Abstract: A vehicle antilock braking system having an operator controlled master cylinder for developing a first source of pressurized fluid and a second source of pressurized hydraulic fluid for selectively supplying rebuild pressure after an antilock event to simultaneously provide for actuation of each wheel braking device. A solenoid operated first flow control valve for each wheel controls communication of either the first source or second source of pressurized hydraulic fluid to the braking device and the braking device to a low pressure return. A hydraulically operated second control valve has a first inlet port connected to receive the first source of hydraulic pressurized fluid and a second inlet connected to receive the second source of hydraulic fluid and an outlet port connected to the first flow control valve.

Abstract: In an hydraulic anti-lock braking system a flow control valve operates with a single-acting solenoid-operated valve (35), and the flow control valve incorporates a spool (17) working in a bore (8) in a housing (7) with the flow directed thorough a passage (20) passing substantially through the centre of the spool (17). A fixed orifice (21) is located at the one end of the spool which defines a chamber (19) for a control spring (18), and a variable orifice is defined between a port (33) in the housing (7) and a metering edge on the input side of an annular groove (24) in the spool (17) and which communicates with the passage (20) in the spool (17).

Abstract: A known electromagnetically actuatable valve has a tubular housing sleeve, a through opening radially penetrating the housing sleeve, and inside the housing sleeve, a valve body having a valve seat and an associated movable valve closing member, and a throttle, which comprises a throttle body and a throttle insert built into it having a throttle restriction, which is embodied as a throttle bore. The throttle body is slipped on like a cap over an open end of the housing sleeve. The throttle of this kind, embodied in a complex manner, is expensive and demands an inordinate amount of installation space. To reduce expense and save installation space, the throttle body along with its throttle insert is omitted and the function of the throttle bore is taken on by the through opening, the through opening is embodied as narrow opening in accordance with the throttle function to be produced. The valve can be used in antilock devices of hydraulic brake systems for motor vehicles.

Abstract: A fluid pressure regulating device for an anti-skid control device includes a master cylinder having therein a first pressure chamber and a second pressure chamber, a first wheel cylinder, a first electromagnetic valve of normally open type, a second wheel cylinder, a second electromagnetic valve of normally open type, a first conduit for connecting the first pressure chamber to the first wheel cylinder and the second wheel cylinder via the first electromagnetic valve and the second electromagnetic valve, respectively, a first pump for sucking irreversibly fluids in the first cylinder and the second cylinder via an orifice in such a manner that the resultant fluids are expected to be discharged irreversibly into the first conduit, a third wheel cylinder, a third electromagnetic valve of normally open type, a fourth wheel cylinder, a fourth electromagnetic valve of normally open type, a second conduit for connecting the third pressure chamber to the third wheel cylinder and the fourth wheel cylinder via the th

Abstract: A valve whose valve stroke must be adjusted is provided with a throttle bore. The valve has a guide tube open on the bottom with a press-fit in a valve body through whose through bore the valve closing member of an armature received in a guide tube is accessible for engagement by a scanner pin of a measuring tool. After adjustment of the valve stroke, a throttle insert is introduced into the throttle bore of the valve body, using a double-lipped cuff. While an inner lip seals off the throttle insert in the valve body, an outer lip of the cuff, in cooperation with a housing receives the valve and takes on the function of a check valve. The valve is suitable for anti-lock and/or traction-control systems of motor vehicle brake systems.

Abstract: A hydraulic change-over valve is adapted for a vehicle brake system with anti-lock control and traction slip control which operates according to the return delivery principle during an anti-lock control operation and the self-priming pump of which takes in pressure fluid through the master brake cylinder during a traction slip control operation. The change-over valve is arranged in the suction line between a pump and a master brake cylinder and shuts off the connection during each pedal-operated braking operation and opens it during each traction slip control operation. To avoid negative effects on the brake pedal feeling, restrictors are provided which prolong the closing time of the switch-over valve so that the fluid volume for switching is received gradually and continuously. The switching position is determined by a diaphragm, whose effective surface depends on its flexure to afford a non-stick-slip operation.

