Abstract: An anti-lock hydraulic brake system equipped with one plunger system (7, 8) each per brake circuit (I, II) for the purpose of pressure control, that is, slip control. Serving as an auxiliary-pressure source is a hydraulic pump (9) which is driven electromotively, preferably through the starter motor (10), and which comprises hydraulically isolated circuits for the individual plunger systems. The plunger systems are each controlled by one two-way/two-position directional control valve (21, 22) which is actuatable electromagnetically and is controllable as a function of the signals obtained by wheel sensors (24 to 27) and processed in an electronic controller (23). A valve piston (47, 48) in conjunction with a valve member (55, 56) and a channel (53, 54) closable by this valve member opens in the plunger system (7, 8) a connection to a pressure-fluid return line (19, 20) as soon as the braking pressure has decreased to a predetermined low threshold value and thereby prevents low pressure in the brake system.

Abstract: A master cylinder for a vehicle hydraulic brake system having slip control is disclosed including a master cylinder piston in a bore defining a prechamber connected to an auxiliary fluid energy supply and a working chamber. A tube like projection on the master cylinder piston extends through a one-way sleeve seal into the working chamber. Auxiliary fluid is dynamically supplied from the prechamber past the one way sleeve seal into the working chamber and to the wheel brakes during slip control.

Abstract: In a slip-controlled system for road vehicles with all-wheel drive, the rear-axle differential gear (5) and/or the intermediate differential (3) are equipped with differential locks (33, 34). An electronic brake slip control unit (50) automatically disengages the differential locks (33, 34) partially or entirely upon the occurrence of an imminent locked condition or upon commencement of brake slip control. Coupling devices are provided as differential locks (33, 34) which allow coupling of the output shafts (8, 11; 9, 10) and which are isolated electrically or hydraulically in the control phase.

Abstract: A pin guide and damping bushing for the caliper of a floating-caliper spot-type disc brake which is provided with a brake carrier and a caliper axially slidable relative to the brake carrier and straddling a brake disc and brake shoes. The brake carrier or the caliper is provided with a least one pin which is guided in a bore of the caliper or of the brake carrier. At least one elastic guide element (4) is provided for the pin and inserted in the bore, a stop element (6) which on itself is rigid and limits radial motions of the pin within the bore and which is configured with a base body having a substantially circular cylinder-shaped cross-section and is provided with outwardly extending extensions (26) constituting stop faces. One section of the damping and guide element (4) is arranged in interstices which are formed externally between said extensions.

Abstract: A brake system comprising a hydraulic braking pressure generator (1) to which are connected the brake wheels (6-9); an auxiliary pressure supply system including a hydraulic pump (10) and an auxiliary pressure control valve (12) causing an auxiliary-pressure proportional to the pedal force (F). Pressure-controlled multidirectional valves (27,28) are provided establishing a connection between either the braking pressure generator or the auxiliary pressure supply system and the wheel brakes (6-9). The pressure-controlled multidirectional valves (27,28) are structurally combined with a switching mechanism (41,42) to signal the operating condition of the brake system, in particular, a pressure breakdown or defective conditions of the valves. A connection is established, via one of the pressure-controlled multidirectional valves (27), between the pedal travel simulator and the braking pressure generator (1). The brake system can be applied to a slip-controlled system.

Abstract: A suspension for a vehicle including two hydraulic shock absorbers interconnecting respective remote zones of the suspended part of the vehicle to respective non-suspended parts. Each shock absorber is of the twin tube type with a compensation chamber which communicates with a lower chamber of the cylinder by way of a communication duct formed in a valve-containing endpiece. Inside the duct there are arranged a compression valve which allows the shock absorber fluid to flow towards the compensation chamber during contraction of the shock absorber and between the compression valve and the compensation chamber. A shut-off valve which is normally open is operated in the closing direction by a pilot pressure. The upper chamber of each shock absorber is connected by a respective hydraulic tube to a chamber controlling the shut-off valve of the other shock absorber. The shut off valve closes when the pressure exceeds a predetermined threshold.

Abstract: A push-button switch for motor vehicles having a snap-action switch system in which a snap spring integrally formed with a movable contact reed is clamped in a switching rocker. The switching rocker may be changed over between two end positions by way of a switching tappet of a push-button. Equal switching forces may be measured in both switching directions.

