DE102019211873A1 - Brake actuation unit - Google Patents

Abstract

The invention relates to a brake actuation unit (100) for a brake system of a motor vehicle with a pedal lever (104) pivoted about a first axis (102) and an elongated guide element (108). The guide element (108) is articulated to the pedal lever (104) in such a way that pivoting the pedal lever (104) about the first axis (102) causes a movement of the guide element (108) along its longitudinal axis Has drive (124) which is mechanically connected to the guide element (108) such that the electromotive drive (124) can bring about a force along the longitudinal axis of the guide element (108) on the guide element (108).

Description

The invention relates to a brake actuation unit for a brake system of a motor vehicle according to claim 1.

Brake actuation units for brake systems are known in different variations in the prior art. In most cases, a brake pedal is provided as a brake actuation unit for actuating a brake system, which can be actuated by a vehicle driver. The brake pedal is usually coupled to a master cylinder in such a way that pivoting the brake pedal from a rest position causes a cylinder piston to move in the master cylinder and consequently a build-up of brake pressure in the brake system connected to the master cylinder.

In more recent generations of brakes, in contrast to the operating principle described above, the brake actuation unit is increasingly used only to detect a braking request. For example, an actuation angle of the brake pedal is read out via a corresponding sensor system, from which an actuation signal is derived. By means of this signal, a pressure supply device, for example a pump driven by an electric motor, is controlled in such a way that the brake pressure indicated by the signal is generated in the brake system. In such brake-by-wire brake systems, there is no direct hydraulic connection between the brake actuation unit and the actual brake system, that is to say the pressure supply device and the wheel brakes, in normal operation.

Brake pedal simulators are also known in the prior art in order to continue to provide the vehicle driver with a familiar pedal feel when the brake is actuated, despite the lack of connection between the brake actuation unit and the wheel brakes. Often it is a combination of elastic elements that are arranged in a certain way in a simulator housing. During normal operation of the brake system, the brake pedal is usually hydraulically connected to the brake pedal simulator, so that when the brake pedal is actuated, pressure is generated in the brake pedal simulator. Due to the elastic properties of the elements in the simulator housing, when the brake pedal is actuated, a force-displacement characteristic curve of the brake pedal which mimics the actuation of a classic hydraulic brake then ideally results.

When using such brake pedal simulators, the force-displacement curve provided is permanently established by the elastic elements used. Subsequent adaptation of the force-displacement characteristic curve, for example in order to map different driving modes, is only possible, if at all, with great difficulty by changing the elastic elements used.

At the same time, there is increasing interest in brake actuation units which are permanently hydraulically separated from the actual brake system, so that the brake actuation unit is used exclusively to provide a brake signal and to convey a familiar pedal feel for the vehicle driver. Such a hydraulically separated brake actuation unit allows the brake actuation unit to be freely positioned in a vehicle interior. Such a brake actuation unit should ideally manage without hydraulic components, so that maintenance of the brake actuation unit with regard to sealing problems can be dispensed with.

Against this background, the present invention is based on the objective technical task of creating a brake actuation unit which can be implemented completely without hydraulic components and at the same time enables dynamic adaptation of the force-displacement characteristic of the brake pedal.

This object is achieved with the brake actuation unit according to claim 1. Advantageous configurations of such a brake actuation unit are the subject matter of claims 2 to 14.

The invention relates to a brake actuation unit for a brake system of a motor vehicle with a pedal lever pivotably mounted about a first axis and an elongated guide element. The guide element is linked to the pedal lever in such a way that pivoting the pedal lever about the first axis causes the guide element to move along its longitudinal axis. The brake actuation unit has an electromotive drive which is mechanically connected to the guide element in such a way that the electromotive drive can exert a force on the guide element along the longitudinal axis of the guide element.

In the case of the actuation unit described above, the interaction of the guide element and the electric motor drive gives a structure with which the pedal lever and therefore a brake pedal arranged on the pedal lever can be acted upon with a force which is directed against a movement of the brake pedal in the actuation direction, as well as with a force that acts in the direction of the actuation direction. An “actuation direction” is to be understood as the direction in which the pedal lever moves out of its Rest position is pivoted when the brake is actuated by the vehicle driver.

