Hydraulic brake apparatus, brake system, and electronic hydraulic brake control unit

Abstract

The invention relates to a hydraulic brake system for operating hydraulically actuatable wheel brakes of an autonomously operating motor vehicle, comprising for each wheel brake an electrically actuatable inlet valve and an electrically actuatable outlet valve, as well as a first and a second electronic control device, a pressure medium reservoir at atmospheric pressure and a unique pressure source, the pressure source comprising a first and a second pressure output, the first pressure output being hydraulically connected to the inlet valve of a first brake circuit and the second pressure output being hydraulically connected to the inlet valve of a second brake circuit, the pressure source being an electrically motor-driven hydraulic multi-piston pump with a redundant drive structure. The invention further relates to a brake system having such a hydraulic brake system and to an electronic hydraulic brake control unit for a brake system of a motor vehicle, comprising a valve block for accommodating an electromagnetic switching valve and a pressure source, at least one electric motor being arranged on the valve block for driving a multi-piston pump with a redundant drive structure.

Description

Technical Field

[0001] The present invention relates to a hydraulic braking device for an autonomous motor vehicle as described in the preamble of claim 1, a braking system having such a braking device as described in claim 13, and an electro-hydraulic braking control unit as described in the preamble of claim 14. Background Technology

[0002] DE 10 2017 220 686 A1 discloses a braking system suitable for highly autonomous motor vehicles. According to... Figure 2 and Figure 3 In this implementation, a pressure source is included that is not connected to a brake pedal operable by a vehicle operator. The pressure source consists only of a main piston and a secondary piston, each driven by its own motor. The use of two motors is advantageous for fail-safe operation because even if one motor fails, the other motor can still move the corresponding piston to establish wheel braking pressure. Both motors are powered by independent and redundant onboard electrical networks and are electrically isolated from each other.

[0003] For this purpose, the pressure source is designed to operate hydraulically actuated wheel brakes. Each wheel brake is equipped with an inlet valve and an outlet valve. The pressure source supplies hydraulic fluid from a pressure medium storage container via a compensation line. The primary chamber is connected to the input port of the inlet valve, which is part of the first braking circuit, via a hydraulic brake pressure supply line. The connection between the primary chamber and the wheel brakes of the first braking circuit can be disconnected via a first disconnect valve as needed. The secondary chamber is connected to the input port of the inlet valve, which is part of the second braking circuit, via a hydraulic brake pressure supply line. No additional disconnect valve is provided in the connection between the wheel brakes of the second braking circuit and the secondary chamber.

[0004] The secondary chamber is also connected to the wheel brakes of the first braking circuit via a hydraulic brake supply line, wherein this connection can be opened or closed via a normally closed / de-energized pressure switching valve arranged in the line. Furthermore, a hydraulic balancing line connects the pressure medium storage container to a hydraulic line from the secondary chamber to the second braking circuit, wherein this connection can be disconnected via a second normally closed disconnect valve. During normal braking, the first disconnect valve is energized and closed, and the pressure switching valve is energized and opened. Therefore, in a system without regenerative braking, the number of energized valves is reduced to two, and the wheel brakes of both braking circuits are pressurized via a secondary piston. Thus, the pressure source can brake a highly autonomous vehicle without a mechanical / hydraulic backup stage. Summary of the Invention

[0005] The present invention aims to provide a hydraulic braking device for autonomous motor vehicles, which is implemented with redundancy and fail-safety in a simple and compact structure. The present invention also aims to provide a braking system having such a braking device, and a braking control unit, which is implemented with redundancy and fail-safety in a simple and compact structure.

