Brake system for vehicles

Abstract

Braking device for vehicles, comprising: a reservoir designed to store brake fluid; an auxiliary master cylinder unit connected to the reservoir and designed to generate hydraulic pressure of a brake fluid by pressing a pedal; a primary master cylinder unit connected to the auxiliary master cylinder unit and configured to generate hydraulic pressure of the brake fluid by driving a motor; and a block unit to which the auxiliary master cylinder unit is mounted, the block unit comprising a flow path through which the brake fluid flows and an inner circumferential surface into which an outer circumferential surface of a master cylinder of the primary master cylinder unit is pressed.

Description

Background area

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

[0002] In general, due to the characteristics of electrically operated braking devices for vehicles, a mechanism is required that is designed to convert 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 an electric brake 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 coupled to the threaded shaft via balls and configured to move in an axial direction along the threaded shaft, and a piston coupled to the nut and configured to pressurize brake fluid in the cylinder.

[0004] In a conventional braking device, a motor guide was used when a motor unit was installed in a primary master cylinder unit; however, in this case it was difficult to manage the perpendicularity and tolerance between the motor guide and the cylinder body, which required rework and resulted in disadvantages in terms of quality control and cost.

[0005] 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

[0006] Various embodiments are aimed at providing a braking device for vehicles that ensures concentricity between a primary master cylinder unit and an engine.

[0007] A braking device for vehicles according to an embodiment of the present disclosure may comprise: a reservoir configured to store brake fluid; an auxiliary master cylinder unit connected to the reservoir and configured to generate hydraulic pressure of a brake fluid by pressing a pedal; a primary master cylinder unit connected to the auxiliary master cylinder unit and configured to generate hydraulic pressure of the brake fluid by driving a motor; and a block unit to which the auxiliary master cylinder unit is mounted, the block unit comprising a flow path through which the brake fluid flows and an inner circumferential surface into which an outer circumferential surface of a master cylinder of the primary master cylinder unit is pressed.

[0008] The block assembly may include a main mounting bore that passes through a first surface and a second surface of the block assembly. The main mounting bore may include a first block press-fit section located adjacent to the first surface. An outer circumferential face of the main cylinder may be pressed into the first block press-fit section.

[0009] The master cylinder may include a first cylinder press-fit section, which includes a first stepped section that is pressed into the first block press-fit section.

[0010] The first stepped section may comprise: a first press-fit section pressed into the first block press-fit section; and a first positioning shoulder section having an outside diameter larger than an outside diameter of the first press-fit section in order to be stepped with respect to the first press-fit section, the first positioning shoulder section determining a position of the master cylinder within the block unit.

[0011] The block unit can include a main mounting bore that passes through a first surface and a second surface of the block unit, the main mounting bore encompassing a second block press-fit section located adjacent to the second surface. An outer circumferential face of the main cylinder can be pressed into the second block press-fit section.

[0012] The master cylinder may include a second cylinder press-fit section which contains a second stepped section that is pressed into the second block press-fit section.

[0013] The second stepped section may comprise: a second press-fit section pressed into the second block press-fit section; and a second positioning shoulder section having an outside diameter larger than the outside diameter of the second press-fit section in order to be stepped with respect to the second press-fit section, the second positioning shoulder section determining a position of the master cylinder within the block unit.

[0014] The motor can be mounted on the first surface, and an angle formed between a central axis of the main mounting bore and the first surface can be a right angle.

[0015] Multiple positioning protrusions can be provided on the first surface. The motor can be adapted to multiple positioning protrusions and mounted on the first surface. Brief description of the drawings Fig. Figure 1 is a hydraulic circuit diagram illustrating a braking device for vehicles according to an embodiment of the present disclosure. Fig. Figure 2 is a block diagram that schematically illustrates the braking device for vehicles according to an embodiment of the present disclosure. Fig. Figure 3 is a perspective exploded view illustrating the braking device for vehicles according to an embodiment of the present disclosure. Fig. Figure 4 is a sectional view illustrating a primary master cylinder unit separated from a block unit according to an embodiment of the present disclosure. Fig. Figure 5 is an enlarged view of section A from Fig. 4. Fig. Figure 6 is a sectional view illustrating the main cylinder coupled to the block unit according to an embodiment of the present disclosure. Fig. Figure 7 is an enlarged view of section B from Fig. 6. Fig. Figure 8 is a sectional view illustrating the primary main cylinder unit and an engine coupled to the block unit according to an embodiment of the present disclosure. Detailed description

[0016] The following describes embodiments of a braking device 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.

