Abstract: An emergency brake device for a rail vehicle includes a compressed-air-brake system, wherein a braking process can be initiated by lowering the air pressure in a main air conduit and which includes an exclusively electric connection to a passenger emergency brake.

Abstract: Techniques for braking an autonomous vehicle include providing a pressurized fluid stream from a plurality of pressurized fluid sources to a plurality of pressure-controlled electronic braking assemblies; providing the pressurized fluid stream from a pressurized fluid control output of a first pressure-controlled electronic braking assembly directly to a pressurized fluid control input of a second pressure-controlled electronic braking assembly; providing the pressurized fluid stream from the second pressure-controlled electronic braking assembly to at least one vehicle brake set; providing sensor output data from one or more vehicle sensors to a plurality of electronic control units; and based at least in part on the sensor output data, controlling at least one of the first or second pressure-controlled electronic braking assemblies to adjust a pressure of the pressurized fluid stream from at least one of the first or second pressure-controlled electronic braking assemblies to the vehicle brake set.

Abstract: A method for diagnosing a failure of a solenoid valve of a piston cooling device is provided. The method includes varying a pressure in a variable proportional control oil pump when an opening command or a closing command of the solenoid valve is sent to inject oil from the piston cooling device. Additionally, a variation of an oil pressure in an oil flow path of the piston cooling device is monitoring according to a variation of the pressure in the variable proportional control oil pump and whether a failure occurs at the solenoid valve of the piston cooling device is then determined.

Abstract: A system includes a controller configured to individually control brake force applied to steered wheels of a vehicle. The controller is configured to release a braking force from a first brake associated with a first steered wheel of the vehicle when the vehicle is stationary, and the controller is further configured to subsequently release a braking force from a second brake of a second steered wheel when the vehicle remains stationary after braking force is released from the first wheel. Methods relate to distributing braking force of a vehicle.

Abstract: A method for controlling the braking system of a vehicle when the vehicle is switching from a standstill state where parking brake is applied to a driving state includes at least the following steps: a) detecting at least one starting condition of the vehicle, b) determining at least one parking condition of the vehicle, c) assessing whether said parking condition is favorable or unfavorable, d) if said parking condition is considered to be favorable at step c), starting to release the parking brake, and e) after step d), starting to apply the service brake.

Abstract: A relay valve module of a pneumatic brake system for a vehicle includes a relay valve and an actuating unit. A valve body of the relay valve defines therein an air supply chamber in fluid communication with a supply air reservoir, and a delivery chamber in fluid communication with brake cylinders. A valve seat is disposed between the air supply and delivery chambers; and is opened and closed by movement of a valve member that is actuated by a piston slidable relative to the valve body. The actuating unit includes a stem assembly moved by a pressure to press the piston so as to move the valve member, and an actuating assembly electrically connected with an electronic control unit of the vehicle to receive a brake signal therefrom to provide the pressure to the stem assembly.

Abstract: A relay valve (2) includes a housing having a pressure medium inlet that can be connected to a pressure medium source, at least one pressure medium outlet that can be connected to a consumer, at least one control input, and at least one ventilation (32) leading to the atmosphere. The relay valve (2) has further a relay valve piston (14), which is arranged in the housing along a relay valve piston axis (16) in a slidable manner. The relay valve (2) has a first sealing element (54) fixed to the housing, and a second sealing element (56) fixed to the relay valve piston for sealing the relay valve piston (14) with respect to the housing. An annular space (58) having a connection to the atmosphere is defined by the first sealing element (54), the second sealing element (56), the relay valve piston (14), and the housing.

Abstract: A mechanical system has a component, which is movable under friction. An oscillating micromotion (dither) is impressed upon the component, which, if necessary, is added to a non-oscillating base motion of the component. It is provided that the micromotion (without the base motion that is additional, if necessary) is faster within a period of the oscillation in the one direction and is of shorter duration than in the opposite direction (asymmetrical dither).

