WO2012143071A1

WO2012143071A1 - Actuating device for a vehicle brake system

Info

Publication number: WO2012143071A1
Application number: PCT/EP2012/001120
Authority: WO
Inventors: Heinz Leiber; Valentin Unterfrauner
Original assignee: Ipgate Ag
Priority date: 2011-04-18
Filing date: 2012-03-14
Publication date: 2012-10-26
Also published as: DE102011017436A1

Abstract

The invention relates to an actuating device for a vehicle brake system, comprising a first piston-cylinder unit, the at least one working space of which is to be connected to at least one wheel brake of the vehicle via at least one hydraulic line, further comprising an electromechanical drive device and an actuating device, in particular a brake pedal. According to the invention, a sensor device (31) is provided, which is at least partially arranged in the area of the piston-cylinder unit (13).

Description

description

Actuating device for a vehicle brake system

The invention relates to an actuating device for a

Vehicle brake system.

State of the art

The trend of future brake force and control systems is to integrate all functions into one unit. In the foreground are:

• Failure safety

• Cost and weight

• Functionality ABS / ESP and for all assistance functions

• Size and length

An important component that determines the size and cost are the sensors. The above-mentioned systems usually require at least sensors for pedal travel, motor rotation angle, pressure,

Brake fluid level and possibly also piston position. The signals from these sensors must be supplied to an electronic control unit (ECU). A connection with wiring harness and plug is complex and reduces the reliability. The size is mainly determined by pedal interface, actuator and

Tandem master cylinder (THZ).

In Pedalinterface Wegsimulatoren are often used, as this in the DE 10 2008063771 the applicant or auxiliary piston in as described in DE 10 2010045617.9 the applicant (which is incorporated herein by reference), which determine the overall length very essential. In addition, the pedal stroke with a factor of 3.5 very much determines the overall length. Also the sensors,

preferably combined to form a module (DE 10 2010045617.9) determine the size when they are housed in the pedal interface.

Future vehicle concepts require both in the footwell

(Pedal interface) as well as in the engine or engine compartment (actuator + THZ) short dimensions.

Object of the invention

The invention has for its object to reduce the cost of sensors and electrical connection and to optimize the overall length of the integrated unit.

Solution of the task

The solution of this object is achieved according to the invention, characterized in that a sensor device is provided, which is arranged at least partially in the region of the piston-cylinder unit.

With the solution according to the invention an actuating device for a motor vehicle brake system is created, with respect to the structural conditions, also in terms of cost

offers significant advantages over the known solutions.

Advantageous embodiments or embodiments of the invention will become apparent from the other claims, to which reference is made here.

The costs for the sensors, starting from the summary of the sensors on a printed circuit board in DE 10 2010045617.9 for

Angle and pedal travel sensors can be reduced by extending to more and ultimately all the sensors needed for that Braking system needed. That's the one

Brake fluid level sensor, an additional position sensor for the piston position and the integration of the brake light switch. This is now used redundantly to the pressure signal ESP, as the signal 'braking' of many systems engine, transmission and

Assistance functions are used fail-safe.

Today, these sensors have a separate wiring harness to the corresponding ECU. Advantageously, all cable sets are replaced by direct connection via a plug connection of

Sensor module to the ECU. The ECU itself then only has one

Cable set for power supply and on-board control unit.

This also simpler installation is connected.

A reduction in the overall length of the integrated structural unit is achieved according to advantageous embodiments of the invention by:

1. Displacement of the sensor module from the pedal interface to the THZ or actuator with corresponding actuators by the motor.

2. Removal of all components such as stepped piston and

Path simulator from the pedal interface. Thus, the distance from the actuator to the pedal plate is only equal to the pedal stroke.

3. Reduction of the pedal stroke by increasing the

Pedal translation.

Embodiments of the invention and its embodiments si shown in the drawing and described in more detail below

Description of the figures

Show it:

Fig. 1: a structure of the actuating device DE 10 2010045617.9 with displacement of the sensor module to the THZ, with direct electrical connection to the ECU;

Fig. 2: a construction length optimized interface with displacement of

Auxiliary piston to the THZ, also with relocated

Sensor module;

FIG. 2a shows the arrangement of the sensor module of the HCU and ECU parallel to the actuator; FIG.

FIG. 2b shows another construction-length-optimized embodiment; FIG.

