Abstract: Disclosed is a microvalve suitable for use in high pressure applications such as refriigeration. The microvalve has a displaceable member that slides across an inlet port, thereby creating an orifice. A pressure-equalizing contour is positioned beneath the displaceable member and is in fluid contact with the inlet port. The pressure on the displaceable member from the inlet port is equalized by the pressure from the pressure-equalizing contour. Consequently, the microvalve can be configured with its inlet port and outlet port on opposite sides of the microvalve. Pressures in the x and y direction are also equalized because of recesses that permit fluid from the inlet to contact all faces of the displaceable member.

Abstract: A hydraulic control unit of a vehicular brake system includes a housing. A bore is formed in the housing. A valve seat is received in the bore. A sleeve is mounted on the valve seat. The sleeve includes an annular groove for receiving material from the housing to retain the sleeve on the housing. An armature core is slidably received in the sleeve.

Abstract: A modulator relay valve assembly for selectively controlling brake application to an associated brake chamber is provided. The modulator relay valve assembly comprises a housing having a supply port, a delivery port, a control port, and an exhaust port. A piston is received in the housing defining a control volume in communication with the control port and is movable to control communication among the supply, delivery, and exhaust ports. A quick release valve with a direct passage to atmosphere communicates with the control volume, allowing contaminants to be expelled form the control volume during service and ABS braking. The quick release valve is biased toward an open position allowing communication from a control volume to atmosphere during service brake and ABS brake applications to decrease a pressure exerted by the control volume on the piston.

Abstract: A method and a device are proposed for driving a solenoid valve that has stroke ranges of a stable equilibrium of forces and stroke ranges of an unstable equilibrium of forces. For setting the predetermined differential pressure across the solenoid valve, a driving signal quantity is generated which is selected such that the stroke ranges of an unstable equilibrium of forces are avoided or the dwell time of the solenoid valve in these ranges is reduced.

Abstract: An assembly (20) is used with an anti-lock braking system (10) and an associated method. The assembly (20) includes a circuit board (30), a motor (40), a hydromechanical block (50), a lead frame (60), and a plurality of solenoid coils (70). The circuit board (30) integrates the electronics of the anti-lock braking system (10). The motor (40) provides pressurized fluid to the anti-lock braking system (10). The motor (40) is connected to the circuit board (30). The hydromechanical block (50) has a through bore (52). The lead frame (60) has a built-in connector (61) extending through the through bore (52) to the circuit board (30). The plurality of solenoid coils (70) controls flow of the pressurized fluid through the hydromechanical block (50). Each of the plurality of solenoid coils (70) is connected to the lead frame (60) such that the plurality of solenoid coils (70) is electrically connected to the circuit board (30) by the built-in connector (61) of the lead frame (60).

Abstract: An assembly (20) is used with an anti-lock braking system (10) and is provided by an associated method. The assembly (20) includes a circuit board (30), a lead frame (40), and a plurality of solenoid coils (50). The lead frame (40) has a plurality of mechanical one-way connectors (42) for electrically connecting the circuit board (30) to the lead frame (40). The plurality of solenoid coils (50) is connected to the lead frame (50). Each of the plurality of solenoid coils (50) is electrically connected to the lead frame (40) such that each of the plurality of solenoid coils (50) is electrically connected to the circuit board (30).

Abstract: An assembly (20) is used with an anti-lock braking system (10) and is provided by an associated method. The assembly (20) includes a circuit board (30), a lead frame (40), and a plurality of solenoid coils (50). The lead frame (40) has a plurality of mechanical one-way connectors (42) for electrically connecting the circuit board (30) to the lead frame (40). The plurality of solenoid coils (50) is connected to the lead frame (50). Each of the plurality of solenoid coils (50) is electrically connected to the lead frame (40) such that each of the plurality of solenoid coils (50) is electrically connected to the circuit board (30).