[0006] The objective is achieved through the features of the independent claims. Preferred embodiments are derived from the corresponding dependent claims and the subsequent description of embodiments based on the accompanying drawings. Attached Figure Description

[0007] Figure 1 An exemplary first hydraulic braking device is shown. Figure 2 An exemplary second hydraulic braking device is shown. Figure 3 A braking system with regenerative braking device and exemplary first or second hydraulic braking device is shown. Figure 4a , Figure 4b An exemplary first electro-hydraulic brake control unit is shown. Figure 5a , Figure 5b An exemplary second electro-hydraulic brake control unit is shown. Detailed Implementation

[0008] Figure 1 A hydraulic schematic diagram of an exemplary first braking device 1 for an autonomous motor vehicle is shown. Braking device 1 operates using a hydraulic pressure medium and is configured to operate four hydraulically operable wheel brakes 8a to d. Expansion to more wheel brakes is easily achievable. Wheel brakes 8a and 8b are exemplarily assigned to the front axle VA, and wheel brakes 8c and 8d are exemplarily assigned to the rear axle HA. Each wheel brake 8a to 8d is equipped with an inlet valve 6a to 6d and an outlet valve 7a to 7d. Each inlet valve 6a to 6d is connected in parallel with a check valve that closes toward the wheel brake 8a to 8d. The inlet valves 6a to 6d and the outlet valves 7a to 7d are hydraulically interconnected in pairs via a central interface, and thereby connected to corresponding hydraulic wheel interfaces, on which wheel brakes 8a to 8d are correspondingly connected. The inlet valves 6a to 6d are exemplarily implemented as analog or modally operable. Outlet valves 7c and 7d are implemented in an analog or modal manner, while outlet valves 7a and 7b are implemented digitally.

[0009] Braking device 1 exemplarily includes a single pressure source 3 driven by a motor M. Pressure source 3 is exemplarily implemented as a hydraulic multi-piston pump. The multi-piston pump exemplarily has two pistons, which are movable within corresponding cylinders and are jointly connected to an eccentric wheel; thus, these two pistons are driven by the drive shaft of motor M. The multi-piston pump operates according to hydraulic principles. That is, during operation, the multi-piston pump delivers a continuous volumetric flow rate to wheel brakes 8a to 8d. In other words, the multi-piston pump is designed to draw in and discharge an unlimited amount of pressurized medium. For this purpose, pressure source 3 has a check valve on the input side and a check valve on the output side. This allows the pressurized medium to be drawn in via the check valve, then pressurized in the multi-piston pump, and finally discharged on the output side via the other check valve.

[0010] Pressure source 3 is hydraulically connected to first pressure output terminal 31 via first brake supply line 11, and hydraulically connected to wheel brakes 8a and 8b of front axle VA via inlet valves 6a and 6b. Furthermore, pressure source 3 is also hydraulically connected to second pressure output terminal 33 via second brake supply line 12, and hydraulically connected to wheel brakes 8c and 8d of rear axle HA via inlet valves 6c and 6d. By using these two brake supply lines 11 and 12, a first brake circuit I for wheel brakes 8a and 8b of front axle VA and a second brake circuit II for wheel brakes 8c and 8d of rear axle HA are thus established. Additionally, a pressure sensor 17 is connected to first brake supply line 11, which detects the pressure applied by pressure source 3.

[0011] The second pressure output terminal 32 of pressure source 3 is exemplarily hydraulically connected to the inlet valves 6a and 6b of the first brake circuit I with an intermediate circuit disconnect valve 18, while the first pressure output terminal 31 of pressure source 3 is hydraulically connected to the inlet valves 6a and 6b of the first brake circuit I without an intermediate valve. Thus, compared to the prior art, a direct, non-throttling hydraulic connection is achieved between pressure source 3 and the inlet valves 6a and 6b of the first brake circuit I. Here, the circuit disconnect valve 18 is exemplarily implemented as analog or operable in an analog manner, and is implemented to be normally open / open in the event of power failure.

[0012] In addition, the pressure source 3 includes, by way of example, a first suction input terminal 32, which is hydraulically connected to the first chamber 91 of the pressure medium storage container 9 at atmospheric pressure via a first suction line 15. The pressure source 3 also includes a second suction input terminal 34, which is hydraulically connected to the second chamber 92 of the pressure medium storage container 9 via a second suction line 16.

