Abstract: A safety gear (1) comprising a frame provided with a braking surface, which, when the safety gear is braking, is pressed against a first guide surface of a guide rail. Mounted in the frame is a roller (3), which moves along a track in the safety gear. The track comprises at least a first gradient and a second gradient, the first gradient having a larger pitch angle than the second gradient. The roller is pressed against a second guide surface of the guide rail when the safety gear is braking. The roller (3) has a stronger grip on the track on the first gradient than on the second gradient.

Abstract: A braking apparatus for a fishing reel and a braking element assembly preferred for use in the inventive apparatus. The inventive braking apparatus comprises: a contacting structure; a plurality of braking elements for contacting the contacting structure to generate a braking force; a dial and cam slider assembly for selectively placing the contacting structure in a plurality of predetermined positions relative to the braking elements; and an indexing structure for identifying the predetermined positions. The inventive braking element assembly preferably comprises: (a) a housing having a longitudinal axis and a longitudinal end and (b) a plurality of braking elements retained in the housing for radial braking movement relative to the longitudinal axis. A first and second one of the braking elements are each retained in the housing at a first longitudinal position spaced a first longitudinal distance from the first end.

Abstract: A centrifugal braking apparatus for a baitcasting reel comprises a spool, pivot shafts, brake levers, and a ring-shaped braking member. The spool is rotatably supported between both side plates of a reel main body. Each of the pivot shafts is disposed on the spool so as to be arranged apart from a rotation axis of the spool in a radius direction thereof and extended at right angles to a straight line parallel with the rotation axis of the spool. Each of the brake levers has a tip end portion and a root end portion that is pivotably supported by the pivot shaft so that the tip end portion of the brake lever is movable toward a standard plane, which includes a central axis of the pivot shaft and is perpendicular to the rotation axis of the spool, under a function of centrifugal force produced by rotation of the spool. The ring-shaped braking member is provided on the reel main body so that the tip end portion of the brake lever can be brought into contact with the ring-shaped braking member.

Abstract: A braking apparatus for a fishing reel comprising: a plurality of braking elements; a braking element assembly for retaining the braking elements in radial paths about a rotational axis such that a centrifugal force imparted to the braking elements by rotating the braking elements about the rotational axis will urge the braking elements to move in their radial paths away from the rotational axis toward individual, extended radial positions; a contact member; and a positioning mechanism for selectively positioning the contact member in at least a first location and a second location. When the contact member is positioned in its first location and the braking elements are in their extended radial positions, at least one of the braking elements contacts the contact member. However, when the contact member is positioned in its second location, the one braking element just mentioned cannot contact the contact member, regardless of whether the braking element is in its extended radial position.

Abstract: A circuit arrangement for a brake system with electronic brake force distribution control includes circuits which determine the deceleration of the rear wheels and the deceleration of a vehicle or a corresponding reference quantity. The discrepancy of the filtered rear-wheel deceleration from the vehicle deceleration is evaluated for brake force distribution control. To this end, an output signal is produced by way of a differentiator and integrator comparing the rear-wheel deceleration and the vehicle deceleration, and the output signal is evaluated for the control of the braking pressure in the rear-wheel brakes.

Abstract: In a centrifugal force-operated brake device for a fishing reel, brake shoes (20) are slidably mounted on supporting rods (19) which are turned together with the spool. The brake shoes are brought into sliding contact with the inner cylindrical surface (15a) of a brake cylinder (15) by centrifugal force, thereby braking the spool. The supporting rods (19) are swingably supported by a supporting member (17), so that their angular position relative to the supporting member is changeable.

Abstract: The vehicle control system incorporates an accelerometer which is particularly adapted for use in vehicles due to its readily compensated temperature sensitivity and stable zero g bias. The accelerometer for use in the vehicle control system includes a hermetically sealed enclosure containing a fluid and two temperature sensing elements positioned within the enclosure. When the fluid within the enclosure is heated the convective flow pattern within the enclosure is affected by acceleration of inclination of the enclosure. This change in the convective flow pattern is measured by measuring a temperature difference between the temperature sensing elements to determine the acceleration of the enclosure.

