Alfred Teves Gmbh

Itt Automotive Europe Gmbh

Otto Determann

Norbert Ocvirk

Lutz Weise

Helmut Fennel

Ivica Batistic

Horst P Becker

Horst-Peter Becker

Johannes Graeber

Jochen Burgdorf

Hans-Dieter Reinartz

Helmut Steffes

Robert Schmidt

Wolfram Seibert

Gunther Buschmann

Norbert Ehmer

Anton David

Hans W Bleckmann

Guenter Trach

Jean-Claude Schwartz

Process and circuit arrangement for the reduction of disadvantageous

A control system and method for a brake system with anti-locking and/or traction slip control and sequential brake pressure modulation. A modulator pressure pattern is formed in a circuit (33) by measuring and evaluating variables determining the pressure in the control chamber of chambers (21) of a brake pressure modulator (4). The modulator pressure pattern represents, by approximation, the course of pressure in the modulator (4). This modulator pressure pattern is considered in the brake pressure control, that is in determining the excitation periods of the multi-way valves (13-16, 22, 23, 25) determining the pressure in a modulator chamber (21) of the brake pressure modulator (4) and in the wheel brakes (9-12). The pressure pattern is formed by integration of the valve excitation periods of the pressure increase and pressure decrease characteristics of the modulator (4) under consideration or of the entire system.

Process and circuit configuration for controlling a brake system with

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.

Anti-lock brake system with traction slip control

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 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.

Hydraulic brake system for automotive vehicles

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).

Valve arrangement for brake systems of automotive vehicles comprising an

A slip-controlled brake system comprises two hydraulically separated pressure medium circuits, to which the wheel brakes (14, 15 and 16, 17, respectively) of the wheels arranged diagonally at the vehicle are connected. In one diagonal (brake circuit 9) the braking pressure during slip control is controlled in phase, whereas in the second diagonal (brake circuit 10) individual brake slip control is possible by way of two individual inlet and outlet valve pairs (11, 18; 12, 19).

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Darmstadt, Germany

Otto Determann