Abstract: A regenerative braking system and method for a batteriless fuel cell vehicle includes a fuel cell stack, a plurality of ancillary loads, and a regenerative braking device that is coupled to at least one wheel of the vehicle. The regenerative braking device powers ancillary loads when the vehicle is coasting or braking. The fuel cell powers the loads when the vehicle is accelerating or at constant velocity. The regenerative braking device dissipates power in an air supply compressor when the vehicle is traveling downhill to provide brake assistance. The compressor can be run at high airflow and high pressure to create an artificially high load. A bypass valve is modulated to adjust the artificially high load of the compressor. A back pressure valve protects the fuel cell stack from the high airflow and pressure. A controller controls a brake torque of the regenerative braking device as a function of vehicle speed and modulates the bypass valve.

Abstract: A method of controlling a retarder brake system of a vehicle. The method comprises the steps of determining an operator braking input indicative of a desired vehicle deceleration and generating a desired retarder torque value (DT) corresponding to the desired vehicle deceleration value. The method further includes determining a wheel speed value for each wheel of the vehicle and generating a front-to-rear wheel slip (FRS) value indicative of rear wheel lockup as a function of the wheel speed values. A retarder torque reduction (TR) value is also generated as a function of the FRS value. A desired retarder torque command (TC) is then generated as a function of the DT and TR values. The method also includes the step of controlling the retarder as a function of the retarder torque command to achieve the desired vehicle deceleration. Thus, the TR value reduced the retarding torque which would otherwise be applied in response to the driver input, to prevent driven wheel lockup.

Abstract: The present invention relates to a braking system with self-generating effect for adjusting the torque having a cast or wrought iron rotor rotating along with the main shaft and a stator with at least two sets of curved brake shoes. A plurality of permanent magnets with poles being alternatively north and south are annularly provided around the inside rim of the cast or wrought iron rotor. When the rotor rotates, an induction between the permanent magnets and the curved brake shoes occurs to cause an eddy current brake effect to the rotating rotor. In addition, one or several generating coils are disposed on the stator. When the rotor rotates, an induction between the permanent magnets and the generating coils occurs. Therefore, an AC electromotive force is induced and converted into DC current by means of a rectifier and a voltage stabilizer for the use of the drive mechanism to adjust the braking force and for the use of the console.

Abstract: A brake device has magnets arranged on a frame that is fastened to a bearing pedestal of an elevator drive machine. The frame includes a pair of spaced stabilizers attached to a pair of magnet carriers on which the magnets are fastened. The magnets act on disk armatures arranged on brake arms pivoted on the pedestal. The magnetic forces act in opposition to the spring forces of compression springs and release the brake shoes from a brake drum, the forces which then occur being absorbed by the frame.

Abstract: A method of braking an electric or hybrid vehicle 7 is provided. The vehicle 7 has electric regenerative brakes and friction brakes 94. In a normal braking situation regenerative brakes are applied. If a wheel 42 slip condition is sensed, a selectively operable clutch 76 tortionally connects an undriven axle 60 to the driven axles 44, 45 to alleviate the slip condition. The alleviation of the slip condition prevents the electric regenerative brakes from being shut off in favor of an antilock friction brake application.

Abstract: Method and apparatus for controlling the front and rear wheel braking system of a road-going mass-produced motor car or automobile enables provision of brake-by-wire facilities utilizing an electrically-powered servo motor (34) to generate brake-operating thrust which is applied to the interleaved friction elements (64, 66, 68) and twin discs (54, 56) of a disc brake (16) having axially slidable discs and a fixed caliper (52) and disc and friction element-attitude control means (70, 72). The brake is of spot-type disc brake construction and the servo motor applies less brake-actuating thrust than is required for a comparable fixed disc and floating caliper construction.

Abstract: A braking force control apparatus is provided that controls the motor displacement to obtain a braking force that corresponds to the pedal depressing force. The braking force control apparatus detects the initial contact point between the pads and the rotor, which changes due to wear and heat deformation. The braking force control apparatus also adjusts a motor displacement command to enable an accurate braking force control. The braking force control apparatus detects the initial contacting point by detecting the electrical current value of the motor. When the motor is driven at a constant speed to contact the pads against the rotor, the electrical current value is stable. Thus, the initial contacting point is detected by using the motor displacement at the time when the electrical current value increases and becomes equal to or greater than the initial threshold value.

