Motorized brake pressure generator for power-assisted brake system

Abstract

The invention relates to a motorized brake pressure generator for a power-assisted brake system, comprising: an electric motor (10); a main piston (12); a master brake cylinder housing (14) having at least one main spring (16) arranged in the master brake cylinder housing (14), the main piston (12) being supported by the main spring (16); the invention relates to a master brake cylinder (10) comprising a master brake cylinder housing (14) and a transmission (22) having at least one rotational and translational transmission stage consisting of a spindle (24) and a nut (26) arranged on the spindle (24), the master brake cylinder housing (14) being screwed to a first side (32a) of a transmission housing (32) having the transmission (22) arranged therein by means of at least one screw (30), and the master brake cylinder housing (14) being screwed to a second side (32b) of the transmission housing (32) having the transmission (22) arranged therein by means of at least one screw (30). The electric motor (10) is mechanically connected to the main piston (12) at least via a rotating and translating transmission stage of the transmission (22) such that the main piston (12) can be adjusted along an adjustment axis (28) by a transmitted motor force of the electric motor (10) against at least a return force of the main spring (16).

Description

Technical Field

[0001] The invention relates to a motorized brake pressure generator for a power-assisted brake system and to a power-assisted brake system for a vehicle. Background Art

[0002] Patent document DE 10 2018 211 443 A1 describes a pressure generating device which is integrated with the master brake cylinder in a housing manufactured as an extruded profile. The pressure generating device is equipped with an electric motor and a rotational and translational transmission stage consisting of a threaded spindle and a nut. Summary of the invention

[0003] The invention provides a motorized brake pressure generator for a power-assisted brake system having the features of claim 1 and a power-assisted brake system for a vehicle having the features of claim 11 .

[0004] Advantages of the present invention

[0005] The invention provides a motorized brake pressure generator for a power-assisted brake system, whose master brake cylinder housing is designed as a component separate from a transmission housing, wherein at least the transmission is arranged in the transmission housing. As a result, the master brake cylinder housing can be manufactured relatively cost-effectively. In addition, the master brake cylinder housing, which is screw-fastened to the transmission housing by at least one screw, can be repaired or replaced relatively easily. As a result, damage to the master brake cylinder housing can be more easily eliminated in the case of maintenance.

[0006] In particular, although the motorized brake pressure generator according to the invention is used in a power-assisted brake system, its master brake cylinder housing can be a component of a brake system type designed to convert the driver's braking force into a brake pressure increase. Thus, the invention increases the usability of the same type of master cylinder housing for different brake system types.

[0007] The master brake cylinder housing is preferably a metal die casting (Kokillenguss, also known as permanent mold casting). In this case, the master brake cylinder housing can be produced relatively cost-effectively due to its casting embodiment.

[0008] In an advantageous embodiment of the motorized brake pressure generator, the electric motor is mechanically connected to the primary piston at least via a rotational and translational transmission stage of a transmission, so that during operation of the electric motor, the rotor of the electric motor is in a rotational movement about an axis of rotation which is oriented parallel to and spaced apart from the adjustment axis of the primary piston. The embodiment described here thus enables a parallel arrangement of the electric motor and the primary piston, whereby the maximum extension of the motorized brake pressure generator along the adjustment axis of its primary piston can be reduced.

[0009] In particular, the master brake cylinder housing can be screwed to a first protruding section of a first side of the transmission housing by at least one screw, wherein the electric motor is arranged in the motor housing and the motor housing is fixed to a second section of the first side of the transmission housing that is set back compared to the first section. Thus, the parallel arrangement of the electric motor and the master piston and the arrangement of the electric motor in its own motor housing enable a compact design of the motorized brake pressure generator.

[0010] In a further advantageous embodiment, the electric motor is mechanically connected to the primary piston at least via a rotational and translational transmission stage of the transmission, so that during operation of the electric motor, the rotor of the electric motor is in a rotational movement about an axis of rotation oriented perpendicularly to the adjustment axis of the primary piston. Due to the perpendicular or L-shaped arrangement of the electric motor and the primary piston, the embodiment of the motorized brake pressure generator described here also has a relatively short installation space length along the adjustment axis of its primary piston.

