Packaging for brake systems

Abstract

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

Description

[Technical Field]

[0001] The present invention relates to an operating system having the features of the premise of claim 1. [Background technology]

[0002] The packaging, or structural volume, of a brake system is extremely important. Especially for SAD (semi-automatic) and FAD (fully automatic) systems, numerous variations must be considered, from Level 2 with a tandem master brake cylinder (THZ) or a single master brake cylinder (HZ) to Level 5 without a THZ or HZ. In particular, concepts 3-5 with two pressure supply units or pressure supply devices (DV) present implementation challenges in terms of small structural volume packaging. Examples of packaging are known from European Patent Application Publication No. 2744691, where the pressure supply unit (DV) is positioned perpendicular to the axis of the master brake cylinder (HZ), and German Patent Application Publication No. 20160321161604, where the pressure supply device is positioned parallel to the axis of the master brake cylinder (HZ); these examples require a reduced structural width. The redundant pressure supply units enable systems with only one master brake cylinder. This is because the possibility of failure in the two pressure supply devices is extremely low, and is practically limited to failures of the onboard electrical system. Such a system is described in German Patent Application Publication No. 102017222450. Here, the master brake cylinder HZ still allows for emergency driving with brakes, for example, on a towing vehicle.

[0003] German Patent Application Publication No. 102016105232 already discloses a packaging with a small structural volume, in which an integrated redundant pressure supply unit consisting of at least one pressure supply device is combined in one module with a valve, particularly a solenoid valve, at least one open-loop and closed-loop electronic control unit, at least one reservoir and a master brake cylinder, which are combined with a hydraulic unit.

Summary of the Invention

Problems to be Solved by the Invention

[0004] An object of the present invention is to provide modular packaging for various systems having a small structural volume.

Means for Solving the Problems

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

[0006] There is proposed a packaging having a small structural volume, comprising an integrated redundant pressure supply unit DV composed of at least one pressure supply device, a valve combined with a hydraulic unit, in particular an electromagnetic valve, at least one electronic control unit of open-loop and closed-loop type, at least one reservoir, a single master brake cylinder having a piston, a pedal stroke sensor and a stroke simulator. The present invention provides various variants of a modular operating system for a brake system with as many identical components as possible for manufacturing and assembly.

[0007] Variants possible according to the present invention are preferably Variant a: A two-box solution having two modules, wherein the first module comprises a pressure supply device (DV1), a master brake cylinder (HZ) having a stroke simulator (WS), a valve device (HCU), an open-loop and closed-loop control unit (ECU), and a reservoir (VB), and the second module comprises ESP or ABS. Variant b: A one-box solution having only one module, the module comprising at least one pressure supply device (DV1, DV2), a valve device (HCU), an open-loop and a closed-loop control unit (ECU), and a reservoir (VB). Variant c: A one-box solution having only one module with a pressure supply device, at least one pressure supply device being redundantly configured, i.e., having, for example, a dual-mounted electrical system connection or redundant phase windings, and the valve device (HCU), the open-loop and closed-loop control unit (ECU), and the reservoir (VB) also being included in the same module. Variant d: The same module as variant c, but the open-loop and closed-loop control units are configured to be fully or partially redundant. Variant e: A two-box solution having two modules, the first module comprising a pressure supply device (DV1, DV2), a valve device (HCU), an open-loop and a closed-loop control unit (ECU), and a reservoir (VB), the open-loop and closed-loop control unit (ECU) being configured to be fully or partially redundant, and the second module comprising a master brake cylinder (HZ) having a selective stroke simulator (WS). Variant f: The first module is the same as in variant e, but in the second module, instead of the master brake cylinder, only an electronic brake pedal having a stroke simulator WS or a brake switch for level V is arranged. That is.

[0008] The housings described below are advantageously used in the present invention. These housings form sub-assemblies, and these sub-assemblies form a complete unit for incorporation into a vehicle when assembled: Housing A: comprises, for example, a valve unit (HCU) for pressure supply devices DV1, DV2 having a valve (V), a solenoid valve (MV), and one or more pressure transducers (DG). Housing B: comprises open-loop and closed-loop control unit ECUs with no redundancy having a main plug connector to the onboard electrical system, or open-loop and closed-loop control unit ECUs with partial or full redundancy having two plug connectors to the onboard electrical system. Housing C: for the master brake cylinder HZ having a pedal stroke sensor and a miniature sensor ECU, and for the reservoir VB in variant form e. The master brake cylinder HZ also includes a pedal interface (PI) to the brake pedal and a stroke simulator having a piston and spring.

[0009] Housing A (HCU) is preferably manufactured from an extruded part that is highly suitable for fastening and assembly using caulking technology. Here, the pressure supply unit DV1, which has a piston drive and a ball screw transmission KGT, will be integrated with the motor, as will the pressure supply unit DV2, which has a small piston pump of the ABS / ESP, and also valves and solenoid valves. Here, the pressure supply unit DV1 is positioned parallel to the axis of, for example, the master brake cylinder (HZ), and the piston pump of the pressure supply unit DV2 is positioned perpendicular to the pressure supply unit DV1. Apart from the pressure supply unit DV1, the pressure supply unit DV2 corresponds to the proven technology of the ABS / ESP and is therefore small in structural volume and inexpensive. Alternatively, a gear or vane pump with a continuous feeding action may be used. The interface to the open-loop and closed-loop control unit ECU is also the same as that of the ABS / ESP. A master brake cylinder HZ (housing C) having all of the above-described components may be screw-fastened to housing A, which applies to all variants except variants e and f. Here, housing C is mounted to the bulkhead as a separate subassembly from the unit, and the hydraulic line from the master brake cylinder HZ is connected to housing A. In variants a and d, the reservoir VB is located within housing A, along with two connections to the brake circuit or an additional connection to the pressure supply unit DV. The float in reservoir VB has a target with connections to sensor elements in open-loop and closed-loop control unit ECUs. The motor may be connected to housing A, preferably via an intermediate housing, preferably made of plastic. Sensors necessary for rectifying the position of the motor and piston may be mounted on the motor housing on the side opposite the piston along the motor axis and connected to open-loop and closed-loop control unit ECUs, where the sensors are located in an additional housing relative to the ECUs. As redundancy for the electrical connections of the magnetic coil of the solenoid valve, a small additional circuit board on the main circuit board PCB may be used for the second connection of the magnetic coil.Furthermore, housing A may be divided into housing A1 for a pressure supply unit DV2 having a small pump and valve MV, as well as a pressure transducer DG and other components, and housing A2 for a pressure supply unit DV1 having a motor and housing, a piston having a ball screw transmission KGT, and a valve having a connection to reservoir VB.

