Alfred Teves Gmbh

Norbert Ocvirk

Wolfram Seibert

Juan Belart

Lutz Weise

Juergen Schonlau

Otto Determann

Guenter Trach

Jochen Burgdorf

Joachim Maas

Horst P Becker

Hans-Dieter Reinartz

Helmut Steffes

Horst-Peter Becker

Peter Volz

Helmut Fennel

Dieter Dinkel

Erhard Beck

Ivica Batistic

Gunther Buschmann

Hans Wupper

Hans-Wilhelm Bleckmann

Anton David

Karlheinz Haupt

Holger V Hayn

Johannes Graeber

James Remfrey

Wofram Seibert

Woffram Seibert

Guenther Trach

Anti-lock hydraulic brake system

An anti-lock hydraulic brake system is described having a bypass line to a pump used to evacuate and pressurize the wheel brakes during antilock control. A pressure control valve in the bypass line regulates the pressure in the pressure line to the master cylinder pressure level. A low pressure accumulator absorbs recirculated fluid flow from the bypass line. A pressure operated valve opens only when a difference in pressure between the master cylinder pressure and the pump outlet pressure line pressure develops. The consequence is that a non-return valve a and pressure operated valve in combination bring about isolation of the master cylinder during antilock control to prevent brake pedal reaction to pump pressure developed during a braking pressure control operation. When the accumulator is fully charged, the bypass line is closed by means of a shut-off valve operated by an accumulator piston so that the pump delivers fluid via the pressure valve (18) back into the master cylinder (1).

An anti-locking, hydraulic brake system is described comprising a master cylinder (4), a pressure fluid collector, at least one wheel brake (5) which, through a master pressure conduit (7), is in communication with the master cylinder (4) and, through a return conduit (12), is in communication with an auxiliary pressure pump (8), an electromagnetically actuated outlet valve (13) in the return conduit (12), and a hydraulically controlled inlet valve (6) in the master pressure conduit (7). The pump is connected to the wheel brake by an auxiliary pressure conduit having a throttle restriction therein. A control conduit branching from the auxiliary pressure conduit upstream from the throttle restriction operates the inlet valve. A diaphragm valve (3) allows either unrestricted or restricted communication of the master cylinder with the master cylinder pressure conduit, the diaphragm valve hydraulically re-switchable by a differential pressure exterted through a first control conduit (1) and a second control conduit (2) provided between the inlet valve (6) in the master pressure conduit (7) and the master cylinder (4).

Brake slip-controlled hydraulic brake system, especially for use with

An anti-lock brake system with traction slip control comprising a pedal-actuated, auxiliary-force-assisted braking pressure generator (1) having a master cylinder (2), to which the wheel brakes (31, 32, 33, 34) are connected by way of main brake lines (62, 63) of auxiliary-pressure hydraulic pumps (21, 26), and of wheel sensors (S1, S2, S3, S4) and electronic circuits (28) for determining the wheel rotational behavior and for generating electric braking-pressure control signals. For the purpose of brake slip control, the signals control electromagnetically actuatable pressure-fluid inlet valves (24, 25, 29, 30) and outlet valves (22, 23, 35, 36) inserted into the pressure-fluid lines. The pistons (6, 7) of the master cylinder (2) are furnished with central control valves (10, 11) and the brake lines (62, 63) communicate with the motively driven pumps (21, 26) by way of supply lines (45, 46) in which non-return valves (38, 39) are arranged. A valve (87) is inserted into the one supply lines ( 45), through which pressure fluid is delivered into the brake circuits (62, 63) for the purpose of traction slip control. The portion of the supply line (45) interconnecting the pumps (21, 26) and the valve (87) communicates by way of a bypass line (95) with the main brake lines (62). Each pressure-relief valve (82) is interposed into the bypass lines (95) which permits the delivery of pressure fluid into the main brake lines (62) after a nominal pressure is exceeded, but which precludes pressure fluid flow in opposite direction. A pressure-fluid accumulator (76) is in communication with the bypass line (95) into which fluid is supplied by the pump (21) until attainment of the nominal pressure. The accumulator (76) also is in communication with the supply line (46) by way of a branch line (101).

Anti-lock brake system with traction slip control

An anti-lock controlled/traction-slip controlled brake system operating according to the return delivery principle. A charging circuit is provided for charging an accumulator (20). In order to charge the accumulator, valves (21, 22 and 15) are switched over, thereby establishing a pressure fluid connection between the master brake cylinder as well as the regulating valves (11, 15) by way of the pump (14) to the accumulator (20). The pump delivers fluid out of the supply reservoir (4) connected with the master brake cylinder into the accumulator (20). Since the connection between the master brake cylinder (1) and the wheel brakes remains open when the accumulator is charged, a braking operation is immediately possible even during the charging operation.

Slip-controlled hydraulic brake system

In a brake system with slip control comprising a pedal-actuated vacuum booster and a dual-circuit master cylinder, to which the wheel brakes are connected via brake lines, comprises an auxiliary-pressure source with a hydraulic pump and a pressure-compensating and pressure-fluid supply reservoir wheel sensors and electronic circuits for determining the wheel rotational behavior and for generating electric braking-pressure control signals which serve to control electromagnetically actuatable pressure-fluid inlet valves and outlet valves inserted into the brake lines and into the supply line for slip control, a valve is provided in order to control the auxiliary pressure and to adapt same to the pressure in the pressure chambers of the master cylinder. The wheel brakes of the rear wheels are jointly connected via the supply valve to the supply line which forms the third brake circuit and which is acted upon by controlled pressure, while the wheel brakes of the front wheels are connected to the two static brake circuits in which the non-return valves are inserted.

