Abstract: The electric brake device includes an electric motor, a friction member operator, a friction member, a brake rotor, and a control device. A braking force estimator provided in the control device includes: a direct estimator configured to convert output of a braking force sensor which detects a load or displacement corresponding amount, to a braking force; and an indirect estimator configured to estimate the braking force on the basis of information other than output of the braking force sensor. A range in which the braking force is estimated by the direct estimator is a specified low-braking-force range, and in a range beyond this range, estimation of the braking force is performed by the indirect estimator.

Abstract: A method for determining the functional capability of a brake system with a wheel brake and a movable brake piston includes setting first and second braking forces on the brake piston with a hydraulic pressure generator and an electromechanical actuator, respectively, to set a parking brake force at the wheel brake. The method further includes actuating the actuator to set a third braking force on the brake piston with a value lower than the first and second braking forces. The hydraulic pressure generator is then actuated to set the first braking force after the third braking force is set. The actuator is then actuated to set the second braking force after the first braking force is set. The functional capability of the brake system is determined when the operating current during application of the second braking force temporarily corresponds to an open-circuit current of the actuator.

Abstract: A deadhead return control system for a locomotive or a control car similar to a locomotive having a deadhead stop and a piston valve with the connection status of the piston valve being controlled by the status of the deadhead stop. A first end of the deadhead stop is connected to a pilot end of the piston valve, a second end of the deadhead stop is connected to the atmosphere, a third end of the deadhead stop is connected to the external main air pipe. When the deadhead stop has a closed status, the first end of the stop is connected to the second end of the stop and when the stop has an open status, the first end of the stop is connected to the third end of the stop to allow for the air from said main air pipe to flow into the piston valve.

Abstract: A vehicle braking system includes a wheel cylinder, a master cylinder, a brake pedal operable to transmit a user input force to the master cylinder, a primary braking unit including a first electronically controlled pressure generating unit distinct from the master cylinder and operable to generate a braking force at the wheel cylinder in a first mode of operation, a secondary braking unit including a second electronically controlled pressure generating unit distinct from the master cylinder and operable to generate a braking force at the wheel cylinder in a second mode of operation and a pedal feel simulator operable to provide feedback to the brake pedal according to a fixed characteristic of the pedal feel simulator defining a predetermined force-stroke relationship relating a travel distance of the brake pedal to the user input force.

Abstract: A controller of the electric brake device includes a reaction force compensator to perform compensation such that a rotational resistance, of an electric motor, generated by a reaction force to a pressing force of a friction member against a brake rotor is cancelled out. The reaction force compensator includes: a direct estimator to directly estimate the reaction force from information including at least either a drive voltage or current of the electric motor and at least either a rotational angle of the electric motor or a value obtained by differentiating the rotational angle one or more times; an indirect estimator to estimate the reaction force from an estimated braking force on the basis of a set correlation; and a compensation reaction force determiner to determine a reaction force, to perform the compensation, by using estimation results of direct estimation and indirect estimation at predetermined proportions.

Abstract: An automated parking brake for a motor vehicle having at least one brake device is configured to adopt at least two states. In a first state, no clamping force is established by the parking brake, and in a second state, a clamping force is established by the parking brake. A transition point defines a transition between the two states. An identification of the transition point is carried out during a releasing process of the parking brake.

Abstract: An electrical line system for a vehicle, includes a first line arrangement for electrically connecting a first vehicle system to a first controller, a second line arrangement for electrically connecting a second vehicle system to a second controller, and an external sheath which surrounds the first line arrangement and the second line arrangement at least in sections, wherein an isolating medium is arranged within the external sheath, wherein the isolating medium is designed to surround the first line arrangement and the second line arrangement and to keep the line arrangements at a distance from the external sheath in order to reduce a pull-off force when pulling off the external sheath.

Abstract: Methods for transitioning a braking system between primary and fallback modes are provided. A method in accordance with the present disclosure may include identifying a failure in the functionality of the primary braking system, and, upon identifying the failure, mitigating an abrupt increase in a pedal travel distance required to brake or otherwise decelerate the vehicle so as to provide smooth transition from a primary braking mode to a fallback braking mode. The mitigating the increase in the pedal travel distance may include initiating a transition to the fallback braking mode, activating at least one of a plurality of transition braking modes, and gradually increasing the pedal travel distance by deactivating at least one of the previously activated transition braking modes.

