Abstract: A method of diagnosing an electrically operated brake for abnormality thereof in an automotive vehicle wherein a wheel is braked by a friction force generated by an electric motor of the brake upon an operation of a brake operating member, the method comprising the steps of: applying an abnormality checking drive signal to the electric motor to operate the electric motor while the brake operating member is placed in a non-operated position; detecting a quantity relating to an output of the electric motor while the drive signal is applied to the electric motor; and determining that the electrically operated brake is abnormal, if the detected quantity does not normally correspond to a magnitude of the abnormality checking drive signal.

Abstract: A brake apparatus for vehicles having a wheel brake on each vehicle wheel, each wheel brake has a brake body non-rotatably connected to the vehicle wheel, a brake actuator that engages the brake body for braking purposes, and a brake anchor plate that contains the brake actuator and is fastened to the chassis. A sensor that is disposed on the brake anchor plate for detecting the wheel brake moment, the sensor is universally usable for various embodiments of the wheel brake and with the least possible alterations to the chassis, the sensor is embodied as a so-called pillow block force transducer that is adapted so that it constitutes at least one fastening element between the brake anchor plate and the chassis.

Abstract: In an electrically operated vehicle in which a regenerative braking operation is performed to apply a regenerative braking torque to a wheel, if the regenerative braking torque reaches its maximum value and is insufficient to brake the wheel, a static hydraulic pressure outputted from a master cylinder is supplied to the wheel brake cylinder mounted on the wheel until the brake pedal reaches a retained position. Thereafter, a dynamic hydraulic pressure is supplied to the wheel brake cylinder. While the brake pedal is in movement from the rest position to the retained position, the wheel brake cylinder is supplied with only the static hydraulic pressure and while the brake pedal is being retained at the retained position the wheel brake cylinder is supplied with the static hydraulic pressure and the dynamic hydraulic pressure.

Abstract: A brake system and torque feedback controller is provided which utilizes low torque cutout rather than low speed cutout. The low torque cutout is further improved by gradually transitioning between torque feedback and open loop control over a range of torque. The controller allows torque compensation operation to zero wheel speed, and avoids discontinuities in braking regardless of time or torque level. The controller allows a brake to fill and engage the wheel before the full feedback signal is presented to the controller so as to eliminate the phenomena of grabby brakes.

Abstract: A control or adjustment system for a disc brake is operated by an electric motor causing the friction linings of the disc brake in application to the brake disc. To transmit an application force as sensitively as possible to cause deceleration of the vehicle as desired by the driver, on the one hand, and to adjust a precise clearance after a braking operation, on the other hand, two different control modes are applied. The electric motor, therefore, is driven by an electronic servo booster that is actuated either by a deceleration controller or by a position controller, depending on the objective to be achieved.

Abstract: A drum brake for use in a brake system (10) having first (14) and second (16) shoes retained on a backing plate (20). The first brake shoe (14) has a first end (22) connected to an actuator (12) and a second end (26) connected to an anchor arrangement (24) and the second brake shoe (16) has a first end (36) connected to the actuator (12) and a second end (38) connected to the anchor arrangement (24) The actuator (12) responds to an input signal during a brake application by moving the first (14) and second (16) brake shoes into engagement with a drum (18). The anchor arrangement (24) includes a load sensor (64) for measuring a torque generated between the first (14) and second (16) brake shoes and the drum (18). The anchor arrangement (24) has a bracket (44) with a base (46) having first (48) and second (50) side walls which are secured to the backing plate (20). The first side wall (48) has a first central opening (56) therein while the second side wall (50) has a second central opening (58) therein.

Abstract: The electric brake including a pad clearance adjusting mechanism comprises: ignition switch detecting member for detecting that an ignition key has been switched from its off position to its on position; brake instruction detecting member; a parking brake detecting member; a brake control device; a piston position sensor; and, an electric actuator.

