Abstract: A secondary source of braking for large hydraulically braked vehicles utilizing the available power source (38) provided by typically available anti-skid and traction control braking systems. The anti-skid braking system is used to control the secondary braking function in a manner optimal to the operating condition of the vehicle. Unique distinctive operating modes are used when the vehicle is either moving (79, 81, 83), or stationary (57, 59, 73). The advantages of the stationary mode are fast time response and high output pressure controlled with a minimum of pump operation and fluid movement. The advantages of the dynamic mode are the ability to modulate brake pressure in response to the driver's command.

Abstract: A braking device for a motor vehicle comprises a master cylinder (200) and a pneumatic booster (100). The pneumatic booster includes a rigid casing (10) divided by at least one moving partition (16) into at least two chambers (12, 14). A main hydraulic piston (30) of the master cylinder (200) includes a reaction piston (34) which slides in a hollow moving cylinder (32). The reaction piston includes a normally open two-way valve (94, 95) which can interrupt communication between an interior (V) of the master cylinder and the interior (35) of the moving cylinder (32); a first part (50) which abuts against the moving cylinder (32), in the rest position; and a second part (52) which abuts against the first part (50), in the rest position. A stepped third piston (82) slides inside a stepped bore (84, 85) of the moving cylinder (32) and abuts against the first part (50), in the rest position.

Abstract: A disc brake (10) with an anchor (12) fixed to a housing. The anchor (12) has non-symmetrical first (18) and second (20) rails which align first (22) and second (24) friction pads with a rotor (26). The first rail (18) has first (32) and second (34) sections with constraining surfaces (48,48') thereon separated from first bearing surfaces (50,50') by a first groove (44,44'). The second rail (20) has first (36) and second (38) sections with aligning surfaces thereon (55,55') separated from second bearing surfaces (60,60') by a second groove (53,53'). The first bearing surfaces (50,50') have a first complementary relationship with respect to aligning surfaces (55,55') and the second bearing surfaces (60,60') have a second angled complementary relationship with respect to the constraining surfaces (48,48').

Abstract: A control apparatus for a brake system having a housing with a first bore for retaining a spool valve and a second bore for retaining a selector valve. A cap separates the first bore into a first chamber and a second chamber. The first chamber has an inlet port connected to a source of fluid under pressure, a gear port for connected the source of fluid under pressure to a hydraulically operated device, a relief port connected to a reservoir and an outlet passage connected to a selector valve which communicates pressurized fluid through an outlet port to a brake booster. The second chamber is connected to the reservoir and the second bore. The a spool valve has a peripheral surface with first and second grooves separated by lands and an internal operational passage connecting the second groove to the outlet passage.

Abstract: A method of setting a gap between a poppet member and a seat in a check valve by sensing the position of an cylindrical projection extending from an end cap while sonically welding the end cap to a housing

Abstract: A wheel end hub assembly for a motor vehicle incorporating mechanical retention features. The assembly accurately and positively orients the motor vehicle brake component, such as a disc brake rotor or brake drum with respect to its wheel hub. Accordingly, the machining operations for the brake component braking surfaces can be accurately based from a datum surface of the hub. The assembly incorporates a retention nut threaded onto the wheel mounting bolts which exerts a clamping force on the brake component and further establishes the relative positions of the hub and brake component. The retention nut features a generally conical surface which contacts a generally conical surface of the brake component to establish the radial and rotational relative position of these components.

Abstract: A drum brake for use in a brake system (10) having first (14) and second (16) shoes retained on a backing plate (20). The first brake shoe (14) has a first end (22) connected to an actuator (12) and a second end (26) connected to an anchor arrangement (24) and the second brake shoe (16) has a first end (36) connected to the actuator (12) and a second end (38) connected to the anchor arrangement (24) The actuator (12) responds to an input signal during a brake application by moving the first (14) and second (16) brake shoes into engagement with a drum (18). The anchor arrangement (24) includes a load sensor (64) for measuring a torque generated between the first (14) and second (16) brake shoes and the drum (18). The anchor arrangement (24) has a bracket (44) with a base (46) having first (48) and second (50) side walls which are secured to the backing plate (20). The first side wall (48) has a first central opening (56) therein while the second side wall (50) has a second central opening (58) therein.

Abstract: A master cylinder (12) for use in a brake system. The master cylinder (14) has a housing (22) with a bore (20) therein connected by a radial port (28) and an axial port with a reservoir (32) and to the brake system through first (34) and second (36) outlet ports. First (42) and second (44) pistons located in the bore (20) are separated by a first resilient means (46) to define a first chamber (50) while the second piston (44) is separated from the bottom (21) of the bore (20) by a second resilient means (48) to define a second chamber (52). The first and second resilient means (46,48) each include a first spring (90) which is caged between a first retainer (94) and a second retainer (96) by a linkage member (98) and a second spring (92). The linkage member (98) has a head (126) which engages the first retainer (94) and an end (128) which engages the second retainer (96) to hold the first spring (90) between the first (94) and second (96) retainers.

Abstract: A boosted braking device for a motor vehicle having a master cylinder (200) and a pneumatic booster (100) operated by applying an input force to an operating rod (26). The booster (100) has a rigid casing (10) which is divided by a partition (16) into at least first (12) and second (14) leaktight chambers. The partition (16) is acted upon via a difference in pressure between the first (12) and second (14) chambers on the opening of a three-way valve (24) to allow pressurized fluid to be communicated to the second chamber (14). A main hydraulic piston (30) which is located in the master cylinder (200) has a hollow cylinder (32) which is in communication with an interior volume (V) of the master cylinder (200). A secondary hydraulic piston (34) slides in a leaktight fashion inside of the hollow cylinder (32).