3 shows a section through the stator with position of the sensor shaft and actuating elements;

3a shows other embodiments of the guidance of the sensor actuating device;

Fig. 4: a section of the power transmission from the pedal to

Actuator with over-force protection; and

Fig. 5-5a: various circuits with integration of

Brake light switch.

The actuator shown in Fig. 1 for a

Motor vehicle brake has a brake pedal 1 with pedal plunger 2. The pedal plunger 2 cooperates via a prestressed elastic member 33a and flange sleeve 33 with an (auxiliary) piston 4, which is arranged axially displaceably in a cylinder and forms a working space which is connected to a travel simulator 17. The piston 4 has a central extension which is sealed in a partition wall of the cylinder. This central

Extension acts on a transfer ram 11, the eien clutch, in particular magnetic coupling 12 fixed, but releasably via the clutch with a piston 18 of a piston-cylinder unit 13 is connected.

Axial to the cylinder 4a, a housing 5 closes a

Fremdkraftaktuators for the brake booster (BKV) and preferably the pressure modulation for ABS, ESP and the like. This can, as in the example described here z. B. have an electric motor with stator 6 with rotor 7, which are arranged in the housing. The rotor 7, which is mounted in the housing 5 by means of bearings 8, 9, is part of a ball-screw transmission. The belonging to this gear spindle 10 is rotatably mounted in the rotor 7 and has a central bore in which the transfer ram 11 is mounted. The transfer ram 11 acts with its ends on the clutch 12 with permanent magnets according to DE 10 2010045617.9 of the Applicant (to which reference is made here for disclosure purposes), which forms a coupling 12 with the DK piston 18. This is part of the piston-cylinder unit or tandem master cylinder described below.

The tandem master cylinder 13 is then axially mounted on the housing 5 and has in a known manner a cylinder and two slidably disposed therein pistons 18 and 19, which form two working spaces. Lead by the workrooms

Hydraulic lines to a surge tank 13 a and

Hydraulic lines 27, 28 via a valve system to the wheel brakes (not shown) of the brake system. The illustrated in the drawing hydraulic actuator HCU can

be constructed differently, according to different Systembzw. Use cases. An example of this is described in DE 10 2007062839, to which reference is made here for disclosure. It may also include the components of pressure control for an electro-hydraulic brake (EHB) (such as in the

Brake Manual, edition 1, Viehweg Verlag described) may be provided.

The following describes the mode of action and the resulting additional features and advantages: The brake pedal 1 acts via the pedal plunger 2 on the piston 4, wherein the volume displaced by this passes via the hydraulic line to a hydraulic travel simulator 17. With the movement of the piston 4 are redundant displacement sensors S2, S4 via

Actuators 15, 15a coupled. These then act on the sensors through the engine. The displacement sensors S2, S4 control the engine 6 via an evaluation device (ECU) and at the same time actuate a normally open 2/2-way solenoid valve 24. The

Auxiliary piston is returned to the starting position via a return spring 29. All other functions like

Throttle check valve 23 and engine in case of failure of the engine are described in DE 10 2010045617.9 (to which reference is hereby made to the disclosure).

The following description is therefore for the sensor module

focused.

In the o. G. Patent application, the sensors are arranged in the pedal interface. This is connected via a wiring harness to the ECU, which is usually connected to the HCU. This wiring is expensive because the sensor lines must be shielded and also sealed when exiting the pedal interface and entering the ECU.

When shifting parallel to the THZ or actuator can all

Sensors are combined with electrical lines in a sensor module and connected via a connector 30 directly to the ECU. Since the cost of the electrical connection are low, z. B. the sensors are operated with reduced power supply.

Therefore, another advantage is that z. B. a third

Pedal travel sensor S2a can be used. This makes it possible, the two pedal travel sensors S2 and S4 in a certain

Track area to monitor, or this S2a can also as

redundant brake light switch can be used. In addition, from this position of the sensor module both the level of Brake fluid through a magnetic flux-sensitive sensor, in particular Hall sensor S5 with magnet S5a in the float of the

Compensation tank 13a are detected as well as the piston position of the SK piston via a magnetic flux-sensitive sensor,

in particular Hall sensor S6 and magnet S6a in the SK piston.

So that the angle of rotation of the rotor is also detected in the sensor module via the rotary encoder S1, the rotor rotation is transmitted via a gear 3 via a shaft 20 to the target 22 (permanent magnet). Within the stator, the shaft is protected in the bobbin as shown in FIG. 3. The shaft is mounted on both sides in bearings 21 in the housing of the actuator.