[0017] Fig. Figure 1 is a hydraulic circuit diagram illustrating a braking device for vehicles according to an embodiment of the present disclosure. Fig. Figure 2 is a block diagram that schematically illustrates the braking device for vehicles according to an embodiment of the present disclosure. Fig. Figure 3 is a perspective exploded view illustrating the braking device for vehicles according to an embodiment of the present disclosure. Fig. Figure 4 is a sectional view illustrating a primary master cylinder unit separated from a block unit according to an embodiment of the present disclosure. Fig. Figure 5 is an enlarged view of section A from Fig. 4. Fig. Figure 6 is a sectional view illustrating the main cylinder coupled to the block unit according to an embodiment of the present disclosure. Fig. Figure 7 is an enlarged view of section B from Fig. 6. Fig. Figure 8 is a sectional view illustrating the primary main cylinder unit and an engine coupled to the block unit according to an embodiment of the present disclosure.

[0018] With reference to the Fig. 1 to 8, a brake device 1 for vehicles according to an embodiment of the present disclosure can comprise a reservoir 10, a primary master cylinder unit 30, an auxiliary master cylinder unit 100, a motor 300, a block unit 1100 and an electronic control unit (ECU) 1300.

[0019] 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 auxiliary master cylinder unit 100 to supply brake fluid to the auxiliary master cylinder unit 100.

[0020] The brake fluid dispensed from 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 can be connected to the wheel cylinders 40 to recover the brake fluid.

[0021] 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 by pressing a pedal 70. The brake device 1 for vehicles can comprise the pedal 70, a pedal stroke sensor 71, an actuating rod 90, and an auxiliary cylinder.

[0022] The pedal 70 is a component that is pressed by a driver to initiate braking. 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 with the pedal 70 when it is pressed down and pressurize the interior of the auxiliary cylinder.

[0023] The auxiliary cylinder can comprise 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.

[0024] Through an open end of the first auxiliary chamber 160 (a right end based on Fig. 1) The actuating rod 90 and an auxiliary piston connected to the actuating rod 90 can be inserted into the auxiliary cylinder.

[0025] When a user, i.e., a driver, depresses pedal 70, in other words, steps on pedal 70, the actuating rod 90 and the auxiliary piston in the first auxiliary chamber 160 can move forward (to the left based on Fig. 1) move, thereby pressurizing the brake fluid.

[0026] When the first auxiliary chamber 160 is pressurized, the brake fluid in the second auxiliary chamber 165 can also be pressurized. A stop can be arranged at one end of the second auxiliary chamber 165, and the movement of a pedal simulator piston installed inside the second auxiliary chamber 165 can be restricted by the stop, thus providing the driver with pedal feel.

[0027] 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.

[0028] 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.

[0029] 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 second auxiliary chamber 165 to the second storage section 12.

[0030] The primary master cylinder unit 30 can generate hydraulic pressure by driving the motor 300. In one embodiment, the primary master cylinder unit 30 adjusts the hydraulic pressure of the brake fluid by means of a piston 600, which is moved by driving the motor 300, 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.

[0031] 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.

[0032] If the primary master cylinder unit 30 is functioning normally, the brake fluid pressurized by the motor 300 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.

[0033] A third auxiliary flow path 17 is connected at one end to the second storage section 12 and at the remaining end to a main flow path 14. The flow of brake fluid discharged from the second storage section 12 can be controlled by a control valve 14a.

[0034] 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.

[0035] A fourth auxiliary flow path 18 can be connected at one end to 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 into the reservoir 10.

[0036] 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.

[0037] A 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 and stored in the reservoir 10.

[0038] A fifth auxiliary flow path 19 can be connected at one end to the second auxiliary flow path 16 and at the remaining end to 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.

[0039] 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.

[0040] 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.

[0041] A 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 of the primary master cylinder unit 30.

[0042] 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 a 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.

[0043] 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.

[0044] A 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.

[0045] A 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.

[0046] A controller can be configured to control the operation of the first valve 55, the second valve 65, the first auxiliary valve 16a, the second auxiliary valve 19a, the control valve 14a, and the like. The controller can execute a control algorithm stored in its memory to operate the valves described herein. The controller can be implemented using general-purpose hardware, firmware, or software, and a person skilled in the art can easily implement such a controller using known ECU techniques. The controller is not shown in detail in the drawings because it can be implemented using a conventional electronic control unit (ECU), a microprocessor, or a control circuit, and the internal structure of the controller is not essential for understanding the present invention.

