Provided is a non-excitation operable electromagnetic brake that includes a manually operable rotary cam for switching over a rotor to a brake releasing state, but that allows easy recognition of switchover to the brake released state via an operation reaction force and that also allows reliable keeping of the rotary cam under its acting state. Even when an electromagnet is under a non-excited state, when a rotary cam is rotatably operated to an acting position, an acting portion of the rotary cam slidably operates a rotor via a releasing plate to a brake releasing state against springs. The acting portion of the rotary cam is formed linear along a tangent at a center of the acting portion with respect to a rotary cam rotational direction.

A method for operating an electric motor for braking a vehicle, including controlling the electric motor in such a way that the vehicle is slowed or decelerated with the aid of a motor braking torque exerted by the controlled electric motor. The method includes ascertaining whether a requested setpoint speed change is in a predefined normal range, and if so, the electric motor is controlled in such a way that a load to be applied by the electric motor remains less than or equal to a nominal load capacity of the electric motor. If the requested setpoint speed change is outside the predefined normal range, the electric motor is controlled in such a way that the load to be applied by the electric motor exceeds the nominal load capacity of the electric motor, at least during a predefined overload operation time interval.

An electromagnetically switchable brake, preferably spring-loaded brake, comprising at least one coil carrier (3) and at least one armature plate (1), wherein the axial distance of the coil carrier and armature plate relative to out another is variable, comprising at least one rotor (7) or at least one hub of a shaft to be braked, and comprising damping members arranged between the armature plate (1) and coil carrier (3), between the end faces of the coil carrier (3) and armature plate (1) which face one another. It is considered to be novel and inventive that the solid body of coil carrier (3) and/or armature plate (1) has an integral damper structure (D), which is composed of an least one elastic tab (12) and a foot (13), the elastic tab (12) being an integral part of the solid body of the armature plate (1) or of the coil carrier (3) (FIG. 1.1)

An automatic braking device for a vehicle and a method for automatically braking a vehicle. The vehicle is automatically braked using at least one friction brake of the vehicle in such a way that a brake force that is effectuated by the at least one friction brake is increased, at least at times, with a predefined maximum brake force buildup gradient and/or up to a predefined maximum brake force. At least when no emergency braking situation is present, it is ascertained prior to the automatic braking whether the vehicle at that moment is traveling through a specified or self-determined particulate matter protection area, and, if necessary, the brake force that is effectuated with the aid of the at least one friction brake is increased at most with a predefined or set limiting brake force buildup gradient and/or at most up to a predefined or set limiting brake force.

A brake system for a motor vehicle and a method for operating the brake system. The brake system comprises a braking assembly; a drive mechanism operatively connected to the braking assembly; and an electric motor assembly operatively connected to the drive mechanism, wherein the braking assembly, the drive mechanism and the electric motor assembly are configured to be located outside a wheel rim of a vehicle wheel of the motor vehicle and inside a frame body of the motor vehicle, and the drive mechanism is configured to be driven by the electric motor assembly to selectively enable the braking assembly to generate a braking force, by which an associated rotatable shaft of the motor vehicle can be stopped to rotate, while the motor vehicle is in motion.

A braking system that includes a translatable braking mechanism selectively engageable with a wheel assembly, one or more artificial muscles contacting a support plate and disposed adjacent the translatable braking mechanism. Each of the one or more artificial muscles includes a housing having an electrode region and an expandable fluid region, a dielectric fluid housed within the housing, and an electrode pair positioned in the electrode region of the housing, the electrode pair having a first electrode and a second electrode. The electrode pair is actuatable between a non-actuated state and an actuated state such that actuation from the non-actuated state to the actuated state directs the dielectric fluid into the expandable fluid region, expanding the expandable fluid region thereby applying pressure to the translatable braking mechanism, inducing frictional engagement between the translatable braking mechanism and the wheel assembly.

This device is magnetic brake assist, traction control and forward assist. It uses magnets inserted in the vehicles rims and in a stationary hub bolted behind the wheels hub and brake disk; to either slow the rotation of the tire down or speed the rotation up for braking and or for forward assist.

A method may include receiving, via a processor, a request to enable movement of a rotor. The method may involve sending a first signal to a mechanical relay system in response to receiving the request, such that the second signal may cause a mechanical relay to close. The mechanical relay system is configured to couple a first conductor to an EM brake. The method may also include sending a second signal to a solid-state relay system after sending the first signal to the mechanical relay system, such that the second signal may cause a solid-state relay to close. The solid-state relay system may couple a second conductor to the EM brake, such that the EM brake may open after receiving power via the first conductor and the second conductor.

A logic control system for magnetic track braking of a rail transit vehicle includes a magnetic track braking control circuit, a magnetic track braking power supply execution circuit, and a magnetic track braking status monitoring and feedback circuit. The magnetic track braking control circuit includes a pneumatic actuator relay, an electromagnet relay, a system protection relay, a power-on delay relay, a power-off delay relay, an automatic control branch circuit, and a manual control branch circuit. The pneumatic actuator relay is connected to the power-on delay relay, and the system protection relay is connected to the power-off delay relay. The automatic control branch circuit includes a first isolation magnetic track braking switch and an emergency braking relay contact. The manual control branch circuit includes a first circuit breaker, a cab signal option switch, a second isolation magnetic track braking switch and a manual touch button.

An electromagnetic rail brake device of a rail vehicle having at least one brake magnet which has a magnet coil body and at least one magnetic core, and wherein the magnet coil body carries at least one magnet coil winding, and having an electric connector device, by way of which the at least one magnet coil winding is supplied with current, wherein the electric connector device has at least one pin-shaped electric connector body which is connected via a releasable electric connection to at least one current-conducting electric cable which is guided from the outside to the at least one pin-shaped connector body in relation to the brake magnet. The at least one pin-shaped electric connector body may be arranged on a free and outer surface of the magnet coil body or an element which is connected to the magnet coil body.