Abstract: A wake-up device for a brake system component of a vehicle includes a magnet that is arranged to be set, via a transmission device, in rotational motion jointly with a shifting of a driver brake force transmission component, thereby effecting a relative motion between the magnet and an electrical conductor. The relative motion induces an induction voltage. An output device outputs the induction voltage or a wake-up signal generated based on the induction voltage to the brake system component, thereby controlling the brake system component to transition from a first energy use mode to a second energy use mode. A method includes controlling the brake system component to transition from the first energy use mode to the second energy use mode by outputting the induction voltage or wake-up signal generated as described above.

Abstract: A system for controlling grade of automation (GOA) of train operation includes an onboard information recording unit that is used to record a first set of GOAs; an onboard switch of GOA of train operation that is used to switch a value of GOA of train operation of the train; an onboard train positioning information acquisition unit that is used to collect current positioning information of the train; and an onboard controlling and processing unit that is used to determine a current GOA relating to the train.

Abstract: A ride control system for controlling a plurality of vehicles on a path includes a path processor and a bi-directional voting circuit in circuit with the path processor. Each vehicle of the plurality of vehicles may include a vehicle processor supported by the at least one vehicle and shunt relays in circuit with the at least one vehicle processor. Each vehicle processor may be configured to close a respective shunt relay upon a predetermined condition of the vehicle whereby the bi-directional voting circuit is activated to notify all other vehicles.

Abstract: A method of detecting a leak in a hydraulic trailer brake circuit of a trailer includes providing a controller, a base valve, a first sensor, a second sensor, a control valve having a solenoid, a reduction valve, a hydraulic fluid supply, a first brake output, and a second brake output. The method also includes supplying a first pressure to an inlet of the base valve and outputting a second pressure from an outlet of the base valve to the first brake output. The first pressure is detected by the first sensor and the second pressure is detected by the second sensor, and the detected first and second pressures are communicated to the controller. The difference between the first and second pressures are compared to a threshold, and a leak is detected in the hydraulic trailer brake circuit if the difference satisfies the threshold.

Abstract: A method for determining defects of an automated parking brake for a motor vehicle with at least one brake device includes detecting damage to the parking brake on the basis of a time profile of a variable representing an output torque of a parking brake actuator. The parking brake includes the parking brake actuator configured to be activated. The detection of the damage includes analyzing the time profile of the variable representing the output torque of the parking brake actuator during a first phase of an activation process of the parking brake for the identification. The activation process of the parking brake has at least two phases. A first phase of the activation process includes a no build up or reduction of a clamping force between at least one brake lining and a brake disk. A second phase includes a build up or reduction of the clamping force.

Abstract: A solenoid is determined abnormal if a current flowing therethrough at a certain duty ratio falls within an abnormal range. After the abnormal determination, a first duty ratio is used to cause a current to flow through the solenoid at such a current value within a first range as to not drive the solenoid valve. The solenoid is determined provisionally normal if the current at the first duty ratio falls within the first range. After the provisionally normal determination, a second duty ratio is used to cause a current to flow through the solenoid at such a current value within a second range including a current value range greater than the first range as to drive the solenoid valve. The solenoid is determined normal if the current at the second duty ratio falls within the second range.

Abstract: A method for stabilizing a vehicle combination including a towing vehicle and at least one trailer vehicle includes determining wheel revolution rates of a driven axle of the towing vehicle and a vehicle speed of the towing vehicle, checking, as a first criterion, whether there is braking wheel slip at the driven axle of the towing vehicle without the operation of a wheel brake of the driven axle of the towing vehicle, and actuating, in response to the first criterion being met, at least one wheel brake of the trailer vehicle.

Abstract: 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 a determination of an occurrence of the abnormality to a first ECU via a signal line when determining the occurrence of the abnormality in the hydraulic-pressure 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 that is 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 to be abnormal.

Abstract: Towed vehicles can be extremely heavy. Accordingly, it is too much of a burden to the braking system of a towing vehicle to not have brakes on the towed vehicle. Controlling the brakes of the towed vehicle must be accurately applied otherwise undesirable conditions can be created. There is a need for a method for controlling braking of a towed vehicle. This method comprises receiving a first signal via a communication bus of a towing vehicle, the first signal relating to at least one operating condition of at least one the towing vehicle and a towed vehicle, sending a second signal to brakes of the towed vehicle, the second signal based on said first signal.

