Braking system for vehicles

Abstract

Vehicle braking system, comprehensive: a pedal designed to receive a pressure input from a user; a ball joint connected to the pedal; an actuating rod coupled to the ball head and designed to move when the pedal is pressed down; an auxiliary piston designed to move within an auxiliary cylinder body in accordance with the movement of the actuating rod; a mounting housing that encloses the auxiliary piston; and a piston guard which is mounted on the mounting housing and extends towards the actuating rod, wherein the piston guard touches the actuating rod so that foreign substances are prevented from entering the auxiliary piston.

Description

Background area

[0001] Exemplary embodiments of the present disclosure relate to a braking system for vehicles. Discussion of the state of the art

[0002] In general, due to the characteristics of electrically driven braking systems for vehicles, a mechanism is required that converts a rotary motion of a motor into a linear motion of a piston in a cylinder in order to generate hydraulic brake pressure.

[0003] A ball screw drive is used in a vehicle braking system as the mechanism for converting the rotary motion of the motor into linear motion. The ball screw drive comprises a threaded shaft that receives a rotary force from the motor and rotates on an axis, a nut that is coupled to the threaded shaft via balls and is configured to move in an axial direction along the threaded shaft, and a piston that is coupled to the nut and is configured to pressurize a working fluid in the cylinder.

[0004] A conventional vehicle braking system uses a bellows-type piston guard to prevent foreign matter from entering an auxiliary piston. In the case of a bellows-type piston guard, its overall length is limited by a fixed installation length and the distance from the dashboard to the pedal assembly. Consequently, there is a design limitation if the fixed installation length is relatively short and a full pedal travel is relatively long.

[0005] Furthermore, in the conventional braking system for vehicles, dry friction occurs between the auxiliary piston and a sealing sleeve, leading to a stick-slide effect, sliding noises and an inconsistent pedal feel.

[0006] The prior art of the present disclosure is disclosed in Korean patent publication no. 10-2021-0064367 (published on June 2, 2021, entitled “Hydraulic unit for hydraulic vehicle braking system”). Summary

[0007] Various embodiments are aimed at providing a braking system for vehicles that is designed to prevent foreign substances from entering an auxiliary piston.

[0008] Various embodiments are aimed at providing a braking system for vehicles that is designed to facilitate the up and down movement of a piston guard when the actuating rod is tilted, thereby improving the sealing performance and the sliding capability of an actuating rod.

[0009] Various embodiments are aimed at providing a braking system for vehicles that is designed to suppress the occurrence of dry friction between an auxiliary piston and a sealing sleeve.

[0010] A braking system for vehicles according to an embodiment of the present disclosure may comprise: a pedal configured to receive a pressure input from a user; a ball joint connected to the pedal; an actuating rod coupled to the ball joint and configured to move when the pedal is depressed; an auxiliary piston configured to move in an auxiliary cylinder body in accordance with the movement of the actuating rod; a mounting housing enclosing the auxiliary piston; and a piston guard mounted on the mounting housing and extending in the direction of the actuating rod, the piston guard contacting the actuating rod so as to prevent foreign substances from entering the auxiliary piston.

[0011] The piston guard may comprise: a protective mounting section that is mounted on the mounting housing; and a protective blocking section that is integrally formed with the protective mounting section and extends in the direction of the actuating rod, the protective blocking section being in contact with the actuating rod.

[0012] The protective mounting section may comprise: a mounting perimeter section that encloses the mounting housing; and an extension perimeter section that extends from the mounting perimeter section towards the pedal and encloses the actuating rod, wherein a connecting groove is formed in an inner surface of the protective mounting section at which the mounting perimeter section and the extension perimeter section are connected.

[0013] The connecting groove can be formed continuously in a circumferential direction on the inner surface of the protective mounting section.

[0014] An angle formed between the guard mounting section and the guard blocking section can be an acute angle.

[0015] The protective blocking section may comprise: a connecting blocking section coupled to the protective mounting section; and a contact blocking section extending from the connecting blocking section and having a length greater than the distance from one end of the connecting blocking section to the actuating rod, the contact blocking section being in contact with the actuating rod.

[0016] The thickness of the connection blocking section can be greater than the thickness of the contact blocking section.

[0017] The piston guard may contain a rubber material.

[0018] A braking system for vehicles according to a further embodiment of the present disclosure may comprise: an auxiliary cylinder body; an auxiliary piston arranged in the auxiliary cylinder body and configured to be movable when a pedal is depressed; a pedal simulator piston movably arranged in the auxiliary cylinder body and spaced apart from the auxiliary piston; a first auxiliary chamber defined in the auxiliary cylinder body by the auxiliary piston and the pedal simulator piston and configured to store brake fluid; a stop arranged in the auxiliary cylinder body and configured to restrict the movement of the pedal simulator piston; a second auxiliary chamber defined in the auxiliary cylinder body by the stop and the pedal simulator piston and spaced apart from the first auxiliary chamber, the second auxiliary chamber being configured to store brake fluid;a first sealing sleeve arranged on an inner wall of the auxiliary cylinder body and configured to contact the auxiliary piston, the first sealing sleeve being spaced apart from a first port connected to a reservoir in the direction of the pedal; and a grease pocket being spaced apart from the first sealing sleeve in the direction of the pedal, the grease pocket being formed in the form of a recessed groove and configured to be filled with grease.

[0019] The grease pocket can be formed in a circumferential direction along the inner wall of the auxiliary cylinder body.

[0020] The first sealing sleeve may include a filling groove in its inner surface which comes into contact with the auxiliary piston, the filling groove being designed to be filled with grease.

[0021] The filling groove can be formed along a circumferential direction in the inner surface of the first sealing sleeve.

[0022] The filling groove can comprise a plurality of filling grooves formed in the inner surface of the first sealing sleeve.

[0023] The majority of filling grooves can be arranged at regular intervals on the inner surface of the first sealing sleeve. Brief description of the drawings Fig. Figure 1 is a hydraulic circuit diagram illustrating a braking system for vehicles according to an embodiment of the present disclosure. Fig. Figure 2 is a sectional view illustrating an auxiliary master cylinder unit according to an embodiment of the present disclosure. Fig. Figure 3 is an enlarged view of section A from Fig. 2. Fig. Figure 4 is a perspective view illustrating a first sealing sleeve according to an embodiment of the present disclosure. Fig. Figure 5 is a sectional view illustrating the first sealing sleeve according to an embodiment of the present disclosure. Fig. Figure 6 is a sectional perspective view illustrating the first sealing sleeve according to an embodiment of the present disclosure. Fig. Figure 7 is an enlarged view of section B from Fig. 2. Fig. Figure 8 is a stretched perspective view showing section B from Fig. 2 illustrated. Fig. Figure 9 is a view illustrating an environmental section of a piston guard according to an embodiment of the present disclosure. Fig. 10 is an enlarged view of section C from Fig. 9. Fig. Figure 11 is a perspective view illustrating a damper according to an embodiment of the present disclosure. Fig. Figure 12 is a front view illustrating the damper according to one embodiment of the present disclosure. Fig. Figure 13 is a sectional view along line BB. Fig. 11. Fig. 14 is a section view along line CC from Fig. 11. Fig. Figure 15 is a section view along line DD from Fig. 11. Fig. Figure 16 is a view illustrating deformation states A to E of the damper by means of a stop and a pedal simulator piston according to an embodiment of the present disclosure. Fig. 17 is a displacement-force diagram that shows the in Fig. The 16 states shown, A to E, are illustrated. Detailed description

[0024] The following describes embodiments of a braking system for vehicles according to the present disclosure with reference to the accompanying drawings. It should be noted that the drawings are not to scale and the line thicknesses or component sizes may be exaggerated for convenience and clarity only. Furthermore, the terms used herein are defined in consideration of the functions of the present disclosure and may vary according to the custom or intent of users or operators. Therefore, the definitions of terms should be made in accordance with the entire disclosure set forth herein.