[0013] The outlet valves 7a and 7b of the first braking circuit I are exemplarily hydraulically connected together to the first chamber 91 of the pressure medium storage container 9 via the first return line 13, and the outlet valves 7c and 7d of the second braking circuit II are exemplarily hydraulically connected together to the second chamber 92 of the pressure medium storage container 9 via the second return line 14.

[0014] In addition, the braking device 1 includes a first electronic control device 4 and a second electronic control device 5, which are used to operate the various components.

[0015] Pressure sensor 17 is evaluated using a first electronic control unit 4, by way of example. Inlet valves 6a to 6d are operated by the first electronic control unit 4, wherein inlet valves 6a to 6d are configured to be normally open. Outlet valves 7a and 7b of the first brake circuit I or the front axle VA are also, by way of example, operated by the first electronic control unit 4. Furthermore, outlet valves 7a and 7b are, by way of example, normally closed. Furthermore, outlet valves 7c and 7d of the second brake circuit II or the rear axle HA are, by way of example, operated by a second electronic control unit 5. Outlet valves 7c and 7d are, by way of example, normally open. Since outlet valves 7c and 7d are hydraulically connected to the pressure medium storage container 9, communication with the atmosphere is established through outlet valves 7c and 7d of the second brake circuit II or the rear axle HA in the power-off state.

[0016] Through the exemplary electrical distribution, the pressure regulation of wheel brakes 8a and 8b of the front axle VA is performed solely by the first electronic control unit 4, while the pressure regulation of wheel brakes 8c and 8d of the rear axle HA is performed by both the first electronic control unit 4 and the second electronic control unit 5. This creates redundancy for the fault conditions described below.

[0017] If a leak occurs in one of the two wheel brakes 8a and 8b in the first braking circuit I, the corresponding inlet valve 6a or 6b of the affected wheel brake 8a or 8b is closed by the first electronic control device 4. To ensure that the pressure medium storage container 9 does not run dry in this situation, the circuit separation valve 18 is closed by means of the second electronic control device 5.

[0018] If both wheel brakes 8a and 8b leak, the two inlet valves 6a and 6b are closed by means of the electronic control device 4. In this case, the circuit separation valve 18 is also closed, so no air is drawn into the second brake circuit II through the empty first container chamber 91.

[0019] If a leak is detected at one wheel brake 8c or 8d of the rear axle HA, the inlet valve 6c or 6d of the affected wheel brake 8c or 8d is closed by means of the first electronic control device 4, and the corresponding outlet valve 7c or 7d is closed by means of the second electronic control device 5. If a leak is detected at both wheel brakes 8c and 8d of the rear axle HA, both inlet valves 6c and 6d are closed by means of the first electronic control device 4, and both outlet valves 7c and 7d are closed by means of the second electronic control device 5. At this time, the second electronic control device 5 also closes the circuit separation valve 18.

[0020] For example, if the first electronic control unit 4 fails, unmodulated pressure build-up can still be achieved on all four wheel brakes 8a to 8d. Pressure is released through normally open outlet valves 7c and 7d.

[0021] If the second electronic control device 5 fails, the first electronic control device 4 can be used to close the inlet valves 6c and 6d on the rear axle HA, and pressure can be established or regulated on the front axle VA using the inlet valves 6a and 6d and the outlet valves 7a and 7b. Even if the second electronic control device 5 fails, pressure can at least be released on the rear axle HA through the normally open outlet valves 7c and 7d.

[0022] based on Figure 2 The illustration depicts a fault condition of an exemplary second braking device 1', which differs from the exemplary first braking device in the switching states and electrical distribution of outlet valves 7a to 7d. Therefore, in the exemplary second braking device 1', outlet valves 7a and 7b of the first braking circuit I or the front axle VA are implemented as normally open and analog, and are operated by the second electronic control unit 5. However, in this case, outlet valves 7c and 7d of the second braking circuit II or the rear axle are implemented as normally closed and digital, and are operated by the first electronic control unit 4. Thus, in the power-off state, the wheel brakes 8a and 8b of the front axle VA are atmospherically connected through the open outlet valves 7a and 7d. This allows for rapid pressure release from the front axle VA, as the wheel brakes 8a and 8b of the front axle VA are typically large. The pressure of the wheel brakes 8a and 8b of the front axle VA is regulated by means of the first and second electronic control units 4 and 5, and the wheel brakes 8c and 8d of the rear axle are regulated by means of the first electronic control unit 4.

