A damper for a brake pedal and a vehicle

Abstract

The present application relates to a kind of damper for brake pedal and car, including damping shell, one end is used to be mounted on the side of vehicle body;Piston is slidably arranged in damping shell, and the damping shell is divided into first cavity and second cavity;Push rod is arranged in the first cavity, and one end of push rod is connected with piston, the other end passes through damping shell, and it is used to be connected with brake pedal;Second cavity is communicated with first shunt, main flow channel and second shunt;Resilient member is arranged on first shunt;Check valve is arranged on second shunt;Piston has the first state of movement along the first cavity towards second cavity direction, and the second state of movement along the second cavity towards first cavity direction;In the first state, the gas inside second cavity can push open resilient member, to discharge the gas inside second cavity to outside through first shunt and main flow channel;In the second state, external gas enters second cavity through check valve and main flow channel.

Description

Technical Field

[0001] This invention relates to the field of automotive technology, and more specifically to a damper for a brake pedal and an automobile. Background Technology

[0002] With the development of new cars, electric motor braking systems are gradually replacing traditional vacuum-assisted braking systems. However, due to the low damping characteristics of electric motor braking systems, the vibration suppression effect is not good when the engine combustion excitation is transmitted to the brake pedal. As a result, the problem of brake pedal vibration causing numbness has become prominent. Moreover, the subjective feeling of numbness caused by brake pedal vibration is obvious, and users have complained a lot.

[0003] Therefore, existing technologies still need improvement. Summary of the Invention

[0004] One objective of this invention is to provide a damper for a brake pedal to solve the problem that existing engines do not have a good damping effect when the combustion excitation is transmitted to the brake pedal, resulting in brake pedal vibration that causes numbness. Another objective is to provide a vehicle.

[0005] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0006] A damper for a brake pedal includes a damping housing, one end of which is mounted on a vehicle body side; a piston slidably disposed within the damping housing, dividing the damping housing into a first cavity and a second cavity; a push rod disposed within the first cavity, one end of which is connected to the piston and the other end passes through the damping housing and is connected to the brake pedal; the second cavity is connected to a first branch channel, a main channel, and a second branch channel; an elastic element disposed on the first branch channel; and a one-way valve disposed on the second branch channel; the piston has a first state of movement along the first cavity toward the second cavity, and a second state of movement along the second cavity toward the first cavity; wherein, in the first state, gas inside the second cavity can push open the elastic element to discharge gas inside the second cavity to the outside through the first branch channel and the main channel; in the second state, external gas enters the second cavity through the one-way valve of the second branch channel and the main channel.

[0007] According to the above technical means, by opening a main flow channel in the second cavity, when the brake pedal is depressed or the engine vibrates and causes the brake pedal to vibrate, the brake pedal will drive the push rod and piston to move along the first cavity toward the second cavity. The gas inside the second cavity will be discharged to the outside through the main flow channel. Due to the viscosity of the gas, damping will be generated throughout the process, which will play a role in vibration reduction. Based on the above, this application also connects the second cavity with a first flow channel and a second flow channel. An elastic element is provided on the first flow channel and a one-way valve is provided on the second flow channel. Since the damping force is proportional to the speed, during emergency braking, that is, during the process of quickly depressing the brake pedal, the brake pedal will drive the push rod and piston along the first cavity. As the brake pedal moves towards the second cavity, its braking speed is high, and the damping force in the second cavity will increase accordingly. The gas inside the second cavity will push open the elastic element to discharge the gas inside the second cavity to the outside through the first branch channel and the main channel, reducing the damping force and meeting the low damping requirement of emergency braking. After the emergency braking ends, the brake pedal will return to its initial position under the action of the car's return spring. At this time, the external gas enters the second cavity through the one-way valve on the second branch channel and the main channel, and the damping force will decrease, allowing for a quick return to the original position. In other words, by installing the damper of this application between the brake pedal and the vehicle body side, not only can the vibration of the brake pedal be effectively reduced, but this air damping vibration damping device can also work well with the brake pedal to ensure the smooth operation of the brake pedal.

[0008] Furthermore, the second cavity is a convex cavity; wherein, the second cavity includes a third cavity and a fourth cavity that are interconnected, the third cavity is disposed at the end of the second cavity near the piston, the fourth cavity is disposed at the end of the third cavity away from the piston, and the longitudinal cross-sectional area of ​​the third cavity is larger than the longitudinal cross-sectional area of ​​the fourth cavity.

