Electrically operated drum brake module

Abstract

An electrically operated drum brake module (1) for motor vehicles, comprising an electromechanical actuator (3) mounted on an outer surface (12) of the armature plate (2) for driving a rotary transducer for converting a rotary drive movement into a translational actuating movement (B) of brake shoes (6a,b) arranged on an inner surface (13) of the armature plate (2) facing away from the actuator (3), so that they can perform an actuating movement in the direction of the brake drum, characterized in that a drive nut (14) of the rotary transducer is axially fixed and rotatably supported on the armature plate (2) for brake force support, and wherein the rotary transducer is integrated in a through-opening (24) in an interface between a gearbox housing (8) and the armature plate (2).

Description

[0001] The present invention relates to an electrically operated drum brake module for motor vehicles with the features of the preamble of the independent claims.

[0002] Drum brakes can be designed according to various principles (simplex, duplex, duo-duplex, servo, duo-servo). A common design advantage of drum brakes is their self-reinforcing effect in at least one direction of rotation, meaning that a brake booster could theoretically be omitted.

[0003] To implement a parking brake function electromechanically, a central electromechanical actuator is typically provided in addition to the conventional hydraulic wheel brake actuators of a service brake. This actuator comprises an electric motor, a reduction gear, and a threaded nut-spindle assembly that, via a relatively long actuating cable, applies pressure to at least one brake shoe of a drum brake. This results in an electromechanical parking brake (EPB) that is universally suitable for small and light vehicles as well as heavy vehicles.

[0004] Electromechanically actuated parking brakes with an axially displaceable (floating) spreader lock arranged in a guide are also known for implementing the parking brake function. The spreader lock has two translationally displaceable actuating elements that actuate the brake shoes in opposite directions. A gear drive with a reduction function is integrated into each actuator, so that the spreader lock acts directly on the brake shoes.

[0005] The well-known electromechanically actuated drum brake parking systems are in need of improvement with regard to their design complexity and space requirements. Parking brake cable systems with a central actuator are disadvantageous because they require separate installation and linkage of the cable to the wheel brake at the vehicle manufacturer's facility. This means that the final assembly of the actuator, actuating cable, and wheel brake can only take place on the assembly line at the vehicle manufacturer's plant, increasing the vertical integration in this area. For mass production, vehicle manufacturers always prefer a particularly cost-effective, modular vehicle manufacturing process with a low vertical integration. Furthermore, the functionality of a parking brake should be extended to include a potential service brake function.

[0006] From EP 0 920 390 B1, an electromechanically actuated drum brake module with a particularly small overall size is known. In this design, the outer circumference of a cylindrical actuating unit is inserted through an opening in an armature plate. A rotatable drive nut is supported on a carrier plate via the motor housing. To shorten the overall length of the actuating unit, a rotor of a specially designed electric motor radially engages a spindle assembly and guides it in a rotationally secure manner. This design requires a comparatively powerful electric motor with a special housing and a specially adapted carrier plate.

[0007] An electromechanically actuated duo-servo drum brake, without cable linkage, is known from EP 594 233 B1.

[0008] In this design, an electric motor is mounted on the back side of an armature plate. The motor shaft is arranged perpendicular to the axis of rotation of a brake drum and drives a threaded spindle that is rotatable but axially fixed. The threaded spindle is positioned parallel to the motor shaft within the brake drum and is mounted in a housing. The threaded spindle engages with an element that is axially displaceable but non-rotatable within the housing, which actuates a lever mechanism. This design requires not only a comparatively powerful electric motor but also other, highly specialized components and therefore does not allow for easy variation in mass production. Hot shutdown is not without its problems.

[0009] From DE 11 2006 002 895 T5, an electromechanical actuating unit is known, also arranged on the rear side of the armature plate. The motor shaft is aligned parallel to the axis of rotation of a brake drum, and actuation is effected via a longitudinally displaceable threaded spindle acting as a pull rod. The associated spindle nut is completely enclosed in a gearbox housing on the outside of the armature plate. A disadvantage of this design is its large axial length and an increased dynamic load on the interface with the armature plate, due to the widely spaced center of mass of the actuating unit.

