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WO1997002973A1 - Systeme de freinage hydraulique a antiblocage - Google Patents

Systeme de freinage hydraulique a antiblocage Download PDF

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Publication number
WO1997002973A1
WO1997002973A1 PCT/EP1995/002671 EP9502671W WO9702973A1 WO 1997002973 A1 WO1997002973 A1 WO 1997002973A1 EP 9502671 W EP9502671 W EP 9502671W WO 9702973 A1 WO9702973 A1 WO 9702973A1
Authority
WO
WIPO (PCT)
Prior art keywords
line
brake
pressure
master cylinder
valve
Prior art date
Application number
PCT/EP1995/002671
Other languages
German (de)
English (en)
Inventor
Gerlinde Nattler
Peter Volz
Original Assignee
Itt Automotive Europe Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority to DE4423086A priority Critical patent/DE4423086A1/de
Application filed by Itt Automotive Europe Gmbh filed Critical Itt Automotive Europe Gmbh
Priority to DE59505314T priority patent/DE59505314D1/de
Priority to EP95925851A priority patent/EP0784554B1/fr
Priority to PCT/EP1995/002671 priority patent/WO1997002973A1/fr
Publication of WO1997002973A1 publication Critical patent/WO1997002973A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/48—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition connecting the brake actuator to an alternative or additional source of fluid pressure, e.g. traction control systems
    • B60T8/4809—Traction control, stability control, using both the wheel brakes and other automatic braking systems
    • B60T8/4827—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems
    • B60T8/4863—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems closed systems
    • B60T8/4872—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems closed systems pump-back systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/42—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition having expanding chambers for controlling pressure, i.e. closed systems
    • B60T8/4275—Pump-back systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/42—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition having expanding chambers for controlling pressure, i.e. closed systems
    • B60T8/4275—Pump-back systems
    • B60T8/4291—Pump-back systems having means to reduce or eliminate pedal kick-back
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/88—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
    • B60T8/92—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means automatically taking corrective action
    • B60T8/94—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means automatically taking corrective action on a fluid pressure regulator

