Packaging for braking system

Abstract

To provide a modular packaging for various systems having a small structural volume.SOLUTION: In an actuation device for a hydraulic braking system, a master cylinder (HZ) is arranged in a housing. One (DV1) of pressure supply devices (DV1, DV2) is a piston pump or a double-stroke piston pump driven by an electromotive driving device and has at least one valve device having a solenoid valve and at least one electronic control and adjustment unit (ECU). The valve device, and a piston and a pressure chamber of the pressure supply devices (DV1, DV2) are arranged within a first housing, or form a unit or a module together, therein, The present invention is characterized in that the housing of the actuation device is hydraulically connected to the first housing, or the unit or module.SELECTED DRAWING: Figure 5

Description

[Technical field]

[0001] The invention relates to an actuation system having the features of the preamble of claim 1 . [Background technology]

[0002] The packaging, or structural volume, of the brake system is of great importance. Particularly for SAD (semi-automated) and FAD (fully automatic driving) systems, numerous variants must be considered, from level 2 with tandem master brake cylinders (THZ) or single master brake cylinder (HZ) to level 5 without THZ or HZ. In particular, concepts 3 to 5 with two pressure supplies or pressure supply devices (DV) are difficult to implement in terms of packaging with small structural volumes. Examples of packaging are known from EP 2744691 A1, in which the pressure supply devices (DV) are arranged perpendicular to the axis of the master brake cylinder (HZ), and from DE 20160321161604 A1, in which the pressure supply devices are arranged parallel to the axis of the master brake cylinder (HZ), which requires a small structural width in these examples. A redundant pressure supply allows a system with only one master brake cylinder. This is because the probability of failure of the two pressure supply devices is very low and is practically limited to a failure of the on-board electrical system. Such a system is described in DE 10 2017 222 450 A1. Here, the master brake cylinder HZ still allows emergency driving with braking, for example for a towing vehicle.

[0003] DE 10 2016105232 A1 already discloses a packaging with a small structural volume, in which an integrated redundant pressure supply consisting of at least one pressure supply device is combined in one module together with valves, in particular solenoid valves, at least one open-loop and closed-loop electronic control unit, at least one reservoir and a master brake cylinder associated with the hydraulic unit. Summary of the Invention [Problem to be solved by the invention]

[0004] It is an object of the present invention to provide modular packaging for various systems having a small structural volume. [Means for solving the problem]

[0005] The above object is achieved by a system having the features of claim 1. Advantageous configurations of the system claimed in claim 1 result from the features of the dependent claims.

[0006] A packaging with a small construction volume is proposed with an integrated redundant pressure supply DV consisting of at least one pressure supply device, a valve, in particular a solenoid valve, associated with the hydraulic unit, at least one electronic control unit of the open-loop and closed-loop type, at least one reservoir, a single master brake cylinder with a piston and a pedal stroke sensor and a stroke simulator.The invention provides various variants of a modular actuation system for a brake system with as many identical parts as possible for manufacturing and assembly.

[0007] The variants possible according to the invention are preferably: Variation a: A two-box solution with two modules, the first module comprising a pressure supply (DV1), a master brake cylinder (HZ) with a stroke simulator (WS), a valve unit (HCU), an open-loop and closed-loop control unit (ECU) and a reservoir (VB), and the second module comprising an ESP or ABS, Variation B: A one-box solution with only one module, which includes at least one pressure supply (DV1, DV2), a valve unit (HCU), an open-loop and closed-loop control unit (ECU), and a reservoir (VB); Variation C: A one-box solution with only one module with pressure supplies, at least one of which is configured redundantly, i.e. with a duplicate on-board electrical system connection or redundant phase windings, and the valve unit (HCU), the open-loop and closed-loop control unit (ECU) and the reservoir (VB) are also included in the same module, Variation d: The same modules as in variant c, but with the open-loop and closed-loop control units being fully or partially redundant; Variation e: A two-box solution with two modules, the first module comprising a pressure supply (DV1, DV2), a valve arrangement (HCU), an open-loop and closed-loop control unit (ECU) and a reservoir (VB), the open-loop and closed-loop control units (ECU) being fully or partially redundant, and the second module comprising a master brake cylinder (HZ) with an optional stroke simulator (WS), Variation f: The first module is the same as in variant e, but in the second module, instead of the master brake cylinder, an electronic brake pedal with a stroke simulator WS or only a brake switch for level V is arranged; It is.

[0008] The following housings are advantageously used in the present invention. These housings form subassemblies which, when assembled, form a complete unit for incorporation into a vehicle: Housing A: Contains a valve arrangement (HCU) for pressure supply devices DV1, DV2, eg with a valve (V), a solenoid valve (MV) and one or more pressure transducers (DG). Housing B: Equipped with open and closed loop control unit ECUs without redundancy with a main plug connector to the on-board electrical system or open and closed loop control unit ECUs with partial or full redundancy with two plug connectors to the on-board electrical system. Housing C: for the master brake cylinder HZ with pedal stroke sensor and miniature sensor ECU, and for the reservoir VB in variant e. The master brake cylinder HZ also comprises a pedal interface (PI) to the brake pedal and a stroke simulator with piston and spring.

[0009] The housing A (HCU) is preferably manufactured from extruded parts, which are very highly suitable for fastening and assembly using caulking techniques. Here, the pressure supply DV1 with the piston drive and ball screw transmission KGT is to be integrated with the motor, as well as the pressure supply DV2 with the small piston pump of the ABS / ESP, as well as the valves and solenoid valves. Here, the pressure supply DV1 is arranged, for example, parallel to the axis of the master brake cylinder (HZ), and the piston pump of the pressure supply DV2 is arranged perpendicular to the pressure supply DV1. Apart from the pressure supply DV1, the pressure supply DV2 corresponds to the proven technology of the ABS / ESP and therefore has a small construction volume and is inexpensive. Alternatively, gear or vane pumps with continuous pumping action may be used. The interfaces to the open-loop and closed-loop control units ECU are also similar to the ABS / ESP. The master brake cylinder HZ (housing C) with all the above-mentioned components can be screwed to the housing A, which applies to all variants except variants e and f. Here, the housing C is attached to the bulkhead as a subassembly separate from the unit, and the hydraulic lines from the master brake cylinder HZ are connected to the housing A. In variants a and d, the reservoir VB is located in the housing A with two connections to the brake circuit or with an additional connection to the pressure supply DV. The float in the reservoir VB is provided with a target with a connection to a sensor element in the open-loop and closed-loop control unit ECU. The motor can be preferably connected to the housing A via an intermediate housing, preferably made of plastic. The sensors required for the commutation of the motor and piston position can be attached to the motor housing, preferably on the side located opposite the piston along the motor axis, and connected to the open-loop and closed-loop control unit ECU. Here, the sensors are located in an additional housing to the ECU. As a redundancy for the electrical connection of the magnetic coil of the solenoid valve, a small additional circuit board to the main circuit board PCB may be used for the second connection of the magnetic coil.The housing A may also be divided into a housing A1 for a pressure supply DV2 having a mini-pump and a valve MV as well as a pressure transducer DG and other components, and a housing A2 for a pressure supply DV1 having a motor and housing, a piston with a ball screw transmission KGT and a valve with a connection to a reservoir VB.

[0010] The depicted packaging meets the requirements of modularity and small structural volume, and is also very inexpensive in terms of cost and weight.

[0011] The provision of a special sensor housing makes it possible to easily compensate for manufacturing-related tolerances in the housing of the unit according to the invention, thereby ensuring that the motor sensor is located in the intended position.

[0012] Furthermore, due to the special design of the reservoir, the filler neck or filler opening can advantageously be placed against or in front of the front side of the housing of the electronic control unit or actuator, so that it is easily accessible. The reservoir itself can be conveniently placed behind the control unit, due to the connection of the front filler neck, which runs laterally past the housing of the electronic control unit to the rear side of the housing of the control unit. The lateral or central regions of the reservoir can advantageously be designed to be narrow, so that the actuator is not, or only slightly, wider than in the case of conventional reservoirs.

