WO2020187980A1

WO2020187980A1 - Activation device for a brake system, having a sensor for determining the rotational angle and/or the rotational speed

Info

Publication number: WO2020187980A1
Application number: PCT/EP2020/057435
Authority: WO
Inventors: Heinz Leiber; Thomas Leiber
Original assignee: Ipgate Ag
Priority date: 2019-03-21
Filing date: 2020-03-18
Publication date: 2020-09-24
Also published as: DE112020001376A5; DE102019107320A1

Abstract

The invention relates to an activation device for a brake system, comprising the following: • - a hydraulic pressure supply device having a piston which can be adjusted by means of an electric motor-operated drive, • - an electronic control unit (ECU) which has a housing (18), • - a sensor target which is connected to the rotor (64) or to a threaded part (56) which can rotate about an axis (a DVI ), • - a sensor element which is arranged in a sensor housing (52, 52a), characterized in that the sensor housing (52, 52a) is either • - connected to the housing (18) of the electronic control unit (ECU) by means of an elastic connection and/or • - has an inner housing part (52a) and an outer housing part (52), wherein at least one housing part (52, 52a) is connected to the housing (18) of the control unit (ECU), wherein an elastic part (61), or at least one spring, presses areas of the at least one housing part (52, 52a) against an area of the housing (18) of the electronic control unit (ECU).

Description

Actuating device for a brake system, with a sensor for determining the angle of rotation and / or the speed of rotation

The present invention relates to an actuating device for a braking system, with a hydraulic pressure supply device with a piston adjustable by means of an electric motor drive, and an electronic control unit having a housing, wherein a sensor target, which is arranged on the rotor or with a around an axis rotatable threaded part is connected, and a sensor element which is arranged in a sensor housing.

An important component of an electric motor drive is the motor sensor for electronic commutation and control of the position of the piston. The motor can be driven with different types of drive, e.g. Gearbox, trapezoidal spindle or spindle can be combined with ball screw drive.

In most cases, different types of sensors are used, such as segment sensors with inductive or magnetic field-sensitive sensors, or sensors which are arranged in the motor or transmission axis. These are particularly simple in construction and consist of a sensor target, which is usually a two-pole or multi-pole magnet, and a magnetic field-sensitive sensor element, e.g. in the form of a Hall sensor, GMR or the like. The sensor element must be electrically connected to the ECU, which is often attached directly to the motor or its housing or via an intermediate housing.

The present invention is based on the object of providing a simple way of fastening the sensor element, while at the same time the Sensor element is protected against contamination and external damage and tolerances between the sensor element and the housing of the electronic control unit are automatically compensated.

This object is achieved according to the invention with an actuating device in which the sensor housing is either connected to the housing of the electronic control unit by means of an elastic connection and / or has an inner housing part and an outer housing part, at least one housing part being connected to the housing of the control unit, wherein an elastic part, in particular in the form of an elastic seal, or a sealing bellows, or at least one spring presses areas of the at least one housing part against an area of the housing.

Further advantageous designs of the actuating device according to claim 1 result from the features of the subclaims.

Due to the elastic connection, in particular by means of the elastic part, of the housing of the electronic control unit and the sensor housing, manufacturing tolerances can easily be compensated for in all directions. It is particularly advantageous if the elastic part simultaneously performs a sealing function so that no dirt can penetrate inward through the connection between the housing of the electronic control unit and the sensor housing. Due to the flexibility of the seal, the sensor housing and housing of the electronic control unit can move relative to one another at the same time without the sealing function being impaired.

The sensor housing advantageously extends from the housing of the electronic control unit to over the axis, so that the sensor element can be arranged directly in the area of the rotor axis within the sensor housing. The sensor housing has a first area, which is located between the housing of the electronic control unit and the axle, and a second area, which is located on the other side of the axle and which is connected to the housing of the electromotive drive, in particular by means of a screw connection is. For example, a window-like opening or a viewing window can be arranged between the fastening point of the sensor housing and the rotor axis through which the eccentricity of the rotor, piston and / or a part of the transmission rotating around the rotor axis can be measured, for example by means of laser beams, with a co-rotating measuring means on the rotor itself or directly on the spindle or a part connected to it is arranged. The measuring means can, for example, be a disk on the side facing the opening of the housing at least one marking, pattern, coating or profiling is arranged, which can be detected, for example, by means of the aforementioned lasers or light beams.

The inner housing part can preferably be supported on the motor housing, in particular by means of a form fit in an axial and / or a radial direction. However, it is also possible that the inner housing by means of fastening means, such as e.g. Screws, attached to the motor housing.

