Abstract: A swappable drive train assembly for a vehicle includes a rod removably attachable to a coupling arrangement of the vehicle that defines a first aperture and connects a first vehicle frame component and a second vehicle frame component. The swappable drive train assembly further includes an assembled gear cartridge attachable to the vehicle by the rod. The assembled gear cartridge is configured to rotate about the rod with respect to the coupling arrangement. The assembled gear cartridge is attachable to the vehicle by extending the rod through the first aperture and a second aperture of the assembled gear cartridge which maintains the connection between the first vehicle frame component and the second vehicle frame component while attaching and detaching the assembled gear cartridge.

Abstract: A work vehicle, comprises: an operation section occupiable by an operator; a cabin accommodating the operation section; left and right suspension mechanisms via which a body of the work vehicle supports a left portion and a right portion of the cabin; and left and right lateral rods configured to allow the cabin to move upward and downward relative to the body and restrain the cabin from moving leftward and rightward relative to the body.

Abstract: Disclosed are an electric wheel assembly applicable for a parallelly mounted dual-tire wheel, an axle, and a vehicle. The electric wheel assembly includes a wheel and support axle assembly, an internal-rotor hub motor, a planetary gear reducer and a brake system. A planetary carrier is connected to a hub. The hub is connected to a spoke and a rim. The wheel support axle passes through a rotor sleeve and is provided with a hub bearing to support the hub and a whole wheel. A sun gear disposed at an end of the rotor sleeve of the internal-rotor hub motor is a power input of the planetary gear speed reducer, and the planetary carrier is a power output. A planetary gear of the planetary gear reducer is a tower-shaped gear and realizes a relatively high transmission ratio under a condition that an axial length is relatively small.

Abstract: An improved twin clutch, two-speed disconnect secondary drive unit, which may be configured as a rear drive unit (RDU) for an all wheel drive vehicle is provided. The RDU is driven through an input shaft, which is connected to a vehicle drive source such as a motor, and includes a twin clutch assembly, which is connected to the drive shaft and is selectively actuated to drive left and right main shafts, which drive respective wheels of the vehicle. The RDU further includes a modular a shift assembly mountable to one or both of said main shafts to drive output shafts, wherein each shift assembly is selectively operable between the hi-range and lo-range modes to shift driving operation of the output shafts between hi-speed and lo-speed operation. The shift assembly may be controlled by improved mono-stable or bi-stable actuators.

Abstract: A drive device for an electric truck provided with double-tires, the drive device including drive units provided to each of the double-tires on left and right sides of the electric truck, each of the drive units including a drive unit housing integrally accommodating a motor that generates drive power, a reducer that reduces a rotation speed of the motor, and a final gear that is connected to the reducer and transfers the drive power of the motor to a drive shaft of the double-tire. The drive device further including suspension parts one integrally integrated with above the final gear in the drive unit housing of each of the drive units and steering gear parts one integrally integrated with above each of the suspension parts and being configured to be steerable the double-tire.

Abstract: Provided are a steering function-equipped hub unit that has a simple structure, high rigidity and a reduced size, a steering system, as well as a vehicle including the steering function-equipped hub unit. The steering function-equipped hub unit includes: a hub unit main body including a hub bearing supporting a wheel; a unit support member provided to a knuckle of a suspension device and rotatably supporting the hub unit main body about a turning axis extending in a vertical direction; and a steering actuator configured to rotationally drive the hub unit main body about the turning axis. The hub unit main body is supported by the unit support member through a preloaded rolling bearing.

Abstract: To provide a rear wheel braking device for a motorcycle that can reduce an unsprung mass and the number of pieces of components on the rear wheel side of a shaft drive type motorcycle. In a rear wheel braking device for a motorcycle transmitting a drive force of a power unit of a motorcycle to a rear wheel through a drive shaft that extends in a vehicle longitudinal direction, the drive shaft includes a propeller shaft that is connected to a rear end of an output shaft through a universal joint, the output shaft protruding to the vehicle body rear side from a case member of the power unit. A brake disk is attached to the output shaft, the brake disk being braked by a rear wheel brake caliper. The rear wheel brake caliper is fixed to a bracket that is arranged in the case member, and is disposed on the vehicle body upper side of the brake disk.