[0013] The various variants are discussed in detail below with reference to the drawings. [Brief description of the drawings]

[0014] [Figure 1] FIG. 2 is a side view of an integrated unit according to the present invention having housings A, B, C, a reservoir VB and a pedal interface (PI). [Diagram 2] 1 is a diagram showing a cross section passing through the HCU and the ECU as viewed from the front V. FIG. [Diagram 3] FIG. 1 shows a cross section through the master brake cylinder HZ, the stroke simulator WS, and the PI. [Figure 4] FIG. 4 is a diagram showing a pedal stroke sensor. [Diagram 5] FIG. 2 shows a system without a master cylinder, but with a separate so-called electric pedal. [Figure 6] FIG. 2 is a cross-sectional view through the motor housing, the electronic control unit, and the sensor housing. [Figure 7] FIG. 1 shows a schematic space-saving configuration of a reservoir. [Figure 7a] FIG. 8 shows the reservoir of FIG. 7, with the housing of the electronic control unit and the housing for the valve arrangement shown diagrammatically. [Figure 8] FIG. 8 shows the unit according to the invention of FIG. 1 together with the reservoir of FIG. 7. [Figure 9] FIG. 9 shows the unit of FIG. 8 from a front view. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0015] FIG. 1 shows a side view of the housing A of the integral unit with the valve arrangement HCU, which houses the components solenoid valve MV, pressure transducer DG, pistons for the pressure supply devices DV1 and DV2 and the fixing of the motors of the pressure supply devices DV1 and DV2. Alternatively, as already mentioned, this housing can be divided into housings A1 and A2. The components such as the valves, solenoid valve MV and pressure transducer DG are preferably fixed in an extruded or continuously extruded block 24, for example the solenoid valve MV being preferably fixed by caulking or clinching, including its sealing. In an alternative, as mentioned above, the housing A1 will house the sub-block 24. The housing A2 can be, for example, a die-cast part without the components to be caulked. The lower part shows the piston 8 of the pressure supply unit DV1 with the return spring and the housing lid 7, which is preferably driven by a motor 2, for example by means of a spindle and ball screw transmission KGT (not shown). In the case of the housing A, the motor 2 is screwed by means of fastening screws to the HCU block 24 via the intermediate housing 3. In the case of the housing A2, the motor is mounted without an intermediate housing. The reservoir VB is connected to the brake circuits 1 and 2 by means of two connections 9a and 9b. As an extension of 9c, a suction valve SV for the pressure supply DV is arranged in the housing.

[0016] On the opposite side, a sensor housing 3 with a rotation angle sensor is connected to both the motor 2 and the ECU 18 via a preferably flexible circuit board (not shown) with an intermediate housing. On the upper side of the ECU of the open-loop and closed-loop control units, a plug connector is attached, which is implemented in duplicate in the case of redundant ECUs. In the variant with a separate master brake cylinder HZ, a corresponding connection line to the master brake cylinder HZ is provided at 11. The reservoir VB is conventionally equipped with a level sensor (NS) with a float and a target together with the sensor element is arranged in the open-loop and closed-loop control units ECU, which are preferably arranged redundantly in the case of levels 4 and 5. In the fully integrated version, the master brake cylinder HZ is arranged behind the valve gear block HCU, which is screwed to the HCU block 24 by means of fastening screws 13.

[0017] FIG. 4 now shows further details. At the master brake cylinder HZ, as usual, a flange 12 is located, which is intended for fixing by means of a corresponding screw 14 to a bulkhead, shown by a dashed line. In a variant without a master brake cylinder HZ, a simple flange may be used for assembly or fixing to the engine compartment. Here, the unit should be inclined by about 15°, as well as the bulkhead, for good ventilation. The pedal interface PI and the pedal plunger 1 are connected to the master brake cylinder HZ. The connection of the valve device HCU to the wheel brakes RB may be realized on the motor side or on the front side.

[0018] Here, the axis of the pressure supply device DV1 is parallel to the axis of the master brake cylinder (HZ) or approximately perpendicular to the flange, and the axis of the pressure supply device DV2 is perpendicular to the axis of the pressure supply device DV1. DV2 is the axis a of the pressure supply device DV1 DV1As a further alternative to the described arrangement of DV2, it may be arranged parallel to the vertical axis a and offset by an angle α in the rotational direction, which advantageously reduces the constructional length. DV2 In this case, different introduction positions for the lower plug must be provided, for example on opposite sides of the open-loop and closed-loop control units ECU.

[0019] FIG. 2 shows a front view. Here, it is shown that the outline can still be accommodated in a small 8-inch vacuum space vac and is thus suitable for installation in a bulkhead. The main advantage is that the structural width is about 50% of the brake booster BKV described above, which is very favorable for right-hand drive and left-hand drive vehicles. The structural length of the brake booster BKV described above is also significantly reduced, thus forming the basis for a wider use of the modular concept according to the invention. Here again, different housings A (A1, A2), B, C and VB must be provided. Housing B is located, for example, behind the HCU block 24 and is screwed and sealed to the HCU block 24, as in the case of the ABS.

[0020] The motor of the pressure supply device DV2 acts, for example, with an eccentric of a piston pump, as in the case of ABS / ESP. As is known, the construction space for this is very small. Alternatively, the motor may drive a gear pump of short construction. On the left side, the ECU with the housing 18 with the main circuit board PCB23 is arranged, which is connected to the plug connector St located at the top.

[0021] The solenoid valve (MV) coil is conventionally connected to the circuit board PBC 23 by press-fit contacts via the connecting web 21. The connection of the connecting web 21 to the coil wire is considered fail-safe for the automated production with process control, but this does not necessarily apply to the contacts to the PCB. The solenoid valve MV has an important function, especially for levels 4 and 5, and should be designed with redundant control of the actuator 20 / 20r, which also has an isolation switch. The contact to the circuit board PCB can likewise be of redundant construction by means of a second contact on the connecting web 21, which is connected to a miniature circuit board PCB 22 with a second actuator.

[0022] For cost reasons, it is advantageous to provide a one-component circuit board PCB. In the case of moisture ingress, in the housing of the open-loop and closed-loop control unit ECU with two redundant circuits, the circuit board PCB can be separated by a web with a seal. Possible cracks in the conductor tracks are also advantageously compensated for and eliminated by the redundancy. The remaining electronic connections of the motor 26 with the circuit board PCB 23 by the electrical connection 15, the motor 2 with the motor electrical connection 16 of the pressure supply DV1, and the motor 2 with the rotation angle sensor 6 are also important. The advantage of the parallel arrangement of the pressure supply DV1 is the short length of the electrical connections.

[0023] FIG. 3 shows a master brake cylinder HZ with a housing in which the master brake cylinder (HZ) piston 33, the stroke sensor (WS) piston with a spring for applying a counterforce, and the pedal features are introduced. A stroke simulator piston may also be accommodated in the block A or in the housing A. This piston likewise has a redundant seal 45 to the inside together with a throttle Dr. If a failure occurs in the seal 45, this failure is identified by a leakage flow and therefore is irrelevant. This throttle Dr with a small leakage flow allows a failure of the first seal to be diagnosed. The stroke simulator piston is supported on the flange 12 and therefore does not require a separate closing part. The master brake cylinder (HZ) piston 23 with a return spring 50 is arranged parallel to the stroke simulator piston. This piston may be guided in a sliding ring 48 with low friction forces, in which case the sealing action of the piston is also impaired to a lesser extent. Preferably, separate support parts 49 are used for the sliding rings and seals, supported on the flange, and the stop of the piston 23 by means of the stop ring 28. A force stroke sensor KWS 30 may be arranged on the master brake cylinder (HZ) piston to diagnose the stroke simulator WS. Sensor rods 31 and 31a are connected to the piston 23 and to the pedal plunger. These rods are connected to the piston and the pedal plunger, respectively, by means of detent couplings 32-34. This coupling consists of a ball 34 with a spring 33 in the housing 22. This prevents the pedal plunger from being cut off if one of the sensor rods gets stuck.

[0024] FIG. 4 shows the configuration of two possible alternative embodiments of the pedal travel sensor. A first variant with a toothed rack 38, a toothed gear 37, a drive shaft 36 to a target 35 and a sensor element 34 on the PCB 23 has already been described in DE 10 2015104246 A1. This version requires little installation space and is inexpensive. In the lower variant, a guide part 39 is pressed into the sensor rod, for example by means of a pin. This guide part 39 is guided in the upper part of a guide strip 40 so that the angular rotation acting on a target 41 is small. This target acts on an inductive sensor 42 with an evaluation circuit, which is connected to the main PCB 23 and is located in the ECU housing 14.

