Damping device for vehicle brake device

Abstract

To provide a damping device for damping vibrations between a component of a functional system of a vehicle brake device and an associated vehicle.SOLUTION: A damping device is such that a component is fixed to a vehicle wall (48) of the vehicle, and the damping device comprises at least one elastic damping element (66, 68). The damping element (66, 68) is arranged such that contact between the component and the vehicle wall (48) is interrupted in an assembled state of the damping device.SELECTED DRAWING: Figure 7

Description

[Technical field]

[0001] The invention relates to a damping device for damping vibrations between a component of a functional system of a vehicle brake system and the associated vehicle, said component being fixed to a vehicle wall of the vehicle. [Background technology]

[0002] A vehicle or motor vehicle has a vehicle brake system, which has one or more functional systems by means of which a regulated brake pressure is provided to the associated brake system. To regulate the brake pressure, a hydraulic housing or a hydraulic system as a component with a housing is generally used as the functional system. In the housing, various hydraulic components, such as valves, sensors, pressure accumulators, damping chambers and pedal-operable and / or motor-driven pressure devices, are arranged. Furthermore, a pedal stroke sensor that can be operated by the driver is usually provided, which is connected to these pressure devices. In this case, the pedal stroke sensor is usually arranged in a fixed manner in the housing by means of an interface plate. The housing and thus the entire hydraulic system are also fixed to the vehicle wall of the vehicle by means of an interface plate. Another possible functional system is a brake booster that is arranged between the hydraulic system and the vehicle and is connected to the pedal stroke sensor. A booster housing is usually used as the component to which the interface plate is attached.

[0003] In such actuation and modulation systems for the brake pressure, the associated motors and transmissions as well as the valves and other mechanical actuators generate potential structure-borne noise due to their movements. Structure-borne noise can be sensed by the driver in the cab in the form of vibrations and also in the form of noise, which is often unpleasant. In particular, the shift to electric vehicles is becoming more and more frequent, which increases the sensitivity of such vibrations. Usually, only a seal is provided between the vehicle and the functional system. It is therefore necessary to provide a device for damping vibrations in the functional system of the vehicle brake system. Summary of the Invention

[0004] According to the invention, a damping device is provided for damping vibrations between a component of a functional system of a vehicle brake system and the associated vehicle, the component being fixed to a vehicle wall of the vehicle. The damping device has at least one elastic damping element, which is arranged in such a way that in the assembled state of the damping device, contact between the component and the vehicle wall is interrupted. In particular in this case, the component and the vehicle wall are made of metal, and the metal contact between the component and the vehicle wall is preferably completely interrupted. For this purpose, the at least one elastic damping element is preferably elastomer. Thereby, the contact is interrupted by a preferably elastomeric bearing of a component in the vehicle wall. The vehicle wall is in particular a splashboard of the vehicle, which separates the engine compartment from the driver's compartment. In this case, the functional system is arranged with its component in the engine compartment and is, according to the invention, in relation to vibration transmission from the splashboard and thus from the driver's compartment. For this purpose, preferably, the at least one elastic damping element is preloaded, in particular in the axial direction, in order to obtain a good, in particular elastic, damping effect.

[0005] Preferably, the at least one damping element comprises an elastomer, in particular is made of an elastomer, including, in particular, butyl rubber, also called isobutene-isoprene-rubber (IIR), which has proven to be particularly suitable for the required damping action due to its elastomeric properties.

[0006] The damping device according to the invention is suitable for all brake or functional systems that are mounted on splashboards. For this purpose, the functional system is preferably a hydraulic system, the associated component being a hydraulic housing, with which the hydraulic system is fixed to the vehicle, which is isolated from the vehicle by the damping device in relation to the vibrations that occur. Such a housing preferably belongs to a vacuum-independent electrohydraulic functional system, which has a brake booster, such as an integrated power brake (IBP) or decoupled power brake (DPB) brake system, and ESP functionality. Furthermore, the functional system is preferably a brake booster, the associated component being a booster housing, with which the brake booster is fixed to the vehicle, which is isolated from the vehicle by means of the damping device. Particularly preferably, the functional system is a vacuum-independent, in particular electromechanical, brake booster, for example a so-called iBooster.

[0007] According to the invention, preferably, a retaining means, in particular a fastening means, is provided, which, in the event of failure of at least one elastic damping element, nevertheless has a retaining, in particular a fastening, effect and serves to hold the component at the vehicle wall. For this purpose, in particular in the assembled state of the damping device, a mechanical contact is obtained between the component and the vehicle wall. This provides a mechanical fallback level, which ensures that in the event of a malfunction of at least one elastic damping element, a fastening connection or mechanical connection or fastening still exists between the component and the vehicle wall. Such malfunctions can occur in the event of material fatigue or failure, for example due to dissolution by external influences such as mineral oil. The retaining means is preferably designed with a contact element acting as a retaining element, by means of which a particularly mechanical contact between the component and the vehicle wall is provided only in the event of a malfunction of an individual damping element.

