Abstract: A brake-slip-controlled brake system with a brake-pedal-operated master cylinder (2) assisted by auxiliary energy, with valves (42 through 45 and 66 through 69) in the pressure medium supply lines (40, 41) from the master cylinder (2) to the wheel brakes (10, 17, 38, 39). An electronic circuit configuration is provided for generating valve control signals, and with valves (11, 53, 57, 58, 61, 56) for the supply of pressure medium from the booster chamber (25) into the working chambers (8, 15) of the master cylinder (2). An intermediate piston (18) is sealingly guided in a separate pressure chamber (24) and is arranged between the booster piston (21) and the piston (7) of the master cylinder (2). The pressure chamber (24) is connectible with the return line (48, 76) by way of a check valve (53). The intermediate piston (18) is coupled with the booster piston (21) and it acts on the piston (7) of the master cylinder (2).

Abstract: A windshield wiper shaft is mounted in a bearing bushing, wherein the bearing bushing and the wiper shaft rest against each other with conical bearing surface portions to compensate for possible radial play. This is important in constructions in which the bearing bushing and the wiper shaft are injection-molded from plastics material.

Abstract: A brake-slip-controlled brake system for automotive vehicles comprises a master cylinder (1) acted upon by the pedal force (F) in a direct or auxiliary-force-assisted manner and connected with the wheel brake cylinders in the vehicle wheels (VR, HR) e.g. via diagonally allocated hydraulic brake circuits 4, 5. The axial displacement of a rotating cam (32) is controlled by means of sensors (41-43) measuring the braking pressure, the axle loads, and the translational acceleration of the vehicle and feeding corresponding electric signals into an electric circuit arrangement (44). The cam (32) has bevelled control surfaces (48) and acts on braking pressure control valves (8, 9) by way of tappets.

Abstract: A frictionally engaging device, such as a disc brake, includes a first and a second friction element which engage one another as the device is operated to reduce the extent of and/or eliminate relative movement between these elements. The first element consists of an organically bonded friction material suffering relatively more pronounced wear, and the second element is made of a metallic material, especially iron, which suffers lesser wear in operation. The extent of wear of the first element is reduced by applying a coating of a particulate material, especially such deposited by high kinetic energy impacting of the particles, on the frictional surface of the second element which cooperates with the first element. The coating advantageously contains metals, such as cobalt, chromium and/or nickel, and/or metal carbides, especially those of tungsten and chromium.

Abstract: A dust cover for cylindrical elements, in particular for a pin guide arrange of a spot-type disc brake is described and includes an elastic folded sleeve having a first end section fixable at the circumference of a first cylindrical element provided in the brake housing and a second section mounted at the circumference of a second cylindrical element with a ring which is seated on the second cylindrical element. The ring has a substantially U-shaped configuration in longitudinal section and is firmly positioned on the second cylindrical element and partly surrounds the second end section of the folded sleeve. The second end section of the sleeve is turnable inside the ring.

Abstract: A pressure cylinder is disclosed having at least one master cylinder piston, provided with a compensating bore which is in connection with opposite sides of the piston and which is closable by a valve piston movable relative to the master cylinder piston. The valve piston is fastened at the end of an extensible central tension element which projects into the pressure chamber of the pressure cylinder and secures through two spring retainers a piston return spring at the master cylinder piston. In order to reduce the idle travel of the master cylinder, the distance between a stop and an abutment face on a flange of the cylinder is first determined and then added to a predetermined functional distance desired to be maintained between the abutment face and a pressure surface on an actuating piston, so that an assembled dimension is determined. The extensible element is adjusted during assembly to position the pressure surface spaced from the stop equal to the assembled dimension.

Abstract: A brake pressure generator for a hydraulic brake system for motor vehicles, comprising a booster piston (26) displaceable by a hydraulic auxiliary pressure in the actuating direction, comprising a master cylinder (2) including a stepped piston (36) to which piston pressure can be applied by a booster piston (26). The piston (36) confines a work chamber (48) and a chamber (56) decreasing in size upon movement of the piston in the actuating direction, which chamber (56), by way of a non-return valve, is on communication with the work chamber (48) and from which a conduit leads to a non-pressurized container (168), with the conduit being provided with a control valve (86). To permit employment of the brake pressure generator in slip-controlled systems a slip control is provided comprising a valve (182), by way of which, during slip control, controlled hydraulic auxiliary pressure can be supplied to the chamber (56) decreasing in size upon movement of the piston (36) in the actuating direction.

