Brake system damping device

Abstract

To provide a device for attenuating vibration in a brake system, which has improved attenuation characteristics.SOLUTION: A brake system attenuation device (10) has a first chamber (20) on which a fluid pressure should be applied, a second chamber (24) in which a compressive medium exists inside, and a first separation element (22) for separating the first chamber (20) from the second chamber (24). The brake system attenuation device (10) has a third chamber (28) in which a compressive medium exists inside, and a second separation element (26) for separating the second chamber (24) from the third chamber (28). The second chamber (24) is connected to the third chamber (28) so as to guide a medium by a passage (50) formed in the second separation element (26).SELECTED DRAWING: Figure 10

Description

[Technical field]

[0001] The present invention relates to a brake system damping device having a first chamber to which hydraulic pressure must be applied, a second chamber having a compressible medium therein, and a first separation element for separating the first chamber from the second chamber. [Background technology]

[0002] Brake systems, in particular hydraulic brake systems, are used to slow down the travelling speed of vehicles, for example cars and trucks. During operation of such brake systems, various dynamic effects, in particular pressure fluctuations, occur in the lines and chambers present in the brake system, which cause vibrations or pulsations, thereby causing undesirable noise and vibrations. In order to reduce such vibrations or to obtain a damping effect in the event of such vibrations, a brake system damping device, also referred to as a damper in the following, is mounted at one or more mounting points in the brake system. The damper has a first chamber, in which hydraulic pressure is applied. The chamber is essentially a type of container. The pressure is essentially the result of forces acting on a surface. In the damper, the forces are transmitted hydraulically, i.e. via a liquid under pressure.

[0003] Dampers with a separating element are known. The separating element separates a chamber into a first chamber, in which a liquid or fluid is present, and a second chamber, in which a compressible medium, usually in the form of a gas, is present. When an externally increased pressure acts on this container, the volume of the chamber of the deformable container in which the gas is present is known to decrease. Similarly, when a liquid pressure is applied to the first chamber, the separating element also reduces the volume of the second chamber.

[0004] When this pressure decreases again, the volume of gas and therefore the volume of the second chamber increases accordingly. This means that the second chamber acts like a pneumatic spring, also called a gas spring. How soft or hard this gas spring is depends on the gas volume in the second chamber. The larger the gas volume, the softer the damping.

[0005] When braking, the driver applies a blow to the brake pedal, which then travels through a pedal stroke. The pedal stroke is directly related to the gas volume in the second chamber that is optimal here. The larger the gas volume, the longer the pedal stroke. The positive effects of soft damping are therefore opposed to the negative effects of a large pedal stroke length. Summary of the Invention [Problem to be solved by the invention]

[0006] SUMMARY OF THE DISCLOSURE It is an object of the present invention to provide a device for vibration damping in a brake system which has improved damping properties. [Means for solving the problem]

[0007] According to the invention, a brake system damping device is provided, which has a first chamber to which a hydraulic pressure is to be applied, a second chamber in which a compressible medium is present, and a first separating element for separating the first chamber from the second chamber. According to the invention, the object is achieved in that the brake system damping device has a third chamber in which a compressible medium is also present, and a second separating element for separating the second chamber from the third chamber. The second chamber is connected to the third chamber in a medium-guiding manner by a passage formed in the second separating element. Furthermore, the first separating element displaces a closing element, which closes the passage or closes the passage as soon as the hydraulic pressure reaches a predefined pressure value in the first chamber. Furthermore, according to the invention, the third chamber is formed by the second separating element and a lid, and the second separating element is held in the lid, in particular in the lid, in a liquid-tight manner by a press fit.

[0008] The third chamber, like the second chamber, receives a compressible medium, preferably formed by a gas and particularly preferably by air. The second separating element separates the third chamber from the second chamber, the two chambers remaining connected first by a passage through which the medium can be guided. The passage or the connection is preferably formed by a simple hole and can be closed by a closing element of the first separating element. In a preferred embodiment, the closing element is simply a surface area on the surface of the first separating element. This closing element closes the passage only when sufficient hydraulic pressure for this purpose is applied in the first chamber. In particular, the first separating element deforms, in particular from a predefined pressure value, until it abuts against the second separating element. The second separating element preferably forms a stop for the closing element.

[0009] Due to the closed passage, the third chamber is separated from the second chamber and is therefore no longer available for the remaining damping. Above the predefined pressure value, only a medium volume remains in the second chamber for further damping action. This is relatively small due to the first separating element being deformed towards the second separating element. The damper according to the invention therefore still has only a small elastic and damping action, since the second chamber can hardly accommodate any further volume. In this case, a favorable effect is that the stroke of the brake pedal of the brake system or the pedal stroke is hardly extended further when actuated by the driver. Particularly preferably, the first separating element, when the passage is closed, abuts completely against the inner wall of the second chamber, including the side of the second separating element facing the second chamber, so that the second chamber disappears completely or no longer has a volume. The pedal stroke is therefore not extended any further from the predefined pressure value at all. This likewise results in the disappearance of the damping action, which is acceptable. This is because the optimum pressure range for damping is below a predefined pressure value.

[0010] The pressure value is preferably selected or predefined to constitute the upper limit of an optimal pressure range for damping. In this case, the respective volumes of the second and third chambers are preferably adapted to the desired elasticity or damping effect of the damper and the optimal pressure range. In this preferred manner, the damper combines the strong elasticity of a large medium volume within the optimal pressure range for damping with the limit of the volume that can be accommodated by the first chamber, which is above this pressure range. In other words, there is no longer a direct relationship between the displaced volume of brake fluid and the medium volume used for damping. The damper therefore provides excellent damping properties at short pedal strokes.

[0011] Another advantage of the present invention is that the pressure in the closed third chamber is significantly lower than in the prior art, i.e. in the second chamber which does not have a passage to another chamber, which reduces undesirable effects: on the one hand, permeation through the first separating element is reduced at low pressure, and on the other hand, the temperature of the medium is not so high at low pressure, which slows down the material degradation of the first separating element.

[0012] According to the invention, the third chamber is formed by the second separating element and a cover. The cover is provided as a closing plug for a brake system equipped with the brake system damping device according to the invention and allows free access to the brake system. This allows for a simple exchange of the second separating element. Moreover, the second separating element can be retrofitted to brake system damping devices in which previously only one chamber between the cover and the elastic separating element was used for damping.

[0013] Due to the third chamber being formed by the second separating element and the lid, and the second separating element being held in a liquid-tight manner on the lid by a press fit, a connection between the lid and the second separating element is obtained which is gas-tight over the service life and at the same time convenient to manufacture in terms of assembly technology, which in particular ensures that the third chamber formed behind the second separating element is permanently gas-tight and that no fluid from this third chamber can reach the outside, for example through the lid.

[0014] The above-described technical advantages significantly increase customer acceptance and market opportunity for automobiles equipped with a brake system damping device according to the present invention.