[0011] For example, the electric motor can be arranged in a motor housing and the motor housing can be fastened to a third side of the transmission housing, which is located between a first side of the transmission housing and a second side of the transmission housing pointing away from the first side of the transmission housing. The compact design of the motorized brake pressure generator achieved in this way facilitates the assembly of the motorized brake pressure generator on many vehicle models / motor vehicle types.

[0012] Alternatively, the electric motor can be mechanically connected to the primary piston at least via a rotational and translational transmission stage of a transmission, so that during operation of the electric motor, the rotor of the electric motor is in a rotational movement about the adjustment axis of the primary piston. Due to the coaxial arrangement of the electric motor and the primary piston, the embodiment of the motorized brake pressure generator described here has a relatively small extension perpendicular to the adjustment axis of its primary piston.

[0013] In particular, the electric motor can be arranged in a motor housing, and the motor housing can be fixed to a second side of the transmission housing pointing away from the first side of the transmission housing. Thus, the master brake cylinder housing, the transmission housing and the motor housing can be arranged coaxially or one after the other along the adjustment axis of the master piston.

[0014] Also advantageously, the electric motor is arranged in the transmission housing. In this case, the transmission housing can be used as a transmission and motor housing with enhanced functionality.

[0015] As an advantageous improvement, a first recess may be formed on the first piston side of the primary piston, in which at least one subsection of the primary spring oriented toward the primary piston is fixed, and a second recess may be formed on the second piston side of the primary piston pointing away from the first piston side, in which a subsection of the threaded spindle oriented toward the primary piston or a subsection of the nut oriented toward the primary piston is fixed, wherein the threaded spindle or the nut can be set in rotational motion relative to the primary piston by the operation of the electric motor, and at least one subsection of the threaded spindle or the nut in rotational motion oriented toward the primary piston can be screwed into the second recess of the primary piston, and wherein the first recess formed on the first piston side surrounds at least one subsection of the second recess oriented toward the first piston side. As a result, the stroke of the threaded spindle or the nut can be at least partially accommodated in the additional installation space provided by the primary piston, which advantageously contributes to reducing the overall length of the motorized brake pressure generator along the adjustment axis of its primary piston.

[0016] A power-assisted braking system for a vehicle having such a motorized brake pressure generator also ensures the above-mentioned advantages. The power-assisted braking system may be, for example, a brake-by-wire braking system. The above-mentioned advantages can therefore be used in a targeted manner for a type of braking system in which a master brake cylinder of the braking system, which is arranged in a master brake cylinder housing, is mechanically decoupled from a brake actuating element (e.g. a brake pedal). BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Other features and advantages of the present invention are described below with reference to the accompanying drawings.

[0018] Figure 1a to Figure 1c A schematic diagram showing a first embodiment of a motorized brake pressure generator is shown;

[0019] Figure 2a and Figure 2b A schematic diagram showing a second embodiment of a motorized brake pressure generator;

[0020] Figure 3 A schematic diagram showing a third embodiment of a motorized brake pressure generator;

[0021] Figure 4a and Figure 4b A schematic diagram showing a fourth embodiment of a motorized brake pressure generator; and

[0022] Figure 5a and Figure 5b A schematic diagram of a fifth specific embodiment of a motorized brake pressure generator is shown. DETAILED DESCRIPTION

[0023] Figure 1a to Figure 1c A schematic diagram of a first specific embodiment of a motorized brake pressure generator is shown.

[0024] Figure 1a to Figure 1c The motorized brake pressure generator schematically shown in FIG. 1 is configured with an electric motor 10, the motor force of which can be transmitted at least to the primary piston 12 of the motorized brake pressure generator in the following manner. The primary piston 12 is supported by a primary spring 16 arranged in a master brake cylinder housing 14. Merely as an example, in the embodiment described here, the primary piston 12 is supported by a secondary piston 18 arranged in the master brake cylinder housing 14 via the primary spring 16, wherein the secondary piston 18 is supported by the inner wall of the master brake cylinder housing 14 via the secondary spring 20. However, as an alternative, the primary piston 12 can also be supported by the inner wall of the master brake cylinder housing 14 via the primary spring 16.