Abstract: A vehicular brake fluid pressure control unit includes a base block of aluminum material having a cylinder bore containing a piston and a return spring, and a cover member fixed to the base block to cover an open end of the cylinder bore. The cover member is formed with a vent hole opening into an atmospheric chamber in the cover member, and made of aluminum. material.

Abstract: An isolation valve for controlling fluid flow in a vehicular braking system, the valve comprising: a solenoid coil assembly; an armature moveably positioned within the solenoid coil assembly, the armature having a ball end engaging a ball seat and an edge groove at the ball end to modify Bernoulli force that affects movement of the armature when the solenoid coil assembly is de-energized.

Abstract: A method for assembling a hydraulic control unit of a vehicular brake system includes the following steps of: providing a sleeve having a closed end; sliding a spring over an armature to form an armature/spring subassembly; orientating the armature subassembly to produce a normally open valve or a normally closed valve; sliding the oriented armature/spring subassembly into the sleeve; sliding a valve seat into the sleeve; crimping a portion of the sleeve onto the valve seat to form a sleeve/valve seat subassembly; inserting the sleeve/valve seat subassembly into a bore of a housing. Two additional steps can be combined with the above listed steps to provide a method of assembling the control valve subassemblies described above on a hydraulic control unit. The additional steps include: inserting the sleeve/valve seat subassembly into a bore in a housing; and pressing a coil assembly about the sleeve.

Abstract: An anti-extrusion ring for use in conjunction with a vehicle solenoid valve has a plano-concave cross-section. The anti-extrusion ring is used to support a seal that seals the interface between a solenoid valve and a bore within a valve fitting. When the solenoid valve is installed in the valve fitting, a bore-to-ring interference area is formed between the bore and the anti-extrusion ring and a debris capture area is formed above the bore-to-ring interference area. Thus, when the anti-extrusion ring controllably fractures during installation of the solenoid valve with the bore or due to vibration, debris from the ring will be captured in the debris capture area and prevented from entering a fluid system in which the vehicle solenoid valve is used.

Abstract: A control valve for controlling fluid flow in a hydraulic control unit of a vehicular brake system includes a valve seat having a longitudinal fluid passage terminating in an opening. The valve seat also includes a planar seat formed on an outer surface of a terminus of the valve seat. The opening is formed in the seat. A sloping surface surrounds the seat. An angle is formed between a line coplanar with the seat and the sloping surface. The angle ranges between approximately 3.5 degrees and 4.5 degrees. A sleeve is mounted on the valve seat. An armature is slidably received in the sleeve. This control valve is particularly adapted to be mounted in a bore of a housing of a hydraulic control unit of an electronically controlled vehicular brake system.

Abstract: A cup-shaped diaphragm is inserted into a bore formed in a housing. An inlet opening of the bore is closed by a plug-like wall member. A conduit line extends obliquely with respect to an axis of the bore from an annular space formed between a cylindrical wall of the bore and a protruding portion of the plug-like wall member. The annular space is connected to a pressurizing control valve via the conduit line. A chamber, partitioned from the annular space by the cup-shaped diaphragm, serves as a damper chamber which has a diameter substantially equivalent to a diameter of the bore.

Abstract: A full function antilock brake valve including a master cylinder port, a wheel port, and an accumulator port. The valve includes a first fluid path coupling the wheel port and the master cylinder port, and a second fluid path coupling the wheel port and the accumulator port. The valve has a normally open valve portion for controlling the flow of fluid through the first fluid path, and the normally open valve portion includes an armature having a plunger that engages a seat. The first fluid path includes an inflow portion that delivers flow from the wheel port to the normally open valve portion. The valve further includes a normally closed valve portion for controlling the flow of fluid from the wheel port to the accumulator port, the normally closed valve portion including an armature having a plunger that engages a seat.

