DE102019103483A1 - Packaging for a braking system - Google Patents

Abstract

The invention relates to an actuating device for a hydraulically acting brake system, having the following components: a master brake cylinder (HZ) arranged in a housing (C) with at least one piston which can be acted upon by force by an actuating device, in particular in the form of a brake pedal, - at least one Pressure supply device (DV1, DV2), with at least one pressure supply device (DV1) being a piston or double-stroke piston pump driven by an electric motor drive (M), the drive (M) directly or via a transmission gear, in particular a recirculating ball gear, the piston of the piston - or double piston pump adjusted, - at least one valve arrangement (HCU) with solenoid valves, - at least one electronic control and regulation unit (ECU), the brake system having at least two hydraulic circuits (BK1, BK2) and in at least one by means of the pressure supply device (DV1) a hydraulic circuit (BK1, BK2) associated wheel brake (RB1, RB2, RB3, RB4) a pressure change can be made, characterized in that the valve arrangement (HCU) and the at least one piston and pressure chamber of at least one pressure supply device (DV1, DV2) are arranged in a first housing (A) are or assembled form a unit or module, and that the housing (C) of the actuating device is hydraulically connected to the first housing (A) or the unit or the module.

Description

The present invention relates to an actuation system having the features of the preamble of claim 1.

State of the art

The packaging or build volume of braking system is of great importance. In systems with HAD (semi-automated) and FAD (fully automated driving) there are many variants of Level 2 with tandem master cylinder (THZ) or single master cylinder ( HZ ) to level 5 without THZ or HZ to consider. In particular, 3 - 5 concepts with 2 pressure supplies or pressure supply devices ( DV ) difficult to implement in packaging with a small construction volume. Examples of packaging are off EP 2744691 with vertical arrangement of the pressure supply ( DV ) to the HZ axis and DE 2016032116160400 with a parallel arrangement of the pressure supply device to the HZ axis known, which require a smaller overall width. Redundant pressure supplies enable systems with only one master brake cylinder, since the probability of failure of two pressure supply devices is very low and is practically limited to failure of the on-board network. Such a system is in DE 102017222450 described. The master cylinder HZ enables emergency driving with the brake, e.g. to the towing vehicle.

Out DE102016105232 A1 A packaging with a small structural volume is previously known in which an integrated redundant pressure supply consisting of at least one pressure supply device, with valves, in particular solenoid valves, combined in a hydraulic unit, with at least one electronic control and regulation unit, at least one storage container, and a master brake cylinder combined in one module is.

Object of the invention

The object of the present invention is to provide modular packaging for various systems with a small structural volume.

Advantages of the invention

This object is achieved with a system with the features of claim 1. Advantageous refinements of the system according to claim 1 result from the features of the subclaims.

A packaging with a small overall volume is proposed with an integrated redundant pressure supply DV Consisting of at least one pressure supply device, with valves, in particular solenoid valves, combined in a hydraulic unit, with at least one electronic control and regulation unit, at least one reservoir, with a single master brake cylinder and pedal stroke sensors and travel simulator with piston. The invention provides various variants of modular actuation systems for brake systems which contain as many identical parts as possible for production and assembly.

• Variante a:
  • Eine 2-Box Lösung mit zwei Modulen ist, wobei das erste Modul die Druckversorgungseinrichtung (DV1), Hauptbremszylinder (HZ) mit Wegsimulator (WS), Ventilanordnung (HCU), Steuer- und Regeleinheit (ECU) und Vorratsbehälter (VB) umfasst und das zweite Modul ESP oder ABS beinhaltet.
• Variante b:
  • Eine 1-Box Lösung mit nur einem Modul ist, welches mindestens eine Druckversorgungseinrichtung (DV1, DV2), Ventilanordnung (HCU), Steuer- und Regeleinheit (ECU) und Vorratsbehälter (VB) umfasst,
• Variante c:
  • Eine 1-Box Lösung mit nur einem Modul ist, welches die Druckversorgungseinrichtung aufweist, wobei mindestens eine Druckversorgungseinrichtung redundant, d.h. z.B. mit einem doppelten Bordnetzanschluss oder redundanten Phasenwicklungen ausgebildet ist und bei der die Ventilanordnung (HCU), Steuer- und Regeleinheit (ECU) und Vorratsbehälter (VB) ebenfalls im Modul enthalten sind.
• Variante d:
  • Gleiches Modul wie bei Variante c. jedoch mit einer Steuer- und Regeleinheit welche voll oder teilredundanter ausgebildet ist.
• Variante e:
  • Eine 2-Box Lösung mit zwei Modulen ist, wobei das erste Modul eine Druckversorgungseinrichtung (DV1, DV2), Ventilanordnung (HCU), Steuer- und Regeleinheit (ECU) und Vorratsbehälter (VB) umfasst, wobei die Steuer- und Regeleinheit (ECU) voll oder teilredundanter ausgebildet ist, und das zweite Modul entweder den Hauptbremszylinder (HZ) mit optionalem Wegsimulator (WS)
• Variante f:
  • Erstes Modul wie bei Variante e, wobei im zweiten Modul anstatt eines Hauptbremszylinders ein elektronisches Bremspedal mit Wegsimulator WS oder nur einen Bremsschalter für Level 5 angeordnet ist bzw. sind.