Abstract: An electric wheel-end assembly comprising a mounting portion, a spindle having an inboard end connected to the mounting portion and an outboard end distal from the mounting portion. A hub is rotatably mounted to the spindle via one or more bearings disposed between the inboard and outboard ends of the spindle. A reduction gearbox is disposed at the distal end of the spindle. An input shaft comprising an inboard end having a drive receiving portion arranged to releasably connect to a drive shaft of an electric motor, extends through the spindle to deliver a rotational input to the drive input of the reduction gearbox, the drive output of the reduction gearbox being connected to the hub to drive the hub in rotation about the spindle.

Abstract: A vehicle driveline including a first axle assembly having a first drive ratio. A second axle assembly in selective driving engagement with the first axle assembly, the first and second axle assemblies having a second drive ratio when in driving engagement. A control system in electrical communication with the first and second axle assemblies, wherein the control system selectively engages the second axle assembly with the first axle assembly.

Abstract: In order to provide a brake disc unit the production and assembly of which is economically viable even with extreme mechanical and thermal load capacity, preferably without the application of intermediate elements, the disclosure proposes a brake disc unit with a friction ring and a friction ring carrier which are connected by a shaft-to-hub connection with an alignment gearing having a multitude of dogs, wherein the cross-section of the dogs provides a contour which, at least partly, runs along an extended trochoid.

Abstract: An electrical vehicle including a vehicle body, a passenger compartment, a chassis supporting the passenger compartment, a plurality of wheels and at least one electrical motor for driving the wheels. A battery compartment of the vehicle is configured to removably mount therein a plurality of more than two rechargeable batteries which are movable into position in the battery compartment by a battery conveyor system which has a battery access opening through which batteries are installed or removed, one by one, to and from the battery compartment. In the battery compartment, a connection mechanism effects the needed mechanical and electrical connections. An overall control system controls the conveyor system and the connection mechanism to enable rapid replacement of the removable batteries, whereby an electrical vehicle can be instantly driven, even after its batteries have been discharged by a replacement of the discharged batteries and the installation of freshly charged batteries.

Abstract: A final drive system for a machine includes a stationary side housing in which a planetary gear assembly and an elongated brake hub member are disposed. The planetary gear assembly includes a ring gear disposed within the stationary side housing; a planetary gear carrier rotatably supported by the stationary side housing; and multiple planet gears that are disposed in mesh with the ring gear. The planetary gear assembly further includes a sun gear disposed in mesh with the planet gears to rotatably drive the planet gears. The elongated brake hub member axially extends from the sun gear and defines a set of internal and external splines that are located distally away from the integrally formed sun gear. The set of internal splines and the set of external splines are configured to mesh with a set of external splines from an axle shaft and a brake pack of the machine respectively.

Abstract: An undercarriage system for a tracked work vehicle is provided that includes a tensioning system configured to provide tension to a continuous track. Additionally, the undercarriage system includes an undercarriage beam having a first opening and a second opening. The first opening is located on an upper face of the undercarriage beam and is configured to enable insertion of the tensioning system inside a cavity of the undercarriage beam. The second opening is located at one longitudinal end of the undercarriage beam and is configured to enable a portion of the tensioning system to extend through the second opening. Furthermore, the tensioning system pivotably couples to an idler wheel via a pivot assembly, and the idler wheel is configured to engage the continuous track.

Abstract: A power transmission device includes: a spindle case that includes a central hole through which an axle shaft penetrates in a central portion and forms a brake chamber in a region around the axle shaft at a base end portion; a wheel hub that is rotatably supported by an outer circumference of the spindle case and includes a final chamber, between the final chamber and the brake chamber, oil can flow, by communicating with the brake chamber through the central hole of the spindle case; a wet type brake mechanism that is contained in the brake chamber and operates so as to apply braking on rotation of the axle shaft with respect to the spindle case; and a deceleration mechanism that is contained in the final chamber and decelerates the rotation of the axle shaft to transmit the rotation to the wheel hub.

Abstract: A machine axle housing includes a central body having an oil reservoir and a pair of axle legs. The central body includes a ring gear, an oil channel, and oil port for conveying oil through an oil conduit to each leg. Machine brakes within the central body include at least one disc rotatably adapted to centrifugally move oil radially outwardly of the brakes. A second oil channel collects oil from the disc, and a passageway extends from the second oil channel back to the central body to return oil from the legs back to the central body. The ring gear, first oil channel and first oil conduit define a first oil lubrication sub-system for moving oil from the central body to right and left legs, and the disc, second oil channel, and passageway define a second oil lubrication sub-system for moving oil from the legs back to the central body.