[0010] The illustrated packaging meets the requirements for a modular system and small structural volume, and is also very inexpensive in terms of cost and weight.

[0011] By providing a special sensor housing, it becomes possible to easily compensate for manufacturing tolerances related to the housing of the unit according to the present invention, thereby ensuring that the motor sensor is reliably positioned in the intended location.

[0012] Furthermore, the special design of the reservoir allows the filler neck or filler opening to be positioned, advantageously, adjacent to or in front of the front side of the housing of the electronic control unit or actuator, thereby making it easily accessible. The connection of the front filler neck, which passes laterally through the housing of the electronic control unit and continues to the rear side of the housing of the control unit, allows the reservoir itself to be conveniently positioned behind the control unit. The lateral or central region of the reservoir may be advantageously designed to be narrower, thereby ensuring that the actuator is no wider or only slightly wider than in the case of a conventional reservoir.

[0013] Various deformation forms will be examined in detail below based on the drawings. [Brief explanation of the drawing]

[0014] [Figure 1] This is a side view of an integrated unit according to the present invention, which includes housings A, B, and C, a reservoir VB, and a pedal interface (PI). [Figure 2] This diagram shows a cross-section passing through the HCU and ECU, viewed from the front V. [Figure 3] This figure shows a cross-section passing through the master brake cylinder HZ, the stroke simulator WS, and PI. [Figure 4] This is a diagram showing the pedal stroke sensor. [Figure 5] This diagram shows a system without a master cylinder, but with a separate configuration of so-called electric pedals. [Figure 6] This is a cross-sectional view through the motor housing, electronic control unit, and sensor housing. [Figure 7] This diagram shows a general space-saving configuration for the reservoir. [Figure 7a] This figure shows the reservoir of Figure 7, schematically illustrating the housing for the electronic control unit and the housing for the valve gear. [Figure 8] This figure shows the unit according to the present invention shown in Figure 1, together with the reservoir shown in Figure 7. [Figure 9] This diagram shows the unit in Figure 8 as seen from the front. [Modes for carrying out the invention]

[0015] Figure 1 is a side view of housing A of an integrated unit having a valve device HCU, which houses the components a solenoid valve MV, a pressure transducer DG, pistons for pressure supply devices DV1 and DV2, and the mounting parts for the motors of pressure supply devices DV1 and DV2. Alternatively, as already mentioned, this housing may be divided into housings A1 and A2. Components such as the valve, solenoid valve MV, and pressure transducer DG are preferably fixed to an extruded or continuously extruded block 24, for example, the solenoid valve MV is preferably fixed by caulking or clinching, including its sealing. In an alternative configuration, as described above, housing A1 would house the subblock 24. Housing A2 may be, for example, a die-cast portion without components to be caulked. The lower portion shows a piston 8 of a pressure supply unit DV1 having a return spring and a housing cover 7, which is preferably driven by a motor 2, for example, a spindle and ball screw drive KGT (not shown). In the case of housing A, the motor 2 is screw-fastened to the HCU block 24 via an intermediate housing 3 by fixing screws. In the case of housing A2, the motor is mounted without an intermediate housing. The reservoir VB is connected to brake circuits 1 and 2 by two connectors 9a and 9b. An extension of 9c, a suction valve SV for the pressure supply unit DV is located in the housing.

[0016] On the opposite side, a sensor housing 3 having a rotation angle sensor is connected to both the motor 2 and the ECU 18 via a preferably flexible circuit board (not shown) having an intermediate housing. A plug connector is mounted on the upper side of the ECU in the open-loop and closed-loop control units, and this plug connector is mounted twice in the case of a redundant ECU. In a variant having a separate master brake cylinder HZ, a corresponding connection line to the master brake cylinder HZ is provided on 11. The reservoir VB conventionally includes a level sensor (NS) with a float, and the target together with the sensor element is located in the open-loop and closed-loop control unit ECU, which is preferably a redundant configuration in the case of levels 4 and 5. In the fully integrated version, the master brake cylinder HZ is located behind the valve device block HCU, and this master brake cylinder is screwed to the HCU block 24 by fixing screws 13.

[0017] Figure 4 shows further details. The master brake cylinder HZ conventionally has a flange 12, which is for fastening to the bulkhead (shown by the dashed line) by corresponding screws 14. In variants without the master brake cylinder HZ, a simple flange may be used for fastening to the assembly or engine compartment. Here, the unit should be tilted approximately 15°, similar to the bulkhead, to improve ventilation. The pedal interface PI and pedal plunger 1 are connected to the master brake cylinder HZ. The connection of the valve unit HCU to the wheel brake RB may be realized on the motor side or the front side.

[0018] Here, the axis of pressure supply device DV1 is parallel to the axis of the master brake cylinder (HZ) or approximately perpendicular to the flange, and the axis of pressure supply device DV2 is perpendicular to the axis of pressure supply device DV1. The axis a of the piston of pressure supply device DV2. DV2 The axis a of the pressure supply device DV1 DV1It may be parallel to and offset by an angle α in the rotational direction, which advantageously shortens the structural length. As a further alternative to the arrangement described in DV2, a parallel to the vertical axis DV2 The following arrangement may be used. In this case, different entry points for the lower plug must be provided, for example, on the opposite side of the open-loop and closed-loop control unit (ECU).

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

[0020] The motor of the pressure supply unit DV2 operates in conjunction with, for example, the eccentric part of a piston pump, as in the case of ABS / ESP. As is known, the structural space for this is very small. Alternatively, the motor may drive a gear pump with a short structure. On the left side is an ECU housed in a housing 18 with a main circuit board PCB 23, which is connected to a plug connector St located at the top.

[0021] The solenoid valve (MV) coil is connected to the circuit board PCB23 conventionally via a connecting web 21 and press-fit contacts. The connection of the connecting web 21 to the coil wire is considered fail-safe for automated production under process control, but this does not necessarily apply to the contact to the PCB. The solenoid valve MV has important functions, particularly at levels 4 and 5, and should be designed to have redundant control of the drive unit 20 / 20r, which also has an isolation switch. The contact to the circuit board PCB may also be redundant, with a second contact on the connecting web 21, which is connected to a miniature circuit board PCB22 having a second drive unit.