Abstract: It is proposed, for an electronic system for operating an electromechanical parking brake device of a vehicle with an input unit for detecting a driver command which is evaluated by a control unit which activates at least one actuating unit for actuating at least one brake, that the control unit consist of at least two control components, of which a first control component is associated with the input unit and at least one second control component is associated with the at least one actuating unit.

Abstract: A braking system is provided that enables application and release of a parking brake with fluid control and that also maintains application of the brake during a loss of fluid pressure—all without using springs and using only a single fluid control conduit. The brake actuator for the system includes a housing defining service and parking chambers. A pushrod in the parking chamber is configured for movement with a diaphragm in the chamber. The parking brake is applied by introducing fluid on one side of the diaphragm. A clutch surrounds the pushrod and includes a tooth configured to engage corresponding teeth on the pushrod to hold the position of the pushrod even during a loss of fluid pressure. The clutch is rotated under fluid control to move the clutch tooth into and out of alignment with the teeth on the pushrod to hold and release the parking brake.

Abstract: Various embodiments provide braking systems and methods for a motor vehicle. One braking system includes a primary braking system, a speed sensor, a brake pedal, a parking brake, and a processor coupled to the parking brake and the primary braking system. The processor is configured to engage the primary braking system when the parking brake is activated and the motor vehicle is traveling at a speed at least equal to a pre-determined speed.

Abstract: A braking system for a machine including an accumulator configured to receive a pressurized fluid for storage thereof. A control valve disposed between the accumulator and the brake cylinder, the control valve configured to selectively allow discharged pressurized fluid from the accumulator to a brake cylinder. A pressure sensor disposed upstream of the control valve. Further, a controller configured to determine a pressure change in the accumulator using the pressure sensor during at least one of the pulsations of the control valve and compare the determined pressure change with a pre-determined threshold.

Abstract: A brake system for a rail-guided tractive vehicle includes electronic, pneumatic, and mechanical components, as well as vehicle interfaces for connecting the brake system to the tractive vehicle. The invention provides a brake system that can be adapted easily and economically to different requirements of the customers, and in particular to different locomotives. For that purpose, the components are housed in modules respectively having predetermined spatial measurements and each module has at least one predetermined electric or pneumatic vehicle interface, with respect to their spatial position within the module and also with respect to their operational variables.

Abstract: A technique for determining an actuating force applied to a vehicle brake is described, wherein the vehicle brake is equipped with an electromechanical brake actuator, and wherein a first actuating-force component is generated mechanically by actuating the electromechanical brake actuator and a second actuating-force component is generated hydraulically by actuating a hydraulic pressure source. A method aspect comprises the steps of detecting a first parameter relative to the electromechanical brake actuator and indicating the first actuating-force component, determining a second parameter indicating the second actuating-force component from a progression of the detected first parameter, and determining the actuating force applied to the vehicle brake from the first and the second parameters.

Abstract: The invention relates to a method for operating a brake boosted brake system of a vehicle, comprising the monitoring of a mode of operation of the brake boosted brake system with regard to agreement of a total braking torque applied to at least one wheel of the vehicle by the brake boosted brake system with a specified target total braking torque and/or with regard to a displacement of a brake medium volume of the brake boosted brake system to a force/pressure conversion element (22) of the brake boosted brake system, if a braking torque difference between the applied total braking torque and the specified target total braking torque is greater than a specified reference difference, and/or if the brake medium volume displaced to the force/pressure conversion element (22) is larger than a specified reference volume; further comprising the defining of a target boosting force change with regard to a boosting force (Fu) provided by a brake booster (14) of the brake boosted brake system, taking into account the br

Abstract: A multi-circuit electrohydraulic motor vehicle brake system includes a plurality of calipers having hydraulically actuated actuators which are hydraulically connected to an electronically controlled unit. The unit includes an electronic unit ECU and a hydraulic unit HCU. At least some of the calipers, additionally or separately include electromechanical actuators for actuating or releasing a parking brake effect. In order to cut down on electrical interfaces and electronic units in a motor vehicle, the electronic unit is connected to the electromechanical actuators via respective two separate electrical supply lines, and the electronic unit has at least one electrical switch for supplying the electromechanically actuated actuators with power.