[0009] According to the above-mentioned technical means, by setting the second cavity as a convex cavity and setting the third cavity with a larger cross-sectional area closer to the piston, when the brake pedal is depressed or the engine vibrates and causes the brake pedal to vibrate, the piston will be pushed along the third cavity towards the fourth cavity. That is, the gas in the second cavity is compressed from the large third cavity to the small fourth cavity. This will cause the gas to accelerate through the main flow channel when passing through the convex cavity. Since the damping force is proportional to the speed, the damping force is effectively increased to a certain extent, which further improves the vibration reduction effect of the damper of this application. Even under emergency braking, due to the coordination of the elastic element, when the brake pedal is depressed quickly, the gas in the convex cavity will push the elastic element open, so that the gas can be discharged from the main flow channel and the first branch channel at the same time, ensuring that the brake pedal does not get stuck.

[0010] Furthermore, the aperture of the first branch channel is equal to the aperture of the second branch channel, and the ratio of the aperture of the first branch channel to the aperture of the main channel is 1.6-2.

[0011] Based on the above technical means, the damping force of the brake pedal obtained in this application is appropriate, and the damper in this application has a better vibration reduction effect.

[0012] Furthermore, the ratio of the aperture of the fourth cavity to the aperture of the first branch channel is 6-7, and the ratio of the aperture of the third cavity to the aperture of the fourth cavity is 1.8-2.

[0013] Based on the above technical means, the damping force of the brake pedal obtained in this application is appropriate, and the damper in this application has a better vibration reduction effect.

[0014] Furthermore, the vibration damping housing includes a housing body and an elastic cover, the piston is slidably disposed within the housing body, and the elastic cover is connected to the housing body; the first cavity is disposed between the housing body and the elastic cover, and the second cavity is disposed within the housing body; the push rod passes through the elastic cover and is used to connect with the brake pedal.

[0015] According to the above-mentioned technical means, by setting the end of the damping housing through which the push rod passes as an elastic cover with tensile properties, compared with the existing general requirement to set relative movement between the push rod and the damping housing and to set a sealing structure between the push rod and the damping housing, this application only needs to fix the elastic cover to the push rod. Not only is the structure simple and no additional sealing structure is required, but it can also ensure that the gas in the first cavity will not leak out from the connection between the elastic cover and the push rod, thus affecting the damping effect of the damper.

[0016] Furthermore, the damper also includes a flow channel plate, which is disposed on one end of the vibration damping housing near the fourth cavity, and the first branch channel, the main channel, and the second branch channel are all disposed on the flow channel plate.

[0017] According to the above technical means, by setting up a flow channel plate, the first branch flow channel, the second branch flow channel and the main flow channel are installed at the flow channel plate, which facilitates the centralized opening of the first branch flow channel, the second branch flow channel and the main flow channel, and is beneficial to production and manufacturing.

[0018] Furthermore, the vibration damping housing also includes a dustproof and breathable cover, one end of which is connected to the end of the housing body away from the elastic cover, and the other end is used to connect to the side of the vehicle body. The flow channel plate is disposed between the dustproof and breathable cover and the housing body.

[0019] According to the above technical means, by setting a dustproof and breathable cover, the flow channel plate can be installed inside the vibration damping housing, thereby allowing the elastic element to be installed on the flow channel plate inside the vibration damping housing. This avoids the elastic element being exposed outside the vibration damping housing and easily damaged. Furthermore, the vibration damping housing can be installed on the side of the vehicle body through the dustproof and breathable cover, which also serves the functions of dust prevention and exhaust.

[0020] Furthermore, the damper also includes a first lifting ring, which is disposed on the end of the dustproof and breathable cover away from the shell body, and is used to connect to the side of the vehicle body.

[0021] According to the above technical means, by setting the first lifting ring, the damper can be easily connected to the side of the vehicle body through the first lifting ring.

[0022] Furthermore, the damper also includes a second ring, which is disposed on one end of the push rod that extends out of the elastic cover, and is used to connect to the brake pedal.

[0023] According to the above-mentioned technical means, by setting a second lifting ring, the damper can be easily connected to the brake pedal through the second lifting ring.

[0024] An automobile includes a vehicle body, a brake pedal, and a damper for the brake pedal as described above, the brake pedal being disposed within the vehicle body, one end of the damper being connected to the vehicle body side within the vehicle body, and the other end being connected to the brake pedal.