Abstract: The present invention relates to a pressure control device for hydraulic automotive vehicle brake systems with wheel slip control which is especially suited for an operation in the automatic brake intervention, with a first housing for accommodating pressure fluid channels into which valve elements such as pressure control valves and/or pump elements are inserted, with a second housing arranged on the first housing for the accommodation of electric and/or electronic structural elements connected to the pressure control valves, as well as with an electric motor for driving the pump elements. At least one heating element is provided in the first housing and is connected to the electric and/or electronic structural elements in the second housing, and the heating element is disposed in an area of the first housing which includes hydraulic channels for fluid supply to the pump elements which represent a hydraulic flow resistance.

Abstract: A solenoid-controlled valve has first and second valve bodies axially movably provided in a bore of a cylinder. A first spring is interposed between an end of th valve and the first valve body, a second spring is interposed between the two valve bodies, and an electromagnetic force generating device has a movable member which causes the two valve bodies to move in association with each other. Valve opening and closing modes of the two valve bodies are changed in a plurality of stages according to the displacement of the movable member. A restricting portion restricts relative displacement of the two valve. bodies away from each other so that the influence of the urging force of the second spring on the driving force of the electromagnetic force generating device becomes zero in the valve opening and closing mode in the final stage.

Abstract: A vehicle solenoid valve includes an inlet port circumscribed by a rounded cup-shaped valve seat and an outlet port. A two-piece poppet is installed within the valve and includes a non-magnetic poppet shaft connected to a frustum-shaped poppet head. The poppet head includes an integrally formed, rounded nose that is sized and shaped to engage the rounded cup-shaped valve seat. The poppet is movable between an open configuration, wherein the rounded nose is distanced from the valve seat, and a closed configuration, wherein the rounded nose engages the valve seat to block fluid communication through the valve.

Abstract: A vehicle solenoid valve includes an inlet port circumscribed by a rounded cup-shaped valve seat and an outlet port. A two-piece poppet is installed within the valve and includes a non-magnetic poppet shaft connected to a frustum-shaped poppet head. The poppet head includes an integrally formed, rounded nose that is sized and shaped to engage the rounded cup-shaped valve seat. The poppet is movable between an open configuration, wherein the rounded nose is distanced from the valve seat, and a closed configuration, wherein the rounded nose engages the valve seat to block fluid communication through the valve.

Abstract: A vehicle solenoid valve includes a coil case with a plunger housing disposed therein. The plunger housing establishes a first fluid communication path and a second fluid communication path. Reciprocably disposed within the plunger housing is a plunger. The plunger is movable between a de-energized configuration wherein fluid communication through the first fluid communication path is permitted and fluid communication through the second fluid communication path is blocked, an energized configuration, wherein fluid communication through the first fluid communication path is blocked and fluid communication through the second fluid communication path is permitted, and a pressure relief configuration, wherein, while the valve is energized, fluid pressure on the plunger surpasses a predetermined pressure level to overcome an opposing magnetic force on the plunger and permit fluid communication through the first fluid communication path.

Abstract: A two solenoid pressure modulated ABS relay valve incorporates a quick release valve in the control air circuit to allow a majority of the air in the control cavity to escape directly to ambient. The orifice through the exhaust solenoid need only handle a relatively small volume of air upstream of the quick release valve, i.e., between the quick release diaphragm and the inlet solenoid seat.

Abstract: The present invention relates to a pressure sensor unit, in particular for a pressure control device, comprising a carrier housing for holding several pressure sensors, wherein the carrier housing accepts the pressure sensors as a modular assembly that can be preliminarily tested and forms an independent subassembly preferably arranged between a first and second housing of the pressure control device.

Abstract: A pressure sensor is integrated upon a solenoid valve by attaching at least one micro-machined strain gauge to an end of the solenoid valve sleeve. The solenoid valve is included in a vehicle brake control system. As the hydraulic fluid pressure in the brake system changes, the end of the solenoid valve sleeve is deflected, causing a change in an electrical property of the strain gauge. The stain gauge is included in a bridge circuit that is electrically connected to a signal conditioning circuit. The signal conditioning circuit generates a pressure signal that is a function of the change in the electrical property of the strain gauge.

