Actuating device for a hydraulic actuating system

Abstract

To realize an extremely slender and short constitution unit.SOLUTION: A pressure supply device (11) for an actuating device for a hydraulic actuating system, in particular for a motor vehicle brake or an electrified clutch actuator, which is driven by a connection for an actuating element, in particular for an actuating element in the form of a brake pedal or a clutch actuating element, and an electromotive drive (M) in the form of a piston pump or a double-action piston pump, the drive (M) comprises a piston-cylinder unit, which can be actuated by means of an actuating mechanism and a pressure supply device for adjusting the piston of the piston pump or double-action piston pump via a conversion gear mechanism, a recirculating ball gear mechanism, and is hydraulically connected to a pressure medium reservoir (VB), and a control unit, wherein the axis (H) of the piston-cylinder unit and the axis of the pressure supply device are arranged parallel to one another.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The invention relates to an actuating device for hydraulic actuating systems, in particular for motor vehicle brake or electrified clutch actuators and gear actuators, according to the preamble of patent claim 1.

[0002] Prior art The integration of equipment, particularly in the engine or equipment compartment, is becoming increasingly problematic due to the tight integration space available in light of the many new systems being implemented by automotive OEMs. In some cases, ABS equipment, for example, is located behind the engine, particularly in front-wheel drive and transversely mounted engines. This results in the engine having to be removed when replacing the ABS equipment.

[0003] Therefore, there is a demand from OEMs to downsize existing equipment or to design new equipment as compactly as possible. In addition, there are right-hand drive and left-hand drive vehicles, and this means that it is desirable for the so-called packaging of brake equipment to be the same.

[0004] Many devices have electrical functions and sensors that often require multiple connectors, which makes assembly particularly tedious.

[0005] Furthermore, the demands for crash safety are increasing, which has the consequence that the installed length of the system in the equipment room should be as short and slim as possible, especially when the system is mounted on the front wall and adjacent equipment or controls are attached to this installed unit.

[0006] As is known, there is a strong trend in brake systems away from the so-called "three-box solutions" currently commonplace, in which the brake booster, ABS / ESP components, and vacuum pump form separate components that can be spatially separated, toward integrated "one-box solutions," in which all components, such as the pressure supply, hydraulic (valve) unit (HCU), control unit (ECU), and main cylinder, are integrated into one component. DE 10 2012 213 216 describes, for example, such a compact "one-box brake system." The main feature is that the axis of the electric motor is perpendicular to the longitudinal axis of the first cylinder-piston unit.

[0007] In the mid-1980s, Teves offered a semi-integrated solution with the Mark 2, but in a variant in which the axis of the electric motor with the pump was arranged parallel to the operating axis. It should be noted that, unlike the present invention, the motor, pressure supply, and ECU were not integrated into one housing unit. Here, the motor was mounted together with the pump and connected by tubing to the housing consisting of the valve block (HCU) and the cylinder-piston unit. The goal of an extremely slender and short unit had not yet been achieved.

[0008] DE 102011017436 describes a gear-driven motor target as a sensor for an electric drive motor. Here, the sensor element is arranged in a sensor module, which is connected to the system circuit board via a plug connection. Additionally, a redundant pedal stroke sensor and a sensor for monitoring the fill level in the brake fluid container are required.

[0009] In the brake system described in DE 10 2012 213 216, a first cylinder-piston assembly operated by the vehicle driver, a pressure supply device, and a valve device are arranged in the same housing, with the axis of the electric motor of the pressure supply device being approximately perpendicular to the longitudinal axis of the first cylinder-piston assembly. While this solution already achieves a certain degree of compactness, there is room for further improvement. In particular, DE 10 2012 213 216 is designed to accommodate the spatial boundary conditions of the circular contour of a conventional vacuum booster and does not take into account the overall packaging optimization within the vehicle. For optimal packaging, a rectangular configuration is preferable to a circular contour. There are also areas that need improvement, particularly with regard to adaptability to various installation situations, such as in the engine compartment, in particular for bulkhead-mounted electric brake boosters and for electric brake boosters with integrated ABS (so-called "front bolted" installations).

[0010] Further requirements include: -Short and slender structural form, - good accessibility for assembling hydraulic lines, especially brake lines to wheel brakes; - good accessibility for connectors, especially for connectors of the main line harness, and short cable lengths to the vehicle distributor box (central electric system); -Good air release (by pedal operation) not only in the final assembly state (vacuum state) but also during maintenance. - short power line lengths from the connector to the power section of the motor control; -Good cooling and heat dissipation of the power section (output stage, MOSFETs and drivers), -Reduction of noise from actuators and solenoid valves, and structure-borne noise transmission to bulkheads, -Short hole from THZ, pressure delay to HCU, There is.

[0011] Problem to be solved by the invention Therefore, the object of the present invention is to provide an actuating device for hydraulic components, in particular an actuating device for a motor vehicle brake, hydraulic clutch or gear actuator, which is as compact as possible and advantageous in terms of weight and cost, for example, and which is flexibly adapted to various vehicle or installation situations.

[0012] Solution to the problem The problem of the present invention is solved by an operating device having the features of patent claim 1.

[0013] The operating device according to the invention is advantageously compact, low-cost, lightweight and adaptable to various vehicle or installation situations. When used as an operating device for a vehicle brake, the operating device according to the invention advantageously meets the following requirements and has the following advantages: - A short and slender construction with an optimally accessible geometry for other components in the vehicle, thanks to a particularly rectangular basic shape and good connector positioning; -Highly symmetrical configuration for left-hand drive (LL) and right-hand drive (RL); - Good accessibility for the assembly of hydraulic and electrical connections; - Mounting to the vehicle's front bulkhead, either from the engine side (front bolted) or from the footwell side; - lowest possible cost and weight due to particularly short connection holes; -Modular structure for various expansion stages, e.g. autonomous driving; -High safety against errors; -Good air release; -Good cooling and heat dissipation from the PCB to the housing unit with high thermal capacity; -Reduced noise levels in the passenger compartment due to low structure-borne sound transmission; -Easy handling during assembly and de-airing; -Optimized configuration space for overall packaging of all components within the vehicle.

[0014] The present invention is preferably characterized in that the axis of the piston-cylinder unit and the axis of the piston pump or double-acting piston pump of the pressure supply device are arranged parallel to each other and spaced apart vertically, and that the piston-cylinder unit and the pressure supply unit are arranged in a first housing, and the drive is attached to the first housing and arranged below the axis of the piston-cylinder unit. A particularly sound-insulating intermediate housing or element may also be arranged between the drive and the first housing. If the actuating device is used in a vehicle to control the pressure of the vehicle's wheel brakes, the actuating device may be arranged in the engine compartment tilted by an angle φ of 5° to 30° relative to the vertical. This advantageous configuration of the actuating device in accordance with the present invention results in a particularly slim design, so that the actuating mechanism in accordance with the present invention can be very short and can be arranged in a space-saving manner, for example, in the engine compartment. This allows the actuating mechanism in accordance with the present invention to be advantageously used in both left-hand drive and right-hand drive vehicles.