Possible variants according to the invention are preferably:

• Option A:
  • A 2-box solution with two modules is where the first module is the pressure supply device ( DV1 ), Master cylinder ( HZ ) with path simulator ( WS ), Valve arrangement ( HCU ), Control and regulation unit ( ECU ) and storage container ( VB ) and the second module includes ESP or ABS.
• Variant b:
  • A 1-box solution with only one module, which has at least one pressure supply device ( DV1 , DV2 ), Valve arrangement ( HCU ), Control and regulation unit ( ECU ) and storage container ( VB ) includes,
• Variant c:
  • A 1-box solution with only one module is that has the pressure supply device, at least one pressure supply device being redundant, i.e., for example, with a double on-board power supply connection or redundant phase windings and in which the valve arrangement ( HCU ), Control and regulation unit ( ECU ) and storage container ( VB ) are also included in the module.
• Variant d:
  • Same module as with variant c. but with a control and regulation unit which is fully or partially redundant.
• Variant e:
  • A 2-box solution with two modules is where the first module is a pressure supply device ( DV1 , DV2 ), Valve arrangement ( HCU ), Control and regulation unit ( ECU ) and storage container ( VB ), the control and regulation unit ( ECU ) is fully or partially redundant, and the second module either the master brake cylinder ( HZ ) with optional path simulator ( WS )
• Variation f:
  • First module as in variant e, with an electronic brake pedal with travel simulator in the second module instead of a master brake cylinder WS or just a brake switch for level 5 is or are arranged.

• Gehäuse A: Umfasst die Ventilanordnung (HCU) für DV1 und DV2 mit z.B. Ventilen (V), Magnetventilen (MV) und einem oder mehreren Druckgebern (DG).
• Gehäuse B: Umfasst die Steuer- und Regeleinheit ECU ohne Redundanz mit einem Hauptstecker oder mit Teil- oder Vollredundanz mit zwei Steckern zum Bordnetz.
• Gehäuse C: Für HZ mit Pedalhubsensoren und kleiner Sensor-ECU und Vorratsbehälter VB für die Variante e. Der HZ beinhaltet auch das Pedalinterface (PI) zum Bremspedal und auch Wegsimulator mit Kolben und Feder.

The housings described below are advantageously used here. These housings form subassemblies which, when assembled, form the entire unit for installation in the vehicle:

• casing A : Includes the valve arrangement ( HCU ) For DV1 and DV2 with e.g. valves ( V ), Solenoid valves ( MV ) and one or more pressure transducers ( DG ).
• casing B. : Includes the control and regulation unit ECU without redundancy with a main connector or with partial or full redundancy with two connectors to the vehicle electrical system.
• casing C. : For HZ with pedal stroke sensors and small sensor ECU and storage container VB for variant e. Of the HZ also includes the pedal interface ( PI ) to the brake pedal and also travel simulator with piston and spring.

