Motorized brake pressure generator for non-human-operated braking systems, and non-human-operated braking system for vehicles
Patent Information
- Authority / Receiving Office
- JP · JP
- Patent Type
- Patents
- Current Assignee / Owner
- ROBERT BOSCH GMBH
- Filing Date
- 2023-04-28
- Publication Date
- 2026-05-22
AI Technical Summary
Existing brake pressure generators in non-manual braking systems are costly and complex, with the master brake cylinder housing being difficult to repair or replace, and they require a large design space that complicates integration into various vehicle models.
A motor-driven brake pressure generator with a separate master brake cylinder housing and transmission housing, allowing for easy assembly and repair, and a compact design that reduces the overall length and space requirements, using a rotary-translational-transmission stage to transmit motor force to the primary piston.
The solution enables cost-effective manufacturing, easy maintenance, and compact integration into various vehicle models, while maintaining the functionality of non-human-powered braking systems like brake-by-wire systems.
Smart Images
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Abstract
Description
Technical Field
[0001] The present invention relates to a motor-driven brake pressure generator for a non-manual braking system and a non-manual braking system for a vehicle.
Background Art
[0002] Patent Document 1 describes a pressure generating device integrated with a master brake cylinder in a housing manufactured as an extrusion-molded shape. This pressure generating device is equipped with an electric motor and a rotary-translational-transmission device stage composed of a spindle and a nut.
Prior Art Documents
Patent Documents
[0003]
Patent Document 1
Summary of the Invention
[0004] The present invention provides a motor-driven brake pressure generator for a non-manual braking system having the constituent elements of claim 1, and a non-manual braking system for a vehicle having the constituent elements of claim 11.
[0005] The present invention provides a motor-driven brake pressure generator for a non-manual braking system, and 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 screwed to the transmission housing by at least one screw can be repaired or replaced relatively easily. Therefore, during inspection work, it is possible to more easily remove the malfunction occurring in the master brake cylinder housing.
[0006] In particular, despite the use of a motor-driven brake pressure generator according to the present invention in non-human-powered braking systems, 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. Accordingly, the present invention improves the usability of 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 this case, the master brake cylinder housing can be manufactured at a relatively low cost based on its casting process.
[0008] In a preferred embodiment of a motor-driven brake pressure generator, the electric motor is mechanically connected to the primary piston via at least a rotation-translation-transmission stage of the transmission, such that during operation of the electric motor, the rotor of the electric motor rotates about a rotation axis that is parallel to the primary piston's position adjustment axis and spaced apart from the position adjustment axis. Accordingly, the embodiments described herein embody an arrangement of the electric motor parallel to the primary piston, thereby reducing the maximum extension of the motor-driven brake pressure generator along the primary piston's position adjustment axis.
[0009] In particular, the master brake cylinder housing may be bolted by at least one screw to a protruding first area on the first side of the transmission housing, and the electric motor is housed in a motor housing, which is mounted in a second area on the first side of the transmission housing, rearward compared to the first area. Accordingly, the arrangement of the electric motor parallel to the primary piston, and the arrangement of the electric motor in its own motor housing, can enable a compact structure for the motor-driven brake pressure generator.
[0010] In another preferred embodiment, the electric motor is mechanically connected to the primary piston via at least a rotation-translation-transmission stage of the transmission, such that the rotor of the electric motor rotates about a rotation axis perpendicular to the primary piston's position adjustment axis while the electric motor is operating. The embodiments of the motor-driven brake pressure generator described herein also have a relatively short design space length along the primary piston's position adjustment axis, based on the vertical or L-shaped arrangement of the electric motor relative to the primary piston.
[0011] For example, the electric motor may be located inside the motor housing, and the motor housing 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 that faces away from the first side. The compact structure of the motor-driven brake pressure generator thus realized simplifies the installation of the motor-driven brake pressure generator into a wide range of vehicle types / automobile models.
