DE3051254C2 - Antilocking system for vehicle brakes - Google Patents

Abstract

The antilocking system has its main throttle valve in series with a second one which is formed by two components moving w.r.t. one another. This relative movement is initiated by a fluid pressure difference at the first valve and is controlled such that the greater the difference, the smaller the movement of the second valve.The second valve is downstream of the first valve. The first valve is formed by one of the two relatively moving components which is tensioned elastically against the effects of the pressure difference at the first valve. The first relatively moving cmponent is a piston travelling in a hole whose wall is the other component

Description

The invention relates to an anti-lock brake control system according to the preamble of claim 1.

In systems of this type, it is desirable to ensure the speed, with which the hydraulic pressure in the brake after the overwin that a blocking state is rebuilt so that the system can perform the operations when the brake is reapplied can monitor. To rebuild the brake pressure To be able to control is in a known generic type location (US 40 33 638) provided a throttle point, the through knife, however, can become unacceptably small if the fluid (the brake fluid) under relatively high pressure to be led. The exact processing of a very small Dros Selstelle can be difficult and there is Danger of foreign bodies blocking such a throttle point and thereby prevent the brake from being reapplied.

The invention is therefore based on the object of a brake to further develop the plant of the type mentioned so that at Reinstall the connected brake (s) after one Blocked state, a regulated pressure build-up with greater reliability casualness instead of a given control characteristic finds.  

This task is according to the invention with the features of the spell 1 solved.

Since the first throttle point is not the only tool for Limiting the fluid flow is that of the first Dros selstelle formed opening with larger dimensions than usual possible to be manufactured.

The first throttle point is preferably the second throttle place downstream in the flow direction. Foreign body in the Fluid supplied to regulators therefore have a tendency to become in the attach second throttle; this results in a ver reduction of the pressure difference at the first throttle point, which in turn increases the size of the second Create a throttling point so that the blockage is released can.

Preferably, the first throttle point is one of the in formed with respect to each other moving components against the Effect of the pressure difference at the first throttle point is elastically biased.  

The properties of the tool with which the component preloaded, can be chosen so that the larger Share of pressure drop at the second throttle point occurs, so that from the first throttle point formed opening can be made relatively large.

It is expedient if that which forms the first throttle point relatively movable component is a piston which in a Bore is movable, the wall of which moves the other relatively component. With a particularly preferred Aus the piston is cup-shaped, the first Throttle point formed by the end wall of the piston and is the second throttle point between at least one radial Passage in the wall of the bore and an annular Recess formed in the outside of the piston, being the recess with the interior of the piston in constant Connection is established. Another option is the radial passage or passages in the wall of the cup-shaped Piston and the annular recess in the wall the hole. The circular recess makes the mutual alignment in the circumferential direction of No openings in the two walls.

The regulator can be designed so that the regulated fluid current the re-application of the wheel brake either indirectly or directly controls.

In the case where the regulated fluid flow starts again put the wheel brake indirectly controls, the system has before preferably a movable wall, the two chambers from each other separates, one of which with the hydraulic Wheel brake is connected, and the movable wall starts depending on the blocking signal the volume of this chamber ver increased to lower the brake pressure on the braked wheel, wherein the regulator is designed so that it the fluid flow to the second chamber when the blocking signal disappears so regulated that the movable wall thereby gradually  is adjusted and the volume of the first chamber is reduced, around the brake pressure at a controlled speed bring to. An assembly with such a movable wall and a pair of chambers is called a brake pressure modulator.

Is preferably between the second chamber and the controller a three-way valve responsive to the blocking signal arranged that the second chamber normally with the Controller is connected, but when the blockage is generated signals by switching the three-way valve with an off opening for fluid is connected. This arrangement he allows under normal - non-blocking - conditions the second chamber via the regulator with its fluid source connect so that the pressure acting on the movable wall this fluid source has the desire to the volume of the - the hydraulic wheel brake connected - first chamber to keep it as small as possible. If blocking conditions occur, the second chamber is separated from its fluid source, so that fluid from the second chamber through the outlet opening can flow out under the pressure from the fluid in the hydraulic brake circuit from the first chamber to the moving wall is exercised.

In the fluid supply line of the hydraulic wheel brake a two-way valve is preferably installed, which so is designed to close when the moving Wall adjusts to the volume of the hydraulic wheel brake connected chamber to enlarge. The hydrauli cal wheel brake is thus during blocking states of their fluid source separately to reduce braking to support pressure.

In a particularly preferred embodiment of the invention The moveable wall as well as the first and the second are required Chamber, the controller, the three-way valve and the two-way valve arranged in a single housing, depending on the manufacturing technical advantage to be formed in one or more parts  can. Thus, a larger part of those described here Anti-lock brake control system in a single, cost cheap unit can be made available that itself can be easily installed or replaced.

For the supply of the regulator and the hydraulic wheel Brake can be a common source of hydraulic fluid be provided.

In the case where the wheel brake when reinstalling with the regulated fluid flow is supplied directly, the system has preferably an electromagnetically actuated valve arrangement voltage to the fluid source for the operation of the wheel brake, this and a container ter is connected and so on the blocking signal speaks that they normally brake the wheel with the fluid source connects, but when the blocking signal is generated is switched to ver the wheel brake with the container bind, the controller is designed so that it ver the blocking signal the fluid flow from the fluid vanish source regulated to the wheel brakes. An assembly with one such a valve arrangement is called a control valve arrangement. A system of this type leads to the generation of the blocking signals fluid from the wheel brakes, that is, from the Fluid flowing back from wheel brakes is fed to a container and, unlike a system with a modulation module, not necessarily returned to the wheel brakes if the blocking signal disappears.

The valve arrangement can, for example, be one of an elec tromagnet controlled collar piston valve, a ball valve arrangement or a combination of both.

The controller can be connected in different ways, with certain advantages.  

In a preferred embodiment, the controller is for Valve arrangement between the fluid source and the hydrauli the wheel brake connected in parallel, and the valve arrangement is designed so that when the blockage disappears signals does not connect the fluid source to the wheel brake, until the brake pressure through fluid supplied via the regulator has been applied again, and through the fluid flow the controller during the generation of the blocking signal interrupts.

In another embodiment, the regulator is a valve arrangement between the fluid source and the hydraulic Wheel brake connected in parallel and capable of with respect mutually movable components the connection between the Fluid source and the valve assembly to interrupt until the brake pressure due to fluid supplied via the regulator has been applied again.

