GB1598037A - Brake anti-locking device - Google Patents
Brake anti-locking device Download PDFInfo
- Publication number
- GB1598037A GB1598037A GB11333/78A GB1133378A GB1598037A GB 1598037 A GB1598037 A GB 1598037A GB 11333/78 A GB11333/78 A GB 11333/78A GB 1133378 A GB1133378 A GB 1133378A GB 1598037 A GB1598037 A GB 1598037A
- Authority
- GB
- United Kingdom
- Prior art keywords
- wheels
- axle
- axles
- vehicle
- fed
- Prior art date
- Legal status (The legal status 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 status listed.)
- Expired
Links
- 230000009977 dual effect Effects 0.000 claims description 15
- 238000012423 maintenance Methods 0.000 claims description 6
- 238000012544 monitoring process Methods 0.000 claims 1
- 230000001105 regulatory effect Effects 0.000 description 3
- 230000001419 dependent effect Effects 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 208000036366 Sensation of pressure Diseases 0.000 description 1
- 230000000740 bleeding effect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000007935 neutral effect Effects 0.000 description 1
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
- B60T8/36—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 including a pilot valve responding to an electromagnetic force
- B60T8/3605—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 including a pilot valve responding to an electromagnetic force wherein the pilot valve is mounted in a circuit controlling the working fluid system
-
- 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
- B60T8/343—Systems characterised by their lay-out
Landscapes
- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Electromagnetism (AREA)
- Regulating Braking Force (AREA)
- Braking Systems And Boosters (AREA)
Description
(54) BRAKE ANTI-LOCKING DEVICE
(71) We, ROBERT BOSCH GMBH, a
German company of Postfach 50, 7 Stuttgart 1,
Federal Republic of Germany, do hereby declare the invention, for which we pray that a patent may be granted to us, and the method by which it is to be performed, to be particularly described in and by the following statement: The present invention relates to an anti-skid braking system for use in a vehicle.
Known anti-skid braking systems are too expensive for many requirements as each axle requires special tubing, cabling and trigger magnets.
According to the present invention there is provided an anti-skid brake system for a vehicle, comprising a group of brake cylinders, distributed among a wheel group having several vehicle axles, a 3/2 directional valve and at least two 2/2 directional valves, the 3/2 directional valve, which is common to the group of brake cylinders, being inserted in a brake line leading to the brake cylinders, which brake line is branched down stream of the 3/2 directional valve, each branch leading to at least one brake cylinder and having a respective 2/2 direction valve disposed therein, the 3/2 directional valve and the 2/2 directional valves being operable in response to an anti-locking signal to control the brake pressure applied to the wheel brake cylinders.
The braking pressure in a group of brake cylinders may thus be jointly regulated by virtue of the present invention.
Advantageously, for each group of brake cylinders a further 2/2 directional valve may be provided in order to achieve a three-passage control unit having an additional maintenance phase.
It will be appreciated that the anti-skid braking system of the present invention can be used for all combinations of single wheel and axle regulation as well as for different brake circuit divisions. It is especially advantageous for dual axle and triple axle groups.
With an anti-skid braking system according to the present invention, it is possible to undertake the pressure modulation of the individual axles or the combined wheel pairs simultaneously in different pressure ranges. It is solely in the braking pressure lowering phase of an axle of a wheel pair that the braking pressure of the remaining axle, axles or wheel pairs is maintained for a short period at a particular pressure.
The cost advantage hereby with respect to per se known axle regulation with an approximately equal regulation function is provided not only by the reduced expenditure on valves but also by the savings on electrical output stages, solenoid valves and by simpler tubing and cabling in the case of vehicle equipment.
Known anti-skid braking systems have the functional disadvantage that the vehicle braking action and above all also the stability of travel, show, dependent on the travel path symmetry, different effects, dependent on the regulation logic in the case of braking pressure regulation which is undertaken axlewise and jointly by means of the under or overbraking of individual wheels.This disadvantage is eliminated to the greatest extent in the multi-axle regulation proposed by the present invention, due to the fact that the regulation logic of the individual axles or the combined wheel pairs is selected so that the one axle or the one wheel pair of the at least two combined axles or wheel pairs is regulated in accordance with select low and simultaneously the other axle or wheel pair is regulated in accordance with select high or also that the individual wheel pairs are combined laterally.