Abstract: A hub arrangement has hub parts which are rotatable relative to one another. Each hub is assigned a braking device, which is actuatable jointly with the braking device of the respective other hub.

Abstract: A brake assembly includes an operator brake pedal configured to be depressed at a brake pedal angle, and brake pedal linkage operatively connected to the operator brake pedal. The brake pedal linkage is configured to apply a braking force in response to the depression of the operator brake pedal. A brake pedal effort input is associated with the brake pedal angle, and a first rate of change of the brake pedal effort input with respect to the brake pedal angle may be associated with an initial range of motion of the operator brake pedal. A second rate of change of the brake pedal effort input with respect to the brake pedal angle may be associated with a subsequent range of motion of the operator brake pedal. The second rate of change may be greater than the first rate of change.

Abstract: A zero-turn-radius mower includes a chassis, a pair of drive wheels for supporting the chassis above a ground surface, an engine, and a pair of transmissions or other drive mechanism for driving the drive wheels. A manually-moveable brake lever enables an operator to selectively brake the drive wheels and a manually-moveable bypass lever enables the operator to selectively engage bypass functions of the transmissions. The brake lever and the bypass lever are mechanically coupled such that engaging the brake lever causes the bypass lever to be engaged with the brake lever, but engaging the bypass lever does not cause the brake lever to be engaged. The brake lever and the bypass lever each including a locking mechanism that retains the respective lever in an engaged position.

Abstract: A cam self-adaptive automatic speed shift hub comprises a left hub frame (7), a right hub frame (18), a case body (4), a power input device, a drive shaft (1), a wheel (14) and a brake device (20). The hub further includes a low-gear drive shaft (12), a low-gear transmission mechanism positioned on the low-gear drive shaft (12), and a cone-disc clutch cam self-adaptive speed shift assembly positioned on the drive shaft (1), in which the low-gear drive shaft (12) positioned in the case body (4) is in rotation fit with the case body (4) and in parallel with the drive shaft (1). Such a cam self-adaptive automatic speed shift hub can allow the motor/engine output power and vehicle running condition always in an optimal matching state, to achieve balance control between the vehicle driving torque and the comprehensive driving resistance.

Abstract: A method and system are provided for controlling overspeeding of a vehicle carrying an internal combustion engine having one or more exhaust brake devices controllable to apply braking torque to the engine. The system may be operable determine a desired speed of the vehicle, to determine a road speed of the vehicle, and if the road speed of the vehicle exceeds the desired speed of the vehicle by more than a threshold speed, to determine a target brake torque required to reduce the road speed of the vehicle speed to the desired speed of the vehicle, and to then control the one or more exhaust brake devices to apply the target brake torque to the engine to thereby control the road speed of the vehicle to the desired speed of the vehicle.

Abstract: A control circuit for operating the lights of a vehicle. In one embodiment, the rear lights of the vehicle are controlled by the control circuit. The control circuit illuminates two or more of the vehicle lights in a common pattern to indicate a specific vehicle operation. When the vehicle simultaneously performs two operations, the controller may transition the lights to illuminate in different patterns to clearly indicate the separate vehicle operations. The controller may further provide for adjusting the light intensity of one or more of the lights. The lights may be adjusted to have a similar intensity to prevent confusion when the different lights are used in combination to indicate a vehicle operation.

Abstract: A method and a control device for triggering passenger protection means for a vehicle, wherein the triggering takes place as a function of an analysis of at least one accident signal via a constant fraction discrimination method.

Abstract: A method and system provides a Brake Transmission Shift Interlock Override mode in a vehicle including a shift-by-wire transmission. With power applied and ignition on, a driver will press and hold an override switch for a calibrated time. While the override switch is pressed, the driver presses a non-Park button for another calibrated time. The result will be that the vehicle is placed in the selected range wherein the transmission will not automatically shift to Park upon detecting a triggering event. The driver is able to shift the vehicle from Park, even if an electrical failure prevents the transmission from shifting out of Park. As such the vehicle can be driven until the failure is serviced.