[0025] Based on the aforementioned technical means, by installing this damper between the brake pedal and the side of the vehicle body, not only can the vibration of the brake pedal be effectively reduced, but the air damping vibration damping device can also work well with the brake pedal to ensure that the brake pedal can work smoothly.

[0026] The beneficial effects of this invention are as follows: By opening a main flow channel in the second cavity, when the brake pedal is depressed or the engine vibrates, causing the brake pedal to vibrate, the brake pedal will drive the push rod and piston to move along the first cavity towards the second cavity. Gas inside the second cavity is discharged to the outside through the main flow channel. Due to the viscosity of the gas, damping is generated throughout the process, thus reducing vibration. Furthermore, this invention also connects the second cavity to a first branch channel and a second branch channel. An elastic element is installed on the first branch channel, and a one-way valve is installed on the second branch channel. Because the damping force is proportional to the speed, during emergency braking, that is, during the rapid depressing of the brake pedal, the brake pedal will drive the push rod and piston along the first cavity towards the second cavity. When the first chamber moves toward the second chamber, its braking speed is fast, and the damping force in the second chamber will increase accordingly. The gas inside the second chamber will push open the elastic element to discharge the gas inside the second chamber to the outside through the first branch channel and the main channel, reducing the damping force and meeting the low damping requirement of emergency braking. After the emergency braking ends, under the action of the car's return spring, the brake pedal will return to its initial position. At this time, the external gas enters the second chamber through the one-way valve on the second branch channel and the main channel, and the damping force will decrease, allowing for a quick return to the original position. In other words, by installing the damper of this invention between the brake pedal and the vehicle body side, not only can the vibration of the brake pedal be effectively reduced, but this air damping vibration damping device can also work well with the brake pedal to ensure the smooth operation of the brake pedal. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of the structure of the present invention;

[0028] Figure 2 A schematic diagram showing the comparison between the test results of the present invention and the test results of maintaining the original state for the brake pedal.

[0029] Wherein, 1-Vibration damping shell; 11-Shell body; 111-First cavity; 112-Second cavity; 1121-Third cavity; 1122-Fourth cavity; 12-Elastic cover; 2-Piston; 3-Push rod; 4-Elastic element; 5-One-way valve; 6-Nut; 7-Flow channel plate; 71-First branch channel; 72-Main channel; 73-Second branch channel; 8-Dustproof and breathable cover; 9-First lifting ring; 10-Second lifting ring. Detailed Implementation

[0030] The embodiments of the present invention will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for illustrating the present invention and not for limiting the scope of protection of the present invention.

[0031] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. The illustrations only show the components related to the present invention and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0032] See Figure 1 This embodiment proposes a damper for a brake pedal, including a damping housing 1, a piston 2, and a push rod 3. One end of the damping housing 1 is used to be mounted on the side of the vehicle body (not shown in the figure). The piston 2 is slidably disposed in the damping housing 1, dividing the damping housing 1 into a first cavity 111 and a second cavity 112. The push rod 3 is disposed in the first cavity 111, with one end connected to the piston 2 and the other end passing through the damping housing 1 and used to connect to the brake pedal (not shown in the figure). The second cavity 112 is connected to a main channel 72. The piston 2 has a first state in which it moves from the first cavity 111 toward the second cavity 112, and a second state in which it moves from the second cavity 112 toward the first cavity 111.

[0033] Under normal circumstances, with the main flow channel 72 opened in the second cavity 112, when the brake pedal is pressed or the engine vibrates and causes the brake pedal to vibrate, the brake pedal will drive the push rod 3 and piston 2 to move along the first cavity 111 toward the second cavity 112. The gas inside the second cavity 112 is discharged to the outside through the main flow channel 72. Due to the viscosity of the gas, damping will be generated throughout the process, which will play a role in vibration reduction.

[0034] In actual operation, the above settings are applicable in non-emergency braking scenarios. However, when emergency braking occurs, the damper is prone to jamming, which affects the normal operation of the brake pedal. In order to prevent jamming, during the development stage, the aperture of the main channel 72 was adjusted to match the appropriate damping. However, multiple practices have shown that simply setting the fixed aperture of the main channel 72 cannot balance the jamming phenomenon under emergency braking and the good damping force under non-emergency braking.