The housing of the electronic control unit can be arranged or attached to the motor housing directly or via an intermediate part. The inner and outer housing parts can in turn be connected to one another, in particular welded or glued to one another, wherein the housing parts of the sensor housing can both be made of plastic. This results in additional stability and the sensor housing can be fastened as a whole or as a unit to the motor housing and the housing of the electronic control unit, which significantly simplifies assembly.

The above-described sensor housing according to the invention and its connection to the housing of the electronic control unit and the Motorgehäu se can advantageously be used in the actuating devices described below. A packaging with a small overall volume is proposed with 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, with a single master brake cylinder and pedal stroke sensors and Travel simulator with piston. The invention provides different variants of modular actuation systems for brake systems which contain as many identical parts as possible for production and assembly. Possible variants according to the invention are preferably:

Option A:

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 and regulation unit (ECU) and reservoir (VB) and the second ESP or ABS module included.

Variant b:

A 1-box solution with only one module, which includes at least one pressure supply device (DV1, DV2), valve arrangement (HCU), control and regulation unit (ECU) and storage container (VB),

Variant c:

A 1-box solution with only one module, which has the pressure supply device, at least one pressure supply device being redundant, i.e. e.g. is designed with a double electrical system connection or redundant phase windings and in which the valve arrangement (HCU), control and regulation unit (ECU) and storage container (VB) are also contained in the module.

Variant d:

The same module as in variant c, but with a control and regulation unit which is fully or partially redundant.

Variant e:

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) being fully or partially redundant, and the second module either the master brake cylinder (HZ) with optional travel simulator (WS).

Variant f:

First module as in variant e, with an electronic brake pedal with travel simulator WS or only a brake switch for level 5 being or are arranged in the second module instead of a master brake cylinder. The housings described below are advantageously used here. These housings form subassemblies which, when assembled, form the entire unit for installation in the vehicle:

Housing A: Contains the valve arrangement (HCU) for DV1 and DV2 with e.g. Valves (V), solenoid valves (MV) and one or more pressure transducers (DG).

Housing B: Contains the control and regulation unit ECU without redundancy with a main connector or with partial or full redundancy with two connectors to the on-board network.

Housing C: For HZ with pedal stroke sensors and small sensor ECU and storage container VB for variant e. The HZ also includes the pedal interface (PI) to the brake pedal and also the travel simulator with piston and spring.

The housing A (HCU) is preferably made from an extruded molded piece, which is very well suited for fastening and assembly using caulking technology. Here the DV1 with piston drive and KGT is to be integrated into the engine and also DV2 with a small piston pump from ABS / ESP, as well as the valves and solenoid valves. Here, DV1 is arranged, for example, parallel to the HZ axis and the piston pump DV2 perpendicular to DV1. Apart from the DV1, DV2 corresponds to the tried and tested technology of ABS / ESP, so it is inexpensive with a small construction volume. Alternatively, a gear or vane pump with continuous delivery can be used. The interface to the control and regulation unit ECU is also similar to ABS / ESP. The master brake cylinder HZ with all of the aforementioned components (housing C) can be screwed to housing A - this applies to all variants except for variants e and f. Here, the housing C is mounted as an assembly separately from the unit on the front wall and the hydraulic line from the main brake cylinder HZ is connected to the housing A. With the variants a. and d. the reservoir VB is located in housing A with two connections to the brake circuits or with an additional connection to the pressure supply DV. The float in the storage container 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 A via an intermediate housing, which is preferably made of plastic get connected. The sensor required for commutation of the motor and piston position can preferably be attached to the motor housing on the side of the motor housing opposite the piston and connected to the control and regulation unit ECU. The sensor is located in an additional housing to the ECU. As redundancy for the electrical connection of the solenoid of the solenoid valve, a small printed circuit board can be used in addition to the main PCB for a second connection of the solenoid. The housing A can also be divided into a housing Al for the pressure supply DV2 with a small pump and with the valve MV, as well as pressure transducers DG and other 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 tank VB.

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

In addition, due to a special design of the storage container, its filler neck or opening can advantageously be arranged on or in front of the front of the housing of the electronic control unit or the actuating device so that it is easily accessible. Due to the connection of the front filler neck to the rear of the housing of the control unit, which leads past the housing of the electronic control unit, the actual storage container can usefully be arranged behind the control unit. The lateral or central area of the storage container can advantageously be designed to be narrow, so that the actuating device is not or only slightly wider than in the case of a conventional storage container.

Different variants of actuating devices with the sensor housing according to the invention are explained in more detail with reference to drawings.