The regulator can also be between the fluid source and the valve arrangement be interposed, with a normal to him another open valve is connected in parallel, which is designed so that it is when the Blocking signal closes and remains closed until the Brake pressure through fluid supplied via the regulator again is applied. The further valve is preferably a Locking valve, which has a piston that on the Pressure difference between the fluid source and the wheel brake so responsive that an increase in this pressure differential above a predetermined value to close the Lock valve leads.

In a further preferred embodiment, the controller between the fluid source and the valve assembly between switched and the first throttle point of one of the formed with respect to each other movable components, which on the pressure difference between the fluid source and the Wheel brake responds so that an increase in this pressure under different from a predetermined value  Relative movement of the components by an amount, which is sufficient to connect an Um close the supply line, which is designed so that it remains closed until the brake pressure is above Regulator supplied fluid is applied again. At this arrangement is a parallel to the controller normally open valve unnecessary.

The controller is preferably in a control valve arrangement incorporated, which is a housing, an inlet opening to the Connection to the fluid source, a first outlet opening for connection to the wheel brake and a second outlet Has opening for connection to the container.

The container in which the control valve assembly exhausts fluid conducts, can be a memory from which an ent speaking pump fluid to the master cylinder or to the wheel brake is pumped back.

The fluid source for the supply of the hydraulic wheel Brake with fluid during normal braking can be a hydrostati master cylinder or a master cylinder with auxiliary control valve that is a supply of high pressure set hydraulic fluid controls.

If the fluid source is a hydrostatic master cylinder, can fluid that when a blocking signal occurs the second chamber of the modulator or from the second off outlet opening of the control valve is ejected, one Suction pump that feeds the fluid to the main feeds the cylinder back. This ensures that the main cylinder during a work cycle to eliminate a Blocking state is not completely without fluid. Between the modulator or the control valve and the suction pump a container can be interposed.

Exemplary embodiments of the invention are described below hand schematic drawings explained in more detail. It shows

Fig. 1 is a circuit diagram of an anti-lock brake control system with a modulation assembly,

Fig. 2 is a vertical section through one of the modulation assemblies of the system of FIG. 1,

Fig. 3 is an enlarged view of the upper right portion of Fig. 2 in a different position of the regulator piston,

Fig. 4 is a circuit diagram of another such system with a modulation assembly,

Fig. 5 shows a longitudinal section through a control valve arrangement for an anti-lock brake control system according to the invention,

FIGS. 6 and 7 each show a modified embodiment of the control valve arrangement of FIG. 5,

Fig. 8 is a circuit diagram of a system with the control valve arrangement in accordance with Fig. 5 and an auxiliary-force control valve,

Fig. A circuit diagram of the plant according to Fig. 8 similar plant with a hydrostatic master cylinder 9,

Fig. 10 is a vertical section through another control valve arrangement for an anti-lock brake control system according to the invention,

Fig. 11 is a vertical section through a further control valve assembly with a lock valve and

Fig. 12 is a vertical section through yet another control valve assembly in which a locking valve is unnecessary.

FIG. 1 is supplied from a control valve composed of a pump and a pressure assembly 1, which is a source of highly pressurized hydraulic fluid, hydraulic fluid from a container 2 of a Hauptversor supply line 3 supplied. The latter feeds independent hydraulic accumulators 4 and 5 , which are connected to one of two brake circuits, which are controlled by a pedal-operated double valve 6 . A suitable valve is described in GB-PS 15 09 187. The rear wheels 7 of the vehicle are provided with wheel brakes 8 which are fed with hydraulic fluid from the reservoir 4 via a supply line 9 during normal braking. The front wheels 10 have wheel brakes 11 , which are supplied with hydraulic fluid from the reservoir 5 via a supply line 12 during normal braking.

Three identical modulation modules 13 , 14 and 15 are integrated into the system, which are able to reduce the fluid pressure at the wheel brakes 8 and 11 in the event of a blockage. Each of the front wheel brakes 11 has a separate modulation module 13 or 14 , because both rear wheel brakes 8 are controlled by a single one, the modulation module 15 .

Each of the four wheels 7 and 10 is provided with a speed sensor, not shown, for detecting its speed. The speed sensors are each closed to an electronic component, also not shown, which determines whether the associated wheel 7 or 10 is in a blocking state, and in the relevant case the associated modulation module 13, 14 or 15 supplies an electrical control signal. Appropriate sensors and electronic components are known to those skilled in the art and are therefore not described in detail here.

The modulation assemblies 13 and 14 for the front wheel brakes 11 and the modulation assembly 15 for the rear wheel brakes 8 are connected via a corresponding line 16 and 17 with the loading container 2 to, when actuated, fluid to it to return. From the following description, however, it follows that no fluid is returned to the container ter 2 during a locking state of the wheel brakes 8 and 11 itself.

Referring to FIG. 2, each of the modulation assemblies 13, 14 and 15, a housing 18 with two parallel stepped bores 19 and 20. The stepped bore 19 has an upper bore section 25 and a lower bore section 26 , which are connected to one another by a central bore section 27 of reduced diameter. At the connection point of the bore sections 25 and 27 is provided as a two-way valve ball check valve 28 angeord net, the ball 35 against a seat 31 at the diameter transition in the stepped bore 19 is biased by a compression spring 32 . In the central bore section 27 is a connecting rod 34 not connected to the ball 35 .

In the housing 18 , an inlet opening 41 is incorporated, which is connected to the associated high-pressure supply line 9 and 12 and is in constant communication with the upper bore section 25 and an aligned bore 42 which opens into the upper section of the stepped bore 20 .

A modulator piston 44 , which forms the movable wall mentioned above, is arranged in the lower bore section 26 . Between the upper end of the modulator piston 44 and the upper end wall of the bore section 26 , a first modulator chamber 43 is formed, which is in constant communication with an opening 45 which is connected directly to the associated wheel brake 8 or 11 . A sealing ring 46 is received in an annular groove in the modulator piston 44 . Between the lower end of the modulator piston 44 and the lower end wall of the bore portion 26 , a second modulator chamber 47 is formed, the bore 20 is in constant communication via a bore 48 with the lower end of the step bore.

The modulator piston 44 is biased upward in the bore section 26 by a compression spring 50 which loops around a shoulder 51 at the lower end of the modulator piston 44 . The biasing force of the compression spring 50 is greater than that of the compression spring 32 , so that the ball 35 is normally held at a sufficient distance from the seat 31 by the push rod 34 and thus enables a connection between the inlet opening 41 and the opening 45 during normal braking. In this position, the modulator piston 44 bears against a shoulder 49 in the bore section 26 .

