Motor-type brake pressure generator for non-human-powered brake system and non-human-powered brake system for vehicle

Abstract

The present invention relates to a motor-type brake pressure generator for a non-human-powered brake system, the motor-type brake pressure generator comprising an electric motor (10), a primary piston (12), a master brake cylinder housing (14) and at least one primary spring (16) disposed within the master brake cylinder housing (14), the primary piston (12) being supported by the primary spring (16), and a transmission (22) having at least one rotation-translation-transmission stage consisting of a spindle (24) and a nut (26) disposed on the spindle (24), the master brake cylinder housing (14) being supported by the primary spring (16), and the transmission (22) having at least one rotation-translation-transmission stage consisting of a spindle (24) and a nut (26) disposed on the spindle (24), the master brake cylinder housing (14) being supported by the primary piston (12) and at least one primary spring (16) disposed within the master brake cylinder housing (14). The housing (14) is screwed by at least one screw (30) to a first side (32a) of a transmission housing (32) in which a transmission (22) is disposed, and the electric motor (10) is mechanically coupled to the primary piston (12) via at least a rotation-translation-transmission stage of the transmission (22) such that the position of the primary piston (12) is adjustable along a position adjustment axis (28) against the return force of at least a primary spring (16) by a transmitted motor force of the electric motor (10).

Description

[Technical field]

[0001] The present invention relates to a motor-type brake pressure generator for a non-human-powered braking system, and to a non-human-powered braking system for a vehicle. [Background technology]

[0002] Patent document 1 describes a pressure generator integrated together with a master brake cylinder in a housing produced as an extruded profile, which is equipped with an electric motor and a rotation-translation-transmission stage consisting of a spindle and a nut. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] DE 102018211443 Summary of the Invention

[0004] The present invention provides a motor-type brake pressure generator for a non-human-powered braking system having the features of claim 1, and a non-human-powered braking system for a vehicle having the features of claim 11.

[0005] The present invention provides a motor-type brake pressure generator for a non-human brake system, in which the master brake cylinder housing is configured as a module separate from the transmission housing and at least one transmission arranged therein. Therefore, the master brake cylinder housing can be manufactured at a relatively low cost. Furthermore, the master brake cylinder housing, which is screwed to the transmission housing by at least one screw, can be repaired or replaced relatively easily. Therefore, during inspection work, defects occurring in the master brake cylinder housing can be more easily removed.

[0006] In particular, despite the use of the motor-type brake pressure generator according to the invention in a non-human-powered brake system, the master brake cylinder housing may be a component of a brake system type designed to convert the driver's braking force into a brake pressure increase, thus improving the possibility of using the same type of master brake cylinder housing for different brake system types.

[0007] The master brake cylinder housing is preferably a gravity die casting, in which case the master brake cylinder housing can be manufactured at relatively low cost due to its construction as a casting.

[0008] In a preferred embodiment of the motor-based brake pressure generator, the electric motor is mechanically coupled to the primary piston via at least a rotation-translation-gearing stage of the gearing such that during operation of the electric motor, the rotor of the electric motor rotates about a rotation axis oriented parallel to and spaced apart from the position adjustment axis of the primary piston. Accordingly, the embodiments described herein embody an arrangement of the electric motor parallel to the primary piston, which makes it possible to reduce the maximum extension of the motor-based brake pressure generator along the position adjustment axis of the primary piston.

[0009] In particular, the master brake cylinder housing can be screwed by at least one screw into a protruding first section on a first side of the transmission housing, and the electric motor is arranged in the motor housing, which is attached to a second section on the first side of the transmission housing, rearward compared to the first section. The arrangement of the electric motor parallel to the primary piston and in its own motor housing can thereby enable a compact construction of the motor-based brake pressure generator.

[0010] In another preferred embodiment, the electric motor is mechanically coupled to the primary piston via at least a rotation-translation-transmission stage of a transmission such that during operation of the electric motor, a rotor of the electric motor rotates about a rotation axis oriented perpendicularly to the position adjustment axis of the primary piston. The embodiments of the motor-based brake pressure generator described here also have a relatively short design space length along the position adjustment axis of the primary piston due to the vertical or L-shaped arrangement of the electric motor relative to the primary piston.