Abstract: A brake system includes: a brake actuating element; a first piston-cylinder unit having a first piston displaceable by the brake actuating element actuated by at least a predefined minimum actuation such that a first internal pressure in the first piston-cylinder unit is increased; at least one wheel brake cylinder having a brake pressure which is increased using the increased first internal pressure; a first brake booster; and a second piston-cylinder unit having a second piston displaceable by the first brake booster so that a second internal pressure in the second piston-cylinder unit is increased, and to which the at least one wheel brake cylinder is hydraulically connected such that the brake pressure of the at least one wheel brake cylinder is increased by the increased second internal pressure.

Abstract: A system and method for brake assisted turning are provided. One system includes a pedal operated braking system configured to apply hydraulic brake pressure to brakes of a vehicle when one or more brake pedals are pressed. The system also includes a steer assist braking system configured to apply hydraulic brake pressure to the brakes of the vehicle based at least partly on a steering angle. The system includes hydraulic shut-off circuitry configured to selectively enable and disable operation of the steer assist braking system.

Abstract: A hand brake control system for a rail vehicle hand brake having a release trigger. The system includes a cylinder for activating the release trigger of the hand brake and a source of pressure. A first valve selectively connects either the source of pressure at a first input or a second input to the cylinder at an output. A second valve selectively connects either the source of pressure or exhaust to the second input of the first valve at the output of the second valve. The first valve is a manually operated valve and the second valve is an electro-pneumatic valve. Linkage allows actuation of the first valve from at least two location about the vehicle.

Abstract: In a brake system including a master cylinder and an electrically-driven hydraulic pressure generator with front and rear pistons, when the hydraulic pressure generator cannot be operated and a failure of a first hydraulic system linked to a rear fluid chamber of the generator occurs and makes a first hydraulic system open to the atmosphere, the brake-fluid pressure of a second hydraulic system transmitted from the master cylinder to a wheel cylinder via a front fluid chamber of the generator is used to perform braking. A forward-facing third front cup seal provided at an intermediate portion of the front piston prevents the brake-fluid pressure generated by the master cylinder from leaking out from a front supply port via the rear fluid chamber. At the same time, a stopper prevents the pressure of the front fluid chamber from moving the front piston excessively backward. The braking is accordingly secured by use of the second hydraulic system linked to the front fluid chamber of the motor cylinder.

Abstract: A brake system for a vehicle includes a brake unit, a master cylinder, an accumulator, and a manifold configurable to direct brake fluid pressure generated by the master cylinder to the accumulator or to the brake unit. A solenoid valve can be used to hydraulically align the manifold. The brake system can be used as an adjunct or supplement to a vehicle's primary service brake system.

Abstract: The apparatus comprises a measured signal detector 11, a vehicle parameter obtainer 12, a sideslip angle temporary estimator 13, a sideslip angle differential corresponding value computer 14 and a sideslip angle real estimator 15. A sideslip angle temporary estimate value is computed from one or plural vehicle parameters including at least the mass. A sideslip angle differential corresponding value is computed from a measured signal and the vehicle parameters including no mass. A sideslip angle is derived from the sideslip angle temporary estimate value and the sideslip angle differential corresponding value. A sideslip can be detected without a steering angle detection mechanism.

Abstract: Device for automatically resetting the emergency brake in trains, of the type comprising a general conduit (100) and' a main conduit (200) designed to contain compressed air and extend from the front of the train, including the locomotive, to the last carriage, characterised by the fact that the said device comprises at least a first power supply unit (A), at least a second resetting unit (B) and at least a third activating unit (C). The first power supply unit (A), supplied by the main conduit (200), operates the pressure switch valve and is envisaged to create or remove an airway between the general conduit (100) and the second resetting unit (B) in order to cut off all the second units (B) and third activating units (C) once the emergency brake has been activated. In particular the first unit (A) is present in each carriage and in the pilot carriage.

