Abstract: An improved electro-hydraulic modulating valve pedal assembly is adapted to control the flow of hydraulic fluid manually through actuation of a pedal, electrically through activation of a solenoid, or in combination through actuation of a pedal and activation of a solenoid. In one embodiment, the pedal assembly includes a pedal that is pivotably mounted to a base, a push rod that is operatively coupled to the pedal, a spool valve that is configured to vary the hydraulic output in response to the position of the push rod, and a solenoid that is magnetically coupled to the push rod. The pedal assembly is well suited for electronic-hydraulic braking control systems, including brake electronic control units for anti-lock braking, emergency braking, and autonomous operation.

Abstract: An embodiment provides a vehicle brake hydraulic pressure controller capable of carrying out a brake hydraulic pressure control in a plurality of control modes depending on a situation of a vehicle. The vehicle brake hydraulic pressure controller includes: proportional solenoid valves provided in passages connecting a master cylinder and wheel brakes of the vehicle, and configured to be controlled at preset drive frequencies; a control mode selecting section configured to select, in the case that two or more control modes are requested simultaneously, one of the two or more requested control modes; and a frequency selecting section configured to select one of the drive frequencies correspondingly with the one of the two or more requested control modes selected by the control mode selecting section.

Abstract: A system for use in a vehicle with a brake pedal and a brake circuit. The system includes a master cylinder assembly configured to pressurize fluid therein in response to movement of the brake pedal, a sensor assembly configured to generate a pedal position signal indicative of position of the brake pedal, an electronic control unit configured to (i) generate a brake request signal in response to generation of the pedal position signal, and (ii) generate a selector control signal, and a selector valve assembly being moved from a first mode to a second mode in response to generation of the selector control signal, the master cylinder assembly is (i) isolated from fluid communication with the brake circuit when the selector valve assembly is positioned in the first mode, and (ii) in fluid communication with the brake circuit when the selector valve assembly is positioned in the second mode.

Abstract: The invention relates to a device (10) for stabilizing the guidance of a vehicle (1), the vehicle (1) having at least one or two which is arranged in such a way that it can be turned relative to the longitudinal axis of the vehicle (1), and steering means that interact with the at least one wheel (2) and are designed to guide the vehicle (1) by turning the at least one wheel (2). The device (10) has a detecting unit (12), which is designed to detect an at least partial transition from static friction to dynamic friction between the at least one wheel (2) and a ground covering (3), and furthermore has a control unit (11), which, when the detecting unit (12) detects the transition from static friction to dynamic friction, is designed to turn the at least one wheel (2) by means of the steering means in such a way that the dynamic friction between the wheel (2) and the ground covering (3) changes back to static friction.

Abstract: The present invention is directed to a signal control device having a body with a generally cylindrical cavity having a longitudinal central axis, a first and second input, and a first and second output. Each input and output is in fluid communication with the body. The signal control device further contains a first spool with a first end and an opposite second end, each which define a recess, a central axis between the first and second ends and a through hole formed about the central axis. The signal control device also contains a second spool with a first end, an opposite second end, a second central axis between the first and second ends, and a bore. The bore has a first end opening at the first end of the second spool and has a second end opening intermediate the first and second ends of the second spool. The first spool and second spool are positioned within the body cavity so that their corresponding central axes are collinear.

Abstract: A hydraulic vehicle braking system having a primary braking cylinder to which the vehicle braking system is connected via a separating valve is disclosed. The vehicle breaking system includes slip control. A pedal path simulator is a spring-loaded hydraulic accumulator, which can be connected to the primary brake cylinder via a differential pressure controlled simulator valve. The simulator valve opens when a braking pressure in the vehicle braking system is greater than a primary braking cylinder pressure; otherwise, the simulator valve is closed. If the separating valve is closed during slip control, for example, the primary braking cylinder forces braking fluid through the opened simulator valve into the hydraulic accumulator upon actuation so that a normal pedal characteristic occurs at least approximately when the separating valve is closed.

Abstract: A hydraulic system for an aircraft includes a master cylinder, a wheel brake, a pressure supply, a reservoir, and a shut-off valve in communication with the master cylinder, the wheel brake, the pressure supply and the reservoir. The shut-off valve can include a seal that is configured to preclude fluid flow between the pressure supply and the reservoir through the valve. The shut-off valve can be operable in a first position which blocks fluid flow between the pressure supply and the wheel brake through the valve and a second position which allows fluid flow between the pressure supply and the wheel brake through the valve. Fluid pressure from the master cylinder can control operation of the valve between the first position and the second position. Failure of the seal can result in fluid flow from the brake pressure supply toward the master cylinder.