Abstract: A frictional value between a motor vehicle tire and a road surface is determined for use in an ABS system or a traction control system. Various sensors at the automobile ascertain the vehicle speed and the brake pressure at individual wheels. The angular acceleration of the wheel is calculated from the angular velocity thereof. A wheel slip is calculated from the vehicle speed and from the angular acceleration. The dependency of the coefficient of friction is approximated from the wheel slip with a non-linear approximation equation. The current estimation value for the coefficient of friction is estimated with a recursive estimation algorithm from measurement values previously ascertained during a preceding measuring instant.

Abstract: An aircraft autobrake system utilizes a hydraulic fluid pressure sensor to provide a signal proportional to brake hydraulic fluid pressure magnitude to a control system. The control system uses closed loop feedback of this pressure signal to control autobrake application. Such control avoids pressure or deceleration overshoot or undershoot caused by not achieving brake stack closure when deceleration control is applied. Upon landing, if autobrake control command plus the change in autobrake control command necessary to eliminate deceleration error is less than a specified minimum, then brake stack closure needs to be maintained. In that case, the control system determines hydraulic fluid pressure error and adjusts hydraulic fluid pressure to eliminate such pressure error, using closed loop feedback. Upon elimination of pressure error, indicating brake stack closure, deceleration control then applies autobraking to slow the aircraft without pressure or deceleration overshoot or undershoot.

Abstract: A semiconductor acceleration sensor is formed by a cantilever having a conductive movable electrode of predetermined mass at one end, at least one pair of fixed conductive electrodes which are stationary with respect to the movable electrode located on opposing sides of the movable electrode, and gaps provided between the movable electrode and the fixed electrodes. To prevent the movable electrode becoming fused to the contacted fixed electrode, in a first aspect of this invention, an insulating layer is provided between the movable electrode and fixed electrodes, the layer being either on the movable electrode or on the fixed electrodes and in a second aspect the movable electrode or, preferably, the fixed electrodes, are formed of a high melting point material. In such a second aspect, to improve adhesion between the high melting point material and a substrate to which the fixed electrodes are mounted, a lower melting point material is firstly coated on the substrates.

Abstract: A safety catch device for elevator cars guided on at least one guide rail includes a braking device acting on the at least one guide rail for braking the elevator car and a control device for controlling the braking force of the braking device in dependence on the load and/or deceleration. The control device includes a control mass which is influenced by the acceleration of the elevator car and a brake spring which is deflected in accordance with the position of the control mass. The brake spring is coupled to the control mass and the braking device in such a way that a reduced braking force is applied by the braking device on the at least one guide rail in the case of a high deceleration of the elevator car and an increased braking force is applied by the braking device on the at least one guide rail in the case of a lower deceleration of the elevator car.

Abstract: A braking control system is provided in which a braking force is controlled so that a braking effect corresponding to the human brake pedal input can be obtained by electronically controlling an auxiliary power other than a human power. The braking control system includes a current deceleration detection device that detects a current deceleration, an initial deceleration detection device that detects an initial deceleration at a human operation input start time, and a control target addition quantity setting device that sets up a control target addition quantity based on a signal of the human operation input quantity. A control target quantity device is also provided that sets up a control target quantity by adding the initial deceleration and the control target addition quantity, so that an optimum braking deceleration corresponding to a pedal stroke is obtained regardless of the magnitude of a car deceleration in a braking operation.

Abstract: A slip control system is so adapted as to start the control of the braking force from a state in which the braking force is reduced when a magnitude of deceleration of the wheel becomes equal to or larger than a predetermined value or when a slip value of the wheel becomes a value in the direction in which the wheel is likely to be locked and as to start the control of the braking force from a state in which the braking force is sustained when the deviation obtained by subtracting the wheel speed from the vehicle speed becomes equal to or larger than a predetermined value. This arrangement satisfies requirements for both preventing the wheel from being locked and shortening the braking distance.

