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 hydraulic brake system is described having a bypass line to a pump used to evacuate and pressurize the wheel brakes during antilock control. A pressure control valve in the bypass line regulates the pressure in the pressure line to the master cylinder pressure level. A low pressure accumulator absorbs recirculated fluid flow from the bypass line. A pressure operated valve opens only when a difference in pressure between the master cylinder pressure and the pump outlet pressure line pressure develops. The consequence is that a non-return valve a and pressure operated valve in combination bring about isolation of the master cylinder during antilock control to prevent brake pedal reaction to pump pressure developed during a braking pressure control operation. When the accumulator is fully charged, the bypass line is closed by means of a shut-off valve operated by an accumulator piston so that the pump delivers fluid via the pressure valve (18) back into the master cylinder (1).

Abstract: An anti-locking, hydraulic brake system is described comprising a master cylinder (4), a pressure fluid collector, at least one wheel brake (5) which, through a master pressure conduit (7), is in communication with the master cylinder (4) and, through a return conduit (12), is in communication with an auxiliary pressure pump (8), an electromagnetically actuated outlet valve (13) in the return conduit (12), and a hydraulically controlled inlet valve (6) in the master pressure conduit (7). The pump is connected to the wheel brake by an auxiliary pressure conduit having a throttle restriction therein. A control conduit branching from the auxiliary pressure conduit upstream from the throttle restriction operates the inlet valve.

Abstract: An anti-lock brake system with traction slip control comprising a pedal-actuated, auxiliary-force-assisted braking pressure generator (1) having a master cylinder (2), to which the wheel brakes (31, 32, 33, 34) are connected by way of main brake lines (62, 63) of auxiliary-pressure hydraulic pumps (21, 26), and of wheel sensors (S1, S2, S3, S4) and electronic circuits (28) for determining the wheel rotational behavior and for generating electric braking-pressure control signals. For the purpose of brake slip control, the signals control electromagnetically actuatable pressure-fluid inlet valves (24, 25, 29, 30) and outlet valves (22, 23, 35, 36) inserted into the pressure-fluid lines. The pistons (6, 7) of the master cylinder (2) are furnished with central control valves (10, 11) and the brake lines (62, 63) communicate with the motively driven pumps (21, 26) by way of supply lines (45, 46) in which non-return valves (38, 39) are arranged.

Abstract: An anti-lock controlled/traction-slip controlled brake system operating according to the return delivery principle. A charging circuit is provided for charging an accumulator (20). In order to charge the accumulator, valves (21, 22 and 15) are switched over, thereby establishing a pressure fluid connection between the master brake cylinder as well as the regulating valves (11, 15) by way of the pump (14) to the accumulator (20). The pump delivers fluid out of the supply reservoir (4) connected with the master brake cylinder into the accumulator (20). Since the connection between the master brake cylinder (1) and the wheel brakes remains open when the accumulator is charged, a braking operation is immediately possible even during the charging operation.

Abstract: In a brake system with slip control comprising a pedal-actuated vacuum booster and a dual-circuit master cylinder, to which the wheel brakes are connected via brake lines, comprises an auxiliary-pressure source with a hydraulic pump and a pressure-compensating and pressure-fluid supply reservoir wheel sensors and electronic circuits for determining the wheel rotational behavior and for generating electric braking-pressure control signals which serve to control electromagnetically actuatable pressure-fluid inlet valves and outlet valves inserted into the brake lines and into the supply line for slip control, a valve is provided in order to control the auxiliary pressure and to adapt same to the pressure in the pressure chambers of the master cylinder.

Abstract: An anti-lock brake system with traction slip control includes a pedal-actuated, auxiliary-force-assisted braking pressure generator having a master cylinder to which the wheel brakes are connected by main brake lines, auxiliary-pressure hydraulic pumps, wheel sensors and electronic circuits for determining the wheel rotational behavior and for generating electric braking-pressure control signals which, for the purpose of brake slip control, serve to control electromagnetically actuatable pressure-fluid inlet valves and outlet valves provided in the pressure-fluid lines. Pistons of the master cylinder include central control valves which, in the brake's release position, open pressure-fluid connections between the pressure-fluid supply reservior and the pressure chambers and which, in the braking position, close the pressure-fluid connections. The brake lines communicate through supply lines with the pumps.