[0015] In a preferred embodiment, the second separating element extends along the axis and the press fit is formed radially outward of the second separating element. Such a press fit has a relatively large surface and therefore a large sealing area. Furthermore, such a press fit allows a suitable material combination of a metal lid and a plastic second separating element to be selected.

[0016] If the second separating element extends along the axis, it also preferably has at the same time a generally radially oriented step against which the first separating element rests in a sealing manner, on which a hydraulic force acts in the axial direction and thus transversely perpendicular to the orientation of the step when the pressure in the first chamber increases, which hydraulic force displaces the first separating element resting against the step generally perpendicularly to the step, so that the first separating element is here preferably additionally pressed in a sealing manner.

[0017] It is furthermore preferred if the first separating element extends along the axis and has a ring-shaped sealing ridge, by means of which it sealingly abuts, in particular, against the second separating element and / or against the housing which defines the first chamber. A sealing ridge of this type forms a central sealing element, by means of which the first chamber as well as the second and third chambers are preferably delimited from one another. This solution also results in particular in savings in constructional space, since three sealing points are realized with only one sealing element.

[0018] Thereby, the second separating element is completely surrounded by the lid and the first separating element in a preferred manner, so that the second and third chambers are additionally sealed by the received medium volume. The completely surrounding second separating element further means that the combination of these three components does not differ externally from the combination consisting of only the lid and the first separating element. The configuration of the second separating element is therefore independent of the rest of the brake system. Advantageously, it is even possible to remove the second separating element from the damper when a large medium volume is required.

[0019] According to another preferred embodiment of the invention, the first separating element is integrally constructed with the closing element, meaning that the two elements, here the first separating element and the closing element, are molded in one piece or as one part, which has the advantage of simple assembly and inexpensive production.

[0020] According to a second preferred embodiment of the invention, the first separating element is configured with a diaphragm, preferably a rolling element diaphragm. The diaphragm can essentially be interpreted here as an elastically movable separating wall or separating element, as a sealing element which separates two chambers from one another in a gas-tight manner. In this case, the special rolling element diaphragm is provided only for one-sided pressure loading in the direction towards the inside of the loop or towards the diaphragm head recess. The volume change of the rolling element diaphragm is opposed only by a negligibly small inherent stiffness or a small resistance to elastic deformation. Due to its shaping, the rolling element diaphragm is particularly well suited as a separating element for the brake system damping device according to the invention.

[0021] According to a third preferred embodiment of the present invention, the first separating element is made of an elastomer, preferably ethylene propylene diene rubber. Elastomers are shape-stable but elastically deformable plastics. Such plastics are therefore deformed under tensile and compressive loads, but then return to their initial, undeformed form. Elastomers are therefore particularly well-suited materials for separating elements in the sense of the present invention, such as rolling element diaphragms as described above.

[0022] The elastomer must maintain its elasticity and not be allowed to expand or contract too much. Therefore, an appropriate elastomer must be used for the medium to be sealed. Ethylene propylene diene rubber, also called EPDM for short, is an elastomer that is resistant to braking media and is therefore particularly suitable for use in the brake system damping device according to the present invention.

[0023] Moreover, according to the invention, the predefined pressure value is preferably predefined to a value between 0 and 30 bar, preferably between 3 and 10 bar, particularly preferably to 5 bar. If the brake system applies a pressure of approximately 60 bar to the associated wheel of the vehicle, this will cause the wheel to lock. However, for vibration or pulsation damping in the brake system, only a very small, limited pressure range is important. At an obtained pressure value of approximately 5 bar, disruptive vibrations or pulsations are already sufficiently damped. The pressure value must therefore be predefined to this value in a particularly preferred manner.

[0024] Furthermore, the passage is preferably made of an open-cell material. Open-cell refers to a material that prevents the ingress of liquid but allows the outflow or infiltration of gas. It may also refer to a breathable material. The holes are closed after the abutment of the first separating element, as are passages of different configurations, e.g. holes. The advantage of an open-cell material is that liquid cannot penetrate into the third chamber. The brake system has additional protection against the outflow of brake fluid from the brake system, e.g. if the first separating element is damaged or not airtight.

[0025] Furthermore, a number of passages are provided in the second separating element in a suitable manner in order to feed the medium from the second chamber to the third chamber more quickly, so that the elasticity of the entire medium volume can be better utilized.

[0026] According to another preferred embodiment, the third chamber is divided into several partial chambers, each of which is connected to the second chamber in a medium-guiding manner by a passage. Several partial chambers allow greater flexibility compared to using only one third chamber. The passages leading to the individual partial chambers are thus closed one after the other in a preferred manner by the first separating element, so that the damping effect is reduced stepwise and not completely and abruptly at a predefined pressure value. Moreover, due to the closing and reusability of several passages, a variable number of partial chambers and thus a variable medium volume are available. This makes it easier to adjust the damper to the optimum pressure range and the desired elasticity.

[0027] Additionally, other embodiments are preferred which make the brake system damping device more effective or which supplement the brake system with optional embodiments.

[0028] The compressible medium received in the second and third chambers is therefore preferably configured as a gas, and particularly preferably as air, which is inexpensive and easy to provide, is compressible and is therefore particularly suitable for use in the brake system damping device according to the invention.

[0029] The medium volume or the second and third chambers are produced or obtained, optionally and in a preferred manner, by the combination of a plurality of turned, cold forged or deep drawn parts. The turned parts are components with a circular cross section, the cold forged parts are closed components and the deep drawn parts are body components of the car. All these components are easily available in the car industry and can find new applications thanks to the present invention.

[0030] Furthermore, the brake system damping device is preferably provided for use in vehicle dynamics control and / or powered braking systems. Electronic stability programs, also called vehicle dynamics control or ESP, are electronically controlled drive assistance systems for motor vehicles that counteract vehicle slip by targeted braking of individual wheels. Powered braking systems or powered brake devices are actuated by externally generated forces. For example, electrohydraulically actuated brakes are powered brakes, in which the actuating energy is obtained from a hydraulic accumulator loaded by a pump.

[0031] In a preferred embodiment, the brake system damping device has a rib structure, which supports the second separating element and runs through the third chamber, in particular with a structural end side and at least one structural rib. In this case, the rib structure, which is provided in a preferred manner on the second separating element, is arranged on the side opposite the first separating element or with the separating element outer wall in order to support the second separating element against pressure acting on the separating element inner wall. The separating element outer wall thereby forms the first end side of the rib structure. The opposite or second end side of the rib structure is formed by the structural end side, which is preferably configured in a planar manner. The structural rib is a supporting element of the rib structure, which has a supporting effect and extends from the separating element outer wall to the structural end side. Due to the supporting function of the rib structure, the brake system damping device is itself more robust. Moreover, the material of the second separating element is less subjected to abuse, which has a positive effect on the service life of the second separating element.

[0032] Preferably, in order to provide the rib structure with further dimensional stability, the rib structure is configured with two or more structural ribs. Moreover, the rib structure is preferably configured with a right-angled circular hollow cylinder, which abuts with its center against the outer wall of the separating element and extends from the outer wall of the separating element to the second end or the structural end side of the rib structure. In this case, the cylindrical cavity formed in the circular hollow cylinder is preferably connected to the passage in the second separating element in a medium-guiding manner. It is to be clearly pointed out here that the passage in the second separating element must never be closed by the rib structure.

