Damping device for a vehicle braking system

Abstract

In a damping device (42) for damping vibrations between a component (16) of a functional system (12) of a vehicle braking system and an associated vehicle, wherein the component (16) is to be attached to a vehicle wall (48) of the vehicle, the damping device (42) has at least one elastic damping element (66, 68) which is arranged such that contact between the component (16) and the vehicle wall (48) is interrupted in the mounted state of the damping device (42).

Description

State of the art

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

[0002] Vehicles or motor vehicles have vehicle braking systems that comprise one or more functional systems with which regulated brake pressures are provided to the associated braking systems. The functional system for regulating the brake pressure is usually a hydraulic unit with a hydraulic housing or casing as a component. Various hydraulic components, such as valves, sensors, accumulators, damper chambers, and pedal-operated and / or motor-driven pressure devices, are arranged in the housing. Furthermore, a driver-operated pedal travel sensor is often coupled to the pressure devices. The pedal travel sensor is usually fixed to the housing via an interface plate. The housing, and thus the hydraulic unit as a whole, is in turn attached to a wall on the vehicle via the interface plate.Another possible functional system is a brake booster located between the hydraulic unit and the vehicle and coupled to the pedal travel sensor. This typically consists of a booster housing to which the interface plate is attached.

[0003] In such brake pressure actuation and modulation systems, latent structure-borne noise is generated by the movement of an associated motor and transmission, as well as the aforementioned valves and other mechanical sources. This structure-borne noise is perceptible to the driver in the form of vibrations and noise in the driver's cab and is often perceived as disturbing. Particularly due to the increasing shift to electrically powered vehicles, the sensitivity to such vibrations has increased. Typically, only a seal is provided between the vehicle and the functional system. This creates a need for a device for damping vibrations of a functional system of the vehicle's braking system. Disclosure of the invention

[0004] According to the invention, a damping device for damping vibrations between a component of a functional system of a vehicle braking system and an associated vehicle is provided, wherein the component is to be fastened to a vehicle wall of the vehicle. The damping device has at least one elastic damping element which is arranged such that contact between the component and the vehicle wall is interrupted when the damping device is in the assembled state. In particular, the component and the vehicle wall are made of metal, the metallic contact between which is preferably completely interrupted. For this purpose, the at least one elastic damping element is preferably an elastomer. The contact is thus interrupted by a preferably elastomeric mounting of the component on the vehicle wall. The vehicle wall is in particular a firewall of the vehicle which separates an engine compartment from a driver's compartment.The functional system and its component are arranged in the engine compartment and, according to the invention, are decoupled from the bulkhead and thus from the driver's compartment with regard to vibration transmission. For this purpose, the at least one elastic damping element is preferably preloaded, particularly axially, for a particularly elastic and effective damping effect.

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

[0006] The damping device according to the invention is suitable for all braking systems or functional systems that are to be mounted on the bulkhead. Preferably, the functional system is a hydraulic unit, and the associated component is a hydraulic housing to which the hydraulic unit is attached to the vehicle and which is decoupled from the vehicle with respect to any vibrations that may occur by means of the damping device. Such a housing preferably belongs to a vacuum-independent, electro-hydraulic functional system that includes brake booster and ESP functionality, such as an Integrated Power Brake (IBP) or Decoupled Power Brake (DPB) braking system. Furthermore, the functional system is preferably a brake booster, and the associated component is a booster housing to which the brake booster is attached to the vehicle and which is decoupled from the vehicle by means of the damping device.Particularly preferably, the functional system is a vacuum-independent, in particular electromechanical brake booster, such as a so-called iBooster.

[0007] According to the invention, a holder, in particular a fastening, is advantageously provided which, in the event of a failure of the at least one elastic damping element, has a holding, in particular fastening, effect such that the component is still held to the vehicle wall. In particular, mechanical contact is created between the component and the vehicle wall when the damping device is in the assembled state. This creates a mechanical fallback level which ensures that, in the event of a malfunction of the at least one elastic damping element, a fastening-acting connection or mechanical connection or fastening is still present between the component and the vehicle wall. Such a malfunction can occur in the event of material fatigue or failure due to dissolution due to external influences such as mineral oil.Preferably, the holder is designed with a contact element acting as a holding element, with which a particularly mechanical contact between the component and the vehicle wall is provided only in the event of a failure of the individual damping element.

[0008] According to the invention, a base element to be fastened to the component is also advantageously provided, on which base element at least one fastening element protruding from the base element is arranged. Furthermore, a counter element is provided on each individual fastening element, on which counter element the at least one elastic damping element is axially supported or with which the at least one elastic damping element is axially urged towards the base element such that, in the assembled state, there is a gap between the counter element and the vehicle wall. The gap also exists between the individual fastening element and the vehicle wall. This prevents contact between the fastening element and the counter element with the vehicle wall. At the same time, a firm, largely rigid, non-elastic connection is created with the counter element arranged on the fastening element, which accordingly presses against the fastening element and the base element.The counter element is preferably held in a form-fitting manner and particularly preferably a force-fitting manner on the fastening element. A stable attachment of the base element and the entire damping device to the component is achieved, which is simultaneously separated from the vehicle wall by the spacer and elastically and vibration-dampingly mounted towards the vehicle wall by the at least one damping element.

