Abstract: A travel control device for a work vehicle includes: a hydraulic pump; a plurality of hydraulic motors connected to the hydraulic pump in parallel through a closed-circuit connection, that drive different wheels with pressure oil delivered from the hydraulic pump; a slip detection device that detects a slip occurring at each of the wheels; and a flow control device that reduces, upon detection of a slip occurring at any of the wheels by the slip detection device, a quantity of pressure oil supplied to a hydraulic motor for driving the wheel at which the slip has been detected, among the plurality of hydraulic motors.

Abstract: Brake apparatus includes a transmission unit for operatively connecting a brake pedal to a master cylinder, and the transmission unit is a mechanism capable of varying a ratio between an output amount of a push rod connected to a master cylinder and an operation amount of the brake pedal. Further, the transmission unit is constructed in such a manner that, in an initial operation region of the brake pedal, a ratio of the operation amount of the brake pedal to the output amount of the push rod is set to be greater than in another operation region immediately following the initial operation region.

Abstract: A piston accumulator (10) comprises a pressure chamber (40) which on one side is closed by a piston (50) axially displaceable in a pipe (20) in order to change its volume depending on the axial position of the piston (50). A detent mechanism is provided in order to hold back the piston (50) against a spring preload (190) in a second position differing from a first position. The piston (50) is formed in a multi-part fashion and comprises at least a first piston part (52) and a second piston part (54), wherein at least one of the two piston parts (52) is hardened and disposed to cooperate with the detent mechanism in a catching fashion.

Abstract: An anti-locking brake system for a land vehicle, which is set up in particular for traction control and vehicle dynamics control, comprises a pump (42) for actuating a wheel brake (37) which removes brake fluid from a brake pressure generating unit (31) and supplies it to the wheel brake (37), wherein a first valve arrangement (1) blocks in a non-actuated (normal) position (1.1) the connection between the brake pressure generating unit (31) and an input connection (42e) of the pump (42) and in at least one actuated position (1.3) establishes a primary flow connection (A), a first electromagnetic valve (50) establishes in a non-actuated position (50.1) the connection between an output connection (42a) of the pump (42) and the brake pressure generating unit (31), and blocks it in an actuated position (50.

Abstract: A hydraulic brake pressure controller and method for pressure increase in a wheel cylinder of a hydraulic brake pressure controller is adapted to obtain favorable ABS control performance in light of the vehicle driving road surface and the stepping force of the brake pedal involves adjusting the pressure increase output time of the pulse pressure increase from a master cylinder to the wheel cylinder based on the pressure differential between the master cylinder hydraulic pressure and the wheel cylinder hydraulic pressure of each wheel cylinder. The wheel cylinder hydraulic pressure of each wheel cylinder is calculated based on an estimated vehicle deceleration obtained from an estimated vehicle speed.

Abstract: A solenoid valve for brake systems is disclosed. This solenoid valve is preferably used as an outflow control NC-type solenoid valve mounted on the oil return line of an electro-hydraulic brake system (EHB). This solenoid valve comprises a hollow valve housing having a radial inlet passage, a plunger movably received in the bore of the valve housing so as to axially move in the bore in opposite directions, and a valve seat set in the bore of the valve housing, with an orifice axially formed in the valve seat such that the orifice is opened or closed by a control ball of the plunger. A radial oil port is formed on the sidewall of the valve seat so as to allow oil from the oil inlet passage of the valve housing to flow into the valve seat, and flow from the valve seat toward the plunger through the orifice.

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: To provide for non-powered evacuation and filling of an anti-lock brake system with integrated control units, a check valve is placed between the suction side of the ABS pump (16) and the wheel brake (6). The check valve (26) enables evacuation and filling of the brake system without energizing electro-magnetically operated, normally closed valves at the place of vehicle assembly. With the check valve (26) in its suggested position, a release of the brake pedal after a brake operation cannot cause trapping of vacuum as previously observed in the pressure relief line as the pressure on the side of the brake line remains above atmospheric pressure and keeps the check valve closed.