Abstract: A brake system for automotive vehicles is equipped with devices for the electric control of the brake force distribution and/or for the control of slip. The front wheels are connected to a pedal-actuated braking-pressure generator (1). In contrast thereto, the rear wheels (HR, HL) are acted upon with braking pressure by virtue of a braking pressure generator unit (5) which is composed of a vacuum servo unit (6) and a master cylinder (7) and which is actuated by a multidirectional control valve (4), such as a three-way/three-position rotary spool valve. The switch position of the valve (4) is responsive to the electric output signals of an electronic combining circuit (17, 17') which is, by way of wheel sensors, furnished with information about the rotational behavior of the wheels and the output of which circuit is electrically connected to the drive (19) of the three-way/three-position rotary spool valve (4).

Abstract: A brake system with hydraulic brake force boosting comprises a master cylinder (1), to which the wheel brakes (36 to 39, 36' to 39') are connected, as well as of an auxiliary-pressure supply system (11, 12) and of an auxiliary-pressure control valve (10) which causes an auxiliary pressure proportional to the pedal force (F). Inserted into the pressure fluid conduits from the master cylinder (1) to the wheel brakes (36 and 39, 36' to 39') are pressure-controlled multidirectional valves (15, 15', 16, 16') which, in their initial position, provide for hydraulic communication between the master cylinder (1) and the wheel brakes. After a second switch position has been assumed, the auxiliary-pressure source (11, 12) will be connected to the wheel brakes (36 to 39, 36' to 39'), whereby dynamic braking is effected instead of the master cylinder (1).

Abstract: A hydraulic brake system comprises a pedal-actuated tandem generator cylinder (3), an auxiliary-pressure supply system with electromotively driven pump (8) and pressure fluid supply reservoir (31) and an auxiliary-pressure control valve (7, 67). The tandem generator cylinder (3) is provided with a bore (24) extending wherethrough is an actuating rod (25, 72) which acts upon a primary piston (4, 68) and whose end remote from the primary piston (4, 68) cooperates with an initial-pressure piston (16) or a vacuum brake power booster (84) slidably supported in the bore (24) and being in turn coupled with the brake pedal (19) by way of a piston rod (17, 86). An annular piston (26) is displaceably arranged in the bore (24) between the primary piston (4, 68) and the initial-pressure piston (16) or, respectively, the force-output member (74) of the booster (84).

Abstract: For traction control, the wheel slip is determined by comparing the rotational velocity of the driven wheels with the rotational velocity of the non-driven wheels or with a reference quantity. In a wheel tending to spin up, the driving slip is reduced by a braking action. By logically combining the signals reflecting the rotational velocity of the wheel and taking into account the control process already initiated, the desired accelerator value or the deviation therefrom is determined and signaled to the vehicle operator. By observing the indicating instrument (26, 31), the vehicle operator is in a position to actuate the accelerator pedal in such a manner that a mere braking action will produce an optimum driving and starting slip and thus an optimum traction of the vehicle, without the risk of a brake overload condition occurring.

Abstract: For the control of a brake-slip controlled brake system the brake pedal force assisted by auxiliary force is transmitted onto a master cylinder (10, 10', 33) and from said onto the wheel brake cylinders via several pressure fluid paths that are adapted to be closed independently of one another. The wheel rotational behavior and the vehicle velocity will be measured with sensors (S1 through S4), the signals will be logically combined, and therefrom control signals will be generated for electromagnetically actuatable directional control valves (15, 16, 17, 19, 35, 36, 37, 42, 43, 52). During control action, the pedal force (F) that is directed to the master cylinder and assisted by auxiliary force will be compensated temporarily by an opposed force, as a result whereof the pressure rise in the master cylinder will be retarded or pressure will even be decreased.

