Hydraulic electronic actuator for brake system of motor vehicle and brake system having such actuator

Abstract

The invention relates to a hydraulically electronic actuator (10, 10 ') for a motor vehicle brake system (11), comprising a cylinder housing (20) in which a pressure piston (35) is displaced in a translational manner under the action of a rotating spindle (32) driven by a rotor shaft (54) of an electric machine (50) via a transmission (40), the actuator (10, 10') comprising an electronic unit (60). The invention relates to a brake system (11) for a motor vehicle, comprising a hydraulic electronic actuator (10, 11) of this type, 10 '), a pressure generator (12), a pressure modulation valve device (14) for generating a wheel-specific brake pressure at a wheel brake (19) of the brake system (11), an electronic control device (13) designed to actuate the pressure generator (12) and the pressure modulation valve device (14), and a driver brake actuation device (16).

Description

Technical Field

[0001] The invention relates to a hydro-electronic actuator for a motor vehicle brake system according to the preamble of claim 1 and to a brake system having such an actuator according to the preamble of claim 10 . Background Art

[0002] DE 42 29 041 A1 discloses a brake operating device for generating brake pressure, the brake operating device having a motor, which uses a pinion to drive a gear, on which a threaded member as a threaded drive member is fixed. The piston is connected to the threaded member via a threaded connection and is guided in a housing chamber to generate hydraulic pressure. The motor and its drive shaft are parallel to the threaded member. Above the housing chamber, the housing of the brake operating device forms a reservoir in which the hydraulic fluid is stored. The reservoir is connected to the cylinder part of the housing chamber via a compensation port, thereby allowing the hydraulic fluid to flow into the cylinder part and be delivered from the outlet by the piston under pressure. For this purpose, the threaded member is engaged with a nut connected to the piston. When the motor is operated, its drive shaft causes the threaded member to rotate via the pinion and the gear, thereby causing the nut with the piston to move in a translational manner in the housing chamber. Summary of the invention

[0003] The object of the present invention is to provide a hydraulic electronic actuator for a motor vehicle brake system, which structurally combines all components necessary for generating brake pressure as an integrated functional unit, can be operated individually, and saves space and reduces weight. In addition, it is intended to provide a brake system, which includes a hydraulic electronic actuator that can be operated individually, saves space and reduces weight.

[0004] The object on which the invention is based is achieved by the features of claim 1 and claim 10. Preferred embodiments emerge from the respective dependent claims and from the following description of exemplary embodiments with reference to the drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0005] In the attached picture:

[0006] Figure 1 shows a perspective view of a first exemplary hydraulic-electronic actuator,

[0007] Figure 2 shows a first cross-sectional view of a first exemplary actuator,

[0008] Figure 3 shows a second cross-sectional view of a first exemplary actuator,

[0009] Figure 4shows a circuit diagram of an exemplary brake system with an exemplary hydraulic-electronic actuator,

[0010] Figure 5 shows a cross-sectional view of a second exemplary hydraulic electronic actuator,

[0011] Figure 6 An exploded view of a second exemplary hydraulic-electric actuator is shown. DETAILED DESCRIPTION

[0012] Figure 1 A perspective view of a first exemplary hydraulic-electronic actuator 10 for a motor vehicle brake system is shown. As a structurally combined and functional unit, the actuator 10 includes all necessary components to serve as an independent / independent operable source for generating hydraulic pressure. For this purpose, the actuator 10 includes a cylinder housing 20 with a piston arrangement located therein, a transmission, an electric motor 50, an electronic unit 60 and a pressure medium reservoir 70.

[0013] The cylinder housing 20 and the motor 50 are parallel to each other in their axes, for example, the cylinder housing and the motor are attached to the electronic unit 60 jointly and adjacent to each other / side by side. The electronic unit 60 thus acts as a central receiving device for fixing the cylinder housing 20 and the motor 50. In addition, the housing of the electronic unit 60 is designed so that there is space for the transmission device therein. Further details of the actuator 10 will be described below. Figure 2 and Figure 3 description to discuss.

[0014] Figure 2 A first cross-sectional view of a first exemplary hydraulic electronic actuator 10 is shown. The cylinder housing 20 made of aluminum has an elongated, nearly cylindrical shape. A hole 45 is formed in the cylinder housing 20 in the longitudinal direction, which partially includes different diameters, tapered sections, grooves and annular stops.

