Functional system arrangement with component-compression bar unit

Abstract

The invention relates to a functional system arrangement with a component-pressure lever unit for a functional system arrangement (10) on a vehicle wall (20) arranged there for a vehicle brake system in an associated vehicle, the invention relates to a functional system arrangement for a vehicle brake system, comprising a component (18) of a functional system (14) of the vehicle brake system to be fixed to a vehicle wall (20) and a pressure lever (26) coupling the component (18), the component (18) having a length (90) extending along an X-axis (88) and a height (64) extending along a Z-axis (62) perpendicular to the X-axis (88), and the component (18) and the pressure lever (26) forming a component-pressure lever unit (110), the longitudinal extension (86) of the component-compression bar unit extends along an X-axis (88), and the component-compression bar unit (110) can be arranged on the vehicle wall (20) in a manner of rotating around a Z-axis (62) by an angle (112).

Description

Technical Field

[0001] The present invention relates to a functional system arrangement structure for a vehicle brake system in a relevant vehicle, which is arranged on a vehicle wall portion there. The functional system arrangement structure has a component of a functional system of the vehicle brake system to be fixed to the vehicle wall portion and a pressure rod connecting the component, wherein the component has a length extending along the X-axis, and a component-pressure rod unit is formed by the component and the pressure rod, and the component-pressure rod unit extends along the X-axis with its longitudinal extension. Background Art

[0002] Known component-pressure rod units belong to vehicle brake systems in vehicles, more precisely in motor vehicles. There, such units are fixed to the vehicle wall that separates the engine compartment from the driver's compartment. Here, the component is arranged in the engine compartment, and the pressure rod extends into the driver's compartment through the vehicle wall, more precisely the opening at the front panel. There, the pressure rod is coupled to a pedal that can be operated by the driver as an input rod of a pedal travel sensor. When the pedal is operated, the pressure rod is deflected by the partial circular movement of the pedal. Here, the force generated by the driver is transmitted via the pressure rod to the hydraulic pressure device coupled thereto, which is usually designed as a master brake cylinder and arranged in the component.

[0003] Such hydraulic pressure devices are components of one or more functional systems, via which a regulated brake pressure is provided to the associated brake system. To regulate the brake pressure, a hydraulic assembly is usually used as a functional system, which has a hydraulic housing or housing as a component attached to the vehicle wall. Various hydraulic components such as valves, sensors, storage devices, damping chambers and pressure devices are located in the housing. Another functional system is a brake booster (i.e. a brake booster) which is arranged between the hydraulic assembly and the vehicle and is coupled to a pedal travel sensor and has a booster housing as a component mounted on the front wall.

[0004] Such functional systems are actuator and control systems for brake pressure and are arranged with their associated housings as components in the motor compartment. Starting from the vehicle wall, the corresponding housing as a component projects with its length, or rather its length extension, in the X direction into the region facing away from the driver's compartment. There are various structural elements (e.g., batteries) or other components (e.g., body components) there, which could lead to collisions. Interferences can therefore occur. In addition, the available free space is generally too little or cannot meet certain crash requirements. Summary of the invention

[0005] According to the invention, a functional system arrangement for a vehicle brake system in a relevant vehicle, which is arranged on a vehicle wall, is proposed, which functional system arrangement has a component of a functional system of the vehicle brake system which can be fixed to the vehicle wall and a pressure rod connected to the component, wherein the component has a length or a length extension extending along the X axis, a height or a height extension extending along the Z axis perpendicular to the X axis, and a width extension or a width extending along the Y axis perpendicular to the Z axis, and the component and the pressure rod form a component-pressure rod unit, which extends along the X axis with its longitudinal extension. In this case, the component-pressure rod unit can be arranged on the vehicle wall in a manner rotated by an angle or a rotation angle about the Z axis, or more precisely, is arranged in this manner on the vehicle wall in the assembled state. Thus, in particular, the Y axis or the width of the component and the vehicle wall enclose the mentioned angle in the corresponding virtual surface extension. A rotation about the Z axis is provided, in particular a rotation by the mentioned angle clockwise or counterclockwise as required. Furthermore, the Z direction is defined by the Z axis of an imaginary right-handed Cartesian coordinate system, which in the installed position in the vehicle in particular points substantially upwards, or even obliquely upwards. In this case, the Z axis extends in particular between the container side of the component and the opposite side thereof and points in the direction of the container side. A container for storing brake fluid can be arranged on the container side.