[0015] In hydraulic systems with a small number of solenoid valves and pressure transducers (e.g., clutch actuators and gear actuators) or in configurations without a main brake cylinder (e.g., brake-by-wire hydraulic systems without a main brake cylinder, hydraulic systems with a small number of solenoid valves), the housing part (GH2) containing the solenoid valves and pressure transducers can also be arranged parallel to the first housing part containing the pressure supplier device and spaced apart vertically in order to achieve an extremely slim construction. The solenoid valves are then arranged perpendicular to the axis of the pressure supplier device so that they can be directly connected by being fitted onto the ECU, including the magnet coils of the solenoid valves. This also has the advantage that the motor's rotation angle transducers are spaced apart from the ECU by a small distance and can be more easily connected.

[0016] The valve device may be located in a separate second housing, or may be located together with the first housing or may be a component of the first housing.

[0017] The electrical connection between the circuit board of the open-loop / closed-loop control unit can be advantageously configured to be pluggable, so that when the open-loop / closed-loop control unit is mounted on the drive motor and valve device, the drive motor, the sensor system and the solenoid valve are directly contact-connected to the open-loop / closed-loop control unit, which advantageously avoids additional wiring steps.

[0018] Furthermore, the operating device according to the present invention may be configured so that most or all hydraulic components, particularly the solenoid valve, pressure piston, and main brake cylinder, are arranged in a single hydraulic block. The hydraulic block can be configured in one or two parts. In a two-part configuration, the first and second housings are preferably connected to each other by positive or force. A "hydraulic circuit board" can also be arranged between the two housings. The hydraulic circuit board enables or realizes the hydraulic connections, particularly of the hydraulic components, the valve, pressure supply, solenoid valve, and pressure transducer. This advantageously reduces the thickness of the valve plate and the number of connection holes and plugs. Additionally, good heat transfer between the two housings is advantageous.

[0019] An advantageous configuration of the invention is obtained when the pressure supply device and the piston-cylinder unit are arranged on one side of the valve device and the electronic open-loop / closed-loop control unit is arranged on the other side of the valve device. This sandwich-like assembly advantageously results in a compact and space-saving assembly, where the housing of the electronic open-loop / closed-loop control unit and the valve device has a width that is significantly smaller than its height and depth.

[0020] The above-described embodiment may be supplemented by a motor being arranged at the end of the arrangement consisting of the electronic open-loop / closed-loop control unit, the valve device, and the assembly of the pressure supply device and piston-cylinder unit arranged one above the other. Furthermore, a portion of the housing of the electronic open-loop / closed-loop control unit may be arranged above the valve device and / or the first housing. It is also advantageous in this case to arrange the reservoir above the piston-cylinder unit or above the aforementioned portion of the housing of the electronic open-loop / closed-loop control unit. To minimize the number of hydraulic communication lines that need to be provided, the reservoir may be designed so that a section of the reservoir extends downwards on the side of the first housing and has connections to the inlet and outlet passages of the housing.

[0021] In another possible embodiment, the valve device is preferably arranged above the axis of the piston-cylinder unit. This also results in a very compact and efficient arrangement of all components of the actuating device according to the invention. In this configuration, it is particularly advantageous if the electronic open-loop / closed-loop control unit has an L- or U-shaped cross section and abuts on two or three sides of the first housing. The U-shaped design of the electronic open-loop / closed-loop control unit is particularly advantageous in terms of extremely simple electrical connections between the components and good heat dissipation. The housing of the open-loop / closed-loop control unit then surrounds the first housing from below, and the two leg regions extending upward along the sides of the first housing extend upward to the valve device. This also allows for a direct connection between the valve device and the open-loop / closed-loop control unit. The solenoid valve's drive coil can thus be housed in the open-loop / closed-loop control unit, while the solenoid valve's armature and other hydraulic components can be housed in the valve device.

[0022] In the last-mentioned embodiment, the motor of the pressure supply unit can be directly adjacent to the electronic open-loop / closed-loop control unit or an intervening part can be disposed adjacent to the motor. In this case, the contact connection between the motor and the open-loop / closed-loop control unit is preferably realized by plug-in contacts, which form the electrical connection when the components are assembled. If a housing is disposed between the motor and the first housing or the open-loop / closed-loop control unit, this housing preferably consists of a sound-insulating material and / or exhibits sound-insulating properties. The sound-insulating properties can be based in particular on its mechanical properties and geometrical shape.

[0023] The parallel arrangement of the motor and piston-cylinder unit presupposes that the motor, pressure supply unit and their drive are short in terms of the overall length. This is possible, for example, with double-acting, stepped or unstepped pistons and with "hollow shaft motors" such as those described in DE 10 2008 063 772, in which the spindle together with the ball screw mechanism (also known as Kugelgewindetrieb, or KGT) is arranged in the rotor. The overall length is thus essentially determined only by the piston stroke and the ball screw mechanism nut, as shown further in FIG. 3.

[0024] In addition to the piston-cylinder unit, the first housing can also accommodate an intake valve and a stroke simulator for the piston unit. The connection to the storage container can also be realized within the first housing.

[0025] In the sense of the present invention, the valves may also be arranged in the second housing or in the first housing, depending on the system concept. In this case, solenoid valves and pressure transducers, among others, may be arranged in the second housing. Solenoid valves are required in hydraulic circuits, such as the brake circuit, for example, for ABS, for pressure control for pressure supply units, and for pressurizing various piston assemblies. Alternatively, solenoid valves may be used in the case of an electric brake booster to control and supply pressure to the HZ piston (main cylinder piston) and connect it.

[0026] The separation of the second housing unit has the advantage of shorter connection holes for the aforementioned elements from the first housing unit to the second housing unit, for example valves for pressure supply, being positioned opposite.

[0027] It is particularly advantageous if the housing in which the piston-cylinder unit, pressure supply unit, valves of the valve device, and open-loop and closed-loop control units are arranged together has a width of less than 70% of the height of the device. This results in a slim design that can be easily and space-savingly arranged in the engine compartment. Smaller spacing is also advantageous when, for example, electrohydraulic clutch actuator operating mechanisms and gear actuator operating mechanisms are located adjacent to the brake system. For this type of system arrangement, a particularly slender and rectangular design of the hydraulic block should be considered.

[0028] One particularly advantageous possible configuration of the aforementioned operating device is obtained when the housing, inside which the piston-cylinder unit, the pressure supply unit, the valve of the valve device and the open-loop / closed-loop control unit are arranged, together form a flat side wall, which is arranged, for example, facing, in particular parallel to, at least one electronic component of the vehicle, in particular the vehicle battery.

