Abstract: An arrangement for a hydraulic brake booster through which a pump-circulated fluid is throttled for supplying fluid to the brake booster includes a throttle element which is actuated by the booster pressure through a control spring. The control spring and a piston associated therewith limits the maximum amount of pressure that can be throttled so that a separate pressure-limiting valve, for instance, is not necessary.

Abstract: The standby supply for delivering pressure fluid to a user component includes a fluid pump as a primary fluid source coupled to the user component by a first check valve, an accumulator as a secondary fluid source coupled to the pump by a second check valve for charging the accumulator and a valve arrangement coupled to the pump, the accumulator and the user component responsive to pressure from the pump to control a connection from the accumulator to the user component.

Abstract: A brake booster includes a booster piston adapted to be acted upon by the pressure fluid metered through a valve device and displacing a master cylinder piston. A pressure chamber is formed between the booster piston and the master cylinder piston. An additional stepped piston is provided whose larger surface is exposed to the metered pressure fluid and whose smaller surface feeds a predetermined amount of pressure fluid into the pressure chamber so that the brakes are applied after only a short brake pedal travel.

Abstract: There is disclosed a hydraulic brake booster comprising a valve spool providing for alternate connection of a booster chamber with a source of pressure-transmitting fluid and an unpressurized return reservoir. The source of pressure-transmitting fluid is a pump-circulated fluid adapted to be throttled by a mechanically actuatable throttle valve arranged coaxially with the valve spool. Since the throttle valve is actuated independently of the pressure in the booster chamber, the need to produce a supply pressure when the brake is not actuated is eliminated. The pump is subjected to load only during the relatively short period of brake activation.

Abstract: A throttling arrangement for braking systems with antiskid control disposed between the pressure-control device and the wheel braking cylinders. The throttle is so designed that a valve passageway bypassing it remains open until a preset braking pressure is reached. This arrangement ensures rapid brake application in the lower pressure range while at the same time permits a restricted increase of the braking pressure in the upper pressure range independently of the frequency of the antiskid control cycles.

Abstract: A housing includes therein a servo pressure control valve disposed in parallel to a master-cylinder piston. The foot pedal operates an actuating member which operates directly on the master-cylinder piston and via a forked section of the actuating member on the servo pressure control valve.

Abstract: A control valve is used in an antiskid braking system which has a main piston displaced to effect antiskid control. The outlet end of a chamber formed by one end of the piston communicates with the wheel cylinder while the other end of the piston defines an inlet chamber in communication with the master cylinder. To avoid pressure surges in the direction of the master cylinder a reaction piston having one end bearing against the main piston and the other end defining the inlet chamber. The reaction piston is hydraulically biased against the main piston. As a result, the reaction piston follows the displacement of the main piston so that there are no or only minor volume changes in the inlet chamber.

Abstract: A pressure control arrangement for hydraulic brake systems including a plunger piston which is sealingly slidable with a bore and which defines a chamber connecting with at least one brake cylinder. The chamber is connected with a brake pressure source through a valve which is kept in the open position by a connection to an auxiliary pressure source which prevents the valve from reaching or maintaining its closing position when the auxiliary pressure has failed. The auxiliary pressure is controllable for effecting an anti-skid control for which purpose the auxiliary pressure source is connected with a control chamber which is opposite the valve chamber connected to at least one wheel brake cylinder through at least one auxiliary valve.

Abstract: A braking system provides for a master cylinder of the tandem or split type connected through a control pressure device to the wheel cylinders of brakes for at least one of the wheels which includes a modulating valve controlled by the master cylinder pressure which provides an auxiliary pressure obtained from a source of brake fluid under pressure. The modulating valve feeds through a control valve which is under the control of an electronic anti-skid device. Thus, the modulating valve controlled by the master cylinder's pressure through the control valve effects the operation of the pressure control valve and applies the brakes of the vehicle.

Abstract: A hydraulic transmission is provided between the booster piston and the master cylinder piston which is automatically interrupted if the booster power is not present. In this arrangement, when booster power is not present, a sufficient pressure can be generated with brake pedal effort alone, making use of the full permissible pedal travel.

Abstract: The brake system includes a master cylinder having a master-cylinder piston slidable in a working chamber, a power source and a pressure-control valve disposed in axial alignment with the piston. The pressurized fluid of the power source controlled by the control valve is directed to the wheel brake cylinders via the working chamber without displacement of the piston. This arrangement makes it possible to operate the wheel brake cylinders by the power source without actuating the piston. The piston is actuated only if the power source fails. An antiskid control system is disposed in the hydraulic lines between the working chamber and the wheel brake cylinders. A hydraulic valve arrangement is disposed in return lines from the antiskid control system to an unpressurized reservoir to deactivate the antiskid control system when the power source fails.

Abstract: A solenoid operated 3-way, 2-position directional control valve for use in an antiskid regulation system includes an armature controlled by a solenoid and is firmly connected to a valve spool movable in a bore. The valve spool enables an outlet port to wheel brake cylinders to communicate with a fluid source (master cylinder) or a reservoir. The valve spool is actuated by the pressure at the outlet port in the direction of the solenoid and in opposite direction by the pressure of the fluid source such that the valve spool assumes an intermediate equilibrium position between its two normally open and normally closed positions. In this equilibrium position the outlet port is blocked from both the fluid source and reservoir.

Abstract: The arrangement comprises a brake valve for controlling servo pressure which is proportional to the actuating force at a brake pedal and first and second displacement pistons each actuating a different brake circuit. The second displacement piston is actuated on its rear surface under control of the brake valve by the servo pressure introduced into a chamber behind the second displacement piston. The chamber is defined by the second displacement piston and an ancillary piston in a common housing bore. The ancillary piston has connected to its surface remote from the second displacement piston a tappet which in its end position rests against a housing stop. The first displacement piston is actuated by a balance arm, which is pivotably supported by the first displacement piston and the tappet, and a force transmitting member which is displaced by servo pressure when the servo pressure is present.

Abstract: The brake system includes a tandem master cylinder and a control valve for introducing pressure supplied from a power source. The main feature of the present invention is that the pressure from the power source is first introduced into annular chambers behind the sleeve seals of both the tandem master-cylinder pistons. This makes it possible for the pistons to travel only a small distance if power from the power source is available. Thus, the pistons can be dimensioned in accordance with the force the driver is able to exert with his foot in the event of failure of the power source.