[0022] For cost reasons, it is advantageous to provide a single-element circuit board PCB. In the event of moisture intrusion, the circuit board PCB may be isolated by a web with a sealing portion within the housing of the open-loop and closed-loop control unit ECUs, which have two redundant circuits. Cracks that may occur in the conductor tracks are also advantageously compensated for and eliminated by the redundancy. The remaining electronic connections, including the electrical connection 15 between the motor 26 and the circuit board PCB 23, the electronic connection 16 between the motor 2 and the motor electrical connection of the pressure supply unit DV1, and the electronic connection between the motor 2 and the rotation angle sensor 6, are also important. An advantage of the parallel arrangement of the pressure supply unit DV1 is that the length of the electrical connections is short.

[0023] Figure 3 shows a master brake cylinder HZ with a housing, which incorporates a master brake cylinder (HZ) piston 33, a stroke sensor (WS) piston with a spring for applying a force in the opposite direction, and a pedal feature section. A stroke simulator piston may also be housed in block A or housing A. This piston similarly has a redundant sealing section 45 to the inside, together with a throttle Dr. If a failure occurs in the sealing section 45, this failure is identified by the leakage flow and therefore irrelevant. The failure of the first sealing section can be diagnosed by this throttle Dr with a small leakage flow. The stroke simulator piston is supported by a flange 12 and therefore does not require a separate closing component. The master brake cylinder (HZ) piston 23 with a return spring 50 is positioned parallel to the stroke simulator piston. This piston may be guided by a low-friction sliding ring 48, in which case the sealing function of the piston is also impaired to a lesser degree. Preferably, a separate support portion 49 supported by the flange and a retaining ring 28 are used for the sliding ring and sealing portion, and a retaining ring 28 is used for the piston 23. The force stroke sensor KWS30 may be positioned on the piston of the master brake cylinder (HZ) to diagnose the stroke simulator WS. Sensor rods 31 and 31a are connected to the piston 23 and the pedal plunger. These rods are connected to the piston and the pedal plunger, respectively, by retaining couplings 32-34. The coupling consists of a ball 34 with a spring 33 in a housing 22. This prevents the pedal plunger from being blocked if one of the sensor rods becomes immobile.

[0024] Figure 4 shows the configuration of two possible alternative embodiments of the pedal stroke sensor. A first variant, having a toothed rack 38, a toothed gear 37, a drive shaft 36 for a target 35, and a sensor element 34 on a PCB 23, has already been described in German Patent Application Publication No. 102015104246. This version requires little installation space and is inexpensive. In the lower variant, a guide portion 39 is pushed into the sensor rod, for example by a pin. This guide portion 39 is guided in the upper part of the guide strip 40 such that the angular rotation acting on the target 41 is small. This target acts on an inductive sensor 42 having an evaluation circuit, which is connected to the main PCB 23 and located within the ECU housing 14.

[0025] For the above-mentioned modified forms a to f, the following components may, advantageously, be of the same design. Pressure supply device DV1: For all modification forms a-f Pressure supply device DV2: For all variants with redundant pressure supply units. HCU / ECU: For two variant configurations without redundant pressure supply units. The master brake cylinder HZ and stroke sensor WS are separate from and integrated with the pedal sensor, and are used for five of the six variants, excluding variant f which lacks a master brake cylinder. The master brake cylinder HZ is separate but has an additional reservoir VB. Solenoid valve MV: For all transformation forms. Motor sensor: For all transformation modes.

[0026] Aside from the electric pedals corresponding to system f, all components are modular. Thus, manufacturers and users have a modular system (OEM) that is particularly excellent for minimizing costs.

[0027] Figure 5 shows pressure supply devices DV1 and DV2 with valve devices. Here, an electric brake pedal, so-called electric pedal, a stroke simulator (WS) pedal stroke sensor, a small sensor ECU, and a force stroke sensor KWS are combined into a single unit without a hydraulically operated master brake cylinder HZ. This is advantageous when the installation volume in the engine compartment is small or when noise requirements are stringent. Instead of a master brake cylinder HZ with a reservoir VB (not shown in Figure 5), a pedal-operated device with a stroke simulator WS, so-called electric pedal, may be used. The signal from the pedal stroke sensor is processed in the sensor ECU and supplied to the central ECU. For level 5, a brake switch may be used instead of the electric pedal.

[0028] The unit described above has a reservoir VB with two circuits, each having a float and a level sensor NS, and these circuits may be integrated into a central open-loop and closed-loop control unit ECU. The level sensor NS should also be configured redundantly to continuously measure the level, so that volume loss due to leakage can be detected quickly. In this case, the connection to the master brake cylinder HZ is omitted, and consequently, the backup level to the master brake cylinder HZ in case of failure of both the pressure supply devices DV1 and DV2 and / or the onboard electrical system is also omitted, so valves BP1 and BP2 are preferably designed to close when the power is cut off.

[0029] One important component of the electric drive system is the motor sensor 34 for the electronic rectification and control of the piston position. The motor may be combined with different types of drive systems, such as a transmission, a trapezoidal or spindle 57 with a ball screw drive system 58, as shown in Figure 6.

[0030] Different types of sensors may be used, such as segment sensors having inductive or magnetic field-sensitive sensors, or other sensors positioned along the axis of the motor or transmission. These sensors are particularly simple in structure and consist of a sensor target, for example, in the form of a two-pole or multi-pole magnet, and a magnetic field-sensitive sensor element, for example, in the form of a Hall sensor or GMR sensor. The sensor element 34 is electrically connected to an electronic control unit (ECU), which is either directly attached to the motor or attached to the motor via an intermediate housing. The sensor element 34 is preferably housed in a sensor housing consisting of an outer housing portion 52 and an inner housing portion 52a, both of which house, in particular, a circuit board 22, on which the sensor element 34 may be positioned.

