Housing for a piston-cylinder device and piston-cylinder device for a vehicle brake system, and method for producing same

Abstract

The invention relates to a housing (14) for a piston-cylinder system of a vehicle brake system, comprising at least one pressure compensation groove (46) which is structured into at least one inner surface of the housing (14) and which in each case extends at least from a front chamber (10) and at least as far as a first chamber (12) in such a way, the first piston assembly (16) has at least one pressure compensation groove (46), such that during an adjusting movement of the first piston assembly (16) oriented away from the front chamber (10) in the direction of the first chamber (12), at least one gaseous and / or liquid medium present in the first chamber (12) can be transferred from the first chamber (12) into the front chamber (10) through the at least one pressure compensation groove (46). The invention likewise relates to a piston-cylinder arrangement for a vehicle brake system, having at least one pressure compensation path (40), which is designed on and / or in the piston-cylinder arrangement in such a way that, during an adjusting movement of the first piston assembly (16), the pressure compensation path (40) is compensated by the pressure compensation path (40). At least one medium can be transferred from the first chamber (12) into the front chamber (10) via at least one pressure compensation path (40).

Description

Technical Field

[0001] The present invention relates to a housing of a piston-cylinder device for a vehicle brake system and a piston-cylinder device for a vehicle brake system. Likewise, the present invention relates to a method for manufacturing a housing of a piston-cylinder device for a vehicle brake system and a method for manufacturing a piston-cylinder device for a vehicle brake system. Background Art

[0002] DE 10 2015 217 522 A1 discloses a piston-cylinder device for a vehicle brake system, in which a valve body is adjustably arranged between a front chamber of the piston-cylinder device and another chamber of the piston-cylinder device in such a way that the valve body can be at least partially adjusted away from the front chamber into the other chamber by means of a motor force of an electric motor transmitted to the valve body via a spindle drive mechanism, and the motor force can be transmitted to the main piston by means of mechanical contact between the adjusted valve body and the main piston of the main brake cylinder via at least one force transmission component contacted by the valve body. Summary of the invention

[0003] The present invention realizes a housing of a piston-cylinder device for a vehicle brake system having the features of claim 1, a piston-cylinder device for a vehicle brake system having the features of claim 5, a method for manufacturing a housing of a piston-cylinder device for a vehicle brake system having the features of claim 7, and a method for manufacturing a piston-cylinder device for a vehicle brake system having the features of claim 10.

[0004] Advantages of the present invention.

[0005] The invention provides a housing for a piston-cylinder device and a piston-cylinder device, which, due to their at least one pressure compensation groove or their at least one pressure compensation path, also allow pressure compensation between the first chamber and the front chamber even when their first piston assembly moves rapidly away from the front chamber in the direction of the first chamber. As a result, an undesirable negative pressure in the front chamber is reliably prevented, which would inhibit the desired rapid adjustment movement of the first piston assembly away from the front chamber in the direction of the first chamber. This helps to increase the efficiency of the corresponding piston-cylinder device when braking a vehicle equipped with the piston-cylinder device. The invention described here thus improves the driving comfort and safety standards of the vehicle using the invention. As will be explained more precisely below, the invention also reduces: the risk of air input into the brake circuit hydraulically connected to the corresponding piston-cylinder device; the risk of dirt being sucked into the brake system of the vehicle equipped with the corresponding piston-cylinder device; and the risk of damage to the sealing element of the corresponding piston-cylinder device, the pressure compensation element of the corresponding piston-cylinder device, the microcontroller of the corresponding piston-cylinder device and / or the sealing structure of the microcontroller.

[0006] In an advantageous embodiment of the housing for the piston-cylinder device, at least one pressure compensation groove is structured into at least one inner surface of the housing by means of an extrusion process. The at least one pressure compensation groove can thus be integrated into the housing "directly" / during the production of the housing without this being associated with (considerable) additional effort in the production of the housing. The formation of the at least one pressure compensation groove on the housing thus does not / hardly increase its production costs.

[0007] As an advantageous development, the first piston component can have at least one guide element, which in each case projects into at least one guide groove structured into at least one inner surface of the housing, the guide grooves in each case starting at least from the antechamber and extending at least to the first chamber, wherein at least one pressure compensation groove is structured into at least one inner surface of the housing as a constriction of the at least one guide groove. The formation of the at least one pressure compensation groove can thus be carried out together with the formation of the at least one guide groove in one common working step, so that the additional effort required for the formation of the at least one pressure compensation groove can be neglected.