Abstract: A device for detecting speed in a braking system between two relatively rotatable elements, such as, the inner and outer rings of a roller bearing used to support a vehicle wheel. The device includes a first deflector mounted on one of the bearing rings having a magnetized ring member and a plurality of radially outwardly facing poles separated by non-magnetized spaces and a serrated annular member having a plurality of radially inwardly facing ribs. The device further includes a second deflector integral with a fixed ring of the bearing having at least one magnetic sensor engageable between the two bearing rings and spaced to intersect the magnetic fields to produced a plurality of signals per revolution. The signal produced by the sensor has a frequency proportional to the relative speed of the inner and outer bearing rings.

Abstract: In an antiskid brake system for a vehicle, an antiskid control in which the braking pressure to each wheel is reduced and increased so that the wheel speed of the wheel falls at a target deceleration or a target slip ratio is initiated when the deceleration of the wheel speed exceeds an initiation threshold value. The initiation threshold value is reduced when the wheel is kept applied with the braking pressure for a predetermined time.

Abstract: Disclosed herein is a method of and a system for controlling brakes. In the brake control system, grounding loads on front and rear wheels are determined and a correction value for the braking of a predetermined wheel is computed based on the grounding loads thus determined. A braking force is determined inclusive of the computed correction value. A correction value for the braking of the front wheel is computed based on the determined grounding loads. Thus, the optimum brake control can be made without being affected by a variation in the distribution of the loads of the front and rear wheels relative to the ground.

Abstract: A motorcycle anti-lock brake system reacts to the appearance of a fault in one of the two control channels before or during a braking procedure on both wheels. The motorcycle anti-lock brake system is formed so that a limited anti-lock brake system function is initially maintained and the anti-lock brake system is not completely switched off until later.

Abstract: The antilock brake control apparatus has a locking symptom detector for detecting a wheel locking symptom and a removal of wheel locking symptom. A microcomputer is provided for producing a depressurization signal in response to the detection of the wheel locking symptom until the removal of the wheel locking symptom, and for calculating, after a locking symptom is detected, a pressure difference between the current wheel cylinder pressure and the wheel cylinder pressure when a locking symptom is first detected to obtain a maximum pressure difference at a time when the removal of the wheel locking symptom is detected.

Abstract: An anti-skid control system of a vehicle comprising a yaw motion sensing device of the vehicle, a device for calculating target slip rates of the wheels according to the yaw motion, a wheel speed detecting device for detecting actual speeds of the wheels, a control device for generating a control signals based on the target slip rates and the actual speeds of the wheels, a control valve for controlling braking oil pressure according to the control signals, a first failure detecting device for detecting an abnormality relating to the yaw motion sensing device, a second failure detecting device for detecting an abnormality relating to the control valve, and a failsafe control device for keeping the target slip rates from the calculating device constant and when the abnormality relating to the yaw motion sensing device is detected and for bringing the control valve into a non-operating state when the abnormality relating to the control valve is detected.

Abstract: Antilock control system generates an instability criterion from at least one of slip and deceleration of the wheels and produces control signals for reducing brake pressure at the wheels when the criterion exceeds an instability threshold. The system delays the criterion reaching the threshold, for example by increasing the threshold, when vehicle deceleration increases and when downhill travel is determined. The instability criterion S may be calculated according to S=aV+bL+c.intg.Ldt, where V is the wheel deceleration, L is the wheel slip, and a, b, and c are constants.

Abstract: The invention relates to an anti-skid control system for an automotive vehicle, which includes devices provided independently for respective wheels of the vehicle and for controlling the brake fluid pressure of respective wheels, device for detecting a vehicle speed and a rotation speed of the wheel and deriving slip ratio on the wheel on the basis of the detected values, device for detecting actual yawing angular acceleration on the vehicle, device for setting a target value of the slip ratio on the wheel based on the yawing angular acceleration for each wheel independently of the other, and control signal unit for providing the control signal to the brake fluid pressure controlling unit so as to adjust the derived slip ratio toward the target value.

