Electrohydraulic actuator device for motor vehicle brake system, and brake system having such actuator device

Abstract

To provide an electrohydraulic actuator device for a motor vehicle brake system, and a brake system having such an actuator device.SOLUTION: There is provided an electrohydraulic actuator device for a motor vehicle brake system, comprising a cylinder housing. In the cylinder housing, a pressure piston is displaced in a translational manner by a rotating threaded spindle. The threaded spindle is driven via a transmission device by a rotor shaft of an electric motor. The actuator device comprises an electronic unit. A brake system comprises: the electrohydraulic actuator device as described above; a pressure generator; a pressure modulation valve device for generating brake pressure, for each wheel, at wheel brakes of the brake system; and an electronic control device, which is designed for controlling the pressure generator and the pressure modulation valve device. In addition, the brake system comprises a driver's brake actuation device.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The invention relates to an electrohydraulic actuator device for a vehicle braking system according to the preamble of claim 1 and to a braking system comprising such an actuator device according to the preamble of claim 10. [Background technology]

[0002] EP 1 339 636 A1 discloses a brake actuator for generating brake pressure, which comprises a motor driving a gear wheel by means of a pinion, on which a screw is fixed, serving as a screw drive member. A piston is connected to the screw via a screw connection and guided in a housing chamber to generate hydraulic pressure. The motor and its drive shaft are positioned parallel to the screw. Above the housing chamber, the housing of the brake actuator forms a reservoir in which hydraulic fluid is stored. The reservoir is connected to a cylinder part of the housing chamber via a breather hole, whereby the hydraulic fluid flows into the cylinder part and is pumped out of the outlet opening under pressure by the piston. To do this, the screw meshes with a nut connected to the piston. When the motor is actuated, its drive shaft moves the screw in a rotational movement via the pinion and the gear wheel, and moves the nut together with the piston in a translational movement in the housing chamber. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] DE 4229041 A1 Summary of the Invention [Problem to be solved by the invention]

[0004] The object of the present invention is to provide an electrohydraulic actuator device for a vehicle braking system, which structurally combines all components necessary for generating brake pressure as an integrated functional unit, which at the same time can be handled individually and saves space and weight. Furthermore, the present invention aims to provide a braking system including an electrohydraulic actuator device which is individually handleable, space-saving and lightweight. [Means for solving the problem]

[0005] The object underlying the present invention is achieved by the features of claims 1 and 10. Preferred embodiments can be taken from the respective dependent claims and the following description of exemplary embodiments with reference to the drawings. [Brief description of the drawings]

[0006] [Figure 1] FIG. 1 is a perspective view of a first exemplary electro-hydraulic actuator device. [Diagram 2] FIG. 2 is a first cross-sectional view of a first exemplary actuator device. [Diagram 3] FIG. 2 is a second cross-sectional view of the first exemplary actuator device. [Figure 4] FIG. 1 is a circuit diagram of an example brake system having an example electrohydraulic actuator device. [Diagram 5] FIG. 2 is a cross-sectional view of a second exemplary electrohydraulic actuator device. [Figure 6] FIG. 13 is an exploded view of a second exemplary electrohydraulic actuator device. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0007] 1 shows a first exemplary electrohydraulic actuator device 10 for a vehicle brake system in a perspective view. As a structurally combined functional unit, the actuator device 10 comprises all components necessary to serve as an independently addressable hydraulic source. To this end, the actuator device 10 comprises a cylinder housing 20, inside which a piston device is located, a transmission device, an electric motor 50, an electronic unit 60 and a pressure medium tank 70.

[0008] The cylinder housing 20 and the electric motor 50 are axially aligned parallel to each other and are mounted, for example, adjacent to each other as one piece, on the electronic unit 60. The electronic unit 60 thus serves as a central receiving device for fixing the cylinder housing 20 and the electric motor 50. Furthermore, the housing of the electronic unit 60 is designed such that the transmission device has space therein. Further details of the actuator device 10 are discussed in the description of Figures 2 and 3 below.

[0009] 2 shows a first exemplary electrohydraulic actuator device 10 in a first cross-sectional view. A cylinder housing 20 made from aluminum has an elongated, generally cylindrical shape. A bore 45 is introduced longitudinally into the cylinder housing 20, the bore 45 partially including various diameters, tapered portions, grooves and annular stops.