The stepped bore 20 has an enlarged section 52 , in which the electromagnet 54 of an electromagnetically controlled ball valve 55 provided as a three-way valve is arranged. A projection 58 , which extends downward in one piece with the housing 18 , penetrates into the bore of the electromagnet 54 and has an axial through bore 63 belonging to the stepped bore 20 , which has a valve seat 64 at its lower end.

In the stepped bore 20 , an armature 65 of circular cross section with play and is received so that its upper portion is arranged in the bore of the electromagnet 54 and its lower portion protrudes into a recess 67 which with the enlarged bore portion 52 and over the bore 48 is connected to the second modulator chamber 47 . The armature 65 is stretched elastically downward by a compression spring 69 which wraps around the attachment 58 . The armature 65 has axial recesses 70 at opposite ends, in which associated balls 71 of the ball valve 55 are arranged. The position of the upper ball 71 is such that it rests on the valve seat 64 ; the lower ball 71 abuts a valve seat 72 which is formed on a projection 74 which is central to the recess 67 . In the center of the valve seat 72 , an outlet opening 73 .

When the electromagnet 54 is not energized, the armature 65 holds the lower ball 71 in contact with the valve seat 72 under the action of the compression spring 69 in order to close the outlet opening 73 . The upper ball 71 can move away from the valve seat 64 to allow an unimpeded connection between the through hole 63 and the second modulator chamber 47 via the recess 67 and the bore 48 .

The stepped bore 20 also has an upper bore portion 78 in which a controller 80 is arranged, which will now be described with reference to FIG. 3.

The bore portion 78 is Auseklei det with a sleeve 81 which forms a cylinder bore 82 in which a control piston 83 is displaceable. The regulator piston 83 has an axial bore 87 with an upper and a lower bore section 88 and 89 , which are in constant communication with one another via a throttle point 90 . The throttle point 90 forms the above-mentioned first throttle point with predetermined dimensions. At the lower end of the control piston 83 , an extension 91 is formed, which is wrapped by a compression spring 92 . The compression spring 92 is supported with its upper end on a step 93 , which is formed by the junction of the set 91 and the main part of the control piston 83 , and abuts with its lower end on a step 94 , which is from the junction of the bore portion 78 and the through hole 63 is formed. According to Fig. 2 of the regulator piston is thus biased 83 by the compression spring 92 upwardly so that it lies on the upper end wall 84 at. In the position shown in FIG. 3, the regulator piston 83 has been adjusted in the manner explained in more detail below by fluid pressure from the end wall 84 downward. The regulator piston 83 has an outer annular recess 95 in the longitudinal direction in the middle, which is in constant communication with the bore section 88 via a radial channel 96 .

In the sleeve 81 , an outer annular recess 97 is machined so that it is in constant communication with the bore 42 . The sleeve 81 also has a series of circumferentially spaced radial openings or passages 98 which open at their outer ends in the recess 97 and are at their inner ends with a smaller opening width with the annular recess 95 in connection. This reduction in the opening width is caused by the outer surface 99 of the regulator piston 83 located directly on the recess 95 . The degree of reduction depends on the position of the regulator piston 83 in the cylinder bore 82 with respect to the passages 98 . This reduced opening forms the second throttle point mentioned above.

Between the upper end of the control piston 83 and the upper end wall 84 of the bore section 78 , a pressure chamber 101 and a pressure chamber 102 is formed between the lower end of the control piston 83 and the lower end wall 94 of the bore section 78 . The areas of the upper and lower ends of the regulator piston 83 exposed to the pressure chambers 101 and 102 are of the same size.

The modulation module according to FIGS. 2 and 3 works as follows:
During normal braking, the opening 45 , which is connected to the corresponding wheel brake 8 or 11 , via the bore section 27 and the ball check valve 28 un hindered connection to the inlet opening 41 , the ball 35 being kept away from the seat 31 by the push rod 34 , since the modulator piston 44 is biased upwards by the compression spring 50 . The second modulator chamber 47 contains hydraulic fluid with the pressure prevailing at the inlet opening 41 , because the inlet opening 41 stands with the modulator chamber 47 via the bore 42 , the passages 98 , the recess 95 , the channel 96 , the throttle point 90 , the through bore 63 , the recess 67 and the bore 48 in connection. The regulator piston 83 is held by the compression spring 92 on the end wall 84 in order to ensure an unimpeded flow between the radially inner ends of the passages 98 and the recess 95 . During normal braking, the electromagnet 54 is not energized, so that the lower valve body or the lower ball 71 is held against the valve seat 72 in order to interrupt the connection to the outlet opening 73 .

If an electronic component detects an impending blocking, it sends a blocking signal to the electromagnet 54 of the associated modulation assembly 13, 14 or 15 in order to excite the electromagnet 54 . The excitation of the electromagnet 54 causes an upward movement of the armature 65 in order to close the valve seat 64 and to open the valve seat 72 and thereby to connect the second modulator chamber 47 to the outlet opening 73 . Since the fluid pressure in the container 2 is lower than in the direction Schlos Senen to the inlet port 41 supply line 9 and 12, respectively, causes the fluid pressure in the first modulator chamber 43, a downward movement of the modulator piston 44 and closing the valve seat 31 to the outlet port 45 from the inlet port 41 separate. Further movement of the modulator piston 44 leads to an enlargement of the first modulator chamber 43 and to a reduction in the brake pressure at the wheel brake 8 or 11 connected to the outlet opening 45 . Since the control valve or controller 80 is not involved in lowering the brake pressure, the first and second throttling points of the controller 80 are not effective during this period.

When the associated electronic component determines that the tendency to lock has been removed, the electromagnet 54 is switched off.

The armature 65 then moves down to close the valve seat 72 and open the valve seat 64 so that the second modulator chamber 47 begins to receive fluid from the inlet port 41 via the regulator 80 . The task of the controller 80 is to control the rate at which the second modulator chamber 47 fills again when the blocking signal disappears and is thereby put under pressure again. When the valve seat 64 is opened, there is initially a reduced pressure in the second modulator chamber 47 , so that the pressure in the pressure chamber 102 of the regulator 80 initially undergoes a considerable drop to the reduced pressure. Due to the fluid pressure in the pressure chamber 101 , the regulator piston 83 then moves downward, so that the radially inner ends of the passages 98 are narrowed by the outer surface 99 of the regulator piston 83 .

The regulator piston 83 then assumes an equilibrium position in which the downward force acting on it as a result of the pressure difference between the pressure spaces 101 and 102 is equal to the upward force of the compression spring 92 . Since the flow rate through the throttle point 90 is determined by the pressure difference between the pressure spaces 101 and 102 , a predetermined flow rate through the throttle point 90 to the second modulator chamber 47 is achieved by selecting the properties of the compression spring 92 accordingly.