[0029] The reservoir can also be arranged completely upward, with a lateral connection leading directly to the suction inlet of the pressure supply. This eliminates or reduces the need for large holes in the housing. The reservoir can also extend partly upward and partly to the side along the piston-cylinder unit, the pressure supply unit, and the open-loop / closed-loop control unit. The reservoir can also have passages attached, in particular welded or injection-molded, or integrally molded, to it, which serve to connect it to the piston-cylinder unit, the pressure supply unit, and / or the valve device. This advantageously eliminates holes in one of the housings.

[0030] The open-loop / closed-loop control unit may then be arranged in a separate third housing unit, which is directly mounted on and coupled to the second housing, and the magnet coil functionally belongs to the second housing unit.

[0031] The first housing, which accommodates almost all of the pistons of the THZ, the piston and intake valve of the pressure supply unit, and also accommodates the stroke simulator, preferably has a mounting flange for mounting to the vehicle bulkhead and a pedal interface with a pedal sensor actuator. The first housing is preferably manufactured by die casting or continuous casting and is reworked to accommodate the piston guides of the pressure supply unit and the brake pedal unit's operating piston. If the bores need to be closed, closing caps must be crimped onto the respective ends.

[0032] The second housing, which in particular houses the valve device together with its solenoid valve, check valve, restrictor and pressure transducer, is preferably crimped or pressed from a material exhibiting high fluidity, such as aluminum, for mounting purposes, and may optionally house part of the pressure supply piston.

[0033] The first housing unit and the second housing unit may be constructed as one piece, or both housing parts may be joined together in a joining process, preferably before machining of the piston cylinder guide.

[0034] Advantageously, a sensor operating unit is housed in the first housing or the second housing or both housings, the sensor operating unit transmitting the pedal and rotor movement to a rotatable target (e.g., a magnet), and the sensor evaluation element is positioned directly on or connected to the system circuit board, thereby eliminating the need for additional lines, plug connectors, or circuit boards (PCBs) for receiving protection and evaluation circuits (e.g., Hall elements).

[0035] The electrical connection elements (connectors) to the vehicle electrical system are preferably arranged with a horizontal plug-in direction on the top side, in particular below the storage container. This position allows good access and allows for short line lengths to the vehicle electrical system for line harnesses with right-angled outlets. The plug-in direction can preferably be selected or set so that it is directed towards the outside of the vehicle and not towards the center of the vehicle.

[0036] The hydraulic connection lines to the wheel brakes are mounted on the end face as seen from the passenger compartment and are therefore easily accessible for left-hand drive LL and right-hand drive RL, and simple assembly tools are required.

[0037] Any leakage through the seal that may occur can be collected by the motor housing or leakage housing extended at the lower part and sensed via electrodes, in the latter case assuming that a level transducer in the brake fluid reservoir responds at a given leakage volume.

[0038] Good bleed-off of all hydraulic components (operated via the brake or clutch pedal) is important, especially for operation at fallback level, since poor bleed-off during normal operation is compensated for by the control of the pressure supply. Good bleed-off of the solenoid valves is also necessary for PWM operation, since this affects the damping of the armature movement. In addition, the outlets of the wheel brake line connections must be higher than the corresponding solenoid valves for wheel pressure control.

[0039] The location of the power section on the PCB, if implemented inconveniently, can act to increase costs, whereas positioning it right next to the connector and contact connection to the motor in the same area is advantageous.

[0040] The motor drive generates power losses in the power section (MOSFETs and drivers). Heat dissipation to the housing unit is advantageously and cost-effectively achieved. Since the duration of braking is relatively short, the large thermal capacity of the housing unit is sufficient to conduct and dissipate the heat.

[0041] During operation, the operation of the motor bearings, the KGT, and the solenoid valve generates structure-borne noise. For this reason, the motor is connected to a housing unit via a damped plastic housing. The housing unit is in turn connected to the bulkhead by a separate plastic flange. A further improvement is achieved if the flange is supported in a damped material (e.g., elastomer) in the adapter part to the bulkhead.

[0042] In order to significantly reduce, and in the best case completely avoid, the otherwise unavoidable spindle rocking and undesirable lateral forces on the piston of the pressure supply device, in the above-described embodiments, optionally, an elastic flexible rod may be arranged between the drive and the piston of the pressure supply unit.

[0043] Hereinafter, possible embodiments of the operating device according to the present invention will be described in detail with reference to the drawings. [Brief explanation of the drawings]

[0044] [Figure 1] FIG. 1 is a schematic block diagram of the most important elements. [Figure 1a] FIG. [Figure 2] FIG. 2 shows an alternative arrangement to FIG. 1. [Figure 2a] FIG. [Figure 2b] FIG. 10 shows an arrangement with sound insulation for the bulkhead. [Figure 3] 1 is a cross-sectional view including a motor, sensors, electrical connections, an HCU with a magnet coil and an ECU, and a pressure piston with an intake valve. [Figure 4] FIG. 10 is a perspective view of a possible assembly. [Figure 4a] FIG. 10 is a partial cross-sectional view of a guide plate of a housing portion. DETAILED DESCRIPTION OF THE INVENTION

[0045] 1 shows one possible embodiment of an actuating device according to the invention for use in a vehicle for supplying pressure to a vehicle brake system or to a clutch actuator and a gear actuator. In this embodiment, a motor M is arranged on a second horizontal axis H1 parallel to the axis H of the first cylinder-piston unit. A pedal plunger 26 acts on this axis H and can be connected to a brake pedal (not shown). In addition to the motor M, a piston 11 of the pressure supply device can also be arranged on the axis H1.

[0046] Also arranged on the main axis H are the pedal interface P1 and the main cylinder assembly 10 with pressure pistons for both brake circuits, typically an assembly according to THZ or EP 2015 / 068696. These, along with components of the pressure supply device, such as the piston-cylinder assembly 11, form part of the housing unit GH1. A motor M, which drives the pressure supply device 11, is flange-mounted in the first housing GH1. Positioned above or vertically are the valve device HCU with the end connections 15 leading to the wheel brakes and the reservoir VB. Arranged below is the open-loop / closed-loop control unit ECU with the connector 1, which is connected to the PCB 25 via the contacts KS.

[0047] 1a is a partial cross-sectional view XX of the operating device of FIG. 1. In this case, the open-loop / closed-loop control unit ECU, which is U-shaped in cross section, surrounds the housing unit GH1 from below, and the THZ piston 10 is arranged above the piston 11 of the pressure supply device. Above the first housing GH1, the valve device HCU is arranged, and the valve device HCU is arranged on both sides of the first housing GH1 along the vertical axis V. MV The solenoid valve MV has a contact K SP The open-loop / closed-loop control unit ECU is electrically connected to the circuit board PCB of the open-loop / closed-loop control unit ECU by a connector 1. The connector 1 may also be arranged on the side of the open-loop / closed-loop control unit ECU instead of on the end face. The above-mentioned features result in an extremely slender construction in which the open-loop / closed-loop control unit ECU, the pressure supply device 11, the piston-cylinder unit 10 and the valve device HCU are stacked vertically. In addition, this results in an extremely compact construction that allows good ventilation of all hydraulic components.