[0012] Alternatively, the electric motor may be mechanically connected to the primary piston via at least a rotation-translation-transmission stage of the transmission, such that the rotor of the electric motor rotates around the primary piston's position adjustment axis while the electric motor is operating. The embodiment of the motor-type brake pressure generator described herein has a relatively small extension, based on the fact that the electric motor and the primary piston are coaxially arranged perpendicular to the primary piston's position adjustment axis.
[0013] In particular, the electric motor may be located inside the motor housing, and the motor housing may be attached to the second side of the transmission housing, facing away from the first side of the transmission housing. In this way, the master brake cylinder housing, the transmission housing, and the motor housing may be arranged coaxially, that is, in sequence, along the primary piston position adjustment axis.
[0014] In some cases, it may be preferable for the electric motor to be housed within the transmission housing. In this case, the transmission housing can be used as an improved transmission / motor housing.
[0015] In a preferred development, a first recess may be formed on the first piston side of the primary piston, into which at least one portion of a primary spring facing the primary piston is mounted; and a second recess may be formed on the second piston side of the primary piston, away from the first piston side, into which a portion of a spindle facing the primary piston or a portion of a nut facing the primary piston is mounted, the spindle or nut being able to rotate relative to the primary piston by the operation of an electric motor, and at least one portion of the rotating spindle or nut facing the primary piston being able to be screwed into the second recess of the primary piston, the first recess formed on the first piston side surrounding at least one portion of the second recess facing the first piston side. In this way, the stroke of the spindle or nut can be at least partially accommodated in the additional design space provided by the primary piston, which preferably contributes to reducing the design length of the motor-driven brake pressure generator along the position adjustment axis of the primary piston.
[0016] Non-human-powered braking systems for vehicles having this type of motor-driven brake pressure generator also guarantee the advantages described above. A non-human-powered braking system may be, for example, a brake-by-wire braking system. In this way, the advantages described above can be effectively utilized for brake system types in which the master brake cylinder, configured within the master brake cylinder housing, is mechanically disconnected from the brake operating member of the brake system, for example, the brake pedal.
[0017] Other constituent elements and advantages of the present invention will be described below with reference to the drawings. The drawings are as follows:
Brief Description of the Drawings
[0018] [Figure 1a] It is a schematic diagram showing a first embodiment of a motor-driven brake pressure generator. [Figure 1b] It is a schematic diagram showing a first embodiment of a motor-driven brake pressure generator. [Figure 1c] It is a schematic diagram showing a first embodiment of a motor-driven brake pressure generator. [Figure 2a] It is a schematic diagram showing a second embodiment of a motor-driven brake pressure generator. [Figure 2b] It is a schematic diagram showing a second embodiment of a motor-driven brake pressure generator. [Figure 3] It is a schematic diagram showing a third embodiment of a motor-driven brake pressure generator. [Figure 4a] It is a schematic diagram showing a fourth embodiment of a motor-driven brake pressure generator. [Figure 4b] It is a schematic diagram showing a fourth embodiment of a motor-driven brake pressure generator. [Figure 5a] It is a schematic diagram showing a fifth embodiment of a motor-driven brake pressure generator. [Figure 5b] It is a schematic diagram showing a fifth embodiment of a motor-driven brake pressure generator.
Embodiments for Carrying Out the Invention
[0019] Figures 1a to 1c show schematic diagrams of a first embodiment of a motor-driven brake pressure generator.
[0020] The motor-driven brake pressure generator schematically shown in FIGS. 1a to 1c is configured to have an electric motor 10, and its motor force can be transmitted to at least the primary piston 12 of the motor-driven brake pressure generator in the manner described below. The primary piston 12 is supported by a primary spring 16 disposed in the master brake cylinder housing 14. By way of example only, in the embodiment described here, the primary piston 12 is supported by the secondary piston 18 disposed in the master brake cylinder housing 14 by the primary spring 16, and the secondary piston 18 is supported by the inner wall of the master brake cylinder housing 14 by the secondary spring 20. However, as an alternative, the primary piston 12 may be supported by the inner wall of the master brake cylinder housing 14 by the primary spring 16.
