Hydraulic block for a hydraulic unit of a slip-controlled, hydraulic vehicle braking system

Abstract

The invention relates to a hydraulic block (1) for a hydraulic unit of a hydraulic vehicle braking system. The invention proposes to design the hydraulic block with a master brake cylinder bore (7) parallel to a transverse side (5) on which connections (6) for wheel brakes are arranged and to provide on an opposite transverse side (5) receptacles (8) for hydraulically parallel connected pedal travel simulators.

Description

State of the art

[0001] The invention relates to a hydraulic block for a hydraulic unit of a slip-controlled hydraulic vehicle brake system having the features of the preamble of claim 1. State of the art

[0002] Hydraulic blocks are well known. They are typically low, cuboid-shaped metal blocks for the installation of hydraulic components such as hydraulic pumps, solenoid valves, hydraulic accumulators, and damper chambers of a slip-controlled vehicle braking system. The hydraulic blocks hold the hydraulic components mechanically and connect them hydraulically, typically through drilled connecting lines. A hydraulic block equipped with the hydraulic components forms a hydraulic unit and is the core of the slip control system. Low means that hydraulic blocks are often approximately one-quarter to one-third, and rarely more than half, of their length and width. Viewed from above, hydraulic blocks are rectangular and often almost square. The hydraulic block normally contains only hydraulic parts of the components. Electromechanical parts such as coils and armatures of the solenoid valves protrude from the hydraulic blocks.An electric motor for driving the hydraulic pumps is also attached to the outside of the hydraulic block.

[0003] Such a hydraulic block is known from published patent application DE 10 2006 059 924 A1. The known hydraulic block has receptacles for brake pressure build-up valves and brake pressure reduction valves. The receptacles for the brake pressure build-up valves are arranged in a row next to each other in the hydraulic block. The receptacles for the brake pressure reduction valves are arranged in a further row, parallel to the row of receptacles for the brake pressure build-up valves in the hydraulic block.

[0004] The published patent application DE 10 2009 054 985 A1 discloses a vehicle braking system suitable for so-called "break-by-wire" braking. "Break-by-wire" means external power braking, for example, of individual vehicle wheels to stabilize a motor vehicle to prevent skidding or braking for distance control. Braking force can also be reduced, possibly to zero. This occurs, for example, in electric vehicles or hybrid vehicles, which are decelerated by operating the vehicle's electric drive motor as a generator in order to recover the vehicle's kinetic energy during braking (so-called recuperation). During braking, the vehicle is decelerated partially or completely by the generator operation of the electric drive motor and otherwise by the vehicle braking system. Except in "break-by-wire" mode, the known vehicle braking system can be operated using muscle power or auxiliary power.

[0005] To build up brake pressure for “break-by-wire” braking, the known vehicle brake system has a piston pump whose piston is moved by an electric motor via a screw gear.

[0006] In addition, the known vehicle braking system includes a pedal travel simulator to enable pedal travel when the vehicle is decelerated for energy recovery by the generator operation of an electric drive motor. The pedal travel simulator is a piston-cylinder unit that, in the known vehicle braking system, is housed in a cylinder bore of a master brake cylinder in addition to its piston. The piston-cylinder unit of the pedal travel simulator enables the displacement of brake fluid and thus a pedal travel of a brake pedal without moving the piston(s) of the master brake cylinder, i.e., without brake pressure buildup. A simulator spring applies a pedal force to the foot brake pedal to provide the driver with as close a pedal feel as possible to normal pedal travel.

[0007] The master brake cylinder and the pedal travel simulator integrated into it and the piston pump for generating the brake pressure during power braking are housed in a common housing in the known vehicle brake system.

[0008] Hydraulic blocks with integrated travel simulators are known from US 2007 0 228 820 A1 or DE 10 2007 047 208 A1. The master brake cylinders in these braking systems are designed separately from the hydraulic units and are connected to the hydraulic units via pressure fluid lines.