[0025] For the variants a to f described above, the following components may advantageously be of the same design: Pressure supply device DV1: for all variants a to f Pressure supply DV2: for all variants with redundant pressure supplies HCU / ECU: for two variants without redundant pressure supply Master brake cylinder HZ and travel sensor WS: separate and integral with the pedal sensor, for five of the six variants except for variant f without a master brake cylinder. Separate master brake cylinder HZ but with an additional reservoir VB. Solenoid valves MV: for all variants. Motor sensors: for all variants.

[0026] Apart from the electric pedal that corresponds to the system f, all components are modular. Thus, manufacturers and users have a modular system (OEM) which is a particularly good basis for minimizing costs.

[0027] FIG. 5 shows pressure supply devices DV1 and DV2 with valve devices. Here, an electric brake pedal, a so-called electric pedal, a stroke simulator (WS) pedal travel sensor, a miniature sensor ECU and a force stroke sensor KWS are combined in one unit without a hydraulically actuated master brake cylinder HZ. This is advantageous for small installation volumes in the engine compartment or for high noise requirements. Instead of a master brake cylinder HZ with a reservoir VB (not shown in FIG. 5), a pedal-actuated device with a stroke simulator WS, a so-called electric pedal, can also be used. The signals of the pedal travel sensors are processed in the sensor ECU and fed to the central ECU. For level 5, instead of an electric pedal, a brake switch can also be used.

[0028] The above-mentioned unit has a two-circuit reservoir VB with float and level sensor NS, which may be integrated in a central open-loop and closed-loop control unit ECU. This level sensor NS should likewise be redundant and measure the level continuously, since volume losses due to leakage are thus quickly detected. Since in this case the connections to the master brake cylinder HZ are omitted, and thus also the reserve level for the master brake cylinder HZ in case of failure of both pressure supplies DV1 and DV2 and / or the on-board electrical system, the valves BP1 and BP2 are preferably designed as de-energized closing valves.

[0029] One important component of the motorized drive is the motor sensor 34 for electronic commutation and control of the piston position. The motor may be combined with different types of drives, for example a transmission, a trapezoid or a spindle 57 with a ball screw gearing 58, as shown in FIG.

[0030] Different types of sensors may be used, such as segment sensors with inductive or magnetic field-sensitive sensors, or other sensors arranged on the axis of the motor or transmission. These sensors are particularly simple in terms of construction and consist of a sensor target, for example in the form of a two-pole or multi-pole magnet, and a magnetic field-sensitive sensor element, for example in the form of a Hall sensor, GMR sensor, etc. This sensor element 34 is electrically connected to an electronic control unit ECU, which is attached to the motor directly or via an intermediate housing. The sensor element 34 is preferably arranged in a sensor housing consisting of an outer housing part 52 and an inner housing part 52a, which together house, inter alia, the circuit board 22, on which the sensor element 34 may be arranged.

[0031] According to the invention, the elastic part 61 is for accommodating various installation tolerances between the housing 18 of the electronic control unit ECU, the motor housing 62, possibly also an intermediate housing (not shown) and the sensor housing 52 / 52a. In the extreme case, it is now necessary to compensate for tolerances in all three directions x, y, z. According to the invention, this is achieved by a corresponding structure and fastening of the sensor housing to the housing 18 of the electronic control unit ECU and to the motor housing. Here, the sensor housing is advantageously divided into two parts, namely an outer housing 52 and an inner housing 52a, which housing parts 52, 52a are connected to one another by conventional connection techniques such as welding or adhesive bonding and are preferably manufactured from plastic. The sensor housing is furthermore fixed to the motor housing 62, preferably at two points. The sensor circuit board 22 is flexible in its upper part towards the plug connector strip in order to accommodate the above-mentioned tolerances. For example, a flex PCB (flexible circuit board) is suitable for this. The electrical connection 22a from this flexible circuit board 22 to the main circuit board 23 of the electronic control unit ECU is preferably realised by means of a particularly fail-safe plug connector 51 with press-fit contacts. For assembly with the main circuit board 23, the housing 18 of the electronic control unit ECU has a hole with a cover.

[0032] The sensor housing 52, 52a is connected and fixed to a protrusion of the ECU housing 18. Between them is located an elastic part 61, which can be, for example, a flexible elastic seal or a sealing bellows. The elastic part is preferably designed as a lip seal. This flexible and elastic seal 61 thus serves for tolerance compensation of the three axes. The electrical connection from the motor windings to the circuit board 23 is realized by conventional plug-in contacts.

[0033] The sensor arrangement shown in FIG. 6 furthermore allows the measurement of rotor eccentricity, which acts on the spindle and generates a transverse force on the piston 8. A measuring means 53, which is arranged on the rotor or spindle nut 56 and is in the simplest case a measuring flange or disk, is used to measure the rotor eccentricity. The rotor eccentricity also acts in the axial direction and can be measured using laser technology. For this purpose, the outer sensor housing part 52a has an opening 152 in its lower area 52'', which is closed after the measurement by a closing plug 54. The surface of the measuring means 53, on the side facing the outer sensor housing part 52, may have measuring markings, may be coated and / or may be profiled. The lower area 52'' is fixed to the motor housing 62 by means of a fixing screw 55.

[0034] FIG. 7 shows a schematic space-saving configuration of the reservoir VB, which is arranged in a front region VB V and the central region VB M and the rear region VB H The front region VB V has an upper filling opening 100 which can be closed by a lid 101. As shown in Fig. 7a, the reservoir VB engages around the housing B of the electronic control unit ECU on three sides, namely its front side ECU-V, its side wall ECU-S and its rear side or rear side ECU-H. The rear side of ECU-H faces the bulkhead SW. Depending on the design of the unit, the reservoir VB shown in Fig. 7a may abut against the rear wall of the housing of the valve device HCU or may engage behind the rear wall.

[0035] 8 and 9 show a side view and a front view of a unit according to the invention, which views correspond to the unit shown and described in Figs. 1 and 2, apart from the design of the reservoir VB. As can be seen in Fig. 8, the front area VB Vis located in front of the front side ECU-V of the housing B of the electronic control unit ECU, so that the filler opening is more accessible. Since for space reasons it is generally not practical to arrange the entire reservoir VB in front of or adjacent to the electronic control unit ECU, the invention provides that only a narrow central region VBM extends laterally adjacent the housing B towards the rear side of the ECU, ECU-H, where it widens into a rear region VBH, which is much larger in terms of volume and is arranged behind the housing B of the electronic control unit ECU. It is also trivially possible for the reservoir VB to overlap the housing B of the ECU. In case the bulkhead SW is arranged at an angle φ to the vertical, the front region VBV of the reservoir VB should be designed in such a way that the surface normal of the filling opening 100 is oriented vertically.