[0023] In the event of a leak in either of the two wheel brakes 8a or 8b of the front axle VA, the corresponding inlet valve 6a or 6b is closed by means of the first electronic control device 4, and the corresponding outlet valve 7a or 7b is closed by means of the second electronic control device 5. When both wheel brakes 8a and 8b leak, the first electronic control device 4 closes both inlet valves 6a and 6b, the second electronic control device 5 closes both outlet valves 7a and 7b, and the circuit disconnect valve 18.

[0024] The first electronic control unit 4 closes the corresponding inlet valve 6c or 6d to address leakage in one of the wheel brakes 8c or 8d of the rear axle HA, and closes both inlet valves 6c and 6d when leakage occurs in both wheel brakes 8c and 8d of the rear axle HA. In this case, the circuit separation valve 18 is also closed.

[0025] If the first electronic control unit 4 fails, unregulated pressure build-up can still be achieved on all four wheel brakes 8a to 8d. Pressure release is ensured through normally open outlet valves 7a and 7b. If the second electronic control unit 5 fails, unregulated pressure build-up can still be achieved at least on the rear axle HA, and pressure release is ensured through normally open outlet valves 7a and 7b.

[0026] The following content applies to... Figure 1 and Figure 2 Two braking devices 1 and 1' are provided. A pressure source 3, driven by a brushless motor M, is implemented as a dual-piston pump as shown. For redundant piston drive, motor M includes a first motor winding W1 and a second motor winding W2, wherein the first motor winding W1 is controlled by a first electronic control unit 4, and the second motor winding W2 is controlled by a second electronic control unit 5. This establishes redundant drive for the multi-piston pump. If either of the two control units 4 or 5 fails, it is also feasible to drive the multi-piston pump via the other control unit.

[0027] In an alternative implementation (not shown here), pressure source 3 has a single drive shaft, which can be driven by two motors for redundancy. If one motor or its control fails, the drive shaft can be driven by the other motor or its control. This also establishes redundant drive for the multi-piston pump.

[0028] In a highly autonomous motor vehicle, pressure source 3 is controlled by a corresponding request signal. As shown, pressure source 3 can also be controlled by the operation of control device 2, which can be operated by the vehicle operator. For this purpose, control device 2 includes a brake pedal. The operation of control device 2 or the operation path of the brake pedal is detected by corresponding sensors and transmitted, exemplarily, to first and second electronic control units 4 and 5 for redundancy protection. Control units 4 and 5 evaluate the signal and accordingly activate pressure source 3 and / or inlet valves 6a to 6d and / or outlet valves 7a to 7d for brake regulation intervention with pressure modulation. Control device 2 is further characterized in that there is no hydraulic or mechanical actuating connection between the control device and the wheel brakes 8a to 8d. Therefore, this relates to a so-called electronic pedal.

[0029] Pressure source 3, pressure medium storage container 9, inlet valves 6a to 6d, outlet valves 7a to 7d, and electronic control devices 4 and 5 are structurally combined to form electro-hydraulic brake control unit 10. Brake control unit 10 can be installed as a structural unit in a suitable location within the vehicle. In an alternative embodiment, pressure medium storage container 9 is connected to the hydraulic components of electro-hydraulic brake control unit 10 via connecting lines and can thus be arranged in other locations within the vehicle.