[0025] The motorized brake pressure generator also includes a transmission device 22, which has at least one rotation and translation transmission stage consisting of a screw 24 and a nut 26 arranged on the screw 24. The rotation and translation transmission stage consisting of the screw 24 and the nut 26 can be, for example, a threaded screw stage or a ball screw transmission (KGT, Kugelgewindetrieb). The electric motor 10 is mechanically connected to the main piston 12 at least via the rotation and translation transmission stage of the transmission device 22, so that the motor force of the electric motor 10 is transmitted / can be transmitted to the main piston 12 at least via the rotation and translation transmission stage of the transmission device 22, so that the main piston 12 is adjusted / adjustable along the adjustment axis 28 by the transmitted motor force against the return force of at least the main spring 16 (and possibly also the secondary spring 20). As Figure 1a and Figure 1c As shown, the power transmission of the motor force of the electric motor 10 from the rotation and translation transmission stage of the transmission 22 to the primary piston 12 is carried out through the mechanical contact of the lead screw 24 and / or the nut 26 with the primary piston 12. Therefore, the motorized brake pressure generator does not need a large number of components conventionally installed at the brake pressure generator, such as reaction plates, valve bodies, input rods and output rods. This reduces the structural space requirement of the motorized brake pressure generator and reduces its manufacturing costs.

[0026] In addition to the master brake cylinder housing 14, the motorized brake pressure generator has at least one further housing 32, which is also referred to as a transmission housing 32 (since at least the transmission 22 is arranged therein). Furthermore, the master brake cylinder housing 14 is screwed to a first side 32a of the transmission housing 32 with the transmission 22 arranged therein by means of at least one screw 30. Thus, in the motorized brake pressure generator, the master brake cylinder formed in its master brake cylinder housing 14 is a separate or independent component. This facilitates the repair or replacement of the master brake cylinder, for example in the case of maintenance.

[0027] The master brake cylinder housing 14 can be a metal die casting, for example, in particular a metal die casting made of aluminum. Although the motorized brake pressure generator is optimized for use in a power-assisted brake system, as its master brake cylinder housing 14, components of the type of brake systems designed to convert the driver's braking force of the driver into a brake pressure increase can be used. Thus, the technology described here increases the usability of the master brake cylinder housing 14 for different types of brake systems. This helps to additionally reduce the manufacturing costs of the motorized brake pressure generator.

[0028] The transmission 22 can also be understood as an electromechanical brake amplifier. In addition to the rotational and translational transmission stage formed by the threaded spindle 24 and the nut 26, the transmission 22 can also have at least one further transmission stage. However, the rotational and translational transmission stage formed by the threaded spindle 24 and the nut 26 is preferably the final stage of the force transmission path of the transmission 22 from the electric motor 10 to the primary piston 12.

[0029] like Figure 1a and Figure 1c As shown, a first recess 12b is formed on the first piston side 12a of the primary piston 12, in which at least one subsection of the primary spring 16 oriented toward the primary piston 12 is fixed. A second recess 12d is formed on the second piston side 12c of the primary piston 12 pointing away from the first piston side 12a, in which a subsection of the threaded spindle 24 oriented toward the primary piston 12 or a subsection of the nut 26 oriented toward the primary piston 12 is fixed. Optionally, the threaded spindle 24 or the nut 26 can be in a rotational motion relative to the primary piston 12 by the operation of the electric motor 10, whereby at least one subsection of the threaded spindle 24 or the nut 26 oriented toward the primary piston 12 in the rotational motion can be screwed into / screwed into the second recess 12d of the primary piston 12. As a result, the stroke of the threaded spindle 24 or the nut 26 can be at least partially accommodated in the additional structural space provided by the primary piston 12. This can be advantageously used to reduce the structural length of the motorized brake pressure generator along the adjustment axis 28 of the primary piston 12. By at least partially “burying” the spindle 24 and the nut 26 in the second recess 12 d of the primary piston 12 , it is additionally possible to prevent the spindle 24 from undesirably protruding into the passenger compartment.

[0030] As an advantageous improvement, the master piston 12 described here is also shaped so that the first recess 12b formed on the first piston side 12a surrounds at least one subsection of the second recess 12d oriented toward the first piston side 12a. This helps to additionally improve the compactness of the motorized brake pressure generator. An advantageous shape of the master piston 12 can also be described as follows: the second recess 12d of the master piston 12 extends from the second side 12c to the piston subvolume of the master piston 12 surrounded by the first recess 12b. Preferably, the brake fluid is prevented from penetrating from the master brake cylinder housing 14 into the second recess 12d of the master piston 12 by the cover section / piston top of the piston subvolume constructed on the first side 12a of the master piston 12.