[0008] The housing according to the invention can be, for example, a master brake cylinder housing or a housing of a motorized brake pressure buildup device that is integrated or can be integrated into a hydraulic mechanism of a vehicle brake system. The invention described here can therefore be used in a variety of ways. However, it should be pointed out here that the possible applications described here for the housing can only be explained as examples.

[0009] In an advantageous embodiment of the piston-cylinder device according to the invention, the piston-cylinder device is also a master brake cylinder or a motorized brake pressure build-up device which is integrated or can be integrated into a hydraulic mechanism of a vehicle brake system. Thus, a piston-cylinder device according to the invention which has at least one pressure compensation path instead of at least one pressure compensation groove can also be used in a variety of ways. However, in this case, the possible applications listed here for the piston-cylinder device can only be interpreted as examples.

[0010] When a corresponding method for manufacturing a housing of a piston-cylinder device for a vehicle brake system or a method for manufacturing a piston-cylinder device for a vehicle brake system is implemented, the above advantages are also ensured. It should be explicitly pointed out that the manufacturing method mentioned here can also be improved according to the above-explained embodiments of the housing or the piston-cylinder device. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] Next, further features and advantages of the present invention are explained with reference to the accompanying drawings.

[0012] Figures 1a to 1f Schematic overall and partial views of one embodiment of a piston-cylinder device or its housing;

[0013] Figure 2 A flow chart is shown for explaining one specific embodiment of a method for producing a housing of a piston-cylinder device of a vehicle brake system; and

[0014] Figure 3 A flow chart is shown for explaining one specific embodiment of a method for producing a piston-cylinder arrangement of a vehicle brake system. DETAILED DESCRIPTION

[0015] Figures 1a to 1f Schematic overall illustrations and partial illustrations of one embodiment of a piston-cylinder arrangement or its housing are shown.

[0016] Figures 1a to 1f The piston-cylinder device schematically described in the figure can be used in a vehicle brake system. It should be explicitly pointed out that the applicability of the piston-cylinder device described below is not limited to a specific type of vehicle brake system. The vehicle / motor vehicle equipped with a vehicle brake system is also not limited to a specific vehicle type / motor vehicle type.

[0017] The piston-cylinder device has at least one prechamber 10 formed at and / or in the piston-cylinder device and a first chamber 12 formed in the piston-cylinder device. The prechamber 10 is preferably formed at and / or in a housing 14 of the piston-cylinder device, and the first chamber 12 is formed in the housing 14. The piston-cylinder device additionally has a first piston component 16, which is arranged between the prechamber 10 and the first chamber 12 in such a way that the first chamber 12 is located on a first side of the first piston component 16, and the prechamber 10 is located on a second side of the first piston component 16 that points away from the first side. In addition, the first piston component 16 is arranged in the piston-cylinder device so that it can be adjusted in such a way that the first piston component 16 can be placed in an adjustment movement in the direction away from the prechamber 10 toward the first chamber 12, wherein the volume of the first chamber 12 is reduced / can be reduced by means of the adjustment movement of the first piston component 16. The direction oriented from the front chamber 10 toward the first chamber 12 is referred to below as the braking direction 18 of the first piston assembly 16 .

[0018] The first piston component 16 can be supported, for example, by means of a first return spring 20 present in the first chamber 12 in such a way that the return force of the first return spring 20 suppresses an induced adjustment movement of the first piston component 16 in its braking direction 18. Advantageous possibilities for inducing an adjustment movement of the first piston component 16 directed in the braking direction 18 will be discussed below.

[0019] In addition, as in Figure 1a As can be seen in the figure, the piston-cylinder device is equipped with a second piston component 22 and possibly also a third piston component 24 in addition to the first piston component 16. The second piston component 22 is arranged adjustably between the first chamber 12 and the second chamber 26. If a third piston component 24 is present on the piston-cylinder device, the third piston component 24 can also be arranged adjustably between the second chamber 26 and the third chamber 28. The second piston component 22 can be in particular a rod piston 22, while the third piston component 24 can be designed as a floating piston 24. The rod piston 22 can be supported on the floating piston 24 by means of a second return spring 30, or, if the piston-cylinder device does not have a floating piston 24, on the inner wall of the housing 14. If present, the floating piston 24 can be supported on the inner wall of the housing 14 by means of a third return spring 32.