[0009] The base element is preferably plate-shaped. Such a base plate is particularly preferably made of sturdy metal, in particular steel. In addition, the base element preferably has at least one opening through which an associated fastening element with a cylindrical section is arranged, protruding and directed away from the component. The fastening element is designed as a bolt with a head that is placed against and supported by a material surrounding the opening. Opposite the head is the counter-element, which presses in the direction of the head and thus the base element. The counter-element is preferably designed as a pressure element and particularly preferably as a screw element. The screw element is designed in particular as a sleeve-shaped screw nut or extended nut or sleeve, the internal thread of which engages in an external thread running around the cylindrical section of the fastening element.With such a screw connection, a hard screw joint is realized between the bolt and nut.

[0010] According to the invention, a respective associated contact element is advantageously provided axially between the counter element and the at least one damping element. The contact element preferably makes contact with the counter element and the associated damping element. The contact element protects the damping element in two ways: against twisting when the counter element is tightened, which is particularly advantageous with an elastomer, and against abrasive friction. Furthermore, there is, in particular, a radial spacing between the contact element and each component of the damping device surrounding the contact element, thus preventing contact with each component and thus vibration-transmitting contact of the component with the vehicle wall.Furthermore, the contact element is preferably arranged to perform a third function as a holding element in such a way that axial contact, in particular, is only created between the contact element and a component of the damping device in the event of a failure of the associated damping element. For this purpose, the contact element is preferably held in a form-fitting manner between the counter-element and the component. The component is preferably the base element and / or an interface device described below. This ensures that the contact element is held on the component and that the component to be coupled to the component is held on the vehicle wall, even if the individual damping element is no longer functioning properly or is malfunctioning. In particular, the contact element is designed as a disc to save space and is preferably stable and low-friction, in particular from metal.

[0011] Furthermore, according to the invention, at least one damping element of the at least one elastic damping element is advantageously chambered. Such chambering is achieved by a material of a component that surrounds the damping element, in particular radially. The material or component thus limits the deformation of the damping element during axial compression by means of the counter-element pressing against the fastening element. The damping element deforms axially and presses radially outwards and, depending on its shape, also radially inwards. The damping element is in particular radially limited and pressed radially against the component. A preload counteracting the radial deformation is achieved in the chambered damping element; this preload acts in addition to the axial preload and provides particularly strong decoupling.

[0012] In addition, the at least one elastic damping element advantageously has two different planes which, in the assembled state, extend transversely to a connecting axis between the component and the vehicle wall.

[0013] Particularly advantageously, the at least one elastic damping element is designed with a first elastic damping element arranged in a first plane and with at least one second elastic damping element arranged in a second plane, wherein the two planes are different from one another and, in the assembled state, extend transversely to a connecting axis between the component and the vehicle wall. In particular, the first plane extends transversely to a longitudinal axis of a pedal travel sensor coupled to the component. Likewise, the second plane extends, in particular, transversely to this longitudinal axis.

[0014] In this case, a plane extending transversely to the connecting axis or longitudinal axis means a plane which in particular does not run along or parallel to the respective axis. The first and the second plane preferably extend at a distance from one another and essentially perpendicular to the longitudinal axis. In particular, the two planes extend in a manner adapted to a respective installation situation in an associated engine compartment of the vehicle and, if required, preferably also run obliquely to the longitudinal axis. In particular, the first and / or second plane enclose an angle with the longitudinal axis of 10° to 170°, preferably of 40° to 140°, particularly preferably of 70° to 110° and most preferably of 90°. In this case, the damping device has an axis which is preferably arranged essentially along or, depending on the installation situation, also obliquely to the longitudinal axis of the pedal travel sensor coupled to the component.Accordingly, the first and second planes extend transversely to this axis. Furthermore, two to six, particularly preferably three to five, and most particularly preferably four second elastic damping elements are arranged in the second plane. This enables damping that is selectively and evenly distributed throughout the second plane.

[0015] With at least one damping element, which is advantageously arranged in two different planes according to the invention, a decoupling of vibrations occurring in the functional system is achieved in two planes. This creates comprehensive and reliable damping. With this type of damping, functional systems of the vehicle brake system, which are to be placed as actuation and / or modulation systems in particular on a bulkhead, are 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 dissipation of any vibrations that occur. Particularly preferably, the two planes extend in a manner adapted to the installation situation in the engine compartment and are also positioned at an angle to one another if required.