[0033] The structural ribs rest against the outside of the circular hollow cylinder, and here have a size or rib depth that corresponds to the length of the circular hollow cylinder, hereinafter referred to as the abutment point. From this abutment point, the structural ribs preferably extend radially or radially away from the circular hollow cylinder, so that a star-shaped structure is formed. In this case, the rib depth of each structural rib varies according to the shape of the abutting end side of the rib structure. As mentioned above, the structural end side is preferably planar and therefore does not result in a change in the rib depth. In contrast, the outer wall of the separating element is usually designed non-flat or three-dimensionally. Therefore, the respective rib depth must vary or be designed according to the outer wall of the separating element. This further improves the dimensional stability of the rib structure.

[0034] In a preferred embodiment, the rib structure forms at least two structural chambers, which are connected to one another in a medium-guiding manner by at least one connecting passage. In this case, each structural chamber is composed of at least one structural rib, the outer wall of the separating element and a further component surrounding the third chamber. These components are preferably lids, as described above. In this case, the structural chambers are preferably formed with a supporting rib structure or are arranged in such a way that the supporting effect of the rib structure is further increased. The connecting passage is an opening in the component, preferably in a structural rib separating the two structural chambers from one another. In this way, the compressible medium reaches the respective structural chambers of the divided third chamber from the second chamber, thereby providing maximum damping effect for the brake system damping device. Moreover, a lower damping rate can be set, if required, by separating the individual structural chambers or by closing the individual connecting passages.

[0035] If the rib structure with a circular hollow cylinder is constructed as described above for the preferred embodiment, each of the structure's partial chambers preferably has a connecting passage leading from this cylindrical hollow chamber, in this way a uniform distribution of the medium and thus the same strength of loading of all areas of the rib structure is obtained.

[0036] As mentioned above, the compressible medium is preferably configured as a gas, particularly preferably as air. In the following, the third chamber is therefore also referred to as the second air chamber, the structural sub-chamber as the air sub-chamber, and the medium volume as the air volume. The second air chamber is therefore replaced by a number of connected air sub-chambers which receive an air volume. In this case, the desired graduated damping of the brake system damping device can be adjusted by means of the air sub-chambers. In other words, the proposed design provides the possibility of connecting the air chambers by a number of connecting passages.

[0037] Furthermore, the second separating element is not only provided for separating the second chamber from the third chamber or the second air chamber, but also fulfills in a preferred manner a holding or supporting function for the first separating element. The first separating element is preferably configured with a diaphragm as described above. The second separating element is therefore also referred to below as a diaphragm support structure. By means of the rib structure, a self-stabilizing diaphragm support structure is formed, which furthermore offers many shaping possibilities for the third chamber or its division. Furthermore, the above-mentioned configuration of the diaphragm support structure allows the use of geometrically defined and inexpensive components, which can be produced by techniques such as injection molding.

[0038] In another preferred embodiment, the rib structure has a rib wall surrounding the rib structure, in particular with an outer wall and an inner wall. The rib wall is a kind of hollow cylinder surrounding the rib structure and extending from the outer wall of the separating element to the end of the structure. In this case, the outer wall abuts against the component surrounding the third chamber. The inner wall forms a surface to which the structural ribs extend. The rib wall makes the rib structure compact and more robust.

[0039] Preferably, the rib structure and the rib wall are configured integrally, preferably integrally with the second separating element. Integral means, as mentioned above, that the elements, here the rib structure, together with the rib wall and preferably also the second separating element, are molded in one piece or in one part. The advantage in this case is a simple one-time assembly and cheap production.

[0040] Also preferably according to the invention, the rib jacket is configured with at least one jacket slit, which is arranged in a preferred manner extending from the end of the structure in the direction of the outer wall of the separating element and is provided for opening the rib jacket towards one of the structure part chambers. The jacket slit thus forms a recess in the rib jacket which would otherwise be completely closed. These recesses or free chambers increase the volume available for the compressible medium, which increases the damping rate of the brake system damping device. At the same time, material is saved.

[0041] Furthermore, the rib jacket is preferably configured with at least one locking element, which preferably projects from the jacket outer side and is preferably arranged on the end of the structure. The locking element is a protrusion or a hook, which is provided for locking into a recess in a component surrounding the jacket outer side. The locking element thus provides the possibility of fixing the second separating element in the third chamber. This provides the brake system damping device with additional dimensional stability.

[0042] As a result, the locking element is arranged in close contact with two circumferential wall slits, which each run directly along the locking element, thereby forming a flexible or pushable support device for the locking element. This allows the second separating element to be assembled simply or provides a locking point. In particular, if the second separating element is made of a material that is not easily deformed, the assembly is significantly simplified by the formed support device.

[0043] According to the invention, preferably, the brake system damping device has a component with an inner component wall surrounding the rib casing, the inner component wall being configured with a recess surrounding the casing exterior, the recess being provided for locking the locking element. The component is preferably a housing or a lid for the brake system damping device. The inner component wall or the surface of the component bearing against the rib casing or its exterior forms, together with the locking hook arranged on the exterior of the casing, a form-locking connection between the second separating element or the diaphragm support structure and the surrounding component, preferably the lid. The recess is preferably the recess. Since the recess in the surrounding component is annular, whereas the at least one locking element is configured separately, this form-locking connection is flexible and position-independent in relation to the locking element.

[0044] Furthermore, the end side of the structure is arranged against the component inner wall and is thereby supported by this component inner wall. The abutment against the component inner wall increases the support effect of the rib structure and significantly reduces the surface pressure acting on the component inner wall, preferably the lid. As a result, instead of very hard materials, preferably made of machined metal, flexible and / or cheaper materials can also be used for the diaphragm support structure or the second separating element. Convenient components with fixed shapes can also be used as the diaphragm support structure.

[0045] In a preferred embodiment, the second separating element is produced by injection molding, preferably by powder injection molding, particularly preferably by metal powder injection molding. Injection molding, also called injection molding or injection molding method, is a manufacturing method, more precisely a molding method for producing components. In this case, the respective raw material is liquefied and injected under pressure into a mold by an injection molding machine. Powder injection molding, also called PIM method (English: Powder Injection Moulding), is a molding method for producing components from metal or ceramic. Metal powder injection molding, also called MIM method (English: Metal Injection Moulding), is therefore a molding method for producing components, especially made of metal. By means of this technique, the second separating element or the diaphragm carrier structure can be produced as a geometrically defined component in a particularly simple and inexpensive manner.

[0046] According to a preferred embodiment of the invention, the brake system damping device has a fourth chamber, which is arranged around the rib rim of the second separating element in order to provide an additional damping volume. The fourth chamber is realized in that the component surrounding the rib rim, preferably the lid, is designed to be smaller or shorter. The fourth chamber thus forms a separate, closable chamber for additionally receiving a medium volume, preferably an air volume, without increasing the space required in the brake system damping device. The larger the volume that can be provided, the more elastic and therefore more effective the brake system damping device is in terms of pulsation reduction or damping. The proposed solution therefore offers the possibility for a function optimization without additional costs and expenses.

