Vehicle brake system

Abstract

A vehicle brake system includes a backup cylinder, a backup piston located inside the backup cylinder and configured to move by pressing of a pedal, a pedal simulator piston movably disposed inside the backup cylinder and spaced apart from the backup piston, a first backup chamber defined by the backup piston and the pedal simulator piston inside the backup cylinder and configured to store brake fluid, a first elastic member located inside the first backup chamber and configured to elastically support the backup piston and the pedal simulator piston, a stopper located inside the backup cylinder and configured to limit movement of the pedal simulator piston, and a damper located between the stopper and the pedal simulator piston and configured to be deformed in response to movement of the pedal simulator piston toward the stopper. According to the present disclosure, durability of the damper can be improved, and design flexibility can be enhanced.

Description

Technical Field

[0001] Exemplary embodiments of this disclosure relate to a vehicle braking system. Background Technology

[0002] Typically, due to the characteristics of a vehicle's electric braking system, a mechanism is required that is configured to convert the rotational motion of the motor into the linear motion of a piston within a cylinder to generate hydraulic braking pressure.

[0003] A ball screw assembly is used in electric braking systems as a mechanism to convert the rotational motion of a motor into linear motion. The ball screw assembly includes a screw shaft that receives rotational force from the motor and rotates about its axis; a nut coupled to the screw shaft via balls and configured to move along the axial direction of the screw shaft; and a piston coupled to the nut and configured to pressurize working fluid within a cylinder.

[0004] In related technologies, the design freedom of the pedal simulator, including the pedal simulator piston, is reduced due to the presence of two pedal simulator dampers, and various design constraints arise because the secondary damper is located between the piston and the limiting member. In particular, the shear force generated during compression leads to insufficient durability of the secondary damper.

[0005] The background technology disclosed herein is published in Korean Patent Publication No. 10-2021-0064367 (published on June 2, 2021, entitled "Hydraulic Unit for Hydraulic Vehicle Braking System"). Utility Model Content

[0006] Various implementations aim to provide a vehicle braking system that includes a damper that improves durability and enhances design flexibility.

[0007] Various implementation schemes aim to provide a vehicle braking system that controls the inflection point of the pedal reaction force in more ways by using damper protrusions, damper ribs, etc.

[0008] A vehicle braking system according to an embodiment of this disclosure may include: a spare cylinder; a spare piston located within the spare cylinder and configured to be movable by pressing a pedal; a pedal simulator piston movably disposed within the spare cylinder and spaced apart from the spare piston; a first spare chamber defined within the spare cylinder by the spare piston and the pedal simulator piston and configured to store brake fluid; a first elastic member located within the first spare chamber and configured to elastically support the spare piston and the pedal simulator piston; a limiting member located within the spare cylinder and configured to restrict movement of the pedal simulator piston; and a damper located between the limiting member and the pedal simulator piston and configured to deform in response to movement of the pedal simulator piston toward the limiting member.

[0009] In one embodiment, the damper may include: a damper body formed as a hollow column; and a damper protrusion formed to protrude from at least one of a first surface of the damper body facing the limiting member and a second surface of the damper body facing the pedal simulator piston.

[0010] The cross-sectional area of ​​the damper protrusion can decrease in the direction away from the damper body.

[0011] The damper protrusion may include a plurality of damper protrusions, which are arranged at regular rotational intervals on the first surface or the second surface of the damper body.

[0012] The damper body may include a plurality of damper ribs, which are formed to protrude outward from the outer peripheral surface of the damper body and are arranged to be spaced apart from each other.

[0013] The plurality of damper ribs can be arranged at regular rotatable intervals on the outer peripheral surface of the damper body.

[0014] Each of the damper ribs may include: a protruding rib located in the longitudinal central portion of the damper body; and inclined ribs respectively connected to opposite ends of the protruding rib, each of the inclined ribs being formed such that its height protruding from the damper body decreases in a direction away from the protruding rib.

[0015] Each of the inclined ribs may include an inclined surface.

[0016] The damper can be deformed such that its length is reduced and its radial width is increased in response to the pedal simulator piston moving toward the limiter and pressing the damper.

[0017] A single damper may be installed inside the spare cylinder. Attached Figure Description

[0018] Figure 1 This is a hydraulic circuit diagram illustrating a vehicle braking system according to an embodiment of the present disclosure.

[0019] Figure 2 This is a cross-sectional view showing a spare master cylinder unit according to an embodiment of the present disclosure.

[0020] Figure 3 yes Figure 2 Enlarged view of section A.

[0021] Figure 4 This is a perspective view showing a first sealed cup according to an embodiment of the present disclosure.

[0022] Figure 5 This is a cross-sectional view showing a first sealed cup according to an embodiment of this disclosure.

[0023] Figure 6 This is a perspective view showing a cross-sectional view of a first sealed cup according to an embodiment of the present disclosure.

[0024] Figure 7 yes Figure 2 Enlarged view of section B.

[0025] Figure 8 yes Figure 2 Exploded stereoscopic view of part B.

[0026] Figure 9 This is a view showing the surrounding portion of the piston shield according to an embodiment of the present disclosure.

[0027] Figure 10 yes Figure 9 Enlarged view of section C.

[0028] Figure 11 This is a perspective view showing a damper according to an embodiment of the present disclosure.

[0029] Figure 12 This is a front view showing a damper according to an embodiment of the present disclosure.

[0030] Figure 13 It is along Figure 11 A cross-sectional view of the BB line.

[0031] Figure 14 It is along Figure 11 A cross-sectional view of the CC line.

[0032] Figure 15 It is along Figure 11 A cross-sectional view of the DD line.

[0033] Figure 16 These are views A to E showing the deformation states of the damper according to an embodiment of the present disclosure under the action of the limit member and the pedal simulator piston.

[0034] Figure 17 It is shown Figure 16 The displacement-force curves from state A to state E are shown in the figure. Detailed Implementation

[0035] The following description, in conjunction with the accompanying drawings, illustrates an embodiment of the vehicle braking system according to this disclosure. It should be noted that the drawings are not drawn to exact scale, and line thicknesses or component dimensions may be exaggerated for ease of description and clarity only. Furthermore, the terminology used herein is defined with reference to the function of this disclosure and may vary according to the habits or intentions of the user or operator. Therefore, the definitions of the terminology should be determined based on the overall disclosure set forth herein.

