Hydraulic block having at least two connection receptacles

Abstract

The invention relates to a hydraulic block (12, 16) for a hydraulic unit (10, 14), in particular of a vehicle brake system (132), which is designed as a block-like housing (20) having a housing height (82) extending along a Z-axis (32), a housing length (108) extending along an associated X-axis (42), and a housing thickness (102) extending along an associated Y-axis (30), wherein the housing length (108) lies between a fastening side (34) and an opposite front side (40), and the housing thickness (102) lies between a motor side (22) and an opposite controller side (24) of the housing (20), at least one valve receptacle (168', 172', 176', 180', 184', 188', 204', 210', 214', 216', 220', 224', 228', 236') is provided on the control unit side (24), and an external force cylinder receptacle (56), which protrudes with its longitudinal axis (64) into the motor side (22), and at least two connection receptacles (110, 116, 120, 124, 138, 140, 142, 144) are provided on the motor side (22), wherein in the hydraulic block, at least two connection receptacles (110, 120, 124) are arranged on the motor side (22) on a side (136) extending between the longitudinal axis (64) and the front side (40) with respect to the X-axis (42) and are arranged one after the other substantially in a row (122) extending substantially parallel to the front side (40).

Description

[0001] Description

[0002] title

[0003] Hydraulic block with at least two connection points

[0004] State of the art

[0005] The invention relates to a hydraulic block for a hydraulic unit, in particular of a vehicle braking system, according to the preamble of claim 1.

[0006] In conventional hydraulic power units for vehicle braking systems, hydraulic blocks serve as housings in and to which the associated hydraulic components are mechanically mounted and hydraulically interconnected. One such hydraulic component is an externally driven cylinder, a piston-cylinder unit powered by an electric motor, which acts as a pressure generator during normal operation of the vehicle braking system. The housing also contains additional receptacles or openings for other hydraulic components, such as valves, sensors, simulators, and a master cylinder. These components are connected and interconnected via lines within the housing.

[0007] Depending on the vehicle type and size, as well as the available installation space, various vehicle braking systems with associated hydraulic components, some of which may differ or vary in size, are required. These components are housed in a hydraulic block, depending on the vehicle braking system's performance, operating mode, function, and installation position within the vehicle. This creates a hydraulic power unit, which also includes a control unit attached to the housing that regulates the components, and a motor for generating pressure. Furthermore, due to the multitude of diverse vehicle systems with varying sizes, performance levels, and operating modes—whether mechanical, hydraulic, electro-hydraulic, driver-operated, semi-autonomous, or fully autonomous—adaptations to the hydraulic power unit are necessary.All adaptation requirements should be variable and as cost-effective as possible in terms of manufacturing technology, in order to be able to offer attractive prices despite the diversity of the market.

[0008] Disclosure of the invention

[0009] According to the invention, a hydraulic block for a hydraulic power unit, preferably an actuation and modulation unit, particularly of a vehicle braking system, is designed as a block-shaped housing with a housing height extending along a Z-axis, a housing length extending along an associated X-axis, and a housing thickness extending along an associated Y-axis, wherein the housing length lies between a mounting side and an opposite front side, and the housing thickness lies between a motor side and an opposite control unit side of the housing, with at least one valve receptacle provided on the control unit side and an external force cylinder receptacle projecting into the motor side with its longitudinal axis, as well as at least two connection receptacles, provided on the motor side.In this arrangement, at least two connection mounts are arranged on the motor side on a side extending in relation to the X-axis between the longitudinal axis of the external power cylinder mount and the front side, and are arranged one after the other in a row extending essentially parallel to the front side.

[0010] When mounted in a vehicle, the front face of the unit points in the direction of travel, while the hydraulic block is mounted, or to be mounted, on the opposite mounting side to a firewall of the vehicle. This arrangement allows for a particularly compact configuration of the connection ports, which are essentially arranged in a row. Furthermore, they are positioned on the side facing away from the mounting side, relative to the externally driven cylinder mount. In the mounted state, these connection ports are therefore located away from the vehicle wall and thus easily accessible for connecting additional components or another housing. The at least two connection ports are preferably located, with respect to the X-axis, between the front face and a radial circumference of the externally driven cylinder mount, and most preferably in a row close to the front face.

[0011] Furthermore, the externally driven cylinder mount, hereinafter referred to as the cylinder mount, serves to accommodate an externally driven cylinder and its associated piston for generating pressure by means of external force. For this purpose, a motor to drive the piston is arranged on the engine side, and a control unit controlling the motor and the hydraulic components is arranged on the opposite control unit side. The control unit is preferably designed with a housing comprising a circuit board, abutting the control unit side, and a connector area projecting beyond the control unit side. In particular, the connector area projects beyond the front. This ensures that the at least two connection points are easily accessible, preferably facing the connector area of ​​the control unit, on the engine side.

[0012] The individual connection receptacle serves to accommodate a connection leading to further components of the vehicle braking system. Preferably, the individual connection receptacle serves to accommodate a corresponding wheel connection for each wheel brake cylinder of a corresponding wheel brake of the vehicle braking system, or to accommodate a connection to another housing, which preferably represents a unit for highly automated driving, such as a pressure generation module, for example an RBU unit (RB1, Regenerative Brake Unit).

[0013] According to the invention, an additional connection receptacle is advantageously provided on the aforementioned side, which is arranged outside the row and, in particular, has a greater distance to the front than the connection receptacles arranged essentially in a row. This allows for a space-saving and advantageous arrangement of the associated lines in the housing according to a respective hydraulic diagram and a space-saving arrangement of the wheel brakes to be connected.

[0014] Preferably, four connection ports are provided, three of which are arranged sequentially, essentially in a row, and one connection port is arranged outside the row, at a greater distance from the front face than the three connections arranged essentially in a row. Preferably, the connection port arranged outside the row is located close to a first housing side adjacent to the front face, motor side, and mounting side, and is further away from the cylinder port than a second housing side opposite the first housing side. This results in an external arrangement of the connection ports facing the front face and first housing side, and thus easily accessible. In particular, the preferably four connection ports are a standard feature of a dual-circuit vehicle braking system with two wheel brakes per brake circuit.The connection point arranged outside the row and the connection point arranged within the row that is closest to this connection point preferably belong to a first brake circuit, while the other two connection points arranged within the row belong to a second brake circuit.

[0015] Advantageously, in addition to the further connection receptacle, at least two further connection receptacles are provided on the aforementioned side, which are arranged outside the row and have a greater distance from the front side than the connection receptacles arranged in a row. These additional connection receptacles, at least two further connection receptacles, serve to accommodate a connection to a further pressure generation module for redundant pressure generation, preferably in a braking system for highly automated driving, such as a HAD braking system (HAD, Highly Automated Driving). In particular, an additional supplementary connection receptacle is provided for this purpose, which is arranged on the motor side on a side that extends with respect to the X-axis between the longitudinal axis of the cylinder receptacle and the mounting side, and preferably with respect to the Z-axis between the cylinder receptacle and the first housing side.

[0016] Advantageously, in addition to the four standard connection points, three supplementary connection points are provided on the front-facing side, and one supplementary connection point is provided on the mounting side. This provides four additional connection points on the motor side, positioned further inward toward the cylinder mount, in addition to the standard connection points. This ensures that the at least two, and preferably four, connection points for wheel connections are easily accessible on the outside, while the at least two, and preferably four, supplementary connection points are positioned further inward toward the cylinder mount, allowing for connections to the pressure generation module as needed. The supplementary connection points are preferably arranged in the same plane as the standard connection points and are therefore not raised on the motor side.Such a flat arrangement creates a particularly compact design without the need for any other protrusions on the housing and is achieved in particular through the specific arrangement of the connection ports on the motor side and especially their associated connecting lines or lines within the housing. Preferably, two additional connection ports are provided, each serving as a suction port for the pressure generation module, and these are located, in particular, on the side facing the front and, relative to the Z-axis, between the cylinder mount and the first side of the housing. Preferably, two further additional connection ports are provided, each forming a pressure port for the pressure generation module.In particular, one connection port is located on the side facing the front and close to the second housing side relative to the Z-axis, and a second connection port is located on the side facing the mounting side and close to the first housing side relative to the Z-axis. Preferably, the two connection ports for the suction port have a larger cross-section than the two connection ports for the pressure port. Particularly preferably, the suction ports have a thread size of up to M14. This provides lower flow resistance for the intake of pressurized fluid.

[0017] This creates a hydraulic block with modular expansion options for a braking system used in highly automated driving, such as a HAD braking system. Specifically, the connection ports for each wheel connection provide a hydraulic block type for a standard braking system with driver access. By adding the supplementary connection ports, a hydraulic block type for an HAD braking system without driver access is created, which also includes the connection ports for the standard system. The standard connection ports are arranged identically in both hydraulic block types. This modular expansion allows for cost-effective, standardized manufacturing of both hydraulic block types across a wide range of applications.

[0018] Furthermore, according to the invention, a main cylinder receptacle extending in its longitudinal axis parallel to the X-axis is advantageously provided, and the at least two connection receptacles have a connection position which is identical in its orientation relative to the longitudinal axis of the cylinder receptacle across at least one first hydraulic block type and at least one second hydraulic block type, wherein, in particular, the at least one first hydraulic block type differs from the at least one second hydraulic block type by an installation position rotated by approximately 180° about the longitudinal axis of the main cylinder receptacle or about the X-axis in each installed state. Preferably, all connection receptacles have the same connection position.Furthermore, preferably at least the motor side and the control unit side, and especially preferably also the mounting side and the front side, remain functionally identical and are preferably designed essentially the same. This allows the motor, which is mounted on the motor side, to be variably oriented relative to the direction of travel by rotating the same base body in this way, depending on the available installation space. The first hydraulic block type has a standard installation position with the motor located on the left side of the housing in the direction of travel. The second hydraulic block type, rotated 180° around the longitudinal axis of the main cylinder mount, achieves an inverted installation position, in which the motor side, and thus the motor itself, is located on the right side of the housing in the direction of travel. Therefore, adaptation to the available installation space is possible with only minor modifications.This results in significant cost savings in the associated manufacturing and assembly process. Furthermore, for both inverted and standard installation positions, a modular expansion to a HAD brake system with preferably four additional connection points is possible with both hydraulic block types, without requiring any repositioning of the standard connection points. In other words, the invention advantageously relates to a hydraulic block series with at least the aforementioned first and at least the aforementioned second hydraulic block type for a respective associated hydraulic unit type, in particular an actuation and modulation unit of a vehicle brake system, wherein each hydraulic block type has at least two connection points in one connection position on the motor side, the position of which relative to the longitudinal axis of the cylinder mount is identical in each hydraulic block type.The hydraulic block types in their system can also differ in whether they are to be used in a standard braking system or in an extended braking system for highly automated driving.

[0019] The connection position of the at least two connection receptacles applies to each position of a connection receptacle and to the overall connection position formed by the individual positions relative to each other. With the advantageously identical connection position relative to the longitudinal axis of the cylinder receptacle, the manufacturing of associated receptacles across the at least one first and second hydraulic block type on the housing is identical. This significantly simplifies and accelerates the manufacturing process for multiple hydraulic block types simultaneously. In a preferred machining process, a corresponding tool can remain in the same position for all hydraulic block types, and / or the respective hydraulic block itself can remain in the same position in a clamping setup required for manufacturing. This eliminates the need for setup times that would otherwise be required for tool adjustments.Furthermore, a standardized production line for the hydraulic block types is now possible. The substantial investment of approximately €60 million required for such a production line is thus optimally utilized for the production of various hydraulic block types. This advantageous hydraulic block series therefore creates a highly modular system, enabling the functional and cost-effective manufacture of various hydraulic block types that differ at least in their installation position and / or their operating principle.

[0020] Furthermore, the housing height is advantageously located between the two housing sides adjacent to the engine side and opposite each other, with the housing side serving as the reservoir side, which, in the installed position of each hydraulic block type in a vehicle, is to be arranged at the top. The reservoir sides are preferably designed differently depending on the hydraulic block type. This means that the two hydraulic block types have different reservoir interfaces. Adaptation to the partially different internal bore or pipe design within the housing of each hydraulic block type is preferably implemented on the reservoir side. Particularly preferably, the reservoir side and its opposite housing side are the only different housing sides in the respective housing, while all other housing sides are designed identically.