Also protected in the stator and mounted on both sides in the actuator are the actuators 15, 16 for the pedal travel sensors.

These preferably act via racks on a gear with target, so that the two rotation angle Hall sensors S2 and S4 provide the pedal travel signal. Alternatively, it is conceivable that the

Actuate with appropriate target to different linear Hall sensors whose signals from a

Evaluation circuit are converted into a pedalwegproportionales signal. The sensor module is preferably attached to the THZ, has a dense, stable housing and is not shown on the front side together with the THZ on the flange via a not shown seal. pressed the motor housing. In the sensor module return spring 32 act on the actuators and flange of the pedal interface. About a small free travel at the beginning of braking are the

Sensor signals calibrated, so that all tolerances through

Temperature be compensated. The sensor module is connected with a plug 30 directly to the ECU without intermediate lines. The entire line set for the integrated system has only one main plug 41, which is connected to a vehicle power supply control unit and preferably gateway for the bus line.

In the embodiment shown in Fig. 2, the actuator with motor 6 and housing 5, spindle, rotor and THZ is the same as Fig. 1. Differences are the location of preferably two Auxiliary cylinders or pistons, which are arranged in the axial direction at least partially in the region of the THZ and in particular combined or integrated with THZ. This also eliminates the external connection line from the piston 4 to the path simulator 17. These pistons are actuated by rods 35 and 35a, which are connected to the pedal plate 34 and mounted in the housing 5.

It is also possible only a piston, which over bending stiff

Actuators is connected to the piston and the rods.

In the pedal plate is embedded the elastic member 33a with the flange sleeve 33rd

In the drawing, the main dimensions are registered, which the

Determine total length. These show that the pedal travel is approximately 3.5 times in the overall length. The minimum distance of the pedal plate 34 to the housing 5 corresponds to the stroke and thus the main dimension of the pedal interface.

In the following dimensional chain, the pedal stroke again determines the

Spindle length next to the ball screw (KGT) whose length depends on the piston force in addition to the stroke. The immersion of the DK piston in the housing 5 is also dependent on the stroke as the remaining THZ. An effective way to shorten the pedal stroke is to increase the pedal ratio.

The sensor module corresponds to that of FIG. 1.

Fig. 2a shows the arrangement of the sensor module 31 parallel to the actuator housing, in which also the ECU and HCU mainly in

Area of the actuator lie. Again, there is a

Direct contacting of the sensor module to the ECU. The latter also has a main plug 41 to the electrical system. The sensor module

includes the sensors S2, S4 and S2a. To integrate the

Sensors Sl, S5 and S6 require the sensor module corresponding extensions to the brake fluid reservoir 14, the THZ 13 and the gear 3 of the rotary encoder. The sensors S2, S4 and S2a are connected via the rod 35a with the actuators 15, 15a activated. For this purpose, the rod 35a can be formed as a tube.

Thus, essential facts are shown, the one to a

short-term actuator lead and at the same time the cost of

Reduce pedal interface and sensor module. The assembly is easy.

FIG. 2b shows another construction length-optimized embodiment of the invention, with a brake actuation device with brake pedal 51, a drive device with motor 52 and spindle drive 53, which are arranged in a drive housing 54. Further, in this embodiment, a piston-cylinder device is provided, which here has two parallel piston-cylinder units 55, 56 (twin arrangement), which is connected via hydraulic lines 57, 58 in the one (not shown) valve device ) are each connected to a brake circuit I, II. Between the piston-cylinder units 55, 56, a further piston-cylinder unit 59 is arranged centrally. The piston-cylinder unit 59 has the function of the auxiliary piston 4 gem. Fig.l. It is correspondingly (not shown in Figure 2b) via a

Hydraulic line 60 with valve means connected to a path simulator, which can be designed as shown in Fig. 1.

The actuating device acts via a pressure plate 61 on a first transmission device, which has a central

Transfer ram 63 which centrally through the

Drive device is passed and which acts on a pressure plate 64 at its end. The pressure plate 64 acts on plunger 65,66, which are connected to the piston of the piston-cylinder units 55, 56. On the pressure plate also works

functioning brake booster, via a clutch 53b, in particular permanent magnet coupling, the spindle 53a of the spindle gear 53 to move the pistons of the piston-cylinder units 55, 56 back or forth with appropriate movement of the drive and thus the pressure in the units accordingly the specifications of the electronic control unit (ECU) or the Pressure requirements of ABS, stability control and the like.

adjust. In case of failure of the drive or amplifier, the plunger 63 acts on the plate 64 wherein the coupling allows separation from the spindle, so that a direct actuation of the

Piston-cylinder units is enabled.