The case A ( HCU ) is preferably made from an extruded molding, which is very well suited for fastening and assembly with caulking technology. Here should the DV1 with piston drive and KGT can be integrated into the engine and likewise DV2 with compact piston pump from ABS / ESP, as well as the valves and solenoid valves. Here is DV1 for example arranged parallel to the HZ axis and the piston pump DV2 perpendicular to DV1 . Except the DV1 corresponds DV2 the proven technology of ABS / ESP), is therefore inexpensive with a small construction volume. Alternatively, a gear or vane pump with continuous delivery can be used. There is also the interface to the control and regulation unit ECU similar to ABS / ESP. The master cylinder HZ with all of the above components (housing C. ) can be attached to the housing A screwed on - this applies to all variants except for variants e and f. Here is the case C. mounted separately from the unit on the bulkhead and the hydraulic line from the master brake cylinder HZ to the housing A connected. With the variants a. and d. the storage container sits VB in the housing A with two connections to the brake circuits or with an additional connection for pressure supply DV . The float in the storage tank VB contains a target with a connection to the sensor element in the control and regulation unit ECU . The motor can preferably be connected to the housing via an intermediate housing, which is preferably made of plastic A get connected. The sensor required for commutation of the motor and piston position can preferably be attached to the motor housing in the motor axis on the side opposite the piston and with the control and regulation unit ECU get connected. The sensor is located in an additional housing ECU . As redundancy for the electrical connection of the magnetic coil of the solenoid valve, additional small circuit boards can be used in addition to the main circuit board PCB for a second connection of the magnetic coil. The case A can also be divided into a housing A1 for the pressure supply DV2 with a small pump and with the valve MV , as well as pressure transducers DG including components and a housing A2 for the pressure supply DV1 with motor and housing and piston with ball screw drive KGT and valves with connection to the storage container VB .

The packaging shown meets the requirements for modularity and small volume and is also very inexpensive in terms of cost and weight.

Various variants are explained in more detail below with reference to drawings.

• 1: Seitenansicht einer erfindungsgemäßen integrierten Einheit mit den Gehäusen A, B, C und Vorratsbehälter VB und Pedalinterface (PI);
• 2: die Ansicht von vorn V mit Schnitt durch HCU und ECU
• 3: Schnitt durch den Hauptbremszylinder HZ, Wegsimulator WS und PI;
• 4: Darstellung der Pedalhubsensoren;
• 5: zeigt das System ohne Hauptzylinder jedoch mit sogenanntem E-Pedal in getrennter Bauweise.

Show it:

• 1 : Side view of an integrated unit according to the invention with the housings A , B. , C. and storage container VB and pedal interface ( PI );
• 2 : the front view V with cut through HCU and ECU
• 3 : Section through the master cylinder HZ , Path simulator WS and PI ;
• 4th : Representation of the pedal stroke sensors;
• 5 : shows the system without a master cylinder but with a so-called e-pedal in a separate design.

1 shows the side view of the integrated unit housing A with valve arrangement HCU which the components MV , Pressure transducer DG , Piston for DV1 and DV2 and fixing the engines of DV1 and DV2 contains. Alternatively, as already described, the housing can also be inserted into the housing A1 and A2 be divided. The components such as valves, solenoid valve MV , Pressure transducer DG are preferably extruded or extruded block 24 attached e.g. the MV preferably by caulking or clinching, which also includes its sealing. The alternative is the housing as mentioned above A1 the sub-block 24 include. casing A2 can, for example, be a die-cast part without any components to be caulked. In the lower part is the piston 8th the pressure supply unit DV1 with return spring and housing cover 7th shown, for example, preferably of not shown spindle and ball screw KGT via the motor 2 is driven. This is at the housing A via an intermediate housing 3 with fastening screws on HCU block 24 screwed on. With housing A2 the motor is mounted without an intermediate housing. Of the Storage container VB is with two connectors 9a and 9b with the brake circuits 1 and 2 connected. The suction valve is in the housing as an extension of 9c SV for the pressure supply DV placed.

On the opposite side is the sensor housing 3 with angle of rotation sensor and with motor 2 as well as ECU 18 connected to the intermediate housing via a preferably flexible printed circuit board (not shown). On the top of the control and regulation unit ECU are the plugs attached to the redundant ECU Are carried out twice. In the variant with a separate master brake cylinder HZ 11 is the corresponding connection line to the master cylinder HZ intended. The storage container VB can, as usual, have a level sensor ( NS ) with float, the target with sensor element in the control and regulation unit ECU are arranged, which are preferably at Level 4th and 5 is redundant. Behind the valve assembly block HCU is in the fully integrated version the master brake cylinder HZ arranged with fastening screws 13th on the HCU block 24 is screwed on.