[0036] In addition to the above, the present application further provides the following: (Item 1) 1. An actuator for a hydraulically operated brake system, comprising: a master brake cylinder (HZ) arranged in a housing (C) and having at least one piston that can be actuated by a force from an actuator, in particular in the form of a brake pedal; at least one pressure supply device (DV1, DV2), where the at least one pressure supply device (DV1) is a piston-cylinder unit or a double-acting piston pump driven by an electric drive (M), which drive (M) adjusts the piston of the piston pump or the double-acting piston pump either directly or via a transmission gear, in particular a recirculating ball gear, At least one valve unit (HCU) having a solenoid valve; At least one open-loop and closed-loop electronic control unit (ECU); having the brake system has at least two hydraulic circuits (BK1, BK2), and a pressure change can be performed by the pressure supply device (DV1) of at least one wheel brake (RB1, RB2, RB3, RB4) assigned to the hydraulic circuit (BK1, BK2); In the actuation device, an actuation device, characterized in that the valve device (HCU) and the at least one piston and pressure chamber of at least one pressure supply device (DV1, DV2) are arranged in a first housing (A) or, when assembled, form a unit or module, and the housing (C) of the actuation device is hydraulically connected to the first housing (A) or to the unit or module. (Item 2) Item 1, characterized in that the hydraulic pressure chamber or chambers of the pressure supply device (DV1) and the valve device (HCU) with the solenoid valve, hydraulic lines, hydraulic piston and hydraulic chamber are arranged in one housing (A) or in a maximum of two housings (A, A1) which are directly adjacent and hydraulically connected and together form one unit. (Item 3) The longitudinal axis (a HZ ) and the axis (a DV1 ), in particular the longitudinal axis (a DV1 ) or the piston movement axis is arranged parallel or approximately parallel to each other, in particular horizontally or within an angle range of 0 to 20 degrees with respect to the horizontal line. Actuating device according to item 1 or 2. (Item 4) The axis (a DV1 ) is the axis (a1) of the second pressure supply part (DV2) DV2 ,a2 DV2 ) and / or the axis (a2) of the second pressure supply (DV2) DV24. The actuator according to any one of claims 1 to 3, characterized in that the actuators are arranged vertically. (Item 5) The axis (a DV1 ) is the longitudinal axis (a) of the master brake cylinder (HZ). HZ ) and the axis (a1) of the second pressure supply part (DV2) is disposed perpendicular to the axis (a1 DV2 5. The actuator according to any one of claims 1 to 4, characterized in that the actuator is arranged parallel to the axis of rotation of the actuator. (Item 6) The axis (a DV1 ), in particular the longitudinal axis (a DV1 ) or the piston movement axis is vertically aligned with the main axis (a) of the master brake cylinder (HZ). HZ ) of the second pressure supply part (DV2) is disposed perpendicular or substantially perpendicular to the axis (a1 DV2 ) is the axis (a) of the first pressure supply part (DV1) DV1 ) perpendicular to the main axis (a HZ 3. The actuator according to claim 1 or 2, characterized in that the actuator is arranged perpendicular to the axis of rotation of the actuator. (Item 7) 7. The actuation device according to any one of claims 1 to 6, characterized in that the housing (C) of the master brake cylinder (HZ) is arranged away from the housing (A) or in contact with the housing (A). (Item 8) The housing (C) of the master brake cylinder (HZ) is aligned with the axis (a DV1 8. The actuator according to any one of claims 1 to 7, characterized in that the actuator is arranged behind the housing (A) of the pressure supply device in the direction of the arrows (A) and is in particular fixed to the housing (A). (Item 9) 9. The actuation device according to any one of claims 1 to 8, characterized in that a second pressure supply device (DV2), in particular with a continuous pumping action, is provided, the second pressure supply device (DV2) being arranged in the housing (A) or in a further housing (A1), in particular together with a valve device (HCU). (Item 10) 10. The actuating device according to any one of claims 1 to 9, characterized in that in order to selectively connect the two hydraulic circuits (BK1, BK2), two connecting valves (BP1, BP2) connected in series, which open in particular when de-energized, are arranged in the valve device (HCU) or in a housing (A, A1) of the valve device (HCU). (Item 11) 11. The actuation device according to any one of claims 1 to 10, characterized in that at least one pressure supply device (DV2) is a pump with continuous pumping action, in particular a gear pump or an eccentric piston pump, which is driven by an electric drive (M) and is particularly suitable for ABS and / or ESP functions in normal operation. (Item 12) 12. The actuation device according to any one of claims 1 to 11, characterized in that the pressure supply device (DV2) supports the further pressure supply device (DV1) in the event of a sudden pressure increase or a pressure increase above 120 bar and / or performs the pressure supply in the event of a drop and / or for the ABS function and / or performs the functions together in the event of a failure of the further pressure supply device part (DV1). (Item 13) 13. The actuation device according to any one of the preceding claims, characterized in that the pressure supply device (DV1) performs a pressure increase for the ABS function over a pressure range up to 120 bar. (Item 14) 14. The actuation device according to any one of the preceding claims, characterized in that in the event of failure of the pressure supply device (DV2), only a maximum pressure of 120 bar is available through the pressure supply device (DV1). (Item 15) 15. An actuation device according to any one of claims 1 to 14, characterized in that for the ABS function by means of the pressure supply devices (DV1, DV2) assigned to the brake circuits (BK1, BK2), the pressure modulation of the wheel brakes (RB1, RB2, RB3, RB4) of the brake circuits (BK1, BK2) is carried out in a combined action, in particular by means of a piston of the pressure supply device, the volume of the actuating fluid being adjusted for the purpose of setting the pressure. (Item 16) 16. An actuation device according to any one of claims 1 to 15, characterized in that each wheel brake (RB1, RB2, RB3, RB4) is assigned a dedicated switching valve (SV), which in particular has connections for said components downstream of its valve seat, and each hydraulic circuit (BK1, BK2) has a hydraulic main line (4, 5) via which the switching valve (SV) is connected to the pressure supply device (DV1, DV2). (Item 17) 17. The actuation device according to any one of the preceding claims, characterized in that a change-over valve (PD1) is provided in the hydraulic line (4) between the pressure supply device (DV1) and a change-over valve (BP1) for selectively closing at least one hydraulic main line (4, 5). (Item 18) 18. The actuation device according to any one of claims 1 to 17, characterized in that at least one hydraulic main line (4, 5) is connectable to a reservoir (VB) via a discharge valve (AV1, AV2) and / or said connecting line (2) is connectable to a reservoir (VB) via a central discharge valve (ZAV), in particular for the purpose of a pressure drop in at least one component (RB1, RB2, RB3, RB4) and / or in both hydraulic circuits (BK1, BK2). (Item 19) The pressure drop (P reduction18. The actuation device according to item 17, characterized in that the connection of the central release valve (ZAV) via the switching valves (BP1, BP2) to the reservoir (VB). (Item 20) The pressure drop (P reduction 20. The actuation device according to item 18 or 19, characterized in that the above-mentioned steps (1) and (2) are performed consecutively or simultaneously on the wheel brakes (RB1 to RB4). (Item 21) The pressure drop (P reduction ) is implemented by the stroke movement of the piston of the associated pressure supply device (DV1) of the hydraulic circuit, and the pressure drop (P reduction 21. The actuation device according to any one of items 18 to 20, characterized in that the supply of the fluid to the reservoir (VB) is effected via the central release valve (ZAV) and the connection change-over valve (BP2) to the reservoir (VB). (Item 22) 22. The actuation device according to any one of items 18 to 21, characterized in that a redundant second discharge valve (ZAVr) is arranged and acts on the hydraulic line leading from the central discharge valve (ZAV) to the reservoir (VB). (Item 23) 23. The actuation device according to any one of the preceding claims, characterized in that for each hydraulic circuit (BK1, BK2) at least one pressure supply device (DV1, DV2) is provided. (Item 24) 24. The actuation device according to any one of the preceding claims, characterized in that the housing (A, A1) is an extruded or continuous extruded part, in particular suitable for caulking and sealing the hydraulic components, preferably the valves (SV, MV) and / or the pressure transducer (DG). (Item 25) 25. The actuation device according to any one of claims 1 to 24, characterized in that a stroke simulator (WS) and / or at least one sensor, in particular a force stroke measuring element (KWS) and / or a pedal stroke sensor, are further arranged in the housing (C). (Item 26) 25. The actuation device according to any one of claims 1 to 24, characterized in that a stroke simulator (WS) is arranged in the housing (A, A1) together with the valve device (HCU). (Item 27) 27. The actuation device according to any one of the preceding claims, characterized in that a reservoir (VB) is provided for supplying the master brake cylinder and the pressure supply device (DV1, DV2) or has hydraulic connections for both. (Item 28) 28. The actuation device according to any one of claims 1 to 27, characterized in that the housing (B) of the open-loop and closed-loop control devices (ECU), the housing (A) with the (HCU) and the housing (C) of the stroke simulator (WS) are tightly screwed together and / or the housing (B) of the open-loop and closed-loop control devices (ECU) is arranged adjacent to the valve device (HCU) and / or the first pressure supply device (DV1). (Item 29) 29. The actuation device according to any one of claims 1 to 28, characterized in that at least one of the open-loop and closed-loop electric control units (ECU) has two on-board electrical system connections that are separate from one another and / or the drive (M) of at least one pressure supply device (DV1, DV2) has a motor with a redundant winding system, in particular with a 2x3 phase connection. (Item 30) 30. The actuation device according to any one of claims 1 to 29, characterized in that a magnetically or inductively operating sensor (42) is actuatable by the pedal via the pedal rod and the coupling, and is in particular arranged in the housing (C). (Item 31) 31. The actuation device according to any one of claims 1 to 30, characterized in that additional redundant connections, in particular via additional redundant circuit boards, and / or additional redundant drives for the coils of the valves (MV) are provided. (Item 32) 32. The actuation device according to any one of the preceding claims, characterized in that the drive device (M) of the pressure supply device (DV1) is fixed to the housing (A) by means of an intermediate housing. (Item 33) 33. The actuation device according to any one of claims 1 to 32, characterized in that the master brake cylinder (HZ), arranged separately from the housing (A), is connected to a dedicated reservoir (VB) via at least one hydraulic line. (Item 34) 34. The actuation device according to any one of claims 1 to 33, characterized in that the electrical connection between the drive device (M) and the electronic control unit (ECU) in open and closed loop is realized by electrical contacts (15, 16). (Item 35) 35. The actuation device according to any one of claims 1 to 34, characterized in that the electrical connection of the motor sensor to the circuit board (PCB) of the electronic control unit (ECU) in the open-loop and closed-loop modes is realized by press-fit contacts or soldered contacts and an intermediate housing. (Item 36) 36. The actuator according to any one of claims 1 to 35, characterized in that the master brake cylinder (HZ) is a single master brake cylinder having only a single piston, the piston defining only one pressure chamber, and the piston being actuable by a force applied by the actuator. (Item 37) 37. The actuation device according to any one of claims 1 to 36, characterized in that the master brake cylinder (HZ) is a tandem or twin master brake cylinder. (Item 38) 37. The actuation device according to item 35 or 36, characterized in that the region of the tandem master brake cylinder (HZ) is arranged in the housing (A) or in the valve device (HCU). (Item 39) 39. The actuation device according to any one of the preceding claims, characterized in that at least one pressure transducer (DG) is also arranged in the valve device (HCU). (Item 40) The actuation device comprises: a. A two-box solution with two modules, the first of which comprises the pressure supply (DV1), the master brake cylinder (HZ) with stroke simulator (WS), the valve unit (HCU), the open-loop and closed-loop control unit (ECU) and the reservoir (VB), and the second of which comprises the ESP or ABS; b. A one-box solution with only one module, said module comprising at least one pressure supply device (DV1, DV2), said valve device (HCU), an open-loop and closed-loop control unit (ECU) and a reservoir (VB); c. A one-box solution with only one module, said module comprising at least one pressure supply device (DV1, DV2), said valve device (HCU), an open-loop and closed-loop control unit (ECU) and a reservoir (VB), said open-loop and closed-loop control units (ECU) being fully or partially redundant; d. A two-box solution with two modules, the first of which comprises a pressure supply (DV1, DV2), a valve unit (HCU), an open-loop and closed-loop control unit (ECU) and a reservoir (VB), the open-loop and closed-loop control units (ECU) being fully or partially redundant, and the second of which comprises only the master brake cylinder (HZ) with optional stroke simulator (WS) or an electronic brake pedal with stroke simulator WS or a brake switch for level 5, 40. The actuator according to any one of claims 1 to 39, characterized in that it is any one of the above. (Item 41) The electronic control unit (ECU) is disposed in a housing (18) and is aligned along the axis (a DV1 A sensor target (35) is connected to the rotor (64) or threaded portion (56) rotatable about a center of the rotor (64) and a sensor element (34) is disposed within a sensor housing (52, 52a), the sensor housing (52, 52a) including: - connected to the housing (18) of the electronic control unit (ECU) by means of a resilient connection; and / or - an inner housing part (52a) and an outer housing part (52), at least one of the housing parts (52, 52a) being connected to the housing (18) of the control unit (ECU), and an elastic part (61), in particular in the form of an elastic seal or sealing bellows, or at least one spring, pressing an area of ​​the at least one housing part (52, 52a) towards an area of ​​the housing (18), 41. An actuation device according to any one of items 1 to 40, characterized in that (Item 42) The sensor housing (52, 52a) is arranged to extend from the housing (18) of the electronic control unit (ECU) along the axis (a DV1 42. The actuator of claim 41, wherein the actuator extends beyond the (Item 43) Item 43. The actuation device according to item 42, characterized in that the sensor housing (52, 52a) has a first area (52') located between the housing (18) of the electronic control unit (ECU) and the axis (aDV1) and a second area (52'') located on the other side of the axis (aDV1), the second area (52') of the sensor housing (52, 52a) being connected to the housing (62) of the electric drive, in particular by a screw connection. (Item 44) 44. The actuation device according to any one of claims 41 to 43, characterized in that the inner housing part (52a) is supported in the motor housing (62), in particular axially and / or radially by a positive-locking lock, and / or is fixed to the motor housing (62). (Item 45) 45. The actuation device according to any one of claims 1 to 44, characterized in that the housing (18) of the electronic control unit (ECU) is arranged or fixed to the motor housing (62) directly or via an intermediate part. (Item 46) 46. ​​The actuation device according to any one of the preceding claims, characterized in that the inner and outer housing parts (52, 52a) are connected to one another, in particular welded or adhesively bonded to one another. (Item 47) 47. The actuator according to any one of the preceding claims, characterized in that the inner and outer housing parts (52, 52a) are manufactured from plastic. (Item 48) Item 48. The actuator according to any one of items 1 to 47, characterized in that a circuit board (22) is arranged in the sensor housing (52, 52a), and the sensor (34) is arranged on the circuit board (22). (Item 49) Item 49. Actuating device according to item 48, characterized in that the circuit board (22) is connected to the circuit board (23) of the electronic control unit (ECU) by a flexible cable connection or a flexible circuit board (22a), in particular with plug-in contacts or press-in contacts. (Item 50) The elastic portion (61) is aligned with the motor axis (a DV1 50. The actuator according to any one of claims 1 to 49, characterized in that it serves for tolerance compensation in up to three axes. (Item 51) The axis (a DV151. The actuation device according to any one of the preceding claims, characterized in that on the rotor (64) rotatable about a center axis (64) or on the threaded part (56) a measuring means (53), in particular in the form of a disk, is arranged, which measuring means (53) has a marking, is provided with a coating and / or is shaped in particular on its side which rotates therewith and which faces the outer sensor housing part (52). (Item 52) 52. The actuation device according to item 51, characterized in that an opening (152) which can be closed, in particular by a closing plug (54), or a sight glass made of a transparent material is arranged in the outer housing part (52), whereby through the opening (152) or sight glass which is not closed, the measuring means (53) can be seen or the eccentricity of the measuring means (53) can be measured by a measuring device when the rotor (64) or the threaded part (56) rotates. (Item 53) The axis of the measuring means (53) is aligned with the axis (a) of the rotor (64) or the threaded portion (56). DV1 53. The actuation device according to claim 51 or 52, characterized in that the measuring means (53) is arranged concentrically with respect to the rotor (64) or the front surface of the threaded part (56) and / or the measuring means (53) is fixed, in particular by screwing or adhesively connecting, to the rotor (64) or to the front surface of the threaded part (56). (Item 54) 54. The actuation device according to any one of claims 1 to 53, characterized in that the housing (18) of the electronic control unit (ECU) has a front side (ECU-V), an upper side (ECU-O), a side wall (ECU-S) and a rear side (ECU-H), a reservoir (VB) for the actuating medium is arranged against the electronic control unit (ECU) or at a distance from the electronic control unit (ECU), the reservoir (VB) has an opening (100) for filling the actuating medium, which opening (100) can be closed, in particular by a lid (101), which opening (100) is arranged in front of the front side (ECU-V) of the electronic control unit (ECU), and the reservoir (VB) engages around the electronic control unit (ECU) on at least two sides, in particular at least three sides (ECU-V, ECU-S, ECU-H) or extends at least partially along these sides. (Item 55) 55. The actuation device according to item 54, characterized in that the reservoir (VB) extends at least along at least a portion of the side wall (ECU-S) and / or the upper side (ECU-O) of the electronic control unit (ECU). (Item 56) At least one region (VB) of the reservoir (VB V ,VB H ) is located in front of or behind said electronic control unit (ECU), or One region (VB) of the reservoir (VB V ) is disposed in front of the control unit (ECU) and is connected to one area (VB) of the reservoir (VB H ) is disposed behind the control unit (ECU) 56. The actuator according to item 54 or 55, characterized in that (Item 57) The reservoir (VB) is a front region (VB V ) and the central region (VB M ) and the rear area (VB H 57. The actuator according to any one of the preceding claims, characterized in that it comprises: (Item 58) The anterior region (VB V ) is arranged at least partially or entirely in front of the front side (ECU-V) of the electronic control unit (ECU) or arranged laterally inclined, and the opening (100) is arranged in the front region (VB V Item 58. The actuator according to item 57, characterized in that it is arranged on the (Item 59) The central region (VB M Item 57 or 58, characterized in that the actuation device (ECU) extends laterally along the side wall (ECU-S) and / or the upper side (ECU-O) of the electronic control unit (ECU). (Item 60) The reservoir (VB) is located in the front area (VB V 60. The actuation device according to any one of claims 1 to 59, characterized in that it extends laterally on and / or in contact with the electronic control unit (ECU) from the rear side (ECU-H) of the electronic control unit (ECU) to the rear side (ECU-H) of the electronic control unit (ECU). (Item 61) The rear region (VB) of the reservoir (VB H ) is the anterior region (VB V ) and the anterior central region (VB M 61. The actuator according to any one of claims 57 to 60, characterized in that the rear region has a larger volume than the rear region, whereby in particular the rear region serves to store a large portion of the working medium of the actuator. (Item 62) The posterior region (VB H 62. The actuation device according to any one of claims 57 to 61, characterized in that the rear side (ECU-H) of the electronic control unit (ECU) is located adjacent to the rear side (ECU-H) of the electronic control unit (ECU). (Item 63) When installed in the vehicle, the opening (100) is H 63. The actuator according to any one of claims 1 to 62, characterized in that it is located above the (Item 64) The actuation device according to any one of claims 1 to 63, characterized in that the front side (ECU-V) of the electronic control unit (ECU) is directed away from the vehicle bulkhead (SW). (Item 65) Item 65. The actuation device according to any one of items 1 to 64, characterized in that the surface normal (N) of the opening (100) is oriented vertically and / or at an angle (φ) relative to a mounting flange (AF) of the actuation device, in particular the mounting flange (AF) serving to fix the actuation device to a bulkhead (SW) such that, when the actuation device is installed in the vehicle, the surface normal (N) is oriented vertically or at an angle in the range of 0° to 30° relative to the vertical. [Explanation of symbols]