Abstract: A brake system for automotive vehicles, comprising a tandem master cylinder (1) and a vacuum brake force booster (2). A pump (34) is connected to the supply chambers (10, 11) of the tandem master cylinder (1), which pump is actuated by an electromotor (35) started by a brake slip control device to replenish, in the brake slip control, the pressure fluid volume discharged from the working chambers (4, 5) of the tandem master brake cylinder (1), by way of the supply chambers (10, 11) and the sleeves of the master cylinder pistons (6, 7). To control the pump pressure, a pressure control valve (36) is provided to the control chamber (37) of which a control pressure is applied, which is generated in a control chamber (23) by a control piston (24) coupled ahead of the tandem master brake cylinder (1). The control chamber (23), by way of a magnetic valve (39), is pressure-relieved when the brake slip control device is turned off.

Abstract: A brake system with slip control is disclosed including a master cylinder at whose working chambers the wheel brakes are connected via inlet/outlet valve pairs. A pressure compensation reservoir and an auxiliary pressure supply system are connected to the working chambers via a control valve. The inlet valves of the driven wheels and the auxiliary pressure supply system are connected to the working chambers of the master cylinder via multi-directional valves which are open in the rest position and which can be changed over during traction slip control. The inlet valves of the non-driven wheels directly communicate with the working chambers. In the traction slip control phase, the auxiliary pressure is limited to a maximum pressure required by means of a pressure relief valve.

Abstract: An anti-lock brake system with traction slip control is disclosed. The system is the type including a pedal activated, auxilary force assisted braking pressure generator having two brake circuits. Each circuit supplies electromechanical valves controlled by an electronic controller in response to wheel behavior to increase and decrease brake pressure so as to control brake action and prevent wheel lock up. A normally closed valve is provided in at least one of two supply lines from an auxiliary pump and accumulator to the wheel brake inlet valve for controlling traction slip. A portion of the supply line which interconnects the pump and the valve communicates with one of the two main brake lines through a short-circuit line including a pressure relief valve. The pressure relief valve permits delivery of pressure fluid into the main brake line above a nominal pressure and prevents flow in the opposite direction.

Abstract: An anti-lock hydraulic brake system which includes a brake pressure generator composed of a master cylinder, a brake power booster inserted upstream thereof and a pressure modulator interposed between the master cylinder and the brake power booster. A resetting unit is formed by supplementing the pressure modulator with a valve assembly which connects a resetting chamber of the pressure modulator to either a pressure-compensating reservoir or an auxiliary-pressure source. The braking pressure in the wheel brakes is controlled, according to a time-multiplex method, by wheel valves inserted into the pressure-fluid conduits and by the pressure modulator. In order to check the operability of the brake and of the anti-lock control system, a pressure switch is connected to the pressure modulator and a test circuit is provided which, at predetermined points of time, initiates a test cycle, actuates the valves and compares the valves' operation with the reaction of the pressure switch.

Abstract: A brake system for vehicles with electronic anti-lock control and traction slip control is equipped with a dual-circuit braking pressure generator (1) with preferably diagonal brake-circuit allotment. In the control phases, an auxiliary-pressure supply system (5), instead of the braking pressure generator (1), is hydraulically connected to the wheel brakes. Each brake circuit (I, II) contains, in the pressure-fluid conduits from the braking pressure generator to the wheel brakes, one joint multi-directional control valve (10, 11) and, connected in series thereto, individual wheel multi-directional control valves (12 to 15) which are likewise open in their inoperative position. In lieu of the braking pressure generator, the auxiliary-pressure supply system (5)--which generates pressure proportional to the pedal force during anti-lock control, while it generates uncontrolled pressure during traction slip control--is connected to the wheel brakes during the control phases.

Abstract: A hydraulic brake system is described including a tandem master cylinder whose working chambers are connected by separate brake lines to pressure control valves of a brake slip control apparatus, having the wheel brakes connected downstream of the control valves. A pump unit including a pump communicates with the brake lines through pressure lines and non-return valves. Upon activation of the brake slip control apparatus, the drive of the pump is activated whereupon the pump feeds pressure fluid by way of the non-return valves into the brake line and the working chamber of the master cylinder. The fluid is under a pressure which is in excess of the maximum braking pressure attainable by actuation of the tandem master cylinder. For the purpose of pressure control, the tandem master cylinder includes central valves designed as control valves, by virtue of which the pressure in the working chambers is kept at the pressure level predetermined by an actuating force at the brake pedal.

Abstract: A brake system provided for automotive vehicles with front wheel drive or with rear wheel drive has a dual-circuit braking pressure generator (1) and diagonally connected wheel brakes. There is provided an auxiliary-pressure-supply system (5) with a hydraulic pump (6) which is switched on during brake application or when there is an excessive traction slip. In the brake slip control phase an auxiliary pressure is built up by an auxiliary pressure control valve (9), in the traction slip control phase an auxiliary pressure is built up by a 2/2-way valve (10). By separating valves (15, 16) the pressure medium path to the non-driven vehicle wheel (HR, HL) is locked in the traction slip control phase and, via inlet valves (EV.sub.3, EV.sub.4), pressure medium is directly fed from the auxiliary-pressure-supply system (5) into the driven wheels (VL, VR). Connected in parallel with the inlet valves (EV.sub.1, EV.sub.

