Brake device for a vehicle

Abstract

Braking device for a vehicle, the braking device comprising: a housing part; a gear part that is rotatably installed in the housing part and is designed to rotate by receiving a rotational force from a drive part; a motion conversion part which is arranged in the housing part, coupled to the gear part and is designed to convert a rotary motion of the gear part into a linear motion; a main cylinder part that is coupled to the housing part and has an interior that is connected to the interior of the housing part; a piston part, one end of which is arranged in the main cylinder part and the other end of which is arranged in the housing part, wherein the piston part is configured to generate hydraulic pressure in the main cylinder part by means of the linear movement of the motion conversion part; a return spring element arranged in the housing part and designed to elastically support the motion conversion element; and a pedal simulator coupled to the housing part on a side opposite the main cylinder part and comprising a pedal rod designed to press down on the piston part during reserve braking.

Description

Background area

[0001] The present disclosure relates to a braking device for a vehicle, and in particular a braking device for a vehicle, wherein the braking device is capable of performing regenerative braking. Description of the related prior art

[0002] An electric braking system for a vehicle refers to a braking system that generates braking force using an electric brake caliper, which is electronically controlled without any mechanical connection. Generally, an electric braking system used in an electric vehicle implements regenerative braking.

[0003] To implement regenerative braking in the electric braking system in the related prior art, a separate independent chamber such as a valve is provided to structurally separate the electric braking system so that a force from a pedal is not transferred to the force generated by the motor in order to eliminate an unevenness of a pedal force in a regenerative braking section.

[0004] In the case of electric vehicles, regenerative braking is generated when a driver releases the accelerator pedal while driving. A problem exists in that the driver experiences a significant unevenness in the pedal force corresponding to regenerative braking at the initial moment the brake pedal is pressed. Additionally, during reserve braking, which occurs when the motor fails, excessive pedal travel is generated, or the reserve pressure may not reach a predetermined value. Therefore, these issues need to be addressed.

[0005] The background technology of the present disclosure is disclosed in Korean patent no. 10-2372394 (published on March 11, 2022 and entitled “Brake Device for Vehicle”). Summary

[0006] One objective of the present disclosure is to provide a braking device for a vehicle, wherein the braking device is able to improve regenerative braking performance and to realize a pedal pressure sensation.

[0007] Another objective of the present disclosure is to provide a braking device for a vehicle, wherein the braking device is able to improve the stability of the reserve braking by pressing directly on a piston part during the reserve braking.

[0008] A braking device for a vehicle according to one aspect of the present disclosure comprises: a housing part; a transmission part rotatably installed in the housing part and configured to rotate by receiving a rotational force from a drive part; a motion conversion part arranged in the housing part, coupled to the transmission part and configured to convert a rotary motion of the transmission part into a linear motion; a master cylinder part coupled to the housing part and having an interior that communicates with the interior of the housing part; a piston part, one end of which is arranged in the master cylinder part and the other end of which is arranged in the housing part, the piston part being configured to generate hydraulic pressure in the master cylinder part by means of the linear motion of the motion conversion part;a return spring element arranged in the housing element and configured to elastically support the motion conversion element; and a pedal simulator coupled to the housing element on a side opposite the master cylinder element and comprising a pedal rod configured to press on the piston element during reserve braking.

[0009] The piston part may comprise: a piston body formed in the shape of a hollow column; a piston head configured to define a closed side in the piston body; and a projecting column connected to the piston head, projecting towards the pedal rod and configured to come into contact with the pedal rod during reserve braking.

[0010] The piston part may comprise an aluminum material, the pedal rod may comprise a material with higher strength than a material of the piston part, and a width of the protruding column may be greater than a width of the pedal rod that comes into contact with the protruding column.

[0011] The piston part may comprise an aluminum material, the pedal rod may comprise a material with a lower strength than a material of the piston part, and a width of the protruding column may be smaller than a width of the pedal rod that comes into contact with the protruding column.

[0012] The pedal simulator may include: a damper housing coupled to the housing part; a damper arranged in the damper housing and configured to be elastically deformable; the pedal rod, movably arranged in the damper housing and configured to penetrate the damper and the damper housing and to press on the damper when the pedal rod moves towards the main cylinder part; and a pedal spring arranged in the damper housing and configured to elastically support the pedal rod.

[0013] The pedal rod may comprise: a rod wall section configured to press down on the damper while in contact with the damper; and a projecting rod arranged on a central section of the rod wall section, projecting towards the piston part and configured to press directly down on the projecting column during reserve braking.

[0014] The rod wall section may comprise: a first rod wall configured to come into contact with the damper; and a second rod wall projecting outwards from an outer surface of the first rod wall, configured to be stepped in relation to the first rod wall, and configured to seat the pedal spring on the second rod wall.

