Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
  • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
  • B60T13/12—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D65/00—Parts or details
  • F16D65/14—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position
  • F16D65/16—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position arranged in or on the brake
  • F16D65/18—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position arranged in or on the brake adapted for drawing members together, e.g. for disc brakes
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D65/00—Parts or details
  • F16D65/14—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position
  • F16D65/16—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position arranged in or on the brake
  • F16D65/18—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position arranged in or on the brake adapted for drawing members together, e.g. for disc brakes
  • F16D65/183—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position arranged in or on the brake adapted for drawing members together, e.g. for disc brakes with force-transmitting members arranged side by side acting on a spot type force-applying member
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D65/00—Parts or details
  • F16D65/38—Slack adjusters
  • F16D65/40—Slack adjusters mechanical
  • F16D65/52—Slack adjusters mechanical self-acting in one direction for adjusting excessive play
  • F16D65/56—Slack adjusters mechanical self-acting in one direction for adjusting excessive play with screw-thread and nut
  • F16D65/567—Slack adjusters mechanical self-acting in one direction for adjusting excessive play with screw-thread and nut for mounting on a disc brake
  • F16D65/568—Slack adjusters mechanical self-acting in one direction for adjusting excessive play with screw-thread and nut for mounting on a disc brake for synchronous adjustment of actuators arranged in parallel
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D55/00—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes
  • F16D2055/0075—Constructional features of axially engaged brakes
  • F16D2055/0091—Plural actuators arranged side by side on the same side of the rotor
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D2121/00—Type of actuator operation force
  • F16D2121/02—Fluid pressure
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D2121/00—Type of actuator operation force
  • F16D2121/14—Mechanical
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D2123/00—Multiple operation forces
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D2125/00—Components of actuators
  • F16D2125/18—Mechanical mechanisms
  • F16D2125/20—Mechanical mechanisms converting rotation to linear movement or vice versa
  • F16D2125/22—Mechanical mechanisms converting rotation to linear movement or vice versa acting transversely to the axis of rotation
  • F16D2125/24—Rack-and-pinion
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D2125/00—Components of actuators
  • F16D2125/18—Mechanical mechanisms
  • F16D2125/20—Mechanical mechanisms converting rotation to linear movement or vice versa
  • F16D2125/34—Mechanical mechanisms converting rotation to linear movement or vice versa acting in the direction of the axis of rotation
  • F16D2125/40—Screw-and-nut
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D2125/00—Components of actuators
  • F16D2125/18—Mechanical mechanisms
  • F16D2125/20—Mechanical mechanisms converting rotation to linear movement or vice versa
  • F16D2125/34—Mechanical mechanisms converting rotation to linear movement or vice versa acting in the direction of the axis of rotation
  • F16D2125/42—Rack-and-worm gears