Abstract: A brake actuator includes an actuator body, a piston held in the actuator body, and an actuator rod coupled to the piston and coupleable to a brake to actuate the brake. A method of operating the brake actuator includes maintaining a first fluid pressure of a first fluid against a first side of the piston to urge the piston in a brake-actuating direction, and controlling a second fluid pressure of a second fluid against a second side of the piston opposite the first side of the piston to move the piston controllably in a brake-releasing direction. A brake system including the brake actuator is also disclosed.

Abstract: A brake device arrangement and auxiliary device arrangement of a pneumatic brake system of a vehicle include a pneumatic control valve and other pneumatic components for carrying out braking functions or auxiliary braking functions of the braking system. In order to produce a modular construction, a brake control module, which is pre-mounted on a support for producing a braking pressure, is arranged adjacent to a filter module, for treating the air on the input side, and at least one auxiliary module for fulfilling the auxiliary braking functions.

Abstract: A brake apparatus for a vehicle has a master cylinder (11) having a front pressure chamber (R1) and a rear pressure chamber (R2) defined by a drive piston (13) in a cylinder (12). The brake apparatus also has a pressure control valve (44) which can output a control pressure obtained by adjusting a hydraulic pressure from an accumulator (42) to the rear pressure chamber (R2) and wheel cylinders (21RR and 21RL) by coupling wheel cylinders (21FR and 21FL) to the front pressure chamber (R1) and moving a drive valve (56) by an electromagnetic force based on a target control pressure, and which can output a control pressure obtained by adjusting a hydraulic pressure from the accumulator (42) by moving the drive valve (56) by an external piston (58) that is moved by an external pressure from the front pressure chamber (R1), to the rear pressure chamber (R2) and wheel cylinders (21RR and 21RL).

Abstract: A method for controlling a hydraulic vehicle brake system having an electromechanical brake booster, includes activating the brake booster and a master brake cylinder of the vehicle brake system in response to a desire to brake, and reducing a clearance in the wheel brakes.

Abstract: A working machine includes a body, a ground engaging structure including at least one pair of driven wheels, an engine, and a transmission for transmitting power from the engine to the driven wheels, a pressurized air system for providing pressurized air for use in applying service brakes for braking the wheels, the transmission including a transmission member which is rotatable with the wheels, a transmission brake for applying a braking force to the transmission member, and the transmission brake being releasable by a hydraulic fluid operated transmission brake releasing device, the hydraulic fluid for the brake releasing device being derived from a pressurized hydraulic fluid system which includes a hydraulic pump and one or more pressurized fluid operated services, there being a transmission brake control valve to control the flow of hydraulic fluid to the brake releasing device, the transmission brake control valve being actuated to permit pressurized hydraulic fluid to flow therethrough to release the t

Abstract: In a braking device for a motor vehicle having a first group and a second group of brake circuits, each brake circuit being associated with one group of wheels, and at least the first group of brake circuit being implemented as hydraulic brake circuits, at least one group of wheels being connected to at least one operating unit, which may cause a deceleration of the wheels, the task of a comfortable connection of recuperation brake applications to conventional brake applications is achieved in that a control unit controls the brake application of the brake circuit or circuits of the second group and optionally the deceleration effect of the operating unit or assemblies, the first group of brake circuits being activatable directly by the driver using a brake operating unit.

Abstract: Various brake control systems and methods are provided herein. In one implementation, a brake pressure control system having a shutoff valve (24) in a hydraulic conduit (26, 30) between a pressure origination source (16, 18) and a wheel brake (20), the shutoff valve selectively isolates the pressure origination source from the brake responsive to an indication that a wheel associated with the brake meets a skid condition, and an actuator assembly (28) comprising an actuator (34) that regulates fluid brake pressure after the shutoff valve isolates the pressure origination source from the brake. The actuator assembly operates independently of the shutoff valve and is coupled to the hydraulic conduit between the shutoff valve and the brake. The actuator assembly also effects displacement of the actuator for increasing and decreasing brake pressure. A controller (44) determines if the skid condition has been reached and controls the shutoff valve and the actuator assembly based upon the skid condition.