Show it :

1: A cross-sectional view through the motor housing, the electronic control unit and the sensor housing according to the invention; Fig. 2: Side view of an integrated unit according to the invention with the

Housings A, B, C and reservoir VB and pedal interface (PI);

Fig. 3; Front view with section through HCU and ECU with a die

ECU encompassing reservoir, the filling opening of which is arranged on the front of the unit;

4: the unit according to the invention according to FIG. 3 with the storage container according to FIGS. 9 and 9a;

5: View of the unit according to FIG. 4 from the front;

Fig. 6: Section through the master cylinder HZ, path simulator WS and

PI;

7: representation of the pedal stroke sensors;

Fig. 8: shows the system without the master cylinder but with the so-called E-

Pedal in separate construction;

9: a space-saving schematic configuration of a storage container;

9a: Storage container according to FIG. 9 with the schematically illustrated housing of the electronic control unit and the housing for the valve arrangement.

An important component of an electric motor drive is the motor sensor 34 for the electronic commutation and control of the position of the piston. The motor can be driven with different types of drive, e.g. Gear, trapezoid or spindle 57 with ball screw 58, as shown in Fig. 1, can be combined.

Different types of sensors, such as segment sensors with inductive or magnetic field-sensitive sensors, can be used, or sensors that are arranged in the motor or transmission axis. These sensors are particularly simple in construction and consist of a sensor target, e.g. in the form of a two-pole or multi-pole magnet, and a magnetic field-sensitive sensor element, e.g. in the form of a Hall sensor, GMR Sensors, etc. together. This sensor element 34 is electrically connected to the electronic control unit ECU, which is attached to the engine either directly or via an intermediate housing. The sensor element 34 is preferably arranged in a sensor housing which is composed of an outer housing part 52 and an inner housing part 52a and, among other things, accommodates a printed circuit board 22 on which the sensor element 34 can be arranged.

In order to master the various installation tolerances between the housing 18 of the electronic control unit ECU, the motor housing 62 and possibly an intermediate housing (not shown) and the sensor housing 52 / 52a, an elastic part 61 is provided according to the invention. In extreme cases, tolerances in all three directions x, y, z must be compensated. According to the invention, this is achieved by a corresponding construction and fastening of the sensor housing on the housing 18 of the electronic control unit ECU and on the motor housing. The sensor housing is advantageously divided into two parts into an outer housing 52 and an inner housing 52a, the housing parts 52, 52a using conventional connection techniques such as e.g. Welding or gluing connected to one another and are preferably made of plastic. The sensor housing is also attached to the motor housing 62, preferably in two places. The sensor circuit board 22 is flexible in the upper part of the connector strip in order to cope with the above-mentioned tolerances. For this purpose, e.g. a flex PCB (flexible printed circuit board). The electrical connection 22a from this flexible circuit board 22 to the main circuit board 23 of the electronic control unit ECU is preferably made via the particularly fail-safe plug connector 51 with press-fit contacts. For assembly with the main circuit board 23, the housing 18 of the electronic control unit ECU has a recess with a cover.

The sensor housing 52, 52a is connected to a projection of the ECU housing 18 and fixed thereto. In between there is an elastic part 61, which can be, for example, a flexible elastic seal or a sealing bellows. The elastic part is preferably designed as a lip seal. This flexible and elastic seal 61 thus serves for 3-axis tolerance compensation. The electrical connection from the motor winding to the circuit board 23 is made via a conventional plug contact.

This sensor arrangement shown in FIG. 1 also enables the measurement of the rotor eccentricity, which acts on the spindle and generates transverse forces on the piston 8. A measuring means 53 which is arranged on the rotor or the spindle nut 56 and, in the simplest case, is a measuring flange or a disk, is used to measure the rotor eccentricity. The rotor eccentricity also affects the axial direction and can be measured with laser technology. For this purpose, the outer sensor housing part 52a has an opening 152 in its lower region 52 ^″ , which is closed with a sealing plug 54 after the measurement. The surface of the measuring means 53 can have markings on its side facing the outer sensor housing part 52 for the measurement, be provided with a coating and / or be profiled. The lower region 52 ^″ is fastened to the motor housing 62 by means of a fastening screw 55.