Abstract: To eliminate undesired movement of control members, e.g. throttle control levers, subjected to high fore-and-aft accelerations, a mechanism is proposed in which brake pads (229), (231) bearing on a control surface (220) forming part of the control member are connected by a pivoted lever arrangement (203) to a pendulum (200). Oscillations of the pendulum due for fore-and-aft `g` forces cause a proportional displacement of the lever arrangement (203) which in turn causes one or other of the brake pads (229, 231) to apply a correspondingly greater frictional force to the control surface (220).

Abstract: A circuit configuration for an anti-lock brake system, including a master cylinder (1) with a travel switch (27, 27') and an electromotively (31, 31') driven hydraulic pump (32, 32'), disposes of a "pump control" (45) which switches on the drive motor (31, 31') of the hydraulic pump (32, 32') in dependence on the vehicle deceleration and on the pressure fluid requirement during an anti-lock controlled braking operation, or on corresponding criteria and test results.

Abstract: A shift is implemented from the control for elevating the braking force to the control for retaining the braking force when deceleration of the wheel exceeds a first predetermined threshold value when the wheels are braked. The first predetermined threshold value is so set as to become smaller as an assumed road surface friction coefficient .mu. is smaller. The first threshold value is further altered to a larger value by altering the assumed road surface friction coefficient .mu. to a higher one when the period of time required from the start of the control for elevating the braking force to the start of the following control for retaining the braking force is equal to or shorter than a predetermined period of time.

Abstract: Device capable of detecting the rotational speed of two elements in relative such as the support elements of a vehicle wheel, in particular the rings of the roller bearing for the support the vehicle wheel, characterized in that an initial deflector or ring integral with the rotating ring of the bearing carries twin magnetized rings with pairs of poles of opposite sign, between which a magnetic sensor carried by a second deflector or support integral with the fixed ring of the bearing being is operatively inserted, the magnetic sensor being located between the n polar expansions, the number of which conforms to the pairs of opposing poles of twin magnetized rings.

Abstract: A hydraulic dual-circuit brake system for a road vehicle with front-axle/rear-axle brake circuit division has a tandem main cylinder as a brake device. The primary output pressure space of the cylinders is associated with the front-axle brake circuit, and the secondary output pressure space of the cylinders is associated with the rear-axle brake circuit. A pressure modulator adjusts the front-axle/rear-axle braking force distribution in the direction of an approach to the, in each case, ideal braking force distribution, as a braking-pressure actuator for the rear-axle brake circuit. The pressure modulator has a drive pressure space, by the charging of which with the output pressure of an auxiliary pressure source under solenoid valve control, a braking pressure which can be coupled into the rear-wheel brakes can be built up in an output pressure space of the pressure modulator.

Abstract: The invention is directed to an anti-skid control system for controlling a braking force applied to a road wheel with a hydraulic braking pressure supplied to a wheel brake cylinder through a pressure control valve controlled by an electronic controller. On the basis of a wheel speed of the road wheel detected by a wheel speed sensor, the controller calculates an estimated vehicle speed and sets a reference speed on the basis thereof. In the controller, the wheel speed is compared with the reference speed, and in response to a result of comparison the hydraulic pressure supplied to the wheel brake cylinder is controlled by the pressure control valve. Through an adjustment by the controller, the hydraulic braking pressure is decreased in response to a change of difference between the wheel speed and the estimated vehicle speed for a certain period of time.

Abstract: A belt drive continuously variable transmission has a drive pulley operatively connected to an engine and a driven pulley operatively connected to wheels of a motor vehicle, hydraulic cylinders for changing effective diameters of both pulleys, and a transmission ratio control valve for producing a primary pressure applied to the cylinder for controlling transmission ratio. An antilock brake system is provided on the vehicle. A memory is provided for storing a plurality of ABS desired transmission ratios for use during operation of the antilock brake system. During the operation of the antilock brake system, an ABS desired transmission ratio is derived from the memory. The transmission ratio is controlled with the ABS desired transmission ratio.