[0021] Advantageously, according to the invention, the housing height and length are the same across several hydraulic block variants, while the housing thickness varies across several hydraulic block variants depending on the volume requirements of a working chamber or pressure chamber of an externally driven cylinder to be arranged in the cylinder receptacle. The hydraulic block variants differ in their hydraulic fluid volume. The respective hydraulic block type can thus be adapted, particularly with regard to its performance, resulting in corresponding hydraulic block variants. This provides more or less internal housing space in which the volume of the cylinder receptacle or its externally driven cylinder can be easily varied during manufacturing, as required. Depending on the volume, a corresponding braking performance can be achieved.Different performance levels and, if required, additional functions can be accommodated within the varying housing thicknesses. An increase in functionality is achieved by expanding the dimensions in only one direction while maintaining otherwise constant housing dimensions. Increasing the housing thickness allows for a simple expansion of a vehicle portfolio in terms of its elasticity. The cylinder receptacle, which extends along its longitudinal axis between the engine side and the control unit side, advantageously features a consistent cross-section across multiple hydraulic block variants. Manufacturing a pressure generator volume adapted to the respective performance level is easily accomplished simply by varying the housing thickness and, consequently, the length of the cylinder receptacle.

[0022] Furthermore, a master cylinder mount extending parallel to the X-axis along its longitudinal axis is advantageously provided. This mount preferably maintains a constant distance from the engine side across the at least one first and second hydraulic block type, as well as across the multiple hydraulic block variants. Additionally, the master cylinder mount is preferably designed identically relative to the engine side. Variations in housing thickness are accommodated by different distances to the control unit side. The master cylinder mount preferably has a cross-section with a diameter that is the same for each hydraulic block type. Alternatively, the diameter is preferably different to a certain extent. This allows for adjustment of the master cylinder's volume as needed, even with the same length of the master cylinder mount and the master cylinder itself.

[0023] Furthermore, the master cylinder mount, with its longitudinal axis, is positioned identically across all hydraulic block variants and types, particularly in its position relative to the longitudinal axis of the cylinder mount. This results in particularly cost-effective manufacturing. Additionally, rotating the hydraulic block 180° around the X-axis (i.e., the longitudinal axis of the master cylinder mount) in the inverted installation position means that, in the second, inverted hydraulic block type, the master cylinder mount is located on the side of the cylinder mount facing away from the reservoir. In contrast, in the first, regular hydraulic block type, the master cylinder mount is located on the side of the cylinder mount facing the reservoir in the regular installation position. The appropriate hydraulic block type can be used depending on the installation situation in the engine compartment and also in the driver's compartment. The master cylinder mount serves to accommodate a master cylinder operated by the driver.Master brake cylinder, which, depending on the vehicle type, serves to detect the driver's braking request during normal operation and forms a hydraulic backup in the event of a power supply failure.

[0024] According to the invention, it is advantageous that the at least one valve receptacle is designed identically in its position relative to the longitudinal axis of the cylinder receptacle, and in particular also in its position relative to the longitudinal axis of the main cylinder receptacle and / or in its position relative to the mounting side, across the at least one first and second hydraulic block type, and especially across the multiple hydraulic block variants. Preferably, all valve receptacles are positioned and designed identically in their position relative to the aforementioned longitudinal axes and / or to the mounting side. This makes the production of the different hydraulic block types of such a series even more time-saving and cost-effective. The at least one valve receptacle serves to accommodate one valve each, which is to be controlled by the control unit located on the control unit side. For this purpose, the control unit covers the valves and, with the same position of the valve receptacles, can be designed identically for all hydraulic block types, thus saving costs.

[0025] Furthermore, according to the invention, the at least one valve receptacle advantageously includes at least one outlet valve receptacle, which is connected on the outlet side by means of a line to an associated reservoir receptacle in the housing, wherein the line is guided through a pressureless area of ​​a functional element formed in the assembled state. The line projects into a functional receptacle in such a way that, in the assembled state of the functional element, in particular an associated piston of a piston-cylinder unit, it is connected to its pressureless area. The individual outlet valve receptacle serves to accommodate an outlet valve for releasing pressure medium at a wheel connection, for example, to reduce brake pressure at an associated wheel brake for an anti-slip control system.With such a use of the pressureless area of ​​the functional element, the individual outlet valve receptacle is very compactly integrated into the hydraulic block in its return line to the reservoir.

[0026] Preferably, the external force cylinder serves as the functional element, through whose cylinder receptacle a line connecting the at least one outlet valve receptacle to the associated reservoir receptacle is guided such that the line protrudes through a pressureless area of ​​the external force cylinder formed in the cylinder receptacle when a piston is mounted in the cylinder receptacle. In particular, the cylinder receptacle is designed as a hollow cylinder in whose cylinder wall a radially circumferential groove is provided as an undercut, which forms part of the line. Preferably, in the inverted hydraulic block type, at least one of two outlet valve receptacles belonging to a first brake circuit, with an associated line, is guided in its return line through the pressureless area of ​​the external force cylinder and connected to a first reservoir receptacle belonging to a first reservoir chamber of the reservoir.Preferably, both outlet valve ports of the first brake circuit are routed through such a pressureless area to the first reservoir port. In contrast, in the standard hydraulic block type, the two outlet valve ports of the first brake circuit are preferably connected directly to the first reservoir port on their return or outlet side, i.e., without being routed through any further ports. This results in a pipe arrangement optimized for the installation position in the respective hydraulic block type.

[0027] Furthermore, the master cylinder preferably serves as a functional element, through whose master cylinder housing a line connecting the at least one exhaust valve housing with the associated reservoir housing is guided in such a way that the line protrudes through a pressureless area of ​​the master cylinder formed in the master cylinder housing when a piston is mounted in the master cylinder housing. The master cylinder housing advantageously has two areas which, in the mounted state of the master cylinder or its associated two axially sequentially arranged pistons, form a first and a second chamber. Preferably, at least one of two exhaust valve housings belonging to a second brake circuit of the dual-circuit vehicle braking system has its return line guided through the area of ​​the master cylinder housing that corresponds to the pressureless area of ​​the second chamber.Preferably, in both the regular and inverted hydraulic block types, two such outlet valve receptacles are routed back to a second reservoir receptacle belonging to a second reservoir chamber. The second reservoir chamber is redundant to the first reservoir chamber. Such a routing has proven to be very compact in each case. In particular, the main cylinder receptacle is designed as a hollow cylinder with a cylinder wall featuring a radially circumferential groove as an undercut, which forms part of the routing.

[0028] Preferably, a pedal feel simulator or simulator designed as a piston-cylinder unit serves as the functional element. A line connecting the at least one exhaust valve receptacle to the associated reservoir receptacle is routed through an associated simulator receptacle such that the line protrudes through a pressureless area of ​​the simulator formed when a piston is mounted in the simulator receptacle. In particular, the pressureless area is located behind the piston. Conversely, the simulator receptacle is connected at the front of the piston to a pressure area of ​​the master cylinder receptacle or the master cylinder, preferably to a pressure area of ​​the first chamber.Preferably, the simulator housing is connected at the rear, via a line extending through the unpressurized area of ​​the simulator, to a unpressurized area of ​​the master cylinder housing, particularly in the area of ​​the second chamber, and preferably to the second reservoir housing. This preferably allows at least one outlet valve housing to be routed on the outlet side through unpressurized areas of the master cylinder and the simulator to the reservoir housing and thus connected to the reservoir. In the inverse hydraulic block type, preferably both outlet valve housings of the second brake circuit are routed on the outlet side first through a unpressurized area of ​​the master cylinder and then at the rear through the simulator housing into the second reservoir housing.

[0029] This allows the unpressurized areas of the main cylinder housing or the main cylinder itself, the unpressurized area of ​​the cylinder housing or the external power cylinder, and / or the simulator housing or the simulator to be used in a compact design during operation to reduce the volume of the corresponding exhaust valves housed in the exhaust valve housings. This also enables thermal compensation of the main cylinder.

[0030] Furthermore, according to the invention, the cylinder receptacle is advantageously designed to project from the engine side to the control unit side and to be closed on the control unit side with a cup-shaped chamber cover, which, in an assembled state, forms a working chamber of an associated externally driven cylinder. At least one opening is provided leading from the control unit side into the housing, which is arranged radially outside the circumference of the cylinder receptacle on the control unit side such that, in the assembled state of the chamber cover, the opening is connected to the working chamber or, in the assembled state of the chamber cover, the opening projects into the working chamber. Preferably, the opening is slightly recessed with a projection that extends further into the interior of the housing than a support for the chamber cover. This allows axial inflow and / or outflow of hydraulic fluid into and from the working chamber.When the piston is pushed in towards the chamber cover, pressure medium is axially forced out of the working chamber through the opening, and when the piston is extended, pressure medium is axially drawn into the working chamber through the opening. Such axial flow has proven to be particularly advantageous from a fluid dynamics perspective, especially when combined with a compact design. This also results in a very compact construction.

[0031] For this purpose, a groove radially surrounding the cylinder receptacle is preferably provided on the control unit side, in which the individual opening is arranged. Furthermore, a housing shoulder is formed between the groove and the cylinder receptacle as a support ring, against which the chamber cover is to be slid, or in particular pressed, onto its inner cup wall. The resulting sliding fit is interrupted by a small portion of the opening on the radial outer side of the support ring, while the radial inner side of the support ring remains uninterrupted. This ensures uniform force transmission while simultaneously guiding the opening axially.

[0032] Furthermore, preferably at least one line or working line belonging to an opening is provided, which is led from the control unit side into the housing, thus forming the opening. The working line preferably extends parallel to the longitudinal axis of the cylinder receptacle. By means of the axially guided working line, the axial inflow and / or outflow is particularly compact and advantageously extended from a fluid dynamics perspective. Alternatively, an inclined line routing is also possible. Advantageously, at least one working line is connected to a control valve receptacle belonging to at least one valve receptacle. For this purpose, the individual working line preferably extends axially from the respective opening parallel to the longitudinal axis of the cylinder receptacle to a section to which a line running transversely to the longitudinal axis is connected, which is connected to the control valve receptacle.It must include a control valve to connect the working chamber of the external power cylinder to a corresponding wheel connection.

[0033] In particular, one opening of the at least one opening has a recess that increases in cross-section and is connected to an associated reservoir receptacle. The recess increases the cross-section more than the opening's surface area and serves to draw in pressure medium from a reservoir connected to the reservoir receptacle. Preferably, the recess is kidney-shaped and, most preferably, does not interrupt the radial inner support ring. The radially outer sliding fit formed on the support ring is only partially interrupted by the recess to a greater extent than by the opening alone. This provides an effective reduction of back pressure for compensating filling, refilling, or suction in a single-box brake system where actuation and modulation elements for brake pressure are housed in a single casing.

[0034] Preferably, the recess is positioned at the top in the installed position and connected to the associated reservoir receptacle via a stepped line. A check valve closing towards the reservoir is arranged in the stepped line, which is activated by suction when the valve is inserted and allows a suction flow of hydraulic fluid into the working chamber. In the standard hydraulic block type, the stepped line is preferably connected to an axial working line located at the top in the installed position. This working line belongs to the opening with the recess leading into the working chamber and, in a space-saving manner, also leads to a control valve receptacle. For this purpose, the recess is preferably positioned at approximately the 1 o'clock position on the cylinder receptacle, which has a circular cross-section, when viewed from the control unit side. In contrast, in the inverted hydraulic block type, the opening with its recess is preferably provided in addition to two further openings, each leading to a control valve receptacle.For this purpose, the recess is preferably located on the cylinder mount at approximately the 11 o'clock position. Particularly preferably, the recess is led directly into the stepped line. This results in a particularly low flow resistance for the suction process.

[0035] Advantageously, the at least one valve receptacle includes at least one isolating valve receptacle, which is arranged in a line between the master cylinder receptacle and at least one inlet valve receptacle for an inlet valve. This is achieved by means of an isolating valve located in the respective isolating valve receptacle, which can be selectively opened and closed. The at least one isolating valve receptacle simultaneously forms a line section not belonging to the main line. When the isolating valve is closed, this section is surrounded by pressure medium and leads to the at least one associated inlet valve receptacle. Thus, the isolating valve receptacle performs a dual function, saving considerable space.The individual pipe section is preferably designed as a backstitch, leads to the at least one inlet valve receptacle belonging to the separating valve receptacle and simultaneously connects the individual inlet valve receptacle to the working chamber of the external power cylinder.