[0010] At the open end of the cylinder housing 20 a receiving flange 21 is formed, by means of which the cylinder housing 20 is connected to the electronic unit 60. The receiving flange 21 is rectangular or circular. On the side of the cylinder housing 20 opposite the receiving flange 21 a pressure medium tank 70 is arranged on the upper side of said cylinder housing 20. The upper side of the cylinder housing 20 is determined by the installation position of the actuator device 10 in the motor vehicle.

[0011] The pressure medium tank 70 contains hydraulic fluid under atmospheric pressure. The pressure medium tank 70 comprises a breather hole nozzle 71 and a suction nozzle 72, by means of which said pressure medium tank is plugged into the cylinder housing 20. For this purpose, the cylinder housing 20 comprises, at the connection point, a first receiving hole 22 for the breather hole nozzle 71 and a second receiving hole 23 for the suction nozzle 72. The first receiving hole 22 and the second receiving hole 23 open into a pressure chamber 28 of the cylinder housing 20, which is bounded by a pressure piston 35 of the piston device 30. Furthermore, the cylinder housing 20 comprises a pressure outlet opening 26, which also leads into the pressure chamber 28, from which the hydraulic fluid is delivered under pressure to the pressure medium consumer. In the illustrated position, the pressure piston 35 is in a position across the breather hole opening 24. Furthermore, a check valve 29 is located in the intake opening 25, which opens in the direction of the pressure chamber 28 and remains in a closed position in the opposite direction, so that pressurized hydraulic fluid cannot flow through the intake opening 25 into the pressure medium tank 70. Furthermore, the pressure medium tank 70 also comprises a return connection 73, which is designed for connecting a return line of the braking system, so that the hydraulic fluid from the wheel brakes can flow back to the pressure medium tank 70 or be dissipated. If the pressure piston 35 is in a position to open the breather hole opening 24, also in this position the pressure from the wheel brakes can be dissipated via the pressure outlet opening 26 and the breather hole opening 24 into the pressure medium tank 70, which is under atmospheric pressure.

[0012] The piston device 30 is arranged in a bore 45 of the cylinder housing 20. The piston device 30 comprises a rotatably mounted threaded spindle 32. For this purpose, a bearing package is provided, which is located in the bore 45 and in the region of the receiving flange 21. The first outermost bearing 37 is press-locked into the bore 45 of the cylinder housing 20 by means of an external toothing. This ensures that the other bearings and the piston device 30 are also kept in their axial position and do not fall out of the cylinder housing 20. The first bearing 37 is followed by a second bearing 38, which receives the axial and radial force components of the threaded spindle 32. The second bearing 38 is followed by a third bearing 39, which receives only the radial force component of the threaded spindle 32. The bearing package is completed by a spring element 49, which rests on an annular stop in the bore 45 and acts elastically on the bearing package in the axial direction.

[0013] The bearing bushing 36 is pressed and locked onto the threaded spindle 38 at its central cylindrical portion and is used to mount the threaded spindle 38 in the bearing package. The bearing bushing 36 is formed with different outer diameters on the outside, which match the diameters of the individual bearings 37, 38, 39 and are press-fitted into them. At its outermost and smallest outer diameter, the bearing bushing 36 is received in the first bearing 37. At its central region, which has a medium outer diameter, the bearing bushing 36 is received in the second bearing 38. At its innermost and largest outer diameter, the bushing is received in the third bearing 39.

[0014] An end portion or end shaft of the threaded spindle 32 protrudes from the cylinder housing 20. A gear wheel of a transmission device 40 is inserted onto said end shaft. The driving of the threaded spindle 32 by the transmission device 40 is also discussed below in the description of FIG.

[0015] The threaded spindle 32 also includes a threaded portion located in the spindle chamber 27 of the cylinder housing 20. A threaded nut 31 driven by ball bearings 33 is translationally displaceable along this portion of the threaded spindle 32. A number of balls are located in the threads of the threaded spindle 32 and the threaded nut 31, so that the rotational movement of the threaded spindle 32 is converted into a translational movement of the threaded nut 31. The threaded nut 31 acts as an axial end stop together with a bearing bush 36.