Abstract: The invention relates to a brake system comprising an electromotive drive device for a brake booster having at least one piston, the at least one piston being driven by the drive device for pressure build-up and pressure relief in at least one wheel brake and being mechanically adjustable by means of a brake actuator, especially in the form of a brake pedal, only in the event of malfunction of the drive device, at least one decoupling valve for closing and opening the brake line being arranged in the brake line between every wheel brake and a working chamber of the brake booster. The brake system is characterized in that at least one delivery unit delivers, when required, brake fluid from a reservoir to the respective working chamber of the brake booster via at least one supply line that is connected to a brake line or the brake booster, especially to a working chamber, a controlled valve for opening and closing the respective supply line being arranged in every supply line.

Abstract: In a brake control apparatus (20) that controls braking forces which are applied to wheels based on the pressure of a brake fluid, when a hydraulic pressure actuator (40) controls the hydraulic pressure that is transferred to wheel cylinders (23) using the hydraulic pressure of the brake fluid in a power hydraulic pressure source (30), a brake ECU (70) closes a simulator cut valve (68) if the pressure of the brake fluid in the power hydraulic pressure source (30) falls below a predetermined value (Pssc) or if it is determined that the number of times the brake operation member (24) is operated within a predetermined value. In addition, the ECU (70) may change the timing for closing the simulator cut valve (68) based on the road surface condition estimated at the time of antilock control start. Thus, a driver is less likely to feel unusual brake feel when a braking control mode is changed.

Abstract: A hand brake control system for a rail vehicle hand brake having a release trigger. The system includes a cylinder for activating the release trigger of the hand brake and a source of pressure. A first valve selectively connects either the source of pressure at a first input or a second input to the cylinder at an output. A second valve selectively connects either the source of pressure or exhaust to the second input of the first valve at the output of the second valve. The first valve is a manually operated valve and the second valve is an electro-pneumatic valve. Linkage allows actuation of the first valve from at least two location about the vehicle.

Abstract: The invention relates to a brake system, comprising at least one piston-cylinder unit for producing a pressure in at least one working chamber, the working chamber being connected to at least one wheel brake via at least one hydraulic line, and the brake system comprising at least one drive device and an actuating device, particularly in the form of a brake pedal, and the drive device during normal operation acting on the at least one first piston of the piston-cylinder unit for building pressure and reducing pressure by way of a first force transmission means, and in the event of failure of the drive device the actuating device acting mechanically on the piston by way of a second force transmission means, wherein the adjustment of the second force transmission means disengages the connection between the first force transmission means and the piston by means of the actuating device.

Abstract: The invention relates to an electropneumatic parking brake modulator for controlling a parking brake mode of brakes of at least one trailer in a vehicle/trailer combination that consists of a towing vehicle and the trailer. The parking brake, modulator (1) comprises a valve element (12) for airing and bleeding the spring brake cylinders of the brakes of the trailer. The parking brake modulator (1) further comprises at least one compressed air reservoir inlet (7, 8) for airing at least one compressed air line (10) in the parking brake modulator (1) with compressed air from a compressed air reservoir (3, 4) of the towing vehicle and at least one compressed air reservoir outlet (14) at which a reservoir pressure can be made available for the brakes of the trailer. The parking brake modulator (1) finally comprises at least one compressed air control outlet (17) at which a control pressure can be made available for the brakes of the trailer.

Abstract: A brake apparatus for a vehicle has a master cylinder (11) having a front pressure chamber (R1) and a rear pressure chamber (R2) defined by a drive piston (13) in a cylinder (12). The brake apparatus also has a pressure control valve (44) which can output a control pressure obtained by adjusting a hydraulic pressure from an accumulator (42) to the rear pressure chamber (R2) and wheel cylinders (21RR and 21RL) by coupling wheel cylinders (21FR and 21FL) to the front pressure chamber (R1) and moving a drive valve (56) by an electromagnetic force based on a target control pressure, and which can output a control pressure obtained by adjusting a hydraulic pressure from the accumulator (42) by moving the drive valve (56) by an external piston (58) that is moved by an external pressure from the front pressure chamber (R1), to the rear pressure chamber (R2) and wheel cylinders (21RR and 21RL).