[0016] Preferably, the first and / or the at least one second elastic damping element are compressed in the assembled state. This achieves improved damping. In particular, the first and the at least one second damping element are compressed along an axis running substantially perpendicular to the first and second planes. Such axial compression in two planes creates particularly good damping with regard to transmission to the vehicle.

[0017] According to the invention, the at least one second damping element is advantageously designed in a ring shape, which also includes a bushing-shaped configuration. This allows the individual second damping element to be axially deformable and, at the same time, to deflect radially particularly well. This achieves a particularly good damping effect, particularly in the case of axial compression.

[0018] The at least one second damping element preferably has at least one recess or groove on its outer circumference, which is designed in particular as an axial recess. The outer circumference is in particular a radial outer circumference related to the axis perpendicular to the second plane, and the individual axial recess extends along said axis. By means of such an axial recess on the outer circumference, the individual second damping element can be deformed radially particularly easily upon axial compression. This achieves radial decoupling of the vibrations in addition to the axial decoupling. In this case, the individual recess is preferably designed in a simple manufacturing manner as a notch with square edges. The individual recess is particularly preferably designed as an indentation with rounded edges, thus achieving very uniform force transmission. Preferably, six and particularly preferably eight such axial recesses are provided.The second damping element is designed as a rosette or rosette-shaped, which achieves a particularly light and uniform deformation radially outwards.

[0019] Particularly preferably, the at least one second damping element is surrounded on its outer circumference by a material of a component of the damping device. In this case, the second damping element is advantageously designed in its cross-section such that a certain distance from the material exists before compression. By means of compression, the individual second damping element is then axially and radially deformed and pressed radially against the material. This chambers the component, creating a particularly strong radial decoupling. Preferably, the component is an interface device in which a hollow cylindrical receptacle is provided for the individual second damping element.

[0020] In addition, according to the invention, a counter element is advantageously provided which is associated with each individual second damping element and which is designed with 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 damping element and the contact section is supported axially on the associated second damping element. The counter element therefore fulfills two functions at once. With its cylindrical section, the second damping element is stabilized and chambered against radially inward deformation. Furthermore, the contact section serves to axially compress the second damping element. In this way, the second damping element is reliably deformed radially outwards in combination with the radially inwardly stabilizing cylindrical section.Advantageously, a preferably annular, in particular metal, disc is arranged axially between the individual second damping element and the individual contact section as a contact element. This prevents radial rotation of the second damping element when the sleeve is tightened and reduces the friction that occurs during this process.

[0021] The cylinder section is preferably hollow and also has an internal thread into which an external thread of an associated fastening element is designed to engage. The fastening element is preferably designed as a bolt and is held in a form-fitting manner, in particular on its head, by means of a circumferential groove preferably provided there, in particular on the base element. The contact section of the counter element is preferably positioned axially opposite the head and, when screwed in around the bolt, presses axially against the associated second damping element. The second damping element is thereby urged and compressed against an axially adjacent component, in particular an interface device. Such compression can be adjusted with particular precision and is held stably by means of the described screw connection between the sleeve or sleeve-shaped nut and the bolt. A stable and reliable fastening with simultaneous damping decoupling is achieved.For this purpose, the bolt is preferably designed with a head which has a roughened surface on its outer circumference, in particular a knurling or fluting, and is thus secured against undesired twisting.

[0022] Furthermore, in addition to the at least one second damping element, the first damping element is preferably arranged and clamped between the fastening element and the counter element. Preloading of both types of damping elements is achieved in a component-saving and effective manner with only one fastening element.

[0023] Advantageously, in the damping device according to the invention, a component with two axially opposite contact surfaces is arranged, in particular axially, on the first damping element. A first contact surface is arranged facing the component and in particular the first damping element, and a second contact surface is arranged facing the vehicle. At least one recess is provided in the second contact surface, in which the associated second damping element is received. In the assembled state, the individual recess is arranged extending towards the component and offers a receptacle surrounding the second damping element, with which deformation forces acting on the second damping element can be stably counteracted by means of the component. Preferably, the respective associated contact section of the counter element, in particular the sleeve or the sleeve head, is also received in the recess, which then has the aforementioned distance from the vehicle wall.Particularly preferably, the recess is designed with a recessed cross-section and a smaller opening. The counter element protrudes through the opening with its cylindrical portion, and the associated second damping element rests against a material of the recess surrounding the opening. The opening is preferably arranged centrally. In particular, the associated fastening element arranged on the base element also protrudes through the opening and is preferably encompassed by the cylindrical portion of the counter element.

[0024] The recess is preferably designed with a first step, which is formed by the material of the component radially surrounding the opening and against which the associated second damping element rests. In addition, the recess is preferably designed in steps with a first step and a second step with a larger cross-section. The second damping element rests against the first step. Additional components can rest or be brought into contact with the second step as required. For this purpose, the disc, which is advantageously placed against the second damping element, preferably extends radially beyond the second step and, when the damping element is preloaded, is at a distance from the second step. If too much force is exerted by the counter element in the direction of the base element, the disc comes into contact with the second step. In this case, metal is generally in contact with metal and the desired noise decoupling is no longer achieved.However, the damping element, which is designed as an elastomer, is protected from excessive force.