Abstract: An electrical brake with a holding function, in particular for an electromechanical brake in motor vehicles, is described. The brake contains an electric motor having a holding brake function. To generate the holding brake function, an electric motor with salient stator poles and rotor poles is provided. The motor is acted upon by a defined holding current in such a way that the poles of the motor thereby are brought into a locked position and held there, or are held in a locked position. Advantageously, after activation of the holding brake function and after a locked position has been reached, the current delivered to the motor for braking is very substantially decreased. The electrical brake can optionally act on the brake caliper with a spindle and a linkage, the electric motor driving and braking the spindle.

Abstract: The invention relates to a wheel brake apparatus having an electric motor, a rotation/translation conversion mechanism that can be driven to rotate by the electric motor, a hydraulic working piston that can be moved by the rotation/translation conversion mechanism, and a brake lining piston that can be hydraulically moved by the working piston. In order to permit an emergency actuation of the wheel brake apparatus in the event of a leak in the hydraulics, the invention proposes embodying the wheel brake apparatus so that the brake lining piston can also be mechanically moved by the working piston. This can be achieved by virtue of the fact that the two pistons are disposed coaxially.

Abstract: An anti-skid control system for an automotive vehicle includes a hydraulic modulator having electromagnetic solenoid valves for regulating a wheel-brake cylinder pressure at each of road wheels. A skid control unit prevents a wheel lock-up condition by controlling the wheel-brake cylinder pressure via on/off reaction of the solenoid valves in response to a pulse signal based on a wheel speed detected by a wheel speed sensor. The skid control unit has a data processing section that generates a desired wheel speed based on the wheel speed, calculates a desired brake-fluid pressure based on an integrated value of a wheel-speed deviation between the desired wheel speed and the wheel speed, sets a controlled ON pulse width based on the desired brake-fluid pressure, and outputting the pulse signal having the controlled pulse width to the solenoid valves after a lapse of a preset pulse width from a previous pulse signal output.

Abstract: The present invention provides a rotary holding device for an electrically actuated brake system in a vehicle including a rotor assembly including a plurality of teeth and a stator assembly including a plurality of teeth. The stator assembly teeth are positioned adjacent the rotor assembly teeth and a coil is positioned to allow a magnetic flux to align the rotor assembly teeth and the stator assembly teeth when the coil is energized to hold a motor shaft coupled to the device.

Abstract: A method and device for controlling an actuator in response to an input signal is provided. The device detects actuator position, calculates a force applied to the actuator as a function of the detected position using a predetermined formula, and responsively produces a force feedback signal. The device receives the input signal and the force feedback signal and responsively delivers to the actuator a control signal.

Abstract: A brake pedal position circuit includes a brake pedal mechanism having a ferromagnetic portion, which is movably mounted in a motor vehicle. At least one permanent magnet for generating a magnetic field is provided, as well as at least one Hall effect device for generating output data states that are dictated by variations in the magnetic field. A housing for the permanent magnet and the Hall effect device is fixedly secured in the vehicle so as to provide a portion in proximate relation to the brake pedal ferromagnetic portion when the brake pedal is in an “at rest” position. Movement of the brake pedal mechanism in the vehicle changes the magnetic field and causes a resulting change in the Hall effect device data state.

Abstract: A control device for the parking brake of a motor vehicle has a hydraulic cylinder with a piston chamber that can be pressurized by means of a valve arrangement, and has a hydraulic piston connected mechanically to engagement elements of the parking brake. The parking brake is forced into an engaged or disengaged position depending on the hydraulic pressure in the piston chamber. The piston chamber connects to a pressure sensor providing pressure signals that represent the state of the parking brake and that are evaluated by an electrical control unit. The control unit defines a first predetermined pressure threshold corresponding to the engaged state of the parking brake, and a second predetermined pressure threshold corresponding to the disengaged state of the parking brake.