[0015] The damper housing may comprise: a housing circumferential wall configured to receive the damper and the pedal spring, and having a hollow column shape; and an inner housing wall projecting inwards from an inner surface of the housing circumferential wall and having an inner wall hole through which the projecting rod is penetrated.

[0016] The second rod wall can come into contact with the housing perimeter wall in order to be centrally aligned with the housing perimeter wall.

[0017] The protruding rod can come into contact with the inner wall hole in order to be centrally aligned with the inner wall of the housing.

[0018] According to the present disclosure, it is possible to improve the regenerative braking performance and increase the amount of regenerative braking.

[0019] In addition, according to the present disclosure, it is possible to minimize an increase in the number of components, to realize a pedal pressure sensation without increasing the installation space, and to reduce an unevenness of pedal force during regenerative braking.

[0020] According to the present disclosure, during reserve braking the pedal rod presses directly on the piston part to generate hydraulic brake pressure, thereby improving the stability of the reserve braking. Brief description of the drawings Fig. Figure 1 is a perspective view showing a braking device for a vehicle according to an embodiment of the present disclosure. Fig. Figure 2 is a perspective exploded view showing the braking device for a vehicle according to the embodiment of the present disclosure. Fig. Figure 3 is a first cross-sectional view showing cross-sections of some components along line AA in Fig. 1 represents. Fig. 4 is a second cross-sectional view showing a cross-section along line AA in Fig. 1 represents. Fig. Figure 5 is a perspective view showing a piston according to the embodiment of the present disclosure. Fig. Figure 6 is a perspective view showing a pedal simulator according to the embodiment of the present disclosure. Fig. Figure 7 is a perspective exploded view showing a damper and a pedal rod according to the embodiment of the present disclosure. Fig. Figure 8 is a view representing a state in which the braking device for a vehicle according to the embodiment of the present disclosure operates during a general braking operation. Fig. Figure 9 is a view that represents a state in which the braking device for a vehicle operates during a reserve braking operation according to the embodiment of the present disclosure. Fig. Figure 10 is a perspective view showing a motion conversion part of the braking device for a vehicle according to the embodiment of the present disclosure. Fig. Figure 11 is a perspective view that shows the motion conversion part in Fig. 10 when viewed from a different direction. Fig. Figure 12 is a cross-sectional view showing a state in which the braking device for a vehicle according to the embodiment of the present disclosure operates in a first deceleration section. Fig. Figure 13 is a cross-sectional view showing a state in which the braking device for a vehicle according to the embodiment of the present disclosure operates in a second deceleration section. Fig. Figure 14 is a cross-sectional view showing a state in which the braking device for a vehicle according to the embodiment of the present disclosure is operating during a reserve braking operation. Detailed description

[0021] The following describes a braking device for a vehicle according to the present disclosure with reference to the accompanying drawings by means of various exemplary embodiments. Here, the thicknesses of lines shown in the drawings, the sizes of components, or the like may be exaggerated for clarity and simplification of the description. Additionally, the terms used below are defined in consideration of their functions in the present disclosure and may vary depending on the intention of a user or operator or common practice. Therefore, the definition of the terms should be based on the entire content of the present description.

[0022] Fig. Figure 1 is a perspective view showing a braking device for a vehicle according to an embodiment of the present disclosure, Fig. Figure 2 is a perspective exploded view showing the braking device for a vehicle according to the embodiment of the present disclosure, Fig. Figure 3 is a first cross-sectional view showing cross-sections of some components along line AA in Fig. 1 represents, Fig. 4 is a second cross-sectional view showing a cross-section along line AA in Fig. 1 represents, Fig. Figure 5 is a perspective view showing a piston according to the embodiment of the present disclosure, Fig. Figure 6 is a perspective view depicting a pedal simulator according to the embodiment of the present disclosure, Fig. Figure 7 is a perspective exploded view showing a damper and a pedal rod according to the embodiment of the present disclosure, Fig. Figure 8 is a view representing a state in which the braking device for a vehicle according to the embodiment of the present disclosure operates during a general braking operation. Fig. 9 is a view that represents a state in which the braking device for a vehicle according to the embodiment of the present disclosure operates during a reserve braking maneuver. Fig. Figure 10 is a perspective view showing a motion conversion part of the braking device for a vehicle according to the embodiment of the present disclosure, and Fig. Figure 11 is a perspective view that shows the motion conversion part in Fig. 10 when viewed from a different direction.

[0023] With reference to Fig. According to the embodiment of the present disclosure, the braking device for a vehicle, as described in Figures 1 to 11, can comprise a housing part 100, a transmission part 200, a motion conversion part 400, a return spring part 430, a piston part 500, a master cylinder part 600, and a pedal simulator 700. In some embodiments, the housing part 100 can be referred to as a housing. In some embodiments, the transmission part 200, the motion conversion part 400, the return spring part 430, the piston part 500, and the master cylinder part 600 can be referred to as a transmission assembly, a motion conversion assembly, a return spring assembly, a piston assembly, and a master cylinder assembly, respectively.

