Functional system arrangement with a component pushrod unit

Abstract

In a functional system arrangement (10) for a vehicle braking system in an associated vehicle on a vehicle wall (20) provided therein, comprising a component (18) of a functional system (14) of the vehicle braking system to be attached to the vehicle wall (20) and a push rod (26) coupled to the component (18), wherein the component (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), and forming a component-push rod unit (110) with the component (18) and the push rod (26), the component-push rod unit (110) being arranged on the vehicle wall (20) rotated at an angle (112) about the Z-axis (62).

Description

State of the art

[0001] The invention relates to a functional system arrangement for a vehicle brake system in an associated vehicle on a vehicle wall provided there, with a component of a functional system of the vehicle brake system to be fastened to the vehicle wall, and a push rod coupled to the component, wherein the component has a length extending along an X-axis, and with the component and the push rod a component-push rod unit is formed, which runs with its longitudinal extent along the X-axis.

[0002] Well-known component push rod assemblies are part of vehicle braking systems in vehicles or motor vehicles. There, such units are attached to a vehicle wall that separates the engine compartment from the driver's compartment. The component is located in the engine compartment, and the push rod protrudes through an opening in the vehicle wall or bulkhead into the driver's compartment. There, the push rod, as the input rod of a pedal travel sensor, is coupled to a pedal that can be operated by a driver. When the pedal is operated, the push rod is deflected via a partial circular movement of the pedal. The force generated by the driver is transmitted via the push rod to a hydraulic pressure device coupled to it, which is usually designed as a master brake cylinder and located in the component.

[0003] Such hydraulic pressure devices are part of one or more functional systems that provide controlled brake pressure 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 attached to the vehicle body. The housing contains various hydraulic components, such as valves, sensors, accumulators, damper chambers, and pressure devices. Another functional system is a brake booster, arranged between the hydraulic unit and the vehicle and coupled to the pedal travel sensor, with a booster housing as a component attached to the bulkhead.

[0004] Such functional systems represent actuation and modulation systems for brake pressure and, along with their associated housings, are arranged as components in the engine compartment. Starting from the vehicle wall, the respective housing, as a component, extends with its length or longitudinal extension in the X-direction into an area facing away from the driver's compartment. Various components, such as a battery, or other components, such as body parts, are located there, which could lead to conflicts. This can lead to intersections. Furthermore, there may be insufficient clearance overall or to meet certain crash specifications. Disclosure of the invention

[0005] According to the invention, a functional system arrangement for a vehicle braking system in an associated vehicle is provided on a vehicle wall provided there, comprising a component of a functional system of the vehicle braking system to be fastened to the vehicle wall, and a push rod coupled to the component, wherein the component has a length or longitudinal extent extending along an X-axis, a height or height extent extending along a Z-axis perpendicular to the X-axis, and in particular a width extent or width extending along a Y-axis perpendicular to the Z-axis, and a component-push rod unit is formed with the component and the push rod, the longitudinal extent of which runs along the X-axis. The component-push rod unit is to be arranged on the vehicle wall rotated at an angle or angle of rotation about the Z-axis or is arranged on the vehicle wall in the assembled state.In particular, the Y-axis or the width of the component and the vehicle wall thus enclose the stated angle in a respective fictitious surface extension. A rotation around the Z-axis is provided, in particular clockwise or counterclockwise as required, at the stated angle. Furthermore, the Z-axis of a fictitious right-handed Cartesian coordinate system defines a Z-direction which, in the installed position in the vehicle, points essentially upwards, even diagonally upwards. The Z-axis extends in particular between one container side of the component and its opposite side and points in the direction of the container side. A container for storing brake fluid must be arranged on the container side.

[0006] Such an arrangement rotated according to the invention is viewed from an otherwise at least substantially perpendicular position of the push rod in its longitudinal extension to the vehicle wall. In such a position, the Y-axis and a plane formed with the vehicle wall enclose no or almost no angle, or there is an angle of approximately 0° there. Thus, the component of known component-push rod units protrudes into the engine compartment with its length in the X-direction substantially perpendicular to the vehicle wall. At the same time, an associated hydraulic system, in particular a required master brake cylinder, is aligned linearly with a direction of movement of an associated pedal.

