Motorised brake pressure generator for an externally powered braking system
Patent Information
- Application Number
- EP2023721761
- Authority / Receiving Office
- EP · EP
- Patent Type
- Applications
- Current Assignee / Owner
- Priority Date
- 2022-05-30
- Filing Date
- 2023-04-28
- Publication Date
- 2025-04-09
AI Technical Summary
Existing external power braking systems face challenges in designing a motorized brake pressure generator where the master brake cylinder housing is integrated with the gearbox, making it costly and difficult to repair or replace, limiting its usability across different brake system types.
A motorized brake pressure generator design where the master brake cylinder housing is a separate assembly from the gearbox housing, allowing for easier repair and replacement, with a parallel or coaxial arrangement of the electric motor to the primary piston using a rotational and translational gear stage, reducing the overall length and increasing compactness, and enabling cost-effective manufacturing.
This design enhances the usability of the master brake cylinder housing across various brake system types, reduces manufacturing costs, and facilitates easier installation on multiple vehicle types by minimizing space requirements and allowing for a compact, efficient brake pressure generator.
Smart Images
Figure 1.1
Abstract
Description
[0001] Description
[0002] title
[0003] Motorized brake pressure generator for a power brake system
[0004] The invention relates to a motorized brake pressure generator for a power brake system and a power brake system for a vehicle.
[0005] State of the art
[0006] DE 10 2018 211 443 A1 describes a pressure generating device that is integrated with a 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 gear stage consisting of a spindle and a nut.
[0007] Disclosure of the invention
[0008] The invention provides a motorized brake pressure generator for a power brake system having the features of claim 1 and a power brake system for a vehicle having the features of claim 11.
[0009] Advantages of the invention
[0010] The present invention provides a motorized brake pressure generator for a power brake system, the master cylinder housing of which is designed as a separate assembly from the transmission housing with at least the transmission arranged therein. The master cylinder housing is therefore comparatively inexpensive to manufacture. Furthermore, the master cylinder housing, which is bolted to the transmission housing by at least one screw, can be relatively easily repaired or replaced. Therefore, damage to the master cylinder housing is easier to repair during servicing.In particular, despite the use of the motorized brake pressure generator according to the invention in a power brake system, its master brake cylinder housing can be a component of a brake system type which is designed to convert a driver's braking force into an increase in brake pressure. The present invention thus increases the usability of the same type of master brake cylinder housing for different brake system types.
[0011] The master cylinder housing is preferably a gravity die cast. Due to its cast design, the master cylinder housing can be manufactured relatively cost-effectively.
[0012] In an advantageous embodiment of the motorized brake pressure generator, the electric motor is mechanically connected to the primary piston via at least the rotation and translation gear stage of the transmission such that, during operation of the electric motor, a rotor of the electric motor is set in a rotating movement about a rotational axis aligned parallel to the adjustment axis of the primary piston and spaced from the adjustment axis. The embodiment described here thus realizes a parallel arrangement of the electric motor to the primary piston, whereby the maximum extension of the motorized brake pressure generator along the adjustment axis of its primary piston can be reduced.
[0013] In particular, the master brake cylinder housing can be screwed to a protruding first section of the first side of the transmission housing by means of the at least one screw, wherein the electric motor is arranged in a motor housing, and the motor housing is fastened to a second section of the first side of the transmission housing that is set back from the first section. Thus, the parallel arrangement of the electric motor to the primary piston and the arrangement of the electric motor in its own motor housing enable a compact design of the motorized brake pressure generator.
[0014] In a further advantageous embodiment, the electric motor is mechanically connected to the primary piston via at least the rotation and translation gear stage of the transmission in such a way that during operation of the electric motor, the rotor of the electric motor is set in a rotating movement about a rotation axis oriented perpendicular to the adjustment axis of the primary piston. The embodiment of the motorized brake pressure generator described here also has a comparatively short installation space length along the adjustment axis of its primary piston due to a vertical arrangement or L-shaped arrangement of the electric motor to the primary piston.