[0016] A cylindrical power transmission member 34 is coupled to the threaded nut 31 and a cylindrical pressure piston 35 is inserted into the dome-shaped head of the power transmission member 34. By means of the power transmission member 34, the translational movement of the threaded nut 31 is used to move the pressure piston 35 back and forth within the bore 45 of the cylinder housing 20.

[0017] The pressure piston 35 separates the spindle chamber 27 from the pressure chamber 28. The pressure piston 35 moves along a cylindrical area of ​​the bore 45, which area corresponds to the outer diameter of the pressure piston 35. In the cylindrical area of ​​the bore 45, a first seal ring 47 is arranged in a first groove, which is located in front of the breather hole opening 24 and is used for sealing against the spindle chamber 27. A second seal ring 48 is arranged in a second groove in the cylindrical area of ​​the bore 45, which is located between the breather hole opening 24 and the suction opening 25. By means of the second seal ring 48, the pressure chamber 28 is sealed against the breather hole opening 24.

[0018] An electronic unit 60 is provided for driving the piston device 30. Said electronic unit controls an electric motor 50, which drives the threaded spindle 32 via the transmission device 40. The electric motor 50 is also discussed in more detail below in the description with respect to FIG. 3. The electronic unit 60 comprises, for example, a two-part housing. The two-part housing is preferably made from plastic or die-cast aluminum. A printed circuit board 63 is accommodated in a first housing part 61. The printed circuit board 63 is arranged in an enlarged area of ​​the first housing part 61 and is also shielded from the transmission device 40 by a cooling plate 64. This is because the transmission device 40 is accommodated in a smaller area of ​​the first housing part 61. Preferably, the enlarged area of ​​the first housing part 61 in which the printed circuit board 63 is arranged is made from a plastic material and the smaller area of ​​the first housing part 61 in which the transmission device 40 is accommodated is made from die-cast aluminum. Furthermore, the first housing part 61 comprises a housing connection part 68 into which the receiving flange 21 of the cylinder housing 20 is inserted. In this way, the cylinder housing 20 is connected to the electronic unit 60. This connection is also sealed by a housing sealing ring 67, which is attracted to the receiving flange 21 and lies against the housing connection part 68. The housing of the electronic unit 60 is completed by a second housing part 62, substantially in the form of a cover. Said second housing part is plugged into the enlarged area of ​​the first housing part 61.

[0019] The electric motor 30 and the transmission device 40 will be discussed in more detail with reference to FIG. 3, which shows the actuator device 10 in a second cross-sectional view. The electric motor 50 is attached to the electronic unit 60 via its electric motor housing. The housing comprises a first thermoformed pot-shaped electric motor housing part 51 and a second cover-shaped electric motor housing part 58. The first electric motor housing part 51 is screwed to the first housing part 61 of the electronic unit 60, for example via a flange, and the second electric motor housing part 58 is inserted into the first electric motor housing part 51 and lies against the first housing part 61 of the electronic unit 60. A motor seal ring 46 for sealing a circumferential groove of the electric motor housing is also provided. Furthermore, the electronic unit 60 comprises an electronic connection 66, via which the electronic unit 60 is connected to a control device of the brake system or to a central control device of the motor vehicle.

[0020] The first electric motor housing part 51 comprises in its bottom region a central first housing eye 57, in which the first rotor bearing 55 is received. The second electric motor housing part 58 likewise comprises a central second housing eye 59, in which the second rotor bearing 56 is received. In this case, the second housing eye 59 is formed inside the housing, so that the second rotor bearing 56 is arranged outside the electric motor housing. In this case, the second rotor bearing 56 is partially located in an opening of the first housing part 61 of the electronic unit 60. The rotor shaft 54 ​​is inserted into the first and second rotor bearings 55, 56 and is press-fitted into them, so that the rotor shaft 54 ​​is rotatably mounted. The rotor shaft 54 ​​is inserted at one end into the first rotor bearing 55 and at the other end protrudes beyond the second rotor bearing 56 into the electronic unit 60. The first gear wheel 41 of the transmission device 40 is plugged into this end of the rotor shaft 54. A position sensor 65 is disposed on the axis of the rotor shaft 54 ​​in electrical contact with the printed circuit board 63 to detect the rotation of the rotor shaft 54. This allows the rotor speed and rotor position to be determined, and this information is used to precisely displace the piston device 30. To drive the rotor shaft 54, the rotor shaft 54 ​​is lockingly connected to the rotor 53 at its central longitudinal portion. The rotor 53 is driven by passing current through the stator 52, which is disposed around the rotor 53 in the electric motor housing. The stator 52 is in electrical contact via the printed circuit board 63.