[0006] The arrangement according to the invention, which is rotated in this way, is viewed from a position in which the push rod is generally at least substantially perpendicular in its longitudinal extension relative to the vehicle wall. In such a position, the Y axis and the plane formed by the vehicle wall enclose no or almost no angle, or in this case an angle of approximately 0° exists. The components of the known component-push rod unit therefore extend with their length in the X direction substantially perpendicularly to the vehicle wall into the motor compartment. At the same time, the associated hydraulic system, in particular the required master brake cylinder, is aligned linearly with the direction of movement of the associated pedal.

[0007] In contrast, according to the invention, the pressure rod is not arranged perpendicularly to the vehicle wall or to the plane formed by the vehicle wall. Instead, the pressure rod and therefore the component coupled to it are arranged to rotate about the Z axis, i.e., such that the mentioned angles can be enclosed or formed between the Y axis or the width extension of the component and the vehicle wall. At the same time, in particular, the pressure rod and the master brake cylinder, which is preferably arranged in the component, are arranged linearly or axially relative to each other.

[0008] With this rotational arrangement, possible component conflicts in the engine compartment, in particular in the area facing away from the driver's compartment, are avoided. In addition, more free space is created for requirements-based design and positioning of components that can be arranged there. Finally, depending on the type of vehicle, there are different and differently sized engine compartments in which different further functional systems and / or further components can be accommodated. As a result, the functional systems in the engine compartment can always be arranged appropriately.

[0009] Here, the functional system arrangement according to the invention is suitable for all functional systems, more precisely brake systems, which can be mounted on the front wall of a vehicle. The functional system is preferably a hydraulic assembly, and the associated component is a hydraulic housing or a housing, at which the hydraulic assembly can be fixed to the front wall. Such a housing preferably belongs to a vacuum-independent electro-hydraulic functional system, which includes brake force enhancement and ESP functions, such as a brake system with integrated power brake (IBP, Integrated Power Brake) or decoupled power brake (DPB, Decoupled Power Brake). In addition, the functional system is preferably a brake booster, and the component is a booster housing, at which the brake booster is fixed to the front wall. The functional system is particularly preferably a vacuum-independent, in particular electromechanical brake booster, such as a so-called iBooster.

[0010] The angle mentioned advantageously has a magnitude in the range between 1° and 30°, preferably between 2° and 20° and particularly preferably between 3° and 10°. In particular, the magnitude of the angle is less than 10° and particularly preferably between 3.5° and 7°. Depending on the requirements, the angle is positive or negative, i.e. runs clockwise or counterclockwise. By means of such an angle, the functional system can be designed to be flexibly and precisely adapted to the respective installation situation in the motor compartment in the direction of its fastening to the vehicle wall. In particular, at the particularly preferred angle of 3° to 10°, a flexible tilting of the component and thus the associated functional system about the Z axis is achieved, while at the same time saving the space requirement of the angular part required for this in terms of space. In addition, the pressure rod is thus guided in a sufficiently stable, essentially linear manner, in particular relative to the master brake cylinder. Furthermore, the angle is advantageously designed to be variable or adjustable. Depending on the installation situation in the motor compartment, a suitable angle between the Y axis or the width of the component and the vehicle wall can first be set during assembly. Thus, a particularly flexible installation of the functional system is achieved.

[0011] According to the present invention, advantageously be provided with at least one fixing element that will be coupled with component or has been coupled with component, the receiving point of this fixing element is arranged eccentrically according to the angle relative to the longitudinal extension of X-axis or component-press rod unit. Here, the receiving point is preferably arranged directly at the component, and is particularly preferably arranged at the handover device, which can be fixed to the component and is used to fix the component at the vehicle wall. Preferably, be provided with at least two fixing elements that will be coupled with component, the receiving point of this fixing element is arranged eccentrically relative to X-axis. Therefore, at least two receiving points have different distances with respect to X-axis respectively. In particular, each receiving point is parallel to Y-axis and moves linearly with a certain distance in reverse, and is therefore arranged eccentrically relative to X-axis, which is produced by the angle of component-press rod unit rotating around Z axis. The starting point for this is the arrangement of each receiving point when component-press rod unit does not rotate around Z axis. In contrast, according to the invention, it is advantageously possible to linearly shift the position of each receiving point along the Y axis, so that the receiving opening or receiving portion arranged in the vehicle wall, through which the individual fixing elements can be guided, can remain unchanged at the same position as such an opening in the case of an arrangement of the pressure rod perpendicular to the vehicle wall. For this purpose, it is advantageous to provide a corresponding receiving portion in the vehicle wall for receiving the individual fixing elements and thus for the fixing component-pressure rod unit, which receiving portion is arranged at the same position as in the non-rotated arrangement. As a result, the vehicle wall remains unchanged and the manufacturing process does not need to be changed cost-effectively. In addition, one type of vehicle wall can be used for a variety of vehicle types, so that a larger number of pieces can be achieved.

