Toyota Jidosha Kabushiki Kaisha

Toyota Jidosha Kogyo Kabushiki Kaisha

Kabushiki Kaisha Toyota Chuo Kenkyusho

Nippon Soken, Inc.

Aisin Takaoka Co., Ltd.

Toyota Jidosha Kogyo Kabushiki

Hidetoshi Shimizu

Takashi Shimazu

Shigeru Sakamoto

Haruo Katagiri

Yasuhiko Mishio

Masashi Ishihara

Akira Kuno

Yasuhisa Yoshino

Junichi Tanoue

Mitsuyuki Horie

Takashi Matsuda

Harumasa Minegishi

Masaru Takeda

Toru Shinoda

Akio Inatomi

Masayoshi Katagiri

Kenji Shirai

Takahiro Nogami

Ryoichi Kurasako

Shigemi Sakakibara

Hitoshi Ikeuchi

Kazuo Abe

Yasuaki Ichiba

Yuji Yaji

Shinsuke Sugano

Toshiharu Okuda

Shigeru Terada

A brake disc rotor includes: a pair of disc-shaped sliding plates provided in parallel with and separately from each other in the axle direction; a plurality of partition walls radially provided between the sliding plates; a plurality of passages radially formed between the plurality of partition walls; a plurality of inlet and outlet openings communicating with the plurality of passages and opening inward and in the radially outward direction; and an inclined portion formed on the surface of the inside sliding plate opposed to the outside sliding plate such that a distance between the inside and outside sliding plates is gradually decreased in the radially outward direction.

Brake disc rotor

A brake disc rotor which includes sliding plates on the inside and outside which are in parallel with and separated from each other in the axial direction of an axle; a plurality of inner and outer partition walls radially arranged between the sliding plates; a plurality of passages radially formed between the inner and outer partition walls; a plurality of inlet and outlet openings for communicating the passages; and a plurality of connecting openings for communicating the mutually adjacent passages. The stream flowing from the inlet opening is formed along an upper wall of the inner partition walls and the stream is formed in a flow separation portion in the vicinity of a lower wall of the outer partition wall through the connecting openings.

In a disc brake assembly including a caliper member mounted on a vehicle body structure in such a manner as to straddle a portion of a rotary brake disc secured for a road wheel, a friction pad supported on the caliper member by means of a pair of hanger pins to be moved toward and away from one side surface of the brake disc for engagement therewith and disengagement therefrom, the friction pad having a backing plate secured thereto to be engaged at one side end face thereof with a torque receiving portion of the caliper member in braking operation and a fluid actuator mounted within the caliper member to press the friction pad against the one side surface of the brake disc, a side projection is provided on at least an upper or lower portion of the one side end face of the backing plate for engagement with the torque receiving portion of the caliper member or on at least an upper or lower portion of the torque receiving portion of the caliper member for engagement with the one side face of said backing plate. The side projection is arranged to apply a rotational force to the backing plate in a rotational direction of the brake disc when engaged with the torque receiving portion of the caliper member or engaged with the one side end face of the backing plate.

Disc brake assembly

A brake disc rotor comprising: sliding plates on the inside and outside in parallel with and separated from each other in the axial direction of an axle; fins composed of a plurality of curved long partition walls provided between the sliding plates, radially extending from the internal portion to the external portion, and inclined with respect to the radial direction, and a plurality of curved short partition walls provided in parallel between the mutually adjacent long partition walls and extending from a large-diameter internal portion to the external portion; a plurality of ventilation holes radially divided by the fins and composed of the upper and lower ventilation holes with the short partition walls; and inlet and outlet openings opened inward and outward in the radial direction thereof.

A braking device for an automotive vehicle having a master cylinder to be operated by depression of a brake pedal for producing master cylinder pressure and a wheel brake assembly movably mounted to a road wheel to be operated by the master cylinder pressure applied thereto for applying a braking force to the road wheel in accordance with the depression force of the brake pedal. The braking device includes a hydraulic servo unit mounted on an axle housing of the road wheel and operatively connected to the wheel brake assembly for generating a servo-pressure in a predetermined relationship with the braking force in response to movement of the wheel brake assembly and a hydraulic control device arranged to apply the servo-pressure to the wheel brake assembly when the servo-pressure does not increase in a predetermined relationship with a increase of the master cylinder pressure.

Disc braking device with automatic boost

A driving power control system for a vehicle which minimizes the shock due to a gear change by keeping a driving force constant throughout the shifting, resulting in high drivability. The system includes a mechanism for controlling the engine power to keep driving force unchanged, mechanisms for respectively keeping the acceleration and driving force constant throughout the shifting, and a second throttle valve for controlling the engine power.

Driving power control system

A vehicle has an engine and a driven differential. This three part type propeller shaft assembly includes a first propeller shaft element, a second propeller shaft element, and a third propeller shaft element. A first joint, which is a Hooke joint, rotationally couples the to a one end of the first propeller shaft element. A second joint rotationally couples the other end of the first propeller shaft element to a one end of the second propeller shaft element. A third joint rotationally couples the other end of the second propeller shaft element to a one end of the third propeller shaft element. And a fourth joint, which is a Hooke joint, rotationally couples the other end of the third propeller shaft element to the driven differential. Two bearing supports, one disposed near each end of the second propeller shaft element, rotatably support it from the vehicle body. One of the second joint and the third joint is a Hooke joint, and the other is a constant velocity type joint. The phase of the two Hooke joints which flank the constant velocity type joint on either side is set to be the same, while the phase of the other Hooke joint is set to differ by 90.degree. from that common phase.

