Abstract: A disc brake having a ball-in-ramp actuator retained in a caliper for supplying a piston with a static clamping force to move first and second friction members into frictional engagement with a rotor to effect a parking brake application. The clamping force is transmitted from the ball-in-ramp actuator into the piston through an adjustment screw mechanism. The disc brake being susceptible to a thermal expansion and a thermal contraction and as a result the effect of the clamping force applied to bring the first and second friction members into engagement with the rotor may change during a time period that the parking brake application is initiated until it is terminated.

Abstract: Vehicle motion control devices and methods systematically treat a conditions of each wheel to acquire and maintain the vehicle behavior stability together with anti wheel lock and wheel spin processing, braking forces distribution. Device for controlling a running behavior of a vehicle estimates a road reaction force on each wheel, calculates a yaw moment around a centroid of the vehicle body generated by the road reaction force on each wheel, and controls driving and braking forces on each wheel based upon the yaw moments so as to stabilize a running of the vehicle. Spin and Drift conditions are detected through presently generated yaw moments and critical yaw moments which can be generated by a road reaction force assumed to be maximized. Physical parameters of each wheels, required for detecting and controlling the behavior of the vehicle are estimated with a theoretical tire model.

Abstract: A vehicle has at least one electrical traction motor, at least one additional user of electrical energy, a vehicle control system and a source of electrical energy. The traction motor is effectively connected with the vehicle control system so that in the event of a failure of the source of electrical energy, the vehicle is automatically decelerated in regenerative operation and the user is supplied with electrical energy by the traction motor which is operating in the regenerative mode.

Abstract: The adaptive brake application and initial skid detection system allows rapid brake application and prevents deep initial skids. Brake pressure is compared with a predetermined threshold brake pressure. Wheel velocity error signals are also generated to indicated the difference between the wheel velocity and a reference velocity signal. A pressure bias modulator integrator responsive to brake pressure signals adjusts the wheel velocity error signals to provide an anti-skid control signal. The pressure bias modulator integrator can also be initialized to the value of the measured brake pressure when the wheel velocity error signals indicate the beginning of a skid. Brake pressure difference signals are generated to indicate the difference between brake pressure and a commanded brake pressure, and an adjusted brake pressure error signal is generated in response to the brake pressure difference signals.

Abstract: A load of a workpiece, which is applied to a slider (68), is supported by guide blocks (78) and guide rails (30a, 30b) provided for a frame (12). On the other hand, pin members (72), which constitute a floating mechanism (64) provided under the slider (68), are slidably engaged with fitting members (66) installed to recesses (62) of a projection (54). Therefore, a ball screw (16) is prevented from any application of the load of the workpiece via a displacement member (46).

Abstract: A pneumatic servomotor for an assisted braking of a motor vehicle having a unidirectional clutch device (56). The clutch device (56) has a coaxial sleeve (58) that slides on a plunger (46), and a substantially ring-shaped key (60) that is arranged with a given clearance around the sleeve (58) and driven by a moving piston (22). When an input force is applied at a determined speed onto a control rod (38) that is integral with the plunger (46), the key (60) rocks and locks a finger (52) that biases the piston (22) with respect to the sleeve (58) in an axial position. The key (60) includes a peg (78) for axial indexing of the locking position of the sleeve (58).

Abstract: The invention relates to a bottom valve for a motor-vehicle double-tube shock absorber and comprising a main damping valve (8) and a bypass control borehole (5). A prestressed bypass valve (10) operating as a pressure relieve valve is associated to the control borehole (5) and allows adjusting the characteristic damping line between the shock-absorber compression rate of 0 m/s and the opening point OP of the main damping valve (8).