[0012] According to the invention, at least one receiving portion arranged on the vehicle wall for receiving an associated fastening element to be coupled to the component is advantageously provided, which receiving portion is arranged eccentrically relative to the X axis according to the angle. Preferably, at least two such receiving portions are provided. In this case, each receiving portion is arranged to be linearly displaced parallel to the Y axis in the opposite direction according to the angle compared to the initial, unrotated situation. As a result, the individual fastening elements can remain unchanged with respect to their receiving points.

[0013] Furthermore, it is advantageous if, compared to an unrotated initial position, at least one fixing element of a coupling component and at least one receiving portion arranged on a vehicle wall are correspondingly arranged to move linearly toward or against each other, so that in the installed state of the component-pressure rod unit on the vehicle, the longitudinal extension of the pressure rod is in a straight line with the piston of the master brake cylinder to which the pressure rod is coupled in a stationary position.

[0014] Furthermore, the arrangement of the component-pressure lever unit according to the invention, which is rotatable about the Z axis, is advantageously produced by a rotation point which is compactly arranged at the pressure lever. In this case, in particular, the rotation point is located axially away from the component and is therefore an outer rotation point or is arranged to the outside relative to the component. The rotation point is therefore located in the driver's cabin in the installed state, where the pedal can act on the rotation point. There, the rotation point is preferably located at the axial end of the pressure lever which is opposite the component, so that an unimpeded rotation is possible. For this purpose, the rotation point or pivot point is preferably and stably a ball head, which is particularly preferably designed in one piece with the pressure lever.

[0015] In addition to the aforementioned rotation points, a further rotation point is advantageously provided as an inner rotation point. The inner rotation point is arranged in particular at the axial end of the push rod that projects into the component, where it projects into the preferably arranged master brake cylinder and serves as a joint in the piston guided in the master brake cylinder. This allows a certain degree of mobility, thereby compensating for stresses that may occur during operation.

[0016] Furthermore, the individual fastening elements, or more precisely their receiving points, are in particular linearly displaced by a distance which is determined by the direct distance between the outer and inner rotation points in relation to the mentioned angles.

[0017] According to the invention, advantageously, a rotation point which is positioned axially away from the component is rotatably or pivotably coupled to a receiving position of an associated pedal device. In particular, the pressure rod is here an input rod of an associated pedal travel sensor. Furthermore, the receiving position is preferably a receiving caliper or a clamp, which is preferably designed in the shape of a half shell and partially surrounds the rotation point at its circumferential surface. Such a clamp is a known component in a pedal assembly. Thus, a known structure is used cost-effectively. For this purpose, the clamp is preferably arranged radially on the outside with its open side on the bent pedal rod, so that the rotation point is partially accommodated there. The pedal rod preferably has a pedal at one end thereof and is movably suspended at its other end on a pedal bracket or a wall element of the vehicle.

[0018] Furthermore, according to the invention, advantageously, when the component-pressure rod unit is arranged to rotate about the Z axis, the pedal device is arranged not to rotate relative to the Z axis. Therefore, the pedal device, in particular its pedal bracket, its pedal rod and the pedal are not changed compared to the non-rotated arrangement. Here, the pedal rod extends substantially perpendicular to the plane formed by the vehicle wall, and the pedal remains unchanged in its pedal position. The pedal position is a main structural feature of the vehicle. A shifted or changed position is usually not achievable or undesirable. In particular, for existing models that are only retrofitted, no changes can be made, or only limited changes can be made. With the unchanged pedal position, the existing structure in the driver's cabin is advantageously fully utilized. At the same time, the rotational arrangement of the component-pressure rod unit enables significantly greater freedom in the vehicle design in the engine compartment. Alternatively, the pedal device with its pedal rod rotates according to the rotation of the component-pressure rod unit about the Z axis. Therefore, a very low-wear arrangement of the pedal rod and the pressure rod in one line is achieved, by which the outer rotation point does not shift in the Y direction when the pedal is operated.

[0019] Furthermore, according to the invention, the component-pressure rod unit can advantageously be arranged additionally at the vehicle wall in a manner rotated by an angle or a rotation angle about the Y axis. Thus, even more installation space options are created in the vehicle. In particular, installation space conflicts for a brake fluid container that can be arranged in the Z direction can be avoided. For such a rotation about the Y axis, a rotation angle of +5° to -44° together with a tolerance of in particular + / -5° are advantageous, preferably from nominal 0° to -30° and particularly preferably from nominal -8° to -25°.

