Braking system for vehicles

Abstract

Vehicle braking system, comprehensive: a spare cylinder body; a reserve piston which is located in the reserve cylinder body and is designed to be movable by pressing a pedal; a pedal simulator piston that is movably provided in the reserve cylinder body and is spaced apart from the reserve piston; a first reserve chamber, defined in the reserve cylinder body by the reserve piston and the pedal simulator piston, and designed to store brake fluid; a first spring which is arranged in the first reserve chamber and is designed to elastically support the reserve piston and the pedal simulator piston; a stop located in the reserve cylinder body and designed to restrict movement of the pedal simulator piston; and a damper that is positioned between the stop and the pedal simulator piston and is designed to deform in response to the movement of the pedal simulator piston in the direction of the stop.

Description

Background area

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

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

[0003] A ball screw drive is used in an electric braking system to convert the rotary motion of the motor into linear motion. The ball screw drive comprises a screw shaft that receives the motor's torque and rotates around an axis, a nut connected to the screw shaft via balls and movable axially to the screw shaft, and a piston connected to the nut and configured to pressurize a working fluid in the cylinder.

[0004] Since the prior art design provides for two pedal simulator dampers, the design flexibility of the pedal simulator, including the pedal simulator piston, is limited, and various design constraints arise from a secondary damper between the piston and a stop. In particular, the generation of shear forces during compression results in insufficient durability of the secondary damper.

[0005] The technical background of the present disclosure is disclosed in Korean patent disclosure no. 10-2021-0064367 (published on June 2, 2021, entitled “Hydraulic unit for hydraulic vehicle braking system”). Summary

[0006] Various designs aim to provide a braking system for vehicles that includes a damper, enabling improved durability and increased design flexibility.

[0007] Various embodiments aim to provide a braking system for vehicles that is capable of controlling a turning point of the pedal reaction force in a variety of ways by using a damper protrusion, a damper rib or the like.

[0008] A braking system for vehicles according to an embodiment of the present disclosure may comprise the following: a reserve cylinder body; a reserve piston arranged in the reserve cylinder body and configured to be movable by pressing a pedal; a pedal simulator piston movably arranged in the reserve cylinder body and spaced apart from the reserve piston; a first reserve chamber defined in the reserve cylinder body by the reserve piston and the pedal simulator piston and configured to store brake fluid; a first spring arranged in the first reserve chamber and configured to elastically support the reserve piston and the pedal simulator piston; a stop arranged in the reserve cylinder body and configured to restrict movement of the pedal simulator piston;and a damper arranged between the stop and the pedal simulator piston, designed to deform in response to the movement of the pedal simulator piston towards the stop.

[0009] In one embodiment, the damper may comprise: a damper body formed in a hollow column shape; and a damper projection formed such that it projects from at least one of a first surface of the damper body facing the stop and a second surface of the damper body facing the pedal simulator piston.

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

[0011] The damper protrusion can comprise a plurality of damper protrusions arranged at regular rotational intervals on the first surface or the second surface of the damper body.

[0012] The damper body can comprise a plurality of damper ribs designed to project outwards from an outer circumferential surface of the damper body, the plurality of damper ribs being arranged to be spaced apart from one another.

[0013] The majority of the damper ribs can be arranged at regular rotational intervals on the outer circumferential surface of the damper body.

[0014] Each of the plurality of damper ribs may comprise: a protruding rib section positioned in a longitudinal central section of the damper body; and inclined rib sections each connected to opposite ends of the protruding rib section, each of the inclined rib sections being designed such that its height projecting from the damper body decreases in a direction away from the protruding rib section.

[0015] Each of the inclined rib sections can encompass an inclined surface.

[0016] The damper can be deformed in such a way that the length of the damper decreases and the radial width of the damper increases in response to the pedal simulator piston moving towards the stop and pressing on the damper.

[0017] A single damper may be provided in the spare cylinder body. Brief description of the drawings Fig. Figure 1 is a hydraulic circuit diagram showing a braking system for vehicles according to an embodiment of the present disclosure. Fig. Figure 2 is a sectional view showing a reserve master cylinder unit according to an embodiment of the present disclosure. Fig. Figure 3 is an enlarged view of section A of Fig. 2. Fig. Figure 4 is a perspective view showing a first sealing sleeve according to an embodiment of the present disclosure. Fig. Figure 5 is a sectional view showing the first sealing sleeve according to an embodiment of the present disclosure. Fig. Figure 6 is a perspective sectional view showing the first sealing sleeve according to an embodiment of the present disclosure. Fig. Figure 7 is an enlarged view of section B of Fig. 2. Fig. Figure 8 is a perspective exploded view, showing section B of Fig. 2 shows. Fig. Figure 9 is a view showing a surrounding 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 showing a damper according to an embodiment of the present disclosure. Fig. Figure 12 is a front view showing the damper according to one embodiment of the present disclosure. Fig. Figure 13 is a sectional view along line BB from Fig. 11. Fig. 14 is a sectional view along line CC of Fig. 11. Fig. Figure 15 is a sectional view along line DD from Fig. 11. Fig. Figure 16 is a view showing 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. Figure 17 is a force-displacement diagram that shows the forces in Fig. The 16 states shown are A to E. Detailed description

[0018] 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 thickness or the size of components may be exaggerated for clarity. Furthermore, the terms used herein are defined in consideration of the functions of the present disclosure and may be modified according to user or operator requirements. Therefore, the definitions of terms should be consistent with the disclosures set forth herein.