Abstract: A park brake system for vehicles is provided that has an actuator with an electric drive motor and an electronic control unit provided with an interface. A reduction gear has an input connected to the output of the electric motor and an output member for connection to mechanical brakes of the vehicle. A command unit has a transducer connected to the electronic control unit. The transducer converts position indication signals into appropriate digital signals to enable the control unit to generate corresponding brake control commands. With appropriate control signals from the electronic control unit, the mechanical brake system can thus reflect positional brake commands from the command unit within an operating range from OFF to ON, including partial activation conditions of the park brake.

Abstract: A method of controlling a retarder brake system of a vehicle. The method comprises the steps of determining an operator braking input indicative of a desired vehicle deceleration and generating a desired retarder torque value (DT) corresponding to the desired vehicle deceleration value. The method further includes determining a wheel speed value for each wheel of the vehicle and generating a front-to-rear wheel slip (FRS) value indicative of rear wheel lockup as a function of the wheel speed values. A retarder torque reduction (TR) value is also generated as a function of the FRS value. A desired retarder torque command (TC) is then generated as a function of the DT and TR values. The method also includes the step of controlling the retarder as a function of the retarder torque command to achieve the desired vehicle deceleration. Thus, the TR value reduced the retarding torque which would otherwise be applied in response to the driver input, to prevent driven wheel lockup.

Abstract: The present invention discloses an actuating unit for an electromechanically operable disc brake for automotive vehicles which is generally comprised of a drive unit or an electric motor, an actuating element, by means of which one of two friction linings that are slidably arranged in a brake caliper is moved into engagement with a brake disc, as well as a first and a second reduction gear. In order to uncouple the second reduction gear from the first reduction gear, it is disclosed in the present invention that the electric motor, the first reduction gear, and the second reduction gear are configured as at least two assemblies which can be handled independently.

Abstract: The electric park brake of the present invention includes an electric caliper motor assembly. The electric caliper motor assembly includes a motor, which is operably coupled to a shaft. The motor and shaft are surrounded by a housing. A friction wheel is disposed axially and operably connected to the shaft within the housing. A park brake motor is disposed within a second housing. The second housing is connected to the first housing and positioned laterally in relation to the shaft. An acme screw is operably coupled to the park brake motor wherein the acme screw interacts with an acme nut. A lever is in juxtaposition to the acme nut and friction wheel. The lever is angularly displaced by the acme screw interacting with the acme nut to frictionally interact with the friction wheel when the park brake motor is activated. This provides a park brake feature and prevents movement of the shaft.

Abstract: An electric parking brake assembly includes an electric motor having an output shaft, a control module coupled to the electric motor for controlling the electric motor and a transmission coupling a threaded lead screw to the output shaft of the electric motor. The transmission preferably includes a gear train having a plurality of helical gears and the lead screw and the output shaft are preferably coaxial. A stationary elongate guide shaft extends substantially parallel to and spaced apart from the lead screw. A drive nut has a lead screw bore threadably receiving the lead screw therein and a guide shaft bore slidingly receiving the elongate guide shaft therein. The drive nut also has a cable attachment for attaching a brake cable to the drive nut. The cable attachment has a central axis offset from a central axis of the lead screw and is preferably located midway between the lead screw bore and the guide shaft bore.

Abstract: A controller for controlling an actuator in response to an input signal. The controller includes a first control block and a second control block. The first control block receives the input signal, detects an operating condition of the input signal, and responsively produces an operating condition signal. The operating condition signal has a first value if the operating condition of the input signal is in a small signal mode and a second value if the operating condition of the input signal is in a saturated mode. The second control block has a small signal portion and a saturation portion. The second control block is adapted to receive the input signal and the operating condition signal and responsively deliver to the actuator a control signal.

Abstract: A brake pedal emulator that produces a pedal characteristic not unlike conventional vacuum or hydraulic brake systems. The system includes an emulator housing, a damper positioned within the emulator housing, a shaft that is slidably received by the emulator housing, and a sequential spring system within the emulator housing in operable contact with the shaft. When a brake pedal force is manually applied, the sequential spring system compresses thereby providing a spring force, which in conjunction with the dynamic dampening force produced by the damper generates the desirable reaction force.