[0011] For example, the electric motor may be arranged in a motor housing, which may be attached 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 facing away from the first side of the transmission housing. The compact construction of the motor-based brake pressure generator thus embodied simplifies the installation of the motor-based brake pressure generator in numerous vehicle / automobile models.

[0012] Alternatively, the electric motor may be mechanically coupled to the primary piston via at least a rotation-translation-gear stage of a gearing such that during operation of the electric motor, a rotor of the electric motor moves in rotation about an adjustment axis of the primary piston. The embodiments of the motor-based brake pressure generator described here have a relatively small extension due to the coaxial arrangement of the electric motor and the primary piston perpendicular to the adjustment axis of the primary piston.

[0013] In particular, the electric motor may be arranged in a motor housing, which may be attached to a second side of the transmission housing facing away from the first side of the transmission housing, such that the master brake cylinder housing, the transmission housing and the motor housing may be arranged coaxially, i.e. one behind the other, along an axis of adjustment of the primary piston position.

[0014] It may also be preferable in some cases if the electric motor is arranged inside the transmission housing, which in this case can be used as a transmission-motor housing with increased functionality.

[0015] In a preferred development, a first recess can be formed on the first piston side of the primary piston, in which at least one partial area of ​​the primary spring facing towards the primary piston is mounted, and a second recess can be formed on the second piston side of the primary piston facing away from the first piston side, in which a partial area of ​​the spindle facing towards the primary piston or a partial area of ​​the nut facing towards the primary piston is mounted, the spindle or the nut can be rotated relative to the primary piston by the action of the electric motor, at least one partial area of ​​the rotating spindle or the nut facing towards the primary piston can be screwed into the second recess of the primary piston, and the first recess formed on the first piston side surrounds at least one partial area of ​​the second recess facing towards the first piston. In this way, the stroke of the spindle or the nut can be at least partially accommodated in the additional design space provided by the primary piston, which preferably contributes to a reduction in the design length of the motor-type brake pressure generator along the position adjustment axis of the primary piston.

[0016] A non-human brake system for a vehicle having such a type of motor-type brake pressure generator also ensures the advantages described above. The non-human brake system may be, for example, a brake-by-wire brake system. In this way, the advantages described above can be utilized precisely for brake system types in which the master brake cylinder arranged in the master brake cylinder housing is mechanically decoupled from the brake operating member of the brake system, for example from the brake pedal.

[0017] Further features and advantages of the present invention will now be described with reference to the drawings, in which: [Brief description of the drawings]

[0018] [Figure 1a] FIG. 1 is a schematic diagram showing a first embodiment of a motor-type brake pressure generator. [Figure 1b] FIG. 1 is a schematic diagram showing a first embodiment of a motor-type brake pressure generator. [Figure 1c] FIG. 1 is a schematic diagram showing a first embodiment of a motor-type brake pressure generator. [Figure 2a] FIG. 4 is a schematic diagram showing a second embodiment of a motor-type brake pressure generator. [Figure 2b] FIG. 4 is a schematic diagram showing a second embodiment of a motor-type brake pressure generator. [Diagram 3] FIG. 11 is a schematic diagram showing a third embodiment of a motor-type brake pressure generator. [Figure 4a] FIG. 11 is a schematic diagram showing a fourth embodiment of a motor-type brake pressure generator. [Figure 4b] FIG. 11 is a schematic diagram showing a fourth embodiment of a motor-type brake pressure generator. [Figure 5a] FIG. 13 is a schematic diagram showing a fifth embodiment of a motor-type brake pressure generator. [Figure 5b] FIG. 13 is a schematic diagram showing a fifth embodiment of a motor-type brake pressure generator. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0019] 1a to 1c show schematic diagrams of a first embodiment of a motor-based brake pressure generator.

[0020] The motor-based brake pressure generator shown diagrammatically in Figures 1a to 1c is configured with an electric motor 10, the motor force of which can be transmitted in the manner described below to at least a primary piston 12 of the motor-based brake pressure generator. 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 the primary spring 16 to a secondary piston 18 arranged in the master brake cylinder housing 14, which in turn is supported by a secondary spring 20 to the inner wall of the master brake cylinder housing 14. However, alternatively, the primary piston 12 may be supported by the primary spring 16 to the inner wall of the master brake cylinder housing 14.