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 automotive vehicle brake system with wheel slip control includes at least one non-return valve with a closure member that is lifted from its valve seat during evacuation of the brake system. An elastomeric sealing element is arranged between the closure member and the valve seat member.

Abstract: A normal control in which a master cylinder 32 is used as a hydraulic source to increase a wheel cylinder pressure and a brake assist control in which a pump 12 and an accumulator 20 are used as the hydraulic source the wheel cylinder pressure is increased in a state where communication between the master cylinder 32 and the wheel cylinder 44** is intercepted are executed. When a termination request for the brake assist control occurs, first, the wheel cylinder pressure decreased. After the wheel cylinder pressure is decreased enough, communication between the wheel cylinder 44** and the master cylinder 32 is restored.

Abstract: A vehicle brake system which permits both anti-lock control and different controls of independent force braking operations. In an independent force braking operation, a starting brake pressure is built up in the return circuit in the wheel brakes by way of a precharging pressure generator and the pump and is modulated in the following control phase according to the control algorithms of the selected control. Interposed between the precharging pressure generator and the return pump is a change-over valve which has three switching positions, i.e., one closed, one open, and one throttled. The change-over valve adopts its open position in the filling phase and its throttled position in the control phase. It is so configured that the switching position is achieved as a function of the initial pressure in the inlet chamber but independently of the actuating force which actuates the valve.

Abstract: To prevent difficulties in a brake system which is appropriate for automatic braking operations when the viscosity of the pressure fluid is high at low temperatures, a precharging pump for the pressure fluid supply during automatic braking is located so that it aspirates pressure fluid from the supply reservoir and delivers it into the brake line at a junction point as far from the master cylinder as possible. This junction point should be as close as possible to the suction side of the return pump. The large distance between the master cylinder and the point where the pressure line opens into the brake line makes it unnecessary to provide additional throttle elements in the brake line in order to reliably prevent pressure fluid from discharging into the supply reservoir. Only when the change-over valve on the suction side of the return pump is closed after an automatic braking operation has ended will it be necessary to reduce the residual pressure because the precharging pump continues running.

Abstract: A slip-controlled hydraulic vehicle brake system having brake lines that extend between a dual-circuit master cylinder and a respective wheel brake cylinder. A shutoff valve in the respective brake line. A bypass line that bypasses the respective shutoff valve. A pump in the respective bypass line for pumping pressure fluid, drawn from the associated wheel brake cylinder to the master cylinder. The pump (30) is also embodied to feed pressure fluid from the master cylinder to the wheel brake cylinder. The pump is a recirculating positive-displacement vane cell pump. The pump in the bypass lines has a common drive motor whose rotational direction can be reversed. The vehicle brake system is embodied for anti-lock and traction control operation at no additional expense for equipment.

Abstract: A magnet valve with low noise upon shutoff from the pressure limiting function. The magnet valve has a two-part valve tappet, whose inner valve tappet part has the closing member of a seat valve. The closing member is circumferentially engaged in spaced-apart fashion, forming a gap space, by a tubular portion of the outer valve tappet part. From the gap space, a pressure fluid conduit leads to a control chamber, which is located between the face end, remote from the seat valve, of a magnet armature that cooperates with the valve tappet, and a valve dome. Upon shutoff of the magnet valve, the seat valve changes from its closing position to a partly open position, in which dynamic pressure in the gap space becomes operative and is transmitted through the pressure fluid conduit into the control chamber. The hydraulic force that is operative there on the magnet armature acts counter to the opening forces of the magnet valve and slows down its opening motion.