This gives a travel behaviour which during the braking procedure is neutral and is largely independent of the travel path symmetry.
As particularly in the case of axles braked by compressed air the length of the connecting line from the pressure control valve to the brake cylinder determines concomitantly the loss time, axles which lie near to each other being combined for the multi-axle regulation.
This is clearly a disadvantageous arrangement which can be found in the case of lorries and vehicles with trailers having dual and triple axle units and in the case of railway wagons.
By virtue of the present invention wherein the control valves can be located near to the axles, the loss time can be reduced producing a more efficient system.
The present invention is further described hereinafter, by way of example, with reference to the accompanying drawings, in which:
Figure 1 shows a schematic diagram of an anti-skid braking system according to the present invention for a dual axle unit, having a dual passage control unit;
Figures 2 to 7 the dual passage control unit for different combinations of single wheel and axle regulation as well as different braking force division in dual axles;
Figure 8 a pressure control valve for a three passage control unit; and
Figures 9 to 16 a three passage control unit for different combinations of single wheel and axle regulation as well as different braking force division in dual axles and triple axle groups.
A compressed air reservoir 1 is connected to a brake valve 2 which is intended for the purposes of supplying four brake cylinders 3,4,5 and 6. The brake cylinders 3 to 6 actuate the wheel brakes of four vehicle wheels 7, 8, 9 and 10, which are distributed amongst two axles 11 and 12.
A pressure control valve 14 of an anti-skid braking system having a dual channel unit is disposed in a brake line 13 which comes from the brake valve 2. The pressure control valve 14 is a valve unit having three servo 3/2 directional solenoid valves 15, 16 and 17 which each monitor one line connection 18, 19 and 20 to a main valve 21,22 and 23.
A central main valve 22 is directly connected to the brake line 13. This main valve 22 is constructed as a 3/2 directional valve and monitors each passage 24 and 25 which runs to the two other main valves 21 and 23. The two other main valves 21 and 23 are constructed as 2/2 directional valves and monitor a connection to the brake lines 26 and 27 which lead to the brake cylinders 3,4 and 5,6. An outer air connection 28 serves as a discharge point.
Under normal operation a free brake line passage exists from the brake valve 2 by way of the brake line 13, 26, 27 to the brake cylinders 3 to 6, whereby the brake air passes by way of the 3/2 directional valve, the passages 24 and 25 and the two 2/2 directional valves 21 and 23 to the brake cylinders.
If an axle, for example, the axle 11, equipped with the brake cylinders 3 and 4, overbrakes, then the anti-locking responds and the servo valves 15 and 16 switch over. The 3/2 directional valve is thereby switched over and lets air flow away out of the brake cylinders 3 and 4 to the outer air. The 2/2 directional main valve 23 simultaneously switches to the closed position so that the pressure is maintained at the axle 12 which is not tending to lock. At the end of the pressure lowering phase of the brake cylinders 3 and 4 all servo valves 15, 16 and 17 switch over. The 3/2 directional main valve 22 and the 2/2 directional main valve 23 switches onto passage, the pressure in the brake cylinders 5 and 6 rises again and the 2/2 directional main valve 21 switches off so that the reduced braking pressure in the brake cylinders 3 and 4 is maintained.After a certain time at the end of the maintenance phase the servo valve 15 switches off again so that the main valve 21 again assumes its initial position for a pressure rise. The reduced braking pressure in the brake cylinders 3 and 4 is again pulsed up by switching the servo valve 15 on and off.
It is thereby advantageous that the reduction and build up of braking pressure at the two axles 11 and 12 is carried out jointly by way of the 3/2 directional main valve 22 and that the joint braking pressure modulation, which can thus be carried out, by means of aerating and bleeding the brake cylinders 3,4, 5 and 6, can be interrupted each time by the 2/2 directional valves 21 and 23 which are subsequently connected in series with each brake cylinder pair.