[0031] In the primary piston 12 described here, at least one subsection of the nut 26 oriented toward the primary piston 12 is fixed in the second recess 12d of the primary piston 12, and the screw 24 in rotational motion can be screwed into / screwed into the second recess 12d. In this case, the maximum stroke of the screw 24 and the nut 26 can be completely accommodated in the structural space of the primary piston 12. Alternatively, however, at least the subsection of the screw 24 oriented toward the primary piston 12 can be fixed in the second recess 12d, and the nut 26 in rotational motion can be screwed into / screwed into the second recess 12d.

[0032] As an advantageous improvement, at least one torque support component 26a can be fixed or configured on the nut 26 or the primary piston 12. By means of the at least one torque support component 26a, the primary piston 12 can be supported on the inner wall of the transmission housing 32, thereby preventing the primary piston 12 from undesired common rotational movement with the screw 24 or the nut 26 in rotational motion. Merely as an example, in the embodiment described here, at least one torque support component 26a is fixed or configured on the nut 26 fixed in the second recess 12d of the primary piston 12.

[0033] In the embodiment described here, the electric motor 10 is mechanically connected to the primary piston 12 at least via a rotational and translational transmission stage of the transmission 22, so that during operation of the electric motor 10, a rotor (not shown) of the electric motor 10 is in a rotational movement about an axis of rotation 34, which is oriented parallel to the adjustment axis 28 of the primary piston 12 and is spaced apart from the adjustment axis 28 at a non-zero distance. The arrangement / orientation of the electric motor 10 described here can be described as a parallel arrangement of the electric motor 10 and the primary piston 12. By means of the parallel arrangement of the electric motor 10 and the primary piston 12, the maximum extension of the motorized brake pressure generator along the adjustment axis 28 of its primary piston 12 can be reduced. Therefore, in Figure 1a to Figure 1c The motorized brake pressure generator illustrated in FIG. 1 is optimized with regard to its overall length.

[0034] In order to transmit the motor force of the electric motor 10 to the primary piston 12 via the transmission 22 when the electric motor 10 is arranged parallel to the primary piston 12, the transmission 22 can, for example, have a first stage, for example a spur gear stage, or a planetary gear transmission adjacent to the electric motor 10. Between the first stage and the rotational and translational transmission stage, the transmission 22 can also additionally have a (further) spur gear stage.

[0035] Furthermore, in the embodiment described here, the electric motor 10 is arranged in its own motor housing 36 and outside the transmission housing 32. While the master brake cylinder housing 14 is screwed to the protruding first section of the first side 32a of the transmission housing 32 by at least one screw 30, the motor housing 36 is fixed to the second section of the first side 32a of the transmission housing 32 which is set back compared to the first section. This makes the overall structure of the motorized brake pressure generator compact, so that it can be easily installed on various vehicle types / motor vehicle types. For example, the structural space "gained" by fixing the motor housing 36 to the set back second section of the first side 32a of the transmission housing 32 can be used to fix the control electronics 38, for which purpose the control electronics 38 is fixed to the side of the motor housing 36 which points away from the second section of the first side 32a of the transmission housing 32. Likewise, the brake fluid reservoir 40 can be easily fixed to the master brake cylinder housing 14.

[0036] Figure 2a and Figure 2b A schematic diagram of a second specific embodiment of a motorized brake pressure generator is shown.

[0037] Different from the above-mentioned embodiment, Figure 2a and Figure 2b In the motorized brake pressure generator of the invention, the electric motor 10 is arranged / integrated in the transmission housing 32. Therefore, the transmission housing 32 surrounding the electric motor 10 and the transmission 22 can be referred to as an electric motor-transmission housing 32. Therefore, the integration of the electric motor 10 and the transmission 22 into the electric motor-transmission housing 32 can be combined with the parallel arrangement of the electric motor 10 and the primary piston 12. This also optimizes Figure 2a and Figure 2b The length of the motorized brake pressure generator. Figure 2a and Figure 2b As shown, the compactness of the motorized brake pressure generator can be increased by fixing the control electronic component 38 to a second section of the first side 32a of the transmission housing 32 which is shifted back compared to the first section while the master brake cylinder housing 14 is screwed to the protruding first section of the first side 32a of the transmission housing 32.