Abstract: In a brake system including a master cylinder and an electrically-driven hydraulic pressure generator with front and rear pistons, when the hydraulic pressure generator cannot be operated and a failure of a first hydraulic system linked to a rear fluid chamber of the generator occurs and makes a first hydraulic system open to the atmosphere, the brake-fluid pressure of a second hydraulic system transmitted from the master cylinder to a wheel cylinder via a front fluid chamber of the generator is used to perform braking. A forward-facing third front cup seal provided at an intermediate portion of the front piston prevents the brake-fluid pressure generated by the master cylinder from leaking out from a front supply port via the rear fluid chamber. At the same time, a stopper prevents the pressure of the front fluid chamber from moving the front piston excessively backward. The braking is accordingly secured by use of the second hydraulic system linked to the front fluid chamber of the motor cylinder.

Abstract: A brake system of a vehicle with a regenerative braking function, such as a hybrid electric vehicle. A regenerative braking hydraulic pressure line connects a master cylinder with a wheel cylinder. A regenerative control valve opens and closes the regenerative braking hydraulic pressure line. A proportional control valve is disposed in the regenerative braking hydraulic pressure line. The proportional control valve includes a spool, and output characteristics of the proportional control valve vary in response to an amount of pressure applied to the spool. A spool operator changes the amount of pressure applied to the spool.

Abstract: A pneumatic brake system that includes at least one pneumatic latching valve; a single device, such as a solenoid, for providing momentary pilot signals to pneumatic latching valve; a source of pressurized supply air in communication with the pneumatic latching valve; a spring brake or other pneumatic device in communication with the pneumatic latching valve; and, optionally, an indicator device for monitoring and displaying the state of the pneumatic latching valve. Upon receiving a first momentary pilot signal the pneumatic latching valve changes from closed to open and delivers pressurized air to the spring brake. Upon receiving a second momentary pilot signal, the pneumatic latching valve changes from open to closed and exhausts pressurized air from the spring brake to the external environment. The valve remains “latched” in its current state until the signaling device is energized and the next momentary pilot signal is received.

Abstract: A damping force control valve, which includes a high pressure region in communication with a tension chamber of a cylinder and a low pressure region in communication with a reservoir chamber, and controls a damping force by adjusting pressure of a pilot chamber by first and second variable orifices, the first and second variable orifices having channels controlled to open or close by a spool. The damping force control valve comprises a main valve opened or closed according to pressure of the high pressure region, initial preload and pressure of the pilot chamber, the main valve allowing working fluid to flow from the high pressure region to the low pressure region when being opened; a first fixed orifice formed between the high pressure region and the first variable orifice; and a back pressure forming channel for making the first fixed orifice and the pilot chamber communicate with each other.

Abstract: Disclosed herein are a sealing member for a master cylinder and a master cylinder having the same. The master cylinder is configured such that a communication hole of a piston is rapidly brought into communication with an oil path toward an oil tank upon release of braking. This may minimize meaningless retracting movement of the piston and delay in a braking release operation. The sealing member for the master cylinder includes an outer wing part to come into contact with the cylinder body, and an inner wing part to come into contact with the outer surface of the piston.

Abstract: A valve has a valve body with first and second intake passages, first and second supply passages and a reservoir return passage defined therein. A shuttle member is movable within the valve body between a first flow position and a second flow position. In the first flow position, the shuttle member defines a first fluid flow path between the first intake passage and the first supply passage and a second fluid flow path between the second supply passage and the reservoir return passage. In the second flow position, the shuttle member defines a third fluid flow path between the second intake passage and the second supply passage and a fourth fluid flow path between the first supply passage and the reservoir return passage. The valve is useful in a bi-directional hydraulic power system having at least one hydraulic component, a reservoir for hydraulic fluid, and a bi-directional pump.