Abstract: An electromechanical brake booster is provided for a braking system of a vehicle, having a valve body and an input rod, the valve body, to which at a displacement motion in a brake application direction has been imparted, being displaceable up to a differential travel equal to a limit differential travel with reference to the input rod, and then a co-displacement motion in the brake application direction being impartable to the input rod if the co-displacement motion is acted against at most by a retention force below a predefined threshold value, and at least one buffer element being disposed on the input rod and/or on the valve body in such a way that if a retention force above the predefined threshold value acts against the co-displacement motion, the differential travel is increasable above the limit differential travel by way of a deformation of the at least one buffer element.

Abstract: Methods and systems are provided for preventing vehicle roll. In one embodiment, a method includes: determining a first switch state; determining a second switch state; evaluating the first switch state and the second switch state to determine whether a condition of a mechanical linkage between a range selection device and a transmission has occurred; and selectively generating at least one of a control signal to control an electronic park brake and a notification message based on the determination.

Abstract: An expansion module is disclosed for use in a communication network. The expansion module may include a housing, an input interface connected to the housing and configured to externally connect with at least one analog device, and an output interface connected to the housing and configured to externally connect with the communication network. The expansion module may also include at least one processor located in the housing and configured to receive analog signals from the input interface, to convert the analog signals to digital signals, and to direct the digital signals to the output interface. The expansion module may also include at least one sensor located in the housing and configured to generate digital signals indicative of a performance parameter associated with a fluid in communication with the housing.

Abstract: An electric brake device includes a brake rotor; a brake pad; an electric motor; a linear motion mechanism configured to convert a rotary motion of the electric motor into a linear motion so as to be transmitted to the brake pad; a controller to control the electric motor; and a brake command device to send a braking force command to the controller. The controller includes an emergency braking detector to detect an emergency braking request; a steady state controller to perform braking in a steady state; and a flux weakening controller to perform flux weakening control. The flux weakening control is performed when the emergency braking detector detects an emergency braking request.

Abstract: A brake temperature detection device is configured detect brake temperature more accurately. In a situation in which the temperature in the vicinity of the brake has risen above the atmospheric temperature, indicated by a value read off of the detection signal of the temperature sensor, for example when traveling in congested traffic, a value to correct atmospheric temperature is determined, and atmospheric temperature is corrected on the basis of that atmospheric temperature correction value. Subsequently, brake temperature is calculated on the basis of the corrected air temperature. As a result of this configuration, it is possible to have the calculated brake temperature approach the actual brake temperature. This makes it possible to detect brake temperature more accurately.

Abstract: A braking grid cooling system may include a fan having a hub supporting a rotor and at least partially enclosing a stator, and a plurality of fan blades connected to and projecting radially from the hub; and a dynamic braking grid receiving the fan in a nested relation such that a combined height of the grid and the fan is less than a sum of a height of the grid and a height of the fan.

Abstract: In a method for providing the clamping force generated by a parking brake, the roadway incline is measured and in the case that the roadway incline exceeds a threshold value, a reengagement process is carried out after a defined time period has elapsed.

Abstract: A control device for an electric parking brake controls a motor for driving a friction member of the electric parking brake. The control device includes a processing unit which starts the motor in order to drive the friction member to a direction for placing the electric parking brake in a locked state; measures a current value of the motor in an operating state thereof; determines a cut-off current value from the measured current value of the motor according to a predetermined rule defining a correlation between the cut-off current value of the motor, by which a braking force necessary for the electric parking brake in the locked state is generated, and an increasing rate of the current; and stops the motor when the current value of the motor reaches the determined cut-off current value.

Abstract: Methods and apparatus are provided for warming a tire of a driven wheel of a vehicle, in which the vehicle includes one or more driven wheels and one or more non-driven wheels. The method includes determining a range of a transmission associated with the vehicle and determining a position of a throttle pedal associated with an engine of the vehicle. Based on the determined range of the transmission and the determined position of the throttle pedal, the method includes outputting one or more control signals to apply a braking force to the one or more non-driven wheels of the vehicle and outputting one or more control signals to drive the one or more driven wheels to warm the tire of the one or more driven wheels.

Abstract: The invention relates to a motor vehicle comprising: a number of wheels; a brake system having hydraulically actuatable brakes corresponding to each wheel; at least one brake circuit via which the brakes can be actuated; a brake booster via which the brake circuit can be operated, said brake booster being actuatable via a brake pedal to be actuated by the driver; and at least one pressure generation device and/or pressure accumulator device, which can be controlled by a control device, and via which the hydraulic pressure inside the brake circuit can be modulated. At least one electric motor (9) is provided, which motor is used in the event of a detected failure inside the brake system (2) to generate a deceleration torque by automatically switching into a generator operation, in order to brake the vehicle (1) until same has reached a standstill.