Abstract: An actuator for use in a brake caliper is situated at opposite ends of a screw mechanism. A reduction gear mechanism is located at a distance from the actuating member. The reduction gear mechanism is included in a reduction gear module and a screw mechanism is contained in a screw mechanism module, which are interconnected through a drive module. The drive module may be located at the end of the reduction gear module facing away from the screw mechanism module. The modules may be axially aligned or at least two modules may be axially shifted or eccentric with respect to each other. The screw mechanism module may comprise an angular contact bearing which may be supported in a housing in different ways. The reduction gear module may be part of a planetary gear system.

Abstract: A method and a device for controlling at least one operating-dynamics variable of a vehicle in closed loop are discussed. In particular, the at least one operating-dynamics variable includes a variable describing the yaw rate of the vehicle. The device includes arrangements which are used for determining whether an actuation of a parking brake contained in the vehicle exists above a predefined value for the vehicular speed. If such an actuation of the parking brake exists, then no braking interventions and/or no engine interventions, to be implemented along the lines of the closed-loop control of the at least one operating-dynamics variable, are carried out. The device makes it possible to execute an escape turn with a vehicle equipped with a device for the closed-loop control of an operating-dynamics variable.

Abstract: A motor-driven disk brake is capable of functioning as a parking brake satisfactorily without degrading the brake operating feeling and impairing the function of operating as a motor-driven brake. A stator and rotor of an electric motor are provided in a caliper body floatably supported on a carrier. The rotation of the rotor is transmitted to a piston after being converted into rectilinear motion through a ball-and-ramp mechanism and an adjusting nut. The piston, together with a claw member, presses brake pads against a disk rotor. A rotation assisting device is provided between the rear end of the rotor and a motor casing. A rotary disk constituting the rotation assisting device is rotated through a wire extending from an external operating member. The rotation of the rotary disk is transmitted to the rotor through a projection provided on the rotary disk and an engagement pin provided at the rear end of the rotor so as to rotate the rotor, thereby activating the parking brake.

Abstract: The invention relates to a wheel brake apparatus having an electric motor, a rotation/translation conversion mechanism that can be driven to rotate by the electric motor, a hydraulic working piston that can be moved by the rotation/translation conversion mechanism, and a brake lining piston that can be hydraulically moved by the working piston. In order to permit an emergency actuation of the wheel brake apparatus in the event of a leak in the hydraulics, the invention proposes embodying the wheel brake apparatus so that the brake lining piston can also be mechanically moved by the working piston. This can be achieved by virtue of the fact that the two pistons are disposed coaxially.

Abstract: A single row rotating-type eddy current braking apparatus for use with a rotor mounted on a powered shaft comprises a support ring, a plurality of magnets, a plurality of ferromagnetic switching plates, and a support body. The switching plates or magnets are capable of rotating with respect to each other to effect braking. The dimensions of the switching plates and angular displacement of the magnets and switching plates are controlled to minimize drag torque when in a non-braking state. The switching plates can be made to rotate and the bearing can be employed in combination with the rotating and stationary components to alleviate problems such as thermal expansion and wear. The apparatus also utilizes a pneumatic cylinder designed to rotate in the direction of the shaft rotation to achieve a braking state, and can employ a single rod double acting cylinder to switch between braking and non-braking states.

Abstract: This device comprising a control member (2) actuatable by a user so as to govern the powering of the actuator, is characterized in that it comprises means (10) for estimating the movements of the control member (2), along a travel thereof between extreme positions of control of the actuator, and means (12, 13, 14, 15, 16) for analysing these movements so as to derive therefrom a cue for controlling means (17) for powering the actuator so as to supply the latter with a quantity of current corresponding to the movement of the control member, as determined by these means of analysis on the basis of a predetermined correspondence law (15) stored in the latter means and of means (16) for aggregating the successive movements of the actuator during its various controls, and updated after each new control of the actuator by these means of analysis, so as to slave the position of the actuator to the position of the control member.