4th shows more details here. On the master cylinder HZ there is usually a flange 12th for fastening with appropriate screws 14th on the dashed front wall. In the variant without master brake cylinder HZ a simplified flange can also be used for fastening in the unit or engine compartment. Here, the unit should be inclined at approx. 15 ° as on the front wall for good ventilation. With the master cylinder HZ are pedal interfaces PI and pedal tappets 1 connected. The connections of the valve assembly HCU to the wheel brakes RB can be done on the motor side or on the front side.

The axis of the pressure supply device DV1 lies parallel to the HZ axis or approximately perpendicular to the flange and the DV2 axis perpendicular to the axis of the pressure supply device DV1 . The axis a _{DV2 of} the piston of the pressure _{supply device} DV2 can be parallel to the axis aDV1 of the pressure supply device DV1 and be twisted at the angle α, which advantageously shortens the overall length. As a further alternative to the described arrangement of DV2 an arrangement of a _DV2 parallel to the vertical axis can be used. A different installation location must be used for the lower connector, for example on the opposite side of the control and regulation unit ECU are provided.

2 shows the view from the front. Here it is shown that the outline contour is still within the small vacuum vac. of 8 "can be accommodated and is therefore suitable for installation on the bulkhead. The great advantage is the construction width of approx. 50% of the above BKV which is very cheap for right and left-hand drive people. The length to the above BKV is considerably shorter, and thus forms a basis for broad application of the modular concept according to the invention. Here are the different housings again A ( A1 , A2 ), B. , C. and VB to be provided. casing B. lies behind the HCU block, for example 24 and is screwed and sealed with this, as with ABS.

The DV2 motor acts with, for example, an eccentric on the piston pump as with ABS / ESP. As is known, the installation space for this is very small. Alternatively, the motor can also drive a short gear pump. On the left is the ECU with housing 18th arranged with main circuit board PCB 23 that with the overhead connector St. connected is.

The MV coils are via connecting webs 21st as usual with press-fit contacts to the PCB 23 connected. The connection from 21 to the coil wire is considered fail-safe due to automatic production with process control, not necessarily the contact to the PCB. The MV have important functions and are for levels in particular 4th and 5 with redundant control of the drivers 20 / 20r design, the drivers still have a circuit breaker. The contact to the printed circuit board PCB can also be made redundant by a second contact on the connecting web 21st PCB with a small printed circuit board 22nd connected to the second driver.

For reasons of cost it is advantageous to provide a 1-part printed circuit board PCB. In the event of water penetration, the printed circuit boards PCB can be closed by means of webs with seals in the control and regulation housing ECU with the two redundant circuits are separated. Possible cracks in the conductor track are also advantageously covered or excluded by redundancies. The rest of the engine's electronic connections are also important 26th to printed circuit board PCB 23 with electrical connection 15th , from engine 2 With 16 , from rotation angle sensor 6 With 17th .The advantage of the parallel arrangement of DV1 is the short length of the electrical connection.

3 shows the master cylinder HZ with housing in which the HZ piston 33 and WS piston with spring for the counterforce and pedal characteristics are installed. The travel simulator piston can also be in a block A or housing A be accommodated. The piston also has redundant seals 45 with throttle Dr to the interior. If the seal fails 45 the failure is recognized via the leakage flow and the failure is not relevant. This choke Dr with small leak flow allows diagnosis of the failure of the first seal. The travel simulator piston is supported on the flange 12th and therefore does not require a separate closure piece. Parallel to The travel simulator piston is the HZ piston 23 with a return spring 50 arranged. The guide of the piston can be in sliding rings 48 take place with low friction, the sealing effect of the piston is also less affected. A separate bearing part is preferably used for the sliding rings and seals 49 used, which is supported on the flange and also the stop of the piston 23 by means of a stop ring 28 . For diagnosing the travel simulator WS a KWS force-displacement sensor can be installed in the HZ piston 30th to be ordered. With the piston 23 and the pedal tappet are the sensor rods 31 and 31a connected. These rods come with a locking clutch 32-34 connected, each with piston and pedal tappet. This coupling consists of a ball 34 with feather 33 in the housing 22nd . This prevents the pedal tappet from jamming when a sensor rod is jammed.