[0010] Therefore, a design principle is sought for a cost-effectively manufactured drum brake module that is easy to install at the vehicle manufacturer's site. This module should avoid the disadvantages of the current state of the art and be suitable, in principle, for use as an electric service brake. Furthermore, a reliable and stable parking brake function is required that is easily adaptable to different vehicle types and equipment configurations, while maintaining the simplest possible drivetrain / transmission system.

[0011] The problem is solved together with the characterizing features of independent claims 1 and 10. Claim 1 relates to an integrated solution with a Rot-Trans converter integrated into the actuator, which is located externally, behind the armature plate. Here, the Rot-Trans converter is, in effect, integrated within the through-opening, at an interface between the gearbox housing and the armature plate, thereby creating a compact drum brake module with a small footprint. A drum brake module according to claim 10 relates to a modular design principle in which the Rot-Trans converter is located separately from the actuator in the area of ​​the brake shoes.The clamping forces are transmitted directly by means of a drive nut that is axially fixed and rotatably supported on the anchor plate by the converter. This drive nut drives a spindle assembly that is mounted to prevent rotation and is axially displaceable. This spindle assembly engages at least one brake shoe via an actuating cable. This enables the assembly of an easily mounted, electrically driven drum brake module. The actuating cable is preferably designed as a short, flexible cable that is pre-attached to a lever mechanism of a brake shoe for easy installation at the vehicle manufacturer, thus eliminating the need for cable attachment at the manufacturer. A particular advantage of the present invention is that it eliminates the need for custom manufacturing with special components, as existing drum brakes with lever mechanisms can continue to be used.This allows for simple mass production variation, enabling vehicles with conventional manual brake actuators to be offered alongside vehicles with electromechanical actuation systems (cable-operated systems with levers) without significant effort. The shorter actuation cable increases efficiency because unnecessary friction is avoided.

[0012] By providing the cable or a gear element (lever), or both in combination, with a specifically defined elasticity, electrical positioning and control processes are improved, and tension during hot shutdown is avoided. Hot shutdown is thus enabled, and the adverse effects of shrinkage processes in a brake drum are avoided without separate spring elements.

[0013] A particularly rigid and effective design with low friction losses is made possible by placing at least one rolling bearing in a force flow between the anchor plate and the drive nut, which can be designed as a deep groove ball bearing or axial bearing.

[0014] A multi-part gearbox housing offers manufacturing advantages, with the housing division plane parallel and centered on the axis of a spindle assembly. The axis of the spindle assembly is arranged antiparallel, at an oblique angle, to the anchor plate. In a modified embodiment, housing division planes or covers extend parallel to the anchor plate. Furthermore, a stub is provided for receiving a sliding spindle assembly, which is centered relative to a through-hole in the anchor plate and at least partially penetrates the through-hole. The spindle assembly can be equipped with rolling elements for a particularly efficient, frictionless design (rolling element spindle drive, ball screw drive).

[0015] It is understood that the actuator, and in particular its one-piece or multi-piece gearbox housing, is sealed, especially in the area of ​​its division planes. To prevent foreign media (liquid, abrasion, dirt) from entering the actuator's interior through an outlet opening of the actuating cable and causing long-term damage, at least one seal is provided in the area of ​​the actuating cable and acts upon it. The seal can be essentially fixed to the anchor plate and equipped with a sealing lip under which the actuating cable moves relative to the cable during actuation. Alternatively, a sealing lip rests on the actuating cable, moves with it, and the seal has at least one elastic section (bellows, rolling diaphragm) that compensates for the actuating movement. In any case, the seal prevents a gap between the gearbox housing and the actuating cable.