[0021] The motor-based brake pressure generator also includes a transmission 22 having at least one rotation-translation-transmission stage consisting of a spindle 24 and a nut 26 arranged on the spindle 24. The rotation-translation-transmission stage consisting of the spindle 24 and the nut 26 can be, for example, a threaded spindle stage or a ball screw (KGT). The electric motor 10 is mechanically coupled to the primary piston 12 via the at least one rotation-translation-transmission stage of the transmission 22 in such a way that the motor force of the electric motor 10 can / is transmitted to the primary piston 12 via the at least one rotation-translation-transmission stage of the transmission 22, whereby the primary piston 12 can / is positioned along a position adjustment axis 28 by the transmitted motor force against the return force of at least the primary spring 16 (and possibly the secondary spring 20). 1a and 1c, the motor force of the electric motor 10 is transmitted from the rotation-translation-transmission stage of the transmission 22 to the primary piston 12 through mechanical contact between the primary piston 12 and the spindle 24 and / or the nut 26. Therefore, this motor-type brake pressure generator does not require many components that are conventionally assembled in brake pressure generators, such as reaction disks, valve bodies, input rods, output rods, etc. This reduces the required design space of the motor-type brake pressure generator and its manufacturing costs.

[0022] In addition to the master brake cylinder housing 14, the motor-type brake pressure generator further comprises at least one further housing 32, which will be referred to below as the transmission housing 32 (since the transmission 22 is at least arranged therein). Furthermore, the master brake cylinder housing 14 is screwed by means of at least one screw 30 to a first side 32a of the transmission housing 32, in which the transmission 22 is arranged. In this motor-type brake pressure generator, the master brake cylinder configured in the master brake cylinder housing 14 is therefore a separate, i.e. independent, module. This simplifies the repair or replacement of the master brake cylinder, for example during maintenance work.

[0023] The master brake cylinder housing 14 may be a gravity die casting, particularly a gravity die casting made of aluminum. Although the motorized brake pressure generator is optimized for use in non-human brake systems, the master brake cylinder housing 14 may utilize components of a brake system type designed to convert the driver's braking force into a brake pressure boost. Accordingly, the technology described herein improves the applicability of the master brake cylinder housing 14 in various brake system types, which contributes to an additional reduction in the manufacturing costs of the motorized brake pressure generator.

[0024] The transmission 22 can also be understood as an electromechanical brake booster. In addition to the rotation-translation-transmission stage consisting of the spindle 24 and the nut 26, the transmission 22 can also have at least one further transmission stage. However, the rotation-translation-transmission stage consisting of the 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.

[0025] 1a and 1c, the primary piston 12 is formed on its first piston side 12a with a first recess 12b in which at least one partial area of ​​the primary spring 16 facing towards the primary piston 12 is mounted. On its second piston side 12c facing away from the first piston side 12a, the primary piston 12 is formed with a second recess 12d in which a partial area of ​​the spindle 24 facing towards the primary piston 12 or a partial area of ​​the nut 26 facing towards the primary piston 12 is mounted. Selectively, either the spindle 24 or the nut 26 is capable of a rotational movement relative to the primary piston 12 by the actuation of the electric motor 10, whereby at least one partial area of ​​the rotating spindle 24 or the nut 26 facing towards the primary piston 12 can / is screwed into the second recess 12d of the primary piston 12. In this way, the stroke of the spindle 24 or the nut 26 can be accommodated at least partially in the additional design space provided by the primary piston 12. This can be advantageously utilized to reduce the design length of the motor-type brake pressure generator along the position adjustment axis 28 of the primary piston 12. By the spindle 24 and the nut 26 at least partially "sinking" into the second recess 12d of the primary piston 12, undesired screwing of the spindle 24 into the interior space of the vehicle cabin can additionally be avoided.

[0026] In a preferred development, the primary piston 12 described here is further shaped in such a way that the first recess 12b formed on the first piston side 12a surrounds at least one partial area of ​​the second recess 12d facing the first piston side 12a. This contributes to an additional increase in the compactness of the motor-type brake pressure generator. This preferred shape of the primary piston 12 can also be translated as the second recess 12d of the primary piston 12 extending from the second side 10c to the piston partial volume of the primary piston 12 surrounded by the first recess 12b. The piston bottom surface of the covered area / piston partial volume formed on the first side 12a of the primary piston 12 preferably prevents the infiltration of brake fluid from the master brake cylinder housing 14 into the second recess 12d of the primary piston 12.