Figure 2 shows the side view of the integrated unit housing A with valve arrangement HCU, which contains the components MV, pressure transducer DG, piston for DV1 and DV2 and attachment of the motors of DV1 and DV2. Alternatively, as already described, the housing can also be divided into housings A1 and A2. The components such as, for example, valves, solenoid valve MV, pressure transducer DG are preferably attached to an extruded or extruded block 24, for example the MV, preferably by caulking or clinching, which also includes its sealing. In the alternative, as mentioned above, housing A1 will contain the sub-block 24. Housing A2 can, for example, be a die-cast part without any components to be caulked. In the lower part, the piston 8 of the pressure supply unit DV1 is shown with a return spring and housing cover 7, which, for example, is preferably driven via the motor 2 by a spindle and ball screw drive (not shown) KGT. In the case of housing A, this is screwed to the HCU block 24 via an intermediate housing 3 with fastening screws. With housing A2 the motor is attached without an intermediate housing. The reservoir VB is connected to the brake circuits 1 and 2 by two connections 9a and 9b. As an extension of 9c, the suction valve SV for the pressure supply DV is placed in the housing. On the opposite side, the sensor housing 3 with the angle of rotation sensor is connected to both the motor 2 and the ECU 18 via a preferably flexible printed circuit board (not shown) with the intermediate housing. On the top of the control and regulation unit ECU, the plugs are attached, which are designed twice in the redundant ECU. In the variant with a separate master brake cylinder HZ, a connecting line 11 to the master brake cylinder HZ is provided. The storage container VB can, as usual, contain a level sensor (NS) with a float, the target with the sensor element being arranged in the control and regulating unit ECU, which is preferably designed redundantly at levels 4 and 5. In the fully integrated version, the master brake cylinder HZ, which is screwed to the HCU block 24 with fastening screws 13, is arranged behind the valve arrangement block HCU.

Figure 6 shows more details here. On the master brake cylinder HZ there is usually a flange 12 for fastening with corresponding screws 14 on the end wall shown in dashed lines. In the variant without the main brake cylinder HZ, a simplified flange can also be used for fastening in the unit or engine compartment. Here, the unit should be as inclined to the end wall for good ventilation with about 15 ^0th The pedal interface PI and pedal tappet 1 are connected to the master brake cylinder HZ. The connections of the valve arrangement HCU to the wheel brakes RB can be made 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 is perpendicular to the axis of the pressure supply device DV1. The axis a _DV 2 of the piston of the pressure supply device DV2 can be rotated both parallel to the axis aDV1 of the pressure supply device DV1 and at an angle a, which advantageously shortens the overall length. As a further alternative to the described arrangement of DV2, an arrangement of a 2 parallel to the vertical axis can be used. In this case, a different installation location must be provided for the lower plug, for example on the opposite side of the control and regulation unit ECU. Fig. 3 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 big advantage is the overall width of approx. 50% of the above mentioned BKV, which is very favorable for right and left-hand drive vehicles. The length to the above mentioned BKV is also considerably shorter, and thus forms a basis for a broad application of the modular concept according to the invention. Here again, the various housings A (A1, A2), B, C and VB are to be provided. Housing B is, for example, behind the HCU block 24 and is with screwed to this and sealed, as with ABS.

The DV2 motor acts with e.g. 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 side the ECU with housing 18 is arranged with main printed circuit board PCB 23, which is connected to the plug St on top.

The MV coils are connected to the printed circuit board PCB 23 via connecting webs 21, as usual, with press-fit contacts. 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 must be designed for levels 4 and 5 in particular with redundant control of the drivers 20 / 20r, the drivers also having a disconnector. The contact to the circuit board PCB can also be made redundant by a second contact on the connecting web 21, which is connected to a small circuit board PCB 22 with the second driver.

For reasons of cost it is advantageous to provide a 1-part printed circuit board PCB. In the event that water penetrates the circuit boards PCB can be separated by webs with seals in the housing of the control and regulation ECU with the two redundant circuits. Possible cracks in the conductor track are also advantageously covered or excluded by redundancies. Also important are the remaining electronic connections from motor 26 to circuit board PCB 23 with electrical connection 15, from motor 2 to 16, from rotation angle sensor 6 to 17. The advantage of the parallel arrangement of DV1 is the short length of the electrical connection. FIGS. 4 and 5 show a side view and a front view of a unit according to the invention which, apart from the design of the storage container VB, corresponds to the unit as shown and described in FIGS. As can be seen from FIG. 4, the front area VB _{v is located} in front of the front side ECU-V of the housing B of the electronic control unit ECU, so that the filling opening can be reached more easily. Since it is generally not sensible for reasons of space to arrange the entire storage container VB in front of or next to the electronic control unit ECU, the invention provides that only a narrow central area VBM extends laterally next to the housing B towards the rear of the ECU-H of the ECU , the middle area VBM opening into its rear area VBH, which is much larger in volume and is arranged behind the housing B of the electronic control unit ECU. It is of course also possible for the storage container VB to also overlap the housing B of the ECU. If the bulkhead SW is arranged at an angle f to the vertical, the front area VBV of the storage container VB should be designed so that the surface normal of the filling opening 100 is aligned vertically.

