Damper device for vehicle brake system

Abstract

The invention relates to a damping device (42) for damping vibrations between a component (16) of a functional system (12) of a vehicle brake system and the associated vehicle, the component (16) being fastened to a vehicle wall (48) of the vehicle, the damping device (42) having at least one elastic damping element (66, 68), the damping device (42) is arranged such that contact between the component (16) and the vehicle wall (48) is interrupted in the assembled state of the damping device (42).

Description

Technical Field

[0001] The invention relates to a damping device for damping vibrations between a component of a functional system of a vehicle brake system and an associated vehicle, wherein the component is fastened to a vehicle wall of the vehicle. Background Art

[0002] A vehicle, or more precisely a motor vehicle, has a vehicle brake system, which includes one or more functional systems, by means of which a regulated brake pressure is provided to the associated brake system. In order to regulate the brake pressure, a hydraulic unit is usually used as a functional system, and the hydraulic unit has a hydraulic housing, i.e., a housing, as a component. Various hydraulic components are arranged in the housing, such as valves, sensors, reservoirs, buffer chambers, and pressure devices that can be operated by a pedal and / or driven by an engine. In addition, a pedal travel provider that is usually coupled to the pressure device and can be operated by the driver is also provided. Here, the pedal travel provider is usually arranged at the housing in a fixed position using an interface plate. The housing and therefore the hydraulic unit as a whole are fixed to the vehicle wall there by means of an interface plate on the vehicle. Another possible functional system is a brake force booster, which is arranged between the hydraulic unit and the vehicle and is coupled to the pedal travel provider. Here, the booster housing is usually used as a component for accommodating the interface plate.

[0003] In such actuation and modulation systems for brake pressure, structure-borne noise is potentially generated by the associated engine and transmission as well as the mentioned valves and other mechanical sources through their movements. Structure-borne noise can be perceived by the driver in the cockpit in the form of vibrations and noise and is often considered annoying. In particular, due to the increasing number of vehicles being converted to electrically driven, the sensitivity to such vibrations is also increasing. Usually, only seals are provided between the vehicle and the functional system. Therefore, there is a need to provide a device for damping vibrations of functional systems of a vehicle brake system. Summary of the invention

[0004] According to the invention, a damping device for damping vibrations between a component of a functional system of a vehicle brake system and the vehicle to which it belongs is provided, wherein the component is fixed to a vehicle wall of the vehicle. In this case, the damping device has at least one elastic damping element, which is arranged so that the contact between the component and the vehicle wall is interrupted in the assembled state of the damping device. In particular, the component and the vehicle wall are made of metal, and their metal contact is preferably completely interrupted. For this purpose, the at least one elastic damping element is preferably an elastomer. Thus, the contact is interrupted by the preferably elastomer mounting of the component on the vehicle wall. The vehicle wall is in particular a front panel of the vehicle that separates the engine compartment from the driver's cab. In this case, the functional system and its components are arranged in the engine compartment and, according to the invention, are decoupled from the front panel and thus from the driver's cab in terms of their vibration transmission. For this purpose, the at least one elastic damping element is preferably preloaded, in particular axially, in order to achieve a particularly elastic and good damping effect.

[0005] Advantageously, the at least one damping element is designed to have an elastomer and in particular consists of an elastomer. Preferably, the elastomer is designed to have butyl rubber and in particular consists of butyl rubber. Butyl rubber is also known as isobutylene-isoprene rubber (IIR) and has proven to be particularly suitable for the required damping effect due to its rubber-elastic properties.

[0006] The damping device according to the invention is suitable for all brake systems or functional systems to be mounted on the front wall. Preferably, the functional system is a hydraulic unit and the associated component is a hydraulic housing, to which the hydraulic unit on the vehicle is fixed and which is decoupled from the vehicle with the aid of the damping device for vibrations that occur. Such a housing preferably belongs to a vacuum-independent electrohydraulic functional system, which includes brake boost and ESP functions, such as a brake system of an integrated power brake (IBP) or a decoupled power brake (DPB). Furthermore, the functional system is preferably a brake booster and the associated component is a booster housing, to which the brake booster on the vehicle is fixed and which is decoupled from the vehicle with the aid of the damping device. The functional system is particularly preferably a vacuum-independent, in particular electromechanical brake booster, such as a so-called iBooster.

[0007] According to the invention, a retaining portion, in particular a fixing portion, is advantageously provided, which has a retaining, in particular fixing, effect in the event of failure of the at least one elastic buffer element, so that the component is still held on the vehicle wall. In particular, for this purpose, a mechanical contact is produced between the component and the vehicle wall in the assembled state of the buffer device. A mechanical backup is thus provided, which ensures that in the event of a failure of the at least one elastic buffer element, there is still a fixing connection or a mechanical connection or fixation between the component and the vehicle wall. Such a failure may occur in the event of material fatigue or failure due to external influences, such as decomposition of mineral oil. The retaining portion is preferably designed with a contact element serving as a retaining element, with which a particularly mechanical contact is provided between the component and the vehicle wall only in the event of failure of a single buffer element.