[0021] The transmission device 40 further comprises a second gear wheel 42 rotatably mounted on a pin 69. The pin 69 is formed in a first housing part 61 of the electronic unit 60. The second gear wheel 42 is operatively connected to the first gear wheel 41 and to a third gear wheel 43, which is lockingly connected to the threaded spindle 32 by means of a bushing 44. By means of the three gear wheels 41, 42, 43 of the transmission device 40, the rotational movement of the rotor shaft 54 ​​is converted into a rotational movement of the threaded spindle 32. Alternatively, the transmission device 40 can also be designed without the second gear wheel 42, so that the first gear wheel 41 is operatively connected directly to the third gear wheel 43. The rotational movement of the threaded spindle 32 is further converted into a translational movement of the piston device 30, by which the actuator device 10 pressurizes hydraulic fluid to the pressure medium consumer.

[0022] With reference to Fig. 4, an exemplary brake system 11 is shown, which includes a first exemplary actuator device 10 according to Figs. 1-3 or a second exemplary actuator device 10 according to the following Figs. 5 and 6. Furthermore, the brake system 11 includes an electric motor-driven pressure generator 12 designed as a double piston pump, a pressure modulating valve device 14 consisting of a number of inlet and outlet valves designed to generate brake pressures for each wheel in the wheel brakes 19, an electronic control device 13 designed to control the pressure generator 12 and the pressure modulating valve device 14, and a driver brake actuation device 16 which detects a driver's brake request and simulates a brake pressure for the driver when actuated.

[0023] The pressure generator 12, the pressure modulating valve device 14 and the electronic control device 13 are structurally and functionally combined to form an electrohydraulic brake control device 15. The electrohydraulic brake control device 15 can be arranged in the vehicle separately from the electrohydraulic actuator device 10 and is connected to the electrohydraulic actuator device 10 only via two hydraulic lines. Thus, the pressure outlet of the actuator device 10 is connected via a pressure line 17 to the pressure modulating valve device 14 with the interconnection of an isolation valve 80. The pressure generator 12 is supplied through a return line 18 connected to the pressure medium tank of the actuator device 10, and hydraulic fluid from the wheel brakes 19 is likewise dissipated through the return line 18 to the pressure medium tank of the actuator device 10.

[0024] Furthermore, the wheel brakes are separated into a first brake circuit I and a second brake circuit II by a circuit separation valve 81. Thus, with the actuator device 10 and the circuit separation valve 81 open, hydraulic pressure can be supplied to the two brake circuits I and II, or, by closing the circuit separation valve 81, hydraulic pressure is supplied only to the second brake circuit II by the actuator device 10. The same is possible with the pressure generator 12. When the circuit separation valve 81 is closed, this hydraulic fluid is sent only to the first brake circuit, and when the circuit separation valve 81 is open and the separation valve 80 is closed, the hydraulic fluid is sent to both brake circuits I and II. Simultaneous operation of the actuator device 10 and the pressure generator 12 is also possible, so that with the circuit separation valve 81 closed and the separation valve 80 open, the actuator device 10 sends hydraulic fluid to the second brake circuit II and the pressure generator 12 sends hydraulic fluid to the first brake circuit I. From a structural point of view, the isolation valve 80 and the circuit isolation valve 81 belong to the electrohydraulic brake control device 15 and are controlled by its electronic control device 13 .

[0025] A driver brake application device 16 detects the vehicle operator's braking request and transmits it electronically to the actuator device 10 or the electrohydraulic brake control device 15, which are then used to electrohydraulicly generate brake pressure at the wheel brakes 19.