[0038] For arranging the electric motor 10 in parallel with the primary piston 12 and integrating the electric motor 10 into the electric motor-transmission housing 32, the transmission 22 can have, for example, a spur gear stage or a planetary gear as a first stage adjacent to the electric motor 10. A (further) spur gear stage can be present between the first stage and the third stage. The third stage, which is arranged between the second stage and the rotational and translational transmission stage, can be a threaded screw stage.

[0039] about Figure 2a and Figure 2b For other features and advantages of the motorized brake pressure generator, refer to the previously described Figure 1a to Figure 1c implementation method.

[0040] Figure 3 A schematic diagram of a third specific embodiment of a motorized brake pressure generator is shown.

[0041] exist Figure 3 In the motorized brake pressure generator schematically shown in FIG. 1 , the electric motor 10 is mechanically connected to the primary piston 12 at least via the rotational and translational transmission stages of the transmission 22, so that during operation of the electric motor 10, the rotor of the electric motor 10 is in a rotational movement about an axis of rotation 42 oriented perpendicularly to the adjustment axis 28 of the primary piston 12. The arrangement / orientation of the electric motor 10 described here can also be described as a perpendicular arrangement or L-shaped arrangement of the electric motor 10 and the primary piston 12. Figure 3 As shown, the maximum extension of the motorized brake pressure generator along the adjustment axis 28 of its main piston 12 can also be reduced by the vertical arrangement or L-shaped arrangement of the electric motor 10 and the main piston 12. In addition, Figure 3 The motorized brake pressure generator of WO 2014 / 051664 , due to the vertical or L-shaped arrangement of its electric motor 10 and primary piston 12 , requires an installation space which can be easily implemented in many vehicle types / motor vehicle types.

[0042] In a vertical or L-shaped arrangement of the electric motor 10 and the primary piston 12, the transmission 22 can, for example, comprise a worm gear as a first stage adjacent to the electric motor 10. Between the first stage and the rotational and translational transmission stage, the transmission 22 can additionally have a threaded screw stage or a ball screw transmission (KGT).

[0043] Merely as an example, in the motorized brake pressure generator described here, the electric motor 10 is arranged in its “own” motor housing 36. The motor housing 36 is fixed to a third side 32c of the transmission housing 32, which is located between a first side 32a of the transmission housing 32 and a second side 32b of the transmission housing 32 pointing away from the first side 32a, wherein the master brake cylinder housing 14 is screwed to the first side. In addition, the control electronics 38 are fixed to the side of the motor housing 36 pointing away from the transmission housing 32. Alternatively, however, the electric motor 10 can also be integrated into the transmission housing 32 with a perpendicular arrangement or an L-shaped arrangement to the master piston 12. In this case, the control electronics 38 can be fixed to the third side 32c of the transmission housing 32 between the first side 32a and the second side 32b in a space-saving manner.

[0044] about Figure 3 For other features and advantages of the motorized brake pressure generator, refer to the previously described Figure 1a to Figure 1c implementation method.

[0045] Figure 4a and Figure 4b A schematic diagram of a fourth specific embodiment of a motorized brake pressure generator is shown.

[0046] Figure 4a and Figure 4b The electric motor 10 of the embodiment of the invention is mechanically connected to the interacting primary piston 12 at least via the rotational and translational transmission stages of the transmission 22 in such a way that during operation of the electric motor 10 the rotor of the electric motor 10 is in a rotational movement about the adjustment axis 28 of the primary piston 12. Figure 4a and Figure 4b In the motorized brake pressure generator of , the electric motor 10 and the primary piston 12 are therefore arranged coaxially or one after the other. The coaxial arrangement of the electric motor 10 and the primary piston 12 interacting therewith can reduce the extension of the motorized brake pressure generator in a spatial direction oriented perpendicularly to the adjustment axis 28 of the primary piston 12. This can also be described as an optimization of the diameter of the motorized brake pressure generator oriented perpendicularly to the adjustment axis 28 of the primary piston 12.