[0016] In another solution to the problem with a modified transmission, the Rot-Trans converter, in a separate design from the actuator, is pivotally mounted as a lever within the brake drum, in the area of ​​the brake shoes, on the anchor plate, and connected to the actuating cable. The pivoting lever includes at least one toothed section that meshes with the spindle assembly of the actuator. Defined elasticity and / or changes in elasticity during the actuation process facilitate electrical adjustment and control operations. The elasticity of the lever can be modified for this purpose by one or more stops. A stop can be designed as a separate leg of the lever. Furthermore, the lever can be assigned a separate elasticity element (elastomeric element, spring).

[0017] A continued simple, mass-production-oriented adaptation for different applications, while maintaining a common parts strategy for the armature plate and actuator, is made possible by providing an adapter between the actuator and the armature plate. The adapter can be integrated as a single component of the gearbox housing or as a separate part.

[0018] In any case, the actuating cable between the actuator and the lever mechanism of a brake shoe is pre-assembled in such a way that the step of coupling the actuating cable to the wheel brake is streamlined, and no cable-operated central actuator needs to be installed in the vehicle. In other words, purely electrical connections between the actuator and the electronic control unit are sufficient in principle.

[0019] The drawing shows, partly schematically and partly at different scales, a section, view or perspective: Fig. 1a Anchor plate with actuator in perspective rear view, and Fig. 1b Detailed view from the actuator to Fig. 1a, Fig. 2a Section along the section line II-II in Fig. 1 with a clear illustration of the force flow of the actuating force, and Fig. 2b Details from the actuator to Fig. 2a on average, Fig. 3a, Fig. 3b Sealing measures for the actuator in section, Fig. 4a-c Details of fastening alternatives between actuator and anchor plate, each in section, Fig. 5a,b a pre-tensioned lever mechanism with defined elasticity, and Fig. 5c a lever with integrated stop, Fig. 6 a space-saving solution with a Rot-Trans converter in a dispersed design, partially inside a brake drum.

[0020] Matching features are marked in the drawing with matching reference numerals.

[0021] An electrically actuated drum brake module 1 for mounting on axle components of a motor vehicle comprises an anchor plate 2 with brake shoes 6a,b mounted thereon, which are provided within a brake drum (not shown). An electrically driven actuator 3 is attached to an opposite side of the anchor plate 2. This actuator engages one or more of the brake shoes 6a,b via a gearbox 4 and a downstream actuating cable 5, enabling these brake shoes 6a,b to perform an actuating movement B towards the brake drum in order to perform a service and / or parking brake function. A support device 11 may be provided between the brake shoes 6a,b. The gearbox 4 comprises a gearbox housing 8 that accommodates or at least supports the motor 7. The motor 7 consumes direct current, is mechanically or electronically commutated, and is of an inexpensive, readily available standard type.

[0022] The Fig. Figures 1a and 1b show that an axis A1 of the motor 7 is arranged at a distance x and parallel to an axis A2 of a spindle assembly 9. All embodiments or solutions have in common that an adapter 10 can be provided between the actuator 3 and the anchor plate 2 to allow for easy adjustment and adaptation to different spatial and installation conditions in a motor vehicle. The adapter 10 is either an integral part of the gearbox housing 8 or a separate component. Another special feature of all solutions is that the actuator 3 is arranged opposite to the forward direction of travel of a vehicle, i.e., behind a wheel hub, approximately at the 3 o'clock position relative to the wheel hub, and close to the anchor plate 2. This provides particularly good protection of the actuator 3 against environmental influences such as weathering and stone chips.The short overall length of the actuator with its small overhang Ü (due to the parallelism of the axes A1, A2), and the flexibility of the actuating cable 5 basically allow for freely adaptable placement on the anchor plate 2.

[0023] The drive and transmission train of the solutions according to Fig. In this context, 1-4 features a multi-stage, in particular two-stage, gear and / or belt and / or worm gear and / or planetary gear (mixed combinations of the aforementioned types are possible and desirable) as a torque converter of the reduction type. A preferably two-stage gear transmission enables a reduction ratio in the range of approximately 7:1 to 25:1. If the downstream lever transmission in the area of ​​the brake shoes 6a,b enables a reduction of approximately 5:1, a reduction ratio of approximately 125:1 is achieved. An additional reduction effect from the Rot-Trans converter is also present, resulting in a total reduction effect across the entire drive train of at least approximately 250:1. This transmission train significantly reduces the cost and performance requirements of the motor 7.