[0036] Advantageously, according to the invention, the at least one valve receptacle includes at least one intake valve receptacle, which is arranged, in particular, on the control unit side, between the longitudinal axis of the master cylinder receptacle and the first housing side adjacent to the control unit side, wherein the first housing side has a greater distance to the cylinder receptacle than the second housing side opposite the first housing side. This results in a particularly compact arrangement within the housing. In particular, all intake valve receptacles are arranged in this manner in the Z-direction and are preferably located next to each other in the X-direction. Furthermore, the individual exhaust valve receptacle is preferably arranged between the cylinder receptacle and the at least one intake valve receptacle with respect to the Z-axis. In particular, all exhaust valve receptacles are located next to each other in the X-direction between the intake valve receptacles and the cylinder receptacle.

[0037] Furthermore, according to the invention, the at least one valve receptacle advantageously includes at least one inlet valve receptacle, which is connected, in particular by means of an inclined line, to an associated inlet line coming from the cylinder receptacle and to an associated connection receptacle. Preferably, the inlet line is extended to the associated connection receptacle by means of the inclined line and the inlet valve receptacle itself. Each inlet valve receptacle serves to receive a normally open inlet valve, through which hydraulic fluid is to be transferred to an associated wheel connection. The inclined line preferably extends in the Z and Y directions. The inclined line improves venting required during rework. Preferably, the at least one inlet valve receptacle is connected, in particular by means of a vertical line, to an associated outlet valve receptacle.Vertical means that the line extends parallel to the Z-axis. Preferably, each individual vertical line is guided as a bore into the first side of the housing. This creates a simple and compact connection between the individual inlet valve receptacle and the corresponding outlet valve receptacle. The invention also relates to the use of such a hydraulic block in a hydraulic power unit of a vehicle braking system, wherein the hydraulic block forms an actuation and modulation unit as a pressure generation and pressure modulation module of the vehicle braking system. The hydraulic block includes elements for generating and additional elements for modulating or regulating the brake pressure. This results in a very compact hydraulic power unit of a single-box system of a so-called Integrated Power Brake (IPB). Accordingly, the invention also relates to a hydraulic power unit with such a hydraulic block.

[0038] Furthermore, the invention relates to the use of the hydraulic block as a first hydraulic block type in a first, regular hydraulic power unit type and as a second hydraulic block type, rotated 180° around the X-axis, in a second, inverted hydraulic power unit type. This allows a suitable hydraulic power unit type to be used depending on the available installation space.

[0039] The hydraulic block according to the invention allows for selective rotation of the housing around the X-axis without changing the position of the connection mounts, the external force cylinder mount, and preferably the main cylinder mount, which enables at least one valve mount as well as further mounts for functional elements, such as at least one sensor mount and a simulator mount. With such a large number of identical positions for the necessary mounts, the same production and assembly line can be used for manufacturing several hydraulic block types. This offers significant cost savings, as such production and assembly lines incur extremely high costs. With a substantial increase in efficiency, many different variants or types can be manufactured using the hydraulic block according to the invention and the hydraulic block series.An expansion to a HAD system with additional connection points at the same connection position is easily possible from a manufacturing perspective.

[0040] Furthermore, many elements, such as the wheel connections, the external power cylinder, the main cylinder, the associated valves and sensors, the simulator, and the control unit, are designed identically in their individual components and as a whole. This results in cost savings through economies of scale. By rotating the housing around the X-axis, only adjustments to the reservoir interface and the internal pipe layout within the housing are necessary. The pipe layout is advantageously designed so that different lines and valve connections can be used for both pressure and suction operation. With this integration of various functions, the number of required lines and their space requirements are minimized, resulting in a very compact housing. Details and further advantageous enhancements are described in the following figures.

[0041] Exemplary embodiments of the solution according to the invention are explained in more detail below with reference to the accompanying schematic drawings. These show:

[0042] Fig. 1 shows an oblique view of a first hydraulic power unit type with a first embodiment of a hydraulic block according to the invention, which represents a first hydraulic block type.

[0043] Fig. 2 shows a comparative representation of section 11-11 according to Fig. 1 of different first hydraulic unit types,

[0044] Fig. 3 shows an oblique view of a second hydraulic unit type with a second embodiment of a hydraulic block according to the invention, which represents a second hydraulic block type.

[0045] Fig. 4 shows a hydraulic diagram belonging to the first hydraulic unit type, Fig. 5 shows an oblique view of a control unit side of the first hydraulic block type according to Fig. 1,

[0046] Fig. 6 shows a part of section Vl-Vl according to Fig. 5,

[0047] Fig. 7 shows the view according to Fig. 6 in the assembled state,

[0048] Fig. 8 shows the frontal view of detail VIII according to Fig. 5.

[0049] Fig. 9 shows an oblique view of an engine side belonging to Fig. 5,

[0050] Fig. 10 shows an oblique view of a control unit side of the second hydraulic block type according to Fig. 3,

[0051] Fig. 11 shows an oblique view of an engine side belonging to Fig. 10,

[0052] Fig. 12 shows the frontal view of detail XII according to Fig. 10.

[0053] Fig. 13 shows sections corresponding to Fig. 12.

[0054] Fig. 14 shows the frontal view of detail XIV in Fig. 10, Fig. 15 shows part of section XV-XV according to Fig. 10, and Fig. 16 shows a hydraulic diagram belonging to the second hydraulic unit type. Figs. 1 to 3 show a first hydraulic unit 10 or a first hydraulic unit type 10 with a first hydraulic block 12 or hydraulic block type 12 in an associated first or regular installation position 13 (Figs. 1 and 2), and a second hydraulic unit 14 or second hydraulic unit type 14 with a second hydraulic block 16 or hydraulic block 12.

[0055] Hydraulic block type 16 in an associated second or inverted installation position 17 (Fig. 3) of a hydraulic block series 18.

[0056] Each hydraulic block 12, 16 has a block-shaped housing 20, which is preferably cut from an extruded aluminum block and further machined using a machining process. The housing 20 has a cuboid shape and, as housing sides, a motor side 22 and a control unit side 24 opposite the motor side 22. A motor 26 is attached to the motor side 22 and a control unit 28 is attached to the control unit side 24. A Y-axis 30 of a fictitious Cartesian coordinate system runs perpendicular to the control unit side 24. Along the Y-axis 30 and a Z-axis 32, a mounting side 34 lies between the motor side 22 and the control unit side 24, to which the housing 20 is attached by means of a mounting 36 to a firewall or vehicle wall 38 (see Figs. 9 and 11) of a vehicle.Opposite the mounting side 34 is a front side 40, and between it, extending along the Y-axis 30 and an X-axis 42, are two opposing housing sides 44, 46, which adjoin the motor side 22 extending between the X-axis 42 and Z-axis 32. The first housing side 44 is further away from the motor 26 than the second housing side 46. In the hydraulic block 12, as shown in Fig. 1, the second housing side 46 is the lower side in installation position 13, and the first housing side 44 is the upper side of the housing 20 in installation position 13. The upper housing side 44 always serves as the reservoir side 48, on which a reservoir 50 filled with hydraulic fluid is arranged.

[0057] Figure 2 shows two hydraulic block variants 52 and 54 of the first hydraulic block type 12 with associated first hydraulic power unit types 10. The following also applies to the second hydraulic power unit type 14, not shown in Figure 2, with its second hydraulic block type 16 (Figure 3). An externally driven cylinder receptacle 56 extends between the motor side 22 and the control unit side 24. This receptacle is hollow and cylindrical, extending continuously from the motor side 22 to the control unit side 24 as a stepped through-bore (Figures 5, 6, 9 to 11). In the assembled state, a piston 58 is arranged within this receptacle, which can be axially displaced by means of the motor 26 and a gearbox (not shown). The gearbox is covered by a cup-shaped lid 60 facing the motor 26, which, with its cup cavity open to the housing 20, includes associated gearbox and bearing elements.The cover 60 projects from the motor side 22 with an axially and radially extending overhang 62 and is identical in all hydraulic block variants 52, 54 and hydraulic block types 12, 16. The identical overhang 62 forms a consistent interface with the motor 26. Depending on the power requirements, different motor sizes can then be easily mounted on the housing 20. Thus, a larger motor 26 is mounted in the hydraulic block variant 54 on the right in Fig. 3 than in the hydraulic block variant 52 on the left.

[0058] Furthermore, the cylinder receptacle 56 has a central axis or longitudinal axis 64 that runs perpendicular to the motor side 22 or along the Y-axis 30. Coaxially, the cylinder receptacle 56 is closed on one side facing away from the cover 60 by a cup-shaped chamber cover 66, which extends the cylinder receptacle 56 beyond the housing 20. An axially and radially extending projection 68 of the chamber cover 66 projects from the control unit side 24. A cylinder or working chamber 70 filled with hydraulic fluid is formed between the chamber cover 66, the cylinder receptacle 56, and the piston 58. Thus, the chamber cover 66, with its cup shape, together with the cylinder receptacle 56 and the piston 58, forms a piston-cylinder unit, or an externally driven cylinder 72, or a hydraulic module. The chamber cover 66 with its projection 68 is designed the same in all hydraulic block variants 52, 54 and hydraulic block types 12, 16.Encompassing the overhang 68, a control unit 28 of the same design is used accordingly.

[0059] The housing 20 also includes a master cylinder receptacle 74, which is designed as a stepped bore hollow cylinder with a longitudinal axis 76 perpendicular to the mounting side 34 along the X-axis 42. The hollow cylinder is open towards the mounting side 34 and extends to just before the front side 40, where the hollow cylinder is closed (Figs. 5, 9 to 11). A piston 80, coupled to a push rod 78, is guided from the mounting side 34 into the master cylinder receptacle 74 as the associated master cylinder 75. With respect to the Z-axis 32, the master cylinder receptacle 74 is arranged at a height between the cylinder receptacle 56 and the first housing side 44 and is also oriented perpendicular to the cylinder receptacle 56.

[0060] Between the first housing side 44 and the opposite second housing side 46, a housing height 82 extends in the Z-direction, which is the same for all hydraulic block types 12, 16. Within the housing height 82, the master cylinder receptacle 74 extends with its longitudinal axis 76 parallel to both housing sides 44, 46. The longitudinal axis 76 has a vertical distance 84 to the second housing side 46, within which the cylinder receptacle 56 runs transversely to the master cylinder receptacle 74 and parallel to both housing sides 44, 46. The longitudinal axis 76 has a vertical distance 85 to the first housing side 44. The vertical distances 85 and 84 are the same in all hydraulic block types 12, 16. The cylinder receptacle 56, with its longitudinal axis 64, has a vertical distance 86 to the second housing side 46 and a greater vertical distance 88 to the first housing side 44 compared to the vertical distance 86. Both height differences 86, 88 are the same in all hydraulic block types 12, 16.

[0061] On the motor side 22, a first index point 90 is arranged between the cylinder receptacle 56 and the first housing side 44, positioned close to the first housing side 44 and close to the front side 40. Diametrically opposite the first index point 90, a second index point 92 is arranged on the motor side 22. The two index points 90 and 92 form a recess against which the housing 20 is aligned by means of positioning elements engaging therein using a clamping method. Four contact points, only three of which are visible in Fig. 1, are located on the motor side 22 as third index points 94. The housing 20 is positioned against a clamping device at these contact points using a clamping method. All index points 90, 92, and 94 form an index position 96, which is the same for every hydraulic block type 12 and 16. Furthermore, the longitudinal axis 64 defines an external force position 98 in the housing 20, which is the same in all hydraulic block types 12, 16.The external force position 98 is the same in relation to the index position 96 and to a master cylinder position 100 defined by the longitudinal axis 76 in every hydraulic block type 12, 16 (see Fig. 1 compared to Fig. 3). Furthermore, the longitudinal axis 76 of the master cylinder receptacle 74 has a distance 104 to the motor side 22 within a housing thickness 102 extending along the Y-axis 30, which is the same in every hydraulic block variant 52, 54 and every hydraulic block type 12, 16. The housing thickness 102 lies between the motor side 22 and the control valve side 24 and varies depending on requirements across the hydraulic block types 12, 16. The distance 106 of the longitudinal axis 76 to the control valve side 24 can vary. A housing length 108 extending between the front side 40 and the mounting side 34 along the X-axis 42 is designed to be the same length across all housing thicknesses 102 and hydraulic block types 12, 16.

[0062] The hydraulic block variant 54 on the right in Fig. 2 has a greater housing thickness 102 than the hydraulic block variant 52 on the left. This results in a longer longitudinal extension of the cylinder receptacle 56 projecting through the housing in the thicker hydraulic block variant 54 than in the thinner hydraulic block variant 52. With this greater length, and with the same cross-sectional diameter of the cylinder receptacle 56 and the same chamber cover 66, the working chamber 70 volume is created in the thicker hydraulic block variant 54. Consequently, the associated externally driven cylinder 72, acting as a pressure generator, exhibits greater power and elasticity. The pressure generator is preferably designed with a plunger device. The second hydraulic block type 16 is also designed with different housing thicknesses 102, depending on requirements (not shown here).