[0008] Furthermore, according to the invention, preferably, a base element for fastening to a component is provided, on which at least one fastening element is arranged, protruding from the base element. Furthermore, counter elements are respectively arranged on the individual fastening elements, on which at least one elastic damping element is axially supported or at least one elastic damping element is axially pushed towards the base element, so that in the assembled state, a gap exists between the counter element and the vehicle wall. This gap also exists between the individual fastening elements and the vehicle wall. In this way, contact between the fastening element and the counter element and the vehicle wall is avoided. At the same time, a firm, sufficiently rigid, non-elastic connection is obtained by the counter element arranged on the fastening element, which correspondingly pushes the fastening element and the base element. In this case, the counter element is preferably held on the fastening element in a form-locking manner, particularly preferably in a friction-locking manner. A stable fixation of the base element and the entire damping device in the component is obtained, which is at the same time separated from the vehicle wall by said spacing and supported elastically and vibration-dampingly towards the vehicle wall by means of at least one damping element.

[0009] The base element is preferably designed in the form of a plate. Such a base plate is particularly preferably manufactured from a metal, in particular from steel, in order to be more robust. Moreover, the base element preferably has at least one opening through which the cylindrical section of the associated fastening element projects and is arranged away from the component. In this case, the fastening element is designed as a pin with a head, which is supported against the material surrounding the opening. A counter element is arranged opposite the head and is pressed towards the head and thus towards the base element. For this purpose, the counter element is preferably designed as a pressure element, particularly preferably as a screw element. In this case, the screw element is in particular designed as a sleeve-like screw nut or an extended nut or sleeve, the internal thread of which engages with an external thread running along the outer circumferential surface of the cylindrical section of the fastening element. This screw connection results in a secure screw connection between the pin and the nut.

[0010] According to the invention, preferably, a respective associated contact element is provided in the axial direction between the counter element and at least one damping element. In this case, the contact element is preferably in contact with the counter element and the respective associated damping element. The contact element protects the damping element with two functions: it prevents the counter element from rotating when it is attracted, which is particularly advantageous for elastomers, and it also resists friction with an abrasive effect. Furthermore, in particular, there is a radial distance of the contact element to the respective component element of the damping device surrounding the contact element, so that contact with the respective component element and thus vibration-transmitting contact of the component with the vehicle wall is avoided. Furthermore, the contact element is arranged as a retaining element in order to perform a third function, preferably in such a way that in particular axial contact between the component element of the damping device and the contact element is achieved only in the event of a failure of the associated damping element. For this purpose, preferably, the contact element is held in a form-locking manner between the counter element and the component element. The component element is preferably a base element and / or an interface device as described below. This ensures retention of the contact element on the component and of the component to be connected to the component on the vehicle wall, even when the individual damping elements no longer function correctly or have a malfunction. In particular, the contact element is constructed as a space-saving disk, preferably with a robust and wear-resistant metal, in particular from metal.

[0011] Furthermore, according to the invention, preferably at least one of the at least one elastic damping element is encapsulated. Such encapsulation is obtained by the material of the component surrounding the damping element, in particular in the radial direction. As a result, the material or the component limits the deformation of the damping element when it is compressed in the axial direction by the counter element, which is pushed towards the fixing element. In this case, the damping element is deformed in the axial direction and is pushed radially outwards as well as radially inwards according to its shape. In this case, the damping element is limited in particular in the radial direction and is pressed against the component in the radial direction. A preload acting against the radial deformation is obtained in the encapsulated damping element, which acts in addition to the axial preload and has a particularly strong blocking effect.

[0012] Furthermore, at least one elastic damping element preferably has two different planes which, in the assembled state, extend transversely to the connection axis between the component and the vehicle wall.

[0013] Particularly preferably, the at least one elastic damping element is configured with a first elastic damping element arranged in a first plane and at least one second elastic damping element arranged in a second plane, which planes are different from one another and extend in the assembled state transversely to a connection axis between the component and the vehicle wall. In particular, the first plane extends transversely to a longitudinal axis of the pedal stroke sensor connected to the component. Similarly, the second plane extends in particular transversely to this longitudinal axis.

[0014] In this case, a plane extending transversely to the connecting axis or the longitudinal axis is understood to mean in particular a plane that does not extend along or parallel to the respective axis. In this case, the first and second planes preferably extend approximately perpendicular to the longitudinal axis at a distance from each other. In particular, the two planes extend in accordance with the respective installation situation in the associated engine compartment of the vehicle, preferably also obliquely to the longitudinal axis, if necessary. In this case, in particular the first and / or second planes form an angle of 10° to 170°, preferably an angle of 40° to 140°, particularly preferably an angle of 70° to 110°, very particularly preferably an angle of 90° to the longitudinal axis. In this case, the damping device has an axis which is preferably arranged approximately along the longitudinal axis of the pedal stroke sensor connected to the component or which may be arranged obliquely to the longitudinal axis depending on the installation situation. Correspondingly, the first and second planes extend transversely to this axis. Furthermore, preferably 2 to 6, particularly preferably 3 to 5 and very particularly preferably 4 second elastic damping elements are arranged in the second plane, thereby enabling a regular and at the same time uniformly distributed damping in the second plane.

[0015] According to the invention, preferably, the at least one damping element arranged in two different planes provides isolation of vibrations occurring in the functional system in the two planes. This provides a comprehensive and reliable damping. With this type of damping, the functional system of the vehicle braking device, which is to be arranged in particular on the splashboard as an actuation system and / or a modulation system, is reliably isolated from the splashboard and thus from the vehicle. The second plane preferably extends approximately parallel to the first plane, which results in a particularly uniform dispersal of the occurring vibrations. Particularly preferably, the two planes extend in accordance with the installation situation in the engine compartment and, if necessary, are also arranged obliquely to one another.