Abstract: A rubber bearing with axial damping includes a multipart bearing inner part (1), an elastomer (9, 9′), which surrounds the bearing inner part (1) in some sections and is connected thereto by vulcanization, chambers (5, 5′) for accommodating a damping agent, a channel carrier (11) with at least one damping agent channel (12), which makes possible the circulation of the damping agent between the chambers (5, 6, 7), as well as an essentially cylindrical bearing sleeve (10), which accommodates the above-mentioned bearing parts. The bearing inner part (1) has a section (2, 3) of increased diameter compared with a middle area (4) of the bearing inner part (1) at the respective axial ends of the bearing. A channel carrier (11) with chambers 5, 5′ for the damping agent is arranged between the sections (2, 3) of increased diameter of the bearing inner part (1).

Abstract: An anti-locking brake system for a land vehicle, which is set up in particular for traction control and vehicle dynamics control, comprises a pump (42) for actuating a wheel brake (37) which removes brake fluid from a brake pressure generating unit (31) and supplies it to the wheel brake (37), wherein a first valve arrangement (1) blocks in a non-actuated (normal) position (1.1) the connection between the brake pressure generating unit (31) and an input connection (42e) of the pump (42) and in at least one actuated position (1.3) establishes a primary flow connection (A), a first electromagnetic valve (50) establishes in a non-actuated position (50.1) the connection between an output connection (42a) of the pump (42) and the brake pressure generating unit (31), and blocks it in an actuated position (50.

Abstract: A shock absorber (2) includes a piston assembly (6) and a damping fluid cylinder (4) having a first end (22) and defining a damping fluid chamber (56). The piston assembly includes a piston (14) mounted to a shaft (8). The piston divides the damping fluid chamber into first and second variable-volume parts (58, 60). At least one restricted flow path is provided between the variable-volume parts of the cylinder, preferably one (18) for compression and one (19) for rebound or extension. A sealing ice scraper assembly (30) is mounted to the first end of the cylinder. The scraper assembly includes a sealing ice scraper sleeve (34) having a generally cylindrical scraper surface (36). A gap of a desired size, typically quite small, is provided between the scraper surface and the shaft. A recess (38) is formed into the scraper surface and houses an outer fluid seal (40) therein.

Abstract: A power Off upshift control method for an automatic transmission includes the steps of: a) determining if a vehicle is under conditions requiring power Off upshift control; b) starting power Off upshift duty control if the conditions are satisfied; c) calculating average turbine rpm change rate; d) measuring turbine rpm changing period and determining if the turbine rpm changing period is greater than a predetermined value; e) calculating a shift finish point if the turbine rpm changing period is greater than the predetermined value; f) determining if the turbine rpm change rate is less than a value obtained by adding a mapping value to the turbine rpm change rate; g) determining if the turbine rpm value is greater than or equal to the shift finish point, if the turbine rpm change rate is greater than the mapped value in the previous step; h) producing a shift finish point duty rate if the turbine rpm value is greater than or equal to the shift finish point; i) determining if the turbine rpm is less than a ta

Abstract: The invention relates to a spring-loaded brake with a first housing part (2) connected to a first brake calliper arm (26) and a second housing part (14) connected to a second brake calliper arm (28) and with an actuation device (18), by means of which the first and second housing part (2, 14) are capable of being moved relative to one another. The air passage as well as the wear of this spring-loaded brake can be monitored reliably and in a simple manner by means of a measuring device (7, 10) which continuously monitors the change in the relative position of the housing parts (2, 14).

Abstract: A pneumatic spring having a piston and rod assembly operatively mounted in a gas-charged cylinder tube which expands when an associated closure such as a lift gate of a vehicle is released from its locked position. The force of the pneumatic spring assists the swinging movement of the lift gate on its hinges relative to the bodywork of the vehicle. As the lift gate opens, the pneumatic spring expands with the piston rod telescoping outwardly of the cylinder tube, which operates to pull a dust tube normally surrounding the cylinder tube. This around the tube until a stop ring secured to the end of the dust engages a stop collar operatively mounted on the cylinder tube. This positively limits the expansion of the gas spring and thereby establishes the open position of the lift gate.

Abstract: A brake assembly is provided for use with a utility vehicle. The brake assembly includes a mechanism including a pair of compression springs configured to provide the ability of one brake to be further applied after one brake has been completely applied. A parking brake is also provided which includes a ratcheting feature.