[0024] The actuator assembly consists of... Fig. 1-4. The actuator 3 is provided as a separately handleable unit on one side 12 of the anchor plate 2. It is possible to integrate the Rot-Trans converter as a spindle assembly 9 into the gearbox housing 8 and according to Fig. 2-4 in the gearbox housing to be guided in a rotationally secure, smooth-running and backlash-free manner. A modification of the design consists in the Rot-Trans converter being provided outside the gearbox housing 8 inside the brake drum, and a spindle arrangement 9 or a pivoting lever 50 according to Fig. 6 includes, which is mounted on the anchor plate 2. The fastening is preferably provided by a detachable flange. Details of the fixing follow from the description below. Fig. 4 ac.

[0025] As from Fig. As shown in Figures 1a and 1b, the gearbox housing 8 is constructed in multiple sections. The gearbox housing 8 accommodates a number of gearbox components, primarily for torque conversion (low input torque, high output torque), and can also enable a power-free parking brake function via self-locking. The axes A1 and A2 of the motor and gearbox shafts are arranged parallel to each other, offset by a distance X. At least some of the gearbox components can be made of cost-effective plastic material, at least partially. Preferably, power-free self-locking is provided in the rotary converter (spindle arrangement 9), so that the rest of the gearbox assembly is, in principle, largely relieved of clamping forces.

[0026] According to Fig. 1-5 The gearbox housing 8 at least partially accommodates a Rot-Trans converter assembly with the spindle arrangement 9 for converting the rotary drive motion into a translational output motion. Consequently, for space-saving integration into the known drum brake arrangements, the converter is inserted cost-effectively and compactly (compacted) into an interface between actuator 3 and armature plate 2 and is nevertheless guided within the gearbox housing, so that no modifications to the drum brake mechanism, in particular to the lever mechanism or the armature plate 2, are necessary for conversion to the electromechanical actuator.

[0027] For applications with a particularly effective, friction-reduced, electromechanical braking function, several rolling elements are located between a drive nut 14, which is essentially metallic, and a spindle assembly 9, which is also essentially metallic. A parking brake function is enabled in the "de-energized" variants by a separate locking, locking, or blocking device. A particularly advantageous device is known, for example, from DE 19826785 A1, the full disclosure of which, with regard to the principles of this locking device, is incorporated herein.

[0028] The force flow of the brake actuation force is - as in Fig. Figure 2b illustrates this as follows. Starting from brake shoe 6a,b and actuating cable 5, the tensile force is transmitted via spindle assembly 9 to the drive nut 11. The metallic spacer bushing 34 serves for direct, rigid brake force support on a flat contact surface 16. This bushing supports an outer ring of the bearing 15. The spacer bushing 34 is preferably molded as an insert into the gearbox housing 8 made of plastic material. The bearing 15 is advantageously designed as a low-friction rolling bearing (angular contact, thrust, axial, or deep groove ball bearing). The described bearing 15 also allows for radially oriented support of the drive nut 14. In a modification of the design, for particularly precise, tilt-resistant support of the drive nut 14, a drive-side and an additionally an output-side bearing can be provided without departing from the invention.

[0029] A guide 17 and deflection of the actuating cable 5 is designed to be largely friction-free by providing a lubricant coating and / or carefully rounded routing of the actuating cable 5 with or without a sheath 18. A sealing measure must be adapted to the specific design of the actuating cable 5, with or without a sheath 18, as shown by example in the Fig. 3a,b is evident.

[0030] The spindle assembly 9 engages with the drive nut 11 and is guided in the gearbox housing 8 in a rotationally secure and axially displaceable manner. For this purpose, the gearbox housing 8 has a prismatic or cylindrical guide 19 with at least one or more adapted cam elements, which contribute to the guiding and rotationally secure function by acting as a positive locking element. To enable convenient electrical disconnection from the actuator 3, the spindle assembly 9 is provided with a stop 20, which serves to abut a housing-side abutment 21. Furthermore, at least one elastic element 22 is provided between the abutment 21 and the stop 20. The elastic element 22 is preferably designed as a disc spring assembly, which enables a stiff spring characteristic with a small footprint.This, in conjunction with measurement and observation of the power consumption of the motor 7, enables a favorable and early automatic electrical shutdown by the control unit 63.