[0016] In a preferred manner, the first and / or the at least one second elastic damping element are compressed in the assembled state, whereby improved damping is obtained. For this purpose, in particular, the first and at least one second damping element are compressed along an axis extending essentially perpendicular to the first and second planes. Such axial compression in the two planes provides particularly good damping in relation to the transmission to the vehicle.

[0017] According to the invention, at least one second damping element is preferably designed in an annular manner, including the bush-like form, so that the individual second damping elements are deformable in the axial direction and at the same time can be displaced particularly well in the radial direction, which results in a particularly good damping effect, especially in axial compression.

[0018] Preferably, at least one second damping element has at least one recess or groove in its outer region, in particular configured as an axial recess. In this case, the outer region is in particular the radial outer region in relation to an axis perpendicular to the second plane, along which the individual axial recesses extend. By means of such an axial recess in the outer region, the individual second damping elements can be deformed radially particularly easily when compressed in the axial direction. In this way, in addition to the axial decoupling, a radial decoupling of vibrations is obtained. In this case, the individual recess is preferably configured as a cut with angular edges, which is simple in terms of manufacturing technology. Particularly preferably, the individual recess is configured as a curved section with rounded edges, which results in a very uniform transmission of forces. Preferably, six, particularly preferably eight, such axial recesses are provided. As a result, the second damping element is configured as a rosette or in a rosette shape, which results in a particularly simple and uniform radial outward deformation.

[0019] Particularly preferably, at least one second damping element is surrounded in its outer region by the material of the component of the damping device, whereby the second damping element is each configured in its cross section to be spaced apart from the material of the component, preferably by compression. By compression, the individual second damping elements are deformed in the axial and radial directions and are pressed radially towards the material of the component, whereby an envelopment in the component is obtained, which envelopment results in a particularly strong radial shielding. Preferably, the component is an interface device, which is provided with a hollow-cylindrical receptacle for each individual second damping element.

[0020] Furthermore, according to the invention, it is preferred that each individual second damping element is provided with an associated counter element, which counter element is configured with a cylindrical section and abutment section which projects in particular radially from the cylindrical section, the cylindrical section being arranged radially inside the associated second damping element and the abutment section being axially supported on the associated second damping element. In this way, two functions are simultaneously fulfilled by the counter element: the second damping element is stabilized radially inwards by the cylindrical section and is enveloped against deformation. Furthermore, the abutment section serves to compress the second damping element in the axial direction. In this case, the second damping element is reliably deformed radially outwards in combination with the cylindrical section stabilized radially inwards. In this case, a disk, preferably annular, in particular made of metal, is preferably arranged in the axial direction between the individual second damping element and the individual abutment section. This avoids a radial rotation of the second damping element when tightening the sleeve, and the friction occurring in this case is reduced.

[0021] The cylindrical section is preferably hollow and has an internal thread into which the external thread of the respective associated fastening element is adapted to mesh. In this case, the fastening element is preferably designed as a pin and is held in a form-locking manner, in particular with its head, in particular with the aid of an extensive groove provided therein. An abutment section of the counter element is preferably positioned axially opposite the head, which is pressed axially towards the associated second damping element when screwed around the pin. In this case, the second damping element is pressed axially towards the adjacent component, in particular the interface device, and is compressed. This compression can be particularly precisely adjusted and is stably maintained by means of the threaded connection between the sleeve or sleeve-like nut and the pin. A robust and secure fastening and at the same time a damping-effective decoupling are obtained. For this purpose, the pin is preferably designed with a head, which in its outer area has a roughened surface, in particular a knurled or serrated surface, so that undesired rotation is prevented.

[0022] Furthermore, preferably, a first damping element is also arranged between the fixing element and the counter element in addition to at least one second damping element and is clamped therein. The preload of the two types of damping elements can be obtained efficiently with only one fixing means while saving components.

[0023] In the damping device according to the invention, preferably, a component element with two abutment surfaces facing each other in the axial direction is arranged on the first damping element, in particular in the axial direction, where the first abutment surface is arranged facing the component, in particular the first damping element, and the second abutment surface is arranged facing the vehicle. The second abutment surface is provided with at least one recess, in which the associated second damping element is received. The respective recess is then arranged to extend towards the component in the assembled state and provides a receiving area surrounding the second damping element, by means of which the component element can act stably against deformation forces acting on the second damping element. In this case, preferably, the respective associated abutment section of the counter element, in particular the sleeve or the sleeve head, is additionally received in the recess, which abutment section has the aforementioned distance to the vehicle wall. Particularly preferably, the recess is designed with a recess cross section and a comparatively small opening in the cross section. In this case, the counter element projects with its cylindrical section through the opening and the associated second damping element and rests against the material of the recess surrounding the opening, preferably with the opening being arranged centrally, in particular through which the respectively associated fastening element, which is additionally arranged on the base element, projects and is preferably gripped by the cylindrical section of the counter element.

[0024] In this case, the recess is preferably designed with a first step, which is formed by the material of the component radially surrounding the opening, against which the associated second damping element rests. Furthermore, the recess is preferably designed stepped with a first step and a second step with an enlarged cross section. In this case, the second damping element rests against the first step. If necessary, a further component can rest or be applied against the second step. For this purpose, a disk that preferably rests against the second damping element preferably extends radially beyond the second step and is spaced from the second step in the preloaded state of the damping element. If too much force is applied by the counter element in the direction of the base element, the disk rests against the second step. In this case, metal-to-metal is usually present and the desired noise insulation is no longer obtained. For this reason, the damping element, which is especially designed as an elastomer, is protected against too much force.