[0027] In the primary piston 12 described here, at least a partial area of ​​the nut 26 facing towards the primary piston 12 is attached to the second recess 12d of the primary piston 12, into which the rotating spindle 24 can be / is screwed. In this case, the maximum stroke of the spindle 24 and the nut 26 can be accommodated completely in the design space of the primary piston 12. However, as an alternative, at least a partial area of ​​the spindle 24 facing towards the primary piston 12 can also be attached to the second recess 12d, into which the rotating nut 26 can / is screwed.

[0028] In a preferred development, at least one torque-bearing component 26a may furthermore be fixed or configured to the nut 26 or to the primary piston 12. By means of the at least one torque-bearing component 26a, the primary piston 12 may be supported on an inner wall of the transmission housing 32 such that the primary piston 12 is prevented from undergoing an undesired co-rotational movement together with the rotating spindle 24 or the nut 26. By way of example only, in the embodiment described here, the at least one torque-bearing component 26a is attached or configured to the nut 26 which is attached to the second recess 12d of the primary piston 12.

[0029] In the embodiment described here, the electric motor 10 is mechanically coupled to the primary piston 12 via at least the rotation-translation-transmission stage of the transmission 22 such that during operation of the electric motor 10, a rotor (not shown) of the electric motor 10, which is oriented parallel to and spaced apart from the position adjustment axis 28 of the primary piston 12 by a distance not equal to zero, moves in rotation about a rotation axis 34. The arrangement / orientation of the electric motor 10 described here can also be translated as a parallel arrangement of the electric motor 10 with respect to the primary piston 12. The parallel arrangement of the electric motor 10 with respect to the primary piston 12 makes it possible to reduce the maximum extension of the motor-based brake pressure generator along the position adjustment axis 28 of the primary piston 12. The motor-based brake pressure generator depicted in the figures 1a to 1c is therefore optimized with respect to its design length. In order to transmit the motor force of the electric motor 10 to the primary piston 12 via a transmission 22, which may for example have a first stage, for example a spur gear stage or a planetary gear, adjacent to the electric motor 10 in a parallel arrangement of the electric motor 10 relative to the primary piston 12, the transmission 22 may further have an additional (further) spur gear stage between the first stage and the rotation-translation-transmission stage.

[0030] Furthermore, in the embodiment described here, the electric motor 10 is arranged in a "unique" motor housing 36 and outside the transmission housing 32. The master brake cylinder housing 14 is screwed by at least one screw 30 into a protruding first area of ​​the first side 32a of the transmission housing 32, whereas the motor housing 36 is mounted in a second area of ​​the first side 32a of the transmission housing 32, which is recessed compared to the first area. This results in a compact overall structure of the motor-based brake pressure generator, which can be easily assembled in a large number of vehicle / automobile types. For example, the design space "gained" by the mounting of the motor housing 36 in the recessed second area of ​​the first side 32a of the transmission housing 32 can be utilized for mounting the control electronics 38, since the control electronics 38 are / are mounted on the side of the motor housing 36 facing away from the second area of ​​the first side 32a of the transmission housing 32. Similarly, the brake fluid reservoir 40 can be easily mounted in the master brake cylinder housing 14 .

[0031] 2a and 2b show a schematic diagram of a second embodiment of a motor-based brake pressure generator.

[0032] In contrast to the above-described embodiment, in the motor-based brake pressure generator of Figs. 2a and 2b the electric motor 10 is arranged / integrated in the transmission housing 32. The transmission housing 32, which encloses the electric motor 10 and the transmission 22, can therefore also be called the electric motor-transmission housing 32. In this way, the joint integration of the electric motor 10 together with the transmission 22 into the electric motor-transmission housing 32 can be combined with the parallel arrangement of the electric motor 10 relative to the primary piston 12. The motor-based brake pressure generator of Figs. 2a and 2b is therefore also length-optimized. As can be further seen in Figs. 2a and 2b, the master brake cylinder housing 14 is screwed in a protruding first area of ​​the first side 32a of the transmission housing 32, whereas the control electronics 38 are / are mounted in a second area of ​​the first side 32a of the transmission housing 32, which is recessed compared to the first area, thereby improving the compactness of the motor-based brake pressure generator.