When a force is applied to the pedal lever opposite to the actuation direction, any configurable force-displacement characteristic can be implemented, in which, for example, the energization of the electromotive drive is controlled as a function of an actuation angle of the pedal lever. Consequently, the electromotive drive causes a restoring force on the pedal lever, which counteracts a deflection of the pedal lever from its rest position. In this case, for example, different characteristic fields can be stored in a corresponding control device, which for different driving modes each cause a different control of the electric motor drive as a function of the degree of actuation of the pedal lever. For example, a comparatively “hard” brake pedal can be simulated for a sporty driving mode, which opposes an actuation with a high restoring force, while a “soft” brake pedal can be simulated for a comfort driving mode, in which only a small force for actuating the brake necessary is. Such a switchover between different driving modes can take place, for example, as a function of a corresponding selector switch in the vehicle interior.

When a force is applied to the pedal lever in the direction of actuation, the brake pedal can in turn be actively retracted by the electric motor drive so that it is no longer in the footwell of the vehicle. Such an application is advantageous, for example, for vehicles which have an autonomous driving mode. In this case, manual actuation of the brake and consequently the presence of a brake pedal are not absolutely necessary. Rather, by actively pivoting the brake pedal away, the free foot space is expanded, which improves driving comfort.

At the same time, the brake actuation unit does not have any hydraulic components. Rather, the brake actuation unit consists exclusively of mechanical or electromotive components which, apart from minor signs of wear, are largely maintenance-free. As a result, maintenance of the brake actuation unit can be reduced to a minimum, or it can be omitted entirely. There is also no hydraulic connection between the brake actuation unit and the actual brake system of the motor vehicle, so that the brake actuation unit can be arranged anywhere in a vehicle interior or in the footwell in front of the driver's seat.

Due to the hydraulic decoupling of the brake actuation unit from the actual brake system, a vehicle driver would no longer perceive, for example, an ABS control, which is usually noticeable by a pulsation of the brake pedal. In principle, however, with the structure described it would also be possible to control the electric motor drive when an ABS control is used so that it simulates the pulsation of the brake pedal in the usual way so that the vehicle driver can feel the blocking area of the vehicle brake.

In order to implement brake-by-wire functionality and for targeted control of the electric motor drive, one embodiment provides that the brake actuation unit has a sensor system for determining the deflection of the pedal lever from a rest position of the pedal lever. A “sensor system” can be understood to mean both a single sensor and an arrangement of several sensors. For example, an angle sensor can be arranged in the mounting of the pedal lever to determine the deflection of the pedal lever, which angle sensor can determine a deflection angle of the pedal lever.

According to a preferred embodiment, however, it is provided that the sensor system has at least one position sensor which is arranged on the guide element, the position sensor being designed to determine a deflection of the guide element from an inoperative rest position of the guide element. Consequently, according to this embodiment, the sensor system is designed to detect the displacement path of the guide element on the basis of an actuation of the brake actuation unit by the vehicle driver. Among other things, this allows greater freedom in the design of the pedal lever, in particular its storage in a housing of the brake actuation unit.

According to a further preferred embodiment, the position sensor has at least one magnetic sensor. For example, an arrangement of magnetic elements can be applied to the guide element, the displacement of which can be detected by a corresponding arrangement of sensors on a stationary element of the brake actuation unit. Equally, the arrangement of magnetic elements can also be applied to the stationary element of the brake actuation unit, while the associated sensors are arranged on the guide element. A magnetic sensor has the advantage that no friction whatsoever is generated by the sensor arrangement, whereby the sensor arrangement, on the one hand, is actuated the brake is not influenced and on the other hand does not wear out.

As an alternative or in addition to the previously described detection of the position of the guide element using a magnetic sensor, a further embodiment provides that the electromotive drive has a motor position sensor that is designed to determine the rotational position of a drive shaft of the drive. Taking into account the translation between a rotation of the drive shaft and a displacement of the guide element, the rotational position provides direct information about the position of the guide element based on a zero position of the motor position.

Both the detection of the position of the guide element by a magnetic sensor and the detection of the motor position to determine a deflection of the guide element and therefore of the pedal lever are preferably used, so that redundancy is created in the determination of a braking request and a correspondingly derived actuation signal.

According to a further embodiment, it is also provided that the guide element is rod-shaped and at least partially designed as a rack, the electromotive drive being connected to a gear arrangement which engages in the rack section of the guide element. In addition to forming a section of the guide element as a toothed rack, provision can also be made for a toothed rack element to be applied to the guide element. However, the formation of a section of the guide element as a toothed rack is advantageous in that an increased stability of the structure can be achieved with such a configuration.