Abstract: A hydraulic power booster, in particular for the actuation of a master cylinder in a brake system of an automotive vehicle is disclosed including a pressure fluid source, a valve assembly by means of which the pressure fluid is adapted to be introduced into a booster chamber in dependence upon an actuating force. An axially slidable stepped booster piston confines the booster chamber and is provided with two piston parts of different diameters which are movable axially relative to one another by a predetermined amount. To enable instantaneous pressure build-up in the working chambers of the master cylinder upon commencement of braking, an intermediate piston part is coupled to the primary piston of the master cylinder and is caused to move ahead of the actual booster piston part.

Abstract: An electrohydraulic switching device for emitting electric control signals in dependence on supplied pressure signals. The switching device has a housing wherein a piston pressurizable by the inlet pressure is arranged so as to be axially displaceable. The piston is spring-loaded against the inlet pressure by means of a compression spring arranged between a spring plate and a guide means. The spring plate is secured at the piston by means of a snap ring, and the switching device has an actuating plate for actuating an electric switching mechanism. The actuating plate is positively connected with the piston, with the compression spring at its end facing the switching mechanism being axially guided by the guide sleeve.

Abstract: A traction slip control device is disclosed including a sensor which senses a beginning slip action at at least one of the driving wheels. Connected to the sensor is a control circuit which, via an auxiliary drive, actuates the throttle valve of the drive motor in a closing manner when the sensor feeds a slip signal to the control circuit. The auxiliary drive is an articulated hydraulic control element. Its piston rod forms the push rod of a crank mechanism whose crank member is connected by means of a transmission cable with the throttle valve linkage. The accelerator pedal acts via a second transmission cable upon sector disk which is connected with the crank member via a spring. As the traction slip control device reacts, the hydraulic control element turns the crank member in order to close the throttle valve. In this process, the spring is stretched, and the crank member follows according to the position of the sector disk.

Abstract: A pressure control unit comprises a housing and a regulating device connected between an inlet and an outlet thereof and actuated by a control force. To accomplish low-priced manufacture, great reliability of function and valve-tightness, it is arranged so that the control piston is of bipartite design and includes an integrated valve seat.

Abstract: A vehicular hydraulic brake system with anti-locking, wherein there is provided a master cylinder (27) with a power booster (9) connected upstream thereof for the purpose of supplying the brake-actuating members (32, 33, 36 37) with pressure. Valves (34, 35, 38, 39) are provided for the pressure control of the brake-actuating members (32, 33, 36, 37) and wherein a pressure piston (23) of the hydraulic power booster (9) can be acted upon by the pressure of an auxiliary pressure source (1) in the brake's release direction. To structurally simplify the brake system, the present invention provides that a housing chamber (24) which can be acted upon by the pressure of an unpressurized supply reservoir (5) or of the auxiliary pressure source (1), alternatively, is confined by an end face of the pressure piston (23) remote from the pedal.

Abstract: A hydraulic brake unit for automotive vehicles, with brake slip and traction slip control is furnished with a brake pressure generating assembly (1) with an auxiliary hydraulic pressure supply system comprising a hydraulic pump (5) and an auxiliary pressure modulation valve (6). On the start of the slip control action, an auxiliary hydraulic pressure is generated and the auxiliary pressure supply line (18) connected, instead of the brake pressure generating assembly (1), to the wheel brakes (12 to 15). By means of a 2/2-way valve being normally switched to free passage, the reflux path from the modulation valve (6) to the pressure balancing tank (7) can be shut off. In this manner an auxiliary pressure is generated also when the modulation valve (6) is not subject to any control action, by which auxiliary pressure a pressure can be generated in the wheel brakes (12 to 15) independently of whether a brake actuation takes place or not.

Abstract: A slip-controlled brake system for automotive vehicles including provision of a static brake circuit into which pressure fluid out of a dynamic pressure fluid circuit can be introduced during slip control via a multi-directional control valve. The master cylinder assembly connected for this purpose to a hydraulic brake power booster comprises a partition or floating piston designed as a stepped piston and isolating the two working chambers of the master cylinder. The large step of the floating piston is sealingly guided in the master cylinder bore, the working chamber in front of the large step communicating by way of a pressure fluid conduit with the booster chamber and with the brake circuit of the wheel brakes of the rear wheels.