Abstract: According to the method of the present invention, when the vehicle speed has become less than the reference speed, after a reduction in the hydraulic braking pressure during braking, the hydraulic braking pressure is gradually increased. According to the above method, the rate of increase of the hydraulic braking pressure is moderated when the vehicle speed has become less than a reference value. This will avoid the degradation in braking feeling due to a rapid increase in hydraulic braking pressure for a wheel brake.

Abstract: A brake system with electronic anti-lock control for all-wheel driven automotive vehicles possesses two control channels, to which diagonally each one front wheel (VR or VL) and one rear wheel (HL or HR) are connected. Rotational speed sensors (24, 25) are provided at the front wheels only. During anti-lock or slip control, front wheels and rear wheels are coupled such that a brake torque is transmittable at least from the rear wheels to the front wheels. Preferably, brake torques are transmitted also from the front axle to the rear axle. For coupling, a differential lock (6) is arranged in the distribution differential (3) which lock is controllable by a signal of the anti-lock control system.

Abstract: A hydraulic dual-circuit brake system with anti-skid braking (ABS) and traction control (ASR) for motor vehicles having control valve assemblies, each control valve assigned to one wheel brake cylinder of a vehicle wheel for feeding a wheel-slip-dependent brake pressure, and includes one return pump with two separate pump elements for each brake circuit. For supplying brake pressure in traction control, a precharge pump and a valve unit are provided. In the traction control mode the precharge pump feeds brake fluid from a brake fluid tank into the pump element associated with the brake circuit of the driven wheels while the valve unit disconnects the pump element from the master brake cylinder and connects it to the brake fluid tank via a pressure limiting valve. A check valve prevents brake fluid from flowing into the ABS brake circuit during this process via the pressure limiting valve.

Abstract: The anti-skid control system is provided with wheel velocity sensors only for the driving wheels and is capable of performing the anti-skid control through its accurate estimation of the vehicle speed and proper compensatory control even when sharp braking occurs immediately upon the release of the accelerator after the occurrence of acceleration slip. The anti-skid control system is capable of starting the anti-skid control with certainty even when the braking operation is not detected because of a failure in the operation of the brake switch. The system is provided with a fluid pressure generating device, a fluid pressure controlling device, a brake operation detecting device, an acceleration detecting device, a wheel velocity detecting device, a braking force controlling device, a first estimated vehicle speed setting device and a second estimated vehicle speed setting device.

Abstract: The pressure increase of the brake hydraulic pressure starts again at a time point where the wheel speed, which has been decelerated due to an increase in the brake hydraulic pressure, recovers the speed due to the subsequent pressure decrease and holding of the brake hydraulic pressure and reaches the speed (Vv-Vx) which is lower than the computed vehicles speed Vv by a predetermined value .DELTA.Vx, where the predetermined value .DELTA.Vx varies in accordance with the magnitude of the friction coefficient of the road surface.

Abstract: A brake device for vehicles applying brake power to a wheel through actuation of a disc brake by an output hydraulic pressure from a master cylinder, wherein an inertial type wheel angular deceleration sensor driven by the wheel through a transmission device is incorporated in an antilock control unit adapted to control the output hydraulic pressure of the master cylinder, the disc brake and the transmission device are enclosed in an annular recess open to one side of the wheel, and a caliper of the brake and the antilock control unit are supported on a fixed panel disposed so as to close an opening of the annular recess.

Abstract: An anti-skid control apparatus for a vehicle includes fluid pressure control valve devices arranged between a tandem master cylinder and the front wheels of the vehicle, and a control unit receiving outputs of wheel speed sensors to assess skid conditions of the wheels and to control the valve devices. The apparatus discriminates between "low side" and "high side" of the road by assessing skid conditions of either the rear wheels or the front wheels. The braking pressure of the rear or front wheel that is on the low side and that of the wheel connected diagonally to it are controlled in either a "select-high" or a "select-low" manner, and the pressures of the other diagonally opposite wheels are controlled in the opposite manner.