Abstract: A wheel end hub assembly for a motor vehicle incorporating mechanical retention features. The assembly accurately and positively orients the motor vehicle brake component, such as a disc brake rotor or brake drum with respect to its wheel hub. Accordingly, the machining operations for the brake component braking surfaces can be accurately based from a datum surface of the hub. The assembly incorporates a retention nut threaded onto the wheel mounting bolts which exerts a clamping force on the brake component and further establishes the relative positions of the hub and brake component. The retention nut features a generally conical surface which contacts a generally conical surface of the brake component to establish the radial and rotational relative position of these components.

Abstract: A tandem brake booster having a housing with a first front chamber separated from a first rear chambers by a first wall and a second front chamber separated from a second rear chamber by a second wall. The first and second front chambers are connected to the first and second rear chambers through passages in a hub which retains a control valve. In a first or ready mode of operation, the first and second front and rear chambers have a substantially identical first fluid pressure while in a second or actuation mode of operation, the control valve responds to an input force to allow a second fluid pressure to be communicated to the first and second rear chambers and create a pressure differential with the first fluid in the first and second front chambers. The pressure differential develops an output force which moves the first and second walls as a function of the input force applied to the control valve.

Abstract: A brake system (10) having a proportioning device (18) through which a first fluid pressure is communicated to a first brake circuit and a second fluid pressure is communicated to a second brake circuit. The proportioning device (18) has a housing (90) with a first bore (204) connected with a first passage (98) for receiving the first fluid pressure and with a second passage (100) for receiving the second fluid pressure. A first piston (210) located in the first bore (204) of the housing (90) separates the first passage (98) from the second passage (100). The first piston (210) responds to a higher fluid pressure of the first and second fluid pressures by moving in the first bore (204) to providing additional fluid pressure to a lower fluid pressure of the first and second fluid pressures to substantially equalize the first and second fluid pressures supplied to the first and second brakes circuits for effecting said brake application.

Abstract: A brake assembly (10,210,310,410) with a master cylinder totally integrated into a brake assembly. A housing for the brake assembly has an interior separated by a movable wall (30,30') to define first (32,32') and second (34,34') chambers. End element (18) secured to the housing has projection (17) located in the first chamber (32,32') with a plurality of passages (98,100) for communicating fluid to a brake system. A cylindrical member (60, 260,360,460) has a blind bore (74) that extends from a first end (70,264,364) toward a second end (72,266,366). The cylindrical member (60,260,360,460) slidably and sealingly engages the end element (18) to connect the blind bore (74) with the plurality of passages (98,100). A reaction member (120) is located between the hub member (46) and the cylindrical member (60, 260,360,460).

Abstract: A vacuum brake booster having sound absorbing members affixed to the front and rear shells to attenuate sounds caused by air movement in the brake booster. The front shell is joined to the rear shell to define the housing for the brake booster. The housing is divided into a first chamber and a second chamber by a wall structure. The first and second chambers in a first mode of operation are designed to be in communication with a first source of fluid (vacuum) having a first fluid pressure while in a second mode of operation the second chamber is in communication with a second source of fluid (atmospheric air) at a second fluid pressure. In the second mode of operation, a pressure differential is created across the wall structure to produce an output force corresponding to an input force associated with a desired braking application.

Abstract: A brake pad (10) having a mechanical joint formed between a friction member (22) and a metal backing plate (12) by a plurality of rivets (30,30' . . . 30.sup.n). Each rivet (30) has a head (36) and an end (37) with the head (36) engaging the friction member (22) and the end (37) engaging the backing plate (12). During assembly of each rivet (30) with the backing plate (22), a force is applied to the head (36) causing the end (37) to flow in a groove (38) in a die (16) and form a flattened surface. The amount of the force applied to head (36) is limited to create a clamping force between the head and backing plate which holds the friction member (22) against the backing plate (12) and yet noise developed through vibration during a brake application is attenuated as the friction member (22) and metal backing plate (12) vibrate at different frequencies.

Abstract: A back-up power assisted braking system substitutes an intermittently actuated secondary source of pressurized hydraulic fluid such as a traction control/anti-lock pump and motor (41) for the normal braking power assist upon the detection of a failure in the primary power assisted braking system. A failure may be detected in responsive to sensing simultaneous brake pedal (23) displacement and a lack of fluid flow for providing an abnormality signal. Also, a failure may be detected by sensing a predetermined difference between the commanded braking force (45) and the actual braking forces (38, 49). There is a pressure transducer (45) which provides an indication of brake pedal commanded braking force and a hydraulic circuit (43, 53 or 55, 51) interconnecting the secondary source outlet, the individual wheel brake actuators (14) and secondary source inlet.

Abstract: A parking brake assembly for connecting a cable to a lever. The lever has a generally flat base member pivotally mounted on the second brake shoe with a first end connected to the first brake shoe and a second end joined to a brake cable. The cable is located in a helical guide spring retained in a spring support which extends from the base member. A front face on the ramp is initially engaged by a tip of the cable while the slot forms a guide to allow an input force to move the tip over a lip on the end of the second tine. Once the tip has moved past the second tine, the cable tries to straighten out to eliminate any flexure induced by moving up the ramp by snapping into the slot and become aligned with the helical spring. A force applied to the cable which pulls the tip into engagement with a rear face on the ramp to complete the connection between the cable and lever. The projection assures that the cable remains located in the slot no matter how far the tip moves past the lip on the second tine.