Abstract: A brake control system for controlling an amount of braking force applied to a wheel of a vehicle running on a surface, comprising a sensor for measuring a speed of the wheel and for providing an output signal indicative of the speed; and a controller, operatively coupled to the sensor, which implements a Kalman filter to estimate an amplitude and location of a peak in a mu-slip curve representative of a coefficient of friction between the wheel and the surface based on the output signal of the sensor, and which controls the amount of braking force applied to the wheel based on the amplitude and location of the peak.

Abstract: A brake apparatus for an electric vehicle which maintains the regenerative energy generated in a traction motor of each of wheels to be at a maximum. A hydraulic pressure brake and a regenerative brake are provided in the same brake apparatus. The hydraulic pressure brake generates a brake torque by providing a hydraulic pressure to a wheel cylinder of each wheel of the vehicle. The regenerative brake generates a brake torque by regeneration in a traction motor for each wheel. The brake torque to be provided is calculated for each wheel. A maximum regenerative energy is calculated for each wheel. A hydraulic pressure calculating unit calculates a hydraulic pressure to be provided to the wheel cylinder of each wheel based on the brake torque and the maximum regenerative energy so that the regenerative energy generated by the traction motor of each wheel becomes a maximum.

Abstract: The brake energy balancing system balances brake torque of braking wheels of a vehicle having a plurality of cars carried by trucks, for applying and controlling the brakes of each group of braking wheels of the trucks of the vehicle. Brake torque is measured, a command brake torque signal is generated that is limited by a reference torque signal, and the command brake torque signal is compared with the measured brake torque to generate brake torque difference signals. An energy balancing brake application control signal is provided to the brakes in response to the brake torque difference signals.

Abstract: The brake energy balancing system balances brake torque of braking wheels of a vehicle having a plurality of cars carried by trucks, for applying and controlling the brakes of each group of braking wheels of the trucks of the vehicle. Brake torque is measured, a command brake torque signal is generated that is limited by a reference torque signal, and the command brake torque signal is compared with the measured brake torque to generate brake torque difference signals. An energy balancing brake application control signal is provided to the brakes in response to the brake torque difference signals.

Abstract: A braking force control system for a motor vehicle, in which a hydraulic pressure control device controls a hydraulic pressure generated by the master cylinder or the pump, in such a way that a target braking torque (Nr in FIG. 1) is calculated from a target slip factor (Sr) and an actual slip factor (S), the target braking torque (Nr) is converted into a target braking hydraulic pressure (Pr), and that an estimative braking hydraulic pressure (P) currently under action is calculated by the use of a hydraulic pressure model, while the controlled variable of the hydraulic pressure control device is calculated from the estimative braking hydraulic pressure (P) and the target braking hydraulic pressure (Pr) by the use of a reverse hydraulic pressure model. Thus, the hydraulic pressure can be controlled in conformity with the actual motion state of the motor vehicle.

Abstract: An electric braking device for measuring the torque of an engine includes a rotor rotating with a shaft and a stator which is tiltably supported in a housing by a bearing at either of its front ends, each end being provided with a disk-shaped bearing shield with a pivot journal. To prevent the measured results from being influenced by the stator bearings hydrostatic swivel bearings are used, one being axially movable and the other axially immovable. Each hydraulic swivel bearing includes a ring slipped over a pivot journal of the bearing shield the ring being supported by two bearing bodies secured against rotating, the latter being located one on either side of a longitudinal center plane containing the shaft axis and below a transverse plane containing the shaft axis and being normal to the center plane.

Abstract: In order to keep the braking torque of a motor always maximal and to execute suitable ABS regenerative braking, a controller of an electric car has a motor (1) connected to the road wheels, and its central controller confirms that regenerative energy calculated from output signals from an ammeter (51) and from a volt meter (52) after the braking operation begins reaches a maximum value, and stores a braking torque calculation value obtained from a signal from a motor number-of-revolution sensor (63), as a maximum braking torque value. When the difference between the braking torque command value applied to the motor (1) and the braking torque calculation value exists within a predetermined range, the braking torque command value is thereafter increased or decreased in accordance with the difference between the maximum braking torque value described above and a present braking torque calculation value, and when the difference is out of this predetermined range, the braking torque command value is decreased.