[0008] According to the invention, a base element to be fixed to the component is advantageously provided, at which base element at least one fixing element protruding from the base element is arranged. In addition, a correspondingly arranged counter element is provided at the individual fixing elements, at which the at least one elastic buffer element is axially mounted or by means of which the at least one elastic buffer element is axially pressed in the direction of the base element, so that in the assembled state there is a distance between the counter element and the vehicle wall. This distance also exists between the individual fixing elements and the vehicle wall. This prevents the fixing element and the counter element from coming into contact with the vehicle wall. At the same time, a firm, largely rigid, non-elastic connection is formed by means of the counter element arranged at the fixing element and correspondingly pressed relative to the fixing element and the base element. Here, the counter element is preferably held at the fixing element in a form-fitting manner and particularly preferably in a force-transmitting manner. It is achieved that the base element and the entire buffer device are stably fixed to the component, while being separated from the vehicle wall by means of the distance and being mounted in an elastic and vibration-damping manner relative to the vehicle wall by means of the at least one buffer element.

[0009] The base element is preferably designed in a plate shape. Such a base plate is particularly preferably made of metal, in particular steel, and is firmly manufactured. In addition, the base element preferably has at least one opening, and the associated fixing element with a cylindrical section is arranged to protrude through the opening and point in a direction away from the component. Here, the fixing element is designed as a bolt with a head, which rests on and is supported on the material surrounding the opening. A corresponding element is arranged opposite to the head, which is pressed in the direction of the head and therefore in the direction of the base element. For this purpose, the corresponding element is preferably designed as a pressure element and is particularly preferably designed as a screw element. Here, the screw element is especially designed as a sleeve-shaped nut or an extended nut or sleeve, which engages with its internal thread in the external thread extending around the cylindrical section of the fixing element. Through this threaded connection, a hard connection is achieved between the bolt and the nut.

[0010] According to the invention, a corresponding associated contact element is advantageously provided axially between the corresponding element and the at least one buffer element. Here, the contact element is preferably in contact with the corresponding element and the associated buffer element, respectively. The contact element protects the buffer element with two functions, namely, preventing twisting when tightening the corresponding element, which is particularly advantageous for elastomers, and preventing friction that has a wear effect. In particular, there is also a radial distance between the contact element and each structural element of the buffer device that surrounds the contact element, thereby avoiding contact with each structural element and thus avoiding contact of the component with the vehicle wall that transmits vibrations. In addition, the contact element as a retaining element for performing the third function is preferably arranged so that only in the case of failure of the associated buffer element, in particular axial contact is generated between the contact element and the structural element of the buffer device. Preferably, for this purpose, the contact element is retained between the corresponding element and the structural element in a form-fitting manner. The structural element is preferably a base element and / or an interface device described below. It is thus ensured that the contact element is retained at the structural element and the component to be coupled to the structural element is retained at the vehicle wall, even if the individual buffer element is no longer working properly or has failed. In particular, the contact element is designed here in a space-saving manner as a washer and preferably in a stable and low-friction manner with metal, in particular made of metal.

[0011] Furthermore, according to the invention, at least one of the at least one elastic buffer element is advantageously accommodated. This accommodation is achieved by the material of the structural element (in particular radially) surrounding the buffer element. Thus, during axial compression by means of a corresponding element pressed relative to the fixing element, the material or the structural element limits the deformation of the buffer element. In this case, the buffer element is axially deformed and pressed radially outwards and, depending on its shape, also radially inwards. In this case, the buffer element is particularly radially limited and radially pressed against the structural element. In the accommodated buffer element, a preload is achieved that counteracts the radial deformation, which preload acts in addition to the axial preload and has a particularly strong decoupling effect.

[0012] Furthermore, the at least one elastic buffer element preferably has two different planes, which in the assembled state extend transversely to the connection axis between the component and the vehicle wall. It is particularly advantageous if the at least one elastic buffer element is designed with an elastic first buffer element arranged in a first plane and at least one second elastic buffer element arranged in a second plane, wherein the two planes differ from one another and extend transversely to the connection axis between the component and the vehicle wall in the assembled state. In particular, the first plane extends transversely to the longitudinal axis of the pedal travel provider connected to the component. Likewise, the second plane extends in particular transversely to the longitudinal axis.

[0013] Here, a plane extending transversely to the connecting axis or the longitudinal axis refers to a plane that in particular does not extend along or parallel to the corresponding axis. Preferably, the first plane and the second plane extend substantially perpendicularly to the longitudinal axis at a distance from each other. In particular, the two planes extend in a manner suitable for the corresponding installation situation in the relevant engine compartment of the vehicle and preferably also extend obliquely relative to the longitudinal axis as required. In particular, the first plane and / or the second plane form an angle of 10° to 170°, preferably 40° to 140°, particularly preferably 70° to 110° and very particularly preferably 90° with the longitudinal axis. Here, the damping device has an axis that is preferably arranged substantially along the longitudinal axis of the pedal stroke provider connected to the component or can also be arranged obliquely relative to the longitudinal axis depending on the installation situation. Accordingly, the first plane and the second plane extend transversely to the axis. In addition, preferably two to six, particularly preferably three to five and very particularly preferably four elastic second damping elements are arranged in the second plane. This makes it possible to achieve damping that is distributed point by point and uniformly in the second plane at the same time.

[0014] By means of at least one damping element advantageously arranged in two different planes according to the invention, a decoupling of vibrations occurring in the functional system is achieved in both planes. This provides extensive and reliable damping. By means of this damping, the functional system of the vehicle brake system, which is to be placed in particular on the bulkhead as an actuation system and / or modulation system, is reliably decoupled from the bulkhead and thus from the vehicle. The second plane preferably extends substantially parallel to the first plane, thereby achieving a particularly uniform decoupling of the vibrations that occur. Particularly preferably, the two planes extend in a manner adapted to the installation situation in the engine compartment and are also adjusted to be inclined relative to each other as required.