[0037] HZ Master brake cylinder (single) a HZ Master brake cylinder axis a DV1 Axis of the first pressure supply device DV1 a1 DV2 Axis a of the first pressure supply device DV1 DV1 Horizontal orientation of the axis of the second pressure supply device DV2 perpendicular to a2 DV2 Axis a of the first pressure supply device DV1 DV1 Vertical orientation of the axis of the second pressure supply device DV2 perpendicular to DV Pressure Supply HCU Hydraulic Control Unit ECU Electronic Computing Unit ECU-V Front side of ECU ECU-S ECU side wall ECU-O Upper side of ECU ECU-H Rear side of the ECU facing the vehicle bulkhead PI Pedal Interface SW / H Partition / Bracket St Plug Connector BKV braking force booster NS Level Sensor RZ Wheel Cylinder MV Solenoid Valve Dr. Aperture SV Pressure supply device DV1 suction valve A Housing for the HCU and the pressure supply device DV1 and optionally the pressure supply device DV2 Partial housing for A1 HCU and DV2 A2 Partial housing for pressure supply device DV1 B Housing for ECU Housing for master brake cylinder HZ and stroke simulator WS with C flange a DV1 DV1 motor axis a DV2 DV2 motor axis a HZ Longitudinal axis of master brake cylinder HZ VB Reservoir VB H Rear area of ​​the reservoir VB M Central region of the reservoir VB V Front area of ​​the reservoir 1 Pedal Plunger 2 Motors 3 Intermediate housing 4 Fixing screws 5 Sensor housing 6 Rotational Angle Sensor 7 Closing lid 8 Piston 9a / 9b Connection to reservoir VB 10 Connection to wheel cylinder RZ 11 Connection to master brake cylinder HZ 12 Master brake cylinder HZ flange 13 Fixing screw 14 Fixing screws to bulkhead or bracket 15 Electrical connection between pressure supply device DV2 and ECU motor 16 Electrical connection of the motor of the pressure supply unit DV1 17 Electrical connection of rotation angle sensor 18 ECU housing 19 Web with sealed portion 20 Drive for solenoid valve MV 21 Connection web for solenoid valve MV 22 Small PCB 22a Main PCB electrical connection to ECU PCB 22 23 Main PCB 24 HCU block 25 Hole for eccentric piston pump DV2 26 Motor for pressure supply unit DV2 27 Outline Contour 8 inch, Vacuum Brake Booster BKV 28 Retaining ring for piston 29 Line to reservoir VB 30 Force stroke sensor KWS 31 / 31a Pedal rod 32 Spring housing 33 Master brake cylinder (HZ) piston 34 Sensor element 35 Target 36 Drive shaft 37 Toothed Gear 38 Toothed rack 39 Information section 40 Guide rail 41 Target 42 Inductive Sensor 43 Master brake cylinder (HZ) housing 44 Stroke Sensor (WS) Piston 44a Travel sensor (WS) spring 45 Stroke sensor (WS) sealing part 46 Sliding ring 47 Connection hole stroke sensor (WS) - master brake cylinder (HZ) and HCU block 24 48 Sliding Ring 49 Support part 50 Return spring 51 Plug connector strip with press-fit contacts 52 Sensor housing 1 52a Sensor housing 2 53 Measuring flange 54 Closure plug 55 Fixture, sensor housing 56 Threaded Nut 57 Threaded Spindle 58 Ball screw transmission KGT 59 Piston 60 Motor contact to ECU 61 Housing sealing part 62 Motor housing 63 Motor bearing 64 Rotor 100 Reservoir opening 101 Reservoir closure lid 152 Closable opening