Definitions

• the present invention relates generally to a disc brake, and in particular to a disc brake having a rack and pinion mechanism that operates the disc brake for a parking brake application.
• a disc brake typically includes a hydraulically operated piston which displaces an associated brake pad against the face of the rotor which causes, by reaction, the caliper to move in an opposite direction and bring the other brake pad into engagement with the opposite face of the rotor.
• many designs have been proposed previously so that the piston is advanced gradually outwardly from the asso ⁇ ciated caliper bore to maintain the brake pads closely adjacent the rotor.
• Prior designs have proposed disc brake adjuster mechanisms which are operated by hydraulic pressure or springs, and which have a wide variety of components and designs in order to effect the adjustment operation. It is highly desirable to utilize the adjuster mechanism also for a parking application. Prior disc brake adjuster designs which utilize a screw and nut com ⁇ bination can also utilize the adjuster mechanism for a parking application.lt is highly desirable to utilize as simple as possible an adjuster mechanism so that adjust- ment and parking applications are very reliable.
• the present invention provides a unique combina ⁇ tion of a rack and pinion mechanism used previously for the steering of a vehicle, in combination with a screw and nut mechanism in order to effect a braking applica ⁇ tion of the disc brake.
• the present invention comprises a disc brake having a powered braking mechanism that displaces a brake pad, comprising a brake housing with a bore having a piston located therein, and said powered braking mechanism for effecting displacement of said piston and brake pad for a braking application, the braking mechanism comprising a powered rack engaging a pinion, and means comprising a screw member rotatable fay said pinion and having a nut disposed thereabout to be in engagement with said piston, such that displacement cf 5 said rack effects rotation of the pinion and operation of the screw member means so that the nut displaces the piston and brake pad to effect the braking application.
• Figure 1 is a bottom section view of a twin bore disc brake including the present invention
• Figure 2 is a section view taken along view line 2-2 of Figure 1; 15 Figure 3 is a section view taken along view line
• Figure 4 is a view of the piston, nut, and screw;
• Figure 5 is an isometric view of the drive pinion and screw member flange of the present invention;
• Figure 6 is an enlarged partial section view of the teeth of the drive pinion and screw member flange;
• Figure 7 is a section view of a second embodiment of the present invention.
• Figure 8 is a section view taken along view line 25 8-8 of Figure 7;
• Figure 9 is a bottom section view of the disc brake of Figure 8.
• Figure 10 is a brake circuit which includes disc brakes in accordance with the present invention
• ⁇ JQ Figure 11 is another brake circuit which includes disc brakes in accordance with the present invention.
• the present invention provides solutions to the above problems by providing a disc brake of the dual bore type which utilizes a separate hydraulic piston of a rack and pinion parking mechanism to turn a screw which applies thrust to a nut mounted in each service piston.
• the disc brake of the present invention is designated generally by reference numeral 10.
• Disc brake 10 includes twin bores 12 and 14 each having respective pistons 16 and 18. Hydraulic pressure received at the openings temporarily enclosed by removable fittings 17 and 19 enables the vehicle operator to effect a service brake application of the pistons, as is well known in the art.
• Caliper or brake housing 20 also includes within stepped bores 12 and 14 a pair of screw members 22, 24.
• Each screw member includes at one end a thread 26 having a low helix angle relative to the thread of a respective nut 28, 29 such that the screw member and nut are irre ⁇ versible once a parking brake application has been effected.
• Disposed about screw members 22 and 24 are screw member flanges 32, 34 which are coupled nonrotat- ably with the respective screw members by splines 36 that engage screw member splines 25.
• screw member flanges 32 and 34 may com ⁇ prise members separate from the respective screw members 22, 24, or may comprise flanges that are integral with the respective screw members.
• Each screw member flange can be made as an integral part of the respective screw member by utilizing standard cold heading technology for the forming of the screw member and flange.
• Screw member flange 32 is illustrated in Figure 5 and includes ratchet teeth 39 located on radial face 38. Ratchet teeth 39 engage correspondingly shaped ratchet teeth 49 of drive pinion 48 (see Figures 5 and 6) so that rotation of drive pinion 48 in one direction will effect continuous rotation of screw member flange 32 and screw member 22 in the same direction of rotation.
• Each screw member 22, 24 is located within the respective stepped bore such that the end opposite the respective piston 16, 18 is journaled within bearing means 50 and biased by positioning spring 52. Screw members 22, 24 extend outwardly of the caliper housing and are covered by caps 54 to prevent the entry of contamination within the respective stepped bores.
• Each of the screw caps 54 can be removed so that the screw members 22, 24 can be manually operated and released during the replacement of brake pads of the disc brake, or if the hydraulic release system fails.
• Drive pinions 47, 48 each abut a respective set of thrust bearings 59.
• Drive pinion 47 includes circumferential teeth 51 and drive pinion 48 includes circumferential teeth 53 (see Figure 5) .
• the caliper housing includes transverse bore
• Bore 70 (see Figure 2) located orthogonally relative to the longitudinal screw member axis A-A illustrated in Figure 3.
• Bore 70 includes therein rack member 80 having teeth 81, 83 which engage with respective drive pinion teeth 51, 53.
• Rack member 80 comprises a piston having there ⁇ about seals 82, 84, to define with bore 70 an application pressure chamber 86 and release pressure chamber 88.