[0025] Fig. Figure 1 is a hydraulic circuit diagram illustrating a brake system 1 for vehicles according to an embodiment of the present disclosure. Fig. Figure 2 is a sectional view illustrating an auxiliary master cylinder unit 100 according to an embodiment of the present disclosure. Fig. Figure 3 is an enlarged view of section A from Fig. 2. Fig. Figure 4 is a perspective view illustrating a first sealing sleeve 181 according to an embodiment of the present disclosure. Fig. Figure 5 is a sectional view illustrating the first sealing sleeve 181 according to an embodiment of the present disclosure. Fig. Figure 6 is a sectional perspective view illustrating the first sealing sleeve 181 according to an embodiment of the present disclosure. Fig. Figure 7 is an enlarged view of section B from Fig. 2. Fig. Figure 8 is a stretched perspective view showing section B from Fig. 2 illustrated. Fig. Figure 9 is a view illustrating an environmental section of a piston guard according to an embodiment of the present disclosure. Fig. 10 is an enlarged view of section C from Fig. 9. Fig. Figure 11 is a perspective view illustrating a damper 170 according to an embodiment of the present disclosure. Fig. Figure 12 is a front view illustrating the damper 170 according to one embodiment of the present disclosure. Fig. Figure 13 is a sectional view along line BB. Fig. 11. Fig. 14 is a section view along line CC from Fig. 11. Fig. Figure 15 is a section view along line DD from Fig. 11. Fig. Figure 16 is a view illustrating deformation states A to E of the damper by means of a stop and a pedal simulator piston according to an embodiment of the present disclosure. Fig. 17 is a displacement-force diagram that shows the in Fig. The 16 states shown, A to E, are illustrated.

[0026] With reference to the Fig. 1 and Fig. 2. A braking system 1 for vehicles according to an embodiment of the present disclosure may comprise a reservoir 10, an auxiliary master cylinder unit 100, a primary 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.

[0027] Reservoir 10 can store brake fluid. Reservoir 10 can be divided into a first storage section 11 and a second storage section 12. Reservoir 10 can be connected to the auxiliary master cylinder unit 100 to supply brake fluid to the auxiliary master cylinder unit 100.

[0028] The brake fluid dispensed from reservoir 10 can flow to and be supplied to a plurality of wheel cylinders 40, thereby achieving the required braking force. Reservoir 10 is connected to the wheel cylinders 40 to recover the brake fluid.

[0029] The auxiliary master cylinder unit 100 is arranged between the reservoir 10 and the wheel cylinders 40. The auxiliary master cylinder unit 100 is connected to the reservoir 10 and can generate hydraulic pressure when the pedal 70 is pressed. The auxiliary master cylinder unit 100 can include the pedal 70, a pedal stroke sensor 71, an actuating rod 90, and an auxiliary cylinder body 110.

[0030] The pedal 70 is a component that is pressed by a driver to brake. The pedal stroke sensor 71, which is provided on the pedal 70, can detect a stroke of the pedal 70. The actuating rod 90 can engage when the pedal 70 is pressed down and pressurize the interior of the auxiliary cylinder body 110.

[0031] The auxiliary cylinder body 110 can include a first auxiliary chamber 160 and a second auxiliary chamber 165, each of which stores the brake fluid. The first auxiliary chamber 160 and the second auxiliary chamber 165 are not connected to each other.

[0032] Through an open end of the first auxiliary chamber 160 (a right end based on Fig. 2) the actuating rod 90 and an auxiliary piston 120, which is connected to one end of the actuating rod 90 (a left end based on Fig. 2) is connected, into the auxiliary cylinder body 110.

[0033] When the user, i.e., the driver, depresses pedal 70, in other words, steps on pedal 70, the actuating rod 90 and the auxiliary piston 120 can move forward (to the left based on) in the first auxiliary chamber 160. Fig. 2) move, thereby pressurizing the brake fluid.

[0034] When the first auxiliary chamber 160 is pressurized, the brake fluid in the second auxiliary chamber 165 can also be pressurized. A stop 140 can be installed at one end of the second auxiliary chamber 165 (a left end based on Fig. 2) be arranged, and the movement of a pedal simulator piston 130, which is installed inside the second auxiliary chamber 165, can be restricted to give the driver a pedal feel.

[0035] A first auxiliary flow path 15 is connected at one end to the first storage section 11 and at the remaining end to the first auxiliary chamber 160. The brake fluid discharged from the first storage section 11 can be supplied to the first auxiliary chamber 160 via the first auxiliary flow path 15.

[0036] A second auxiliary flow path 16 is connected at one end to the second storage section 12 and at the remaining end to the second auxiliary chamber 165. The brake fluid discharged from the second storage section 12 can be supplied to the second auxiliary chamber 165 via the second auxiliary flow path 16.

[0037] A first auxiliary valve 16a can be arranged on the second auxiliary flow path 16. The first auxiliary valve 16a can be of a normally closed type and remain closed in a de-energized mode. More precisely, the first auxiliary valve 16a can block the flow of brake fluid from the reservoir 10 to the second auxiliary chamber 165.

[0038] The primary master cylinder unit 30 is designed such that the hydraulic pressure of the brake fluid is adjusted by a piston P, which is moved by actuating the motor M, thereby generating the required braking force. A plurality of main chambers in which the brake fluid is stored can be provided inside the primary master cylinder unit 30.

[0039] The primary master cylinder unit 30 can be connected to the majority of wheel cylinders 40 and can supply brake fluid to the wheel cylinders 40. The wheel cylinders 40, to which the brake fluid is supplied, can provide braking force to the vehicle wheels.

[0040] If the primary master cylinder unit 30 is functioning normally, the brake fluid pressurized by the engine M can be supplied to the wheel cylinders 40. If the primary master cylinder unit 30 is malfunctioning, the brake fluid pressurized by pressing the pedal 70 can be supplied to the wheel cylinders 40.

[0041] The third auxiliary flow path 17 is connected at one end to the second storage section 12 and at the remaining end to the main flow path 14. The flow of brake fluid discharged from the second storage section 12 can be controlled by a control valve 14a.

[0042] At least one check valve can be arranged on the third auxiliary flow path 17. The check valve can block the backflow of brake fluid from the main chambers of the primary master cylinder unit 30 to the second storage section 12.

[0043] The fourth auxiliary flow path 18 can be connected at one end to a point on a first recovery flow path 41 and at the remaining end to the main chambers of the primary master cylinder unit 30. The first recovery flow path 41 is connected to the first storage section 11. Accordingly, the brake fluid discharged from the wheel cylinders 40 can be recovered to the reservoir 10.

[0044] At least one check valve can be arranged on the fourth auxiliary flow path 18. The check valve can block the reverse flow of brake fluid from the main chambers of the primary master cylinder unit 30 to the first recovery flow path 41.