[0009] Finally, DE 10 346 117 A1 discloses a device for simulating a brake pedal characteristic with a total of three pistons and a travel simulator device in a housing. According to the proposal, the mount for the simulator is provided on the third piston, i.e., not on the hydraulic unit. Disclosure of the invention

[0010] The hydraulic block according to the invention with the features of claim 1 is intended for a hydraulic unit of a hydraulic vehicle brake system. It has a master brake cylinder bore for the installation of a master brake cylinder or for receiving one or more master brake cylinder pistons, and a receptacle for a pedal travel simulator. The pedal travel simulator is, in particular, a piston-cylinder unit with a spring-loaded piston into which brake fluid can be displaced from the master brake cylinder when the master brake cylinder is hydraulically separated from the vehicle brake system by closing one or more isolation valves. This occurs, for example, during power braking or when decelerating a motor vehicle with an electric machine in generator mode for energy recovery (recuperation). The electric machine is, for example, an electric drive motor of the motor vehicle.The pedal travel simulator allows a pedal travel to be simulated despite the hydraulic separation of the master brake cylinder from the vehicle's braking system. A simulator spring acting on the piston of the pedal travel simulator enables a pedal characteristic that is at least similar to that of conventional braking using muscle power or auxiliary power.

[0011] One advantage of the invention is the compact and space-saving housing of both a master brake cylinder and a pedal travel simulator in the hydraulic block of a hydraulic unit of a hydraulic vehicle brake system. A separate master brake cylinder is unnecessary. A brake booster, in particular a conventional vacuum brake booster, is possible in principle, but not provided. Hydraulic brake booster or self-reinforcing wheel brakes are preferred if brake booster is desired. This saves the installation space required for a vacuum brake booster.

[0012] The subclaims relate to advantageous embodiments and further developments of the invention defined in claim 1.

[0013] Claim 2 provides two mounts for two pedal travel simulators, which are hydraulically connected in parallel, for example. It is also possible, for example, to connect each of the two pedal travel simulators to a brake circuit of a dual-circuit vehicle braking system. The two pedal travel simulators enable, for example, through different diameters, piston strokes, and / or simulator spring stiffnesses, a changing pedal characteristic of a brake pedal over a pedal travel, i.e., a change in the force / displacement ratio of a piston of the master brake cylinder over its travel. A further advantage of using two pedal travel simulators instead of one is space-saving storage: a volume divided into two pedal travel simulators can be accommodated in a flatter hydraulic block than with one pedal travel simulator.

[0014] With regard to compactness, accommodation in a hydraulic block, and drilling of the hydraulic block for connecting hydraulic components, an arrangement of the receptacle(s) for the pedal travel simulator(s) on a transverse side of the hydraulic block and / or the master brake cylinder bore parallel to and close to an opposite transverse side of the hydraulic block has been shown (claims 3 to 5). One embodiment of the invention provides a cylinder bore for a piston pump in a flat side of the hydraulic block (claim 5). The cylinder bore can be provided centrally, i.e. in or close to a center of the flat side. The arrangement of the cylinder bore in a flat side instead of a longitudinal or transverse side enables a larger piston diameter and a coaxial attachment of an electric motor for driving the piston pump.

[0015] Claim 7 provides for an inclined bore for connecting two solenoid valve receptacles in the hydraulic block. "Oblique" means an angle other than a right angle to at least one outer side of the hydraulic block. The inclined bore, so to speak, departs from the Cartesian system of connecting lines, receptacles, etc., drilled parallel and / or perpendicular to the sides and to each other in the hydraulic block. An imaginary extension of the inclined bore runs through an opening of one of the two solenoid valve receptacles, which the inclined bore connects. This allows the inclined bore to be installed through one of the two receptacles and does not have to be drilled outside a receptacle or similar in one of the sides of the hydraulic block and then resealed pressure-tight.

[0016] Claim 8 provides three rows of receptacles for solenoid valves of a slip control system of a hydraulic vehicle brake system on a flat side of the hydraulic block. The receptacles for the solenoid valves are provided, in particular, on a flat side of the hydraulic block opposite the flat side of the hydraulic block that has the cylinder bore for the piston pump of the hydraulic vehicle brake system. For example, brake pressure build-up valves are arranged in one row, brake pressure reduction valves in another row, and further valves such as isolation valves and / or intake valves in yet another row in / on the hydraulic block. For example, the brake pressure build-up valves are arranged in a first row, the brake pressure reduction valves in a second row, and the further valves in a third row of the hydraulic block.One or more receptacles for one or more additional solenoid valves can be provided in an additional row between the other rows (which would change their numbering order) or, preferably, as a fourth row (or even as the first row; in this case, the row number of the other rows increases by one) outside the three rows on the flat side of the hydraulic block. In addition to the receptacle for additional solenoid valves, such an additional row can also have one or more receptacles for pressure sensors. This results in a hydraulic block with, for example, four or five rows of receptacles for solenoid valves and / or pressure sensors.For example, a first row has one or more receptacles for one or more pressure sensors, a second to fourth row has receptacles for solenoid valves, in particular a second row has receptacles for brake pressure build-up valves, a third row has receptacles for brake pressure reduction valves and a fourth row has receptacles for further solenoid valves such as isolation valves and / or intake valves, and a fifth row has one or more receptacles for further valves and / or pressure sensors.