It is thereby possible, despite the saving of one valve with respect to a device having individual wheel regulation, to control each of the two axles 11 and 12 individually. It is solely in the pressure lowering phase of a brake cylinder pair 3,4 or 5, 6 that the build up of pressure in the other brake cylinder pair is interrupted by a maintenance phase for the short duration of the lowering period.
It is naturally also possible by means of the proposed device to lower simultaneously the pressure in two brake cylinder pairs 3/4 and 5/6.
Figures 2 to 7 show dual units, controlled by dual passages, and having a different arrangement of sensors S and passages K. These dual axle units are all supplied by a pressure control valve DSV as shown in Figure 1. Three parallel
dashes leading to DSV represent the current
supply line for the three magnets of the servo valves 15, 16 and 17.
Individually:
Figure 2 shows a wheel group having four wheels and two vehicle axles, in which each wheel is individually monitored by a sensor S
and the brake pressure applied to the wheels
on one vehicle side is connected to one passage
24 of the pressure control valve and the brake pressure applied to the wheels on the other vehicle side is connected to the other passage
25 of the pressure control valve.
Figure 3 shows a wheel group having four wheels and two vehicle axles, in which only
the wheels of one axle are monitored by
sensors and the brake pressure applied to the wheels on one vehicle side is connected to one passage 24 of the pressure control valve and the brake pressure applied to the wheels on the other vehicle side is connected to the other
passage 25 of the pressure control valve.
Figure 4 shows a wheel having four wheels
and two vehicle axles, in which of each axle a
wheel, lying diagonally opposite the other
wheel, is monitored by a sensor and the brake
pressure applied to the wheels on one side of
the vehicle is connected to one passage 24 of
the pressure control valve and the brake press
ure applied to the wheels on the other side of the vehicle is connected to the other passage 25 of the pressure control valve.
Figure 5 shows a wheel group having four wheels and two vehicle axles, in which each wheel is individually monitored by a sensor and the brake pressure applied to the wheels of one vehicle axle is connected to one passage 24 of the pressure control valve and the brake pressure applied to the wheels of the other axle is connected to the other passage 25 of the pressure control valve.
Figure 6 shows a wheel group having four wheels and two vehicle axles, in which of each axle a wheel, lying diagonally opposite the other wheel, is monitored by a sensor and the brake pressure applied to the wheels of one axle is connected to one passage 24 of the pressure control valve and the brake pressure applied to the wheels of the other axle is connected to the other passage 25 of the pressure control valve.
Figure 7 shows a wheel group having four wheels and two vehicle axles, in which the wheels of one axle are in each case monitored by common sensors and the brake pressure at one vehicle axle is fed to one passage of the pressure control valve and the brake pressure at the other vehicle axle is fed to the other passage of the pressure control valve.
Figure 8 shows a pressure control valve 30 which is also constructed as a valve unit. The pressure control valve 30 is intended for a combined triple axle regulation or also for a dual axle regulation with simultaneous axle and single wheel regulation, thus in both cases for a three passage-embodiment.
The same reference numerals are used in the drawing in Figure 8 for the parts corresponding to the design of Figure 1. Here a main valve 32, switched by a magnetically actuated servo valve 31, is also additionally provided, by means of which the three-passage-design is achieved.
By means of the three-passage control unit an additional maintenance phase is reached which avoids a loss of braking pressure means due to the lowering phase.
Triple axle and dual axial units, controlled by three passages and having different arrangements of sensors S and of three passages K, are shown in Figures 9 to 16. These multi-axle units are all supplied by a pressure control valve DSV' as shown in Figure 8. The four parallel dashes leading to DSV' represent the current feed line for the four magnets of the servo valves 15, 16, 17 and 31.
Individually:
Figure 9 shows a wheel group having six wheels and three vehicle axles, in which each wheel is monitored individually by a sensor and the brake pressure applied to the wheels of each vehicle axle is fed to a respective one of the three passages in the pressure control valve.