[0015] For example, the electric motor can be arranged in the motor housing, and the motor housing can be attached to a third side of the transmission housing, which lies between the first side of the transmission housing and a second side of the transmission housing facing away from the first side of the transmission housing. The compact design of the motorized brake pressure generator realized in this way facilitates installation of the motorized brake pressure generator on a variety of vehicle types / motor vehicle types.
[0016] Alternatively, the electric motor can be mechanically connected to the primary piston via at least the rotation and translation gear stages of the transmission such that, during operation of the electric motor, the rotor of the electric motor is set in a rotating motion around the adjustment axis of the primary piston. The embodiment of the motorized brake pressure generator described here has relatively small dimensions due to a coaxial arrangement of the electric motor and the primary piston perpendicular to the adjustment axis of its primary piston.
[0017] In particular, the electric motor can be arranged in the motor housing, and the motor housing can be attached to the second side of the transmission housing, facing 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 behind the other along the adjustment axis of the primary piston.
[0018] It may also be advantageous if 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 increased functionality. As an advantageous further development, a first recess can be formed on a first piston side of the primary piston, in which at least one section of the primary spring aligned with the primary piston is fastened. And a second recess can be formed on a second piston side of the primary piston, directed away from the first piston side, in which a section of the spindle aligned with the primary piston or a section of the nut aligned with the primary piston is fastened.wherein the spindle or nut can be set into a rotary motion relative to the primary piston by means of the operation of the electric motor, and at least a portion of the spindle or nut set into the rotary motion, aligned with the primary piston, can be rotated into the second recess of the primary piston, and wherein the first recess formed on the first piston side frames at least a portion of the second recess aligned with the first piston side. A stroke of the spindle or nut can thus be at least partially accommodated in an additional installation space provided by the primary piston, which advantageously contributes to reducing the installation length of the motorized brake pressure generator along the adjustment axis of its primary piston.
[0019] A power braking system for a vehicle with such a motorized brake pressure generator also ensures the advantages described above. The power braking system can, for example, be a brake-by-wire braking system. Thus, the advantages described above can be specifically utilized for a braking system type in which the master brake cylinder, located in the master brake cylinder housing, is mechanically decoupled from a brake actuating element of the braking system, such as a brake pedal.
[0020] Short description of the drawings
[0021] Further features and advantages of the present invention are explained below with reference to the figures. They show:
[0022] Fig. 1 a to 1 c are schematic representations of a first embodiment of the motorized brake pressure generator;
[0023] Figs. 2a and 2b are schematic representations of a second embodiment of the motorized brake pressure generator; Fig. 3 is a schematic representation of a third embodiment of the motorized brake pressure generator;
[0024] Fig. 4a and 4b are schematic representations of a fourth embodiment of the motorized brake pressure generator; and
[0025] Fig. 5a and 5b are schematic representations of a fifth embodiment of the motorized brake pressure generator.
[0026] Embodiments of the invention
[0027] Fig. 1a to 1c show schematic representations of a first embodiment of the motorized brake pressure generator.
[0028] The motorized brake pressure generator schematically shown in Fig. 1a to 1c is designed with an electric motor 10, the motor power of which can be transmitted to at least one primary piston 12 of the motorized brake pressure generator in the manner described below. The primary piston 12 is supported by a primary spring 16 arranged in a master brake cylinder housing 14. By way of example only, in the embodiment described here, the primary piston 12 is supported by a secondary piston 18 arranged in the master brake cylinder housing 14 by means of the primary spring 16, wherein the secondary piston 18 is supported by an inner wall of the master brake cylinder housing 14 by means of a secondary spring 20. Alternatively, however, the primary piston 12 can also be supported by the inner wall of the master brake cylinder housing 14 by means of the primary spring 16.