Abstract: A slaved dump valve for an anti-lock brake system having two driven rear wheels and traction control includes a check valve and restrictor. In particular the dump valve includes a 2-way/2-position solenoid valve connected to the return conduit of each rear wheel brake cylinder for reducing the pressure at both of the wheel brake cylinders simultaneously. Each return conduit of each rear wheel brake cylinder connected to the slave dump valve contains a check valve oriented to prevent pressurized fluid from flowing from one rear wheel brake cylinder to the other. A restrictor is positioned in each return conduit to allow the pressure at each of the rear wheel brake cylinders to be reduced immediately when the dump valve is opened. Fully independent pressure regulation of the rear wheel brake cylinders connected to the single dump valve can be simulated by controlling inlet valves in conjunction with the single dump valve.

Abstract: Hydraulic control valve device effectively reducing NVH effect. The hydraulic control valve device comprises the cap member (39) at the distal end of the smaller diameter portion (32b) of the magnet core and a throttled channel (39b) between the cap member (39) and the bottom portion (43a) of the outer piston (43), wherein fluid flow is switched to the throttled channel (39b) when the outer piston slides in the direction to close the communication hole (39a) of the bottom portion (39) of the smaller diameter portion (32b) by the hydraulic pressure difference between the hydraulic pressure at the master cylinder side and the wheel cylinder side.

Abstract: The present invention aims to provide a fluid pressure control apparatus which allows the gradient of pressure increase to be adjusted finely without using any accumulator. The fluid pressure control apparatus of the present invention includes a hydraulic pump driven by a drive motor and a wheel brake. A first orifice is provided in a passage portion on the side of an outlet of the hydraulic pump. Another passage portion on the side of an inlet of the hydraulic pump is connected to the passage portion between the first orifice and the hydraulic pump through a return passage. A switching valve and a second orifice are connected in series along the return passage. The pressure increase gradient can be set to a small value by changing the amount of fluid flowing into the wheel brake. This is effected, for example, by changing the ratio of the fluid passage area of the first orifice to that of the second orifice, the operational speed of the hydraulic pump, or the duty ratio of the switching valve.

Abstract: A hydraulic brake system for a vehicle with an anti-lock arrangement operable by wheel brake pressures are individually variable in front wheel brakes and rear wheel brakes, connected to diagonal brake circuits, of a four-wheeled vehicle, in order to reduce or eliminate a threat of wheel locking. The anti-lock arrangement has at least one return pump per brake circuit. The anti-lock arrangement is equipped with a total of four electrically controllable valves. In each of the brake circuits I, II there is one first valve between the master cylinder and a front wheel brake and one second valve between the master cylinder and the rear wheel brake. All the valves are embodied as normally open valves and are electrically closable. Inlets of each of the return pumps communicate directly with the respective front wheel brakes and indirectly with the rear wheel brakes through throttles. Check valves that open toward the inlets of the return pumps are provided in series with the throttles.

Abstract: First and second directional control valves are respectively structured by directional control valves which are operable when skids occur in a wheel and are switchable to only a communication position or to an interrupting position, which enhances switching speed and anti-skid control speed. One end of a main fluid passage is coupled to a wheel cylinder by way of a second directional control valve which is switchable to a communication position or to an interrupting position, and is normally positioned at the communication position. One end of a pressure reduction fluid passage is coupled to the wheel cylinder by way of a first directional control valve which is switchable to a communication position or to an interrupting position, and is normally positioned at the interrupting position.

Abstract: The present invention relates to a slip-controlled brake system including digitally controlled electromagnetic inlet valves and outlet valves, and the inlet valve has a restrictor valve control responsive to differential pressures in order to minimize valve noises.

Abstract: A hydraulic brake system is provided which does not need a mechanism to feed back the wheel cylinder pressure. The hydraulic brake system generates a brake force by supplying the brake fluid to a wheel cylinder under a high pressure generated by a high pressure source. The brake fluid is supplied to the high pressure source from a reservoir tank storing the brake fluid under atmospheric pressure. A fluid passage connects the high pressure source to both the wheel cylinder and the reservoir tank. An amount of the brake fluid flowing from the high pressure source to the wheel cylinder is controlled by a constant flow valve.