[0045] The second recovery flow path 42 is connected to the second storage section 12. Therefore, the brake fluid discharged from the wheel cylinders 40 can be recovered to the reservoir 10.

[0046] The fifth auxiliary flow path 19 can be connected at one end to a point on the second auxiliary flow path 16 and at the remaining end to a point on the main flow path 14. A second auxiliary valve 19a can be arranged on the fifth auxiliary flow path 19. The second auxiliary valve 19a can be of a normally open type.

[0047] The main flow path 14 can be connected to the primary master cylinder unit 30. The brake fluid discharged from the primary master cylinder unit 30 can flow through the main flow path 14. The wheel cylinders 40 can receive the brake fluid from the primary master cylinder unit 30 through the main flow path 14.

[0048] The control valve 14a, which is configured to open and close the main flow path 14, can be located at any point along the main flow path 14. The control valve 14a can be of a normally open type. Accordingly, the control valve 14a can be open in the de-energized mode.

[0049] The first flow path 50 connects the auxiliary master cylinder unit 100 and the primary master cylinder unit 30. Brake fluid can flow through the first flow path 50. The first flow path 50 is connected at one end to the first auxiliary chamber 160 and at the remaining end to a first main chamber (reference number omitted) of the primary master cylinder unit 30.

[0050] A hydraulic pressure sensor 51 can be provided on the first flow path 50. The hydraulic pressure sensor 51 can be arranged on the first flow path 50 between the first auxiliary chamber 160 and the first valve 55. The hydraulic pressure sensor 51 can detect the hydraulic pressure of the brake fluid generated by the auxiliary master cylinder unit 100.

[0051] 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 of a normally open type.

[0052] The second flow path 60 can be connected to the primary master cylinder unit 30. The brake fluid discharged from the primary 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 primary master cylinder unit 30. Accordingly, the wheel cylinders 40 can receive the brake fluid from the primary master cylinder unit 30 through the second flow path 60.

[0053] The second valve 65 can be located on the second flow path 60 and control the flow of brake fluid. The second valve 65 is positioned at a point on the second flow path 60 to open and close it. The second valve 65 can be of a normally open type. Accordingly, the second valve 65 is open in a de-energized state. If the second valve 65 is closed, the flow of brake fluid through the second flow path 60 can be blocked.

[0054] A controller (not shown) can control the operation of the first valve 55 and the first auxiliary valve 16a. When the driver depresses the pedal 70, the controller can provide a pedal feel equivalent to depressing the pedal 70 by controlling the first valve 55 and the first auxiliary valve 16a. Accordingly, the pedal response force can be simulated according to the present disclosure.

[0055] In the event that the braking system is functioning normally, when the pedal 70 is depressed while the vehicle is in motion, the primary master cylinder unit 30 can be actuated in response to the pedal pressure level detected by the auxiliary master cylinder unit 100. The brake fluid pressurized by the primary master cylinder unit 30 is supplied to the wheel cylinders 40, thereby braking the vehicle.

[0056] The first valve 55 can be a normally open valve. In the case where the brake system is functioning normally, current can be supplied to the first valve 55 to block the flow of brake fluid from the first flow path 50 to the second flow path 60.

[0057] In the event of a malfunction in the braking system, no current is 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 condition, when the pedal 70 is depressed, the brake fluid, pressurized by the auxiliary master cylinder unit 100, passes through the first flow path 50 and the second flow path 60 and is then supplied to the wheel cylinders 40, thus braking the vehicle.

[0058] With reference to the Fig. 1, Fig. 2 to Fig. 3. According to one embodiment of the present disclosure, the auxiliary main cylinder unit 100 may comprise the auxiliary cylinder body 110, the auxiliary piston 120, the pedal simulator piston 130, the stop 140, the first auxiliary chamber 160 and the second auxiliary chamber 165.

[0059] The auxiliary piston 120 is arranged inside the auxiliary cylinder body 110 and moves forward or backward (a left or right direction based on) within the auxiliary cylinder body 110. Fig. 2) movable, depending on whether pedal 70 is pressed or released. When the driver presses pedal 70, the auxiliary piston 120 can move forward (to the left based on) in the auxiliary cylinder body 110. Fig. 2) move.

[0060] The pedal simulator piston 130 is movable forwards or backwards inside the auxiliary cylinder body 110 and can be arranged so that it is spaced apart from the auxiliary piston 120. In conjunction with the forward movement of the auxiliary piston 120, the pedal simulator piston 130 can also move forwards.

[0061] The stop 140 can be located inside the auxiliary cylinder body 110 and restrict the movement of the pedal simulator piston 130. If the forward-moving pedal simulator piston 130 comes into contact with the stop 140, further forward movement of the pedal simulator piston 130 can be blocked.

[0062] The first auxiliary chamber 160 is defined inside the auxiliary cylinder body 110 by an inner wall of the auxiliary cylinder body 110, the auxiliary piston 120, and the pedal simulator piston 130. The first auxiliary chamber 160 can store the brake fluid supplied from the first storage section 11.

[0063] The second auxiliary chamber 165 is defined inside the auxiliary cylinder body 110 by the inner wall of the auxiliary cylinder body 110, the stop 140, and the pedal simulator piston 130. The second auxiliary chamber 165 can store the brake fluid supplied from the second storage section 12.

[0064] The auxiliary master cylinder unit 100 according to an embodiment of the present disclosure can comprise a first spring 150 and a second spring 155.

[0065] The first spring 150 can be arranged in the first auxiliary chamber 160 and elastically support the auxiliary piston 120 and the pedal simulator piston 130.

[0066] A first page (a right-hand page based on Fig. 2) The first spring 150 is connected to or supported by the auxiliary piston 120, and a second side (a left side based on Fig. 2) The first spring 150 is connected to or supported by the pedal simulator piston 130, so that the first spring 150 can be compressed and deformed by the forward movement of the auxiliary piston 120. When the pedal 70 is released, the auxiliary piston 120 can return to its original position by the elastic restoring force of the first spring 150.

[0067] The second spring 155 is arranged in the second auxiliary chamber 165. The second spring 155 can be located between the stop 140 and the pedal simulator piston 130 and elastically support the pedal simulator piston 130.

[0068] A first page (a right-hand page based on Fig. 2) The second spring 155 is connected to or supported by the pedal simulator piston 130, and a second side (a left side based on Fig. 2) The second spring 155 is connected to or supported by the stop 140, so that the second spring 155 can be compressed and deformed by the forward movement of the pedal simulator piston 130. When the depressing of the pedal 70 ends, the pedal simulator piston 130 can return to its original position by the elastic restoring force of the second spring 155.

[0069] The pedal simulator piston 130 can comprise a pedal simulator piston body 131 and a piston extension 132.

[0070] The pedal simulator piston body 131 has a columnar shape, which is located on one side (a right side based on Fig. 2) closed and on a second side (a left side based on Fig. 2) is open. The stop 140 can be arranged so that it leads into an open end (a left end based on Fig. 2) of the pedal simulator piston body 131 is introduced.

[0071] The pedal simulator piston body 131 can include a space to accommodate the damper 170. The damper 170 is enclosed by the pedal simulator piston body 131 and the stop 140.

