Abstract: The object of the present invention is a new configuration of torsional spring with a flat structure, capable of ensuring response linearity, modelling ease and accuracy, versatile use while safeguarding the possibility of the inner passage of wiring or of any accessory components along the transmission/torsion axis.

Abstract: A brake system and a method of controlling the brake system including a pedal master unit, an electric booster unit, a pedal-feel generating unit, and an electric control unit, wherein the pedal master unit includes a master cylinder and an operating rod, the electric booster unit includes a motor, a motor piston, and a gear device-screw shaft combination, the pedal-feel generating unit includes a reaction disk configured to form a pedal feel force (FRD) and a pedal spring arranged to form a pedal feel force (Fspring), and the electric control unit is configured to variably control, in a regenerative braking mode and in a hydraulic braking mode, a ratio of increase to decrease of the pedal feel force (FRD) and a ratio of increase to decrease of the pedal feel force (Fspring).

Abstract: A wheel hub drive for a vehicle, having: a drive housing; a hub output mounted rotatably relative to the drive housing; a wheel brake for the hub output that has a stationary and a rotating braking partner, the stationary braking partner being connected to the drive housing for conjoint rotation therewith, and the rotating braking partner being connected to the hub output. The two braking partners are frictionally connected in a braking state, A parking brake for fixing the hub output relative to the drive housing. The stationary and rotating brake partners being movable relative to one another when the parking brake is actuated and being frictionally connected to one another in a parked state. The has a ramp mechanism for converting a rotary movement into a linear movement in order to transfer a parking force to the stationary and/or rotating brake partner.

Abstract: A vibration isolation system for compactly mounting a vibrating component, such as an air compressor, to an object, such as an air tank, is described. The system may include a rod and bumper system to isolate the vibrations generated by the air compressor from the vehicle or object that it is mounted to. A primary isolation subsystem may include a rod suspension design which consumes significantly less space than existing solutions. The rod is able to achieve equal spring rates in any direction.

Abstract: A drum brake device for a vehicle includes a first brake shoe and a second brake shoe movably coupled to a back plate, and spaced apart from each other; a wheel cylinder positioned between one end of the first brake shoe and one end of the second brake shoe, and configured to expand the distance between the one end of the first brake shoe and the one end of the second brake shoe; and an actuator positioned between another end of the first brake shoe and another end of the second brake shoe, and configured to provide a driving force to expand the distance between the one end of the first brake shoe and the one end of the second brake shoes and to expand the distance between the another end of the first brake shoe and the another end of the second brake shoe.

Abstract: An automatic fork suppression system is described. The automatic fork suppression system includes a fork ring coupled to an upper fork tube and a locking assembly coupled to an outer face of a fork guard. The locking assembly includes a body, a latch lever, a pivot pin, a locking mechanism, and a lever return mechanism. In an unlocked position, the catch of the latch lever is configured inside the body of the locking assembly and is not engaged with an engagement portion of the fork ring). In a locked position, a catch of the latch lever is configured outside the body of the locking assembly and is engaged with an engagement portion of the fork ring. When the latch lever is coupled to the body, the handle extends through an opening such that it is accessible (e.g., by a user or motorcycle rider) and movable between unlocked and armed positions.

Abstract: A braking system includes a vehicle having a front brake and a rear brake. The system includes a moveable structure connected to a rear brake. The rear brake may be a hydraulic brake. When the rear brake is actuated, the moveable structure moves. The movement of the structure pressurizes hydraulic fluid in a tube which actuates a front hydraulic brake.

Abstract: A suspension system includes a first suspension member movable relative to a second suspension member, a fluid reservoir having a volume, the volume variable in response to a relative movement between the first and second suspension members, and a fluid flow circuit having a first end in fluidic communication with the fluid reservoir and a second end in fluidic communication with an isolated suspension location, the fluid flow circuit comprising a first valve, a second valve and a third valve, wherein said first and third valves are in parallel with each other and the second valve is in series with each of the first and third valves.

