Abstract: A braking pressure control unit is actuatable in a load-responsive manner by way of an actuating device (10), a spring device (6), and a transmission lever (3) supported at the housing (1) of the braking pressure control unit. The actuating device (10) comprises a first actuating element (11) fastened at a part of the vehicle which is movable in a load-responsive manner relative to the housing (1), of a second actuating element (9), and of a spring (18) arranged between the two elements. Assembly at the vehicle is effected with the spring device (6) being blocked. By the use of the spring (18) supporting itself at the vehicle by way of the first actuating element (11), the transmission lever (3), by way of the second actuating element (9), is pressed into the position which it adopts when the control valves of the braking pressure control unit are in a defined open position.

Abstract: A circuit configuration for a slip-controlled vehicle brake system is equipped with sensors (10-13) for the determination of the rotational behavior of the front and the rear wheels and with electronic circuits (18, 30) for the processing, logic combining and monitoring of the sensor signals and for the generation of control signals. The control signals allow control of the braking pressure variation at the wheels. Upon failure or malfunction of a sensor (10-13) or in the event of an interference in the signal path, the brake slip control is switched over to being responsive to the rotational behavior of another wheel according to a predetermined selection criterion.

Abstract: A control valve with a control slider (9) comprising bead-type areas (17, 18, 19), by means of which the control slider is slidably arranged in the cylinder bore (8). The areas (17) and (18) isolate the inlet (2) from the outlet (3), while the area (19) isolates the outlet (3) from the leakage oil port (4). The clearance between the areas (17) and (18) of the control slider (9) and the wall of the cylinder bore (8) is smaller than the clearance between the area (19) of the control slider (9) and the wall of the cylinder bore (8). The output pressure is kept within close tolerances with only minor leakage losses.

Abstract: A hydraulic brake system for automotive vehicles comprises a master cylinder (4) with at least two working chambers (3,5) and comprising at least two brake circuits. A first brake circuit is in constant hydraulic communication with a first working chamber (3) of the master cylinder (4), while a second brake circuit is connected to the second working chamber (5) of the master cylinder (4). A pressure control valve (1) is inserted into the connection between the working chamber (5) and the second brake circuit, the valve enabling to take influence on the pressure in the second brake circuit in a predeterminable fashion. The pressure control valve (1) is switchable by a slip monitoring electronics (62) so that braking pressure control in the second brake circuit will take place exclusively in the event of failure of the brake slip control apparatus.

Abstract: A slip-controlled brake system for automotive vehicles comprises a braking pressure generator (1) including a power brake booster (2) supplied with auxiliary energy, as well as of a master cylinder (3) directly connected thereto. The wheel brakes of the rear axle HA are connected to the power brake booster (2), while the front-wheel brakes communicate with the working chamber (16) of the master cylinder (3). For the purpose of brake slip control, inlet valves (EV) are inserted into the pressure fluid conduits to the wheel brakes, and outlet valves, (AV) are inserted into the pressure fluid lines from the brakes to a pressure supply reservoir (15).

Abstract: A slip-controlled brake system for automotive vehicles with driven front and rear axles is equipped with a pedal-actuated braking pressure generator (1) comprising a power brake booster (2) connected to an auxiliary pressure source (4). The booster communicates directly with one or several wheel brakes (HR, HL) and which acts upon a master cylinder (3), to the working chambers (6, 7) of which the other wheel brakes (VR, VL) are connected. Electromagnetically actuatable multi-directional control valves (EV, AV, 16) contained in the pressure fluid conduits leading to the wheel brakes and in the pressure fluid return lines to a supply reservoir as well as in a pressure fluid conduit (14) leading from the power brake booster (2) to the master cylinder (3) serve on control action to reduce the braking pressure at the individual vehicle wheels and to deliver pressure into the master cylinder (3).

Abstract: A hydraulic brake system with slip control, in particular for automotive vehicles, comprising a master cylinder (2) actuatable by a hydraulic power booster (1), in which brake system valve means (23, 24, 28, 29, 32, 33, 34, 35) are inserted between the master cylinder (2) and the wheel brakes (25, 26, 30, 31), connected to the master cylinder (2) which allow to remove pressure fluid from the wheel brakes (25, 26, 30, 31), while the pressure fluid taken from the wheel brakes (25, 26, 30, 31) can be replenished out of the pressure chamber (10) of the hydraulic power booster (1), wherein the master cylinder piston (5) is designed as a stepped piston and an annular surface (18) of the master cylinder piston (5) remote from the working chamber (16) is adapted to be acted upon by the pressure of the working chamber (16), and wherein the chamber (19) confined by the annular surface (18) is connectible to an unpressurized supply reservoir (11) by way of a travel-responsively controllable valve (51).