[0020] As in Figure 1bAs can be seen in the figure, the first piston component 16, which is set in an adjustment movement in its braking direction 18, can come into mechanical contact with the second piston component 22, so that at least one force causing the adjustment movement of the first piston component 16 is transmitted / can be transmitted to the second piston component 22 via the mechanical contact between the first piston component 16 and the second piston component 22. Alternatively, at least one compact force transmission component arranged between the first piston component 16 and the second piston component 22 can also be adjusted / adjusted together with the first piston component 16, which is set in an adjustment movement in its braking direction 18, so that at least one force causing the adjustment movement of the first piston component 16 is transmitted / can be transmitted to the second piston component 22 via the mechanical contact between the first piston component 16, the at least one force transmission component and the second piston component 22. It should be explicitly pointed out that at least one compact force transmission component is not to be understood as a liquid material and a gaseous material. The force transmission between the first piston component 16 and the second piston component 22 is therefore not (essentially) achieved by a pressure increase.

[0021] In the embodiment described here, the first piston assembly 16 exemplarily includes a slide plate 16a having a main shaft 16b fixed thereto (see Figure 1b ). However, the constructability of the first piston assembly 16 is not limited to the assemblies 16a and 16b. In the embodiment described here, the spindle 16b of the first piston assembly 16 is in effective engagement with the spindle nut 34, which converts the rotary motion of the electric motor 36 into a translational adjustment motion of the first piston assembly 16. The spindle nut 34 is held in the housing 14 of the piston-cylinder device by means of a bearing 38, such as a ball bearing 38 in particular. The spindle nut 34 and the bearing 38 are typical examples of components for a piston-cylinder device, which prevent the gaseous and / or liquid medium present in the first chamber 12 from transferring from the first chamber 12 to the front chamber 10, especially during a relatively fast adjustment motion of the first piston assembly 16 in the braking direction 18, thereby delaying or preventing the desired pressure compensation between the front chamber 10 and the first chamber 12 in a conventional manner. This usually often leads to an undesirable negative pressure in the antechamber 10 during operation of the device according to the prior art, as a result of which a counterpressure for the desired rapid adjustment movement of the first piston component 16 in the braking direction 18 can be triggered.

[0022] In order to eliminate the above-explained common disadvantages of devices according to the prior art, the piston-cylinder device described here has at least one pressure compensation path 40 (see Figure 1c to Figure 1f), which is designed at and / or in the piston-cylinder arrangement in such a way that during an adjustment movement of the first piston component 16 directed in the braking direction 18, at least one gaseous and / or liquid medium present in the first chamber 12 is / can be transferred from the first chamber 12 into the antechamber 10 via the at least one pressure compensation path 40. Thus, the at least one pressure compensation path 40 prevents an undesired compression of the at least one gaseous and / or liquid medium present in the first chamber 12 even during a relatively fast adjustment movement of the first piston component 16 in the braking direction 18, and simultaneously prevents an undesired negative pressure in the antechamber 10. Even when grease is present at the first piston component 16, the at least one pressure compensation path 40 ensures an advantageous transfer of the at least one medium from the first chamber 12 into the antechamber 10 during a fast adjustment movement of the first piston component 16 in the braking direction 18. The desired relatively fast adjustment movement of the first piston assembly 16 in the braking direction 18 cannot / can hardly be prevented by the counterpressure, so that the piston-cylinder device described here can (together) bring about highly dynamic braking of a vehicle / motor vehicle equipped with a corresponding vehicle brake system due to its at least one pressure compensation path 40 itself. The formation of at least one pressure compensation path 40 at and / or in the piston-cylinder device thus improves the efficiency of the piston-cylinder device, which contributes to an increase in driving comfort and safety standards of a vehicle / motor vehicle equipped with the piston-cylinder device.

[0023] The at least one pressure compensation path 40 is preferably a valveless pressure compensation path 40. The necessity for “releasing” the at least one pressure compensation path 40 in order to trigger an advantageous transfer of the at least one medium from the first chamber 12 into the antechamber 10 is thus omitted.