In the equilibrium position of the control piston 83 , the total pressure difference acting on the control valve or the controller 80 - between the bore 42 and the through-bore 63 - is distributed over the pressure difference at the throttle point 90 and the pressure difference that occurs at the second throttle point at the inner ends of the Passages 98 acts. By a corresponding choice of the compression spring 92 , a considerable proportion of the total pressure drop at the second throttle point can be effective in order to enable the throttle point 90 to be designed with a considerable diameter.

Since the second throttle point is formed by several passages 98 , it is very unlikely that it can be completely blocked by foreign bodies. A possible blockage would be automatically removed by the upward movement of the control piston 83 .

The second modulator chamber 47 is thus refilled at a predetermined rate controlled by the controller 80 , so that the first modulator chamber 43 and the associated wheel brake are pressurized again at a corresponding rate. If there is no further blocking signal following the re-supply of pressure to the wheel brake, the modulator piston 44 moves into its normal position in order to open the valve seat 31 again. If the wheel locks again as the speed of the wheel increases, the second modulator chamber 47 is again connected to the outlet opening 73 as long as necessary until the control component announces that there is no longer any risk of blocking.

During the sequence of work steps triggered by a blocking signal, no fluid is removed from the first modulator chamber 43 .

In Fig. 4, the components that correspond to the components of the system shown in FIG. 1 are identified by the same reference numerals. In the example shown, the pressure in the wheel brakes 8 and 11 is generated by a hydrostatic tandem master cylinder 103 , which also supplies the energy required to actuate the modulator piston 44 of the modulation assemblies 13, 14 and 15 . The primary pressure chamber of the tandem master cylinder 103 is connected via a line 104 and the supply line 9 to the inlet opening 41 of the modulation assembly 15 connected to the wheel brakes 8 of the rear wheels 7 , whereas the secondary pressure chamber via a line 105 and the supply lines 12 to the inlet openings 41 of the modulation modules 13 and 14 is connected, which are connected to the wheel brakes 11 of the front wheels 10 . The outlet openings 73 of the modulation modules 13 and 14 are not in the example shown with the container 2 , but lines Lei 106 a, 106 b and 107 connected to a first pump chamber 108 of a double-cylinder suction pump 109 , the opposite or opposite acting Kol ben 110 and 111 are driven by a common cam 112 . In the line 107 is a one-way valve 113 is built to prevent fluid flow from the pump chamber 108 to the lines 106 a and 106 b. The pump chamber 108 is connected to the supply lines 12 for the wheel brakes 11 via a derivative 115 , in which a one-way valve 114 is also installed. The effect of the piston 110 is thus that it promotes fluid, which is ejected from the outlet openings 73 of the modulation modules 13 and 14 , with brake line pressure to line 105 and thereby back to the secondary pressure chamber of the tandem master cylinder 103 . On the inlet side of the one-way valve 113 , a container 116 is connected to the line 107 so that the dimensions of the suction pump 109 can be kept smaller than would otherwise be necessary.

In the verbun with the wheel brakes 8 of the two rear wheels 7, which modulation assembly 15 , the outlet opening 73 is in a similar manner via valves 113 ' and 114' , a container 116 ' and a second pump chamber 108' with which the wheel brakes 8 are supplied to the Primary pressure chamber of the tandem Hauptzy cylinder 103 connected line 104 , so that hydraulic fluid extracted with brake line pressure is returned to the primary brake circuit from the second modulator chamber 47 of the modulation assembly 15 .

Thus, the suction pump 109 is designed so that it feeds back to the pressure chambers of the tandem master cylinder 103 all the fluid that has been sucked out of these when a blocking signal occurs by actuating the modulators 13, 14 and 15 . When the blocking signals disappear, this fluid is then available for the repressurization of the second modulator chambers 47 of the modulators 13, 14 and 15 by the controllers 80 .

The modulation assembly described above thus enables the use of a common pressure source for actuating the wheel brakes 8 and 11 and for controlling the movement of the modulator piston 44 . Previously, to accomplish both of these tasks, it was usually necessary to provide separate fluid pressure sources operating at different pressures.

In the above described embodiment of FIG. 3, another possibility is to have the radial passages 98 open at their inner ends in a circular ring-shaped recess in the sleeve 81 and in the wall of the regulator piston 83 instead of the recess 95 and the channel 96 to form a plurality of radial openings arranged with circumferential spacing. In such a case, the inner surface of the sleeve 81 adjacent to the annular recess serves to limit the fluid flow through the openings of the regulator piston 83 depending on its position in the cylinder bore 82 .

The modulation modules described above in connection with FIGS. 1 to 4 are intended for use in systems in which fluid is not discharged from the brake circuit when a blocking signal occurs, but is temporarily diverted to a chamber until the blocking conditions are eliminated whereupon the same fluid is returned to the wheel brakes at a controlled rate.

All other figures relate to systems with a rule valve that the brakes depending on a blocking signal separates from their fluid source and then with a container of any kind connects. When the blockage disappears signals are the brakes on their fluid source with a controlled rate operated again, but not necessary wise with the same fluid as a result of the blocking signal has been removed from the brakes.

Referring to FIG. 5, the control valve assembly has a housing 121 122 and a coaxial armature / waistband piston 123, the hole in a step 124 is movable with disposed therein a solenoid, which has bore portions 125 and 126 of larger or smaller diameter. The collar piston 123 is biased to the left by a helical compression spring 127 in accordance with the drawing. The helical compression spring 127 is supported at one end on the diameter transition between the bore sections 125 and 126 and at the other end on an outwardly directed flange 128 on the collar piston 123 . At the opposite ends of the collar piston 123 chambers 130 and 131 are formed, which are in constant fluid communication with one another for the purpose of pressure compensation via a continuous channel 129 . An inlet 132 connectable to the outlet of a master cylinder communicates with a chamber 133 in which is located the ball 134 of a ball valve which controls the connection between the inlet 132 and an axial channel 135 connected to the chamber 130 which is connectable to a wheel brake via a first outlet opening 136 .

From the bore section 126 leads a second outlet opening 137 which can be connected to a container and is arranged at an axial distance from one end 138 of a bypass line which contains a regulator 144 and the other end 140 of which is connected to the chamber 133 . An annular recess 141 is machined into the round piston 123 , which connects the channel 129 to the end 138 of the bypass line. The ball 134 is normally held away from its seat by a push rod 143 carried by the collar piston 123 against the action of a closing spring 142 . In the unactuated state of the valve shown in FIG. 5, the second outlet opening 137 is closed by the collar piston 123 .