Abstract: A wheel brake fluid pressure control device has a main fluid line and a return-flow type antilock control function. This device also has a fluid supply line branching from the main fluid line so that it has a traction control function as well. It is necessary to provide such a device with a shutoff valve for checking the fluid flow from the fluid supply line to the discharged fluid reservoir while the master cylinder is being pressurized. The shutoff valve employed is not an expensive solenoid valve or a pressure-responsive valve, but a pressure-responsive type check valve which closes when the brake pressure in the discharge line exceeds a predetermined level. This shutoff valve is simple in structure and low in cost and can improve the reliability of the entire device. Also, by using this valve, the traction control function can be added to an existing antilock control device at a low cost.

Abstract: An antilocking brake fluid pressure control unit for a vehicle includes a fluid pressure control device which receives an antilocking operation signal for controlling the pressure applied to a wheel brake. A pump in a parallel flow circuit returns a brake working fluid. A damping chamber (13) is connected to a fluid passage (9) between an outlet port of the pump and a feedback point (15). A filter is provided in the fluid passage (9) between the damping chamber (13) and the feedback point (15). Due to this structure, air bleeding from a brake piping system is simplified when assembling the brake system in a vehicle, and the time needed for charging a working fluid into the brake system is reduced.

Abstract: A control valve having, in a series with a first inlet valve of a quick brake volume, two different rates of flow restrictions operable as a function of the position of the piston. The first flow rate of one first restriction is insufficient to cause the piston to a braking position for applying a minimum service application for first range of piston positions which would generally be produced by the mechanical vibration. The second restriction has a greater flow and will accelerate the piston to a braking position for a second range of piston positions which will be produced by the reduction of the brake pipe pressure on one face of the piston. By providing two flow rates, the valve becomes insensitive to mechanically produced forces while maintaining the reaction time of the valve to fluidically produced reduction of brake pipe pressure.

Abstract: A brake pressure control apparatus for automotive vehicles with an anti-locking control system is presented. It is comprised of a master cylinder, of one or of a plurality of wheel cylinders for wheel brakes, of a pressure modulator for the modulation of the hydraulic pressure in the wheel cylinders of the wheel brakes during a brake pressure control modus, of at least one motor-driven pump for the generation of a hydraulic pressure, of an electronic controller. The outlet valve associated with a wheel cylinder is furnished with a closing element (5) which is connected to the closing element (6) of the inlet valve through a captivating apparatus which is configurated and positioned in such a manner that in its closing position the said closing element (5) of said outlet valve opens the said closing element (6) of said inlet valve and in its open position it closes said closing element of the inlet valve.

Abstract: A brake-fluid reflux type anti-skid brake control system for automotive vehicles, comprises a main brake-fluid supply circuit, a brake-fluid reflux circuit refluxing the brake fluid from the wheel cylinder to the main brake-fluid supply circuit during operation of the anti-skid brake control system, and a brake-fluid flow control valve arranged in the supply circuit. The flow control valve employs a throttling device responsive to the pressure difference between the master-cylinder side and the fluid pressure of the wheel-cylinder side, such that when the pressure difference is less than a predetermined threshold the throttling device operates at a fully open mode, and when the pressure difference is greater than or equal to the threshold the throttling device operates at a fully throttling mode.

Abstract: A magnet valve for anti-lock vehicle brake systems, having a valve inlet for a connection of a pressure source, and a valve outlet for connection of a pressure receiver. A valve member that controls the connection between the valve inlet and outlet. An electromagnet, which is triggerable by a minimum and maximum exciter current for actuating the valve member counter to a force of a restoring spring. A throttle, which is operative between the valve inlet and outlet for delaying a pressure rise at the valve outlet. The throttle is disposed for selective switching in the valve member, and the valve member is embodied such that by triggering of the electromagnet with the minimum exciter current (I.sub.1), the throttle between the valve inlet and the valve outlet is switched on, and upon triggering of the electromagnet by the maximum exciter current (I.sub.