[0063] Fig. 3 shows the second hydraulic unit type 14 in its installation position 17 in an oblique view looking at the front 40 and motor side 22. Its second hydraulic block type 16 with its housing 20 is rotated 180° around the X-axis 42 or the longitudinal axis 76 compared to the first hydraulic block type 12. After rotation, the lower second housing side 46 of the first hydraulic block type 12 becomes the upper side of the housing 20 in the second hydraulic block type 16 and thus serves as the reservoir side 48. The first housing side 44 is now a lower side of the hydraulic block type 16. Except for the reservoir side 48 and its respective opposite housing sides 44 and 46, the motor side 22, control unit side 24, mounting side 34, and front side 40 of the second hydraulic block type 16 are essentially identical in construction and function to the first hydraulic block type 12 in Fig. 1.Several connection receptacles, each designed as a hollow cylindrical blind hole, project into each side 22 of the motor. A first connection receptacle 110 is located on the motor side 22 close to the front side 40 and, with respect to the Z-axis 32, between the longitudinal axis 76 of the master cylinder receptacle 74 and the first housing side 44. The first connection receptacle 110 serves to receive a first wheel connection 114 belonging to a first brake circuit 112 (Fig. 4). A second connection receptacle 116 is provided, located on the motor side 22 close to the first housing side 44 and further away from the front side 40 than the first connection receptacle 110. The second connection receptacle 116 serves to receive a second wheel connection 118 belonging to the first brake circuit 112 (Fig. 4).Furthermore, a third connection receptacle 120 is provided close to the front face 40 with respect to the X-axis 42, approximately at the level of the first connection receptacle 110. This third connection receptacle 120 is positioned slightly offset with respect to the Z-axis 32 from the level of the longitudinal axis 64 of the cylinder receptacle 56, facing the second housing side 46. The third connection receptacle 120 and the first connection receptacle 110 lie approximately in a hypothetical row 122, which extends substantially parallel to the front face 40. Within the row 122 lies a fourth connection receptacle 124, which is positioned with respect to the Z-axis 32 at a level between the longitudinal axis 64 and the first connection receptacle 110.Thus, the first, third, and fourth connection receptacles 110, 120, and 124 are arranged sequentially on a row 122 close to the front side 40, while the second connection receptacle 116 is located outside the row 122 and has a greater distance to the front side 40 than the three connection receptacles 110, 120, and 124 arranged in the row 122. The second connection receptacle 116 is therefore offset from the row 122 and positioned obliquely towards the first housing side 44 and the mounting side 34, close to the first housing side 44.

[0064] Furthermore, the third connection 120 serves to receive a third wheel connection 126 and the fourth connection 124 to receive a fourth wheel connection 128, each belonging to a second brake circuit 130 (Fig. 4). Thus, the four connection ports 110, 116, 120, 124 are standard ports of a dual-circuit hydraulic vehicle brake system 132 with two wheel brakes 134 per brake circuit 112, 130 (Fig. 4). All four connection ports 110, 116, 120, 124 are located, as described, on the motor side 22 on one side 136 of the cylinder mount 56, which extends between the longitudinal axis 64 and the front side 40 with respect to the X-axis 42. The side 136 lies between a straight line leading through a fictitious intersection point of the longitudinal axis 64 with the motor side 22 and running parallel to the front side 40 and the front side 40.More precisely, the connection points 110, 116, 120, 124 are located between a radial circumference of the cylinder mount 56 and the front side 40. Thus, all four connection points 10, 116, 120, 124 are located away from the mounting side 34 and are easily accessible on the outside of the motor side 22.

[0065] In a standard variant of a single-box IPB system, the hydraulic block types 12, 16 only have the connection receptacles 110, 116, 120, 124 leading to the four wheel connections 114, 118, 126, 128. The standard variant is an embodiment not shown here.

[0066] Shown is a housing 20 of a system for highly automated driving. Such a HAD braking system, which can be implemented with the two hydraulic block types 12 and 16 shown, comprises four additional connection ports 138, 140, 142, and 144. A fifth connection port 138 is located on side 136, close to the first housing side 44 and, with respect to the X-axis 42, at the level of the cylinder port 56. The fifth connection port 138 serves to accommodate a suction port 146 (dashed line in Fig. 4) of the first brake circuit 112. In addition, a sixth connection port 140 is located on side 136, is positioned further from the front side 40 than the row 122, and is located close to the second housing side 46. The sixth connection 140 serves to accommodate a pressure connection 148 of the first brake circuit 112.A seventh connection port 142 is located on side 136, between the master cylinder port 74 and the second connection port 116, relative to the Z-axis 32. This port serves to accommodate a suction port 150 of the second brake circuit 130. An eighth connection port 144, located on side 154 of the motor side 22 between the longitudinal axis 64 and the mounting side 34, serves to accommodate a pressure port 152 of the second brake circuit 130. The eighth connection port 144 is positioned between the master cylinder port 74 and the first housing side 44, relative to the Z-axis 32.The four additional connection ports 138, 140, 142, 144 are thus arranged mostly away from the mounting side 34 and further inwards than the four standard connection ports 110, 116, 120, 124 and serve to connect the associated hydraulic power unit types 10, 14 to an additional pressure generation module for redundant pressure generation in the HAD brake system. Therefore, the four additional connection ports 138, 140, 142, 144 provide a preferred extension for an HAD brake system without requiring any repositioning of the four standard connection ports 110, 116, 120, 124. The two suction ports 138, 142 are preferably designed with a larger cross-section than the other ports 110, 116, 120, 124, in particular than the pressure ports 140, 144. This results in improved suction performance.

[0067] The four standard connection points 110, 116, 120, 124 and preferably also the four additional connection points 138, 140, 142, 144 are positioned identically in all hydraulic block types 12, 16, thus forming a total connection position 156. The connection position 156 is identical in all hydraulic block types 12, 16 with respect to index position 96, external power position 98 and master cylinder position 100.

[0068] As can be seen in Fig. 1, in the first hydraulic block type 12, in its regular installation position 13 mounted in the vehicle, the motor side 22 with its connection mounts 110, 116, 120, 124, 138, 140, 142, 144, as well as the motor 26, are located on the left side in the direction of travel. The master cylinder 75, as the mechanical actuation area, is arranged on one side of the cylinder mount 56 facing the reservoir side 48, via the master cylinder mount 74. Hydraulic block type 12 is generally advantageous for left-hand drive vehicles.

[0069] Fig. 3 shows that in the second hydraulic block type 16, in its inverted installation position 17, the motor side 22 with its connection mounts 110, 116, 120, 124, 138, 140, 142, 144 and the motor 26 are located on the right side in the direction of travel. Furthermore, the mechanical actuation range defined by the master cylinder mount 74 is arranged, by the rotation, on one side of the cylinder mount 56 that faces away from the reservoir side 48. Depending on the available engine compartment in the vehicle, the inverted installation position 17 is advantageous, particularly in right-hand drive vehicles. In each hydraulic block type 12, 14, 20 lines are provided in the housing, which connect the receptacles 56, 74, 110, 116, 120, 124, 138, 140, 142, 144 and other receptacles and are interconnected according to a respective, partly adapted, hydraulic diagram.

[0070] Figure 4 shows a hydraulic diagram of the vehicle brake system 132, which is designed with two brake circuits 112 and 130, belonging to the first hydraulic block type 12. The hydraulic block type 12, with its integrated hydraulic components, represents an actuation and modulation unit in a single housing 20. Elements for generating brake pressure and elements for modulating the generated brake pressure are arranged in the housing 20 and hydraulically interconnected. A single-box system is created in which the associated hydraulic power unit 10 serves simultaneously as a pressure generation and pressure control module.

[0071] The reservoir 50 is designed with three separate reservoir chambers 158, 160, and 162, each at atmospheric pressure, which hold pressure medium for compensating storage. A first reservoir chamber 158 is connected by a line 164 to a pressureless section 165 of an external power cylinder 72 designed as a plunger. When the piston 58 is moved towards the motor 26 and the working chamber 70 expands, pressure medium flows from the first reservoir chamber 158 into the external power cylinder 72. On the pressure side, the external power cylinder 72 is connected to its working chamber 70 by a first pressure line 166 with a first control valve 168.

[0072] A plunger control valve (PSV) is connected to the first wheel connection 114 of the first brake circuit 112 via an inlet line 170. A first inlet valve 172 is located in the inlet line 170. An outlet line 174 branches off from the inlet line 170 to the first wheel connection 114, containing a first outlet valve 176, and leads back to the first reservoir chamber 158. A further inlet line 178 is connected to the first control valve 168 and leads to the second wheel connection 118 of the first brake circuit 112. A corresponding second inlet valve 180 is located in the inlet line 178. An outlet line 182 branches off from the inlet line 178, containing a second outlet valve 184. The outlet pipe 182 is routed into the outlet pipe 174 and thus back into the first reservoir chamber 158.

[0073] The first reservoir chamber 158 is connected via a line 186, in which an optional test valve 188 is located, to a pressureless area 189 of a first chamber 190 of the master cylinder 75. The master cylinder 75 is designed as a dual-circuit tandem master cylinder and also has a second chamber 192, which is fluidly connected via a line 194 to a pressureless area 195 of a second reservoir chamber 160. The master cylinder 75 is operated by a driver using a pedal 196. The pushrod 78 is connected to the pedal 196 and pushes the piston 80 axially into the first chamber 190 as the primary piston, thereby pushing a secondary piston 198 into the second chamber 192. The generated pedal travel is detected by a pedal travel sensor 200 or linear position sensor (LIPS) coupled to the pushrod 78.

[0074] A line 202 leads axially in the direction of actuation, close to one end of the first chamber 190, from the first chamber 190 to the suction port 146, to which the redundant pressure generation module (not shown) is connected. From there, the first brake circuit 112 is connected to the pressure port 148, which then connects to the inlet line 170 via line 202. A first circuit isolating valve 204 is arranged in line 202 between the pressure port 148 and the inlet line 170. Line 202 is shown as a continuous dashed line between the suction port 146 and the pressure port 148. The dashed line and the continuous line 202 refer to an embodiment in which the hydraulic block type 12 is designed for a standard vehicle brake system 132 without HAD (High-Action Deceleration) functionality. In this embodiment, the suction port 146 and the pressure port 148 are omitted.

[0075] Furthermore, on the pressure side, a line 206 leads from the second chamber 192 to the suction port 150, which is connected to the pressure generation module (not shown). From the pressure generation module, the second brake circuit 130 is connected to the pressure port 152, which then connects, via line 206, to an inlet line 208 leading to the third wheel port 126. A second circuit isolator valve, or isolator valve 210, is located in line 206 between pressure port 152 and inlet line 208. Line 206 is also shown continuously with a dashed line between suction port 150 and pressure port 152, which refers to the embodiment without HAD function. Accordingly, suction port 150 and pressure port 152 are also omitted in this embodiment.

[0076] For the second brake circuit 130, the working chamber 70 is connected via a second pressure line 212 to a second control valve 214, which is connected to the inlet line 208. A third inlet valve 216 is arranged in the inlet line 208, through which hydraulic fluid flows to the wheel connection 126. On the outlet side, an outlet line 218 branches off from the inlet line 208, in which a third outlet valve 220 is arranged. Furthermore, the second control valve 214 is connected to an inlet line 222, which leads via a fourth inlet valve 224 to the fourth wheel connection 128. On the outlet side, an outlet line 226 branches off from the inlet line 222, in which a fourth outlet valve 228 is located. From the fourth exhaust valve 228, the exhaust line 226 is joined with the exhaust line 218 and returned to the second reservoir chamber 160 through the main cylinder 75.In detail, the outlet line 218 is connected to the unpressurized area 195 of the second chamber 192 and to the second reservoir chamber 160 via line 194. Furthermore, the second chamber 192 is connected on the pressure side via line 230 to a pressure sensor 232, which monitors the pressure in the master cylinder 75. The designations "first" and "second" generally indicate that the respective components belong to the first brake circuit 112 or the second brake circuit 130.