[0019] Fig. Figure 1 is a hydraulic circuit diagram showing a braking system for vehicles according to an embodiment of the present disclosure. Fig. Figure 2 is a sectional view showing a reserve master cylinder unit according to an embodiment of the present disclosure. Fig. Figure 3 is an enlarged view of section A of Fig. 2. Fig. Figure 4 is a perspective view showing a first sealing sleeve according to an embodiment of the present disclosure. Fig. Figure 5 is a sectional view showing the first sealing sleeve according to an embodiment of the present disclosure. Fig. Figure 6 is a perspective sectional view showing the first sealing sleeve according to an embodiment of the present disclosure. Fig. Figure 7 is an enlarged view of section B of Fig. 2. Fig. Figure 8 is a perspective exploded view, showing section B of Fig. 2 shows. Fig. Figure 9 is a view showing a surrounding section of a piston guard according to an embodiment of the present disclosure. Fig. 10 is an enlarged view of section C of Fig. 9. Fig. Figure 11 is a perspective view showing a damper according to an embodiment of the present disclosure. Fig. Figure 12 is a front view of the damper according to an embodiment of the present disclosure. Fig. 13 is a sectional view along a line BB of Fig. 11. Fig. 14 is a section view along a line CC of Fig. 11. Fig. 15 is a sectional view along a line DD of Fig. 11. Fig. Figure 16 is a view showing the 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. Figure 17 is a force-displacement diagram that shows the forces in Fig. The 16 states shown are A to E.

[0020] With reference to Fig. 1 and Fig. 2. A brake system 1 for vehicles according to an embodiment of the present disclosure may comprise a reservoir 10, a reserve 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.

[0021] 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 reserve master cylinder unit 100 to supply brake fluid to the reserve master cylinder unit 100.

[0022] The brake fluid exiting the reservoir 10 can flow to and be supplied to a plurality of wheel cylinders 40, thereby achieving the required braking force. The reservoir 10 is connected to the wheel cylinders 40 to recover the brake fluid.

[0023] The reserve master cylinder unit 100 is arranged between the reservoir 10 and the wheel cylinders 40. The reserve master cylinder unit 100 is connected to the reservoir 10 and can generate hydraulic pressure when the pedal 70 is pressed. The reserve master cylinder unit 100 can include the pedal 70, a pedal stroke sensor 71, an actuating rod 90, and a reserve cylinder body 110.

[0024] The pedal 70 is a component used by the driver to brake. The pedal stroke sensor 71, attached to the pedal 70, detects the pedal stroke. When the pedal 70 is pressed, the actuating rod 90 can engage and pressurize the interior of the reserve cylinder body 110.

[0025] The reserve cylinder body 110 can include a first reserve chamber 160 and a second reserve chamber 165, each storing brake fluid. The first reserve chamber 160 and the second reserve chamber 165 are not connected to each other.

[0026] Through an open end of the first reserve chamber 160 (a right end based on Fig. 2) the actuating rod 90 and a reserve piston 120 connected to one end of the actuating rod 90 (a left end based on Fig. 2) be inserted into the reserve cylinder body 110.

[0027] When the user, i.e., the driver, depresses pedal 70, i.e., steps on pedal 70, the actuating rod 90 and the reserve piston 120 in the first reserve chamber 160 can move forward (to the left based on Fig. 2) move and thus pressurize the brake fluid.

[0028] If the first reserve chamber 160 is pressurized, the brake fluid in the second reserve chamber 165 may also be pressurized. A stop 140 may be located at one end of the second reserve chamber 165 (a left end based on Fig. 2) be arranged, and the movement of a pedal simulator piston 130 installed in the second reserve chamber 165 can be restricted to provide the driver with a pedal feel.

[0029] A first reserve flow path 15 is connected at one end to the first reservoir section 11 and at the other end to the first reserve chamber 160. The brake fluid drained from the first reservoir section 11 can be supplied to the first reserve chamber 160 via the first reserve flow path 15.

[0030] A second reserve flow path 16 is connected at one end to the second reservoir section 12 and at the other end to the second reserve chamber 165. The brake fluid drained from the second reservoir section 12 can be supplied to the second reserve chamber 165 via the second reserve flow path 16.

[0031] A first reserve valve 16a can be arranged in the second reserve flow path 16. The first reserve valve 16a can be normally closed and remain closed in a de-energized state. More precisely, the first reserve valve 16a can block the brake fluid flow from the second reserve chamber 165 to the second reservoir section 12.

[0032] 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 the motor M and thus generates the required braking force. A plurality of main chambers in which the brake fluid is stored can be provided within the primary master cylinder unit 30.

[0033] The primary master cylinder unit 30 can be connected to the majority of wheel cylinders 40 and can supply the wheel cylinders 40 with brake fluid. The wheel cylinders 40, to which the brake fluid is supplied, can impart braking force to the vehicle wheels.

[0034] 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.