[0047] Furthermore, the second separating element is configured with a support ring with a ring outer edge surrounding the rib circumferential wall, the support ring projecting into the fourth chamber and being arranged against the first separating element. In this case, the support ring is firmly abutted against the outer circumferential wall of the ring circumferential wall and extends from this in a radial direction as far as the size of the fourth chamber allows in a preferred manner. The ring outer edge limits the support ring outwardly and preferably abuts against the inner wall of the fourth chamber. Due to the abutment of the support ring against the first separating element, preferably against the diaphragm, the fourth chamber is limited in the direction towards the first separating element, in which case the first separating element is supported or stabilized. The first separating element also contributes to the dimensional stability of the entire brake system damping device. Furthermore, the second separating element or the diaphragm support structure forms a support surface of the outer annular sealing area of ​​the first separating element, preferably against the diaphragm.

[0048] Furthermore, the second separating element is preferably constructed integrally with the support ring, which, as mentioned above, has the advantage that the two elements are made of one piece or are molded as one part, which is easy to assemble and inexpensive to manufacture.

[0049] In another preferred embodiment of the invention, at least one ring rib is arranged on the support ring, which supports the support ring, i.e. the ring rib is a supporting element which is arranged in a preferred manner not only on the support ring, but also against the outer circumferential surface of the ring circumferential surface and / or against the inner wall of the fourth chamber, thereby providing additional stabilization of the support ring.

[0050] On this basis, preferably two or more ring ribs are arranged on the support ring, by which the fourth chamber is divided into at least two ring part chambers. In this case, the ring part chambers are preferably formed by two ring ribs each, the inner wall of the fourth chamber, the outer circumferential wall of the ring circumferential wall and the support ring. In this case, the ring part chambers are so-called multiple chambers, which utilize a constant cross hole in a component surrounding the fourth chamber, preferably in a housing, to delimit their radial outer side. Such a novel configuration of the second separating element forms an additional ring part chamber, preferably an air chamber, in its circumferential wall, which can be used for further strengthening and adjustability of the damping.

[0051] In another embodiment, the ring ribs on the outer side of the circumferential wall are each arranged opposite a structural rib on the inner side of the circumferential wall, such an arrangement in which the ring ribs form a kind of extension of the structural ribs provides additional shape stability for the second separating element and simplifies its manufacture.

[0052] The peripheral wall slits are preferably arranged to connect the third chamber to the fourth chamber in a media-guiding manner. With such an arrangement, the peripheral wall slits act as connecting passages between the structural chambers in the third chamber and the ring chambers in the fourth chamber. In other words, the volumes of the individual peripheral chambers are connected to the volume located inside, preferably the air volume of the rib structure, by the longitudinal slits formed in the otherwise locking elements, preferably in the locking hooks. In this way, the compressible medium reaches the ring chambers from the structural chambers, thereby providing maximum damping for the brake system damping device. Furthermore, a lower damping rate can be set here, if required, by separating the individual ring chambers or closing the individual peripheral wall slits.

[0053] Preferably, according to the invention, at least one ring rib extends from the outer peripheral wall to the outer ring edge of the support ring, which makes efficient use of the fourth chamber, gives the support ring a very high degree of dimensional stability and allows sealing between the several ring part chambers.

[0054] According to another preferred embodiment of the invention, the component with the rib circumferential wall has a component outer wall, which is applied gas-tightly to the housing inner wall. The component with the rib circumferential wall is preferably a lid, as described above. In such a preferred embodiment, the seal of the brake system damping device is formed between the housing and the lid toward the outside. This ensures a particularly long-lasting seal of the brake system damping device, since components that are loaded during braking, such as the first or second separating element, do not have to contribute to the seal.

[0055] Particularly preferably, the component including the rib circumferential wall, preferably the lid, is constructed and arranged in such a way that the ring rib of the second separating element is engaged or locked in the lid, whereby the component is additionally fixed or held in the brake system damping device, and the ring part chambers are better sealed from one another in this way.

[0056] Furthermore, the housing inner wall preferably abuts gas-tightly against the component outer wall by pressing the component, including the rib circumferential wall, into the housing. Pressing is a method in which the parts to be connected are mainly only elastically deformed during joining, and the friction-locking connection prevents undesired release. The friction-locking connection presupposes that a standard force is applied to the surfaces to be connected with each other. As long as the reaction forces caused by static friction are not overcome, the surfaces to be connected are prevented from shifting relative to each other.

[0057] Preferably, the pressing is performed by a press-in fastener. Therefore, the component, including the rib wall, preferably the lid, must be configured as a press-in fastener. Press-in fastener pressing is also called self-clinching technology. Press-in fasteners or self-clinching fasteners are self-clamping or self-closing fastening elements that can be attached to openings in ductile or deformable materials or to sheet metal, substrates without welding or additional fasteners.

[0058] In another preferred embodiment of the invention, the diaphragm retaining device of the second separating element is configured as a ridge and / or trumpet-shaped outward flare, so that the first separating element is fixedly and gas-tightly fixed to the housing inner wall. Furthermore, the movements of the closing element and the diaphragm folds are better guided in the direction of the second separating element and the form-fitting abutment of the first separating element on the inner wall of the second separating element is promoted. [Brief description of the drawings]

[0059] [Figure 1] 1 is a schematic diagram of a first embodiment of a brake system damping device according to the present invention; [Diagram 2] 2 is a schematic diagram of the brake system damping device shown in FIG. 1 with a first hydraulic pressure applied. [Diagram 3] 2 is a schematic diagram of the brake system damping device shown in FIG. 1 with a second hydraulic pressure applied. [Figure 4] 2 is a diagram having characteristic curves showing the relationship between volume acceptance and pressure within a brake system damping device; [Diagram 5] 4 is a schematic diagram of a second embodiment of a brake system damping device according to the present invention; FIG. [Figure 6] 4 is a schematic diagram of a third embodiment of a brake system damping device according to the present invention; FIG. [Figure 7] FIG. 7 is a schematic diagram showing detail VII of FIG. [Figure 8]FIG. 4 is a schematic diagram of a fourth embodiment of a brake system damping device according to the present invention. [Figure 9] FIG. 9 shows detail IX of FIG. [Figure 10] FIG. 13 is a schematic diagram of a fifth embodiment of a brake system damping device. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0060] In the following an embodiment of the solution according to the invention is explained in detail with the aid of the attached schematic drawings.

[0061] 1 shows a brake system damping device 10 with a housing 12 and a cover 14. A supply line 16 is arranged in the housing 12, in which no hydraulic pressure is applied, as indicated by the crossed arrow 18. The supply line 16 opens into a first chamber 20, which is adjacent to a first separating element 22, here a rolling body diaphragm. A second chamber 24 is arranged behind the first separating element 22 as viewed from the first chamber 20, which is adjacent to a second separating element 26, in which case a third chamber 28 is arranged behind the second separating element 26 in the direction of view.