[0029] The motorized brake pressure generator also includes a gear 22 with at least one rotation and translation gear stage consisting of a spindle 24 and a nut 26 arranged on the spindle 24. The rotation and translation gear stage consisting of the spindle 24 and the nut 26 can be, for example, a threaded spindle stage or a ball screw drive (KGT). The electric motor 10 is mechanically connected to the primary piston 12 via at least the rotation and translation gear stage of the gear 22 in such a way that the motor power of the electric motor 10 can be transmitted to the primary piston 12 via at least the rotation and translation gear stage of the gear 22 in such a way that the primary piston 12 can be adjusted along an adjustment axis 28 by means of the transmitted motor force against a restoring force of at least the primary spring 16 (and possibly the secondary spring 20). As shown in Fig.As can be seen in Figures 1a and 1c, the power of the electric motor 10 is transmitted from the rotational and translational gear stage of the transmission 22 to the primary piston 12 via mechanical contact of the spindle 24 and / or the nut 26 with the primary piston 12. The motorized brake pressure generator therefore eliminates the need for a multitude of components conventionally installed on a brake pressure generator, such as a reaction disc, a valve body, an input rod, and an output rod. This reduces the installation space required for the motorized brake pressure generator and lowers its manufacturing costs.
[0030] In addition to the master cylinder housing 14, the motorized brake pressure generator also has at least one further housing 32, which is referred to below as the transmission housing 32 (due to the arrangement of at least the transmission 22 therein). Furthermore, the master cylinder housing 14 is screwed to a first side 32a of the transmission housing 32 by means of at least one screw 30, with the transmission 22 arranged therein. In the motorized brake pressure generator, a master cylinder formed in its master cylinder housing 14 is therefore a separate or independent assembly. This facilitates repair or replacement of the master cylinder, for example, during servicing.
[0031] The master cylinder housing 14 can be a gravity die cast, such as a gravity die cast aluminum. Although the motorized brake pressure generator is optimized for use in a power braking system, a component of a brake system type designed to convert a driver's braking force into an increase in brake pressure can be used as its master cylinder housing 14. The technology described here thus increases the usability of the master cylinder housing 14 for different brake system types. This contributes to a further reduction in the manufacturing costs of the motorized brake pressure generator.
[0032] The transmission 22 can also be understood as an electromechanical brake booster. In addition to the rotational and translational transmission stage formed by the spindle 24 and the nut 26, the transmission 22 can have at least one further transmission stage. However, the rotational and translational transmission stage formed by the spindle 24 and the nut 26 is preferably an end stage of the power transmission path of the transmission 22 from the electric motor 10 to the primary piston 12.
[0033] As can be seen in Fig. 1a and 1c, a first recess 12b is formed on the primary piston 12 on a first piston side 12a, in which recess at least one partial section of the primary spring 16 aligned with the primary piston 12 is fastened. On a second piston side 12c of the primary piston 12, directed away from the first piston side 12a, a second recess 12d is formed, in which recess a partial section of the spindle 24 aligned with the primary piston 12 or a partial section of the nut 26 aligned with the primary piston 12 is fastened. Optionally, either the spindle 24 or the nut 26 can be set into a rotary movement with respect to the primary piston 12 by means of the operation of the electric motor 10, whereby at least one partial section of the spindle 24 or nut 26 set into the rotary movement, aligned with the primary piston 12, can be rotated / is rotated into the second recess 12d of the primary piston 12.A stroke of the spindle 24 or nut 26 can thus be at least partially accommodated in an additional installation space provided by the primary piston 12. This can be advantageously used to reduce the overall length of the motorized brake pressure generator along the adjustment axis 28 of the primary piston 12. By "countersinking" the spindle 24 and nut 26 at least partially into the second recess 12d of the primary piston 12, an undesired protrusion of the spindle 24 into the passenger compartment can be prevented.