[0025] Furthermore, at least one further recess, in particular with a central opening, is advantageously provided in the first contact surface of the component, wherein an associated stud bolt is arranged with its cylindrical section protruding through the opening and with its head resting against a material of the recess surrounding the opening. The individual further recess extends opposite to the recess associated with the individual second damping element. The individual stud bolt serves in particular to fasten the damping device and the component coupled thereto to the vehicle. The stud bolt is preferably designed with a head which, on its side facing the material surrounding the opening, has a roughened surface as an anti-twist device.

[0026] In addition, according to the invention, the first damping element is advantageously plate-shaped, in particular as an elastic mat or disc, and is applied in particular to the first contact surface of the component facing the component. The first damping element is preferably arranged axially between the base element and the component, in particular the interface device. This enables a flat force transmission over a wide area. In addition, the first damping element not only dampens vibrations but also seals off the engine compartment. Preferably, an axial lip is additionally provided for this purpose, which is preferably arranged circumferentially around a recess opening in the first damping element. The mat therefore fulfills both a sealing and a damping function.

[0027] Furthermore, according to the invention, a base element to be fastened to the component and a structural element to be arranged on the vehicle wall are advantageously provided, which are designed in two parts, wherein the structural element is designed as an adapter element and is preferably adapted to the respective vehicle. Such a two-part design is particularly cost-effective and at the same time flexible. The base element is preferably a known base plate which, in order to save costs, is designed the same for all types of components. The structural element or adapter element is preferably the aforementioned interface device, which is designed to be adapted to a respective installation situation, in particular in the engine compartment of the vehicle. The at least one second damping element is preferably mounted in the adapter element, and the first damping element is preferably mounted axially between the base element and the adapter element.The adapter element serves in particular as an interface device for attaching a pedal travel sensor coupled to the component and for attaching the component to the vehicle. The adapter element is preferably plate-shaped, and the two axially opposite contact surfaces of the component are parallel or angled to each other. Depending on the angle formed by the two contact surfaces, various installation options are available depending on the installation space.

[0028] Overall, the first damping element provides axial decoupling, and the at least one second damping element provides, in particular, radial decoupling of vibrations occurring in the component from the vehicle. The first and the at least one second damping element are in equilibrium with each other.

[0029] Furthermore, a sealing element is advantageously provided as a seal for the bulkhead, which sealing element is axially connected to the second contact surface and is preferably designed as a planar and relatively flat element and is particularly preferably simply glued to the second contact surface.

[0030] The invention also relates to a method for installing such a damping device in a vehicle. The damping device is first fully assembled as a standalone assembly with the aforementioned components. The fully assembled assembly is then attached to the component of the vehicle's braking system and only then, together with the component, to the vehicle. Such final assembly saves valuable time and avoids potential errors during assembly of the components. In particular, the damping device can be spatially designed differently in advance. This allows for the creation of different types of damping devices and fully assembled assemblies. This makes it easy to adapt to any available engine compartment in the vehicle.

[0031] In the following, exemplary embodiments of the inventive solution are explained in more detail with reference to the attached schematic drawings. It shows: Fig. 1 an oblique view of a functional system with a hydraulic housing as a component and a first embodiment of a damping device according to the invention, Fig. 2 the partial section II-II according to Fig. 1 in the assembled state of the first embodiment on the component and on the vehicle, Fig. 3 an exploded view with an associated oblique view of the first embodiment according to Fig. 1, Fig. 4 the detail IV in Fig. 3, Fig. 5 the detail V in Fig. 3, Fig. 6 the section II-II according to Fig. 1, Fig. 7 the detail VII in Fig. 6 when mounted on the vehicle, Fig. 8 the section VIII-VIII according to Fig. 7, Fig. 9 the section IX-IX according to Fig. 1, Fig. 10 the detail X in Fig. 9 and Fig. 11 the view similar Fig. 7 of a second embodiment of the damping device according to the invention.

[0032] Fig. 1 and Fig. 2 shows a hydraulic unit 10 as a functional system 12 of a hydraulic vehicle brake system (not shown further) with a slip control system. Such control systems include anti-lock, traction control, and / or vehicle dynamics control systems / electronic stability programs, for which the abbreviations ABS, ASR, and / or FDR / ESP are commonly used. This requires the provision of controlled brake pressures. For this purpose, the hydraulic unit 10 comprises a hydraulic housing or housing 14 as component 16, which is designed as a comparatively narrow, cuboid-shaped metal block made of an aluminum alloy. The component 16 or housing 14 serves for the mechanical fastening and hydraulic connection of hydraulic components of a brake pressure control system of the brake system. Such components include solenoid valves, check valves, hydraulic accumulators, damper chambers, and pressure sensors, which are fastened in receptacles of the housing 14.The components are not shown in detail or are not provided with reference symbols. For hydraulic interconnection, the component receptacles are connected to each other by lines (only partially shown) that run through the housing 14.