[0035] The third reserve flow path 17 is connected at one end to the second reservoir section 12 and at the other end to the main flow path 14. The flow of brake fluid discharged from the second reservoir section 12 can be controlled by a control valve 14a.

[0036] At least one check valve can be arranged in the third reserve flow path 17. The check valve can prevent the brake fluid from flowing back from the main chambers of the primary master cylinder unit 30 to the second reservoir section 12.

[0037] The fourth reserve flow path 18 can be connected at one end to a point on a first recovery flow path 41 and at the other end to the main chambers of the primary master cylinder unit 30. The first recovery flow path 41 is connected to the first reservoir section 11. Accordingly, the brake fluid discharged from the wheel cylinders 40 can be returned to the reservoir 10.

[0038] At least one check valve can be arranged on the fourth reserve flow path 18. The check valve can prevent the brake fluid from flowing back from the main chambers of the primary master cylinder unit 30 to the first recovery flow path 41.

[0039] The second recovery flow path 42 is connected to the second reservoir section 12. Therefore, the brake fluid discharged from the wheel cylinders 40 can be returned to the reservoir 10.

[0040] The fifth reserve flow path 19 can be connected at one end to a point on the second reserve flow path 16 and at the other end to a point on the main flow path 14. A second reserve valve 19a can be arranged on the fifth reserve flow path 19. The second reserve valve 19a can be of a normally open type.

[0041] The main flow path 14 can be connected to the primary master cylinder unit 30. The brake fluid supplied by 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.

[0042] 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 when de-energized.

[0043] The first flow path 50 connects the reserve 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 reserve chamber 160 and at the other end to a first main chamber (reference omitted) of the primary master cylinder unit 30.

[0044] A hydraulic pressure sensor 51 can be provided in the first flow path 50. The hydraulic pressure sensor 51 can be arranged in the first flow path 50 between the first reserve chamber 160 and the first valve 55. The hydraulic pressure sensor 51 can detect the hydraulic pressure of the brake fluid generated by the reserve master cylinder unit 100.

[0045] The first valve 55 can be located in the first flow path 50 and control the flow of brake fluid. The first valve 55 can be of a normally open type.

[0046] The second flow path 60 can be connected to the primary master cylinder unit 30. The brake fluid supplied by 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.

[0047] The second valve 65 can be located in the second flow path 60 and controls the brake fluid flow. It is positioned at a point within the second flow path 60 to open and close it. The second valve 65 can be of a normally open type. Accordingly, when de-energized, the second valve 65 is open. When the second valve 65 is closed, the flow of brake fluid through the second flow path 60 can be blocked.

[0048] A control unit (not shown) can control the operation of the first valve 55 and the first reserve valve 16a. When the driver presses the pedal 70, the control unit can generate a pedal feel corresponding to the pedal pressure by controlling the first valve 55 and the first reserve valve 16a. Accordingly, the pedal response force can be simulated as described in this disclosure.

[0049] If the braking system is functioning normally and the pedal 70 is pressed while driving, the primary master cylinder unit 30 can be driven depending on the pedal pressure level detected by the reserve master cylinder unit 100. The brake fluid pressurized by the primary master cylinder unit 30 is supplied to the wheel cylinders 40, thus braking the vehicle.

[0050] The first valve 55 can be a normally open valve. If the brake system is functioning normally, the first valve 55 can be energized to block the brake fluid flow from the first flow path 50 to the second flow path 60.

[0051] If the braking system malfunctions, no current is supplied to the first valve 55, thereby opening the flow path and connecting the first flow path 50 to the second flow path 60. In this state, if the pedal 70 is depressed while the vehicle is in motion, the brake fluid, pressurized by the reserve 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, thus braking the vehicle.

[0052] With reference to Fig. 1, Fig. 2 to Fig. 3. According to one embodiment of the present disclosure, the reserve master cylinder unit 100 may comprise the reserve cylinder body 110, the reserve piston 120, the pedal simulator piston 130, the stop 140, the first reserve chamber 160 and the second reserve chamber 165.

[0053] The reserve piston 120 is arranged in the reserve cylinder body 110 and can move forward or backward (left or right) depending on the actuation of the pedal 70. Fig. 2) in the reserve cylinder body 110. When the driver presses the pedal 70, the reserve piston 120 moves forward (to the left based on) in the reserve cylinder body 110. Fig. 2).

[0054] The pedal simulator piston 130 is movable forwards or backwards inside the reserve cylinder body 110 and can be arranged at a distance from the reserve piston 120. In conjunction with the forward movement of the reserve piston 120, the pedal simulator piston 130 can also move forwards.

[0055] The stop 140 can be located inside the spare cylinder body 110 and can limit 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.

[0056] The first reserve chamber 160 is defined inside the reserve cylinder body 110 by an inner wall of the reserve cylinder body 110, the reserve piston 120, and the pedal simulator piston 130. The first reserve chamber 160 can store the brake fluid supplied from the first reservoir section 11.

[0057] The second reserve chamber 165 is defined inside the reserve cylinder body 110 by the inner wall of the reserve cylinder body 110, the stop 140, and the pedal simulator piston 130. The second reserve chamber 165 can store the brake fluid supplied from the second reservoir section 12.