[0077] Line 234 branches off from line 202 in the first chamber 190 and leads through a simulator control valve (SSV) or simulator valve 236 to a pedal feel simulator or simulator 238. Simulator 238 is a wet-to-wet simulator whose piston-cylinder unit is designed with a slidably guided simulator piston or piston 240, against which pressure medium is applied on both sides. On one side of piston 240 facing the simulator valve 236 is its front face 242, to which simulator 238 is connected to the first chamber 190 via lines 202 and 234. Furthermore, on the other side of piston 240 facing away from simulator valve 236 is its rear face 244, to which a return line 246 of simulator 238 is connected. The return line 246 is led into the outlet line 218 and thus, together with the outlet line 218, is connected through the pressureless area 195 of the second chamber 192 to the second reservoir chamber 160.In addition, a pressureless area 247 is formed on the rear side of the piston 240 in the unloaded state of the simulator 238.

[0078] Furthermore, the first reservoir chamber 158 is connected to a pressure area of ​​the first chamber 190 by means of a line 248 and a check valve 250 (BSV) located in the line 248, which blocks flow towards the reservoir 50. The line 248 is shown with a dashed line, which means that the line 248 with the check valve 250 is provided in the modularly extended HAD brake system, but not in a standard brake system. The check valve 250 is optional. Thus, a modular extension of the standard brake system to an HAD brake system is easily achieved by optionally adding the check valve 250 and the four connection fittings 138, 140, 142, 144.

[0079] A third reservoir chamber 162 is connected to the working chamber 70 by means of a line 252 and a check valve 254 (RSV) located in the line 252, which blocks flow towards the reservoir 50. This allows pressure medium to be drawn from the third reservoir chamber 162 into the working chamber 70 by extending the piston 58 from the working chamber 70. Such suction is necessary for replenishment. A pressure sensor 256 is connected to the line 252. A vent volume 258 is connected to the external power cylinder 72 in a region opposite the working chamber 70. The motor 26 is also connected to a rotor position sensor 260 (RPS contact).

[0080] All switchable valves are designed as 2 / 2-way solenoid valves. Of these, the two isolation valves 204, 210, the four inlet valves 172, 180, 216, 224, and the test valve 188 are normally open. The two control valves 168, 214, the four outlet valves 176, 184, 220, 228, and the simulator valve 236 are normally closed.

[0081] During operation of the vehicle braking system 132, when braking occurs, such as during partial braking or braking intentionally initiated by the driver by pressing the pedal 196, the control unit 28 opens the simulator valve 236 and closes the two isolating valves 204 and 210. The four outlet valves 176, 184, 220, and 228 are closed, and the four inlet valves 172, 180, 216, and 224 are open. Pressing the pedal generates pressure in the master cylinder 75, and hydraulic fluid from the first chamber 190 is transferred through the open simulator valve 236 into the simulator 238. A corresponding pedal characteristic is simulated, thus providing the driver with the feeling of a familiar braking action. During this process, the two isolating valves 204 and 210 are closed by magnetic force.

[0082] The driver's intention to brake is detected by the pedal travel sensor 200, and a signal is transmitted to the control unit 28. Based on this signal, the motor 26 displaces the required volume of hydraulic fluid from the external pressure cylinder 72 from the working chamber 70 to generate brake pressure, provided at least one control valve 168, 214 is energized and open. The pressure sensor 232 in the second brake circuit 130 verifies this movement to detect dormant faults, such as a stuck piston 80 in the first brake circuit 112. Furthermore, the pressure sensors 232 and 256 verify the rotor position of the motor 26. By shifting the volume through at least one of the two control valves 168, 214, hydraulic fluid is shifted through the corresponding inlet valves 172, 180 and 216, 224, respectively, to the corresponding wheel connections 114, 118 and 126, 128, respectively. This transmits a braking force to the respective wheel brakes 134, thus initiating braking.

[0083] In an anti-slip control system or controlled braking of an anti-lock braking system (ABS), wheel slip is detected via wheel sensors (not shown). The flow rate of hydraulic fluid at the wheel brakes 134 is regulated by a corresponding switching of the respective inlet valves 172, 180, 216, 224. Pressure reduction at the wheel brakes 134 occurs towards the reservoir 50 through the respective open outlet valves 176, 184, 220, 228.

[0084] In the event that the volume consumption of hydraulic fluid is so high that the vehicle cannot be brought to a standstill using the external power cylinder 72 and the available volume in pressure chamber 70, a process called hydraulic fluid replenishment occurs after a certain consumption level. For this purpose, the inlet valves 172, 180, 216, and 224 are closed, and the direction of rotation of the motor 26 is reversed. The piston 58 of the external power cylinder 72 moves in reverse, i.e., out of pressure chamber 70, thereby creating a vacuum in pressure chamber 70. This opens the check valve 254, and hydraulic fluid flows from the third reservoir chamber 162 into pressure chamber 70. After a very short time (approximately 150 ms), the direction of rotation is reversed again, and pressure generation continues. This process is repeated as needed until the vehicle comes to a standstill.

[0085] For a fallback or backup system, in which the first hydraulic unit 10 (and correspondingly the second hydraulic unit 14) shuts down in the event of a fault, but the driver remains available in a standard braking system, redundancy must be ensured before, during, and after braking. In the event of a fault before or after braking, hydraulic unit 10 (or 14) is inactive, and the simulator valve 236 is normally closed. This allows the driver to mechanically-hydraulically generate pressure in the wheel brakes 134 by actuating the pedal via the master cylinder 75 through the two normally open isolating valves 204 and 210 and the normally open inlet valves 172, 180, 216, and 224. If the hydraulic unit 10 (or 14) fails during braking, the simulator valve 236 closes and the two isolating valves 204, 210 open. This allows the driver to always apply the brakes to the wheel brakes 134 using the master cylinder 75, even under high plunger pressure.

[0086] For backup during autonomous driving, driver intervention is not possible. Therefore, the aforementioned pressure generation module is provided, which is equipped with a separate and thus redundant power supply and a pump, preferably an axial piston pump. In the event of a failure of the externally driven pressure generation system, redundant pressure generation is thus ensured. If the IPB system of the hydraulic unit 10 or 14 fails before and after braking, the system is inactive, the simulator valve 236 is normally closed, and the isolation valves 204, 210 and inlet valves 172, 180, 216, 224 are normally open. This creates pressure in the wheel brakes 134 in the first brake circuit 112 by the pump drawing pressure medium from the first reservoir chamber 158 through the suction port 146 with the check valve 250 open, through the line 248 as a bypass to the test valve 188 and through the first chamber 190 to the suction port 146.The hydraulic fluid is then forced by the pressure generation module through pressure port 148 by means of the pump through the open inlet valves 172, 180 to the corresponding wheel brakes 134. Similarly, in the second brake circuit 130, hydraulic fluid is drawn from the second reservoir chamber 160 by means of the pump through suction port 150 and the second chamber 192 and forced through pressure port 152 through the open inlet valves 216, 224 to the corresponding wheel brakes 134. During braking, the simulator valve 236 closes and the isolation valves 204, 210 open. This allows hydraulic fluid to be moved through the first and second chambers 190, 192 to the wheel brakes 134 by means of the pressure generation module.

[0087] Furthermore, the test valve 188 enables monitoring of the main cylinder 75 as a backup area or hydraulic fallback level. For this purpose, the test valve 188 and the inlet valves 172, 180, 216, and 224 are closed. The first control valve 168 and the first isolating valve 204 are opened. The motor 26 is switched on. With the motor 26 rotating, the piston 58 of the externally driven cylinder 72 is moved into the working chamber 70, and from there, hydraulic fluid is forced through line 166, the first control valve 168, and the first isolating valve 204 through line 202 (and the pressure generation module) into the first chamber 190. This builds up pressure in the main cylinder 75. By comparing the pressure sensor 256 with the rotor position sensor 260, which is coupled to the motor 26, it is checked whether there is any impermissible leakage or elasticity in the backup area.

[0088] Figures 5 to 9 show the first, regular hydraulic block type 12. Figure 5 shows a view of the transparent control unit side 24. This reveals the interior of the housing 20 and the lines and recesses within it, which are formed as bores or milled recesses using machining processes. No valves or other components are yet installed. The elements referred to as "bores" can also be manufactured using other suitable processes. Furthermore, a horizontal bore is defined as any bore extending parallel to the X-axis 42 or Y-axis 30, and a vertical bore is defined as any bore running parallel to the Z-axis 32.

[0089] The main cylinder receptacle 74 projects into the mounting side 34 and, in installation position 13, is located above the cylinder receptacle 56 on the side of the first housing side 44, which serves as the reservoir side 48. Projecting into the reservoir side 48 is a first reservoir receptacle 262 for connecting the first reservoir chamber 158, and, spaced apart from it in a row in the X direction, a second reservoir receptacle 264 for connecting the second reservoir chamber 160. Outside the row and in the X direction between the two reservoir receptacles 262 and 264, a third reservoir receptacle 266 for connecting the third reservoir chamber 162 is arranged. The third reservoir receptacle 266 faces the control unit side 24, and the two reservoir receptacles 262 and 264 face the engine side 22. Thus, the three reservoir receptacles 262, 264, and 266 of the hydraulic block type 12 are in a first position 268.

[0090] The first reservoir receptacle 262 has a vertical bore with an axial extension 270, designed with successively narrowing stages in cross-section. The optional check valve 250 is to be arranged in this extension, which leads into the main cylinder receptacle 74 in the region of the first chamber 190. The extension 270 thus forms the line 248. The second reservoir receptacle 264 is a vertical bore with a single narrowing stage. A vertical bore 272 adjoins this bore and leads directly into a second undercut 276 (Fig. 9), located axially between two sealing grooves 274 and belonging to the second chamber 192, forming a pressureless area 195 of the main cylinder receptacle 74. The vertical bore 272 thus forms the line 194.

[0091] The third reservoir receptacle 266 has a vertical bore with an axial extension 278, which is designed with several successively narrowing stages in cross-section, in which the check valve 254 is to be arranged. The axial extension 278 extends almost to the cylinder receptacle 56 with respect to the Z-axis 32 and intersects there with a horizontal bore projecting into the control unit side 24 as a working line 280 (Fig. 6). The working line 280 is routed radially outward on the circumference of the cylinder receptacle 56, approximately 1:00 into the control unit side 24. This creates an opening 282 for the working line 280 close to the circumference of the cylinder receptacle 56. Through the opening 282 and the working line 280, when the external force cylinder 72 and the chamber cover 66 are assembled, pressure medium is axially guided out of the working chamber 70 when the piston 58 moves into the working chamber 70.Widening the outflow cross-section, a kidney-shaped recess 284 is provided, increasing the cross-section of the opening 282. This recess interrupts a support ring 285 for the chamber cover 66 only radially on the outside, and thus only partially (see also Fig. 8). The support ring 285 thus provides a stable rest for the chamber cover 66, and at the same time, the recess 284 reduces flow resistance for a suction flow of pressure medium from the reservoir 50, particularly for re-priming. The recess 284, opening 282, working line 280, and extension 278 are part of the line 252, which leads from the third reservoir inlet 266, and thus the third reservoir chamber 162, to the working chamber 70. The recess 284, working line 280, and extension 278 together form a suction bore or suction zone for re-priming.A sensor receptacle 256' is connected directly to the extension 278 at the suction area, in which the pressure sensor 256 is to be accommodated.

[0092] For the second brake circuit 130, a horizontal bore 286 is provided projecting into the front face 40, which intersects the working line 280 further inward with respect to the Y-axis 30 than the extension 278 (Fig. 6). The horizontal bore 286 intersects a circumference of a second control valve receptacle 214' belonging to the second brake circuit 130. The second control valve receptacle 214' is thus fluidly connected via the opening 282 of the working chamber 70 formed in the assembled state. The second control valve receptacle 214' belongs to at least one valve receptacle, each of which projects into the control unit side 24 and is designed as a blind hole. The second control valve 214 is to be accommodated in this receptacle and is to be connected to the working chamber 70 of the external power cylinder 72 by means of the working line 280, which serves as line 212, and the horizontal bore 286.Thus, with the opening 282 and the working line 280, a pressure bore is formed which is integrated into the kidney-shaped recess 284.

