Abstract: A pump having a simple and compact construction which permits leakage test of the pressure valve both outside and inside the pump housing, and, if necessary, ensures ease of replacement of individual parts, such as replacement of the pressure valve or the valve seat member, if leakage occurs during testing. The peripheral surface of the valve seat member facing the cover has a conical chamfer onto which an annular projection of the cover is movable into sealing abutment and is radially expandable to provide a press fit engagement.

Abstract: A sealing element is fitted between the outside periphery of the magnet armature and the inside periphery of the valve housing and, parallel to the sealing element, an orifice is fitted in the armature, thereby establishing a permanent pressure fluid connection between the pressure fluid chamber disposed inside the magnet armature and the pressure fluid chamber disposed outside the armature.

Abstract: An anti-lock hydraulic brake system is described wherein a throttle valve has a restrictive flow condition which becomes effective in the brake line in the event of brake slip control. Pumps for reapply pressure deliver fluid to the wheel brake via this restriction and regulating the pressure in the wheel brake is performed by control of an outlet valve. The throttle valve is operated hydraulically by various arrangements including the application of pump pressure, or by wheel brake pressure applied upon opening of the outlet valve at the start of an anti-lock control cycle.

Abstract: An anti-lock-controlled hydraulic brake system is described having a pump (9) and a master brake cylinder (1). An arrangement for controlling the pump pressure is integrated in the master brake cylinder ( 1 ) and consists of the combination of a connection of the pump to the master cylinder and reservoir, and a primary seal (30, 34) cooperating with a compensating hole (36) in the master cylinder wall. The seal (30, 34) consists of an elastic ring (37) lying on the inside and of a slide ring (38) lying on the outside. The necessary communication between the storage reservoir ( 7 ) and the brake circuits, which enables the brake circuits to be resupplied via a non-return valve, is effected via the nonreturn valves (10, 11) of the pump (9). The double seal can be backed by a secondary seal (41) which completely seals the working chamber against leakage flow past the primary ring seal.

Abstract: In a hydraulic brake system for automotive vehicles with an electronically controlled brake force distribution and with anti-lock control, the rear-wheel brakes are connected via inlet valves (5, 7) closed in their inactive position. Placed in parallel to these valves is an arrangement (13, 14; 13', 14') which is substantially composed of the series connection of a brake force regulator (17, 18, 17', 18') with a throttle (15, 16) or a multiple-way valve (21, 22) which is open in its inactive position.

Abstract: A circuit configuration for a brake system with anti-lock control and traction slip control comprising, wheel sensors for generating electric signals representing the wheel rotational behavior and circuits for the cornering identification is provided such that lateral reference speeds (13, 14) are formed by virtue of selection circuits (8, 9) which select leading wheel speed according to specific criteria, and by virtue of a filter means (10, 11) whose time constants (12) are variable. A difference signal (DVS) is formed of the lateral references speeds (SRG.sub.L, SRG.sub.R), the magnitude of which is variable by inverse feedback. This difference signal (DVS) serves to actuate an adaptation circuit (18) as a function of the vehicle reference speed (V.sub.REF). The adaptation circuit influences on the control thresholds of the anti-lock control and traction slip control to adapt the control to the particularities of cornering.

Abstract: The circuit configuration for a brake system having an anti-locking control generates pulse-type brake pressure control signals. For pressure rebuild-up after a pressure decrease, brake pressure is applied first at a steep and subsequently at a flatter gradient, this being achieved by a variable pulse (P1) and by short fixed pulses (P2) succeeding one another at a large interval. Circuits are provided rendering dependent the pulse and pulse break times (T.sub.1, T.sub.2, T.sub.k) determining the pressure build-upon the duration of the pressure build-up (T.sub.1) during the steep-rise build-up in the preceding cycle,on the duration (T.sub.1 +nT.sub.2) of the entire pressure build-up in the preceding cycle, andon the duration (T.sub.o) of the preceding pressure decrease, with the pulse times being so dimensionedthat, at a constant coefficient of friction and at a constant static pressure, the locking limit of the wheel is rereached after a predetermined period of time or after a predetermined pulse number.

Abstract: A brake system with anti-lock and/or traction slip control, wherein quantities (.DELTA.t.sub.EV, .DELTA.t.sub.AV) determining the pressure in the wheel brakes (10, 11) are measured and assessed. A wheel pressure pattern (p(t)) is formed from these quantities by integration which, by approximation, represents the pressure variation in the wheel brakes (10, 11). The output signal of the integrator (20) is fed back to the control logic (16) and assessed for slip control and/or braking pressure control. For the integration, taken into account are the braking-pressure-increase and braking-pressure-decrease characteristic curves (P.sub.A, P.sub.E) and the initial conditions (21) which represent the initial pressure upon commencement of the control.