[0058] The reserve master cylinder unit 100 according to an embodiment of the present disclosure can comprise a first spring 150 and a second spring 155.

[0059] The first spring 150 can be arranged in the first reserve chamber 160 and can elastically support the reserve piston 120 and the pedal simulator piston 130.

[0060] A first page (a right-hand page based on Fig. 2) The first spring 150 is connected to or supported by the reserve 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 reserve piston 120. When the pedal 70 is released, the reserve piston 120 can return to its initial position by the elastic restoring force of the first spring 150.

[0061] The second spring 155 is located in the second reserve chamber 165. The second spring 155 can be located between the stop 140 and the pedal simulator piston 130 and can elastically support the pedal simulator piston 130.

[0062] 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 initial position by the elastic restoring force of the second spring 155.

[0063] The pedal simulator piston 130 can comprise a pedal simulator piston body 131 and a piston extension 132.

[0064] The pedal simulator piston body 131 has a column shape, which on a first side (the right side based on Fig. 2) closed and on a second side (the 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 can be used.

[0065] The pedal simulator piston body 131 can encompass a space in which the damper 170 can be arranged. The damper 170 is enclosed by the pedal simulator piston body 131 and the stop 140.

[0066] The first spring 150, the second spring 155 and the damper 170 allow a predetermined reaction force to be provided to the driver when the pedal 70 is pressed, and a restoring force to the pedal 70 can be provided when the pedal 70 is released.

[0067] 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 shaped to enclose the stop 140. The pedal simulator piston extension 132 can be formed integrally with the pedal simulator piston body 131.

[0068] 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.

[0069] 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.

[0070] The inner diameter section 132a of the pedal simulator piston extension 132 can include a stepped seat section 1321 and a first section 1322 with an enlarged diameter.

[0071] The stepped seat section 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 internal volume larger than the pedal simulator piston body 131 by the length of the stepped seat section 1321. The second spring 155 sits on the stepped seat section 1321.

[0072] The first section with increased diameter 1322 is connected to the stepped seat section 1321 and encloses the second spring 155. The first section with increased diameter 1322 has a larger inner diameter than the inner diameter section 131a of the pedal simulator piston body 131.

[0073] Since the second spring 155 is positioned on the inner diameter section 132a of the pedal simulator piston extension 132, in other words, since the pedal simulator piston extension 132 surrounds the second spring 155, the movement of the second spring 155 can be restricted when the pedal simulator piston extension 132 compresses the second spring 155.

[0074] The inner diameter section 132a of the pedal simulator piston extension 132 can include a second section 1324 with an enlarged diameter. The second section 1324 with an enlarged diameter has a larger inner diameter than the first section 1322 with an enlarged diameter and encloses the second spring 155.

[0075] Even if the second spring 155 buckles when compressed, especially if it buckles outwards (upwards based on Fig. 3) The second spring 155 does not come into contact with the second section with increased diameter 1324, since the second section with increased diameter 1324 is positioned further out than the first section with increased diameter 1322. Accordingly, it is prevented that the second spring 155 collides with the pedal simulator piston 130 when compressed, thus avoiding operational losses.

[0076] 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 section with increased diameter 1322 and the second section with increased diameter 1324, gradually increasing its inner diameter from the first section with increased diameter 1322 to the second section with increased diameter 1324. The transition section 1323 can be formed in the form of an inclined surface.

[0077] Since the inner diameter of section 132a of the pedal simulator piston extension 132 gradually increases from the first section 1322 with enlarged diameter to the second section 1324 with enlarged diameter through the transition section 1323, damage to the second spring 155 can be prevented, even if the second spring 155 comes into contact with the inner diameter section 132a of the pedal simulator piston extension 132 due to buckling deformation.

[0078] The stop 140 can comprise a stop body 141 and a stop projection 142.

[0079] The stop body 141 has a columnar shape that extends longitudinally along the spare 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.

[0080] The stop body 141 can be arranged inside the second spring 155. That is, the stop body 141 is enclosed by the second spring 155.

[0081] 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. A section 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.

[0082] The stop projection 142 can comprise a stepped stop section 1421 and a first stop projection 1422.

[0083] The stepped stop section 1421 is connected to the stop body 141. The first stop projection 1422 can provide an interior space by a certain amount, by which the stepped stop section 1421 extends outwards. The second spring 155 sits on the stepped stop section 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.

[0084] The first stop projection 1422 is connected to the stepped stop section 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.

[0085] Since the second spring 155 is arranged on an inner diameter section of the first stop projection 1422, in other words, since the first stop projection 1422 surrounds the second spring 155, the movement of the second spring 155 can be restricted when the second spring 155 is compressed by the first stop projection 1422.

[0086] 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.

[0087] Even if the second spring 155 buckles when compressed, in particular if it buckles outwards (upwards relative to Fig. 3) 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, it is prevented that the second spring 155 collides with the stop projection 142 when compressed, thus avoiding operational losses.

[0088] The stop projection 142 can have 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 its inner diameter from the first stop projection 1422 to the second stop projection 1424. The stop transition section 1423 can be formed in a shape with an inclined surface.

[0089] Since the inner diameter of a section of the stop projection 142 gradually increases from the first stop projection 1422 to the second stop projection 1424 through the stop transition section 1423, damage to the second spring 155 can be prevented, even if the second spring 155 comes into contact with the inner diameter section of the stop projection 142 due to buckling deformation.