Abstract: A regenerative and friction brake blend control method for use in a vehicle with at least one positionable hydraulic brake actuator for achieving friction braking and an electric propulsion motor with regenerative braking capability wherein an amount of regenerative braking achieved is indicated by a signal, wherein the method comprises the steps of determining a hydraulic actuator position command indicating a desired vehicle braking, determining responsive the hydraulic actuator position command a regenerative braking command, commanding the electric propulsion motor to regeneratively brake the vehicle responsive to the regenerative braking command, receiving the signal indicative of regenerative braking achieved, converting the signal indicative of regenerative braking achieved to an actuator position reduction signal, subtracting the actuator position reduction signal from the hydraulic actuator position command to determine a difference command, and commanding the hydraulic actuator according to the diff

Abstract: The brake energy balancing system balances brake torque of braking wheels of a vehicle having a plurality of cars carried by trucks, for applying and controlling the brakes of each group of braking wheels of the trucks of the vehicle. Brake torque is measured, a command brake torque signal is generated that is limited by a reference torque signal, and the command brake torque signal is compared with the measured brake torque to generate brake torque difference signals. An energy balancing brake application control signal is provided to the brakes in response to the brake torque difference signals.

Abstract: A device for the automatic control of vehicular brake systems on hills, in order to allow the vehicle to remain stopped on a hill even after the brake pedal of the vehicle has been released. The device automatically releases the brakes when the driving torque produced by the engine against the wheel braking elements is equal to, or greater than, the opposite braking torque resulting from the slope of the hill. An electromechanical control valve is mounted to the brake system of the vehicle, in order to allow or block the release of the braking fluid pressure applied to the wheel braking elements upon the activation of the valve by a control unit, which receives information about the applied driving torque from a load sensor mounted to the braking elements of at least one wheel of the vehicle.

Abstract: A disk brake assembly includes a disk rotor, a mounting member secured to a vehicle body and having a pair of opposed arms positioned at opposite sides of the disk rotor, respectively, a pair of confronting pads arranged on the arms, respectively, a caliper slidably supported on the mounting member so as to be movable in an axial direction generally parallel to an axis of the disk rotor, the caliper having a piston portion and a reaction portion disposed on opposite sides of the disk rotor and arranged to press the pads against opposite surfaces of the disk rotor for generating a braking force therebetween, a plate secured to one of the arms so as to be deformed upon generation of the braking force along a direction thereof, and a detecting device serving for measuring a deformation of the plate as a braking force and converting the deformation into an electric signal.

Abstract: A device for adjusting the braking force in railborne vehicles, for trains combining railborne vehicles of more recent and older construction. The braking signal, which can be switched pneumatically via a main air line is transmitted to the brake control by a PU converter connected to the main air line rather than transmitting the braking signal via the vehicle bus.

Abstract: An apparatus for determining a critical driving torque and information representing the coefficient of friction at the wheel grip limit for a vehicle having a plurality of driven wheels. It is suggested that torque control devices be assigned to at least two of the driven wheels so that the ratio of the driving torques of the two driven wheels can be varied, wherein torque sensing device generate a torque signal corresponding to the magnitude of at least the greater of the driving torques of the driven wheels. A wheel slip sensing device is associated with the driven wheels and detects an increase in the slip of the wheel with the greater driving torque beyond a predetermined limit. The information on the coefficient of friction is generated depending on the magnitude of the detected driving torque of the wheel whose slip exceeds the limit.