[0007] In contrast, according to the invention, the push rod is not arranged perpendicular to the vehicle wall or to a plane formed by the vehicle wall. Rather, the push rod and thus the component coupled to the push rod are arranged rotated about the Z-axis in such a way that the aforementioned angle is included or is included between the Y-axis or the width of the component and the vehicle wall. At the same time, in particular, the push rod and a master brake cylinder preferably arranged in the component are arranged linearly or axially relative to one another.

[0008] Such a rotated arrangement avoids potential component conflicts in the engine compartment, especially in the area facing away from the driver's compartment. It also creates more freedom for the needs-based design and positioning of the components to be arranged there. Depending on the vehicle type, different engine compartments are available, each of which can accommodate different additional functional systems and / or components. This allows the functional system in the engine compartment to always be arranged appropriately.

[0009] The functional system arrangement according to the invention is suitable for all functional systems or braking systems that are to be mounted on the firewall of the vehicle. The functional system is preferably a hydraulic unit and the associated component is a hydraulic housing or housing to which the hydraulic unit is to be fastened on the firewall. 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 component is a booster housing to which the brake booster is fastened on the firewall. 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 value in a range between 1° and 30°, preferably from 2° to 20° and particularly preferably from 3° to 10°. In particular, the value of the angle is less than 10° and most preferably lies between 3.5° and 7°. Depending on requirements, the angle is positive or negative, i.e. clockwise or counterclockwise. With this type of angle, the functional system can be flexibly and precisely adapted to the respective installation situation in the engine compartment in its attachment to the vehicle wall. In particular, with the particularly preferred angle of 3° to 10°, a flexible inclination around the Z-axis of the component and thus of the associated functional system is achieved, while at the same time saving the space required for an angular section. In addition, the push rod is thus guided with sufficient stability, essentially linearly, particularly to the master brake cylinder. Furthermore, the angle is advantageously variable orIt is designed to be adaptable. Depending on the installation situation in the engine compartment, a suitable angle between the Y-axis or width of the component and the vehicle wall can be adjusted during assembly. This allows for particularly flexible installation of the functional system.

[0011] According to the invention, at least one fastening element is advantageously provided to be coupled or is coupled to the component, the receiving point of which is arranged eccentrically with respect to the X-axis or to the longitudinal extent of the component-push rod unit, depending on the angle. The receiving point is preferably arranged directly on the component and particularly preferably on an interface device that is to be attached to the component and serves to attach the component to the vehicle wall. Preferably, at least two fastening elements are provided to be coupled to the component, the receiving points of which are arranged eccentrically to the X-axis. Thus, the at least two receiving points each have a different distance from the X-axis.In particular, the individual mounting point is shifted linearly by a distance in the opposite direction parallel to the Y-axis and is thus arranged eccentrically to the X-axis, which results from the angle at which the component-push rod unit is rotated about the Z-axis. The starting point for this is an arrangement of the individual mounting point with the component-push rod unit not rotated about the Z-axis. By comparison, the position of each mounting point, which is advantageously shifted linearly along the Y-axis according to the invention, ensures that a mounting opening or receptacle arranged in the vehicle wall, through which the individual fastening element is to be guided, can remain unchanged in the same position as such an opening with a perpendicular arrangement of the push rod to the vehicle wall.To this end, a receptacle is advantageously provided in the vehicle wall for accommodating each individual fastening element and thus for securing the component-push rod unit. This receptacle is positioned in the same position as in a non-rotated arrangement. This means that the vehicle wall remains unchanged and no changes are required in the manufacturing process, saving costs. Furthermore, one type of vehicle wall can be used for multiple vehicle types, allowing for higher production volumes.

[0012] According to the invention, at least one receptacle is advantageously provided on the vehicle wall for receiving the associated fastening element to be coupled to the component, which receptacle is arranged eccentrically with respect to the X-axis according to the angle. Preferably, at least two such receptacles are provided. Each receptacle is arranged offset linearly in opposite directions parallel to the Y-axis according to the angle, compared to the non-rotated initial situation. This allows the individual fastening element to remain unchanged at its mounting point.