[0017] Claim 12 provides for a cuboid-shaped hydraulic block. This specifically means that the hydraulic block has no elevations, bulges, or the like on its sides for accommodating hydraulic components such as the master brake cylinder bore, the pedal travel simulator, the piston pump, hydraulic accumulators, or damper chambers. Conceivable, although not provided, are mounting tabs or the like for the hydraulic block. A cuboid shape without bulges or the like allows the hydraulic block to be manufactured with a small machining volume. Short description of the drawing

[0018] The invention is explained in more detail below using an embodiment. Shown are: Fig. 1 a hydraulic circuit diagram of a slip-controlled vehicle braking system; and Fig. 2 and Fig. 3 a hydraulic block according to the invention in perspective view with a view of an engine side ( Fig. 2) and to an opposite control unit side ( Fig. 3).

[0019] The hydraulic block is drawn transparent to show its bores. The drawing is intended as a schematic and simplified representation for the purpose of understanding and explaining the invention. Embodiment of the invention

[0020] Hydraulic components of a hydraulic unit of a slip control of a vehicle brake system are housed in a hydraulic block 1, which is Fig. 2 and Fig. 3. A hydraulic circuit diagram of the vehicle brake system is shown in Fig. 1. The vehicle braking system has a muscle-power-operated tandem or dual-circuit master brake cylinder 7, to which two brake circuits I, II are connected. Each brake circuit I, II has two wheel brakes 24, each connected to the respective brake circuit I, II via a brake pressure build-up valve 12 and a brake pressure reduction valve 13. The brake pressure build-up valves 12 and brake pressure reduction valves 13 can also be considered wheel brake pressure modulation valve arrangements; they allow wheel brake pressures in the wheel brakes 24 and thus the braking forces of the vehicle wheels to be regulated individually for each wheel. Such control systems are known and will not be explained further here.

[0021] In each brake circuit I, II, the vehicle brake system has a separating valve 14, through which the brake circuits I, II can be hydraulically separated from the master brake cylinder 1. The separating valves 14 are arranged between the master brake cylinder 1 and the brake pressure build-up valves 12.

[0022] A pressure in a chamber of the dual-circuit master brake cylinder 7 can be measured using a master brake cylinder pressure sensor 21.

[0023] In a brake circuit I and thus to a chamber of the master brake cylinder 7, a spring- or gas-pressurized hydraulic accumulator is connected as a pedal travel simulator 8. When the isolation valves 14 are closed, this accumulator absorbs brake fluid from the master brake cylinder 7, so that the master brake cylinder 7 can also be actuated when the isolation valves 14 are closed. This gives a vehicle driver a normal or at least approximately normal pedal feel when actuating the master brake cylinder 7 if they actuate the master brake cylinder 7 with the isolation valves 14 closed. The pedal travel simulator 8 is connected to the master brake cylinder 7 via a switching valve 23. A check valve 10 allows brake fluid from the pedal travel simulator 8 to flow back into the brake circuit I or the master brake cylinder 7.

[0024] For external power actuation, the vehicle brake system has a piston-cylinder unit 11, the piston of which is movable by an electric motor 25 via a helical gear, if necessary with the interposition of a reduction gear. The piston-cylinder unit 11 acts on both brake circuits I, II, which are each connected to the piston-cylinder unit 11 via an additional isolating valve 14. The piston-cylinder unit 11 is connected to a chamber of the master brake cylinder 7 via a sniffer bore, as is known from master brake cylinders. The connection only exists when the piston of the piston-cylinder unit 11 has retracted. At the beginning of a movement into the cylinder, the piston moves over the sniffer bore like the pistons of the master brake cylinder 7, so that the piston-cylinder unit 11 is separated from the master brake cylinder 7.When the piston moves back, the piston-cylinder unit 11 can suck in brake fluid through a check valve 26 from one of the two brake circuits II or from a chamber of the master brake cylinder 7 if the master brake cylinder 7 is not actuated.