Claims

1. 1. An actuator for a hydraulically operated brake system, comprising: a master brake cylinder (HZ) arranged in a housing (C) and having at least one piston which can be actuated by a force from an actuator, in particular in the form of a brake pedal; at least one pressure supply device (DV1, DV2), where the at least one pressure supply device (DV1) is a piston-cylinder unit or a double-acting piston pump driven by an electric drive (M), which drive (M) adjusts the piston of the piston pump or the double-acting piston pump directly or via a transmission gear, in particular a recirculating ball gear, At least one valve unit (HCU) having a solenoid valve; At least one open-loop and closed-loop electronic control unit (ECU); having the brake system has at least two hydraulic circuits (BK1, BK2), and a pressure change can be performed by the pressure supply device (DV1) of at least one wheel brake (RB1, RB2, RB3, RB4) assigned to the hydraulic circuit (BK1, BK2); In the actuation device, said valve device (HCU) and said at least one piston and pressure chamber of at least one pressure supply device (DV1, DV2) are arranged in a first housing (A) or, when assembled, form a unit or module, and said housing (C) of said actuation device is hydraulically connected to said first housing (A) or to said unit or said module.

2. 2. The actuation device according to claim 1, characterized in that the hydraulic pressure chamber or chambers of the pressure supply device (DV1) and the valve unit (HCU) with the solenoid valve, the hydraulic lines, the hydraulic piston and the hydraulic chamber are arranged in one housing (A) or in a maximum of two housings (A, A1) which are directly adjacent and hydraulically connected and together form one unit.

3. The longitudinal axis (a) of the master brake cylinder (HZ) ＨＺ ) and the axis (a) of the pressure supply device (DV1). ＤＶ１ ), in particular the longitudinal axis (a ＤＶ１ 3. The actuation device according to claim 1, wherein the pistons and the piston movement axis are arranged parallel or approximately parallel to one another, in particular horizontally or within an angle range of 0 to 20 degrees relative to the horizontal.

4. The axis (a) of the first pressure supply part (DV1) ＤＶ１ ) is the axis (a1) of the second pressure supply part (DV2). ＤＶ２ , a2 ＤＶ２ ) and / or the axis (a2) of the second pressure supply (DV2) ＤＶ２ 4. The actuation device according to claim 1, wherein the first and second actuators are arranged vertically.

5. The axis (a) of the first pressure supply part (DV1) ＤＶ１ ) is the longitudinal axis (a) of the master brake cylinder (HZ). ＨＺ ) and the axis (a1) of the second pressure supply part (DV2) is arranged perpendicular to the axis (a1) of the second pressure supply part (DV2). ＤＶ２ 5. The actuator according to claim 1, wherein the actuator is arranged parallel to the first and second actuators.

6. The axis (a) of the pressure supply device (DV1) ＤＶ１ ), in particular the longitudinal axis (a ＤＶ１) or the piston movement axis is vertically aligned with the main axis (a) of the master brake cylinder (HZ). ＨＺ ) is disposed perpendicular or substantially perpendicular to the axis (a1) of the second pressure supply part (DV2). ＤＶ２ ) is the axis (a) of the first pressure supply part (DV1). ＤＶ１ ) perpendicular to the main axis (a) of the master brake cylinder (HZ) ＨＺ 3. The actuator according to claim 1, wherein the actuator is disposed perpendicular to the axis of rotation of the actuator.