[0036] Figure 1 This is a hydraulic circuit diagram illustrating a vehicle braking system according to an embodiment of the present disclosure. Figure 2 This is a cross-sectional view showing a spare master cylinder unit according to an embodiment of the present disclosure. Figure 3 yes Figure 2 Enlarged view of section A. Figure 4 This is a perspective view showing a first sealed cup according to an embodiment of the present disclosure. Figure 5 This is a cross-sectional view showing a first sealed cup according to an embodiment of this disclosure. Figure 6 This is a perspective view showing a cross-sectional view of a first sealed cup according to an embodiment of the present disclosure. Figure 7 yes Figure 2 Enlarged view of section B. Figure 8 yes Figure 2 Exploded stereoscopic view of part B. Figure 9 This is a view showing the surrounding portion of the piston shield according to an embodiment of the present disclosure. Figure 10 yes Figure 9 Enlarged view of section C. Figure 11 This is a perspective view showing a damper according to an embodiment of the present disclosure. Figure 12 This is a front view showing a damper according to an embodiment of the present disclosure. Figure 13 It is along Figure 11 A cross-sectional view of the BB line. Figure 14 It is along Figure 11 A cross-sectional view of the CC line. Figure 15 It is along Figure 11 A cross-sectional view of the DD line. Figure 16 These are views A to E showing the deformation states of the damper according to an embodiment of the present disclosure under the action of the limit member and the pedal simulator piston. Figure 17 It is shown Figure 16 The displacement-force curves from state A to state E are shown in the figure.

[0037] Reference Figure 1 and Figure 2 According to the embodiments of this disclosure, the vehicle braking system 1 may include a reservoir 10, a backup master cylinder unit 100, a main master cylinder unit 30, a motor M, a first flow path 50, a first valve 55, a second flow path 60, a second valve 65, and a pedal 70.

[0038] The reservoir 10 can store brake fluid. The reservoir 10 can be divided into a first storage section 11 and a second storage section 12. The reservoir 10 can be connected to the standby master cylinder unit 100 to supply brake fluid to the standby master cylinder unit 100.

[0039] Brake fluid discharged from reservoir 10 can flow to and be supplied to multiple wheel cylinders 40 to meet the required braking force. Reservoir 10 is connected to wheel cylinders 40 to recover brake fluid.

[0040] The backup master cylinder unit 100 is located between the reservoir 10 and the wheel cylinder 40. The backup master cylinder unit 100 is connected to the reservoir 10 and can generate hydraulic pressure by pressing the pedal 70. The backup master cylinder unit 100 may include the pedal 70, the pedal stroke sensor 71, the control lever 90, and the backup cylinder body 110.

[0041] The pedal 70 is a component pressed by the driver to apply the brakes. A pedal travel sensor 71, located on the pedal 70, senses the travel of the pedal 70. The lever 90 is linked to the pressing of the pedal 70 and pressurizes the interior of the spare cylinder 110.

[0042] The spare cylinder 110 may include a first spare chamber 160 and a second spare chamber 165, each storing brake fluid. The first spare chamber 160 and the second spare chamber 165 are not in communication with each other.

[0043] Through the opening end of the first spare cavity 160 (based on) Figure 2 The right end), the joystick 90 and the end connected to the joystick 90 (based on Figure 2 The spare piston 120 (at the left end) can be inserted into the spare cylinder 110.

[0044] When the user, i.e., the driver, presses pedal 70, in other words, when pedal 70 is depressed, the control lever 90 and the reserve piston 120 can move forward in the first reserve chamber 160 (based on...). Figure 2 (To the left), thereby pressurizing the brake fluid.

[0045] As the first spare chamber 160 is pressurized, the brake fluid in the second spare chamber 165 can also be pressurized. A limiting member 140 may be disposed at the end of the second spare chamber 165 (based on...). Figure 2The movement of the pedal simulator piston 130, which is installed inside the second spare chamber 165, can be restricted to provide the driver with pedal feel.

[0046] One end of the first backup flow path 15 is connected to the first storage section 11, and the other end is connected to the first backup chamber 160. Brake fluid discharged from the first storage section 11 can be supplied to the first backup chamber 160 through the first backup flow path 15.

[0047] One end of the second backup flow path 16 is connected to the second storage section 12, and the other end is connected to the second backup chamber 165. Brake fluid discharged from the second storage section 12 can be supplied to the second backup chamber 165 through the second backup flow path 16.

[0048] The first backup valve 16a may be disposed on the second backup flow path 16. The first backup valve 16a may be normally closed and may remain closed in non-powered mode. More specifically, the first backup valve 16a may prevent brake fluid from flowing from the second backup chamber 165 to the second storage section 12.

[0049] The main master cylinder unit 30 is configured to regulate the hydraulic pressure of the brake fluid via a piston P driven by a motor M, thereby generating the required braking force. The main master cylinder unit 30 may contain multiple main chambers for storing brake fluid.

[0050] The main master cylinder unit 30 can be connected to multiple wheel cylinders 40 and can supply brake fluid to the wheel cylinders 40. The wheel cylinders 40 supplied with brake fluid can provide braking force to the vehicle wheels.

[0051] When the main master cylinder unit 30 is operating normally, brake fluid pressurized by the motor M can be supplied to the wheel cylinder 40. In the event of a malfunction in the main master cylinder unit 30, brake fluid pressurized by pressing the pedal 70 can be supplied to the wheel cylinder 40.

[0052] One end of the third backup flow path 17 is connected to the second storage section 12, and the other end is connected to the main flow path 14. The flow of brake fluid discharged from the second storage section 12 can be controlled by the control valve 14a.

[0053] At least one check valve may be provided on the third backup flow path 17. The check valve can prevent brake fluid from flowing back from the main chamber of the main master cylinder unit 30 to the second storage section 12.

[0054] One end of the fourth backup flow path 18 can be connected to a point on the first recovery flow path 41, and the other end can be connected to the main chamber of the main master cylinder unit 30. The first recovery flow path 41 is connected to the first storage section 11. Therefore, the brake fluid discharged from the wheel cylinder 40 can be recovered into the reservoir 10.

[0055] At least one check valve may be provided on the fourth backup flow path 18. This check valve can prevent brake fluid from flowing back from the main chamber of the main master cylinder unit 30 to the first recovery flow path 41.

[0056] The second recovery flow path 42 is connected to the second storage section 12. Therefore, the brake fluid discharged from the wheel cylinder 40 can be recovered into the reservoir 10.

[0057] One end of the fifth backup flow path 19 can be connected to a point on the second backup flow path 16, and the other end can be connected to a point on the main flow path 14. A second backup valve 19a can be provided on the fifth backup flow path 19. The second backup valve 19a can be normally open.

[0058] Mainstream path 14 can be connected to the main master cylinder unit 30. Brake fluid discharged from the main master cylinder unit 30 can flow through mainstream path 14. Wheel cylinder 40 can receive brake fluid from the main master cylinder unit 30 through mainstream path 14.

[0059] The control valve 14a, used to open and close the main flow path 14, can be located at a point on the main flow path 14. The control valve 14a can be normally open. Therefore, the control valve 14a can be in the open state when not energized.