Brake system with slip control

An anti-lock brake system with traction slip control includes a pedal-actuated, auxiliary-force-assisted braking pressure generator having a master cylinder to which the wheel brakes are connected by main brake lines, auxiliary-pressure hydraulic pumps, wheel sensors and electronic circuits for determining the wheel rotational behavior and for generating electric braking-pressure control signals which, for the purpose of brake slip control, serve to control electromagnetically actuatable pressure-fluid inlet valves and outlet valves provided in the pressure-fluid lines. Pistons of the master cylinder include central control valves which, in the brake's release position, open pressure-fluid connections between the pressure-fluid supply reservior and the pressure chambers and which, in the braking position, close the pressure-fluid connections. The brake lines communicate through supply lines with the pumps. Valves are provided in the pressure-fluid lines connecting the master cylinder to the pressure-fluid supply reservoir and prevent return flow of the pressure fluid out of the pressure chambers of the master cylinder when traction slip control is performed.

A brake system for automotive vehicles, comprising a tandem master cylinder (1) and a vacuum brake force booster (2). A pump (34) is connected to the supply chambers (10, 11) of the tandem master cylinder (1), which pump is actuated by an electromotor (35) started by a brake slip control device to replenish, in the brake slip control, the pressure fluid volume discharged from the working chambers (4, 5) of the tandem master brake cylinder (1), by way of the supply chambers (10, 11) and the sleeves of the master cylinder pistons (6, 7). To control the pump pressure, a pressure control valve (36) is provided to the control chamber (37) of which a control pressure is applied, which is generated in a control chamber (23) by a control piston (24) coupled ahead of the tandem master brake cylinder (1). The control chamber (23), by way of a magnetic valve (39), is pressure-relieved when the brake slip control device is turned off.

Hydraulic brake system for automotive vehicles

A brake system with slip control is disclosed including a master cylinder at whose working chambers the wheel brakes are connected via inlet/outlet valve pairs. A pressure compensation reservoir and an auxiliary pressure supply system are connected to the working chambers via a control valve. The inlet valves of the driven wheels and the auxiliary pressure supply system are connected to the working chambers of the master cylinder via multi-directional valves which are open in the rest position and which can be changed over during traction slip control. The inlet valves of the non-driven wheels directly communicate with the working chambers. In the traction slip control phase, the auxiliary pressure is limited to a maximum pressure required by means of a pressure relief valve.

Brake system with slip control for automotive vehicles with a driven

An anti-lock brake system with traction slip control is disclosed. The system is the type including a pedal activated, auxilary force assisted braking pressure generator having two brake circuits. Each circuit supplies electromechanical valves controlled by an electronic controller in response to wheel behavior to increase and decrease brake pressure so as to control brake action and prevent wheel lock up. A normally closed valve is provided in at least one of two supply lines from an auxiliary pump and accumulator to the wheel brake inlet valve for controlling traction slip. A portion of the supply line which interconnects the pump and the valve communicates with one of the two main brake lines through a short-circuit line including a pressure relief valve. The pressure relief valve permits delivery of pressure fluid into the main brake line above a nominal pressure and prevents flow in the opposite direction.

An anti-lock hydraulic brake system which includes a brake pressure generator composed of a master cylinder, a brake power booster inserted upstream thereof and a pressure modulator interposed between the master cylinder and the brake power booster. A resetting unit is formed by supplementing the pressure modulator with a valve assembly which connects a resetting chamber of the pressure modulator to either a pressure-compensating reservoir or an auxiliary-pressure source. The braking pressure in the wheel brakes is controlled, according to a time-multiplex method, by wheel valves inserted into the pressure-fluid conduits and by the pressure modulator. In order to check the operability of the brake and of the anti-lock control system, a pressure switch is connected to the pressure modulator and a test circuit is provided which, at predetermined points of time, initiates a test cycle, actuates the valves and compares the valves' operation with the reaction of the pressure switch.

Anti-lock hydraulic brake system for automotive vehicles

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

A hydraulic brake system is described including a tandem master cylinder whose working chambers are connected by separate brake lines to pressure control valves of a brake slip control apparatus, having the wheel brakes connected downstream of the control valves. A pump unit including a pump communicates with the brake lines through pressure lines and non-return valves. Upon activation of the brake slip control apparatus, the drive of the pump is activated whereupon the pump feeds pressure fluid by way of the non-return valves into the brake line and the working chamber of the master cylinder. The fluid is under a pressure which is in excess of the maximum braking pressure attainable by actuation of the tandem master cylinder. For the purpose of pressure control, the tandem master cylinder includes central valves designed as control valves, by virtue of which the pressure in the working chambers is kept at the pressure level predetermined by an actuating force at the brake pedal.

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).

Brake system with control of brake slip and traction slip

A cruise control device for automotive vehicles is disclosed including an actual speed sensor which actuates, by way of a control circuit, the throttle valve of the vehicle motor for keeping the vehicle speed constant. The accelerator pedal can be overridden by a hydraulic control element. A piston rod is arranged inside a stepped piston in an axial through bore and is connected to the throttle valve. The piston rod can be coupled through a ball-type locking mechanism with the stepped piston which is pressurized by the control circuit in such a way that the piston rod is driven by the stepped piston and displaces the throttle valve in an opening direction against the force acting upon the accelerator pedal.

Growing community of inventors

Offenbach, Germany

Norbert Ocvirk