Abstract: A brake pressure control device that prevents the accumulation of contaminants, thereby ensuring that the pressure can rise again during an antilock control operation or provide sufficient pressure during sudden braking, thereby ensuring a high degree of safety. A piston (16), housing a valve plug (24), is mounted inside a cavity (12), wherein a primary variable restrictor (32), formed between the cavity and the piston, and a secondary variable restrictor (33) and a third variable restrictor (34), both formed between the piston and the valve plug, are arranged sequentially. A fluid path with passage to the main brake line on the wheel cylinder side is connected between the secondary variable restrictor and third variable restrictor.

Abstract: A hydraulic brake system with skid control is provided with digitally switchable inlet and outlet valves. An inlet valve includes a variable flow area valve control that is actuated as a function of differential pressures in order to reduce the valve noise.

Abstract: The invention relates to a hydraulic unit for a vehicle brake system with ABS. Before being filled with brake fluid, the brake system must be evacuated in order to achieve complete bleeding. In order to evacuate a return line, which is separated from a brake line by pressure reduction magnet valves that are closed in their position of repose, it is known to provide a connecting line with a check valve between the brake line and the return line. The hydraulic unit connects the check valves in parallel to the magnet valves and integrates the check valves with the magnet valves. This simplifies assembly. Since no additional holes and conduits in the hydraulic unit are necessary, existing hydraulic units can be used.

Abstract: A brake pressure control device is provided that prevents the accumulation of contaminants which will interfere with a pressure rise, and supplies adequate hydraulic pressure during sudden braking, thereby ensuring very safe braking. A piston 16 housing a valve plug 24 is housed inside a cavity 12, and a first variable restrictor 32, formed between the cavity and the piston, and a second variable restrictor 33 and a third variable restrictor 34, both formed between the piston and the valve plug are arranged in series, and a fluid path with passage to main brake line I on the wheel cylinder side is connected between the second variable restrictor and third variable restrictor.

Abstract: A vehicle brake control device is provided which effectively reduces the noise and pulsation, while securing a pressure boost during anti-skid control and traction control. The brake control device is comprised of a main brake line routed through the master cylinder 13, inlet valve 25, and the wheel cylinder 26, wherein an accumulator 24 to store the hydraulic pressure is installed in the brake line between the master cylinder 13 and wheel cylinder 26.

Abstract: A hydraulic brake system with slip control, including a braking pressure generator hydraulically connected to at least one wheel brake by way of a main pressure line, a return line connected to the wheel brake and to the suction side of an auxiliary-pressure pump, an auxiliary-pressure line hydraulically connected to the braking pressure generator, and inlet and outlet valves inserted into the main pressure line and the return line and either closing or keeping open the pressure fluid passage in the main pressure line and in the return line, wherein a restrictor is controllable in the main pressure line between the inlet valve and the wheel brake permitting an unhindered hydraulic fluid passage in the main pressure line to the wheel brake in a first operating position, while the restrictor limits the pressure fluid flow to the wheel brake in another operating position.

Abstract: The object is to reduce the weight of the hydraulic unit. The hydraulic unit (12) has a metal valve block (11) with at least one stepped receiving bore (15) for the hydraulic portion of an electromagnetically actuated valve (10). The hydraulic portion (13) is provided with a securing flange (30), which is inserted into a step (46) of the receiving bore (15) and is positionally secured by a caulking (48) formed from the metal of the valve block (11). A valve dome (16) protruding beyond the boundary plane (17) of the valve block (11) carries the electric portion (14) of the valve (10). The savings in weight is attained by using light metal, such as an aluminum alloy or the like, for the valve block (11). The hydraulic unit is intended for traction-controlled brake systems of motor vehicles.