The regulator 144 has a regulator piston 145 which can be displaced against the action of a compression spring 146 , by which it is biased to the left in accordance with the drawing. The regulator piston 145 has a longitudinal channel 147 which is connected to a circular recess 148 via a radial throttle point 149 . A located at the left end of the control piston 145 chamber 150 is via axial channels 151 in pressure balance with the recess 148th A chamber 139 is formed at the right end of the regulator piston 145 .

When a locking condition occurs, the solenoid 122 is excited by a locking signal generated by a slip detection device, not shown; the collar piston 123 moves to the right, allowing the ball 134 to rest against its seat to separate the inlet 132 from the first outlet opening 136 , and then, upon further movement to the right, provides the connection between the first and the second outlet opening 136 and 137 via the channel 129 and the annular recess 141 ago, which is moved in the cover position with the outlet opening 137 from . After the connection between the outlet openings 136 and 137 has been made, fluid is discharged from the brakes to the container, which causes the locked state on the wheel to be released so that the electromagnet 122 is de-energized. At the beginning of the left-hand return movement of the collar piston 123 , the second outlet opening 137 is closed, and with further movement, the recess 141 comes into coincidence with the end 138 of the bypass line in order to establish the connection between the inlet 132 and the brakes via the regulator 144 .

The controller 144 generates a predetermined fluid flow rate to the brakes that is at least approximately independent of the inlet pressure. The throttle point 149 forms a first throttle point; a second orifice of variable dimensions is formed between the left end of the recess 148 and the wall of the bypass duct end 140 . Any decrease in pressure in chamber 139 tends to cause an increase in the pressure differential at throttle point 149 , but this increase causes regulator piston 145 to move to the right to decrease the second throttle point so that it maintains the pressure differential and the flow through the restriction 149 remains substantially the same.

The brakes are thus controlled ge again pressurized, and the collar piston 123 is held in this position by the ball 134 , which is kept in the closed position by the pressure difference between the chambers 133 and 130 , provided that the inlet pressure in the meantime has not been reduced.

If a further blocking state is generated due to the re-application of the brakes, the electromagnet 122 is excited again and the collar piston 123 moves to the right in order to start a new work cycle in which the brakes are released and controlled again by the controller 144 .

If the reapplication process continues until the inlet and brake pressures are equalized, the helical compression spring 127 causes the ball valve to reopen.

Fig. 6 shows a modification of the embodiment of FIG. 5, in which corresponding components are designated by the same reference characters. In the example shown, the ball valve controls both the inlet and the outlet function, since the ball 134 can close both valve seats 155 and 156 , which are coaxial on the housing 121 or at the end of a tubular extension 157 at the left end of the collar piston 123 . The approach 157 has a bore 158 which is in constant connection with the recess 141 . For the purpose of pressure equalization, the chamber 130 is connected to the chamber 131 via the end 138 of the bypass line forming a channel, the chamber 139 and a bore 159 in the housing 121 . The main advantage of this arrangement is that the working stroke of the collar piston 123 is considerably reduced compared to the embodiment according to FIG. 5. This reduced working stroke enables a faster response and the application of a greater force to the collar piston 123 by the electromagnet 122 in the chamber 131 , which forms the air gap of the electromagnet 122 . With this arrangement, however, the bypass line containing the regulator 144 is not disconnected when the electromagnet 122 is excited, but instead forms a narrowed connection between the inlet 132 and the first outlet opening 136 . This constant connection is acceptable in most applications.

In the further modified embodiment shown in FIG. 7, an even smaller movement of the armature formed by the collar piston 123 is made possible by the use of a lever arm 165 , which has a pivot bearing 160 on the collar piston 123 and a pivot bearing 161 and 162 each at an independent inlet - And outlet valve body 163 and 164 is articulated. The pivot bearings 161 and 162 are not net equidistant from the pivot bearing 160 to provide greater leverage for the intake valve body 163 , which is desirable because the intake valve body 163 is always operated in near equilibrium condition. For the sake of clarity, the bypass line and the regulator between the inlet chamber 133 and the outlet opening 136 are not shown in FIG. 7. Channels 166 and 167 are provided for the purpose of pressure equalization.

According to the circuit diagram shown in FIG. 8, a pedal-operated master cylinder arrangement 174 with two auxiliary control valves has separate hydraulic accumulators 175 and 176 . The accumulators 175 and 176 are supplied with pressurized fluid from a pump, not shown, which draws the fluid from a hydraulic tank 177 . Each of the auxiliary control valves of the master cylinder assembly 174 has an inlet and an outlet valve which meter the delivery of hydraulic fluid to supply lines 178 and 179 and the backflow of the fluid from the supply lines 178 and 179 to lines 180 for applying the brakes and 181 control connected to container 177 . The supply line 178 is connected to both wheel brakes 182 on both front wheels 183 via a double control valve arrangement 184 , which has two independent control valve arrangements 185 and 186 of the type shown in FIG. 5, but which are arranged in a common housing. The electromagnets of the control valves 185 and 186 are connected via corresponding lead wires 187 and 188 to associated electronic slip detection units 189 and 190 , the wheel speed signals from wheel speed sensors 191 and 192 on the associated front wheels 183 are received via corresponding lead wires 193 and 194 . The two outlet openings 137 of the double control valve assembly 184 are connected to a common line 195 which leads to the right side of the container 177 according to the drawing, which has a central partition 196 .

The supply line 179 leads to the inlet 132 of a wide ren control valve assembly 197 of the type shown in Fig. 5, of which the first outlet opening 136 via lines 198 to wheel brakes 199 on both rear wheels 200 and the second outlet opening 137 via a line 201 with the left Side of the container 177 is connected. The solenoid 122 of the control valve assembly 197 is connected by a lead wire 202 to an electronic slip detection unit 203 , which is connected via a lead wire 206 to a speed sensor 204 on the rear axle gear 205 .

When the brake pedal is actuated, fluid is supplied from the auxiliary control valve 174 under pressure via the open, not restricted channels controlled by the ball valves 134 to the wheel brakes 182 and 199 ; However, if one of the slip detection units 189, 190 and 203 detects a blocking state, the electromagnet of the associated control valve arrangement 185, 186 or 197 is excited to discharge fluid from the corresponding wheel brake 182 or 199 to the container ter 177 .

This leads to an acceleration of the relevant front wheel 183 or, if one of the rear wheels 200 is blocked, both rear wheels 200 , and the electromagnet is finally de-energized. The brake pressure is then, as explained above, increased at a controlled rate and further work cycles follow in which the brake pressure is reduced and the brake is reguired in a regulated manner until the blocking states no longer exist.