[0015] Preferably, the elastic first damping element and / or the at least one elastic second damping element are compressed in the assembled state. Improved damping is achieved thereby. In particular, for this purpose the first damping element and the at least one second damping element are compressed along an axis extending substantially perpendicularly to the first plane and the second plane. This axial compression in two planes results in particularly good damping for transmissions on the vehicle.

[0016] According to the invention, the at least one second damping element is advantageously designed as annular, which also includes a bushing-shaped design. As a result, a single second damping element can be deformed axially and simultaneously displaced radially particularly well. A particularly good damping effect is achieved by, in particular, axial compression.

[0017] Preferably, the at least one second cushioning element has at least one recess or groove on its outer circumference, which is particularly designed as an axial recess. Here, the outer circumference is particularly a radial outer circumference related to an axis perpendicular to the second plane, and the single axial recess extends along the axis. With the help of such an axial recess on the outer circumference, the single second cushioning element can be particularly easily deformed radially during axial compression. In addition to the axial decoupling of the vibration, radial decoupling of the vibration is also achieved. Preferably, the single recess is simply designed as a cutout with an angular edge in terms of manufacturing technology. Particularly preferably, the single recess is designed as an indentation with a rounded edge, thereby achieving a very uniform force transmission. Preferably, six and particularly preferably eight such axial recesses are provided here. As a result, the second cushioning element is designed as a petal or a petal shape, through which a particularly easy and uniform deformation toward the radial outside is achieved.

[0018] Particularly preferably, the at least one second damping element is surrounded at its outer circumference by the material of the structural element of the damping device. In this case, the cross section of the second damping element is accordingly advantageously designed such that it is at a certain distance from the material before compression. Due to the compression, the individual second damping elements are deformed axially and radially and are pressed radially relative to the material. This results in accommodation at the structural element, by which an especially strong radial decoupling is achieved. The structural element is preferably an interface device, in which a hollow cylindrical receptacle for the individual second damping elements is accordingly provided.

[0019] Furthermore, according to the invention, a corresponding element is advantageously provided which is associated with a single second buffer element, and which is designed to have a cylindrical section and a contact section which protrudes in particular radially from the cylindrical section, wherein the cylindrical section is arranged radially inside the associated second buffer element and the contact section is axially supported on the associated second buffer element. Thus, the corresponding element fulfills two functions simultaneously. The second buffer element is stabilized and contained by its cylindrical section, and is prevented from deforming radially inwards. Furthermore, the contact section is used for axial compression of the second buffer element. Here, the second buffer element is reliably deformed radially outwards in combination with the cylindrical section which is stable radially inwards. Advantageously, a preferably annular, in particular metallic washer is arranged as a contact element in the axial direction between the single second buffer element and the single contact section. This avoids radial torsion of the second buffer element when tightening the sleeve and reduces the friction which occurs.

[0020] Preferably, the cylindrical section is designed to be hollow and furthermore has an internal thread, into which the external thread of the associated fixing element is designed to engage. Preferably, the fixing element is designed as a bolt and is particularly held at the base element by a preferably surrounding groove at its head, particularly in a form-fitting manner. The abutment section of the corresponding element is preferably positioned axially opposite to the head and is axially compressed relative to the associated second buffer element when screwed in around the bolt. Here, the second buffer element is compressed and compressed relative to the axially adjacent structural element, particularly the interface device. This compression can be particularly accurately adjusted and kept stable by the threaded connection between the sleeve, more precisely the sleeve-shaped nut and the bolt. A stable and reliable fixation is achieved in the case of simultaneous buffered decoupling. Preferably, for this purpose, the bolt is designed to have a head, which has a rough surface, particularly knurling or grooves, on its outer circumference, and thus prevents undesirable torsion.

[0021] Furthermore, it is preferred that a first damping element is arranged between the fastening element and the counter element in addition to the at least one second damping element and is clamped there. The preloading of both damping elements can be achieved in a component-saving and efficient manner with only one fastening.

[0022] In the damping device according to the invention, it is advantageous that a structural element having two axially opposite contact surfaces is arranged, in particular axially, at the first damping element. Here, the first contact surface is arranged to face the component, in particular the first damping element, and the second contact surface is arranged to face the vehicle. At least one recess is provided in the second contact surface, in which the associated second damping element is accommodated. Here, the individual recesses are arranged to extend toward the component in the assembled state and provide a receptacle comprising the second damping element, with which the deformation forces acting on the second damping element can be stably offset by the structural element. Preferably, in this case, the corresponding associated contact section of the corresponding element, in particular the contact section of the sleeve, i.e. the sleeve head, which has the distance relative to the vehicle wall, is additionally accommodated in the recess. Particularly preferably, the recess is designed to have a recess cross section and an opening with a smaller cross section. Here, the corresponding element protrudes through the opening with its cylindrical section, and the associated second damping element rests on the material of the recess surrounding the opening. The opening is preferably arranged centrally. In particular, the respectively associated fixing element arranged on the base element also protrudes through the opening and is preferably surrounded by the cylindrical section of the counterpart element.