[0031] According to the present invention, the elastic portion 61 is intended to accommodate various assembly tolerances between the housing 18 of the electronic control unit ECU, the motor housing 62, possibly an intermediate housing (not shown), and the sensor housing 52 / 52a. In extreme cases, it is necessary to compensate for tolerances in all three directions x, y, and z. According to the present invention, this is achieved by a corresponding structure and the fixing of the sensor housing to the housing 18 of the electronic control unit ECU and the motor housing. Here, the sensor housing is advantageously divided into two parts, namely an outer housing 52 and an inner housing 52a, and these housing portions 52, 52a are connected to each other by conventional connection techniques such as welding or adhesive bonding, and are preferably manufactured from plastic. The sensor housing is further preferably fixed to the motor housing 62 at two points. The sensor circuit board 22 is flexible in the upper portion facing the plug connector strip in order to accommodate the tolerances described above. For example, a flex PCB (flexible circuit board) is suitable for this purpose. The electrical connection 22a from this flexible circuit board 22 to the main circuit board 23 of the electronic control unit ECU is preferably realized by a particularly fail-safe plug connector 51 having press-fit contacts. For assembly with the main circuit board 23, the housing 18 of the electronic control unit ECU has a covered opening.

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

[0033] The sensor device shown in Figure 6 further enables the measurement of rotor eccentricity, which acts on the spindle and generates a transverse force on the piston 8. A measuring means 53, positioned on the rotor or spindle nut 56 and in the simplest case being a measuring flange or disc, is used to measure the rotor eccentricity. The rotor eccentricity also acts in the axial direction and can be measured using laser technology. For this purpose, the outer sensor housing portion 52a has an opening 152 in its lower region 52'', which is closed by a closing plug 54 after measurement. The surface of the measuring means 53 may have measuring markings on the side facing the outer sensor housing portion 52, may be coated, and / or may be irregularly shaped. The lower region 52'' is fixed to the motor housing 62 by fixing screws 55.

[0034] Figure 7 shows a schematic space-saving configuration of reservoir VB, where reservoir VB is located in the front region VB V And, the central area VB M And, rear region VB H It has the front area VB. V It has an upper filling opening 100 that can be closed by a cover 101. As shown in Figure 7a, the reservoir VB engages with the housing B of the electronic control unit ECU at three sides, namely its front ECU-V, its side wall ECU-S, and its rear or rear ECU-H. The rear of ECU-H faces the partition SW. Depending on the design of the unit, the reservoir VB shown in Figure 7a may abut against the rear wall of the housing of the valve device HCU, or engage behind the rear wall.

[0035] Figures 8 and 9 show a side view and a front view of the unit according to the present invention, and these figures correspond to the unit illustrated and described in Figures 1 and 2, apart from the design of the reservoir VB. As can be seen from Figure 8, the front region VB VThe reservoir VB is located in front of the ECU-V on the front side of the housing B of the electronic control unit ECU, making the filler opening more easily accessible. For space reasons, it is generally impractical to place the entire reservoir VB in front of or adjacent to the electronic control unit ECU. Therefore, the present invention realizes that only the narrow central region VBM extends laterally toward the ECU-H, which is adjacent to the housing B and behind the ECU. The central region VBM then widens to form the rear region VBH, which is much larger in volume and is located behind the housing B of the electronic control unit ECU. It is also obviously possible for the reservoir VB to overlap the housing B of the ECU. When the partition SW is positioned at an angle φ with respect to the perpendicular, the front region VBV of the reservoir VB should be designed so that the surface normal of the filling opening 100 is oriented perpendicularly.