[0093] The second control valve receptacle 214' is also intersected at its circumference by a vertical bore 288 extending into the reservoir side 48, into which a second isolating valve receptacle 210', belonging to at least one valve receptacle, projects for the second isolating valve 210. With respect to the Z-axis 32, the second isolating valve receptacle 210' is arranged between the first housing side 44 and the master cylinder receptacle 74. Between the second isolating valve receptacle 210' and the housing side 44, a control-side horizontal bore 290 is provided, intersecting the vertical bore 288 and intersecting with a horizontal bore 292 perpendicular to it. A third inlet valve receptacle 216' for the third inlet valve 216 and a fourth inlet valve receptacle 224' for the fourth inlet valve 224, each belonging to at least one valve receptacle, are connected to the horizontal bore 292 by means of an inclined bore or inclined line 294 (inclined line only in Fig. 13).Thus, the vertical borehole 288 and the horizontal boreholes 290, 292 serve as inlet pipe 208 for the associated third connection fitting 120 and as inlet pipe 222 for the associated fourth connection fitting 124.

[0094] The fourth intake valve receptacle 224' is located on a side facing away from the horizontal bore 292 towards the housing side 44 with respect to the Z-axis 32 and close to the vertical bore 288 with respect to the X-axis 42. The third intake valve receptacle 216' is located on a side facing away from the horizontal bore 292 and from the housing side 44 with respect to the Z-axis 32 and closer to the front side 40 in the X-direction than the fourth intake valve receptacle 224'.

[0095] The fourth intake valve receptacle 224' is intersected at its circumference by a vertical bore or vertical line 296 projecting into the housing side 44, which leads to a fourth exhaust valve receptacle 228' belonging to at least one valve receptacle for the fourth exhaust valve 228. The vertical line 296 is connected to the fourth connection receptacle 124 of the fourth wheel connection 128 on the engine side 22 (Fig. 9) by two mutually perpendicular horizontal bores 298. Thus, the vertical line 296 and the horizontal bores 298 form a connection between the respective fourth intake valve 224, exhaust valve 228 and wheel connection 128, and are therefore each part of the intake line 222 and part of the exhaust line 226, respectively.

[0096] The third inlet valve receptacle 216' is intersected at its circumference by a further vertical line 300 projecting into the first housing side 44, which is located closer to the front side 40 than the vertical line 296. The vertical line 300 continues to a third exhaust valve receptacle 220' belonging to at least one valve receptacle for the third exhaust valve 220. The third exhaust valve receptacle 220' is arranged slightly further towards the housing side 44 in the Z-direction than the fourth exhaust valve receptacle 228'. The vertical line 300 extends from the third exhaust valve receptacle 220' further towards the second housing side 46 in the Z-direction until approximately at the level of one circumference of a simulator receptacle 302 projecting into the control unit side 24. At this height, the vertical line 300 intersects with a motor-side horizontal bore 303, which leads into the third connection receptacle 120 of the third wheel connection 126.

[0097] For the first brake circuit 112, a further opening 304 is provided diametrically opposite the opening 282 in relation to the circular circumference of the cylinder receptacle 56 projecting into the control unit side 24. The opening 304 is positioned approximately at 7:00. Furthermore, the opening 304 is formed by a horizontal bore, not visible, leading into the control unit side 24 and serving as a working line 280, which intersects with a horizontal bore 306 projecting into the mounting side 34. The horizontal bore 306 is fluidly connected to a first control valve receptacle 168' belonging to at least one valve receptacle. The control valve receptacle 168' serves to receive the first control valve 168, which is to be connected to the working chamber 70 of the externally driven cylinder 72 by means of the opening 304 serving as line 166, the invisible horizontal bore, and the horizontal bore 306.For this purpose, the support ring 285 in the area of ​​the opening 304 is only slightly recessed by means of a mirrored surface 307. A kidney-shaped recess is not provided here.

[0098] Both control valve mounts 168', 214' are connected via their respective horizontal bores 306, 286, offset and positioned halfway within the filter area. The two control valve mounts 168', 214' are located opposite each other in an imaginary axial plane of the cylinder mount 56, which runs obliquely at an angle of approximately 20 to 30° to the second housing side 46. Due to this diagonal arrangement, regardless of the hydraulic block type 12, 16 and its installation position 13, 17, one of the two diagonally arranged control valve mounts 168', 214' is always at the top. This allows the externally powered cylinder 72 to always be vented when mounted: in the regular installation position 13 via control valve 214 (Fig. 5) and in the inverted installation position 17 via control valve 168 (Fig. 10).

[0099] The first control valve receptacle 168' is connected by a stepped vertical bore 308 to a first separating valve receptacle 204' belonging to at least one valve receptacle, for receiving the first separating valve 204. The vertical bore 308 extends into the second housing side 46 and intersects the first control valve receptacle 168' at its circumference, passing close to the circumference of the cylinder receptacle 56. The central axis of the vertical bore 308 is located further inside the housing 20 than a groove 309 radially circumferential to the cylinder receptacle 56, which serves to receive and support the chamber cover 66. The vertical bore 308 forms part of the inlet line 170 that connects the first control valve 168 to the first separating valve 204. A vertical bore 310, intersecting the circumference of the first separating valve receptacle 204' and projecting into the first housing side 44, is arranged at the first separating valve receptacle 204'.The vertical bore 310 is intersected by a horizontal bore 312 extending between the main cylinder receptacle 74 and the housing side 44.

[0100] A vertical bore 314, projecting into the first housing side 44 and located close to the vertical bore 310, is guided into the horizontal bore 312. Thus, the vertical bore 310, the horizontal bore 312, and the vertical bore 314 serve as a further part of the inlet line 170. A first inlet valve receptacle 172', belonging to at least one valve receptacle, for the first inlet valve 172, is connected to the vertical bore 314 by means of an inclined line 316 (Fig. 13). In the Z-direction, the first inlet valve receptacle 172' is located approximately at the level of the fourth inlet valve receptacle 224', and in the X-direction approximately at the level of the cylinder receptacle 56.

[0101] The first inlet valve receptacle 172' is guided into a vertical bore or vertical line 318 projecting into the first housing side 44, which is then routed to a first exhaust valve receptacle 176' belonging to the at least one valve receptacle. Between the two valve receptacles 172', 176', a horizontal bore 320 on the engine side is guided into the vertical line 318, which is connected to the first connection receptacle 110 of the first wheel connection 114 on the engine side 22 via a front-side horizontal bore 322 and a vertical bore 324 intersecting the horizontal bore 322 (Fig. 9). Thus, the vertical line 318, the horizontal bores 320, 322 and the vertical bore 324 form a connection between the respective first inlet valve 172, outlet valve 176 and wheel connection 114, and are therefore each part of the inlet line 170 and outlet line 174. The horizontal bore 312 is also part of the inlet line 178, to which a further inclined line 326 is connected (see Fig.13) is connected, which leads to a second inlet valve receptacle 180' belonging to the at least one valve receptacle for the second inlet valve 180. Furthermore, a vertical line 328 projecting into the housing side 44 is provided, which is penetrated by the second inlet valve receptacle 180' and leads to a second exhaust valve receptacle 184' belonging to the at least one valve receptacle for the second exhaust valve 184. The vertical line 328 intersects with an engine-side horizontal bore 330, which is further intersected with a front-side horizontal bore 332, into which a vertical bore 334 leads from the housing side 44. The vertical bore 334 is connected to the second connection receptacle 116 of the second wheel connection 118 (Fig. 9).Thus, the vertical line 328, the horizontal bores 330, 332 and the vertical bore 334 form a connection between the respective second inlet valve 180, outlet valve 184 and wheel connection 118 and are thus each part of the inlet line 178 and outlet line 182.

[0102] This means that all inlet valve receptacles 172', 180', 216', 224' are connected in a manufacturing-friendly and compact manner to the respective outlet valve receptacle 176', 184', 220', 228' via the associated vertical line 318, 328, 300, 296, which is connected to the respective connection receptacle 110, 116, 120, 124 for the respective wheel connection 114, 118, 126, 128.

[0103] The first outlet valve receptacle 176' is intersected at its circumference by a horizontal bore 336 projecting into the mounting side 34, which opens into a vertical bore 338 projecting into the housing side 44 and connected to the first reservoir receptacle 262. The vertical bore 338 intersects with a horizontal bore 340 projecting into the mounting side 34, which leads into the second outlet valve receptacle 184'. Thus, the two outlet valve receptacles 176' and 184' are directly connected to the first reservoir receptacle 262 via the vertical bore 338 in their return line, without any further receptacles. The horizontal bore 336 serves as part of the outlet line 174 of the first outlet valve 176, and the horizontal bore 340 as part of the outlet line 182 of the second outlet valve 184.

[0104] The vertical bore 338 leads into an undercut 342 of the cylinder mount.

[0105] 56, which, after assembly, forms the pressureless area 165 of the external force cylinder 72. This connects the backstitch 342 to the first reservoir inlet 262, and the vertical bore 338 serves as the conduit 164.

[0106] A test valve receptacle 188', designed to receive the test valve 188, is connected to the horizontal bore 340 by means of an inclined line 344 extending in the Z and Y directions (visible in Fig. 10). The test valve receptacle 188' belongs to at least one valve receptacle and is directly connected to a first undercut 348 of the main cylinder receptacle 74, which is located axially between two sealing grooves 346. "Directly" here means without or by means of a very short line section. The inclined line 344, the horizontal bore 340, and the vertical bore 338 together form the line 186 connecting the first reservoir chamber 158 with the unpressurized area 189 of the first chamber 190.

[0107] Furthermore, the main cylinder receptacle 74 has the second undercut 276 belonging to the unpressurized area 195 of the second chamber 192, which is also located axially between two sealing grooves 346 and is arranged facing away from the mounting side 34. The second undercut 276 is connected to the second reservoir receptacle 264 for the second reservoir chamber 160 via the vertical bore 272 (Fig. 9).

[0108] The fourth exhaust valve receptacle 228' is connected directly to the second backstitch 276. "Directly" means without or by means of a very short pipe section. The fourth exhaust valve receptacle 228' is routed back through the master cylinder receptacle 74 to the second reservoir receptacle 264 via the second backstitch 276. The second backstitch 276 and the vertical bore 272 form a line 350 that connects the exhaust valve receptacle 228' to the reservoir receptacle 264, with line 194 forming a section of line 350. Thus, the exhaust valve 228's return flow to the second reservoir receptacle 264 is routed through the master cylinder receptacle 74, which serves as the functional receptacle, such that, in the assembled state, line 350 passes through the unpressurized area 195 of the second chamber 192.The associated main cylinder 75 thus serves as a functional element 352, the unpressurized section 195 of which is used as a conduit for volume reduction through the fourth outlet valve 228. The third outlet valve receptacle 220' is also connected to the backflow 276 via a front-facing horizontal bore 353 and is thus guided in its return flow through the unpressurized section 195 into the second reservoir receptacle 264.

[0109] Furthermore, for the first brake circuit 112, the first isolating valve receptacle 204' is connected through its base to the sixth connection receptacle 140 for the pressure port 148 on the motor side 22 by means of a horizontal bore 354 belonging to line 202 and further bores 356 (Fig. 9). A connection from the first isolating valve receptacle 204' to a pressure area belonging to the first chamber 190 of the master cylinder receptacle 74 is established by the pressure generation module, which is connected to the sixth connection receptacle 140 and the fifth connection receptacle 138. For this purpose, the fifth connection receptacle 138 for the suction port 146 is connected to the master cylinder receptacle 74 by means of a vertical bore 358. Thus, the vertical bore 358 and the pressure generation module are also part of line 202.

[0110] Furthermore, the first separating valve receptacle 204' has a pipe section 360 designed as at least a partial undercut, which connects the two vertical bores 308, 310 when the first separating valve 204 is closed. With the separating valve 204 closed, pipe 202 is thus sealed, while pressure medium is supplied from the first control valve receptacle 168' through the vertical bore 308, pipe section 360, vertical bore 310, horizontal bore 312, vertical bore 314 and the inclined pipes 316, 326 as inlet pipe 170, 178 to the respective first and second inlet valve receptacles 172' and 180'.

[0111] Furthermore, for the second brake circuit 130, the second isolating valve receptacle 210' is connected through its base, by means of unnamed bores belonging to line 206, to the eighth connection receptacle 144 for the pressure port 152 on the motor side 22 (Fig. 9). The eighth connection receptacle 144 is connected by means of the pressure generation module to the seventh connection receptacle 142 belonging to the suction port 150, which is guided through further bores 362 into a pressure area of ​​the master cylinder receptacle 74 belonging to the second chamber 192. The unnamed bores, the bores 362, and the pressure generation module are also part of line 206. This establishes a connection between the second isolating valve receptacle 210' and the master cylinder receptacle 74 in the area of ​​the second chamber 192 of the master cylinder 75.