Abstract: A large articulated vehicle, such as a tractor semi-trailer truck often has a number of braking locations each having a number of brake sites. To properly balance the work performed at the various brake sites in decelerating the vehicle, it is necessary to determine the relative brake factors of each site. The brake factors characterize the braking performance for a particular delivered braking pressure. A system and method for determining the relative brake factors for such a vehicle is provided. The vehicle is decelerated at a known rate while delivered braking pressure is measured and recorded for each braking location. A system of simultaneous equations is then solved to determine the relative brake factors. Once the brake factors have been determined during a sequence of controlled braking events, subsequent braking may be modified to achieve a work-balanced braking mode.

Abstract: A method and device, using fuzzy logic, to control the value of a braking torque of a wheel of a vehicle applied to a track, the input variables being the coefficient of slippage of the wheel on the track, the first derivative of this coefficient with respect to time, the derivative of the braking torque with respect to the slippage and the value of the braking torque, the output variable being an algebraic increase of the braking torque. Application to wheeled vehicles.

Abstract: The brake energy balancing system balances brake torque of braking wheels of a vehicle having a plurality of cars carried by trucks, for applying and controlling the brakes of each group of braking wheels of the trucks of the vehicle. Brake torque is measured, a command brake torque signal is generated that is limited by a reference torque signal, and the command brake torque signal is compared with the measured brake torque to generate brake torque difference signals. An energy balancing brake application control signal is provided to the brakes in response to the brake torque difference signals.

Abstract: A method of controlling a brake system comprising the steps of: (i) receiving a brake command from a brake pedal; (ii) responsive to the received command, applying full power to the brake actuator for a first time period after the brake command is received; (iii) after the first time period, applying power to the brake actuator responsive to the brake command and a first gain factor for a second time period; (iv) after the second time period, applying power to the brake actuator responsive to the brake command and a second gain factor, wherein the second gain factor is less than the first gain factor, wherein the brake actuator is initialized responsive to the brake command.

Abstract: A brake controlling apparatus in an electric vehicle comprising a hydraulic brake including a fluid pressure generating and applying device having a characteristic in which the fluid consumption rises in the fluid-pressure range of 0 to P.sub.0, and brakes the driving wheels by the fluid pressure of the fluid pressure applying device. A regenerative brake brakes the driving wheels by the regeneration of the power of a driving motor. A fluid flow cut-off device cuts off the flow of hydraulic fluid from the fluid pressure generating device to the fluid pressure applying device when the fluid pressure of the fluid pressure generating device exceeds P.sub.0. A fluid flow inducing device induces the flow of hydraulic fluid from the fluid pressure generating device to the fluid pressure applying device while maintaining the pressure difference between the fluid pressure generating and applying devices when the pressure difference exceeds .DELTA.P.sub.r.

Abstract: Brake wear between braking sites of a vehicle is equalized by measuring work performed at the braking sites, comparing the amount of work performed at each braking site with an average calculated for all braking sites, and increasing braking demand at any braking site performing less than the average amount of work.

Abstract: A disc brake having two brake pads adapted to be pressed against the brake disc on either side is supported via guide pins (34, 36, 38, 40) on a brake support (10) with respect to the frictional forces occurring on braking. A force sensor is arranged on or in the guide pins to measure the brake torque directly.

Abstract: A brake control system mounted in an electrical vehicle for controlling a hydraulic brake and a regenerative brake. The hydraulic brake generates a hydraulic pressure depending on an amount of depression of a brake pedal so as to mechanically brake at least drive wheels. The regenerative brake brakes the drive wheels due to a regeneration of a running motor. A reducing valve is provided in a hydraulic pressure transmission path to the drive wheels to be braked by the hydraulic brake. The reducing valve is opened when the hydraulic pressure genrated in a cylinder is at least a valve open value to allow a hydraulic pressure transmission to drive wheel pipings. An ECU calculates a regenerative torque command value depending on a pressure difference between the front and rear of the reducing valve, detected by a sensor, and controls the regenerative brake on the basis of the regenerative torque command value.

