Abstract: A braking device for a hydraulic motor vehicle braking system having an electromechanically driven booster stage and a ball screw drive. In order to provide a braking device which is of particularly compact, cost-effective and weight-saving construction and has short pedal strokes, and an easily adjustable pedal characteristic curve, at the same time enabling effective direct action in case of failure of the booster stage and comfortable haptic feedback at the pedal during normal operation, the actuating force from a piston rod is introduced into the spindle, wherein the piston rod can be moved axially to a limited extent relative to the spindle and a spring element is inserted in the flow of force of the actuating force between the piston rod and the spindle, which spring is compressed axially when the actuating force is introduced.

Abstract: A hydraulic unit of an electronic control brake system is disclosed. The hydraulic unit of the electronic control brake system includes a modulator block having a plurality of accommodating bores in which a plurality of valves and pressure sensors coupled to a master cylinder to control braking hydraulic pressure supplied towards vehicle wheels are installed. Passages connecting between the accommodating bores are formed in the modulator block, and the passages are formed to be divided into two layers.

Abstract: This braking control device comprises a differential mechanism, a first electric motor that generates assisting force in a braking operation member, a second electric motor that adjusts output rod shift of the differential mechanism, and a controller that controls the first and second electric motors. In the controller, the first electric motor is controlled on the basis of an assistance map in which the assisting force is calculated, and the second electric motor is controlled on the basis of a displacement map in which the output rod shift is calculated. When the displacement map is changed, the assistance map is corrected as well.

Abstract: A method for operating a brake system of a motor vehicle includes actuating at least one of a first actuation device and a second actuation device of the brake system, and, in the event of a fault in a hydraulic brake device of the brake system, producing an electromechanical braking force via an electromechanical brake device of the brake system for decelerating the motor vehicle, irrespective of which of the first actuation device and the second actuation device is actuated.

Abstract: An electronically controllable brake system, in particular electronically controllable pneumatic brake system, for a utility vehicle, in particular utility vehicle, includes: at least one service brake circuit with service brakes and a service brake control module, a service-brake pressure being feedable to the service brakes, the service-brake control module generating a service-brake control signal as a function of a braking specification, the service-brake pressure being generatable as a function of the service-brake control signal and specified to the service brakes, for implementation of the braking specification via the at least one service brake circuit, under electrical control by the service-brake control module; and a parking brake circuit with spring-loaded brakes, a parking-brake brake pressure being feedable to the spring-loaded brakes, the parking-brake brake pressure being generatable as a function of the braking specification and specified to the spring-loaded brakes, in order to implement the

Abstract: An electrohydraulic brake system, comprising a brake master cylinder. A pressure generating device for actuating wheel brakes and an additional brake actuator may both be activated electronically. In a normal mode of operation, an open- and closed-loop control unit detects a braking demand based on the actuation of a brake pedal by the driver and activates the pressure generating device to build up braking torque at the wheel brakes. If the pressure generating device is not activated, the driver gains direct access to the wheel brakes and the control unit activates the additional brake actuator to build up braking torque. In the fallback mode, when a predetermined pedal travel threshold value is reached, the control loop activates the additional brake actuator to build up braking torque. In the event of a succession of brake pedal actuations by the driver, the pedal travel threshold value is increased at least once.

Abstract: An electronic system for controlling traction and braking of a vehicle is described. The system includes a device for actuating braking operatively connected to at least one first wheel of the vehicle, and at least one first traction and braking control unit. The device comprises: at least one first electric actuator and at least one electric motor. The at least one first traction and braking control unit being configured to control the at least one electric motor in regeneration mode to exert a regenerative braking torque on at least one first wheel. The at least one first traction and braking control unit also being configured to control the at least one electric motor in traction mode to exert a traction torque on the at least one first wheel.

Abstract: A damper includes a pressure tube defining a first end and a second end opposite to the first end. The pressure tube includes a primary section extending from the first end and a reduced-diameter section extending from the second end. The damper includes a primary piston slidably disposed within the pressure tube. The primary piston defines a rebound chamber and a compression chamber within the pressure tube. The damper further includes a secondary piston movable with the primary piston. The damper includes a sleeve connected to the pressure tube and surrounding the reduced-diameter section. The damper also includes a base valve. The pressure tube and the sleeve define an intermediate chamber therebetween. The pressure tube further defines at least one tube opening to fluidly communicate the compression chamber with the intermediate chamber.

Abstract: A turning behavior control apparatus that is applied to a vehicle includes front wheel suspensions and rear wheel suspensions having anti-dive and anti-lift geometries, respectively, and left and right front wheels are steered wheels. The turning behavior control apparatus includes a control unit for controlling the braking device, and the control unit is configured to control the braking device to apply a braking force to a turning inner driving wheel when a deviation between a standard yaw rate of the vehicle and an actual yaw rate exceeds a deviation reference value and a time change rate of the deviation exceeds a start reference value in a situation where the vehicle is turning without braking.

Abstract: In an aspect, a torsional vibration damper is provided, comprising a hub portion that mounts to a crankshaft, an outer ring that includes an inertial mass, a plurality of radial connectors that are elastically deformable and a plurality of spacers that extend circumferentially between the radial connectors and which are elastically deformable by the radial connectors during flexure thereof. The spacers are non-metallic and dissipate energy from deformation via conversion to heat. The plurality of radial connectors have a circumferential spring rate K1a in bending in a circumferential direction about the axis, and have an axial spring rate K1b in bending in an axial direction, wherein K1b is at least 10 times as large as K1a. The plurality of spacers have a circumferential spring rate Kra in the circumferential direction, and an axial spring rate Krb in bending in the axial direction, wherein Kra is less than 1% of K1a.