[0024] The configuration of at least one pressure compensation path 40 at and / or in the piston-cylinder device furthermore enables a more economical and less wear-prone operation of the piston-cylinder device. Since the at least one pressure compensation path 40 prevents compression of at least one medium present in the first chamber 12, in particular during a relatively fast adjustment movement of the first piston component 16 in the braking direction 18, the conventional risk of pressure loading on at least one sealing structure 42 guiding the second piston component 22 is also significantly reduced by means of the at least one pressure compensation path 40. The sealing lip of the at least one sealing structure 42 is thus better protected during the operation of the piston-cylinder device. This also reduces the conventional risk of air being introduced into at least one hydraulic brake circuit (not shown) connected to the piston-cylinder device. Since the frequency of pressure peaks occurring during the operation of the piston-cylinder device is reduced (to a frequency of almost zero) by means of the at least one pressure compensation path 40, the at least one housing seal 44 of the housing 14 of the piston-cylinder device is also better protected from damage. Likewise, further components of the piston-cylinder device or of a vehicle brake system cooperating therewith, such as, for example, a microcontroller (ECU, Electronic Control Unit), in particular at least one seal of the microcontroller and / or a pressure compensation element (DAE), are better protected from damage due to pressure loading by means of the formation of at least one pressure compensation path 40. The at least one pressure compensation path 40 also prevents moisture from the surroundings of the piston-cylinder device from being undesirably sucked into the piston-cylinder device.

[0025] As in Figure 1c to Figure 1f As can be seen in FIG. 1 , at least one pressure compensation path 40 can be structured in particular as at least one pressure compensation groove 46 in at least one inner surface 48 of the housing 14. The at least one inner surface 48 of the housing 14 can be understood to be a surface on which the first piston component 16 is or can be arranged so that it slides along the at least one inner surface 48 during its adjustment movement in the braking direction 18. By means of such a configuration of the at least one pressure compensation groove 46, i.e., the at least one pressure compensation groove 46 in each case extending at least from the antechamber 10 to at least the first chamber 12, it can be ensured that during the adjustment movement of the first piston component 16 oriented in the braking direction 18, at least one medium present in the first chamber 12 is / can be transferred from the first chamber 12 into the antechamber 10 through the at least one pressure compensation groove 46. As described according to Figure 1b and Figure 1c As can be seen from the comparison of , in this case, neither the spindle nut 34 nor the bearing 38 nor any grease present can inhibit the desired transfer of at least one gaseous and / or liquid medium. Figure 1fAs described in the figure with the aid of arrows 50 and dashed lines 52, at least one medium present in the first chamber 12, such as air, for example, can leak from the first chamber 12 into the front chamber 10 through the at least one pressure compensation groove 46 during the adjustment movement of the first piston component 16 in the braking direction 18. This prevents an undesired negative pressure in the front chamber 10 or an undesired compression of the medium in the first chamber 12. The at least one pressure compensation groove 46 thus enables sufficiently timely negative pressure compensation even in the case of relatively fast adjustment movements of the first piston component 16 in the braking direction 18.

[0026] At least one pressure compensation groove 46 structured into at least one inner surface 48 of the housing 14 provides a cost-effective possibility for achieving negative pressure compensation, in particular over the entire housing length of the housing. Figures 1a to 1f As can be seen, the basic function of the piston-cylinder device remains unchanged due to the design of the at least one pressure compensation groove 46 for negative pressure compensation. Thus, the at least one pressure compensation groove 46 leads to an increase in the efficiency of the piston-cylinder device without impairing the functionality of the piston-cylinder device.

[0027] Preferably, at least one pressure compensation groove 46 is structured into at least one inner surface 48 of the housing 14 by means of an extrusion process. This allows a cost-effective design of at least one pressure compensation groove 46 on the housing 14, which is integrated into the production of the housing 14. Figure 1a and Figure 1b As can be seen in the figure, at least one pressure compensation groove 46 can also be constructed at the housing part 14a, which is assembled together with at least one other housing part 14b to form the housing 14 of the piston-cylinder device. The housing 14 or the housing part 14a can be produced in its basic shape (internal shape and external shape) by means of an aluminum bar pressing process, for example. The at least one pressure compensation groove 46 can then be structured into at least one inner surface 48 of the housing 14 / housing part 14a by means of an extrusion process, thereby directly connecting the at least one pressure compensation groove into the housing cross section of the housing 14 / housing part 14a. It is not necessary to equip the housing 14 with additional housing components in order to realize the at least one pressure compensation groove 46. Therefore, no additional production steps or components are required to construct the at least one pressure compensation groove 46 at the subsequent piston-cylinder device.