[0047] When the driver depresses pedal 70, the control system can provide a pedal feel equivalent to depressing pedal 70 by controlling the first valve 55 and the first auxiliary valve 16a. Accordingly, the pedal response force can be simulated as described in this disclosure.

[0048] In the event that the vehicle's 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 a 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.

[0049] The first valve 55 can be a normally open valve. In the case where the brake device 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.

[0050] In the event of a malfunction of 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 state, when the pedal 70 is depressed while the vehicle is in motion, 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.

[0051] The primary master cylinder unit 30 according to one embodiment can comprise a master cylinder 200, a threaded shaft 400, a nut 500, a piston 600, a sleeve 700 and a bearing 900.

[0052] The master cylinder 200 can be arranged inside the block unit 1100 and can withstand a torque generated by the hydraulic pressure produced by the reciprocating motion of the piston 600. The block unit 1100 can be hollow, providing an interior space, and an outer circumferential surface of the master cylinder 200 can be pressed into an inner circumferential surface of the block unit 1100.

[0053] The master cylinder 200 can be mounted on the block unit 1100 with controlled concentricity. The block unit 1100 can be located on the outside of the master cylinder 200.

[0054] The main cylinder 200 can have a hollow shape. The sleeve 700, in which an operating section is formed to allow hydraulic pressure to be generated by pushing the piston 600, can be located in a space on one side (on the left side based on Fig. 4) be located inside the main cylinder 200.

[0055] The motor 300 can be connected to the main cylinder 200, and various types of drive devices can be used within a technical setup where torque can be generated. The motor 300 can transmit torque to the threaded shaft 400.

[0056] The motor 300 can include a stationary component 310, a rotating component 320 and a motor bearing 330.

[0057] The stationary component 310 can comprise a mounting frame 311 and a stator 312, which is installed on an inner surface of the mounting frame 311 facing the rotating component 320 and is configured to generate magnetic force. The rotating component 320 can be rotatably installed inside the mounting frame 311.

[0058] The stator 312, which is an electromagnet, can be installed in a circumferential direction on the inner surface of the mounting frame 311 and rotate the rotational component 320 by varying the magnetic flux in response to a control signal from the controller.

[0059] The rotating component 320 can be connected to the threaded shaft 400 and rotate together with the threaded shaft 400. The rotating component 320 can be modified into various forms within a technical teaching in which the rotating component 320 can rotate according to the variation of the magnetic force of the stator 312.

[0060] The rotating component 320 can be rotatably installed inside the mounting frame 311. The rotating component 320 can have an approximately "C"-shaped cross-section and be designed in a hollow form.

[0061] The rotating component 320 can comprise a rotary frame 321 installed in a form enclosing one side of the main cylinder 200, and a rotor 322 provided on an outer surface of the rotary frame 321 facing the stationary component 310 and exhibiting magnetic force.

[0062] A toothing that engages with the threaded shaft 400 can be formed in the rotary frame 321, in particular on an inner surface of the rotary frame 321.

[0063] The motor bearing 330 can be provided between the stationary component 310 and the rotating component 320 to reduce friction generated during the rotation of the rotating component 320. The rotor 322, formed from a plurality of magnets installed in a circumferential direction of the rotating frame 321, can rotate together with the rotating frame 321 by varying the magnetic force of the stator 312.

[0064] A cover assembly 340 and 341 can be installed in a form that encloses an outer surface of one end of the rotary frame 321 to prevent the ingress of foreign matter. The cover assembly 340 and 341 can comprise a motor housing 340 and a motor cover 341, which is detachably coupled to the motor housing 340.

[0065] In one embodiment of the present disclosure, the motor housing 340 can be formed integrally with the mounting frame 311. Alternatively, the motor housing 340 can serve as the mounting frame 311, and the stator 312 can be installed on an inner surface of the motor housing 340.

[0066] The motor cover 341 of the cover assembly 340 and 341 can be coupled in contact with the block unit 1100. An inner section of the motor cover 341 can be adapted to a positioning projection 1180 formed on a first surface 1102 of a block unit 1100, so that the motor cover 341 can be positioned in a correct position on the block unit 1100.

[0067] The threaded shaft 400 can be located inside the main cylinder 200. The threaded shaft 400 can be inserted longitudinally into the main cylinder 200 and axially coupled to it. The central axis of the main cylinder 200 and the central axis of the threaded shaft 400 can be coaxial.