[0090] The interference-prevention recess 1411 can be formed in an outer circumferential surface of the stop body 141 and can be arranged in an area enclosed by the second spring 155. Since the interference-prevention recess 1411 is recessed inwards into 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.

[0091] Even if the second spring 155 buckles when compressed, especially if it buckles inwards (downwards based on Fig. 3) The area of ​​the stop body 141 in which the interference-prevention recess 1411 is formed is located further away from the second spring 155 compared to 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 can be prevented when the second spring 155 is compressed, thus avoiding operational losses.

[0092] The second spring 155 can be seated either on the stepped seat section 1321 of the pedal simulator piston extension 132 or on the stepped stop section 1421 of the stop projection 142. The stepped seat section 1321 and the stepped stop section 1421 can be arranged such that they face each other in a longitudinal direction of the reserve cylinder body 110.

[0093] Since the second spring 155 is surrounded by the pedal simulator piston extension 132, a section with maximum outer diameter of the pedal simulator piston extension 132 can be positioned closer to the inner wall of the reserve cylinder body 110 than a section with maximum outer diameter of the second spring 155.

[0094] Since the second spring 155 is located inside and not outside the pedal simulator piston 130, not only the inner diameter but also the outer diameter of the spare cylinder body 110 can be reduced. This allows the overall size of the vehicle brake system to be reduced, thus reducing its weight.

[0095] With reference to Fig. In one embodiment of the present disclosure, the brake system 1 for vehicles can comprise a plurality of sealing sleeves on the inner wall of the spare 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.

[0096] 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 reserve flow path 15. The first reserve flow path 15 can be connected at one end to the first reservoir section 11 and at the other end to the first port 111. Based on the first port 111, the first sealing sleeve 181 can be arranged on a side facing the pedal 70, and the second sealing sleeve 182 can be arranged on a side opposite the pedal 70, that is, on a side facing the stop 140.

[0097] The first sealing sleeve 181 and the second sealing sleeve 182 can be in contact with the reserve piston 120. Accordingly, the first sealing sleeve 181 can prevent brake fluid from escaping to the outside in the first reserve chamber 160, and the second sealing sleeve 182 can help to generate brake fluid pressure in the first reserve chamber 160.

[0098] 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.

[0099] The grease pocket 185 can be arranged such that it is spaced apart 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 arranged successively in increasing proximity to the pedal 70.

[0100] The grease pocket 185 can be formed in the form of a recessed groove so that lubricating grease can be filled into it. The grease pocket 185 can be formed circumferentially along the inner wall of the spare cylinder body 110.

[0101] When grease is applied to the grease pocket 185, the grease filled into the grease pocket 185 can form a lubricating film on an outer circumferential surface of the spare piston 120 during assembly or operation. Accordingly, when the spare piston 120 passes through the first sealing sleeve 181, the occurrence of dry friction between the spare piston 120 and the first sealing sleeve 181 can be suppressed.

[0102] The grease pocket 185 can be formed continuously in the circumferential direction along the inner wall of the spare cylinder body 110. Accordingly, a lubricating film can be formed uniformly along the outer circumferential surface of the spare piston 120.

[0103] Since wet friction occurs between the reserve piston 120 and the first sealing sleeve 181 due to the grease supplied through the grease pocket 185, friction noises caused by the contact between the reserve piston 120 and the first sealing sleeve 181 during pressing and releasing the pedal 70 can be reduced and an uneven pedal feel can be mitigated.

[0104] The first sealing sleeve 181 can have a cross-sectional shape that is approximately a C-shape, a V-shape or a U-shape.

[0105] The first sealing sleeve 181 can have a filling groove 181a on an inner surface that comes into contact with the reserve piston 120, the filling groove 181a being able to be filled with grease.

[0106] Grease filled into grease pocket 185 can be supplied to the reserve piston 120 when the reserve piston 120 passes through grease pocket 185 during assembly or operation. When the reserve 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 reserve piston 120 can flow into the filling groove 181a of the first sealing sleeve 181.

[0107] The grease filled into the grease pocket 185 can enter the filling groove 181a of the first sealing sleeve 181 through the movement of the reserve piston 120, and the grease supplied in the manner described above can further suppress the occurrence of dry friction between the reserve piston 120 and the first sealing sleeve 181.

[0108] The filling groove 181a can be formed circumferentially on the inner surface of the first sealing sleeve 181 and can be in a complete circular shape. This allows a uniform lubricating film to be formed along the outer circumferential surface of the reserve piston 120.

[0109] Since wet friction occurs between the reserve 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 the contact between the reserve piston 120 and the first sealing sleeve 181 during actuation of the pedal 70 can be reduced and an uneven pedal feel can be mitigated.

[0110] A plurality of filling grooves 181a can be formed in the inner surface of the first sealing sleeve 181. Since the lubricating grease introduced into the first sealing sleeve 181 can be retained in sufficient quantity by the plurality of filling grooves 181a, the lubricating film formed on the reserve piston 120 is maintained for a longer period of time.

[0111] 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 reserve piston 120 without concentrating in any particular area.