4th shows the arrangement of two alternative embodiments of the pedal travel sensors. The first variant with a rack 38 , Gear 37 , Drive shaft 36 to the target 35 and sensor element 34 on PCB 23 was already in DE102015104246 described. This version requires little installation space and is inexpensive. The lower variant has a guide part 39 For example, pressed into the sensor rod with a pin. This is in the upper part in a guide bar 40 guided so that an angular twist is small, which affects the target 41 affects. This target acts on an inductive sensor 42 with evaluation circuit and is connected to the main PCB 23 connected and located in the ECU housing 14th .

• DV1: für alle Varianten a bis f;
• DV2: für alle Varianten mit redundanter Druckversorgung;
• HCU/ECU: für die zwei Varianten ohne redundante Druckversorgung;
• HZ und WS: separat und integriert mit Pedalsensoren für fünf der sechs Varianten, mit Ausnahme von Variante f. ohne Hauptbremszylinder. Separater HZ jedoch mit zusätzlichem VB.
• MV: für alle Varianten
• Motorsensor: für alle Varianten.

For the variants a to f described above, the following components can advantageously be designed identically:

• DV1: for all variants a to f;
• DV2: for all variants with redundant pressure supply;
• HCU / ECU: for the two variants without redundant pressure supply;
• HZ and WS: separate and integrated with pedal sensors for five of the six variants, with the exception of variant f. without master cylinder. Separate HZ but with an additional VB .
• MV: for all variants
• Motor sensor: for all variants.

Except for the e-pedal according to system f. all components are modular. This gives the manufacturer and user a modular system kit (OEM) an excellent basis, also for minimizing costs.

5 shows the pressure supply devices DV1 and DV2 with valve arrangement. Here is an electr. Brake pedal, a so-called e-pedal, with WS pedal travel sensors with a small sensor ECU and KWS without hydraulically acting master brake cylinder HZ are combined in one aggregate. This has advantages when the installation volume in the equipment room is small or the noise requirements are high. Instead of HZ With VB (not executed in 5 ) The arrangement with pedal actuation can also be used WS so-called. E-Pedal can be used. The signals from the pedal travel sensors are processed in a sensor ECU and the central one ECU fed. Also can for level 5 A brake switch can be used as an alternative to the electric pedal.

The above-mentioned unit has the 2-circuit VB with float and level sensor NS in the central control and regulation unit ECU can be integrated. This level sensor NS should also be designed redundantly and continuously measure the level, since a loss of volume due to a leak is quickly detected. Because here the connection to the master cylinder HZ is missing and thus also the fallback level to the master brake cylinder HZ if both pressure supply devices fail DV1 and DV2 and / or the vehicle electrical system, are the valves BP1 and BP2 preferably designed as normally closed valves.

List of reference symbols

HZ

Master cylinder (single)

a _HZ

Main axis of the master cylinder

a _DV1

Axis of the first pressure supply device DV1

a1 _DV2

horizontal alignment of the axis of the second pressure supply device DV2 perpendicular to the axis a _{DV1 of} the first pressure _{supply device} DV1

a2 _DV2

vertical alignment of the axis of the second pressure supply device DV2 perpendicular to the axis a _{DV1 of} the first pressure _{supply device} DV1

DV

Pressure supply

HCU

Hydraulic control unit

ECU

electronic computing unit

PI

Pedal interface

SW / H

Bulkhead / bracket

St.

plug

BKV

Brake booster

NS

Level sensor

RZ

Wheel cylinder

MV

magnetic valve

Dr

throttle

SV

Suction valve from DV1

A.

Housing for HCU and DV1 and optional DV2

A1

Part housing for HCU and DV2

A2

Part housing for DV1

B.

Housing for ECU

C.