[0026] A great advantage of the actuator device 10 is that it is designed to save weight and space. With its own electronics, the actuator device 10 can independently control its electric motor, detect the position of the electric motor and provide targeted hydraulic pressure. The housing of the actuator device 10 is made as small and light as possible. Furthermore, the actuator device 10 is reduced to only the components necessary for pressure generation, which also means, for example, that no electromagnetically switchable valves are arranged on or in the actuator device 10.

[0027] 5 shows a second exemplary electrohydraulic actuator device 10' in cross-section, which comprises a central carrier plate 75 on which the housing 20, the electric motor 50 and the electronic unit 60 are mounted and on which the transmission device 40 is arranged. In this example, the carrier plate 75 serves as a central receiver for the housing 20, the electric motor 50 and the electronic unit 60. The carrier plate 75 is made, for example, from die-cast aluminum. The piston device 30, the transmission device 40, the electric motor 50 and the electronic unit 60 do not substantially differ from the first embodiment of the actuator device, therefore see the above description.

[0028] An electric motor 50 is arranged on a first side of the carrier plate 75 and is sealed via a motor seal ring 46. A rotor shaft 54 ​​protrudes through an opening in the carrier plate 75 in the direction of the electronic unit 60. Furthermore, a housing 20 is arranged on the first side of the carrier plate 75, in particular via a flange 77, which is formed by the carrier plate 75 and into which the housing 20 is inserted.

[0029] The electronic unit 60 faces the electric motor 50 in the first housing part 61 and is mounted on a second side of the carrier plate 75 using a circumferential sealing ring 76. Furthermore, the transmission device 40 is arranged on the second side of the carrier plate 75, said transmission device being located substantially within the first housing part 61 of the electronic unit 60. In this embodiment, the second gear wheel 42 is received in the carrier plate 75 via a pin 69.

[0030] 6 shows the second exemplary electrohydraulic actuator device 10' in an exploded view, which makes it easier to distinguish the first receiving opening 78 for the housing 20 and the second receiving opening for the electric motor 50. The housing 20 is designed to be partially inserted into the flange 77 of the first receiving opening 78 of the carrier plate 75 and fixed by a screw connection at the rear side. The electric motor 50 is designed to be fixed with the carrier plate 75 in the region of the second receiving opening 79, likewise by a screw connection at the front side.

[0031] The electronic unit 60 is designed to be mounted on a carrier plate 75 at the rear side, to surround the transmission device 40 and to be fixed to the carrier plate 75 by a screw connection at the front side. The use of a central carrier plate 75 provides an easily accessible receiving device for the main components of the actuator device 10', to which said components can be fixed and interact with each other. The transmission device 40, surrounded by the electronic unit 60 and covered by the carrier plate 75, transmits the motor drive force to the piston device for pressure generation, while the electronic unit 60 on the opposite side takes over the control of the electric motor 50.

[0032] The deliberate omission of solenoid valves in the first and second exemplary actuator devices allows for a smaller housing for the piston device and therefore the use of new design options for the configuration of the motor and electronic unit. In this way, a compact, lightweight and independent actuator device for generating hydraulic pressure is created, with or without a carrier plate. [Explanation of symbols]

[0033] 10. Electro-hydraulic actuator device 10' Electro-hydraulic Actuator Device 11 Brake system 12 Pressure Generator 13 Electronic Control Devices 14 Pressure Modulating Valve Device 15 Electro-hydraulic brake control device 16 Driver brake actuation device 17 Pressure Line 18 Return Line 19 Wheel brake 20 Cylinder housing 21 Receiving flange 22 First receiving hole 23 Second receiving hole 24 Breather hole opening 25 Suction opening 26 Pressure outlet opening 27 Spindle Chamber 28 Pressure Chamber 29 Check valve 30 Piston Device 31 Threaded Nut 32 Threaded Spindle 33 Ball bearings 34 Power transmission components 35 Pressure Piston 36 Bearing bushing 37 First Bearing 38 Second Bearing 39 Third Bearing 40 Transmission Device 41 First Gear Wheel 42 Second Gear Wheel 43 Third Gear Wheel 44 Bushing 45 holes 46 Motor seal ring 47 First Seal Ring 48 Second Seal Ring 49 Spring elements 50 Electric Motor 51 first electric motor housing part 52 Stator 53 Rotor 54 rotor shaft 55 First rotor bearing 56 Second rotor bearing 57 First Housing Eye 58 Second electric motor housing part 59 Second Housing Eye 60 Electronic Unit 61 First housing part 62 Second housing part 63 Printed Circuit Board 64 Cooling Plate 65 Position Sensor 66 Electronic Connections 67 Housing seal ring 68 Housing connection part 69 pin 70 Pressure medium tank 71 Breather hole nozzle 72 Intake nozzle 73 Return Connection 75 Carrier Plate 76 Seal Ring 77 Flange 78 First receiving opening 79 Second receiving opening 80 Isolation valve I First brake circuit II Second brake circuit