Abstract: An eddy-current apparatus including a movable magnet support tube (25) disposed internally of a brake drum (8), and supporting an array of magnets (15) operable to generate a braking force in the brake drum (8). An outer guide tube (22) covers the magnet support tube (25) and consists of alternating magnetic first sections (41) and non-magnetic or weak magnetic second sections (41a). The outer guide tube (22) is formed of magnetic stainless steel, and the second sections (41a) are formed by being rapidly cooled from a high temperature state (partial solution state) into a non-magnetic or weak magnetic austenite phase.

Abstract: A brake device has magnets arranged on a frame that is fastened to a bearing pedestal of an elevator drive machine. The frame includes a pair of spaced stabilizers attached to a pair of magnet carriers on which the magnets are fastened. The magnets act on disk armatures arranged on brake arms pivoted on the pedestal. The magnetic forces act in opposition to the spring forces of compression springs and release the brake shoes from a brake drum, the forces which then occur being absorbed by the frame.

Abstract: The present invention discloses an electromechanically operable disc brake for automotive vehicles which is comprised of a floating caliper and an actuating unit arranged on the caliper. The actuating unit includes an electric motor which, by the intermediary of a threaded roller pinion with return of the threaded rollers, readjusts an actuating element in which one of two friction linings which are mounted displaceably in the brake caliper is moved into engagement with a brake disc. Especially with a view to minimizing the influence of disturbing forces and moments, the spindle of the threaded roller pinion is drivable by the electric motor and the actuating element is formed by the threaded nut of the threaded roller pinion according to the present invention.

Abstract: While a regulation gear is positioned in a disengaged position where the regulation gear is disengaged from a pinion of a driving motor during running of a vehicle, a controller continuously applies a small holding voltage to a switching motor that drives the regulation gear to prevent engagement of the regulation gear with the pinion. The holding voltage is chosen to be relatively small, but enough to prevent engagement of the regulation gear with the pinion upon application of vibrations or shocks encountered during running of the vehicle.

Abstract: A knob arrangement for operating parking brakes intended for use in vehicles comprising brake units and an electrically operated tensioning means for applying or releasing braking force to said brake units. According to the invention, a means is arranged to sense the position of the knob and to send control signals to a first electric motor which is arranged to power said tensioning means for generating a braking force corresponding to the position of the knob. The knob is manually adjustable and, in a fully applied position, at maximum braking force, mechanically lockable. A control motor is arranged to automatically displace the knob to the fully applied and mechanically locked position dependent on second control signals applied to the motor. In its fully applied, locked position the knob is only releasable from the locked position by manual operation.

Abstract: A controller for controlling an actuator in response to an input signal. The controller includes a first control block and a second control block. The first control block receives the input signal, detects an operating condition of the input signal, and responsively produces an operating condition signal. The operating condition signal has a first value if the operating condition of the input signal is in a small signal mode and a second value if the operating condition of the input signal is in a saturated mode. The second control block has a small signal portion and a saturation portion. The second control block is adapted to receive the input signal and the operating condition signal and responsively deliver to the actuator a control signal.

Abstract: Apparatus for a lever (6) for controlling a parking brake including brake units and an electrically driven tightening means for applying or releasing a braking force on the said brake units. Characteristic of the invention is that a means is arranged to detect the position of the lever and produce control signals to a first electric motor (12) for generating a brake force corresponding to the position of the lever. The lever can be adjusted manually. Further there is a second electric motor (49) intended to automatically control the lever (6) depending on incoming control signals. In the fully applied position the lever (6) is locked against manual adjustment.

Abstract: In an electric disc brake a stator and a rotor of an electric motor are disposed in a caliper body, and a rotation of the rotor is converted into a linear movement by a ball-ramp mechanism. Such linear movement is transmitted to a piston, so that brake pads are urged against a disc rotor by the piston and a pawl member. Two external gears are provided on the rotor and internal gears are provided on two discs of the ball-ramp mechanism so that, due to engagement between the external gears and the internal gears, the two discs of the ball-ramp mechanism are rotated with a given rotational ratio with respect to the rotor to cause differential movement which in turn causes one of the discs to shift, thereby advancing the piston.