[0048] 2 shows an alternative assembly of the housing structure and main components with the axis H1 of the motor M and pressure supply 11 parallel to the actuation axis H, where the pedal plunger 26 acts on a pedal interface P1 which is coupled to at least one pressure piston and to a pedal stroke sensor actuation. The sensor will not be described in detail here; typically a Hall element is used.

[0049] The motor M is connected to the housing unit GH1 via an intermediate piece 14 made of a sound-insulating material by means of mounting screws 14a. The intermediate piece 14 reduces high-frequency vibrations of the motor M and the piston drive, e.g., the KGT. In this embodiment, the first housing unit GH1 has an L-shaped cross-section and is connected at one end to a flange 13. The flange 13 is attached to the front wall by means of screws 42.

[0050] The motor M, when driven, acts on the piston 11 of the pressure supply unit, preferably via the KGT. This piston solution, especially a double-acting piston, is advantageous in that it allows for particularly short construction lengths. By continuously pumping the medium volume through the forward and reverse strokes, the piston stroke can be kept small. It has two intake valves SV1 and SV2 connected to the reservoir VB for the forward and reverse strokes. With a single piston, only one intake valve is required. The end faces are provided with connections 15 for the wheel brake cylinders, making them optimally accessible. A connector 1 is arranged above the first housing GH1, which has a preferably lateral outlet 2 for the wiring harness. This allows for short wiring lengths to the vehicle electrical grid. In this embodiment, the reservoir VB extends partially above and to the side of the connector and along the rear face of the assembly. This allows the vehicle's electrical onboard grid box to be located in front of or behind the strut dome. The above is more clearly illustrated in Figure 2a, which shows the pedal plunger in the x direction.

[0051] FIG. 2a shows on the right side the first housing unit GH1, which accommodates the piston-cylinder unit 10 (axis H) and the piston 11 (axis H1) of the pressure supply unit.

[0052] Preferably, the piston-cylinder units 10 and 11 are arranged on a single vertical axis, with the stroke simulator WS and the switching valves SV1 and SV2 positioned as close as possible to the valve arrangement HCU, which primarily houses the solenoid valves MV and one or more pressure transducers. Depending on the system concept, approximately 10 to 25 solenoid valves MV are required in this embodiment for ABS / ESP pressure control and for controlling the pressure supply device 11, the piston-cylinder units 10, and the stroke simulator WS. In addition, check valves may be provided from the piston-cylinder units to the reservoir VB and the pressure transducers. With the assembly according to the present invention, only short bore lengths are required, for example, when the solenoid valves MV for the stroke simulator circuit are arranged next to the stroke simulator piston. This achieves low costs and flow resistance. An open-loop / closed-loop control unit ECU is flange-mounted next to the valve arrangement HCU. The circuit board PCB 25 of the open-loop / closed-loop control unit ECU is connected to the coil contacts K. SP 1 and 2. The motor M is connected to the solenoid valve coils via an electrical connection element 12. The motor M is likewise connected to the circuit board PCB by an electrical connection element 12. This assembly will be explained in more detail with reference to FIG.

[0053] As already mentioned, the sensors for pedal stroke, motor rotation, and hydraulic fluid level will not be described in detail here. The goal is for all sensor elements to be arranged on the system circuit board PCB 25, with the sensor targets located close to the system circuit board and with a small distance (<5 mm) from the system elements. The connector part with the contacts is preferably connected to the PCB in this embodiment via so-called press-fit contacts. In this embodiment, the connector 1 is mated laterally by a conventional mechanism. The connector 1 is particularly accessible at the location shown in Figures 2 and 2a. The reservoir VB has a cavity in the connector area 1. The connections of the hydraulic consumers, in particular the wheel brakes 15, can be arranged vertically one above the other or horizontally next to each other. In the case of a horizontal arrangement, connection holes should be provided in the first housing.

[0054] Both housing parts GH1 and GH2 can together form one housing or be formed separately.

[0055] The operating mechanism can be attached to the front wall of the vehicle by means of a housing flange 13. In this case, a so-called "front bolted" screw is used on the right side of the flange, which allows good access, while a "rear bolted" screw is available on the left side. For example, it is sufficient if only one screw is "front bolted", i.e. accessible from the front of the vehicle. This allows all assembly possibilities to be realized.

[0056] As is well known, any seal may leak and the leak must no longer leak to the outside, so in this embodiment, a leakage reservoir 50 can be formed on the underside of the first housing GH1, for example in combination with 14c.

[0057] The heat of the circuit board PCB and electronic components can be conducted and dissipated to the valve device HCU via the thermal conductor 26. The open-loop / closed-loop control unit ECU can be configured flat or at a right angle underneath if a larger circuit board area is required.

[0058] To assess the space savings, the outline of a small, vacuum-powered BKV has been drawn here. On the right side, additional volume is created for electrical equipment, such as the battery. This space savings is particularly important for right-hand drive vehicles, since the transversely mounted engine requires a lot of space in these cases.

[0059] A stroke simulator of the brake system with a piston and a spring can also be accommodated in the housing part GH1 or GH2, whereby the stroke simulator can be arranged axially parallel to the axis of the main cylinder or perpendicular to it.

[0060] In FIG. 2, dashed lines indicate the peripheral contour 52 of a two-chamber vacuum brake booster (e.g., a small vacuum booster with a diameter of 9 inches) together with the THZ section. The space savings possible with the assembly according to the invention are immediately apparent. Here, a structural length savings of approximately 50% is possible, and in the case of a small BKV, approximately 40%. In FIG. 2a, the peripheral contour of a small vacuum BKV, approximately 9 inches, is indicated by a circle 51. Here, the obvious structural space savings of the brake booster according to the invention, defined by the housing sections GH1 and GH2 together with the storage container VB, are apparent.

[0061] Figure 3 shows a cross-sectional view of the motor, drive, pressure supply device DK, valve device HCU and open-loop / closed-loop control unit ECU with their main components. This illustration is a mirror image of the illustration shown in Figure 2.

[0062] The motor housing 16 is connected to the first housing part GH1 via an intermediate piece 14, preferably made of a sound-insulating material, with centering possible via the extension 14b. The motor housing 16, intermediate piece 14, and ECU housing 35 are sealed together, for example, by a rectangular, hatched surface. This surface will not be described in detail. A four-point bearing 20 is press-fit into the motor housing 16. The four-point bearing 20 supports axial forces in both directions from the spindle 25 and rotor 22 and centers them. The rotor 22 is held in place via an axial retaining portion 29 and carries a typical rotor sheet metal 19 with magnets 20 in the stator area.