• Pistons 16 and 18 are each coupled with a respec ⁇ tive nut 28, 29 as illustrated in Figure 4.
• Each piston includes two pairs of radially extending and axially offset webs 23 and 27.
• Webs 23 extend radially inwardly and are abutted by a radial face of the respective nut 28, 29 (see Figure 1).
• Webs 27 extend radially inwardly to be received within nut recesses 21 so that each nut and piston are coupled nonrotatably together.
• Webs 27 are received within recesses 21 with a certain amount of "play" so that some misalignment between the pistons and nuts will prevent binding between the nuts and screws.
• the pistons 16, 18 are oriented in the caliper 20 so that the webs 23 are located in the piston bores 12, 14 as shown in Figure 1.
• Figures 1, 3 and 4A illus ⁇ trate a locating key 40 which ensures initial piston alignment and nonrotation.
• Key 40 includes arms 41 which seat in piston slots 16A and 18A in order to prevent the pistons from rotating relative to one another during displacement by the respective nuts.
• Circuit 99 includes brake pedal 100 operating pressure application means or master cylinder 102 which is connected via line 104 with disc brakes 106 and 108 made in accordance with the present invention.
• Circuit 99 includes pump 107 operated by motor 109 in order to transmit pressure to accumulator 103 and through lines 110 and 111 to respective rack and pinion applica ⁇ tion pressure chambers 86 (see Figure 2).
• Each release pressure chamber 88 is connected with release line 112 which communicates fluid pressure via lines 114, 115 and
• Motor pump 109 may be a motor pump utilized for the vehicle's power steering system, service brake system, or an adaptive braking system, and operable by pressure switch 118. Thus, it is necessary to ensure that the pump cannot communicate fluid pressure to the disc brakes when it is being utilized for a different function such as power steering.
• Lines 110 and 115 communicate with three-position solenoid valve
• Solenoid valve 120 operable by parking switch 121.
• Solenoid valve 120 is shown in an "at rest" position wherein fluid pressure generated by pump 107 cannot be transmitted to disc brakes 106, 108, but fluid pressure returning from respective rack and pinion release pressure chambers 88 is free to communicate via lines 112, 114, 115 and 119 with reservoir 116.
• Solenoid valve 120 can be shifted by the parking switch so that connection 122 is implemented in order to apply fluid pressure for effecting a parking brake application, or to effect connection 124 to cause a release of fluid pressure and a termination of a parking brake application.
• Line 114 includes balancing valve or anticompounding valve 130 which includes spring biased piston 132 that receives fluid pressure from master cylinder 102 via pilot connection 133. An opposite side 0 of piston 132 receives fluid pressure from line 114 at chamber 135. Chamber 135 is connected with line 115 according to the position of piston 132, and also via bypass check valve 117 in bypass line 130.
• the disc brakes 106, 108 and braking circuit 99 5 in accordance with the present invention operate as follows in order to effect both service and parking brake applications. If the vehicle operator wishes to effect a service brake application, the operator depresses brake pedal 100 which operates master cylinder 102 that trans- Q mits hydraulic pressure via line 104 to disc brakes 106 and 108. Disc brakes 106, 108 (which correspond to disc brake 10) receive hydraulic fluid braking pressure at the openings previously covered by inlet fittings 17, 19 (see
• the vehicle operator would operate parking switch 121 which actuates solenoid valve 120 so that connection 122 is made operative and fluid pressure from accumulator 103 and/or operation of pump 107 is transmitted via lines 110, 111 to application pressure chambers 86 of the disc brakes.
• hydraulic fluid within return pressure chambers 88 is permitted to flow through lines 112 and 114 to chamber 135 where it displaces spring biased piston 132 and cora-
• parking switch 121 is operated to place in effect connection 124.
• Line 110 Stored hydraulic pressure within line 110 is then trans ⁇ mitted via line 115 and/or line 131 to chamber 135, to line 114 and to the respective release pressure chambers 88 while application pressure chambers 86 are placed in communication with reservoir 116 via lines 111 and 119.
• Check valve 117 is disposed within bypass line 131 so that a release of parking brake mechanism stored fluid pressure (from accumulator 103 and/or operating pump 107) can be transmitted via line 110, valve 120, and line 115 to line 114 without any restriction by piston 132 of valve 130.
• release pressure chambers 88 receive hydraulic fluid pressure and application pressure chambers 86 are communicated with reservoir 116, the respective rack members 80 translate upwardly toward the position illustrated in Figure 2 to effect rotation of the drive pinions in opposite directions and effect a release of the brake pads from the rotors.
• drive pinion 48 is rotated for a release of the parking brake application, the drive pinion is rotated in the direction of arrow F in Figure 6 and this causes a corresponding rotation of the screw member flange 32 because the parking clamp force of the respective brake pad provides a reaction force that biases the respective nut, screw member and screw member flange against the drive pinion.
• each screw member flange 32, 34 has seal 31 there ⁇ about.
• Seal 31 engages the respective stepped bore so that service brake pressure received within the stepped bore is applied against both the respective piston and screw member flange to keep the ratchet teeth of the screw member flange engaged with the ratchet teeth of the respective drive pinion and result in the rotation of the screw member.
• the respective ratchet teeth of the drive pinions and screw member flanges are hydraulically loaded via the operator supplied service brake hydraulic pressure so that the drive pinions do not disengage prema ⁇ turely from the respective screw member flanges.
• Circuit 99 includes balancing or anticompounding valve 130 in release lines 114, 115 in order to limit the application of parking brake clamping force when service braking pressure is also being applied. This will prevent an over-application of both service hydraulic braking pressure and parking mechanism clamp load which could damage the disc brake.