Abstract: A vehicle control system and method determine one or more designated speeds of a trip plan for a trip of a vehicle system along a route. The trip plan can designate the one or more designated speeds as a function of one or more of time or distance along the route for the trip. Geometry of the route that the vehicle system will travel along during the trip is determined, as well as one or more prospective forces that will be exerted on the vehicle system during movement of the vehicle system along the route for the trip based at least in part on the geometry of the route. The trip plan is revised to reduce at least one of the prospective forces by reducing at least one of the designated speeds of the trip plan based on the one or more prospective forces that are determined.

Abstract: The vehicular brake device according to the present invention is provided with a first flow passage connecting a first electromagnetic valve and a wheel cylinder, a second flow passage connecting a reservoir portion capable of storing brake fluid and the first flow passage and a second electromagnetic valve disposed in the second flow passage. A pressure differential generating portion generates a predetermined pressure differential by moving a master piston by a drive pressure generating portion after an execution of an advancement control to advance the master piston so that the stroke position of the master piston is within an advanced side area. A second electromagnetic valve control portion places the second electromagnetic valve in an open state for a period including at least a portion of the period of time in an execution period of the advancement control.

Abstract: A method of controlling a braking system using a brake device having an electromechanical parking function uses a brake device having an electromechanical parking function includes: a parking release and preliminary braking step of releasing a limitation of an operation location of an electromechanical element, pressing a secondary piston by a primary piston by operating the electromechanical element, and generating a braking force in the front wheel and the rear wheel by operating a hydraulic pump that is connected to a hydraulic circuit system; a primary piston backward moving step of allowing oil inflow of an accumulator for a complex caliper unit and separating the primary piston from the secondary piston by moving the primary piston; and a primary piston forward pressing step of blocking oil inflow of an accumulator for the complex caliper unit and pressing the secondary piston by moving the primary piston by the electromechanical element.

Abstract: A method and system for operating a brake system for motor vehicles, including a plurality of wheel brakes for which wheel-individual nominal pressure includes an electrically controllable pressure supply device, to provide a brake system pressure for actuating the wheel brakes. The brake system pressure provided by the pressure supply device can be determined. An electrically controllable inlet valve and electrically controllable outlet valve per wheel brake adjust wheel-individual brake pressures.

Abstract: A power generation system for wheeled objects comprises a generator mechanically coupled to one or more of the object's wheels to convert wheel rotational energy into electrical energy. The power generation system may comprise an electrical storage device configured to store the electrical power produced by the generator. Power from the generator and/or the electrical storage device can be used to provide power to other electrical systems in or on the object. In certain embodiments, the electrical storage device comprises a bank of high-capacity capacitors connected in series. Some embodiments use a control circuit, for example, to regulate the charging and discharging of the capacitor bank and to provide suitable voltages for other systems. The power generation system may be disposed within an object's wheel, such as a wheel of a shopping cart.

Abstract: Disclosed are an electronic brake system and a control method thereof. The electronic brake system includes a master cylinder including a piston, an output rod contacting the piston, an input rod configured to be moved forward by a driver's manipulation of a brake pedal and arranged coaxially to the master cylinder and spaced a predetermined isolation gap apart from the output rod, an electrically-driven booster including a motor, a ball screw to move the output rod, and a motion converting unit to move the ball screw forward and backward by converting rotational movement of the motor into linear movement, and an electronic control unit (ECU) to control operation of the motor based on the size of the isolation gap. When the ball screw is moved backward in an ABS mode, the ECU stops backward-movement of the ball screw before the output rod collides with the input rod.

Abstract: The present disclosure relates to load cell gain compensation, and more particularly, to a system that compensates for the effect of parasitic resistances on the behavior of brakes having load cells. The load cell gain compensation may be in response to an error representing the ratio of an instantaneous current to an expected current. In various embodiments, the gain compensation may enhance brake component performance.

Abstract: Disclosed is an apparatus and method for estimating railway vehicle masses, the method comprising checking if a train has entered an initial acceleration section and a straight section, receiving a speed of the train, each acceleration of the plurality of railway vehicles and each traction of the plurality of railway vehicles, dynamically modeling the train, and estimating masses of the plurality of railway vehicles and rail gradient.