[0021] The motor-driven brake pressure generator also includes a transmission device 22 having at least one rotary-translational-transmission stage, which consists of a spindle 24 and a nut 26 positioned on the spindle 24. The rotary-translational-transmission stage consisting of the spindle 24 and the nut 26 may be, for example, a threaded spindle stage or a ball screw (KGT). The electric motor 10 is mechanically connected to the primary piston 12 via at least one rotary-translational-transmission stage of the transmission device 22 such that the motor force of the electric motor 10 can be transmitted to the primary piston 12 via at least one rotary-translational-transmission stage of the transmission device 22, and the motor force thereby transmitted can position the primary piston 12 along the position adjustment axis 28 against the restoring force of at least a primary spring 16 (and optionally a secondary spring 20). As shown in Figures 1a and 1c, the motor power of the electric motor 10 is transmitted from the rotational, translational, and transmission stages of the transmission device 22 to the primary piston 12 through mechanical contact between the primary piston 12 and the spindle 24 and / or nut 26. Therefore, this motor-driven brake pressure generator does not require the numerous components conventionally assembled in brake pressure generators, such as reaction discs, valve bodies, input rods, and output rods. This reduces the required design space for the motor-driven brake pressure generator and lowers its manufacturing costs.
[0022] The motor-driven brake pressure generator has, in addition to the master brake cylinder housing 14, at least one additional housing 32, which will hereafter be referred to as the transmission housing 32 (since the transmission device 22 is located inside it). Furthermore, the master brake cylinder housing 14 is bolted to the first side 32a of the transmission housing 32, in which the transmission device 22 is located, by at least one screw 30. Thus, in this motor-driven brake pressure generator, the master brake cylinder, which is located within the master brake cylinder housing 14, is a separate, i.e., independent module. This simplifies, for example, the repair or replacement of the master brake cylinder during inspection work.
[0023] The master brake cylinder housing 14 may be a gravity mold casting, particularly a gravity mold casting made of aluminum. While this motor-driven brake pressure generator is optimized for use in non-human-powered braking systems, its master brake cylinder housing 14 can utilize components from brake system types designed to convert the driver's braking force into a brake pressure increase. Accordingly, the technology described here improves the availability of the master brake cylinder housing 14 in various brake system types. This contributes to further reducing the manufacturing cost of the motor-driven brake pressure generator.
[0024] The transmission device 22 can also be understood as an electromechanical brake booster. In addition to the rotation-translation transmission device stage consisting of the spindle 24 and the nut 26, the transmission device 22 may also have at least one other transmission device stage. However, it is preferable that the rotation-translation transmission device stage consisting of the spindle 24 and the nut 26 is the final stage of the power transmission path of the transmission device 22 from the electric motor 10 to the primary piston 12.
[0025] As shown in Figures 1a and 1c, the primary piston 12 has a first recess 12b formed on the first piston side 12a, into which at least one portion of the primary spring 16 facing the primary piston 12 is attached. The primary piston 12 has a second recess 12d formed on the second piston side 12c, which faces away from the first piston side 12a, into which a portion of the spindle 24 facing the primary piston 12 or a portion of the nut 26 facing the primary piston 12 is attached. Either the spindle 24 or the nut 26 is selectively rotatable relative to the primary piston 12 by the operation of the electric motor 10, thereby allowing at least one portion of the rotating spindle 24 or nut 26 facing the primary piston 12 to be screwed into / screwed into the second recess 12d of the primary piston 12. In this way, the stroke of the spindle 24 or nut 26 can be accommodated, at least partially, in the additional design space provided by the primary piston 12. This can be preferably utilized to reduce the design length of the motor-driven brake pressure generator along the position adjustment axis 28 of the primary piston 12. The spindle 24 and nut 26 "sink" at least partially into the second recess 12d of the primary piston 12, thereby further avoiding undesirable screwing of the spindle 24 into the interior space of the vehicle cabin.