[0025] Furthermore, preferably, at least one further recess, in particular with a central opening, is provided on the first bearing surface of the component, in which the associated stud is arranged such that its cylindrical section protrudes through the opening and its head rests against the material of the recess surrounding the opening. In this case, the respective further recess extends on the opposite side to the recess belonging to the respective second damping element. The respective stud serves in particular to fasten the damping device and the components connected thereto to the vehicle. The stud is preferably configured with a head, which has a roughened surface as an anti-rotation device on the side facing the material surrounding the opening.

[0026] Furthermore, the first damping element according to the invention is preferably designed in the form of a plate, in particular as an elastic mat or disk, and bears against a first bearing surface of the component, in particular directed towards the component. The first damping element is preferably arranged in the axial direction between the base element and the component, in particular the interface device. This allows a surface-like force transmission over a large area. This also allows the first damping element to have not only a vibration-damping effect, but also a gas-tight effect with respect to the engine compartment. For this purpose, preferably an axial lip is additionally provided, which is preferably arranged so as to surround a cutout opening in the first damping element. The mat fulfills both the sealing function and the damping function.

[0027] Furthermore, according to the invention, a base element for fastening to a component and a component for arranging on a vehicle wall are preferably provided, the base element and the component being configured from one another in two parts, the components being preferably configured as adapter elements adapted to the respective vehicle. Such a two-part configuration is particularly inexpensive and at the same time flexible. The base element is preferably a known base plate, which is configured similarly, in order to save costs for all types of components. The component or adapter element is preferably the interface device, which is configured to be adapted to the respective installation situation in the engine compartment of the vehicle. Preferably, at least one second damping element and preferably a first damping element are supported in the adapter element in the axial direction between the base element and the adapter element. In this case, the adapter element is used in particular as an interface device for fastening a pedal stroke sensor connected to a component to the vehicle and for fastening the component to the vehicle. The adapter element is preferably configured in the form of a plate, and two abutment surfaces of the component facing each other in the axial direction are arranged parallel or obliquely to each other. Depending on the angle between the two abutment surfaces, various mounting possibilities are offered which depend on the mounting space.

[0028] Overall, the first damping element provides axial isolation and the at least one second damping element provides, in particular, radial isolation of vehicle vibrations occurring in the component, the first and the at least one second damping element being balanced relative to one another.

[0029] Furthermore, a sealing element is preferably provided as a seal against the splashboard, which is connected in the axial direction to the second contact surface, and which is preferably configured as a planar and relatively flat element, and particularly preferably is simply glued to the second contact surface.

[0030] The invention furthermore relates to a method for installing such a damping device in a vehicle, in which the damping device is first preassembled as an independent assembly with the above-mentioned components. This preassembled assembly is then fastened to a component of the vehicle brake system and only then is it fastened together with this component to the vehicle. This saves valuable time during final assembly and avoids possible errors during assembly of the components. In particular, in this case, the damping device can already have different three-dimensional configurations. This allows various types of damping devices and preassembled assembly to be provided, which allows for easy adaptation to the respective available engine compartments in the vehicle. [Brief description of the drawings]

[0031] [Figure 1] 1 is a perspective view of a functional system having as components a hydraulic housing and a first embodiment of a damping device according to the invention; [Diagram 2] FIG. 2 is a partial cross-sectional view of the first embodiment taken along line II-II in FIG. 1 in a state where the components and the first embodiment are installed on a vehicle. [Diagram 3] FIG. 2 is an exploded view with a perspective view related to the first embodiment shown in FIG. 1. [Figure 4] FIG. 4 is a diagram showing details of IV in FIG. [Diagram 5] FIG. 4 is a diagram showing details of V in FIG. [Figure 6] FIG. 2 is a cross-sectional view taken along line II-II in FIG. [Figure 7] FIG. 7 shows a detail of VII in FIG. 6 in a state where it is installed on a vehicle. [Figure 8] FIG. 8 is a cross-sectional view taken along line VIII-VIII in FIG. 7. [Figure 9] FIG. 2 is a cross-sectional view taken along line IX-IX in FIG. [Figure 10] FIG. 10 is a diagram showing details of X in FIG. 9. [Figure 11] 8 is a view similar to FIG. 7 of a second embodiment of a damping device according to the invention; DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0032] In the following, an embodiment of the inventive solution is explained in detail with the aid of the attached schematic drawings.

[0033] 1 and 2 show a hydraulic device 10 as a functional system 12 of a hydraulic vehicle braking system, not shown in detail, with a slip control system. Such a control system may be an antilock control device, a traction slip control device and / or a vehicle dynamic control / electronic stability program, for which the abbreviations ABS, ASR and / or FDR / ESP are commonly used. In connection therewith, it is necessary to provide a regulated brake pressure. For this purpose, the hydraulic device 10 has a housing 14 or hydraulic housing as a component 16, which is formed as a relatively thin, rectangular parallelepiped metal block made of an aluminum alloy. The component 16 or housing 14 serves to mechanically fasten and hydraulically connect hydraulic components of a brake pressure control device of the braking system. Such components are solenoid valves, check valves, hydraulic pressure accumulators, damping chambers and pressure sensors, which are fixed in receptacles in the housing 14. These components are not shown in detail or are not numbered. For the hydraulic connection circuit, receptacles for the components are connected to one another by lines, only partially shown, which run through the housing 14 .