Abstract: An anti-lock hydraulic brake system provides a phase of pressure increase, a phase of pressure decrease as well as a phase in which the pressure is kept constant. To this end, an outlet valve and a selector valve are provided. The selector valve is not connected to the pressure side of the pump as is usual but to the suction side of the pump. This arrangement produces the advantage that the selector valve is disposed in the low-pressure area of the brake system thereby eliminating the occurrence of great pressure surges which result in the emission of noise.

Abstract: A brake and anti-skid system (8) having an operator controlled source (11) of hydraulic fluid pressure, a hydraulically actuated wheel brake (12, 39, 17, 41) which responds to applied hydraulic pressure to apply a braking force to the wheel to arrest wheel motion, a low pressure hydraulic fluid return line (26, 35), and a modulator (15) interconnecting the source (11), the return line (26, 35), and the brake (12, 39, 17, 41) for directing fluid from the source (11) to the brake (12, 39, 17, 41) when in a normal braking state and for directing fluid from the brake (12, 39, 17, 41) to the return line (26,35) when in a second state.

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: A hydraulic brake system including at least one electromagnetically actuatable valve is disposed in a receiving bore. A throttle body at least partly surrounding the valve on one end in the axial direction is provided in the receiving bore and has a throttle restriction in a through bore. In this hydraulic brake system, adjusting the stroke of an armature can be done in a simple manner before the throttle body is installed on the valve. The valve and the throttle body is especially suitable for outlet valves of hydraulic motor-vehicle brake systems.

Abstract: The present invention relates to a brake fluid pressure control apparatus in which a casing contains a pump communication port separately from a master cylinder communication port. A spool is also provided which limits the communication between the pump communication port and the master cylinder communication port in a manner such that the discharge pressure from the pump is not added directly to the master cylinder. Additionally, in the intake and discharge sides of the pump, a bypass channel is provided. In this bypass channel, a relief valve is provided which allows the escape of pressure force to the intake side of the pump in the case when the pressure force between the discharge side of the pump and the flow control increases to a high pressure.

Abstract: A slip-controlled brake system, especially for use with automotive vehicles has a brake pressure generator (1) accommodating a master cylinder (2) connected to the brake pressure generator through master brake conduits (62,63) are the wheel brakes (31 to 34), comprising hydraulic auxiliary pressure pumps (21,26) and wheel sensors (S1 to S4) and electronic circuits capable to control, for slip control purposed, electromagnetically actuable pressure fluid inlet valves (24,25,29,30) and pressure fluid outlet valves (22,23,35,36) provided in the pressure fluid conduits, with pressure pulsation attenuators (27) of a defined volume expansion and flow length being provided for noise reduction purposed during the control operation, between the master cylinder (2) and the wheel brakes (31 through 34).

Abstract: A braking pressure control device is described for an automatic wheel brake system equipped with an anti-lock control system (ABS) and/or a traction slip control system (TSC). A controlled pressure reduction phase with a minimized residual pressure in the wheel brake is achieved by the control device, which includes, an inner piston (1) guided within an outer piston (4) displaceable in relation to a valve housing (2) and furnished with a piston step (3), while a spring fixed in the outer piston (4) urges the inner piston (1) towards a valve closure member (7) mounted within the outer piston (4) and movable onto an inlet valve seat (15), the inner piston (1) holding the closure element (7) off the seat (15) until the outlet valve (21) is opened. The outer piston (4) then modulates the outflow by movement of a control edge (19) against the force of a control spring (8).

Abstract: The present invention relates to a brake fluid pressure control apparatus in which a casing contains a pump communication port separately from a master cylinder communication port. A spool is also provided which limits the communication between the pump communication port and the master cylinder communication port in a manner such that the discharge pressure from the pump is not added directly to the master cylinder. Additionally, in the intake and discharge sides of the pump, a bypass channel is provided. In this bypass channel, a relief valve is provided which allows the escape of pressure force to the intake side of the pump in the case when the pressure force between the discharge side of the pump and the flow control increases to a high pressure.