[0028] Since no additional components are required to form the at least one pressure compensation groove 46, the formation of the at least one pressure compensation groove 46 neither increases the component diversity of the piston-cylinder device nor increases its installation complexity. However, the formation of the at least one pressure compensation groove 46 leads to an increase in the packaging density of the piston-cylinder device and serves to ensure the competitiveness of the piston-cylinder device.

[0029] Furthermore, the formation of the at least one pressure compensation groove 46 on the housing 14 can be carried out together with the formation of the at least one guide groove 54 for guiding the at least one guide part 56 of the first piston component 16. The first piston component 16 often has at least one guide part 56 in order to prevent an undesired rotational movement of the first piston component 16 even during a rapid adjustment movement of the first piston component 16. The at least one guide part 56 of the first piston component 16 can be designed in particular as a slide / sliding block 56. The at least one guide part 56 of the first piston component 16 and the at least one guide groove 54 cooperating therewith can also be referred to as a rotation prevention structure of the first piston component 16. The guidance of the first piston component 16 is usually achieved by at least one guide groove 54, into which at least one guide part 56 respectively extends. The at least one guide groove 54 can be structured in at least one inner surface 48 of the housing 14 in such a way that the guide groove respectively extends at least from the front chamber 10 to at least the first chamber 12. In this case, the common / simultaneous construction of at least one guide groove 54 and at least one pressure compensation groove 46 is achieved in a cost-effective manner by the following manner: at least one pressure compensation groove 46 is structured into at least one inner surface 48 of the housing 14 as a narrowing of at least one guide groove 54. The construction of at least one pressure compensation groove 46 as a narrowing of at least one guide groove 54 can be understood in that at least one pressure compensation groove 46 is structured into the housing 14 at the side of the respectively adjacent guide groove 54 pointing away from the first piston component 16, wherein the first groove width b1 of the corresponding pressure compensation groove 46 is smaller than the second groove width b2 of the adjacent guide groove 54 (see Figure 1d ).

[0030] However, it should be pointed out that the configuration of at least one pressure compensation path 40 as at least one pressure compensation groove 46 is only optional. The advantages described above are also ensured, for example, if at least one pressure compensation path 40 extends through at least one other component of the piston-cylinder device, such as its housing 14. At least one pressure compensation path 40 extending through at least one other component of the piston-cylinder device, such as the housing 14, enables effective pressure compensation and can generally be realized in a cost-effective manner during the production of the piston-cylinder device. At least one pressure compensation path 40 can also be understood, for example, as at least one pressure compensation path extending through the first piston component 16. Such a pressure compensation path 40 also advantageously contributes to a rapid pressure compensation between the prechamber 10 and the first chamber 12 of the piston-cylinder device, especially during dynamic operation of the piston-cylinder device.

[0031] exist Figures 1a to 1fIn the embodiment of the present invention, the piston-cylinder device is, for example, a master brake cylinder, in particular a master brake cylinder of a wire-controlled brake system. The housing 14 of the piston-cylinder device can therefore be referred to as a master brake cylinder housing. However, it should be explicitly pointed out that in particular a master brake cylinder for a wire-controlled brake system Figure 1a The schematically described construction is to be understood only as an example. The construction of the first piston assembly 16 with the spindle 16b of the first piston assembly, the conversion of the rotary motion of the electric motor 36 by means of the spindle nut 34 into the translational adjustment motion of the first piston assembly 16, and the electric motor 36 by means of the spindle nut 34 Figure 1a The connection of the worm shaft 58 schematically shown in FIG. 5 to the spindle nut 34 is to be interpreted merely as an example.