Abstract: An epicyclic transmission gear and disk brake based regenerative braking device includes an epicyclic transmission unit to transfer braking energy through arrangement of sun gear and the planetary gears to a clock spring of a clock spring torque storage module. The device includes a disk brake unit that arrests the rotation of a sun-planetary gear assembly in the epicyclic transmission unit such that momentum available at the extended hub is transferred to a ring gear. The ring gear is connected to an inner casing of the clock spring torque storage module that charges the spring. The device includes a chassis unit that dissipates excess energy through spinning of an outer casing of the clock spring torque storage module by a spring calibration wheel that rides over a sinusoidal contoured surface of the outer casing.

Abstract: A brake system includes a brake actuator configured to engage a brake to limit movement of a tractive element, an air-to-hydraulic intensifier coupled to the brake actuator where the air-to-hydraulic intensifier is configured to receive a supply of air and provide a hydraulic fluid to the brake actuator based on the supply of air to overcome a brake biasing force of the brake actuator to disengage the brake actuator from the brake to permit movement of the tractive element, a hydraulic reservoir coupled to the air-to-hydraulic intensifier, and a valve. The valve includes a first port fluidly coupled to the air-to-hydraulic intensifier, a second port fluidly coupled to the hydraulic reservoir, a third port fluidly coupled to the brake actuator, and a valve gate that is repositionable between a first position that couples the first port to the third port and a second position that couples the second port to the third port.

Abstract: A hydraulic brake actuation assembly with a first and a second spool is disclosed. The hydraulic brake actuation assembly includes a first and a second subassembly which are configured to be mounted to each other in a pre-assembled manner. The first subassembly includes the first spool and a first actuation piston which are moveable along a first axis respectively. At least one first spring is located between the first spool and the first actuation piston along the first axis. The first subassembly includes the second spool and a second actuation piston which are moveable along a second axis respectively. At least one second spring is located between the second spool and the second actuation piston along the second axis. The first and the second axis are parallel to each other. The second subassembly includes a third and a fourth actuation piston. The third actuation piston is moveable along the first axis.

Abstract: A trailer control module (94) of a pressure-medium operated braking system of a tow vehicle has a valve assembly for controlling a pneumatic braking system of a trailer vehicle The valve assembly includes the following: an electronically controlled trailer control valve (6) which contains a pneumatically controlled relay valve (18) with an inverted control input (34); a pressure-medium controlled backup valve (8) which contains a pressure-medium controlled relay valve (54); and at least one electronically controlled parking brake valve (68, 70), via which the relay valve (18) of the trailer control valve (6) can be actuated pneumatically at its inverted control input (34). In addition, a coupling device (98) is present, by which the parking brakes of the tow vehicle can also be operated via the parking brake valve (68, 70).

Abstract: A braking method for a vehicle is provided. The method includes the following steps: obtaining a first state information of the vehicle, where the first state information includes a vehicle mass and a deceleration required by braking; calculating a braking torque required by the vehicle according to the first state information, and controlling an output of an electric braking torque according to the braking torque required by the vehicle; obtaining a current gradient and a current vehicle speed of the vehicle; and determining whether to control the vehicle to unload the electric braking torque, and whether to control the vehicle to apply a mechanical braking torque according to the current vehicle speed, the braking torque required by the vehicle, the deceleration required by braking, and the current gradient. A braking device for a vehicle and a vehicle are further provided.

Abstract: A hybrid electric vehicle having one or more controllers, at least two independently driven electric machines (EMs) that are each coupled to separate drive wheels, and controllers configured to generate a torque split ratio responsive to lateral acceleration and/or unequal friction coefficients detected during braking, and to generate electric power with the motors by regeneratively braking each wheel with unequal torques adjusted by the ratio, such that combined wheel braking torques do not exceed a total braking torque limit for the vehicle. In some configurations, the controller(s) generate the torque split ratio by a predetermined lookup table that maps a plurality of torque split ratios to lateral accelerations, the coefficients, and other parameters. Further arrangements include the controller(s) coupled with sensors that detect wheel slip and yaw rate, and responsive to a braking signal, the controller(s) disengage regenerative braking when the wheel slip and/or vehicle yaw are detected.