Figure 10 shows a wheel group having six wheels and three vehicle axles, in which each wheel is monitored individually by a sensor and the brake pressure of the wheels of two axles on one side of the vehicle is fed to one passage of the pressure control valve, the brake pressure of the wheels of said two axles on the other side of the vehicle is fed to another passage of the pressure control valve, and the brake pressure of the wheels on the third axle is fed to a further passage in the pressure control valve.
Figure 11 shows a wheel group having six wheels and three vehicle axles, in which of two axles a wheel, lying diagonally opposite the other wheel, is monitored by one sensor and the wheels of the third axle are monitored jointly by one sensor and the brake pressure applied to the wheels of each vehicle axle is fed to a respective one of the three passages in the pressure control valve.
Figure 12 shows a wheel group having six wheels and three vehicle axles in which the wheels of two vehicle axles are monitored individually by each sensor and the brake pressure of the wheels of two axles on one side of the vehicle is fed to one passage of the pressure control valve, the brake pressure of the wheels of said two axles on the other side of the vehicle is fed to another passage of the pressure control valve, and the brake pressure of the wheels on the third axle is fed to a further passage in the pressure control valve.
Figure 13 shows a wheel group having six wheels and three vehicle axles, similar to that of Figure 12 but in which in two axles, only two wheels lying diagonally opposite each other are monitored by sensors and the wheels of the third axle are each monitored by their own sensor.
Figure 14 shows a wheel group having six wheels and three vehicle axles, in which the wheels of each axle are monitored by a sensor and the brake pressure applied to the wheels of each vehicle axle is fed to a respective one of the three passages in the pressure control valve.
Figure 15 shows a wheel group having four wheels and two vehicle axles in which each wheel is monitored by its own sensor and in which in the brake pressures applied to the individual wheels on one axle are fed to two of the passages in the pressure control valve and the braking pressured applied to the two wheels of the other axle are fed to the third passage of the pressure control valve.
Figure 16 shows a wheel group having four wheels and two vehicle axles, basically as per
Figure 15, except that whilst each wheel of the one axle is monitored by a sensor the other axle is only monitored by one sensor, the brake pressure applied to the wheels of said other axle being fed to the said third passage of the pressure control valve.
WHAT WE CLAIM IS:
1. An anti-skid brake system for a vehicle, comprising a group of brake cylinders, dis
**WARNING** end of DESC field may overlap start of CLMS **.
Claims (17)
1. An anti-skid brake system for a vehicle, comprising a group of brake cylinders, dis
tributed among a wheel group having several vehicle axles, a 3/2 directional valve and at least two 2/2 directional valves, the 3/2 directional valve, which is common to the group of brake cylinders, being inserted in a brake line leading to the brake cylinders, which brake line is branched down stream of the 3/2 directional valve, each branch leading to at least one brake cylinder and having a respective 2/2 direction valve disposed therein, the 3/2 directional valve and the 2/2 directional valves being operable in response to an anti-locking signal to control the brake pressure applied to the wheel brake cylinders.
2. An anti-skid braking system as claimed in claim 1, in which the wheel group has four wheels and two vehicle axles, each wheel being individually monitored by a sensor and the brake pressure applied to the wheels on one vehicle side being fed to one branch passage of the system and the brake pressure applied to the wheels on the other side of the vehicle, being fed to the other branch passage of the system.
3. An anti-skid braking system as claimed in claim 1, in which the wheel group has four wheels and two vehicle axles, the wheels on only one axle being monitored by sensors and the brake pressure applied to the wheels on one vehicle side being fed to one branch passage of the system whilst the brake pressure applied to the wheels on the other side of the vehicle, is fed to the other branch passage of the system.
4. An anti-skid braking system as claimed in claim 1, in which the wheel group comprises four wheels and two vehicle axles, only one wheel on each axle being monitored by a sensor, said monitored wheels lying diagonally opposite each other, the brake pressure applied to the wheels on one side of the vehicle being connected to one branch passage of the system and the brake pressure applied to the wheels on the other side of the vehicle being connected to the other branch passage of the system.