Abstract: A regenerative braking system is provided. The regenerative braking system includes at least one energy storage medium operably connected to a coupler. The coupler is operable to selectively couple and decouple the energy storage medium with a drive train of motor vehicle, or an electric generator, or a combination of both. A control arrangement governs the operation of the coupler. A sensor of the control arrangement is operable to determine information relating to the relative deceleration and acceleration of the motor vehicle and send said information to the controller. The controller is operable to determine the amount of energy storage medium or mediums to be coupled to the drive train via the coupler.

Abstract: The invention relates to a method of controlling a vehicle brake that is adapted to exert a braking force in response to an actuation setpoint, the method comprising the following steps: from a braking setpoint, determining a nominal actuation setpoint for the brake actuator, taking account of all of the components of the braking setpoint; from the same braking setpoint, and from a measurement of the torque developed by the brake, determining a correction for the nominal actuation setpoint, this correction taking account only of low-frequency variations in the braking setpoint; and adding the correction to the nominal setpoint.

Abstract: A control apparatus for a vehicular automatic transmission which has a plurality of coupling elements selectively released and engaged to perform shifting actions, the control apparatus including a shift control portion configured to control at least one specially controlled coupling element which is included in the coupling elements provided to perform the shifting actions of the automatic transmission and which is placed in a fully released state prior and subsequent to the shifting action performed according to a presently generated shifting command, the shift control portion controlling each specially controlled coupling element so as to enable the specially controlled coupling element to have a torque capacity during the shifting action performed according to the presently generated shifting command.

Abstract: A hydraulic motor assembly having a motor, gear reduction set and axle disposed in a housing is disclosed. A brake assembly may be mounted externally to the axle housing portion of the assembly to provide braking for the output axle. The housing may be formed of separate components, including the axle housing portion, an external surface of a ring gear and a hydraulic motor port block.

Abstract: A brake assembly includes a piston housing, a piston moveably arranged within the piston housing, and a bearing cover mounted to the piston housing. A spring assembly is located between the piston and the bearing cover, wherein mounting the bearing cover to the piston housing compresses the spring assembly to achieve an initial spring force. The initial spring force of the spring assembly causes the piston to act against a vehicle brake when the brake assembly is mounted to a vehicle axle that passes through the spring assembly.

Abstract: A chassis frame (10) has a cross member (22) that bridges right and left side rails (18, 20). Right and left wheel units (14, 16) comprising respective right and left steered road wheels (24, 26) are suspended from the frame by respective multi-link suspensions (33). A steering system (28) steers the wheels. An electric motor (34) and gear box (36) mounted on the cross member is coupled to the right and left wheels by respective drive shafts (38, 40). The weight of a brake system (42, 44) for the wheels is supported by the frame.

Abstract: A speed reduction device of a vehicle for reducing the rotation of drive wheels includes a casing mounted on a vehicle frame, first and second drive axles rotatably mounted on the casing and connected to first and second drive shafts, respectively, and a driven sprocket wheel and a brake disc for braking the first and second drive axles are mounted on the first drive axle. The second drive axle is detachably joined to the first drive axle.

Abstract: A vehicle includes a combined wet brake and rear gear assembly supported by a pair of frames. The combined wet brake and rear gear assembly includes a housing having at least one gear and a wet brake provided therein. An input shaft is connected to the gear and to the engine of the vehicle. The wet brake is located between one of the pairs of frames and the input shaft in the transverse direction of the vehicle in a top plan view.

Abstract: A work vehicle includes a hydrostatic continuously variable speed-change device, a gear type multiple-stage speed-change device disposed downstream of the hydrostatic continuously variable speed-change device with respect to a direction in which power is transmitted, first and second oil passages, a bypass oil passage communicating the first and second oil passages with each other, a valve mechanism for opening and closing the bypass oil passage, and a manual operating member provided in a driving section for opening and closing the valve mechanism.

Abstract: A brake assembly includes a piston housing, a piston moveably arranged within the piston housing, and a bearing cover mounted to the piston housing. A spring assembly is located between the piston and the bearing cover, wherein mounting the bearing cover to the piston housing compresses the spring assembly to achieve an initial spring force. The initial spring force of the spring assembly causes the piston to act against a vehicle brake when the brake assembly is mounted to a vehicle axle that passes through the spring assembly.