The storage container VB can be designed as it is shown schematically in Figures 9 and 9a. FIG. 9 shows a space-saving schematic configuration of a storage container VB, which has a front area VB _v , a middle area VBM and a rear area VB _H. The front area VB _v has an upper filling opening 100 which can be closed with the cover 101. As shown in FIG. 9a, the storage container VB surrounds the housing B of the electronic control unit ECU on three sides, namely its front side ECU-V, its side wall ECU-S and its rear or rear side ECU-H. The back of the ECU-H faces the splash guard wall SW. Depending on the design of the unit, the storage container VB, as shown in FIG. 9a, can also rest against the rear wall of the housing of the valve arrangement HCU or engage behind it.

Figure 6 shows the main brake cylinder HZ with housing, in which the HZ piston 33 and WS piston with spring for the counterforce and pedal characteristic is built. The travel simulator piston can also be accommodated in block A or housing A. The piston also has redundant seals 45 with ballast dr to interior. If the seal 45 fails, the failure is recognized via the leakage flow and the failure is not relevant. This small leakage flow restrictor Dr allows diagnosis of the failure of the first seal.

The travel simulator piston is supported on the flange 12 and therefore does not require a separate closure piece. The HZ piston 23 with a return spring 50 is arranged parallel to the travel simulator piston. The piston can be guided in sliding rings 48 with little friction, and the sealing effect of the piston is also less affected. A separate bearing part 49, which is supported on the flange, is preferably used for the sliding rings and seals. A KWS 30 force-displacement sensor can be arranged in the HZ piston to diagnose the WS position simulator. The sensor rods 31 and 31a are connected to the piston 23 and the pedal tappet. These rods are connected to a locking coupling 32-34, each with piston and pedal tappet. This coupling consists of a ball 34 with a spring 33 in the housing 22. Blocking of the pedal tappet when a sensor is clamped is avoided.

Fig. 7 shows the arrangement of two alternative embodiments of the pedal travel sensors. The first variant with rack 38, gear 37, drive shaft 36 to target 35 and sensor element 34 on PCB 23 has already been described in DE102015104246. This version requires little installation space and is inexpensive. In the lower variant a guide part 39 is e.g. with pin pressed into the sensor rod. This is guided in the upper part in a guide strip 40, so that an angular twist is small, which affects the target 41. This target acts on an inductive sensor 42 with an evaluation circuit and is connected to the main PCB 23 and sits in the ECU housing 14.

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 brake cylinder, separate HZ but with 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 of a modular system kit (OEM) an excellent basis, also for minimizing costs.

Fig. 8 shows the pressure supply devices DV1 and DV2 with Ventilanord voltage. Here is an electr. Brake pedal, a so-called e-pedal, with WS pedal travel sensors with a small sensor ECU and KWS without a hydraulically acting master brake cylinder HZ combined in one unit. This has advantages if the installation volume in the equipment room is small or the noise requirements are high. Instead of the HZ with VB (not shown in FIG. 5), the arrangement with pedal actuation with WS, so-called E-Pedal, can be used. The signals from the pedal travel sensors are processed in a sensor ECU and fed to the central ECU. A brake switch can also be used for level 5 as an alternative to the electric pedal.

The above-mentioned unit has the 2-circuit VB with float and level sensor NS, which can be integrated in the central control and regulation unit ECU. 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 via this. Since the connection to the master cylinder HZ is missing here and thus also the fall-back level to the master cylinder HZ in the event of failure of both pressure supply devices DV1 and DV2 and / or the on-board zes, the valves BPI and BP2 are preferably designed as normally closed valves. Reference list

HZ master cylinder (single)

a _H z main axis of the master cylinder

a _DVi axis of the first pressure supply device DV1

al v2 horizontal alignment of the axis of the second

Pressure supply device DV2 perpendicular to the axis a _D vi of the first pressure supply device DV1