Abstract: A linear brake for a bicycle comprises a pair of pivot mounts, each of which is mounted on a bicycle member laterally of a wheel rim, one on either side of the wheel. A brake arm is pivotally mounted in levered relation on each pivot mount below adjacent and biased away from the wheel rim. A brake shoe is affixed to each brake arm upper end. A control cable is affixed to a control member above the wheel with the control member being connected to the center of a yoke cable. The yoke cable is affixed to the lower end of each brake arm with yoke cable passed partway around the annular component on each pivot mount.

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: Disclosed herein is an energy absorber having excellent impact resistance and excellent impact energy absorbability. The energy absorber includes an olefin-based resin composition obtained by mixing an olefin resin, a polyamide resin, and an elastomer having a reactive group that reacts with the polyamide resin, wherein the olefin-based resin composition has a continuous phase containing the olefin resin and a polyamide resin-based dispersed phase dispersed in the continuous phase, and the polyamide resin-based dispersed phase has a structure in which the elastomer is contained in a matrix phase containing the polyamide resin.

Abstract: A brake pump for vehicles having a pump body and an actuation device, operatively associated with the pump body. The actuation device being operable to generate a braking. A piston is housed inside a housing of the pump body, the piston being operable by the actuation device to vary the pressure of a brake fluid in a braking system to which the brake pump belongs, to generate the braking. The brake pump also has a switch group and an auxiliary actuation element.

Abstract: Generally described, dampers having shimmed pistons are configured for use with vehicle suspensions. The dampers generally include a shaft having a piston with compression and rebound valves extending therethrough. The piston interfaces a shim assembly at the valve outlets such that damping fluid flow is controlled through a set of valves in one direction, and the damping fluid flow is limited through the same set of valves in the opposite direction. In this regard, the shim assembly is configured to provide bleed relief of the hydraulic damping fluid at lower shaft speeds and deflect away from the piston higher shaft speeds. The shim assembly generally includes a ring shim that interfaces a shim stack to provide a configurable preload for the deflectable shims and a flow path for the hydraulic damping fluid during bleed relief.

Abstract: A brake actuator has a plurality of actuator housing portions, a parking piston axially displaceable within one of the actuator housing portions, and a service piston axially displaceable independently of the parking piston within another of the actuator housing portions. A brake actuator rod projecting from the other of the actuator housing portions moves outward of that actuator housing portion upon at least one of fluid supply to a first substantially torus-shaped service brake bladder and fluid relief from a second substantially torus-shaped parking brake bladder. The brake actuator rod can be moved inward into the other of the actuator housing portions upon fluid relief from the first substantially torus-shaped service brake bladder, and fluid supply to the second substantially torus-shaped parking brake bladder or both.

Abstract: A brake traction control system for a vehicle a braking input member, a brake modulator and a controller. The braking input member can be manually actuated and controllable to manipulate the vehicle braking system by controlling the pressure. The brake modulator can be controllable to manipulate the vehicle braking system by controlling the pressure. The controller can be configured to control the brake modulator in an obstacle crawl control mode such that the controller controls the brake modulator to adjust the pressure. The controller can perform processing in the obstacle control mode including: performing a first determination to determine whether the acceleration input member is actuated to control the power source assembly to propel the vehicle; performing a second determination to determine whether a speed of the vehicle satisfies predetermined criteria; and controlling the pressure based on the first determination and the second determination.

Abstract: A vehicle braking system includes a primary system including at least one pneumatic brake pipe control valve, and a secondary back-up system configured to facilitate vehicle braking without human intervention. The secondary back-up system includes a first air reservoir coupled to supply pressurized air to the at least one pneumatic brake pipe control valve, a second air reservoir, a choke adapted to allow airflow at a specified airflow rate, and a solenoid valve adapted to selectively couple and decouple the first air reservoir and the second air reservoir via the choke, according to an energization state of the solenoid valve.

Abstract: A damping valve for a vibration damper includes a damping valve body with a through-channel whose outlet opening is at least partially closed by at least one elastically deformable valve disk. A further valve element is associated with the valve disk. This further valve element predetermines a defined lift behavior for the valve disk proceeding from a valve seat surface. The further valve element is formed by an elastic coating of the valve disk that exerts a varying supporting force with respect to the valve disk via the configuration of the top surface of the valve disk.

Abstract: A cab mount for attaching a frame to a body is provided to prevent a forcible movement of the body generated under the influence of vertical vibration of the frame. A first cab mount includes: a collar extending vertically; and an upper mount rubber and a lower mount rubber disposed to face in the upper-lower direction on an outer periphery of the collar. The collar is attached to a body of a vehicle by being inserted into an attachment hole of a ladder frame of the vehicle while a peripheral part of the attachment hole is positioned between the upper mount rubber and the lower mount rubber. The upper mount rubber is spaced apart from the ladder frame in the upper-lower direction by a first predetermined distance while the lower mount rubber is spaced apart from the ladder frame in the upper-lower direction by a second predetermined distance.