7. 7. An actuating device according to claim 1, characterized in that the housing (C) of the master brake cylinder (HZ) is arranged remote from the housing (A) or in contact with the housing (A).

8. The housing (C) of the master brake cylinder (HZ) is aligned with the axis (a ＤＶ１ 8. The actuating device according to claim 1 , further comprising a pressure supply device, the pressure supply device being arranged in the direction of the pressure supply device rearward of the housing (A) and in particular fixed to the housing (A).

9. 9. The actuating device according to claim 1, further comprising a second pressure supply device (DV2), which in particular has a continuous pumping action, and which is arranged in the housing (A) or in a further housing (A1), in particular together with a valve device (HCU).

10. 10. The actuation device according to claim 1, further comprising two series-connected connecting valves (BP1, BP2), which are arranged in particular in the valve unit (HCU) or in a housing (A, A1) of the valve unit (HCU), for selectively connecting the two hydraulic circuits (BK1, BK2). The series-connected connecting valves (BP1, BP2), which are opened in particular when de-energized, are arranged in particular in the valve unit (HCU) or in a housing (A, A1) of the valve unit (HCU).

11. 11. The actuation device according to claim 1, wherein the at least one pressure supply device (DV2) is a pump with continuous delivery action, in particular a gear pump or an eccentric piston pump, which is driven by an electric drive (M) and is particularly suitable for ABS and / or ESP functions in normal operation.

12. 12. The actuation device according to claim 1, characterized in that the pressure supply device (DV2) supports the further pressure supply device (DV1) in the event of a sudden pressure increase or a pressure increase of more than 120 bar and / or performs the pressure supply in the event of a drop and / or for the ABS function and / or performs the function together in the event of a failure of the further pressure supply device part (DV1).

13. 13. The actuation device according to claim 1, wherein the pressure supply device (DV1) performs a pressure boost for the ABS function over a pressure range up to 120 bar.

14. 14. An actuation device according to claim 1, characterized in that in the event of failure of the pressure supply device (DV2), only a maximum pressure of 120 bar is available through the pressure supply device (DV1).

15. 15. An actuation device according to claim 1, characterized in that for the ABS function by means of the pressure supply device (DV1, DV2) assigned to the brake circuit (BK1, BK2), the pressure modulation of the wheel brakes (RB1, RB2, RB3, RB4) of the brake circuit (BK1, BK2) is carried out in a combined action, in particular by means of a piston of the pressure supply device, the volume of the actuating fluid being adjusted for the purpose of setting the pressure.

16. 16. An actuation device according to claim 1, characterized in that each wheel brake (RB1, RB2, RB3, RB4) is assigned a dedicated switching valve (SV), which in particular has connections for said components downstream of its valve seat, and each hydraulic circuit (BK1, BK2) has a hydraulic main line (4, 5) via which the switching valve (SV) is connected to the pressure supply device (DV1, DV2).

17. 17. The actuation device according to claim 1, further comprising a changeover valve (PD1) for selectively closing at least one hydraulic main line (4, 5), in particular in the hydraulic line (4) between the pressure supply device (DV1) and a changeover valve (BP1).

18. 18. The actuation device according to claim 1 , characterized in that, in particular for the purpose of reducing the pressure in at least one component (RB1, RB2, RB3, RB4) and / or in both hydraulic circuits (BK1, BK2), at least one hydraulic main line (4, 5) can be connected to a reservoir (VB) via a discharge valve (AV1, AV2) and / or the connecting line (2) can be connected to the reservoir (VB) via a central discharge valve (ZAV).

19. The pressure drop (P ｒｅｄｕｃｔｉｏｎ 18. The actuating device according to claim 17, characterized in that the connection of the central discharge valve (ZAV) via the switching valves (BP1, BP2) to the reservoir (VB).

20. The pressure drop (P ｒｅｄｕｃｔｉｏｎ 20. The actuation device according to claim 18 or 19, characterized in that the actuation of the wheel brakes (RB1-4) is carried out successively or simultaneously on the wheel brakes (RB1-4).

21. The pressure drop (P ｒｅｄｕｃｔｉｏｎ ) is implemented by the stroke movement of the piston of the associated pressure supply device (DV1) of the hydraulic circuit, and the pressure drop (P ｒｅｄｕｃｔｉｏｎ 21. The actuation device according to claim 18, characterized in that the supply of the pressure vessel (VB) is effected via the central discharge valve (ZAV) and the connection change-over valve (BP2) to the reservoir (VB).

22. 22. The actuation device according to claim 18, characterized in that a redundant second discharge valve (ZAVr) is arranged and acts on the hydraulic line leading from the central discharge valve (ZAV) to the reservoir (VB).

23. 23. The actuation device according to claim 1, wherein at least one pressure supply device (DV1, DV2) is provided for each hydraulic circuit (BK1, BK2).

24. 24. The actuator according to claim 1, wherein the housing (A, A1) is an extruded or continuous extruded part, in particular suitable for caulking and sealing the hydraulic components, preferably the valves (SV, MV) and / or the pressure transducer (DG).

25. 25. The actuation device according to claim 1, further comprising a stroke simulator (WS) and / or at least one sensor, in particular a force stroke measuring element (KWS) and / or a pedal stroke sensor, arranged in the housing (C).

26. 25. The actuation device according to claim 1, further comprising a stroke simulator (WS) arranged in the housing (A, A1) together with the valve unit (HCU).

27. 27. The actuation device according to claim 1, wherein a reservoir (VB) is provided for supplying the master brake cylinder and the pressure supply device (DV1, DV2) or has hydraulic connections for both.

28. 28. The actuation device according to claim 1, characterized in that the housing (B) of the open-loop and closed-loop control devices (ECU), the housing (A) with the (HCU) and the housing (C) of the stroke simulator (WS) are tightly screwed together and / or the housing (B) of the open-loop and closed-loop control devices (ECU) is arranged adjacent to the valve device (HCU) and / or the first pressure supply device (DV1).

29. 29. The actuation device according to claim 1 , characterized in that at least one of the open-loop and closed-loop electronic control units (ECU) has two on-board electrical system connections that are separate from one another and / or the drive (M) of at least one pressure supply device (DV1, DV2) has a motor with a redundant winding system, in particular with a 2×3 phase connection.

30. 30. An actuation device according to any one of claims 1 to 29, characterized in that a sensor (42), which in particular operates magnetically or inductively, can be actuated by the pedal via a pedal rod and a coupling, and is in particular arranged in the housing (C).

31. 31. The actuating device according to claim 1, further comprising an additional redundant connection, in particular via an additional redundant circuit board, and / or an additional redundant drive for the coil of the valve (MV).

32. 32. The actuation device according to any one of the preceding claims, characterized in that the drive (M) of the pressure supply device (DV1) is fixed to the housing (A) by means of an intermediate housing.

33. 33. The actuation device according to claim 1, wherein the master brake cylinder (HZ), arranged separately from the housing (A), is connected to a dedicated reservoir (VB) via at least one hydraulic line.

34. 34. The actuation device according to claim 1, wherein the electrical connection between the drive device (M) and the electronic control unit (ECU) in an open-loop and closed-loop manner is realized by means of electrical contacts (15, 16).

35. 35. The actuation device according to claim 1, wherein the electrical connection of the motor sensor to the circuit board (PCB) of the open-loop and closed-loop electronic control unit (ECU) is realized by means of press-fit contacts or soldered contacts and an intermediate housing.

36. 36. The actuating device according to claim 1, wherein the master brake cylinder (HZ) is a single master brake cylinder having only one piston, the piston defining only one pressure chamber, the piston being actuable by a force applied by the actuating device.

37. 37. An actuation device according to any one of the preceding claims, characterized in that the master brake cylinder (HZ) is a tandem or twin master brake cylinder.

38. 37. An actuation device according to claim 35 or 36, characterized in that the region of the tandem master brake cylinder (HZ) is arranged in the housing (A) or in the valve unit (HCU).

39. 39. An actuation device according to any one of the preceding claims, characterized in that at least one pressure transducer (DG) is also arranged in the valve unit (HCU).