[0060] The first flow path 50 connects the spare master cylinder unit 100 and the main master cylinder unit 30. Brake fluid can flow through the first flow path 50. One end of the first flow path 50 is connected to the first spare chamber 160, and the other end is connected to the first main chamber of the main master cylinder unit 30 (reference numerals omitted).

[0061] A hydraulic sensor 51 may be installed on the first flow path 50. The hydraulic sensor 51 may be installed on the first flow path 50, located between the first spare chamber 160 and the first valve 55. The hydraulic sensor 51 can sense the hydraulic pressure of the brake fluid generated by the spare master cylinder unit 100.

[0062] The first valve 55 can be located on the first flow path 50 and can control the flow of brake fluid. The first valve 55 can be normally open.

[0063] The second flow path 60 can be connected to the main master cylinder unit 30. Brake fluid discharged from the main master cylinder unit 30 can flow through the second flow path 60. The second flow path 60 is connected to the first main chamber of the main master cylinder unit 30. Therefore, the wheel cylinder 40 can receive brake fluid from the main master cylinder unit 30 through the second flow path 60.

[0064] The second valve 65 may be located on the second flow path 60 and can control the flow of brake fluid. The second valve 65 is located at a point on the second flow path 60 to open and close the second flow path 60. The second valve 65 may be normally open. Therefore, the second valve 65 is in the open state in the non-energized mode. When the second valve 65 is closed, the flow of brake fluid through the second flow path 60 can be blocked.

[0065] A controller (not shown) controls the operation of the first valve 55 and the first backup valve 16a. When the driver depresses the pedal 70, the controller can provide a pedal feel corresponding to the depressing of the pedal 70 by controlling the first valve 55 and the first backup valve 16a. Therefore, according to this disclosure, pedal reaction force can be simulated.

[0066] When the braking system is functioning normally, the main master cylinder unit 30 is activated in response to the degree of pedal pressure sensed by the backup master cylinder unit 100 when the pedal 70 is pressed during vehicle operation. Brake fluid pressurized by the main master cylinder unit 30 is supplied to the wheel cylinders 40, thereby achieving vehicle braking.

[0067] The first valve 55 can be a normally open valve. Under normal braking system conditions, power can be supplied to the first valve 55 to prevent brake fluid from flowing from the first flow path 50 to the second flow path 60.

[0068] In the event of a malfunction in the braking system, power is not supplied to the first valve 55, causing the flow path to open and connecting the first flow path 50 and the second flow path 60. In this state, if the pedal 70 is pressed while the vehicle is in motion, the brake fluid pressurized by the backup master cylinder unit 100 flows through the first flow path 50 and the second flow path 60, and is then supplied to the wheel cylinders 40, thereby braking the vehicle.

[0069] Reference Figures 1 to 3 According to the embodiments of this disclosure, the backup master cylinder unit 100 may include a backup cylinder body 110, a backup piston 120, a pedal simulator piston 130, a limiting member 140, a first backup chamber 160, and a second backup chamber 165.

[0070] The spare piston 120 is disposed inside the spare cylinder 110 and can move forward or backward within the spare cylinder 110 depending on whether the pedal 70 is pressed or released (based on...). Figure 2 The spare piston 120 moves forward within the spare cylinder 110 as the driver presses pedal 70. Figure 2 left).

[0071] The pedal simulator piston 130 can move forward or backward within the spare cylinder and can be arranged to be spaced apart from the spare piston 120. As the spare piston 120 moves forward, the pedal simulator piston 130 can also move forward.

[0072] The limiting member 140 can be disposed inside the spare cylinder 110 and can restrict the movement of the pedal simulator piston 130. When the forward-moving pedal simulator piston 130 contacts the limiting member 140, further forward movement of the pedal simulator piston 130 can be prevented.

[0073] The first spare chamber 160 is defined within the spare cylinder 110 by the inner wall of the spare cylinder 110, the spare piston 120, and the pedal simulator piston 130. The first spare chamber 160 can store brake fluid supplied from the first storage section 11.

[0074] The second spare chamber 165 is defined inside the spare cylinder 110 by the inner wall of the spare cylinder 110, the limiting member 140, and the pedal simulator piston 130. The second spare chamber 165 can store brake fluid supplied from the second storage section 12.

[0075] The spare master cylinder unit 100 according to the embodiments of this disclosure may include a first elastic element 150 and a second elastic element 155.

[0076] The first elastic element 150 can be disposed in the first spare cavity 160 and can elastically support the spare piston 120 and the pedal simulator piston 130.

[0077] The first side of the first elastic element 150 (based on) Figure 2 The right side of the first elastic element 150 is connected to or supported by the spare piston 120, and the second side of the first elastic element 150 is based on... Figure 2 The left side of the pedal 70 is connected to or supported by the pedal simulator piston 130, such that the first elastic element 150 can be compressed and deformed by the forward movement of the backup piston 120. When the pedal 70 is released, the backup piston 120 can return to its initial position by the elastic restoring force of the first elastic element 150.

[0078] The second elastic element 155 is disposed within the second spare cavity 165. The second elastic element 155 may be located between the limiting element 140 and the pedal simulator piston 130, and may elastically support the pedal simulator piston 130.

[0079] The first side of the second elastic element 155 (based on) Figure 2 The right side) is connected to or supported by the pedal simulator piston 130, and the second side of the second elastic element 155 (based on) Figure 2 The left side of the pedal 70 is connected to or supported by the limiting member 140, such that the second elastic member 155 can be compressed and deformed by the forward movement of the pedal simulator piston 130. When the pressing of the pedal 70 ends, the pedal simulator piston 130 can return to its initial position by the elastic restoring force of the second elastic member 155.

[0080] The pedal simulator piston 130 may include a pedal simulator piston body 131 and a piston extension 132.

[0081] The piston body 131 of the pedal simulator is cylindrical, and on its first side (based on Figure 2 The right side is closed, and the second side is based on Figure 2The left side is open. The limiting member 140 can be arranged to insert into the open end of the pedal simulator piston body 131 (based on...). Figure 2 (at the left end)

[0082] The pedal simulator piston body 131 may include a space to allow a damper 170 to be disposed therein. The damper 170 is surrounded by the pedal simulator piston body 131 and the limiting member 140.

[0083] Due to the first elastic element 150, the second elastic element 155, and the damper 170, when the pedal 70 is pressed, a predetermined reaction force can be provided to the driver; when the pressing of the pedal 70 is released, a restoring force can be provided to the pedal 70.

[0084] The pedal simulator piston extension 132 is connected to the open end of the pedal simulator piston body 131 (based on...). Figure 2 (The left end), and is formed to surround the limiting member 140. The pedal simulator piston extension 132 can be integrally formed with the pedal simulator piston body 131.