Abstract: The operating apparatus (500) suitable for operating first brakes of a front axle (501) and second brakes of a rear axle (502) of a vehicle comprises: first circuit means (503) and second circuit means (504) arranged to supply said first brakes and said second brakes with a pressurised fluid; first distributing means (505, 508) located between said first circuit means (503) and said second circuit means (504); supply means (23, 24) for said pressurised fluid; valve means (1) for sending said pressurised fluid to said first circuit means (503) and second circuit means (504), second distributing means (514, 515) being arranged between said first distributing means (505, 508) and said first brakes and second brakes arranged to deactivate said first distributing means (505, 508) in a malfunction condition of either said first circuit means (503) or second circuit means (504) and to connect said supply means (23, 24) with said first brakes or with said second brakes.

Abstract: A hydraulic control system for a brake apparatus includes a combination valve and a motor connected to the combination valve. Output by the motor in a first direction places the combination valve in a first configuration, and output by the motor in a second direction opposite the first direction places the combination valve in a second configuration different from the first configuration. In the first configuration, the control valve allows hydraulic fluid to flow along a first fluid path. In the second configuration, the control valve allows hydraulic fluid to flow along a second fluid path different from the first fluid path.

Abstract: A regulator valve for controlling the pressure of fluid engaging a torque-transmitting mechanism in a transmission includes a valve body forming a valve bore of a plurality of passages. A spool valve slides within the valve body. A check valve selectively opens and closes one of the passages. A spring is disposed in the valve bore and biases the spool valve in one direction. The spool valve, check valve, spring, valve bore and passages are configured to control the pressure fluid provided to the torque-transmitting mechanism and a linearly increasing pressure until a first predetermined pressure is achieved and then at a second constant predetermined pressure greater than the first predetermined pressure, thus combining gradual clutch engagement during shifting with valve boost necessary for static capacity requirements. A method of controlling engagement of the torque-transmitting mechanism is also provided.

Abstract: A brake device comprises a brake cylinder, a reservoir, a pump, a master cylinder, and a pulsation-reduction device. The reservoir serves to accumulate a working liquid discharged from the brake cylinder. The pump serves to pump the working liquid accumulated within the reservoir. The master cylinder serves to receive the working liquid discharged from the pump. The pulsation-reduction device comprises a valve device disposed in a communication channel connecting the downstream side of the pump and the master cylinder. The valve device comprises a spool disposed within the communication channel. The spool is movable along the communication channel in response to differences in pressure between the pump side of the communication channel and the master cylinder side of the communication channel. The movement of the spool operates to open and close at least a part of the communication channel.

Abstract: A hydraulic braking system having an electronically controlled full power brake valve is disclosed. The hydraulic braking system supplies a braking output for a vehicle having at least one brake. The hydraulic braking system includes a primary valve assembly that is configured to receive a manually controlled input that varies the braking output of the braking system. The primary valve assembly includes a first spool valve configured to vary the braking output according to the manually controlled input. The hydraulic braking system also includes a secondary valve assembly integral with the primary valve assembly. The secondary valve assembly is configured to receive input signals from a programmable electronic controller and includes a second spool valve configured to operate with the primary valve assembly.

Abstract: In order to improve precision and reliability of a hydraulic pressure control apparatus for a brake system of a vehicle, this invention provides a hydraulic pressure control apparatus for a brake system of a vehicle including a control unit for controlling operation of the hydraulic pressure control apparatus, a pressurized fluid generating unit for pressurizing brake fluid and supplying the pressurized fluid, and a hydraulic pressure distributing unit for mechanically selecting and transmitting at least one of hydraulic pressure of the pressurized fluid supplied from the pressurized fluid generating unit and hydraulic pressure supplied from a master cylinder of the brake system to a wheel brake cylinder of the brake system.

Abstract: A solenoid valve for brake systems, including a spool movably set in a valve housing, provided along its central axis with the first orifice which has a predetermined diameter, and provided at a position around the plunger with a plunger guide having a predetermined depth for allowing the plunger to enter the spool, thus opening and closing the first orifice. A valve seat portion is formed on the inner surface of the bore of the valve housing by stepping the surface. This valve seat portion defines the second orifice therein, and comes into contact with or spaced from the end of the spool to selectively open the outlet, separately from the first orifice when the spool moves in either direction. The second orifice has an inner diameter larger than that of the first orifice. A spool restoring spring normally biases the spool toward the plunger.