The system shown in FIG. 9 is similar to that according to FIG. 8, but has an auxiliary power-operated hydrostatic tandem master cylinder arrangement 207 . In Fig. 9 and 8, an other corresponding components are designated by like reference numerals. The tandem master cylinder arrangement 207 has a tandem master cylinder 208 , which, as is customary, is assigned its own container 209 . In the system shown, when a blocking signal is generated, fluid is not discharged into the container 209 , but into the associated memories 210 and 211 . A piston 212 is arranged in each of the accumulators 210 and 211 and is biased by a compression spring 214 in the direction of an inlet 213 .

Here too, the control valve arrangements 185, 186 and 197 are of the type shown in FIG. 5.

The memory 210 is connected via a line 215 to the outlet opening 137 of the control valve arrangement 197 connected to the two rear wheels 200 . A line 216 leads from the reservoir 211 to the outlet openings 137 of the two control valve arrangements 185 and 186 connected to the front wheels 183 .

For pumping back fluid discharged into the memory 210 or 211 into the associated supply line 179 or 178 , which is closed to the corresponding master cylinder pressure chamber, a pump assembly 217 is provided, which is driven by the internal combustion engine or by the gear cam 218 and Has pump pistons 219 and 220 which operate in diametrically opposed bores 221 and 222 to form associated pump chambers 223 and 224 . The pump chamber 223 is connected via an inlet valve 225 to the line 215 connected to the accumulator 210 and via an outlet valve 226 to the supply line 179 . Similarly, the pump chamber 224 is connected to the line 216 via an inlet valve 227 and to the supply line 178 via an outlet valve 228 .

When actuating the tandem master cylinder 208 is supplied via the supply lines 178 and 179 and the ball valve of the associated control valve arrangement 185, 186 and 197 hydraulic fluid under pressure to the corresponding front and rear wheel brakes 182 and 199 . The pump pistons 219 and 220 are normally at a sufficient distance from the cam 218 . If, for example, the slip detection unit 203 responsible for the rear wheels 200 detects a blocking state, the electromagnet 122 of the control valve arrangement 197 is energized to close the ball valve 134 and to discharge fluid from the lines 198 to the accumulator 210 to the piston 212 to move against the force of the compression spring 214 and also to pressurize the pump chamber 223 and to press the pump piston 219 against the cam 218 . The pump piston 219 is then moved back and forth by the cam 218 in order to pump fluid from the reservoir 210 into the supply line 179 and thereby into the main cylinder pressure chamber, not shown, connected to it. The reduction in the rear wheel brake pressure causes the rear wheels 200 to accelerate. The blocking signal therefore disappears, and the electromagnet 122 of the control valve assembly 197 is de-energized, so that the collar piston 123 adjusts itself until the push rod 143 abuts the ball 134 of the ball valve, which remains closed. Fluid now flows in a regulated flow from the tandem master cylinder 208 and / or from the pump chamber 223 via the lines 179 , the inlet 132 and the regulator 144 , the outlet opening 136 and the lines 198 to the wheel brakes 199 . The pumping rate is designed to normally exceed the maximum rate of regulated new fluid flow to the wheel brakes 200 . When all of the fluid in the reservoir 210 has been returned to the supply line 179 , the pump piston 219 remains at a sufficient distance from the cam 218 . A failure of the electrical current does not prevent the wheel brakes from being reapplied.

In Fig. 10, a control valve arrangement is shown in which the controller between the inlet 132 and the outlet opening 136 is connected in parallel to the valve controlled by an electromagnet 122 . In Figs. 10 and 5 corresponding components are provided with the same reference numerals distinguished be. The housing 121 has a main part 231 and an end cap 232 which encloses a bore 233 in which the electromagnet 122 is arranged. The outlet opening 137 is surrounded by a valve seat 234 . The electromagnet 122 is held in position in the bore 233 by an annular plug 236 in which the armature formed by the collar piston 123 is slidably guided with play and which forms a support for the helical compression spring 127 . At each end, the collar piston 123 carries a ball 237 or 238 , which are able to interact with the valve seat 234 or a ball valve seat 239 , which is formed at the lower end of a tubular plug 240 arranged in the electromagnet 122 . The space surrounding the piston 123 is connected to the outlet opening 136 via a channel 245 .

In the non-energized position of the armature or collar piston 123 shown , the valve seat 234 is closed in order to interrupt the connection to a container, whereas the valve seat 239 is open in order to have an unimpeded connection when the control piston 145 assumes a specific position described below between the inlet 132 and the outlet opening 136 .

The regulator 144 includes a bush 248 , which is sealed in a bore 243 in the main housing part 231 with a plug 249 and has a pair of outer annular recesses 251 a and 261 a, of which associated groups of circumferentially spaced radial openings 251 b and openings . 261 b lead away. Free connections exist between the recess 251 a and the inlet 132 via a channel 264 and between the recess 261 a and a bore 244 in the plug 240 via a channel 262 . The regulator piston 145 has a through hole in the form of the longitudinal channel 147 , which is provided with a throttle point 149 of predetermined dimensions. The channel 147 is connected via radial openings 148 b to an outer annular recess 148 a in the regulator piston 145 . A variable second throttle point is formed between the recess 148 a and openings 251 b. The regulator piston 145 is pressed by a compression spring 146 on the stopper 249 so that the openings 251 b are not reduced when braking normally. The chamber 139 of the regulator 144 is connected to the outlet opening 136 via a channel 247 .

The channel 147 is also in communication with a second outer circular recess 258 a in the regulator piston 145 via radial openings 258 b. The recess 258 a normally coincides with the openings 261 b, so that between the inlet 132 and the outlet opening 136 there is an unimpeded connection via the channel 264 , the recess 251 a, the openings 251 b, the recess 148 a, the openings 148 b, the channel 147 and the openings 258 b and via the recess 258 a, the openings 261 b, the recess 261 a, the channel 262 , the valve actuated by the electromagnet 122 and the channel 245 . A small fluid flow is also possible through the throttle opening 149 , but is of no importance in normal braking.

When the solenoid 122 is energized by a lock signal, the valve seat 234 is opened to discharge brake fluid to a reservoir by connecting the outlet ports 136 and 137 , and the valve seat 239 is closed. There is therefore a pressure difference between the outlet openings 136 and 137 , which causes the regulator piston 145 to move downward.

As a result, each connection between the recess 258 a and the openings 261 b is interrupted, and with further downward movement, the connection between the openings 251 b and the recess 148 a is throttled. When the solenoid 122 is de-energized, the control piston 145 controls the rate at which the wheel brakes are reapplied in the manner described above. As soon as the pressure difference between the inlet 132 and the outlet opening 136 becomes sufficiently small, the control piston 145 moves upwards in order to restore the connection between the inlet 132 and the valve controlled by the solenoid 122 .