[0032] In an alternative embodiment, the first piston assembly 16 can also be a valve body (thrust body) of an electromechanical / motorized brake booster of the piston-cylinder device, which is supported upstream of a master brake cylinder of the piston-cylinder device with a brake actuating element connected thereto, such as, in particular, a brake pedal. Likewise, the first piston assembly 16 can also be understood as a driver brake force transmission assembly, to which only the driver brake force applied to the brake actuating element / brake pedal can be transmitted, but the motor force of the electric motor cannot be transmitted. The piston-cylinder device can therefore also be a master brake cylinder "without a brake booster".

[0033] Alternatively, the piston-cylinder device can also be a motorized brake pressure build-up device that is integrated or can be integrated into a hydraulic system of a vehicle brake system. In this case, the housing of the piston-cylinder device can be referred to as the housing 14 of the motorized brake pressure build-up device that is integrated or can be integrated into a hydraulic system of a vehicle brake system. The at least one force that causes the adjustment movement of the first piston assembly 16 in the braking direction 18 can therefore be the motor force of the electric motor 36 of the piston-cylinder device and / or the driver's braking force applied to the brake actuating element / brake pedal.

[0034] Figure 2 A flow chart is shown for explaining one specific embodiment of a method for producing a housing of a piston-cylinder device of a vehicle brake system.

[0035] By means of the production method described below, for example, the housing 14 or the housing part 14a of the piston-cylinder device explained above can be produced. However, the feasibility of the production method is not restricted thereto.

[0036] In method step S1, the front chamber is constructed at and / or in the (later) housing. Furthermore, in method step S2, the first chamber is formed in the (later) housing. Method steps S1 and S2 can be carried out in any order, overlapping in time or simultaneously. Here, the front chamber and the first chamber are arranged relative to each other in such a way that the first piston component can be arranged adjustably at and / or in the housing so that the first chamber is on a first side of the first piston component and the front chamber is constructed on a second side of the first piston component pointing away from the first side. Furthermore, when carrying out method steps S1 and S2, the adjustability of the first piston component is ensured in such a way that the volume of the first chamber is reduced / can be reduced by means of an adjustment movement of the first piston component directed in a direction away from the front chamber toward the first chamber. In addition, at least one second piston component can also be adjustably arranged in the housing so that at least one force causing an adjustment movement directed in a direction away from the front chamber toward the first chamber can be transmitted to the second piston component via mechanical contact between the first piston component and the second piston component or via mechanical contact between the first piston component, at least one compact force transmission component arranged between the first piston component and the second piston component, and the second piston component.

[0037] The manufacturing method described here also includes a method step S3, in which at least one pressure compensation groove, which respectively starts at least from the antechamber and extends at least to the first chamber, can be structured in at least one inner surface of the housing in such a way that during an adjustment movement of the first piston component directed in a direction away from the antechamber toward the first chamber, at least one gaseous and / or liquid medium present in the first chamber is transferred / can be transferred from the first chamber into the antechamber through the at least one pressure compensation groove. The at least one pressure compensation groove is structured in at least one inner surface of the housing, in particular by means of an extrusion process, whereby method step S3 can be advantageously carried out simultaneously with method steps S1 and S2. In method step S3, preferably also at least one guide groove is structured in at least one inner surface of the housing for at least one guide component of the first piston component, which guide groove respectively starts at least from the antechamber and extends at least to the first chamber. This is achieved in such a way that after the first piston component is arranged, at least one guide component of the first piston component respectively extends into the at least one guide groove. In this case, at least one pressure compensation groove is preferably structured in each case as a constriction of at least one guide groove in at least one inner surface of the housing.

[0038] Figure 3 A flow chart is shown for explaining one specific embodiment of a method for producing a piston-cylinder arrangement of a vehicle brake system.

[0039] The production method described here is advantageously suitable for producing the piston-cylinder arrangement explained above, but is not restricted to this embodiment.

[0040] In method step S10, the front chamber is constructed at and / or in the piston-cylinder device. In addition, in method step S11, the first chamber is formed in the piston-cylinder device. As method step S12, the first piston component is then adjustably arranged at and / or in the piston-cylinder device in such a way that the first chamber is located on a first side of the first piston component and the front chamber is located on a second side of the first piston component pointing away from the first side, and the volume of the first chamber is reduced by means of an adjustment movement of the first piston component directed in a direction away from the front chamber toward the first chamber. In addition, in method step S13, at least one second piston component is adjustably positioned in the piston-cylinder device in such a way that at least one force causing the adjustment movement directed away from the front chamber toward the first chamber is transmitted to the second piston component by mechanical contact between the first piston component and the second piston component or by mechanical contact between the first piston component, at least one compact force transmission component arranged between the first piston component and the second piston component, and the second piston component.