Abstract: A hydraulic pressure control device is proposed in which using a proportional pressure control valve having a built-in spool valve, the hydraulic pressure for wheel brakes is adjusted to a value corresponding to the magnitude of an external force applied to the spool valve, non-electrical pressure adjustment can be done both in a normal state and in an emergency, and the structure is simplified. The brake pedal is coupled through a spring to the spool valve of the proportional pressure control valve having a solenoid for generating a spool-driving force, and the brake pedal force is applied to the spool valve as an external force so that not only in an emergency but in a normal state, pressure is adjusted by the brake pedal force.

Abstract: A hydraulic pressure control device is provided in which a proportional pressure control valve is actuated by operating the brake pedal to adjust the hydraulic pressure supplied from a pressure source to the wheel brakes to a value corresponding to the pedal operating amount. Also, a brake device for a vehicle using it is provided. The proportional pressure control valve is integrated with a hydraulic pressure generator to transmit the input from the brake pedal to a spool valve in the control valve through a first piston, first spring, second piston and second spring of the hydraulic pressure generator. If the pressure source or the wheel brakes in a first line fail, after the second piston has made a full stroke, brake fluid in a fluid chamber is pressurized, so that the hydraulic pressure generated is supplied to wheel brakes in a second line through a copy valve which is open.

Abstract: A vehicle braking system in which an annular piston brake and a booster to generate an amplified output force for actuating the brake are combined to form an integrated unit. The booster is mounted on an axle casing in which the piston brake is located so that the amplified force acts directly on fluid in a chamber to displace the piston brake. A self-bleeding facility for the brake fluid is provided via the booster.

Abstract: A solenoid valve for brake systems is disclosed. This solenoid valve is preferably used as an outflow control NC-type solenoid valve mounted on the oil return line of an electro-hydraulic brake system (EHB). This solenoid valve comprises a hollow valve housing having a radial inlet passage, a plunger movably received in the bore of the valve housing so as to axially move in the bore in opposite directions, and a valve seat set in the bore of the valve housing, with an orifice axially formed in the valve seat such that the orifice is opened or closed by a control ball of the plunger. A radial oil port is formed on the sidewall of the valve seat so as to allow oil from the oil inlet passage of the valve housing to flow into the valve seat, and flow from the valve seat toward the plunger through the orifice.

Abstract: A hydraulic pressure control device is provided in which a proportional pressure control valve is actuated by operating the brake pedal to adjust the hydraulic pressure supplied from a pressure source to the wheel brakes to a value corresponding to the pedal operating amount. Also, a brake device for a vehicle using it is provided. The proportional pressure control valve is integrated with a hydraulic pressure generator to transmit the input from the brake pedal to a spool valve in the control valve through a first piston, first spring, second piston and second spring of the hydraulic pressure generator. If the pressure source or the wheel brakes in a first line fail, after the second piston has made a full stroke, brake fluid in a fluid chamber is pressurized, so that the hydraulic pressure generated is supplied to wheel brakes in a second line through a copy valve which is open.

Abstract: A hydraulic pressure control device is proposed in which using a proportional pressure control valve having a built-in spool valve, the hydraulic pressure for wheel brakes is adjusted to a value corresponding to the magnitude of an external force applied to the spool valve, non-electrical pressure adjustment can be done both in a normal state and in an emergency, and the structure is simplified. The brake pedal is coupled through a spring to the spool valve of the proportional pressure control valve having a solenoid for generating a spool-driving force, and the brake pedal force is applied to the spool valve as an external force so that not only in an emergency but in a normal state, pressure is adjusted by the brake pedal force.

Abstract: A fluid flow valve having a body (11) with first, second and third fluid inlets (8, 18, 25), a working fluid outlet (4), a first pressure element (11) movable, under the influence of pilot pressure fluid applied to the first inlet, from a first position in which it causes closure of the second inlet, to a second position in which it causes opening of the second inlet, and a second pressure element (20) movable, in response to pressure at the fluid outlet, from a first position in which it causes closure of the third inlet (25) to a second position in which it causes opening of the third inlet, said elements (11, 20) operating in conjunction to permit an initial high volume fluid flow from the second inlet through the outlet and subsequently, with the second element causing interruption of a path between the second inlet and outlet, a high pressure fluid flow from the third inlet through the outlet. The invention embraces a vehicle braking system incorporating the aforesaid valve.