[0034] As an advantageous further development, the primary piston 12 described here is also shaped such that the first recess 12b formed on the first piston side 12a frames at least a portion of the second recess 12d aligned with the first piston side 12a. This contributes to an additional increase in the compactness of the motorized brake pressure generator. The advantageous shape of the primary piston 12 can also be described as the second recess 12d of the primary piston 12 extending from the second side 10c into a piston sub-volume of the primary piston 12 framed by the first recess 12b. Preferably, the penetration of brake fluid from the master brake cylinder housing 14 into the second recess 12d of the primary piston 12 is prevented by means of a cover section / piston bottom of the piston sub-volume formed on the first side 12a of the primary piston 12.
[0035] In the primary piston 12 described here, at least the portion of the nut 26 aligned with the primary piston 12 is secured in the second recess 12d of the primary piston 12, while the spindle 24, which is set in rotational motion, can be rotated / is screwed into the second recess 12d. In this case, a maximum stroke of the spindle 24 and nut 26 can be completely accommodated within the installation space of the primary piston 12. Alternatively, however, at least the portion of the spindle 24 aligned with the primary piston 12 can be secured in the second recess 12d, while the nut 26, which is set in rotational motion, can be rotated / is screwed into the second recess 12d.
[0036] As an advantageous further development, at least one torque support component 26a can be attached or formed 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 an inner wall of a transmission housing 32 in such a way that an undesirable co-rotational movement of the primary piston 12 together with the spindle 24 or nut 26 set in rotation is prevented. For example only, in the embodiment described here, the at least one torque support component 26a is attached or formed on the nut 26 attached in the second recess 12d of the primary piston 12.
[0037] In the embodiment described here, the electric motor 10 is mechanically connected to the primary piston 12 via at least the rotation and translation gear stage of the transmission 22 such that, during operation of the electric motor 10, a rotor (not shown) of the electric motor 10 is set in a rotating movement about a rotation axis 34, which is aligned parallel to the adjustment axis 28 of the primary piston 12 and is spaced from the adjustment axis 28 by a distance other than zero. The arrangement / orientation of the electric motor 10 described here can be described as a parallel arrangement of the electric motor 10 to the primary piston 12. By means of the parallel arrangement of the electric motor 10 to 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. The rotor shown in Figs.The motorized brake pressure generator shown in 1 a to 1 c is therefore optimized in its overall length.
[0038] To transmit the motor power of the electric motor 10 via the gear 22 to the primary piston 12 when the electric motor 10 is arranged parallel to the primary piston 12, the gear 22 can, for example, have a first stage adjacent to the electric motor 10, such as a spur gear stage or a planetary gear. Between the first stage and the rotation and translation gear stage, the gear 22 can additionally have a (further) spur gear stage.
[0039] Furthermore, in the embodiment described here, the electric motor 10 is arranged in a "separate" motor housing 36 and outside the transmission housing 32. While the master brake cylinder housing 14 is screwed to a protruding first section of the first side 32a of the transmission housing 32 by means of the at least one screw 30, the motor housing 36 is fastened to a second section of the first side 32a of the transmission housing 32, which is set back compared to the first section. This results in a compact overall design of the motorized brake pressure generator, which is why it can be easily mounted on a variety of vehicle types / motor vehicle types. For example, the installation space "gained" by attaching the motor housing 36 to the set-back second section of the first side 32a of the transmission housing 32 can be used to attach control electronics 38 by
[0040] Control electronics 38 is / is attached to a side of the motor housing 36 facing away from the second portion of the first side 32a of the transmission housing 32. Likewise, a brake fluid reservoir 40 can easily be attached to the master cylinder housing 14.
[0041] Fig. 2a and 2b show schematic representations of a second embodiment of the motorized brake pressure generator.
[0042] In contrast to the previously described embodiment, in the motorized brake pressure generator of Figs. 2a and 2b, the electric motor 10 is arranged / integrated in the gear housing 32. The gear housing 32 surrounding the electric motor 10 and the gear 22 can therefore be referred to as an electric motor-gear housing 32. The joint integration of the electric motor 10 with the gear 22 in the electric motor-gear housing 32 can thus be combined with the parallel arrangement of the electric motor 10 to the primary piston 12. Therefore, the motorized brake pressure generator of Figs. 2a and 2b is also length-optimized. As shown in Fig.2a and 2b, the compactness of the motorized brake pressure generator can be increased by, while the master brake cylinder housing 14 is screwed to the protruding first section of the first side 32a of the transmission housing 32, the control electronics 38 is / are fastened to the second section of the first side 32a of the transmission housing 32, which second section is set back compared to the first section.