[0035] Because damping force is proportional to speed, during emergency braking, i.e., when the brake pedal is quickly depressed, the brake pedal will drive the push rod 3 and piston 2 to move along the first cavity 111 towards the second cavity 112. The braking speed is high, and the damping force in the second cavity 112 will increase accordingly, easily causing the brake pedal to jam. Therefore, based on the above, this embodiment further connects the second cavity 112 to a first branch channel 71 and a second branch channel 73. An elastic element 4 is provided on the first branch channel 71, and a one-way valve 5 is provided on the second branch channel 73. Thus, when the damping force in the second cavity 112 increases, the gas inside the second cavity 112 will push open the elastic element 4, thereby allowing the first... The gas inside the second chamber 112 is discharged to the outside through the first branch channel 71 and the main channel 72, reducing the damping force and meeting the low damping requirement of emergency braking, making it less likely for the brake pedal to stick. After the emergency braking ends, the brake pedal will return to its initial position under the action of the car's return spring. At this time, the external gas enters the second chamber 112 through the one-way valve 5 on the second branch channel 73 and the main channel 72, reducing the damping force and allowing it to return to its initial position quickly. In other words, by installing the damper in this embodiment between the brake pedal and the vehicle body, not only can the vibration of the brake pedal be reduced better, but the damper can also work well with the brake pedal to ensure that the brake pedal can work smoothly.

[0036] In this embodiment, the elastic element 4 can be a sheet spring.

[0037] See Figure 1 In this embodiment, the second cavity 112 is a convex cavity, wherein the second cavity 112 includes a third cavity 1121 and a fourth cavity 1122 that are interconnected. The third cavity 1121 is disposed at one end of the second cavity 112 near the piston 2, and the fourth cavity 1122 is disposed at one end of the third cavity 1121 away from the piston 2. The longitudinal cross-sectional area of ​​the third cavity 1121 is greater than the longitudinal cross-sectional area of ​​the fourth cavity 1122. The longitudinal cross-sectional area of ​​the third cavity 1121 represents the area of ​​the longitudinal section of the third cavity 1121, and the longitudinal cross-sectional area of ​​the fourth cavity 1122 represents the area of ​​the longitudinal section of the fourth cavity 1122.

[0038] In this embodiment, by setting the second cavity 112 as a convex cavity and placing the third cavity 1121, which has a larger cross-sectional area, closer to the piston 2, when the brake pedal is depressed or the engine vibrates and causes the brake pedal to vibrate, the piston 2 will be pushed along the third cavity 1121 towards the fourth cavity 1122. This compresses the gas in the second cavity 112 from the larger third cavity 1121 to the smaller fourth cavity 1122. As a result, the gas will accelerate through the main flow channel 72 when passing through the convex cavity. Since the damping force is proportional to the speed, the damping force is effectively increased to a certain extent, further improving the vibration reduction effect of the damper in this embodiment. Even under emergency braking, due to the coordination of the elastic element 4, when the brake pedal is depressed quickly, the gas in the convex cavity will push open the elastic element 4, so that the gas can be discharged from both the main flow channel 72 and the first branch channel 71 at the same time, ensuring that the brake pedal does not get stuck.

[0039] See Figure 1 In this embodiment, the vibration damping housing 1 includes a housing body 11 and an elastic cover 12. The piston 2 is slidably disposed inside the housing body 11. The elastic cover 12 is connected to the housing body 11. The first cavity 111 is disposed between the housing body 11 and the elastic cover 12. The second cavity 112 is disposed inside the housing body 11. The push rod 3 passes through the elastic cover 12 and is used to connect with the brake pedal. In this embodiment, when the brake pedal is depressed or the engine vibrates and causes the brake pedal to vibrate, the elastic cover 12 will be compressed in the direction closer to the housing body 11, so as to cooperate with the push rod 3 to drive the piston 2 to move along the first cavity 111 towards the second cavity 112.

[0040] In other words, this embodiment sets the end of the damping housing 1 through which the push rod 3 passes as an elastic cover 12 with tensile properties. Compared with the existing general practice of setting relative movement between the push rod 3 and the damping housing 1 and setting a sealing structure between the push rod 3 and the damping housing 1, this embodiment only needs to fix the elastic cover 12 to the push rod 3. Not only is the structure simple and no additional sealing structure is required, but it can also ensure that the gas in the first cavity 111 will not leak out from the connection between the elastic cover 12 and the push rod 3, thus affecting the damping effect of the damper.