The gear arrangement can be any mechanical arrangement that is designed to convert a rotational movement of the drive shaft into a translation of the guide element. If the electric motor drive is an electric motor with a drive shaft, in a simple embodiment of the gear arrangement, for example, a simple gear wheel can be provided on the drive shaft of the electric motor drive, the gear wheel engaging directly in the section of the guide element designed as a rack.

In a preferred embodiment, however, it is provided that the gear arrangement has a reduction gear. This allows the use of a compact electric motor drive, the torque that can be generated can be kept comparatively low. A compact overall construction of the brake actuation unit can be achieved in this way.

In particular, according to a further embodiment, the gear arrangement can be designed in multiple stages. This, too, serves for a compact overall construction of the brake actuation unit. According to a further embodiment, the gear arrangement can in particular also have at least one planetary gear.

According to a further embodiment it is further provided that the electromotive drive has a drive shaft which is oriented orthogonally to the longitudinal axis of the guide element. Particularly when using a rack section in the guide element, as described above, in this case a further conversion of the direction of rotation of the drive shaft, for example by means of a spur gear, can be dispensed with, which simplifies the overall structure of the brake actuation unit.

According to a further embodiment, the stability and compactness of the brake actuation unit are further improved in that the electromotive drive is at least partially arranged in a housing, the housing having a guide for the guide element. The housing of the electromotive drive therefore fulfills a double function, since it simultaneously forms the guide for the guide element.

Furthermore, according to a further embodiment, it is provided that the housing has a mounting in which the pedal lever is pivotably mounted. Accordingly, the housing now serves as a housing for the electric motor drive, as a guide for the guide element and as a bearing for the pedal lever, which further improves the stability and compactness of the brake actuation unit.

In addition to the embodiments described above, in which the electric motor drive is directly connected to the guide element via a gear, a further embodiment of the provides that an elastically deformable compression arrangement is arranged between the electric motor drive and the guide element, the electric motor drive being designed for this purpose is to cause an adjustable force on the compression assembly in the direction of the guide element. The elastically deformable compression arrangement can, for example, be an arrangement of elastomers and / or spring elements that can be modeled on the structure of a classic pedal simulator. In this case, part of the force-displacement curve is consequently due to the compression arrangement pictured. The electromotive drive can, however, modulate the force-displacement characteristic curve provided in this way in that an additional force is exerted on the compression arrangement, which can both increase and reduce the restoring force on the pedal lever provided by the compression arrangement.

According to an embodiment linked to this, it is further provided that the electromotive drive has a linear actuator which is designed to move the compression arrangement along the longitudinal axis of the guide element. A “linear actuator” is to be understood as a mechanical arrangement that converts a rotational movement of a drive, for example an electric motor, into a linear displacement of an element. For this purpose, for example, the drive shaft of an electric motor can be connected to a rotation-translation gear so that a longitudinally displaceable element of the linear actuator is displaced along a linear displacement path when the drive shaft rotates. The drive shaft of the electric motor is usually aligned parallel to the displacement path.

In this embodiment, the guide element is preferably connected to the compression arrangement in such a way that the pedal lever follows a movement of the compression arrangement caused by activation of the linear actuator. This also enables the pedal lever to be actively pivoted by the electric motor drive, so that, analogously to the explanations above, the brake pedal can also be actively pivoted out of the footwell of the vehicle in this variant.

• 1 eine schematische Darstellung eines Bremsbetätigungseinheit,
• 2 schematische Darstellungen unterschiedlicher Betätigungsszenarien der Bremsbetätigungseinheit,
• 3 eine perspektivische Darstellung einer Bremsbetätigungseinheit mit einem Untersetzungsgetriebe,
• 4 eine perspektivische Darstellung einer Bremsbetätigungseinheit mit einem Planetengetriebe,
• 5 eine Detailansicht des Planetengetriebes, und
• 6 eine alternative Ausgestaltung der Bremsbetätigungseinheit mit einer elastischen Kompressionsanordnung.

In the following, preferred embodiments of the invention are explained in more detail with reference to the drawings. Show:

• 1 a schematic representation of a brake actuation unit,
• 2 schematic representations of different actuation scenarios for the brake actuation unit,
• 3 a perspective view of a brake actuation unit with a reduction gear,
• 4th a perspective view of a brake actuation unit with a planetary gear,
• 5 a detailed view of the planetary gear, and
• 6th an alternative embodiment of the brake actuation unit with an elastic compression arrangement.