[0062] The details of these chambers 20, 24, 28 and the separating elements 22, 26 are as follows: The first chamber 20 is surrounded by a housing inner wall 30 and a first separating element inner wall 32 of the first separating element 22, which is referred to below as the rolling element diaphragm. A closing element 34, which is configured integrally with the separating element 22, is arranged in the center of the separating element 22, from which the separating element 22 extends further outwards towards a diaphragm fold 36. A diaphragm fold recess 38 is arranged inside or surrounded by the diaphragm fold 36. Following the diaphragm fold 36, the separating element 22 extends up to a diaphragm flange 40, which grips a connecting frame 42 of the housing 12. The separating element 22, configured as a rolling element diaphragm, rests sealingly with its separating element inner wall 32 against the housing inner wall 30 and with a first separating element outer wall 44 facing the second chamber 24. The second chamber 24 is surrounded by the first separating element outer wall 44 and by a second separating element inner wall 46 of the second separating element 26.

[0063] The second isolation element 26 has a diaphragm retainer 48 extending into the diaphragm fold recess 38. A passageway 50 is centrally disposed within the second isolation element 26, the passageway 50 connecting the second chamber 24 to the third chamber 28. In this case, the passageway 50 extends through the second isolation element inner wall 46, the second isolation element 26 and the second isolation element outer wall 52. The third chamber 28 is surrounded by the second isolation element outer wall 52 and the lid inner wall 54 of the lid 14.

[0064] In the illustrated initial state of the brake system damping device 10, no hydraulic pressure is yet applied in the first chamber 20, which contains brake fluid. The separating element 22, which is made of elastomer, generally retains its basic shape. In this case, the separating element 22 abuts against the housing inner wall 30, such that the first chamber 20 is sealed gas-tightly with respect to the second chamber 24, in which gas, here in particular air, is present. This gas is also present in the third chamber 28, which is connected to the second chamber 24 by a passage 50. These two chambers 24, 28 thus form a common gas volume which can be provided for damping. Due to the high elasticity of this gas volume, an improved damping effect is obtained during braking or when hydraulic pressure is applied to the first chamber 20.

[0065] When hydraulic pressure is applied in the first chamber 20, the separating element 22 is deformed in such a way that the gas volume in the second chamber 24 is reduced. In this case, the closing element 34 moves into the second chamber 24. From a certain hydraulic pressure above the pressure range suitable for damping, the closing element 34 abuts against the second separating element inner wall 46 of the second separating element 26 and closes the passage 50 leading to the third chamber 28. In this case, the second separating element 26 acts like a stop. The state of the brake fluid damping device 10 in which the separating element 22 or its closing element 34 abuts against the second separating element 26 and closes the passage 50 is shown in Figs. 2 and 3.

[0066] Due to the closed passage 50, the third chamber 28 is separated from the second chamber 24, so that only the gas volume still remaining in the second chamber 24 can be used for further damping. The elastic and damping effect is very slight, since the second chamber 24 can hardly accommodate any volume. This effect is desirable, since it also means that the stroke of the brake pedal connected to the brake system is not significantly extended any more. In the state of the brake system damping device 10 shown in FIG. 3, the separating element 22 and the second separating element 26 abut against each other without a gap or all over, so that the second chamber 24 disappears completely and no longer has a volume. In this case, the stroke of the brake pedal is no longer extended.

[0067] As soon as the hydraulic pressure applied in the first chamber 20 is reduced, the separating element 22 returns again to its initial state or position.

[0068] FIG. 2 shows the brake system damping device 10 as shown in FIG. 1 but, of course, with a first hydraulic pressure applied to the first chamber 20, as indicated by arrow 56 in the area of ​​the supply line 16.

[0069] As mentioned above, in this case the closing element 34 rests against the second separating element inner wall 46 of the second separating element 26 and closes the passage 50 leading to the third chamber 28. Therefore, only the volume remaining in the second chamber 24 is available for further damping. In FIG. 2, mainly the area around the diaphragm retaining device 48 is shown. The influence on damping and braking operation has already been explained in detail in the specification in connection with FIG. 1 and will not be explained again here.

[0070] FIG. 3 shows the brake system damping device 10 as shown in FIG. 1 but, of course, with a second hydraulic pressure applied to the first chamber 20, as indicated by arrow 58 in the area of ​​the supply line 16.

[0071] As mentioned above, in this case the closing element 34 rests against the second separating element inner wall 46 of the second separating element 26 and closes the passage 50 leading to the third chamber 28. Furthermore, the separating element 22 and the second separating element 26 rest against one another without a gap, so that the second chamber 24 no longer has a volume. The associated influence on damping and braking action has already been explained in detail in the specification in connection with FIG. 1 and will not be explained again here.

[0072] 4 shows a diagram of the relationship between pressure 60 and volume acceptance 62 in such a type of brake system damping device, with pressure 60 plotted on the x-axis and volume acceptance 62 plotted on the y-axis. From the coordinate origin of the diagram extend a first characteristic curve 64 and a second characteristic curve 66. Furthermore, the diagram shows a vertical dashed line 68 intersecting the x-axis and a horizontal dashed line 70 intersecting the y-axis.

[0073] A first characteristic curve 64 shows the relationship between volume acceptance and pressure for a brake system damping device having a small volume of medium provided for damping, for which the volume of the second chamber 24 of FIG.

[0074] A second characteristic curve 66 extending above the first characteristic curve 64, in contrast, shows the relationship between volume acceptance and pressure for a brake system damping device having a relatively large volume of medium provided for damping. For the purpose of the characteristic curve 66, the combined volumes of the second and third chambers 24, 28 of FIG. 1 are shown in a simplified form.

[0075] A predefined pressure value 68 is indicated by a vertical dashed line intersecting the x-axis and forming the upper limit of the pressure range relevant for pulsation damping of this type of brake system, this optimum pressure range therefore extending from the coordinate origin to the dashed line.

[0076] A volume stop 70 for the brake system damping device 10 of the present invention is indicated by a horizontal dashed line intersecting the y-axis, the volume stop being approximately at the volume of the second chamber 24 in FIG.

[0077] By appropriate design of the respective volumes of the second and third chambers 24, 28, the brake system damping device 10 is adjusted to an optimum pressure range and to the desired elastic or damping effect within this pressure range. As shown in the diagram of FIG. 4, at optimum adjustment, the dashed lines 68, 70 intersect the characteristic curve 66 at one point.

[0078] The brake system damping device 10 shown in Figure 5 differs from that of Figure 1 only in the orientation of the first separating element 22 configured as a rolling element diaphragm towards the first separating element outer side wall 44. The separating element 22 itself and the area in which it faces the first separating element inner side wall 32 correspond entirely to those of Figure 1 and are therefore not described here anew.