[0034] The housing 14 is equipped with an electric motor or motor 18 arranged on a motor side 20 of the cuboid housing 14. The motor 18 has a motor shaft (not shown) which projects into a receiving part 22 of the housing 14, which is only shown in FIG. 2. 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, a container side 28 is arranged as a narrow side, on which a container 30 is arranged for storing brake fluid for adjustment (FIG. 1 only). Adjacent to the container side 28, the housing 14 has a pedal side 32 as an even narrower side, from which a pedal stroke sensor 34 projects and which extends along a longitudinal axis 36 which extends along a longitudinal extension line 38 of the housing 14. In this case, the pedal stroke sensor 34 is connected to the housing 14 by means of an adapter 40 and a damping device 42 in a fixed position and force transmitting manner by means of two screws 44 .

[0035] In Fig. 1, the damping device 42 is shown as a fully assembled or preassembled assembly 46. For final assembly, the assembly 46 or the damping device 42 is screwed by only two screws 44 through an adapter flange 47 of the adapter 40 to the housing 14 and thus to the entire hydraulic device 10. At the same time, the housing 14 and thus the entire hydraulic device 10 are fastened by means of the damping device 42 to a splashboard or vehicle wall 48 of the vehicle, not shown in detail, whereby the damping device 42 serves at the same time as an interface with the vehicle. In this case, the vehicle wall 48 separates the engine compartment 50 from a passenger compartment 52 of the vehicle, into which the pedal stroke sensor 34 projects and is connected there to a pedal 54 for force transmission (Fig. 2 only).

[0036] The pedal 54 is operated by the driver while the vehicle is in operation, which causes a force input 56 to the pedal stroke sensor 34, which causes a piston 58 of a master brake cylinder 60 to move. As a result, brake fluid is transferred from the master brake cylinder 60 into a line 62 of the brake system, and the force input 56 continues in the housing 14, which is indicated diagrammatically by another input arrow 64. Furthermore, a number of valves, not shown, are connected by means of the control unit 26 depending on the braking situation. Furthermore, a motor shaft, not shown, of the motor 18 moves an eccentric, also not shown. Movements and circuits of this type cause vibrations and noises to be generated. Conventionally, such vibrations and noises are transmitted directly to the vehicle wall 48 and from there into the passenger compartment 52, where the vibrations are generally unpleasantly felt in the relatively quiet electric vehicle. Such vibrations are particularly extensively damped by the damping device 42 by means of a first elastic damping element 66 and at least one second elastic damping element 68 and are suitably guided along the side of the vehicle wall 48 by means of at least one stud bolt 70. The resulting force flow is indicated diagrammatically by a number of output arrows 72 pointing away from the housing 14.

[0037] 3 to 10 show the details of the damping device 42 used for this purpose. The damping device 42 is preferably constructed as a preassembled assembly 46 in several layers. As a first layer which is to rest against the component 16 or which rests against the component 16 in the assembled state, a stepped base plate is provided as a base element 74, which is preferably made of steel. In the center of this base element 74, a recess 76 adapted to the outer contour of the adapter 40 is provided, through which the adapter 40 is attached. The recess 76 is located in a surface-shaped recess 78 facing the component 16, which recess 78 rests on the pedal side 32 of the component 16 against the adapter flange 47 arranged on this pedal side 32. This results in a clearance 80 (see FIG. 2) around the recess 78 to the adapter flange 47 and an even greater clearance to the pedal side 32. Within the spacing 80, sufficient space is available to receive a respective head 82 of at least one fastening element 84 configured as a pin (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. An individual fastening element 84 is arranged protruding through the associated opening 86, with its head 82 abutting against the material of the base element 74 surrounding the opening 86. In the assembled state, the head 82 is supported there.

[0038] A first elastic damping element 66 adjoins the base element 74 axially along the axis 88 towards the vehicle. The first damping element 66 is disc-shaped as a mat made of elastomer, preferably butyl rubber, and lies in a first plane 90. The first plane 90 and thus the lateral extent of the first damping element 66 run transversely to the axis 88 and in the illustrated embodiment run approximately perpendicularly thereto. Furthermore, the first damping element 66 is designed with its outer region corresponding to the base element 74. Furthermore, the first damping element 66 has a recess 92, which is designed so that the first damping element 66 runs around the recess 78 of the base element 74. The damping element 66 is provided with an associated opening 94 in each case which is aligned with at least one opening 86 of the base element 74.

[0039] A plate-shaped interface device 96 is arranged axially next to the first damping element 66 as an adapter element 97, which is preferably produced by die casting, particularly preferably by aluminum die casting. In this case, the interface device 96 has an outer area similar to that of the first damping element 66 and has a through recess 98 radially inwardly, which corresponds to the recess 92 of the first damping element 66. A first abutment surface 100 arranged facing the component 16 and a second abutment surface 102 arranged facing the vehicle are provided radially around the recess 98. The two abutment surfaces 100 and 102 are axially opposite one another and extend parallel to one another in the illustrated embodiment. The axis 88 therefore corresponds to the longitudinal axis 36 of the pedal stroke sensor 34 when mounted on the component 16 and to the connection axis 103 between the component 16 and the vehicle wall 48 (see FIG. 2).

