Alfred Teves Gmbh

Other

Itt Industries, Inc.

Hans Wupper

Helmut Fennel

Gunther Buschmann

Peter Volz

Lutz Weise

Norbert Ehmer

Jochen Burgdorf

Hans-Dieter Reinartz

Helmut Steffes

Dieter Dinkel

Erhard Beck

Ivica Batistic

Karlheinz Haupt

Robert Schmidt

Norbert Ocvirk

Holger Von Hayn

Dieter Kircher

Michael Latarnik

Hans-Wilhelm Bleckmann

Alexander Kolbe

Hans W Bleckmann

Gottfried Dehio

Rainer Klusemann

Juergen Rausch

Johannes Graeber

Lothar Keller

Hans-Joachim Buettner

Gunther Buschaman

Norber Ehmer

Anti-lock hydraulic brake system

Anti-lock-controlled brake system

In a hydraulic brake system for automotive vehicles with an electronically controlled brake force distribution and with anti-lock control, the rear-wheel brakes are connected via inlet valves (5, 7) closed in their inactive position. Placed in parallel to these valves is an arrangement (13, 14; 13', 14') which is substantially composed of the series connection of a brake force regulator (17, 18, 17', 18') with a throttle (15, 16) or a multiple-way valve (21, 22) which is open in its inactive position.

Brake system for automotive vehicles with electronically controlled

Circuit configuration for a brake system with anti-lock control and/or

Circuit configuration for a brake system having an anti-lock control

Method and circuit configuration for controlling a brake system with

For controlling the slip when braking a road vehicle and in particular for improving control in case of different friction values on the right and left vehicle sides the rotational behavior of the front wheels and, as a measure of the vehicular velocity and vehicular deceleration, the rotational behavior of the rear wheel running with a higher friction value are observed. The rotational behavior of the front wheels and the vehicular deceleration are evaluated in accordance with criteria manifesting the danger of yawing moments which are excessive with respect to the driving stability of the vehicle. Upon reaching a predetermined vehicular deceleration threshold value representative of high yawing moments, any further yawing moment increase is restricted by limiting the braking pressure or the braking pressure increase at the front wheel having a better road surface contact. Thereby, for a certain period, the yawing moment is limited to a value which is manageable by the driver and which permits the required steering reactions in order to prevent perilous yawing angles within normal reaction times.

Process and circuit arrangement for controlling the slip when braking a

For controlling a traction slip control system with brake and motor management, motor regulating signals (m) are derived from electrical signals indicative of the brake pressure or which influence the brake pressure. Preferably, a brake pressure pattern (p[t]) is formed taking into account the pressure build-up and pressure decrease characterics of the wheel brakes or of the entire system as a basis for computing the motor regulating signals (m).

Process and circuit configuration for controlling a TSC-system with

Braking pressure regulating device

An anti-lock hydraulic brake system comprising a separating valve (14) and a regulating valve (19). A combined arrangement is provided wherein the valves are connected into each other. The movability (play s) of the piston (30) affords the event that a compensating volume for the control action in the event that the output of the pump is insufficient in specific situations requiring a large amount of fluid for control.

A slip-controlled brake system for automotive vehicles equipped with a deceleration-sensitively actuated brake pressure modulator (1) comprising a shaft (7) rotating together with the wheel (6) and an inert mass (8) arranged on said shaft. If a critical wheel deceleration is exceeded, the inert mass (8) is axially displaced on the shaft (7) by an arrangement comprising a ball (10) and an inclined ramp (9), and the brake pressure in the wheel brake (5) of the associated wheel (6) is, by way of a lever (16) actuating a brake pressure control valve (17), thus controlled, that is maintained and/or reduced. The rotating inert mass (8) which, due to its inertia, at first continues to run at unreduced speed when the control action sets in, is slowed down to the rotational speed of the shaft (7) by a force depending on the instantaneous brake pressure in the wheel brake (5). During the control phase, the reference quantity (v.sub.REF) relevant to the control action is, thereby, adapted to the instantaneous brake pressure and thus to the instantaneous friction coefficient existing between the road surface and the controlled wheel (6).

Slip-controlled brake system for automotive vehicles

A hydraulic servo brake system with slip control. Brake circuits (18, 22, 25) with supply valves (28, 32, 35) and discharge valves (29, 33, 36) for the control of the wheel cylinder pressures during slip control are provided. Throttle points (38) are arranged within the supply valves. Each supply valve is bridged by an auxiliary valve (31, 34, 37) which is switchable into the closed position when the slip control action sets in. In this manner, the pressure gradient for the brake pressure build-up in the wheel cylinders is high before the slip control and low during the slip control.

Hydraulic servo brake system with slip control and with throttle point

In order to control the wheel slip with an anti-lock brake system, in a vehicle with all-wheel drive and lockable differentials (29, 33), in particular with a lockable distribution differential (29), further braking pressure rise in the rear-wheel brakes (9, 10) is prevented for a predetermined period of time, with the locks (34, 35) engaged and with slip control activated. As a result, the driving stability of the vehicle is increased during braking with slip control and with the differential locks (34, 35) engaged.

Method and circuit configuration for the control of wheel slip in

An anti-lock hydraulic brake system equipped with one plunger system (7, 8) each per brake circuit (I, II) for the purpose of pressure control, that is, slip control. Serving as an auxiliary-pressure source is a hydraulic pump (9) which is driven electromotively, preferably through the starter motor (10), and which comprises hydraulically isolated circuits for the individual plunger systems. The plunger systems are each controlled by one two-way/two-position directional control valve (21, 22) which is actuatable electromagnetically and is controllable as a function of the signals obtained by wheel sensors (24 to 27) and processed in an electronic controller (23). A valve piston (47, 48) in conjunction with a valve member (55, 56) and a channel (53, 54) closable by this valve member opens in the plunger system (7, 8) a connection to a pressure-fluid return line (19, 20) as soon as the braking pressure has decreased to a predetermined low threshold value and thereby prevents low pressure in the brake system. The hydraulic pump (9) is in operation only during the control. A strong resetting spring (45, 46) ensures that the normal brake function will be regained immediately on failure of the auxiliary pressure.

Anti-lock hydraulic brake system with plunger system and pump

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Friedrichsdorf, Germany

Hans Wupper