[0026] In a preferred development, the primary piston 12 described herein is further shaped such that a 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 improvement in the compactness of the motor-driven brake pressure generator. This preferred shape of the primary piston 12 can also be rephrased 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. Preferably, the piston bottom surface of the cover area / piston partial volume formed on the first side 12a of the primary piston 12 prevents brake fluid from entering the second recess 12d of the primary piston 12 from the master brake cylinder housing 14.
[0027] In the primary piston 12 described herein, at least a portion of the nut 26 facing the primary piston 12 is attached to the second recess 12d of the primary piston 12, and the rotating spindle 24 is screwable into the second recess 12d. In this case, the maximum stroke of the spindle 24 and the nut 26 can be fully accommodated within the design space of the primary piston 12. However, alternatively, at least a portion of the spindle 24 facing the primary piston 12 may be attached to the second recess 12d, and the rotating nut 26 is screwable into the second recess 12d.
[0028] In a preferred development, at least one additional torque support component 26a may be fixed to or configured on the nut 26 or the primary piston 12. The primary piston 12 may be supported by the inner wall of the transmission housing 32 by at least one torque support component 26a so as not to perform undesirable joint rotational motion with the rotational spindle 24 or nut 26. In the embodiments described herein, provided only as examples, at least one torque support component 26a is attached to or configured on a nut 26 that is attached to a second recess 12d of the primary piston 12.
[0029] In the embodiments described herein, the electric motor 10 is mechanically connected 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, the rotor of the electric motor 10 (not shown) rotates around the rotation axis 34, oriented parallel to the position adjustment axis 28 of the primary piston 12 and spaced at a non-zero distance from the position adjustment axis 28. The arrangement / orientation of the electric motor 10 described herein can also be rephrased 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 reduces the maximum extension of the motor-driven brake pressure generator along the position adjustment axis 28 of the primary piston 12. Thus, the motor-driven brake pressure generator illustrated in Figures 1a to 1c is optimized with respect to its design length. Under the parallel arrangement of the electric motor 10 with respect to the primary piston 12, the transmission 22 may have, for example, a first stage adjacent to the electric motor 10, such as a spur gear stage or a planetary gear, in order to transmit the motor force of the electric motor 10 to the primary piston 12 via the transmission 22. Between the first stage and the rotational, translational, and transmission stages, the transmission 22 may have an additional (another) spur gear stage.
[0030] Furthermore, in the embodiment described herein, the electric motor 10 is located within its own motor housing 36 and outside the transmission housing 32. While the master brake cylinder housing 14 is bolted by at least one screw 30 to a protruding first area of the first side 32a of the transmission housing 32, the motor housing 36 is mounted to a second area of the first side 32a of the transmission housing 32 that is recessed compared to the first area. This results in a compact overall structure for the motor-driven brake pressure generator, thereby allowing it to be easily assembled into a number of vehicle types / automobile types. For example, the design space "gained" by mounting the motor housing 36 to the recessed second area of the first side 32a of the transmission housing 32 can be used for mounting control electronics 38, since the control electronics 38 are mounted / fitted to 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 attached to the master brake cylinder housing 14.
[0031] Figures 2a and 2b show schematic diagrams of a second embodiment of a motor-driven brake pressure generator.
[0032] Unlike the embodiments described above, in the motor-driven brake pressure generators of Figures 2a and 2b, the electric motor 10 is housed / integrated within the transmission housing 32. Thus, the transmission housing 32 enclosing the electric motor 10 and the transmission 22 can also be called the electric motor-transmission housing 32. In this way, the integration of the electric motor 10 together with the transmission 22 within the electric motor-transmission housing 32 can be combined with the parallel arrangement of the electric motor 10 relative to the primary piston 12. Therefore, the motor-driven brake pressure generators of Figures 2a and 2b are also optimized in length. As can be seen further in Figures 2a and 2b, the compactness of the motor-driven brake pressure generator can be improved by mounting / attaching the control electronics 38 to a second area of the first side 32a of the transmission housing 32, which is recessed compared to the first area, while the master brake cylinder housing 14 is bolted to a protruding first area of the first side 32a of the transmission housing 32.