Abstract: Provided is a stabilizer bush that ensures improved durability. The stabilizer bush (10) comprises: a bush main body (11) formed from a tubular elastic body having a retention hole (12) through which the stabilizer bar (2) passes; a rigid body portion (14) that is fixed to the bush main body (11) and has a higher rigidity than the bush main body (11); and an elastic film (16) that comprises an elastic body and is in contact with a second surface (14b) of the rigid body portion (14). A part of the elastic film (16) is fitted into depressed portions (15a, 15b) that are depressed from the second surface (14b) to a first surface (14a) side.

Abstract: The disclosed method may include configuring one or more brakes based on a braking-related attribute expected at a geographic location being traversed by a personal mobility vehicle. By configuring the application of brakes of a personal mobility vehicle based on terrain, environmental conditions, and other geographic features, the system may reduce the risk of the vehicle skidding or tipping due to over-braking. In some embodiments, a rider may use a single brake lever to indicate a desire to brake and the system may make determinations about how to apply a combination of mechanical and electrical brakes to front and back wheels based at least in part on the location of the personal mobility vehicle. By configuring brake engagement based on a combination of controls and map data, the system may improve user experience and user safety, especially for inexperienced riders.

Abstract: An elastomeric bushing comprises an inner sleeve, an elastomeric bumper disposed around and directly engaging the inner sleeve, and an outer sleeve disposed around the inner sleeve and the elastomeric bumper. The outer sleeve is spaced apart from the inner sleeve and directly engages the elastomeric bumper. The inner sleeve includes a first protrusion and a second protrusion axially spaced apart from one another. The outer sleeve includes a radially inwardly extending indentation axially positioned between the first protrusion and the second protrusion. The indentation traps a first portion of the elastomeric bumper between the first protrusion and a first surface of the indentation and also traps a second portion of the elastomeric bumper between the second protrusion and a second surface of the indentation.

Abstract: An EH braking system including a brake valve operably connected to a brake and a brake pressure sensor. A calibration event for the EH braking system where the compliance calibration time is measured from when the brake valve is operated at full activation to when the brake pressure sensor senses the pressure starts to build in the brake circuit. The compliance calibration time is the time it takes to fill the compliance volume of the brake(s). The compliance calibrated fill time is used during a normal braking event wherein the brake valve will be operated to a full activation condition for duration of the compliance calibration time. After the calibrated fill time has elapsed, the brake valve will be operated at the desired operator command of the brake pedal. This results in quicker fill times of the brake and better brake system response.

Abstract: A brake control system for a vehicle includes a brake actuator operable over a range from an initial position that includes contiguous portions of displacement that are a first portion of displacement, a second portion of displacement and a third portion of displacement, a controller and an actuation sensor operatively coupled to the brake actuator. The actuation sensor sends a signal to the controller to activate a regenerative braking system using an electric motor of the vehicle if the actuation sensor detects the brake actuator is in the first portion of displacement. The regenerative braking system is activated and the friction braking system is activated when the brake actuator is in the second portion of displacement. The regenerative braking system is deactivated and the friction braking system is activated when the brake actuator is in the third portion of displacement.

Abstract: One or more techniques and systems are described herein for synchronized air delivery method between a vehicle's central tire inflation system (CTIS) and an air trailer brake (ATB) system. A synchronized air delivery system can utilize a shared air source as a common shared input to drive two different systems, including the ATB system and CTIS. Based on ATB and CTIS air need feedback, an air compressor clutch can automatically control ON and OFF modes for air inputs using a control algorithm. Air can be provided to the ATB system, to provide air to brakes on a coupled trailer, over the tire inflation operation, such as during a braking event.