[0024] The housing part 100 has a space in which components, such as the piston part 500 and the gear part 200, are arranged. A drive part 10, which includes a motor, can be coupled to the housing part 100. The housing part 100 can include a gearbox 110 in which the gear part 200 is embedded.

[0025] The gear unit 200 is rotatably arranged within the housing unit 100. The gear unit 200 can be positioned inside the housing unit 100. Alternatively, the gear unit 200 can be arranged on one side of the housing unit 100 and rotatably coupled to the housing unit 100.

[0026] The gear section 200 rotates by receiving a rotational force from the drive section 10. The gear section 200 can comprise a first gear 210 connected to the drive section 10, a second gear 220 configured to mesh with the first gear 210, and a third gear 230 configured to mesh with the second gear 220. The third gear 230 can be formed in a hollow shape with a central section through which it passes. The first gear 210, the second gear 220, and the third gear 230 are housed in the gearbox 110. A pedal guard 790 can be mounted on the gearbox 110.

[0027] A bearing element (not shown) can be installed in the housing element 100 and support the gear element 200, allowing the gear element 200 to rotate. An outer ring of the bearing element can abut an inner surface of the gearbox 110, and an inner ring of the bearing element can abut an outer surface of the third gear 230. In some embodiments, the bearing element can be referred to as a bearing assembly.

[0028] The motion conversion part 400 can be installed in the housing part 100 and coupled to the gear part 200. The motion conversion part 400 can serve to convert a rotary motion of the gear part 200 into a linear motion and may comprise a bolt part 410 and a nut part 420. In some embodiments, the bolt part 410 and the nut part 420 may be referred to as a bolt assembly and a nut assembly, respectively.

[0029] In one embodiment of the motion conversion part 400, the screw bolt part 410 can be coupled to the gear part 200 and rotate together with the gear part 200, and the screw nut part 420 can be coupled to the screw bolt part 410 and move in a straight line along the screw bolt part 410.

[0030] In another embodiment of the motion conversion part 400, the screw nut part 420 can be coupled to the gear part 200 and rotate together with the gear part 200, and the screw bolt part 410 coupled to the screw nut part 420 can be moved linearly in an axial direction by the rotation of the screw nut part 420. In this case, the piston part 500 can be coupled to the screw bolt part 410, which is configured to move linearly.

[0031] In the following, an embodiment of the motion conversion part 400 is described in which the screw nut part 420, coupled to the screw bolt part 410, moves in a straight line along the screw bolt part 410.

[0032] An outer surface of the screw bolt part 410 engages with an inner surface of the third gear 230. The outer surface of the screw bolt part 410 is formed in the form of a polygonal column, and the inner surface of the third gear 230 is formed in the form of a polygonal groove, so that a rotational force generated when the third gear 230 rotates is transmitted unchanged to the screw bolt part 410. If the third gear 230 does not rotate, for example, if the third gear 230 does not rotate due to a failure of the drive part 10, the screw bolt part 410 can slide relative to the third gear 230.

[0033] The nut part 420 can be coupled to the bolt part 410. One side of the bolt part 410 can engage with the third gear 230, and the other side of the bolt part 410 can engage with the nut part 420. Because the nut part 420 is screwed to the bolt part 410, the nut part 420 moves in a straight line on the bolt part 410 when the bolt part 410 rotates in conjunction with the rotation of the third gear 230. If the third gear 230 does not rotate, for example, if the third gear 230 does not rotate due to a failure of the drive part 10, the bolt part 410 slides relative to the third gear 230, so that the nut part 420 can also move in the same direction.

[0034] The screw bolt part 410 is installed in the housing part 100. The screw bolt part 410 is movably mounted in the housing part 100. The screw bolt part 410 can be arranged in a longitudinal direction within the housing part 100.

[0035] The screw bolt part 410 can be slidably coupled to the gear part 200. More precisely, the screw bolt part 410 can penetrate a central section of the third gear 230 and be in surface contact with the inside of the third gear 230, so that the screw bolt part 410 can move back and forth in a straight line in the longitudinal direction of the housing part 100 and the screw bolt part 410 can rotate together with the third gear 230 in the same direction as the third gear 230 when the third gear 230 rotates.

[0036] The bolt part 410 can comprise a bolt body section 411 and a bolt shank 412.

[0037] The bolt body section 411 can penetrate the central section of the third gear 230 and be coupled to the third gear 230, and the bolt body section 411 can slide within the third gear 230. The bolt body section 411 can be formed in a prismatic shape. More precisely, an edge of a cross-section of the bolt body section 411 can be formed in an angled polygonal shape.