[0072] Due to the first spring 150, the second spring 155 and the damper 170, a predetermined reaction force can be exerted on the driver when the pedal 70 is pressed, and a restoring force can be exerted on the pedal 70 when the pressure on the pedal 70 is released.

[0073] The pedal simulator piston extension 132 is with the open end (the left end based on Fig. 2) of the pedal simulator piston body 131 and designed to enclose the stop 140. The pedal simulator piston extension 132 can be formed integrally with the pedal simulator piston body 131.

[0074] 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 an inner diameter section 132a of the pedal simulator piston extension 132 is larger than the diameter of an inner diameter section 131a of the pedal simulator piston body 131. Accordingly, the pedal simulator piston extension 132 has a larger space at the inner diameter section 132a than the pedal simulator piston body 131.

[0075] The second spring 155 is arranged between the stop 140 and the pedal simulator piston 130 and can be positioned on the inner diameter section 132a of the pedal simulator piston extension 132.

[0076] The inner diameter section 132a of the pedal simulator piston extension 132 can include a seat shoulder 1321 and a first diameter-enlarged section 1322.

[0077] The seat 1321 is connected to the inner diameter section 131a of the pedal simulator piston body 131. The pedal simulator piston extension 132 can have an interior space larger than the pedal simulator piston body 131 by the length of the seat 1321. The second spring 155 is placed on the seat 1321.

[0078] The first enlarged diameter section 1322 is connected to the seat 1321 and encloses the second spring 155. The first enlarged diameter section 1322 has a larger inner diameter than the inner diameter section 131a of the pedal simulator piston body 131.

[0079] Since the second spring 155 is positioned on the inner diameter section 132a of the pedal simulator piston extension 132, in other words, because the pedal simulator piston extension 132 surrounds the second spring 155, the movement of the second spring 155 during compression of the second spring 155 by the pedal simulator piston extension 132 can be restricted.

[0080] The inner diameter section 132a of the pedal simulator piston extension 132 can include a second diameter-enlarged section 1324. The second diameter-enlarged section 1324 has a larger inner diameter than the first diameter-enlarged section 1322 and encloses the second spring 155.

[0081] Even if the second spring 155 buckles, especially if it buckles outwards (upwards based on Fig. 3) During the compression of the second spring 155, the second spring 155 does not come into contact with the second enlarged diameter section 1324, since the second enlarged diameter section 1324 is positioned further out than the first enlarged diameter section 1322. Accordingly, the second spring 155 can be prevented from interfering with the pedal simulator piston 130 during the compression of the second spring 155, thus avoiding operational losses.

[0082] The inner diameter section 132a of the pedal simulator piston extension 132 can include a transition section 1323. The transition section 1323 connects the first diameter-enlarged section 1322 and the second diameter-enlarged section 1324, gradually increasing the inner diameter from the first diameter-enlarged section 1322 towards the second diameter-enlarged section 1324. The transition section 1323 can be formed with an inclined surface shape.

[0083] Since the inner diameter section 132a of the pedal simulator piston extension 132 is gradually increased in inner diameter from the first diameter-enlarged section 1322 to the second diameter-enlarged section 1324 by the transition section 1323, the second spring 155 can be prevented from being damaged, even if the second spring 155 comes into contact with the inner diameter section 132a of the pedal simulator piston extension 132 due to a buckling deformation of the second spring 155.

[0084] The stop 140 can comprise a stop body 141 and a stop projection 142.

[0085] The stop body 141 has a columnar shape that extends in a longitudinal direction along the auxiliary cylinder body 110. A first end (a right end based on Fig. 2) of the stop body 141 can be inserted into the open end of the pedal simulator piston body 131.

[0086] The stop element 141 can be arranged inside the second spring 155. That is, the stop element 141 is enclosed by the second spring 155.

[0087] The stop projection 142 is equipped with a second end (a left end based on Fig. 2) of the stop body 141 and projects outwards from the stop body 141. Part of the stop projection 142 is arranged such that it faces an outer circumferential surface of the stop body 141 and encloses the second spring 155.

[0088] The stop projection 142 can include a stop shoulder 1421 and a first stop projection 1422.

[0089] The stop shoulder 1421 is connected to the stop body 141. The first stop projection 1422 can provide an interior space larger by the amount by which the stop shoulder 1421 extends outwards. The second spring 155 is placed on the stop shoulder 1421. An outer diameter section 141a of the stop body 141 can come into contact with the inner diameter section 131a of the pedal simulator piston body 131.

[0090] The first stop projection 1422 is connected to the stop shoulder 1421 and encloses the second spring 155. The inner diameter of the first stop projection 1422 is larger than the diameter of the outer diameter section 141a of the stop body 141.

[0091] Since the second spring 155 is arranged on an inner diameter section of the first stop projection 1422, in other words, because the first stop projection 1422 surrounds the second spring 155, the movement of the second spring 155 during compression of the second spring 155 by the first stop projection 1422 can be restricted.

[0092] The stop projection 142 can include a second stop projection 1424. The second stop projection 1424 has a larger inner diameter than the first stop projection 1422 and encloses the second spring 155.

[0093] Even if the second spring 155 buckles, especially if it buckles outwards (upwards based on Fig. 3) During the compression of the second spring 155, the second spring 155 does not come into contact with the second stop projection 1424, since the second stop projection 1424 is positioned further outwards than the first stop projection 1422. Accordingly, the second spring 155 can be prevented from interfering with the stop projection 1422 during the compression of the second spring 155, thus avoiding operational losses.

[0094] The stop projection 142 can include a stop transition section 1423. The stop transition section 1423 connects the first stop projection 1422 and the second stop projection 1424 and gradually increases the inner diameter from the first stop projection 1422 towards the second stop projection 1424. The stop transition section 1423 can be formed with an inclined surface shape.

[0095] Since an inner diameter section of the stop projection 142 is gradually increased in inner diameter from the first stop projection 1422 to the second stop projection 1424 by the stop transition section 1423, the second spring 155 can be prevented from being damaged, even if the second spring 155 comes into contact with the inner diameter section of the stop projection 142 due to a buckling deformation of the second spring 155.

[0096] An interference-prevention recess 1411 can be formed in the stop body 141. The interference-prevention recess 1411 can be formed in an outer circumferential surface of the stop body 141 and be located in an area enclosed by the second spring 155. Since the interference-prevention recess 1411 is recessed inwards in the outer circumferential surface of the stop body 141, the gap between the second spring 155 and the area corresponding to the interference-prevention recess 1411 is larger than that of other areas of the stop body 141.

[0097] Even if the second spring 155 buckles, especially if it buckles inwards (downwards based on Fig. 3) During the compression of the second spring 155, the area of ​​the stop body 141 on which the interference-prevention recess 1411 is formed is further away from the second spring 155 than other areas of the stop body 141, so that the second spring 155 does not come into contact with the area corresponding to the interference-prevention recess 1411. Accordingly, interference between the second spring 155 and the stop body 141 during the compression of the second spring 155 can be prevented, thus avoiding operational losses.

[0098] The second spring 155 can be placed either on the seat 1321 of the pedal simulator piston extension 132 or on the stop 1421 of the stop projection 142. The seat 1321 and the stop 1421 can be arranged such that they are opposite each other in a longitudinal direction of the auxiliary cylinder body 110.

[0099] Since the second spring 155 is surrounded by the pedal simulator piston extension 132, a maximum outer diameter section of the pedal simulator piston extension 132 can be positioned closer to the inner wall of the auxiliary cylinder body 110 than a maximum outer diameter section of the second spring 155.