[0033] With a parallel arrangement of the electric motor 10 relative to the primary piston 12 and simultaneously with the integration of the electric motor 10 in the electric motor-transmission housing 32, the transmission 22 can have, for example, a spur gear stage or a planetary gear adjacent to the electric motor 10, for example as a first stage. A (further) spur gear stage can be located between the first stage and the third stage. The third stage, which is arranged between the second stage and the rotation-translation-transmission stage, can be a threaded spindle stage.

[0034] Regarding further features and advantages of the motor-based brake pressure generator of Figures 2a and 2b, reference is made to the embodiment of Figures 1a to 1c described above.

[0035] FIG. 3 shows a schematic diagram of a third embodiment of a motor-type brake pressure generator.

[0036] In the motor-based brake pressure generator diagrammatically shown in FIG. 3, the electric motor 10 is mechanically coupled to the primary piston 12 at least via a rotation-translation-transmission stage of the transmission 22 such that during operation of the electric motor 10, the rotor of the electric motor 10 rotates about a rotation axis 42 oriented perpendicularly to the position adjustment axis 28 of the primary piston 12. The described arrangement / orientation of the electric motor 10 can also be translated as a vertical or L-shaped arrangement of the electric motor 10 relative to the primary piston 12. As is evident with reference to FIG. 3, the vertical or L-shaped arrangement of the electric motor 10 relative to the primary piston 12 also makes it possible to reduce the maximum extension of the motor-based brake pressure generator along the position adjustment axis 28 of the primary piston 12. Furthermore, due to the vertical or L-shaped arrangement of the electric motor 10 relative to the primary piston 12, the motor-based brake pressure generator of FIG. 3 has a required design space which can be well implemented into an assembly concept for a large number of vehicle / automobile types.

[0037] The transmission 22 may for example comprise a worm gear adjacent to the electric motor 10 as a first stage in a vertical or L-shaped arrangement of the electric motor 10 relative to the primary piston 12. Between the first stage and the rotation-translation-transmission stage, the transmission 22 may additionally comprise a further threaded spindle stage or a ball screw (KGT).

[0038] In the motor-type brake pressure generator described here, purely by way of example, 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 is located between a first side 32a of the transmission housing 32, to which the master brake cylinder housing 14 is screwed, and a second side 32b of the transmission housing 32 facing away from the first side 32a. Furthermore, the control electronics 38 are attached to the motor housing 36 on the side facing away from the transmission housing 32. However, as an alternative, the electric motor 10 can also be integrated in the transmission housing 32 in a vertical or L-shaped arrangement relative to the primary piston 12. In this case, the control electronics 38 can be attached in a space-saving manner to the third side 32c of the transmission housing 32, which is located between the first side 32a and the second side 32b.

[0039] With regard to further configurational requirements and advantages of the motor-type brake pressure generator of FIG. 3, reference is made to the embodiment of FIGS. 1a to 1c described above.

[0040] Figures 4a and 4b show a schematic diagram of a fourth embodiment of a motor-based brake pressure generator.

[0041] The mechanical coupling of the electric motor 10 in the embodiment of Figs. 4a and 4b to the cooperating primary piston 12, at least via the rotation-translation-gear stage of the gearing 22, is so arranged that during operation of the electric motor 10, the rotor of the electric motor 10 moves in rotation about the position adjustment axis 28 of the primary piston 12. Thus, in the motor-based brake pressure generator of Figs. 4a and 4b, the electric motor 10 and the primary piston 12 are arranged coaxially, i.e. one behind the other. The coaxial arrangement of the electric motor 10 and the cooperating primary piston 12 makes it possible to reduce the extension of the motor-based brake pressure generator in the spatial direction perpendicular to the position adjustment axis 28 of the primary piston 12. This also translates into an optimization of the diameter of the motor-based brake pressure generator perpendicular to the position adjustment axis 28 of the primary piston 12.

[0042] In order to transmit the motor force of the electric motor 10 to the primary piston 12 via the transmission 22, which may comprise, for example, a planetary gear as a first stage, in a coaxial arrangement of the electric motor 10 relative to the primary piston 12. A second stage, for example a planetary gear, may be arranged between the first stage and the rotation-translation stage.