Abstract: In a hydraulic brake system for automotive vehicles with an electronically controlled brake force distribution and with anti-lock control, the rear-wheel brakes are connected via inlet valves (5, 7) closed in their inactive position. Placed in parallel to these valves is an arrangement (13, 14; 13', 14') which is substantially composed of the series connection of a brake force regulator (17, 18, 17', 18') with a throttle (15, 16) or a multiple-way valve (21, 22) which is open in its inactive position.

Abstract: For controlling the slip when braking a road vehicle and in particular for improving control in case of different friction values on the right and left vehicle sides the rotational behavior of the front wheels and, as a measure of the vehicular velocity and vehicular deceleration, the rotational behavior of the rear wheel running with a higher friction value are observed. The rotational behavior of the front wheels and the vehicular deceleration are evaluated in accordance with criteria manifesting the danger of yawing moments which are excessive with respect to the driving stability of the vehicle. Upon reaching a predetermined vehicular deceleration threshold value representative of high yawing moments, any further yawing moment increase is restricted by limiting the braking pressure or the braking pressure increase at the front wheel having a better road surface contact.

Abstract: For controlling a traction slip control system with brake and motor management, motor regulating signals (m) are derived from electrical signals indicative of the brake pressure or which influence the brake pressure. Preferably, a brake pressure pattern (p[t]) is formed taking into account the pressure build-up and pressure decrease characterics of the wheel brakes or of the entire system as a basis for computing the motor regulating signals (m).

Abstract: A braking pressure regulating device, in particular an anti-lock control device for hydraulic brake systems of automotive vehicles, comprising a master cylinder and a pressure modulator for the variation of the hydraulic pressure in the wheel cylinders during the braking pressure control mode. The device is equipped with a motor-driven pump (8) for generating a hydraulic pressure and with an electronic control unit (5) for controlling the valves of the pressure modulator (2). During the braking pressure control mode, the working chambers (10, 15) of the master cylinder (16) are exposed to pump pressure. Caused by the pump pressure in the working chamber (10), the push rod piston (11) and thus the brake pedal (1) disadvantageously are returned into their basic position in prior-art devices. The present arrangement provides that the switching positions of the regulating valve incorporated in the push rod piston are shifted into the cylinder during the braking pressure control mode.

Abstract: An anti-lock hydraulic brake system comprising a separating valve (14) and a regulating valve (19). A combined arrangement is provided wherein the valves are connected into each other. The movability (play s) of the piston (30) affords the event that a compensating volume for the control action in the event that the output of the pump is insufficient in specific situations requiring a large amount of fluid for control.

Abstract: A slip-controlled brake system for automotive vehicles equipped with a deceleration-sensitively actuated brake pressure modulator (1) comprising a shaft (7) rotating together with the wheel (6) and an inert mass (8) arranged on said shaft. If a critical wheel deceleration is exceeded, the inert mass (8) is axially displaced on the shaft (7) by an arrangement comprising a ball (10) and an inclined ramp (9), and the brake pressure in the wheel brake (5) of the associated wheel (6) is, by way of a lever (16) actuating a brake pressure control valve (17), thus controlled, that is maintained and/or reduced. The rotating inert mass (8) which, due to its inertia, at first continues to run at unreduced speed when the control action sets in, is slowed down to the rotational speed of the shaft (7) by a force depending on the instantaneous brake pressure in the wheel brake (5). During the control phase, the reference quantity (v.sub.

Abstract: A hydraulic servo brake system with slip control. Brake circuits (18, 22, 25) with supply valves (28, 32, 35) and discharge valves (29, 33, 36) for the control of the wheel cylinder pressures during slip control are provided. Throttle points (38) are arranged within the supply valves. Each supply valve is bridged by an auxiliary valve (31, 34, 37) which is switchable into the closed position when the slip control action sets in. In this manner, the pressure gradient for the brake pressure build-up in the wheel cylinders is high before the slip control and low during the slip control.

Abstract: In order to control the wheel slip with an anti-lock brake system, in a vehicle with all-wheel drive and lockable differentials (29, 33), in particular with a lockable distribution differential (29), further braking pressure rise in the rear-wheel brakes (9, 10) is prevented for a predetermined period of time, with the locks (34, 35) engaged and with slip control activated. As a result, the driving stability of the vehicle is increased during braking with slip control and with the differential locks (34, 35) engaged.

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: 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 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 hydraulic brake system for all-wheel driven motor vehicles equipped with lockable differentials (2, 3) is provided with sensors (S.sub.1 -S.sub.4, 33-36) for measuring the rotational behavior of the wheels. Electronic circuits (44) are provided for logic combining and processing the sensor signals, and for generating braking pressure control signals by way of which the brake pressure in the individual wheel brakes (16-19) is variable in response to the rotational behavior of the wheels and to a reference variable. To compensate the increased moments of inertia as a result of the moments transmission, by way of the lockable differentials (2, 3) in this brake system the brake pressure in the rear-wheel brakes (18, 19), can be modulated at a lower control frequency as compared with the brake pressure in the front-wheel brakes (16, 17).