Abstract: A braking system for a wheeled vehicle includes a pressurized air source (63), an air actuated wheel braking device (51, 59), an operator control (49, 61) for commanding the supply of air to the braking device, an electronic control (19) which responds to vehicle speed and wheel speed to selectively invoking an antilock mode of braking. A control valve (37, 55) responds to the electronic control (19) and the operator control (49, 61) to selectively control the supply of air from the source to the braking device. In the antilock mode, the control valve is initially enabled to release braking pressure and thereafter alternately enabled and disabled to maintain braking pressure at a substantially constant reduced pressure, and subsequently alternately enabled and disabled at a reduced ratio of enabled duration to disabled duration to rebuild braking pressure.

Abstract: An anti-lock brake system includes a wheel cylinder, a master cylinder for supplying brake pressure to the wheel cylinder, a modulator having a fluid intake passage communicating with the master cylinder and a fluid exhaust passage communicating with the wheel cylinder, and a solenoid valve mounted within the modulator to control hydraulic pressure supplied from the master cylinder to the wheel cylinder.

Abstract: An electromagnetic valve has a plunger as an armature of an electromagnetic actuator and a ball as a movable valve member. The plunger and the ball are separated to permit the ball to move freely in response to a pressure difference between an inlet and an outlet when the coil attracts the plunger. If the plunger undesirably moves by a pressure difference between both ends of the plunger, the ball can keep a closing condition during a suction pressure that is higher than a pressure in the inlet. Therefore, an undesired communication between a master reservoir and a pump is avoided.

Abstract: A solenoid coil inverted within a flux casing has at least one lead wire extending through a flux ring mounted in an end of the flux casing. The coil is coupled to a circuit board or overmolded lead frame which is positioned adjacent to a valve body with a solenoid valve sleeve extending through the circuit board or lead frame into the coil. A flexible coupling allows the coil to move relative to the circuit board or lead frame.

Abstract: A method and apparatus for calculating the actuation control of a hydraulic sub-system of a braking system in order to reduce noises associated with the hydraulics is presented. Input signals and measured/determined characteristics are utilized to calculate a value of a drive time for an inlet valve, a value of a pulse width modulator output, a duration of a current signal reduction time and a pulse width modulator value associated with the current signal reduction time, all of which determine actuation control of the hydraulic sub-system.

Abstract: A solenoid valve device which reduces noise and still conducts opening and closing operation. The solenoid valve device, installed in a brake fluid channel between a master cylinder and a wheel cylinder, includes a master cylinder port connected to a channel located at the master cylinder side, a wheel cylinder port connected to a channel located at the wheel cylinder side, a hydraulic chamber connected to a high resistance duct and the master cylinder port, a switching valve activated due to a hydraulic pressure difference between the hydraulic chamber and the wheel cylinder port to form an orifice; and a solenoid valve, installed in a channel connecting a switching valve and the wheel cylinder port, which opens or closes the channel by application of an electromagnetic force.

Abstract: A braking pressure control apparatus for a braking system having brake cylinders including a pressurizing device capable of pressurizing a working fluid and controlling a pressure of the pressurized fluid, a plurality of pressure control valve devices each of which is disposed between the pressurizing device and at least one of the brake cylinders and is operable to control flows of the fluid between the pressurizing device and the corresponding at least one brake cylinder, for thereby regulating the fluid pressure in the corresponding at least one brake cylinder, and a pressurizing-device control device operable to control the pressurizing device for controlling an output pressure of the pressurizing device on the basis of an operating state of each of the pressure control valve devices, which operating state determines the state of fluid flow between the pressurizing device and the corresponding at least one brake cylinder.

Abstract: A control valve for controlling fluid flow in a hydraulic control unit of a vehicular brake system includes a flux tube having an end cap, a thick tube section, and a thin tube section defining an interior volume. An armature is slidably received in the interior volume of the flux tube. A coil is provided about the flux tube. A collar covers a portion of the thin tube section and is spaced from the thick tube section so that an air gap is provided between the coil and the portion of the thin tube section not covered by the collar.

