Robert Boschgmbh

Rudiger Frank

Herbert Schramm

Dieter Worner

Werner Kopper

Hubert Moller

A drive slip regulating system is described, in which the speeds of the drive wheels are compared with one another and as a function of the deviation .DELTA. v a set-point brake pressure is calculated, with which the excessively spinning wheel is to be braked. In the pulsed furnishing of the brake pressure, the valve opening times are calculated, taking the pressure buildup function into account, in such a way that the actual brake pressure corresponds to the set-point brake pressure.

Drive slip regulating system

A sealing for a rotary impeller blade partially extending outwardly from a rotor of an impeller pump includes two sealing strips of plastics, the ends of which abut against the opposing side faces of the blade in the region of a slot found in the rotor, and two respective supporting members of metal. Each supporting member secured to the assigned sealing strips reliably supports the sealing strip whereby the sealing strips resist to vibrations occurring at high speeds of the pump during operation.

Blade sealing for impeller pumps

A versatile system for preventing spinning of driving wheels, especially for commercial road vehicles, is provided by a braking control system in which a logic system responds not only to positive slip (overdriving) of each driven wheel, but also to negative slip (overbraking) thereof and, likewise, not only to over-acceleration, but also to excessive deceleration of the driven wheels. The cycle of control is started by an over-acceleration signal and terminates by the timing-out of a control phase in which hydraulic brake pressure is reduced. Within a control cycle, brake pressure builds up for a driven wheel in response to the simultaneous occurrence of any one of the following four pairs of conditions at that wheel: (a) presence of over-acceleration and of negative slip; (b) presence of over-acceleration and of positive slip; (c) presence of over-acceleration and absence of negative slip, and (d) presence of over-deceleration and of positive slip. For purposes of braking, but not for purposes of reducing engine torque, when over-acceleration occurs at a first driving wheel at one side of the vehicle, a pseudo-positive-slip signal is generated for the driving wheel on the other side, but that pseudo-signal is suppressed if at the first driving wheel there appears a slip signal or an overdeceleration signal.

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Luttelforst, Germany

Rudiger Frank