[0036] In addition to the above, this application further provides the following items. (Item 1) An actuator for a hydraulically operated brake system, A master brake cylinder (HZ) having at least one piston located in a housing (C) and which can be actuated by force from an actuator in the form of a brake pedal, At least one pressure supply device (DV1, DV2), wherein at least one pressure supply device (DV1) is a piston cylinder unit or a double-acting piston pump driven by an electric drive device (M), and the drive device (M) either directly adjusts the piston of the piston pump or double-acting piston pump, or adjusts it via a transmission gear, particularly a recirculating ball gear, and at least one pressure supply device (DV1, DV2) A valve unit (HCU) having a solenoid valve, At least one open-loop and closed-loop electronic control unit (ECU), It has, The brake system has at least two hydraulic circuits (BK1, BK2), and pressure changes can be carried out by the pressure supply device (DV1) of at least one wheel brake (RB1, RB2, RB3, RB4) assigned to the hydraulic circuit (BK1, BK2). In the operating device, When the valve device (HCU) and at least one piston and pressure chamber of at least one pressure supply device (DV1, DV2) are arranged or assembled in the first housing (A), they form a unit or module, and the housing (C) of the operating device is hydraulically connected to the first housing (A) or the unit or the module. The operating device is characterized by this. (Item 2) One or more hydraulic pressure chambers of the pressure supply device (DV1) and a valve device (HCU) having a solenoid valve, a hydraulic line, a hydraulic piston and a hydraulic pressure chamber are arranged in one housing (A) or are hydraulically connected directly adjacent to each other and are arranged in a maximum of two housings (A, A1) that together form one unit. The operating device according to Item 1 is characterized by this. (Item 3) The longitudinal axis (a HZ ) of the master brake cylinder (HZ) and the axis (a DV1 ) of the pressure supply device (DV1), particularly the longitudinal axis (a DV1 ) of the drive device or the piston movement axis, are arranged parallel or substantially parallel to each other, particularly in the horizontal direction, or within an angular range of 0 to 20 degrees with respect to the horizontal line. The operating device according to Item 1 or 2 is characterized by this. (Item 4) The axis (a DV1 ) of the first pressure supply unit (DV1) is arranged perpendicular to the axes (a1 DV2 , a2 DV2 ) of the second pressure supply unit (DV2), and / or the axis (a2 DV2The actuator according to any one of items 1 to 3, characterized in that the ) is arranged in a vertical direction. (Item 5) The axis (a) of the first pressure supply unit (DV1) DV1 ) is the longitudinal axis (a) of the master brake cylinder (HZ) HZ It is positioned perpendicular to the axis (a1) of the second pressure supply unit (DV2). DV2 An actuator according to any one of items 1 to 4, characterized in that it is arranged parallel to ). (Item 6) The axis (a DV1 ), in particular the longitudinal axis of the drive device (a DV1 ) or the piston movement axis is in the vertical direction and the main axis (a) of the master brake cylinder (HZ) HZ It is positioned perpendicular or substantially perpendicular to the axis (a1) of the second pressure supply unit (DV2). DV2 ) is the axis (a) of the first pressure supply unit (DV1) DV1 ) perpendicular to the main axis (a) of the master brake cylinder (HZ) HZ The actuator according to item 1 or 2, characterized in that it is arranged perpendicular to ). (Item 7) The actuator according to any one of items 1 to 6, characterized in that the housing (C) of the master brake cylinder (HZ) is arranged either away from or in contact with the housing (A). (Item 8) The housing (C) of the master brake cylinder (HZ) is located along the axis (a) of the pressure supply device (DV1). DV1 The actuator according to any one of items 1 to 7, characterized in that it is positioned behind the housing (A) of the pressure supply device in the direction of (A) and is particularly fixed to the housing (A). (Item 9) The actuator according to any one of items 1 to 8, characterized in that a second pressure supply device (DV2) having a continuous supply function is provided, and the second pressure supply device (DV2) is located within the housing (A) or within a further housing (A1), particularly together with a valve device (HCU). (Item 10) An actuator according to any one of items 1 to 9, characterized in that two series-connected connecting valves (BP1, BP2) that open particularly when the power is turned off are arranged particularly within the valve device (HCU) or within the housing (A, A1) of the valve device (HCU) for selectively connecting two hydraulic circuits (BK1, BK2). (Item 11) The actuator according to any one of items 1 to 10, characterized in that at least one pressure supply device (DV2) is a pump having a continuous supply action, in particular a gear pump or an eccentric piston pump, the pump being driven by an electric drive device (M), and particularly suitable for ABS and / or ESP functions in normal operation. (Item 12) The actuator according to any one of items 1 to 11, characterized in that the pressure supply device (DV2) assists another pressure supply device (DV1) when a rapid pressure rise or a pressure rise exceeding 120 bar occurs, and / or supplies pressure when a pressure drop occurs and / or for the ABS function, and / or performs its function together with another pressure supply device (DV1) when it fails. (Item 13) The actuator according to any one of items 1 to 12, characterized in that the pressure supply device (DV1) performs a pressure increase for the ABS function over a pressure range of 120 bar or less. (Item 14) The actuator according to any one of items 1 to 13, characterized in that, in the event of a failure of the pressure supply device (DV2), only a maximum pressure of 120 bar is available from the pressure supply device (DV1). (Item 15) An actuator according to any one of items 1 to 14, characterized in that, for the ABS function provided by the pressure supply devices (DV1, DV2) assigned to the brake circuits (BK1, BK2), the pressure modulation of the wheel brakes (RB1, RB2, RB3, RB4) of the brake circuits (BK1, BK2) is performed in a complex operation, and in particular, the volume of the working fluid is adjusted by the piston of the pressure supply device for the purpose of setting the pressure. (Item 16) An actuator according to any one of items 1 to 15, characterized in that each wheel brake (RB1, RB2, RB3, RB4) is assigned one dedicated switching valve (SV), the switching valve (SV) in particular having a connection for the aforementioned components downstream of its valve seat, each hydraulic circuit (BK1, BK2) has a hydraulic main line (4, 5), and the switching valve (SV) is connected to the pressure supply device (DV1, DV2) via the hydraulic main line (4, 5). (Item 17) The actuator according to any one of items 1 to 16, characterized in that a switching valve (PD1) is provided in the hydraulic line (4) between the pressure supply device (DV1) and the switching valve (BP1) in order to selectively close at least one hydraulic main line (4, 5). (Item 18) In particular, the actuator according to any one of items 1 to 17, characterized in that, for the purpose of reducing pressure in at least one component (RB1, RB2, RB3, RB4) and / or both hydraulic circuits (BK1, BK2), at least one main hydraulic line (4, 5) is connectable to a reservoir (VB) via a discharge valve (AV1, AV2), and / or the connecting line (2) is connectable to a reservoir (VB) via a central discharge valve (ZAV). (Item 19) The pressure drop (P) in the wheel brakes (RB1~4) in one or both hydraulic circuits (BK1, BK2) reductionThe actuator according to item 17, characterized in that the discharge is carried out by the central discharge valve (ZAV) to the reservoir (VB) via the connection switching valves (BP1, BP2). (Item 20) The aforementioned pressure drop (P reduction The actuator according to item 18 or 19, characterized in that it is performed continuously or simultaneously in the wheel brakes (RB1-4). (Item 21) The pressure drop (P) in the wheel brakes (RB1, RB2) of the hydraulic circuit (BK1) reduction ) is performed by the stroke motion of the piston of the associated pressure supply device (DV1) of the hydraulic circuit, and the pressure drop (P) of the wheel brakes (RB3, RB4) of another hydraulic circuit (BK2) reduction The actuator according to any one of items 18 to 20, characterized in that the discharge is carried out to the reservoir (VB) via the central discharge valve (ZAV) and the connection switching valve (BP2). (Item 22) The actuator according to any one of items 18 to 21, characterized in that a redundant second discharge valve (ZAVr) is positioned and operates in the hydraulic line from the central discharge valve (ZAV) to the reservoir (VB). (Item 23) An actuator according to any one of items 1 to 22, characterized in that at least one pressure supply device (DV1, DV2) is provided for each hydraulic circuit (BK1, BK2). (Item 24) The actuator according to any one of items 1 to 23, characterized in that the housing (A, A1) is an extruded or continuous extruded part, and is particularly suitable for coking and sealing the hydraulic components, preferably the valve (SV, MV) and / or the pressure transducer (DG). (Item 25) The actuator according to any one of items 1 to 24, further comprising a stroke simulator (WS) and / or at least one sensor, in particular a force stroke measuring element (KWS) and / or a pedal stroke sensor, disposed within the housing (C). (Item 26) The actuator according to any one of items 1 to 24, characterized in that a stroke simulator (WS) is arranged in the housing (A, A1) together with the valve device (HCU). (Item 27) The actuator according to any one of items 1 to 26, characterized in that the reservoir (VB) is provided for supplying power to the master brake cylinder and the pressure supply devices (DV1, DV2), or has hydraulic connections for both. (Item 28) The actuator according to any one of items 1 to 27, characterized in that the housing (B) of the open-loop and closed-loop control unit (ECU), the housing (A) having the (HCU), and the housing (C) of the stroke simulator (WS) are tightly screw-fastened to each other, and / or the housing (B) of the open-loop and closed-loop control unit (ECU) is located adjacent to the valve device (HCU) and / or the first pressure supply device (DV1). (Item 29) The actuator according to any one of items 1 to 28, characterized in that at least one open-loop and closed-loop electrical control unit (ECU) has two onboard electrical system connections that are separated from each other, and / or the drive unit (M) of at least one pressure supply device (DV1, DV2) has a motor having a redundant winding system in particular having 2 × 3 phase connections. (Item 30) In particular, the actuator according to any one of items 1 to 29, characterized in that a magnetically or inductively operating sensor (42) is actuated by a pedal via a pedal rod and coupling, and is in particular located within the housing (C). (Item 31) The actuator according to any one of items 1 to 30, characterized in that it is provided with additional redundant connections via additional redundant circuit boards, and / or additional redundant drive devices for the coil of the valve (MV). (Item 32) The actuator according to any one of