[0100] Since the second spring 155 is located inside, rather than outside, the pedal simulator piston 130, not only the inner diameter of the auxiliary cylinder body 110, but also its outer diameter can be reduced. As a result, the overall size of the vehicle brake system can be reduced, thus enabling a reduction in weight.

[0101] With reference to the Fig. In one embodiment of the present disclosure, the brake system 1 for vehicles can comprise a plurality of sealing sleeves installed on the inner wall of the auxiliary cylinder body 110 and a grease pocket 185. The plurality of sealing sleeves can comprise a first sealing sleeve 181, a second sealing sleeve 182, a third sealing sleeve 183, and a fourth sealing sleeve 184.

[0102] The first sealing sleeve 181 and the second sealing sleeve 182 can each be arranged on either side of a first port 111, which is connected to the first auxiliary flow path 15. The first auxiliary flow path 15 can be connected at one end to the first storage section 11 and at the remaining end to the first port 111. Based on the first port 111, the first sealing sleeve 181 can be arranged on one side facing the pedal 70, and the second sealing sleeve 182 can be arranged on a side opposite the pedal 70, i.e., a side facing the stop 140.

[0103] The first sealing sleeve 181 and the second sealing sleeve 182 can be in contact with the auxiliary piston 120. Accordingly, the first sealing sleeve 181 can prevent brake fluid from leaking outwards in the first auxiliary chamber 160, and the second sealing sleeve 182 can contribute to generating brake fluid pressure in the first auxiliary chamber 160.

[0104] The first sealing sleeve 181 can be spaced from the first connection 111 in the direction of the pedal 70, and the second sealing sleeve 182 can be spaced from the first connection 111 in the direction of the stop 140.

[0105] The grease pocket 185 can be arranged such that it is spaced away from the first sealing sleeve 181 in the direction of the pedal 70. Accordingly, the second sealing sleeve 182, the first connection 111, the first sealing sleeve 181 and the grease pocket 185 are positioned successively in order of increasing proximity to the pedal 70.

[0106] The grease pocket 185 can be designed in the form of a recessed groove so that grease can be filled into it. The grease pocket 185 can be formed in a circumferential direction along the inner wall of the auxiliary cylinder body 110.

[0107] In the case where grease is applied to the grease pocket 185, the grease in the grease pocket 185 can form a lubricating film on an outer circumferential surface of the auxiliary piston 120 during assembly or operation. Accordingly, when the auxiliary piston 120 passes the first sealing sleeve 181, dry friction between the auxiliary piston 120 and the first sealing sleeve 181 can be suppressed.

[0108] The grease pocket 185 can be formed continuously in the circumferential direction along the inner wall of the auxiliary cylinder body 110. Accordingly, a lubricating film can be formed uniformly along the outer circumferential surface of the auxiliary piston 120.

[0109] Since wet friction occurs between the auxiliary piston 120 and the first sealing sleeve 181 due to the grease provided by the grease pocket 185, friction noises caused by the contact between the auxiliary piston 120 and the first sealing sleeve 181 during the pressure and release operations of the pedal 70 can be reduced and a feeling of inconsistency in the pedal feel can be lessened.

[0110] The first sealing sleeve 181 can have a cross-sectional shape that is approximately a C-shape, a V-shape or a U-shape.

[0111] The first sealing sleeve 181 can include a filling groove 181a in its inner surface which comes into contact with the auxiliary piston 120, the filling groove 181a being able to be filled with grease.

[0112] Grease contained in the grease pocket 185 can be supplied to the auxiliary piston 120 when the auxiliary piston 120 passes through the grease pocket 185 during assembly or operation of the auxiliary piston 120. Accordingly, when the auxiliary piston 120, on whose outer circumferential surface grease has been applied, reaches the first sealing sleeve 181, the grease on the outer circumferential surface of the auxiliary piston 120 can flow into the filling groove 181a of the first sealing sleeve 181.

[0113] The grease filled in the grease pocket 185 can be supplied to the filling groove 181a of the first sealing sleeve 181 by movement of the auxiliary piston 120, and the grease provided in the aforementioned manner can further suppress the occurrence of dry friction between the auxiliary piston 120 and the first sealing sleeve 181.

[0114] The filling groove 181a can be formed circumferentially in the inner surface of the first sealing sleeve 181 and can be continuous in a complete circular shape. Accordingly, a lubricating film can be formed uniformly along the outer circumferential surface of the auxiliary piston 120.

[0115] Since wet friction occurs between the auxiliary piston 120 and the first sealing sleeve 181 due to the grease introduced into the filling groove 181a of the first sealing sleeve 181, friction noises caused by contact between the auxiliary piston 120 and the first sealing sleeve 181 during operation of the pedal 70 can be reduced and a feeling of inconsistency in the pedal feel can be lessened.

[0116] A plurality of filling grooves 181a can be formed in a circumferential direction in the inner surface of the first sealing sleeve 181. Since the grease introduced into the first sealing sleeve 181 can be retained in a sufficient quantity by the plurality of filling grooves 181a, the lubricating film formed on the auxiliary piston 120 can be maintained for a longer period of time.

[0117] The majority of filling grooves 181a can be arranged at regular intervals in the circumferential direction on the inner surface of the first sealing sleeve 181. Since the filling grooves 181a are arranged at regular intervals, the grease can be applied evenly to the auxiliary piston 120 without concentrating in any particular area.

[0118] The third sealing sleeve 183 and the fourth sealing sleeve 184 can each be arranged on either side of a second port 116, which is connected to the second auxiliary flow path 16. Based on the second port 116, the third sealing sleeve 183 can be arranged on one side facing the pedal 70, and the fourth sealing sleeve 184 can be arranged on a side opposite the pedal 70, i.e., a side facing the stop 140.

[0119] The third sealing sleeve 183 and the fourth sealing sleeve 184 can be in contact with the pedal simulator piston 130. Accordingly, the third sealing sleeve 183 can contribute to sealing the first auxiliary chamber 160 and to generating brake fluid pressure in the first auxiliary chamber 160. The fourth sealing sleeve 184 can contribute to generating brake fluid pressure in the second auxiliary chamber 165.

[0120] The auxiliary cylinder body 110 can include a third port 112 connecting the first flow path 50 to the first auxiliary chamber 160, and a fourth port 117 connecting the fifth auxiliary flow path 19 to the second auxiliary chamber 165.

[0121] With reference to the Fig. 1, Fig. 2, Fig. 7 and Fig. 8 The braking system 1 for vehicles according to an embodiment of the present disclosure can comprise a ball head component 80 and the actuating rod 90.

[0122] The ball joint component 80 can be connected to the pedal 70 and include a base recess 85. The ball joint component 80 can be connected to the pedal 70 directly or indirectly.

[0123] The actuating rod 90 can be inserted into the base recess 85 and coupled to the ball joint component 80. When the driver depresses the pedal 70, the actuating rod 90 connected to the ball joint component 80 can, in conjunction with the depressing of the pedal 70, actuate the auxiliary piston 120. The depressed auxiliary piston 120 can move forward (to the left based on Fig. 2) move, thereby pressurizing the brake fluid in the first auxiliary chamber 160.