[0041] In this embodiment, the elastic cover 12 is a rubber cover.

[0042] See Figure 1 In this embodiment, the connection between the push rod 3 and the piston 2 can be such that a mounting hole matching the push rod 3 is provided on the piston 2 (not shown in the figure), one end of the push rod 3 passes through the mounting hole, and the push rod 3 is fixedly connected to the piston 2 by the nut 6.

[0043] See Figure 1In this embodiment, the damper also includes a flow channel plate 7, which is disposed on one end of the vibration damping housing 1 near the fourth cavity 1122. The first branch channel 71, the main channel 72, and the second branch channel 73 are sequentially disposed on the flow channel plate 7. In this embodiment, by setting the flow channel plate 7, the first branch channel 71, the second branch channel 73, and the main channel 72 are installed on the flow channel plate 7, which facilitates the centralized opening of the first branch channel 71, the second branch channel 73, and the main channel 72 and is beneficial to manufacturing.

[0044] See Figure 1 In this embodiment, the vibration damping housing 1 also includes a dustproof and ventilating cover 8. One end of the dustproof and ventilating cover 8 is connected to the end of the housing body 11 away from the elastic cover 12, and the other end is used to connect to the vehicle body side. The flow channel plate 7 is disposed between the dustproof and ventilating cover 8 and the housing body 11. In this embodiment, by setting the dustproof and ventilating cover 8, the flow channel plate 7 can be installed inside the vibration damping housing 1, so that the elastic element 4 is installed on the flow channel plate 7 inside the vibration damping housing 1, avoiding the elastic element 4 from being exposed outside the vibration damping housing 1 and being easily damaged. In addition, the vibration damping housing 1 can be installed to the vehicle body side through the dustproof and ventilating cover 8, which also serves the functions of dust prevention and exhaust.

[0045] See Figure 1 In this embodiment, the air damping vibration damping device also includes a first lifting ring 9. The first lifting ring 9 is disposed on one end of the dustproof and ventilated cover 8 away from the shell body 11. The first lifting ring 9 is used to connect to the vehicle body side. In this embodiment, by setting the first lifting ring 9, it is convenient to attach the damper to the vehicle body side through the first lifting ring 9.

[0046] See Figure 1 In this embodiment, the damper also includes a second ring 10, which is disposed on one end of the push rod 3 that extends out of the elastic cover 12. The second ring 10 is used to connect with the brake pedal. In this embodiment, by providing the second ring 10, it is convenient to attach the damper to the brake pedal through the second ring 10.

[0047] In this embodiment, the aperture of the first branch channel 71 is equal to the aperture of the second branch channel 73, and the ratio of the aperture of the first branch channel 71 to the aperture of the main channel 72 is 1.6-2. That is, the ratio of the aperture of the first branch channel 71 to the aperture of the main channel 72 is at least 1.6 and at most 2. Through multiple tests, it was found that with the above aperture setting, the damping force of the brake pedal obtained in this embodiment is appropriate, and the damper in this embodiment has a better vibration reduction effect.

[0048] Accordingly, in this embodiment, the ratio of the aperture of the fourth cavity 1122 to the aperture of the first diversion channel 71 is 6-7, and the ratio of the aperture of the third cavity 1121 to the aperture of the fourth cavity 1122 is 1.8-2. That is to say, the minimum ratio of the aperture of the fourth cavity 1122 to the aperture of the first diversion channel 71 is 6 and the maximum is 7, and the minimum ratio of the aperture of the third cavity 1121 to the aperture of the fourth cavity 1122 is 1.8 and the maximum is 2. Through multiple tests, it was found that with the above aperture settings, the damping force of the brake pedal obtained in this embodiment is appropriate, and the damper in this embodiment has a better vibration reduction effect.

[0049] In order to test and prove the vibration reduction effect of the damper in this embodiment, a comparative test was conducted on the system without a damping device (original state) and with the damper of this embodiment added between the brake pedal and the vehicle body side (optimized state). See [link to relevant documentation]. Figure 2 The horizontal axis represents engine speed, the vertical axis represents the vibration acceleration of the brake pedal, the solid line represents the test result in the original state, and the dashed line represents the test result after adding the damper.