Abstract: The electromagnetic valve is comprised of first communication path and second communication path with a throttle connected in parallel to each other, a first plunger having a first valve for interrupting/communicating the first communication path and having a penetration hole extending to the second communication path, a second plunger having a second valve movable in or through the penetration hole for interrupting/communicating the second communication path, a spring member for generating spring biasing force and a coil member for generating an electromagnetic attracting force, when energized, to have the first and second plungers come close to each other against the spring biasing force. The electromagnetic valve may be controlled in a manner that the first communication path is interrupted and the second communication path is communicated at a pressure-increase timing during an anti-skid control.

Abstract: The present invention relates to a pressure control valve which includes a valve tappet that is guided in a valve housing and accommodates a compression spring, and a valve closure member which is shaped on the valve tappet and corresponds with a valve seat establishes a connection between a pressure supply conduit extending from a pressure fluid source and a pressure return line when the pressure reaches a defined preset nominal value. To reduce operating noises of the valve tappet, at least one polygonal friction element which engages with the valve tappet is movable into abutment on radial friction surfaces of the valve tappet.

Abstract: A tubular valve housing includes a guide body for pressure fluid that is disposed between a valve body having a hollow-conical valve seat and a chamber of the valve housing, in which actuating means of the valve are received in the chamber. The guide body is penetrated by a closing body of the valve which divides the chamber from an annular conduit. The annular conduit carries the pressure fluid and communicates with the valve seat and has circumferential outlet openings of the valve housing. The guide body is braced on the valve body, with a face end contacting the valve body, and has guide conduits, fitting over an outline of the valve seat, which on the outlet side discharge into the annular conduit. The face end of the closing body, which cooperates with the valve seat, is a spherical portion that makes a transition with sharp edges to the cylindrical shaft of the closing body.

Abstract: An electronically controllable brake actuation system for motor vehicles is proposed, with a master brake cylinder (2), with a pressureless pressure medium reservoir (3), with a pressure source (20) which can be controlled by means of an electronic control unit (32), by means of which pressure can be applied to the wheel brakes (7, 8, 9, 10) of the vehicle, which can be connected by means of at least one hydraulic connection (11, 14), which can be shut off by means of a separating valve (12, 15), to the master brake cylinder (2), with a device (13, 33) for the recognition of the driver's wish to slow down, and with at least one separating piston arrangement (16) which is connected before the wheel brakes (7-10), where the first chamber (17) of this separating piston arrangement can be connected to the master brake cylinder (2), and its second chamber (19) can be connected through a valve device (27) to the pressure source (20) or to the pressure medium reservoir (3).

Abstract: A solenoid-valve controller provided with a solenoid valve C which is switchable between the full closed state where a plunger a abuts on a sheet face b and the full open state where the plunger separates from the sheet face, and control means e for carrying out energization to a coil d for driving the plunger a of the solenoid valve C by pulse width modulation control, configured such that there are arranged regenerative-current formation means e for forming a regenerative current in parallel with the coil d, and the control means e are arranged with regenerative-current detection means g for detecting the regenerative current, and the control means e carry out pulse width modulation control based on a detection value of the regenerative-current detection means g. This allows detection of the plunger position during actuation of the solenoid valve by a low-cost and small-sized technique requiring no enhancement of an attraction force of the coil of the solenoid valve.

Abstract: A method of compensating for a temperature dependence of a coil resistance of at least one second solenoid valve of a hydraulic unit in a vehicle dynamics control is described. The method includes the following steps: determining a first temperature of a coil of at least one first solenoid valve of the hydraulic unit, in particular a reversing valve; determining a second temperature of the hydraulic unit, based on the first temperature, determining a third temperature of the coil of the second solenoid valve, based on the second temperature of the hydraulic unit, taking into account a temperature model of the coil of the second solenoid valve, based on the heat capacity, heat input, and heat dissipation of the coil of the second solenoid valve and/or the hydraulic unit; and compensating for the temperature dependence of the coil resistance of the at least one second solenoid valve, based on the third temperature.