The actuator also acts on a second

Transmission device having the pressure plate 61, which in particular two attached to the drive housing

Guide pins 71, 72, is guided on two actuators or rods 73, 74, which in turn to a transverse

Actuating element, in particular actuating plate 75 act. The actuator plate 75, which has apertures for the plungers 65, 66, acts on a piston assembly consisting of the piston 59a of the piston-cylinder unit 59, which is supported by a spring 59b on the housing and another via a spring 80th on the piston 59 supported piston 81, which is arranged in particular in a cavity of the piston 58a exists.

The piston 59a is connected by means of a transfer device 84, e.g. Linkage connected to a displacement sensor 85 and the

Actuation plate is also corresponding to a

Transfer device 86 connected to another displacement sensor 87. The working space 88 of the piston-cylinder unit 58 is connected via a hydraulic line to a travel simulator.

Fig. 3 shows a section through the stator of the electric motor with winding 36, bobbin 37 and 37a, stator tooth 38, rotor 7 and outer housing (outer sheath) 39. According to the prior art, the stator teeth are pressed with coils in the outer jacket. The bobbins are designed so that these through

Recesses the actuators 15 and 6 record. The profile may be round or, as shown at 16, rectangular. The shaft 20 to the gear is provided in the middle. To prevent jamming, a game is provided. Through the recess in the bobbins, the elements are protected in the engine. With an additional encapsulation of the coils, the mold has the corresponding contour.

The actuators 73, 74 may be guided in various ways by the actuator to the actuator plate 75, as shown in Figure 3a. In a first embodiment of Figure 3a, the actuators 73, 74 out of the actual motor area substantially at or in the wall or the outer jacket 39 out, which may have a bulge 39a. As shown in one embodiment, the actuators may be on their side facing the stator

be partially guided in recesses on the outside of the stator, which are there in the range of low magnetic flux for the purpose of weight saving and stator assembly provided. In a further embodiment, the actuating elements are guided on the outside of the wall of the housing, which with guides or

Housing covers 43 are provided, which may be supported by a flange 43 a, which can also serve to attach the actuator to the bulkhead of the vehicle at the same time.

The guidance can also take place via an outer housing as has been described with reference to FIG. 2 or between this housing and the motor housing, as can be seen in FIG. 2b. The motor stator remains largely unaffected in these embodiments of the leadership of the actuator.

Fig. 4 shows the design of the edition of

Sensor actuator. The sensors have very small ones

Actuating forces, the provision is made via the return springs shown in Fig. 1, which act in the sensor module. Should a jamming occur, a predetermined breaking point 40 is provided in the sensor support, which is connected to the pedal interface 33, 34, which becomes effective when the actuating force exceeds approximately 10 times the spring force.

Figs. 5-5b show possible ECU architectures for the sensors, motor and valve control. The microcontrollers MCI and MC2 are standard on all ABS and ESP systems. The microcontrollers are switched redundantly. By comparing different

Safety-relevant signals are detected errors, and in case of failure, the system is turned off. The output signals drive the solenoid valves MV and the pump motor, the latter if the invention is used in a system in which a conventional ABS / ESP is connected in parallel with the electric motor brake booster (BKV). In which

In this integrated system, where the EC motor performs both BKV and ABS, an additional MC3 is used, which in turn is monitored by MCI and MC2. The MCI and MC2 MC3 and MC2 microcontroller MCI and MC2 monitoring and shutdown procedures are well known and will not be described here.

The MC have a red. _Power supply U _stab i and O _stab2 , which are preferably _powered by terminal 15 of the electrical system.

Furthermore, the functional and safety-related sensors are plotted as DG (pressure transducer) and S2, S4 and S2a

Pedal travel sensors.