[0041] The manufacturing method also includes a method step S14, in which at least one pressure compensation path is formed at and / or in the piston-cylinder device in such a way that during an adjustment movement of the first piston assembly directed away from the front chamber toward the first chamber, at least one gaseous and / or liquid medium present in the first chamber is transferred from the first chamber into the front chamber via the at least one pressure compensation path. The piston-cylinder device manufactured by means of the manufacturing method described here thus meets the advantages already explained above. Method steps S10 to S14 can be carried out in any order and also in a temporally overlapping manner.

Claims

1. A housing (14) for a piston-cylinder device for a vehicle brake system, the housing comprising: a front chamber (10) constructed at and / or in the housing (14); and a first chamber (12) configured in the housing (14); in, The first piston component (16) is arranged adjustably or can be arranged at and / or in the housing (14) in such a way that the first chamber (12) is located on a first side of the first piston component (16), the front chamber (10) is located on a second side of the first piston component (16) pointing away from the first side, and the volume of the first chamber (12) can be reduced by means of an adjustment movement of the first piston component (16) directed in a direction away from the front chamber (10) towards the first chamber (12), and wherein at least one second piston component (22) is arranged adjustably or can be arranged in the housing (14) in such a way that at least one force causing an adjustment movement directed in a direction away from the front chamber (10) toward the first chamber (12) can be transmitted to the second piston component (22) via mechanical contact between the first piston component (16) and the second piston component (22) or mechanical contact between the first piston component (16), at least one compact force transmission component arranged between the first piston component (16) and the second piston component (22) and the second piston component (22), It is characterized by at least one pressure compensation groove (46) structured into at least one inner surface (48) of the housing (14), which pressure compensation groove respectively starts at least from the front chamber (10) and extends at least to the first chamber (12) in such a way that during an adjustment movement of the first piston component (16) directed in a direction away from the front chamber (10) toward the first chamber (12), at least one gaseous and / or liquid medium present in the first chamber (12) can be transferred from the first chamber (12) to the front chamber (10) through the at least one pressure compensation groove (46).

2. The housing (14) according to claim 1, wherein: The at least one pressure compensation groove (46) is structured into at least one inner surface (48) of the housing (14) by means of an extrusion process.

3. The housing (14) according to claim 1 or 2, wherein: The first piston component (16) has at least one guide component (56), which respectively extends into at least one guide groove (54) structured in at least one inner surface (48) of the housing (14), the guide grooves respectively starting from at least the front chamber (10) and extending at least to the first chamber (12), and wherein the at least one pressure compensation groove (46) is structured in at least one inner surface (48) of the housing (14) as a narrowing portion of the at least one guide groove (54).

4. A housing (14) according to any one of the preceding claims, wherein: The housing (14) is a master brake cylinder housing or a housing of a motorized brake pressure build-up device which is integrated or can be integrated into a hydraulic mechanism of the vehicle brake system.

5. A piston-cylinder device for a vehicle brake system, the piston-cylinder device comprising: A front chamber (10) constructed at and / or in the piston-cylinder device; a first chamber (12) constructed in the piston-cylinder device; a first piston assembly (16) which is adjustably arranged at and / or in the piston-cylinder device in such a way that the first chamber (12) is located on a first side of the first piston assembly (16), the front chamber (10) is located on a second side of the first piston assembly (16) pointing away from the first side, and the volume of the first chamber (12) can be reduced by means of an adjustment movement of the first piston assembly (16) directed in a direction away from the front chamber (10) towards the first chamber (12); and at least one second piston component (22) which is adjustably arranged in the piston-cylinder device in such a way that at least one force causing an adjustment movement directed away from the front chamber (10) towards the first chamber (12) can be transmitted to the second piston component (22) via mechanical contact between the first piston component (16) and the second piston component (22) or mechanical contact between the first piston component (16), at least one compact force transmission component arranged between the first piston component (16) and the second piston component (22) and the second piston component (22), It is characterized in that At least one pressure compensation path (40) is constructed at and / or in the piston-cylinder device in such a way that during an adjustment movement of the first piston component (16) directed in a direction away from the front chamber (10) toward the first chamber (12), at least one gaseous and / or liquid medium present in the first chamber (12) can be transferred from the first chamber (12) to the front chamber (10) via the at least one pressure compensation path (40).