[0023] Here, the recess is preferably designed to have a first step, which is formed by the material of the structural element radially surrounding the opening and rests on the associated second cushioning element. In addition, the recess is preferably designed to be stepped, with a first step and a second step with a larger cross-section. Here, the second cushioning element rests on the first step. On the second step, another structural element can be rested on the second step as required, or another structural element rests on the second step. For this purpose, the washer that is advantageously resting on the second cushioning element preferably extends radially beyond the second step and has a certain distance relative to the second step in the preloaded state of the cushioning element. If an excessive force is applied in the direction of the base element using a corresponding element, the washer comes into contact with the second step. Then a metal-to-metal situation usually occurs, and the desired noise decoupling can no longer be achieved. However, the cushioning element, which is specially designed as an elastomer for this purpose, is protected from the influence of excessive forces.

[0024] Furthermore, at least one further recess with, in particular, a central opening is advantageously provided in the first contact surface of the structural element, wherein the associated peg is arranged to protrude through the opening with its cylindrical section and to rest with its head against the material of the recess surrounding the opening. In this case, the single further recess extends in the opposite direction to the recess associated with the single second damping element. The single peg is used in particular for fastening the damping device and the components connected thereto to the vehicle. The peg is preferably designed with a head which has a roughened surface as a torsion lock on its side facing the material surrounding the opening.

[0025] Furthermore, according to the present invention, the first buffer element is advantageously designed as a plate-shaped, in particular elastic gasket or washer, and in particular abuts against the first abutment surface of the structural element facing the component. The first buffer element is preferably arranged axially between the base element and the structural element, in particular the interface device. This enables surface force transmission to be achieved over a wide range. Furthermore, the first buffer element thus not only plays a role in vibration damping, but also plays a role in sealing relative to the engine compartment. For this purpose, it is preferred to additionally provide an axial lip, which is preferably arranged around the recess opening in the first buffer element. The gasket thus achieves a sealing function and a buffering function.

[0026] Furthermore, according to the invention, it is advantageous to provide a base element to be fixed to the component and a structural element to be arranged at the vehicle wall, which are designed in two parts relative to each other, wherein the structural element is designed as an adapter element, preferably suitable for the respective vehicle. Such a two-part design is particularly cost-effective and at the same time very flexible. Here, the base element is preferably a known base plate, which is designed identically for all types of components in a cost-saving manner. The structural element, i.e. the adapter element, is preferably the mentioned interface device, which is designed to be suitable for the respective installation situation, in particular the installation situation in the engine compartment of the vehicle. Preferably, the at least one second damping element is installed in the adapter element, and the first damping element is preferably installed axially between the base element and the adapter element. Here, the adapter element is used in particular as an interface device for fixing a pedal travel provider connected to the component and fixing the component on the vehicle. The adapter element is preferably designed in the form of a plate, and the two axially opposite contact surfaces of the structural element are arranged parallel to each other or inclined. Depending on the angle formed by the two contact surfaces, there are a variety of possible variants for the installation depending on the installation space.

[0027] Overall, an axial decoupling of vibrations occurring in the component is provided by the first damping element, and a radial decoupling is provided by the at least one second damping element. The first damping element and the at least one second damping element compensate for one another.

[0028] Furthermore, a sealing element axially adjacent to the second contact surface is advantageously provided as a seal relative to the bulkhead, which sealing element is preferably designed as a flat and relatively planar element and is particularly preferably simply bonded to the second contact surface.

[0029] The invention also relates to a method for installing such a damping device in a vehicle. In this case, the damping device is first pre-assembled as a separate component with the above-mentioned structural element. The fully assembled component is then fixed to the component of the vehicle brake system and only then fixed to the vehicle together with the component. Such a final assembly saves valuable time and avoids possible errors when assembling the structural elements. In particular, the damping device can be pre-designed differently in terms of space. In this way, different types of damping devices and fully assembled components can be provided. This allows easy adaptation to the correspondingly available engine compartment in the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] The following is a detailed description of an embodiment of the solution according to the present invention based on the attached schematic diagram.

[0031] Figure 1 shows an oblique view of a functional system having a hydraulic housing as a component and a first embodiment of a damping device according to the invention,

[0032] Figure 2 The first embodiment is shown in the assembled state assembled on the component and the vehicle according to Figure 1 Part of the cross section II-II,

[0033] Figure 3 Shown according to Figure 1 An exploded view of a related oblique view of the first embodiment,

[0034] Figure 4 Shows Figure 3 Details in IV,

[0035] Figure 5 Shows Figure 3 Details in V,

[0036] Figure 6 Shown according to Figure 1 Section II-II,

[0037] Figure 7 The diagram shows the assembly state when mounted on a vehicle. Figure 6 Details in VII,

[0038] Figure 8 Shown according to Figure 7 Section VIII-VIII,

[0039] Fig. 9 Shown according to Figure 1 Section IX-IX,

[0040] Fig.10 Shows Fig. 9 The details in X, and

[0041] Fig.11 A second embodiment of the buffer device according to the present invention is shown similar to Figure 7 of the view. DETAILED DESCRIPTION

[0042] Figure 1 and Figure 2 A hydraulic unit 10 is shown, which has a slip control device as a functional system 12 of a hydraulic vehicle brake system not shown in detail. Such control devices are anti-lock control devices, drive slip control devices and / or driving dynamics control devices / electronic stability programs, which are commonly abbreviated as ABS, ASR and / or FDR / ESP. For this purpose, it is necessary to provide a regulated brake pressure. For this purpose, the hydraulic unit 10 includes a hydraulic housing, i.e., a housing 14, as a component 16, which is designed as a relatively narrow, cuboid metal block made of an aluminum alloy. The component 16, i.e., the housing 14, is used for mechanically fixing and hydraulically interconnecting the hydraulic components of the brake pressure control device of the brake system. Such components are solenoid valves, check valves, hydraulic reservoirs, buffer chambers and pressure sensors, which are fixed in the housing 14. These components are not shown in detail or are not marked with reference numerals. In order to carry out hydraulic interconnection, the housings for the components are connected to each other by pipelines that are only partially shown and lead through the housing 14.