[0015] A receiving flange 21 is formed at the open end of the cylinder housing 20, by means of which the cylinder housing 20 is connected to the electronic unit 60. The receiving flange 21 is rectangular or circular. On the side of the cylinder housing 20 opposite to the receiving flange 21, the pressure medium reservoir 70 is arranged on the upper side of the cylinder housing. The upper side of the cylinder housing 20 is determined by the installation position of the actuator 10 in the motor vehicle.

[0016] The pressure medium reservoir 70 contains hydraulic fluid at atmospheric pressure. The pressure medium reservoir 70 comprises a compensation port connection 71 and a re-suction connection 72, by means of which the pressure medium reservoir is mounted on the cylinder housing 20. For this purpose, the cylinder housing 20 comprises a first receiving bore 22 for the compensation port connection 71 and a second receiving bore 23 for the re-suction connection 72 at the connection point. The first receiving bore 22 and the second receiving bore 23 open into a pressure chamber 28 of the cylinder housing 20, which is delimited by the pressure piston 35 of the piston device 30. In addition, the cylinder housing 20 comprises a pressure outlet 26, which also opens into the pressure chamber 28, from which the hydraulic fluid is conveyed under pressure to the pressure medium consumer. In the illustrated position, the pressure piston 35 is in a position passing through the compensation port 24. Furthermore, a non-return valve 29 is located in the re-suction opening 25, which opens in the direction of the pressure chamber 28 and remains in a closed position in the opposite direction, with the result that hydraulic fluid under pressure cannot flow into the pressure medium reservoir 70 via the re-suction opening 25. In addition, the pressure medium reservoir 70 also comprises a return connection 73, which is designed for connecting a return line of the brake system so that hydraulic fluid from the wheel brakes can flow back or be discharged into the pressure medium reservoir 70. If the pressure piston 35 is in a position that opens the equalization opening 24, then in this position, the pressure from the wheel brakes can also be discharged via the pressure outlet 26 and the equalization opening 24 into the pressure medium reservoir 70 at atmospheric pressure.

[0017] The piston device 30 is arranged in a bore 45 of the cylinder housing 20. The piston device 30 comprises a rotatably mounted screw 32. For this purpose, a bearing assembly is provided, which is located in the bore 45 and in the region of the receiving flange 21. The outermost first bearing 37 is in a force-locking / friction-locking manner with the bore 45 of the cylinder housing 20 via external teeth in a press fit / interference fit. This ensures that the other bearings as well as the piston device 30 remain in an axial position and do not fall out of the cylinder housing 20. This is followed by a second bearing 38, which absorbs the axial and radial force components of the screw 32. This is followed by a third bearing 39, which absorbs only the radial force component of the screw 32. The bearing assembly ends with a spring element 49, which is supported on an annular stop in the bore 45 and elastically loads the bearing assembly in the axial direction.

[0018] The bearing sleeve 36 is pushed onto the central cylindrical section on the threaded spindle 38 in a force-locking manner, and the threaded spindle 38 is mounted in the bearing assembly by means of the bearing sleeve. The bearing sleeve 36 is formed with different outer diameters on the outside, which match the diameters of the respective bearings 37, 38 and 39 and are in a press fit with the respective bearings. With the outermost and smallest outer diameter, the bearing sleeve 36 is received in the first bearing 37. In the central area with a medium outer diameter, the bearing sleeve 36 is received in the second bearing 38. With the largest and outermost inner diameter, the bearing sleeve is received in the third bearing 39.

[0019] The end or end shaft of the screw 32 extends out of the cylinder housing 20. The gear of the transmission device 40 is sleeved on the end shaft. Figure 3 The drive of the lead screw 32 by means of the transmission device 40 is also discussed in the description.

[0020] The screw 32 also comprises a threaded section located in the screw chamber 27 of the cylinder housing 20. The nut 31 driven via the bearing balls 33 can be displaced in translation along this section of the screw 32. A plurality of balls are located in the threads of the screw 32 together with the nut 31, by means of which the rotational movement of the screw 32 is converted into a translational movement of the nut 31. An axial end stop is formed for the nut 31 by means of a bearing sleeve 36.

[0021] A cylindrical force transmission element 34 is connected to the nut 31, and a cylindrical pressure piston 35 is placed on the spherical cap-shaped head of the cylindrical force transmission element. By means of the force transmission element 34, the translation movement of the nut 31 is used for the forward and backward movement of the pressure piston 35 in the hole 45 of the cylinder housing 20.