items 1 to 31, characterized in that the drive unit (M) of the pressure supply device (DV1) is fixed to the housing (A) by an intermediate housing. (Item 33) The actuator according to any one of items 1 to 32, characterized in that the master brake cylinder (HZ), which is positioned separately from the housing (A), is connected to a dedicated reservoir (VB) via at least one hydraulic line. (Item 34) The actuator according to any one of items 1 to 33, characterized in that the electrical connection between the drive unit (M) and the open-loop and closed-loop electronic control units (ECUs) is realized by electrical contacts (15, 16). (Item 35) The actuator according to any one of items 1 to 34, characterized in that the electrical connection of the motor sensor to the circuit board (PCB) of the open-loop and closed-loop electronic control unit (ECU) is achieved by press-fit contacts or soldered contacts and an intermediate housing. (Item 36) The actuator according to any one of items 1 to 35, characterized in that the master brake cylinder (HZ) is a single master brake cylinder having only a single piston, the piston defines only one pressure chamber, and the piston can be actuated by the force of the actuator. (Item 37) The actuator according to any one of items 1 to 36, characterized in that the master brake cylinder (HZ) is a tandem or twin master brake cylinder. (Item 38) The actuator according to item 35 or 36, characterized in that the area of ​​the tandem master brake cylinder (HZ) is located in the housing (A) or the valve device (HCU). (Item 39) The actuator according to any one of items 1 to 38, characterized in that at least one pressure transducer (DG) is also provided in the valve device (HCU). (Item 40) The aforementioned operating device is a. A two-box solution having two modules, the first module comprising the pressure supply device (DV1), a master brake cylinder (HZ) with a stroke simulator (WS), a valve device (HCU), open-loop and closed-loop control units (ECU), and a reservoir (VB), and the second module comprising ESP or ABS. b. A one-box solution having only one module, the module comprising at least one pressure supply device (DV1, DV2), the valve device (HCU), open-loop and closed-loop control units (ECU), and a reservoir (VB). c. A one-box solution having only one module, the module comprising at least one pressure supply device (DV1, DV2), the valve device (HCU), open-loop and closed-loop control units (ECUs), and a reservoir (VB), wherein the open-loop and closed-loop control units (ECUs) are configured to be fully or partially redundant. d. A two-box solution having two modules, the first module comprising a pressure supply device (DV1, DV2), a valve device (HCU), open-loop and closed-loop control units (ECUs), and a reservoir (VB), wherein the open-loop and closed-loop control units (ECUs) are configured to be fully or partially redundant, and the second module comprising only the master brake cylinder (HZ) with a selective stroke simulator (WS) or an electronic brake pedal or brake switch for level 5 with a stroke simulator WS. An actuator according to any one of items 1 to 39, characterized by being one of the following. (Item 41) The electronic control unit (ECU) is located within the housing (18), and along the axis (a DV1 A sensor target (35) is connected to the rotor (64) or threaded portion (56) which is rotatable around the ), and a sensor element (34) is arranged inside a sensor housing (52, 52a), and the sensor housing (52, 52a) is - It is connected to the housing (18) of the electronic control unit (ECU) by an elastic connection part, and / or - It has an inner housing portion (52a) and an outer housing portion (52), and at least one housing portion (52, 52a) is connected to the housing (18) of the control unit (ECU), and an elastic portion (61) in the form of an elastic sealing portion or sealing bellows, or at least one spring presses the area of ​​the at least one housing portion (52, 52a) toward the area of ​​the housing (18). An actuator according to any one of items 1 to 40, characterized by the features described herein. (Item 42) The sensor housing (52, 52a) is located between the housing (18) of the electronic control unit (ECU) and the axis (a DV1 The actuator described in item 41, which extends beyond ). (Item 43) The actuator according to item 42, wherein the sensor housing (52, 52a) has a first region (52') located between the housing (18) of the electronic control unit (ECU) and the axis (aDV1), and a second region (52'') located on the other side of the axis (aDV1), and the second region (52') of the sensor housing (52, 52a) is connected to the housing (62) of the electric drive unit, particularly by a screw connection. (Item 44) The actuator according to any one of items 41 to 43, characterized in that the inner housing portion (52a) is supported by the motor housing (62), and in particular by a shape-connective lock, it is supported in the axial and / or radial directions and / or fixed to the motor housing (62). (Item 45) The actuator according to any one of items 1 to 44, characterized in that the housing (18) of the electronic control unit (ECU) is disposed of or fixed to the motor housing (62) directly or via an intermediate portion. (Item 46) The actuator according to any one of items 1 to 45, characterized in that the inner and outer housing portions (52, 52a) are connected to each other, and in particular welded or bonded to each other. (Item 47) The actuator according to any one of items 1 to 46, characterized in that the inner and outer housing portions (52, 52a) are made of plastic. (Item 48) An actuator according to any one of items 1 to 47, characterized in that a circuit board (22) is arranged inside the sensor housing (52, 52a), and the sensor (34) is arranged on the circuit board (22). (Item 49) The actuator according to item 48, characterized in that the circuit board (22) is connected to the circuit board (23) of the electronic control unit (ECU) by a flexible cable connector or flexible circuit board (22a) having plug-in contacts or press-fit contacts. (Item 50) The elastic portion (61) is located along the motor axis (a DV1 An actuator according to any one of items 1 to 49, characterized in that it functions for tolerance compensation in up to three axes with respect to ). (Item 51) The aforementioned axis (a DV1An actuator according to any one of items 1 to 50, wherein a measuring means (53) in particular in the form of a disk is disposed on the rotor (64) or the threaded portion (56) which is rotatable about a ) and the measuring means (53) rotates together and has markings on the side facing the outer sensor housing portion (52) in particular, and is coated and / or irregularly shaped. (Item 52) The actuator according to item 51, characterized in that an opening (152) or a viewing window made of a transparent material, which can be closed by a closing plug (54), is disposed in the outer housing portion (52), so that the measuring means (53) can be seen through the unclosed opening (152) or the viewing window, or the eccentricity of the measuring means (53) can be measured by a measuring device when the rotor (64) or threaded portion (56) rotates. (Item 53) The axis of the measuring means (53) is the axis (a) of the rotor (64) or the threaded portion (56). DV1 The actuator according to item 51 or 52, characterized in that it is concentrically arranged with respect to the rotor (64) and / or the measuring means (53) is fixed to the front surface of the rotor (64) or the threaded portion (56), and is particularly screw-fastened or adhesively bonded. (Item 54) The actuator according to any one of items 1 to 53, wherein the housing (18) of the electronic control unit (ECU) has a front side (ECU-V), an upper side (ECU-O), a side wall (ECU-S), and a rear side (ECU-H), and a reservoir (VB) for a working medium is disposed in contact with or away from the electronic control unit (ECU), the reservoir (VB) having an opening (100) for filling the working medium, which can be closed by a lid (101), the opening (100) being disposed particularly in front of the front side (ECU-V) of the electronic control unit (ECU), and the reservoir (VB) is engaged with the electronic control unit (ECU) on at least two sides, particularly at least three sides (ECU-V, ECU-S, ECU-H), or extends at least partially along these sides. (Item 55) The actuator according to item 54, characterized in that the reservoir (VB) extends at least along at least a portion of the side wall (ECU-S) and / or the upper side (ECU-O) of the electronic control unit (ECU). (Item 56) At least one region of the reservoir (VB) (VB V VB H ) is located in front of or behind the electronic control unit (ECU), or One region of the reservoir (VB) (VB V ) is located in front of the control unit (ECU), and one region of the reservoir (VB) (VB H ) is located behind the control unit (ECU). The actuator according to item 54 or 55, characterized in that it is a actuator. (Item 57) The reservoir (VB) is located in the front region (VB V ) and the central area (VB M ) and the rear area (VB H An actuator according to any one of items 1 to 56, characterized by having the following: (Item 58) The anterior region (VB V The opening (100) is located in front of the front side (ECU-V) of the electronic control unit (ECU), at least partially or entirely, or at an angle to the side, and the opening (100) is located in the front region (VB V The actuator according to item 57, characterized in that it is located in ). (Item 59) The aforementioned central region (VB M The actuator according to item 57 or 58, characterized in that the ) extends laterally along the side wall (ECU-S) and / or the upper side (ECU-O) of the electronic control unit (ECU). (Item 60) The reservoir (VB) is located in the front region (VB) of the electronic control unit (ECU). V An actuator according to any one of items 1 to 59, characterized in that it extends laterally in contact with and / or on the electronic control unit (ECU) from the rear side (ECU-H) of the electronic control unit (ECU). (Item 61) The rear region (VB) of the reservoir (VB) H ) is the anterior region (VB V ) and front central region (VB M An actuator according to any one of items 57 to 60, characterized in that it has a larger volume than the rear region, and thereby the rear region in particular functions to store most of the working medium of the actuator. (Item 62) The posterior region (VB H The actuator according to any one of items 57 to 61, characterized in that it is located adjacent to the rear side (ECU-H) of the electronic control unit (ECU). (Item 63) In the state in which it is incorporated into the vehicle, the opening (100) is the rear region (VB H An actuator according to any one of items 1 to 62, characterized in that it is located above ). (Item 64) The actuator according to any one of items 1 to 63, characterized in that the front side (ECU-V) of the electronic control unit (ECU) is directed away from the vehicle bulkhead (SW). (Item 65) An actuator according to any one of items 1 to 64, characterized in that the surface normal (N) of the opening (100) is oriented vertically and / or oriented at an angle (φ) with respect to the mounting flange (AF) of the actuator, and in particular, the mounting flange (AF) functions to fix the actuator to the bulkhead (SW) such that when the actuator is installed in the vehicle, the surface normal (N) is oriented vertically or at an angle of 0° to 30° with respect to the perpendicular. [Explanation of Symbols]