[0047] In order to transmit the motor force of the electric motor 10 to the primary piston 12 via the transmission 22 when the electric motor 10 is arranged coaxially with the primary piston 12, the transmission 22 can include, for example, a planetary gear as the first stage. A second stage, for example a planetary gear, can be arranged between the first stage and the rotation and translation stage.

[0048] Even in the case of a coaxial arrangement of the electric motor 10 and the primary piston 12, the electric motor 10 can also be arranged in its "own" motor housing 36. In this case, the motor housing 36 can be fastened to a second side 32b of the transmission housing 32, which second side points away from the first side 32a of the transmission housing 32, wherein the master brake cylinder housing 14 is screwed to the first side. By fastening the control electronics 38 to the side of the motor housing 36 pointing away from the transmission housing 32, it can be ensured that the control electronics 38 does not / hardly contribute to an increase in the maximum extension of the motorized brake pressure generator in a spatial direction oriented perpendicularly to the adjustment axis 28 of the primary piston 12.

[0049] about Figure 4a and Figure 4b For other features and advantages of the motorized brake pressure generator, refer to the previously described Figure 1a to Figure 1c implementation method.

[0050] Figure 5a and Figure 5b A schematic diagram of a fifth specific embodiment of a motorized brake pressure generator is shown.

[0051] Different from the above-mentioned embodiment, Figure 5a and Figure 5b In the motorized brake pressure generator of the invention, the electric motor 10 is integrated into the transmission housing 32. Therefore, the coaxial arrangement of the electric motor 10 and the primary piston 12 can also be combined with the integration of the electric motor 10 into the transmission housing 32. In this case as well, an increase in the extension of the motorized brake pressure generator in a spatial direction oriented perpendicularly to the adjustment axis 28 of its primary piston 12 can be avoided by fixing the control electronics 38 to the second side 32b of the transmission housing 32.

[0052] Figure 5b The figure shows a rotor 10a and a stator 10b of the electric motor 10. An interface 44 for controlling the electric motor 10 by the control electronics 38 can be realized accordingly by at least one plug connection between the electric motor 10 and the control electronics 38.

[0053] Even if the electric motor 10 is arranged coaxially with the primary piston 12 and is integrated into the transmission housing 32, the transmission 22 can still have, for example, a planetary gear transmission as the first stage, a planetary gear transmission as the second stage, and a rotational and translational transmission stage consisting of a screw 24 and a nut 26 as the third stage. Figure 5b 4 , a planet carrier 46 (planet carrier), the planetary gears 48 interacting therewith, a ring gear 50 and a bearing cover 52 are depicted.

[0054] about Figure 5a and Figure 5bFor other features and advantages of the motorized brake pressure generator, refer to the previously described embodiments of FIGS. 1 and 4 .

[0055] All of the above-described motorized brake pressure generators can be advantageously used in power-assisted braking systems, in particular in brake-by-wire braking systems. A power-assisted braking system / brake-by-wire braking system is to be understood as a braking system in which a master brake cylinder of the braking system, which is constructed in a master brake cylinder housing 14, is mechanically decoupled from a brake actuating element, such as a brake pedal. The force-pressure conversion implemented in the master brake cylinder housing 14 therefore comprises only the conversion of the motor force of the electric motor 10 into a brake pressure acting in the master brake cylinder housing 14, but does not, however, include the conversion of the driver's braking force applied to the brake actuating element of the power-assisted braking system / brake-by-wire braking system. The usability of the above-described motorized brake pressure generators is likewise not limited to a specific vehicle type / motor vehicle type of vehicle / motor vehicle equipped with a corresponding power-assisted braking system / brake-by-wire braking system.

[0056] The above-mentioned motorized brake pressure generator is suitable for independently supplying brake fluid to two brake circuits. However, it should be noted that the configuration of the master brake cylinder housing 14 for the dual-circuit brake system shown in the above-mentioned figures should only be understood as an example. Alternatively, the brake system configured with the motorized brake pressure generator can also have only a single brake circuit.