[0038] The inner surface of the third gear 230 can be configured to have the same shape as an outer surface of the bolt body section 411, so that the third gear 230 and the rotating bolt body section 411 mesh with each other. One end (right side based on Fig. 4) The bolt body section 411 can be formed in an open, hollow column shape with an empty space.

[0039] An inner housing wall 711 of a damper housing 710 and a projecting rod 746 of a pedal rod 740 can be accommodated in the bolt body section 411.

[0040] The screw shaft 412 is at one end (left side based on Fig. 4) of the bolt body section 411. The screw shank 412 can be integrated with the bolt body section 411. The screw shank 412 and the bolt body section 411 can be arranged on the same axis.

[0041] The screw shank 412 rotates axially in a direction identical to the direction of rotation of the bolt body section 411, which is rotated by the rotation of the gear part 200. A screw thread can be formed on and along an outer surface of the screw shank 412. The nut part 420 is screwed to the screw shank 412, and the nut part 420 moves back and forth in a straight line in the axial direction of the screw shank 412 in the direction of rotation of the screw shank 412.

[0042] The screw nut part 420 is coupled to the screw bolt part 410 and moves along the screw bolt part 410. The screw nut part 420 can comprise a nut body section 421, a nut seat section 422, and an anti-rotation section 423.

[0043] The nut body section 421 can be screwed to the screw shaft 412. A screw thread can be formed on and along an inner surface of the nut body section 421.

[0044] The nut seat section 422 can project from an outer circumferential edge of the nut body section 421. The nut seat section 422 can be formed in a circumferential direction of the nut body section 421. The return spring part 430 is in a state in which one side (right side based on Fig. 4) of the return spring part 430 adjoins an outer surface of the nut seat section 422. More precisely, one side of the return spring part 430 is supported by the nut seat section 422.

[0045] The anti-rotation section 423 is provided on the nut seat section 422. The anti-rotation section 423 can restrict rotation of the nut body section 421 so that the nut body section 421, which moves along the screw shank 412, is not rotated together with the screw shank 412. The anti-rotation section 423 can include the preceding sections 423a.

[0046] The foreground section 423a may project from an outer circumferential edge of the mother seat section 422. The foreground sections 423a may be provided as a plurality of foreground sections 423a arranged such that they are spaced apart from one another in a circumferential direction of the mother seat section 422.

[0047] The preceding section 423a can adjoin an inner surface of the housing part 100. More precisely, the housing part 100 can be provided with a guide element designed to guide the linear movement of the screw nut part 420.

[0048] The guide element can be recessed into the inner surface of the housing part 100. The guide element can extend along the longitudinal direction of the housing part 100. In some embodiments, the guide element can be referred to as a guide assembly.

[0049] The foreground section 423a is positioned within the guide part, and the foreground section 423a moves along the guide part so that the mother body section 421 can move in a straight line without rotating.

[0050] The return spring part 430 elastically supports the motion conversion part 400 in the housing part 100. More precisely, the return spring part 430 can elastically support the screw nut part 420. One side (left side based on Fig. 4) of the return spring part 430 borders the inner surface of the housing part 100, the other side (right side based on Fig. 4) The return spring part 430 borders the outer surface of the screw nut part 420, and the return spring part 430 provides an elastic force for the screw bolt part 410, with which the screw nut part 420 is coupled.

[0051] The return spring part 430 can be compressed by the screw nut part 420, which moves linearly along the screw shaft 412. The return spring part 430 can be compressed by the screw nut part 420, which moves together with the screw bolt part 410 when the screw bolt part 410 slides relative to the gear part 200.

[0052] The return spring part 430 returns the nut part 420 and the bolt part 410 to their original positions by exerting an elastic force (elastic return force) on the nut part 420 and the bolt part 410. The return spring part 430 can be a coil spring that surrounds an outer surface of the piston part 500.

[0053] One end of the piston part 500 can be positioned in the main cylinder part 600, and the other end of the piston part 500 can be positioned in the housing part 100. The other end of the piston part 500 comes into contact with the screw-nut part 420, and the piston part 500 moves forward toward the main cylinder part 600 when the screw-nut part 420 moves forward (to the left based on Fig. 4) When the piston part 500 moves towards the master cylinder part 600, hydraulic brake pressure is generated in an interior 610 of the master cylinder part 600. The master cylinder part 600 is coupled to the housing part 100, and the interior of the master cylinder part 600 is in contact with the interior of the housing part 100.

[0054] During reserve braking, the piston part 500 comes into direct contact with the pedal rod 740 of the pedal simulator 700. The piston part 500 moves towards the master cylinder part 600 when the pedal rod 740 moves forward. Therefore, the forward movement of the pedal rod 740 moves the piston part 500 towards the master cylinder part 600, generating hydraulic brake pressure in the interior 610 of the master cylinder part 600.

[0055] The piston part 500 can have the form of a column with an open side facing the screw nut part 420 and a closed side opposite the open side, so that the screw bolt part 410 can be inserted into the piston part 500. The piston part 500 can comprise a piston body 501 and a piston head 502.