Abstract: Instantaneous coefficient of friction .mu.(K) and slope K.sub..mu. of the .mu.-slip curve are evaluated from the drive torque or the brake torque and the wheel speeds. The values of K.sub..mu. obtained by successive calculations constitute the feedback of the control system, which is compared with a target value K.sub..mu.tar. The connection value thus obtained influences a final control element which modifies the braking pressure or, for example, the quantity of fuel per unit time. The control system gain varies with the adhesion coefficient .mu.(K).

Abstract: A traction controller which modulates brake pressure to prevent excessive wheel spin in each of the driven wheels of a vehicle senses a side to side spin cycling condition of the driven wheels and increases the brake pressure of the driven wheel having the lesser of the two driven wheel brake pressures to a larger percentage of the other driven wheel brake pressure to inhibit the side to side spin cycling condition. The side to side spin cycling condition is represented by one driven wheel accelerating with a positive jerk value while the other driven wheel is decelerating with a negative jerk value.

Abstract: A vehicle brake has a fixed backplate carrying a pair of friction elements and an actuator operable to urge the elements into braking engagement with a rotary braking surface. An abutment for the elements has a portion which is deflectable by load on the elements arising from braking torque. A radiation input device directs radiation at a surface of the deflectable portion and a device is provided to sense radiation after its impingement on the portion and to transmit the sensed radiation to a device producing a responsive electrical output representing deflections of the portion.

Abstract: A regenerative and friction braking system for a vehicle having one or more roadwheels driven by an electric traction motor includes a driver responsive device for producing a brake demand signal having a magnitude corresponding to the level of braking force selected by the driver and friction and regenerative brakes operatively connected with the roadwheels of the vehicle. A system according to this invention further includes control means for operating the friction and regenerative braking subsystems so that maximum brake torques sustainable by the roadwheels of the vehicle without skidding or slipping will not be exceeded.

Abstract: In an anti-lock brake control system for a vehicle (1) equipped with tandem axles (3), incipient or actual lockup is sensed on the forward or more lightly loaded axle (10) of the tandem axle pair, which sensing gives early warning of incipient lockup of the rear or more heavily loaded axle (12) of the pair.

Abstract: An apparatus which measures and regulates the braking torque of a brake unit in long-term operational use. The brake unit includes both a brakable element and the braking device. An output signal from at least one temperature-dependent measuring element, located on or in one of the brakable elements and the braking device, is supplied to an evaluation apparatus. The evaluation apparatus determines, from the current value of the output signal of the temperature-measuring element, a present braking torque, and adjusts such torque when desirable.

Abstract: A vehicle braking control system is provided for sensing (76) the magnitude of the vehicle operator's demand for braking effort and for distributing the braking effort between the individually controllable vehicle (22) brake sites to achieve balanced braking (12) if relatively low braking effort demand (0% to A%) is sensed and to achieve proportional braking (14) if relatively high braking effort demand (B% to 100%) is sensed.

Abstract: A motor vehicle comprises two driven axles (5, 8), which are interconnected by an interaxle coupling (10) for transmitting a torque only when the halves of the coupling (10) rotate at different speeds and by a speed-changing transmission (9) connected in series with the coupling (10). A brake system (12 to 15) is provided for braking the wheels of both axles (5, 8). In order to ensure that the wheels of the driven rear axle (8) will not block before the wheels of the driven front axle (5), a pressure-setting controller (17) is adapted to control a brake pressure regulator (16) associated with the driven rear axle (8) and is responsive to a reversal of the direction in which torque is transmitted to and from the driven rear axle (8).