[0030] The following is combined Figure 3 An exemplary braking system 40 for an electrically driven motor vehicle is schematically shown. The braking system 40 includes a regenerative braking device 50 and, according to... Figure 1 The first hydraulically operated braking device 1 or according to Figure 2 The second hydraulically actuated braking device 1' is used. Braking device 50 is exemplarily used in generator mode to drive the motor of the motor vehicle. For lower deceleration requirements, braking device 50 is effective in generator drive mode; for higher deceleration requirements, braking devices 1, 1' provide hydraulic braking pressure to the wheel brakes of the motor vehicle. Therefore, the braking system 40, consisting of regenerative braking device 50 and hydraulic braking device 1 or 1', has the following advantages: Hydraulic braking devices 1, 1' can withstand 800 hours of operation and are inexpensive to manufacture. They require a pressure source and necessary switching valves, thus also having a very compact structure. Leakage in the wheel brakes does not lead to a complete loss of braking function because the regenerative braking device can also be used as an additional backup stage.

[0031] The implementation method of the electro-hydraulic brake control unit shown in the schematic diagram previously will be discussed in subsequent sections. Figure 4a and 4b as well as Figure 5a and 5b Provide a detailed description.

[0032] therefore, Figure 4a and Figure 4b An exemplary first electro-hydraulic brake control unit 100 is schematically shown, which achieves redundant motor control by means of two electronic control devices 4 and 5. Figure 4a A top view of an exemplary first electro-hydraulic brake control unit 100 is shown, which includes a central valve block 101. The valve block 101 is designed to house an inlet valve, an outlet valve, and a loop separation valve, and also houses a dual-piston pump. The two pistons of the pump are driven by a dual-winding motor M directly mounted on a first side of the valve block 101. The drive shaft of the motor M extends into the valve block 101 to drive the pump pistons there. A pressure medium storage container 9 is arranged above the valve block 101. First and second electronic control units 4 and 5 are directly arranged on the side of the valve block 101 opposite to the motor M. Therefore, the first electronic control unit 4 includes a first connection line 102 leading to a first motor winding W1 of the motor M, while the second electronic control unit 5 includes a second connection line 103 leading to a second motor winding W2 of the motor M. Both connection lines 102 and 103 are used to supply power to the respective motor windings and detect rotor position. As described above, redundant pump drive is achieved through these two control units 4 and 5.

[0033] As shown in the figure, control devices 4 and 5 each have independent housings and are connected to the vehicle's onboard electrical network via their respective plug-in connectors. Alternatively, control devices 4 and 5 can also be housed together in the same housing, while maintaining electrical isolation.

[0034] Figure 4b A side view of the first electro-hydraulic brake control unit 100 is shown. It can be seen how the connector of the first electronic control device 4 extends beyond the valve block 101 towards the motor M.

[0035] at last, Figure 5a and 5bA second electro-hydraulic brake control unit 100' with an alternative redundant design is shown, exemplarily having two motors 106 and 107, which are designed to drive the pump piston in the valve block 101 via a single drive shaft 104. Thus, the first electronic control unit 4 and the first motor 106 are arranged on a first side of the valve block 101. The second electronic control unit 5 and the second motor 107 are arranged on the side of the valve block 101 opposite to the electronic control unit 4. Therefore, each side of the valve block 101 has one motor and one control unit. The two motors 106 and 107 share a single drive shaft 104. The drive shaft 104 passes through the valve block 101, and its two ends extend into the motors 106 and 107, respectively, and are fixedly connected thereto to their respective rotors. In the central region, the drive shaft is supported in the valve block, and the pump piston is connected via an eccentric wheel. If one motor or its control unit fails, the pump piston can still be operated by driving the drive shaft 104 with the other motor and its control unit.

[0036] Figure 5b A side view of the second brake control unit 100' is shown. It can be seen that the wheel brake interface 105 is arranged on one side of the valve block 101. The side of the valve block 101 with the wheel brake interface 105 is perpendicular to the side with two control devices 4 and 5 arranged on it.