[0043] The housing 14 is provided with an electric motor, namely a motor 18, which is arranged on a motor side 20 of the cuboid housing 14. The motor 18 has a motor shaft (not shown) which extends into a receiving portion 22 of the housing 14, which is only Figure 2 The housing 14 has a controller side 24, which is opposite to the engine side 20, and an electronic controller 26 is arranged on the controller side. Between the controller side 24 and the engine side 20 there is a reservoir side 28 as a narrow side, on which a reservoir 30 (only a reservoir 30) for compensating the reserve of brake fluid is arranged. Figure 1). Adjacent to the container side 28 is a pedal side 32 as the other narrow side of the housing 14, from which a pedal travel provider 34 protrudes, extending along a longitudinal axis 36, which extends along a longitudinal extent 38 of the housing 14. The pedal travel provider 34 is connected to the housing 14 in a fixed position by means of an adapter 40 and a damping device 42, and is connected to the housing 14 in a force-transmitting manner by means of two screws 44.

[0044] exist Figure 1 , the damping device 42 is shown as a fully assembled or prefabricated component 46. For final assembly, the component 46, more precisely the damping device 42, is screwed to the housing 14 and thus to the entire hydraulic unit 10 by means of only two screws 44 through the adapter flange 47 of the adapter 40. At the same time, the housing 14 and thus the entire hydraulic unit 16 are fixed to the front wall of the vehicle, more precisely the vehicle wall 48, which is not shown in detail. Therefore, the damping device 42 also serves as an interface for connection to the vehicle. Here, the vehicle wall 48 separates the engine compartment 50 of the vehicle from the passenger compartment 52, into which the pedal travel provider 34 extends and is coupled there to the pedal 54 in a force-transmitting manner (only Figure 2 ).

[0045] During vehicle operation, the pedal 54 is operated by the driver, whereby a force input 56 is made to the pedal travel provider 34, which moves the piston 58 of the master brake cylinder 60. As a result, the brake fluid is moved from the master brake cylinder 60 into the line 62 of the brake system, and the force input 56 is further transmitted in the housing 14, which is schematically indicated by another input force arrow 64. In addition, a valve not shown is switched here by means of the controller 26 depending on the braking situation. In addition, the motor shaft not shown of the motor 18 moves the eccentric, which is also not shown. This movement and switching generates vibrations and noise. Usually, this vibration and noise are transmitted directly to the vehicle wall 48 and from there into the passenger compartment 52. There, usually in relatively quiet electric vehicles, this vibration is considered annoying. With the damping device 42, these vibrations are largely damped by means of an elastic first damping element 66 and at least one elastic second damping element 68, and these vibrations are specifically conducted across the vehicle wall 48 by at least one bolt 70. The force paths that occur here are schematically indicated by a plurality of output force arrows 72 that point away from the housing 14 .

[0046] Figures 3 to 10The damping device 42 used for this is shown in detail. In this case, the damping device 42 is preferably constructed as a multi-layer prefabricated component 46. A stepped base plate is provided as a base element 74 as a first layer to be abutted against the component 16 or to be abutted against the component 16 in the assembled state, and the base plate is preferably made of steel. A recess 76 matching the outer contour of the adapter 40 is provided in the middle of the base plate, and the adapter 40 is passed through this recess for engagement. The recess 76 is located in a flat deepening 78 facing the component 16, which abuts against the adapter flange 47 arranged there on the pedal side 32 of the component 16. As a result, a distance 80 relative to the adapter flange 47 is generated around the deepening 78 (see Figure 2 ), and thus an even greater distance to the pedal side 32 is created. In the distance 80 there is enough space to accommodate the respective heads 82 ( Figure 2 ). For this purpose, at least one opening 86 is provided in the base element 74 in its outer region around the deepening 78. The individual fixing elements 84 are arranged to protrude through the associated opening 86 and to rest with their heads 82 on the material of the base element 74 surrounding the opening 86. In the assembled state, the head 82 is supported there.

[0047] Axially adjacent to the base element 74 along the axis 88 in the direction of the vehicle is the elastic first damping element 66. The first damping element 66 is designed as a disc-shaped cushioning element made of an elastomer, preferably made of butyl rubber, and is located in a first plane 90. The first plane 90 and therefore the width of the first damping element 66 extend transversely to the axis 88 and in the present case approximately at right angles to the axis 88. In addition, the first damping element 66 is designed so that its outer circumference conforms to the base element 74. In addition, the first damping element 66 has a recess 92, which is designed so that the first damping element 66 extends around the deepening 78 of the base element 74. There, an associated opening 94 is respectively arranged in the damping element 66 in a manner aligned with the at least one opening 86 of the base element 74.