[0056] The piston body 501 is designed in the form of a hollow column, and the screw shaft 412 is received in the piston body 501. During regenerative braking, general braking, or reserve braking, the piston body 501 can move forward toward the master cylinder part 600 and generate hydraulic brake pressure in the master cylinder part 600.

[0057] The piston head 502 projects inwards from an inner surface of the piston body 501 and defines a closed side. Because the piston head 502 has this closed side, the hydraulic brake pressure can be generated in the master cylinder part 600 when the piston head 502 moves forward.

[0058] The piston part 500 can include a projecting column 510 which is connected to the piston head 502, projects towards the pedal rod 740 and is designed to come into contact with the pedal rod 740 during reserve braking.

[0059] The piston part 500 can be made of aluminum to improve machinability. The pedal rod 740 pushes the piston part 500 towards the master cylinder part 600, while coming into direct contact with the projecting column 510 of the piston part 500.

[0060] If the pedal rod 740 comprises a material with a higher strength than the piston part 500, the width of a section 510a of the projecting column 510 that comes into contact with the pedal rod 740 can be greater than the width of a section of the pedal rod 740 that comes into contact with the projecting column 510. Therefore, it is possible to prevent damage to the low-strength projecting column 510 even though the pedal rod 740 and the projecting column 510 repeatedly come into contact with each other. In the present embodiment, the section of the pedal rod 740 that comes into contact with the projecting column 510 can be an end 746a of the projecting rod 746.

[0061] If the pedal rod 740 comprises a material with a lower strength than the piston part 500, the width of the section 510a of the projecting column 510 that comes into contact with the pedal rod 740 can be smaller than the width of the section of the pedal rod 740 that comes into contact with the projecting column 510. Therefore, it is possible to prevent damage to the low-strength pedal rod 740 even though the pedal rod 740 and the projecting column 510 repeatedly come into contact with each other.

[0062] The piston head 502 can be inserted into the main cylinder part 600, which is located on one side (left side based on Fig. 4) of the housing part 100. The master cylinder part 600 can be coupled to one side of the housing part 100. In another embodiment, the master cylinder part 600 can be integrated with the housing part 100. The master cylinder part 600 is designed in a hollow shape with an empty space. The interior of the housing part 100 and the interior of the master cylinder part 600 can be in communication with each other. The piston part 500 can be inserted into the master cylinder part 600. The master cylinder part 600 generates hydraulic brake pressure by being pushed through by the piston part 500.

[0063] The braking device for a vehicle according to the embodiment of the present disclosure may further comprise a mounting part B. A bolt part (no reference numeral) that is penetratingly attached to the mounting part B can be inserted into an assembly section of a vehicle, mounted, and fastened to the vehicle. In some embodiments, the mounting part B may be referred to as a mounting assembly.

[0064] The Pedal Simulator 700 can be slid on the other side (right side based on Fig. 4) of the housing part 100. The screw bolt part 410 can be rotatably coupled to the pedal simulator 700.

[0065] The pedal simulator 700 can include the damper housing 710, a bearing part 730, the pedal rod 740, a damper 750, a push rod 760, a pedal spring 780 and the pedal guard 790.

[0066] The damper housing 710 can be coupled to the housing part 100. In one embodiment, the damper housing 710 can be coupled to the gearbox 110. The damper housing 710 can be designed in a hollow shape with an empty space and can be formed on two opposite sides (left and right sides based on Fig. 4) be open.

[0067] The damper housing 710 can comprise the housing inner wall 711 and a housing circumferential wall 712.

[0068] The housing perimeter wall 712 is designed in the form of a hollow column, and the damper 750 and the pedal spring 780 are housed within the housing perimeter wall 712. The housing perimeter wall 712 can be slidably coupled to the inner surface of the housing part 100. The housing perimeter wall 712 can slide on the housing part 100 during reserve braking.

[0069] The inner housing wall 711 projects inwards from an inner surface of the outer housing wall 712, and an inner wall hole 711a is provided in a central section of the inner housing wall 711. The projecting rod 746 penetrates the inner wall hole 711a and projects into the interior of the bolt body section 411. The inner housing wall 711 can be integrated with the outer housing wall 712.

[0070] The bearing part 730 can be mounted on the inner wall of the housing 711. The inner wall of the housing 711 can support the bolt body section 411 by means of the bearing part 730, so that the bolt body section 411 is rotatable.

[0071] The damper 750 can move on the housing circumferential wall 712. The damper 750, which is moved towards the housing inner wall 711 when a pedal P is pressed, can come into contact with the housing inner wall 711, and then the forward movement (movement to the left based on Fig. 4) of the damper 750 is suppressed. The damper 750 is compressed and deformed by a pressure force of the pedal P, transmitted through the pedal rod 740, in the state in which the forward movement of the damper 750 is suppressed by the inner wall of the housing 711. If the degree to which the pedal P is depressed increases, the degree to which the damper 750 is compressed by the inner wall of the housing 711 and the pedal rod 740 also increases.