Definitions

  • the present invention relates to a slip-controlled hydraulic brake system according to the preamble of claim 1.
  • Slip-controlled brake systems that work on the return flow principle form a closed system during an anti-lock control system, e.g. in DE 37 28 480 AI. This means that the amount of brake fluid available for such anti-lock control is limited. So that this limited amount of pressure medium is sufficient for brake slip control, a correspondingly large volume must be conveyed into the brake circuits by the master cylinder when the brake pedal is actuated. If pressure medium is lost in the event of a defect due to a leakage during anti-lock control, this volume cannot be drawn from the storage container in closed systems.
  • the object of the present invention is to provide an anti-lock brake system which works on the return conveyor principle and which works reliably even in the event of a leak during anti-lock control.
  • a brake system according to the preamble of claim 1 is known for example from WO 91/18776.
  • the reserve memory of the known brake system is only used to provide an additional volume for traction control.
  • a switching valve in the pump feed line should therefore only open when the traction control system is active.
  • the volume of the reserve memory should always be made available even when the volume of the master cylinder is exhausted and a further pressure build-up is desired. If, due to a leak, the pressure medium volume available for slip control becomes smaller and the brake pedal is depressed accordingly, the
  • the need to connect the reserve storage is expediently indicated by a displacement sensor which is attached to the brake pedal, to the brake booster or to the master cylinder.
  • An isolation valve is the brake line between the master cylinder and the mouth of the pressure line can be used for various purposes. It can separate the master cylinder from the brake circuit during braking, to which the reserve memory is switched on, so that the pedal feeling for the driver remains unaffected. Such a separating valve can also be used for traction control or for charging the reserve memory - as described in more detail below.
  • the reserve memory can be loaded in that a storage charging power between the master cylinder and the isolating valve branches off from the brake line and the isolating valve remains closed during a pedal operation. Then the master cylinder volume is not conveyed into the brake circuits, but into the reserve storage via the storage charging line.
  • a further possibility for loading the accumulator is that a accumulator charging line branches off from the brake line or from the pressure line of the pump below the isolating valve. In this case, charging cycles are provided in which the isolating valve is closed and the pump brings pressure medium, which it has sucked out of the storage container, into the reserve storage via the pressure line and the storage charging line.
  • a throttle point can be provided between the branching of the accumulator charging line and the confluence of the pressure line in the brake line, which provides a pressure drop between the
  • the isolating valve can also be closed, if available.
  • the reserve storage is to be filled by the pump, there are various ways of connecting the pump to the reservoir.
  • the simplest option would be a direct connection to the storage container. This would result in an open system in which the amount of pressure medium is not limited anyway, so that an auxiliary pressure accumulator is unnecessary.
  • the invention is intended to avoid the disadvantages of open systems. For this reason, it is advisable to open the outlet valve in the return line and the inlet valve in the brake line, for example, so that the pump is connected to the reservoir via the return line and the brake line as well as the master cylinder. This option is suitable for brake systems without a isolation valve. Another possibility is to equip the pump feed line with two switching valves instead of just one, between which a feed line branches.
  • the brake line is connected directly to the reservoir above the isolating valve so that the pump can suck in unhindered.
  • a closed system still remains.
  • a further variant for charging the reserve store consists of laying a store charging line to the suction line, a check valve being inserted into this store charging line, which opens in the direction of filling the store. Then he can Reserve memory can be loaded either by opening the outlet valve in the return line and pressing the pedal, or by stopping a brake slip. Traction control the pressure medium released gets into the reserve memory.
  • Fig. 1 a brake system according to the invention
  • Accumulator charging line branches from the brake line between the master cylinder and the isolation valve.
  • FIG. 2 shows a brake system according to the invention in which the accumulator charging line branches off from the pressure line
  • Fig. 3 shows a brake system according to the invention
  • Storage charging line branches off from the pressure line and which has an additional follow-up line from the master cylinder to the suction side of the pump and
  • FIG. 4 shows a brake system according to the invention, the accumulator charging line of which is connected to the suction line.
  • the second wheel brake per brake circuit provided in a four-wheel vehicle connects to the brake circuit in a known manner, the second brake circuit being constructed analogously to the first brake circuit.
  • 1 is similar in structure to the circuit known from the prior art (WO 91-18776).
  • the master cylinder 1 is connected in a known manner to the reservoir 2, the brake line 3 runs from the master cylinder 1 to the wheel brake 4.
  • the return line 5 leads to the low-pressure accumulator 6.
  • the low-pressure accumulator 6 is connected to the suction side of the pump 8 via the suction line 7 connected, the pressure line 9 opens into the brake line 3.
  • the pump feed line 10 is connected to the suction line 7 and connects the reserve memory 11 to the suction side of the pump 8.
  • An accumulator charging line 12 branches off from the brake line 3 immediately below the master cylinder 1 and leads to the reserve memory 11.
  • the brake line 3 is provided with a isolating valve 13 between the branching of the accumulator charging line 12 and the confluence of the pressure line 9.
  • the isolating valve 13 is an electromagnetically actuated, normally open 2/2-way valve which, when the electromagnet is energized, switches a pressure relief valve into the brake line 3, which opens to the master cylinder 1 at an admission pressure which, for example, is sufficient for traction control in the wheel brake 4.
  • the pressure relief valve can of course also be set up separately in parallel to the isolating valve 13, in which case the isolating valve 13 blocks the brake line 3 in its switching position.
  • a check valve 14 is also connected in parallel with the isolating valve 13.
  • the inlet valve 15 is arranged in the brake line 3.
  • This is a normally open solenoid valve, which is a Check valve is connected in parallel, which opens from the wheel brake 4 to the master cylinder 1.
  • an outlet valve 16 is inserted, a normally closed solenoid valve.