5. An anti-skid braking system as claimed in claim 1, in which the wheel group has four wheels and two axles, each wheel being individually monitored by a sensor and the brake pressure applied to the wheels of one vehicle axle being fed to one branch passage of the system whilst the brake pressure applied to the wheels on the other axle is fed to the other branch passage of the system.
6. An anti-skid braking system as claimed in claim 1, in which the wheel group has four wheels and two axles, only one wheel on each axle being monitored by a sensor, said monitored wheels lying diagonally opposite each other, the brake pressure applied to the wheels of one axle being fed to one branch passage of the system whilst the brake pressure applied to the wheels on the other axle is fed to the other branch passage of the system.
7. An anti-skid braking system as claimed in claim 1, in which the wheel group has four wheels and two axles, the wheels on each axle being monitored by a common sensor and the brake pressure applied to the wheels of one axle being fed to one branch passage of the system, whilst the brake pressure applied to the wheels on the other axle is fed to the other branch passage of the system.
8. An anti-skid braking system as claimed in claim 1, in which a further 2/2 directional valve is included in a third branch passage, for use in controlling the maintenance of pressure in the system.
9. An anti-skid braking system as claimed in claim 8, in which the wheel group has six wheels and three axles, each wheel being individually monitored by a sensor and the brake pressure applied to the wheels of each vehicle axle is fed to a respective one of the three branch passages.
10. An anti-skid braking system as claimed in claim 8, in which the wheel group has six wheels and three axles, each wheel being individually monitored by a sensor, the brake pressure applied to the wheels of two axles, on one side of the vehicle being fed to one branch passage of the system and the brake pressure applied to the wheels of said two axles on the other side of the vehicle, being fed to another branch passage whilst the brake pressure applied to the wheels on the third axle is fed to the third branch passage of the system.
11. An anti-skid braking system as claimed in claim 8, in which the wheel group has six wheels and three axles, only one wheel of each of two axles being monitored by a sensor, said monitored wheels lying diagonally opposite each other, the wheels of the third axle being individually monitored by sensors, brake pressure applied to the wheels of each axle being fed to a respective one of the three branch passages of the system.
12. An anti-skid braking system as claimed in claim 8, in which the wheel group has six wheels and three axles, the wheels on two axles being individually monitored by sensors, the brake pressure applied to the wheel on one of said two axles on one side of the vehicle together with the brake pressure applied to the wheel on the remaining axle on the same side of the vehicle, being fed to one branch passage of the system, whilst the brake pressure applied to the other wheels on said remaining axle and said one of said two axles, is fed to another branch passage, and the brake pressure applied to the wheels on the other of said two axles being fed to said third branch passage.
13. An anti-skid braking system as claimed in claim 8, in which the wheel group has six wheels and three axles, only one wheel of each of two axles being monitored by a sensor, said monitored wheels lying diagonally opposite each other, the wheels of the third axle being individually monitored by sensors, brake pressure applied to the wheels on said two axles on one side of the vehicle, being fed to one branch passage of the system and the brake pressure applied to the wheels on said two axles on the other side of the vehicle being fed to another branch passage, the brake pressure applied to the wheels on the third axle being fed to the third branch passage of the system.
14. An anti-skid braking system as claimed in claim 8, in which the wheel group has six wheels and three axles, a respective sensor monitoring both of the wheels of each axle, and the brake pressure applied to the wheels of each axle being fed to a respective one of the three branch passages.
15. An anti-skid braking system as claimed in claim 8, in which the wheel group has four wheels and two axles, each wheel being monitored by its own sensor, the brake pressure applied to individual wheels on one axle being fed respectively to two of the branch passages, and the combined braking pressure applied to the two wheels of the other axle being fed to said third branch passage.
16. An anti-skid braking system as claimed in claim 8, in which the wheel group has four wheels and two axles, each wheel of one axle being monitored by an individual sensor whilst the wheels of the other axle are monitored by a common sensor, the brake pressure applied to the individual wheels of said one axle being fed respectively to two of the branch passages, and the combined braking pressure applied to the wheels of the other axle being fed to said third branch passage.