Abstract: An anti-lock brake system having a switchable orifice control valve disposed between the master brake cylinder and the brake assembly. The switchable orifice control valve, having a valve body, a stationary member, a movable member and a solenoid coil actuated armature. The switchable orifice control valve has a normally open state, a closed state and a third state during an anti-lock mode of operation. In the third state the brake fluid from the master brake cylinder to the brake assembly flows through a calibrated re-apply orifice which controls the rate at which the pressure of the fluid being applied to the brake assembly is increased at a predetermined rate. The switchable orifice control valve is held in the third state by a pressure differential orifice between the input and output ports of the switchable orifice control valve.

Abstract: An anti-lock braking control system for use in vehicles contains a restrictive orifice associated with an attenuator in the master cylinder brake line and opposed, parallel check valves positioned parallel to and independent of the restrictive orifice, all of which is located at or upstream of the juncture of the pump outlet line, thus allowing high volume fluid flow to and from the master cylinder while providing high pressure pulse and vibration damping of the ABS/TCS pump and associated isolation valve, and isolating this from the master cylinder and from operator pedal feel. Preferably, the reduced size orifice comprises one or more grooves located in the conical seat of at least one and preferably both check valves, which are preferably of the check ball type. Alternatively, a traditional, generally circular cross-section restrictive orifice in parallel with the check valves, may be substituted for or used in conjunction with the aforementioned grooves or their equivalents.

Abstract: A hydraulic braking pressure control apparatus adapted to a vehicle braking system for a set of wheel brake cylinders, which includes an electric operated valve assembly provided to control hydraulic braking fluid under pressure supplied from a master cylinder to the wheel brake cylinders and an electrically operated fluid pump cooperable with the valve assembly to recirculate hydraulic fluid from each of the wheel brake cylinders into a fluid reservoir of the master cylinder when a set of road wheels of the vehicle tend to be locked in braking operation. The valve assembly is constructed to restrict recirculation of hydraulic fluid from either one of the wheel brake cylinders when the hydraulic pressure in the other wheel brake cylinder is decreased by operation of the fluid pump.

Abstract: An electromagnetic valve having a magnet armature which can be moved longitudinally in a valve dome and the valve tappet of which carries a closing member of a first seat valve, which valve is open in the rest position. The first seat valve is situated in a valve chamber, from which first and second pressure-medium passages lead to first and second chambers arranged axially at both ends of the magnet armature. The connection between the first control chamber, which is remote from the closing member, and the second chamber, which is close to the closing member, is controlled by the magnet armature by a second seat valve, which is open in the rest position. When the second seat valve assumes its closed position, the pressure in the first control chamber, which is remote from the closing member, brings about a displacement of the magnet armature counter to the force of a return spring, resulting in a reduction in the cross section of flow of the first seat valve.

Abstract: The present invention relates to a brake system with slip control, including digitally operated electromagnetic inlet and outlet valves, wherein the inlet valve is provided with a restrictor valve control responsive to differential pressures. To prevent a premature operation of the controllable restrictor, invariable orifices are arranged in the main pressure line upstream of the inlet valve and downstream of the controllable restrictor.

Abstract: An anti-skid fluid pressure control apparatus including a pair of hydraulic units, each of the hydraulic units consists of a first pair of pressurized fluid supply conduits; a second pair of pressurized fluid supply conduits; a first pair of brake-relieving conduits; a second pair of brake-relieving conduits; fluid pressure pump; hydraulic reservoir; first electro/magnetic inlet valves arranged in the first pair of pressurized fluid supply conduits, respectively; second electro-magnetic inlet valves arranged in said second pair of pressurized fluid supply conduits, respectively; first electro-magnetic outlet valves arranged in the first pair of brake-relieving conduits, respectively; and second electro-magnetic outlet valves arranged in the second pair of brake-relieving conduits, respectively; first connecting conduits for connecting one ends of the first and second pairs of pressurized fluid supply conduits in one of the hydraulic units, to a first brake fluid pressure generating chamber of a tandem master