[0022] The pressure piston 35 separates the spindle chamber 27 from the pressure chamber 28. The pressure piston 35 moves along the cylindrical region of the bore 45, which is matched to the outer diameter of the pressure piston 35. In the cylindrical region of the bore 45, a first sealing ring 47 is arranged in a first groove, which is located in front of the compensation opening 24 and serves to seal with respect to the spindle chamber 27. A second sealing ring 48 is arranged in a second groove of the cylindrical region of the bore 45, which is located between the compensation opening 24 and the re-suction opening 25. With the second sealing ring 48, the pressure chamber 28 is sealed with respect to the compensation opening 24.

[0023] An electronic unit 60 is provided for driving the piston device 30. The electronic unit controls the motor 50, which drives the screw 32 via the transmission 40. The motor 50 will also be driven by the following Figure 3The electronic unit 60 includes, for example, a two-piece housing. The two-piece housing is preferably made of plastic or die-cast aluminum. A printed circuit board 63 is accommodated in a first housing member 61. The printed circuit board 63 is arranged in the extended region of the first housing member 61, and the transmission 40 is also shielded for the printed circuit board by a cooling plate 64. This is because the transmission 40 is accommodated in a smaller region of the first housing member 61. Preferably, the extended region of the first housing member 61 (in which the printed circuit board 63 is arranged) is made of plastic material, and the smaller region of the first housing member 61 (in which the transmission 40 is accommodated) is made of die-cast aluminum. In addition, the first housing member 61 includes a housing connection section 68, into which the receiving flange 21 of the cylinder housing 20 is inserted. In this way, the cylinder housing 20 is connected to the electronic unit 60. This connection is also sealed by a housing sealing ring 67, which is pulled onto the receiving flange 21 and rests against the housing connection section 68. Finally, the housing of the electronic unit 60 also comprises a second housing part 62 , which is substantially in the form of a cover and which is inserted into the extension region of the first housing part 61 .

[0024] Reference below Figure 3 The motor 30 and the transmission 40 are discussed in greater detail. Figure 3 A second sectional view of the actuator 10 is shown. The motor 50 is attached to the electronic unit 60 via its motor housing. The housing comprises a deep-drawn, pot-shaped first motor housing part 51 and a cover-shaped second motor housing part 58. For example, the first motor housing part 51 is screwed to the first housing part 61 of the electronic unit 60 via a flange, and the second motor housing part 58 is inserted into the first motor housing part 51 and abuts against the first housing part 61 of the electronic unit 60. A motor sealing ring 46 is also provided for sealing the surrounding groove of the motor housing. In addition, the electronic unit 60 comprises an electronic connection part 66, via which the electronic unit 60 is connected to a control device of the brake system or a central control device of the motor vehicle.

[0025] The first motor housing part 51 comprises a central first housing protrusion 57 at the bottom area, in which the first rotor bearing 55 is received. The second motor housing part 58 also comprises a second housing protrusion 59 in the center, in which the second rotor bearing 56 is received. In this case, the second housing protrusion 59 is formed in the housing interior, and therefore the second rotor bearing 56 is placed on the outside of the motor housing. In this case, the second rotor bearing 56 is partially located in the opening of the first housing part 61 of the electronic unit 60. The rotor shaft 54 ​​is inserted into the first rotor bearing 55 and the second rotor bearing 56 and is in a press fit with the first rotor bearing and the second rotor bearing, as a result of which the rotor shaft 54 ​​is rotatably mounted. One end of the rotor shaft 54 ​​is inserted into the first rotor bearing 55, and the other end protrudes out of the second rotor bearing 56 and enters the electronic unit 60. The first gear 41 of the transmission 40 is sleeved on this end of the rotor shaft 54. The position sensor 65 is arranged on the axis of the rotor shaft 54 ​​in a manner electrically contacting the printed circuit board 63 to detect the rotation of the rotor shaft 54. This allows the rotor speed and the rotor position to be determined, wherein this information is used to precisely displace the piston arrangement 30. To drive the rotor shaft 54, the rotor shaft is connected to the rotor 53 in a force-locking manner in a central longitudinal section. The rotor 53 is driven by energizing the stator 52, which is arranged around the rotor 53 in the motor housing. The stator 52 is electrically contacted via a printed circuit board 63.