[0068] The threaded shaft 400 can comprise a threaded body 410, a neck section 420 and a power transmission section 430.

[0069] The threaded body 410 can be rotatably installed inside the main cylinder 200 and can comprise a helical thread formed along a longitudinal direction of the threaded shaft 400. The threaded body 410 can be located inside the rotary frame 321 of the motor 300.

[0070] The neck section 420 can project from an outer surface of the thread body 410 to a first side at a center of rotation and can be designed to have a diameter that is smaller than that of the thread body 410.

[0071] The power transmission section 430 can extend from a free end of the neck section 420 to the first side and can be designed to have a diameter larger than that of the neck section 420.

[0072] A toothed section can be formed along a circumferential direction on an outer surface of the power transmission section 430 facing the rotary frame 321. Accordingly, in the case where no shaft cover 440 is provided, the rotary frame 321 and the power transmission section 430 can engage with each other to transmit power.

[0073] The threaded shaft 400 can further comprise the shaft cover 440. The shaft cover 440 can be arranged to enclose the neck section 420 and the power transmission section 430. The shaft cover 440 can be arranged between the power transmission section 430 and the rotary frame 321 to prevent the generation of metallic rattling noises.

[0074] A toothed section can be formed on an outer surface of the shaft cover 440 along a circumferential direction of the shaft cover 440 and can engage with the rotary frame 321. An outer shape of the shaft cover 440 can correspond to an outer shape of the power transmission section 430.

[0075] A toothed section can be formed along a circumferential direction on an outer surface of the power transmission section 430, which faces the shaft cover 440. Accordingly, the shaft cover 440 and the power transmission section 430 can mesh with each other to transmit power.

[0076] The nut 500 can be positioned inside the rotating frame 321 of the engine 300 and can be located inside the main cylinder 200.

[0077] The nut 500 can be coupled to an outer surface of the threaded shaft 400 via a ball B.

[0078] The threaded shaft 400 can be coupled by the nut 500. Since the ball B is located between a helical thread formed on an inner surface of the nut 500 and the helical thread formed on an outer surface of the threaded body 410, the rotary motion of the threaded shaft 400 can be converted into a linear motion by the nut 500.

[0079] An anti-rotation projection (not shown) can be formed on an outer surface of the nut 500, and a movement groove (not shown) can be formed in an inner surface of the main cylinder 200.

[0080] When the threaded shaft 400 rotates, the nut 500 does not rotate because the rotation of the anti-rotation projection of the nut 500 is blocked by the movement groove. Accordingly, the rotational movement of the threaded shaft 400 can be converted into the linear movement of the nut 500 by the anti-rotation projection and the movement groove.

[0081] The nut 500 can move back and forth in an axial direction along the threaded shaft 400, according to the direction of rotation of the threaded shaft 400. For example, if the nut 500 moves forward when the threaded shaft 400 rotates in a first direction, the nut 500 can move backward when the threaded shaft 400 rotates in a second direction opposite to the first.

[0082] The piston 600 can be coupled in a form that encloses an outer surface of the nut 500. The piston 600 can move in conjunction with the reciprocating motion of the nut 500 in the longitudinal direction of the main cylinder 200.

[0083] The piston 600 can include a rod 610 and a head 620.

[0084] The rod 610 can be formed in a hollow shape and can be positioned inside the rotating frame 321 of the motor 300. The outer surface of the nut 500 and an inner surface of the rod 610 can be threaded together.

[0085] The head 620 can be formed integrally with the rod 610. The outer diameter of the head 620 can be larger than the outer diameter of the rod 610.

[0086] The head 620 can be ring-shaped, can be positioned inside the block unit 1100, and can move back and forth inside the sleeve 700 to move the brake fluid inside the sleeve 700 to the ports 210. Accordingly, the master cylinder 200 can generate double-acting hydraulic pressure according to the reciprocating movement of the piston 600.

[0087] The sleeve 700 can be positioned inside the block unit 1100 and can be arranged inside the main cylinder 200. The sleeve 700 can guide the movement of the piston 600 inserted therein.

[0088] The sleeve 700 can be designed to enclose the head 620 of the piston 600.

[0089] The ports 210, through which the brake fluid flows, can be formed on an outer surface of a region of the master cylinder 200 in which the sleeve 700 is located. The ports 210 can each be provided at a plurality of points along the longitudinal direction of the cylinder 200. The brake fluid, flowing according to the movement of the piston 600, can flow through the ports 210 to generate the required brake pressure.