6. The piston-cylinder device according to claim 5, wherein: The piston-cylinder device is a master brake cylinder or a motorized brake pressure build-up device which is integrated or integrable into a hydraulic system of the vehicle brake system.

7. A method for producing a housing (14) of a piston-cylinder device for a vehicle brake system, the method comprising the steps of: constructing a front chamber (10) at and / or in the housing (14) (S1); and constructing a first chamber (12) in the housing (14) (S2); in, The front chamber (10) and the first chamber (12) are arranged relative to each other in such a way that a first piston component (16) can be arranged adjustably at and / or in the housing (14), the first chamber (12) being located on a first side of the first piston component (16), the front chamber (10) being located on a second side of the first piston component (16) pointing away from the first side, and the volume of the first chamber (12) being reducible by means of an adjustment movement of the first piston component (16) directed in a direction away from the front chamber (10) towards the first chamber (12), and wherein at least one second piston component (22) can be arranged adjustably in the housing (14) in such a way that at least one force causing an adjustment movement directed in a direction away from the front chamber (10) toward the first chamber (12) can be transmitted to the second piston component (22) via mechanical contact between the first piston component (16) and the second piston component (22) or mechanical contact between the first piston component (16), at least one compact force transmission component arranged between the first piston component (16) and the second piston component (22), and the second piston component (22), It is characterized by the steps: At least one pressure compensation groove (46) which starts at least from the front chamber (10) and extends at least to the first chamber (12) is structured in at least one inner surface (48) of the housing (14) in such a way that during an adjustment movement of the first piston component (16) directed in a direction away from the front chamber (10) toward the first chamber (12), at least one gaseous and / or liquid medium present in the first chamber (12) can be transferred from the first chamber (12) to the front chamber (10) through the at least one pressure compensation groove (46) (S3).

8. The manufacturing method according to claim 7, wherein: The at least one pressure compensation groove (46) is structured into at least one inner surface (48) of the housing (14) by means of an extrusion process.

9. The manufacturing method according to claim 7 or 8, wherein: For at least one guide component (56) of the first piston component (16), at least one guide groove (54) starting from at least the front chamber (10) and extending at least to the first chamber (12) is structured in at least one inner surface (48) of the housing (14) in such a way that after the first piston component (16) is arranged, at least one guide component (56) of the first piston component (16) extends into the at least one guide groove (54), and wherein the at least one pressure compensation groove (46) is structured in at least one inner surface (48) of the housing (14) as a narrowing portion of the at least one guide groove (54).

10. A method for producing a piston-cylinder arrangement for a vehicle brake system, the method comprising the steps of: constructing a front chamber (10) at and / or in the piston-cylinder device (S10); and Constructing a first chamber (12) in the piston-cylinder device (S11); The first piston component (16) is arranged adjustably at and / or in the piston-cylinder device such that the first chamber (12) is located on a first side of the first piston component (16), the front chamber (10) is located on a second side of the first piston component (16) pointing away from the first side, and the volume of the first chamber (12) can be reduced by means of an adjustment movement of the first piston component (16) directed in a direction away from the front chamber (10) towards the first chamber (12) (S12); and Arranging at least one second piston component (22) in the piston-cylinder device in such a manner that it can be adjusted so that at least one force causing an adjustment movement directed away from the front chamber (10) toward the first chamber (12) can be transmitted to the second piston component (22) via mechanical contact between the first piston component (16) and the second piston component (22) or mechanical contact between the first piston component (16), at least one compact force transmission component arranged between the first piston component (16) and the second piston component (22) and the second piston component (22) (S13); Features step: At least one pressure compensation path (40) is constructed at and / or in the piston-cylinder device in such a way that during an adjustment movement of the first piston component (16) directed in a direction away from the front chamber (10) toward the first chamber (12), at least one gaseous and / or liquid medium present in the first chamber (12) can be transferred from the first chamber (12) to the front chamber (10) via the at least one pressure compensation path (40) (S14).

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