[0072] The central section of the housing inner wall 711 can project towards the main cylinder part 600 to accommodate the bearing part 730. The outer diameter of the projecting central section can be smaller than the inner diameter of the bolt body section 411. Therefore, the central section of the housing inner wall 711 can be inserted into the bolt body section 411.

[0073] The bearing part 730 can be provided in the damper housing 710. The bearing part 730 can be coupled to an outer surface of the damper housing 710 that faces towards the screw bolt part 410. More precisely, the bearing part 730 can be rotatably coupled to the central section of the housing inner wall 711, while surrounding an outer circumference of the central section of the housing inner wall 711.

[0074] One end (right side based on) Fig. 4) The bolt body section 411 sits on the bearing part 730. The bearing part 730 can support the bolt body section 411, allowing the bolt body section 411 to rotate. The bearing part 730 can support an axial load on the bolt section 410.

[0075] The pedal rod 740 is movably arranged in the damper housing 710. The pedal rod 740 penetrates a damper hole 750a of the damper 750 and the inner wall hole 711a of the housing inner wall 711 and projects into an interior space of the screw bolt part 410. During reserve braking, the pedal rod 740 moves towards the master cylinder part 600 and presses directly on the piston part 500, while coming into contact with the projecting column 510 of the piston part 500.

[0076] The pedal rod 740 can comprise a rod wall section and the projecting rod 746. The rod wall section comes into contact with the damper 750 and presses on the damper 750. The projecting rod 746 is arranged on a central section of the rod wall section, projects towards the piston part 500, and presses directly on the projecting column 510 of the piston part 500 during reserve braking.

[0077] The rod wall section can comprise a first rod wall 741 and a second rod wall 742. The first rod wall 741 can compress and deform the damper 750 between the inner housing wall 711 and the first rod wall 741 as it comes into contact with and presses on the damper 750. The second rod wall 742 projects outward from an outer surface of the first rod wall 741, and the pedal spring 780 sits on the second rod wall 742.

[0078] A connecting section between the first rod wall 741 and the second rod wall 742 can be stepped. Therefore, an inner surface of the pedal spring 780, which sits on the second rod wall 742, comes into contact with the outer surface of the first rod wall 741, thus suppressing movement on the second rod wall 742. This makes it possible to provide a uniform elastic force on the rod wall section when the pedal spring 780 is compressed or retracted.

[0079] An outer surface of the second rod wall 742 can come into contact with the housing perimeter wall 712 in order to be centrally aligned with the housing perimeter wall 712. An outer surface of the projecting rod 746 can come into contact with the inner wall hole 711a of the housing inner wall 711 in order to be centrally aligned with the housing inner wall 711. Since the projecting rod 746 and the second rod wall 742 are each centrally aligned with the housing inner wall 711 and the housing perimeter wall 712, the pedal rod 740 can slide smoothly on the damper housing 100.

[0080] The projecting rod 746 is connected to a central section of the second rod wall 742. The projecting rod 746 may be integrated with the second rod wall 742. The projecting rod 746 is designed in the form of a column. The projecting rod 746 penetrates the inner wall hole 711a of the housing inner wall 711 and projects through an interior space of the bolt body section 411 into an interior space of the bolt shank 412. The end 746a of the projecting rod 746 is arranged such that it is opposite the end 510a of the projecting column 510.

[0081] The damper 750 is arranged in the damper housing 710 and surrounds the projecting rod 746 of the pedal rod 740. The damper 750 can be arranged in a space defined by the damper housing 710 and the pedal rod 740. As the pedal rod 740 moves toward the main cylinder part 600, the damper 750 can be compressed and deformed while being pushed by the pedal rod 740 and brought into contact with the inner wall 711 of the housing. As the amount of movement of the pedal rod 740 increases, the amount of compression / deformation of the damper 750 also increases. The damper 750 can comprise an elastically deformable material. The damper 750 can comprise at least one of rubber, silicone, or plastic.

[0082] The pushrod 760 is coupled to the pedal rod 740 and presses on the pedal rod 740 when the pedal P is pressed. The pushrod 760 can move the pedal rod 740 within the damper housing 710 in conjunction with the pressing of the pedal P. One side (right side based on Fig. 4) The push rod 760 can be connected to a clevis 800, and the other side of the push rod 760 can be connected to the pedal rod 740.

[0083] When the fork head 800 is moved forward by pressing pedal P (to the left based on Fig. 4) The pushrod 760 can also move forward to move the pedal rod 740 forward. The compression / deformation of the damper 750 is initiated when the damper 750 is brought into contact with the inner housing wall 711 by the forward movement of the first rod wall 741. In the present embodiment, the clevis 800 is shown as being directly coupled to the pedal P, but the present disclosure is not limited to this. Of course, the clevis 800 can be indirectly coupled by another element.