[0020] In addition, according to the present invention, advantageously be provided with a handover device, this handover device is used for the compression rod being fixed at the component place and the component being fixed at the vehicle wall place.At this, the handover device is designed to have a first abutting surface directly or indirectly against the component or coupled with the component and a second abutting surface to be abutted against the vehicle wall.The second abutting surface is arranged obliquely relative to the first abutting surface, thereby realizing the arrangement of the component-compression rod unit rotating with the angle mentioned around the Z axis.At this, the handover device is designed in such a way that the first abutting surface can be against the component in the first plane, and the second abutting surface facing the vehicle wall can be against the vehicle wall in the second plane that is angled with the first plane.Preferably, the second abutting surface is arranged obliquely relative to the first abutting surface, so that the arrangement of the component-compression rod unit advantageously rotating around the Y axis is realized additionally simultaneously.The handover device designed at an angle in this way will be used as a separate structural element against the component-compression rod unit.Therefore, the component of the functional system, for example hydraulic housing or amplifier housing, can be designed in a particularly advantageous manner on the cost, and it does not change compared with being vertically arranged at the vehicle wall place. At the same time, the rotational arrangement according to the invention is achieved only by the angled interface, thereby saving a lot of manufacturing costs. Therefore, the invention also relates separately to such an interface and the use of such an interface in the functional system arrangement structure of the mentioned vehicle.

[0021] According to the invention, the first contact surface and the second contact surface are advantageously designed integrally with one another. This provides an interface that is easy to handle and assemble, with which the component-strut unit can be fastened to the vehicle wall in a particularly compact and stable manner. The one-piece design is preferably formed by a deep-drawn component, wherein the two contact surfaces arranged obliquely to one another are simply formed accordingly in terms of production technology.

[0022] Alternatively, according to the present invention, the first abutment surface and the second abutment surface are advantageously designed in two pieces relative to each other. Therefore, the two abutment surfaces can first be independently formed on the structural element of the separate design, which is determined according to the respective installation conditions. A higher degree of freedom is thus achieved. Here, the structural element is preferably a known interface plate, which has two mutually parallel abutment surfaces on its two flat sides. Another structural element is preferably an adapter element, which is adapted to the interface plate and has an abutment surface that is tilted relative to the interface plate. Therefore, a traditional interface plate can be advantageously used, which is advantageously combined with an adapter element or an adapter designed at an angle. Preferably, the first abutment surface is provided by the interface plate at this, and the second abutment surface is provided by the adapter. The adapter will be arranged between the interface plate and the vehicle wall, and is preferably manufactured as a die casting or deep drawing. Extrusion technology is particularly preferred as a manufacturing process, wherein, after extruding an extrusion profile with a correspondingly cut disc, an adapter is formed. Preferably, bolts and nuts, riveting technology or welding technology are used to fix the adapter at the interface plate.

[0023] The interface advantageously has a continuous free space at the center of each abutment surface in its abutment surface, and this free space is preferably used as an installation window. Therefore, the interface can be prepared as an assembly, can be advantageously installed in the component place on the cost then, wherein, always can directly approach the installation plane at the component place by the free space. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] An embodiment of the solution according to the invention is explained in more detail below by means of schematic drawings, in which:

[0025] Figure 1 shows a partially cut-away side view of a portion of a functional system arrangement according to the prior art;

[0026] Figure 2 A top view showing another functional system arrangement structure according to the prior art is shown;

[0027] Figure 3 The first embodiment of the functional system arrangement according to the present invention is shown according to Figure 2 's view;

[0028] Figure 4 Shown according to Figure 3 A partial oblique view of an embodiment of the present invention;

[0029] Figure 5 The exploded diagram shows the Figure 4 Details of V;

[0030] Figure 6 A schematic top view showing a second embodiment of a functional system arrangement according to the present invention;

[0031] Figure 7 Shown according to Figure 6 View VII;

[0032] Figure 8 The side view shows the Figure 6 pictorial diagram;

[0033] Fig. 9 A top view showing a third embodiment of a functional system arrangement according to the invention; and

[0034] Fig.10 In another embodiment variant, the Fig. 9 Details of X. DETAILED DESCRIPTION

[0035] Figure 1 and Figure 2 In each case, a functional system arrangement 10 of a hydraulic assembly 12, which is only partially shown, is shown as a functional system 14 of a hydraulic vehicle brake system (not shown in detail) with an anti-slip control system. Such control systems are anti-lock brake control systems, drive slip control systems and / or driving dynamics control systems / electronic stability programs, which are usually referred to by the abbreviations ABS, ASR and / or FDR / ESP.