Abstract: A disc brake caliper is mounted with a rollpin or similar sleeve secured between the brake torque transmitting member and the brake torque receiving member. The rollpin sleeve is also positioned about the brake hose applying braking pressure to the caliper assembly so that when brake actuation occurs the caliper brake torque reaction compresses the rollpin, closing the brake hose passage completely when the maximum permissible braking torque is exerted. Thus the brake actuating pressure and the resulting braking effort are limited so that the wheel does not reach incipient wheel lock at maximum allowable braking effort on dry pavement.

Abstract: In a vehicular brake system such as for use in a commercial aircraft, a torque limiter for maintaining the torque supplied by the braked wheels below a predetermined maximum value. The torque limiter includes a plurality of torque pistons which sense the torque of the wheels and operate in response to a torque value greater than the desired value to isolate the metered brake fluid within the brake cylinders and subsequently reduce the pressure of the brake fluid within the brake cylinders to release the brakes and decrease torque. The torque pistons are mounted in a piston carrier and extend from the piston carrier to engage notches formed in a torque arm housing that at least partially surrounds the piston carrier. Torque piston movement is initiated by relative rotational movement between the piston carrier and torque arm housing caused by an excessive reaction torque from the vehicle structure to the torque produced by the brakes.

Abstract: A booster unit for moving a vehicle on a slope and having a booster and a master cylinder coupled to the booster, comprising a brake fluid pressure holding valve having an actuator and provided at a brake fluid pressure piping system for either maintaining or releasing the brake fluid pressure in accordance with the conditions of the vehicle on a slope, a plurality of sensors for detecting the vehicle conditions and a control unit including a microprocessor having a CPU, a RAM, and a ROM so as to receive detected signals from the sensors and to calculate and produce control signals to the actuator of the brake fluid pressure holding valve in accordance with the conditions of the vehicle on a slope, and a method of controlling the booster unit. With this construction, a smooth moving of the vehicle can be realized on a slope.

Abstract: A brake control apparatus for a vehicle includes brake apparatus for the respective wheels which are operated by pressurized fluid from a master cylinder; an electro-magnetic valve arranged in a conduit connecting the master cylinder with at least one of the brake apparatus, the electro-magnetic valve being normally in the communicating state and being changed over into the intercepting state by an external instruction; at least one of the brake apparatus being of the disc brake type, the one comprising; (a) a disc rotor; (b) first and second friction pad assemblies for engagement with opposite sides of the disc rotor, the assemblies being guided for movement towards the disc rotor; (c) a caliper body straddling the peripheral edge of the disc rotor and the first and second friction assemblies; (d) an actuating member arranged in the caliper body for urging the first and second friction pad assemblies into engagement with the disc rotor, and (e) elastically deformable retainers for supporting the first and se

Abstract: A hydraulic brake system for automotive vehicles with at least one load sensor (41) sensing the load condition of the vehicle and with at least one sensor (14, 15, 21, 22) associated wtih each vehicle axle for the detection of a braking parameter decisive for the braking operation. The measured values sensed are supplied to an electric evaluation circuit (18) which during a braking operation permanently computes suitable braking pressure values for the wheel brakes (3, 4) of the rear axle and delivers corresponding control signals to a braking pressure modulator (31, 53, 54). A braking force sensor (14, 15, 21, 22) is associated with at least one vehicle wheel (12, 13, 19, 20) of each vehicle axle.

Abstract: The improved release mechanism comprises a load sensor (50, 51, 150, 250, 350, 450) connected with a wheel brake (10, 110) to sense a change in wheel braking torque and communicate responsively with a mechanical brake control device (200) or a braking assistance servo-motor system (310, 320; 410, 420) which releases the brakes when the vehicle commences acceleration along an incline.

Abstract: An antilock brake device for vehicles having a sensor which senses a possibility of locking of a wheel, during braking of the wheel, by an overruning of a flywheel which generates a release signal. A hydraulic pump having a cam shaft rotated in association with the wheel generates hydraulic pressure for antilock control. A gear unit as a transmission for transmitting rotation of the wheel at an increased speed to the flywheel comprises an input member located within and connected to a hub of the wheel, a ring gear formed on the input member, a planetary gear meshed with the ring gear and a sun gear meshed with the planetary gear. The planetary gear is secured to a cam shaft supported on a stationary casing. The flywheel of the sensor disposed within the hub is connected to the gear unit through a drive shaft. The sensor is supported on an axle extending through the hub.