Abstract: A hydraulic brake system (FIG. 2) composed of a master cylinder (30) coupled to the brake pedal (46), wherein there is provided a hydraulic booster (31) with a booster piston (91) and a booster chamber (35), and an auxiliary pressure proportional to the pedal force (F) develops in the booster chamber (35) during braking by way of a brake valve (6) actuated by the brake pedal (46). With the booster (31) intact, the auxiliary pressure prevailing in the booster chamber (35) acts by way of a pressure line (85, 87) on the two-stage piston (20) of a fast-fill cylinder (18), whose small stage (95) is immersed into a filling chamber (22) and, during the brake action, presses the pressure fluid available in the filling chamber (22) by way of pressure line (33) into the one brake line (37) connected to the working chamber (34) of the master cylinder (30).

Abstract: The braking and steering brake system of the present invention comprises two master cylinders, operable singly or jointly via brake pedals, with the master cylinders having a primary and a secondary piston each operating in a bore. The primary pressure chambers formed by the pistons are connected to the rear wheel brakes of a vehicle. The secondary pressure chambers are interconnected via a pressure fluid line in any state of operation. The primary pressure chambers via a valve arrangement and pressure medium line are interconnected in both the release position and in the braking position. The brakes of the non-steering-braked front axle are connected to the pressure fluid line. In a steering brake position, through a compression spring, one of the two valve arrangements closes so that only the steered-braked brake is supplied with pressure medium.

Abstract: A method and a circuit configuration for suppressing undesired control actions in slip-controlled brake systems, which, for example, may be caused by oscillations of the axle. The wheel rotational behavior is determined and the braking pressure is controlled in dependence upon slip criteria and/or acceleration criteria, and slip control commences when predetermined threshold values (-b.sub.N) are exceeded. A threshold value decisive for initiation of the control is varied as a function of re-acceleration of the controlled wheel.

Abstract: A pressurized fluid brake system for automotive vehicles of the type where the brake pedal pressure (F) is transmitted with assistance of an auxiliary pressure force to the wheel brake cylinders through pressure lines containing pressure modulator valves. The wheels are provided with transducers for measuring instantaneous wheel rotation as well as vehicle velocity. Electronic control circuitry processes and logically combines the measured values to generate control signals for the pressure modulator valves. Preferably, the modulator valves are electromagnetically actuatable valves. By virtue of the braking pressure modulator valves, brake force distribution is controlled in dependence upon the brake slip of the front wheels and, in addition, a brake slip preventing locking of the vehicle wheels will be performed.

Abstract: A device for testing the correct functioning of a slip-controlled brake system is connected to the electric signal and control lines of the brake system by means of a multiconductor plug (2) instead of a central electronic controller pertaining to the brake system. The individual testing operations are initiated one after the other from a control panel or manual control unit (1) by means of a test step switch (11). Disposed in immediate proximity to the multiconductor plug (2) or combined with the latter in a single unit is a shell (3) containing electric or electronic switches or circuits (5,6,7) which can be switched over by means of signals triggered from the control unit (1) for carrying out the testing operations.

Abstract: To monitor and control the pressure in the auxiliary pressure supply system of a hydraulic motor vehicle brake system, a circuit arrangement is employed which is provided with a door-contact switch (24) which closes when the driver's door of the motor car is opened and which at a pressure in the auxiliary pressure supply system (11-16) below the telltale threshold activates the hydraulic pump (11) irrespective of the activation of the ignition. Moreover, a holding circuit (25, 26, 30, D30) is provided through which, after closure of the driver's door, the hydraulic pump (11) continues to operate until the telltale pressure threshold or responding threshold is reached or exceeded.

Abstract: In vehicular electric door lock arrangement the running time of a first adjusting unit is longer than the worst possible running times of the other adjusting units. The first adjusting unit operates a switching unit via which the running time of the other adjusting units is preset. The separate timing element for the control of the various adjusting units used in prior systems can be omitted, because this timing function is provided by one of the adjusting units.

Abstract: A seat back recliner mechanism is disclosed including a serially arranged gear train having a pair of infinitely adjustable spring coil clutches serially arranged by way of a reduction gear. One clutch absorbs rotational loading on the seat back in one direction, and one clutch absorbs rotational loading on the seat back in the opposite direction.