[0085] The inner diameter of the pedal simulator piston extension 132 is larger than the inner diameter of the pedal simulator piston body 131. In other words, the diameter of the inner diameter portion 132a of the pedal simulator piston extension 132 is larger than the diameter of the inner diameter portion 131a of the pedal simulator piston body 131. Therefore, the pedal simulator piston extension 132 has a larger space in its inner diameter portion 132a than the pedal simulator piston body 131.

[0086] The second elastic member 155 is disposed between the limiting member 140 and the pedal simulator piston 130, and may be located at the inner diameter portion 132a of the pedal simulator piston extension 132.

[0087] The inner diameter portion 132a of the pedal simulator piston extension 132 may include a seating step portion 1321 and a first diameter expansion portion 1322.

[0088] The seat step portion 1321 is connected to the inner diameter portion 131a of the pedal simulator piston body 131. The pedal simulator piston extension portion 132 can have a larger internal space than the pedal simulator piston body 131 due to the length of the seat step portion 1321. The second elastic member 155 sits on the seat step portion 1321.

[0089] The first enlarged diameter portion 1322 is connected to the seat step portion 1321 and surrounds the second elastic member 155. The inner diameter of the first enlarged diameter portion 1322 is larger than the inner diameter of the inner diameter portion 131a of the pedal simulator piston body 131.

[0090] Since the second elastic member 155 is located at the inner diameter portion 132a of the pedal simulator piston extension 132, in other words, since the pedal simulator piston extension 132 surrounds the second elastic member 155, the movement of the second elastic member 155 can be limited by the pedal simulator piston extension 132 during compression.

[0091] The inner diameter portion 132a of the piston extension 132 of the pedal simulator may include a second enlarged diameter portion 1324. The inner diameter of the second enlarged diameter portion 1324 is larger than the inner diameter of the first enlarged diameter portion 1322 and surrounds the second elastic member 155.

[0092] Even if buckling of the second elastic element 155 occurs during compression, particularly outward buckling (based on...) Figure 3 (Upward), since the second expansion portion 1324 is located further outward than the first expansion portion 1322, the second elastic member 155 will not come into contact with the second expansion portion 1324. Therefore, during the compression of the second elastic member 155, it can be prevented from interfering with the pedal simulator piston 130, thereby avoiding operational losses.

[0093] The inner diameter portion 132a of the pedal simulator piston extension 132 may include a transition portion 1323. The transition portion 1323 connects the first expansion portion 1322 and the second expansion portion 1324, and its inner diameter gradually increases from the first expansion portion 1322 toward the second expansion portion 1324. The transition portion 1323 may be formed with an inclined surface shape.

[0094] Since the inner diameter portion 132a of the pedal simulator piston extension 132 gradually increases from the first expansion portion 1322 to the second expansion portion 1324 through the transition portion 1323, even if the second elastic member 155 comes into contact with the inner diameter portion 132a of the pedal simulator piston extension 132 due to buckling deformation, damage to the second elastic member 155 can be prevented.

[0095] The limiting member 140 may include a limiting member body 141 and a limiting member protrusion 142.

[0096] The limiting member body 141 is cylindrical, extending longitudinally along the spare cylinder body 110. The first end of the limiting member body 141 (based on...) Figure 2 The right end can be inserted into the open end of the pedal simulator piston body 131.

[0097] The limiting member body 141 can be disposed inside the second elastic member 155. That is, the limiting member body 141 is surrounded by the second elastic member 155.

[0098] The limiting member protrusion 142 is connected to the second end of the limiting member body 141 (based on...) Figure 2(The left end), and protrudes outward from the limiting member body 141. A portion of the limiting member protrusion 142 is arranged to face the outer peripheral surface of the limiting member body 141 and surround the second elastic member 155.

[0099] The limiting member protrusion 142 may include a limiting step portion 1421 and a first limiting protrusion 1422.

[0100] The limiting step portion 1421 is connected to the limiting member body 141. The first limiting protrusion 1422 can provide a larger internal space by extending outward from the limiting step portion 1421. The second elastic member 155 sits on the limiting step portion 1421. The outer diameter portion 141a of the limiting member body 141 can contact the inner diameter portion 131a of the pedal simulator piston body 131.

[0101] The first limiting protrusion 1422 is connected to the limiting step portion 1421 and surrounds the second elastic member 155. The inner diameter of the first limiting protrusion 1422 is larger than the diameter of the outer diameter portion 141a of the limiting member body 141.

[0102] Since the second elastic member 155 is disposed at the inner diameter portion of the first limiting protrusion 1422, in other words, since the first limiting protrusion 1422 surrounds the second elastic member 155, the movement of the second elastic member 155 can be limited by the first limiting protrusion 1422 during compression of the second elastic member 155.

[0103] The limiting member protrusion 142 may include a second limiting protrusion 1424. The inner diameter of the second limiting protrusion 1424 is larger than the inner diameter of the first limiting protrusion 1422, and surrounds the second elastic member 155.

[0104] Even if buckling of the second elastic element 155 occurs during compression, particularly outward buckling (based on...) Figure 3 (Upward), since the second limiting protrusion 1424 is located further outward than the first limiting protrusion 1422, the second elastic member 155 will not contact the second limiting protrusion 1424. Therefore, during the compression of the second elastic member 155, it can be prevented from interfering with the limiting member protrusion 142, thereby avoiding operational losses.

[0105] The limiting member protrusion 142 may include a limiting transition portion 1423. The limiting transition portion 1423 connects the first limiting protrusion 1422 and the second limiting protrusion 1424, and its inner diameter gradually increases from the first limiting protrusion 1422 toward the second limiting protrusion 1424. The limiting transition portion 1423 may be formed with an inclined surface shape.

[0106] Since the inner diameter of the limiting member protrusion 142 gradually increases from the first limiting protrusion 1422 to the second limiting protrusion 1424 through the limiting transition portion 1423, damage to the second elastic member 155 can be prevented even if the second elastic member 155 comes into contact with the inner diameter of the limiting member protrusion 142 due to buckling deformation.

[0107] An anti-interference groove 1411 may be formed on the limiting member body 141. The anti-interference groove 1411 may be formed on the outer peripheral surface of the limiting member body 141 and may be located in the area surrounded by the second elastic member 155. Since the anti-interference groove 1411 is recessed inward on the outer peripheral surface of the limiting member body 141, the gap between the second elastic member 155 and the corresponding area of ​​the anti-interference groove 1411 becomes larger than the gap in other areas of the limiting member body 141.