[0112] 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 reserve flow path 16. Based on the second port 116, the third sealing sleeve 183 can be arranged on a side facing the pedal 70, and the fourth sealing sleeve 184 can be arranged on a side opposite the pedal 70, that is, on a side facing the stop 140.

[0113] 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 reserve chamber 160 and to generating brake fluid pressure in the first reserve chamber 160. The fourth sealing sleeve 184 can contribute to generating brake fluid pressure in the second reserve chamber 165.

[0114] The reserve cylinder body 110 can include a third port 112 connecting the first flow path 50 to the first reserve chamber 160, and a fourth port 117 connecting the fifth reserve flow path 19 to the second reserve chamber 165.

[0115] With reference to 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.

[0116] The ball joint component 80 can be connected to the pedal 70 and can have a bushing recess 85. The ball joint component 80 can be connected directly or indirectly to the pedal 70.

[0117] The actuating rod 90 can be inserted into the bushing recess 85 and connected 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 work in conjunction with the depressing of the pedal 70 to push the reserve piston 120. The depressed reserve piston 120 can move forward (to the left based on Fig. 2) and thus pressurize the brake fluid in the first reserve chamber 160.

[0118] When an external force applied to the pedal 70 is removed, the reserve 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.

[0119] The ball head component 80 can comprise a ball head 81 and a bushing 82.

[0120] The ball joint 81 can be connected directly or indirectly to the pedal 70. The bushing 82 can be connected to the ball joint 81 and have a bushing recess 85 into which the actuating rod 90 can be inserted. The bushing 82 can be formed integrally with the ball joint 81.

[0121] The actuating rod 90 can comprise a rod body 91 and a rod projection 92.

[0122] The rod body 91 can be coupled to the reserve piston 120. The rod body 91 can be inserted into the reserve piston 120 and can depress the reserve piston 120 when the pedal 70 is pressed.

[0123] The rod projection 92 is coupled to the rod body 91 and extends towards the side opposite the reserve piston 120, i.e., towards the pedal 70. The rod projection 92 can be inserted into the bushing recess 85.

[0124] The actuating rod 90 can have 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.

[0125] The depth from one end 83 of the bushing 82 to a bottom surface 85a of the bushing 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.

[0126] The stepped rod section 93 can serve as a positioning surface when the actuating rod 90 is inserted into the bushing recess 85.

[0127] During the coupling of the ball head component 80 and the actuating rod 90, the rod projection 92 can be inserted into the bushing recess 85 until the stepped rod section 93 comes into contact with the end 83 of the bushing 82.

[0128] As soon as the stepped section 93 of the rod contacts the end 83 of the bushing 82, further insertion of the rod projection 92 into the bushing recess 85 is blocked. In other words, the position of the ball-head component 80 on the actuating rod 90 is fixed as soon as the end 83 of the bushing 82 contacts the stepped section 93 of the rod. This action allows a worker to verify that the actuating rod 90 is fully coupled to the ball-head component 80.

[0129] When the actuating rod 90 is inserted into the bushing recess 85 and the coupling with the ball head component 80 is complete, a front end of the actuating rod 90, more precisely 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 socket recess 85 by a distance d.

[0130] Since the bottom surface 85a of the bushing recess 85 and the front end of the actuating rod 90 are spaced apart from each other, the difficulty of machining the bushing recess 85 including the bottom surface 85a can be reduced.

[0131] The bottom surface 85a of the bushing recess 85 is, due to its size and shape, a relatively difficult area to machine. However, since the bottom surface 85a of the bushing recess 85 is spaced away from the front end of the actuating rod 90, the machining of the bottom surface 85a of the bushing recess 85 can be improved, and machining deviations of the bottom surface 85a of the bushing recess 85 do not affect the connection between the ball joint component 80 and the actuating rod 90.

[0132] By regulating the dimensions of the ball head component 80 and the actuating rod 90, the length deviation from the reserve master cylinder unit 100 to the ball head component 80, on which the pedal 70 is mounted, can accordingly be reduced and the dimensional deviation minimized.

[0133] The rod projection 92 and the bushing recess 85 can be connected to each other by threads. Threads 84 and 94 can each be formed on an outer surface of the rod projection 92 and an inner surface of the bushing recess 85, thus enabling the threaded connection between the rod projection 92 and the bushing recess 85.

[0134] With reference to 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.

[0135] The mounting housing 200 encloses the spare 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 objects from entering the spare piston 120.

[0136] The piston guard 210 can comprise a protective mounting section 211 and a protective locking section 215. The piston guard 210 can be made of an elastically deformable material. In the present embodiment, the piston guard 210 can be made of rubber.

[0137] The protective mounting section 211 is mounted on the mounting housing 200. The mounting housing 200 is shaped so that it is open on one side to allow movement of the actuating rod 90°. The protective mounting section 211 can include a circumferential mounting section 213 and a circumferential extension section 212.

[0138] The circumferential mounting 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 circumferential mounting section 213 can be fitted into the groove of the mounting housing 200.

[0139] The circumferential extension section 212 extends from the circumferential mounting section 213 towards the pedal 70 and is shaped to enclose the actuating rod 90.