[0043] Even with a coaxial arrangement of the electric motor 10 relative to the primary piston 12, the electric motor 10 may be arranged in its own motor housing 36. In this case, the motor housing 36 may be attached to the second side 32b of the transmission housing 32 facing away from the first side 32a of the transmission housing 32 to which the master brake cylinder housing 14 is screwed. The attachment of the control electronics 38 to the side of the motor housing 36 facing away from the transmission housing 32 makes it possible to ensure that the control electronics 38 does not / only contributes little to increasing the maximum extension of the motor-type brake pressure generator in the spatial direction perpendicular to the position adjustment axis 28 of the primary piston 12.

[0044] Regarding further features and advantages of the motor-based brake pressure generator of figures 4a and 4b, reference is made to the embodiment of figures 1a to 1c described above.

[0045] Figures 5a and 5b show a schematic diagram of a fifth embodiment of a motor-based brake pressure generator.

[0046] In contrast to the embodiments described above, in the motor-based brake pressure generator of Figures 5a and 5b the electric motor 10 is integrated into the transmission housing 32. In this way, the coaxial arrangement of the electric motor 10 relative to the primary piston 12 can also be combined with the integration of the electric motor 10 in the transmission housing 32. In this case too, the mounting of the control electronics 38 on the second side 32b of the transmission housing 32 makes it possible to avoid an increased extension of the motor-based brake pressure generator in the spatial direction perpendicular to the position adjustment axis 28 of the primary piston 12.

[0047] 5b shows in diagrammatic form the rotor 10a and the stator 10b of the electric motor 10. Via at least one plug connection between the electric motor 10 and the control electronics 38, an interface 44 for the control of the electric motor 10 by the control electronics 38 can each be embodied.

[0048] Even with the coaxial arrangement of the electric motor 10 relative to the primary piston 12 and the integration of the electric motor 10 in the transmission housing 32, the transmission 22 can have, for example, a planetary gear as a first stage, a planetary gear as a second stage and a rotation-translation-transmission stage consisting of the spindle 24 and the nut 26 as a third stage. In Figure 5b a planetary carrier 46 and the cooperating planetary gears 48, the ring gear 50 and the end shields 52 are shown diagrammatically.

[0049] Regarding further features and advantages of the motor-type brake pressure generator of Figures 5a and 5b, reference is made to the embodiments of Figures 1 and 4 described above.

[0050] All the motor-based brake pressure generators described above can be preferably applied in non-human brake systems, in particular in brake-by-wire brake systems. By non-human brake system / brake-by-wire brake system is understood a brake system in which the master brake cylinder configured in the master brake cylinder housing 14 is mechanically decoupled from the brake operating member of the brake system, for example from the brake pedal. The force-pressure transformation that takes place in the master brake cylinder housing 14 therefore only includes the transformation of the motor force of the electric motor 10 into the brake pressure generated in the master brake cylinder housing 14, but does not include the transformation of the driver braking force exerted on the brake operating member of the non-human brake system / brake-by-wire brake system. The applicability of the motor-based brake pressure generators described above is not limited to a specific vehicle type / automobile type of the vehicle / automobile equipped with the respective non-human brake system / brake-by-wire brake system.

[0051] The motor-type brake pressure generator described above is suitable for supplying brake fluid to two brake circuits independently. However, it should be noted that the configuration of the master brake cylinder housing 14 for a dual-circuit brake system shown in the above-described figures should be interpreted as an example only. Alternatively, a brake system configured with a motor-type brake pressure generator may have only a single brake circuit. [Explanation of symbols]

[0052] 10 Electric motor 10 Rotor 12 Primary piston 12a First piston side 12b First recess 12c Second piston side 12d Second recess 14 Master brake cylinder housing 16 Primary spring 18 Secondary piston 20 Secondary spring 22 Transmission 24 Spindle 26 Nut 28 Position adjustment axis 30 Screws 32 Transmission housing 32a First Side 32b Second Side 32c The third side 34 Rotational Axis 36 Motor housing 42 Rotation axis

Claims

1. A motor-type brake pressure generator for a non-human-powered brake system, comprising: An electric motor (10); A primary piston (12); a master brake cylinder housing (14) and a primary spring (16) disposed within said master brake cylinder housing (14), said primary piston (12) being supported by an inner wall of said master brake cylinder housing (14) by said primary spring (16) or by a secondary piston (18) being supported by said inner wall by a secondary spring (20); a transmission (22) having at least one rotation-translation-transmission stage consisting of a spindle (24) and a nut (26) arranged on the spindle (24); In a motor-type brake pressure generator, the master brake cylinder housing (14) is screwed by at least one screw (30) to a first side (32a) of a transmission housing (32) in which the transmission (22) is disposed; a transmission device (22) for transmitting a motor force of the electric motor (10) to the primary piston (12) via at least a rotational / translation / transmission device stage of the transmission device (22), and mechanically connecting the electric motor (10) to the primary piston (12) via at least a rotational / translation / transmission device stage of the transmission device (22) such that the position of the primary piston (12) can be adjusted along a position adjustment axis (28) against the return force of the primary spring (16) by the transmitted motor force.