[0031] The actuator design according to the invention, and particularly its compact form, includes the spindle assembly 9 being slidably guided in a sleeve 23 of the gearbox housing 8. The sleeve 23 is arranged centrally in relation to a through-opening 24 of the armature plate 2. Preferably, the sleeve 23 extends through the through-opening 24 such that at least a portion of the spindle assembly 9 can be displaced into the interior of the brake drum. This also serves to automatically center the actuating cable 5.

[0032] The actuator 3 is completely protected against the ingress of foreign media (dirt, abrasion, liquid) or the escape of filled lubricant. To seal it against the gearbox housing 8, at least one sealing element 26 is provided in the area of ​​an outlet opening 25 of the actuating cable 5. The sealing element 26 comprises at least one stationary base body 27 and at least one substantially stationary sealing lip that blocks a gap between the gearbox housing 8 and the actuating cable 5. When the sealing element 26 is in a static arrangement, the actuating cable 5 moves relative to the sealing lip during the actuating stroke (see Figure 26). Fig. 2a). In another embodiment of a seal according to Fig. 3a provides at least one elastic section, roller or bellows, movable together with the actuating cable 5, for elastic compensation of the actuating stroke. Another variation of a seal ( Fig. 3b) consists in the fact that the entire actuating cable 5 is provided with a sheath 18. The sheath 18 is arranged hermetically sealed against the nozzle 23 and terminates with a hermetically sealed arrangement in the area of ​​an end fitting. The seal, like the guide 17 of the actuating cable 5, is designed to be largely friction-free (coated with lubricant or a sliding compound).

[0033] Favorable mounting interfaces between anchor plate 2 and actuator 3 are available. Fig. 4a-4b can be removed as examples. According to Fig. In 4a, a cylindrical flange component 29 is additionally arranged for receiving the actuator 3 in a through-opening 24 of an anchor plate 2 of the conventionally hydraulically actuated type. The nozzle 23 is radially provided with a sealing element on its outer surface and is inserted into the flange component 29 in a sealed manner. Several screwable fasteners 30, located next to the actuator 3, i.e., outside the brake drum, provide a detachable connection between the actuator 3 and the flange component 29, thus facilitating easy maintenance. This variant has the advantage that the anchor plate 2 is easily adapted to receive the actuator 3 by means of the additional flange component 29, thus preserving the fundamentally chipless manufacturing and shaping of the anchor plate 2 using previously known tools.

[0034] In the cost-effective, exemplary variant according to Fig. 4b A positive-locking or elastically clamping fastening element 31 is provided for the detachable fastening between the stub 23 of the gearbox housing 8 and the anchor plate 2. This fastening element is preferably designed as a snap ring, which engages a groove or similar feature on the stub 23 in the inner area of ​​the brake drum. To remove the actuator 3, it is necessary to first detach the brake drum from the hub. Elastic preload and sealing are advisable.

[0035] In one embodiment according Fig. 4c, which has an external thread 32 on the nozzle 23, and wherein a central threaded nut 33 is screwed onto the nozzle 23. It is understood that a sealing measure is advisable for all variants.