[0112] The second separating valve receptacle 210' also features the pipe section 360 designed as a circumferential undercut, which keeps the vertical bore 288 open when the second separating valve 210 is closed. Thus, when the separating valve 210 is closed, the line 206 is closed, while pressure medium is conveyed from the second control valve receptacle 214' through the vertical bore 288, the horizontal bore 292, and the inclined lines 294 as inlet lines 208 and 222, respectively, to the third and fourth inlet valve receptacles 216' and 224'.

[0113] The simulator mount 302 is arranged parallel to the cylinder mount 56 and positioned on the control unit side 24 between the cylinder mount 56 and a corner of the housing 20 formed by the front side 40, the second housing side 46, and the control unit side 24. Thus, the simulator mount 302 is located at a simulator position 364, which is the same in every hydraulic block type 12, 16. Close to the simulator mount 302, approximately at 0:30 around its circumference, a simulator valve mount 236' belonging to at least one valve mount is arranged for the simulator valve 236. A vertical bore 366 (Fig. 9) projecting into the housing side 46 and two mutually perpendicular horizontal bores 368 form the conduit 234, by which the simulator valve mount 236' is connected to the simulator mount 302 at the front of the piston 240 when mounted.Furthermore, the simulator valve receptacle 236' is intersected around its circumference by a horizontal bore 370 on the engine side, which forms part of the line 202 leading from the first chamber 190. In addition, the simulator receptacle 302 is connected, in an area positioned rearward of the piston 240 in the assembled state, by an inclined bore 372 (visible only in Figures 10 and 11) to the vertical bore 272 projecting through the master cylinder receptacle 74 at the back cut 276. The inclined bore 372 and the portion of the vertical bore 272 extending to the back cut 276 form the return line 246, which is routed rearward through the master cylinder receptacle 74 and through the further portion of the vertical bore 272 as line 194 to the second reservoir receptacle 264. This also means that the pressureless area 195 of the main cylinder 75 is used as a functional element 352 for the return of the simulator 238.Furthermore, a sensor receptacle 232' projecting into the control unit side 24 is provided with respect to the Z-axis 32 between the simulator valve receptacle 236' and the third exhaust valve receptacle 220', and with respect to the X-axis 42 at the level of the second chamber 192. This sensor receptacle is connected to a region of the second chamber 192 with the master cylinder receptacle 74. The pressure sensor 232, which monitors the pressure in the master cylinder 75, is to be accommodated in the sensor receptacle 232'. The pressure in the external power cylinder 72 is to be monitored by means of the pressure sensor 256, which is to be accommodated in the sensor receptacle 256' arranged on the extension 278.

[0114] To build up pressure using the external force cylinder 72, the piston 58 is moved into the working chamber 70 in the assembled state. Pressure medium is moved through the two openings 282, 304, positioned diagonally to each other outside the support ring 285, through each working line 280 and the horizontal bore 286 or 306 connected thereto to the respective control valve receptacles 214', 168', in the filter area of ​​which the horizontal bore 286, 306 is connected.

[0115] The hydraulic fluid in the first brake circuit 112 is forced through the first control valve 168, which is located in the first control valve receptacle 168' and then opened by energizing it, through the vertical bore 308, around the separating valve receptacle 204' (with the first separating valve 204 closed) via a 270° undercut as a line section 360, and through the vertical bore 310 into the horizontal bore 312. From there, the hydraulic fluid is forced through the connected vertical bore 314 and the angled line 316 through the first inlet valve 172, which is located in the first inlet valve receptacle 172' and is open, to the first connection receptacle 110 of the first wheel connection 114. In addition, the pressure medium is moved by the inclined line 326 connected to the horizontal bore 312 through the open second inlet valve 180, which is housed in the second inlet valve receptacle 180', to the second connection receptacle 116 of the second wheel connection 118.

[0116] Furthermore, the pressure medium in the second brake circuit 130 is forced through the second control valve 214, which is energized and open, by the vertical bore 288, the second separating valve receptacle 210' (with the second separating valve 210 closed) via a backflow as line section 360, further through the vertical bore 288 and the horizontal bore 290 into the horizontal bore 292 arranged perpendicular to it. From there, the pressure medium is forced through the respective angled line 294 through the third inlet valve 216, which is open and located in the third inlet valve receptacle 216', to the third connection 120 of the third wheel connection 126, and through the fourth inlet valve 224, which is open and located in the fourth inlet valve receptacle 224', to the fourth connection 124 of the fourth wheel connection 128.

[0117] Each inlet valve receptacle 172', 180', 216', 224' is connected to its respective port receptacle 110, 116, 120, 124 via the associated vertical line 318, 328, 300, 296. Furthermore, for pressure relief, each associated outlet valve receptacle 176', 184', 220', 228', with its respective outlet valve 176, 184, 220, 228, is connected to its respective vertical line 318, 328, 300, 296.

[0118] During a priming cycle, pressure medium is drawn from the third reservoir chamber 162 through the third reservoir inlet 266, its extension 278, the working line 280, the opening 282, and its recess 284 into the working chamber 70. For this purpose, the piston 58 is moved out of the working chamber 70 towards the motor 26, thereby generating a vacuum that opens the check valve 254 located in the extension 278 (see Fig. 7 and especially the arrows shown therein).

[0119] Thus, the working line 280, the opening 282, and the recess 284 are used for both pressure build-up and suction. These dual-purpose elements allow for a particularly compact and cost-effective design of parts of the lines 252 and 212. The hydraulic block type 12 (and also the hydraulic block type 16 according to Figures 10 to 15) is designed with such a bore that the same bores are used in both pressure and suction operation. Furthermore, the separating valve receptacles 204', 210', particularly in their undercut, are used to direct the flow of hydraulic fluid to the respective inlet valve receptacles 172', 180' and 216', 224', and thus each serves as a line section 360.With such partial and complete use of the bore for suction and pressure, as well as the use of individual valve mounts for flow around the bore, the hydraulic block type 12 (and also the hydraulic block type 16) is designed to be very compact and small with a correspondingly low weight.

[0120] Fig. 7 shows the previously described suction process. It also illustrates how the chamber cover 66, in its assembled state, is received in the groove 309 surrounding the support ring 285 and delimits the working chamber 70. The working chamber 70 is further sealed by a seal 376 arranged in a pressure-side sealing groove 374, which serves as a high-pressure seal. Axially adjacent to the working chamber 70 is the back groove 342, which is connected to the first reservoir chamber 158 via the first reservoir receptacle 262 as a pressureless area 165 containing pressure medium and serves for pressure equalization and preferably also as a guide groove. A further sealing groove 378 is provided axially adjacent to this, in which a seal 380 is arranged as a low-pressure seal in the low-pressure area.The backstitch 342 connected to the reservoir 50 in this way ensures that both seals 376, 380 on a side facing away from the pressure are always moistened during operation.

[0121] Fig. 8 shows in detail the kidney-shaped recess 284 with the opening 282, which is used in hydraulic block type 12 for pressure build-up and suction.

[0122] Fig. 9 shows the hydraulic block type 12 in an oblique view looking at the motor side 22 and the mounting side 34, which are shown transparently. The lines, bores, and receptacles already described are partially more clearly visible in this view. Additionally, a horizontal bore 382, ​​extending from the mounting side 34 and running parallel to the master cylinder receptacle 74, is visible. This bore has a larger cross-section than the bores mentioned. The horizontal bore 382 is positioned relative to the longitudinal axis 76 towards the motor side 22 and serves to accommodate a signal transmitter (not shown). This transmitter is used to transmit the movement of the piston 80 or the pushrod 78, triggered by actuation of the pedal 196, to the pedal position sensor 200. To accommodate the pedal travel sensor 200 (LIPS), a sensor receptacle 200' extending transversely to the horizontal bore 382 is arranged, which is drilled into the housing 20 from the control unit side 24 (see also Fig.5) In addition, three motor contact receptacles 384 are provided continuously from the control unit side 24 to the motor side 22. These are arranged side by side approximately in an eighth of a circle around the cylinder receptacle 56 in the direction of the second housing side 46 and mounting side 34. A sensor receptacle 260' is also provided continuously, located approximately at the level of the longitudinal axis 64 between the cylinder receptacle 56 and the mounting side 34. The sensor receptacle 260' serves to receive a component connecting the motor 26 to the control unit 28, which is designed with the rotor position sensor 260 (RPS contact).

[0123] Figures 10 to 15 show the second, inverted hydraulic block type 16 in its installation position 17. Figure 10 shows an oblique view looking at the transparently shown control unit side 24, second housing side 46 and mounting side 34, and Figure 11 shows an oblique view looking at the transparently shown motor side 22 and front side 40.

[0124] Fig. 10 shows the housing 20 in a position rotated approximately 180° around the X-axis 42 and longitudinal axis 76, and approximately 180° around the Z-axis 32, compared to Fig. 5. A comparison of Fig. 10 with Fig. 5 shows that all the valve receptacles belonging to at least one valve receptacle on the control unit side 24 are positioned identically in both hydraulic block types 12 and 16. This means that both control valve mounts 168', 214', both separating valve mounts 204', 210', the simulator valve mount 236', the test valve mount 188', the inlet valve mounts 172', 180', 216', 224' and the exhaust valve mounts 176', 184', 220', 228' are arranged identically in the housing 20, at least also in their position relative to the cylinder mount 56. All inlet valve mounts 172', 180', 216', 224' are arranged between the longitudinal axis 76 of the main cylinder mount 74 and the first housing side 44.Furthermore, the two inlet valve mounts 172', 180', the two exhaust valve mounts 176', 184', the first control valve mount 168' and first isolating valve mount 204' of the first brake circuit 112, as well as the test valve mount 188', the three motor contact mounts 384 and the sensor mount 260' are arranged on a half of the control unit side 24 facing the mounting side 34. In contrast, the two inlet valve mounts 216', 224', the two exhaust valve mounts 220', 228', the second control valve mount 214' and the second isolating valve mount 210' of the second brake circuit 130, as well as the simulator valve mount 236' and the sensor mounts 232', 256' are arranged on a half of the control unit side 24 facing the front side 40. The sensor mounts 200', 232', 256', 260' and the motor contact mounts 384 are the same in all hydraulic block types 12, 16.

[0125] In Fig. 11, the housing 20 is shown rotated 180° about the X-axis 42 and 180° about the Z-axis 32 compared to Fig. 9. A comparison of Fig. 11 with Fig. 9 shows that all connection receptacles 110, 116, 120, 124, 138, 140, 142, 144 are arranged and designed identically in their connection position 156, and all index points 90, 92, 94 are arranged and designed identically in their index position 96. Furthermore, the main cylinder receptacle 74, the cylinder receptacle 56, and the simulator receptacle 302 are positioned and designed identically in both hydraulic block types 12 and 16. The housing height 82, the housing length 108, and, in this embodiment, also the housing thickness 102 are the same.

[0126] In contrast to hydraulic block type 12 according to Figures 5 to 9, in hydraulic block type 16 according to Figures 10 to 15, the second housing side 46 is the upper side in installation position 17 and thus serves as the reservoir side 48. Furthermore, the reservoir side 48 of hydraulic block type 16 is designed differently than the reservoir side 48 of hydraulic block type 12. In addition, the lines in the housing 20 are adapted and, in some cases, designed or arranged differently. Only the essential differences are described below. Identical or similar components with the same function are largely designated with the same reference numerals.

[0127] The first and third reservoir inlets 262, 266 protrude into the reservoir side 48 in the X direction approximately in the middle and with only a slight offset from each other. The first reservoir inlet 262 is located close to the engine side 22 and the third reservoir inlet 266 is located close to the control unit side 24.

[0128] The second reservoir receptacle 264 is positioned close to the front 40 and close to the engine side 22. Thus, the three reservoir receptacles 262, 264, 266 of the second hydraulic block type 16 are arranged in a second position 386, which is different from the first position 268.

[0129] Furthermore, unlike hydraulic block type 12, in the inverse hydraulic block type 16 the main cylinder receptacle 74 is located on a side facing away from the reservoir side 48 in relation to the cylinder receptacle 56, and the cylinder receptacle 56 is accordingly facing the reservoir side 48. Additionally, the opening 282 belonging to the second control valve receptacle 214' is located away from the reservoir side 48. Accordingly, the third reservoir receptacle 266 with its axial extension 278 is not connected to the opening 282, but rather by a further opening 387, which is formed by the kidney-shaped recess 284 itself and is directly connected to the extension 278, which serves as a suction bore. This further reduces flow resistance during priming. This is also facilitated by the fact that the extension 278, i.e., the path between the cylinder receptacle 56 and the third reservoir receptacle 266, is shorter than in hydraulic block type 12.The recess 284 is located at approximately 11:00 with respect to the cylinder mount 56. A suction area formed together with the axial extension 278 is thus positioned between the motor contact mounts 384 and the simulator mount 302.