[0036] Here, the hydraulic assembly 12 is fastened with its hydraulic housing or housing 16 to a vehicle wall 20 of a vehicle (not shown), which serves as a component 18 of the functional system 14. The vehicle wall 20 separates a motor compartment 22 from a passenger compartment or driver compartment 24. A pressure rod 26 coupled to the housing 16 or component 18 projects into the driver compartment 24 and is designed with a ball head 30 as a rotation point 32 at its axial end 28 projecting into the driver compartment 24. The rotation point 32 is held and supported in a manner that allows rotation within a certain range at a receiving position 34 of a bent pedal rod 36. Here, the receiving position 34 is designed as a shell-shaped receiving caliper or clamp 38 that is open to the rotation point 32. In addition, a pedal 40 is arranged at the pedal rod 36 at its lower end when it is in the installed position, which pedal can be operated by the driver of the vehicle. The pedal rod 36 is movably suspended at its upper end in the installed position on a pedal bracket 42 which is arranged in a stationary manner on a wall element 44 extending transversely to the vehicle wall 20 .

[0037] Here, the pedal 40, the pedal rod 36 and its clamp 38 and the pedal support 42 belong to the pedal device 46. The pressure rod 26 can be moved by the pedal device 46 and thus serves as a pedal travel sensor 48, with which a master brake cylinder 50 arranged in the housing 16 can be actuated, which is designed as a tandem master brake cylinder. A cup-shaped piston 52 serving as a master piston is guided displaceably in the master brake cylinder, into which the pressure rod 26 projects with its end 54 axially opposite to the end 28. The end 54 is supported on the piston 52 and is easily rotatably mounted there with an inner rotation point 56. Axially opposite the inner rotation point 56 is the rotation point 32, which is located as an outer rotation point 32 in the clamp 38 on the pedal rod 36 in the driver's cabin 24. If the driver actuates the pedal 40, the pressure rod 26 is pushed in the direction of the piston 52 at the outer rotation point 32 by the pedal rod 36 via a partial circular movement 58. In this case, the outer rotation point 32 is slightly shifted upward in the Z direction 60 , which is achieved in the piston 52 by the rotatable mounting of the pressure rod 26 at the inner rotation point 56 .

[0038] In the installed position, the Z direction 60 points essentially upward, usually obliquely upward. In addition, the Z direction 60 extends along a Z axis 62, which extends along the height or height extension 64 of the housing 16 serving as the component 18. The Y axis 66 extends perpendicularly to the Z axis 62 in a virtual right-handed Cartesian coordinate system, which extends along the width or width extension 68 of the housing 16. A receiving part 70 for accommodating an electric motor or a shaft (not shown) of a motor 72 extends through the housing 16 in the direction of the Y axis 66. The motor 72 is arranged on the motor side 74 of the housing 16. On the other hand, there is a control device side 76 on the cuboid housing 16, on which an electronic control device 78 is arranged. Between the control device side 76 and the motor side 74 there is a container side 80 as a narrow side, on which a container 82 ( Figure 2 ). Adjoining the container side 80 is a narrow side as a pedal side 84, from which the pedal travel sensor 48 or the pressure rod 26 protrudes. The pressure rod 26, together with the component 18, has a longitudinal extension 86, which extends along an X-axis 88 perpendicular to the Y-axis 66 and points in the direction of the rotation point 32. The housing 16 is arranged with its length or length extension 90 together with the master brake cylinder 50 along the X-axis 88.

[0039] The cap-shaped adapter 92 radially surrounding the push rod 26 is fixed with its adapter flange 94 to the pedal side 84 of the housing 16 (see also Figure 4). An interface plate 96 is in contact with the adapter flange 94, which presses the adapter flange 94 against the housing 16 via two bolts, not shown. The pressure rod 26 is thus held at the housing 16. In addition, an associated fixing element 98 protrudes substantially vertically from the interface plate 96 and points from at least one receiving point 97 to the vehicle wall 20. Here, two fixing elements 98 are provided with two receiving points 97, which are arranged centered on the X-axis 88, and each receiving point 97 is therefore at the same distance from the X-axis 88. Each fixing element 98 protrudes through an associated receiving portion 100 in the vehicle wall 20 and is fixed there, respectively, by a nut, not shown here. Thus, the housing 16 is held at the vehicle.

[0040] Furthermore, the interface plate 96 has a first contact surface 102 facing the housing 16 and resting against the adapter flange 94 there, and a second contact surface 104 arranged opposite in the X direction. Here, the second contact surface 104 is used to rest against the vehicle wall 20 and be fixed to the vehicle wall 20 and extends parallel to the first contact surface 102. Due to the parallel arrangement of the contact surfaces 102, 104, the housing 16 is kept parallel to the vehicle wall 20 along its pedal side 84 or width 68. Here, the Y-axis 66 and the plane 106 formed by the vehicle wall 20 have no angle with respect to each other. Furthermore, the housing 16 extends with its X-axis 88 essentially perpendicular to the plane 106 and extends with its length 90 in the X direction perpendicular to the vehicle wall 20 into the motor compartment 22. There, depending on the installation space, the vehicle type and the required structural elements, a conflict may occur with at least one other structural element 108 (for example a battery) ( Figure 2 ). In this case, the housing 16 as component 18 and the pressure rod 26 form a component-pressure rod unit 110 which, with its longitudinal extension 86 , is arranged unrotated relative to the Z axis 62 of the component 18 and therefore represents a fictitious starting position for the following exemplary embodiments.

