High-performance piston in brake system

Abstract

The high-performance piston in the brake system comprises a cylinder body, a plurality of ventilation holes are formed in one end of the cylinder body, a plurality of outer heat dissipation fin plates are fixedly installed on the outer side of one end of the cylinder body, an outer ring is fixedly installed on the outer side of the end, away from the ventilation holes, of the cylinder body, and a reset spring is fixedly installed on the outer side of the outer ring; a mounting flange is fixedly mounted at the other end of the reset spring; when braking is carried out, formed wind speed airflow enters the interior of one end of the cylinder body through the ventilation holes for ventilation, the outer heat dissipation fin plates are expanded to serve as the contact face for heat dissipation of the cylinder body made of the aluminum alloy material, the ventilation effect of the ventilation holes is matched, the heat dissipation effect is improved, the contact effect with the airflow is improved, and therefore the heat dissipation effect is enhanced; the contact area of the piston and air can be increased through the ventilation holes and the outer heat dissipation fin plates, and the surface temperature can be reduced by 15%-20% through heat dissipation in the acceleration braking process.

Description

Technical Field

[0001] This invention relates to the field of piston technology for braking systems, specifically a high-performance piston for braking systems. Background Technology

[0002] One-Box braking systems are a key technology in the fields of new energy vehicles and intelligent driving. They control hydraulic braking with electrical signals, achieving complete decoupling from traditional vacuum-assisted systems. The braking system is a core safety component of a vehicle, its core function being to convert the vehicle's kinetic energy into heat energy to achieve deceleration, stopping, or parking. It mainly consists of a control module, transmission module, execution module, and auxiliary modules. In terms of working principle, the traditional mainstream is hydraulic drive, following Pascal's law. The pedal force is converted into high-pressure brake fluid to push the caliper piston, causing the brake pads to clamp the brake disc and generate frictional braking force. Drive-by-wire systems, on the other hand, use electronic signals to replace part of the hydraulic system. The ECU controls the motor to push the piston, resulting in more precise response and compatibility with new energy vehicle kinetic energy recovery. Its braking effect is affected by braking efficiency, heat dissipation capacity, and safety redundancy design to ensure stability and safety under different operating conditions.

[0003] In a One-Box brake-by-wire system, piston design is a core element determining system performance and reliability. It must simultaneously meet key technical requirements such as lightweight, low friction, wear resistance, fatigue resistance, and resistance to brake fluid corrosion. However, existing pistons mostly meet basic requirements and lack detection and feedback functions for One-Box braking systems, necessitating additional development to adapt to various models. Furthermore, due to the significant acceleration and deceleration demands of existing new energy vehicles, there are certain requirements for piston heat dissipation performance, as there is a risk of thermal fade at high temperatures. The complex structure and design characteristics of some high-performance pistons result in high maintenance difficulty and make them difficult to adapt to a wide range of vehicle models, causing certain inconveniences. Based on this, a high-performance piston for the braking system is proposed. Summary of the Invention

[0004] The purpose of this invention is to provide a high-performance piston in a braking system to solve the problems mentioned in the background art.

[0005] To achieve the above objectives, the present invention provides the following technical solution: a high-performance piston in a braking system, comprising a cylinder body, a brake pad fixedly mounted at one end of the cylinder body, a plurality of ventilation holes formed inside the cylinder body at one end, a plurality of external heat dissipation fins fixedly mounted on the outer side of the cylinder body at one end, an outer ring fixedly mounted on the outer side of the cylinder body away from the ventilation holes, a return spring fixedly mounted on the outer side of the outer ring, a mounting flange fixedly mounted at the other end of the return spring, a fixing ring fixedly sleeved on the outer side of the cylinder body away from the outer ring, a dustproof rubber sleeve fixedly mounted on the outer side of the fixing ring, a rubber mounting ring fixedly mounted on the outer side of the dustproof rubber sleeve, a plurality of mounting holes formed inside the rubber mounting ring, a plurality of sealing mounting grooves formed on the outer side of the cylinder body, a sealing ring one installed inside the sealing mounting groove, a sealing ring two installed inside the sealing mounting groove, and a piston limiter fixedly sleeved on the outer side of the cylinder body away from the outer ring. The cylinder has a high-strength conical column fixedly installed on the inner wall of one end, and several internal heat dissipation fins fixedly installed on the inner wall of the cylinder. An isolation plate is fixedly installed on the end of the high-strength conical column away from the cylinder. A conical cylinder is fixedly installed on the other side of the isolation plate. Several reinforcing wing plates are fixedly installed on the outer side of the conical cylinder. An integrated piezoelectric pressure sensor is fixedly installed on the inner wall of one end of the conical cylinder. An inner partition is fixedly installed on one side of the integrated piezoelectric pressure sensor. A conical filler is movably installed on the other side of the inner partition. A pressure applying seat is fixedly installed on the end of the conical filler away from the inner partition. An mounting seat is fixedly installed on the outer side of the pressure applying seat. A limiting conical ring is fixedly sleeved on the outer side of the pressure applying seat. A fixing ring is sleeved on the outer side of the limiting conical ring. A magnetostrictive magnetic ring is fixedly installed inside the cylinder. A magnetostrictive mounting ring is movably sleeved on the outer side of the cylinder. A magnetostrictive waveguide wire is installed on the inner side of the magnetostrictive mounting ring.