Housing for HZ and path simulator WS with flange

a _DV1

Motor axis from DV1

a _DV2

Motor axis from DV2

a _HZ

Longitudinal axis from the master cylinder HZ

1

Pedal tappets

2

engine

3

Intermediate housing

4th

Fastening screw

5

Sensor housing

6

Rotation angle sensor

7th

Sealing cap

8th

piston

9a / 9b

Connections to VB

10

Connections to RZ

11

Connection to HZ

12th

Flange of HZ

13th

Fastening screw

14th

Fastening screw to the front wall or bracket

15th

electrical connection motor from DV2 to ECU

16

electrical connection of DV1 engine

17th

electrical connection of rotation angle sensor

18th

ECU housing

19th

Bridge with seal

20th

Driver for MV

21st

Connecting web MV

22nd

Little one PCB

23

Main PCB

24

HCU block

25

Hole for eccentric piston pump DV2

26th

Engine for DV2

27

Outline contour 8th" Vacuum BKV

28

Stop ring for piston

29

Line to VB

30th

KWS

31 / 31a

Pedal bar

32

Spring housing

33

HZ piston

34

Sensor element

35

Target

36

drive shaft

37

gear

38

Rack

39

Leadership part

40

Guide bar

41

Target

42

inductive sensor

43

HZ housing

44

WS piston

44a

WS spring

45

WS seal

46

Slip ring

47

Connecting holes WS-HZ and HCU block 24

48

Slip rings

49

Bearing part

50

Return spring

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent literature cited

• EP 2744691 [0002]
• DE 2016032116160400 [0002]
• DE 102017222450 [0002]
• DE 102016105232 A1 [0003]
• DE 102015104246 [0022]

Claims (40)