[0037] HZ Master Brake Cylinder (Single) a HZ Main axis of the master brake cylinder a DV1 Axis of the first pressure supply device DV1 a1 DV2 Axis a of the first pressure supply device DV1 DV1 The horizontal orientation of the axis of the second pressure supply device DV2 perpendicular to the [value]. a2 DV2 Axis a of the first pressure supply device DV1 DV1 The vertical orientation of the axis of the second pressure supply device DV2 perpendicular to the [value]. DV Pressure Supply Unit HCU (Hydraulic Control Unit) ECU (Electronic Computing Unit) ECU-V Front of the ECU ECU-S ECU side wall ECU-O (Top of the ECU) ECU-H: Rear side of the ECU facing the vehicle's bulkhead. PI Pedal Interface SW / H Bulkhead / Bracket St Plug Connector BKV brake force booster NS Level Sensor RZ Wheel Cylinder MV Solenoid Valve Dr. Aperture Suction valve of SV pressure supply device DV1 A housing for HCU and pressure supply unit DV1 and selectively for pressure supply unit DV2 Partial housing for A1 HCU and DV2 Partial housing for A2 pressure supply device DV1 Housing for BECU Housing for Master Brake Cylinder HZ and Stroke Simulator WS with C Flange a DV1 DV1 motor axis a DV2 DV2 motor axis a HZ Longitudinal axis of master brake cylinder HZ VB Reservoir VB H Rear region of the reservoir VB M Central area of ​​the reservoir VB V Front region of the reservoir 1 Pedal plunger 2 motors 3. Intermediate Housing 4 Fixing screws 5 Sensor Housing 6. Rotation angle sensor 7 Closing lid 8 pistons 9a / 9b Connection to reservoir VB 10. Connection part for wheel cylinder RZ 11 Connection to Master Brake Cylinder HZ 12 Master Brake Cylinder HZ Flange 13 Fixing screws 14. Screws for fixing to bulkheads or brackets. 15. Electrical connection motor between pressure supply device DV2 and ECU 16. Electrical connection of the motor of the pressure supply device DV1 17. Electrical connection part of the rotation angle sensor 18 ECU Housing 19 Web having a sealing portion 20 Drive unit for solenoid valve MV 21 Solenoid valve MV connection web 22 Small PCB 22a Electrical connection of the main PCB to PCB22 of the ECU 23 Main PCB 24 HCU blocks 25 Holes for eccentric piston pump DV2 26 Motor for pressure supply device DV2 27 Outline contour 8 inch, vacuum damping force booster BKV 28 retaining ring for piston 29 Line to Reservoir VB 30 Force stroke sensor KWS 31 / 31a Pedal Rod 32 Spring Housing 33 Master Brake Cylinder (HZ) Piston 34 Sensor elements 35 Target 36 Drive shaft 37 Toothed gear 38 Toothed rack 39 Information section 40 Guide rails 41 Target 42 Induction Sensor 43 Master Brake Cylinder (HZ) Housing 44 Stroke Sensor (WS) Piston 44a Stroke sensor (WS) spring 45 Stroke sensor (WS) sealing section 46 Sliding ring 47 Connection hole for stroke sensor (WS) - master brake cylinder (HZ) and HCU block 24 48 Sliding ring 49 Support part 50 return spring 51 Plug connector strip with press-fit contacts 52 Sensor Housing 1 52a Sensor housing 2 53 Measuring flange 54 Closure plug 55 Fixing fixtures, sensor housings 56 Threaded nuts 57 Threaded spindle 58 Ball screw transmission device KGT 59 Pistons 60 Motor contact for ECU 61 Housing sealing section 62 Motor Housing 63 Motor bearings 64 rotors 100 Reservoir opening 101 Reservoir closing cover 152 Closable openings