Abstract: A switchable solenoid valve is disposed between the master cylinder port and the wheel caliper port for an anti-lock brake system. The switchable solenoid valve includes a valve housing, a valve seat that includes a center orifice and a plurality of perimeter bores, and an axially moveable valve plate and tappet for sealing against the valve seat. The switchable solenoid valve is movable between a normally open position, a closed position and an intermediate position that occurs when the brake system is in anti-lock mode. In the open position, both the valve plate and tappet are spaced away from the valve seat to allow unrestricted pressure fluid flow between the master cylinder and the wheel caliper. When the solenoid valve is moved in to the closed position, the valve plate is in face-to-face engagement with the valve seat to seal the perimeter bores while the tappet is simultaneously sealingly engaged with the center orifice.

Abstract: A multi-way pressure control valve for an electromagnetically actuatable multi-way control valve for slip-controlled hydraulic automotive vehicle brake systems, for providing a flow connection between at least one wheel brake and a high-pressure source or a low-pressure accumulator.

Abstract: A control valve for controlling fluid flow in a hydraulic control unit of a vehicular brake system includes a tube. A flux cap is pressed onto one end of the tube. A flux ring pole is pressed onto an opposite end of the tube. An armature is slidably received in the tube. A coil subassembly is provided about the tube, flux cap, and flux ring pole. A valve seat receives the flux ring pole. The valve seat is mounted in a bore of a hydraulic control unit of a vehicular brake system.

Abstract: An object of this invention is to provide a hydraulic brake control device which has a simple structure for the effective holding of the coil unit, for preventing breakage of the electric connection of the lead wire, and for assuring a long lasting electric connection. The coil holding board 80 has protuberances 83, 84 elastically contacting the bottom portion of the coil unit 52. The board is assembled with the opening side of the cover 60. The coil unit 52 is frictionally engaged with the cover 60 to be held only by the elastic force of the coil holding board 80 or with elastic material 22 inserted between the cover 60 and the top portion of the coil 52.

Abstract: A pump, electromagnetically operable valves and at least one low-pressure accumulator are arranged in a valve block. The valve actuators are disposed in front of a base of the valve block opposite to an electric motor which drives the pump. The housing of the low-pressure accumulator is formed of an add-on piece which is deepdrawn from sheet metal in a bowl-type configuration. The edge of the add-on piece is attached in the mouth of a blind-end bore in the valve block. The add-on piece projects beyond the and has roughly the same height as the actuators of the valves. The actuators and the add-on pieces are covered by a housing cap on the valve block which protects them against environmental influences. The arrangement is extremely compact and permits achieving a relatively small and, thus, light-weight valve block.

Abstract: A relief valve for an anti-lock braking system includes a plunger-operated ball and a valve body that defines a seat for receiving the ball thereon. The valve body also defines a relief passageway for relieving hydraulic fluid through the passageway at a rate that is appropriate for prevent brake locking, i.e., skidding. To establish the rate, an orifice is integrally formed on the valve body in the passageway, thereby obviating the need for a separate orifice cup.

Abstract: A solenoid valve for an anti-lock brake system is disclosed in which two orifices and oil passages are formed utilizing a valve seat and a piston. The solenoid valve includes a magnetic core (130) mounted in a bore (101) formed on a modulator (100), a plunger (140) movably mounted in the magnetic core (130), a valve seat (150) disposed below the magnetic core (130) in the bore (101), and a piston (200) movably mounted at the periphery of the valve seat (150). The valve seat (150) has an invariable orifice (320) formed at the inner middle portion of the valve seat, an inlet and outlet passages (300) and (310) formed below and above the invariable orifice (320), respectively. The piston (200) has a variable orifice (340) formed passing through one side of the upper portion of the piston. A lip seal (400) is provided between the outer periphery of the piston (200).