Abstract: A brake system with slip control for vehicles with front-wheel drive or all-wheel drive comprises two hydraulically isolated pressure-medium circuits (2, 3), to which one front wheel and one rear wheel each (VL, HR; VR, HL) are connected. Through a pair of valves (17, 19; 18, 20) consisting of inlet valve and outlet valve, the braking pressure in the two hydraulic pressure-medium circuits is varied upon recognition of an imminent locked condition. The braking pressure in the front-wheel brake is maintained constant by one additional valve (21, 22) connected upstream of the front-wheel brakes (4, 6) in the event of decrease or in the event of further increase of the pressure in the rear-wheel brake (5, 7) that is connected to the same hydraulic pressure-medium circuit (2 or 3, respectively).

Abstract: A hydraulic vehicle servo brake comprises a master cylinder (11) accommodating at least one stepped main-piston assembly (12). A booster piston (12') is provided which is acted upon by a controlled pressure with the controlled pressure being delivered by a brake valve (29) governed by the brake pedal. When the brake pedal (13) is not depressed, a valve contained in an annular chamber is opened and connects the annular chamber to the supply reservoir. In the event of slight advance movement of the main-piston assembly (12), the valve (20) will close. In this case, a wheel-slip brake control unit will shut off the annular chamber (19) hydraulically towards the outside. To accomplish a compact design, the booster piston (12') and the tapered main piston part (12") are united to form an integral piston (26) of constant diameter.

Abstract: A hydraulic servo vehicle brake is provided with a pedal-actuated master cylinder (11) and a first brake circuit I is connected to the pressure chamber (76) subjected to the pressure exerted by the master piston (24). Between the brake pedal (16) and the master piston (24), a brake application valve (17) is arranged which, on actuation by the brake pedal (16), applies pressure medium supplied by a hydraulic pump (18) connected with a fluid reservoir (27) in a controlled manner to the master piston. A wheel slip-brake control unit is provided which, in the event of incipient slip of a vehicle wheel, automatically reduces the brake power at the relevant vehicle wheel to a value just enabling the wheel to rotate and which comprises a switching valve (21) which is also subjected to the controlled pressure and is normally closed and opens at incipient slip of the associated vehicle wheel in order to apply the controlled pressure to the pressure chamber on which the master piston acts.

Abstract: A brake shoe arrangement for disc brakes for motor vehicles, and a method for the production thereof, comprising a brake shoe (2) including an anchor plate (4) having a friction pad (6), secured thereto and comprising a wire brake shoe spring (18) formed as a stem spring and including at least two winding sections (20,22) from which emerges one free spring stem, with the brake shoe spring (18) being inserted into at least one recess (12,14) of the anchor plate such that one winding section is located on one side of a bridge-type projection (16) provided in the recess. The projection extends substantially in parallel to the anchor plate. In order to provide a safe support for pad-wear warning contact (10), the bridge-comprising (16) forms a substantially closed ring comprising a continuous aperture (34).

Abstract: A device for determining the rotational speed of a rotating component, in particular of a brake disc (1) of an automotive vehicle brake, the brake disc (1) containing recesses (2) shaped at preferably regular distances and lying opposite to a probe. A contact element (5) is provided as the probe which is adapted to move into abutment on the brake disc (1) and which, when overriding each recess (2), will interrupt an electric circuit comprising an evaluation circuit.

Abstract: A brake system with brake slip control and traction slip control provided for road vehicles comprises a braking pressure generator (1) comprising a single-type or tandem-type master cylinder (2, 9, 9'), a power brake booster (10, 10', 10") connected upstream in the pedal line and a positioning device (11) between the master cylinder and the power brake booster. Multiple-way valves (4, 5, 5', 5", 5"', 34-36, 49-51, 66-68) are provided which, in the event of brake slip control, cause dynamic fluid delivery out of a dynamic circuit, (e.g., a power brake booster (7, 10, 10', 10")) and which, for traction slip control, will interrupt the connection to the dynamic circuit and bring about direct communication with the auxiliary energy source (8, 8').