According to Fig. 11 arrangement control valve is in an incorporated a pressure-responsive lockout valve 230, which is connected to the controller 144 between the inlet 132 and the controlled by the solenoid valve 122 between, is connected in parallel. In Figs. 11 and 10 mutually at least approximately corresponding components are designated by like reference numerals. At the outlet opening 137 , a tubular connector 235 is attached, which is connectable to a container. A bore 243 , in which the regulator 144 is arranged, and the bore 233 , which contains the valve controlled by the electromagnet 122 , are arranged coaxially. The regulator chamber 139 communicates with the channel 244 in the plug 240 . The lock valve 230 is arranged in a parallel bore 242 .

The locking valve 230 has a piston 254 which is displaceable in a fixed bush 255 and is biased upwards by a compression spring 257 in such a way that it rests on a stopper 256 which seals the bore 242 tightly. Between the piston 254 and the plug 256 , an upper chamber 246 a is formed, which communicates with the inlet 132 and via a channel 262 with the recess 251 a of the regulator 144 and via the bore or the channel 247 with the outlet opening 136 connected is. The piston 254 has an outer annular recess 258 a, which is connected to the upper chamber 246 a via a radial opening or channel 258 b and an axial bore 259 , all of which are formed in the piston 254 . During normal braking, the recess 258 a coincides with the radial openings 261 b and the recess 261 a, both of which are formed in the sleeve 255 , and the recess 261 a is connected to the chamber 139 of the controller 144 via a channel 241 . Thus, there is normally an unthrottled connection between the inlet 132 and the outlet opening 136 via the chamber 246 a, the bore 259 , the channels or openings 258 b, the opening 261 b, the channel 241 , the bore or the channel 244 , the valve controlled by the solenoid 122 and the channel 245 . Thus, the regulator 144 is reliably bypassed by the locking valve 230 during normal braking.

If a pressure difference occurs during the excitation of the electromagnet 122 between the inlet 132 and the outlet opening 136 , the corresponding pressure difference between the upper chamber 246 a and a lower chamber 246 b causes the piston 254 to move downward and thus the connection between the recess 258 a and the openings 261 b interrupts, and that the wheel brake is separated from the inlet 132 ge. When the electromagnet 122 is de-energized when the blocking signal disappears, the ball valve formed by the ball 237 closes, the ball valve seat 239 opens and the brake pressure is increased at a rate controlled by the regulator 144 , the locking valve 230 remaining closed until the pressure difference between the chambers 246 a and 246 b is sufficiently reduced.

If the brake pedal is released before the brake pressure is restored, the pressure in the inlet 132 drops and the piston 254 of the locking valve 230 is returned to its normal position by brake pressure and the compression spring 257 acting as a return spring. When fluid flows back through ball valve seat 239 and lock valve 230 , the pressure in the wheel brakes is quickly released.

In the embodiment shown in FIG. 12, the regulator is also interposed between the inlet 132 and the valve controlled by the electromagnet 122 , but the regulator piston 145 has been modified so that it can perform the function of the locking valve 230 according to FIG. 11. In Fig. 10, 11 and 12 mutually at least approximately corresponding components are designated with the same reference sign.

The regulator piston 145 has an axial bore or channel 147 , which is connected via the throttle point 149 to a radial channel 265 , which opens into an annular recess 266 in the outside of the regulator piston 145 . The channel 147 is connected via a first group of radial openings 148 b to an outer annular recess 148 a and at an axial distance therefrom via a second group of radial openings 258 b to a further annular recess 258 a.

The regulator piston 145 is slidably received in a bushing 248 , into which four groups of radial openings 251b , 261b , 267 and 269b are incorporated with an axial spacing. The openings 251 b open into the outer annular recess 251 a, the openings 261 b and 267 into a common outer annular recess 268 and the openings 269 b into a further annular recess 269 a. The recess 251 a has a direct connection to the inlet 132 , the recess 268 is connected to the valve seat 239 via the channel 244 and the recess 269 a is connected directly to the outlet opening 136 . The regulator piston 145 is biased upwards by a compression spring 146 .

During normal braking there is an unthrottled connection between the recess 148 a and the openings 251 b and between the recess 258 a and the openings 261 b, where the recess 266 is tightly closed by the inner wall of the sleeve 248 . In the example shown, a chamber 270 is formed at the lower end of the regulator piston 145 , which with the space surrounding the armature formed by the collar piston 123 , via a channel 271 and with the outlet opening 136 through the openings 269 b and the recess 269 a communicates. Thus, there is normally an unthrottled connection between the inlet 132 and the outlet opening 136 via the openings 251 b, the openings 148 b, the channel 147 , the openings 258 b and 261 b, the recess 258 , the channel 244 and 271 , the chamber 270 and the openings 269 b.

When the solenoid 122 is energized by a blocking signal, a pressure difference occurs between the channel 147 and the chamber 270 , so that the regulator piston 145 is pushed downward. This causes the openings 261 b closed ge and the openings 267 with the recess 266 a related party. When the blocking signal disappears, there is still a pressure difference at the regulator piston 145 , so that the connection via the openings 261b remains interrupted, but the wheel brakes are again supplied with fluid from the inlet 132 at a controlled rate, the flow path through between the openings 251 b and the recess 148 a formed variable throttle point, the throttle point 149 , the recess 266 , the openings 267 and the recess 268 to the valve controlled by the electromagnet 122 ge and thus leads to the outlet opening 136 . As the brake pressure builds up, the pressure differential across regulator piston 145 is reduced so that regulator piston 145 moves up again to establish an unthrottled connection between inlet 132 and outlet port 136 .