The function of the brake signals, conventionally by the

Brake light switch generated is extremely safety relevant to many systems such as engine and transmission control. As a result, all brake systems today either become fully redundant

Brake light switch or via the bus line the signal of

Pressure transmitter in conjunction with a non-redundant

Brake light switch provided. The installation causes together with the wiring harness and the brake light switch

Extra cost . The present integrated brake system with two Pedalweggebern and additionally a pressure transducer dispenses with the o. G. Additional effort. There are several ways to do this:

Fig. 5. The MCI, MC2 and MC3 are connected to a redundant

Power supply connected, as well as the pedal travel sensors S2 and S4. The brake signal is fed redundantly from MCI and MC3 the output BS to the onboard power supply control unit. The signal of the pressure transducer DG is the MCI the bus z. B. CAN supplied. If the MCI and MC2 fail, the MC3 can still operate the BKV in emergency mode. As a substitute for the pressure transducer and the not shown

Phase current measurement via a shunt serve.

The presented solution of generating the brake signal is much safer and cheaper than that

conventional methods.

Fig. 5a shows a further alternative in that the signal of the pedal travel sensor is fed directly to the output BS, but must still be processed separately for output to the

On-board supply control unit.

Fig. 5b uses an additional pedal travel sensor, preferably a switching signal, which does not have to be processed separately for output at BS. This third sensor allows the detection of the failure of S2 or S4, so that then in case of failure of a sensor S2 or S4 in emergency operation of the BKV can be operated. The failure of the BKV is safety-relevant, since at

Switching to the fallback level significantly higher pedal forces for a certain deceleration are necessary.

LIST OF REFERENCE NUMBERS

1 brake pedal

2 pedal rams

3 gear for Drehwinkelgebe

4 auxiliary pistons

4a auxiliary piston cylinder

5 housing

6 electric motor

7 rotor

8 bearings

9 bearings

10 spindle

11 transfer rams

12 clutch

13 tandem master cylinder (THZ)

13a Expansion tank

14 expansion tank

15 actuator

15a actuator

16 actuator

17 hydraulic path simulator

18 SD pistons

19 SK pistons

20 wave

21 bearings

22 target

23 Throttle check valve

24 2/2-way solenoid valve (MV)

25 magnet in the float

26 magnet in SK piston

27 hydraulic line

28 hydraulic line

29 return spring

30 sensor plug

31 sensor module

32 return springs flanged

a elastic member

pedal plate

Rod 1

a pole 2

winding

bobbins

a bobbin

Statorzahn (yoke tooth)

Outer casing (outer casing bulge

Breaking point

main connector

brake pedal

engine

spindle gear

a spindle

b clutch

drive housing

Piston-cylinder unit

hydraulic line

Piston-cylinder unit piston

hydraulic line

printing plate

tappet

printing plate

tappet

guide pins

actuator

feather 81 pistons

84 transmission device

85 displacement sensor

86 Transfer device

87 displacement sensor

MCI microcontroller MC for ABS / ESP

MC2 dto. redundant

MC3 dto. For engine control

Ustabl / 2 voltage stabilization

DG pressure transmitter

BS output circuit Brake signal to onboard supply control unit

51 Angle of rotation sensor

52 pedal travel sensor

54 pedal travel sensor

S2a pedal travel sensor

55 Brake fluid level sensor (magnetically sensitive

Sensor, like Hall sensor)

56 Piston position sensor (magnetflußsensitver sensor, such as

Hall sensor)

Claims

claims

1. Actuation device for a vehicle brake system, with

a first piston-cylinder unit whose at least one working space via at least one hydraulic line with

at least one wheel brake of the vehicle is to be connected, further comprising an electro-mechanical drive device and an actuating device, in particular a brake pedal, characterized in that a sensor device (31) is provided which at least partially in the region of the piston-cylinder unit (13) is arranged.

2. Actuator according to claim 1, characterized

in that the sensor device has a sensor module (31), which has at least two sensors (S1, S2, S2a, S4) in one structural unit, in particular on a common one

Circuit board includes.

3. Actuator according to claim 1 or 2, characterized

in that the sensor device (31) has at least one, in particular two or three, pedal stroke sensors

(S2, S2a, S4) and / or rotary encoder (Sl).

4. Actuator according to one of the preceding

Claims, characterized in that at least one

(linear or rotary) sensor by means of a parallel to the axis of the drive device, in particular by the drive device or the housing extending or

mounted actuating element (15,16) is actuated.

5. Actuator according to one of the preceding

Claims, characterized in that for resetting at least one linear sensor actuating element, a spring device (29) is provided.

6. Actuator according to one of the preceding

Claims, characterized in that the Sensor actuating device (31) has an over force protection, in particular predetermined breaking point (40) ().