[0108] Even if buckling of the second elastic element 155 occurs during compression, especially inward buckling (based on...) Figure 3 (Downwards), compared to other areas of the limiting member body 141, the area on the limiting member body 141 where the anti-interference groove 1411 is formed is further apart from the second elastic member 155, so that the second elastic member 155 will not contact the corresponding area of ​​the anti-interference groove 1411. Therefore, during the compression of the second elastic member 155, interference between the second elastic member 155 and the limiting member body 141 can be prevented, thereby avoiding operational losses.

[0109] The second elastic member 155 can simultaneously sit on the sitting step 1321 of the pedal simulator piston extension 132 and the limiting step 1421 of the limiting member protrusion 142. The sitting step 1321 and the limiting step 1421 can be arranged opposite each other along the longitudinal direction of the spare cylinder 110.

[0110] Since the second elastic element 155 is surrounded by the pedal simulator piston extension 132, the maximum outer diameter portion of the pedal simulator piston extension 132 can be positioned closer to the inner wall of the spare cylinder 110 than the maximum outer diameter portion of the second elastic element 155.

[0111] Because the second elastic element 155 is located inside rather than outside the pedal simulator piston 130, not only the inner diameter of the spare cylinder 110 but also its outer diameter can be reduced. As a result, the overall size of the vehicle braking system can be reduced, thereby enabling weight reduction.

[0112] Reference Figure 1 , Figure 2 as well as Figures 4 to 6According to the embodiments of this disclosure, the vehicle braking system 1 may include a plurality of seal cups and a grease pocket 185 mounted on the inner wall of the spare cylinder 110. The plurality of seal cups may include a first seal cup 181, a second seal cup 182, a third seal cup 183, and a fourth seal cup 184.

[0113] The first sealing cup 181 and the second sealing cup 182 can be located on opposite sides of the first port 111, which is connected to the first backup flow path 15. One end of the first backup flow path 15 can be connected to the first storage section 11, and the other end can be connected to the first port 111. With the first port 111 as a reference, the first sealing cup 181 can be located on the side facing the pedal 70, and the second sealing cup 182 can be located on the side opposite to the pedal 70, that is, on the side facing the limiting member 140.

[0114] The first sealing cup 181 and the second sealing cup 182 can contact the spare piston 120. Therefore, the first sealing cup 181 can prevent brake fluid in the first spare chamber 160 from leaking to the outside, and the second sealing cup 182 can help generate brake fluid pressure in the first spare chamber 160.

[0115] The first sealing cup 181 may be spaced apart from the first port 111 and face the pedal 70; the second sealing cup 182 may be spaced apart from the first port 111 and face the limiting member 140.

[0116] The grease groove 185 can be positioned spaced apart from the first sealing cup 181 and facing the pedal 70. Therefore, the second sealing cup 182, the first port 111, the first sealing cup 181 and the grease groove 185 are arranged in sequence, and their positions gradually approach the pedal 70.

[0117] The grease groove 185 may be formed as a recessed groove to allow for the filling of grease. The grease groove 185 may be formed circumferentially along the inner wall of the spare cylinder 110.

[0118] When grease is applied to the grease groove 185, the grease filling the grease groove 185 can form a lubricating film on the outer peripheral surface of the spare piston 120 during assembly or operation of the spare piston 120. Therefore, dry friction between the spare piston 120 and the first sealing cup 181 can be suppressed when the spare piston 120 passes through the first sealing cup 181.

[0119] The grease groove 185 can be continuously formed in the circumferential direction along the inner wall of the spare cylinder 110. Therefore, a lubricating film can be uniformly formed along the outer peripheral surface of the spare piston 120.

[0120] Because the grease supplied through the grease groove 185 causes wet friction between the spare piston 120 and the first sealing cup 181, the frictional noise generated by the contact between the spare piston 120 and the first sealing cup 181 can be reduced during the pressing and releasing operation of the pedal 70, and the inconsistent feel of the pedal can also be alleviated.

[0121] The cross-sectional shape of the first sealing cup 181 can be approximately C-shaped, V-shaped, or U-shaped.

[0122] The first sealing cup 181 may include a filling groove 181a on its inner surface in contact with the spare piston 120, which is capable of being filled with grease.

[0123] During the assembly or operation of the spare piston 120, as the spare piston 120 passes through the grease groove 185, grease filled in the grease groove 185 can be supplied to the spare piston 120. Therefore, when the spare piston 120 with grease coated on its outer peripheral surface reaches the first sealing cup 181, the grease on the outer peripheral surface of the spare piston 120 can flow into the filling groove 181a of the first sealing cup 181.

[0124] Grease filled in grease groove 185 can be supplied to filling groove 181a of first sealing cup 181 by movement of backup piston 120, and grease supplied in the manner described above can further suppress dry friction between backup piston 120 and first sealing cup 181.

[0125] The filling groove 181a can be formed circumferentially on the inner surface of the first sealing cup 181 and can be continuously formed into a complete ring. Therefore, a lubricating film can be uniformly formed along the outer peripheral surface of the spare piston 120.

[0126] Because grease is introduced into the filling groove 181a of the first sealing cup 181, wet friction is generated between the spare piston 120 and the first sealing cup 181. Therefore, during the operation of the pedal 70, the frictional noise generated by the contact between the spare piston 120 and the first sealing cup 181 can be reduced, and the inconsistency of the pedal feel can also be alleviated.

[0127] Multiple filling grooves 181a can be formed circumferentially on the inner surface of the first sealing cup 181. Since the grease introduced into the first sealing cup 181 can be retained in sufficient quantity through these multiple filling grooves 181a, the lubricating film formed on the spare piston 120 can be maintained for a longer time.

[0128] Multiple filling grooves 181a are arranged at fixed intervals along the circumferential direction on the inner surface of the first sealing cup 181. Because the filling grooves 181a are arranged at fixed intervals, the grease can be applied evenly to the spare piston 120 without concentrating in a specific area.

[0129] The third sealing cup 183 and the fourth sealing cup 184 can be located on both sides of the second port 116 connected to the second backup flow path 16. With the second port 116 as a reference, the third sealing cup 183 can be located on the side facing the pedal 70, and the fourth sealing cup 184 can be located on the side opposite to the pedal 70, that is, on the side facing the limiting member 140.

[0130] The third sealing cup 183 and the fourth sealing cup 184 can contact the pedal simulator piston 130. Therefore, the third sealing cup 183 can contribute to sealing the first spare chamber 160 and generating brake fluid pressure within the first spare chamber 160. The fourth sealing cup 184 can contribute to generating brake fluid pressure within the second spare chamber 165.

[0131] The spare cylinder 110 may include a third port 112 connecting the first flow path 50 to the first spare chamber 160, and a fourth port 117 connecting the fifth spare flow path 19 to the second spare chamber 165.