Abstract: An electromagnetic valve having a magnet armature which can be moved longitudinally in a valve dome includes a valve tappet which carries a closing member of a first seat valve, which is open in the rest position. The first seat valve is situated in a valve chamber, from which first and second pressure-medium passages lead to ends of the magnet armature, which is sealed off at the circumference. The connection between the first pressure-medium passage and a control chamber between that end of the magnet armature which is remote from the closing member and the valve dome is controlled by a second seat valve (54), which is closed in the rest position. When the second seat valve (54) assumes its open position, the pressure in the control chamber (46), which is remote from the closing member, brings about a displacement of the magnet armature counter to the force of a return spring, resulting in a reduction in the cross section of flow of the first seat valve.

Abstract: An anti-lock hydraulic brake system comprising a master cylinder and a wheel brake, with a flow control valve being inserted into the brake line. A non-return valve is inserted into the brake line. A direct connection is established between the wheel brake and the master cylinder, with a non-return valve opening towards the master cylinder. A pump supplies fluid into the brake line between the non-return valve and the flow control valve. A high-pressure accumulator is provided on the pressure side of the pump.

Abstract: A brake control device includes a master cylinder for generating a brake fluid pressure that is supplied to a first wheel brake via a switching valve and a first normally opened solenoid valve. The brake fluid pressure is also supplied to a second wheel brake via the switching valve and a second normally opened solenoid valve. The first wheel brake and the second wheel brake are associated with a one-way fluid pressure pump. Each of the switching valve, the solenoid valves and the pump is independently controllable. By selecting the condition of each of the switching valve, the solenoid valves and the pump, the brake fluid pressure supplied to each of the wheel brakes is adjustable depending on function which the brake control device is to fulfill.

Abstract: An ABS hydraulic modulator suitable for vehicular applications is provided. The design utilizes an electric motor which powers a hydraulic pump unit used to recirculate brake fluid during ABS operation. The hydraulic circuit components also include a normally closed ABS release solenoid valve, an integral spring-loaded piston accumulator, an isolation valve and check arrangement, a number of strategically placed flow control orifices and an optional hydraulic damper assembly.

Abstract: A hydraulic braking system for an automobile vehicle includes a first brake pressure control circuit and a second brake pressure control circuit, each of which includes a front solenoid valve disposed between one of the front wheel brakes and one of pressure chambers of a tandem master cylinder, a rear solenoid valve disposed between one of the rear wheel brakes and the pressure chamber, a hydraulic pump whose outlet communicates with a conduit located between the solenoid valves and the pressure chamber, a change over valve disposed between the solenoid valves and the pressure chamber, the change over valve being positionable in a first position which connects the solenoid valves to the pressure chamber and a second position which connects the inlet of the hydraulic pump to the pressure chamber, a front orifice disposed between the front wheel brake and the inlet of the hydraulic pump, a rear orifice disposed between the rear wheel brake and the inlet of the hydraulic pump, and a check valve disposed between

Abstract: An anti-locking brake system is provided, wherein, during a control operation, the brake conduit is blocked by a separating valve. The wheel brakes, through a return conduit, are in communication with the intake side of a pump. Provided in the return conduit is an outlet valve. The pressure side of the pump, through a pressure conduit, is in communication with the brake conduit between the separating valve and the wheel brake. A restriction element is provided in the pressure conduit. Check valves between the master brake cylinder and the pressure side of the pump enable pressure fluid, if an enhanced amount of pressure fluid is required by the control circuit, to be fed from the master brake cylinder into the control circuit.

Abstract: A hydraulic brake device for a vehicle includes a reservoir for storing brake fluid, a master cylinder for generating brake pressure corresponding to an operation force of a brake operation member of the vehicle which is connected to the reservoir, a regulator valve for generating brake pressure corresponding to an operation force of a brake operation member of the vehicle which is connected to the reservoir, a wheel brake, and a pressure control unit which connects the wheel brake to the master cylinder and connects the wheel brake to the regulator valve to control a flow into the reservoir from the wheel brake and a flow into the wheel brake from the regulator valve under an anti-lock condition.