Claims

1. An electrohydraulic actuator device (10, 10') for a motor vehicle brake system (11), comprising a cylinder housing (20) in which a pressure piston (35) is translationally displaced by a rotating threaded spindle (32) driven by a rotor shaft (54) of an electric motor (50) via a transmission device (40), said actuator device (10, 10') comprising an electronic unit (60).

2. 2. The electrohydraulic actuator device (10, 10') of claim 1, wherein the cylinder housing (20) and the electric motor (50) are arranged in the electronic unit (60).

3. 2. The electrohydraulic actuator device (10, 10') of claim 1, wherein the cylinder housing (20) and the electric motor (50) are arranged on a carrier plate (75), and the electronic unit (60) is arranged on the carrier plate (75) on an opposite side of the cylinder housing (20) and the electric motor (50).

4. 4. The electrohydraulic actuator device (10') of claim 3, wherein the carrier plate (75) includes a first receiving opening (78) to which the cylinder housing (20) is attached, and the carrier plate (75) includes a second receiving opening (79) to which the electric motor (50) is attached.

5. The electrohydraulic actuator device (10, 10') according to any one of the preceding claims, wherein the electronic unit (60) is aligned orthogonally to the cylinder housing (20) and the electric motor (50).

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

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

8. The actuator device (10, 10') according to any one of claims 1 to 7, wherein the transmission device (40) comprises a first gear wheel (41) mounted on the rotor shaft (54) and a further gear wheel (43) mounted on the threaded spindle (32), the first gear wheel and the further gear wheel (43) being operatively connected.

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

10. An actuator device (10, 10') according to any one of the preceding claims, wherein the threaded spindle (32) is aligned axially parallel to the rotor shaft (54).

11. An actuator device (10, 10') according to any one of the preceding claims, wherein the electronic unit (50) is designed to control the electric motor (50) and to sense the rotational position of the electric motor (50).

12. A braking system (11) for a motor vehicle, comprising an electrohydraulic actuator device (10, 10') according to any one of claims 1 to 11, a pressure generator (12), a pressure modulating valve device (14) for generating brake pressure per wheel in wheel brakes (19) of the braking system (11), an electronic control device (13) designed to control the pressure generator (12) and the pressure modulating valve device (14), and a driver brake actuation device (16).

13. 13. A brake system (11) according to claim 12, wherein the actuator device (10, 10') is hydraulically connected on the pressure side to the pressure modulating valve device (14) via a pressure line (17), in particular with an interconnection of an isolation valve (80), and the pressure generator (12) and the pressure modulating valve device (14) are hydraulically connected to a pressure medium tank (70) of the actuator device (10, 10') via a return line (18).

14. 14. The braking system (11) according to claim 13, wherein the actuator device (10, 10') is hydraulically connected to the pressure medium tank (70) via a breather hole opening (24), whereby pressure from the wheel brakes (19) is dissipated to the pressure medium tank (70) via the actuator device (10, 10').

15. The brake system (11) according to any one of claims 12 to 14, wherein the pressure generator (12), the pressure modulating valve device (14) and the electronic control device (13) are structurally combined to form an electrohydraulic brake control device (15), and the electrohydraulic brake control device (15) is structurally separated from the actuator device (10, 10').

16. The braking system (11) according to any one of claims 12 to 15, wherein the actuator device (10, 10') does not include an electromagnetically actuable change-over valve.

17. The braking system (11) according to any one of claims 12 to 16, wherein the driver brake actuation device (16) has no mechanical and / or hydraulic operational connection with the pressure modulating valve device (14).

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