[0013] Furthermore, it is advantageous that the at least one fastening element to be coupled to the component and the at least one receptacle arranged on the vehicle wall are each arranged so as to be linearly displaced relative to one another or relative to one another in comparison to the non-rotated initial position that, when the component-push rod unit is mounted on the vehicle in the rest position, a line of the longitudinal extensions of the push rod and the piston of the master brake cylinder coupled thereto is produced.

[0014] In addition, the arrangement of the component-push rod unit rotated about the Z-axis according to the invention is advantageously created by means of a pivot point that is compactly arranged on the push rod. In particular, the pivot point is positioned axially away from the component, thus being an outer pivot point or arranged on the outside with respect to the component. Thus, in the assembled state, the pivot point is located in the driver's compartment, where the pedal can engage the pivot point. Preferably, the pivot point is positioned there at an axial end of the push rod opposite the component, thus enabling unhindered rotation. For this purpose, the pivot point or rotation point is preferably and stably a spherical head, which is particularly preferably designed integrally with the push rod.

[0015] In addition to the aforementioned pivot point, a further pivot point is advantageously provided as an inner pivot point. The inner pivot point is located, in particular, at the axial end of the push rod that projects into the component. This extends into a preferably arranged master brake cylinder and serves as a joint in a piston guided therein. This provides a certain degree of mobility, which can compensate for any stresses that may arise during operation.

[0016] Furthermore, the individual fastening element or its receiving point is displaced in particular linearly by a distance which results from a ratio of a direct distance between the outer pivot point and the inner pivot point to the said angle.

[0017] According to the invention, the pivot point positioned axially away from the component is advantageously rotatably or pivotably coupled to a receiving position of an associated pedal device. In particular, the push rod is an input rod of an associated pedal travel sensor. Furthermore, the receiving position is preferably a receiving clamp or clip, which is preferably half-shell-shaped and partially surrounds the pivot point on its circumferential surface. Such a clip is a known component in a pedal system. This makes cost-effective use of known structures. For this purpose, the clip is preferably arranged radially outwardly on a curved pedal rod with its open side such that the pivot point is partially received there. The pedal rod preferably has a pedal at one end and is movably suspended at its other end from a pedal bracket or a wall element of the vehicle.

[0018] Furthermore, according to the invention, when the component-push rod unit is arranged rotated about the Z-axis, the pedal device is advantageously not arranged rotated to the Z-axis. This means that the pedal device, in particular with its pedal holder, its pedal rod and the pedal, is unchanged compared to a non-rotated arrangement. The pedal rod extends essentially perpendicular to a plane formed by the vehicle wall and the pedal remains unchanged in its pedal position. The pedal position is an essential architectural feature of vehicles. A shift or a changed position is often not feasible or desired. In particular, in existing vehicle models that are only being facelifted, changes are not possible or only possible to a limited extent. With the unchanged pedal position, existing structures in the driver's compartment are used advantageously.At the same time, the rotated arrangement of the component-push rod assembly allows for significantly more freedom in vehicle design in the engine compartment. Alternatively, the pedal assembly and its pedal rod are rotated around the Z-axis, corresponding to the rotation of the component-push rod assembly. This achieves a very low-wear arrangement of the pedal rod and push rod in a line, preventing any offset of the outer pivot point in the Y direction when the pedal is depressed.

[0019] Furthermore, according to the invention, it is advantageous to additionally arrange the component-push rod unit on the vehicle wall at an angle or angle of rotation rotated about the Y-axis. This creates even more installation space options in the vehicle. In particular, installation space conflicts for a brake fluid reservoir arranged in the Z-direction can be avoided. For such a rotation about the Y-axis, a rotation angle of +5° to -44°, including a tolerance of + / - 5° in particular, is advantageous, preferably from nominal 0° to -30° and particularly preferably from nominal -8° to -25°.

