An electric brake system includes a hydraulic pressure supply device configured to generate hydraulic pressure using a piston which is operated by an electrical signal that is output corresponding to a displacement of a brake pedal, and including a first pressure chamber and a second pressure chamber, a first hydraulic flow path configured to communicate with the first pressure chamber, a second hydraulic flow path configured to communicate with the first pressure chamber, a third hydraulic flow path configured to communicate with the second pressure chamber, a fourth hydraulic flow path branching from the third hydraulic flow path and connected to the first hydraulic flow path, a fifth hydraulic flow path branching from the third hydraulic flow path and connected to the second hydraulic flow path.

An electric brake system includes a hydraulic pressure supply device configured to generate hydraulic pressure using a piston which is operated by an electrical signal that is output corresponding to a displacement of a brake pedal, and including a first pressure chamber and a second pressure chamber, a first hydraulic flow path configured to communicate with the first pressure chamber, a second hydraulic flow path configured to communicate with the first pressure chamber, a third hydraulic flow path configured to communicate with the second pressure chamber, a fourth hydraulic flow path branching from the third hydraulic flow path and connected to the first hydraulic flow path, a fifth hydraulic flow path branching from the third hydraulic flow path and connected to the second hydraulic flow path.

A force-feedback device comprising a first member; a first kinematics bond being coupled with said first member; said first kinematics bond being constructed to provide at least one degree of freedom for movements of said first member; said first kinematics bond comprising a braking device being constructed to constrain movements of the said first member in at least one of said at least one degree of freedom; and a energy storing/release device being constructed to store energy in response to a movement of said first member in at least one of said at least one degree of freedom constrained by said braking device. A method of providing force-feedback including constraining a movement of a member of a haptic device in at least one degree of freedom; moving the member, by an externally applied force, in at least one of the at least one constraint degree of freedom; storing energy generated by the moving of the member; determining a force required to move the member in at least one of the at least one constraint degree of freedom; releasing at least a portion of the stored energy to generate at least a portion of the required force and transmitting the at least a portion of the required force to the member.

A coned-disc spring device, spring assembly, methods of making the same, and methods of assembling a spring system are disclosed. Such a device includes a first end defining a first opening and a second end defining a second opening, wherein the diameter of the second opening is larger than the diameter of the first opening. The device also includes a lip portion at the second end of the device adjacent to and at least partially encircling the second opening and protruding substantially perpendicular to the plane defined by the second opening such that when a portion of a second spring member having a first groove portion is received within the second opening, the first lip portion is received within the first groove portion to optimally align the second spring member.

A steering system which is capable of being controlled by a redundant brake system, which includes a primary brake control module, a secondary brake control module, and a plurality of brake units controlled by the primary brake control module or the secondary brake control module. There is at least one hydraulic motor connected to a component of the steering system, and the fluid pressure in the hydraulic motor is controlled by the secondary brake control module. The wheels of the steering system are configured to make a right-hand turn when the secondary brake control module operates the hydraulic motor during a first mode of operation, and the wheels of the steering system are configured to make a left-hand turn when the secondary brake control module operates the hydraulic motor during a second mode of operation.

A towable crash-attenuating vehicle is shown having a frame; at least two axles coupled to the frame, each of the axles having wheels attached thereto; a ballast coupled to the frame; deflection shields coupled to the right and left sides of the frame, wherein the deflection shields cover the frame and a majority of the wheels on each side of the vehicle; a tow connection coupled to the front of the frame; an impact attenuator coupled to the rear of the frame; wherein the vehicle is provided with a brake system, and wherein the vehicle is provided with an mechanism for locking and unlocking the brake system.

A towable crash-attenuating vehicle is shown having a frame; at least two axles coupled to the frame, each of the axles having wheels attached thereto; a ballast coupled to the frame; deflection shields coupled to the right and left sides of the frame, wherein the deflection shields cover the frame and a majority of the wheels on each side of the vehicle; a tow connection coupled to the front of the frame; an impact attenuator coupled to the rear of the frame; wherein the vehicle is provided with a brake system, and wherein the vehicle is provided with an mechanism for locking and unlocking the brake system.

A parking brake arrangement for a brake unitalso having a service brake actuatorhas in a housing (4) a clock spring (10) for exercising a rotary motion at will on a parking brake gear wheel (8) in drive connection with a device (5-7) for delivering brake force from the brake unit (1). The arrangement has two axially movable control sleeves (15, 16) in drive connection with the clock spring (10). The control sleeves form clutches (8, 15 and 12, 16, respectively) with the parking brake gear wheel (8) and the housing (4), respectively. There are means (13, 18-21) for controlling the axial movements of the two control sleeves and the engagement of the two clutches in such a way that either one of them is always in engagement.

A parking brake arrangement for a brake unitalso having a service brake actuatorhas in a housing (4) a clock spring (10) for exercising a rotary motion at will on a parking brake gear wheel (8) in drive connection with a device (5-7) for delivering brake force from the brake unit (1). The arrangement has two axially movable control sleeves (15, 16) in drive connection with the clock spring (10). The control sleeves form clutches (8, 15 and 12, 16, respectively) with the parking brake gear wheel (8) and the housing (4), respectively. There are means (13, 18-21) for controlling the axial movements of the two control sleeves and the engagement of the two clutches in such a way that either one of them is always in engagement.

A drive assembly has a drive motor at least in part contained in a housing and having a rotor rotating an output shaft. A selector mechanism is movable into one of a plurality of orientations corresponding to one of a plurality of drive motor settings. A brake assembly is configured to couple to the rotor of the drive motor and is moveable between a braked position in which the brake assembly impedes rotation of the rotor and a released position in which the brake assembly allows rotation of the rotor. An actuator is arranged in the housing to engage the brake assembly at least when the brake assembly is in the braked position and to engage the selector mechanism at least when the brake assembly is in the released position.