Abstract: An apparatus to enable the automatic release of a railway vehicle hand brake system from either side of the vehicle comprises a source of fluid pressure engageable with the vehicle. A release cylinder, operable by fluid pressure, is connected to a hand brake mechanism. A valve is connected intermediate the source of fluid pressure and the release cylinder causing the release cylinder to release the hand brake system. A first valve actuator is disposed on a first side of the vehicle and is connected intermediate the valve and the source of fluid pressure. A second valve actuator is disposed on an opposed second side of the vehicle and is connected intermediate the valve and the source of fluid pressure. Both the first and second valve actuators cause the valve to initiate communication of fluid pressure from the source of fluid pressure to the release cylinder.

Abstract: An improved brake system is provided for a vehicle including at least front and rear wheels. The brake system comprises a braking force generating mechanism, a brake lever assembly and a foot-operated brake pedal. The brake force generating mechanism applies a braking force to at least a front wheel or a rear wheel of the vehicle. The brake lever assembly includes a hand-operated lever and a force actuator. The force actuator moves between at least first and second positions so as to selectively actuate the brake force generating mechanism to produce a braking force. The force actuator interacts with the hand-operated lever such that movement of the hand-operated lever moves the force actuator from the first position to at least the second position. The force actuator also interacts with the brake pedal, which are coupled together by a cable. Movement the brake pedal also moves the force actuator from the first position to the second position.

Abstract: A working machine, such as an industrial truck, having a spring-loaded brake having a braking position and a release position and controlled by a brake valve producing a brake-release pressure. The brake valve is operatively connected to a service brake input device, such as a brake pedal, and can be acted upon in the direction of a reduction in the brake-release pressure arising at the spring-loaded brake when the service brake input device is actuated. It being possible, on actuation, for the service brake input device to be operatively connected to a pre-stressed spring device, which is operatively connected to the brake valve and can be acted upon in the direction of an increase in the spring force on increasing actuation of the service brake input device.

Abstract: In a braking apparatus for a vehicle, an input piston and a pressurizing piston are movably supported inside a cylinder, thereby sectioning a first pressure chamber, a second pressure chamber, and a third pressure chamber, the second pressure chamber and the third pressure chamber communicating with each other through a communicating path. An ECU causes a control hydraulic-pressure that is adjusted by first and second liner valves to act on the second pressure chamber from the third pressure chamber, thereby assisting the pressurizing piston to enable to output control hydraulic-pressure from the first pressure chamber. A counterforce chamber whose volume decreases as the input piston moves forward is provided inside a cylinder, and a counterforce giving mechanism that can give an operation counterforce to a brake pedal through the input piston by deforming corresponding to decrease of the volume of the counterforce chamber is provided inside the input piston.

Abstract: A brake system for a vehicle is comprised of a first brake system that mechanically applies a braking force to wheels according to a master cylinder hydraulic pressure outputted from a master cylinder which receives a brake manipulation force of a driver, and a second brake system that apply a braking force to other wheels according to at least a braking state of the first brake system.

Abstract: An apparatus engageable with a hand brake assembly for automatically applying at least one brake secured to a railway vehicle. The apparatus comprises an operating mechanism which is a two stage pneumatic cylinder having a primary portion for initial phase of the brake application and a secondary portion for the final brake application to apply high forces and to comply with AAR requirements. A source of fluid pressure is connected to the operating mechanism for periodically supplying a predetermined pressure thereto. A first control device is connected to the source of the fluid pressure for initiating the supply of such predetermined pressure to the operating mechanism. A second control device is connected to the source of the fluid pressure for regulating the supply of such predetermined pressure to the operating mechanism thereby causing an automatic application of such brake by the hand brake assembly.

Abstract: In an electronic brake system, a brake pedal is operated by a driver according to a requisite braking force. Wheel cylinders equipped at respective vehicle wheels generate braking forces at the respective vehicle wheels. A master cylinder applies a brake fluid pressure to generate the respective wheel cylinder pressures. A pedal operation amount detection portion detects a stroke amount of the brake pedal. The brake pedal and the master cylinder are isolated from each other. The motor is driven based on the pedal operation amount detected by the pedal operation amount detection portion and then controls the brake fluid pressure.