[0025] Each brake circuit I, II has a brake circuit pressure sensor 22.

[0026] The valves 10, 12, 13, 14, 23 mentioned are 2 / 2-way solenoid valves, whereby the brake pressure build-up valves 12 and the isolating valves 14, which connect the brake circuits I, II with the master brake cylinder 7, are open in their de-energized basic positions and the brake pressure reduction valves 13, the further isolating valves 14, which connect the piston-cylinder unit 11 with the brake circuits I, II, and the suction valve 23 are closed in their de-energized basic positions. With the exception of the wheel brakes 24, all the hydraulic components mentioned, i.e. the solenoid valves 12, 13, 14, 23, the master brake cylinder 7, the pedal travel simulator 8, the check valves 10, 12, the piston-cylinder unit 11 and the pressure sensors 21, 22 are accommodated in the hydraulic block 1 and hydraulically interconnected, which is Fig. 2 and Fig. 3 and is explained below. As mentioned, the wheel brakes 24 and a brake fluid reservoir 28 are not housed in the hydraulic block 1. The brake fluid reservoir 28 is mounted externally on a transverse side 5 of the hydraulic block 1, and the wheel brakes 24 are connected to the hydraulic block 1 via brake lines.

[0027] The Fig. 2 and Fig. 3 The hydraulic block 1 is used for mechanical fastening and hydraulic connection of the hydraulic components of the hydraulic unit or the slip control of the vehicle brake system from Fig. 1, which has been described above. Hydraulic parts of the components are located in receptacles, installation spaces, and the like of the hydraulic block 1; electrotechnical and electromechanical parts such as coils and armatures of solenoid valves protrude outwards from the hydraulic block 1. An electric motor for driving a hydraulic pump is attached to the outside of the hydraulic block 1. The hydraulic block 1 is shown unequipped, i.e., without the hydraulic components. The receptacles are cylindrical, partially diameter-stepped holes in the hydraulic block 1. For hydraulic interconnection, holes are provided as connecting lines or generally as lines in the hydraulic block 1. The receptacles and lines are arranged parallel or at right angles to one another and to edges and outer surfaces of the hydraulic block 1, i.e., in a Cartesian coordinate system. The receptacles in the hydraulic block 1 are in Fig. 2 and Fig. 3 with the reference numbers of the hydraulic components to be arranged in them from Fig. 1, where the reference number is supplemented by a '. The hydraulic block 1 is low cuboid-shaped, its thickness is approximately one quarter of its length or width, and in view it is almost square. For clear identification and differentiation, the Fig. 2, the flat side of the hydraulic block 1 is the control unit side 2, which Fig. The flat side shown in Figure 3 is referred to as the engine side 3, and the side surfaces are referred to as the longitudinal sides 4 and the transverse sides 5. The hydraulic block 1 is mirror-symmetrical to an imaginary longitudinal center plane.

[0028] The hydraulic block 1 has four connections 6' for wheel brakes, which are arranged in a row next to one another on one transverse side 5 near the control unit side 2 of the hydraulic block 1. The connections 6' are blind holes that are open on the transverse side 5. They can have an internal thread for attaching brake lines by screwing or for attachment by caulking, crimping, or the like.

[0029] Near the engine side 3 and the transverse side 5, where the connections 6' for the wheel brakes are located, the hydraulic block 1 has a master brake cylinder bore 7', which is open on a longitudinal side 4 of the hydraulic block 1. Bore does not mean that the master brake cylinder bore 7' must be created by drilling. Pistons of a master brake cylinder can be inserted directly into the master brake cylinder bore 7', or a master brake cylinder, similar to a cylinder liner, can be inserted, for example, by pressing, into the master brake cylinder bore 7.