17. An anti-skid braking system for a vehicle, constructed and arranged substantially as hereinbefore described with reference to and as illustrated in the accompanying drawings.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19772713531 DE2713531A1 (en) | 1977-03-26 | 1977-03-26 | BRAKE LOCK PROTECTION DEVICE |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| GB1598037A true GB1598037A (en) | 1981-09-16 |
Family
ID=6004826
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB11333/78A Expired GB1598037A (en) | 1977-03-26 | 1978-03-22 | Brake anti-locking device |
Country Status (6)
| Country | Link |
|---|---|
| JP (1) | JPS53120054A (en) |
| DE (1) | DE2713531A1 (en) |
| FR (1) | FR2384660A1 (en) |
| GB (1) | GB1598037A (en) |
| IT (1) | IT1093886B (en) |
| SE (1) | SE7803326L (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0754609A2 (en) * | 1995-07-15 | 1997-01-22 | Grau Limited | Anti-skid brake system for a self steer trailer |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3110103A1 (en) * | 1981-03-16 | 1982-09-23 | Knorr-Bremse GmbH, 8000 München | "ANTI-BLOCKING DEVICE |
| DE3136617A1 (en) * | 1981-09-15 | 1983-03-31 | Alfred Teves Gmbh, 6000 Frankfurt | Braking wheel slip control system for the wheel brakes of a vehicle |
| DE3345080A1 (en) * | 1983-12-13 | 1985-06-20 | Knorr-Bremse GmbH, 8000 München | SLIDE PROTECTION VALVE FOR AIR BRAKED VEHICLES |
| DE3426455A1 (en) * | 1984-07-18 | 1986-01-30 | Alfred Teves Gmbh, 6000 Frankfurt | SLIP-CONTROLLED BRAKE SYSTEM FOR MOTOR VEHICLES |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3578820A (en) * | 1969-08-18 | 1971-05-18 | Kelsey Hayes Co | Two-wheel skid control by modulation of brake power booster |
| DE2038371A1 (en) * | 1970-08-01 | 1972-02-10 | Teves Gmbh Alfred | Dual circuit brake system with anti-lock device |
| DE2424217C2 (en) * | 1974-05-17 | 1988-12-01 | Robert Bosch Gmbh, 7000 Stuttgart | Anti-lock control system for four-wheel vehicles |
| US3942845A (en) * | 1975-03-17 | 1976-03-09 | Dana Corporation | Tandem axle anti-skid system |
| DE2623320A1 (en) * | 1976-05-25 | 1977-12-08 | Bosch Gmbh Robert | ANTI-SKID DEVICE FOR MOTOR VEHICLES |
-
1977
- 1977-03-26 DE DE19772713531 patent/DE2713531A1/en not_active Withdrawn
-
1978
- 1978-03-22 GB GB11333/78A patent/GB1598037A/en not_active Expired
- 1978-03-22 IT IT21488/78A patent/IT1093886B/en active
- 1978-03-22 SE SE7803326A patent/SE7803326L/en unknown
- 1978-03-23 JP JP3356978A patent/JPS53120054A/en active Granted
- 1978-03-24 FR FR7808818A patent/FR2384660A1/en active Granted
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0754609A2 (en) * | 1995-07-15 | 1997-01-22 | Grau Limited | Anti-skid brake system for a self steer trailer |
| EP0754609A3 (en) * | 1995-07-15 | 1997-08-27 | Grau Ltd | Anti-skid brake system for a self steer trailer |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6116655B2 (en) | 1986-05-01 |
| IT7821488A0 (en) | 1978-03-22 |
| DE2713531A1 (en) | 1978-09-28 |
| FR2384660A1 (en) | 1978-10-20 |
| JPS53120054A (en) | 1978-10-20 |
| IT1093886B (en) | 1985-07-26 |
| SE7803326L (en) | 1978-09-27 |
| FR2384660B1 (en) | 1983-07-18 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PS | Patent sealed [section 19, patents act 1949] | ||
| PCNP | Patent ceased through non-payment of renewal fee |
Effective date: 19940322 |