Abstract: An electric park brake control (32) for a parking brake actuator (28, 30) selectively operates a brake mechanism (24, 26) at at least one wheel to selectively perform a parking brake function. Inputs to the electric park brake control include an input from a shifter (18) for distinguishing PARK position from other positions. The electric park brake control causes the brake mechanism to perform the parking brake function when the input from the shifter to the electric park brake control discloses that the shifter is in PARK position. The electric parking brakes are integrated with the shifter, eliminating a parking pawl from a motor (12) that propels the vehicle. Neither is an operating cable from the shifter to the motor for operating the parking pawl required. The shifter is coupled in exclusively electrical relationship to a traction inverter module (16) for causing the motor to operate in correspondence with the particular position selected by the shifter.

Abstract: A vehicle braking system adapted to apply a brake lining to a brake rotor, and having a clearance control device for maintaining the free running clearance between the brake lining and the brake rotor during the non-braking phase, comprising an electric motor (40) for adjustment of the brake lining position relative to the brake rotor, with the adjustment being arranged to take place only during the brakes-off condition.

Abstract: A contactless eddy current brake for cars is disclosed. In the brake, two cores are arranged around the edge of a brake disc while being spaced apart from each other at an angle of 90°. Each of the cores is wound with a coil, thus forming an electric magnet. A speed sensor is positioned around the axle, thus sensing revolutions of the wheel. A control unit calculates a DC or AC control current in response to a speed signal output from the sensor, thus outputting an appropriate control current value to the coils. A current amplifier supplies the control current value from the control unit or a current value from a brake pedal to the coils of the cores. The control unit allows a DC current to be supplied to the coils when the car runs at a high speed or allows an AC current with different phases to be supplied to the coils when the car runs at a low speed or is stopped on a slope.

Abstract: An eddy-current brake device, of the type comprising at least one heat exchanger for dissipating the thermal energy that is due to the eddy currents during braking, characterized in that each heat exchanger is designed to define a path for the cooling liquid, which path is predetermined in order to minimize the pressure drops and maximize the rate of flow of cooling liquid circulating through the exchanger, with a view to reducing the variations in working temperature of the heat exchanger, the device comprising two symmetric heat exchangers, of which the inlets (72, 73), the circuits and the outlets (75, 76) for water are arranged symmetrically, so as to compensate for the forces due to the currents of cooling liquid and so as thus to minimize the corresponding residual torque.

Abstract: Implementation of a travel dynamics control system in a vehicle is facilitated by integration of same with other operational components of an electrically controlled vehicle braking system. In an embodiment of the invention, travel dynamics electronics are integrated with the braking system electronics. In another embodiment, a yawing speed sensor and a transverse acceleration sensor are integrated with the travel dynamics electronics.

Abstract: An eddy current brake having an electromagnetic pole and a rotor journalled for rotation in a torque delivery shaft of an automotive vehicle driveline, the rotor being rotatably positioned in close proximity to the stator with an air gap between them. The stator comprises steel pole pieces with hollow cores that establish a magnetic circuit for a magnetic flux field. The pole pieces have machine-wound electrical windings. The windings are fastened with pole caps. The hollow core reduces the weight and material of the stator without significantly adversely affecting the braking capacity of the retarder brake for any given speed of rotation of the rotor and for any given number of ampere-turns for the stator windings. The pole caps reduce the magnetic saturation and increases the overall brake torque output.

Abstract: The electromagnetic hysteresis brake, especially a yarn brake for textile machines, comprises a stationary brake magnet (1), which consists of inner and outer pole ring parts (2, 3) and a magnet winding (4), and a rotating armature (8), which is connected to a hysteresis ring (7) of permanent magnetic material. The hysteresis ring (7) projects into an annular air-gap (6) of the brake magnet (1), which is formed between the inner and outer pole ring parts (2, 3). At least one permanent magnet (5) is so arranged adjacent the magnet winding (4) that the magnetic field in the air-gap (6) is formed by cooperation of the magnetic fluxes of the electromagnet (4) and the permanent magnet (5). The magnetic flux of the electromagnet (4) can be adjusted in magnitude and direction in the gap by corresponding poling that it assists or counteracts the magnetic flux of the permanent magnet.