Abstract: A cruise control device for automotive vehicles is disclosed including an actual speed sensor which actuates, by way of a control circuit, the throttle valve of the vehicle motor for keeping the vehicle speed constant. The accelerator pedal can be overridden by a hydraulic control element. A piston rod is arranged inside a stepped piston in an axial through bore and is connected to the throttle valve. The piston rod can be coupled through a ball-type locking mechanism with the stepped piston which is pressurized by the control circuit in such a way that the piston rod is driven by the stepped piston and displaces the throttle valve in an opening direction against the force acting upon the accelerator pedal.

Abstract: Through a valve arrangement for brake systems of automotive vehicles comprising an electronic antilocking and traction slip control including a two-circuit brake pressure generator (3) and an auxiliary pressure supply system (5) generating an auxiliary pressure proportional to the pedal force and, in traction slip control, generating an uncontrollable auxiliary pressure, either the brake pressure generator (1) or the auxiliary pressure supply system is capable of being connected to the wheel brakes (26-29). The non-driven wheel (HR, HL) of the vehicle is connected directly while the drive wheel (VR, VL) of the vehicle is connected, through an additional multi-way valve, to the brake pressure generator (1) and to the auxiliary pressure supply system (12). Moreover, the wheel brakes (27, 29) of the driven wheels (VR, VL), through additional multi-way valves (20, 21) for the traction slip control, can be directly connected to the auxiliary pressure supply system(5).

Abstract: A slip-controlled hydraulic brake system which comprises a master cylinder and an auxiliary-pressure supply system is equipped with a travel-responsive switch actuatable by a piston of the master cylinder. An auxiliary-pressure supply system is used for the purpose of pressure delivery during the stop control phase and to safeguard a reserve volume or reserve stroke in the pressure chambers of the master cylinder. To this end, the auxiliary-pressure supply system will be activated and, if need be, check valves will be changed over on attainment of a limit value by virtue of the travel-responsive switch.

Abstract: A skid-controlled brake system comprising a pedal-operated vacuum booster (3) including a master cylinder (2) connected by way of brake lines (63, 64) to the wheel brakes (31, 32, 33, 34). The system further comprising a hydraulic auxiliary pressure supply system connected, by way of supply lines (24) to the brake circuits and including a hydraulic pump (26). A pressure compensation and pressure fluid reservoir (20) is provided. Wheel sensors (S.sub.1, S.sub.2, S.sub.3, S.sub.4) and electronic switching circuits (44) are provided for detecting the wheel rotating pattern and for generating electric brake pressure control signals to control, for skid control, an electromagnetically operable 3-way/2-position valve inserted into each brake line (63, 64).

Abstract: A device for automotive vehicles for both traction control and cruise control is equipped with a common servo motor (13) which, by way of a self-locking gear (14), by way of a switchable friction gear (17) and by way of a linkage (23, 24; 25, 26) acts upon a transmission device interposed into the path of force transmission from an accelerator pedal (1) to the throttle-flap (2) of an internal-combustion engine or to the adjusting lever of the injection pump of a spark-ignition engine. Depending on the switch position of the friction gear (17), the servo motor (13) permits control of either the traction (VR) or the speed (GR). During traction control, a release of the accelerator pedal (1) leads at any time to closing of the throttle-flap (2), while an increase of the pedal force does not have any effect on the position of the throttle-flap. After the activation of cruise control, it is still possible to increase the engine power by further depressing the accelerator pedal (1).

Abstract: An anti-lock hydraulic brake system with a hydraulic brake power booster (3) and two static brake circuits (I, II) is provided. Connected to one brake circuit (I) are the two rear wheels (HR, HL), while to the other the two front wheels (VR, VL) are connected by way of multi-directional control valve (11 to 16) which sever for the braking pressure modulation and/or the slip control. In the event of slip control, controlled dynamic pressure out of an auxiliary-pressure supply system (4, 5) is introduced by way of the brake power booster (3) into the static brake circuits (I, II) through the intermediary of two hydraulically isolated circuits with main valves (31, 32) which are independent of each other. A positioning device (42) for limiting the pedal travel communicates hydraulically with the main valve (31) of the rear wheel brake circuit (I). The main valve (31) controlling the dynamic fluid flow into the rear wheel brake circuit is equipped with an additional pressure monitoring switch (35).