[0040] In another variant, the abutment surfaces 100 and 102 are inclined relative to one another (not shown). By varying the angle between the two abutment surfaces 100, 102 of the adapter element 97, the damping device 42 can be adapted to various installation situations in the engine compartment 50.

[0041] Between the two abutment surfaces 100, 102 there is provided an axial extension 104 of the interface device 96 which is longer than the flat first damping element 66 and the relatively flat base element 74. This allows the interface device 96 to provide more material in which various receiving parts can be arranged, i.e. the first abutment surface 100 is provided with at least one recess 106 with a central opening 108 which serves as a receiving part for the respective associated stud bolt 70 (see Figures 9 and 10).

[0042] Furthermore, the second abutment surface 102 has at least one recess 110 (FIGS. 1, 2, 6 to 8, 11) with a central opening 112 passing through the first abutment surface 100. The respective recess 110 serves with its opening 112 as a receiving part for the associated second damping element 68, as a receiving part for the associated counter element 113 configured as a sleeve-like nut or sleeve 114 and as a receiving part for an annular washer or disk 115 located between the second damping element 68 and the counter element 113. In this case, the respective second damping element 68 is arranged in a second plane 116 which extends transversely to the axis 88 and parallel to the first plane 90. In this embodiment, four such damping elements 68 are provided as the at least one second damping element 68, all of which are located in the second plane 116. The four damping elements 68 are arranged at equal intervals from one another and each form an angle of approximately 90° with respect to the axis 88. In this case, every two damping elements 68 facing one another are arranged in a row at a right angle to the axis 88.

[0043] Axially adjacent to the second contact surface 102, a face seal is arranged as a sealing element 118, which is face-bonded to the second contact surface 102 and serves as a seal for the splashboard 48. Each sealing element 118 has a bore 120, through which the sleeve 114 of the associated second damping element 68 is guided. Furthermore, each sealing element 118 has a further bore 122, through which the associated stud bolt 70 is guided.

[0044] 4 shows a detail of the individual second damping elements 68, which in the illustrated embodiment are made of butyl rubber as an elastomer. The damping elements 68 are annularly configured as a ring with an inner ring 124 and an outer area 126 extending radially with respect to the axis 88. The outer area 126 has at least one axial recess 128 extending along the axis 88. In this embodiment, eight such recesses 128 are provided, which are each configured as a radial bend with rounded edges and form a rosette shape.

[0045] For fixing the damping element 68 and for applying a preload, a disk 115 is provided as contact element 129, which rests against the damping element 68. Furthermore, a cylindrical section 130 of a sleeve 114, which serves as a counter element 113, is guided through the center of the disk 115 and the inner ring 124. Abutting section 132 of the sleeve 114 rests against the disk 115, projecting radially from the cylindrical section 130. Furthermore, an engagement section 134 with a hexagonal outer periphery is arranged axially on the abutting section 132 of the sleeve 114, which can be engaged by a tool for screwing the sleeve 114. For achieving 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 has a cylindrical section 138, which is provided with an external thread 140 which meshes with the internal thread 136.

[0046] 5 shows in addition a detail of the fastening element 84. The head 82 of the fastening element 84 rests against the material surrounding the opening 86 of the base element 74 and is supported there in a fixed state. For additional fastening in the base element 74 formed as a plate, the head 82 has a radial annular groove 142 into which the base element 74 engages (FIG. 7). Furthermore, for this purpose, the groove 142 is provided on its groove wall 144 facing the cylindrical section 138 with a knurling 146 which acts against rotation. Alternatively, the fastening element 84 has a simple head 82 without a groove 142. In this case, the head 82 is supported on one side of the base element 74, while the cylindrical section 138 projects through the opening 86 and engages in a form-locking and friction-locking manner in a counter element 113, which is supported on the side of the base element 74 opposite the head 82.

[0047] 6 to 8 show in detail how the individual fixing elements 84, the associated second damping element 68 and the respective sleeve 114 as counter element 113 cooperate for fixing, preloading and vibration damping.

[0048] In this case, the individual fastening element 84 bears with its head 82 on the base element 74 and its cylindrical section 138 projects through the opening 86 of the base element 74, the opening 94 of the first damping element 66 and the opening 112 of the recess 110. While gripping the cylindrical section 138 at a distance from it, the associated second damping element 68 is inserted from the side of the second abutment surface 102 into the recess 110 and rests against the material 148 of the interface device 96 surrounding the opening 112. This material 148 forms a step of the recess 110 against which the damping element 68 is pressed in the assembled state. A disk 115 rests against the second damping element 68 on the axially opposite side of the step. When the sleeve 114 is screwed onto the outer circumference of the cylindrical section 138, the abutment section 132 of the sleeve 114 presses against the second damping element 68 via the disk 115 (see arrow 150). The sleeve 114 then extends through the opening 112 as well as through the opening 94, engaging with the male thread 140 with its internal thread 136, and abuts with its end side against the head 82 of the fixing element 84. This results in a rigid screw connection between the sleeve 114 as counter element 113 and the fixing element 84. Furthermore, overcompression of the second damping element 68 is avoided. Furthermore, the counter element 113 and the fixing element 84 have an axial distance 151 to the vehicle wall 48. This results in a non-elastically rigid connection between the component 16 and the damping device 42 by means of the rigid screw connection between the counter element 113 and the fixing element 84. At the same time, the spacing 151 and the damping elements 66, 68 provide an elastic decoupling to the vehicle wall 48. Furthermore, what is important for the decoupling is that a radial spacing 152 exists between the counter element 113 or its cylindrical section 130 and the edge of the opening 112 in the radial direction, so that there is no contact between the interface device 96 and the counter element 113.