  • the pump feed line 10 can be blocked via a 2/2-way solenoid valve, the switching valve 17, which is also closed when de-energized. So that the reserve memory 11 cannot drain into the storage container 2 when the master cylinder 1 is not actuated, the accumulator charging line 12 has a check valve 18, which opens from the master cylinder 1 to the reserve memory 11.
  • the master cylinder 1 is actuated by the brake pedal 19 to build up pressure in the brake line 3.
  • a distance sensor 20 detects the pedal travel.
  • This displacement sensor 20 can, for example, be coupled to the working piston of a vacuum amplifier as shown.
  • the connection of the master cylinder 1 to the reservoir 2 is disconnected and pressure medium is brought out of the working chambers of the master cylinder 1 into the associated brake circuits.
  • a brake pressure is built up in the wheel brake 4 via the brake line 3.
  • the displacement sensor '20 signals due to the advanced position of the brake pedal 19 that an additional volume of pressure medium is required.
  • the isolating valve 13 is closed, and the switching valve 17 is opened, so that the volume of the reserve memory 11 reaches the suction side of the pump 8, which also starts to run when the valves 13 and 17 are switched.
  • the pump 8 conveys the reserve volume into the brake line 3 from which it gets into the wheel brake 4. Since the pump pressure is generally higher than the required brake pressure, a further brake pressure control takes place through the circuit of the inlet valve 15 and the outlet valve 16, which is known per se.
  • the brake system then works like a known anti-lock brake system according to the return flow principle.
  • the reserve memory 11 can again provide pressure medium when braking later, it must be reloaded in the meantime. In all likelihood, after a full stop, there will be several light stops before the reserve volume is needed again. In the case of such lighter brake applications in which the master cylinder volume is not exhausted, a partial amount of the pressure medium displaced from the master cylinder 1 reaches the reserve memory 11 via the check valve 18, from which it cannot escape as long as the switching valve 17 is closed.
  • an optical signal can also be provided, which recommends that the vehicle driver actuates the brake pedal.
  • the isolation valve may possibly be closed manually.
  • the reserve memory 11 can of course also be used in this brake system for the purposes known from the prior art for traction control. If the pump 8 is designed as a self-priming pump, it can additionally draw in further pressure medium volume beyond that of the reserve reservoir, since the isolating valve 13 is in its switching position during traction control and the master cylinder 1 has a free connection to the reservoir 2.
  • the storage charging line 12 then serves as an intake line for traction control.
  • the brake system according to FIG. 2 differs from that according to FIG. 1 essentially in how the reserve memory 11 is loaded.
  • the accumulator charging line 21 branches off from the pressure line 9 and leads to the reserve switch 11 via the switching valve 22 designed as a 4/2-way valve. The filling of the reserve accumulator 11
  • the outlet valve 16 is switched to its open position, so that the pump 8 through the suction line 7, via the outlet valve 16 and the inlet valve 15 through the brake line 3 and the master cylinder 1 from the Storage container 2 can suck in pressure medium and convey it into the reserve memory 11.
  • the switching valve 22, which blocks either the pump feed line 10 or the accumulator charging line 21, is in its basic position, which blocks the pump feed line 10.
  • the pump 8 cannot pump in a circle when filling the reserve memory 11 and thereby empty the reserve memory 11 again.
  • the accumulator charging line 21 branches off from the pressure line 9 between the pressure side of the pump and a throttle point 23, which generates the required dynamic pressure so that the pressure medium volume delivered by the pump does not immediately return to the main part cylinder 1 flows off.
  • the maximum filling pressure of the reserve reservoir 11 is therefore determined by the delivery pressure of the pump 8, the back pressure of the throttle point 23 and the admission pressure of the check valve 18.
  • the switching valve 22 switches over, so that the reserve memory 11 is now connected to the suction side of the pump 8 via the pump feed line 10.
  • the connection of the pressure line 9 to the reserve memory 11 is interrupted at the same time.
  • the pump 8 therefore only conveys the volume of the reserve storage 11 into the brake line 3.
  • the further functioning of the brake system results from the previous description of FIG. 1 and from the prior art.
  • Fig. 3 a brake system is shown, the reserve memory 11 is filled by the pump 8 as in Fig. 2.
  • the pressure medium path, via which the pump 8 sucks the pressure medium from the storage container 2, is different here.
  • the pump feed line 10 has a further switching valve 24 between the switching valve 22, which is already used in FIG.
  • the switching valve 24 is an electromagnetically operated 2/2-way valve which is closed in its de-energized position.
  • a feed line 25 branches off from the pump feed line 10 and leads to the brake line 3 directly below the master cylinder 1.
  • a isolating valve 13 is again inserted into the brake line 3 here . If the reserve memory 11 has to be refilled, this isolating valve 13 is switched into its blocking position while the second switching valve 24 is opened.
  • the first switching valve 22 remains in its basic position shown, so that the accumulator charging line 21 connects the pressure side of the pump 8 to the reserve accumulator 11, while the suction side of the pump is only connected to the supply line 25, but not to the reserve accumulator 11.
  • the pump 8 now sucks pressure medium from the reservoir 2 via the open switching valve 24, the supply line 25 and the master cylinder 1 and conveys it into the storage charging line 21.
  • the closed isolation valve 13, the integrated pressure relief valve of which only opens when the pressure is higher than the required filling pressure of the reserve accumulator 11 prevents pressure medium from flowing out into the master cylinder 1.
  • either the inlet valve 15 can be closed or the Throttle point 23 are again designed so that the dynamic pressure is sufficient to fill the reserve memory 11. It is obvious that the brake system shown can also be used for traction control in a manner known per se.
  • FIG. 4 A further variant of how the reserve memory 11 can be filled is shown in FIG. 4.
  • the storage charging line 12 is here laid parallel to the pump supply line 10. It connects to the suction line 7 between the suction side of the pump 8 and the outlet valve 16. This arrangement enables automatic filling of the reserve memory 11.
  • a slip-controlled braking is ended, that is to say if the outlet valve 16 is opened to reduce the pressure and the volume of the low-pressure accumulator 6 no longer has to be available for further slip control, the pump 8 is switched off immediately, so that the volume of the low-pressure device pressure accumulator 6 and the escaping from the wheel brake 4 via the outlet valve 16 pressure medium in the
  • Accumulator charge line 12 arranged check valve 18 reaches the reserve memory 11.
  • the switching valve 17 remains in its closed position, so that the pressure medium cannot escape from the reserve memory 11 until it is required.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)