Abstract: At least one or more sensor for detecting a load acting on a wheel support bearing apparatus is provided in such bearing device, a signal processor for processing an output signal of those sensors to generate a signal vector and a load calculator for calculating the load, which acts on a vehicle wheel, from the signal vector, are provided. The load calculator has a function of determining the presence or absence of a predetermined state of a vehicle, which may affects a result of calculation of the load, and performing two types of calculation process appropriate to the presence or absence. The presence or absence of the predetermined state of the vehicle, which is determined by the load calculator is, for example, ON/OFF of a brake.

Abstract: A method of operating a hydraulic brake system is described. A method of operating a hydraulic brake system of a motor vehicle having a mechatronic brake booster to boost a hydraulic pressure generated in a brake master cylinder of the brake system by a brake pedal of the motor vehicle determines whether a propulsion request is present during operation of the motor vehicle and actuates the mechatronic brake booster when a propulsion request has ended or been substantially reduced. During a predetermined time interval after the propulsion request has ended or been reduced, the mechatronic brake booster is operated at a minimum intensity such that no braking effect occurs during the predetermined time interval, unless a braking request occurs.

Abstract: Provided is a brake apparatus for an electric corner module (ECM) including: a housing; a shaft, of which both ends are accommodated in accommodation portions of the housing; a planet gear connected to the shafts; and a driving unit that transmits power to the shaft, moves the planet gear in an axial direction and induces friction between the housing and the planet gear. That is, in a brake apparatus for an ECM, a planet gear is moved in an axial direction using a driving unit so as to induce friction between a housing and the planet gear and thus confinement forces of the planet gear are generated so that a brake function can be implemented by blocking power transmission using a decelerator and the weight of a wheel can be reduced and the size of a power transmission system can be reduced and optimization of packaging can be implemented.

Abstract: An electric aircraft brake control system has a plurality of wheel and brake assemblies, each having a wheel, wheel speed transducer, brake assembly and a brake actuator. Electromechanical control units are uniquely associated with and connected to certain of the wheel and brake assemblies, and each of the electromechanical control units is provided with an antiskid system as an integral portion thereof. Brake data concentrators are provided for receiving data corresponding to various aircraft operational parameters, including brake pedal position, and provide operational signals to the electromechanical control unit as a function thereof. A controller for emergency and park braking is connected to the electromechanical actuator controllers through one of the brake data concentrators to effect emergency braking action on the brake assemblies, such emergency braking action having incident antiskid control.

Abstract: A braking system may include a brake booster, the piston-cylinder system of which is driven by an electric motor, wherein at least one working chamber of the piston-cylinder system is connected by hydraulic lines to at least two wheel brakes, a wheel brake being allocated a 2/2-way switching valve in each case and the hydraulic connection lines between the wheel brakes and the piston-cylinder system being closable, optionally separately or jointly, by means of the 2/2-way switching valves, so that a pressure can be adjusted in the wheel brakes one after the other in terms of a multiplex method and/or simultaneously. The electric motor and switching valves may be activated by a control device configured to adjust or control the piston movement and piston speed during the pressure generation and pressure reduction as a function of the pressure-volume characteristic of the wheel brakes.

Abstract: An electric parking brake control device has an actuator that drives a motor configured to operate or release an electric parking brake, a control unit that controls the actuator, a storage unit that stores a state of the parking brake, a determining unit that determines the state of the parking brake based on current that flows into the motor, and a detecting unit that detects an ON/OFF state of an ignition switch. When the detecting unit detects that the ignition switch is in the ON state, the actuator sends current in a direction which causes the parking brake to be operated to the motor, and the determining unit determines whether the parking brake is in an operation state or a release state based on the current which flows to the motor.

Abstract: A method applying a line lock feature, i.e. a wheel hold mode, with a brake system for a vehicle comprises initiating a wheel hold mode for the brake system and applying pressure to the wheels of a non-driven axle. The wheel brake pressure is maintained at the wheels of the non-driven axle independent of application of the brake pedal. The wheel brake pressure at the wheels of the non-driven axle is released when a release trigger event occurs. The release trigger event may be an automatic trigger event or a driver actuated trigger event.