7. Actuator according to one of the preceding

Claims, characterized in that the sensor device at least one further sensor, in particular

Fluid Level Sensor (S5) and / or Piston Position Sensor (S6).

8. Actuator according to one of the preceding

Claims, characterized in that the sensor device (31) on the piston-cylinder unit (13) is mounted.

9. Actuator according to one of the preceding

Claims, characterized in that the sensor device (31) connected to an electronic control unit (ECU), in particular contacted directly.

10. Actuator according to one of the preceding

Claims, characterized in that a redundant

Voltage supply is provided for the sensors.

11. Actuation device for a vehicle brake system, with

at least one wheel brake of the vehicle is to be connected, further comprising an electro-mechanical drive device and an actuating device, such as a

Brake pedal, in particular according to one of the preceding

Claims, characterized in that the

Actuating device has at least one further piston-cylinder unit (4) which acts on a hydraulic displacement simulator (17) which is at least partially disposed in the region of the first piston-cylinder unit (13) whose piston (4) by means of the actuating device ( 1, 2) can be actuated and which is connected via a connecting device with a piston of the first piston-cylinder unit (13).

12. Actuator according to claim 11, characterized in that the force of the actuating device, in particular the pedal force, by means of plunger or rod (35a) is transmitted to at least one of the further piston-cylinder units (4).

13. Actuator according to claim 12, characterized

characterized in that the or the plunger (35a) parallel to the axis of the drive means, in particular by the

Drive device through, preferably through the

Spool of the winding of the electric motor, run.

14. Actuating device according to one of claims 11 to 13, characterized in that for transmitting the force of the actuating device, in particular the pedal force, a pedal plate (34) is provided.

15. Actuator according to claim 14, characterized

in that an elastic device (33, 33a) via which the pedal travel sensor is actuated is attached to or integrated in the pedal plate (34).

16. Actuating device according to one of claims 11 to 15, characterized in that the further piston-cylinder unit (4) with the first piston-cylinder unit (13) combined, in particular is integrated.

17. Actuating device according to one of claims 11 to 16, characterized in that for returning the / the piston of the further piston-cylinder unit (s) a

Spring device, in particular a central return spring, is provided.

18. Actuator according to one of the preceding

Claims, characterized in that by a suitable Sensor or motor control a separate

Brake light switch is avoided.

19. Actuator according to claim 18, characterized

characterized in that by using redundant

Pedal travel sensors and redundant power supply a separate brake light switch is replaced.

20. Actuator according to claim 18, characterized

characterized in that by using a third

Pedalwegsensors, preferably Hall switch, a separate brake light switch is replaced.

21. Actuator according to claim 20, characterized

characterized in that the third sensor is used to monitor the other two pedal travel sensors.

22. Actuating device, in particular according to one of

preceding claims, characterized in that the ECU outputs to the onboard power supply control units a pressure or motor current proportional signal predominantly via the phase current line and a pedal position proportional signal through a redundant power supply via a separate line.

23 actuating device, in particular according to one of

Previous Ansprücche, characterized in that by using a third microcontroller (MC) for

Motor control and generation of the brake signal

separate brake light switch is replaced.

24. Actuating device, in particular according to one of

Previous Ansprücche, characterized in that redundant pedal travel and a pressure transducer are used to generate braking signals.

25. Sensor module, in particular for use in a Actuating device according to one of the preceding

Claims, characterized in that at least two

Pedal way sensors (S2, S2a, S4) and a rotary encoder (Sl) to a unit, in particular on a circuit board

are summarized.

26. Sensor module according to claim 25, characterized in that the assembly at least one further sensor, such as a

Liquid level sensor (S5), piston position sensor (S6) and / or pedal travel sensor (S2a).

27. Sensor module according to claim 18 or 19, characterized in that a direct contact to the ECU, in particular a plug connection (30), is provided.

28. Actuating device, in particular according to one of claims 1 to 24, characterized in that a for actuating at least one piston-Zylineder- unit (59) provided actuating device at least partially inside in the

Wall of the drive device is guided.

29. Actuating device, in particular according to one of claims 1 to 24, characterized in that a for actuating at least one piston-cylinder unit (59) provided actuating device radially outside the wall of the

Drive device, in particular via guide elements, is guided.

30. Actuating device, in particular according to one of claims 1 to 24 or 28 to 29, characterized in that a further piston-cylinder unit (59), in particular centrally, between two piston-cylinder units (Twin

Arrangement) (55, 56) of a master cylinder device is arranged.