[0020] In addition, according to the invention, an interface device is advantageously provided which serves to fasten the push rod to the component and to fasten the component to the vehicle wall. The interface device is designed with a first contact surface which is applied directly or indirectly to the component or is coupled to the component, and with a second contact surface which is to be applied to the vehicle wall. The second contact surface is positioned at an angle to the first contact surface in such a way that the arrangement of the component-push rod unit rotated at the aforementioned angle about the Z-axis is achieved. The interface device is designed in particular such that the first contact surface is to be applied to the component in a first plane and the second contact surface facing the vehicle wall is to be applied to the vehicle wall in a second plane at an angle thereto.Preferably, the second contact surface is inclined relative to the first contact surface in such a way that the arrangement of the component-push rod unit is advantageously additionally rotated about the Y-axis. The interface device designed at an angle in this way is to be attached to the component-push rod unit as a separate component. This allows the component of the functional system, such as the hydraulic or booster housing, to be designed particularly cost-effectively without changing its vertical arrangement on the vehicle wall. At the same time, the arrangement rotated according to the invention is achieved solely by means of the angled interface device, thus saving considerable manufacturing costs. Accordingly, the invention is also directed to such an interface device alone and to the use of such an interface device in the aforementioned functional system arrangement of a vehicle.

[0021] According to the invention, the first and second contact surfaces are advantageously designed as a single piece. This provides an easy-to-handle and easy-to-assemble interface device with which the component-push rod unit can be attached to the vehicle wall in a particularly compact and stable manner. The single-piece design is preferably created with a deep-drawn component in which the two contact surfaces, which are inclined relative to one another, are easily shaped accordingly during production.

[0022] Alternatively, according to the invention, the first and second contact surfaces are advantageously designed in two parts. This means that both contact surfaces can initially be formed independently on separately designed components that are tailored to the respective installation situation. This allows a greater degree of freedom. One component is preferably a known interface plate that has two parallel contact surfaces on its two flat sides. Another component is preferably an adapter element that is adapted to the interface plate and has a contact surface that is inclined to the interface plate. This allows conventional interface plates to be used advantageously and can be advantageously combined with the adapter element or adapter designed at an angle in this way. The first contact surface is preferably provided with the interface plate and the second contact surface with the adapter.The adapter is to be arranged between the interface plate and the vehicle wall and is preferably manufactured as a die-cast or deep-drawn part. An extrusion process is particularly preferred as the manufacturing method, in which the adapter is formed by extruding an extruded profile with appropriately cut discs. The adapter is preferably attached to the interface plate by means of screws and nuts, a riveting process, or a welding process.

[0023] Advantageously, the interface device has a continuous central free space in each of its contact surfaces, which preferably serves as an assembly window. This allows the interface device to be prepared as an assembly and then cost-effectively mounted on the component, with the free space always allowing direct access to a mounting plane on the component.

[0024] 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 is a partially sectioned side view of part of a functional system arrangement according to the prior art, Fig. 2 a plan view of another functional system arrangement according to the prior art, Fig. 3 the view according to Fig. 2 of a first embodiment of a functional system arrangement according to the invention, Fig. 4 a partial oblique view of the embodiment according to Fig. 3, Fig. 5 the detail V according to Fig. 4 in exploded view, Fig. 6 a schematic plan view of a second embodiment of a functional system arrangement according to the invention, Fig. 7 the view VII according to Fig. 6, Fig. 8 the representation according to Fig. 6 in side view, Fig. 9 a plan view of a third embodiment of a functional system arrangement according to the invention, and Fig. 10 the detail X according to Fig. 9 in oblique view in another design variant.

[0025] Fig. 1 and Fig. 2 each show a functional system arrangement 10 of a partially illustrated hydraulic unit 12 as a functional system 14 of a hydraulic vehicle brake system (not shown further) with a slip control system. Such control systems include anti-lock braking, traction control, and / or vehicle dynamics control systems / electronic stability programs, for which the abbreviations ABS, ASR, and / or FDR / ESP are commonly used.

[0026] The hydraulic unit 12 is attached to its hydraulic housing or housing 16, which functions as component 18 of the functional system 14, on a vehicle wall 20 of a vehicle (not shown). The vehicle wall 20 separates an engine compartment 22 from a passenger compartment or driver's compartment 24. A push rod 26, coupled to the housing 16 or component 18, projects into the driver's compartment 24 and is designed as a pivot point 32 at one of its axial ends 28 projecting into the driver's compartment 24, with a ball head 30. The pivot point 32 is held and mounted for rotation within a certain range at a receiving position 34 of a curved pedal rod 36. The receiving position 34 is designed as a bowl-shaped receiving clamp or clip 38 that is open towards the pivot point 32. Furthermore, a pedal 40 is arranged on the pedal rod 36 at its lower end in the installed position, which pedal is to be actuated by a driver of the vehicle.At its upper end in the installed position, the pedal rod 36 is movably suspended from a pedal holder 42 which is fixedly arranged on a wall element 44 extending transversely to the vehicle wall 20.