2. 2. The motor-type brake pressure generator according to claim 1, wherein the master brake cylinder housing (14) is a gravity die casting.

3. 3. The motor-type brake pressure generator according to claim 1 or 2, wherein the electric motor (10) is mechanically coupled to the primary piston (12) via at least a rotation-translation-transmission stage of the transmission (22) such that, during operation of the electric motor (10), a rotor (10a) of the electric motor (10) rotates about a rotation axis (34) oriented parallel to and spaced from the position adjustment axis (28) of the primary piston (12).

4. 4. The motor-type brake pressure generator according to claim 3, wherein the master brake cylinder housing (14) is screwed by at least one screw (30) into a protruding first area of ​​the first side (32a) of the transmission housing (32), and the electric motor (10) is arranged in a motor housing (36), the motor housing (36) being mounted in a recessed second area of ​​the first side (32a) of the transmission housing (32) compared to the first area.

5. 3. The motor-type brake pressure generator according to claim 1 or 2, wherein the electric motor (10) is mechanically coupled to the primary piston (12) via at least a rotation-translation-transmission stage of the transmission (22) such that, during operation of the electric motor (10), a rotor (10a) of the electric motor (10) rotates about a rotation axis (42) oriented perpendicularly to the position adjustment axis (28) of the primary piston (12).

6. 6. The motor-type brake pressure generator according to claim 5, wherein the electric motor (10) is disposed within the motor housing (36), and the motor housing (36) is attached to a third side (32c) of the transmission housing (32) located between the first side (32a) of the transmission housing (32) and a second side (32b) of the transmission housing (32) facing away from the first side (32a) of the transmission housing (32).

7. 3. The motor-type brake pressure generator according to claim 1 or 2, wherein the electric motor (10) is mechanically coupled to the primary piston (12) via at least a rotation-translation-transmission stage of the transmission (22) such that the rotor (10a) of the electric motor (10) rotates about a position adjustment axis (28) of the primary piston (12) during operation of the electric motor (10).

8. 8. The motor-type brake pressure generator according to claim 7, wherein the electric motor (10) is disposed within the motor housing (36), and the motor housing (36) is attached to the second side (32b) of the transmission housing (32) facing away from the first side (32a) of the transmission housing (32).

9. 8. A motor-type brake pressure generator according to claim 3, 5 or 7, wherein the electric motor (10) is arranged in the transmission housing (32).

10. A first piston side (12a) of the primary piston (12) is formed with a first recess (12b) in which at least one partial section of the primary spring (16) facing towards the primary piston (12) is mounted, and a second piston side (12c) of the primary piston (12) facing away from the first piston side (12a) is formed with a second recess (12d) in which a partial section of the spindle (24) facing towards the primary piston (12) or a partial section of the nut (26) facing towards the primary piston (12) is mounted, and the spindle (24) or the nut (26) are fixed to the first piston side (12a) and the first piston side (12c) is formed with a second recess (12d) in which at least one partial section of the spindle (24) facing towards the primary piston (12) or a partial section of the nut (26) facing towards the primary piston (12) is mounted.

10. The motor-type brake pressure generator according to claim 1, wherein a spindle (24) or a nut (26) can be caused to rotate relative to the primary piston (12) by operation of the electric motor (10), and at least one partial area of ​​the rotating spindle (24) or the nut (26) facing the primary piston (12) can be screwed into the second recess (12d) of the primary piston (12), and the first recess (12b) formed in the first piston side (12a) surrounds at least one partial area of ​​the second recess (12d) facing the first piston side (12a).

11. A non-human-powered braking system for a vehicle, comprising a motor-type brake pressure generator according to any one of claims 1 to 10.

12. The non-human-powered braking system of claim 11, wherein the non-human-powered braking system is a brake-by-wire braking system.

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