[0050] from Figure 2 It can be seen that when the engine speed reaches 1900rpm and 2500rpm, due to modal resonance, the brake pedal vibration in the original state shows obvious peak values ​​at these points, and the foot feels a noticeable numbness, which is unacceptable in subjective evaluation. After optimization by adding the damper in this embodiment, the resonance peak value can be reduced by up to 75%, and there is no noticeable numbness in subjective evaluation after optimization, showing a significant optimization effect.

[0051] This embodiment also proposes a car, including a car body, a brake pedal, and a damper for the brake pedal as described above. The brake pedal is disposed in the car body, one end of the damper is connected to the car body side inside the car body, and the other end is connected to the brake pedal. By installing the damper between the brake pedal and the car body side inside the car body, this embodiment can not only effectively reduce the vibration of the brake pedal, but the damper can also work well with the brake pedal to ensure that the brake pedal can work smoothly.

[0052] The above embodiments are merely preferred embodiments provided to fully illustrate the present invention, and the scope of protection of the present invention is not limited thereto. Equivalent substitutions or modifications made by those skilled in the art based on the present invention are all within the scope of protection of the present invention.

Claims

1. A damper for a brake pedal, characterized in that, include: A vibration damping housing, one end of which is used for mounting on the side of the vehicle body; A piston is slidably disposed within the vibration damping housing, dividing the vibration damping housing into a first cavity and a second cavity; A push rod is disposed in the first cavity, one end of which is connected to the piston and the other end passes through the damping housing and is used to connect to the brake pedal; The second cavity is connected to a first branch channel, a main channel, and a second branch channel; An elastic element is disposed on the first diversion channel; A one-way valve is provided on the second diversion channel; The piston has a first state in which it moves along the direction of the first cavity toward the second cavity, and a second state in which it moves along the direction of the second cavity toward the first cavity; In the first state, the gas inside the second cavity can push open the elastic member to discharge the gas inside the second cavity to the outside through the first diversion channel and the main channel; In the second state, external gas enters the second cavity through the one-way valve of the second diversion channel and the main flow channel.

2. The damper for a brake pedal according to claim 1, characterized in that: The second cavity is a convex cavity; The second cavity includes a third cavity and a fourth cavity that are interconnected. The third cavity is located at the end of the second cavity near the piston, and the fourth cavity is located at the end of the third cavity away from the piston. The longitudinal cross-sectional area of ​​the third cavity is larger than that of the fourth cavity.

3. The damper for a brake pedal according to claim 1, characterized in that: The diameter of the first branch channel is equal to the diameter of the second branch channel, and the ratio of the diameter of the first branch channel to the diameter of the main channel is 1.6-2.

4. The damper for a brake pedal according to claim 2, characterized in that: The ratio of the aperture of the fourth cavity to the aperture of the first branch channel is 6-7, and the ratio of the aperture of the third cavity to the aperture of the fourth cavity is 1.8-2.

5. The damper for a brake pedal according to claim 2, characterized in that: The vibration damping housing includes a housing body and an elastic cover, the piston is slidably disposed in the housing body, and the elastic cover is connected to the housing body; The first cavity is disposed between the shell body and the elastic cover, and the second cavity is disposed within the shell body; The push rod passes through the elastic cover and is used to connect to the brake pedal.

6. The damper for a brake pedal according to claim 5, characterized in that: The damper also includes a flow channel plate, which is disposed on one end of the vibration damping housing near the fourth cavity. The first branch channel, the main channel, and the second branch channel are all disposed on the flow channel plate.

7. The damper for a brake pedal according to claim 6, characterized in that: The vibration damping housing also includes a dustproof and breathable cover, one end of which is connected to the end of the housing body away from the elastic cover, and the other end is used to connect to the side of the vehicle body. The flow channel plate is disposed between the dustproof and breathable cover and the housing body.

8. The damper for a brake pedal according to claim 7, characterized in that: The damper also includes a first lifting ring, which is disposed on the end of the dustproof and breathable cover away from the shell body, and is used to connect to the side of the vehicle body.

9. The damper for a brake pedal according to claim 5, characterized in that: The damper also includes a second ring, which is disposed on one end of the push rod that extends out of the elastic cover, and is used to connect to the brake pedal.

10. A car, characterized in that: The device includes a vehicle body, a brake pedal, and a damper for the brake pedal as described in any one of claims 1-9, wherein the brake pedal is disposed within the vehicle body, and one end of the damper is connected to the vehicle body side within the vehicle body and the other end is connected to the brake pedal.

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