[0033] Under the parallel arrangement of the electric motor 10 with respect to the primary piston 12, and simultaneously under the integration of the electric motor 10 into the electric motor / transmission / housing 32, the transmission 22 may have, for example, a spur gear stage or a planetary gear adjacent to the electric motor 10 as a first stage. Another spur gear stage may be located between the first and third stages. The third stage, located between the second stage and the rotational / translational / transmission stage, may be a threaded spindle stage.
[0034] For other configuration requirements and advantages of the motor-driven brake pressure generators shown in Figures 2a and 2b, please refer to the embodiments shown in Figures 1a to 1c described above.
[0035] Figure 3 shows a schematic diagram of a third embodiment of a motor-driven brake pressure generator.
[0036] In the motor-type brake pressure generator schematically shown in Figure 3, the electric motor 10 is mechanically connected to the primary piston 12 via at least the rotation-translation-transmission stage of the transmission 22, such that the rotor of the electric motor 10 rotates around a rotation axis 42 perpendicular to the position adjustment axis 28 of the primary piston 12 during operation of the electric motor 10. The arrangement / orientation of the electric motor 10 described here can also be rephrased as a perpendicular or L-shaped arrangement of the electric motor 10 relative to the primary piston 12. As is clear from referring to Figure 3, the perpendicular or L-shaped arrangement of the electric motor 10 relative to the primary piston 12 also reduces the maximum extension of the motor-type brake pressure generator along the position adjustment axis 28 of the primary piston 12. Furthermore, the motor-type brake pressure generator in Figure 3, based on the perpendicular or L-shaped arrangement of the electric motor 10 relative to the primary piston 12, has the required design space to be well realized as an assembly concept in a wide range of vehicle types / automobile types.
[0037] The transmission 22 may include a worm gear adjacent to the electric motor 10 as a first stage, for example, under a vertical or L-shaped arrangement of the electric motor 10 relative to the primary piston 12. Between the first stage and the rotational, translational, and transmission stages, the transmission 22 may additionally have a threaded spindle stage or a ball screw (KGT).
[0038] As an example, in the motor-driven brake pressure generator described here, the electric motor 10 is housed in its "own" motor housing 36. The motor housing 36 is attached to the third side 32c of the transmission housing 32, which is located between the first side 32a of the transmission housing 32 to which the master brake cylinder housing 14 is bolted, and the second side 32b of the transmission housing 32, which faces 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 may be integrated into the transmission housing 32 in a perpendicular or L-shaped configuration relative to the primary piston 12. In this case, the control electronics 38 may be mounted in a space-saving manner on the third side 32c of the transmission housing 32, which is located between the first side 32a and the second side 32b.
[0039] For other configuration requirements and advantages of the motor-driven brake pressure generator shown in Figure 3, please refer to the embodiments shown in Figures 1a to 1c described above.
[0040] Figures 4a and 4b show schematic diagrams of a fourth embodiment of a motor-driven brake pressure generator.
[0041] The mechanical connection of the electric motor 10 to the cooperating primary piston 12, at least via the rotational, translational, and transmission stages of the transmission device 22, in the embodiments of Figures 4a and 4b, is configured such that the rotor of the electric motor 10 rotates around the position adjustment axis 28 of the primary piston 12 during operation. Thus, in the motor-driven brake pressure generator of Figures 4a and 4b, the electric motor 10 and the primary piston 12 are arranged coaxially, i.e., in a sequential manner. This coaxial arrangement of the electric motor 10 and the cooperating primary piston 12 reduces the protrusion of the motor-driven brake pressure generator in the spatial direction perpendicular to the position adjustment axis 28 of the primary piston 12. This can also be described as optimizing the diameter of the motor-driven brake pressure generator perpendicular to the position adjustment axis 28 of the primary piston 12.