[0079] The main difference with respect to the brake system damping device 10 of Fig. 1 is that instead of the third chamber 28 and the associated passage 50 shown in Fig. 1, the brake system damping device 10 of Fig. 5 has a first partial chamber 72 with a passage 74 and a second partial chamber 76 with a second passage 78. In this case, the two partial chambers 72, 76 are separated by a separating wall 80. A further difference with respect to Fig. 1 is that in Fig. 5 the second separating element 26 extends up to the housing inner wall 30 and the lid 14 is separated from this housing inner wall 30.

[0080] All other features correspond to those of Fig. 1. Thus, the second chamber 24 is again surrounded by the first separating element outer wall 44 and the second separating element inner wall 46 of the second separating element 26. Similarly, the second separating element 26 now has its diaphragm retaining device 48 extending into the diaphragm fold recess 38 of the separating element 22. Furthermore, the partial chambers 72, 76 adjacent to the separating wall 80 are surrounded by the second separating element outer wall 52 and the lid inner wall 54 of the lid 14, similar to the third chamber 28 of Fig. 1.

[0081] The function here is similar to that of the brake system damping device 10 of Fig. 1. When hydraulic pressure is applied in the first chamber 20, the separating element 22 is deformed in this case such that the gas volume in the second chamber 24 is reduced. In this case, the closing element 34 moves into the second chamber 24 and comes into abutment against the second separating element 26 from a certain hydraulic pressure, which ideally corresponds to the upper limit of the relevant pressure range, thereby closing the passages 74, 78 to the partial chambers 72, 76.

[0082] As soon as the hydraulic pressure applied in the first chamber 20 is reduced, the separating element 22 configured as a rolling element diaphragm moves back to its initial state or position, whereby the passages 74, 78 are opened again and the partial chambers 72, 76 are again connected with the second chamber 24.

[0083] The brake system damping device 10 shown in FIG. 6 differs from that shown in FIG. 1 in the shape of the lid 14 and in particular the second separating element 26. The remaining components in FIG. 6 are the same as those in FIG. 1 and are not described here again. However, in the illustrated state of the brake system damping device 10, the first separating element 22 is in its normal or initial shape as shown in FIG. 1, since no hydraulic pressure 18 is applied to the first chamber 20 in the supply line 16. Instead of the lid 14 in FIG. 1, a component 82 is provided in FIG. 6, which has a component outer wall 84 and a component inner wall 86. This component 82 can here likewise be used as a lid. In this case, the component 82 abuts against the first separating element 22, such that the second separating element 26 is completely surrounded by the component 82 and the first separating element 22. The component inner wall 86 has a recess 88 annularly surrounding the second separating element 26, which recess 88 is here arranged at a maximum distance from the first separating element 22. The component outer wall 84 abuts against the housing 12 or its housing inner wall 30.

[0084] The second separating element 26 on the side of the separating element inner wall 46 is constructed essentially the same as the second separating element 26 of FIG. 1. The only difference is that here the diaphragm retaining device 48 is constructed in the diaphragm fold recess 38 in the form of a trumpet or bulge that widens outwards or towards the housing inner wall 30 and is referred to here as an outer curved section 90. On the side of the separating element outer wall 52, the second separating element 26 has a rib structure 92 that extends from the separating element outer wall 52 to the structure end side 94 and thus penetrates the entire third chamber 28. The rib structure 92 is constructed integrally with the second separating element 26 and is surrounded by a rib circumferential wall 96 with an inner circumferential wall 98 and an outer circumferential wall 100. The rib circumferential wall 96 extends from the separating element outer wall 52, more precisely from the diaphragm retaining device 48 to the structure end side 94. A number of locking elements are disposed on the outer peripheral wall 100 adjacent to the structure end side 94, of which only locking elements 102 and 104 are visible here, and which are positioned in a locking manner within the recesses 88.

[0085] A circular hollow cylinder 106 with a cylindrical cavity 108 is arranged in the center of the rib structure 92, which is placed against the outer wall 52 of the separating element in such a way that the passage 50 leads into the cylindrical cavity 108. From the circular hollow cylinder 106 extend a number of structural ribs, of which only the structural ribs 110 and 112 are visible here, which extend to the rib peripheral wall 96 or its inner peripheral wall 98. The structural ribs 110, 112 divide the third chamber 28 in the rib peripheral wall 96 into a number of structural partial chambers, of which only the structural partial chambers 114, 116 are visible here. The structural chambers are connected to the cylindrical cavity 108 by connecting passages, of which only the connecting passages 118, 120, 122 and 124 are visible here. In this case, the multiple connecting passages 118, 120, 122, 124 are disposed on the structure end side 94.

[0086] The basic function of the brake system damping device 10 shown here can be compared with the brake system damping device 10 of FIG. 1. Here too, for example, the component 82 rests stably against the first separating element 22, like the lid 14 of FIG. 1. Furthermore, in this brake system damping device 10 shown in FIG. 6, the support function of the rib structure 92, which allows for a stepwise adjustment of the damping rate, as well as the locking of the second separating element 26 in the component 82, here configured as a lid, is achieved. The support effect is achieved by the fact that all components of the rib structure 92 extend from the separating element outer wall 52 to the component end side 94, which then rests against the component inner wall 86. The adjustment of the damping rate can be achieved by closing one or more connecting passages 118, 120, 122, 124 leading to the component chambers 114, 116. Locking in the component 82 is achieved by the locking elements 102, 104. When the second separating element 26 is fitted into the component 82 or when the component 82 is slipped over the second separating element 26, the locking elements 102, 104 are pressed inward, i.e. into the rib peripheral wall 96. As soon as the structure end side 94 reaches the component inner wall 86, the locking elements 102, 104 lock into the recesses 88 of the component 82 provided for this purpose.

[0087] 7 shows a perspective view of the second separating element 26 shown in FIG. 6 from the structural end side 94. The rib structure 92 is therefore particularly visible. The outer curved portion 90 and the outer circumferential wall side 100 are also clearly visible here. In addition to the structural ribs 110 and 112, further structural ribs 126, 128, 130 and 132 are also shown, which run from the circular hollow cylinder 106 to the rib circumferential wall 96 or to its inner circumferential wall side 98. Between the structural ribs 110, 112, 126, 128, 130, 132, structural part chambers 114, 116, 134, 136, 138, 140 are arranged and are connected to the cylindrical hollow chamber 108 by connecting passages 118, 120, 122, 124, 142, 144. Besides the locking elements 102 and 104, further locking elements 146, 148, 150, 152 are shown on the circumferential wall outer side 100 and on the structure end side 94. These locking elements 102, 104, 146, 148, 150, 152 are each arranged in close contact with two of the plurality of circumferential wall slits 154, 156, 158, 160, 162, 164, 166, 168, 170, 172, 174, 176, which in this case extend from the structure end side 94 towards the outer curved portion 90.