[0027] The pedal 40, the pedal rod 36 with its clip 38, and the pedal holder 42 belong to a pedal device 46. The push rod 26 can be moved by means of 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 and designed as a tandem master brake cylinder is to be actuated. A cup-shaped piston 52 serving as the primary piston is slidably guided therein, into which the push rod 26 projects with its end 54 axially opposite the end 28. The end 54 is supported on the piston 52 and mounted there for easy rotation by an inner pivot point 56. Axially opposite the inner pivot point 56 is the pivot point 32, which is located as the outer pivot point 32 in the clip 38 on the pedal rod 36 in the driver's compartment 24. When a driver actuates the pedal 40, the push rod 26 at the outer pivot point 32 is urged in the direction of the piston 52 via a partial circular movement 58 by means of the pedal rod 26.The outer pivot point 32 is shifted slightly upwards in the Z direction 60, which is made possible within the piston 52 by the rotatable mounting of the push rod 26 at the inner pivot point 56.

[0028] In the installed position, the Z direction 60 points essentially upwards, usually diagonally upwards. In addition, the Z direction 60 runs along a Z axis 62, which extends along a height or height extension 64 of the housing 16 serving as component 18. Perpendicular to the Z axis 62, in a fictitious right-handed Cartesian coordinate system, runs a Y axis 66, which extends along a width or width extension 68 of the housing 16. A receptacle 70, in which a shaft (not shown) of an electric motor or motor 72 is received, runs through the housing 16 in the direction of the Y axis 66. The motor 72 is arranged on a motor side 74 of the housing 16. In contrast, the cuboid-shaped housing 16 has a control unit side 76, on which an electronic control unit 78 is arranged.Between the control unit side 76 and the motor side 74 there is a reservoir side 80 as a narrow side, on which a reservoir 82 for compensating storage of brake fluid is arranged (. Fig. 2). Adjacent to the reservoir side 80 is a narrow side, the pedal side 84, from which the pedal travel sensor 48 or the push rod 26 protrudes. The push rod 26, together with the component 18, has a longitudinal extension 86 that runs along an X-axis 88 perpendicular to the Y-axis 66 and points in the direction of the pivot point 32. The housing 16, with its length or longitudinal extension 90, and the master brake cylinder 50 are arranged along the X-axis 88.

[0029] On the pedal side 84 of the housing 16, a hat-shaped adapter 92 radially surrounding the push rod 26 is attached with its adapter flange 94 (see also Fig. 4). An interface plate 96 is attached to the adapter flange 94, which presses the adapter flange 94 against the housing 16 by means of two screws (not shown). This holds the push rod 26 on the housing 16. In addition, an associated fastening element 98 projects from the interface plate 96 from at least one receiving point 97, essentially perpendicular to the vehicle wall 20 and directed towards the vehicle wall 20. Here, two fastening elements 98 with two receiving points 97 are provided, which are arranged centrally to the X-axis 88 and thus each receiving point 97 is the same distance from the X-axis 88. Each fastening element 98 projects through an associated receptacle 100 in the vehicle wall 20 and is fastened there by means of a screw nut (not shown here). The housing 16 is thus held on the vehicle.

[0030] Furthermore, the interface plate 96 has a first contact surface 102 facing the housing 16 and resting there on the adapter flange 94, as well as a second contact surface 104 opposite in the X direction. The second contact surface 104 serves for contact and fastening to the vehicle wall 20 and runs parallel to the first contact surface 102. With the parallel contact surfaces 102, 104, the housing 16 is held parallel to the vehicle wall 20 along its pedal side 84 and width 68. The Y axis 66 and a plane 106 formed with the vehicle wall 20 are not at an angle to one another. Furthermore, the housing 16 runs with its X axis 88 essentially perpendicular to the plane 106 and projects with its length 90 in the X direction perpendicular to the vehicle wall 20 into the engine compartment 22. Depending on the installation space, vehicle type and required components, conflicts may occur with at least one other component 108, such as a battery ( Fig. 2). With the housing 16 as component 18 and the push rod 26, a component-push rod unit 110 is created, which, with its longitudinal extension 86 relative to the Z-axis 62 of the component 18, has a non-rotated arrangement and thus represents a fictitious starting position for the following embodiments.