[0090] A shut-off hole 710, which is connected to the connections 210, can be formed in an outer surface of the sleeve 700.

[0091] A plurality of shut-off holes 710 can be arranged such that they are spaced apart from each other in a circumferential direction of the sleeve 700. Accordingly, the brake fluid inside the sleeve 700 can be discharged in a radial direction of the piston 600.

[0092] The sleeve 700 can be designed to be elongated in a longitudinal direction along the threaded shaft 400. A front end of the sleeve 700 can be arranged adjacent to the bearing 900.

[0093] The bearing 900 can be located inside the block unit 1100 and can be provided at one end inside the main cylinder 200.

[0094] An outer surface of the bearing 900 and an outer surface of the sleeve 700 can be installed in contact with each other. The bearing 900 can be coupled to the threaded shaft 400 in a form that encloses the threaded shaft 400.

[0095] The bearing 900 may be in contact with the sleeve 700, but a rotating section of the bearing 900 may not be in contact with the sleeve 700. If the rotating section of the bearing 900 is rotating, friction between the rotating section of the bearing 900 and the sleeve 700 can be prevented. Accordingly, the occurrence of vibration noise during the operation of the vehicle braking system can be suppressed, and shaft alignment compensation can be maintained, thereby reducing NVH (Noise, Vibration, Harshness) phenomena.

[0096] The bearing 900 can comprise an inner ring 910, a bearing ball 915 and an outer ring 920.

[0097] The inner ring 910 can be rotatably arranged inside the outer ring 920 as the rotating section of the bearing 900. The inner ring 910 can be in contact with the threaded shaft 400 and can be arranged so that it is spaced apart from the sleeve 700.

[0098] The outer ring 920 can be arranged on an outer side of the inner ring 910 and can be in contact with the sleeve 700.

[0099] The threaded shaft 400 and the bearing 900 can be coupled by press fitting or similar means. Accordingly, the threaded shaft 400 and the bearing 900 can exhibit the same dynamic behavior. If concentricity compensation is performed during the operation of the piston 600, the threaded shaft 400 can tilt, and consequently, the bearing 900 can also tilt. If the bearing 900 tilts, dynamic behavior in a radial direction can occur, and the bearing 900 can therefore collide with the master cylinder 200.

[0100] In one embodiment of the present disclosure, the bearing 900 may further comprise a vibration damper 950 for shock absorption and / or vibration damping when the bearing 900 collides with the main cylinder 200.

[0101] The vibration damper 950 can be arranged on an outer surface of the outer ring 920 that lies on the side facing the main cylinder 200 and can be in contact with an inner wall of the main cylinder 200. The vibration damper 950 can enclose all or part of the outer surface of the outer ring 920.

[0102] The vibration damper 950 can be designed to contain a rubber material. Upon collision with the master cylinder 200, the vibration damper 950 can be elastically deformed, thereby further absorbing the shock caused by the collision.

[0103] A locating groove 921 can be formed along the circumference of an outer circumferential surface of the outer ring 920. A locating projection 951 can be formed along the circumference of an inner circumferential surface of the vibration damper 950.

[0104] The bearing 900 can support an axial load during the formation of hydraulic pressure inside the main cylinder 200 by the piston 600, which moves back and forth in the axial direction of the threaded shaft 400.

[0105] The braking device for vehicles according to an embodiment of the present disclosure may further comprise a reaction force component 750. The reaction force component 750 may have a first side which is supported by the master cylinder 200 and a second side which is in contact with the sleeve 700 and may press the sleeve 700 in the direction of the bearing 900.

[0106] The braking device for vehicles according to one embodiment of the present disclosure can further comprise a support component 1000. The threaded shaft 400 can be secured to the bearing 900 by the support component 1000. The support component 1000 can rotatably support the threaded shaft 400.

[0107] The support component 1000 can be located inside the main cylinder 200. The support component 1000 can be threaded to the threaded shaft 400. The bearing 900 can be secured to the support component 1000. The support component 1000 can support the threaded shaft 400 so that it can rotate on a central axis.

[0108] The support component 1000 can include a support screw. The screw head of the support screw can be positioned in contact with the bearing 900. Thus, a gap between components can be controlled by adjusting the height of the screw head, and space can be secured for reducing the size of the device and system or for modifying the design of adjacent components.