[0033] The housing 14 is equipped with an electric motor or motor 18, which is arranged on a motor side 20 of the cuboid-shaped housing 14. The motor 18 has a motor shaft (not shown) which is inserted into a Fig. 2 shown receptacle 22 of the housing 14. Opposite the motor side 20, the housing 14 has a control unit side 24 on which an electronic control unit 26 is arranged. Between the control unit side 24 and the motor side 20, there is a reservoir side 28 as a narrow side on which a reservoir 30 for compensating storage of brake fluid is arranged (only Fig. 1). Adjacent to the container side 28 is a further narrow side of the housing 14, a pedal side 32, from which a pedal travel sensor 34 protrudes, extending along a longitudinal axis 36 that runs along a longitudinal extension 38 of the housing 14. The pedal travel sensor 34 is fixedly coupled to the housing 14 by means of an adapter 40 and a damping device 42, and is coupled in a force-transmitting manner by means of two screws 44.

[0034] In Fig. 1, the damping device 42 is shown as a fully assembled or prefabricated subassembly 46. For final assembly, the subassembly 46 or damping device 42 is simply screwed to the housing 14 and thus to the entire hydraulic unit 10 with the two screws 44 through an adapter flange 47 of the adapter 40. At the same time, the housing 14 and thus the entire hydraulic unit 16 are fastened to a bulkhead or vehicle wall 48 of a vehicle (not shown) by means of the damping device 42. The damping device 42 thus also serves as an interface to the vehicle. The vehicle wall 48 separates an engine compartment 50 from a passenger compartment 52 of the vehicle, into which the pedal travel sensor 34 projects and is coupled there to a pedal 54 in a force-transmitting manner (only Fig. 2).

[0035] The pedal 54 is operated by the driver during vehicle operation, whereby a force input 56 is applied to the pedal travel sensor 34, which moves a piston 58 of a master brake cylinder 60. This moves brake fluid from the master brake cylinder 60 into lines 62 of the brake system, and the force input 56 is continued in the housing 14, which is schematically represented by further input force arrows 64. Furthermore, depending on the braking situation, valves (not shown) are switched by the control unit 26. In addition, the motor shaft of the motor 18 (not shown) moves an eccentric (likewise not shown). Such movements and switching generate vibrations and noises. Conventionally, such vibrations and noises are transmitted directly to the vehicle wall 48 and from there into the passenger compartment 52. There, the vibrations are perceived as disturbing, usually in quieter electric vehicles.With the damping device 42, these vibrations are damped particularly extensively by means of a first elastic damping element 66 and at least one second elastic damping element 68 and are specifically diverted past the vehicle wall 48 by at least one stud bolt 70. The resulting force curve is schematically represented by several output force arrows 72 pointing away from the housing 14.

[0036] Fig. 3 to 10 show the damping device 42 used for this purpose in detail. The damping device 42 is preferably constructed as a prefabricated assembly 46 in several layers. A stepped base plate is provided as the first layer to be applied to the component 16 or applied to the component 16 in the assembled state, which is preferably made of steel. In the center of this base plate, a recess 76 is provided, the outer contour of which is adapted to the adapter 40, through which the adapter 40 is to be inserted. The recess 76 is located in a flat depression 78 facing the component 16, which is to be applied to the adapter flange 47 arranged on the pedal side 32 of the component 16. Thus, a distance 80 (see Fig. 2) to the adapter flange 47 and thus an even greater distance to the pedal side 32 is created. At the distance 80 there is sufficient space to accommodate a head 82 of at least one fastening element 84 designed as a bolt ( Fig. 2). For this purpose, at least one opening 86 is provided in the base element 74 in its outer region surrounding the recess 78. The individual fastening element 84 is arranged to protrude through the corresponding opening 86 and rests with its head 82 against a material of the base element 74 surrounding the opening 86. In the assembled state, the head 82 is supported there.

[0037] The first elastic damping element 66 is axially connected to the base element 74 in the direction of the vehicle along an axis 88. The first damping element 66 is disc-shaped and designed as a mat made of an elastomer, preferably butyl rubber, and lies in a first plane 90. The first plane 90 and thus the first damping element 66 with its width extends transversely to the axis 88 and, in this case, runs approximately at a right angle to the axis 88. In addition, the first damping element 66 is designed on its outer circumference to correspond to the base element 74. Furthermore, the first damping element 66 has a recess 92 which is designed such that the first damping element 66 extends around the depression 78 of the base element 74. There, an associated opening 94 is provided in the damping element 66 in alignment with the at least one opening 86 of the base element 74.