[0048] A plate-shaped interface device 96 is arranged axially adjacent to the first buffer element 66 as an adapter element 97, which adapter element is preferably made of die-casting, particularly preferably made of die-cast aluminum. Here, the interface device 96 has an outer circumference similar to the first buffer element 66 and has a continuous recess 98 on the radial inside, which recess corresponds to the recess 92 of the first buffer element 66. A first contact surface 100 arranged toward the component 16 and a second contact surface 102 arranged toward the vehicle are provided radially around the recess 98. The two contact surfaces 100 and 102 are axially opposite to each other and extend parallel to each other in the current embodiment. Therefore, when in the assembled state mounted on the component 16, the axis 88 is aligned with the longitudinal axis 36 of the pedal stroke provider 34 and with the connecting axis 103 between the component 16 and the vehicle wall 48 (see Figure 2 ) are consistent.

[0049] In a further embodiment variant, the contact surfaces 100 and 102 are arranged obliquely to one another (not shown). By varying the angle formed by the two contact surfaces 100 , 102 of the adapter element 97 , the damping device 42 can be adapted to different installation situations in the engine compartment 50 .

[0050] Between the two contact surfaces 100, 102, an axial extension 104 of the interface device 96 is provided, which is longer than the flat first cushioning element 66 and the relatively flat base element 74. As a result, the interface device 96 provides more material in which a variety of receptacles can be arranged. Therefore, at least one recess 106 with a central opening 108 is provided in the first contact surface 100, which serves as a receptacle for each associated peg 70 (see also Fig. 9 and Fig.10 ).

[0051] Furthermore, the second contact surface 102 has at least one recess 110 ( Figure 1 , Figure 2 , Figures 6 to 8 , Fig.11), which has a central opening 112 through the first contact surface 100. Each recess 110 and its opening 112 serve as a receptacle for the associated second damping element 68, the associated counter element 113 designed as a sleeve-shaped nut or sleeve 114 and the annular washer, i.e. the washer 115, located between the second damping element and the counter element. Here, each second damping element 68 is arranged in a second plane 116, which extends transversely to the axis 88 and is parallel to the first plane 90. In the present case, four such damping elements 68 are provided as at least one second damping element 68, all of which are located in the second plane 116. These four damping elements 68 are arranged equidistantly from one another and are each at an angle of approximately 90° to the axis 88. Here, each two damping elements 68 that are opposite one another are arranged in a straight line at a right angle to the axis 88.

[0052] A flat seal is arranged axially adjacent to the second contact surface 102 as a sealing element 118, which is bonded to the second contact surface 102 with its surface and serves as a seal relative to the front wall 48. In this case, the sealing element 118 is provided with a hole 120, through which the associated second damping element 68 and its sleeve 114 are guided. In addition, the sealing element 118 has a further hole 122, through which the associated peg 70 is guided.

[0053] Figure 4 A single second damping element 68 is shown in detail, which in the present case is formed from butyl rubber as an elastomer. Here, the damping element 68 is designed in annular terms as a ring extending radially relative to the axis 88, which has an inner ring 124 and an outer circumference 126. The outer circumference 126 has at least one axial recess 128 extending along the axis 88. In the present case, eight such recesses 128 are provided, which are each designed as a radial indentation with rounded edges and form a petal shape.

[0054] In order to fix and preload the buffer element 68, a washer 115 is provided as a contact element 129 which abuts against the buffer element 68. In addition, a cylindrical section 130 of a sleeve 114 serving as a counter element 113 is guided centrally through the washer 115 and the inner ring 124. A contact section 132 of the sleeve 114 protruding radially from the cylindrical section 130 abuts against the washer 115. In addition, an engagement section 134 with a hexagonal circumference is arranged axially on the sleeve 114 relative to the abutment section 132, at which a tool for screwing the sleeve 114 can engage. In order to form a threaded connection between the sleeve 114 and the associated fixing element 84, the cylindrical section 130 is designed as a hollow cylinder with an internal thread 136. In addition, the fixing element 84 comprises a cylindrical section 138, on which an external thread 140 engaging into the internal thread 136 is provided.

[0055] Figure 5 The fixing element 84 is shown in detail. Its head 82 is designed to rest on the material surrounding the opening 86 of the base element 74 and to be supported there in the fixed state. For additional anchoring in the base element 74 designed as a plate, the head 82 has a radially circumferential groove 142, into which the base element 74 engages ( Figure 7 ). For this purpose, knurling 146 is provided on the groove 142, on its groove wall 144 oriented close to the cylindrical section 138, which acts to prevent twisting. Alternatively, the fixing element 84 has a simple head 82 without a groove 142. Here, the head 82 is supported on one side of the base element 74, while the cylindrical section 138 protrudes through the opening 86 and engages in a form-fitting and force-fitting manner in a counter element 113, which is supported on the side of the base element 74 opposite the head 82.

[0056] Figures 6 to 8 It is shown in detail how a single fixing element 84 , an associated second damping element 68 and a corresponding sleeve 114 as a counter element 113 cooperate to provide fixing, preloading and vibration damping.