Abstract

Les systèmes de freinage hydraulique à antiblocage, qui fonctionnent selon le principe de refoulement pendant une opération d'antiblocage, constituent un système fermé. Cela signifie que pendant une opération d'antiblocage, aucun agent de pression ne peut quitter le réservoir du système de freinage pour passer dans le circuit de freinage. Afin de garantir un fonctionnement fiable du circuit de freinage même en cas de fuite dans ce dernier, l'invention propose d'installer un réservoir de secours (11) qui est raccordé au côté aspiration de la pompe de refoulement (8) uniquement lorsqu'un capteur de course (20) signale que le volume du maître-cylindre (1) est quasiment épuisé. L'invention présente différents modes de réalisation qui correspondent à différentes façons de remplir ce réservoir de secours (11).
PCT/EP1995/002671 1994-07-01 1995-07-08 Systeme de freinage hydraulique a antiblocage WO1997002973A1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
DE4423086A DE4423086A1 (de) 1994-07-01 1994-07-01 Schlupfgeregelte hydraulische Bremsanlage
DE59505314T DE59505314D1 (de) 1995-07-08 1995-07-08 Schlupfgeregelte hydraulische bremsanlage
EP95925851A EP0784554B1 (fr) 1995-07-08 1995-07-08 Systeme de freinage hydraulique a antiblocage
PCT/EP1995/002671 WO1997002973A1 (fr) 1994-07-01 1995-07-08 Systeme de freinage hydraulique a antiblocage

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4423086A DE4423086A1 (de) 1994-07-01 1994-07-01 Schlupfgeregelte hydraulische Bremsanlage
PCT/EP1995/002671 WO1997002973A1 (fr) 1994-07-01 1995-07-08 Systeme de freinage hydraulique a antiblocage

Publications (1)

Publication Number Publication Date
WO1997002973A1 true WO1997002973A1 (fr) 1997-01-30

Family

ID=25937908

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP1995/002671 WO1997002973A1 (fr) 1994-07-01 1995-07-08 Systeme de freinage hydraulique a antiblocage

Country Status (2)