Abstract: A movable magnet support tube and a stationary magnet support tube are aligned coaxially within a brake drum coupled to a rotational shaft. An array of magnets are supported at equal intervals on the outer surfaces of the magnet support tubes and proximal surfaces of ferromagnetic pole pieces are fixed to magnetic pole surfaces at ends of the magnets which are aligned annularly. Extreme end surfaces of the ferromagnetic members are juxtaposed to an inner peripheral surface of the brake drum and an actuator reversibly rotates the movable magnet support tube.

Abstract: A method and apparatus for controlling a vehicle braking system, in which an air gap is set after completion of a braking operation. The size of the air gap depends on the operating state of the vehicle.

Abstract: An electrically-operated disc brake assembly for vehicles is disclosed in which a friction member is adapted to be applied to a rotatable brake disc by a brake-applying apparatus including an electric motor, and transmission in the form of a linear actuator comprising a screw device adapted to apply an axially-directed brake-applying force to the friction member in response to operation of the motor. The screw device comprises inner and outer co-operating screw-threaded members, and one of the members is adapted to co-operate with the armature of the electric motor.

Abstract: A guide tube formed of a non-magnetically permeable material is coaxially disposed in a brake drum coupled to a rotational shaft and a magnet support tube formed of a non-magnetically permeable material is axially movably supported within the guide tube. A plurality of magnets are supported at equal annular intervals on the outer wall of the magnet support tube and proximal surfaces of ferromagnetic members are coupled to magnetic pole surfaces at opposite ends of the magnet. Actuators reciprocate the magnet support tube between a braking position in which extreme end surfaces of the ferromagnetic members are opposed to an inner surface of the brake drum and a non-braking position in which the ferromagnetic members are withdrawn from the brake drum.

Abstract: A method and a device for controlling a vehicle braking system in open loop, having electrically operable control devices at the wheel brakes. The control device is controlled according to a driver's braking input, in at least one operating state, on the basis of the correlation, adjusted by an estimate method, between a variable representing the path of the brake pad, and the braking torque or the braking force at the wheel, and/or on the basis of the zero value of this variable, ascertained by an estimate method, when the brake pads lift off from the disc or drum.

Abstract: Problems of a dead-time due to a make-contact delay time until the closure of the regeneration contactor and a drop of torque occurring in the prior art controller for an electric vehicle are solved by the invention, thereby providing an improved drive feeling during transition from its regenerating braking to plugging braking. Specifically, a regeneration contactor's contact voltage is entered to the arithmetic unit, upon set-up of a condition for stopping the regenerating braking, the control for closing the regeneration contactor is executed, and immediately upon detection of the actual closure thereof, the switching operation is cut off at a timing faster than the switching cycle thereby allowing for the transition to the plugging braking to be enabled.

Abstract: An electrically powered parking brake and a system and method for controlling and operating the parking brake, both during parking and during vehicle operation. The parking brake includes an electronic control module determining the amount of tension in the cable as a function of current drawn by an electric motor and a feature that allows determination of the distance traveled by the brake tensioning cable upon release of the brake. The brake is operable during vehicle motion using a modulated mode. Other features include use of a screw mechanism for cable tensioning, automatic adjustment of the brake in response to brake wear, and sensing of vehicle transmission position and vehicle speed for use in conjunction with modes of operation.

Abstract: The brake system includes a pedal unit through which operations of the brake pedal of the motor vehicle are detected with one or more sensors and desired values of the brake application force are generated according the driver requirement. The system also includes electrically actuated brake actuators at the wheels of the motor vehicle. An electronic central controller evaluates the sensor signals and generates control signals for additional brake functions. Data blocks are exchanged in a predefined cyclically repeating time pattern over a data bus connecting the pedal unit, the brake actuators, and the central controller. Over an additional signal line connecting together the pedal unit, the brake actuators and the central controller, the desired value for the brake application force is transmitted from the pedal unit to the brake actuators and the central controller and data are exchanged concerning the status of the connected devices.