[0036] The drum brake module 1 with actuating cable 5 described above can be combined with a defined elastic lever mechanism as follows, which is integrated within the brake drum. The lever mechanism has at least one defined elastically spring-loaded lever arm 40, to which the actuating cable 5 is articulated on one side and to a brake shoe 6a,b on the other, and wherein the lever arm 40 has a predetermined spring characteristic. When the drum brake performs a parking brake function while hot, and the brake drum subsequently cools down, triggering a shrinkage process of the brake drum, the defined elastic compliance of the lever characteristic according to Fig. 5b a clamping process or destruction of the drum brake is avoided. The elastic lever arm 40 can, in particular, be elastically pre-tensioned. For this purpose, a pre-tensioning element 41 can be provided, which is designed, for example, as a screw, so that the pre-tension effect is adjustable. A stop 42 can be associated with the lever arm 40, which limits the deformation of the elastic lever arm 40. In the preferred embodiment according to Fig. Figure 5b shows a lever 40 with two fork-shaped, separate legs, one of which has an elastic function, and the other of which can act as a stop for the other leg. In the area of ​​the stop 42, the two legs are arranged at a defined distance V from each other. The preload and the stop 42 of the lever arm 40 enable improved clamping force detection based on monitoring the current draw of the motor 7, achieved with simple design means. Separate force sensors are unnecessary. This is because the preload and the stop 42 cause, according to Fig. 5b (middle diagram) shows clear and therefore relatively easy-to-detect changes (kinks) in a clamping force-actuating distance diagram, which essentially corresponds to a current requirement-actuating distance diagram. The preload element 41 is provided preloaded between the two legs. Preferably, the lever arm 40 is made of flat material, in particular sheet steel, and has a substantially crescent-shaped outer contour, with a substantially crescent-shaped recess 43 provided for forming the two legs.

[0037] Wear adjustment can in principle be carried out electronically by adjusting a return position of the actuator 3, whereby a free travel is gradually adjusted as the friction lining wears down.

[0038] If the drum brake module 1 is integrated together with a hydraulic actuator in a motor vehicle braking system, wherein the electromechanical actuator is exclusively intended to perform an electromechanical parking brake function, and wherein a service brake function is generally hydraulically implemented, at least one additional wheel brake cylinder 62 with piston, as well as an automatic adjusting device, is provided, which may preferably be combined with the support device 11. The wheel brake cylinder 62 is located in the area of ​​the support device 11, with respect to a rotational axis D of the brake drum, in a sense opposite the electromechanical actuator 3. The electromechanical and the hydraulic / mechanical actuation directions are arranged parallel to each other.

[0039] The following description refers to a different solution according to Fig. 6a-c. A separate Rot-Trans converter is provided for actuator 3, which is positioned within the brake drum with a spindle arrangement 52, further reducing the installation space requirement. In this context, only the differences compared to the Fig. 1-5 described. Matching features are in the Fig. 6a-c are marked with matching reference numerals.

[0040] The rotary converter of actuator 3 is designed without a drive nut. This is because the actuating cable 5 between actuator 3 and brake shoes 6 incorporates a rotary converter with at least one lever 50 pivotally mounted on the anchor plate, which is fully integrated within the brake drum. This further reduces the overall length of actuator 3 and enables a modular design, as the transmission components for torque conversion are separated from those for conversion into translational motion.

[0041] In a further embodiment of the invention, an output shaft 51 of the actuator 3 is provided with a threaded spindle assembly 52. ​​The spindle assembly 52 has an end 53 that is rotatably mounted in a bearing 54 – preferably a rolling bearing. The bearing 54 is attached to or integrated into the armature plate 2. To form a pivot lever mechanism, the spindle assembly 52 is positioned in the brake drum such that it meshes with a toothed section 55 of the lever 50. The pitch of the toothed section 55 is advantageously designed to provide a self-locking mechanism for the parking brake function even without current flow. A defined elastic design of the articulated lever 40 improves electronic switching and control processes because it enables a deformation-dependent change in the characteristic curve of the current flow.The lever 40 can be assigned one or more stops 42 to modify its elastic deformation behavior, thereby altering its characteristic curve and enabling simplified control and regulation without the need for direct force sensors. A stop 42 can be designed as a separate leg of the lever 40. For additional control, a separate elastomer can be assigned to the lever 40. It is understood that all solutions and embodiments can feature a series connection of multiple elastomers.