a2 _DV2 vertical alignment of the axis of the second

DV pressure supply

HCU hydraulic control unit

ECU electronic computing unit

ECU-V Front of the ECU

ECU-S Side wall of the ECU

ECU-0 Top of the ECU

ECU-H Rear of the ECU, facing the bulkhead of the vehicle

PI pedal interface

SW / H bulkhead / bracket

St connector

BKV brake booster

NS level sensor

RZ wheel cylinder

MV solenoid valve

Dr Thrush

SV suction valve from DV1

A Housing for HCU and DV1 and optionally DV2

Al partial housing for HCU and DV2

A2 partial housing for DV1

B Housing for ECU

C Housing for HZ and WS path simulator with flange

a vi Motor axis from DV1

a _V2 motor axis from DV2

a _H z longitudinal axis of the master brake cylinder HZ

VB storage container

VB _H Rear area of the storage container

VB _M Central area of the storage container

VB _v Front area of the storage container

1 pedal tappet

2 engine

3 intermediate housing

4 fastening screw

5 sensor housing Rotation angle sensor

7 sealing cover

8 pistons

9a / 9b Connections to the VB

10 connections to the data center

11 Connection to the HZ

12 flange from HZ

13 fixing screw

14 Fastening screw for front wall or bracket

15 Electrical connection between DV2 and ECU

16 electrical connection from DV1 motor

17 electrical connection of the rotation angle sensor

18 ECU housing

19 Bar with seal

20 drivers for MV

21 Connection bridge MV

22 Small PCB

22a electrical connection of the main PCB to the PCB 22 of the ECU

23 main PCB

24 HCU block

25 Hole for eccentric piston pump DV2

26 motor for DV2

27 Outline of the 8 "vacuum BKV

28 Stop ring for piston

29 Line to the VB

30 KWS

31 / 31a pedal bar

32 spring housing

33 HZ pistons

34 sensor element

35 target

36 drive shaft

37 gear

38 rack

39 Leadership Part

40 guide rail

41 target

42 inductive sensor

43 HZ housing

44 WS pistons

44a WS spring

45 WS seal

46 slide ring

47 Connection holes WS-HZ and HCU block 24 48 slip rings

49 bearing part

50 return spring

51 Connector strip with press-fit contacts 52 Sensor housing 1

52a sensor housing 2

53 measuring flange

54 sealing plug

55 Fastening the sensor housing

56 threaded nut

57 threaded spindle

58 KGT

59 pistons

60 Motor contact to ECU

61 Housing seal

62 motor housing

63 engine mounts

64 rotor

100 Opening of the storage container

101 closure lid of the storage container 152 closable opening

Claims

1.Actuating device for a braking system, comprising:

- a hydraulic pressure supply device with a piston adjustable by means of an electric motor drive (M),

- An electronic control unit (ECU) which has a housing (18),

- A sensor target which is connected to the rotor (64) or a threaded part (56) that can be _rotated about an axis (a _DVi ),

- A sensor element which is arranged in a sensor housing (52, 52a),

characterized in that the sensor housing (52, 52a) either

- By means of an elastic connection with the housing (18) of the

electronic control unit (ECU) is connected

and or

- an inner housing part (52a) and an outer housing part (52)

has, wherein at least one housing part (52, 52a) is connected to the housing (18) of the control unit (ECU), with an elastic part (61), in particular in the form of an elastic seal or a sealing bellows, or at least one spring, areas of the at least one housing part (52, 52a) presses against a region of the housing (18).

2. Actuating device according to claim 1, characterized in that the sensor housing (52, 52a) extends from the housing (18) of the electronic control unit (ECU) to over the axis (a vi).

3. Actuating device according to claim 2, characterized in that the sensor housing (52, 52a) has a first area (52 ^' ) which is located between the housing (18) of the electronic control unit (ECU) and the axis (a _D vi) and a second area (52 ^'' ) which is located on the other side of the axis (aDVl), where the second area (52 ') of the sensor housing (52, 52a), in particular by means of a screw connection, to the housing ( 62) of the electrical motor drive is connected.

4. Actuating device according to one of claims 1 to 3, characterized in that the inner housing part (52a) is supported on the Motorge housing (62), in particular is supported by means of a form fit in an axial and / or a radial direction, and / or on the motor housing (62) is attached.

5. Actuating device according to one of the preceding claims, characterized in that the housing (18) of the electronic control unit (ECU) is arranged or fastened directly or via an intermediate part on the motor housing (62).

6. Actuating device according to one of the preceding claims, characterized in that the inner and outer housing parts (52, 52a) are connected to one another, in particular welded or glued to one another.

7. Actuating device according to one of the preceding claims, characterized in that the inner and outer housing parts (52, 52a) are made of plastic.

8. Actuating device according to one of the preceding claims, characterized in that a circuit board (22) is arranged in the sensor housing (52, 52a), on which in turn the sensor (34) is arranged.

9. Actuating device according to claim 8, characterized in that the circuit board (22) is connected to a circuit board (23) of the electronic control unit (ECU) via a flexible cable connection (22a), which in particular has plug-in contacts or press-in contacts.

10. Actuating device according to one of the preceding claims, characterized in that the elastic part (61) is used for tolerance compensation.

11. Actuating device according to one of the preceding claims, characterized in that a measuring means (53), in particular in the form of a disk, is arranged on the rotor (64) or the threaded part (56) rotatable about the axis (a _D vi), which rotates with it and in particular on its outer sensor housing part (52) facing side carries markings, provided with a coating and / or is profiled.

12. Actuating device according to claim 11, characterized in that in the outer housing part (52) a, in particular by means of a stopper (54), closable opening (152) or a viewing window made of transparent material is arranged such that through the unclosed opening ( 152) or the viewing window through the measuring means (53) is visible or, by means of a measuring device, the eccentricity of which can be measured with a rotating rotor (64) or threaded part (56).