[0041] Figure 3An embodiment is shown in which a component-strut unit 110 is arranged at the vehicle wall 20 at the rotation point 32 in a clockwise rotation about the Z axis 62 at an angle 112. Accordingly, the longitudinal extension 86, the X axis 88 and the length 90 of the component 18 are also rotated at an angle 112 (correspondingly dashed lines) relative to the unrotated virtual initial position (correspondingly dashed lines). In addition, the Y axis 66 or the width 68 of the component 18 respectively encloses the same angle 112 with the plane 106. In the present case, the angle 112 is approximately +3° to +4°. By the arrangement of the component-strut unit 110 rotated at an angle 112, the hydraulic assembly 12 as a whole and therefore the control device 78 arranged thereat are positioned in the motor compartment 22 in a manner rotated about the Z axis 62. As a result, more space is generated, especially in the area 114 of the motor compartment 22 facing away from the driver's compartment 24. The structural element 108 has more space there, does not contact the functional system 14, and can be easily approached for assembly or repair.

[0042] The arrangement of the component-pressure rod unit 110 for rotation about the Z axis 62 is achieved here by means of a ball head 30 as a rotation point 32, which is located at the end 28 of the pressure rod 26 axially away from the component 18. Here, the rotation point 32 is coupled to the receiving position 34 of the pedal device 46 in a rotatable manner, that is, the ball head 30 is accordingly received in a rotatable and form-fitting manner in a clip 38 on the pedal rod 36. The clip 38 is designed to be matched for this. At the same time, the arrangement of the pedal rod 36 with the pedal 40 and the pedal bracket 42 is relatively Figure 1 and Figure 2 The functional system arrangement 10 shown is unchanged. The pedal device 46 thus formed is arranged to be non-rotatable ( Figure 6 Thus, the driver's cabin 24 is arranged in a region facing the driver relative to the Figure 1 and Figure 2 The known functional system arrangement 10 remains unchanged.

[0043] Furthermore, in order to realize the arrangement that can be rotated about the Z-axis 62, the second contact surface 104 is arranged obliquely relative to the first contact surface 102. Here, the two contact surfaces 102 and 104 enclose an angle 112 in their virtual surface extension. The first contact surface 102 is arranged indirectly on the component 18, in particular on the adapter flange 94 arranged there, and is perpendicular to the X-axis 88 (dash-dotted line). The second contact surface 104 is in contact with the vehicle wall 20 and encloses an angle 112 with the first contact surface 102. Furthermore, two studs protrude from the second contact surface 104 as fixing elements 98, which are guided through the vehicle wall 20 into the driver's cabin 24 via two associated receiving portions 100 and are fixed there. Here, each receiving point 97 of the respective fixing element 98 on the second contact surface 104 is linearly displaced in the opposite direction relative to the initial position according to the angle 112 (see arrow 116). Therefore, the two receiving points 97 are arranged eccentrically relative to the X-axis 88 (dash-dotted line) according to the angle 112. The two receiving portions 100 are located at the vehicle wall 20 , unchanged relative to the initial position. Alternatively, a correspondingly linearly displaced arrangement of the receiving portions 100 and an unchanged arrangement of the receiving points 97 are possible.

[0044] Figure 4 and Figure 5 Shown in detail the first abutment surface 102 and the second abutment surface 104 are arranged obliquely relative to each other.For this reason, in the example shown, an adapter element 118 is also provided in addition to the interface plate 96.Interfacing device 120 is formed by interface plate 96 and adapter element 118, wherein the first abutment surface 102 and the second abutment surface 104 are designed in two-piece relative to each other.Here, the first abutment surface 102 belongs to the interface plate 96, and is arranged at adapter flange 94 places and is therefore indirectly arranged at housing 16 places.Relative to the first abutment surface 102, the adapter element 118 of angled design is arranged at the interface plate 96 places.For this reason, adapter element 118 has the 3rd abutment surface 122 against the interface plate 96, and forms the second abutment surface 104 with its side facing away from housing 16.The second abutment surface 104 and the 3rd abutment surface 122 are arranged obliquely relative to each other, so that in its virtual face extension, an angle 112 is formed. Therefore, the second contact surface 104 of the adapter element 118 and the first contact surface 102 of the interface plate 96 are arranged obliquely to each other according to the angle 112. Therefore, the interface plate 96 is designed as a first structural element with two mutually parallel planes, and the necessary angle 112 or rotation angle is achieved by means of the adapter element 118. Here, the interface plate 96 is preferably made of steel, in particular as a deep-drawn part, and is fixed to the adapter element 118 by two bolts 124 and associated nuts 126. A seal 128 designed as a flat dry seal is arranged axially between the two bolts and the associated nuts.