[0042] For electrical connection to an electronic control unit 63 and / or electrical switch, the actuator is provided with at least one electrical socket or electrical plug interface 60. Metallic busbars (punched grids) can be used for current conduction within a gearbox housing 8 made of plastic material. The electrical interface 60 can be easily adapted to different requirements, such as positions, specific plug configurations, or other customer specifications, by means of an interchangeable, pluggable adapter part that is inserted.

[0043] To actuate the brake, the actuator 3 is driven in the brake actuation direction. This shifts the spindle assembly 9, in Fig. 1-4 - or the lever 50 after Fig.6 - contrary to the elastic preload force of one or more spring elements 61 in the axial direction, such that the required tensile force Fs is built up in the actuating cable 5. The brake shoes 6a, 6b are applied against the brake drum and the clamping force is increased until an electronic control unit 63 emits a shutdown signal and interrupts the current supply.

[0044] To safeguard the brake application (parking brake operation), motor 7 can be short-circuited. If the gearbox is self-locking, this provides self-locking even without power. For other applications, a separate parking brake locking device may be provided.

[0045] To release a parking brake actuation, the actuator 3 is reversed and driven in the release direction. Each release operation is assisted by elastic re-deformation – at least by the pre-tensioned spring element 61 – and is therefore completed particularly quickly. Elastic re-deformation of the lever arm 40 or other elastic elements assists the release process in essentially the same way.

[0046] Overall, the invention enables a vehicle manufacturer to install an electromechanically actuated drum brake module 1 in a particularly cost-effective and simple manner according to a so-called plug-and-play principle, by simply attaching the drum brake module 1 mechanically to an axle component, and by only creating an electrical interface 60 for the electrical supply from the actuator 3 to a control unit 63 and / or a switch. As a result, the necessary manufacturing depth at the vehicle manufacturer is significantly reduced. Reference symbol list: 1 drum brake module 2 Anchor plate 3 Actuator 4 gearboxes 5 Actuating cable 6 brake shoes 7 engine 8 Gearbox housings 9 Spindle arrangement 10 adapters 11 Support device 12 Outside 13 Inside 14 Drive nut 15 warehouses 16 contact surfaces 17 Leadership 18 case 19 Leadership 20 attacks 21 abutments 22 Elastoelement 23 stubs 24 Through opening 25 Exit opening 26 Sealing element 27 Basic shapes 28 bellows 29 Flange component 30 Fasteners 31 Fasteners 32 external threads 33 Threaded nut 34 Spacer bushing 40 Lever arm 41 Preload element 42 stops 43 Exclusion 50 levers 51 Output shaft 52 spindle 53 End 54 warehouses 55 gear teeth 60 interface 61 Spring element 62 wheel brake cylinders 63 Control unit A1,A2 axis D axis of rotation Fs tension force S way a,b Inflection point axial r radial Overhang V distance X distance