[0084] The 760 push rod can be articulated and rotated with an outer surface (right surface based on Fig. 4) be coupled to the pedal rod 740. Additionally, the push rod 760 can be coupled to the pedal rod 740 by crimping.

[0085] One end of the pedal guard 790 can be mounted on the gearbox 110 of the housing part 100, and a second end of the pedal guard 790 can be mounted in a groove on an outer surface of the pushrod 760. The pedal guard 790 is repeatedly compressed and retracted as the pushrod 760 moves forward and backward when the pedal P is pressed or released. The pedal guard 790 can surround the damper housing 710 and the pedal spring 780 to prevent the ingress of dust, foreign matter, or the like.

[0086] The pedal spring 780 is located in the damper housing 710. The pedal spring 780 is positioned between the inner wall of the housing 711 and the pedal rod 740 and provides elastic support for the pedal rod 740. One side (right side based on Fig. 4) The pedal spring 780 borders the second rod wall 742 of the pedal rod 740, the other side (left side based on Fig. 4) The pedal spring 780 borders the inner housing wall 711 of the damper housing 710, and the pedal spring 780 provides an elastic force for the pedal rod 740, which is moved by an external force exerted on the push rod 760.

[0087] The pedal spring 780 is compressed by the pedal rod 740, which is moved forward by pressing the pedal P. Since the compressed pedal spring 780 provides an elastic restoring force for the pedal rod 740, it returns the pedal rod 740 to its original position when an external force, such as a pressing force from the pedal P, is removed. The pedal spring 780 can be a coil spring that surrounds the protruding rod 746 and the damper 750 of the pedal rod 740.

[0088] An operating process of the braking device for a vehicle according to the embodiment of the present disclosure, which is set up as described above, is described below.

[0089] Fig. Figure 12 is a cross-sectional view representing a state in which the braking device for a vehicle according to the embodiment of the present disclosure operates in a first deceleration section. Fig. Figure 13 is a cross-sectional view showing a state in which the braking device for a vehicle according to the embodiment of the present disclosure operates in a second deceleration section, and Fig. Figure 14 is a cross-sectional view showing a state in which the braking device for a vehicle according to the embodiment of the present disclosure is operating during a reserve braking operation.

[0090] With reference to Fig. 12. When an initial deceleration operation is performed while a user depresses pedal P, the positions of the nut part 420 and the bolt part 410 do not move due to the elastic force of the return spring part 430. In this case, the compression / deformation of the damper 750 is initiated when the pedal rod 740 moves forward while the pushrod 760 moves forward, and the user can feel an initial braking sensation. A section in which the damper 750 is compressed and deformed to produce a pedal sensation, in the state where the nut part 420 and the bolt part 410 do not move, can be defined as an initial deceleration section, i.e., a braking section with low deceleration of the vehicle. The initial deceleration section can only be achieved through regenerative braking.

[0091] With reference to Fig. 13 rotates a control 20 if a second deceleration operation is performed while the user presses the pedal P with greater force. This control 20 operates the gear part 200 by driving the drive part 10 based on information acquired by a stroke sensor (not shown). The bolt body section 411, which engages with the third gear 230, is rotated by the rotation of the gear part 200, and the nut section 420 moves forward on the bolt shaft 412. As the nut section 420 moves forward, the piston body 501, which is in contact with the nut section 421, also moves forward, allowing the piston head 502 to generate the hydraulic brake pressure in the master cylinder part 600.Since the piston part 500 supports the screw nut part 420 with a hydraulic reaction force in the state in which the return spring part 430 elastically supports the screw nut part 420, the screw bolt part 410, which engages with the screw nut part 420, does not move forward, and its position remains unchanged. Since the position of the screw bolt part 410 remains unchanged, the damper housing 710, which is coupled to the screw bolt part 410 by the bearing part 730, does not move forward, and its position remains unchanged. Therefore, the damper 750 continues to compress and deform during the second deceleration phase, allowing the user to experience a mid- to late-stroke braking feel. This phase can be defined as a second deceleration phase, i.e., a braking phase with high deceleration of the vehicle. The second deceleration phase can be achieved through regenerative braking and hydraulic braking.The control unit 20 can include an electronic control unit (ECU).

