Arvin Meritor Technology, LLC

Meritor Heavy Vehicle Systems Limited

Meritor Heavy Vehicle Technology, LLC

Roy Lee Hayford

Christos T Kyrtsos

David L Brademeyer

Gerald D Anderson

Neil Williams

Juergen Dreher

Wilfried T Giering

Joseph A Kay

David J Dettloff

Mark D Ugo

Joshua R Oliver

Pradeep D Mirji

Thomas Michael Cory

Kurt Heydenburg

Kenneth Pietila

Vishwanath Ramachandra

Wilfred Giering

A brake assembly having a seal assembly that extends around a camshaft tube. The seal assembly may have a first retainer ring, a second retainer ring, and a seal. The seal may extend between the first retainer ring and the second retainer ring and the camshaft tube may be disposed between the camshaft and the seal.

Brake assembly having a camshaft seal assembly

A brake assembly having a brake shoe and an anchor pin. The brake shoe may have an anchor pin slot that may include first and second connecting surfaces that extend from an arcuate bearing surface. The anchor pin may have first and second flats and may be inserted into the anchor pin slot when the first and second flats are aligned with the first and second connecting surfaces.

Brake assembly with improved brake shoe retention

A brake assembly having a brake shoe and an anchor pin. The brake shoe may have an anchor pin slot that may include first and second connecting surfaces that extend from an arcuate bearing surface. The anchor pin may have a flat and may be inserted into the anchor pin slot when the flat is aligned with the second connecting surface.

A slack adjuster comprises a worm shaft that is configured to drive a worm gear adapted for coupling to a camshaft. An adjustment assembly receives slack adjustment input from a push rod and is configured to automatically rotate the worm shaft when brake slack exceeds a predetermined limit. The slack adjuster includes a manual adjuster that is moveable between a non-adjustment position where the manual adjuster is de-coupled from the worm shaft and a manual adjustment position where the manual adjuster is coupled to the worm shaft such that a position of the worm shaft can be manually adjusted as needed.

Manual adjuster for automatic slack adjuster

A brake slack adjuster is provided that includes a housing having an opening with a gear arranged within the opening. The housing includes a bore adjacent to the opening. A worm gear has an axis disposed within the bore and is an engagement with the gear. The worm gear has an end portion with helical teeth. An actuator loosely is arranged within the bore and includes an inner surface with complementary helical teeth engaging the helical teeth of the worm gear. An actuator rod includes an end arranged within the actuator aperture. The rod end is captured in the actuator by a retainer. A pawl assembly is supported by the housing and coacts with the actuator for retaining the actuator in a rotational position relative to the axis. Biasing members are arranged between the actuator and housing bore to urge the actuator engagement with the worm gear end portion. The actuator includes an elongated slot with and end of the pawl assembly captured with in the elongated slot to prevent rotational movement of the actuator relative to the housing. The elongated slot permits movement of the actuator in the direction of the axis.

Brake slack adjuster

A self-servoing disc brake assembly is provided that includes a driven rotor member having a first inner surface with a plurality of first pockets. The driven rotor member also includes a first friction surface spaced from the first inner surface. A movable rotor member is supported on the driven rotor member and is movable relative to the driven rotor member between non-servoed and servoed positions. The rotor members are spaced a first distance in the non-servo position, and the rotor members are spaced a second distance which is greater than a first distance in the servo position. The movable rotor member includes a second inner surface with a plurality of second pockets adjacent to the first inner surface and a friction surface spaced from the second inner surface. A plurality of balls are arranged between the first and second pockets with at least one of the first and second pockets being ramped. A friction member, such as a disc brake pad, is arranged adjacent to the second friction surface and is movable between engaged and non-engaged positions. The friction member is spaced from the second friction surface in the non-engaged position and the friction member is in contact with the second friction surface in the engaged position to rotate the movable rotor member to the servoed position and produce a supplemental brake clamping force. As the brake pads are moved into engagement with the driven and movable rotor members, a shear force is created on the second friction surface. The shear force causes the movable rotor member to rotate relative to and away from the driven rotor member. As a result, for a particular brake input force a larger braking torque is achieved.

Self-servoing disc brake rotor

The braking mechanism comprises a toggle lever, a brake pad, and an incline. An incline actuates the braking mechanism by forcing an extension of the toggle lever. As the toggle lever extends, it pushes the brake pad closer to the surface to be slowed. Multiple toggle levers may be used to distribute the force across the brake pad. This configuration allows a single input from the incline to actuate both toggle levers. By adjusting the width of the incline actuating the toggle lever, the force on the brake pad may be adjusted.

Brake actuation using a toggle clamp

A universal friction lining support is affixed on or just under the surface of a friction lining to resist wear and vibrations caused by the road, eliminating the need for a backing plate. The support is configured to fit in the corners of friction linings of various lining assembly sizes. Extensions on the exterior edge of the support locate the friction lining relative to the caliper housing as the piston is engaged. Various attachment features, such as holes or protrusions, can be also added to the support to secure the support to the friction lining.

Disc brake friction lining assembly

A brake adjuster is provided for a vehicle brake such as for heavy duty vehicle. The brake adjuster includes a brake module that produces an electrical signal for adjusting the vehicle brake. The heavy duty vehicle brake typically includes a pair of pistons each having first and second portions that are movable relative to one another. A friction element or brake pad is arranged proximate to the second portion and is movable from a desired position to a worn position as the brake pads wear during operation of the vehicle. In one embodiment of the present invention, the first and second portions are slip fit within a sleeve assembly. At least one adjustment member is arranged between the first and second portions. The adjustment member is constructed from a material which expands in response to an electrical signal, such as a magnetostrictive or a piezoelectric material. The adjustment member moves the second portion relative to the first portion and repositions the brake pads from the worn position to the desired position. In another embodiment, the first and second portions are threaded to one another and movable rotationally relative to one another to adjust the length of the piston. The first portions of the pistons include a plurality of teeth about the outer face. A gear is arranged between the pistons and coupled the teeth of the first portions together. An electric actuator has a driven member that is coupled with at least a portion of one of the pistons teeth to rotate the first and second portions relative to one another to increase the length of the piston and move the brake pad from the worn position to the desired position.

Brake adjuster

A vehicle braking system includes a device for cooling the components of the brake assembly. The air source that is normally used to activate the brake assembly components is coupled with a plurality of flexible conduits that direct air toward one or more of the brake assembly components. A high velocity air nozzle preferably is provided at the end of each conduit. The air from the compressed air source is maintained in a compressed state through the conduits and decompresses as it exits the discharge nozzles. The decompression of the air through the nozzles results in cooling the air and the nearby brake components at which the air is directed.

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Redford, MI, United States of America

Roy Lee Hayford