[0031] Fig. 3 shows an embodiment in which the component-push rod unit 110 is arranged on the vehicle wall 20 at an angle 112 clockwise at the pivot point 32 about the Z-axis 62. Accordingly, the longitudinal extent 86, the X-axis 88, and the length 90 of the component 18 are also rotated by the angle 112 (each shown as dash-dotted lines) compared to the non-rotated fictitious starting position (each shown as dashed lines). Furthermore, the Y-axis 66 or the width 68 of the component 18 and the plane 106 enclose the same angle 112. In this case, the angle 112 is approximately +3° to +4°. By means of the arrangement of the component-push rod unit 110 rotated by the angle 112, the hydraulic unit 12 as a whole, and thus the control unit 78 arranged thereon, are positioned in the engine compartment 22, correspondingly rotated about the Z-axis 62. This creates more space, particularly in an area 114 of the engine compartment 22 facing away from the driver's compartment 24.There, the component 108 has more space, does not touch the functional system 14 and is easily accessible for assembly or repair.

[0032] The arrangement of the component-push rod unit 110, rotated about the Z-axis 62, is realized here by means of the ball head 30 as a pivot point 32, which is located axially away from the component 18 at the end 28 of the push rod 28. The pivot point 32 is rotatably coupled to the receiving position 34 of the pedal device 46 by the ball head 30 being rotatably and positively received in the clip 38 on the pedal rod 36. The clip 38 is designed accordingly. At the same time, the pedal rod 36 with the pedal 40 and the pedal holder 42 is unchanged from the Fig. 1 and Fig. 2 shown functional system arrangement 10. The pedal device 46 formed thereby is not arranged rotated (as also in Fig. 6). Thus, the driver compartment 24 in an area facing the driver is unchanged from known functional system arrangements 10 according to Fig. 1 and Fig. 2.

[0033] To achieve the arrangement rotated about the Z-axis 62, the second contact surface 104 is also positioned at an angle to the first contact surface 102. The two contact surfaces 102 and 104 enclose the angle 112 in their fictitious surface extension. The first contact surface 102 is arranged indirectly on the component 18, in particular on the adapter flange 94 there, and is perpendicular to the X-axis 88 (dash-dotted line). The second contact surface 104 is positioned on the vehicle wall 20 and encloses the angle 112 with the first contact surface 102. Furthermore, two stud bolts protrude from the second contact surface 104 as fastening elements 98, which are guided through two associated receptacles 100 through the vehicle wall 20 into the driver's compartment 24 and fastened there. Each mounting point 97 of the individual fastening element 98 on the second contact surface 104 is shifted linearly in the opposite direction to the starting position according to the angle 112 (see arrows 116).Thus, the two mounting points 97 are arranged eccentrically with respect to the X-axis 88 (dash-dotted line) at an angle of 112. The two mounts 100 are located on the vehicle wall 20 unchanged from their initial position. Alternatively, a correspondingly linearly shifted arrangement of the mounts 100 and an unchanged arrangement of the mounting points 97 are possible.

[0034] In Fig. 4 and Fig. Figure 5 shows in detail how the first and second contact surfaces 102 and 104 are positioned at an angle to one another. For this purpose, in the example shown, an adapter element 118 is provided in addition to the interface plate 96. The interface plate 96 and the adapter element 118 create an interface device 120 in which the first contact surface 102 and the second contact surface 104 are configured as two parts. The first contact surface 102 belongs to the interface plate 96, is arranged on the adapter flange 94, and thus indirectly on the housing 16. The adapter element 118, which is angled, is arranged opposite the first contact surface 102 on the interface plate 96. For this purpose, the adapter element 118 has a third contact surface 122, which is positioned against the interface plate 96 and forms the second contact surface 104 with its side facing away from the housing 16.The second and third contact surfaces 104 and 122 are inclined relative to one another such that the angle 112 is included in their fictitious surface extension. Thus, the second contact surface 104 of the adapter element 118 and the first contact surface 102 of the interface plate 96 are inclined relative to one another corresponding to the angle 112. Thus, the interface plate 96 is designed as a first component with two parallel planes, while the required angle 112 or angle of rotation is realized with the adapter element 118. The interface plate 96 is preferably made of steel, in particular as a deep-drawn part, and is fastened to the adapter element 118 by means of two screws 124 and associated nuts 126. A seal 128 designed as a flat dry seal is provided axially therebetween.