[0043] With a parallel arrangement of the electric motor 10 to the primary piston 12 and a simultaneous integration of the electric motor 10 into the electric motor-gearbox housing 32, the gearbox 22 can, for example, have a spur gear stage or a planetary gear as the first stage adjacent to the electric motor 10. A (further) spur gear stage can be located between the first stage and a third stage. The third stage, arranged between the second stage and the rotation and translation gear stage, can be a threaded spindle stage.
[0044] With regard to further features of the motorized brake pressure generator of Figs. 2a and 2b and their advantages, reference is made to the previously described embodiment of Figs. 1a to 1c.
[0045] Fig. 3 shows a schematic representation of a third embodiment of the motorized brake pressure generator.
[0046] In the motorized brake pressure generator schematically shown in Fig. 3, the electric motor 10 is mechanically connected to the primary piston 12 via at least the rotation and translation gear stage of the gear 22 such that, during operation of the electric motor 10, the rotor of the electric motor 10 is set in a rotating movement about a rotation axis 42 oriented perpendicular 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 vertical arrangement or L-shaped arrangement of the electric motor 10 to the primary piston 12. As can be seen from Fig. 3, the maximum extension of the motorized brake pressure generator along the adjustment axis 28 of its primary piston 12 can also be reduced by means of the vertical arrangement or L-shaped arrangement of the electric motor 10 to the primary piston 12. In addition, the motorized brake pressure generator of Fig.3 due to the vertical arrangement or L-shaped arrangement of its electric motor 10 to the primary piston 12, requires installation space which can be easily implemented in an assembly concept for a large number of vehicle types / motor vehicle types.
[0047] In the case of a vertical or L-shaped arrangement of the electric motor 10 relative to the primary piston 12, the transmission 22 can comprise, for example, a worm gear as the first stage adjacent to the electric motor 10. Between the first stage and the rotation and translation gear stages, the transmission 22 can additionally have a threaded spindle stage or a ball screw drive (KGT).
[0048] For example only, 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 attached to a third side 32c of the transmission housing 32, which lies between the first side 32a of the transmission housing 32 with the master brake cylinder housing 14 screwed thereto and a second side 32b of the transmission housing 32 directed away from the first side 32a.
[0049] In addition, the control electronics 38 are attached to a side of the motor housing 36 facing away from the transmission housing 32. Alternatively, however, the electric motor 10 can also be integrated into the transmission housing 32 in the vertical arrangement or in an L-shaped arrangement relative to the primary piston 12. In this case, the control electronics 38 can be attached to the third side 32c of the transmission housing 32, located between the first side 32a and the second side 32b, in a space-saving manner.
[0050] With regard to further features of the motorized brake pressure generator of Fig. 3 and their advantages, reference is made to the previously described embodiment of Figs. 1 a to 1 c.
[0051] Fig. 4a and 4b show schematic representations of a fourth embodiment of the motorized brake pressure generator. The mechanical connection of the electric motor 10 of the embodiment of Fig. 4a and 4b to the cooperating primary piston 12 via at least the rotation and translation gear stage of the transmission 22 is designed such that, during operation of the electric motor 10, the rotor of the electric motor 10 is set in a rotating movement about the adjustment axis 28 of the primary piston 12. In the motorized brake pressure generator of Fig. 4a and 4b, the electric motor 10 and the primary piston 12 are thus arranged coaxially or one behind the other. By means of the coaxial arrangement of the electric motor 10 and the cooperating primary piston 12, an expansion of the motorized brake pressure generator in a spatial direction oriented perpendicular to the adjustment axis 28 of the primary piston 12 can be reduced.This can also be described as an optimization of a diameter of the motorized brake pressure generator aligned perpendicular to the adjustment axis 28 of the primary piston 12.