• the service brake pressure is transmitted from master cylin ⁇ der 102 via pilot line 133 to chamber 137 of valve 130. This causes piston 132 to slide past the opening of line 115 and restrict the flow of fluid from release pressure chambers 88 toward reservoir 116.
• valve 130 prevents the compounding of the service brake application and parking brake applica ⁇ tion pressures which could cause damage to disc brakes 106, 108.
• the parking brake mechanism acts equally Q over the brake pads of the disc brake, the brake is suit ⁇ able as an emergency brake and does not promote premature caliper failure by imposing asymmetric loading. Also, the clamp or braking force available for a parking brake application is greater than a service brake clamp force, without requiring any greater hydraulic pressure. Because of the irreversible thread connection between the screw members and nuts, the parking brake may be applied and released by application of hydraulic pressure but does not require pressure to remain in either the park mode or release mode. Additionally, the parking brake mechanism can be applied or released when the service brake is malfunctioning, and as described above, over-adjustment and load compounding are prevented.
• FIG. 7-9 a second embodiment of the present invention is illustrated.
• the parking brake mechanism is essentially the same as disclosed above, except that the rack and pinion portion of the mechanism is located so that the drive pinions are both rotated in the. same direction.
• An advantage of rotating drive pinions 247, 248 in the same direction of rotation is that there is no longer required right-handed and left- handed parts in order for screw members 222, 224 to advance pistons 216, 218 simultaneously in the same direction.
• Bore 270 includes release pressure chamber 288 and application pressure chamber 286, the chambers being divided by rack piston head 283 having seal 282 thereabout.
• Rack member 280 includes a single set of teeth 281 which engage drive pinions 247, 248. Except for rack member 280 being located above drive pinions 247, 248 in order to effect rotation thereof in the same direction, all other aspects of disc brake 206 is the same as disclosed above for disc brakes 10, 106 and 108.
• brake circuit 300 contains many of the same components and connections illustrated in brake circuit 99, and the identical components and connections are identified by the same numerals as in Figure 10.
• pump 107 is connected via line 110 with accumulator 103, and with line 111 for communicating application pressure to brakes 106, 108.
• Release line 112 communicates with lines 114, 119 to transmit fluid to reservoir 116.
• Switch 121 is connected to a variable time delay 350 which delays the operation of a two-way solenoid valve 324.
• a second two-way solenoid valve 324 is connected directly with switch 121.
• Pilot connection 333 connects the output of pressure application means or master cylinder 102 with pressure reducing valve 330.
• two-way solenoid valves 320 and 324 are each spring biased into the illustrated failsafe pressure application mode. Thus, if there should be a failure in the electrical system of the vehicle, two-way solenoid valves 320 and 324 will cause the parking brakes to apply and brake the vehicle.
• each of the solenoid valves 320, 324 are activated such that they are shuttled toward the right in Figure 11 so that release line 114 communicates with line 111A which communicates with line 319 and reservoir 116.
• Line 110 containing fluid pressure is isolated from the brakes by the activated position of solenoid valve 324.
• Apply line 111 communicates via activated solenoid valve 320 with line 119 and reservoir 116.
• Variable delay timer means 350 is connected to each of the solenoid valves 320, 324 and may effect independently different time delays for the respective valves.
• the vehicle operator When the vehicle operator wishes tc effect a parking brake application, the vehicle operator would activate parking switch 121 which effects a temporary deactivation of each of solenoid valves 320 and 324 so that they shuttle to the positions illustrated in Figure 11. This permits fluid pressure in line 110 tc communicate via lines 111A and 111 with disc brakes 106 and 108, and apply the parking brake mechanisms as described above. Reducing valve 330 permits the transmission of only a predetermined amount of braking fluid pressure to pressure application lines 111A and 111. If the vehicle is running at the time the vehicle operator applies the parking brakes, then solenoid valve 324 may be reenergized and thus isolate the parking brakes from motor pump 109 and accumulator 103.
• solenoid 324 would remain deenergized or be deenergized, respectively, and thereby reapply fluid pressure to apply line 111.
• the circuit can be configured so that the parking brakes cannot be released unless the vehicle engine is running.
• the operator wishes to release dies brakes 106, 108 after having started the vehicle engine, the operator moves switch 121 to an inactive position which causes solenoid valve 320 to move to an activated position such that apply line 110 is communicated via deactivated solenoid valve 324 with supply line 111A and release line 114, while application line 111 communicates via activated solenoid valve 320 with release line 119 and reservoir 116.
• variable delay timer 350 causes sole ⁇ noid valve 324 to activate so that brakes 106, 108 are isolated from high pressure supply line 110.
• Reducing valve 330 provides the same anti- compounding function as valve 130 illustrated in Figure 10. If the vehicle operator has brake pedal 100 applied so that pressure is being generated in master cylinder 102, this pressure is transmitted via pilot line 333 to reducing valve 330 so that any pressure transmitted via line 110 will be reduced accordingly and prevent damage to the disc brakes. Reducing valve 330 effectively sub ⁇ tracts the service braking pressure provided by the vehicle operator via master cylinder 102, from the parking brake application pressure being transmitted via lines 110, 111A, and 111.