[0037] List of reference numerals

[0038] 1. First braking device

[0039] 1' Second braking device

[0040] 2. Braking control device

[0041] 3. Pressure Source

[0042] 4 First electronic control device

[0043] 5 Second electronic control device

[0044] 6a to 6d inlet valves

[0045] 7a to 7d outlet valves

[0046] Wheel brakes from 8a to 8d

[0047] 9. Pressure medium storage container

[0048] 10 Electro-hydraulic brake control unit

[0049] 11 First Braking Supply Line

[0050] 12 Second Braking Supply Line

[0051] 13 First Return Flow Line

[0052] 14 Second Return Flow Line

[0053] 15 First suction circuit

[0054] 16 Second suction line

[0055] 17 Pressure Sensor

[0056] 18-Circuit Separation Valve

[0057] 19 First Signal Line

[0058] 20 Second signal line

[0059] 31 First pressure output end

[0060] 32 Second pressure output end

[0061] 33 Third pressure output end

[0062] 34 Fourth pressure output terminal

[0063] 40 Braking System

[0064] 50 Regenerative Braking Device

[0065] 91 First Container Chamber

[0066] 92 Second Container Chamber

[0067] 93 Liquid Level Sensor

[0068] 100 First Electro-hydraulic Brake Control Unit

[0069] 100' Second Electro-hydraulic Brake Control Unit

[0070] 101 Valve Block

[0071] 102 First connecting line

[0072] 103 Second connecting line

[0073] 104 drive shafts

[0074] 105 Wheel Brake Interface

[0075] 106 First Electric Machine

[0076] 107 Second Motor

[0077] I. First Braking Circuit

[0078] II. Second Braking Circuit

[0079] HA rear axle

[0080] M motor

[0081] VA front axle

Claims

1. A hydraulic braking device (1, 1') for operating hydraulically operable wheel brakes (8a-d) of an autonomous motor vehicle, the hydraulic braking device comprising, for each wheel brake (8a-d), an electrically operable inlet valve (6a-d) and an electrically operable outlet valve (7a-d), the hydraulic braking device further comprising a first electronic control device (4) and a second electronic control device (5), a pressure medium storage container (9) at atmospheric pressure, and a single pressure source (3), wherein, The pressure source (3) includes a first pressure output terminal (31) and a second pressure output terminal (32), wherein the first pressure output terminal (31) is hydraulically connected to the inlet valve (6a; 6b) of the first braking circuit (I), and the second pressure output terminal (32) is hydraulically connected to the inlet valve (6c; 6d) of the second braking circuit (II). The pressure source (3) is characterized in that it is a hydraulic multi-piston pump driven by a motor, and the hydraulic multi-piston pump has a redundant drive structure.

2. The braking device (1, 1') according to claim 1, characterized in that, The multi-piston pump is driven by a single motor (M), wherein the motor (M) includes a first motor winding (W1) and a second motor winding (W2), wherein the first motor winding (W1) is controlled by a first electronic control device (4) and the second motor winding (W2) is controlled by a second electronic control device (5).

3. The braking device (1, 1') according to claim 2, characterized in that, The first electronic control device (4) controls the first motor, and the second electronic control device (5) controls the second motor.

4. The braking device (1, 1') according to claim 1, characterized in that, The multi-piston pump can be driven by a first motor and a second motor, which are designed to drive the multi-piston pump through a single drive shaft.

5. The braking device (1, 1') according to any one of claims 1 to 4, characterized in that, The second pressure output terminal (32) of the pressure source (3) is hydraulically connected to the inlet valve (6a; 6b) of the first braking circuit (I) when there is an intermediate circuit separation valve (18), and the first pressure output terminal (31) of the pressure source (3) is hydraulically connected to the inlet valve (6a; 6b) of the first braking circuit (I) when there is no intermediate valve.

6. The braking device (1, 1') according to claim 5, characterized in that, The circuit separation valve (18) is configured to be normally open.

7. The braking device (1, 1') according to any one of claims 1 to 6, characterized in that, The pressure source (3) includes a first suction input end (32) and a second suction input end (34), wherein the first suction input end (32) is hydraulically connected to the first chamber (91) of the pressure medium storage container (9), and the second suction input end (34) is hydraulically connected to the second chamber (92) of the pressure medium storage container (9).