[0026] The transmission 40 further comprises a second gear wheel 42 which is rotatably mounted on a pin 69. The pin 69 is formed on the first housing part 61 of the electronic unit 60. The second gear wheel 42 is operatively connected to the first gear wheel 41 and to a third gear wheel 43 which is connected to the spindle 32 in a force-locking manner using a bushing 44. By means of the three gear wheels 41, 42 and 43 of the transmission 40, the rotational movement of the rotor shaft 54 ​​is converted into a rotational movement of the spindle 32. Alternatively, the transmission 40 can also be designed without the second gear wheel 42, and the first gear wheel 41 is therefore directly operatively connected to the third gear wheel 43. The rotational movement of the spindle 32 is in turn converted into a translational movement of the piston device 30, by means of which the actuator device 10 pressurizes the hydraulic fluid and delivers the hydraulic fluid to the pressure medium consumer.

[0027] refer to Figure 4 , shows an exemplary braking system 11, which includes a braking system according to Figures 1 to 3 The first exemplary execution device 10 or according to the following Figure 5 and Figure 6The second exemplary actuator 10. In addition, the brake system 11 includes: a motor-operated pressure generator 12, which is designed as a double-piston pump; a pressure modulator valve device 14 composed of a plurality of inlet valves and outlet valves, which is designed to generate wheel-specific brake pressure at the wheel brake 19; an electronic control device 13, which is designed to control the pressure generator 12 and the pressure modulator valve device 14; and a driver brake operating device 16, which detects the driver's brake request and simulates the brake pressure for the driver when operated.

[0028] The pressure generator 12, the pressure modulating valve device 14 and the electronic control device 13 are structurally and functionally combined to form a hydraulic-electronic brake control device 15. The hydraulic-electronic brake control device can be placed in the vehicle separately from the hydraulic-electronic actuator 10 and is connected to the hydraulic-electronic actuator via only two hydraulic lines. Therefore, the pressure outlet of the actuator 10 is connected to the pressure modulating valve device 14 via a pressure line 17 with a separating valve 80 connected in between. The pressure generator 12 is supplied via a return line 18 connected to the pressure medium reservoir of the actuator 10, wherein the hydraulic fluid from the wheel brakes 19 is also discharged into the pressure medium reservoir of the actuator 10 via the return line 18.

[0029] In addition, the wheel brake is divided into a first brake circuit I and a second brake circuit II by means of a circuit separation valve 81. Therefore, when the circuit separation valve 81 is open, the actuator 10 can be used to supply hydraulic pressure to both brake circuits I and II, or the actuator 10 can be made to supply hydraulic pressure only to the second brake circuit II by closing the circuit separation valve 81. The same is true for the pressure generator 12. When the circuit separation valve 81 is closed, the hydraulic fluid is only delivered to the first brake circuit, and when the circuit separation valve 81 is open and the separation valve 80 is closed, the hydraulic fluid is delivered to both the brake circuit I and the brake circuit II. Simultaneous operation of the actuator 10 and the pressure generator 12 is also possible, so that when the circuit separation valve 81 is closed and the separation valve 80 is open, the actuator 10 delivers the hydraulic fluid to the second brake circuit II, and the pressure generator 12 delivers the hydraulic fluid to the first brake circuit I. From a structural point of view, the separation valve 80 and the circuit separation valve 81 belong to the hydraulic electronic brake control device 15 and are controlled by its electronic control device 13.

[0030] The braking request of the vehicle operator is detected by means of the driver brake activation device 16 and is transmitted electronically to the actuator device 10 or the hydro-electronic brake control device 15 . These devices then serve to generate a brake pressure at the wheel brakes 19 hydro-electronically.

[0031] The substantial advantage of the actuator 10 is that the actuator is designed to save weight and space. With the aid of the actuator's own electronics, the actuator's motor can be controlled independently and its position can be detected in order to provide hydraulic pressure in a targeted manner. The housing of the actuator is as small and light as possible. In addition, the actuator 10 is reduced to the necessary components for generating pressure, which also means that, for example, no electromagnetically switchable valves are arranged on or in the actuator 10.

[0032] Figure 5 A cross-sectional view of a second exemplary hydraulic-electronic actuator 10 'is shown, which comprises a central carrier plate 75, to which the housing 20, the motor 50 and the electronic unit 60 are attached, and on which the transmission 40 is arranged. In this example, the carrier plate 75 serves as a central receiving portion for the housing 20, the motor 50 and the electronic unit 60. The carrier plate 75 is made of die-cast aluminum, for example. The piston device 30, the transmission 40, the motor 50 and the electronic unit 60 do not differ substantially from the first embodiment of the actuator, and therefore reference is made to the above description.