[0063] Furthermore, the rotor 22 is connected at its end to a bevel gear 28, which drives a second bevel gear 29 with a shaft 41 and a target 38. The target 38 acts on a sensor element 37, which evaluates the rotor rotation. In this case, the sensor element is mounted on the system circuit board (PCB), which is particularly cost-effective and robust against interference. As an alternative to this mechanical solution, a solution (not shown) can also be realized in which the rotor, instead of being connected to a conical wheel, is connected to a sleeve, which contains a magnet and thereby forms the target 38 for evaluating the rotation angle of the motor. In this case, the target magnetic field can be detected by correspondingly arranging a sensor element in the vicinity of the target (e.g., by plug connection to the ECU) or can be guided to a remote sensor element on the PCB via a flux-conducting element.

[0064] The bevel gear 29 is supported in a housing 40, which is connected to the motor housing 16. The gear 20 has radial play S in the housing to allow the flexible drive shaft 41 to deform accordingly and to eliminate backlash. R, the shaft is supported in a bearing bush 41 mounted in the intermediate piece 14. The shaft 41 is connected to the gear 29 in a rotation-tight manner, for example via a corresponding contour with a detent. A flexure rod BS is attached to the rotor 22 via a nut 23. The flexure rod BS is connected to the spindle 25 in a rotation-tight manner, for example by a weld 30. The spindle 25 acts on a KGT nut 26, which is connected to the piston 11 in a rotation-tight manner, for example via a thread 27. When the rotor 22 and the spindle 25 rotate, radial tolerances cause the spindle to wobble, which generates correspondingly high lateral forces on the piston. These lateral forces are suppressed by the seal D. K This is problematic for the sliding surfaces of the stator and bearings. The bending elasticity of the flexure rod BS reduces this lateral force to a small value. This principle is also applicable to the case of a stationary spindle and a rotating nut (not shown). In this embodiment, the piston is configured as a stepped piston, resulting in a short structural length during a small stroke. As the cross-sectional view shows, the structural length is calculated as stroke H1 + H2 = 2 × H1 + L of the KGT nut. Because the KGT nut is arranged in a hollow-shaft motor according to the applicant's DE 102008063772, the actual structural length of the motor, consisting of the stator and bearings, is not included in this structural length. The free space of the stroke component H1 is used for the winding lead frame 31. The lead frame 31 is connected to the winding wire. Additionally, as already explained, motor sensing units 28-29 can be housed here.

[0065] The pistons are fitted with three seals D to seal the corresponding pressure chambers. K In this specification, the seal D K The details of this will not be discussed in detail, nor will the optimal configuration of the intermediate member 14 and GH1 be discussed in detail.

[0066] The KGT nut with the piston requires a detent, which in this embodiment is attached at the end face. A corresponding part 33 with a square or polygonal profile is non-rotatably connected to the GH1 and supported by a sliding bushing 34. The sliding bushing 34 is non-rotatably connected to the piston. This sliding guide relies on the slight lubrication effect of the brake fluid. The piston drive may be implemented by a stationary spindle and a rotating KGT nut. On one side of the GH1, the intake valves SV1 and SV2 are housed and connected to corresponding connections leading to the reservoir VB. As indicated by the dashed and dotted lines, these may be arranged in a tubular element at the level of H2. On the opposite side, the GH2-HCU (valve unit) is located, which, as already explained, houses the MV and other valves along with the pressure transducer. The extremely short connection holes of the GH1 and GH2 are clearly visible above and below.

[0067] The housing part GH2 is connected to an ECU housing, which accommodates a circuit board PCB with components BE. M Also shown is a short electrical connection to the motor contact K M The power contacts of the connector 1 are arranged on the PCB near the motor control BE. The corresponding power losses are conducted from the PCB via a heat conductor to the valve block 56 of the HCU. The ECU housing 35 can be arranged parallel to and to the side of the motor. This assembly allows for an advantageously compact solution that takes into account many requirements and is therefore low-cost.

[0068] Figure 4, in a perspective view, particularly clearly shows the compactness of the assembly in the embodiment for an E-BKV (electric brake booster) in which the ABS / ESP unit is located in the equipment compartment. Therefore, 15a shows only two hydraulic connections for both brake circuits of the ABS / ESP unit, in contrast to the four hydraulic connections to the wheel circuits in the integrated version shown in Figures 2 and 2a. Since there are no major differences in the arrangement of the main components (motor with pressure supply corresponding to Figure 3, housing units GH1 and GH2, and ECU), both versions can be constructed and manufactured modularly. Only the components in the ECU, GH2, such as the number of solenoid valves and the configuration of the pressure supply piston GH3 with multiple intake valves, differ.

[0069] Connector 1c shows only the so-called male part that connects to the ECU. Storage vessel VB is connected to only one intake valve SV1. The second connection THZ to the main cylinder, provided in the housing flange, is one front bolted screw 42 for front mounting, and one to three other screws marked 42r are rear bolted.

[0070] FIG. 4a shows the arrangement of a hydraulic guide plate HLP50 between the screwed-together housing parts GH1 and GH2. The hydraulic guide plate HLP50 replaces the numerous holes in the valve block and the blind plugs at their outlets with corresponding passages. These are necessary, for example, to connect the hydraulic lines of the THZ, pressure supply, and solenoid valve. The HLP reduces the number, especially the length, of the valve block (GH2), resulting in a thinner valve block, which reduces weight. Lip seals D1 or rectangular seals can be used for sealing. Preferably, the lip seals D1 or rectangular seals are attached to the HLP by injection molding.

[0071] The present invention includes the following configurations.

[0072] Configuration 1. 1. An actuating device for a hydraulic actuating system, in particular an actuating device for a motor vehicle brake or electrified clutch actuator, comprising the following components: a connection for an operating mechanism, in particular in the form of a brake pedal or a clutch operating mechanism; a pressure supply device (11) in the form of a piston pump or a double-action piston pump, driven by an electric motor-type drive (M), which drives the pistons of the piston pump or double-action piston pump either directly or via a variable transmission, in particular a ball-circulating transmission; - a piston-cylinder unit (10, main cylinder) operable by said operating mechanism, said piston-cylinder unit (10, main cylinder) being hydraulically connected to a pressure medium reservoir (VB); -Electronic open-loop and closed-loop control unit (ECU) and In an operating device comprising: The axis (H) of the piston-cylinder unit (10, main cylinder) and the axis (H1) of the pressure supply device (11) are arranged parallel to each other. An operating device characterized by:

[0073] Configuration 2. 10. The operating device according to claim 1, characterized in that a valve device (HCU) having one or more valves is used to individually adjust the hydraulic pressure in the hydraulic circuits, in particular the hydraulic circuits for wheel brakes, at least one clutch, dual clutch or gear actuator, and to connect and disconnect the hydraulic circuits to the pressure supply device (11) and / or the piston-cylinder unit (10).