[0092] Fig. 14 represents operation during reserve braking. With reference to Fig. 9 and Fig.14. The gear part 200 does not rotate when the user presses the pedal P if the drive part 10, the gear part 200, or the like has failed, so that the screw bolt part 410 can slide forward on the third gear 230. If the pressure force exerted by the user on the pedal P exceeds a predetermined value, the damper housing 710 is moved forward in the housing part 100 by being pushed by the pedal rod 740, and the screw bolt part 410 is also moved forward by being pushed by the damper housing 710. The projecting rod 746 is arranged in the first deceleration section and in the second deceleration section such that it is spaced apart from the projecting column 510. However, the protruding rod 746, which was moved forward during the reserve braking, presses directly onto the piston part 500 by means of the protruding column 510 while it comes into contact with the protruding column 510.Therefore, when the piston part 500 moves forward while the user presses the pedal P, the hydraulic brake pressure can be generated in the master cylinder part 600. The screw nut part 420 can also press directly on the piston body 501, while the projecting rod 746 presses directly on the projecting column 510. A section in which the screw bolt part 410 moves and the projecting rod 746 generates the hydraulic brake pressure by directly pressing on the projecting column 510 can be defined as a reserve brake section.

[0093] While the present disclosure has been described with reference to the embodiments shown in the drawings, these embodiments serve only for illustration, and those skilled in the art in the field to which the present technology belongs will understand that various modifications of the embodiments and any other equivalent embodiments are possible. Therefore, the true technical scope of protection of the present disclosure should be determined by the accompanying claims.

[0094] Although exemplary embodiments of the disclosure have been disclosed for illustrative purposes only, those skilled in the art will appreciate that various modifications, additions, and substitutions are possible without departing from the scope and spirit of the disclosure, as defined in the accompanying claims. Thus, the true technical scope 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 non-patent literature

[0000] Korean patent no. 10-2372394 disclosed (published on March 11, 2022 and entitled “Brake Device for Vehicle” - “Brake device for vehicle

[0005]

Claims

[1] Braking device for a vehicle, the braking device comprising: a housing part; a gear part that is rotatably installed in the housing part and is designed to rotate by receiving a rotational force from a drive part; a motion conversion part which is arranged in the housing part, coupled to the gear part and is designed to convert a rotary motion of the gear part into a linear motion; a main cylinder part that is coupled to the housing part and has an interior that is connected to the interior of the housing part; a piston part, one end of which is arranged in the main cylinder part and the other end of which is arranged in the housing part, wherein the piston part is configured to generate hydraulic pressure in the main cylinder part by means of the linear movement of the motion conversion part; a return spring element arranged in the housing part and designed to elastically support the motion conversion element; and a pedal simulator coupled to the housing part on a side opposite the main cylinder part and comprising a pedal rod designed to press down on the piston part during reserve braking. [2] Brake device for the vehicle according to claim 1, wherein the piston part comprises: a piston body which is designed in the form of a hollow column; a piston head designed to define a closed side in the piston body; and a projecting column connected to the piston head, extending towards the pedal rod and designed to come into contact with the pedal rod during reserve braking. [3] Brake device for the vehicle according to claim 2, wherein the piston part comprises an aluminium material, the pedal rod comprises a material with higher strength than a material of the piston part, and a width of the projecting column is greater than a width of the pedal rod that comes into contact with the projecting column. [4] Brake device for the vehicle according to claim 2 or 3, wherein the piston part comprises an aluminium material, the pedal rod comprises a material with a lower strength than a material of the piston part, and a width of the projecting column is smaller than a width of the pedal rod that comes into contact with the projecting column. [5] Braking device for the vehicle according to any one of claims 2 to 4, wherein the pedal simulator comprises: a damper housing that is coupled to the housing part; a damper which is arranged in the damper housing and is designed to be elastically deformable; the pedal rod, which is movably arranged in the damper housing and is designed to penetrate the damper and the damper housing and to press on the damper when the pedal rod moves towards the master cylinder part; and a pedal spring which is arranged in the damper housing and is designed to elastically support the pedal rod. [6] Braking device for the vehicle according to claim 5, wherein the pedal rod comprises: a rod wall section designed to press against the damper while in contact with it; and a projecting rod, which is arranged on a central section of the rod wall section, projects towards the piston part and is designed to press directly onto the projecting column during reserve braking. [7] Braking device for the vehicle according to claim 6, wherein the rod wall section comprises: a first wall of rods designed to come into contact with the damper; and a second rod wall, which projects outwards from an outer surface of the first rod wall, is designed in such a way that it is stepped in relation to the first rod wall, and is arranged so that the pedal spring sits on the second rod wall. [8] Brake device for the vehicle according to claim 6 or 7, wherein the damper housing comprises: a housing perimeter wall designed to accommodate the damper and pedal spring, and having a hollow column shape; and an inner wall of the housing that projects inwards from an inner surface of the housing perimeter wall and has an inner wall hole that is penetrated by the projecting rod. [9] Braking device for the vehicle according to claim 7 or 8, wherein the second rod wall comes into contact with the housing circumferential wall in order to be centrally aligned with the housing circumferential wall. [10] Brake device for the vehicle according to claim 8 or 9, wherein the protruding rod comes into contact with the inner wall hole in order to be centrally aligned with the housing inner wall.

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