[0030] On a transverse side 5 opposite the connections 6' for the wheel brakes and the master brake cylinder bore 7', the hydraulic block 1 has two receptacles 8' for pedal travel simulators. These are cylindrical blind holes that are open on the transverse side 5 and, taking into account sufficient wall thickness, occupy almost the entire thickness of the hydraulic block 1 between the motor side 3 and the control unit side 2. The receptacles 8 for the pedal travel simulators are connected to one another by a bore 9 in the hydraulic block 1, which is attached from a longitudinal side 4 and runs parallel to the transverse sides 5 of the hydraulic block 1 at the level of the bases of the receptacles 8' for the pedal travel simulators and opens into the receptacles 8' at the bases. The pedal travel simulators are thus hydraulically connected in parallel, thus acting like a single pedal travel simulator.The division into two receptacles 8 allows for a large volume and, for example, a non-linear force / displacement relationship, i.e., a non-linear pedal characteristic of a brake pedal, due to two different simulator springs. The two receptacles 8 for the pedal travel simulators are arranged on either side of a longitudinal center plane of the hydraulic block 1. The pedal travel simulators are connected to the master brake cylinder bore 7' via a receptacle 10' for the check valve 10 and a bore 20 that runs parallel to the longitudinal sides of the longitudinal center plane of the hydraulic block 1.

[0031] Approximately in the middle of the engine side 3 and between the master brake cylinder bore 7' and the two receptacles 8' for the pedal travel simulators, the hydraulic block 1 has a cylindrical countersink as a cylinder bore 11' for the piston-cylinder unit 11 of the vehicle brake system. Three bores 26', 27' open into a base of the cylinder bore 11. One of the bores 26' in Fig. 2 in the cylinder bore 11 in the top center (“at 12 o'clock”) forms a receptacle 26' for the check valve 26, which connects the cylinder bore 11' or the piston-cylinder unit 11 with the one brake circuit II of the vehicle brake system. The two other bores 27', which are located in Fig. 2 in the cylinder bore 11' at the bottom to the side of the center ("at 5 o'clock and at 7 o'clock") form receptacles for the filters 27, which are arranged between the piston-cylinder unit 11 and the further separating valves 14.

[0032] On the opposite side, i.e. on the control unit side 2, the hydraulic block 1 has three rows of four receptacles 12', 13', 14' each for the solenoid valves 12, 13, 14. The three rows are arranged between the connections 6' for the wheel brakes and the receptacles 8' for the pedal travel simulators. These are cylindrical, stepped blind holes. The four receptacles 12' closest to the connections 6' for the wheel brakes are intended for the installation of the brake pressure build-up valves 12. The receptacles 13' in the middle row are for the installation of the brake pressure reduction valves 13, and the receptacles 14' closest to the receptacles 8' for the pedal travel simulators are intended for the installation of the isolation valves 14. Any two adjacent receptacles 14' for the isolation valves 14 are connected to one another by inclined holes 15. The inclined holes 15 run diagonally to the flat sides of the hydraulic block, ieobliquely to the engine side 3 and the control unit side 2, and they are drilled through one of the receptacles 14, i.e., their imaginary extensions pass through the openings of one of the receptacles 14' for the isolation valves 14. This allows the oblique bores 15 to be produced neither from a longitudinal nor a transverse side of the hydraulic block 1.

[0033] On the control unit side 2 between the first row with the receptacles 12' for the brake pressure build-up valves 12 and the transverse side 5 of the hydraulic block 1, which has the connections 6' for the wheel brakes 24, the hydraulic block 1 has a receptacle 21' for the master brake cylinder pressure sensor 21. The receptacle 21' is directly connected to the master brake cylinder bore 7' by a vertical bore at its base, which opens into the master brake cylinder bore 7'. The receptacle 21' for the master brake cylinder pressure sensor 21 is located laterally next to the longitudinal center plane of the hydraulic block 1, viewed in the lateral direction, between an outer and an inner of the receptacles 12' for the brake pressure build-up valves 12.

[0034] Also on the control unit side 2, between the third row with the receptacles 14' for the isolation valves 14 and the transverse side 5 of the hydraulic block 1, which has the receptacles 8' for the pedal travel simulators, the hydraulic block 1 has two receptacles 22' for the brake circuit pressure sensors 22. Viewed in the lateral direction, the receptacles 22' are arranged slightly offset outwards relative to the outer receptacles 14' for the isolation valves 14.

[0035] Between the receptacle 10' for the check valve 10 and one of the two receptacles 22' for the brake circuit pressure sensors 22, a receptacle 23' for the switching valve 23 is provided on the control unit side 2 of the hydraulic block 1.