[0042] In a coaxial arrangement of the electric motor 10 with respect to the primary piston 12, the transmission 22 may include, for example, a planetary gear as a first stage in order to transmit the motor power of the electric motor 10 to the primary piston 12 via the transmission 22. A second stage, for example, a planetary gear, may be positioned between the first stage and the rotational / translational stage.
[0043] Even under the coaxial arrangement of the electric motor 10 with respect to the primary piston 12, the electric motor 10 may be housed 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 screw-fixed. By mounting the control electronics 38 on the side of the motor housing 36 facing away from the transmission housing 32, it can be ensured that the control electronics 38 do not contribute to, or contribute little to, increasing the maximum extension of the motor-driven brake pressure generator in the spatial direction perpendicular to the position adjustment axis 28 of the primary piston 12.
[0044] For other configuration requirements and advantages of the motor-driven brake pressure generators shown in Figures 4a and 4b, please refer to the embodiments shown in Figures 1a to 1c described above.
[0045] Figures 5a and 5b show schematic diagrams of a fifth embodiment of a motor-driven brake pressure generator.
[0046] Unlike the embodiments described above, in the motor-driven brake pressure generators of Figures 5a and 5b, the electric motor 10 is integrated into the transmission housing 32. Thus, the coaxial arrangement of the electric motor 10 with respect to the primary piston 12 can be combined with the integration of the electric motor 10 into the transmission housing 32. In this case as well, mounting the control electronics 38 to the second side 32b of the transmission housing 32 can avoid increasing the extension of the motor-driven brake pressure generator in the spatial direction perpendicular to the position adjustment axis 28 of the primary piston 12.
[0047] Figure 5b shows an illustration of the rotor 10a and stator 10b of the electric motor 10. Interfaces 44 for the control of the electric motor 10 by the control electronics 38 may be realized via at least one plug-in connection between the electric motor 10 and the control electronics 38.
[0048] Even with the coaxial arrangement of the electric motor 10 with respect to the primary piston 12 and the integration of the electric motor 10 into the transmission housing 32, the transmission 22 can have rotational-translational-transmission stages consisting of, for example, a planetary gear as the first stage, a planetary gear as the second stage, and a spindle 24 and nut 26 as the third stage. Figure 5b schematically shows a planetary carrier 46, a planetary gear 48 that works in cooperation with it, a ring gear 50, and an end shield 52.
[0049] For other configuration requirements and advantages of the motor-driven brake pressure generators shown in Figures 5a and 5b, please refer to the embodiments shown in Figures 1 and 4 described above.
[0050] All motor-driven brake pressure generators described above are preferably applicable to non-human-powered braking systems, particularly brake-by-wire braking systems. A non-human-powered / brake-by-wire braking system is understood to be a braking system in which the master brake cylinder, located within the master brake cylinder housing 14, is mechanically disconnected from the brake operating member of the braking system, for example, from the brake pedal. Therefore, the force, pressure, and conversion that takes place within the master brake cylinder housing 14 includes only the conversion of the motor force of the electric motor 10 to the brake pressure generated in the master brake cylinder housing 14, and does not include the conversion of the driver's brake force applied to the brake operating member of the non-human-powered / brake-by-wire braking system. The availability of the motor-driven brake pressure generators described above is not limited to specific vehicle models / automobile models of vehicles / automobiles equipped with each non-human-powered / brake-by-wire braking system.