[0132] Reference Figure 1 , Figure 2 , Figure 7 and Figure 8 The vehicle braking system 1 according to the embodiments of this disclosure may include a ball joint assembly 80 and a control lever 90.

[0133] The ball joint assembly 80 can be connected to the pedal 70 and may include a ball socket recess 85. The ball joint assembly 80 can be directly or indirectly connected to the pedal 70.

[0134] The lever 90 can be inserted into the ball joint recess 85 and coupled to the ball joint assembly 80. When the driver depresses the pedal 70, the lever 90 connected to the ball joint assembly 80 can operate in concert with the depressing of the pedal 70 to press the backup piston 120. The pressed backup piston 120 can move forward (based on...). Figure 2 (To the left), thereby pressurizing the brake fluid in the first spare chamber 160.

[0135] When the external force applied to the pedal 70 is removed, the spare piston 120 can return to its initial position by the restoring force provided by the first elastic element 150, the second elastic element 155 and the damper 170, and the lever 90 and the ball joint assembly 80 can also return to their initial positions.

[0136] The ball head assembly 80 may include a ball head 81 and a ball socket 82.

[0137] The ball head 81 may be directly or indirectly coupled to the pedal 70. The ball socket 82 may be coupled to the ball head 81 and may include a ball socket recess 85 into which the lever 90 can be inserted. The ball socket 82 may be integrally formed with the ball head 81.

[0138] The joystick 90 may include a lever body 91 and a lever protrusion 92.

[0139] The rod 91 can be coupled to the spare piston 120. The rod 91 can be inserted into the spare piston 120 and can press the spare piston 120 when the pedal 70 is pressed.

[0140] The rod protrusion 92 is coupled to the rod body 91 and protrudes toward the side opposite to the spare piston 120, i.e. toward the pedal 70. The rod protrusion 92 can be inserted into the ball socket recess 85.

[0141] The joystick 90 may include a step portion 93. The outer diameter of the lever protrusion 92 may be smaller than the outer diameter of the lever body 91, such that the step portion 93 is provided at the connection between the lever body 91 and the lever protrusion 92.

[0142] The depth from the end 83 of the ball socket 82 to the bottom surface 85a of the ball socket recess 85 can be greater than the length of the rod protrusion 92. The length of the rod protrusion 92 can correspond to the distance from the rod step 93 to the front end of the rod protrusion 92.

[0143] The step portion 93 of the lever can be used as a positioning surface when the control lever 90 is inserted into the ball socket recess 85.

[0144] During the coupling process between the ball joint assembly 80 and the control lever 90, the lever protrusion 92 can be inserted into the ball socket recess 85 until the lever step 93 contacts the end 83 of the ball socket 82.

[0145] When the step portion 93 of the rod contacts the end 83 of the ball socket 82, it prevents the protrusion 92 from further inserting into the recess 85 of the ball socket. In other words, when the end 83 of the ball socket 82 contacts the step portion 93 of the rod, the position of the ball head assembly 80 on the lever 90 is fixed. Through the above process, the operator can confirm that the lever 90 is fully coupled to the ball head assembly 80.

[0146] With the lever 90 inserted into the ball socket recess 85 and coupled to the ball head assembly 80, the tip of the lever 90, specifically the tip of the lever protrusion 92 (based on...) Figure 7 The right end of the ball can be spaced d from the bottom surface 85a of the ball-and-socket depression 85.

[0147] Since the bottom surface 85a of the ball socket recess 85 is spaced apart from the front end of the control lever 90, the machining difficulty of the ball socket recess 85, including the bottom surface 85a, can be reduced.

[0148] The bottom surface 85a of the ball joint recess 85 is a relatively difficult area to machine due to its size and shape. However, since the bottom surface 85a of the ball joint recess 85 is spaced apart from the front end of the control lever 90, the machinability of the bottom surface 85a of the ball joint recess 85 can be improved, and machining deviations of the bottom surface 85a of the ball joint recess 85 will not affect the coupling between the ball joint assembly 80 and the control lever 90.

[0149] Therefore, by adjusting the dimensions of the ball joint assembly 80 and the control lever 90, the length deviation from the spare master cylinder unit 100 to the ball joint assembly 80 on which the pedal 70 is mounted can be reduced, thereby minimizing dimensional changes.

[0150] The rod protrusion 92 and the ball socket 85 can be threaded together. Threads 84 and 94 can be formed on the outer surface of the rod protrusion 92 and the inner surface of the ball socket 85, respectively, thereby achieving threaded coupling between the rod protrusion 92 and the ball socket 85.

[0151] Reference Figure 1 , Figure 2 , Figure 9 and Figure 10 The vehicle braking system 1 according to the embodiments of this disclosure may include a bracket housing 200 and a piston shield 210.

[0152] The support housing 200 encloses the spare piston 120. A piston guard 210 is mounted to the support housing 200 and extends toward the control lever 90. The piston guard 210 can contact the control lever 90 and prevent foreign objects from entering the spare piston 120.

[0153] The piston guard 210 may include a guard mounting portion 211 and a guard blocking portion 215. The piston guard 210 may include an elastically deformable material. In this embodiment, the piston guard 210 may include a rubber material.

[0154] The cover mounting portion 211 is mounted to the bracket housing 200. One side of the bracket housing 200 is formed to allow the control lever 90 to move. The cover mounting portion 211 may include an outer peripheral mounting portion 213 and an outer peripheral extension portion 212.

[0155] The peripheral mounting portion 213 can be mounted on the open end side of the bracket housing 200 to enclose the periphery of the bracket housing 200. A groove can be formed on the circumferential surface of the open end of the bracket housing 200, and the peripheral mounting portion 213 can be fitted into the groove of the bracket housing 200.

[0156] The peripheral extension 212 extends from the peripheral mounting portion 213 toward the pedal 70 and is formed to enclose the control lever 90.

[0157] The connecting groove 214 can be provided on the inner surface of the cover mounting part 211. The outer peripheral mounting part 213 and the outer peripheral extension 212 are connected at the cover mounting part 211, that is, the inner side of the connection area between the outer peripheral mounting part 213 and the outer peripheral extension 212.

[0158] Due to the connecting groove 214, the thickness of the connecting area between the outer peripheral mounting portion 213 and the outer peripheral extension portion 212 can be reduced compared to the thickness of the outer peripheral mounting portion 213 and the outer peripheral extension portion 212.

[0159] During operation of pedal 70, lever 90 can tilt relative to spare piston 120 within a predetermined angle range. Since the cover mounting portion 211 has a connecting groove 214, which is formed in the connection area between the outer peripheral mounting portion 213 and the outer peripheral extension 212 and is thinner than other portions, vertical movement of the cover blocking portion 215 can be facilitated during the tilting of lever 90.