Abstract: In an anti-lock brake system (ABS) for a motorcycle the driving stabilty is improved by measuring the position of lateral inclination of the motorcycle and adjusting at least one threshold value for the anti-skid control in response to the measurement. In another embodiment the transverse acceleration of the motor cycle is measured and an ABS threshold value adjusted accordingly.

Abstract: A vehicle non-driving wheel hub mounting equipped with a pulse-transmitter and sensor assembly comprises an integral rolling bearing (1, 2, 11, 12) with two rows of rolling elements (1). The active parts (16, 17) of the pulse transmitter and the sensor (18) are accommodated and positioned inside a volume delimited radially by the cylindrical inner surface (10) of a tubular protuberance (7). The protuberance also centers the brake disc (5) or drum and the wheel (6). The volume is delimited axially in one direction by a plane passing through the free end (20) of the tubular protuberance (7) and in the other direction by a plane passing through the large face (21) of the inner ring (11) of the rolling bearing located on the same side as the locking nut (15). The inner rings are axially locked by a locking component, and the sensor is radially inserted in a radially oriented receptacle formed in an external surface of the locking component.

Abstract: An apparatus for sensing the angular velocity of a vehicle wheel includes a sleeve, a tone wheel detachably coupled to the sleeve, and an electromagnetic sensor. The sleeve can be rotatably mounted on bushings inside a differential housing. The electromagnetic sensor extends through a wall of the housing into close proximity to a periphery of the tone wheel which has a plurality of generally radially extending evenly spaced teeth formed thereon. The tone wheel is positioned on the sleeve between a pair of retaining rings and is keyed for rotational movement with the sleeve. An inner end of the sleeve has means for coupling to the side gear of a differential carrier assembly. In one embodiment, the means for coupling includes tabs formed on the sleeve and cooperating slots formed on a side gear. In another embodiment, lugs formed on the sleeve engage driving surfaces formed on the side gear.

Abstract: The present invention relates to a brake control system for vehicles with hydraulic brakes, for preventing wheel blocking and/or spinning. The system is characterised in that the brake system is separable, by means of a valve (3), one for each wheel, into a primary circuit (4) and a secondary circuit (5). Sensors (6) are provided on each wheel for sensing the rotational speed thereof. A control device compares the speeds sensed by said sensor. In the event of a sensed abnormal condition (wheel blocking or spinning) of one or more wheels, the control device activates the respective valve. A pressure control system in the respective secondary circuit controls the pressure therein, independently of the pressure in the primary circuit, in order to cancel the abnormal condition of the corresponding wheel.

Abstract: A mounting device for a wheel cap or a magnet wheel for sensing anti-skid systems on a wheel hub of a vehicle, creates a secure seat and greater ease of mountability and dismountability on the wheel hub by having on its outer end section a circumferential groove to receive a packing ring. The end section of the wheel cap or of the magnet wheel on the side of the wheel hub has a circumferential groove facing the circumferential groove of the wheel hub, with which groove the end section of the wheel cap or of the magnet wheel snaps by means of axially pushing over the packing ring in the circumferential groove of the wheel hub.

Abstract: An anti-skid brake control system is capable of optimizing vehicular braking characteristics in order to minimize the braking distance. The anti-skid brake control system takes a feature of the vehicle speed dependent wheel slippage threshold. For this, the anti-skid brake control system of the invention employs a wheel slippage threshold deriving means which derives a wheel slippage threshold on the basis of a vehicle speed. The wheel slippage threshold is compared with an actual wheel slippage detected on the basis of a vehicle speed and a wheel speed. Brake pressure in a wheel cylinder is reduced when the detected wheel slippage is increased across the wheel slippage threshold.