Abstract: To avoid dangerous pressure decreases in antiskid systems, it is necessary to continuously monitor the operability of the electrical components. The present invention ensures maximum reliablity and a simple circuit configuration. Electrical signals are generated during the period of time in which a pressure decrease occurs and/or by the speed of pressure decrease at each wheel of a vehicle axis and are subtracted from one another. If the absolute value of the difference reaches a limiting value, the disturbed part of the system will be prevented from causing a further pressure decrease.

Abstract: A traction slip control device for motor vehicles is disclosed including a sensor responding to a beginning slip of the driving wheels. The sensor operates via a control circuitry, the accelerator pedal-operated throttle valve at the vehicle engine, in a manner for reduction of the engine's driving power. The accelerator pedal is overriden by means of a hydraulic control element connected in. Parallel to the accelerator pedal is a piston rod arranged in a bore within a stepped piston associated with the hydraulic control element. The piston rod is, via a ball lock, adapted to be axially coupled with the stepped piston such that the piston rod is entrained by the stepped piston and shifts the throttle valve in the direction of closure in opposition to the force acting upon the accelerator pedal.

Abstract: For traction slip control, the wheel brakes (13, 14) of the driven wheels (VR, VL) are connected to the auxiliary-pressure source (5, 6) of the brake system by electromagnetically actuatable multidirectional control valves (E11, E12). In an initial phase at the beginning of brake actuation, the wheel brakes (13, 14) are connected for a short time to the pressure-compensating reservoir (7) of the brake system by way of biassed non-return valves (29, 30) and an outlet valve (A28) so that, prior to the actual commencement of traction slip control, lost travels are covered, the wheel brakes (13, 14) are applied and defined and even pressure level is thereby produced in the wheel brakes.

Abstract: An auxiliary-energy-supplied brake slip control system of a vehicular hydraulic brake system with a brake-pedal-operable master cylinder arrangement (12) and with auxiliary energy supply into the working chamber (16) of the master cylinder. The master cylinder piston (23) portion facing the working chamber (16) is enclosed by a sleeve (58) which is longitudinally displaceable with respect to the master cylinder piston (23) and the master cylinder bore (63). The master cylinder piston (23) having radially extending projections or a collar (66) which, in the brake release phase, rests at the working-chamber-side front face of the sleeve (58) and moves the same back into its initial position. The booster-side front face of the sleeve (58) confines an annular space or a chamber (69) provided in the master cylinder housing and communicates with the booster chamber (21) by way of a pressure line (64).

Abstract: A slip-controlled brake system for automotive vehicles contains a braking pressure modulator (5) operated as a function of the deceleration and having an inert mass (10) which rotates with the vehicle wheel and which, upon a deceleration of the wheel, against resetting forces, is axially displaceable on a shaft (9) rotating with the wheel velocity. A wheel deceleration threshold value being exceeded, a valve member (21) will be actuated and thus the braking pressure will be prevented from increasing further or there even will be a reduction of the braking pressure. The deceleration threshold value is not constant but variable dependence on the braking pressure in the wheel brake (4) of the controlled vehicle wheel. Thereby an adaption of control to the road conditions or rather to the momentary friction coefficient is achieved.

Abstract: A slip-controlled brake system for all-wheel drive motor vehicles is provided with differentials (16,19,20) for balancing track difference between the individual wheels (VR, VL, HR, HL). Wheel sensors (31-34) and electrical circuits (9) for generating brake pressure control signals are provided to control the brake pressure in the event of imminent locking. A disconnecting clutch (37) is inserted into a driving split axle (25) connecting a wheel to the rear axle differential (20). The disconnecting clutch (37) can be actuated either electromagnetically or hydraulically. Upon commencement of the brake slip control or at a predetermined time thereafter, the disconnecting clutch (37) is disengaged thereby rendering the coupling between the rear wheels and/or between front and rear axles ineffective thereby to permit an individual slip control by way of the individual control channels.