[0140] A connecting groove 214 can be provided on an inner surface of the protective mounting section 211 where the circumferential mounting section 213 and the circumferential extension section 212 are connected, that is, on an inside of a connecting area between the circumferential mounting section 213 and the circumferential extension section 212.

[0141] Due to the connecting groove 214, the thickness of the connection area between the circumferential mounting section 213 and the circumferential extension section 212 can be reduced compared to the thickness of the circumferential mounting section 213 and the circumferential extension section 212.

[0142] When the pedal 70 is actuated, the actuating rod 90 can tilt relative to the reserve piston 120 within a predetermined angular range. Since the protective mounting section 211 has a connecting groove 214 that is thinner than the other sections and is formed in the connection area between the circumferential mounting section 213 and the circumferential extension section 212, the vertical movement of the protective locking section 215 when the actuating rod 90 is tilted can be facilitated.

[0143] Since the vertical movement of the protective blocking section 215 can occur smoothly during the tilting of the actuating rod 90, it is accordingly possible to prevent the actuating rod 90 and the protective blocking section 215 from becoming spaced apart from each other, thus preventing the ingress of foreign bodies around the entire circumference of the actuating rod 90.

[0144] The connecting groove 214 can be formed continuously in a circumferential direction in the inner surface of the protective mounting section 211. Accordingly, the protective blocking section 215 can move in any direction without being restricted to a specific direction.

[0145] 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.

[0146] 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 bodies, including dust, from entering the reserve piston 120 during the movement of the actuating rod 90.

[0147] The protective blocking section 215 can include connection blocking sections 216, 217 and 218 as well as a contact blocking section 219.

[0148] The connection blocking sections 216, 217 and 218 can include 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 greater thickness than 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.

[0149] The angle between the protective mounting section 211 and the protective locking section 215 can be an acute angle. In the present embodiment, the protective mounting section 211 and the first connecting locking section 216 are aligned at an acute angle to each other.

[0150] Since the protective locking section 215 forms an acute angle (θ) rather than a right angle with respect to the protective mounting section 211, deformation of the protective locking section 215 can be more easily achieved when the actuating rod 90 is tilted. Accordingly, the sliding movement of the actuating rod 90 can be made smoother, and since the protective locking section 215 remains in constant contact with the actuating rod 90, it can be prevented that foreign matter, including dust, enters the reserve piston 120 during the movement of the actuating rod 90.

[0151] The contact locking section 219 is in contact with the actuating rod 90. The contact locking section 219 can extend from the third connecting locking section 218 and can have a length greater than the distance from one end of the third connecting locking section 218 to the actuating rod 90. Accordingly, the contact locking section 219 can remain in close contact with the actuating rod 90 even when the actuating rod 90 is tilted.

[0152] The second connecting locking section 217 and the third connecting locking section 218 can each be thicker than the contact locking section 219. This allows the second connecting locking section 217 and the third connecting locking section 218 to provide stable support for the contact locking section 219, and the contact locking section 219 can be more easily deformed elastically. As a result, the contact locking section 219 ensures a uniform contact pressure along the circumference of the actuating rod 90, and the sliding movement of the actuating rod 90 becomes smoother.

[0153] 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 upon contact with the actuating rod 90, elastic deformation can occur in the contact locking section 219 to a greater extent than in the third connecting locking section 218.

[0154] According to the present embodiment, by attaching the sliding-type piston guard 210, close contact with the actuating rod 90 can be maintained even if the actuating rod 90 tilts due to actuation or oscillation of the pedal 70, thus preventing foreign objects from entering the reserve piston 120. Furthermore, even if the pedal 70 is designed with a relatively long overall stroke, no design restrictions can be imposed, thereby improving design flexibility.

[0155] With reference to 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 be elastically deformed when the pedal simulator piston 130 is moved towards the stop 140 by pressing the pedal 70.

[0156] Since the shape of the damper 170 changes when the pedal 70 is pressed, the vehicle's braking system 1 can provide a response force to the driver. When the pedal 70 is released, the damper 170 can provide a restoring force to return the pedal simulator piston 130 and other associated components to their initial positions.

[0157] In the present embodiment, only one damper 170 can be provided in the spare master cylinder unit 100. Accordingly, the assembly effort and material costs of the spare master cylinder unit 100 can be reduced, and the design flexibility improved.

[0158] The damper 170 can contain a material that expands outwards when compressed by the pedal simulator piston 130. The damper 170 can be elastically deformed, so that its length decreases and its radial width, i.e., its outer diameter, increases when compressed by the pedal simulator piston 130. The damper 170 can contain a rubber material.

[0159] The damper 170 can comprise a damper body 171 and a damper projection 176.

[0160] The damper body 171 can be designed in a hollow column shape. A through-bore 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 column shape, its durability can be improved. The damper body 171 can also be designed in a substantially cylindrical shape.

[0161] The damper body 171 can have a first surface 173a facing the stop 140 and a closed end (a right end based on Fig. 2) comprise the second surface 173b facing the pedal simulator piston 130. The damper body 171 can have a column shape extending from the first surface 173a to the second surface 173b. A longitudinal direction of the damper body 171 can be the same as a longitudinal direction of the reserve cylinder body 110.

[0162] 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.

[0163] A plurality of damper projections 176 can be arranged at regular rotational intervals on 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 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.