Abstract: A method of controlling the brake pressure in an antilock (ABS) vehicle brake system provides for adapting the wheel at which the brake is applied to the optimum course of the coefficient of friction/slip curve by determining the rotational retardation of the braked wheel, upon initiation of a braking action, after given time intervals each and comparing it with the rotational retardation of the preceding time interval. Moreover, the brake pressure is varied in response to the result of the comparison. The renewed acceleration of the retarded wheel also is monitored accordingly so as to effect further lowering of the brake pressure if the renewed acceleration or the gain in acceleration is too small.

Abstract: In a motorcycle with a pair of left and right steps mounted in a projecting manner on a lower portion of a vehicle body, a pair of left and right brake pedals capable of independently operating the rear wheel brake are pivoted on the vehicle body in close vicinity to the left and right steps, respectively. When a driver turns the motorcycle in either left or right direction with his one foot being placed on the ground, the driver can operate the rear wheel brake using the opposite foot.

Abstract: An anti-skid brake control system for monitoring variation of wheel slippage and whereby detects APPLICATION mode of the anti-skid brake control system and for detecting HOLD mode of the anti-skid brake control. The system comprises a period of time where the operational mode is maintained at HOLD mode condition. When the period to maintain the HOLD mode becomes longer than a predetermined period, than the system set smaller rate for increasing the braking pressure in the subsequent APPLICATION mode.

Abstract: A sensor rotor unit mounted on a rotary member and cooperating with a sensor to detect the number of rotations of the rotary member includes at least a sensor rotor formed of a magnetic material and having a plurality of concavities and convexities provided at intervals in the circumferential direction thereof, and an annular rust preventing member made integral with the sensor rotor so as to surround the peripheral surface and end surface of the sensor rotor which are opposed to the rotary member.

Abstract: A combined brake release solenoid valve and motor driven debooster has a plunger forming part of the debooster, which, on brake re-application is moved to a flow-restricting position in which there is only a restricted connection between the brake master cylinder and the slave cylinder, so as to avoid over-rapid brake re-application. In one embodiment, the plunger is positioned to provide a stop for the solenoid valve. In another embodiment, the plunger coacts with a separate valve seat.

Abstract: An antiskid device for a brake system of a motorvehicle and the like, effective to prevent jamming of a wheel and at the same time ensure a braking action thereof which is consistently the equal of the best possible relatively to the road surface, comprises an on-off valve placed in a line conducting the braking fluid from a master cylinder to a braking cylinder of said system, a wheel deceleration sensor effective to generate a wheel skidding signal continuously, a surge chamber put into communication with said line downstream of said on-off valve a piston movable within said surge chamber, and a control means for said piston driven continuously by said wheel skidding signal.

Abstract: An anti-lock modulator unit is mounted adjacent to a front wheel fork of a motor cycle by a mounting plate which is secured to the axle. A drive pinion for the unit may be driven either directly, or through a belt drive, from a pinion which, in turn, is driven from the hub of the wheel, with the pinions located within a sealing recess between the plate and the casing.

Abstract: A four-wheel-drive vehicle in which the brakes are individually controlled to prevent locking. According to the invention, during anti-locking brake, the torque transmitted between the front and rear wheels is reduced, either by disconnecting the inter-axle transmission or switching to a loosely coupled viscous coupling.

Abstract: In a motorcycle of the type including a transmission case provided on one side of a body frame, and a transmission and a gear type deceleration unit housed in the case for transmitting a driving force from an engine to an axle of the rear wheel an antilock controlling device for controlling a braking hydraulic pressure for the rear wheel includes a wheel deceleration sensor operatively connected with the rear wheel, and a casing for accommodating the antilock controlling device is attached to the transmission case. The wheel deceleration sensor includes a driving shaft having a pinion coupled thereto, and the pinion meshes with a final gear of the gear type deceleration unit. With this construction, there is no need of providing any exclusive overdrive device for the sensor, and a complication in the structure surrounding the rear wheel is avoided.