[0124] When an external force applied to the pedal 70 is removed, the auxiliary piston 120 can return to its original position by a restoring force provided by the first spring 150, the second spring 155 and the damper 170, and the actuating rod 90 and the ball head component 80 can also return to their original positions.

[0125] The ball head component 80 can include a ball head 81 and a socket 82.

[0126] The ball joint 81 can be coupled directly or indirectly to the pedal 70. The base 82 can be coupled to the ball joint 81 and include a base recess 85 into which the actuating rod 90 can be inserted. The base 82 can be formed integrally with the ball joint 81.

[0127] The actuating rod 90 can comprise a rod body 91 and a rod projection 92.

[0128] The rod body 91 can be coupled to the auxiliary piston 120. The rod body 91 can be inserted into the auxiliary piston 120 and depress the auxiliary piston 120 when the pedal 70 is pressed.

[0129] The rod projection 92 is coupled to the rod body 91 and extends towards a side opposite the auxiliary piston 120, i.e., towards the pedal 70. The rod projection 92 can be inserted into the base recess 85.

[0130] The actuating rod 90 can include a stepped rod section 93. The outer diameter of the rod projection 92 can be smaller than the outer diameter of the rod body 91, so that the stepped rod section 93 is provided at a connecting section between the rod body 91 and the rod projection 92.

[0131] The depth from one end 83 of the base 82 to a floor surface 85a of the base recess 85 can be greater than the length of the rod projection 92. The length of the rod projection 92 can correspond to a distance from the stepped rod section 93 to a front end of the rod projection 92.

[0132] The stepped rod section 93 can act as a positioning surface when the actuating rod 90 is inserted into the base recess 85.

[0133] During the coupling of the ball head component 80 and the actuating rod 90, the rod projection 92 can be inserted into the base recess 85 until the stepped rod section 93 comes into contact with the end 83 of the base 82.

[0134] When the stepped rod section 93 comes into contact with the end 83 of the base 82, further insertion of the rod projection 92 into the base recess 85 is blocked. In other words, when the end 83 of the base 82 touches the stepped rod section 93, the position of the ball-head component 80 on the actuating rod 90 is fixed. Through the aforementioned process, a worker can verify that the actuating rod 90 has been fully coupled to the ball-head component 80.

[0135] In the case where the actuating rod 90 is inserted into the base recess 85 and the coupling with the ball head component 80 is completed, a front end of the actuating rod 90, in particular the front end of the rod projection 92 (a right end based on Fig. 7) be spaced away from the base surface 85a of the plinth depression 85 by a distance d.

[0136] Since the base surface 85a of the base recess 85 and the front end of the actuating rod 90 are spaced apart, the difficulty of machining the base recess 85 including the base surface 85a can be reduced.

[0137] The base surface 85a of the recess 85 is an area that, due to its size and shape, presents a relatively high machining difficulty. However, since the base surface 85a of the recess 85 is spaced away from the front end of the actuating rod 90, the machinability of the base surface 85a of the recess 85 can be improved, and machining deviations of the base surface 85a of the recess 85 do not affect the coupling between the ball head component 80 and the actuating rod 90.

[0138] Accordingly, by regulating the dimensions of the ball head component 80 and the actuating rod 90, the deviation in length from the auxiliary master cylinder unit 100 to the ball head component 80, on which the pedal 70 is mounted, can be reduced, thereby minimizing dimensional deviations.

[0139] The rod projection 92 and the base recess 85 can be screwed together. Threads 84 and 94 can each be formed on an outer surface of the rod projection 92 and an inner surface of the base recess 85, thus enabling the threaded coupling between the rod projection 92 and the base recess 85.

[0140] With reference to the Fig. 1, Fig. 2, Fig. 9 and Fig. 10 The brake system 1 for vehicles according to an embodiment of the present disclosure can comprise a mounting housing 200 and a piston guard 210.

[0141] The mounting housing 200 encloses the auxiliary piston 120. The piston guard 210 is mounted on the mounting housing 200 and extends towards the actuating rod 90. The piston guard 210 can come into contact with the actuating rod 90 and prevents foreign substances from entering the auxiliary piston 120.

[0142] The piston guard 210 can comprise a protective mounting section 211 and a protective blocking section 215. The piston guard 210 can comprise an elastically deformable material. In the present embodiment, the piston guard 210 can comprise a rubber material.

[0143] The protective mounting section 211 is mounted on the mounting housing 200. The mounting housing 200 is open on one side to allow movement of the actuating rod 90. The protective mounting section 211 can include a mounting perimeter section 213 and an extension perimeter section 212.

[0144] The mounting circumference section 213 can be mounted such that it encloses a circumference of the mounting housing 200 at the open end of the mounting housing 200. A groove can be formed in an outer circumferential surface of the open end of the mounting housing 200, and the mounting circumference section 213 can be fitted into the groove of the mounting housing 200.

[0145] The extension circumference section 212 extends from the mounting circumference section 213 towards the pedal 70 and is designed to enclose the actuating rod 90.

[0146] A connecting groove 214 can be provided in an inner surface of the protective mounting section 211 where the mounting perimeter section 213 and the extension perimeter section 212 are connected, i.e. on an inside of a connecting area between the mounting perimeter section 213 and the extension perimeter section 212.

[0147] Due to the connecting groove 214, the thickness of the connection area between the mounting circumferential section 213 and the extension circumferential section 212 can be reduced compared to those of the mounting circumferential section 213 and the extension circumferential section 212.

[0148] During actuation of the pedal 70, the actuating rod 90 can tilt within a predetermined angular range relative to the auxiliary piston 120. Since the protective mounting section 211 has the connecting groove 214, which is thinner than other sections and is formed in the connection area between the mounting circumferential section 213 and the extension circumferential section 212, the vertical movement of the protective blocking section 215 during tilting of the actuating rod 90 can be facilitated.

[0149] Accordingly, since the vertical movement of the protective blocking section 215 can be carried out smoothly during the tilting of the actuating rod 90, it is prevented that the actuating rod 90 and the protective blocking section 215 are spaced apart from each other, thus blocking the ingress of foreign matter around the entire circumference of the actuating rod 90.

[0150] The connecting groove 214 can be formed continuously in a circumferential direction on the inner surface of the protective mounting section 211. Accordingly, the protective blocking section 215 can be allowed to move in any direction without being restricted to a specific direction.

[0151] The protective blocking section 215 is formed integrally with the protective mounting section 211 and extends in the direction of the actuating rod 90 in order to come into contact with the actuating rod 90.

[0152] The protective blocking section 215 can enclose the circumference of the actuating rod 90 and come into contact with the actuating rod 90, thereby preventing foreign substances, including dust, from entering the auxiliary piston 120 during the movement of the actuating rod 90.

[0153] The protection blocking section 215 can include connection blocking sections 216, 217 and 218 and a contact blocking section 219.

[0154] The connection blocking sections 216, 217 and 218 can comprise a first connection blocking section 216 connected to the protective mounting section 211, a second connection blocking section 217 connected to the first connection blocking section 216 and having a thickness greater than that of the first connection blocking section 216, and a third connection blocking section 218 connected to the second connection blocking section 217 and extending from the second connection blocking section 217 in the direction of the actuating rod 90.

[0155] The angle formed between the protective mounting section 211 and the protective blocking section 215 can be an acute angle. In the present embodiment, the protective mounting section 211 and the first connecting blocking section 216 are aligned at an acute angle to each other.