8. The braking device (1, 1') according to claim 7, characterized in that, The outlet valves (7a; 7b) of the first braking circuit (I) are hydraulically connected to the first chamber (91) of the pressure medium storage container (9), and the outlet valves (7c; 7d) of the second braking circuit (II) are hydraulically connected to the second chamber (92) of the pressure medium storage container (9).

9. The braking device (1, 1') according to any one of claims 1 to 8, characterized in that, The outlet valves (7a; 7b) of the first braking circuit (I) are implemented as normally closed, and the outlet valves (7c; 7d) of the second braking circuit (II) are implemented as normally open. or, The outlet valves (7a; 7b) of the first braking circuit (I) are implemented as normally open, and the outlet valves (7c; 7d) of the second braking circuit (II) are implemented as normally closed.

10. The braking device (1, 1') according to any one of claims 1 to 9, characterized in that, The outlet valves (7a; 7b) of the first braking circuit (I) are controlled by the first electronic control unit (4), and the outlet valves (7c; 7d) of the second braking circuit (II) are controlled by the second electronic control unit (5). Alternatively, the outlet valves (7a; 7b) of the first braking circuit (I) are controlled by the second electronic control device (5), and the outlet valves (7c; 7d) of the second braking circuit (II) are controlled by the first electronic control device (4).

11. The braking device (1, 1') according to any one of claims 1 to 10, characterized in that, The braking device does not include a hydraulically actuated master brake cylinder that can be operated by a vehicle operator.

12. The braking device (1, 1') according to any one of claims 1 to 11, characterized in that, The braking device includes a brake control device (2) operable by a vehicle operator, wherein a first electronic control device (4) and a second electronic control device (5) are electronically connected to the brake control device (2) to perform redundant evaluation of the operation of the brake control device.

13. A braking system (40) for an electric motor-driven motor vehicle, the braking system comprising a regenerative braking device (50) and a hydraulically actuated braking device (1, 1') according to any one of claims 1 to 12.

14. An electro-hydraulic brake control unit (100, 100') for a motor vehicle braking device, the electro-hydraulic brake control unit comprising a valve block (101) designed to accommodate an electromagnetic switching valve and including a pressure source, wherein, At least one motor (M, 106) is arranged on the valve block (101), the motor being designed to drive the pressure source, characterized in that the pressure source is a hydraulic multi-piston pump having a redundantly implemented drive structure.

15. The electro-hydraulic brake control unit (100) according to claim 14, characterized in that, The motor (M) includes a first motor winding (W1) and a second motor winding (W2), wherein the first motor winding (W1) is controlled by a first electronic control device (4) and the second motor winding (W2) is controlled by a second electronic control device (5).

16. The electro-hydraulic brake control unit (100) according to claim 15, characterized in that, The motor (M) is arranged on the first side of the valve block (101), wherein the first electronic control device (4) and the second electronic control device (5) are arranged on the side of the valve block (101) opposite to the motor (M).

17. The electro-hydraulic brake control unit (100') according to claim 14, characterized in that, In addition to the first motor (106), the electro-hydraulic brake control unit also includes a second motor (107), wherein the first motor (106) and the second motor (107) are designed to drive a multi-piston pump via a single drive shaft (104).

18. The electro-hydraulic brake control unit (100') according to claim 17, characterized in that, A first motor (106) and a first electronic control device (4) are arranged together on the first side of the valve block (101). The first electronic control device is designed to operate the first motor (106). A second motor (107) and a second electronic control device (5) are arranged together on the second side of the valve block (101). The second electronic control device is designed to operate the second motor (107). The second side is opposite to the first side of the valve block (101).

19. The electro-hydraulic brake control unit (100') according to claim 18, characterized in that, The wheel brake interface (105) is arranged on the third side of the valve block (101), which is perpendicular to the first side of the valve block (101).

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