[0052] To transmit the motor power of the electric motor 10 via the gear 22 to the primary piston 12, with a coaxial arrangement of the electric motor 10 and the primary piston 12, the gear 22 can, for example, comprise a planetary gear as the first stage. A second stage, e.g., a planetary gear, can be arranged between the first stage and the rotation and translation stages.
[0053] Even with a coaxial arrangement of the electric motor 10 to the primary piston 12, the electric motor 10 can be arranged in its "own" motor housing 36. In this case, the motor housing 36 can be fastened to the second side 32b of the transmission housing 32, which is directed away from the first side 32a of the transmission housing 32 with the master brake cylinder housing 14 screwed thereto. By fastening the control electronics 38 to a side of the motor housing 36 directed away from the transmission housing 32, it can be ensured that the control electronics 38 contributes little or nothing to an increase in the maximum expansion of the motorized brake pressure generator in a spatial direction oriented perpendicular to the adjustment axis 28 of the primary piston 12.
[0054] For further features of the motorized brake pressure generator of Figs. 4a and 4b and their advantages, reference is made to the previously described embodiment of Figs. 1a to 1c. Figs. 5a and 5b show schematic representations of a fifth embodiment of the motorized brake pressure generator.
[0055] In contrast to the previously described embodiment, in the motorized brake pressure generator of Figs. 5a and 5b, the electric motor 10 is integrated into the gear housing 32. The coaxial arrangement of the electric motor 10 with the primary piston 12 can thus also be combined with an integration of the electric motor 10 into the gear housing 32. In this case, too, an increase in the expansion of the motorized brake pressure generator in a spatial direction oriented perpendicular to the adjustment axis 28 of its primary piston 12 can be avoided by attaching the control electronics 38 to the second side 32b of the gear housing 32.
[0056] Fig. 5b depicts the 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 implemented via at least one plug connection between the electric motor 10 and the control electronics 38.
[0057] Even with a coaxial arrangement of the electric motor 10 with the primary piston 12 and an integration of the electric motor 10 into the gear housing 32, the gear 22 can, for example, have a planetary gear as the first stage, a planetary gear as the second stage, and the rotation and translation gear stage consisting of the spindle 24 and the nut 26 as the third stage. Sketched in Fig. 5b are the planet carrier 46, the interacting planets 48, a ring gear 50, and bearing shields 52.
[0058] With regard to further features of the motorized brake pressure generator of Figs. 5a and 5b and their advantages, reference is made to the previously described embodiment of Figs. 1 and 4.
[0059] All of the motorized brake pressure generators described above can advantageously be used in a power braking system, specifically in a brake-by-wire braking system. The power braking system / brake-by-wire braking system is understood to be a braking system in which the master brake cylinder formed in the master brake cylinder housing 14 is mechanically decoupled from a brake actuating element of the braking system, such as a brake pedal. The force-pressure conversion carried out in the master brake cylinder housing 14 thus only comprises a conversion of the motor power of the electric motor 10 into a brake pressure generated in the master brake cylinder housing 14, but not a conversion of a driver braking force exerted on the brake actuating element of the power braking system / brake-by-wire braking system.The usability of the motorized brake pressure generators described above is also not limited to any specific vehicle type / motor vehicle type of a vehicle / motor vehicle equipped with the respective power braking system / brake-by-wire braking system.
[0060] The motorized brake pressure generators described above are suitable for independently supplying two brake circuits with brake fluid. However, it should be noted that the configuration of the master cylinder housing 14 shown in the figures above is only intended as an example for a dual-circuit braking system. Alternatively, the braking system configured with the motorized brake pressure generator can also have only a single brake circuit.