[0088] 6, such as the other locking elements 146, 148, 150, 152, have the same function. Therefore, the function of such components will not be explained anew. Shown entirely anew, and therefore the functionality of which has not yet been explained, are the peripheral wall slits 154, 156, 158, 160, 162, 164, 166, 168, 170, 172, 174, 176. These peripheral wall slits do not only fulfill the purpose of providing additional volume for the third chamber 28. In particular, the peripheral wall slits 154, 156, 158, 160, 162, 164, 166, 168, 170, 172, 174, 176 divide the rib peripheral wall 96, as seen from the structure end side 94, in such a way that the locking elements 102, 104, 146, 148, 150, 152 are separated. Depending on the flexibility of the material of the second separating element 26, the area of ​​the rib circumferential wall 96 in which one of the locking elements 102, 104, 146, 148, 150, 152 is arranged can be more or less easily pressed inwards, which significantly simplifies the assembly of the second separating element 26 and / or the component 82, which is depicted in FIG.

[0089] FIG. 8 shows a brake system damping device 10 in which the component 82 and the second separating element 26 are configured differently compared to FIG. 6. Thus, again, hydraulic pressure 18 is not applied to the first chamber 20 by the supply line 16. In contrast to FIG. 6, in FIG. 8 the component 82 does not reach the first separating element 22 with its component outer wall 84 and component inner wall 86. This forms a fourth chamber 178 which runs annularly around the second separating element 26 or its rib circumferential wall 96. The second separating element 26 here has a support ring 180 which runs annularly around the rib circumferential wall 96 and is configured integrally with this support ring 180. The support ring 180 has a ring outer edge 182 which projects into the fourth chamber 178 against the first separating element 22 and closes the housing 12 or the housing inner wall 30. Thereby, the fourth chamber 178 is surrounded or defined by the housing 12 , the component 82 , the second separating element 26 or the rib peripheral wall 96 and the support ring 180 of the second separating element 26 .

[0090] The fourth chamber 178 is divided by ring ribs, here only two of which are shown, 184 and 186, into a number of ring part chambers, here only ring part chambers 188 and 190. The ring part chambers 188, 190 are here connected in a media-guiding manner to the structure part chambers 114, 116 by peripheral wall slits 154, 156, 166, 168, which are only shown in Figures 7 and 9. All other components and details of Figure 8 correspond to those of Figure 6 and are not described here anew.

[0091] The basic function of the brake system damping device 10 shown here can be compared to the brake system damping device 10 of FIG. 6. However, here the component 82 no longer bears fixedly against the first separating element 22. This task is taken over here by the support ring 180 of the second separating element 26. The fourth chamber 178 resulting from the smaller or shorter component 82 is provided as an additional volume, whereby an even higher damping rate of the brake system damping device 10 is obtained. Due to the division of the fourth chamber 178 into a number of ring sub-chambers 188, 190, the damping rate can also be graduated here. Moreover, the ring ribs 184, 186 dividing the fourth chamber 178 hold the support ring 180 on the component 82.

[0092] 9 shows a perspective view of the second separating element 26 of FIG. 8. Similarly, the outer peripheral side 100 and the outer curved portion 90 of the rib peripheral wall 96 are clearly shown. FIG. 9 focuses in particular on the support ring 180 with the outer ring edge 182 and on the other ring ribs 192, 194, 196 next to the ring ribs 184 and 186 arranged on the support ring 180. The rib structure 92 on the structure end side 94 corresponds to the rib structure 92 of FIG. 7, although it is not clearly visible in the perspective view shown here. The peripheral slits 156, 158, 160, 162, 164 of the rib peripheral wall 96, which extend from the structure end side 94 towards the support ring 180, are clearly shown. The support ring 180 and the ring ribs 184, 186, 192, 194, 196 are arranged on the outer circumferential wall 100 in such a way that the circumferential wall slots 156, 158, 160, 162, 164 reach closer to the support ring 180 than the ring ribs 184, 186, 192, 194, 196 protruding from the support ring 180. Only in this way are the ring part chambers, here shown next to the ring part chambers 188 and 190, further ring part chambers 198, 200, 202, 204, connected in a media-guiding manner to the structure part chambers 114, 116, 134, 136, 138, 140, which are only shown in FIG.

[0093] Components shown here that have the same names as those shown in FIG. 8, such as the further ring ribs 192, 194, 196, also have the same functions. Therefore, the functions of these components are not described anew. Newly shown here, and therefore the functionality of which has not yet been described in FIG. 8, are the circumferential wall slits 154, 156, 158, 160, 162, 164. The remaining circumferential wall slits 166, 168, 170, 172, 174, 176 shown in FIG. 7 are not shown for this embodiment. However, since the second separating element 26 is constructed symmetrically, an overall picture can be inferred on the basis of the clearly shown components. Moreover, by combining FIG. 8 and FIG. 9, it can be inferred how the ring part chambers 188, 190, 198, 200, 202, 204 are connected to the rib structure 92 in the rib circumferential wall 96 by the circumferential wall slits 154, 156, 158, 160, 162, 164.

[0094] 10 shows an embodiment of the brake system damping device 10 in which the second separating element 26 is likewise configured with a passage 50 and a rib structure 92. In this case, the rib structure 92 is configured radially larger in relation to the axis of the second separating element 26 such that the outer peripheral side 100 of the rib peripheral wall 96 has a diameter that is approximately the same as the inner housing wall 30 of the housing 12. In this case, the diameter of the second separating element 26 corresponds approximately to the diameter of the first chamber 20.

[0095] The second separating element 26 is furthermore designed so that its outer peripheral wall 100 forms a liquid-tight press fit 206 with the component inner wall 86 of the component 82 forming the lid 14 here.

[0096] Furthermore, the second separating element 26 has a step or shoulder 208 at the transition from the lid 14 to the housing 12, which step 208 is oriented approximately perpendicular or radially to the axis of the separating element 26 in the cross section shown in FIG. 10. A sealing ridge 210 belonging to the first separating element 22 is arranged on the shoulder 208, by means of which the first separating element 22 is sealed both to the second separating element 26 and to the housing 12. This sealing is obtained by pressing the sealing ridge 210 between the second separating element 26 and the housing 12 or its inner housing wall 30 during the assembly of the first separating element 22 together with the second separating element 26 and the lid 14 in the chamber 20. As a final step in this assembly, the lid 14 is secured from the outside to the housing 12 by means of crimps 212 , in this way the first separating element 22 , the second separating element 26 as well as the component 82 are placed in place within the housing 12 . [Explanation of symbols]