Abstract: A brake force control valve for use with an electrically controlled braking system having a housing with first and second fluid channels, a coil coupled to the housing, a ferrous core magnetically interacting with the coil, a spool coupled to the ferrous core, where the spool in conjunction with the housing forms a compression volume, a plurality of seals to fluidly seal the compression volume and where the coil is energized and deenergized to move the spool back and forth, the spool varying the volume of the compression volume to create positive pressure, thereby creating a pumping action.

Abstract: A hydraulic brake apparatus for a vehicle includes a first hydraulic passage for supplying pressurized brake fluid from a master cylinder to wheel brakes without passing through a hydraulic pump, a first opening and closing electromagnetic valve interposed in the first hydraulic passage for opening and closing the first hydraulic passage, a second hydraulic passage for supplying brake fluid from the master cylinder to the suction side of the hydraulic pump, and a second opening and closing electromagnetic valve interposed in the second hydraulic passage for opening and closing the second hydraulic passage. A passage cross sectional adjusting valve is interposed in the second hydraulic passage and decreases the passage cross sectional area of the second hydraulic passage to suppress the transmission of a hydraulic pulsation generated in a suction side of the hydraulic pump to the master cylinder when the brake pedal is depressed.

Abstract: A hydraulic Control unit of a vehicular brake system includes a housing having a bore formed therein. A normally closed solenoid valve is retained in the bore of the housing. The solenoid valve includes a primary valve and a pilot valve, wherein a cross section of the primary valve is greater that a cross section of the pilot valve. A spring cooperates with the pilot valve so that the pilot valve is open when the primary valve is open.

Abstract: A rod-shaped solenoid valve that is provided for insertion into a receiving bore of a hydraulic block of an antilock hydraulic brake system of a vehicle, wherein a fluid influx takes place through an axial bore of a valve seat part that is inserted into a valve support. For simple sealing, a plastic end piece is placed onto the end of the valve support that prodrudes into the receiving bore and seals the valve support in relation to the receiving bore and also seals the valve seat part.

Abstract: A barrier valve including an armature, longitudinally movable toward a pole core by excitation of an electrical winding. A prestressed compression spring in a longitudinal bore of the armature, as well as a support body, loaded by the compression spring, that is braced on a shoulder of the bore. The barrier valve furthermore has a tappet, which engages the support body and is movable relative to the armature and carries a closing body of a seat valve. When the winding is excited, the closing body is movable, overcoming the valve stroke, toward a valve seat of the seat valve. When the winding is excited, the closing body can be lifted from the valve seat by hydraulic forces acting on the closing body toward the valve seat, counter to the spring force of the compression spring in the armature. The stroke of the tappet relative to the armature engaging the pole core is limited to an amount less than the valve stroke.

Abstract: In a brake hydraulic controller for controlling a hydraulic pressure from a master cylinder operative to a wheel brake, the controller includes a base, a normally open electromagnetic valve for connecting the master cylinder and the wheel brake, a reservoir, a normally closed electromagnetic valve for connecting the wheel brake and the reservoir, a return pump for returning hydraulic fluid received from the reservoir to the master cylinder, a damper, and a cover for covering the normally open and closed electromagnetic valves, the reservoir, and the damper with a surface of the cover. The cover includes a seal groove and a sealing member fitted to the seal groove for elastically contacting the surface. The brake hydraulic controller can minimize the number of parts required for waterproofing and reduce the number of manhours required for assembling.

Abstract: In controlling the fluid pressure applied to a load using a proportional fluid pressure control valve or a flow control valve, responsiveness of control is improved in a pressure region where the consumption of fluid is larger than in other regions. In this method, if there is a pressure region where the consumption of fluid is greater than in other regions, overshoot control is carried out to increase fluid pressure in such a pressure region by adding a predetermined pressure to a target pressure for a predetermined time, or undershoot control is carried out to reduce fluid pressure in such a pressure region by subtracting a predetermined pressure from a target pressure for a predetermined time. It is thus possible to increase and reduce fluid pressure quickly to a target pressure even in a pressure region where the consumption of fluid is large.