Alfred Teves Gmbh

Joachim Maas

Helmut Steffes

Jochen Burgdorf

Hans-Dieter Reinartz

Erhard Beck

Norbert Ocvirk

Dieter Dinkel

Axel Hinz

Wolfram Seibert

Holger V Hayn

Winfried Schuetzeichel

Peter Volz

Holger Von Hayn

Hans D Reinartz

Stefan Risch

Klaus Michaelis

Thomas Schwarz

Guenther Trach

Holger VonHayn

Horst P Becker-Endrigkeit

Peter Dinkel

Brake system with a device for controlling both brake slip and traction

A hydraulic brake system with anti-lock control, in particular for automotive vehicles, comprising a braking pressure generator (18), at least one wheel brake (5), an auxiliary-pressure pump (1), a low-pressure accumulator (22), and a shut-off valve and outlet valve (12, 7) for controlling the braking pressure. The shut-off valve is controlled to permit or prevent pressure fluid flow between the braking pressure generator and the wheel brake by a stepped piston positioned in a stepped bore in a housing. Initially, the stepped-piston maintains the shut-off valve open to permit pressure fluid flow. During slip control operation when pressure fluid from the low-pressure accumulator is delivered to the stepped-bore by the auxiliary-pressure pump, the stepped-piston closes the shut-off valve to prevent pressure fluid flow.

Hydraulic brake system with anti-lock control

An anti-lock hydraulic brake system provides a phase of pressure increase, a phase of pressure decrease as well as a phase in which the pressure is kept constant. To this end, an outlet valve and a selector valve are provided. The selector valve is not connected to the pressure side of the pump as is usual but to the suction side of the pump. This arrangement produces the advantage that the selector valve is disposed in the low-pressure area of the brake system thereby eliminating the occurrence of great pressure surges which result in the emission of noise.

Anti-lock hydraulic brake system

ABS hydraulic circuit with a variably open inlet valve

Master cylinder low/high pressure combination valve which operates

A hydraulic anti-locking brake unit is presented in which the brake line is shut off by an isolating valve 20 during a control action. For the reduction of the pressure, the outlet valve 7 is opened, so that the pump 14 delivers hydraulic fluid out of the wheel brake into the high-pressure accumulator 19. For a renewed pressure build-up, the inlet valve 6 is opened, so that hydraulic fluid flow is directed out of the high pressure accumulator 19 to the wheel brake. In order to be able to utilize a high pressure accumulator having a low receiving capacity, various valving arrangements are disclosed to direct excess flow from the pump either to the master cylinder or a low pressure accumulator.

Hydraulic anti-locking brake unit

A hydraulic anti-locking brake unit is presented in which the brake line is shut off by an isolating valve (20) during a control action. For the reduction of the pressure, the outlet valve (7) is opened, so that the pump (14) delivers hydraulic fluid out of the wheel brake into the high-pressure accumulator (19). For a renewed pressure build up, the inlet valve (6) is opened, so that hydraulic fluid flow is directed out of the high-pressure accumulator (19) back to the wheel brake. In order to be able to utilize a high-pressure accumulator having a low receiving capacity, various valving arrangements are disclosed to direct excess flow from the pump either to the master cylinder or a low pressure accumulator.

A valve block assembly for an anti-lock assembly for anti-lock system for automotive vehicles. The assembly comprises a valve-receiving member (1) and a cover 92). The cover is made of plastics into which conducting paths are injection-molded. The conducting paths are part of a stamping (13). When the cover (2) is mounted on the valve-receiving member (1), all contacts are established between the pins (18) of the coils of the solenoid valves (19), on the one hand, and the erected ends (15) of the stamping (13), on the other hand. The instant invention accomplishes considerable simplification of the assembly.

Valve block assembly

A dual-circuit brake system in which diagonally opposite wheels of an automotive vehicle are in communication with each brake circuit and, in the event of a traction slip control, the non-actuated wheel is hydraulically separated from the brake conduit. The valve is hydraulically driven, with the pressure difference between the pressure in the master brake cylinder (1) and the pressure in the pressure conduits (24, 25) being used as the switching pressure. By that measure, the valve is less susceptible to trouble and provides lower production costs.

Traction slip and brake slip-controlled brake system

A valve block comprising a plurality of electromagnetic valves (2, 3) and a vlave cap (16) and including an electric power supply for applying electric power to the coils of the electromagnetic valves, and wherein a printed circuit board (14) is utilized. The printed circuit board is mountable as a component unit onto all contact points of the coils (6, 7, 8, 9) of the electromagnetic valves. The printed circuit board carries conductor tracks for electrically connecting coils ( 6, 7, 8, 9) to the outgoing cable of the valve block (1). The printed circuit board (14) exhibits a contact device (21) in which all tracks are terminated. Through the contact device (21), the electrical connection to the connecting cable (28) is established. Accordingly, a simplified assembly of the valve block is provided, and the valve block assembly is water-tight and sealed against the ingress of dirt and vapor into the engine space.

A device for controlling the engine drive power for automotive vehicles with traction control. A hydraulically actuatable control apparatus (1, 1') is inserted between the drive control pedal (7, 7') and the control member (10, 10') of the vehicle engine. The housing (2, 27) of the control apparatus (1, 1') is stationary and accommodates a piston (3, 30) which is axially slideably by the introduction of auxiliary pressure. The piston is coupled to the drive control pedal (7, 7'), on the one hand, and to the control member (10, 10'), on the other hand. A biased non-return valve (21, 45) which opens by a pedal-side tappet (18, 38) in the event of reduction of the pedal force (F) causes resetting of the control member (10, 10') when the pedal (7, 7') is released. An increase of the pedal force (F) during traction control will not result in a change in the position of the control member.

Device for controlling the drive power of a vehicle engine for

Disclosed is a brake system wherein the wheel brake is hydraulically connected with a relief chamber of periodically variable volume. A valve 11 controlled by control electronics is switched to connect the chamber to either the wheel brake or a reservoir synchronously to the direction of movement of a piston in the relief chamber to either increase or decrease pressure at the brake for the purpose of antilock and slip control of the brake.

Brake slip-controlled hydraulic brake system for vehicles

The present invention relates to a traction slip control device comprising a sensor which responds to a beginning slip condition on at least one of the driving wheels and, connected to the sensor, a control circuit which via an auxiliary drive in the form of a fluid which actuates the throttle valve of the drive engine in the closing sense when the sensor detects a slip condition and feeds a slip signal to the control circuit.

Traction slip control device

A brake system provided for automotive vehicles with front wheel drive or with rear wheel drive has a dual-circuit braking pressure generator (1) and diagonally connected wheel brakes. There is provided an auxiliary-pressure-supply system (5) with a hydraulic pump (6) which is switched on during brake application or when there is an excessive traction slip. In the brake slip control phase an auxiliary pressure is built up by an auxiliary pressure control valve (9), in the traction slip control phase an auxiliary pressure is built up by a 2/2-way valve (10). By separating valves (15, 16) the pressure medium path to the non-driven vehicle wheel (HR, HL) is locked in the traction slip control phase and, via inlet valves (EV.sub.3, EV.sub.4), pressure medium is directly fed from the auxiliary-pressure-supply system (5) into the driven wheels (VL, VR). Connected in parallel with the inlet valves (EV.sub.1, EV.sub.2) connecting the braking pressure generator (1) with the wheel brakes (17-20) is one non-return valve (13, 14) each of which can open toward the braking pressure generator (1).

Growing community of inventors

Bad Vilbel, Germany

Joachim Maas