Abstract: A brake system comprises a tandem master cylinder (24) with working pistons (19, 27), each of which confining a working chamber (25, 29). Upstream of the tandem master cylinder (24) a power booster (1) is connected which is connected to an auxiliary energy source (8) for the pressure supply. Connected to the booster chamber (3) are valves (22, 23) which are controllable by the pressure of the booster chamber (3) and by which a pressure medium communication may be established from the auxiliary energy source (8) to the working chambers (25, 29) of the tandem master cylinder (24) and a dynamic inflow of pressure medium takes place.

Abstract: A hydraulic servo vehicle brake with a tandem master cylinder wherein the first master piston (24) is provided with a cylindrical axial bore toward the piston pressure chamber (76). A second master piston (80) extending to the master cylinder bottom (79) is tightly slidably arranged in the axial bore. A non-return valve (23) provided as a sealing cup is provided between the second master piston (80) and the annular portion (24"') of the first master piston (24). Between that portion of the second master piston (80) which projects from the axial bore (78) and the master cylinder (11), an annular chamber (22) is provided which is linked with a three-position two-way valve (33) controlled by the controlled pressure. With no application of controlled pressure, the three-position two-way valve (33) links the annular chamber (22) to the fluid reservoir (27). In the presence of a slight controlled pressure, the valve (33) interrupts the link.

Abstract: In the process, a spring device is pivotally connected to a transmission lever which is movable between two defined positions. The free end of the spring device is subjected to a defined load and is fixed stationary while the transmission lever is in the defined position corresponding to the closing position of the valve. Thereupon, the length of the prestressed spring device is fixed, which results after swiveling of the transmission lever into the other defined position. The effect of the spring tolerances on the precision of adjustment of the change-over point is excluded. The brake pressure control unit apparatus is provided with first and second stop elements fastened to the spring device with a removable spacing element inserted between the stop elements. The distance between the stop elements corresponds to a determined amount of spring preload fixed by the spacing element.

Abstract: In a brake-slip controlled brake system for automotive vehicles, each one front wheel and one rear wheel are assigned to one joint braking pressure control channel (6, 8; 7, 9). Sensors (S.sub.1 -S.sub.4) for determining the wheel rotational behavior are disposed at all wheels. After their electronic combination and processing, the sensor signals serve to govern braking pressure modulators, e.g. solenoid switching valves (6-9).In the presence of sufficient friction of the front wheels (V.sub.R, V.sub.L), brake slip control is dependent on the rotational behavior of the front wheels. In the event of too low friction, brake slip control is switched over to the rear wheels (H.sub.R, H.sub.L), preferably to the rear wheel having least deceleration which thereby takes the lead as regards the control of the further braking pressure variation.

Abstract: A slip-controlled brake system for automotive vehicles comprising a braking pressure generator (3) with a power brake booster (2) supplied by an auxiliary pressure source (7), with the booster communicating with the wheel brakes of one axle by way of multi-directional control valves (EV) and acting upon a master cylinder (3) which communicates with the wheel brakes of the other axle. For traction slip control, the working chamber (11) of the master cylinder (3) is connectable to the auxiliary pressure source (7) by way of multi-directional control valves (9, 13).

Abstract: A slip-controlled brake system for automotive vehicles with a driven axle and a non-driven one has a braking pressure generator (10) connected to an auxiliary pressure source (9), to the braking pressure generator (10) the wheel brakes of a front wheel (VR, VL) and of a rear wheel (HR, HL) are connected by way of two separate pressure medium circuits. The braking pressure in the two circuits (I, II) at first is jointly controlled by means of an inlet valve and an outlet valve each (5, 13 and 7, 14 respectively). However, a far-reaching decoupling of the pressure variation in the two wheel brakes connected to one circuit (I or II, respectively) is achieved by means of additional 2/2-way valves (6, 15) in the pressure medium line towards the wheel brakes of the non-driven wheels (HR, HL).

Abstract: A vehicular hydraulic brake system wherein valve means are provided which in the release position of the brake and during normal braking actions establish communication between diagonally opposite wheel brakes and which preferably hydraulically connect the wheel brakes of the rear axle of the automotive vehicle with each other. In order to achieve a higher degree of operational safety a change-over valve which is controllable by the pressure prevailing in the pressure chamber of the hydraulic power booster is connected at each wheel brake of the rear axle. Each change-over valve connects diagonally opposite wheel brakes with each other in a first position and, upon pressurization, interrupts this communication and establishes a communication between two wheel brakes of one vehicle axle.