Abstract: A trailer mounted proportional brake controller for a towed vehicle and a method of controlling the brakes of a towed vehicle is described. The brake control unit may control the brakes of a towed vehicle. The brake control unit may include a power control unit and a hand control unit. The power control unit may be connected to the brakes of the towed vehicle and the power control unit may be capable of selectively controlling the brakes of the towed vehicle based on a set of braking parameters. The hand control unit may be configured to remotely communicate with the power control unit. The hand control unit may be capable of transmitting information to the power control unit to adjust at least one of the braking parameters and receiving information from the power control unit.

Abstract: A vehicle control apparatus includes: a first braking force generating section configured to actuate, by a hydraulic pressure, wheel cylinders; a second braking force generating section configured to be mechanically regulated to provide the braking force to the one of the wheels; a braking force control switching section configured to automatically switch the second braking force generating section from a non-actuation state to an actuation state when a predetermined condition is satisfied in an actuation state of the first braking force generating section and in the non-actuation state of the second braking force generating section, and to switch the first braking force generating section to the non-actuation state; and a braking force characteristic control section configured to control a braking force characteristic generated by the first braking force generating section, and relating to the switching operation of the braking force control switching section.

Abstract: A braking assistance system for a vehicle towed by a towing vehicle. The braking assistance system includes at least one sensor configured to be coupled to the towed vehicle and to detect information about at the towed vehicle and the towing vehicle, and an electronic control unit having a processor. The electronic control unit is in electronic communication with the sensor to receive information about the towed vehicle and the towing vehicle. The processor is configured to determine an electrical connection between the towing vehicle and the towed vehicle, determine a deceleration of the towed vehicle and the towing vehicle based on the information from the at least one sensor, identify a brake assist situation, and initiate a brake control operation to control braking of the towed vehicle during the brake assist situation.

Abstract: The invention relates to a braking system architecture for an aircraft having wheels 1 braked by means of respective brakes 2, each brake having a plurality of electromechanical actuators 3a, 3b, the braking system having controllers 8a, 8b for distributing electric power Ps to the actuators 3a, 3b in response to a braking setpoint, each controller 8a, 8b being associated with some of the actuators of any given brake. According to the invention, each controller 8a, 8b has an input Ev for receiving information about the rotary speed of the wheel 1 braked by the actuators associated with said controller, the controller including processor means 13 for modulating the power transmitted to the actuators as a function of the speed of rotation of the wheel in order to provide anti-skid protection.

Abstract: A system for operating alarm features of a trailer towed by a tractor in the event of unintended decoupling of the trailer from the tractor. The system may include a breakaway switch or its functional equivalent, a flasher, and a source of emergency power such as a battery. The output of the system may operate only lights though the flasher, or optionally, also at least one electric brake of the trailer. Where braking is provided, the supply of electrical power is uninterrupted as by the flasher. Importantly, an anti-feedback feature prevents unintended operation of the lights and brake due to back-feeding from the electrical system of the tractor under ordinary operating conditions.

Abstract: A vehicle brake device is provided with a regulator for generating a servo pressure acting on a master piston in a master cylinder, based on a pilot pressure. The regulator is provided with a brake fluid absorbing section communicating with a first pilot chamber for absorbing the brake fluid as the pilot pressure in the first pilot chamber in the quantity depending on the fluid pressure in the first pilot chamber. The brake fluid absorbing section comprises a piston receiving portion formed in a second piston and opening to the first pilot chamber, a pressure receiving piston slidably received in the piston receiving portion and making the first pilot chamber variable in capacity, and an urging member urging the pressure receiving piston toward the first pilot chamber side.

Abstract: Systems and methods disclosed herein may be useful emergency braking systems for use in, for example, an aircraft. A system is disclosed that allows emergency braking without the need for a manually operated emergency brake. For example, a system is provided comprising a potentiometer in mechanical communication with a brake pedal, a first electronic switch in electrical communication with the potentiometer, a second electronic switch indicating a displacement of the brake pedal, wherein a brake control valve opens in response to the first electronic switch, and wherein a shutoff valve opens in response to the second electronic switch.

Abstract: One embodiment provides an electronic control unit including: a base body; a control circuit board that controls electric parts; and a housing that is attached to one surface of the base body. The housing includes an accommodating portion which accommodates the control circuit board thereinside and a flange. The flange includes an attaching hole penetrating therethrough. A part of the accommodating portion is positioned on an extension of a center axis of the attaching hole. An attaching pin projects from the one surface of the base body so as to be inserted into the attaching hole. An attaching portion is formed on the attaching pin so as to be positioned between the flange and the accommodating portion. An elastic member is attached to the attaching portion so as to bias the flange toward the one surface of the base body.