[0156] Since the protective blocking section 215 forms an acute angle (θ) instead of a right angle with respect to the protective mounting section 211, deformation of the protective blocking section 215 during tilting of the actuating rod 90 can be achieved more easily. Accordingly, the sliding movement of the actuating rod 90 can be made smoother, and since the protective blocking section 215 remains in constant contact with the actuating rod 90, it can be prevented that foreign substances, including dust, penetrate the auxiliary piston 120 during the movement of the actuating rod 90.

[0157] The contact blocking section 219 is in contact with the actuating rod 90. The contact blocking section 219 can extend from the third connecting blocking section 218 and have a length greater than the distance from one end of the third connecting blocking section 218 to the actuating rod 90. Accordingly, the contact blocking section 219 can remain in close contact with the actuating rod 90 even while the actuating rod 90 is tilted.

[0158] Both the second connecting blocking section 217 and the third connecting blocking section 218 can be thicker than the contact blocking section 219. Accordingly, the second connecting blocking section 217 and the third connecting blocking section 218 can stably support the contact blocking section 219, and the contact blocking section 219 can be more easily elastically deformed. As a result, the contact blocking section 219 can provide a uniform contact pressure along the circumference of the actuating rod 90, and the sliding movement of the actuating rod 90 can be made smoother.

[0159] The third connecting locking section 218 can be oriented perpendicular to the actuating rod 90. Accordingly, the third connecting locking section 218 can stably support the contact locking section 219, and elastic deformation upon contact with the actuating rod 90 can occur to a greater extent in the contact locking section 219 than in the third connecting locking section 218.

[0160] According to the present embodiment, by applying the sliding piston guard 210, close contact with the actuating rod 90 can be maintained even if the actuating rod 90 tilts due to the operation or oscillation of the pedal 70, thus preventing foreign matter from entering the auxiliary piston 120. Furthermore, even if the pedal 70 is designed to have a relatively long full stroke, no design restrictions are imposed, thereby improving design flexibility. Moreover, compared to a conventional bellows-type piston guard, the sliding piston guard 210 can reduce limitations regarding a fixed installation length and full stroke, and achieve a reduction in material costs through simplified shape and weight.

[0161] With reference to the Fig. In positions 1, 2, and 11 to 17, the damper 170 can be positioned between the stop 140 and the pedal simulator piston 130. The damper 170 can change its shape when the pedal simulator piston 130 is moved towards the stop 140 by pressing the pedal 70.

[0162] When the damper 170 changes its shape as a result of pressing the pedal 70, the vehicle's braking system 1 can provide a response force to the driver. When the pedal 70 is released from pressure, the damper 170 can provide a restoring force to return the pedal simulator piston 130 and other related components to their original positions.

[0163] In the present embodiment, only one damper 170 can be provided in the auxiliary master cylinder unit 100. Accordingly, the assembly effort and material costs of the auxiliary master cylinder unit 100 can be reduced, and the design flexibility improved.

[0164] The damper 170 can comprise a material that expands outwards when compressed by pressing the pedal simulator piston 130. The damper 170 can change its shape so that its length decreases and its radial width, i.e., its outer diameter, increases when compressed by pressing the pedal simulator piston 130. The damper 170 can contain a rubber material.

[0165] The damper 170 can comprise a damper body 171 and a damper projection 176.

[0166] The damper body 171 can be designed in a hollow, columnar shape. A through-hole 179, extending longitudinally along the damper body 171, can be provided in a central section of the damper body 171. Since the damper body 171 is designed in a columnar shape, its durability can be improved. The damper body 171 can also be designed in a substantially cylindrical shape.

[0167] The damper body 171 can comprise a first surface 173a facing the stop 140 and a second surface 173b forming a closed end (a right end based on Fig. 2) facing the pedal simulator piston 130. The damper body 171 can have a columnar shape extending from the first surface 173a towards the second surface 173b. A longitudinal direction of the damper body 171 can be the same as a longitudinal direction of the auxiliary cylinder body 110.

[0168] The damper projection 176 can be configured such that it protrudes from at least one of the first surfaces 173a or the second surface 173b of the damper body 171. In other words, the damper projection 176 can be formed only on the first surface 173a, only on the second surface 173b, or on both the first surface 173a and the second surface 173b.

[0169] A plurality of damper projections 176 can be arranged at regular rotational intervals on either the first surface 173a or the second surface 173b of the damper body 171. In the present embodiment, three damper projections 176 are arranged at 120-degree rotational intervals; however, the arrangement is not limited thereto, and, for example, two damper projections can be arranged at 180-degree intervals or four damper projections at 90-degree intervals. The projection heights of the plurality of damper projections 176 can be the same.

[0170] Since the damper 170 includes the damper projection 176 in addition to the damper body 171, a turning point of the pedal reaction force can be controlled in a greater variety of ways.

[0171] The damper projection 176 can be configured in a shape in which a cross-sectional area decreases in a direction away from the damper body 171. In the present embodiment, the damper projection 176 is configured in a substantially conical shape.

[0172] Since the damper projection 176 has a smaller cross-sectional area towards a front end therein than at a section connected to the damper body 171, the force required to deform the damper projection 176 by compression increases as the deformation progresses from an initial stage.

[0173] The damper body 171 can comprise a plurality of damper ribs 172 projecting outwards from an outer circumferential surface 171a. The plurality of damper ribs 172 can be arranged such that they are spaced apart from one another.

[0174] The majority of damper ribs 172 can be arranged on the damper body 171 at regular rotational intervals. In the present embodiment, six damper ribs 172 are arranged at 60-degree rotational intervals; however, the arrangement is not limited thereto, and, for example, three damper ribs 172 can be arranged at 120-degree intervals or four damper ribs 172 at 90-degree intervals. The projection heights of the majority of damper ribs 172 can be the same.

[0175] Since the damper 170 can include the damper ribs 172 in addition to the column-shaped damper body 171, the turning point of the pedal reaction force can be controlled in even more diverse ways.

[0176] Each of the damper ribs 172 can include a protruding rib section 172a and inclined rib sections 172b.

[0177] The protruding rib section 172a can be positioned in a central longitudinal section on the outer circumferential surface 171a of the damper body 171, and the inclined rib sections 172b can each be connected to opposite longitudinal ends of the protruding rib section 172a.

[0178] Each of the inclined rib sections 172b can be configured such that its height, projecting from the outer circumferential surface 171a of the damper body 171, decreases in a direction away from the projecting rib section 172a. The inclined rib section 172b can comprise an inclined surface that may have a flat shape or a gently curved shape with curvature.

[0179] Since the damper rib 172 of the damper 170 is divided into the protruding rib section 172a and the inclined rib sections 172b, the turning point of the pedal reaction force can be controlled in even more diverse ways.

[0180] Deformation states of the damper 170 according to an embodiment of the present disclosure due to the stop 140 and the pedal simulator piston 130 are described below with reference to the Fig. 16 and Fig. 17 described.

[0181] When the driver depresses pedal 70, the actuating rod 90 and the auxiliary piston 120 can be moved forward (to the left based on) by pressing pedal 70. Fig. 2) are moved, and the pedal simulator piston 130 can also move forward. Accordingly, the damper 170, which is located between the stop 140 and the pedal simulator piston 130, begins to be pressed by the pedal simulator piston 130.