Abstract: A vehicle control device using brake hydraulic pressure includes a hydraulic unit having a housing and an electronic control unit having a casing. The housing of the hydraulic unit is mounted on a mounting surface of the casing of the electronic control unit so that the casing of the electronic control unit protrudes from the housing of the hydraulic unit to one side. On the protruding area of the casing, a bulge is formed in which a vehicle behavioral sensor is mounted. A control connector is also provided on the protruding area of the casing. The bulge does not protrude from the substantially square contour of the vehicle control device. Thus, the bulge will scarcely increase the installation space of the vehicle control device. A vehicle behavioral sensor is mounted on a small substrate.

Abstract: The invention concerns a method for controlling automatic or automated transmission downshift used for power braking and comprising set of predetermined shifting laws, characterized in that it consists, below a certain arbitrary threshold Ethreshold of the accelerator pedal depression, in defining a new downshift law designed to be substituted for the current standard downshift law.

Abstract: A method for selecting a neutral position of an automatic or automated motor vehicle transmission and for selecting a parking device of the motor vehicle intended for immobilizing the motor vehicle, wherein the neutral position and the parking device can be engaged or actuated as a function of a position chosen by the driver of the motor vehicle on a selector device and as a function of other operating parameters of the motor vehicle. The invention further relates to a motor vehicle controlled by this method.

Abstract: A method of automatically controlling a neutral position and parking lock of an motor-vehicle transmission to immobilize the vehicle depending on a drive position of the transmission selected by the driver with a selector device and subject to other operating parameters of the motor vehicle. Only when simultaneously the vehicle is essentially stationary, an ignition circuit is electrically interrupted and the selector device is in a “Neutral” position, can an Neutral-holding phase be activated, in which the transmission is in a non-frictionally engaged neutral position as long as the parking lock of the transmission has not yet been engaged. If the Neutral-holding phase has not been activated, the transmission remains non-frictionally connected in the Neutral position until the driver at least intends to exit the vehicle, at which time the parking lock of the transmission is automatically engaged.

Abstract: The invention relates to a method to select a neutral position of an automatic or automated motor vehicle transmission and to select a parking gear provided to immobilize a motor vehicle, wherein the neutral position and parking device can be set or activated, depending on a gear selected by the driver of the motor vehicle on a selector device and depending on other operating parameters of the motor vehicle. In addition, the invention relates to a motor vehicle controlled by this method. It is proposed that only if the motor vehicle is at least almost stopped and simultaneously an ignition circuit acting on the drive motor vehicle is electrically interrupted and simultaneously a “Neutral (N) gear is selected on a selector device, an N-holding phase, in which the transmission is in a friction-free neutral position, can be activated by a separate control device provided in addition to the selector device, as long as an energy management system of the motor vehicle allows the activation of the N-holding phase.

Abstract: A gearbox having an integral wet brake assembly is provided to replace the prior gearbox assembly of an underground mining machine. The brake housing is configured and contoured to be nestingly received upon the gearbox housing and without intrusion upon the output drive flanges. The brake housing includes concentric parking and service brake pistons adapted to engage and disengage a brake disc stack provided within a cavity machined into an end plate of the gear box assembly. An intermediate shaft of the gearbox is provided with a hub to engage the rotary discs of the brake disc stack. The parking brake is normally engaged by a spring and released by hydraulic pressure, while the service brake is normally released by a spring and engaged by hydraulic pressure.

Abstract: A transaxle includes a housing, a hydraulic pump, a hydraulic motor, an axle supported by the housing and disposed in parallel to a motor shaft of the hydraulic motor, a mechanical drive train including an intermediate gear for mechanically connecting the motor shaft to the axle, a center section, an operation shaft supported by the housing so as to operate a movable swash plate of the hydraulic pump, a speed-control operation lever provided on the outer portion of the operation shaft, and a brake rotor provided on the outer portion of said motor shaft. The operation shaft and the motor shaft extend in parallel and have respective outer portions projecting outward from a side surface of the housing. The center section includes a pump mounting surface and a motor mounting surface which are disposed perpendicular to each other and overlap each other in an axial direction of the axle.

Abstract: A system and method is provided for braking a vehicle having multiple wheels. The method includes applying friction braking and powertrain braking to the vehicle. The method includes reducing the powertrain braking by a predetermined amount. The method also includes compensating the friction braking in an amount that is substantially the same as the predetermined amount. The method further includes redistributing the friction braking to the multiple wheels and modulating the friction braking being applied to the multiple wheels, thereby reducing the occurrence of a wheel lockup by the multiple wheels.