13. Actuating device according to claim 11 or 12, characterized in that the axis of the measuring means (53) is arranged concentrically to the axis (a _D vi) of the rotor (64) or the threaded part (56) and / or the measuring means (53 ) attached to the end face of the rotor (64) or of the threaded part (56), in particular screwed or glued on.

14. Actuating device according to one of the preceding claims, characterized in that the housing (18) of the electronic control unit (ECU) has a front (ECU-V), a top (ECU-O), a side wall (ECU-S) and a Has the rear (ECU-H), wherein a reservoir (VB) for hydraulic medium is arranged on the electronic control unit (ECU) or at a distance from it, the reservoir (VB) having a closable opening (100) for filling hydraulic medium, which is arranged in particular in front of the front (ECU-V) of the electronic control unit (ECU), the storage container (VB) holding the electronic control unit (ECU) from at least two, in particular at least three, sides (ECU-V, ECU-S, ECU- H) embraces or extends at least partially along these sides wisely extends.

15. Actuating device according to claim 14, characterized in that the storage container (VB) extends at least along at least part of the lateral wall (ECU-S) and / or the top (ECU-O) of the electronic control unit (ECU).

16. Actuating device according to claim 14 or 15, characterized in that either

- At least one area (VB _v , VB _H ) of the storage container (VB) is arranged in front of or behind the electronic control unit (ECU), or

- An area (VB _v ) of the storage container (VB) is arranged in front of and an area (VB _H ) of the storage container (VB) behind the control unit (ECU).

17. Actuating device according to one of the preceding claims,

characterized in that the storage container (VB) has a front area (VB _v ), a central area (VB _M ) and a rear area (VB _h ).

18. Actuating device according to claim 17, characterized in that the actuating device has a valve arrangement (HCU) and the at least one pressure supply device (DV) are arranged at least in part or entirely in a housing (A).

19. Actuating device according to one of the preceding claims,

characterized in that the actuating device has a master brake cylinder (HZ) which is arranged in particular in a separate housing (C) or in the housing (A) and which is hydraulically connected to the storage container (VB).

20. Actuating device according to claim 28, characterized in that the master brake cylinder (HZ) is arranged in the housing (A) or forms a built-in module (M) with it.

21. Actuating device according to one of the preceding claims,

characterized in that the actuating device for a hydraulic cally acting brake system, has 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), at least one pressure supply device (DV1) being one of the The electric motor drive (M) is a piston or double-stroke piston pump, the drive (M) adjusting the piston of the piston-cylinder unit or double-stroke piston pump directly or via a transmission gear, in particular a recirculating ball gear,

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 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) or assembled form a unit or module, and that the housing (C) the actuating device is hydraulically connected to the first housing (A) or the unit or the module.

22. Actuating device according to claim 21, 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 a housing (A) or a maximum of two directly adjacent hydraulically connected Housings (A, Al) are arranged, which together form a unit.

23. Actuating device according to claim 21 or 22, characterized in that the longitudinal axis (anz) of the master brake cylinder (HZ) and the axis (a _D vi) of the pressure supply device (DV1), in particular the Drive longitudinal axis of the drive (a _D vi) or the piston movement axis, are arranged parallel or almost parallel to one another, in particular horizontally or in an angular range of 0 to 20 degrees to the horizontal.

24. Actuating device according to one of claims 21 to 23, characterized in that the axis (a _D vi) of the first pressure supply (DV1) is arranged perpendicular to the axis (al _DV 2, a2 _DV2 ) of the second pressure supply (DV2) and / or the axis (a2 _D v ₂ ) of the second pressure supply (DV2) is arranged vertically.

25. Actuating device according to one of claims 21 to 24, characterized in that the axis (a vi) of the first pressure supply (DV1) perpendicular to the longitudinal axis (a _HZ ) of the master brake cylinder (HZ) and that parallel to the axis (al _D v2) of the second pressure supply (DV2) is arranged.

26. Actuating device according to claim 24 or 25, characterized in that the axis (a _D vi) of the pressure supply device (DV1), in particular the drive longitudinal axis of the drive (a _D vi) or the piston movement axis, vertically and vertically or almost vertically to the main axis (a _H z) of the master cylinder (HZ) is arranged, and that the axis (al _D v2) of the second pressure supply (DV2) perpendicular to both the axis (a _D vi) of the first pressure supply (DV1) and perpendicular to

Main axis (a _HZ ) of the master cylinder (HZ) is arranged.

27. Actuating device according to one of claims 21 to 26, characterized in that the housing (C) of the master brake cylinder (HZ) is arranged either away from the housing (A) or on this.