Abstract: An apparatus for controlling a plurality of hydraulic motors and a clutch is capable of reliably implementing a sequence for engaging and disengaging the clutch and for fixing and clearing a zero tilt rotation amounts of the hydraulic motors, thereby preventing a speed change shock or load slip in the hydraulic motors. The apparatus includes zero tilt rotation fixing means (10A), a clutch (5), hydraulic vehicle speed detecting means (32A), and control valve means (30A) that releases an output command pressure to a return pressure connected to a tank (19) until a vehicle speed signal pressure to be received reaches a start pressure of a predetermined value, and begins to output the command pressure to the zero tilt rotation fixing means and the clutch when the vehicle speed signal pressure exceeds a predetermined value.

Abstract: In double tapered rollers of a thrust scroll bearing, a structure free from generation of edge load at both ends of a section straight line on conical or tapered surfaces, and appropriate in contact stress with the bearing race is presented. To be used as a rolling element of thrust bearing interposed between positions making relative scroll motions, it is a conical body having a pair of conical surfaces (Ra, Rb) matched coaxially and coupled at bottoms mutually, and the entire surface of the conical surfaces (Ra, Rb) is processed by crowning. As a result, edge load is not generated at both ends of the section straight line of the conical surfaces (Ra, Rb), and the maximum contact stress at the apex side is held at a low value within an allowable range.

Abstract: An overload protection device for a truck-mounted railcar brake assembly, comprising a body member having a first end, a second end, and at least one cavity of a predetermined size and shape disposed within the body member. A compression member of a predetermined size, shape, material, and load rating is compressed to a predetermined initial load and disposed within the cavity of the body member. A first means is secured to and disposed on the first end of the body member for engagement with a portion of a brake assembly. A second means is disposed on the second end of the body member for attaching to a force-transmitting member. A first portion of the second means is engageable with the compression member for transmitting an excess force generated from such railcar brake assembly to the compression member, whereby the overload protection device will compensate for a potential railcar brake overload condition.

Abstract: An integrated wheel, brake and axle structure for an aircraft comprises a tubular axle, and a wheel hub rotatably mounted interiorly of the tubular axle and accessible at an axial end thereof for mounting of a wheel thereto. A brake disk stack, having front and rear axial ends, includes alternating rotor and stator disks mounted with respect to the wheel support and wheel for relative axial movement. Each rotor disk is coupled to the wheel for rotation therewith and each stator disk is coupled to the axle for support against rotation. In such arrangement, the wheel web functions as a back pressure member for applying force to the outboard end of the disk stack. A cooling fan is provided interior of the axle for generating a cooling flow of air across the brake disk stack.

Abstract: A vehicle brake system has a gas pressure accumulator (10) comprising a housing (12), the interior of which is divided by metal bellows (16) into a gas-sensed gas chamber (20) and a fluid chamber (22). Via a feed line (24) a fluid may be supplied under pressure to and removed from the fluid chamber (22), wherein provided between the fluid chamber (22) and the feed line (24) is a valve arrangement (74), which closes when the pressure in the feed line (24) drops below a minimum value and opens when the pressure exceeds the minimum value. To increase the operational reliability of the gas pressure accumulator (10), the valve arrangement (74) closes when the pressure in the feed line (24) exceeds a maximum value and opens when the pressure drops below the maximum value.

Abstract: A fluid damped shock absorber comprises an outer tube having a closed end and an open end, and a damper tube disposed within the outer tube. An inner tube is axially slideable within the outer tube and has a closed end and an open end. A sealing piston is attached to the inner tube to provide a seal between the inside of the outer tube and the outside of the damper tube. A sealing device is attached near the open end of the outer tube to provide a seal between the outside of the inner tube and the outer tube. A regulation valve is fixed to the damper tube in a sealed arrangement with the outer tube. The regulation valve is located between the closed end of the outer tube and the sealing piston. The regulation valve is configured to regulate fluid flow of a damping fluid between the outer tube and the damper tube upon axial movement of the inner tube within the outer tube.