[0049] Furthermore, an axial compression of the second damping element 68 and at the same time the first damping element 66 is obtained. As a result, the two damping elements 66, 68 are elastically deformed in a plane and are pushed outward in the radial direction, as indicated diagrammatically by the arrows 153 and 154. In this case, the second damping element 68 is displaced radially outward by its axial recess 128 according to the arrow 154 and is enveloped in the cylindrical material 156 surrounding the outer area 126 of the associated recess 110. The recess 110 serves as a cylindrical receiver made of metal and belongs to the interface device 96, which is a component element 157 of the damping device 42. This envelope ensures that the second damping element 68 is radially supported by the metallic material 156, and the axial recess 128 is filled with the elastomeric material of the damping element 68. Radially inward, the damping element 68 is enveloped in the cylindrical section 130. Furthermore, there is a gap 158 between the cylindrical section 130 and the first damping element 66 in the radial direction, within which the damping element 66 can be slightly displaced radially inwards when compressed axially, so that any vibrations that occur are particularly well received, attenuated and isolated.

[0050] Additionally, the isolation of vibrations occurring in the two planes 90 and 116 is achieved by the first areal damping element 66 and at least one second annular damping element 68. In this case, the damping elements 66, 68 are balanced with respect to one another in the two planes 90, 116. Preferably, six such second damping elements 68 are arranged for this purpose in the second plane 116. As a result, vibrations or noises generated by the functional system 12 are isolated from the passenger compartment 52. Furthermore, inputs and forces caused by vibrations or shocks generated by the driver when operating the pedal 54 can be absorbed by the damping device 42. Undesirable movements are avoided or reduced to an acceptable level.

[0051] 9 and 10 show in detail how the individual studs 70, which are used to fasten the damping device 42 to the vehicle wall 48, are fastened to the damping device 42 itself. For this purpose, the respective associated recesses 106 with a central opening 108 are provided in the component 157 as the interface device 96. Abutting against the material 159 surrounding the opening 108 is a stud 70 with a radially projecting head 160, the stud 70 projecting with its cylindrical section 162 through the opening 108. In this case, a knurl 164 is provided at the transition from the head 160 to the cylindrical section 162, by which the stud 70 is prevented from rotating. In combination with the vibration isolation, this allows the still remaining damped vibrations to be conducted appropriately via the stud 70. For this purpose, four studs 70 are provided. Alternatively, the fastening can also be carried out with two such studs 70.

[0052] 11 shows another embodiment of the damping device 42, which is shown very diagrammatically in the illustrated embodiment. In contrast to the first embodiment, the first damping element 66 as a mat is configured in such a way that there is a larger radial spacing 152 to the individual counter elements 113 and to the fixing elements 84. This results in a larger free space for a stronger insulation.

[0053] Furthermore, the adapter element 97 is configured as a stepped component 157 with a first step 166 and a second step 168 which are axially adjacent to the respective opening 112. In this case, the second damping element 68 is supported axially on the first step 166 and projects axially opposite the second step 168. Here, a disk 115 rests against the damping element 68, which here projects radially beyond the first step 166 and projects radially into the area of ​​the second step 168. A gap 170 exists between the second step 168 and the disk 115 in the axial direction, even in the preloaded state of the damping element 68. This gap 170 isolates the adapter element 97 from the base element 74. Radially outwardly, surrounding the annular disk 115, there is also a spacing 172 to the adapter element 97, and radially inwardly of the ring of disks 115 there is a radial spacing 174 to the cylindrical section 130 of the counter element 113. By means of the two radial spacings 172, 174, the disk 115 is in addition to the spacing 170 isolated from the adapter element 97, the counter element 113, the fixing element 84 which engages in said counter element 113 and the base element 74 which is connected to said fixing element 84. In connection therewith, these two radial spacings 172, 174 are also present in the first embodiment (FIG. 7).

[0054] In this case, the disk 115 as contact element 129 acts in different ways. Firstly, it is a contact element between the counter element 113 and the damping element 68 and protects the elastomer-made damping element 68 against rotation and friction, in particular when the counter element 113 rotates around the fixed element 84. Secondly, it is a contact element which abuts against the second step 168 when too much force is dissipated by the counter element 113. In this case, the gap 170 no longer exists. The damping element 68 can no longer be axially compressed and the elastomer of the damping element 68 is protected against the action of too high a force.

[0055] Thirdly, the disk 115 as the contact element 129 rests against the second step 168 of the component 157 even in the event of failure of the individual damping element 68. In this case, the contact element 129 is held in a positive-locking manner in the axial direction between the component 157 or the adapter element 97 and the counter element 113. The contact element 129 thus provides a contact between the adapter element 97, the counter element 113, the fastening element 84 connected to the counter element 113 in a frictional locking manner and the base element 74 connected to the fastening element 84, which provides a fastening or retaining means 176 which only acts in the event of failure of the associated damping element 68. The contact element 129 thus ensures, in combination with the elements 157, 113, 84 and 74, a mechanical retaining means 176 by which, in the assembled state of the damping device 42, a mechanical contact is provided between the component 16 and the vehicle wall 48. Such a type of retaining means 176 is no longer isolated in a vibration damping manner, but does provide a mechanical safety fallback level in the event of failure of the damping elements 66, 68 of the elastomeric bearing.