[0051] The motor-driven brake pressure generator described above is suitable for supplying brake fluid independently to two brake circuits. However, it should be noted that the configuration of the master brake cylinder housing 14 for the two-circuit brake system shown in the diagram above should be interpreted as illustrative only. Alternatively, a brake system configured to have a motor-driven brake pressure generator may have only a single brake circuit. [Explanation of symbols]
[0052] 10 Electric motor 10 rotors 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 device 24 spindles 26 nuts 28 Position adjustment axis 30 screws 32 Transmission housing 32a First side 32b Second side 32c Third side 34 Rotation axis 36 Motor Housing 42 Rotation axis
Claims
1. A motor-driven brake pressure generator for a non-human-powered braking system, Electric motor (10) and Primary piston (12) and The system comprises a master brake cylinder housing (14) and a primary spring (16) disposed within the master brake cylinder housing (14), wherein the primary piston (12) is supported by the inner wall of the master brake cylinder housing (14) by the primary spring (16), or by a secondary piston (18) supported by the inner wall by a secondary spring (20), and The transmission device (22) has at least one rotational, translational, and transmission device stage, consisting of a spindle (24) and a nut (26) positioned on the spindle (24). In a motor-driven brake pressure generator, The master brake cylinder housing (14) is bolted to the first side (32a) of the transmission housing (32) in which the transmission device (22) is located by at least one screw (30), The electric motor (10) is capable of transmitting its motor force to the primary piston (12) at least via the rotation, translation, and transmission stages of the transmission device (22), and is mechanically connected to the primary piston (12) at least via the rotation, translation, and transmission stages of the transmission device (22) so that the primary piston (12) can be positioned along the position adjustment shaft (28) against the restoring force of the primary spring (16) by the transmitted motor force. A first recess (12b) is formed on the first piston side (12a) of the primary piston (12), and at least one portion of the primary spring (16) facing the primary piston (12) is attached therein. A second recess (12d) is formed on the second piston side (12c) of the primary piston (12) that faces away from the first piston side (12a), and a portion of the spindle (24) facing the primary piston (12), or a portion of the nut (26) facing the primary piston (12), is attached therein. Alternatively, the nut (26) can be rotated relative to the primary piston (12) by the operation of the electric motor (10), and at least one portion 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 on the first piston side (12a) surrounds at least one portion of the second recess (12d) facing the first piston side (12a), a motor-driven brake pressure generator.
2. The motor-type brake pressure generator according to claim 1, wherein the master brake cylinder housing (14) is a gravity mold casting.
3. The motor-type 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 rotation, translation, and transmission stages of the transmission device (22) such that the rotor (10a) of the electric motor (10) rotates around a rotation axis (34) that is parallel to the position adjustment axis (28) of the primary piston (12) and is spaced apart from the position adjustment axis (28) while the electric motor (10) is operating.
4. The motor-driven brake pressure generator according to claim 3, wherein the master brake cylinder housing (14) is bolted by at least one screw (30) to a protruding first area on the first side (32a) of the transmission housing (32), the electric motor (10) is located in a motor housing (36), the motor housing (36) is mounted on the first side (32a) of the transmission housing (32) to a second area rearward compared to the first area.
5. The motor-type 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 rotation, translation, and transmission stages of the transmission device (22) such that the rotor (10a) of the electric motor (10) rotates around a rotation axis (42) perpendicular to the position adjustment axis (28) of the primary piston (12) while the electric motor (10) is in operation.
6. The motor-type brake pressure generator according to claim 5, wherein the electric motor (10) is located inside a motor housing (36), and the motor housing (36) is attached to a third side (32c) of the transmission housing (32), which is located between the first side (32a) of the transmission housing (32) and the second side (32b) of the transmission housing (32) which faces away from the first side (32a) of the transmission housing (32).
7. The motor-type 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 rotation, translation, and transmission stages of the transmission device (22) such that the rotor (10a) of the electric motor (10) rotates around the position adjustment shaft (28) of the primary piston (12) while the electric motor (10) is in operation.
8. The motor-type brake pressure generator according to claim 7, wherein the electric motor (10) is located inside a 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. The motor-type brake pressure generator according to claim 3, wherein the electric motor (10) is arranged inside the transmission housing (32).
10. A non-human-powered braking system for a vehicle, comprising a motor-driven brake pressure generator as described in claim 1 or 2.
11. The non-human-powered braking system according to claim 10, wherein the non-human-powered braking system is a brake-by-wire braking system.