In the following, similar or identical features are identified with the same reference symbols.

The 1 shows a perspective view of a brake actuation unit 100 . The brake actuation unit 100 has one about a first axis 102 pivoted pedal lever 104 on, at the lower end of which is a brake pedal 106 is arranged. The first axis 102 can, for example, by a pivot point on a housing of the brake actuation unit 100 be specified, the housing only in parts in the representation selected here for reasons of clarity 112 is indicated. On the pedal lever 104 is again an elongated guide element 108 articulated, the point of articulation 110 of the guide element from the first axis 102 is spaced. When the brake pedal is pressed 106 by a vehicle driver is the pedal lever 104 around the first axis 102 pivoted so that the articulation point 110 is moved on a segment of a circle whose center is through the first axis 102 is defined. In the case of small actuation angles, an approximately linear movement of the guide element results 108 along an actuation direction 114 . The linear movement of the guide element 108 is also by its storage in sections in the housing 112 guaranteed.

The guide element 108 points at its the pivot point 110 remote end a section 116 on, which is designed as a rack, the teeth of the rack are oriented downward in the embodiment shown here. The section designed as a rack 116 can be designed both in one piece with the rest of the guide element and as a separate element on the guide element 108 be arranged, for example. By a welded connection.

On top of the rack-shaped section 116 is a magnetic element 118 arranged, the one above in the housing 112 arranged detection arrangement 120 a magnetic sensor device 122 trains. The magnetic sensor device 122 is designed to allow a displacement of the guide element 108 along the direction of actuation 114 to detect and output a corresponding path signal. From the displacement of the guide element 108 can be a degree of depression of the brake pedal 106 and thus a braking request from a vehicle driver can be determined.

Below the rack-shaped section 116 of the guide element 108 is a schematic of an electric motor drive 124 indicated by the drive 124 in the perspective chosen here, only one on a drive shaft 126 of the drive 124 arranged gear 128 can be seen. The drive shaft is orthogonal to the longitudinal axis of the guide element 108 and therefore to the direction of actuation 114 . The gear 128 again engages in the rack-shaped section 116 of the guide element 108 on. By a corresponding energization of the electric motor drive 124 can exert a force on the guide element 108 along the direction of actuation 114 or against the direction of actuation 114 be effected. The force exerted can be derived directly from the torque produced by the electric motor drive and the size of the gear 128 determine.

Schematic is in the 1 also an engine position sensor 130 shown, which is designed to determine the rotational position of the electric motor drive and output a corresponding signal. From the motor position, knowing the position on the drive shaft 126 arranged gear ratio, directly the displacement of the guide element 108 to be determined.

When using both a magnetic sensor device 122 , as well as an engine position sensor 130 a redundancy of the driver's request detection is created, since both sensor variants operate the brake pedal independently of one another 106 can capture. It would also be possible to have two separate magnetic sensor devices 122 provide that can independently detect a displacement of the guide element. Alternatively, it can also be used in the storage of the pedal lever 104 around the first axis 102 an angle sensor can be provided, which would also be suitable for detecting the driver's wishes.

In the following, with reference to the 2 a) and b) two different operating modes of the in 1 illustrated brake actuation unit 100 described.

In the first operating mode, which is shown in 2 a) is shown schematically, it is provided that by the electric motor drive 124 a torque 132 is generated, which one by a vehicle driver on the brake pedal 106 operating force exerted 134 is directed opposite. The electric motor drive 124 provided torque 132 is preferably dependent on the degree of actuation of the brake pedal 106 , or the linear displacement of the guide element 108 along the direction of actuation 114 . The degree of actuation can, as stated above, by the magnetic position sensor 122 be determined. In this way, one of the operation of the brake pedal 106 opposing force on the guide element 108 that simulates the force-displacement curve of a classic hydraulic brake system. In this case, it is preferably provided that initially only a small counterforce is applied at low degrees of actuation, which then increases sharply from a defined degree of actuation (pressure point).

It can also be provided that different force-displacement characteristics are provided for different driving modes of the vehicle. For example, in a sporty driving mode it can be provided that the increase in the counterforce occurs relatively early and from this point very strongly, while a later pressure point and a comparatively gentle increase in the counterforce is more suitable for a comfort mode. The choice of the force-displacement characteristic curve can be coupled with a selectable driving mode which, for example, continues to intervene in the engine management or the chassis settings.