[0033] The motor 50 is arranged on a first side of the carrier plate 75 and is sealed via the motor sealing ring 46. The rotor shaft 54 ​​protrudes through an opening in the carrier plate 75 in the direction of the electronic unit 60. Furthermore, the housing 20 is arranged on a first side of the carrier plate 75, in particular via a flange 77 which is formed by the carrier plate 75 and into which the housing 20 is inserted.

[0034] The electronics unit 60 is attached to the second side of the carrier plate 75 opposite the motor 50 by means of the first housing part 61 using a surrounding sealing ring 76. Furthermore, the transmission 40 is arranged on the second side of the carrier plate 75, said transmission being located substantially within the first housing part 61 of the electronics unit 60. In this embodiment, the second gear wheel 42 is received on the carrier plate 75 via a pin 69.

[0035] Figure 6 An exploded view of a second exemplary hydraulic-electric actuator 10' is shown. This makes it easier to identify the first receiving opening 78 for the housing 20 and the second receiving opening for the motor 50. The housing 20 is designed to be partially inserted on a flange 77 in the carrier plate 75 and to be fixed on the rear side by means of a screw connection, which flange forms the first receiving opening 78. The motor 50 is designed to be fixed to the carrier plate 75 on the front side in the region of the second receiving opening 79, also by means of a screw connection.

[0036] The electronic unit 60 is designed to be attached to the carrier plate 75 on the rear side, surrounds the transmission 40, and is fixed to the carrier plate 75 on the front side by means of a screw connection. By using a central carrier plate 75, an easily accessible receiving device is provided for the necessary components of the actuator 10 ', to which the components can be fixed in order to interact with each other. The transmission 40 surrounded by the electronic unit 60 and covered by the carrier plate 75 transmits the motor drive to the piston device to generate pressure, and the opposite electronic unit 60 takes over the control of the motor 50.

[0037] The intentional omission of solenoid valves in the first and second exemplary actuators allows the piston device to use a smaller housing, thereby providing new design options for the arrangement of the motor and the electronic unit. Thus, a compact, lightweight and self-contained actuator for generating hydraulic pressure is created, with or without a carrier plate.

[0038] List of Reference Numerals

[0039] 10 Hydraulic electronic actuator

[0040] 10' Hydraulic electronic actuator

[0041] 11 Braking system

[0042] 12 Pressure generator

[0043] 13 Electronic control unit

[0044] 14 Pressure modulating valve device

[0045] 15 Hydraulic electronic brake control device

[0046] 16 Driver brake controls

[0047] 17 Pressure lines

[0048] 18 Return line

[0049] 19 Wheel brakes

[0050] 20 cylinder housing

[0051] 21 Receiving flange

[0052] 22 First receiving hole

[0053] 23 Second receiving hole

[0054] 24 Compensation port

[0055] 25 Re-suction opening

[0056] 26 Pressure outlet

[0057] 27 Screw housing

[0058] 28 Pressure Chamber

[0059] 29 Check valve

[0060] 30 Piston device

[0061] 31 Nut

[0062] 32 Lead Screw

[0063] 33 Supporting balls

[0064] 34 Force transmission element

[0065] 35 Pressure piston

[0066] 36 Support sleeve

[0067] 37 First support

[0068] 38 second support member

[0069] 39 Third support

[0070] 40 Transmission

[0071] 41 First Gear

[0072] 42 Second gear

[0073] 43 Third gear

[0074] 44 Bushing

[0075] 45 holes

[0076] 46 Motor sealing ring

[0077] 47 First sealing ring

[0078] 48 Second sealing ring

[0079] 49 Spring element

[0080] 50 Motor

[0081] 51 first motor housing member

[0082] 52 Stator

[0083] 53 Rotor

[0084] 54 Rotor shaft

[0085] 55 First rotor bearing

[0086] 56 Second rotor bearing

[0087] 57 first housing protrusion

[0088] 58 second motor housing member

[0089] 59 second housing protrusion

[0090] 60 Electronic units

[0091] 61 first housing member

[0092] 62 second housing member

[0093] 63 Printed Circuit Board

[0094] 64 Cooling Plate

[0095] 65 Position Sensor

[0096] 66 Electronic connection

[0097] 67 Housing sealing ring

[0098] 68 Shell connection section

[0099] 69 Pins

[0100] 70 Pressure medium reservoir

[0101] 71 Compensation port connection

[0102] 72 Re-suction connection

[0103] 73 Return connection

[0104] 75 Loading plate

[0105] 76 Sealing ring

[0106] 77 Flange

[0107] 78 First receiving port

[0108] 79 Second receiving port

[0109] 80 Separation valve

[0110] I First brake circuit

[0111] II Second brake circuit

Claims

1. A hydraulic-electronic actuator (10, 10') for a motor vehicle brake system (11), comprising a cylinder housing (20) in which a pressure piston (35) is displaced in a translational manner under the action of a rotating lead screw (32), the lead screw (32) being driven by a rotor shaft (54) of an electric motor (50) via a transmission (40), characterized in that The actuator (10, 10') comprises an electronic unit (60).