[0045] In addition, the interface 120 has a continuous opening 130 in each of its contact surfaces 102, 104 and 122 and in the seal 128 in the center, through which the adapter 92 is guided. The opening 130 is expanded away from the housing 16 to form a mounting window 132 with a larger cross section and free space. The mounting window 132 allows direct access to the mounting plane of the pedal side 84.

[0046] Figures 6 to 8 An embodiment of a functional system arrangement 10 arranged to rotate about the Z axis is schematically shown in an actuated state and a non-actuated state. In this case, double-dashed lines indicate structural elements that are changed in the actuated state compared to the rest position, such as the pedal 40, the pedal rod 36, the pressure rod 26, the outer rotation point 32, the inner rotation point 56 and the piston 52. Identical structural elements with the same reference numerals 40, 36, 26, 32, 56 and 52 are shown in the rest position in solid lines.

[0047] The pedal device 46 with the pedal rod 36 and the pedal 40 is arranged so as not to be rotated relative to the Z axis 62 and extends perpendicularly to the vehicle wall 20. Figure 6 134 and dashed lines. The pressure rod 26 is arranged to rotate through the outer rotation point 32 so that the dot-dash line X axis 88 is generated. When the pedal 40 is operated, the pressure rod 26, which is arranged to rotate in this way, is pushed in the direction of the piston 52 at the outer rotation point 32 by the partial circular movement 58 of the pedal 40 with the help of the pedal rod 26. In this case, the outer rotation point 32 moves a distance 136 ( Figure 6 ) and moves slightly upward along the Z direction 60 ( Figure 8 ). In addition, the rotation arrangement produces a slight displacement of the outer rotation point 32 along the Y axis 66 under load, such as Figure 6 and Figure 7 It has been shown that this offset does not interfere with possible bending forces.

[0048] In addition, according to Figures 6 to 8 In the exemplary embodiment of , both the receiving point 97 and also the receiving portion 100 of the individual fastening elements 98 are adapted to an arrangement rotated by an angle 112 .

[0049] In another preferred embodiment not shown here, the pedal device 46 with its pedal rod 36 and its pedal 40 is arranged to be rotated relative to the Z axis 62 at the same angle 112 as the component-strut unit 110. Thus, the described offset of the outer rotation point 32 along the Y axis 66 is avoided and still more space is provided in the area 114 of the motor compartment 22.

[0050] Figures 9 and 10An embodiment of a functional system arrangement 10 is shown, in which a component-pressure rod unit 110 is arranged at a vehicle wall 20 in such a way that it is rotated counterclockwise about the Z axis 62 at the rotation point 32 by an angle 112. Here, the angle 112 is approximately -2° to -3°. Correspondingly, the Y axis 66 or the width 68 of the component 18 and the plane 106 respectively enclose the same angle 112 with their imaginary extensions (the corresponding dot-dash lines relative to the corresponding associated dashed lines). In addition, the X axis 88 is also rotated counterclockwise about the Z axis 62. In particular, more space is thus created in the area 114 of the motor compartment 22 facing away from the driver's compartment 24 on the right side of the functional system 14 in the direction of travel.

[0051] Here, the two receiving portions 100 in the vehicle wall 20 do not change relative to the virtual initial position, while the corresponding associated receiving points 97 of the individual fastening elements 98 on the second contact surface 104 are arranged to be linearly displaced in the opposite direction relative to the virtual initial position according to the angle 112 (see arrow 116 ).

[0052] In addition, the interface 120 is designed to have an interface plate 96, and the plane of this interface plate is not extended parallel to each other, but is arranged obliquely relative to each other. Therefore, the interface plate 96 not only has the first abutting surface 102 facing member 18, but also has the second abutting surface 104 that can abut against the vehicle wall 20, and this second abutting surface is arranged obliquely relative to the first abutting surface 102. Therefore, two abutting surfaces 102 and 104 are designed integrally relative to each other. For this reason, the interface 120 is formed by a deep-drawn component, and this deep-drawn component also has an opening 130 in the center as a step plate, and this opening widens towards the direction of the second abutting surface 104 as an installation window 132.