[0160] Therefore, since the vertical movement of the shield blocking part 215 can proceed smoothly during the tilting of the control lever 90, it can prevent the control lever 90 and the shield blocking part 215 from being separated from each other, thereby preventing the introduction of foreign objects within the entire circumference of the control lever 90.

[0161] The connecting groove 214 can be continuously formed in the circumferential direction on the inner surface of the cover mounting portion 211. Therefore, the cover blocking portion 215 can be allowed to move in any direction without being limited to a specific direction.

[0162] The shield blocking part 215 is integrally formed with the shield mounting part 211 and extends toward the control lever 90 so as to contact the control lever 90.

[0163] The shield blocking part 215 can enclose the periphery of the control lever 90 and contact the control lever 90, thereby preventing foreign objects, including dust, from entering the spare piston 120 during the movement of the control lever 90.

[0164] The shield blocking part 215 may include connecting blocking parts 216, 217 and 218 and contact blocking part 219.

[0165] The connection blocking portions 216, 217 and 218 may include: a first connection blocking portion 216 connected to the cover mounting portion 211; a second connection blocking portion 217 connected to the first connection blocking portion 216 and having a thickness greater than the first connection blocking portion 216; and a third connection blocking portion 218 connected to the second connection blocking portion 217 and extending from the second connection blocking portion 217 toward the control lever 90.

[0166] The angle formed between the shield mounting portion 211 and the shield blocking portion 215 can be an acute angle. In this embodiment, the shield mounting portion 211 and the first connecting blocking portion 216 are oriented at an acute angle between them.

[0167] Because the shield blocking portion 215 forms an acute angle (θ) rather than a right angle with respect to the shield mounting portion 211, deformation of the shield blocking portion 215 can be more easily achieved during the tilting of the control lever 90. Accordingly, the sliding movement of the control lever 90 can be smoother, and because the shield blocking portion 215 always remains in contact with the control lever 90, foreign objects, including dust, can be prevented from entering the spare piston 120 during the movement of the control lever 90.

[0168] The contact blocking portion 219 contacts the control lever 90. The contact blocking portion 219 extends from the third connecting blocking portion 218, and its length is greater than the distance from the end of the third connecting blocking portion 218 to the control lever 90. Therefore, even when the control lever 90 is tilted, the contact blocking portion 219 can maintain close contact with the control lever 90.

[0169] Each of the second connecting blocking portion 217 and the third connecting blocking portion 218 may be thicker than the contact blocking portion 219. Therefore, the second connecting blocking portion 217 and the third connecting blocking portion 218 can stably support the contact blocking portion 219, and the contact blocking portion 219 can more easily undergo elastic deformation. As a result, the contact blocking portion 219 can provide uniform contact pressure along the circumference of the control lever 90, and the sliding movement of the control lever 90 can be smoother.

[0170] The third connecting blocking part 218 can be oriented perpendicular to the control lever 90. Therefore, the third connecting blocking part 218 can stably support the contact blocking part 219, and when in contact with the control lever 90, the elastic deformation of the contact blocking part 219 can be greater than that of the third connecting blocking part 218.

[0171] According to this embodiment, by employing a sliding piston guard 210, even if the control lever 90 tilts due to the operation or swing of the pedal 70, it can maintain close contact with the control lever 90, thereby preventing foreign objects from entering the spare piston 120. Furthermore, even if the pedal 70 is designed to have a relatively long full stroke, it will not be subject to design limitations, thus improving design flexibility.

[0172] Reference Figure 1 , Figure 2 as well as Figures 11 to 17 The damper 170 can be located between the limit member 140 and the pedal simulator piston 130. When the pedal simulator piston 130 moves toward the limit member 140 due to the pressing of the pedal 70, the damper 170 can undergo elastic deformation.

[0173] As the damper 170 changes shape upon pressing the pedal 70, the vehicle braking system 1 can provide a reaction force to the driver. When the pedal 70 is released, the damper 170 provides a restoring force, causing the pedal simulator piston 130 and other related components to return to their initial positions.

[0174] In this embodiment, only one damper 170 may be provided in the backup master cylinder unit 100. Therefore, the assembly workload and material cost of the backup master cylinder unit 100 can be reduced, and the design flexibility can be improved.

[0175] The damper 170 may include a material that can expand outwardly when compressed by pressing the pedal simulator piston 130. When compressed by pressing the pedal simulator piston 130, the damper 170 may undergo elastic deformation, causing its length to shorten and its radial width (i.e., its outer diameter) to increase. The damper 170 may include a rubber material.

[0176] The damper 170 may include a damper body 171 and a damper protrusion 176.

[0177] The damper body 171 can be formed as a hollow column. A through hole 179 extending longitudinally along the central portion of the damper body 171 can be provided. Because the damper body 171 is formed as a column, its durability can be improved. The damper body 171 can also be formed as a generally cylindrical shape.

[0178] The damper body 171 may include a first surface 173a facing the limiting member 140; and a closed end facing the pedal simulator piston 130 (based on...). Figure 2 The second surface 173b (at the right end). The damper body 171 may have a columnar shape extending from the first surface 173a to the second surface 173b. The longitudinal direction of the damper body 171 may be the same as the longitudinal direction of the spare cylinder 110.

[0179] The damper protrusion 176 may be formed to protrude from at least one of the first surface 173a or the second surface 173b of the damper body 171. In other words, the damper protrusion 176 may be formed on only the first surface 173a, on only the second surface 173b, or on both the first surface 173a and the second surface 173b.

[0180] Multiple damper protrusions 176 may be arranged at regular rotational intervals on a first surface 173a or a second surface 173b of the damper body 171. In this embodiment, three damper protrusions 176 are arranged at 120-degree rotational intervals; however, the arrangement is not limited to this, for example, two damper protrusions may be arranged at 180-degree intervals, or four damper protrusions may be arranged at 90-degree intervals. The protrusion height of the multiple damper protrusions 176 may be the same.

[0181] Since the damper 170 includes a damper protrusion 176 in addition to the damper body 171, the inflection point of the pedal reaction force can be controlled in more ways.

[0182] The damper protrusion 176 may be formed in a shape with a decreasing cross-sectional area along the direction away from the damper body 171. In this embodiment, the damper protrusion 176 is formed in a generally conical shape.

[0183] Since the cross-sectional area of ​​the damper protrusion 176 near its front end is smaller than the cross-sectional area of ​​the part that is connected to the damper body 171, the force required to cause the damper protrusion 176 to undergo compressive deformation increases as deformation progresses from the initial stage.

[0184] The damper body 171 may include a plurality of damper ribs 172 protruding outward from the outer peripheral surface 171a. The plurality of damper ribs 172 may be spaced apart from each other.