Abstract: An electromagnetically controllable valve has among other elements a guide sleeve that protrudes into a valve block, with an armature and a closing member movable inside the guide sleeve relative to a valve seat. The guide sleeve extends through a securing flange, which is inserted into a receiving bore, located on the valve block, and is fixed there. To secure the guide sleeve against shifting out of the valve block and the securing flange, the guide sleeve is provided with a radially outward-oriented bead. This bead extends within a region, for example an annular recess, that is associated with the securing flange. By way of the recess and the bead, the guide sleeve is axially fixed essentially form-lockingly and inexpensively. The electromagnetically actuatable valve can be built into traction-controlled brake systems of motor vehicles in order to vary brake pressures in the anti-lock and/or traction control modes.

Abstract: A vehicle brake system with a hydraulic brake booster. A booster pressure which is required for operating the brake booster is produced by throttling a flow of pressure medium which is supplied by a pump. For this purpose, a throttle valve is arranged between a pressure line which is connected to the pump and a return line which leads back to the pump, the adjustment of said pressure valve involves a building up of booster pressure in the pressure line by a solenoid, which booster pressure is applied to the brake booster. An electronic control unit which is connected to at least one sensor which outputs variable electric signal serves to control the throttle valve, the sensor detects activation of the brake pedal. For example, a pressure sensor which as a function of the boosting pressure supplies signals to the control unit which is developed to form a pressure controller and controls the throttle valve can be connected to the brake booster.

Abstract: In a hydraulic brake system for a vehicle, the brake fluid in a first wheel brake and the brake fluid in a second wheel brake, which are hydraulically connected to a pressure generating chamber of a master cylinder, are caused to individually flow into a low back pressure reservoir with the aid of an electromagnetic change-over valve and electromagnetic cut-off valves. The brake fluid in the low back pressure reservoir is caused to flow through a check valve and an orifice into the first wheel brake and through another check valve and another orifice into the second first wheel brake by the operation of a pump which is driven by an electric motor. With the pump in operation, the electromagnetic cut-off valves are individually operated so that the first and second wheel brakes are decreased or reincreased in hydraulic pressure. Thus, the system is low in manufacturing cost, being operable with only one pump and only one low back pressure reservoir.

Abstract: An electromagnetic valve that is easily manufactured and has a coaxially adjustable valve seat thereby allowing customized selection of valve components. A precise adjustment of the aial air gap is permitted on the hold-on magnet. An individual selection of a diaphragm member situated within a valve seat member is provided for with the diaphragm member being detachably connected to the valve seat member and with the diaphragm member having an outwardly flared open end.

Abstract: Disclosed is an antilock brake control fluid pressure system, when in effecting antilock control, fluid is supplied from a pump to the flow valve by way of a second fluid inlet. Furthermore, in order to achieve one-way supply of fluid from the master cylinder to the second fluid inlet, a check valve is arranged in parallel with a throttle between the master cylinder and the second fluid inlet. With the above arrangement, a continuous fluid supply is achieved from the master cylinder to the second fluid inlet by way of the check valve even when no fluid exists in an expansion chamber, thereby enabling a metal-edge control at the second fluid inlet allowing the first fluid inlet to be kept in a cut-off condition to thereby suppress reverse pulsation, pump noise, and vibration to the brake pedal.

Abstract: An anti-lock hydraulic brake system is disclosed with a flow control valve in the brake line. To prevent the flow control valve from performing its control function during a normal braking operation, a retaining piston works in conjunction with a spring such that the retaining spring bears against a piston of the flow control valve and retains the flow control valve piston in its initial position during normal braking operation. The retaining piston also serves as a valve closure member for a valve in the return line.