[0053] according to Fig.10 , shows a variant embodiment of the handover device 120, which has two contact surfaces 102 and 104 arranged obliquely relative to each other, wherein the two receiving points 97 are not linearly displaced but are arranged centered on the X axis 88. In this case, a suitable fixation is achieved at the vehicle wall 20.

[0054] Furthermore, in another embodiment not shown here, the member-strut unit 110 is arranged to rotate at an angle around the Y axis 66 at the rotation point 32 in addition to the angle 112. Thus, more variations in the space in the motor compartment 22 can also be achieved. To this end, the interface 120 is preferably designed so that its two contact surfaces 102, 104 are arranged to be tilted and rotated accordingly relative to each other.

[0055] Furthermore, the functional system arrangement 10 with the component-pressure rod unit 110 arranged in rotation about the Z axis is suitable for various functional systems 14, which each have a pressure rod 26 and can be arranged on the vehicle wall 20. The exemplary embodiment shown has a hydraulic assembly 12 of a different type as a functional system 14. In this case, Figures 3 to 8 A so-called conventional type hydraulic assembly 12 is shown, in which the push rod 26 and its master brake cylinder 50 are arranged between the receiving part 70 associated with the motor 72 and the container side 80. Here, the control device 78 is arranged on the left side of the component 18 in the direction of travel, and with the arrangement rotated in the clockwise direction, more space is created in the area 114 on the left side. In addition, Figures 9 and 10 A so-called reverse type hydraulic assembly 12 is shown, in which the master brake cylinder 50 is arranged on the side facing away from the reservoir side 80 relative to the receptacle 70. In this case, the control device 78 is usually arranged on the right side of the component 18 in the direction of travel. With the arrangement rotated counterclockwise, more space is now available on the right side in the area 114.

[0056] In another embodiment variant that is not shown, functional system 14 is a brake booster having a cup-shaped booster housing as component 18 , into which a push rod 26 projects axially.

Claims

1. A functional system arrangement (10) for a vehicle brake system in an associated vehicle, arranged on a vehicle wall (20) therein, the functional system arrangement comprising a component (18) of a functional system (14) of the vehicle brake system to be fastened to the vehicle wall (20) and a pressure rod (26) connecting the component (18), in, The member (18) has a length (90) extending along an X-axis (88) and a height (64) extending along a Z-axis (62) perpendicular to the X-axis (88), The component (18) and the pressure rod (26) form a component-pressure rod unit (110), wherein the component-pressure rod unit extends along the X-axis (88) with its longitudinal extension (86). The invention is characterized in that the component-pressure rod unit (110) can be arranged on the vehicle wall portion (20) in a manner rotated by an angle (112) about the Z axis (62).

2. The functional system arrangement structure according to claim 1, characterized in that: At least one fastening element (98) is provided to be coupled to the component (18), wherein a receiving point (97) of the fastening element is arranged eccentrically relative to the X-axis (88) according to the angle (112).

3. The functional system arrangement structure according to claim 1, characterized in that: At least one receiving portion (100) is provided and is arranged on the vehicle wall (20), the receiving portion being arranged eccentrically relative to the X-axis (88) according to the angle (112).

4. The functional system arrangement according to any one of claims 1 to 3, characterized in that: The arrangement of the component-pressure rod unit (110) for rotation about the Z-axis (62) is achieved by a rotation point (32) which is located on the pressure rod (26), in particular axially facing away from the component (18).

5. The functional system arrangement structure according to claim 4, characterized in that: The rotation point (32) is rotatably coupled to a receiving location (34) of an associated pedal device (46).

6. The functional system arrangement structure according to claim 5, characterized in that: The pedal device (46) is arranged in a non-rotatable manner.

7. The functional system arrangement according to any one of claims 1 to 6, characterized in that: The component-strut unit (110) is additionally arranged on the vehicle wall (20) in a manner rotated by an angle about the Y-axis (66).

8. The functional system arrangement according to any one of claims 1 to 7, characterized in that: A handover device (120) is provided, the handover device being used to fix the pressure rod (26) to the component (18) and to fix the component (18) to the vehicle wall (20), The interface device (120) is designed to have a first abutment surface (102) coupled to the component (18) and a second abutment surface (104) to be abutted against the vehicle wall (20), and the second abutment surface (104) is arranged to be inclined relative to the first abutment surface (102) so as to realize the arrangement of the component-pressure rod unit (110) rotating around the Z axis (62) at the mentioned angle (112).

9. The functional system arrangement structure according to claim 8, characterized in that: The first contact surface (102) and the second contact surface (104) are designed integrally with each other.

10. The functional system arrangement structure according to claim 8, characterized in that: The first contact surface (102) and the second contact surface (104) are designed in two parts relative to each other.

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