[0035] Furthermore, the interface device 120 has a central through-opening 130 in each of its contact surfaces 102, 104, and 122, as well as in the seal 128, through which the adapter 92 is guided. The opening 130 is widened away from the housing 16 to form a mounting window 132 with a larger cross-section and clearance. The mounting window 132 enables direct access to a mounting plane on the pedal side 84.

[0036] Fig. Figures 6 to 8 schematically show an embodiment of the functional system arrangement 10, arranged rotated about the Z-axis, in the actuated and unactuated state. The double-dashed lines refer to components that change in the actuated state compared to the rest position, such as the pedal 40, the pedal rod 36, the push rod 26, the outer pivot point 32, the inner pivot point 56, and the piston 52. The same components with the same reference numerals 40, 36, 26, 32, 56, and 52 are shown in the rest position with solid lines.

[0037] The pedal device 46 with the pedal rod 36 and the pedal 40 is not rotated relative to the Z-axis 62 and runs perpendicular to the vehicle wall 20, which in Fig. 6 is shown by the arrow 134 and the dashed line. The push rod 26 is arranged rotated by means of the outer pivot point 32 in such a way that the dot-dash X-axis 88 is formed. The push rod 26, arranged rotated in this way, is urged in the direction of the piston 52 by means of the pedal rod 26 when the pedal 40 is actuated at the outer pivot point 32 via the partial circular movement 58 of the pedal 40. In this case, the outer pivot point 32 is moved by a distance 136 in the X-direction ( Fig. 6) and slightly shifted upwards in Z direction 60 ( Fig. 8). In addition, the rotated arrangement results in a slight offset of the outer pivot point 32 along the Y-axis 66 when loaded, as shown in Fig. 6 and Fig. 7. This offset has proven to be non-disturbing with regard to possible bending forces.

[0038] Furthermore, in the embodiment according to Fig. 6 to 8, both the mounting points 97 of the individual fastening element 98 and the receptacles 100 are adapted to the arrangement rotated by the angle 112.

[0039] In a further preferred embodiment, not shown here, the pedal device 46 with its pedal rod 36 and its pedal 40 is arranged rotated at the same angle 112 to the Z-axis 62 as the component push rod unit 110. This avoids the described offset of the outer pivot point 32 along the Y-axis 66 and nevertheless provides more space in the area 114 of the engine compartment 22.

[0040] Fig. 9 to 10 show an embodiment of the functional system arrangement 10, in which the component-push rod unit 110 is arranged on the vehicle wall 20 at the angle 112 counterclockwise at the pivot point 32, rotated about the Z-axis 62. The angle 112 here is approximately -2° to -3°. Accordingly, the Y-axis 66 or the width 68 of the component 18 and the plane 106, in their respective imaginary extensions, enclose the same angle 112 (each shown as a dash-dotted line in relation to the respective corresponding dashed line). Furthermore, the X-axis 88 is also rotated counterclockwise about the Z-axis 62. In particular, this creates more space in the direction of travel to the right of the functional system 14 in the area 114 of the engine compartment 22 facing away from the driver's compartment 24.

[0041] The two receptacles 100 in the vehicle wall 20 are unchanged from the fictitious starting position, while the respective associated receiving point 97 of the individual fastening element 98 on the second contact surface 104 is arranged shifted linearly in the opposite direction to the fictitious starting position according to the angle 112 (see arrows 116).

[0042] In addition, the interface device 120 is designed with an interface plate 96 whose planes do not run parallel to one another, but are inclined relative to one another. Thus, the interface plate 96 has both the first contact surface 102 facing the component 18 and the second contact surface 104, which is to be applied to the vehicle wall 20 and is inclined relative to the first contact surface 102. Thus, the two contact surfaces 102 and 104 are designed as a single piece. For this purpose, the interface device 120 is formed with a deep-drawn component, which, as a stepped plate, also has the opening 130 in the center, which widens toward the second contact surface 104 as a mounting window 132.