[0164] 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 more varied way.

[0165] The damper projection 176 can be configured in a shape in which its 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.

[0166] Since the damper projection 176 has a smaller cross-sectional area at its front end than at a section connected to the damper body 171, the force required to compress the damper projection 176 increases with the progressive deformation from an initial stage.

[0167] 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.

[0168] The majority of damper ribs 172 can be arranged at regular rotational intervals on the damper body 171. 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 rotational intervals or four damper ribs 172 at 90-degree rotational intervals. The projection heights of the majority of damper ribs 172 can be the same.

[0169] 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 a more varied way.

[0170] Each of the damper ribs 172 can include a protruding rib section 172a and inclined rib sections 172b.

[0171] The protruding rib section 172a can be positioned in a longitudinal central 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.

[0172] 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 pointing away from the projecting rib section 172a. The inclined rib section 172b can have an inclined surface, which may be planar or slightly curved.

[0173] 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 a more varied way.

[0174] 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 Fig. 16 and Fig. 17 described.

[0175] When the driver depresses pedal 70, the actuating rod 90 and the reserve piston 120 can be moved forward (to the left based on) by pressing pedal 70. Fig. 2) can be moved, and the pedal simulator piston 130 can also be moved forward. Accordingly, the damper 170, which is located between the stop 140 and the pedal simulator piston 130, is pressed by the pedal simulator piston 130.

[0176] 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 the corresponding 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.

[0177] 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, where the damper projections 176 are not formed, come into contact with the stop 140 and the pedal simulator piston 130.

[0178] In state C, essentially the entire areas of the sections of the first surface 173a and the second surface 173b, where the damper projections 176 are not formed, come into contact with the stop 140 and the pedal simulator piston 130. In addition, 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.

[0179] In state D, essentially the entire surface 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.

[0180] 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, where the protruding rib sections 172a are not formed, comes into contact with the inner diameter section of the pedal simulator piston 130.

[0181] During the transition from state A to state E, the length of the damper 170 gradually decreases in a longitudinal direction.

[0182] 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 displacement and force in states A to E. Fig. 17 represents the displacement, the stroke of pedal 70 by the rider, and the force represents the reaction force of pedal 70.

[0183] Since the damper 170 includes 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, for example the markings A to E, and a gradient of the pedal reaction force can be smoothly adjusted so that the pedal feel can be improved.

[0184] According to the present disclosure, the durability of a damper can be improved and the design flexibility increased.

[0185] Furthermore, according to the present disclosure, a turning point of the pedal reaction force can be controlled in a more varied way by using a damper protrusion, a damper rib or the like.

[0186] Although exemplary embodiments of the disclosure have been disclosed for illustrative purposes, it is apparent to the person skilled in the art 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 appended claims. The true technical scope of the disclosure should therefore 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

[0005]

Claims

[1] Braking system for vehicles, comprising: a spare cylinder body; a reserve piston which is located in the reserve cylinder body and is designed to be movable by pressing a pedal; a pedal simulator piston that is movably provided in the reserve cylinder body and is spaced apart from the reserve piston; a first reserve chamber, defined in the reserve cylinder body by the reserve piston and the pedal simulator piston, and designed to store brake fluid; a first spring which is arranged in the first reserve chamber and is designed to elastically support the reserve piston and the pedal simulator piston; a stop located in the reserve cylinder body and designed to restrict movement of the pedal simulator piston; and a damper that is positioned between the stop and the pedal simulator piston and is designed to deform in response to the movement of the pedal simulator piston towards the stop. [2] Braking system for vehicles according to claim 1, wherein the damper comprises: a damper body designed in a hollow column shape; and a damper projection which is designed to protrude from at least one of a first surface of the damper body which faces the stop and a second surface of the damper body which faces the pedal simulator piston. [3] Braking system for vehicles according to claim 2, wherein a cross-sectional area of ​​the damper projection decreases in a direction away from the damper body. [4] Braking system for vehicles according to claim 3, wherein the damper projection comprises a plurality of damper projections arranged at regular rotational intervals on the first surface or the second surface of the damper body. [5] Braking system for vehicles according to one of claims 2 to 4, wherein the damper body comprises a plurality of damper ribs which are designed to project outwards from an outer circumferential surface of the damper body, wherein the plurality of damper ribs are arranged to be spaced apart from each other. [6] Braking system for vehicles according to claim 5, wherein the plurality of damper ribs are arranged at regular rotational intervals on the outer circumferential surface of the damper body. [7] Braking system for vehicles according to claim 5 or 6, wherein each of the plurality of damper ribs comprises the following: a protruding rib section positioned in a longitudinal central section of the damper body; and inclined rib sections, each connected to opposite ends of the protruding rib section, each of the inclined rib sections being designed such that its height projecting from the damper body decreases in a direction away from the protruding rib section. [8] Braking system for vehicles according to claim 7, wherein each of the inclined rib sections comprises an inclined surface. [9] Braking system for vehicles according to claim 8, wherein the damper is deformed such that the length of the damper decreases and the radial width of the damper increases in response to the pedal simulator piston moving towards the stop and pressing on the damper. [10] Braking system for vehicles according to claim 9, wherein a single damper is provided in the spare cylinder body.

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