[0074] Configuration 3. 3. The operating device according to claim 2, characterized in that the valve device (HCU) is arranged in a second housing (GH2) or both in the first housing (GH1) or is a component of the first housing (GH1).

[0075] Configuration 4. (Figures 1 and 2) An operating device according to configuration 2 or 3, characterized in that the electrical connection between the open-loop / closed-loop control unit (ECU) and the circuit board (PCB) is configured to be pluggable, and when the open-loop / closed-loop control unit (ECU) is placed on the drive motor (M) and the valve device (HCU), the drive motor (M), the sensor system, and the solenoid valve are all directly contact-connected.

[0076] Configuration 5. 5. The actuating device according to any one of configurations 2 to 4, characterized in that all hydraulic components, in particular solenoid valves, pressure pistons and main brake cylinders, are arranged in one hydraulic block (GH1, GH2), and in the case of a two-part configuration, the first housing (GH1) and the second housing (GH2) are connected to each other in a form-locking or force-locking manner, so that good heat transfer occurs between the two housings (GH1, GH2).

[0077] Configuration 6. 6. The actuating device according to any one of configurations 2 to 5, characterized in that a hydraulic guide plate is arranged between the two housings (GH1, GH2), via which the hydraulic connections, in particular the hydraulic components, THZ, pressure supply, solenoid valve and pressure transducer, are made.

[0078] Configuration 7. 7. The operating device according to any one of configurations 2 to 6, characterized in that the pressure supply device (11) and the piston-cylinder unit (10, main cylinder) are arranged on one side of the valve device (HCU), and the electronic open-loop / closed-loop control unit (ECU) is arranged on the other side of the valve device (HCU), and the assembly of the electronic open-loop / closed-loop control unit (ECU), the valve device (HCU), the pressure supply device (11) and the piston-cylinder unit (10, main cylinder) arranged one on top of the other is arranged in a sandwich-like row and adjacent to each other.

[0079] Configuration 8. The operating device according to configuration 7, characterized in that the motor (M) is arranged on the end face side of an arrangement consisting of an electronic open-loop / closed-loop control unit (ECU), a valve device (HCU), a pressure supply device (11) and the assembly in which the piston-cylinder unit (10, main cylinder) is arranged in a superimposed manner.

[0080] Configuration 9. 9. An operating device according to any one of configurations 2 to 8, characterized in that a part (2) of the electronic open-loop / closed-loop control unit (ECU) is arranged above the valve device (HCU) and / or the first housing (GH1).

[0081] Configuration 10. 10. The operating device according to any one of configurations 1 to 9, characterized in that the reservoir (VB) is arranged or extends above the piston-cylinder unit (10, main cylinder) and / or above the part (2) of the electronic open-loop / closed-loop control unit (ECU).

[0082] Configuration 11. The operating device according to claim 10, characterized in that one area (VB1) of the storage container (VB) extends downwardly along the side of the first housing (GH1), and the area (VB1) has hydraulic connections that connect to the inlet and outlet passages of the housing (GH1).

[0083] Configuration 12. 12. The operating device according to any one of configurations 2 to 11, characterized in that the valve device (HCU) is arranged above the axis (H) of the piston-cylinder unit (10, main cylinder).

[0084] Configuration 13. The operating device according to configuration 1, 2 or 12, characterized in that the electronic open-loop / closed-loop control unit (ECU) is formed in an L-shape or a U-shape and abuts on two or three sides of the first housing (GH1).

[0085] Configuration 14. 14. An operating device according to any one of the preceding claims 11 to 13, characterized in that the motor (M) is adjacent to the electronic open-loop / closed-loop control unit (ECU) at the end and / or laterally.

[0086] Configuration 15. 15. The operating device according to any one of the preceding claims, characterized in that an intermediate housing (14) is arranged between the motor housing (16) and the first housing (GH1), the intermediate housing (14) being made of a particularly sound-insulating material and / or exhibiting sound-insulating properties, in particular due to its configuration.

[0087] Configuration 16. 16. The operating device according to any one of configurations 1 to 15, wherein the housing (GH1, HCU, ECU) of the operating device together have a generally rectangular shape in cross section, the plane of the cross section extending parallel to the plane of the bulkhead of the engine room.

[0088] Configuration 17. 17. The operating device according to any one of the preceding claims, characterized in that the first housing unit (GH1) is provided with a mounting flange together with an additional sound-insulating element for mounting the unit to the front wall of the vehicle.

[0089] Configuration 18. 18. An operating device according to any one of configurations 1 to 17, characterized in that at least the sensor evaluation elements, in particular the pedal stroke sensors, in particular all sensor evaluation elements, are arranged on a system circuit board (PCB) in the ECU or are connected to the system circuit board (PCB), and at least one sensor target, in particular a sensor target in the form of a magnet, is arranged at a small distance (<5 mm) from the sensor evaluation elements.

[0090] Configuration 19. 19. The operating device according to any one of configurations 1 to 18, characterized in that a sensor operating part is arranged in the first housing unit (GH1), the movement of the motor rotor is transmitted to a target (in particular a magnet) via a bevel gear drive, and the evaluation element of the sensor is arranged on a system circuit board (PCB) in the control unit (ECU).

[0091] Configuration 20. 20. The operating device according to any one of the preceding claims, characterized in that a connection element, in particular a connector (1), for connecting to the vehicle's onboard electrical grid is attached laterally or at an end face of the control unit (ECU), in particular partially below a projection of the control unit ECU and / or below the storage container (VB).

[0092] Composition 21. 21. The operating device according to any one of the preceding claims, characterized in that the connection element, in particular the connector (1), is or can be plugged into the control unit (ECU) in a horizontal plug-in direction and / or is a connector with a right-angled cable outlet, in particular the plug-in direction being selected or set to be directed towards the outside of the vehicle and not towards the centre of the vehicle.

[0093] Composition 22. 22. The actuating device according to any one of the preceding claims, characterized in that the connection (15) for the hydraulic circuit, in particular for the hydraulic line leading to the wheel brake, is arranged on an end face of the valve device (HCU) or of the second housing unit (GH2), in particular on the side of the actuating device facing away from the connection, in particular from the brake pedal.

[0094] Composition 23. 23. The operating device according to any one of the preceding aspects, wherein the hydraulic operating system is an electrified clutch actuator having a gear actuator.

[0095] Configuration 24. 24. The actuating device according to any one of the preceding claims, characterized in that the piston-cylinder unit (10, main cylinder) is hydraulically connected to a pressure medium reservoir (VB), the piston-cylinder unit (10, main cylinder) forms at least two pressure chambers, which are connected or connectable to a hydraulic circuit, in particular a brake circuit.

[0096] Composition 25. 25. The operating device according to any one of the preceding claims, characterized in that the axis (H) of the piston-cylinder unit (10, main cylinder) and the axis (H1) of the piston pump or double-action piston pump of the pressure supply device (11) are arranged parallel to each other and spaced apart from each other in the vertical direction.