[0057] Here, the individual fixing elements 84 are supported at their heads 82 on the base element 74 and protrude with their cylindrical sections 138 through the opening 86 of the base element 74, through the opening 94 of the first damping element 66 and through the opening 112 of the recess 110. On the side of the second contact surface 102, the associated second damping element 68 is introduced into the recess 110 in a manner spaced apart from and surrounding the cylindrical section 138 and rests against the material 148 of the connection device 96 surrounding the opening 112. This material 148 forms a step in the recess 110 against which the damping element 68 is pressed in the assembled state. The washer 115 rests against the second damping element 68 in a manner axially opposite to the step. When the sleeve 114 is screwed in around the cylindrical section 138, its contact section 132 presses against the washer 115 relative to the second damping element 68 (see arrow 150). The sleeve 114 is here engaged with its internal thread 136 on the external thread 140, extends through the opening 112 and the opening 94, and then abuts against the head 82 of the fixing element 84 at the end side. As a result, a hard connection is formed between the sleeve 114 as the corresponding element 113 and the fixing element 84. In addition, excessive compression of the second buffer element 68 is avoided. In addition, the corresponding element 113 and the fixing element 84 have an axial distance 151 relative to the vehicle wall 48. As a result, the buffer device 42 is firmly and non-elasticly coupled to the component 16 by the hard connection between the corresponding element 113 and the fixing element 84. At the same time, an elastic decoupling relative to the vehicle wall 48 is achieved by the distance 151 and the buffer elements 66, 68. It is also important for the decoupling that there is a radial distance 152 in the radial direction between the corresponding element 113, more precisely its cylindrical section 130 and the edge of the opening 112. As a result, there is no contact between the interface device 96 and the corresponding element 113.

[0058] Furthermore, an axial compression of the individual second damping elements 68 and simultaneously of the first damping elements 66 is achieved. As a result, the two types of damping elements 66, 68 are elastically deformed in a flattened manner and pressed radially outward, as schematically indicated by arrows 153 and 154. According to arrow 154, the second damping element 68 is displaced radially outward by means of its axial recess 128 and is accommodated in the cylindrical material 156 of the associated recess 110, which surrounds the outer circumference 126. The recess 110 serves as a receiving cylinder made of metal and is part of the interface device 96, which is a structural element 157 of the damping device 42. By means of this accommodation, the second damping element 68 is reliably supported radially on the metal material 156, and the axial recess 128 is filled with the elastomeric material of the damping element 68. The radial interior of the damping element 68 is accommodated at the cylindrical section 130. Furthermore, in the radial direction there is a distance 158 between the cylindrical section 130 and the first damping element 66 , into which distance the damping element 66 can be slightly displaced radially inwards during the axial compression, thereby making it possible to absorb, reduce and decouple vibrations that occur very well.

[0059] Furthermore, by means of the flat first damping element 66 and the at least one annular second damping element 68, a decoupling of the vibrations occurring in the two planes 90 and 116 is achieved. Here, the damping elements 66, 68 in the two planes 90, 116 balance each other. For this purpose, preferably six such second damping elements 68 are arranged in the second plane 116. As a result, the vibrations or noises generated by the functional system 12 are decoupled from the passenger compartment 52. In addition, input forces generated by vibrations or impacts and forces generated by the driver when operating the pedal 54 can be absorbed by the damping device 42. Unwanted movements are avoided or reduced to an acceptable level.

[0060] Fig. 9 and Fig.10 It is shown in detail how a single bolt 70 for fixing the damping device 42 to the vehicle wall 48 is fixed to the damping device 42 itself. For this purpose, a correspondingly associated recess 106 is provided in the component 157 as the connection device 96, which has an opening 108 in its center. The bolt 70 rests with its radially protruding head 160 on the material 159 surrounding the opening 108 and protrudes through the opening 108 with its cylindrical section 162. Here, a knurling 164 is arranged at the transition from the head 160 to the cylindrical section 162, by which the bolt 70 is prevented from twisting. In this way, in combination with the above-mentioned decoupling of the vibrations, the remaining damped vibrations are directed away in a targeted manner via the bolt 70. Four bolts 70 are provided for this purpose. Alternatively, fixing can also be carried out with two such bolts 70.

[0061] Fig.11A further embodiment of a damping device 42 is shown, which is shown here in a more schematic manner. In contrast to the first embodiment, the first damping element 66 is designed as a cushioning element so that it has a greater radial distance 158 relative to the respective counterpart element 113 and relative to the fixing element 84. This creates more free space for a stronger decoupling.

[0062] Furthermore, the adapter element 97 is designed as a stepped structural element 157, which has a first step 166 axially adjacent to the separate opening 112 and a second step 168 adjacent to the first step. In this case, the second damping element 68 is axially supported at the first step 166 and protrudes axially beyond the second step 168. There, the washer 115 is placed on the damping element 68, which radially protrudes beyond the first step 166 and radially into the region of the second step 168. Even in the preloaded state of the damping element 68, there is a distance 170 in the axial direction between the second step 168 and the washer 115, by which the adapter element 97 is decoupled from the base element 74. Furthermore, there is a distance 172 around the radial outer side of the annular washer 115 relative to the adapter element 97, and there is a radial distance 174 on the radial inner side of the ring of the washer 115 relative to the cylindrical section 130 of the counter element 113. In addition to the distance 170, the two radial distances 172 and 174 are used to decouple the washer 115 relative to the adapter element 97, the counter element 113, the fixing element 84 engaged therein, and the base element 74 connected to the fixing element 84. For this purpose, the two radial distances 172, 174 are also present in the first embodiment ( Figure 7 ).