Claims
Claims 1. Motorized brake pressure generator for an external power braking system comprising: an electric motor (10); a primary piston (12); a master cylinder housing (14) with at least one primary spring (16) arranged in the master cylinder housing (14), wherein the primary piston (12) is supported by the primary spring (16) by an inner wall of the master cylinder housing (14) or by a secondary piston (18) supported by the inner wall by a secondary spring (20); and a transmission (22) with at least one rotary and translational transmission stage consisting of a spindle (24) and a nut (26) arranged on the spindle (24);characterized in that the master brake cylinder housing (14) is screwed to a first side (32a) of a gearbox housing (32) with the gearbox (22) arranged therein by means of at least one screw (30), and the electric motor (10) is mechanically connected to the primary piston (12) via at least the rotary and translational gear stage of the gearbox (22) in such a way that a motor force of the electric motor (10) can be transmitted to the primary piston (12) via at least the rotary and translational gear stage of the gearbox (22) in such a way that the primary piston (12) is moved against a restoring force by means of the transmitted motor force; at least the primary spring (16) is adjustable along an adjustment axis (28). Motorized brake pressure generator according to claim 1, wherein the master brake cylinder housing (14) is a die casting. Motorized brake pressure generator according to claim 1 or 2, wherein the electric motor (10) is mechanically connected to the primary piston (12) via at least the rotary and translational gear stage of the transmission (22) such that, during operation of the electric motor (10), a rotor (10a) of the electric motor (10) is set into a rotary motion about a rotation axis (34) aligned parallel to and spaced apart from the adjustment axis (28) of the primary piston (12).Motorized brake pressure generator according to claim 3, wherein the master brake cylinder housing (14) is screwed to a projecting first section of the first side (32a) of the gearbox housing (32) by means of at least one screw (30), and wherein the electric motor (10) is arranged in a motor housing (36) and the motor housing (36) is attached to a second section of the first side (32a) of the gearbox housing (32) which is set back compared to the first section. Motorized brake pressure generator according to claim 1 or 2, wherein the electric motor (10) is mechanically connected to the primary piston (12) via at least the rotary and translational gear stage of the gearbox (22) such that during operation of the electric motor (10), the rotor (10a) of the electric motor (10) is set into a rotary motion about a rotational axis (42) oriented perpendicular to the adjustment axis (28) of the primary piston (12).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 attached to a third side (32c) of the gearbox housing (32), which lies between the first side (32a) of the gearbox housing (32) and a second side (32b) of the gearbox housing (32) directed away from the first side (32a) of the gearbox housing (32). Motorized brake pressure generator according to claim 1 or 2, wherein the electric motor (10) is mechanically connected to the primary piston (12) via at least the rotary and translational gear stage of the gearbox (22) such that during operation of the electric motor (10), the rotor (10a) of the electric motor (10) is set into a rotary motion about the adjustment axis (28) of the primary piston (12). 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 attached to the second side (32b) of the gearbox housing (32) facing away from the first side (32a) of the gearbox housing (32). Motorized brake pressure generator according to claim 3, 5 or 7, wherein the electric motor (10) is arranged in the gearbox housing (32). Motorized brake pressure generator according to one of the preceding claims, wherein on a first piston side (12a) of the primary piston (12) a first recess (12b) is formed in which at least a partial section of the primary spring (16) oriented towards the primary piston (12) is attached, and on a second piston side (12c) of the primary piston (12) directed away from the first piston side (12a) a second recess (12d) is formed in which a partial section of the spindle (24) or a partial section of the nut (26) oriented towards the primary piston (12) is attached, wherein the spindle (24) or the nut (26) can be set into a rotational movement relative to the primary piston (12) by means of the operation of the electric motor (10) and at least a partial section of the spindle (24) or nut (26) set into rotational movement, oriented towards the primary piston (12), can be rotated into the second recess (12d) of the primary piston (12),and wherein the first recess (12b) formed on the first piston side (12a) frames at least a subsection of the second recess (12d) oriented towards the first piston side (12a).
11. External power braking system for a vehicle with a motorized engine Brake pressure generator according to one of the preceding claims.
12. External power braking system according to claim 11, wherein the external power braking system is a brake-by-wire braking system.