[0109] The auxiliary master cylinder unit 100 according to an embodiment of the present disclosure can comprise an auxiliary cylinder, an auxiliary piston, a pedal simulator piston, a stop, a first auxiliary chamber and a second auxiliary chamber.

[0110] The auxiliary piston can be located inside the body of the auxiliary cylinder and, in response to the pressing and releasing of pedal 70, can move forwards and backwards within the body of the auxiliary cylinder. When the driver presses pedal 70, the auxiliary piston can move forwards within the body of the auxiliary cylinder.

[0111] The pedal simulator piston can be movable inside the body of the auxiliary cylinder in both forward and reverse directions and can be positioned so that it is spaced apart from the auxiliary piston. The pedal simulator piston can move forward in conjunction with the forward movement of the auxiliary piston.

[0112] The block unit 1100 according to one embodiment of the present disclosure can comprise a hydraulic unit. The primary master cylinder unit 30 and the auxiliary master cylinder unit 100 can be mounted on the block unit 1100. A seal 1400 can be coupled to the auxiliary master cylinder unit 100.

[0113] The block unit 1100 can be mounted on a vehicle body as a single module to which the primary master cylinder unit 30 and the auxiliary master cylinder unit 100 are attached. Various valves and flow paths can be formed inside the block unit 1100 to control the brake fluid flowing through the primary master cylinder unit 30 and the auxiliary master cylinder unit 100.

[0114] The block unit 1100 can comprise a block body 1101. The block body 1101 can be in an approximately hexahedral shape. The block body 1101 can comprise a first surface 1102 and a second surface 1103, which is arranged opposite the first surface 1102.

[0115] A main mounting bore 1110, on which the primary master cylinder unit 30 is mounted, can be configured to pass through the first surface 1102 and the second surface 1103 transversely through an interior of the block body 1101. The auxiliary master cylinder unit 100 is mounted on an auxiliary mounting bore 1130.

[0116] The main mounting bore 1110 can include a first block press-fit section 1111, which is located adjacent to the first surface 1102 of the block body 1101. An outer circumferential surface of the master cylinder 200 of the primary master cylinder unit 30 can be pressed into the first block press-fit section 1111.

[0117] Alternatively, the main mounting bore 1110 can include a second block press-fit section 1112, which is located adjacent to the second surface 1103 of the block body 1101. The outer circumferential surface of the master cylinder 200 of the primary master cylinder unit 30 can be pressed into the second block press-fit section 1112.

[0118] Alternatively, the main mounting bore 1110 can encompass both the first block press-fit section 1111, which is adjacent to the first surface 1102 of the block body 1101, and the second block press-fit section 1112, which is adjacent to the second surface 1103 of the block body 1101. The outer circumferential surface of the master cylinder 200 of the primary master cylinder unit 30 can be pressed into at least one of the first block press-fit sections 1111 or the second block press-fit section 1112. The outer circumferential surface of the master cylinder 200 of the primary master cylinder unit 30 can be pressed into only the first block press-fit section 1111, only the second block press-fit section 1112, or both the first block press-fit section 1111 and the second block press-fit section 1112.

[0119] Since the master cylinder 200 is pressed into at least one of the first block press-in section 1111 or the second block press-in section 1112 at one end of the main mounting bore 1110 (including a circumferential section of one end) or at opposite ends of the main mounting bore 1110 (including circumferential sections of the opposite ends), the block body 1101 and the master cylinder 200 are additionally sealed together with a sealing element 1120 at the press-in area of ​​one end or the opposite ends of the main mounting bore 1110.

[0120] Accordingly, the brake device for vehicles according to one embodiment of the present disclosure can have an improved sealing effect, since a double seal is achieved by the press-fit area and the sealing element 1120. The sealing element 1120 can comprise a first sealing element 1121, a second sealing element 1122, and a third sealing element 1123.

[0121] The master cylinder 200 can include a first cylinder press-fit section 210. Alternatively, the master cylinder 200 can include a second cylinder press-fit section 220. Alternatively, the master cylinder 200 can include both the first cylinder press-fit section 210 and the second cylinder press-fit section 220.

[0122] The first cylinder press-in section 210 can include first stepped sections 211, 212 and 213 which are pressed into the first block press-in section 1111.

[0123] The first stepped sections 211, 212 and 213 can include first press-fit sections 211 and 212 and a first positioning shoulder section 213.

[0124] The first press-fit sections 211 and 212 are areas that are pressed into the first block press-fit section 1111. The first press-fit sections 211 and 212 and the first block press-fit section 1111 can be pressed in surface contact with each other.