[0043] According to Fig. Figure 10 shows a variant of the interface device 120 with two mutually inclined contact surfaces 102 and 104, in which the two mounting points 97 are not linearly displaced, but are arranged centrally to the X-axis 88. A suitable attachment is then realized on the vehicle wall 20.

[0044] Furthermore, in a further embodiment not shown here, the component-push rod unit 110 is arranged at the pivot point 32 at an angle about the Y-axis 66 in addition to the angle 112. This allows for even more variations in space in the engine compartment 22. For this purpose, the interface device 120 is preferably designed such that its two contact surfaces 102, 104 are arranged at an angle and rotated relative to each other.

[0045] In addition, the functional system arrangement 10 with the arrangement of the component-push rod unit 110 rotated around the Z-axis is suitable for various functional systems 14, each of which has a push rod 26 and is to be arranged on the vehicle wall 20. The illustrated embodiments have various types of hydraulic unit 12 as the functional system 14. Fig. 3 to 8 show a so-called regular type hydraulic unit 12, in which the push rod 26 with its master brake cylinder 50 is arranged between the receptacle 70 belonging to the motor 72 and the reservoir side 80. The control unit 78 is arranged on the left side of the component 18 in the direction of travel, and with the clockwise arrangement, more space is created on the left in the area 114. Furthermore, Fig.9 to 10, a so-called inverse type hydraulic unit 12, in which the master brake cylinder 50 is arranged with respect to the receptacle 70 on the side facing away from the reservoir side 80. The control unit 78 is usually arranged on the right side of the component 18 in the direction of travel. With the counterclockwise arrangement, more space is provided on the right in the area 114.

[0046] In a further embodiment variant not shown, the functional system 14 is a brake booster with a cup-shaped booster housing as component 18, into which the push rod 26 projects axially.

Claims

[1] Functional system arrangement (10) for a vehicle brake system in an associated vehicle on a vehicle wall (20) provided there, with a component (18) of a functional system (14) of the vehicle brake system to be fastened to the vehicle wall (20) and a push rod (26) coupled to the component (18), wherein the component (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), and a component-push rod unit (110) is formed with the component (18) and the push rod (26), which runs with its longitudinal extent (86) along the X-axis (88), characterized by that the component push rod unit (110) is to be arranged on the vehicle wall (20) rotated at an angle (112) about the Z-axis (62). [2] Functional system arrangement according to claim 1, characterized bythat at least one fastening element (98) to be coupled to the component (18) is provided, the receiving point (97) of which is arranged eccentrically with respect to the X-axis (88) in accordance with the angle (112). [3] Functional system arrangement according to claim 1, characterized by that at least one receptacle (100) is provided on the vehicle wall (20), which is arranged eccentrically with respect to the X-axis (88) in accordance with the angle (112). [4] Functional system arrangement according to one of claims 1 to 3, characterized by that the arrangement of the component-push rod unit (110) rotated about the Z-axis (62) is created by means of a pivot point (32) which is positioned on the push rod (26), in particular axially facing away from the component (18). [5] Functional system arrangement according to claim 4, characterized by that the pivot point (32) is rotatably coupled to a receiving position (34) of an associated pedal device (46). [6] Functional system arrangement according to claim 5, characterized by that the pedal device (46) is not arranged rotated. [7] Functional system arrangement according to one of claims 1 to 6, characterized by that the component push rod unit (110) is additionally arranged on the vehicle wall (20) rotated at an angle about the Y-axis (66). [8] Functional system arrangement according to one of claims 1 to 7, characterized bythat an interface device (120) is provided which serves to fasten the push rod (26) to the component (18) and to fasten the component (18) to the vehicle wall (20), wherein the interface device (120) is designed with a first contact surface (102) coupled to the component (18) and with a second contact surface (104) to be applied to the vehicle wall (20), and the second contact surface (104) is positioned obliquely to the first contact surface (102) in such a way that the arrangement of the component-push rod unit (110) rotated at the said angle (112) about the Z-axis (62) is achieved. [9] Functional system arrangement according to claim 8, characterized by that the first contact surface (102) and the second contact surface (104) are designed as one piece. [10] Functional system arrangement according to claim 8, characterized by that the first contact surface (102) and the second contact surface (104) are designed in two parts relative to one another.

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