[0097] 10 Brake system damping device 12. Housing 14 Lid 16 Supply line 18 Hydraulic pressure, crossed arrow 20 First Room 22 First separating element, rolling body diaphragm 24 Second Room 26 Second separation element 28 Third Room 30 Housing inner wall 32 first separation element inner wall 34 Closing element 36 Diaphragm fold 38 Diaphragm fold recess 40 Diaphragm flange 42 Combined Frame 44 first separation element outer wall 46 second separation element inner wall 48 Diaphragm Retaining Device 50 Passage 52 second separation element outer wall 54 Lid inner wall 58 Arrow 60 Pressure 62 Volume acceptance 64 First characteristic curve 66 Second characteristic curve 68 Vertical dashed lines, predefined pressure values 70 Horizontal dashed line, volume stop 72 First Partial Room 74 Passage 76 Second Partial Room 78 Second Passage 80 Separation wall 82 Components 84 Component outer wall 86 Component inner wall 88 Recess 90 Outer curve 92 Rib structure 94 Structure end side 96 Rib Wall 98 Inside of surrounding wall 100 Outside the surrounding wall 102,104 Locking element 106 Circular hollow cylinder 108 Cylindrical hollow chamber 110,112 Structural rib 114,116 Structure sub-chamber 118,120,122,124 Connecting passages 126,128,130,132 Structural Ribs 134,136,138,140 Structure partial room 142,144 Connecting passages 146,148,150,152 Alternative locking elements 154,156,158,160,162,164,166,168,170,172,174,176 Peripheral wall slits 178 Fourth Room 180 Support Ring 182 Outer edge of ring 184,186,192,194,196 Ring Rib 188,190,198,200,202,204 Ring Partial Room 192,194,196 Ring Rib 206 Press fit 208 Step or Step Section 210 Seal ridge 212 Crimping

Claims

1. A brake system damping device (10) comprising a first chamber (20) to which hydraulic pressure is to be applied through a supply line (16), a second chamber (24) having a compressible medium therein, and a first separation element (22) for separating the first chamber (20) from the second chamber (24), wherein the brake system damping device (10) comprises a third chamber (28) having a compressible medium therein, and a second separation element (26) for separating the second chamber (24) from the third chamber (28). the second chamber (24) is connected to the third chamber (28) in a medium-guiding manner by a passage (50) formed in the second separating element (26) and extending in the same axial direction as the supply line (16), and a closing element (34) is moved by the first separating element (22) so that the closing element (34) closes the passage (50) as soon as the liquid pressure in the first chamber (20) reaches a predetermined pressure value (68), the third chamber (28) is formed by the second separating element (26) and a lid (14), the second separating element (26) being held in a liquid-tight manner in the lid (14) by a press fit (206); 20. A brake system damping device comprising: a second isolation element (26) extending along the axis; and a press fit (206) formed radially outward of the second isolation element (26).

2. A brake system damping device (10) comprising a first chamber (20) to which hydraulic pressure is to be applied through a supply line (16), a second chamber (24) having a compressible medium therein, and a first separation element (22) for separating the first chamber (20) from the second chamber (24), wherein the brake system damping device (10) comprises a third chamber (28) having a compressible medium therein, and a second separation element (26) for separating the second chamber (24) from the third chamber (28). the second chamber (24) is connected to the third chamber (28) in a medium-guiding manner by a passage (50) formed in the second separating element (26) and extending in the same axial direction as the supply line (16), and a closing element (34) is moved by the first separating element (22) so that the closing element (34) closes the passage (50) as soon as the liquid pressure in the first chamber (20) reaches a predetermined pressure value (68), the third chamber (28) is formed by the second separating element (26) and a lid (14), the second separating element (26) being held in a liquid-tight manner in the lid (14) by a press fit (206); the second isolation element (26) extends along the axis and has a generally radially oriented step (208) against which the first isolation element (22) abuts in a gas-tight manner.

3. A brake system damping device (10) comprising a first chamber (20) to which hydraulic pressure is to be applied through a supply line (16), a second chamber (24) having a compressible medium therein, and a first separation element (22) for separating the first chamber (20) from the second chamber (24), wherein the brake system damping device (10) comprises a third chamber (28) having a compressible medium therein, and a second separation element (26) for separating the second chamber (24) from the third chamber (28). the second chamber (24) is connected to the third chamber (28) in a medium-guiding manner by a passage (50) formed in the second separating element (26) and extending in the same axial direction as the supply line (16), and a closing element (34) is moved by the first separating element (22) so that the closing element (34) closes the passage (50) as soon as the liquid pressure in the first chamber (20) reaches a predetermined pressure value (68), the third chamber (28) is formed by the second separating element (26) and a lid (14), the second separating element (26) being held in a liquid-tight manner in the lid (14) by a press fit (206); 1. A brake system damping device, comprising: a first separating element (22) extending along said axis and having a ring-shaped sealing ridge (210) by means of which said first separating element (22) sealingly abuts in particular against said second separating element (26) and / or against a housing (12) defining said first chamber (20).

4. A brake system damping device as described in any one of claims 1 to 3, characterized in that the second separation element (26) is completely surrounded by the cover (14) and the first separation element (22).

5. A brake system damping device as described in any one of claims 1 to 4, characterized in that the first separation element (22) is integrally configured with the closing element (34).

6. A brake system damping device as described in claim 1 or 5, characterized in that the first separation element (22) is configured with a diaphragm, preferably a rolling body diaphragm.

7. A brake system damping device as described in any one of claims 1 to 6, characterized in that the first separation element (22) is made of an elastomer, preferably ethylene propylene diene rubber.

8. A brake system damping device as described in any one of claims 1 to 7, characterized in that the predetermined pressure value is predetermined to a value between 0 and 30 bar, preferably in the range between 3 and 10 bar, particularly preferably 5 bar.

9. A brake system damping device as claimed in any one of claims 1 to 8, characterized in that the passage (50) is formed from an open-cell material.

10. A brake system damping device as described in any one of claims 1 to 9, characterized in that a plurality of passages (74, 78) are provided within the second separation element (26).

11. A brake system damping device as described in any one of claims 1 to 10, characterized in that the third chamber (28) is divided into a plurality of partial chambers (72, 76), each of which is connected to the second chamber (24) in a media-guiding manner by a passage (74, 78).

12. A brake system damping device as described in any one of claims 1 to 10, wherein the brake system damping device has a rib structure (92) with at least one structural rib (110, 112, 126, 128, 130, 132) supporting the second separation element (26) and penetrating the third chamber (28).

13. A brake system damping device as described in claim 12, characterized in that the rib structure (92) forms at least two structure sub-chambers (114, 116, 134, 136, 138, 140), which are connected to each other in a media-guiding manner by at least one connecting passage (118, 120, 122, 124, 142, 144).

14. A brake system damping device as described in claim 13, characterized in that the rib structure (92) has a rib peripheral wall (96) configured to surround the rib structure (92).

15. A brake system damping device as described in claim 14, characterized in that the rib peripheral wall is configured with at least one peripheral wall slit (154, 156, 158, 160, 162, 164, 166, 168, 170, 172, 174, 176), in which case the peripheral wall slit (154, 156, 158, 160, 162, 164, 166, 168, 170, 172, 174, 176) is provided to open the rib peripheral wall (96) toward the structural partial chamber (114, 116, 134, 136, 138, 140).

16. A brake system damping device as described in claim 14 or 15, characterized in that the rib peripheral wall (96) is configured with at least one locking element (102, 104, 146, 148, 150, 152), in which case the locking element (102, 104, 146, 148, 150, 152) preferably starts from the outer side of the peripheral wall (100) and is arranged in a preferred manner on the structure end side (94).

Images