[0063] Here, the washer 115 acts as a contact element 129 in different ways. Firstly, the washer 115 is a contact element between the counter element 113 and the damping element 68 and protects the damping element 68, which is designed as an elastomer, from twisting and friction, in particular when the counter element 113 is screwed into the fastening element 84. Secondly, the washer 115 is a contact element that abuts against the second step 168 when excessive forces are applied by means of the counter element 113. In this case, there is no longer a distance 170. The damping element 68 is no longer compressed further axially and the elastomer of the damping element 68 is protected from excessive forces.

[0064] Thirdly, even if a single damping element 68 fails, the washer 115 rests as a contact element 129 on the second step 168 of the structural element 157. Here, the contact element 129 is held axially between the structural element 157, more precisely between the adapter element 97 and the counter element 113, in a form-fitting manner. Thus, the contact between the adapter element 97, the counter element 113, the fixing element 84 coupled to the counter element 113 in a force-fitting manner, and the base element 74 connected to the fixing element 84 is produced by the contact element 129, by which a fixing or holding portion 176 is provided, which only becomes effective when the associated damping element 68 fails. Thus, the mechanical holding portion 176 is ensured by the contact element 129 and in combination with the elements 157, 113, 84 and 74, by which a mechanical contact between the component 16 and the vehicle wall 48 is created in the assembled state of the damping device 42. Although this type of mount 176 is no longer decoupled in a vibration-damping manner, it nevertheless provides a mechanical safety backup in the event of a failure of the elastomer-mounted damping element 66 , 68 .

[0065] Furthermore, the functional system 12 and its components 16 may be any system that is a source of noise and vibration.

Claims

1. A damping device (42) for damping vibrations between a component (16) of a functional system (12) of a vehicle brake system and the associated vehicle, in, The component (16) is fixed to a vehicle wall (48) of the vehicle, The damping device (42) has at least one elastic damping element (66, 68) which is arranged in such a way that the contact between the component (16) and the vehicle wall (48) is interrupted when the damping device (42) is in the installed state.

2. The buffer device according to claim 1, It is characterized in that A retaining portion (176) is provided which acts upon failure of the at least one elastic damping element (66, 68) so that the component (16) is retained on the vehicle wall (48) in the assembled state of the damping device (42).

3. The buffer device according to claim 1 or 2, It is characterized in that A base element (74) to be fixed to the component (16) is provided, at which at least one fixing element (84) protruding from the base element (74) is arranged, and a corresponding element (113) is provided on the individual fixing elements (84), by means of which the at least one elastic buffer element (66, 68) is axially pressed in the direction of the base element (74), so that in the assembled state there is a distance (151) between the corresponding element (113) and the vehicle wall (48).

4. The buffer device according to claim 3, It is characterized in that A correspondingly associated contact element (129) is arranged axially between the counter element (113) and the at least one buffer element (66, 68), the contact element being in particular designed as a washer (115).

5. The buffer device according to any one of claims 1 to 4, It is characterized in that At least one of the at least one resilient cushioning elements (66, 68) is received.

6. The buffer device according to any one of claims 1 to 5, It is characterized in that The at least one elastic buffer element (66, 68) is designed to have an elastic first buffer element (66) arranged in a first plane (90) and at least one elastic second buffer element (68) arranged in a second plane (90), wherein the two planes (90, 116) are different from each other and extend transversely to a connection axis (103) between the component (16) and the vehicle wall (48) in the assembled state.

7. The buffer device according to claim 6, It is characterized in that The at least one second damping element (68) is designed to be annular and preferably has at least one recess (128) at its outer circumference (126) and / or is particularly preferably surrounded at its outer circumference (126) by the material (156) of the structural element (157) of the damping device (42).

8. The buffer device according to claim 6 or 7, It is characterized in that A corresponding element (113) is provided which is respectively associated with each second buffer element (68), and the corresponding element is designed to have a cylindrical section (130) and a contact section (132) protruding from the cylindrical section (130), wherein the cylindrical section (130) is radially arranged inside the associated second buffer element (68), and the contact section (132) is axially supported on the associated second buffer element (68), and preferably, the cylindrical section (130) is designed to be hollow and have an internal thread (136), and the external thread (140) of the corresponding associated fixing element (84) is designed to engage in the internal thread.

9. The buffer device according to any one of claims 6 to 8, It is characterized in that A structural element (157) having two axially opposite contact surfaces (100, 102) is axially arranged on the first cushioning element (66), wherein the first contact surface (100) is arranged to face the component (16) and the second contact surface (100) is arranged to face the vehicle, and at least one recess (110) is provided in the second contact surface (102), in which an associated second cushioning element (68) is respectively accommodated, and in particular an opening (112) is provided in the recess (110), through which a fixing element (84) arranged correspondingly and associated on the base element (74) protrudes.

10. The damping device according to any one of claims 1 to 9, in particular according to claim 9, It is characterized in that The first damping element (66) is designed to be plate-shaped and in particular rests on a first contact surface (100) facing the component (16).

11. The buffer device according to any one of claims 1 to 10, It is characterized in that A basic element (74) to be fixed to the component (16) and a structural element (157) to be arranged on the vehicle wall (48) are provided, wherein the basic element and the structural element are designed in two parts, wherein the structural element (157) as an adapter element (97) is preferably designed to be adapted accordingly to the vehicle to which it belongs.

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