Three-part propeller shaft assembly incorporating two hooke joints

A vehicle has an engine and a driven differential. This three part type propeller shaft assembly includes a first propeller shaft element, a second propeller shaft element, and a third propeller shaft element. A first joint incorporating a Hooke joint rotationally couples the engine to a one end of the first propeller shaft element. A second joint incorporating a Hooke joint rotationally couples the other end of the first propeller shaft element to a one end of the second propeller shaft element. A third joint incorporating a Hooke joint rotationally couples the other end of the second propeller shaft element to a one end of the third propeller shaft element. And a fourth joint incorporating a Hooke joint rotationally couples the other end of the third propeller shaft element to the driven differential. Two bearing supports, one disposed near each end of the second propeller shaft element, elastically and rotatably support it from the vehicle body. The phases of the first joint and the fourth joint are set to be the same as one another, while the phases of the second and the third joints are set to be the same as one another and to be opposite to the common phase of the first joint and the fourth joint.

Three part propeller shaft assembly incorporating four hooke joints

An overdrive control apparatus is provided with a gradient sensor unit for sensing a gradient of a vehicle running road. The overdrive control apparatus releases an overdrive mode of an automatic change gear device which is set up for a level drive of the vehicle in accordance with a sensing signal from the gradient sensing unit.

Overdrive control apparatus

An apparatus measures and indicates the speeds of a vehicle at the beginning and end of braking of the vehicle by counting as many vehicle speed representative pulse signals as indicative of the speed per hour of the vehicle which are gated during the time that the desired number of clock pulses are counted in response to the beginning and end of braking of the vehicle, respectively.

Apparatus for measuring and indicating braking vehicle speeds

A disc brake free from dragging torque while being in non-braking state. In this brake, a gap between the friction surface of a rotary disc and the acting surface of an actuator for urging a braking pad assembly onto the disc is made progressively larger into a wedge shape toward the axis of the disc. The torque receiving surface of a torque receiving member is made so slant as to produce a component for moving the pad assembly in a direction away from the axis of the disc in a wedging manner into the gap. The pad assembly is of corresponding shape to the above-mentioned gap and the torque receiving surface. The pad assembly is moved in case of brake application in a direction away from the axis of the disc by virtue of the slantingly shaped torque receiving surface until it comes to abut on a stopper, and it is restored in case of brake releasing in a direction approaching the axis of the disc, due to the action of return springs, with a result of appearing of a preset brake clearance responding to the restoration of the pad assembly in the wedge shaped gap.

Disc brake

An auto-adjusting mechanism in a disc brake comprising axially movable adjust bolt, adjust nut threaded on adjust bolt, cylindrical piston for transmitting the operating force of a pad-urging-piston to the adjust nut when the piston has moved beyond a predetermined value, spring structure for biasing cylindrical piston toward adjust nut. The cylindrical piston is integrally moved, while the wearing of the brake pads is insignificant, with the piston, but when the wearing has progressed largely, it is abutted on the adjust nut to be separated from the piston, with a result of leaving the thrust force from the spring structure act solely on the adjust nut and rotatingly propelling the nut for compensating the increased brake clearance. And this cylindrical piston is, when the braking fluid pressure in the cylinder body is raised beyond a predetermined value, separated from the adjust nut overcoming the urging force of the spring structure. The over adjustment is prevented in this way.

Auto-adjusting mechanism for a disc brake

In an emergency brake system for a vehicle having a brake booster to increase braking pressure applied to wheel brake cylinders from a master cylinder, a cut-off valve is provided within an exhaust pipe of an internal combustion engine for the vehicle and operatively connected to a manual shift lever, and a selector valve is disposed within a communication passage connecting a servo-chamber of the brake booster to an upstream of the cut-off valve in such a manner that the servo-chamber is normally communicated to a source of pneumatic pressure in response to operation of the master cylinder. The cut-off valve is normally opened when the shift lever is in a first position and is closed upon shifting the lever to a second position from the first position to create back pressure acting on the engine. The selector valve is switched-over upon shifting the lever to the second position to apply the back pressure from the exhaust pipe into the servo-chamber through the communication passage.

Emergency brake system for vehicles

A pneumatically operated brake booster comprises a hydraulic cylinder disposed within a hydraulic braking circuit connecting a master cylinder to wheel brake cylinders to increase the braking pressure trapped within the wheel brake cylinders and a servomotor for pneumatically activating the hydraulic cylinder in response to hydraulic pressure from the master cylinder. The servomotor has a spring loaded diaphgragm piston forming a negative pressure chamber and a variable pressure chamber, the former being in connection to a source of negative pressure and the latter being connected to the atmospheric pressure in response to master cylinder pressure applied to the hydraulic cylinder. The brake booster includes a control valve which is provided to selectively connect the variable pressure chamber of the servomotor to such a positive pressure source as exhaust pressure to obtain additional pressure in an emergent braking operation of the vehicle.

Brake booster for wheeled vehicles

In a fluid pressure control valve unit incorporated between a master cylinder and rear wheel brake cylinders, a spring loaded stepped sleeve member associates with a differential piston to provide a cut-off valve. In case the front-wheel braking system is not operated due to some damage, the sleeve member moves from its usual position to apply the braking pressure directly to the rear-wheel brake cylinders.

Growing community of inventors

Shizuoka-ken, Japan

Hidetoshi Shimizu