[0097] Composition 26. 26. The operating device according to any one of configurations 1 to 25, characterized in that the piston-cylinder unit (10, main cylinder) and the pressure supply device (11) are arranged in a first housing (GH1), and the drive unit (M) is attached to the first housing (GH1) and is arranged below the axis (H) of the piston-cylinder unit (10).

[0098] Composition 27. 27. The operating device according to any one of the preceding claims, characterized in that the piston-cylinder unit (10) and the storage container (VB) are connected to each other by a connecting passage, which is formed by a pipe, in particular a tube, and not by a hole.

[0099] Composition 28. 28. The operating device of any one of configurations 1 to 27, wherein at least one screw that mounts the operating device in the engine compartment is a so-called "front bolt-on" screw that can be accessed or threaded from the front of the vehicle.

[0100] Composition 29. 29. The operating device according to any one of configurations 1 to 28, characterized in that the drive unit (M), in particular together with its housing, is adjacent to the open-loop / closed-loop control unit (ECU) without any intervening means, the motor and piston of the pressure supply device (11) are arranged coaxially, and in particular the valve device (HCU) is arranged between the pressure supply device (11, GH2) and the open-loop / closed-loop control unit (ECU).

[0101] Configuration 30. 30. The operating device according to any one of the preceding claims, wherein a rotatable spindle (25) is disposed within the rotor (22) of the motor (M) and is coupled to the rotor (22), the piston (11) is coupled to a spindle nut (26) and is positioned on a single axis together with the spindle (25), and the piston is formed as a single-action piston or a double-action piston.

[0102] Configuration 31. 31. The operating device according to any one of configurations 1 to 30, wherein the rotor (22) is supported on one side in the motor housing (16) by a bearing (20), preferably a four-point bearing.

[0103] Configuration 32. 32. The actuation device according to any one of the preceding aspects, characterized in that the spindle (25) is coupled to an elastic flexure rod (BS) in such a way that it does not transmit any radial movement of the rotor axis, in particular any movement in the form of a swing, to the spindle with the ball screw mechanism and the piston.

[0104] Configuration 33. 33. The operating device according to any one of the preceding aspects 1 to 32, characterized in that the piston is prevented from rotating within the pressure chamber, and the anti-rotation profile (33) is supported in a sliding bearing (34).

[0105] Configuration 34. 34. The operating device according to any one of the preceding claims, characterized in that the pressure supply device (11) is formed as a piston pump connected to the storage vessel (VB) via at least one valve (SV1 or SV2) or as a double-acting piston pump connected to the storage vessel (VB) via at least two valves (SV1 and SV2).

[0106] Configuration 35. 3. An operating device for hydraulic operating systems, in particular for motor vehicle brake or electrified clutch actuators and gear actuators, comprising the following components: a connection for an operating mechanism, in particular in the form of a brake pedal or a clutch operating mechanism, and a pressure supply device (11) in the form of a piston pump or a double-action piston pump, which is driven by an electric motor-type drive (M), the drive (M) driving the piston of the piston pump or double-action piston pump either directly or via a conversion transmission, in particular a recirculating ball transmission; or an operating device for an operating device according to any one of configurations 1 to 34, characterized in that an elastic deflection rod (BS) is arranged between the drive (M) with a recirculating ball transmission and the piston of the pressure supply device (11).

Claims

1. 1. An actuating device for a hydraulic actuating system, in particular for a motor vehicle brake or electrified clutch actuator, comprising the following components: a connection for an operating mechanism, in particular in the form of a brake pedal or a clutch operating mechanism; a pressure supply device (11) in the form of a piston pump or a double-action piston pump, driven by an electric motor-type drive (M), which drives the pistons of the piston pump or double-action piston pump either directly or via a variable transmission, in particular a ball-circulating transmission; a piston-cylinder unit (10, main cylinder) operable by said operating mechanism, said piston-cylinder unit (10, main cylinder) being hydraulically connected to a pressure medium reservoir (VB); an electronic open-loop / closed-loop control unit (ECU); In an operating device comprising: The axis (H) of the piston-cylinder unit (10, main cylinder) and the axis (H1) of the pressure supply device (11) are arranged parallel to each other. An operating device characterized by:

2. 2. The actuating device according to claim 1, characterized in that a valve unit (HCU) having one or more valves is used to individually adjust the hydraulic pressure in hydraulic circuits, in particular hydraulic circuits for wheel brakes, at least one clutch, dual clutch or gear actuator, and to connect and disconnect the hydraulic circuits to the pressure supply device (11) and / or the piston-cylinder unit (10).

3. 3. The operating device according to claim 2, characterized in that the valve device (HCU) is arranged in a second housing (GH2), or both are arranged in a first housing (GH1), or is a component of the first housing (GH1).

4. (Figures 1 and 2) An operating device as described in claim 2 or 3, characterized in that the electrical connection between the open-loop / closed-loop control unit (ECU) and the circuit board (PCB) is configured to be pluggable, and when the open-loop / closed-loop control unit (ECU) is mounted on the drive motor (M) and the valve device (HCU), the drive motor (M), the sensor system, and the solenoid valve are all directly contact-connected.

5. 5. The actuating device according to claim 2, wherein all hydraulic components, in particular solenoid valves, pressure pistons and main brake cylinders, are arranged in one hydraulic block (GH1, GH2), and in the case of a two-part design, the first housing (GH1) and the second housing (GH2) are connected to each other in a form-locking or force-locking manner, so that good heat transfer occurs between the two housings (GH1, GH2).

6. 6. The actuating device according to claim 2, wherein a hydraulic guide plate is arranged between the two housings (GH1, GH2), via which hydraulic connections are made, in particular between the hydraulic components, the THZ, the pressure supply, the solenoid valve and the pressure transducer.

7. 7. The operating device according to claim 2, wherein the pressure supply device (11) and the piston-cylinder unit (10, main cylinder) are arranged on one side of the valve device (HCU), and the electronic open-loop / closed-loop control unit (ECU) is arranged on the opposite side of the valve device (HCU), and the assembly of the electronic open-loop / closed-loop control unit (ECU), the valve device (HCU), the pressure supply device (11) and the piston-cylinder unit (10, main cylinder) arranged one on top of the other is arranged in a sandwich-like manner in a row and adjacent to each other.

8. 8. The operating device according to claim 7, characterized in that the motor (M) is arranged on the end face side of an arrangement consisting of an electronic open-loop / closed-loop control unit (ECU), a valve device (HCU), a pressure supply device (11) and the assembly in which the piston-cylinder unit (10, main cylinder) is arranged one on top of the other.

9. 9. The actuating device according to claim 2, wherein a part (2) of the electronic open-loop / closed-loop control unit (ECU) is arranged above the valve device (HCU) and / or the first housing (GH1).