Abstract: The closed circuit, pump-back adaptive braking system (10, 110, 210, 310, 410) includes a slave isolation valve mechanism (30, 30', 30", 130, 330, 330') which has a valve member (34, 34', 34", 134, 334, 334') that permits master cylinder (12) generated hydraulic braking pressure to oppose pressure received from the pump (23) of the braking system (10, 110, 210, 310, 410) in order to prevent displacement of the valve member (34, 34', 34", 134, 334, 334') when the pump (23) is not operating. When the pump (23) of the system (10, 110, 210, 310, 410) is operating, the valve member (34, 34', 34", 134, 334, 334') is displaced to isolate substantially the master cylinder (12) from an electrically actuated valve mechanism (40, 40') during operation of the adaptive braking system (10, 110, 210, 310, 410).

Abstract: A hydraulic brake system having an anti-skid system in which its rear axle brake circuit has a pressure control device switchable by a control pressure; if the anti-skid system should fail, this device reduces the brake pressure in the rear wheel brake cylinders. The hydraulic brake system includes the pressure control device which acts as a proportional pressure regulating valve and is switchable by a pressure prevailing on a master brake cylinder side of a return pump; if the anti-skid system should fail, this device reduces the pressure of the pressure fluid in the wheel brake cylinders by a fixed proportion compared with the pressure toward the master brake cylinder. The pressure control device has a very simple, compact design and is especially suitable for use in the rear axle brake circuit of a motor vehicle.

Abstract: A known vehicle brake system having an anti-lock system has at least one return pump in this anti-lock system, by means of whose pumping pressure a throttle valve located between the master brake cylinder and the at least one wheel brake can be controlled via a control inlet, during an anti-lock mode, out of the normal position into a throttling position, counter to the force of an opening spring. The throttle valve serves to limit brake pressure rise speeds in the wheel brake during an anti-lock mode. It is disadvantageous that upon termination of such an anti-lock mode, the throttle valve hinders the return flow of pressure fluid out of the wheel brake to the master brake cylinder. Brake pressure reductions are therefore delayed. A throttle valve and connected in accordance with the invention has a second control inlet, which communicates with the wheel brake.

Abstract: An apparatus for damping pressure fluctuations in hydraulic motor vehicle systems with an anti-skid and/or traction control system, the apparatus comprises a throttle and a pressure limiting valve. The apparatus comprises a sleeve-like housing with a screen-like throttle body received in it along with a prestressed compression spring with which the throttle body is supported on the bottom of the housing. The housing and the throttle body are embodied as molded sheet-metal parts. On its bottom, the housing has an opening, with a valve seat, made by stamping without metal cutting, of a pressure limiting valve, which is engaged by the throttle body, which has a stamped bulge of rounded shape. A throttle opening of the throttle body, located in the bulge, is disposed coaxially with the larger-diameter opening of the housing. The apparatus can be used in hydraulic motor vehicle brake systems with an anti-skid and/or traction control system.

Abstract: An anti-lock-controlled brake system for automotive vehicles is described, with a braking pressure generator (6), connected via a main pressure line (5) to a wheel brake (1) with an auxiliary hydraulic pressure pump (2) connected to an auxiliary pressure line (12), and a pressure medium accumulator (19) connected to a pressure limiting valve (3) control-lable in dependence on the hydraulic pressure of the wheel brake (1). A control of the accumulator pressure and volume within a closed hydraulic system is thereby provided which will take place in dependence on the wheel brake pressure to be in conformity with actual requirements.

Abstract: The antilock brake control apparatus has a locking symptom detector for detecting a wheel locking symptom and a removal of wheel locking symptom. A microcomputer is provided for producing a depressurization signal in response to the detection of the wheel locking symptom until the removal of the wheel locking symptom, and for calculating, after a locking symptom is detected, a pressure difference between the current wheel cylinder pressure and the wheel cylinder pressure when a locking symptom is first detected to obtain a maximum pressure difference at a time when the removal of the wheel locking symptom is detected.