Actuating device for a hydraulically acting brake system, having the following components: - a master brake cylinder (HZ) arranged in a housing (C) with at least one piston, which can be acted upon by an actuating device, in particular in the form of a brake pedal, - at least one pressure supply device (DV1, DV2), with at least one pressure supply device (DV1) being a piston or double-piston pump driven by an electric motor drive (M), the drive (M) directly or via a transmission gear, in particular a recirculating ball gear, the piston of the piston or double-piston pump adjusted, - at least one valve arrangement (HCU) with solenoid valves, - at least one electronic control and regulation unit (ECU), the brake system having at least two hydraulic circuits (BK1, BK2) and by means of the pressure supply device (DV1) in at least one hydraulic circuit (BK1 , BK2) assigned wheelbr emse (RB1, RB2, RB3, RB4) a pressure change can be made, characterized in that the valve arrangement (HCU) and the at least one piston and pressure chamber of at least one pressure supply device (DV1, DV2) are arranged or combined in a first housing (A) form a unit or module, and that the housing (C) of the actuating device is hydraulically connected to the first housing (A) or the unit or the module. Actuator according to Claim 1 , characterized in that the hydraulic pressure chamber or the hydraulic pressure chambers of the pressure supply device (DV1) and the valve arrangement (HCU) with solenoid valves, hydraulic lines, hydraulic pistons and hydraulic chambers in one housing (A) or a maximum of two directly adjacent hydraulically connected housings (A, A1) are arranged, which together form a unit. Actuator according to Claim 1 or 2 , characterized in that the longitudinal axis (a _HZ ) of the master brake cylinder (HZ) and the axis (a _DV1 ) of the pressure supply device (DV1), in particular the drive longitudinal axis of the drive (a _DV1 ) or the piston movement axis, parallel or almost parallel to one another, in particular horizontally or in an angular range of 0 to 20 degrees to the horizontal Actuating device according to one of the Claims 1 to 3 , characterized in that the axis (a _DV1 ) of the first pressure supply (DV1) is arranged perpendicular to the axis (a1 _DV2 , a2 _DV2 ) of the second pressure supply (DV2) and / or the axis (a2 _DV2 ) of the second pressure supply (DV2) is arranged vertically. Actuating device according to one of the Claims 1 to 4th , characterized in that the axis (a _DV1 ) of the first pressure supply (DV1) is arranged perpendicular to the longitudinal axis (a _HZ ) of the master brake cylinder (HZ) and that parallel to the axis (a1 _DV2 ) of the second pressure supply (DV2). Actuator according to Claim 1 or 2 , characterized in that the axis (a _DV1 ) of the pressure supply device (DV1), in particular the drive _{longitudinal axis of} the drive (a _DV1 ) or the piston movement axis, is arranged vertically and perpendicularly or almost perpendicularly to the main axis (a _HZ ) of the master brake cylinder (HZ) is, and that the axis (a1 _DV2 ) of the second pressure supply (DV2) is arranged perpendicular to both the axis (a _DV1 ) of the first pressure supply (DV1) and perpendicular to the main axis (a _HZ ) of the master cylinder (HZ). Actuating device according to one of the Claims 1 to 6 , characterized in that the housing (C) of the master brake cylinder (HZ) is arranged either away from the housing (A) or on this. Actuating device according to one of the preceding claims, characterized in that the housing (C) of the master brake cylinder (HZ) is arranged in the direction of the axis (a _DV1 ) of the pressure supply device (DV1) behind the housing (A) of the pressure supply device, in particular is attached to it . Actuating device according to one of the preceding claims, characterized in that a second, in particular continuously conveying, pressure supply device (DV2) is provided which is either in the housing (A) or in a further housing (A1), in particular together with a valve arrangement (HCU), is arranged. Actuating device according to one of the preceding claims, characterized in that two connection valves (BP1, BP2) connected in series, in particular normally open, for connecting the two hydraulic circuits (BK1, BK2), in particular in the valve arrangement (HCU) or its housing ( A, A1). Actuating device according to one of the preceding claims, characterized in that at least one pressure supply device (DV2) is a continuously conveying pump, in particular a gear pump or eccentric piston pump, which is driven by an electric motor drive (M) driven, in particular responsible for the ABS and / or ESP function in normal operation. Actuating device according to one of the preceding claims, characterized in that the pressure supply device (DV2) supports the other pressure supply device (DV1) in the event of rapid pressure build-up or pressure build-up above 120 bar and / or performs the pressure supply in the event of fading and / or for the ABS function and / or if the other pressure supply (DV1) fails, its function also takes over. Actuating device according to one of the preceding claims, characterized in that the pressure supply device (DV1) takes over the pressure build-up for pressure ranges less than or equal to 120 bar and for the ABS function. Actuating device according to one of the preceding claims, characterized in that if the pressure supply device (DV2) fails, only a maximum pressure of 120 bar is available via the pressure supply (DV1). Actuating device according to one of the preceding claims, characterized in that the pressure modulation in the wheel brakes (RB1, RB2, RB3, RB4) of a brake circuit (BK1, BK2) for the ABS function by means of the pressure supply device (DV1 , DV2) in multiplex operation, in particular by means of a piston of the pressure supply device, volumes of a hydraulic fluid for pressure adjustment are adjusted. Actuating device according to one of the preceding claims, characterized in that each wheel brake (RB1, RB2, RB3, RB4) is assigned its own switching valve (SV), which in particular has a connection behind its valve seat for the component, and each hydraulic circuit (BK1 , BK2) has a main hydraulic line (4, 5) via which the switching valves (SV) are connected to the pressure supply device (DV1, DV2). Actuating device according to one of the preceding claims, characterized in that a switching valve (PD1), in particular in the hydraulic line (4) between pressure supply device (DV1) and switching valve (BP1), is provided for optionally closing at least one main hydraulic line (4, 5). Actuating device according to one of the preceding claims, characterized in that at least one hydraulic main line (4, 5) via a discharge valve (AV1, AV2) with a storage container (VB) and / or the connecting line (2) via a central discharge valve (ZAV) with a Storage container (VB), in particular for pressure reduction in at least one component (RB1, RB2, RB3, RB4) and / or both hydraulic circuits (BK1, BK2), can be connected. Actuator according to Claim 17 , characterized in that the pressure reduction (P _ab ) in a wheel brake (RB1-4) in one or both hydraulic circuits (BK1, BK2) through the central discharge valve (ZAV) via the connecting switching valve (s) (BP1, BP2) in the storage container (VB). Actuator according to Claim 18 or 19th , characterized in that the pressure reduction (P _ab ) in the wheel brakes (RB1-4) takes place in series or simultaneously. Actuating device according to one of the Claims 18 to 20th , characterized in that the pressure reduction (P _ab ) in a wheel brake (RB1, RB2) of a hydraulic circuit (BK1) takes place via the stroke movement of the piston of its associated pressure supply device (DV1), and that the pressure reduction (P _ab ) in a wheel brake (RB3 , RB4) of the other hydraulic circuit (BK2) via the central discharge valve (ZAV) and the connecting switching valve (BP2) into the storage container (VB). Actuating device according to one of the Claims 18 to 21st , characterized in that a redundant second discharge valve (ZAVr) is arranged and acts in the hydraulic line from the central discharge valve (ZAV) to the storage container (VB). Actuating device according to one of the preceding claims, characterized in that at least one pressure supply device (DV1, DV2) is provided per hydraulic circuit (BK1, BK2). Actuating device according to one of the preceding claims, characterized in that the housing (A, A1) is an extruded or extruded part, in particular for caulking and sealing the hydraulic components, preferably the valves (SV, MV) and / or the pressure transducer (DG) , suitable is. Actuating device according to one of the preceding claims, characterized in that a travel simulator (WS) and / or at least one sensor, in particular a force-travel measuring element (KWS) and / or a pedal travel sensor, is or are additionally arranged in the housing (C) . Actuating device according to one of the Claims 1 to 24 , characterized in that im Housing (A, A1) together with the valve arrangement (HCU) a path simulator (WS) is arranged. Actuating device according to one of the preceding claims, characterized in that a storage container (VB) is provided for supplying the master brake cylinder and the pressure supply device (DV1, DV2) or has hydraulic connections for these. Actuating device according to one of the preceding claims, characterized in that either the housing (B) of the control and regulating device (ECU) with the housing (A) with the (HCU) and with the housing (C) of the travel simulator (WS) sealingly with one another are screwed and / or the housing (B) of the control and regulating device (ECU) is arranged adjacent to the valve arrangement (HCU) and / or the first pressure supply device (DV1). Actuating device according to one of the preceding claims, characterized in that at least one electrical control and regulation unit (ECU) has two separate vehicle electrical system connections and / or the drive (M) of at least one pressure supply device (DV1, DV2) has a motor with redundant winding systems with in particular 2x3 Phase connection. Actuating device according to one of the preceding claims, characterized in that sensors (42), which in particular work magnetically or inductively, can be actuated by means of a pedal via a pedal rod and clutch and are in particular arranged in the housing ©. Actuating device according to one of the preceding claims, characterized in that an additional redundant connection, in particular via an additional redundant printed circuit board, and / or an additional redundant driver for the coil of the valve (MV) is provided. Actuating device according to one of the preceding claims, characterized in that the drive (M) of the pressure supply device (DV1) is attached to the housing (A) by means of an intermediate housing. Actuating device according to one of the preceding claims, characterized in that the master brake cylinder (HZ) arranged separately from the housing (A) is connected to its own reservoir (VB) via at least one hydraulic line. Actuating device according to one of the preceding claims, characterized in that an electrical connection between the drive (M) and the electronic control and regulating device (ECU) is made by means of electrical contacts (15, 16). Actuating device according to one of the preceding claims, characterized in that the electrical connection of the motor sensor to the printed circuit board (PCB) of the electronic control and regulating device (ECU) takes place via press-in contacts or soldered contacts and an intermediate housing. Actuating device according to one of the preceding claims, characterized in that the main brake cylinder (HZ) is a single main brake cylinder with only a single piston, the piston delimiting only one pressure space and which can be acted upon by force by the actuating device. Actuating device according to one of the preceding claims, characterized in that the main brake cylinder (HZ) is a tandem or twin main brake cylinder. Actuator according to Claim 35 or 36 , characterized in that a region of the tandem master brake cylinder (HZ) is arranged in the housing (A) or the valve arrangement (HCU). Actuating device according to one of the preceding claims, characterized in that at least one pressure transducer (DG) is also arranged in the valve arrangement (HCU). Actuating device according to one of the preceding claims, characterized in that the actuating device either a. is a 2-box solution with two modules, the first module comprising the pressure supply device (DV1), master brake cylinder (HZ) with travel simulator (WS), valve assembly (HCU), control unit (ECU) and reservoir (VB) and that second module contains ESP or ABS, b. is a 1-box solution with only one module, which comprises at least one pressure supply device (DV1, DV2), valve arrangement (HCU), control and regulation unit (ECU) and storage container (VB), c. is a 1-box solution with only one module, which comprises at least one pressure supply device (DV1, DV2), valve arrangement (HCU), control and regulating unit (ECU) and storage container (VB), the control and regulating unit (ECU) being full or is designed in a partially redundant manner, d. is a 2-box solution with two modules, the first module comprising a pressure supply device (DV1, DV2), valve arrangement (HCU), control and regulating unit (ECU) and storage container (VB), the control and regulating unit (ECU) is fully or partially redundant, and the second module either the master brake cylinder (HZ) with optional travel simulator (WS) or an electronic brake pedal with travel simulator WS or just a brake switch for level 5.

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