[0056] Otherwise, the functional system 12 with components 16 may be any system, both as a noise source and a vibration source. [Explanation of symbols]

[0057] 10 Hydraulic device 12 Functional Systems 14 Housing, hydraulic housing 16 Components 18 Electric motor or motor 20 Motor side 22 Receiving part 24 Control unit side 26 Control unit, electronic control unit 28 Container side 32 Pedal side 34 Pedal stroke sensor 36 Longitudinal axis 38 Longitudinal extension line 42 Damping Device 44 Screw 46 Structure group 48 Vehicle wall, splash board 50 Engine Room 52 Cabin 56 Force introduction 58 Piston 60 Master brake cylinder 62 Conduit 64 Input Arrows 66 First damping element 68 Second damping element 70 Stud bolt 72 Output Arrows 74 Base element, base plate 76 Notch 78 Planar recess 80 intervals 82 Head 84 Fixed Element 86 Aperture 88 axis 90 First Plane 92 Notch 94 Aperture 96 Interface Device 97 Adapter Element 98 Notch 100 first contact surface 102 second contact surface 103 Connection axis 104 Axial dimension 106 Recess 108 Central opening 110 Recess 112 Central opening 113 Opposing Element 114 Nut or sleeve 115 Washer or disk 116 plane 118 Sealing element, face seal 120 holes 122 holes 124 Inner Ring 126 Outer ring, outer range 128 Recess 129 Contact Element 130 Cylindrical Section 132 Contact classification 134 Engagement classification 136 Female thread 138 Cylindrical Section 140 Male thread 142 Circular Groove 144 Groove bottom 151 Axial Spacing 152 Radial Spacing 156 Metallic Materials 157 Configuration Elements 158 interval 160 Head 162 Cylindrical Section 164 Knurling 166 First Step 168 Second step 170 interval 176 Fixing or retaining means; mechanical retaining means

Claims

1. A damping device (42) for damping vibrations between a component (16) of a functional system (12) of a vehicle brake system and the associated vehicle, said component (16) being adapted to be fixed to a vehicle wall (48) of the vehicle, comprising: The damping device (42) comprises at least one elastic damping element (66, 68), which is arranged such that in an assembled state of the damping device (42), contact between the component (16) and the vehicle wall (48) is interrupted.

2. 2. The damping device according to claim 1, further comprising a retaining means (176) which acts to retain the component (16) against the vehicle wall (48) in the assembled state of the damping device (42) in the event of failure of at least one of the elastic damping elements (66, 68).

3. 3. The damping device according to claim 1, further comprising a base element (74) for fastening to the component (16), on which at least one fastening element (84) is arranged protruding from the base element (74), and a counter element (113) is arranged on each of the fastening elements (84), by which the at least one elastic damping element (66, 68) is urged in the axial direction towards the base element (74), in such a way that in the assembled state a gap (151) exists between the counter element (113) and the vehicle wall (48).

4. 4. The damping device according to claim 3, characterized in that, in the axial direction, between the counter element (113) and at least one of the damping elements (66, 68), a respective associated contact element (129), in particular configured as a disk (115), is provided.

5. 5. The damping device according to claim 1, wherein at least one of the at least one elastic damping element (66, 68) is encapsulated.

6. 6. The damping device according to claim 1, wherein the at least one elastic damping element (66, 68) is configured with a first elastic damping element (66) arranged in a first plane (90) and at least one second elastic damping element (68) arranged in a second plane (116), the two planes (90, 116) being different from one another and extending, in the assembled state, across a connection axis (103) between the component (16) and the vehicle wall (48).

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

8. 8. The damping device according to claim 6, wherein each second damping element (68) is provided with an associated counter element (113), the counter element (113) having a cylindrical section (130) and abutment section (132) protruding from the cylindrical section (130), the cylindrical section (130) being arranged radially inside the associated second damping element (68), the abutment section (132) being axially supported on the associated second damping element (68), and the cylindrical section (130) is preferably hollow and has an internal thread (136) into which an external thread (140) of the respectively associated fixing element (84) engages.

9. 9. The damping device according to claim 6, wherein a component (157) with two axially facing abutment surfaces (100, 102) is arranged axially on the first damping element (66), the first abutment surface (100) being arranged facing the component (16) and the second abutment surface (102) being arranged facing the vehicle, the second abutment surface (102) being provided with at least one recess (110) into which the respectively associated second damping element (68) is received, and in which recess (110) is provided, in particular an opening (112) through which the respectively associated fixing element (84) arranged on the base element (74) projects.

10. 10. The damping device according to claim 1, wherein the first damping element (66) is designed in the form of a plate and is applied against the first abutment surface (100) facing the component (16).

11. 11. The damping device according to claim 1, further comprising a base element (74) for fastening to the component (16) and a component element (157) for arrangement on the vehicle wall (48), the base element (74) and the component element (157) being formed from two parts, the component element (157) being preferably formed as an adapter element (97) adapted to the respective vehicle.

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