Abstract: In a hand brake control system for a hand brake on a railway vehicle, a sensor detects if a spool in a fluid pressure force regulating valve of the hand brake control system is in a first position to ensure that such hand brake has been applied after an apply-hand-brake procedure has been completed.

Abstract: An automatic application hand brake mechanism is provided for automatically applying at least one brake member secured to a railway vehicle with the hand brake assembly. The mechanism comprises an operating member having at least one ratchet engageable with at least one gear of the hand brake assembly for operating the gear assembly in a direction which will cause an application of the at least one brake member. The apparatus also includes an application cylinder and a drive arm extending from an end thereof having a first portion which is connected to the operating member. The drive arm is capable of reciprocating with respect to the application cylinder upon the application of a force thereto to supply a predetermined pressure to the operating member to cause an automatic application of the at least one brake member.

Abstract: An automatic application hand brake apparatus is provided for automatically applying at least one brake member secured to a railway vehicle with the hand brake assembly. The apparatus comprises an operating member having at least one ratchet attached to a drive shaft of said hand brake assembly. An application cylinder is connected to a drive arm pivotally attached to the drive shaft and containing and operating pawl engaging the operating ratchet. The reciprocating motion of the drive arm caused by the application cylinder enables reciprocal rotation of the operating arm and furthermore causing application of at least one brake member. A plurality of control valves are connected to the source of the fluid pressure for initiating and regulating the supply of fluid pressure to the application cylinder and for stopping an automatic application of such hand brake in case of the emergency or a reversal of the unintended activation.

Abstract: An apparatus comprising an operating mechanism having at least a portion thereof engageable with at least one gear of a gear assembly disposed in a housing member of a hand brake assembly for operating such gear assembly. A source of fluid pressure is connected to the operating mechanism for periodically supplying a pressure to such operating mechanism. A control device is connected to the source of pressure for initiating the supply of such pressure to the operating mechanism. A further control device is connected to the source of pressure for regulating the supply of such pressure to the operating mechanism thereby causing an automatic application of such brake by the hand brake assembly. An additional control device is connected to the source of pressure for stopping an automatic application of such brake in case of an emergency or a reversal of an unintended activation.

Abstract: A vehicle includes at least one wheel, a parking brake associated with the at least one wheel and a service brake associated with the at least one wheel, and a braking control system. The braking control system interprets operator on/off commands to the parking brake. The service brakes are actuated instead of or in addition to the parking brake when a parking brake application is ordered and the vehicle speed falls outside a preferred vehicle speed range. If the vehicle is stopped and the parking brake is engaged, the parking brake is not disengaged responsive to an operator command until the service brake condition is within a preferred ready range.

Abstract: To implement a brake system having an electric parking brake function as well as comfort-oriented, brake-specific driver assistance functions (starting-traction control, hill holder, parking assistance, etc.), it is especially required to further process input data relating to the driving condition of the motor vehicle and being used to detect the driver's request within an integrated control device in such a way that an operation of the brake system which is reliable and takes the driving situation into consideration is ensured. To this end, the electronic control device that serves to generate control signals for a subsequent actuator device which is connected to the wheel brakes is designed in a modular manner. The control device contains individual software modules which evaluate and further process the input data recorded by the control device.

Abstract: An electrically driven brake booster (1) includes an input member (4) disposed in operative association with a brake pedal (12), an output member (5) disposed in operative association with the master cylinder (6), and drive transmitting device (10) for translating a rotating motion of a motor (9) into a linear motion to be transmitted to the output member (5). The drive transmitting device (10) comprises a rack (23) formed on the output member (5), and pinions (21, 22) disposed in operative association with the motor (9) and in meshing engagement with the rack (23). Also, reaction transmitting device (8) which transmits a brake reaction to the input member (4) and the output member (5) at a given proportion is provided. In comparison to conventional drive transmitting device, the drive transmitting device (10) of the present invention has a simple construction, a reduced weight and a better transmission efficiency.