10. 10. The actuating device according to claim 1, wherein the reservoir (VB) is arranged or extends above the piston-cylinder unit (10, main cylinder) and / or above the part (2) of the electronic open-loop / closed-loop control unit (ECU).

11. 11. The operating device according to claim 10, characterized in that one area (VB1) of the storage container (VB) extends downwardly on the side of the first housing (GH1), and the area (VB1) has hydraulic connections connecting to the inlet and outlet passages of the housing (GH1).

12. The operating device according to any one of claims 2 to 11, characterized in that the valve device (HCU) is arranged above the axis (H) of the piston-cylinder unit (10, main cylinder).

13. 13. The operating device according to claim 1, 2 or 12, characterized in that the electronic open-loop / closed-loop control unit (ECU) is formed in an L-shape or a U-shape and abuts on two or three sides of the first housing (GH1).

14. 14. The actuation device according to claim 11, wherein the motor (M) is end- and / or laterally adjacent to the electronic open-loop / closed-loop control unit (ECU).

15. 15. The operating device according to claim 1, wherein an intermediate housing (14) is arranged between the motor housing (16) and the first housing (GH1), the intermediate housing (14) being made of a particularly sound-insulating material and / or exhibiting sound-insulating properties, particularly due to its configuration.

16. 16. An operating device according to claim 1, wherein the housing (GH1, HCU, ECU) of the operating device together have a substantially rectangular shape when viewed in cross section, the plane of the cross section extending parallel to the plane of a bulkhead of the engine room.

17. 17. An operating device according to any one of claims 1 to 16, characterized in that the first housing unit (GH1) is provided with a mounting flange together with an additional sound-insulating element for mounting the unit on the front wall of the vehicle.

18. 18. An operating device according to claim 1, characterized in that at least the sensor evaluation element, in particular the pedal stroke sensor, in particular all the sensor evaluation elements, are arranged on a system circuit board (PCB) in the ECU or are connected to the system circuit board (PCB), and at least one sensor target, in particular a sensor target in the form of a magnet, is arranged at a small distance (<5 mm) from the sensor evaluation element.

19. 19. The operating device according to claim 1, wherein a sensor operating part is arranged in the first housing unit (GH1), the movement of the motor rotor is transmitted to a target (in particular a magnet) via a bevel gear drive, and the evaluation element of the sensor is arranged on a system circuit board (PCB) in the control unit (ECU).

20. 20. The actuating device according to claim 1, wherein a connecting element, in particular a connector (1), for connecting to the vehicle's on-board electrical grid is attached laterally or at an end face of the control unit (ECU), in particular partially below a projection of the control unit (ECU) and / or below the storage container (VB).

21. 21. The operating device according to claim 1, wherein the connecting element, in particular the connector (1), is or can be inserted into the control unit (ECU) in a horizontal insertion direction and / or is a connector with a right-angled cable outlet, in particular the insertion direction being selected or set so as to be directed towards the outside of the vehicle and not towards the center of the vehicle.

22. 22. The actuating device according to claim 1, wherein the connection (15) for the hydraulic circuit, in particular for the hydraulic line leading to the wheel brake, is arranged on an end face of the valve unit (HCU) or the second housing unit (GH2), in particular on the side of the actuating device facing away from the connection, in particular from the brake pedal.

23. 23. An operating device according to any one of claims 1 to 22, characterized in that the hydraulic operating system is an electrified clutch actuator with a gear actuator.

24. 24. The actuating device according to claim 1, wherein the piston-cylinder unit (10, main cylinder) is hydraulically connected to a pressure medium reservoir (VB), the piston-cylinder unit (10, main cylinder) forms at least two pressure chambers, which are connected or can be connected to a hydraulic circuit, in particular a brake circuit.

25. 25. The operating device according to claim 1, wherein the axis (H) of the piston-cylinder unit (10, main cylinder) and the axis (H1) of the piston pump or double-action piston pump of the pressure supply device (11) are arranged parallel to each other and spaced apart from each other in the vertical direction.

26. The operating device according to any one of claims 1 to 25, characterized in that the piston-cylinder unit (10, main cylinder) and the pressure supply device (11) are arranged in a first housing (GH1), and the drive unit (M) is attached to the first housing (GH1) and is arranged below the axis (H) of the piston-cylinder unit (10).

27. 27. The operating device according to claim 1, wherein the piston-cylinder unit (10) and the storage container (VB) are connected to each other by a connecting passage, which is formed by a pipe, in particular a tube, and not by a hole.

28. 28. An operating device according to any one of claims 1 to 27, characterized in that at least one screw that mounts the operating device in the engine compartment is a so-called "front bolt-on" screw that is accessible or can be screwed in from the front of the vehicle.

29. 29. The operating device according to claim 1, wherein the drive (M), in particular together with its housing, is adjacent to the open-loop / closed-loop control unit (ECU) without any intervening means, the motor and piston of the pressure supply device (11) are arranged coaxially, and in particular the valve device (HCU) is arranged between the pressure supply device (11, GH2) and the open-loop / closed-loop control unit (ECU).

30. 30. The operating device according to claim 1, wherein a rotatable spindle (25) is arranged in the rotor (22) of the motor (M) and is connected to the rotor (22), the piston (11) is connected to a spindle nut (26) and is located on a single axis together with the spindle (25), and the piston is formed as a single- or double-acting piston.

31. 31. An operating device according to any one of claims 1 to 30, characterized in that the rotor (22) is supported on one side in the motor housing (16) by a bearing (20), preferably a four-point bearing.

32. 32. The actuation device according to claim 1, wherein the spindle (25) is connected to an elastic flexure rod (BS) so as not to transmit any radial movement of the rotor axis, in particular any movement in the form of a swing, to the spindle with the ball screw mechanism and the piston.

33. 33. The actuating device according to claim 1, wherein the piston is prevented from rotating in the pressure chamber, and the anti-rotation profile (33) is supported in a sliding bearing (34).

34. 34. The actuating device according to claim 1, wherein the pressure supply device (11) is configured as a piston pump connected to the storage container (VB) via at least one valve (SV1 or SV2) or as a double-acting piston pump connected to the storage container (VB) via at least two valves (SV1 and SV2).

35. 35. An actuating device for hydraulic actuating systems, in particular for motor vehicle brake or electrified clutch actuators and gear actuators, comprising the following components: a connection for an actuating mechanism, in particular in the form of a brake pedal or a clutch actuating mechanism; and a pressure supply device (11) in the form of a piston pump or a double-action piston pump, which is driven by an electric motor-type drive (M), the drive (M) driving the piston of the piston pump or double-action piston pump either directly or via a conversion transmission, in particular a recirculating ball transmission; or an actuating device for an actuating device according to any one of claims 1 to 34, characterized in that an elastic deflection rod (BS) is arranged between the drive (M) with recirculating ball transmission and the piston of the pressure supply device (11).

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