In the normal position of the regulator piston 145 of the regulator 144 b actually bypassed via the radial openings 261st

Claims (18)

1. Anti-lock brake control system for a hydraulic wheel brake with devices that determine the presence of locking conditions on the wheel during braking and then generate a locking signal, devices that, depending on the locking signal, separate the wheel brake from its fluid source and allow the fluid to flow back out of the wheel brake , in order to release the brake pressure, and a throttle point, which is designed such that, when the blocking signal disappears, it can control the fluid flow to the wheel brake in order to reapply the brake pressure at a controlled speed, characterized in that the throttle point ( 90 ; 149 ) is connected in series with a second throttle point, which is formed by two parts which are movable with respect to one another (control piston 83 ; 145 ; bushing 81 ; 248 ), the relative movement of which is controlled by the difference in fluid pressure at the first throttle point ( 90 ; 149 ). that an increase in this pressure Difference causes a reduction in the dimensions of the second throttle point. 2. Anti-lock brake control system according to claim 1, characterized in that the first throttle point ( 90 ; 149 ) is connected downstream of the second throttle point in the flow direction. 3. Anti-lock brake control system according to claim 2, characterized in that the first throttle point ( 90 ; 149 ) is formed by one of the components which move with respect to one another (control piston 83 ; 145 ) and which acts against the effect of the pressure difference at the first throttle point ( 90 ; 149 ) is elastically biased. 4. Anti-lock brake control system according to claim 3, characterized in that the first throttle point ( 90 ; 149 ) forming relatively movable component is a piston ( 83 ; 145 ) which is movable in a bore (cylinder bore 82 ), the wall of which is the other relatively movable component. 5. Anti-lock brake control system according to claim 4, characterized in that the piston ( 83 ; 145 ) is cup-shaped, the first throttle point ( 90 ; 149 ) from the end wall of the piston ( 83 ; 145 ) is formed and the second throttle point between at least one radial passage ( 98 ; channel 251 b) in the wall of the bore ( 82 ) and an annular recess ( 95 ; 148 a) in the outer side of the piston ( 83 ; 145 ) is formed, the recess ( 95 ; 148 a ) is in constant communication with the interior (bore section 88 ; channel 147 ) of the piston ( 83 ; 145 ). 6. Anti-lock brake control system according to claim 4, characterized in that the piston ( 83 ; 145 ) is cup-shaped, the first throttle point is formed by the end wall of the piston ( 83 ; 145 ) and the second throttle point between at least one radial channel in the wall of the piston ( 83 ; 145 ) and an annular recess in the wall of the bore, the recess being connected to a source of hydraulic fluid. 7. Anti-lock brake control system according to one of claims 1 to 6, characterized in that a movable wall (modulator piston 44 ) separates two chambers (modulator chambers 43, 47 ), one of which ( 43 ) with the hydraulic wheel brake ( 8 or 11 ) is connected, and the movable wall, depending on the blocking signal, increases the volume of the chamber ( 43 ) in order to lower the braking pressure on the braked wheel ( 8 or 11 ), and a regulator ( 80 ) formed by the first and the second throttle point. is designed so that it regulates fluid flow to the second chamber ( 47 ) when the blocking signal disappears so that the movable wall ( 44 ) is gradually adjusted thereby and the volume of the first chamber ( 43 ) is reduced in order to reduce the brake pressure at a controlled speed to bring up again. 8. An anti-lock brake control system according to claim 7, characterized in that between the second chamber ( 47 ) and the controller ( 80 ) a signal responsive to the blocking three-way valve (ball valve 55 ) is arranged so that the second chamber ( 47 ) normally is connected to the controller ( 80 ), but is connected to an outlet opening ( 73 ) for fluid when the blocking signal is generated by switching over the three-way valve ( 55 ). 9. anti-lock brake control system according to claim 8, characterized in that in the fluid supply line of the hydraulic wheel brake a two-way valve (ball check valve 28 ) is installed, which is designed so that it closes when the movable wall ( 44 ) adjusts to increase the volume of the chamber ( 43 ) connected to the hydraulic wheel brake. 10. anti-lock brake control system according to claim 9, characterized in that the movable wall ( 44 ) and the first and second chambers ( 43, 47 ), the controller ( 80 ), the three-way valve ( 55 ) and the two-way valve ( 28 ) are arranged in a single housing ( 18 ). 11. Anti-lock brake control system according to one of claims 7 to 10, characterized in that a common source of hydraulic fluid is provided for the supply of the controller ( 80 ) and the hydraulic wheel brake. 12. Anti-lock brake control system according to one of claims 1 to 6, characterized in that an electromagnetically actuated valve arrangement is connected to the fluid source for actuating the wheel brakes to this and to a container and responds to the blocking signal so that it normally brakes the wheel connects to the fluid source, but is switched over when the blocking signal is generated in order to connect the wheel brake to the container, the controller ( 144 ) formed by the first and the second throttle point being designed in such a way that, when the blocking signal disappears, the fluid flow from the Fluid source regulated to the wheel brakes. 13. Anti-lock brake control system according to claim 12, characterized in that the controller ( 144 ) is connected in parallel to the valve arrangement between the fluid source and the hydraulic wheel brake and the valve arrangement is designed such that it does not connect the fluid source to the wheel brake when the blocking signal disappears. until the brake pressure has been reapplied by fluid supplied via the regulator ( 144 ) and the fluid flow through the regulator ( 144 ) is interrupted during the generation of the blocking signal. 14. Anti-lock brake control system according to claim 12, characterized in that the controller ( 144 ) is connected in parallel to the valve arrangement between the fluid source and the hydraulic wheel brake and the components which can move with respect to one another ( 145, 248 ) are the connection between the fluid source and the valve arrangement able to interrupt until the brake pressure has been applied again by the fluid supplied via the regulator ( 144 ). 15. An anti-lock brake control system according to claim 12, characterized in that the controller ( 144 ) is connected between the fluid source and the valve arrangement and to it a normally open further valve (locking valve 230 ) is switched in parallel, which is designed so that it it closes during generation of the blocking signal and remains closed until the brake pressure is applied again by fluid supplied via the regulator ( 144 ). 16. Anti-lock brake control system according to claim 15, characterized in that the valve ( 230 ) is a locking valve which has a piston ( 254 ) which responds to the pressure difference between the fluid source and the wheel brake so that an increase in this pressure difference over results in a predetermined value for closing the lock valve ( 230 ). 17. Anti-lock brake control system according to claim 12, characterized in that the controller ( 144 ) is connected between the fluid source and the valve arrangement and the first throttle point ( 149 ) is formed by one of the components ( 145 ) which are movable with respect to one another and which the pressure difference between the fluid source and the wheel brake responds in such a way that an increase in this pressure difference over a predetermined value causes a relative movement of the components by an amount sufficient to bypass a line (channel 261 b) connected to the controller ( 144 ) close, which is designed so that it remains closed until the brake pressure is applied again by the fluid supplied via the regulator ( 144 ). 18. Anti-lock brake control system according to one of claims 12 to 17, characterized in that at least the valve arrangement and the controller ( 144 ) are integrated into a single control valve arrangement, which has a housing ( 121 ; main part 231 , end cap 232 ) with a Has inlet ( 132 ) for connection to the fluid source, a first outlet opening ( 136 ) for connection to the wheel brake and a second outlet opening ( 137 ) for connection to the container.