Abstract: An antiskid brake control system includes a supply passageway (16) bypassing a pressure-compensated flow control valve (13), and a check valve (22), which allows flow of brake fluid only toward a wheel cylinder, or a check valve (23), which allows flow of brake fluid only away from the wheel cylinder, is provided inside the supply passageway (16) and arranged in series with an orifice (15). Accordingly, antiskid brake control is such that either slow and fast pressurization modes, a fast depressurization mode and a holding mode or slow and fast depressurization modes, a fast pressurization mode and a holding mode are established. A sudden fluctuation in braking hydraulic pressure can be suppressed by establishing the holding mode when there is a transition from the fast depressurization mode to the fast pressurization mode or from the fast pressurization mode to the fast depressurization mode.

Abstract: To dispense with a proportioning valve for the rear wheel brake fluid pressure line system of a brake anti-locking controller for a vehicle to reduce the cost of the controller. A brake fluid pressure controller comprises a controller for opening and closing the hold valves of a rear wheel brake fluid pressure line system at the time of brake fluid pressure increase after the start of braking of the vehicle but before the start of the brake anti-locking control thereof in order to keep the rate of the break fluid pressure increase in the rear wheel brake fluid pressure system lower than that of the brake fluid pressure increase in the front wheel brake fluid pressure line system.

Abstract: A braking system for a vehicle which includes a master cylinder, and a wheel cylinder for braking a wheel with a brake fluid pressure supplied from the master cylinder. A pulsating-pressure absorbing apparatus is arranged between the master cylinder and the wheel cylinder. The pulsating-pressure absorbing apparatus includes a main body, an inlet formed in the main body and connected to the master cylinder, an outlet formed in the main body and connected to a side of the wheel cylinder, and a stepped hole formed in communication with the inlet and outlet. A stepped plunger is slidably fitted into the stepped hole, and a check valve is arranged in a path defined within the plunger for permitting brake fluid to flow from the inlet towards the outlet and for inhibiting brake fluid from flowing from the outlet towards the inlet.

Abstract: In an anti-lock brake system, a differential pressure limiter (8) is connected in front of the inlet valve (6). This causes a defined pressure gradient to always prevail at the inlet valve (6), what appreciably reduces the noise emission of the valve during an anti-lock braking operation. Since the inlet valve (6) has a slight throttling effect in its opened position, it may occur that on brake operation with cold brake fluid a pressure gradient is generated at the inlet valve (6) which results in the differential pressure limiter closing. It is therefore suggested to arrange a bimetal spring (20) in parallel to the control spring (15) of the differential pressure limiter (8), which bimetal spring expands at low temperatures and cases a force in addition to the spring force of the control spring (15) to act on the control piston.

Abstract: A brake pressure control apparatus for automotive vehicles with an anti-locking control system (ABS) and/or with a traction slip control system (TSS) is presented. In the inlet line to the wheel cylinder an inlet valve is provided which affords a change-over from an orifice function into a flow limiting valve function at a predetermined wheel cylinder pressure. Flow is initially through an orifice (6) in a control slide valve piston (20), held in its initial position by a prestressing spring (23) acting through an auxiliary piston in engagement with control slide valve piston (20). An increase in pressure in the wheel cylinder (13), also exerted in the wheel cylinder pressure chamber (9), to a predetermined level, causes the auxiliary piston (27) to disengage from the control slide valve piston (20), preventing the force of the prestressing spring (23) from acting on the control slide valve piston (20).

Abstract: A structurally simplified brake system which increases its functional reliability. The brake system has a brake pressure line extending between a master brake cylinder and a wheel brake. A shutoff valve is connected in parallel with a pressure limiting valve disposed in the brake line. A high-pressure pump toward the wheel brake side is capable of feeding pressure fluid into the line when the shutoff valve is closed. If a response pressure of the pressure limiting valve is exceeded, the pressure fluid can be diverted back to the master cylinder. The shutoff valve has a valve seat toward the wheel brake and a closing member toward the master cylinder which closing member is capable, by the action of a magnetic force on an armature of engaging the valve seat. A compression spring is disposed between the armature and the closing member and in the valve closing position exerts a closing force, adapted to the response pressure, upon the closing member.