Alfred Teves Gmbh

Horst-Peter Becker

Lutz Weise

Norbert Ocvirk

Otto Determann

Gottfried Dehio

James Remfrey

A slip-controlled hydraulic brake system with improved operational reliability during the slip control phase of operation has a master cylinder having shortened overall axial length. The master cylinder includes a valve-opening mechanism of one central control valve supported on the bottom of the longitudinal bore of the master cylinder, and the valve-opening mechanism of another central control valve supported on the secondary piston wherein during a slip control action, in the presence of a predetermined travel of the pistons of the master cylinder, a force component is generated that increases the reliability of the opening of the central control valves.

Brake system with slip control

The brake pressure generator (1) includes a tandem master cylinder (2) actuable by two booster pistons (19, 32) to which a hydraulic auxiliary pressure is applied and by a pedal actuating mechanism (17,18). A control valve (14, 20) controls the auxiliary boost pressure. The control valve, through an actuator (16), cooperates with the pedal actuating mechanism (17,18). One booster piston (32) is disposed on the bottom of the tandem master cylinder (2) adjacent the push rod (22). Normally-open valve (37) closes when brake pressure exceeds boost pressure to trap fluid in chamber (34).

Boost-failure responsive fluid tapping valve in tandem master cylinder

A brake system for vehicles with electronic anti-lock control and traction slip control is equipped with a dual-circuit braking pressure generator (1) with preferably diagonal brake-circuit allotment. In the control phases, an auxiliary-pressure supply system (5), instead of the braking pressure generator (1), is hydraulically connected to the wheel brakes. Each brake circuit (I, II) contains, in the pressure-fluid conduits from the braking pressure generator to the wheel brakes, one joint multi-directional control valve (10, 11) and, connected in series thereto, individual wheel multi-directional control valves (12 to 15) which are likewise open in their inoperative position. In lieu of the braking pressure generator, the auxiliary-pressure supply system (5)--which generates pressure proportional to the pedal force during anti-lock control, while it generates uncontrolled pressure during traction slip control--is connected to the wheel brakes during the control phases. The point of connection is located in each case between the joint valves (10, 11) and the individual wheel multi-directional control valves (12 to 15).

Vehicular brake system with electronic anti-lock control and traction

Through a valve arrangement for brake systems of automotive vehicles comprising an electronic antilocking and traction slip control including a two-circuit brake pressure generator (3) and an auxiliary pressure supply system (5) generating an auxiliary pressure proportional to the pedal force and, in traction slip control, generating an uncontrollable auxiliary pressure, either the brake pressure generator (1) or the auxiliary pressure supply system is capable of being connected to the wheel brakes (26-29). The non-driven wheel (HR, HL) of the vehicle is connected directly while the drive wheel (VR, VL) of the vehicle is connected, through an additional multi-way valve, to the brake pressure generator (1) and to the auxiliary pressure supply system (12). Moreover, the wheel brakes (27, 29) of the driven wheels (VR, VL), through additional multi-way valves (20, 21) for the traction slip control, can be directly connected to the auxiliary pressure supply system(5).

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Frankfurt am Main, Germany

Horst-Peter Becker