28. 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 _DVi ) of the pressure supply device (DV1) behind the housing (A) of the pressure supply device, in particular attached to it.

29. 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 (Al), in particular together with a valve arrangement (HCU ), is arranged.

30. Actuating device according to one of the preceding claims,

characterized in that two connecting valves (BPI, BP2) connected in series, in particular normally open, are arranged for the optional connection of the two hydraulic circuits (BK1, BK2), in particular in the valve arrangement (HCU) or its housing (A, Al) .

31. Actuating device according to one of the preceding claims,

characterized in that at least one Druckversorgungseinrich 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), in particular responsible for the ABS and / or ESP function in normal operation.

32. 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 provides the pressure supply in the event of fading and / or for the ABS function and / or in the event of failure of the other pressure supply ( DV1) takes over its function.

33. 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.

34. 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).

35. 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 assigned to the brake circuit (BK1, BK2) (DV1, DV2) takes place in multiplex operation, in particular by means of a piston of the pressure supply device, volumes of a hydraulic fluid are adjusted for pressure setting.

36. 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).

37. Actuating device according to one of the preceding claims,

characterized in that a switching valve (PD1), in particular in the hydraulic line (4) between the pressure supply device (DV1) and the switching valve (BPI), is provided for optionally closing at least one main hydraulic line (4, 5).

38. Actuating device according to one of the preceding claims,

characterized in that at least one hydraulic main line (4, 5) via a discharge valve (AVI, 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.

39. Actuating device according to claim 38, characterized in that the pressure reduction (P _at> ) in a wheel brake (RB1-4) in one or both hydraulic circuits (BK1, BK2) through the central discharge valve (ZAV) via the connection switching valve (s) ( e) (BPI, BP2) into the storage container (VB).

40. Actuating device according to claim 38 or 39, characterized in that the pressure reduction (P _ab ) in the wheel brakes (RB1-4) takes place in series or simultaneously.

41. Actuating device according to one of claims 38 to 40, characterized in that the pressure reduction (P _ab ) in a wheel brake (RB1,

RB2) of a hydraulic circuit (BK1) via the stroke movement of the piston to its associated pressure supply device (DV1) takes place, 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) takes place in the storage container (VB).

42. Actuating device according to one of claims 38 to 41, 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).

43. 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).

44. Actuating device according to one of the preceding claims,

characterized in that the housing (A, Al) is an extruded or extruded part, is particularly suitable for caulking and sealing the hydraulic components, preferably the valves (SV, MV) and / or the pressure transducer (DG).

45. Actuating device according to one of the preceding claims,

characterized in that a path simulator (WS) and / or at least one sensor, in particular a force-path measuring element (KWS) and / or a pedal travel sensor, is or are additionally arranged in the housing (C).

46. Actuating device according to one of claims 21 to 45, characterized in that a travel simulator (WS) is arranged in the housing (A, Al) together with the valve arrangement (HCU).

47. Actuating device according to one of the preceding claims, characterized in that a storage container (VB) is provided for supplying the master brake cylinder, the pressure supply device (DV1, DV2) or has hydraulic connections for these.

48. 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) are screwed together in a sealing manner and / or the housing (B) the control and regulating device (ECU) is arranged adjacent to the valve arrangement (HCU) and / or the first pressure supply device (DV1).

49. 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.

50. 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 (C).

51. 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.

52. 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.

53. 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 storage container (VB) via at least one hydraulic line.

54. 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) takes place by means of electrical contacts (15, 16).

55. 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-fit contacts or soldered contacts and an intermediate housing.

56. Actuating device according to one of the preceding claims,

characterized in that the master brake cylinder (HZ) is a single master 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.

57. Actuating device according to one of the preceding claims, characterized in that the master brake cylinder (HZ) is a tandem or twin master brake cylinder.

58. Actuating device according to claim 56 or 57, characterized in that a region of the tandem master brake cylinder (HZ) is arranged in the housing (A) or the valve arrangement (HCU).

59. 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).

60. 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, with the first module the pressure supply device (DV1), master brake cylinder (HZ) with travel simulator (WS), valve arrangement (HCU), control unit (ECU) and reservoir (VB) and the 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 regulating unit (ECU) and storage container (VB),

c, a 1-box solution with only one module, which has 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 fully or partially redundant,

d, is a 2-box solution with two modules, the first module being a pressure supply device (DV1, DV2), valve arrangement

(HCU), control and regulating unit (ECU) and storage container (VB), the control and regulating unit (ECU) being fully or partially redundant, and the second module either the master brake cylinder (HZ) with optional travel simulator (WS) or includes an electronic brake pedal with WS travel simulator or just a brake switch for level 5.