2. The hydraulic-electronic actuator (10, 10') according to claim 1, characterized in that: The cylinder housing (20) and the electric motor (50) are arranged next to the electronic unit (60).

3. The hydraulic electronic actuator (10, 10') according to claim 1, characterized in that: The cylinder housing (20) and the motor (50) are arranged on a carrier plate (75), and the electronic unit (60) is arranged on the carrier plate (75) opposite to the cylinder housing and the motor.

4. The hydraulic electronic actuator (10') according to claim 3, characterized in that: The carrier plate (75) includes a first receiving opening (78) at which the cylinder housing (20) is attached, and the carrier plate (75) includes a second receiving opening (79) at which the motor (50) is attached.

5. The hydraulic electronic actuator (10, 10') according to any one of claims 1 to 4, characterized in that: The electronic unit (60) is orthogonal to the cylinder housing (20) and orthogonal to the motor (50).

6. The hydraulic electronic actuator (10, 10') according to any one of claims 1 to 5, characterized in that: The transmission device (40) is arranged between the cylinder housing (20) and the electric motor (50) and the electronic unit (60).

7. The actuator (10, 10') according to any one of claims 1 to 6, characterized in that: The electronic unit (60) comprises a first housing part (61) in which the transmission device (40) is received.

8. The actuator (10, 10') according to any one of claims 1 to 7, characterized in that: The transmission (40) comprises a first gear (41) attached to the rotor shaft (54) and a further gear (43) attached to the lead screw (32), the first gear and the further gear (43) being operatively connected to each other.

9. The actuator (10, 10') according to any one of claims 1 to 7, characterized in that: The transmission (40) comprises a first gear (41) attached to the rotor shaft (54), a second gear (42) mounted on a pin (69) in the electronic unit (60), and a third gear (43) attached to the lead screw (32), the second gear (42) being operatively connected to the first gear (41) and the third gear (43).

10. The actuator (10, 10') according to any one of claims 1 to 9, characterized in that: The lead screw (32) is parallel to the axis of the rotor shaft (54).

11. The actuator (10, 10') according to any one of claims 1 to 10, characterized in that: The electronic unit (60) is designed to control the motor (50) and to sense the rotational position of the motor.

12. A braking system (11) for a motor vehicle, comprising a hydraulic-electronic actuator (10, 10') as described in any one of claims 1 to 11, a pressure generator (12), a pressure modulating valve device (14), an electronic control device (13) and a driver brake operating device (16), wherein the pressure modulating valve device is used to generate wheel-specific braking pressure at the wheel brake (19) of the braking system (11), and the electronic control device is designed to control the pressure generator (12) and the pressure modulating valve device (14).

13. The brake system (11) according to claim 12, characterized in that The actuator (10, 10') is hydraulically connected to a pressure modulating valve device (14) via a pressure line (17) on the pressure side, especially when a separating valve (80) is connected in between, and the pressure generator (12) and the pressure modulating valve device (14) are hydraulically connected to a pressure medium reservoir (70) of the actuator (10, 10') via a return line (18).

14. The brake system (11) according to claim 13, characterized in that The actuator device (10, 10') is hydraulically connected to the pressure medium reservoir (70) via a compensation port (24), so that the pressure of the wheel brake (19) is relieved via the actuator device (10, 10') into the pressure medium reservoir (70).

15. The brake system (11) according to any one of claims 12 to 14, characterized in that The pressure generator (12), the pressure modulation valve device (14) and the electronic control device (13) are structurally combined into a hydraulic electronic brake control device (15), which is structurally separated from the actuator device (10, 10').

16. The brake system (11) according to any one of claims 12 to 15, characterized in that The actuator (10, 10') does not include an electromagnetically actuated switching valve.

17. The brake system (11) according to any one of claims 12 to 16, characterized in that The driver brake actuation device (16) is not mechanically and / or hydraulically connected to the pressure modulation valve device (14).

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