[0038] Axially adjacent to the first damping element 66 is a plate-shaped interface device 96 as an adapter element 97, which is preferably made of die-casting, particularly preferably of die-cast aluminum. The interface device 96 has an outer circumference similar to the first damping element 66 and a radially inwardly continuous recess 98, which corresponds to the recess 92 of the first damping element 66. Provided radially around the recess 98 are a first contact surface 100 arranged facing the component 16 and a second contact surface 102 arranged facing the vehicle. The two contact surfaces 100 and 102 are axially opposite one another and, in the present embodiment, extend parallel to one another. Thus, the axis 88, when mounted on the component 16, corresponds to the longitudinal axis 36 of the pedal travel sensor 34 and a connecting axis 103 between the component 16 and the vehicle wall 48 (see Fig. 2).

[0039] In further embodiments, the contact surfaces 100 and 102 are positioned at an angle to each other (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 various installation situations in the engine compartment 50.

[0040] 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 damping element 66 and the comparatively flat base element 74. Thus, the interface device 96 provides more material in which various receptacles can be arranged. Thus, at least one recess 106 with a central opening 108 is provided in the first contact surface 100, which serves as a receptacle for the respective associated stud bolt 70 (see also Fig. 9 and Fig. 10).

[0041] Furthermore, the second contact surface 102 has at least one recess 110 ( Fig. 1, 2, 6 to 8, 11) with a central opening 112 that passes through the first contact surface 100. The individual recess 110, with its opening 112, serves as a receptacle for the associated second damping element 68, an associated counter-element 113, which is designed as a sleeve-shaped nut or sleeve 114, and an annular washer or disk 115 located therebetween. The individual second damping element 68 is arranged in a second plane 116, which extends transversely to the axis 88 and runs 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 lie in the second plane 116. The four damping elements 68 are arranged at equal distances from one another and each enclose an angle of approximately 90° with respect to the axis 88. In each case, two opposing damping elements 68 are arranged in a line at right angles to the axis 88.

[0042] Axially adjacent to the second contact surface 102, a flat gasket is arranged as a sealing element 118, which is bonded flat to the second contact surface 102 and serves as a seal for the bulkhead 48. The sealing element 118 is provided with a hole 120 through which the associated second damping element 68 with its sleeve 114 is guided. Furthermore, the sealing element 118 has a further hole 122 through which the associated stud bolt 70 is guided.

[0043] Fig. Figure 4 shows the individual second damping element 68 in detail, which in this case is formed from butyl rubber as the elastomer. The damping element 68 is designed as a ring extending radially to the axis 88, with 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, each designed as a radial indentation with rounded edges and forming a rosette shape.

[0044] To fasten and preload the damping element 68, the disc 115 is provided as a contact element 129, resting against the damping element 68. In addition, a cylindrical section 130 of the sleeve 114, which serves as the counter element 113, is guided centrally through the disc 115 and the inner ring 124. A contact section 132 of the sleeve 114, projecting radially from the cylindrical section 130, rests against the disc 115. In addition, an engagement section 134 with a hexagonal circumference is arranged on the sleeve 114, axially adjacent to the contact section 132, onto which a tool for screwing the sleeve 114 can engage. To create a screw connection between the sleeve 114 and the associated fastening element 84, the cylindrical section 130 is designed as a hollow cylinder with an internal thread 136. Furthermore, the fastening element 84 comprises a cylinder section 138 on which an external thread 140 engaging in the internal thread 136 is provided.

[0045] Fig. Figure 5 shows the fastening element 84 in detail. Its head 82 is designed to engage with a material surrounding the opening 86 of the base element 74 and to be supported there in the fastened state. For additional anchoring in the base element 74, which is designed as a plate, the head 82 has a radially circumferential groove 142 into which the base element 74 engages ( Fig. 7). Furthermore, a knurling 146 acting against rotation is provided on the groove 142 on its groove wall 144 facing the cylinder section 138. Alternatively, the fastening element 84 has a simple head 82 without a groove 142. The head 82 is supported on the base element 74 on one side, while the cylinder section 138 protrudes through the opening 86 and engages the counter element 113 in a form-fitting and force-fitting manner, which is supported on the side of the base element 74 opposite the head 82.

[0046] Fig. 6 to 8 show in detail how the single fastening element 84, the associated second damping element 68 and the respective sleeve 114 interact as a counter element 113 for fastening, preloading and damping vibrations.