[0185] Multiple damper ribs 172 may be arranged on the damper body 171 at regular rotational intervals. In this embodiment, six damper ribs 172 are arranged at 60-degree rotational intervals; however, the arrangement is not limited to this, for example, three damper ribs 172 may be arranged at 120-degree intervals, or four damper ribs 172 may be arranged at 90-degree intervals. The protrusion height of the multiple damper ribs 172 may be the same.

[0186] Since the damper 170 may include damper ribs 172 in addition to the columnar damper body 171, the inflection point of the pedal reaction force can be controlled in more ways.

[0187] Each damper rib 172 may include a protruding rib 172a and an inclined rib 172b.

[0188] The protruding rib 172a may be located at the longitudinal center portion of the outer peripheral surface 171a of the damper body 171, and the inclined ribs 172b may be respectively connected to the opposite longitudinal ends of the protruding rib 172a.

[0189] Each inclined rib 172b may be configured such that its protrusion from the outer peripheral surface 171a of the damper body 171 decreases in a direction away from the protruding rib 172a. The inclined rib 172b may include an inclined surface, which may be planar or gently curved.

[0190] Since the damper rib 172 of the damper 170 is divided into a protruding rib 172a and an inclined rib 172b, the inflection point of the pedal reaction force can be controlled in more ways.

[0191] The following will refer to Figure 16 and Figure 17To describe the deformation state of the damper 170 according to the embodiment of this disclosure caused by the limit member 140 and the pedal simulator piston 130.

[0192] When the driver presses pedal 70, the control lever 90 and the reserve piston 120 can move forward by pressing pedal 70 (based on...). Figure 2 (To the left), the pedal simulator piston 130 can also move forward. Therefore, the damper 170 located between the limit member 140 and the pedal simulator piston 130 begins to be pressed by the pedal simulator piston 130.

[0193] In state A, the damper protrusion 176 formed on at least one of the first surface 173a or the second surface 173b of the damper body 171 contacts the corresponding one of the limiting member 140 or the pedal simulator piston 130. In this embodiment, the damper protrusion 176 formed on the first surface 173a and the second surface 173b of the damper body 171 contacts the limiting member 140 and the pedal simulator piston 130, respectively.

[0194] In state B, the damper protrusion 176 is significantly compressed by the limiter 140 and the pedal simulator piston 130. Furthermore, portions of the first surface 173a and the second surface 173b of the damper body 171 where the damper protrusion 176 is not formed contact the limiter 140 and the pedal simulator piston 130.

[0195] In state C, substantially the entire area of ​​the first surface 173a and the second surface 173b where the damper protrusion 176 is not formed is in contact with the limiter 140 and the pedal simulator piston 130. Furthermore, the protruding rib 172a of each damper rib 172 contacts the inner diameter portion of the pedal simulator piston 130.

[0196] In state D, substantially the entire area of ​​the protruding rib 172a contacts the inner diameter portion of the pedal simulator piston 130. Furthermore, the outer peripheral surface 171a of the damper body 171, where the protruding rib 172a is not formed, contacts the inner diameter portion of the pedal simulator piston 130.

[0197] In state E, the pedal 70 is in its full stroke state, and substantially the entire area of ​​the outer peripheral surface 171a of the damper body 171 without the protruding rib 172a is in contact with the inner diameter portion of the pedal simulator piston 130.

[0198] During the transition from state A to state E, the length of damper 170 in the longitudinal direction gradually decreases.

[0199] Figure 16 The markings A to E schematically illustrate the shape of damper 170 in states A to E. Figure 17The labels A to E in the diagram represent the correlation between displacement and force under states A to E. Figure 17 In this context, displacement represents the travel of pedal 70 caused by the driver, and force represents the reaction force of pedal 70.

[0200] Since the damper 170 includes a damper protrusion 176 and a damper rib 172 in addition to the cylindrical damper body 171, the inflection point of the pedal reaction force can be controlled at multiple points, such as marked A to E, and the gradient of the pedal reaction force can be adjusted to be gentle, thereby improving the pedal feel.

[0201] According to this disclosure, the durability of the damper is improved, and the design flexibility is also enhanced.

[0202] Furthermore, according to this disclosure, the inflection point of the pedal reaction force can be controlled in more ways by using damper protrusions, damper ribs, etc.

[0203] Although this disclosure has been described with reference to embodiments shown in the accompanying drawings, the embodiments of this disclosure are for illustrative purposes only, and those skilled in the art will understand that various modifications and other equivalent embodiments may be derived from these embodiments.

Claims

1. A vehicle braking system, characterized in that, include: Spare cylinder block; A spare piston, located within the spare cylinder, is configured to be movable by pressing a pedal; A pedal simulator piston, which is movably disposed within the spare cylinder and spaced apart from the spare piston; A first spare chamber, defined within the spare cylinder by the spare piston and the pedal simulator piston, is configured to store brake fluid. A first elastic element is located within the first spare cavity and is configured to elastically support the spare piston and the pedal simulator piston; A limiting element, located within the spare cylinder, is configured to restrict the movement of the pedal simulator piston; as well as A damper is located between the limiting member and the pedal simulator piston and is configured to deform in response to movement of the pedal simulator piston toward the limiting member.

2. The vehicle braking system according to claim 1, characterized in that, The damper includes: The damper body is formed as a hollow column; and The damper protrusion is formed to protrude from at least one of a first surface of the damper body facing the limiting member and a second surface of the damper body facing the pedal simulator piston.

3. The vehicle braking system according to claim 2, characterized in that, The cross-sectional area of ​​the damper protrusion decreases in the direction away from the damper body.

4. The vehicle braking system according to claim 3, characterized in that, The damper protrusion includes a plurality of damper protrusions, which are arranged at regular rotational intervals on the first surface or the second surface of the damper body.

5. The vehicle braking system according to claim 2, characterized in that, The damper body includes a plurality of damper ribs, which are formed to protrude outward from the outer peripheral surface of the damper body and are arranged to be spaced apart from each other.

6. The vehicle braking system according to claim 5, characterized in that, The plurality of damper ribs are arranged at regular rotational intervals on the outer peripheral surface of the damper body.

7. The vehicle braking system according to claim 5, characterized in that, Each of the damper ribs includes: A protruding rib, located in the longitudinal center portion of the damper body; and Inclined ribs are respectively connected to opposite ends of the protruding ribs, and each of the inclined ribs is formed such that its height protruding from the damper body decreases in the direction away from the protruding rib.

8. The vehicle braking system according to claim 7, characterized in that, Each of the inclined ribs includes an inclined surface.

9. The vehicle braking system according to claim 8, characterized in that, The damper is deformed such that its length decreases and its radial width increases in response to the pedal simulator piston moving toward the limiter and pressing the damper.

10. The vehicle braking system according to claim 9, characterized in that, The spare cylinder is equipped with a single damper.

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