[0036] In an imaginary transverse plane parallel to the transverse sides 5 of the hydraulic block 1, in a center between the rows of receptacles 13', 14' for the brake pressure reduction valves 13 and for the isolation valves 14, the hydraulic block 1 has two through holes 16 perpendicular to its flat sides, i.e. perpendicular to the motor side 3 and the control unit side 2. The holes 16 are located outside the respective outer receptacles 13', 14' for the brake pressure reduction valves 13 and the isolation valves 14, i.e. between these receptacles 13', 14' and the long sides 4 of the hydraulic block 1. One of the two holes 16 is used to pass electrical connection lines for an electric motor from the control unit side 2 to the motor side 3, the other hole 16 is used to pass signal lines to and from the electric motor from the control unit side 2 to the motor side 3 of the hydraulic block 1.The two holes 16 allow the power supply lines to be routed separately from the signal lines.

[0037] On the control unit side 2, the hydraulic block 1 has four mounting holes 17 for a control unit, and on the motor side 3, it has four mounting holes 18 for an electric motor. The mounting holes 17 and 18 are blind holes with internal threads. Their placement on the motor side 3 and the control unit side 2 depends on the mounting holes of the electric motor and the control unit. In the hydraulic block 1 shown, the mounting holes 17 for the control unit are located near the corners of the hydraulic block 1, and the mounting holes 18 for the electric motor are located near the transverse sides and offset inward from the longitudinal sides.

[0038] In principle, the hydraulic block 1 can be designed with any combination of connections 6', receptacles 8', 10', 11', 12', 13', 14', bores 7', 9, 11, 15, etc., for example, a design of the hydraulic block 1 without the master brake cylinder bore 7', the receptacles 8', or only one receptacle 8 for the pedal travel simulators and / or the cylinder bore 11' for the piston-cylinder single-unit pump 11 is possible. On the transverse side 5, where the connections 6' for the wheel brakes are located and near the master brake cylinder bore 7', the hydraulic block 1 has two connection bores 19 for the brake fluid reservoir 28. The brake fluid reservoir 28 is placed on the transverse side 5 of the hydraulic block 1 or fastened there. The connection bores 19 lead into the master brake cylinder bore 7'.

Claims

[1] Hydraulic block for a hydraulic unit of a hydraulic vehicle brake system, with a master brake cylinder bore (7'), characterized by that the hydraulic block (1) has a holder (8') for a pedal travel simulator. [2] Hydraulic block according to claim 1, characterized by that the hydraulic block (1) has two receptacles (8') for two pedal travel simulators. [3] Hydraulic block according to claim 1, characterized by that the holder (8') for the pedal travel simulator is arranged on a transverse side (5) of the hydraulic block (1). [4] Hydraulic block according to claim 3, characterized by that the master brake cylinder bore (7') runs parallel to the transverse side (5) of the hydraulic block (1) on which the pedal travel simulator is arranged. [5] Hydraulic block according to claim 4, characterized bythat the master brake cylinder bore (7') is arranged close to and parallel to a transverse side (5) of the hydraulic block (1) which is opposite the transverse side (5) on which the receptacle (8') for the pedal travel simulator is arranged. [6] Hydraulic block according to claim 1, characterized by that the hydraulic block (1) has a cylinder bore (11') in a flat side. [7] Hydraulic block according to claim 1, characterized by that the hydraulic block (1) has two receptacles (14') for solenoid valves, which are connected by an inclined bore (15), the extension of which passes through an opening of one of the two receptacles (14'). [8] Hydraulic block according to claim 1, characterized by that the hydraulic block (1) has three rows of receptacles (12', 13', 14') for solenoid valves and has a receptacle (23') for a solenoid valve in a fourth row. [9] Hydraulic block according to claim 8, characterized bythat the first row has receptacles (12') for brake pressure build-up valves (12), the second row has receptacles (13') for brake pressure reduction valves (13) and / or the third row has receptacles (14') for isolation valves (14). [10] Hydraulic block according to claim 1, characterized by that the hydraulic block (1) has a through hole (16) for a voltage supply of an electric motor and a through hole (16) for signal lines to or from the electric motor. [11] Hydraulic block according to claim 10, characterized by that the two through holes (16) are arranged on both sides of a cylinder bore (11'). [12] Hydraulic block according to claim 1, characterized by that the hydraulic block (1) is cuboid-shaped.

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