[0125] The first positioning shoulder section 213 can have a larger outer diameter than the first press-fit sections 211 and 212 in order to be stepped relative to the first press-fit sections 211 and 212. The first positioning shoulder section 213 can be pressed in surface contact with the first block press-fit section 1111.

[0126] The first block press-fit section 1111 can be formed in a shape corresponding to the first stepped sections 211, 212 and 213. Accordingly, if the first press-fit sections 211 and 212 and the first positioning shoulder section 213 are formed in a stepped shape, the first block press-fit section 1111 can also be formed in a stepped shape in order to be in surface contact with the first press-fit sections 211 and 212 and the first positioning shoulder section 213.

[0127] The first block press-fit section 1111 can include areas designated by reference numerals 1111a and 1111b, which are in surface contact with the first press-fit sections 211 and 212, and an area designated by reference numeral 1111c, which is in surface contact with the first positioning shoulder section 213.

[0128] Since the first positioning shoulder section 213 has a larger outer diameter than the first press-fit sections 211 and 212, the first positioning shoulder section 213 is blocked by the first block press-fit section 1111 and thus prevented from moving further beyond the first block press-fit section 1111. Accordingly, at a region 1111b where the first positioning shoulder section 213 is blocked by the first block press-fit section 1111, the master cylinder 200 is prevented from moving inside the block body 1101. Thus, in a process of pressing the master cylinder 200 into the block body 1101, a relative position between the master cylinder 200 and the block body 1101 can be precisely determined.

[0129] The first press-fit sections 211 and 212 may include a stepped area in a middle section thereof (a stepped area between reference numeral 211 and reference numeral 212 in Fig. 7) Accordingly, a section of the first press-fit sections 211 and 212, designated by reference numeral 212, can be blocked and thus secured in position by a section of the first block press-fit section 1111, designated by reference numeral 1111a. The first press-fit sections 211 and 212 can also be designed such that they have the same outer diameter without a stepped section in the middle.

[0130] The second cylinder press-in section 220 can include second stepped sections 221, 222 and 223 which are pressed into the second block press-in section 1112.

[0131] The second stepped sections 221, 222 and 223 can include second press-fit sections 221 and 222 and a second positioning shoulder section 223.

[0132] The second press-fit sections 221 and 222 are areas that are pressed into the second block press-fit section 1112. The second press-fit sections 221 and 222 and the second block press-fit section 1112 can be pressed in surface contact with each other.

[0133] The second positioning shoulder section 223 can have a larger outer diameter than the second press-fit sections 221 and 222 in order to be stepped relative to the second press-fit sections 221 and 222. The second positioning shoulder section 223 can be pressed in surface contact with the second block press-fit section 1112.

[0134] The second block press-fit section 1112 can be formed in a shape corresponding to the second stepped sections 221, 222, and 223. Accordingly, if the second press-fit sections 221 and 222 and the second positioning shoulder section 223 are formed in a stepped shape, the second block press-fit section 1112 can also be formed in a stepped shape to be in surface contact with the second press-fit sections 221 and 222 and the second positioning shoulder section 223.

[0135] The second block press-fit section 1112 can include areas designated by reference numerals 1112a and 1112b, which are in surface contact with the second press-fit sections 221 and 222, and an area designated by reference numeral 1112c, which is in surface contact with the second positioning shoulder section 223.

[0136] Since the second positioning shoulder section 223 has a larger outer diameter than the second press-fit sections 221 and 222, the second positioning shoulder section 223 is blocked by the second block press-fit section 1112 and thus prevented from moving further beyond the second block press-fit section 1112. Accordingly, at a region 1112b where the second positioning shoulder section 223 is blocked by the second block press-fit section 1112, the master cylinder 200 is prevented from moving inside the block body 1101. Thus, in a process of pressing the master cylinder 200 into the block body 1101, a relative position between the master cylinder 200 and the block body 1101 can be precisely determined.

[0137] The second press-fit sections 221 and 222 may include a stepped area in a middle section thereof (a stepped area between reference numeral 221 and reference numeral 222 in Fig. 7) Accordingly, a section of the second press-fit sections 221 and 222, designated by reference numeral 222, can be blocked and thus secured in position by a section of the second block press-fit section 1112, designated by reference numeral 1112a. The second press-fit sections 221 and 222 can also be designed such that they have the same outer diameter without a stepped section in the middle.