It is therefore effective in relation to 2 a) Realized a brake pedal simulator described operating mode, which works completely without hydraulic components and also at any time by changing the control of the electric motor drive 124 is adaptable with regard to the provided force-displacement characteristic. No intervention in the hardware of the brake actuation unit is required for such an adaptation 100 necessary.

A second mode of operation is described below with reference to 2 B) described. In this case, there is no actuation force on the brake pedal 106 . Rather, it is active in this mode of operation by the electric motor drive 124 a torque 136 that generated on the guide element 108 and therefore also on the pedal lever 104 a force in the direction of actuation 114 causes. Consequently, in this mode of operation, the brake pedal is applied 106 actively pivoted out of the footwell of the vehicle so that it can no longer be operated by the vehicle driver. This creates additional free space in the footwell of the vehicle and thus increases driving comfort. Such an active swinging away of the brake pedal 106 can be done automatically, for example, when the vehicle is switched to a fully autonomous driving mode. In such a driving mode, active braking intervention by the driver would no longer be necessary.

At the same time, the brake pedal can 106 if necessary, can be swiveled back into the starting position at any time for a short time so that it is back to normal, with reference to 2 a) explained operating mode passes. The achievement the respective end positions (fully extended or fully swiveled) can both by the magnetic sensor 122 , as well as a motor position sensor 130 (not shown) are monitored.

In the 3 Figure 3 is a perspective view of a first embodiment of a brake operating unit 100 specified. For the sake of clarity, neither the pedal lever is shown in this illustration 104 , nor the brake pedal 106 shown.

In the embodiment shown here, the guide element 108 through an aperture 138 out to which the actual housing body 140 adjoins. In the case body 140 is again the electric motor drive 124 arranged, in this embodiment, an electric motor 142 and a two-stage reduction gear 144 having. Here is the drive shaft 126 of the electric motor 142 orthogonal to the longitudinal direction of the guide element 108 aligned what the engagement of the gears of the reduction gear 144 into the rack-shaped section 116 of the guide element 108 simplified and enables a compact overall structure. The reduction gear 144 another gear shaft 146 on that are parallel to the drive shaft 126 is aligned.

By using such a reduction gear 144 can with a comparatively low torque of the electric motor 142 already a sufficiently strong counterforce on the guide element 108 and therefore on the brake pedal 106 be effected so that a force-displacement characteristic can be realized. Consequently, in this configuration there are only low power requirements for the electric motor 142 which can therefore be very compact.

The 4th shows an alternative construction of the brake actuation unit 100 from the same perspective as in 3 was chosen. The brake actuation unit differs here 100 the 4th from the variant described above to the effect that instead of a two-stage, multi-axis reduction gear in this embodiment, a planetary gear 148 is used as a reduction gear. The sun gear (not shown) is coaxial with the drive shaft 126 of the electric motor 142 arranged. The planet gears are in turn via drivers 150 so on a wave 152 arranged that that by the electric motor 142 generated torque on the shaft 152 is transmitted. On the wave 152 is after all a gear 154 arranged so in the rack-shaped section 116 of the guide element 108 that intervenes through the planetary gear 148 mediated torque of the electric motor 142 into one on the guide element 108 acting, linear force is transmitted.

In the 5 is again a detailed view of the planetary gear 148 and the meshing of the gear 154 into the rack-shaped section 116 shown. The sun gear of the planetary gear is fixed on the drive shaft 126 of the electric motor 142 arranged, while the outer ring of the planetary gear in the gear cage 156 Is rotatably arranged. The planet gears arranged between the sun gear and the outer ring are via drivers 150 so with the drive shaft 152 connected that torque from the electric motor 142 on the gear 154 is transmitted.

The 6th shows one to the 1 to 5 alternative approach to the realization of a brake actuation unit 100 within the meaning of the invention. In the structure shown here, there is again a pedal lever 104 with a brake pedal 106 around a first axis 102 pivotally mounted, on the pedal lever 104 on one of the first axis 102 spaced pivot point 110 a guide element 108 is arranged. Furthermore, the pedal lever is on one 104 opposite end of the brake operating unit 100 an electric motor drive 124 arranged, which in the embodiment shown here is an electric motor 142 and a planetary gear 148 having. With the planetary gear 148 is again a linear actuator 158 arranged, which is designed to be due to a by the electric motor 142 torque provided by an elastically deformable compression arrangement 160 with a force in the direction of the guide element 108 to effect. According to the example, it is the compression arrangement 160 a structure made of elastomers 162 as is known, for example, from a hydraulic pedal simulator. However, in the use shown here, such a compression arrangement 160 the hydraulic part is omitted.