[0130] The opening 282, with its working line 280, serves here solely as a pressure bore for the second control valve 214 (and not, as in hydraulic block type 12, as a pressure and suction bore). Due to its rotation, the opening 282 is positioned at approximately 7:00 relative to the cylinder receptacle 56, facing the control unit side 24. Diametrically opposite, the opening 304, with its working line 280 serving as a pressure bore, is positioned at approximately 1:00. Thus, the control valve receptacle 168', connected to the horizontal bore 306, and the first control valve 168 to be housed therein, are located in installation position 17 at the top and therefore serve for venting. Furthermore, the sensor receptacle 256' is connected to the cylinder receptacle 56 by means of a through bore 388 extending into the first housing side 44. The first housing side 44 is located opposite the reservoir side 48.

[0131] For pressure build-up by means of the external power cylinder 72 and also the main cylinder 75, the inverted hydraulic block type 16 essentially provides a pipe routing as already described for the regular hydraulic block type 12. As described, all inlet valve receptacles 172', 180', 216', 224' are each connected to a corresponding angled pipe 316, 326, 294, which also applies to hydraulic block type 16 and is shown in detail in Figs. 12 and 13. Furthermore, a pressureless area 165, 189, 195, 247 of the external power cylinder 72, the main cylinder 75 and / or the simulator 238, when assembled, is used as a functional element 352 for a volume flow through at least one of the outlet valves 176, 184, 220, 228.

[0132] In detail, the first reservoir receptacle 262 is connected to the back bore 342 of the cylinder receptacle 56 via a vertical bore 390 extending into the second housing side 46. Slightly offset from the cylinder receptacle 56 and parallel to the vertical bore 390, the back bore 342 is connected to the vertical bore 338 extending into the first housing side 44. The horizontal bore 336, connected to the first exhaust valve receptacle 176', is connected to the vertical bore 338. Furthermore, the vertical bore 338 intersects with the horizontal bore 340, which is connected to the second exhaust valve receptacle 184' and, via the inclined line 344, to the test valve receptacle 188'. This creates a compact path or line 391 through the unpressurized area 165, which allows a volume flow from the first and second outlet valves 176 and 184 to the first reservoir chamber 158.The external force cylinder 72 serves as a functional element 352, and the line 391 is formed with the vertical bore 338, the horizontal bores 336 and 340, the back bore 342, and the vertical bore 390, which connects the two outlet valve receptacles 176' and 184' to the reservoir receptacle 262. Furthermore, the test valve 188 is compactly connected to the test valve receptacle 188', which is directly connected to the back bore 348 of the main cylinder receptacle 74, and to the unpressurized area 189 of the first chamber 190 of the main cylinder 75. The test valve receptacle 188' is also connected to the horizontal bore 340 and the inclined line 344, which connects to the two outlet valve receptacles 176' and 184'. This forms the line 186 (see also Fig. 16).

[0133] As in hydraulic block type 12, the fourth outlet valve receptacle 228' is directly connected to the second back bore 276 of the master cylinder receptacle 74 as a functional receptacle. Additionally, the third outlet valve receptacle 220' is connected to it via the horizontal bore 353. The back bore 276 forms the pressureless section 195 of the second chamber 192, through which the two outlet valves 220, 228 are connected in their return flow to the second reservoir chamber 160. A vertical bore 392, extending from the first housing side 44 through the master cylinder receptacle 74, is connected to the back bore 276. This vertical bore is connected via the angled bore 372 to a rear section 247 of the simulator receptacle 302 as a functional receptacle when mounted (Fig. 11). From there, the simulator receptacle 302 is connected via an angled bore 394 to the second reservoir receptacle 264 (Fig. 10). This creates a backflow path orA line 396 for a pressure medium to be returned through the third and fourth outlet valve 220, 228 through the pressureless area 195 of the main cylinder 75 and the pressureless area 247 of the simulator 238 as respective functional element 352 was created.

[0134] Fig. 14 shows in detail the direct connection of the recess 284 into the bore of the axial extension 278 of the inverted hydraulic block type 16. The recess 284 serves only for suction.

[0135] Figure 15 shows in detail that the groove 309 and its base form a bearing surface 398 for the chamber cover 66, which is to be riveted radially to the housing 20 at its projecting collar (not shown). The opening 304 is surrounded by a rebate 307, which projects further inward into the housing 20 than the bearing surface 398. With the chamber cover 66 installed, this allows a flow of pressure medium from the working chamber 70 into the working line 280. The working line 280 extends to the horizontal bore 306, which runs transversely to the longitudinal axis 64 and is connected to the first control valve receptacle 168'. The same applies to the opening 282, the working line 280, the horizontal bore 286, and the second control valve receptacle 214'. Thus, the working line 280 intersects with the horizontal bore 306, 286 within the housing 20 in the area of ​​the bearing surface 398 of the chamber cover 66.

[0136] Figure 16 shows a hydraulic diagram as implemented with hydraulic block type 16 according to Figures 10 to 15. In contrast to Figure 4, according to Figure 16 the first reservoir chamber 158 is not connected directly to the unpressurized section 189 of the first chamber 190, but rather through the unpressurized section 165 of the external power cylinder 72. For this purpose, the first reservoir chamber 158 is connected to the unpressurized section 189 of the first chamber 190 via line 391, which runs through the unpressurized section 165, and line 186, which branches off from it. The unpressurized section 165 is thus used for thermal compensation of the first chamber 190. Both exhaust valves 176, 178 of the first brake circuit 112 are also connected on the exhaust side via the line 391 through the unpressurized area 165 of the external power cylinder 72 to the first reservoir chamber 158.

[0137] Furthermore, in the hydraulic diagram according to Fig. 16, unlike in Fig. 4, the second reservoir chamber 160 is not connected directly to the unpressurized area 195 of the second chamber 192, but rather through the unpressurized area 247 of the simulator 238, which is located behind the piston 240. For this purpose, the line 194 leading from the second reservoir chamber 160 is implemented via the inclined bore 394, which is connected to the simulator mount 302 at area 247. From this, the return line 246 leads into the unpressurized area 195, which is formed by the second undercut 276. The return line 246 is implemented via the inclined bore 372 and a portion of the vertical bore 392 (Figs. 10, 11). In this process, line 194 and return line 246 each form sections of line 396, with which both outlet valves 220, 228 of the second brake circuit 130 are connected on the outlet side to the second reservoir chamber 160.In addition, the rear area of ​​the simulator 238 is used as an associated pressureless area 247 for thermal compensation of the second chamber 192.

Claims

1. Claims 1. Hydraulic block (12, 16) for a hydraulic power unit (10, 14), in particular a vehicle brake system (132), which is designed as a block-shaped housing (20) with a housing height (82) extending along a Z-axis (32), a housing length (108) extending along an associated X-axis (42), and a housing thickness (102) extending along an associated Y-axis (30), wherein the housing length (108) lies between a mounting side (34) and an opposite front side (40), and the housing thickness (102) lies between a motor side (22) and an opposite control unit side (24) of the housing (20), with at least one valve receptacle (168', 172', 176', 180', 184', 188', 204', 210') on the control unit side (24). 214', 216', 220', 224', 228', 236') and on the engine side (22) an external force cylinder mount (56) projecting into the engine side (22) with its longitudinal axis (64) as well as at least two connection mounts (110, 116, 120, 124, 138, 140,142, 144) are provided, characterized in that at least two connection receptacles (110, 120, 124) are arranged on the motor side (22) on a side (136) extending between the longitudinal axis (64) and the front side (40) with respect to the X-axis (42), and are arranged successively in a row (122) extending substantially parallel to the front side (40).

2. Hydraulic block according to claim 1, characterized in that a further connection receptacle (116) is provided on the side (136), which is arranged outside the row (122) and in particular has a greater distance to the front side (40) than the at least two connection receptacles (110, 120, 124) which are arranged substantially in a row (122).

3. Hydraulic block according to claim 2, characterized in that, in addition to the further connection receptacle (116), at least two and preferably three further supplementary connection receptacles (138, 140, 142) are provided on the side (136), which are arranged outside the row (122) and have a greater distance to the front side (40) than the at least two connection receptacles (110, 120, 124) arranged essentially in a row (122), and in particular an additional supplementary connection receptacle (144) is provided, which is arranged on the motor side (22) on a side (154) which extends in relation to the X-axis (42) between the longitudinal axis (64) of the external force cylinder receptacle (56) and the mounting side (34).

4. Hydraulic block according to one of claims 1 to 3, characterized in that a master cylinder receptacle (74) extending in its longitudinal axis (76) parallel to the X-axis (42) is provided and the at least two connection receptacles (110, 116, 120, 124, 138, 140, 142, 144) have a connection position (156) which is the same in its position relative to the longitudinal axis (64) of the external power cylinder receptacle (56) over at least one first hydraulic block type (12) and at least one second hydraulic block type (16), wherein in particular the at least one first hydraulic block type (12) differs from the at least one second hydraulic block type (16) by an installation position (13, 17) rotated by about 180° about the longitudinal axis (76) of the master cylinder receptacle (74) in each installed state.

5. Hydraulic block according to one of claims 1 to 4, characterized in that the housing height (82) and the housing length (108) are the same across several hydraulic block variants (52, 54) and the housing thickness (102) varies depending on the volume requirement of a working chamber (70) of an external force cylinder (72) to be arranged in the external force cylinder receptacle (56) across several hydraulic block variants (52, 54), wherein the hydraulic block variants (52, 54) differ in their volume of pressure medium.

6. Hydraulic block according to claim 4 or 5, characterized in that the at least one valve receptacle (168', 172', 176', 180', 184', 188', 204', 210', 214', 216', 220', 224', 228', 236') in their position relative to the longitudinal axis (64) of the external force cylinder mounting (56) and in particular also their position relative to the longitudinal axis (76) of the main cylinder mounting (74) and / or their position relative to the mounting side (34) are designed the same over the at least one first hydraulic block type (12) and the at least one second hydraulic block type (16).

7. Hydraulic block according to one of claims 1 to 6, characterized in that at least one valve receptacle (168', 172', 176', 180', 184', 188', 204', 210', 214', 216', 220', 224', 228', 236') includes at least one outlet valve receptacle (176', 184', 220', 228') which is connected by means of a line (350, 391, 396) to an associated reservoir receptacle (262, 264) in the housing (20), wherein the line (350, 391, 396) is guided through a pressureless area (165, 195, 247) of a functional element (352) formed in the assembled state.

8. Hydraulic block according to one of claims 1 to 7, characterized in that the external force cylinder receptacle (56) is designed to project from the motor side (22) to the control unit side (24) and is to be closed on the control unit side (24) with a cup-shaped chamber cover (66), with which, in an assembled state, a working chamber (70) of an associated external force cylinder (72) is to be formed and at least one opening (282, 304, 387) is provided leading from the control unit side (24) into the housing (20), which is arranged radially outside on the circumference of the external force cylinder receptacle (56) on the control unit side (24) such that the opening (282, 304, 387) is connected to the working chamber (70) in the assembled state of the chamber cover (66), wherein, in particular, one opening (282, 387) of the at least one opening (282, 304, 387) has a recess (284) which increases in cross-section and is connected to an associated reservoir receptacle (266).

9. Hydraulic block according to one of claims 1 to 8, characterized in that at least one inlet valve receptacle (168', 172', 176', 180', 184', 188', 204', 210', 214', 216', 220', 224', 228', 236') includes at least one inlet valve receptacle (172', 180', 216', 224'), which is located, in particular, on the control unit side (24) in relation to the Z-axis (32) between a longitudinal axis (76) of a master cylinder receptacle (74) and a first housing side (44) adjacent to the control unit side (24). is arranged, wherein the first housing side (44) has a greater distance to the external force cylinder receptacle (56) than a second housing side (46) opposite the first housing side (44).

10. Hydraulic block according to claim 9, characterized in that at least one inlet valve receptacle (172', 180', 216', 224') is connected and extended by means of an inclined line (294, 316, 326) to a respective inlet line (170, 178, 208, 222) coming from the external power cylinder receptacle (56) to a respective associated connection receptacle (110, 116, 120, 124) and in particular is connected by means of a vertical line (296, 300, 318, 328) to a respective outlet valve receptacle (176', 184', 220', 228').

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