Country Link
DE (1) DE4423086A1 (fr)
WO (1) WO1997002973A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2000335391A (ja) 1999-03-25 2000-12-05 Aisin Seiki Co Ltd 車両用制動力制御装置
DE19939035B4 (de) 1999-08-18 2006-04-20 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Bremsanlage für Fahrzeuge, insbesondere Nutzfahrzeuge
DE10337957A1 (de) * 2003-08-19 2005-03-17 Bayerische Motoren Werke Ag Hydraulische Fahrzeug-Bremsanlage mit einer Bremsdruckmodulationsventilanordnung
DE102012023319A1 (de) * 2012-11-29 2014-06-05 Lucas Automotive Gmbh Bremssystem für ein Landfahrzeug und Verfahren zum Steuern des Bremssystems

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2192683A (en) * 1986-07-10 1988-01-20 Teves Gmbh Alfred Brake system for motor vehicles with braking slip and traction slip control
GB2197402A (en) * 1986-11-06 1988-05-18 Teves Gmbh Alfred Brake system
GB2230578A (en) * 1989-04-14 1990-10-24 Teves Gmbh Alfred Hydraulic brake system
WO1991018776A1 (fr) * 1990-06-01 1991-12-12 Robert Bosch Gmbh Systeme de freinage
EP0485367A2 (fr) * 1988-08-26 1992-05-13 ITT Automotive Europe GmbH Procédé de surveillance d'un système de freinage et système de freinage pour sa mise en oeuvre
WO1993021047A1 (fr) * 1992-04-22 1993-10-28 Itt Automotive Europe Gmbh Dispositif de freinage hydraulique avec systeme d'antipatinage au freinage et a l'acceleration
DE4213205A1 (de) * 1992-04-22 1993-10-28 Teves Gmbh Alfred Bremsdruckregelvorrichtung für eine hydraulische Kraftfahrzeugbremsanlage
US5364176A (en) * 1992-08-28 1994-11-15 Aisin Seiki Kabushiki Kaisha Braking pressure control apparatus in a wheel slip control system

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Publication number Priority date Publication date Assignee Title
DE3444827A1 (de) * 1984-12-08 1986-06-12 Robert Bosch Gmbh, 7000 Stuttgart Verfahren und vorrichtung zur bremsdrucksteuerung bei fahrzeugbremsanlagen
DE3709265A1 (de) * 1987-03-20 1988-09-29 Teves Gmbh Alfred Bremsschlupfgeregelte hydraulische bremsanlage
DE3828931A1 (de) * 1988-08-26 1990-03-01 Teves Gmbh Alfred Verfahren zur ueberwachung der funktion einer bremsanlage
DE3829645A1 (de) * 1988-09-01 1990-03-15 Teves Gmbh Alfred Hydraulische bremsanlage mit blockierschutzregelung
DE4102864A1 (de) * 1990-05-18 1991-11-21 Bosch Gmbh Robert Hydraulische zweikreisbremsanlage
DE4202388A1 (de) * 1992-01-29 1993-08-05 Bosch Gmbh Robert Hydraulische bremsanlage mit blockierschutz- und antriebsschlupf-regeleinrichtung, insbesondere fuer kraftfahrzeuge

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2192683A (en) * 1986-07-10 1988-01-20 Teves Gmbh Alfred Brake system for motor vehicles with braking slip and traction slip control
GB2197402A (en) * 1986-11-06 1988-05-18 Teves Gmbh Alfred Brake system
EP0485367A2 (fr) * 1988-08-26 1992-05-13 ITT Automotive Europe GmbH Procédé de surveillance d'un système de freinage et système de freinage pour sa mise en oeuvre
GB2230578A (en) * 1989-04-14 1990-10-24 Teves Gmbh Alfred Hydraulic brake system
WO1991018776A1 (fr) * 1990-06-01 1991-12-12 Robert Bosch Gmbh Systeme de freinage
WO1993021047A1 (fr) * 1992-04-22 1993-10-28 Itt Automotive Europe Gmbh Dispositif de freinage hydraulique avec systeme d'antipatinage au freinage et a l'acceleration
DE4213205A1 (de) * 1992-04-22 1993-10-28 Teves Gmbh Alfred Bremsdruckregelvorrichtung für eine hydraulische Kraftfahrzeugbremsanlage
US5364176A (en) * 1992-08-28 1994-11-15 Aisin Seiki Kabushiki Kaisha Braking pressure control apparatus in a wheel slip control system

Also Published As

Publication number Publication date
DE4423086A1 (de) 1996-01-04

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