes and wheel. As the brake shoes contact the wheel, the high-pressure piston enters the small bore to interrupt further displacement of hydraulic fluid from the large bore. The force of the high-pressure piston alone during this second stage of operation produces the required brake forces with a high multiplication factor. Make-up fluid is drawn into a chamber on the backside of the low-pressure piston during a brake application stroke an amount corresponding to the over-travel of the high-pressure piston and is subsequently discharged into the hydraulic cylinder during retraction of the brakes to compensate for brake shoe wear.

Abstract: The present invention provides an actuator mechanism comprising an axially rotatable actuator shaft and an actuator member which, in use, can be moved axially to actuate a brake. The actuator shaft and actuator member are interconnected by an assembly which comprises a first fast thread and a second fast thread. The first fast thread has a greater pitch angle than said second fast thread and is arranged to, in use, move the actuator member to take up any slack to cause friction surfaces of the brake to interengage. Said second thread subsequently moves the actuator member to apply the brake. By this arrangement the advantages of the two types of fast thread are utilized, the first fast thread quickly taking up the shock and the second fast thread being capable of applying the brake.

Abstract: A helical thrust bearing (14) is arranged between two rotatable cam components (12 and 13) of a brake actuator. The cam component (13) is turned first while the brake slack is being taken up and the brake-applying force is relatively low, the reaction to such force being transmitted to the body (10) at a plain axial thrust bearing (17,18). Only the cam component (12) is turned when the brake is actually being applied with the relatively high brake force which is transmitted to a thrust member (15) at a roller axial thrust bearing (16). This enables the pneumatic force motor or the prime mover to be used more efficiently. Also a greater angular displacement at the helical thrust bearing (14) is obtained for a given angular displacement of the cam components (12 and 13) relative to the body (10).In a modification, the plain thrust bearing (17,18) is replaced by another helical thrust bearing.

Abstract: A brake booster includes a booster piston adapted to be acted upon by the pressure fluid metered through a valve device and displacing a master cylinder piston. A pressure chamber is formed between the booster piston and the master cylinder piston. An additional stepped piston is provided whose larger surface is exposed to the metered pressure fluid and whose smaller surface feeds a predetermined amount of pressure fluid into the pressure chamber so that the brakes are applied after only a short brake pedal travel.