[0138] The first surface 1102 of the block body 1101 is the surface on which the motor 300 is mounted. An angle formed between the central axis of the main mounting bore 1110 and the first surface 1102 of the block body 1101 can be a right angle. Accordingly, concentricity between the primary master cylinder unit 30 and the motor 300 can be easily ensured by mounting the primary master cylinder unit 30 in the main mounting bore 1110 and the motor 300 on the first surface 1102 of the block body 1101. As a result, the costs and time required for manufacturing the vehicle brake system can be reduced.

[0139] A plurality of positioning projections 1180 can be provided on the first surface 1102 of the block body 1101. The plurality of positioning projections 1180 can be arranged on a concentric circle. A center point of the concentric circle of positioning projections 1180 coincides with a central axis of the main mounting bore 1110 and a center of the motor 300.

[0140] The motor 300 can be adapted to the positioning projections 1180 and mounted on the first surface 1102. In one embodiment, the inner section of the motor cover 341 of the cover assembly 340 and 341 of the motor 300 can be adapted to contact an outer section of the positioning projections 1180.

[0141] By adapting the motor 300 only to the majority of positioning projections 1180, the motor 300 can be positioned precisely on the first surface 1102 of the block body 1101, and furthermore, the concentricity between the primary master cylinder unit 30 and the motor 300 can be reliably ensured.

[0142] According to the present disclosure, the concentricity between a primary master cylinder unit and an engine can be ensured.

[0143] According to the present disclosure, the motor can be positioned precisely on a block unit by means of a positioning projection.

[0144] According to the present disclosure, since an angle formed between a central axis of a main mounting bore and an engine mounting surface of a block body is a right angle, the concentricity between the primary master cylinder unit and the engine can be easily ensured by mounting the primary master cylinder unit in the main mounting bore and mounting the engine on the engine mounting surface of the block body.

[0145] 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

[0005]

Claims

[1] Braking device for vehicles, comprising: a reservoir designed to store brake fluid; an auxiliary master cylinder unit connected to the reservoir and designed to generate hydraulic pressure of a brake fluid by pressing a pedal; a primary master cylinder unit connected to the auxiliary master cylinder unit and configured to generate hydraulic pressure of the brake fluid by driving a motor; and a block unit to which the auxiliary master cylinder unit is mounted, the block unit comprising a flow path through which the brake fluid flows and an inner circumferential surface into which an outer circumferential surface of a master cylinder of the primary master cylinder unit is pressed. [2] Braking device for vehicles according to claim 1, wherein the block unit comprises a main mounting bore passing through a first surface and a second surface of the block unit, wherein the main mounting bore comprises a first block press-in section located adjacent to the first surface, and wherein an outer circumferential surface of the main cylinder is pressed into the first block press-fit section. [3] Brake device for vehicles according to claim 1 or 2, wherein the master cylinder comprises a first cylinder press-in section comprising a first stepped section which is pressed into the first block press-in section. [4] Braking device for vehicles according to claim 3, wherein the first stepped section comprises: a first press-fit section that is pressed into the first block press-fit section; and a first positioning shoulder section having an outer diameter larger than the outer diameter of the first press-fit section in order to be stepped with respect to the first press-fit section, wherein the first positioning shoulder section determines a position of the master cylinder within the block unit. [5] Braking device for vehicles according to any one of claims 1 to 4, wherein the block unit comprises a main mounting bore passing through a first surface and a second surface of the block unit, wherein the main mounting bore comprises a second block press-fit section located adjacent to the second surface, and wherein an outer circumferential surface of the main cylinder is pressed into the second block press-fit section. [6] Brake device for vehicles according to claim 5, wherein the master cylinder comprises a second cylinder press-in section which includes a second stepped section which is pressed into the second block press-in section. [7] Braking device for vehicles according to claim 6, wherein the second stepped section comprises: a second press-fit section that is pressed into the second block press-fit section; and a second positioning shoulder section having an outer diameter larger than the outer diameter of the second press-fit section, in order to be stepped with respect to the second press-fit section, wherein the second positioning shoulder section determines a position of the master cylinder within the block unit. [8] Braking device for vehicles according to any one of claims 2 to 7, wherein the motor is mounted on the first surface and an angle formed between a central axis of the main mounting bore and the first surface is a right angle. [9] Braking device for vehicles according to any one of claims 2 to 8, wherein a plurality of positioning protrusions are provided on the first surface, and the motor is adapted to the majority of positioning protrusions and mounted on the first surface.

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