Claims

[1] Electrically operated drum brake module (1) for motor vehicles, comprising an electromechanical actuator (3) mounted on an outer surface (12) of the armature plate (2) for driving a rotary transducer for converting a rotary drive movement into a translational actuating movement (B) of brake shoes (6a,b) arranged on an inner surface (13) of the armature plate (2) facing away from the actuator (3) in a brake drum, so that they can perform an actuating movement in the direction of the brake drum, characterized by , that a drive nut (14) of the Rot-Trans converter, for brake force support, is axially fixed and rotatably supported on the anchor plate (2), and wherein the Rot-Trans converter is integrated in a through-opening (24) in an interface between a gearbox housing (8) and the anchor plate (2). [2] Electrically operated drum brake module (1) for motor vehicles according to claim 1, characterized by , that the drive nut (14) drives a spindle assembly (9) which is mounted in the gearbox housing (8) in a rotationally secured and axially displaceable manner and which engages at least one brake shoe (6a,b) with an actuating cable (5). [3] Electrically operated drum brake module (1) for motor vehicles according to claim 1, characterized by , that at least one bearing (15) is arranged in a force flow between anchor plate (2) and drive nut (14). [4] Electrically operated drum brake module (1) for motor vehicles according to claim 3, characterized by that the bearing (15) is designed as a deep groove ball bearing or thrust bearing. [5] Electrically operated drum brake module (1) for motor vehicles, according to one or more of the preceding claims, characterized by , that a gearbox housing (8) has a nozzle (23) for receiving the spindle assembly (9). [6] Electrically operated drum brake module (1) for motor vehicles according to claim 5, characterized by , that the nozzle (23) is arranged centrally in relation to a through-opening (24) of the anchor plate (2), in particular that the through-opening (24) extends at least partially through it. [7] Electrically operated drum brake module (1) for motor vehicles, according to one or more of the preceding claims, characterized by , that at least one seal is provided in the area of ​​the actuating cable (5) to prevent the entry of foreign media into the actuator (3). [8] Electrically operated drum brake module (1) for motor vehicles according to claim 7, characterized by , that the seal has at least one stationary base body (27) with at least one sealing lip, provided essentially in a stationary position, which closes a gap between gearbox housing (8) and actuating cable (5). [9] Electrically operated drum brake module (1) for motor vehicles according to claim 7 and / or 8, characterized by , that at least one elastic section, rolling or bellows (28) is provided between the base body (27) and the sealing lip, which elastically compensates for an actuating stroke from the actuating cable (5). [10] Electrically operated drum brake module (1) for motor vehicles according to the features of the preamble of claim 1, and wherein a drive nut (14) of the electromechanical actuator (3) for brake force support is axially fixed and rotatably supported on the armature plate (2), characterized by , that in an actuating cable (5) between actuator (3) and brake shoes (6a,b) a Rot-Trans converter with at least one lever (50) pivotably articulated to the anchor plate (2) is provided. [11] Electrically operated drum brake module (1) for motor vehicles according to claim 10, characterized by, that the pivoting lever (50) is arranged inside the brake drum. [12] Electrically operated drum brake module (1) for motor vehicles according to claim 10 or 11, characterized by , that the pivotable lever (50) has at least one toothing (55) which meshes with a rotatably and axially immovably mounted spindle arrangement (52) of the actuator (3). [13] Electrically operated drum brake module (1) for motor vehicles according to one or more of the preceding claims, characterized by , that a lever (40) is designed to be elastically defined. [14] Electrically operated drum brake module (1) for motor vehicles according to claim 13, characterized by , that the lever (40) is / are assigned one or more stops (42) to change its elastic deformation. [15] Electrically operated drum brake module (1) for motor vehicles according to claim 14 characterized by, that the stop (42) is designed as a separate leg of the lever (40). [16] Electrically operated drum brake module (1) for motor vehicles according to one of claims 10-15, characterized by , that a preload element (41) is assigned to the lever (40). [17] Electrically operated drum brake module (1) for motor vehicles according to one of claims 10-16, characterized by , that the lever (40) is provided to be elastically pre-tensioned. [18] Electrically operated drum brake module (1) for motor vehicles according to claim 12, characterized by , that the spindle arrangement (52) has a free end (53) which is rotatably mounted in a bearing (54) on the anchor plate (2). [19] Electrically operated drum brake module (1) for motor vehicles according to one or more of the preceding claims, characterized by , that an adapter (10) is provided between actuator (3) and anchor plate (2). [20] Electrically operated drum brake module (1) for motor vehicles according to one or more of the preceding claims, characterized by , that the actuator (3) is associated with a parking brake lock and / or a normally closed self-locking Rot-Trans converter. [21] Electrically operated drum brake module (1) for motor vehicles according to one or more of the preceding claims, characterized by , that rolling elements are provided between the drive nut (14) and the spindle assembly (9). [22] Electrically operated drum brake module (1) for motor vehicles according to one or more of the preceding claims, characterized by , that the gearbox housing (8) or the motor (7) has at least one electrical interface (60) designed as a plug or socket, which serves for electrical connection with an electronic control unit (63) and / or electrical switch. [23] Electrically operated drum brake module (1) for motor vehicles according to one or more of the preceding claims, characterized by , that the actuator (3) is permanently elastically pre-tensioned in the release direction by at least one elastically pre-stressed spring element (61,40), or a series connection of several spring elements.

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