Claims

1. A housing (A) for a hydraulically operated brake system, One or more pressure chambers of a first pressure supply device (DV1), wherein the housing (A) is configured to be connected to an electrically operated drive unit (2) of the first pressure supply device (DV1), One or more pump elements of a second pressure supply device (DV2), wherein the housing (A) is configured to connect to an electric drive unit (26) of the second pressure supply device (DV2), One or more valve units (HCUs) having one or more solenoid valves (MVs), wherein the one or more valve units (HCUs) are hydraulically connected to the one or more pressure chambers and / or the one or more pump elements, and the one or more valve units (HCUs) are hydraulically connectable to two hydraulic brake circuits (BK1, BK2) of the brake system. Equipped with, One or more magnetic coils of each solenoid valve (MV) are located on the first lateral side of the housing (A), The housing (A) is configured to connect to a second housing (B, 18) equipped with an electronic control unit (ECU) on its first lateral side, the second housing (B, 18) having two separate mounted electrical system connection parts (St1, St2), one of which is for the electric drive unit (2) of the first pressure supply device (DV1), and the other is for the electric drive unit (26) of the second pressure supply device (DV2). The electronic control unit (ECU) is a housing (A) having at least one electrical connection to one or more magnetic coils.

2. The housing (A) according to claim 1, wherein the electric drive unit (2) of the first pressure supply device (DV1) and the electric drive unit (26) of the second pressure supply device (DV2) are attached to the housing (A).

3. The housing (A) according to claim 2, wherein the electronic control unit (ECU) is attached to the housing (A), the electric drive unit (2) of the first pressure supply device (DV1), and the electric drive unit (26) of the second pressure supply device (DV2).

4. The motor axis (a) of the electric drive unit (2) of the first pressure supply device (DV1) ＤＶ１ The housing (A) according to any one of claims 1 to 3, wherein the housing is lateral.

5. The motor axis (a) of the electric drive unit (26) of the second pressure supply device (DV2) ＤＶ２ The housing (A) according to any one of claims 1 to 4, wherein the housing is lateral.

6. The motor axis (a) of the electric drive unit (2) of the first pressure supply device (DV1) ＤＶ１ ) is the motor axis (a) of the electric drive unit (26) of the second pressure supply device (DV2) ＤＶ２ A housing (A) according to any one of claims 1 to 5, which is perpendicular or parallel to the )

7. The motor axis (a) of the electric drive unit (2) of the first pressure supply device (DV1) ＤＶ１ ) is the motor axis (a) of the electric drive unit (26) of the second pressure supply device (DV2) ＤＶ２ A housing (A) according to any one of claims 1 to 5, which is different from the housing (A) described in any one of claims 1 to 5.

8. The housing (A) according to any one of claims 1 to 7, configured to connect to a reservoir (VB) that extends at least partially over the upper part of the housing (A).

9. The housing (A) according to claim 8, wherein the reservoir (VB) extends beyond the second housing (B, 18).

10. Housing (A) according to any one of claims 1 to 9, configured to connect to a third housing (C) having a master brake cylinder (HZ), wherein the master brake cylinder (HZ) has at least one piston that can be operated by force from an actuator, or by a stroke simulator of an electronic brake pedal, or by a brake switch for fully automated driving.

11. The housing (A) according to claim 10, wherein the actuation device is a brake pedal.

12. The housing (A) according to claim 10 or 11, wherein the third housing (C) is attached to the housing (A).

13. The first pressure supply device (DV1) is a piston cylinder unit or a double-acting piston pump driven by the electric drive unit (2) of the first pressure supply device (DV1), wherein the electric drive unit (2) is arranged to directly adjust the piston of the piston cylinder unit or the double-acting piston pump, or to adjust it via a transmission gear. The housing (A) according to any one of claims 1 to 12.

14. The housing (A) according to claim 13, wherein the transmission gear is a recirculating ball gear.

15. The second pressure supply device (DV2) is a housing (A) according to any one of claims 1 to 14, having a continuous supply function.

16. The housing (A) according to any one of claims 1 to 15, wherein the electrical connection between the electronic control unit (ECU) and the one or more magnetic coils is a press-fit contact.

17. The housing (A) according to any one of claims 1 to 16, wherein the electric drive unit (2) of the first pressure supply device (DV1) can be mounted from a side other than the first side.

18. The housing (A) according to any one of claims 1 to 17, wherein the electric drive unit (26) of the second pressure supply device (DV2) can be mounted from a side other than the first side.

Images