Claims

1. A motorized brake pressure generator for a power-assisted brake system, the motorized brake pressure generator comprising: Electric motor (10); Main piston (12); A master brake cylinder housing (14) having at least one main spring (16) arranged in the master brake cylinder housing (14), wherein: The primary piston (12) is supported by the inner wall of the master brake cylinder housing (14) or the secondary piston (18) via the primary spring (16), and the secondary piston (18) is supported by the inner wall via the secondary spring (20); and A transmission device (22) having at least one rotational and translational transmission stage consisting of a threaded spindle (24) and a nut (26) arranged on the threaded spindle (24); It is characterized in that The master brake cylinder housing (14) is screwed to a first side (32a) of a transmission housing (32) having the transmission (22) arranged therein by at least one screw member (30), and The electric motor (10) is mechanically connected to the main piston (12) at least through the rotation and translation transmission stage of the transmission device (22), so that the motor force of the electric motor (10) can be transmitted to the main piston (12) at least via the rotation and translation transmission stage of the transmission device (22), so that the main piston (12) can be adjusted along the adjustment axis (28) by the transmitted motor force against the return force of at least the main spring (16).

2. The motorized brake pressure generator according to claim 1, wherein: The master brake cylinder housing (14) is a metal die casting.

3. The motorized brake pressure generator according to claim 1 or 2, wherein: The electric motor (10) is mechanically connected to the main piston (12) at least via the rotational and translational transmission stages of the transmission (22), so that during operation of the electric motor (10), the rotor (10a) of the electric motor (10) is in rotational motion about a rotation axis (34) oriented parallel to the adjustment axis (28) of the main piston (12) and spaced apart from the adjustment axis (28).

4. The motorized brake pressure generator according to claim 3, wherein: The master brake cylinder housing (14) is screwedly fixed to a protruding first section of a first side (32a) of the transmission housing (32) by means of the at least one threaded member (30), and the electric motor (10) is arranged in a motor housing (36), and the motor housing (36) is fixed to a second section of the first side (32a) of the transmission housing (32) which is displaced backward compared to the first section.

5. The motorized brake pressure generator according to claim 1 or 2, wherein: The electric motor (10) is mechanically connected to the main piston (12) at least via the rotational and translational transmission stages of the transmission (22), so that during operation of the electric motor (10), the rotor (10a) of the electric motor (10) is in rotational motion about an axis of rotation (42) oriented perpendicularly to the adjustment axis (28) of the main piston (12).

6. The motorized brake pressure generator according to claim 5, wherein: The electric motor (10) is arranged in the motor housing (36), and the motor housing (36) is fixed to a third side (32c) of the transmission housing (32), the third side being between a first side (32a) of the transmission housing (32) and a second side (32b) of the transmission housing (32) pointing away from the first side (32a) of the transmission housing (32).

7. The motorized brake pressure generator according to claim 1 or 2, wherein: The electric motor (10) is mechanically connected to the main piston (12) at least via the rotational and translational transmission stages of the transmission (22), so that during operation of the electric motor (10), the rotor (10a) of the electric motor (10) is in a rotational movement about the adjustment axis (28) of the main piston (12).

8. The motorized brake pressure generator according to claim 7, wherein: The electric motor (10) is arranged in the motor housing (36), and the motor housing (36) is fastened to a second side (32b) of the transmission housing (32) pointing away from a first side (32a) of the transmission housing (32).

9. The motorized brake pressure generator according to claim 3, 5 or 7, wherein: The electric motor (10) is arranged in the transmission housing (32).

10. A motorised brake pressure generator according to any one of the preceding claims, wherein: A first recess (12b) is formed on a first piston side (12a) of the main piston (12), in which at least one subsection (16) of the main spring (12) oriented toward the main piston (12) is fixed, and a second recess (12d) is formed on a second piston side (12c) of the main piston (12) pointing away from the first piston side (12a), in which a subsection of the threaded spindle (24) oriented toward the main piston (12) or a subsection of the nut (26) oriented toward the main piston (12) is fixed. , wherein the threaded spindle (24) or the nut (26) can be in rotational motion relative to the main piston (12) by the operation of the electric motor (10), and at least one subsection of the threaded spindle (24) or the nut (26) in rotational motion oriented toward the main piston (12) can be screwed into a second recess (12d) of the main piston (12), and wherein a first recess (12b) constructed on the first piston side (12a) surrounds at least one subsection of the second recess (12d) oriented toward the first piston side (12a). 11 . Power-assisted braking system for a vehicle, comprising a motorized brake pressure generator according to claim 1 .

12. The power-assisted braking system according to claim 11, wherein: The power-assisted braking system is a brake-by-wire braking system.

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