[0182] In state A, the damper projection 176, which is formed on at least one of the first surface 173a or the second surface 173b of the damper body 171, comes into contact with a corresponding projection of the stop 140 or the pedal simulator piston 130. In the present embodiment, the damper projections 176, which are formed on both the first surface 173a and the second surface 173b of the damper body 171, come into contact with the stop 140 or the pedal simulator piston 130, respectively.

[0183] In state B, the damper projections 176 are significantly compressed by the stop 140 and the pedal simulator piston 130. Furthermore, sections of the first surface 173a and the second surface 173b of the damper body 171, on which the damper projections 176 are not formed, come into contact with the stop 140 and the pedal simulator piston 130.

[0184] In state C, essentially the entire area of ​​the sections of the first surface 173a and the second surface 173b on which the damper projections 176 are not formed comes into contact with the stop 140 and the pedal simulator piston 130. Furthermore, the projecting rib section 172a of each of the damper ribs 172 comes into contact with the inner diameter section of the pedal simulator piston 130.

[0185] In state D, essentially the entire area of ​​the projecting rib section 172a comes into contact with the inner diameter section of the pedal simulator piston 130. Furthermore, the outer circumferential surface 171a of the damper body 171, on which the projecting rib sections 172a are not formed, comes into contact with the inner diameter section of the pedal simulator piston 130.

[0186] In state E, in which the pedal 70 is in a full stroke state, essentially the entire area of ​​the outer circumferential surface 171a of the damper body 171, on which the protruding rib sections 172a are not formed, comes into contact with the inner diameter section of the pedal simulator piston 130.

[0187] During the transition from state A to state E, the length of the damper 170 gradually decreases in a longitudinal direction.

[0188] The designations A to E in Fig. Figure 16 schematically illustrates the shape of the damper 170 in states A to E, and the designations A to E in Fig. Figure 17 represents the correlation between distance and force in states A to E. Fig. 17 represents the path, the stroke of pedal 70 by the rider, and the force represents the reaction force of pedal 70.

[0189] Since the damper 170 comprises the damper projection 176 and the damper rib 172 in addition to the cylindrical damper body 171, the turning point of the pedal reaction force can be controlled at a plurality of points, such as the designations A to E, and an increase in the pedal reaction force can be adjusted to be smooth, so that the pedal feel can be improved.

[0190] According to the present disclosure, it is possible to prevent foreign substances from entering an auxiliary flask.

[0191] According to the present disclosure, an up and down movement of a piston guard can be facilitated if the actuating rod is inclined, thereby improving the sealing performance and the sliding ability of the actuating rod.

[0192] According to the present disclosure, even when a pedal is designed to have a relatively long full stroke, no design restrictions are imposed, thereby improving design flexibility. Furthermore, a sliding-type piston guard according to the present disclosure can reduce restrictions regarding a fixed installation length and full stroke compared to a conventional bellows-type piston guard, and achieve a reduction in material costs by simplifying the shape and reducing the weight.

[0193] According to the present disclosure, it is possible to suppress dry friction between the auxiliary piston and a sealing sleeve. Accordingly, the occurrence of a stick-slip effect and sliding noise can be suppressed, and an inconsistent pedal feel can be reduced.

[0194] Although exemplary embodiments of the disclosure have been disclosed for illustrative purposes, those skilled in the art will appreciate that various modifications, additions, and substitutions are possible without departing from the scope of protection and the spirit of the disclosure as defined in the accompanying claims. Therefore, the true technical scope of protection of the disclosure should be defined by the following claims. QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] KR 10-2021-0064367

[0006]

Claims

[1] Braking system for vehicles, comprising: a pedal designed to receive a pressure input from a user; a ball joint connected to the pedal; an actuating rod coupled to the ball head and designed to move when the pedal is pressed down; an auxiliary piston designed to move within an auxiliary cylinder body in accordance with the movement of the actuating rod; a mounting housing that encloses the auxiliary piston; and a piston guard which is mounted on the mounting housing and extends towards the actuating rod, wherein the piston guard touches the actuating rod so that foreign substances are prevented from entering the auxiliary piston. [2] Brake system for vehicles according to claim 1, wherein the piston guard comprises: a protective mounting section that is mounted to the mounting housing; and a protective blocking section formed integrally with the protective mounting section and extending in the direction of the actuating rod, wherein the protective blocking section touches the actuating rod. [3] Braking system for vehicles according to claim 2, wherein the protective mounting section comprises: a mounting circumference section that encloses the mounting housing; and an extension circumference section that extends from the mounting circumference section towards the pedal and encloses the actuating rod, wherein a connecting groove is formed in an inner surface of the protective mounting section, to which the mounting circumferential section and the extension circumferential section are connected. [4] Braking system for vehicles according to claim 3, wherein the connecting groove is continuously formed in a circumferential direction on the inner surface of the protective mounting section. [5] Braking system for vehicles according to any one of claims 2 to 4, wherein an angle formed between the guard mounting section and the guard blocking section is an acute angle. [6] Braking system for vehicles according to any one of claims 2 to 5, wherein the protective blocking section comprises: a connection blocking section coupled to the protective mounting section; and a contact blocking section extending from the connecting blocking section and having a length greater than a distance from one end of the connecting blocking section to the actuating rod, wherein the contact blocking section touches the actuating rod. [7] Braking system for vehicles according to claim 6, wherein the thickness of the connection blocking section is greater than the thickness of the contact blocking section. [8] Brake system for vehicles according to any one of claims 1 to 7, wherein the piston guard contains a rubber material. [9] Braking system for vehicles, comprising: an auxiliary cylinder body; an auxiliary piston which is arranged in the auxiliary cylinder body and is designed to be movable when a pedal is pressed down; a pedal simulator piston that is movably provided in the auxiliary cylinder body and is spaced apart from the auxiliary piston; a first auxiliary chamber defined by the auxiliary piston and the pedal simulator piston in the auxiliary cylinder body and designed to store brake fluid; a stop that is located in the auxiliary cylinder body and is designed to restrict the movement of the pedal simulator piston; a second auxiliary chamber defined by the stop and the pedal simulator piston in the auxiliary cylinder body and spaced apart from the first auxiliary chamber, the second auxiliary chamber being configured to store brake fluid; a first sealing sleeve arranged on an inner wall of the auxiliary cylinder body and configured to contact the auxiliary piston, the first sealing sleeve being spaced apart from a first port connected to a reservoir in the direction of the pedal; and a grease pocket which is spaced from the first sealing sleeve in the direction of the pedal, wherein the grease pocket is formed in the form of a recessed groove and is designed to be filled with grease. [10] Brake system for vehicles according to claim 9, wherein the grease pocket is formed in a circumferential direction along the inner wall of the auxiliary cylinder body. [11] Brake system for vehicles according to claim 9 or 10, wherein the first sealing sleeve comprises a filling groove in its inner surface which comes into contact with the auxiliary piston, wherein the filling groove is designed to be filled with grease. [12] Brake system for vehicles according to claim 11, wherein the filling groove is formed along a circumferential direction in the inner surface of the first sealing sleeve. [13] Brake system for vehicles according to claim 12, wherein the filling groove comprises a plurality of filling grooves formed in the inner surface of the first sealing sleeve. [14] Brake system for vehicles according to claim 13, wherein the plurality of filling grooves are arranged at regular intervals on the inner surface of the first sealing sleeve.

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