Further is between the compression arrangement 160 and the guide element 108 , or its extension 162 a piston 164 arranged inside the housing 166 the brake actuation unit 100 is slidably mounted. Will now the brake pedal 106 actuated by a vehicle operator, the piston is 164 on the compression assembly 160 pressed, with which the force-displacement curve known from a hydraulic pedal simulator is set. However, the electric motor can now be supplied with current accordingly 142 either a force on the compression assembly 160 against the direction of actuation of the guide element 108 or along the direction of actuation. Consequently, in this way, the force-displacement curve provided can be achieved by a corresponding application of the compression arrangement 160 be modulated with a force.

The arrangement is preferably made up of a linear actuator 158 , Compression arrangement 160 , Piston 164 and guide element 108 connected to one another in such a way that by acting on the compression arrangement 160 with a force along the direction of actuation of the guide element 108 the pedal lever 104 can be actively retracted.

Claims (14)

Brake actuation unit (100) for a brake system of a motor vehicle with a pedal lever (104) pivotably mounted about a first axis (102) and an elongated guide element (108), the guide element (108) being articulated on the pedal lever (104) in such a way that a Pivoting the pedal lever (104) about the first axis (102) causes a movement of the guide element (108) along its longitudinal axis, the brake actuation unit (100) having an electric motor drive (124) which is mechanically connected to the guide element (108) that the electromotive drive (124) can bring about a force along the longitudinal axis of the guide element (108) on the guide element (108). Brake actuation unit (100) after Claim 1 , characterized in that the brake actuation unit (100) has a sensor system (122, 130) for determining the deflection of the pedal lever (104) from a rest position of the pedal lever (104). Brake actuation unit (100) after Claim 2 , characterized in that the sensor system (122, 130) has at least one position sensor (122) which is arranged on the guide element (108), the position sensor (122) being designed to detect a deflection of the guide element (108) from an unactuated To determine the rest position of the guide element (108). Brake actuation unit (100) after Claim 3 , characterized in that the position sensor (122) has at least one magnetic sensor (118, 120). Brake actuation unit (100) according to one of the Claims 2 to 4th , characterized in that the electromotive drive (124) has a motor position sensor (130) which is designed to determine the rotational position of a drive shaft (126) of the drive (124). Brake actuation unit (100) according to any one of the preceding claims, characterized in that the guide element (108) is rod-shaped and at least partially designed as a rack (116), the electromotive drive (124) being connected to a gear arrangement (144, 148) which engages in the section (116) of the guide element (108) designed as a rack. Brake actuation unit (100) after Claim 6 , characterized in that the gear arrangement (144, 148) has a reduction gear. Brake actuation unit (100) after Claim 6 or 7th , characterized in that the gear arrangement (144) is multi-stage. Brake actuation unit (100) according to one of the Claims 6 to 8th , characterized in that the gear arrangement (148) has at least one planetary gear (148). Brake actuation unit (100) according to one of the preceding claims, characterized in that the electromotive drive (124) has a drive shaft (126) which is oriented orthogonally to the longitudinal axis of the guide element (108). Brake actuation unit (100) according to one of the preceding claims, characterized in that the electromotive drive (124) is at least partially arranged in a housing (112, 140), the housing (112, 140) having a guide for the guide element (108). Brake actuation unit (100) after Claim 11 , characterized in that the housing (112, 140) has a bearing in which the pedal lever (104) is pivotably mounted. Brake actuation unit (100) according to one of the Claims 1 to 5 , characterized in that an elastically deformable compression arrangement (160) is arranged between the electric motor drive (124) and the guide element (108), the electric motor drive (124) being designed to apply an adjustable force to the compression arrangement (160) in the direction to effect the guide element (108). Brake actuation unit (100) after Claim 13 , characterized in that the electric motor drive (124) has a linear actuator (158) which is designed to move the compression arrangement (160) along the longitudinal axis of the guide element (108).

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