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• Engineering & Computer Science (AREA)
• General Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Transportation (AREA)
• Braking Arrangements (AREA)

Priority Applications (6)

Applications Claiming Priority (2)

Publications (1)

Family

ID=24830122

Family Applications (1)

Country Status (15)

Cited By (6)

Families Citing this family (43)

Citations (6)

Family Cites Families (9)

• 1991
  • 1991-05-22 US US07/704,586 patent/US5161650A/en not_active Expired - Fee Related
• 1992
  • 1992-05-05 JP JP5500060A patent/JP2839952B2/ja not_active Expired - Lifetime
  • 1992-05-05 EP EP92912856A patent/EP0584253B1/en not_active Expired - Lifetime
  • 1992-05-05 HU HU9303313A patent/HUT65723A/hu unknown
  • 1992-05-05 SK SK1300-93A patent/SK130093A3/sk unknown
  • 1992-05-05 AU AU19921/92A patent/AU654457B2/en not_active Ceased
  • 1992-05-05 WO PCT/US1992/003689 patent/WO1992020937A1/en not_active Application Discontinuation
  • 1992-05-05 CZ CS932504A patent/CZ250493A3/cs unknown
  • 1992-05-05 DE DE69204062T patent/DE69204062T2/de not_active Expired - Fee Related
  • 1992-05-05 ES ES92912856T patent/ES2075705T3/es not_active Expired - Lifetime
  • 1992-05-05 CA CA002103354A patent/CA2103354A1/en not_active Abandoned
  • 1992-05-05 BR BR9206022A patent/BR9206022A/pt not_active Application Discontinuation
  • 1992-05-09 TW TW081103619A patent/TW218373B/zh active
  • 1992-05-15 MX MX9202272A patent/MX9202272A/es unknown
  • 1992-05-22 CN CN92104067A patent/CN1067101A/zh active Pending

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