40. The actuation device comprises: a. A two-box solution with two modules, the first said module comprising the pressure supply (DV1), the master brake cylinder (HZ) with stroke simulator (WS), the valve unit (HCU), the open and closed loop control unit (ECU) and the reservoir (VB), and the second said module comprising the ESP or ABS, b. A one-box solution with only one module, said module comprising at least one pressure supply device (DV1, DV2), said valve device (HCU), an open-loop and closed-loop control unit (ECU) and a reservoir (VB); c. A one-box solution with only one module, said module comprising at least one pressure supply device (DV1, DV2), said valve device (HCU), an open-loop and closed-loop control unit (ECU) and a reservoir (VB), said open-loop and closed-loop control units (ECU) being fully or partially redundant; d. A two-box solution with two modules, the first of which comprises a pressure supply (DV1, DV2), a valve unit (HCU), an open-loop and closed-loop control unit (ECU) and a reservoir (VB), the open-loop and closed-loop control units (ECU) being fully or partially redundant, and the second of which comprises only the master brake cylinder (HZ) with optional stroke simulator (WS) or an electronic brake pedal with stroke simulator WS or a brake switch for level 5; 40. The actuator according to claim 1, wherein the actuator is one of the following:

41. The electronic control unit (ECU) is disposed in a housing (18) and is aligned along the axis (a ＤＶ１A sensor target (35) is connected to the rotor (64) or threaded portion (56) rotatable about a center of the rotor (64) and a sensor element (34) is arranged in a sensor housing (52, 52a), the sensor housing (52, 52a) including: - connected to the housing (18) of the electronic control unit (ECU) by means of elastic connections, and / or - has an inner housing part (52a) and an outer housing part (52), at least one of the housing parts (52, 52a) being connected to the housing (18) of the control unit (ECU), and an elastic part (61), in particular in the form of an elastic seal or a sealing bellows, or at least one spring, pressing an area of ​​the at least one housing part (52, 52a) towards an area of ​​the housing (18), 41. An actuation device according to any one of the preceding claims, characterized in that it is

42. The sensor housing (52, 52a) is arranged to extend from the housing (18) of the electronic control unit (ECU) along the axis (a ＤＶ１ 42. The actuator of claim 41, wherein the actuator extends beyond the first end.

43. 43. The actuation device according to claim 42, characterized in that the sensor housing (52, 52a) has a first area (52') located between the housing (18) of the electronic control unit (ECU) and the axis (aDV1) and a second area (52'') located on the other side of the axis (aDV1), the second area (52') of the sensor housing (52, 52a) being connected to the housing (62) of the electric drive, in particular by a screw connection.

44. 44. The actuation device according to claim 41, wherein the inner housing part (52a) is supported on the motor housing (62), in particular axially and / or radially by a positive-locking lock, and / or is fixed to the motor housing (62).

45. 45. The actuation device according to claim 1, wherein the housing (18) of the electronic control unit (ECU) is arranged or fixed to the motor housing (62) directly or via an intermediate part.

46. 46. ​​The actuation device according to any one of the preceding claims, characterized in that the inner and outer housing parts (52, 52a) are connected to one another, in particular welded or adhesively bonded to one another.

47. 47. Actuating device according to any one of the preceding claims, characterized in that the inner and outer housing parts (52, 52a) are manufactured from plastic.

48. 48. The actuator according to claim 1, further comprising a circuit board (22) arranged in the sensor housing (52, 52a), the sensor (34) being arranged on the circuit board (22).

49. 49. An actuation device according to claim 48, characterized in that the circuit board (22) is connected to the circuit board (23) of the electronic control unit (ECU) by means of a flexible cable connection or a flexible circuit board (22a), in particular having plug-in or press-in contacts.

50. The elastic portion (61) is aligned with the motor axis (a ＤＶ１ 50. The actuating device according to claim 1, further comprising a means for compensating for tolerances in up to three axes.

51. The axis (a ＤＶ１51. The actuation device according to claim 1, characterized in that a measuring means (53), in particular in the form of a disk, is arranged on the rotor (64) or on the threaded part (56), which is rotatable about a center axis of the rotor (64) or on the threaded part (56), which measuring means (53) has a marking, is provided with a coating and / or is shaped in a profile, in particular on its side which rotates therewith and which faces the outer sensor housing part (52).

52. 52. An actuating device according to claim 51, characterized in that an opening (152) which can be closed, in particular by a closing plug (54), or a sight glass made of a transparent material is arranged in the outer housing part (52), whereby through the opening (152) or sight glass which is not closed, the measuring means (53) can be seen or the eccentricity of the measuring means (53) can be measured by a measuring device when the rotor (64) or the threaded part (56) rotates.

53. The axis of the measuring means (53) is aligned with the axis (a) of the rotor (64) or the threaded portion (56). ＤＶ１ 53. The actuation device according to claim 51 or 52, characterized in that the measuring means (53) is arranged concentrically with respect to the rotor (64) or to the front surface of the threaded part (56) and / or the measuring means (53) is fixed, in particular by screwing or adhesively connecting, to the rotor (64) or to the front surface of the threaded part (56).

54. 54. An actuation device according to claim 1, characterized in that the housing (18) of the electronic control unit (ECU) has a front side (ECU-V), an upper side (ECU-O), a side wall (ECU-S) and a rear side (ECU-H), a reservoir (VB) for the working medium is arranged against the electronic control unit (ECU) or at a distance from the electronic control unit (ECU), the reservoir (VB) has an opening (100) for filling the working medium, which opening (100) can be closed, in particular by a lid (101), which opening (100) is arranged in front of the front side (ECU-V) of the electronic control unit (ECU), and the reservoir (VB) engages around the electronic control unit (ECU) on at least two sides, in particular at least three sides (ECU-V, ECU-S, ECU-H) or extends at least partially along these sides.

55. An actuation device according to claim 54, characterized in that the reservoir (VB) extends at least along at least a part of the side wall (ECU-S) and / or the upper side (ECU-O) of the electronic control unit (ECU).

56. At least one region (VB) of the reservoir (VB Ｖ , V.B. Ｈ ) is located in front of or behind the electronic control unit (ECU), or One region (VB) of the reservoir (VB Ｖ ) is disposed in front of the control unit (ECU) and is connected to one area (VB) of the reservoir (VB Ｈ ) is disposed behind the control unit (ECU) 56. An actuation device according to claim 54 or 55, characterized in that

57. The reservoir (VB) is a front region (VB Ｖ ), and the central region (VB Ｍ ) and the posterior region (VB Ｈ 57. The actuator device according to claim 1, further comprising:

58. The anterior region (VB Ｖ ) is arranged at least partially or entirely in front of the front side (ECU-V) of the electronic control unit (ECU), or arranged laterally inclined, and the opening (100) is arranged in the front region (VB Ｖ 58. The actuator of claim 57, further comprising:

59. The central region (VB Ｍ 59. An actuation device according to claim 57 or 58, characterized in that the side wall (ECU-S) and / or the upper side (ECU-O) of the electronic control unit (ECU) extend laterally along the side wall (ECU-S) and / or the upper side (ECU-O) of the electronic control unit (ECU).

60. The reservoir (VB) is located in the front area (VB Ｖ 60. The actuation device according to claim 1, further comprising a first actuator (14) for actuating the electronic control unit (ECU) from the first actuator (14) to the rear side (ECU-H) of the electronic control unit (ECU), adjacent to and / or extending laterally on the electronic control unit (ECU).

61. The rear region (VB) of the reservoir (VB Ｈ ) is the anterior region (VB Ｖ ) and the anterior central region (VB Ｍ 61. The actuator according to claim 57, wherein the rear region has a larger volume than the rear region, whereby in particular the rear region serves to store a large portion of the working medium of the actuator.

62. The posterior region (VB Ｈ 62. An actuation device according to any one of claims 57 to 61, characterized in that the rear side (ECU-H) of the electronic control unit (ECU) is adjacent to the rear side (ECU-H) of the electronic control unit (ECU).

63. When installed in the vehicle, the opening (100) is Ｈ 63. The actuator according to claim 1, wherein the actuator is located above the first axis.

64. An actuation device according to any one of claims 1 to 63, characterized in that the front side (ECU-V) of the electronic control unit (ECU) is directed away from a bulkhead (SW) of the vehicle.

65. An actuation device according to any one of claims 1 to 64, characterized in that the surface normal (N) of the opening (100) is oriented vertically and / or at an angle (φ) relative to a mounting flange (AF) of the actuation device, in particular the mounting flange (AF) serving to fix the actuation device to a bulkhead (SW) such that, when the actuation device is installed in the vehicle, the surface normal (N) is oriented vertically or at an angle in the range of 0° to 30° relative to the normal.

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