Abstract: A torque sensing braking controller senses directly the braking torque exerted by a rotating element (14, 114, 214, 314) upon at least one friction element (20, 222, 320 and 332) of the brake (10, 210, 310), such that the sudden decrease in torque which occurs when wheel lock-up and skidding occurs is sensed and results in the communication of an increased output pressure to oppose outward displacement of at least one differential area piston (40 and 50, 240 and 250, 340) by fluid pressure received from the master cylinder, the increased output pressure causing the piston to reduce braking force exerted by the friction element against the rotating element (14, 114, 214, 314) so that the rotating element may recommence rotation. The torque sensing braking controller may be utilized in drum brake (10), duo-servo drum brake (210), and disc brake (310) assemblies.

Abstract: A brake system utilizes an auxiliary chamber defined by a control rod to control a brake assembly. The auxiliary chamber supports braking during a normal brake application and relieves the brake application forces in response to a skidding condition for a wheel assembly associated with the brake assembly.

Abstract: A vehicle anti-skid braking system, particularly for motor cycles, which employs a pilot brake for the purpose of generating operating power for the anti-skid system. The pilot brake is mounted for limited movement so that torque reaction moves it to actuate, for example, a fluid pressure pump. Such a pump actuated by the pilot brake may be used to control application, release and re-application of a main brake or may act only to return to a master cylinder fluid released from the main brake during an anti-skid operation.

Abstract: A torque readout sensor for mounting to a bolted interconnection between an aircraft brake assembly and a brake reaction torque limiting apparatus to sense the reaction torque upon the application of braking action comprises a metal body that replaces a bushing at the bolted interconnection and configured such that a deflection of the body is accomplished in the direction of the reaction torque force and at least one pair of strain gauges are affixed to the body at the point of deflection to provide an output electrical signal calibrated to the amount of deflection and thus to the reaction torque experienced by the body.

Abstract: A vehicle wheel anti-skid apparatus is provided which senses and measures the torque applied to a vehicle wheel, by the road, when the brakes are applied. It uses the wheel torque to power and control the brake thereby limiting the brake friction torque so that it cannot exceed the friction torque capacity of the wheel-road contact, thus maintaining maximum friction coefficients between the wheel and the road and prevent skidding and loss of control of the vehicle.

Abstract: A controlled wheel braking system for vehicles wherein fluid pressure on the wheel brake cylinder is relieved at the moment of wheel lock up so as to prohibit skidding and at the same time optimize the braking of the vehicle. The system includes a control valve positioned in the brake fluid line between the master cylinder and the wheel brake cylinder which is responsive to imminent wheel lock up. The control valve senses wheel lock up and upon sensing bleeds brake fluid from the wheel brake cylinder to unlock the wheel thereby preventing skidding. Upon sensing the unlocking of the wheel the bled brake fluid is again fed to the wheel brake cylinder to optimize the braking of the vehicle. If the wheel again locks up the cycle is repeated thereby providing a pumping action on the brakes.

Abstract: Method of and device for achieving an anti-locking effect while stopping the wheels of a vehicle. A tangential elasticity is created on the wheel being braked, while from the moment of locking the brake the wheel begins to perform cyclic pendulum-like rotations around its axis. The wheel being braked is affixed to the hub of the vehicle by elastic elements, for example springs. The elastic elements can be fixed in an intermediate ring, disposed between the crown and the central disc of the wheel, if the wheel is not built as an integral body, or in sockets formed in telescopically disposed flanges on members fixed respectively to the wheel disc and the hub of the vehicle, if the wheel is constructed as a single integral body.