[0047] The individual fastening element 84 is supported at its head 82 on the base element 74 and projects with its cylindrical section 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. Enclosing the cylindrical section 138 at a distance from it, the associated second damping element 68 is inserted into the recess 110 on the side of the second contact surface 102 and rests against a material 148 of the interface device 96 surrounding the opening 112. The material 148 forms a step of the recess 110, against which the damping element 68 is pressed in the assembled state. Axially opposite the step, the disc 115 is placed on the second damping element 68. When the sleeve 114 is screwed in around the cylinder section 138, its contact section 132 presses against the second damping element 68 (see arrow 150).The sleeve 114 engages with its internal thread 136 on the external thread 140, extends through the opening 112 and the opening 94 and then rests on the head 82 of the fastening element 84. This creates a hard screw joint between the sleeve 114 as the counter element 113 and the fastening element 84. Furthermore, overcompression of the second damping element 68 is avoided. In addition, the counter element 113 and the fastening element 84 have an axial distance 151 to the vehicle wall 48. Thus, by means of the hard screw joint between the counter element 113 and the fastening element 84, a firm, non-elastic coupling of the damping device 42 to the component 16 is achieved. At the same time, by means of the distance 151 and the damping elements 66, 68, an elastic decoupling from the vehicle wall 48 is created. It is also important for the decoupling that a radial space is created between the counter element 113 and the fastening element 84.There is a radial distance 152 between the cylinder section 130 and an edge of the opening 112. Thus, there is no contact between the interface device 96 and the counter element 113.

[0048] In addition, axial compression of the individual second damping element 68 and, at the same time, of the first damping element 66 is achieved. As a result, both types of damping elements 66, 68 are elastically deformed over their surface and push radially outward, as schematically illustrated by arrows 153 and 154. According to arrows 154, the second damping element 68 deflects radially outward by means of its axial recesses 128 and chambers itself in the associated recess 110 on a cylindrical material 156 surrounding the outer circumference 126. The recess 110 serves as a metal receiving cylinder and belongs to the interface device 96, which is a component 157 of the damping device 42. With the chambers, the second damping element 68 is reliably supported radially on the metal material 156, and the axial recesses 128 are filled with elastomer material of the damping element 68. Radially inward, the damping element 68 is chambered on the cylinder section 130.Furthermore, there is a radial gap 158 between the cylinder section 130 and the first damping element 66, into which the damping element 66 can deflect slightly radially inward upon axial compression. This effectively absorbs, reduces, and decouples any vibrations that occur.

[0049] In addition, the first flat damping element 66 and the at least one second annular damping element 68 achieve a decoupling of vibrations occurring in two planes 90 and 116. The damping elements 66, 68 are in equilibrium with each other in the two planes 90, 116. Preferably, six such second damping elements 68 are arranged in the second plane 116. This decouples vibrations or noises generated by the functional system 12 from the passenger compartment 52. Furthermore, input forces generated by oscillations or shocks, as well as 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.

[0050] Fig. 9 and Fig. 10 shows in detail how the individual stud bolt 70, which serves to fasten the damping device 42 to the vehicle wall 48, is fastened to the damping device 42 itself. For this purpose, the corresponding recess 106 with its central opening 108 is provided in the component 157 as an interface device 96. The stud bolt 70 rests with its radially projecting head 160 on a material 159 surrounding the opening 108 and protrudes through the opening 108 with its cylindrical section 162. At the transition from the head 160 to the cylindrical section 162, a knurling 164 is applied, which secures the stud bolt 70 against twisting. In combination with the aforementioned decoupling of the vibrations, any remaining damped vibrations are thus specifically diverted via the stud bolts 70. Four stud bolts 70 are provided for this purpose. Alternatively, fastening with two such stud bolts 70 is also possible.

[0051] Fig. Figure 11 shows another embodiment of the damping device 42, which is shown more schematically here. In contrast to the first embodiment, the first damping element 66 is designed as a mat, providing a larger radial distance 152 from the individual counter element 113 and the fastening element 84. This creates more space for greater decoupling.

[0052] Furthermore, the adapter element 97 is designed as a stepped component 157 with a first step 166 axially adjoining the single opening 112 and a second step 168 adjoining thereto. The second damping element 68 is axially supported on the first step 166 and projects axially beyond the second step 168. There, the disk 115 is applied to the damping element 68, which here projects radially beyond the first step 166 and radially into a region of the second step 168. Axially between the second step 168 and the disk 115, even in the preloaded state of the damping element 68, there is a distance 170 by which the adapter element 97 is decoupled from the base element 74. In addition, there is a distance 172 radially outside the annular disc 115 to the adapter element 97 and a radial distance 174 radially inside the ring of the disc 115 to the cylinder section 130 of the counter element 113.With the two radial distances 172, 174, in addition to the distance 170, the disc 115 is decoupled from the adapter element 97, the counter element 113, the fastening element 84 engaging therein, and the base element 74 connected to the fastening element 84. For this purpose, these two radial distances 172, 174 also exist in the first embodiment (. Fig. 7).