Abstract: Disclosed is a redundant braking system for a vehicle. A controller may monitor a status of a hydraulic braking system, and during vehicle travel, automatically switch to a modulated electric braking system which is separate from the hydraulic braking system when the hydraulic braking system fails. The modulated electric braking system may utilize a brake acting on a drive shaft of the vehicle, and an operator-actuated switch may set a mode of the modulated electric braking system to a non-modulated parking brake mode.

Abstract: The present invention provides a hydraulic control system for an automatic transmission of a vehicle in which an oil pump of the hydraulic control system generates hydraulic pressure and a manual valve of the hydraulic control system realizes a line conversion according to a selected shift range.

Abstract: Disclosed is a redundant braking system for a vehicle. A controller may monitor a status of a hydraulic braking system, and during vehicle travel, automatically switch to a modulated electric braking system which is separate from the hydraulic braking system when the hydraulic braking system fails. The modulated electric braking system may utilize a brake acting on a drive shaft of the vehicle, and an operator-actuated switch may set a mode of the modulated electric braking system to a non-modulated parking brake mode.

Abstract: There is provided a reduction gear device applied to a vehicle having a motor unit with a motor shaft for outputting a driving force for driving a driving wheel. The reduction gear device includes an input shaft operatively connected to said motor shaft; a reduction gear unit operatively connected to said input shaft; a brake disk supported by the input shaft in a relatively non-rotatable and axially movable manner; an operating member for pushing and moving the brake disk toward a braking surface; a housing for accommodating the reduction gear unit, the brake disk and the operating member; and a brake operating shaft which is supported rotatably about an axis by the housing along a radial direction of the brake disk and has an engagement part engaging with the operating member.

Abstract: A vehicle includes a combined wet brake and rear gear assembly supported by a pair of frames. The combined wet brake and rear gear assembly includes a housing having at least one gear and a wet brake provided therein. An input shaft is connected to the gear and to the engine of the vehicle. The wet brake is located between one of the pairs of frames and the input shaft in the transverse direction of the vehicle in a top plan view.

Abstract: A brake device includes a brake disk fixed to a power transmission shaft, and a brake caliper for braking the brake disk by a nipping action. The brake caliper includes a caliper bracket fitted to a final gear case, and a caliper body detachably fitted to the caliper bracket, wherein the caliper body is fitted to the caliper bracket by a pair of fixing bolts. The screw-fitting directions of the individual bolts of the pair of fixing bolts are opposite to each other. The aforementioned brake device for a vehicle permits maintenance work to be quickly and easily carried out.

Abstract: A multi-wheel-drive vehicle has at least six wheels, a transmission with a first brake, and a transaxle device for the front drive wheels. The transaxle device includes a drive axle, an input shaft rectangular to the drive axle for receiving power from the transmission, a drive train connecting the drive axle to the input shaft, a second brake, and a clutch device in the input shaft. The drive axle may be a pair of drive axles connected by a differential unit. The clutch device can selectively isolate the drive axle from the rotation of the input device. Further, the clutch device is engaged when the first brake is applied. Additionally, the first and second brakes may be connected such that their operation may be synchronized.

Abstract: A straddle-type vehicle includes a frame supporting front and rear wheels, a seat supported above the frame, and an engine having an output shaft. The engine is supported by the frame below the seat. A transmission is coupled to the output shaft. The transmission includes gears. A shift assembly is operatively connected to the engine and is displaceable over a predetermined distance upon application of a predetermined amount of force by a vehicle operator. The selective displacement of the shift assembly shifts the gears. A parking gear assembly is selectively displaceable along with the shift assembly to selectively engage one of the gears to prevent movement of the output shaft.

Abstract: A brake system is provided for a straddle-type ATV. The brake system includes a brake caliper configured to mount to a gear box of the ATV and a brake disk configured to connect to a coupling member of the gear box coupled to a shaft and positioned in operative relation relative to the caliper. The brake system additionally includes a brake-actuating control mechanism in communication with the brake caliper. The brake-actuating control mechanism controls the brake caliper to provide selective frictional engagement between the brake caliper and the brake disk.