Abstract: Improving operating feelings and energy saving are aimed for a brake system of the type in which a predetermined differential pressure is produced between a master cylinder and wheel cylinders by a hydraulic pressure limit/changeover means during regenerative braking, and at the end of regenerative braking, the differential pressure is cancelled by increasing the pressure in the wheel cylinders with fluid sucked up from a reservoir for pressure increase by an electric pump. A reservoir for pressure increase, which is also used as a stroke simulator, is provided on the master cylinder side of the hydraulic pressure limit/changeover means, an on-off valve and a check valve are provided parallel to each other on the inlet side of the reservoir for pressure increase, so that the split point hydraulic pressure and the pressure-reducing ratio of a proportional pressure-reducing valve for supplying brake fluid toward the wheel cylinders during the initial period of braking can be brought unlimitedly close to zero.

Abstract: A control method of a hydraulic pressure source-driven type vehicle hydraulic pressure brake system in which no irritating noises or vibrations are produced during stoppage of the vehicle and which does not consume electric power in waste. When the vehicle stops and the surroundings become quiet, by detecting stoppage of the vehicle by a sensor for detecting the rotation of a wheel, stopping a motor for a pump for producing brake hydraulic pressure, and opening a solenoid valve in a master cylinder passage bringing the master cylinder and the wheel cylinder into communication with each other, it is possible to prevent noises or vibrations from the motor and wasteful consumption of electric power.

Abstract: A solenoid valve for an anti-lock brake system is disclosed in which two orifices and oil passages are formed utilizing a valve seat and a piston. The solenoid valve includes a magnetic core (130) mounted in a bore (101) formed on a modulator (100), a plunger (140) movably mounted in the magnetic core (130), a valve seat (150) disposed below the magnetic core (130) in the bore (101), and a piston (200) movably mounted at the periphery of the valve seat (150). The valve seat (150) has an invariable orifice (320) formed at the inner middle portion of the valve seat, an inlet and outlet passages (300) and (310) formed below and above the invariable orifice (320), respectively. The piston (200) has a variable orifice (340) formed passing through one side of the upper portion of the piston. A lip seal (400) is provided between the outer periphery of the piston (200).

Abstract: A brake force control valve for use with an electrically controlled braking system having a housing with first and second fluid channels, a coil coupled to the housing, a ferrous core magnetically interacting with the coil, a spool coupled to the ferrous core, where the spool in conjunction with the housing forms a compression volume, a plurality of seals to fluidly seal the compression volume and where the coil is energized and deenergized to move the spool back and forth, the spool varying the volume of the compression volume to create positive pressure, thereby creating a pumping action.

Abstract: In controlling the fluid pressure applied to a load using a proportional fluid pressure control valve or a flow control valve, responsiveness of control is improved in a pressure region where the consumption of fluid is larger than in other regions. In this method, if there is a pressure region where the consumption of fluid is greater than in other regions, overshoot control is carried out to increase fluid pressure in such a pressure region by adding a predetermined pressure to a target pressure for a predetermined time, or undershoot control is carried out to reduce fluid pressure in such a pressure region by subtracting a predetermined pressure from a target pressure for a predetermined time. It is thus possible to increase and reduce fluid pressure quickly to a target pressure even in a pressure region where the consumption of fluid is large.

Abstract: An apparatus incrementally reduces pressure in a first volume in response to an increase in pressure in a second volume. A valve body defines a bore that houses a piston and supply and return passages that communicate with first and second ends of the bore, respectively. The valve body also defines a release passage that connects the bore with the first volume and an exhaust passage that connects the bore with atmosphere. An inlet valve opens when pressure in the second volume increases relative to pressure in the supply passage. An outlet valve opens when pressure in the second volume decreases relative to pressure in the return passage. The piston is biased in a closed position against the first end and defines a passageway through which the first and the second ends communicate. When pressure increases in the second volume, the inlet valve opens causing the first end to pressurize and move the piston to an open position in which the release and exhaust passages communicate.

Abstract: The invention relates to distributing valve for load-independent control of a hydraulic consumer with regard to direction and speed. Similar distributing valves known per se have a control valve (30) which can be axially displaced in a slide bore hole (11) of a valve housing (10). In a neutral position, said control valve (30) blocks off two consumer chambers (13, 15) from a feed chamber (14) and selectably connects one of the two consumer chambers (13, 15) to a feed chamber (14) and the other consumer chamber (15, 13) to a return chamber in two operating positions. In addition, two brake pistons (51, 52) are arranged in two opposite lying receiving areas (33, 34) of the control valve (30).