[0053] The disc 115 acts as a contact element 129 in different ways. First, the disc 115 is a contact element between the counter element 113 and the damping element 68 and protects the damping element 68, which is made of an elastomer, from twisting and friction, particularly when the counter element 113 is screwed around the fastening element 84. Second, the disc 115 is a contact element that comes into contact with the second step 168 when too much force is applied by the counter element 113. Then, the distance 170 no longer exists. The damping element 68 is no longer axially compressed, and the elastomer of the damping element 68 is protected from excessive force.

[0054] Thirdly, even if the individual damping element 68 fails, the disk 115 acts as a contact element 129 to bear against the second stage 168 of the component 157. The contact element 129 is held axially between the component 157 or adapter element 97 and the counter element 113 in a form-fitting manner. Thus, the contact element 129 creates contact between the adapter element 97, the counter element 113, the fastening element 84, which is force-fittingly coupled to the counter element 113, and the base element 74 connected to the fastening element 84, providing a fastening or holder 176 that only functions if the associated damping element 68 fails. Thus, the contact element 129 in combination with the elements 157, 113, 84 and 74 ensures a mechanical holder 176 with which, in the assembled state of the damping device 42, a mechanical contact is created between the component 16 and the vehicle wall 48.Although such a holder 176 is no longer decoupled in a vibration-damping manner, it does offer a mechanical safety fallback level in the event of failure of a damping element 66, 68 of the elastomeric bearing.

[0055] Furthermore, the functional system 12 with its component 16 can be any system as a source of noise and vibration.

Claims

[1] Damping device (42) for damping vibrations between a component (16) of a functional system (12) of a vehicle brake system and an associated vehicle, wherein the component (16) is to be attached to a vehicle wall (48) of the vehicle, characterized by that the damping device (42) has at least one elastic damping element (66, 68) which is arranged such that contact between the component (16) and the vehicle wall (48) is interrupted in the mounted state of the damping device (42). [2] Damping device according to claim 1, characterized by that a holder (176) is provided which, in the event of a failure of the at least one elastic damping element (66, 68), acts to ensure that the component (16) is held on the vehicle wall (48) in the mounted state of the damping device (42). [3] Damping device according to claim 1 or 2, characterized bythat a base element (74) to be fastened to the component (16) is provided, on which base element at least one fastening element (84) protruding from the base element (74) is arranged, and a counter element (113) is provided which is arranged on each individual fastening element (84) and with which the at least one elastic damping element (66, 68) is urged axially in the direction of the base element (74) in such a way that in the assembled state there is a distance (151) between the counter element (113) and the vehicle wall (48). [4] Damping device according to claim 3, characterized by that a respective associated contact element (129) is provided axially between the counter element (113) and the at least one damping element (66, 68), which is designed in particular as a disc (115). [5] Damping device according to one of claims 1 to 4, characterized bythat at least one damping element (68) of the at least one elastic damping element (66, 68) is chambered. [6] Damping device according to one of claims 1 to 5, characterized by in that the at least one elastic damping element (66, 68) is designed with a first elastic damping element (66) arranged in a first plane (90) and with at least one second elastic damping element (68) arranged in a second plane (116), wherein the two planes (90, 116) are different from one another and, in the assembled state, extend transversely to a connecting axis (103) between the component (16) and the vehicle wall (48). [7] Damping device according to claim 6, characterized bythat the at least one second damping element (68) is annular and preferably has at least one recess (128) on its outer circumference (126) and / or is particularly preferably surrounded on its outer circumference (126) by a material (156) of a component (157) of the damping device (42). [8] Damping device according to claim 6 or 7, characterized bythat a counter element (113) is provided which is respectively associated with the individual second damping element (68), which counter element is designed with a cylindrical section (130) and a contact section (132) protruding from the cylindrical section (130), wherein the cylindrical section (130) is arranged radially inside the associated second damping element (68) and the contact section (132) is axially supported on the associated second damping element (68), and preferably the cylindrical section (130) is designed to be hollow and has an internal thread (136) into which an external thread (140) of a respectively associated fastening element (84) is designed to engage. [9] Damping device according to one of claims 6 to 8, characterized bythat a component (157) with two axially opposite contact surfaces (100, 102) is arranged axially on the first damping element (66), wherein a first contact surface (100) is to be arranged facing the component (16) and a second contact surface (102) is to be arranged facing the vehicle and at least one recess (110) is provided in the second contact surface (102), in which the respectively associated second damping element (68) is received and in particular an opening (112) is provided in the recess (110) through which the respectively associated fastening element (84) arranged on the base element (74) projects. [10] Damping device according to one of claims 1 to 9, in particular according to claim 9, characterized by that the first damping element (66) is plate-shaped and is in particular applied to the first contact surface (100) facing the component (16). [11] Damping device according to one of claims 1 to 10, characterized bythat a base element (74) to be fastened to the component (16) and a component (157) to be arranged on the vehicle wall (48) are provided, which are designed in two parts relative to one another, wherein the component (157) is designed as an adapter element (97) preferably adapted to the respective associated vehicle.

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