[0006] Preferably, the ventilation holes and external heat dissipation fins are evenly distributed circumferentially on the outer side of the cylinder near the brake pad, and the ventilation holes and external heat dissipation fins are evenly distributed circumferentially at one end of the cylinder.

[0007] Preferably, the mounting holes are evenly distributed circumferentially inside the adhesive mounting ring, and the fixing ring is located on one side of the ventilation hole and the outer heat dissipation fin plate.

[0008] Preferably, the sealing mounting grooves are linearly and evenly distributed on the outside of the cylinder body, the first sealing ring is located on the side adjacent to the fixed ring, the piston limiting ring is located on the opposite side of the fixed ring and the first sealing ring, and the second sealing ring is located on one side of the first sealing ring.

[0009] Preferably, the high-strength conical column and the integrated piezoelectric pressure sensor are both located at the center of the cylinder body. The inner heat dissipation fins are evenly distributed circumferentially on the inner wall of the cylinder body. The inner heat dissipation fins are fixedly inserted through the isolation plate and extend to the outer side of the reinforcing wing plate. The reinforcing wing plate is fixedly installed on the opposite sides of the cylinder body and the conical cylinder. The reinforcing wing plate is evenly distributed circumferentially on the opposite sides of the cylinder body and the conical cylinder.

[0010] Preferably, the conical cylinder is conical in shape and has a stepped cross-section. The conical filler is movably fitted inside the conical cylinder. The outer side of the fixing ring is fixedly installed on the opposite side of the cylinder body and the outer ring. The end of the conical cylinder away from the high-strength conical column is fixedly installed on one side of the fixing ring. The limiting conical ring is a conical ring, and the specifications and dimensions of the limiting conical ring are adapted to the specifications and dimensions of the fixing ring. The pressure seat is fitted inside the outer ring. The return spring, mounting flange, mounting seat, pressure seat, outer ring, conical cylinder, conical filler, and cylinder body are all concentric circles.

[0011] Preferably, the cross-section of the magnetostrictive mounting ring is trapezoidal, the position of the magnetostrictive mounting ring corresponds to the position of the magnetostrictive magnetic ring, the magnetostrictive magnetic ring is located on the opposite side of the conical cylinder and the cylinder body, and the magnetostrictive mounting ring is fixedly installed in the preset circular hole of the caliper cylinder.

[0012] Preferably, both the cylinder block and the high-strength cone are made of high-strength aluminum alloy, the cone-shaped filler is an aluminum alloy, and the surface of the aluminum alloy has an oxide coating. The oxide coating is one of two processes: micro-arc oxidation and hard anodizing. The roughness of the outer wall of the cylinder is in the range of Ra0.1-0.4μm.

[0013] Compared with the prior art, the beneficial effects of the present invention are as follows: 1. A permanent magnetostrictive displacement magnetic ring is embedded inside the piston, and a magnetostrictive waveguide wire is installed in parallel inside the caliper cylinder bore. When a current pulse passes through the waveguide wire, a magnetic field is generated, which interacts with the magnetic field of the piston magnetic ring to generate a "torsional wave". By detecting the propagation time of the torsional wave, the displacement of the piston is calculated. Combined with the integrated piezoelectric pressure sensor, the "piezoelectric effect" of the piezoelectric crystal is utilized. When the crystal is squeezed by the pressure transmitted by the piston, a charge signal proportional to the pressure is generated. This is converted into a measurable voltage signal by a charge amplifier, which can transmit the displacement and pressure signal of the cylinder, increasing the stability of the piston and the signal feedback. This increases the adaptability range for the position detection and pressure detection of the cylinder.

[0014] 2. When braking, the resulting airflow enters the cylinder block through the ventilation holes for ventilation. The external cooling fins expand the contact surface of the aluminum alloy cylinder block for heat dissipation. Combined with the ventilation holes, this increases the heat dissipation effect and enhances the contact with the airflow. The ventilation holes and external cooling fins increase the contact area between the piston and air, accelerating heat dissipation during braking and reducing the surface temperature by 15%-20%.

[0015] 3. Compared to traditional vacuum-assisted hydraulic braking systems, the One-Box braking system offers significant improvements in electrification adaptability, energy recovery efficiency, response speed, and intelligent expansion. The aluminum alloy material used has a thermal conductivity more than three times that of cast iron, allowing continuous braking temperature rise to be controlled below 120℃ and reducing weight by 63%, which is more conducive to energy conservation in new energy vehicles. The aluminum alloy piston has a response time of less than 150ms, improving safety. In terms of corrosion resistance, the aluminum alloy piston undergoes hard anodizing, resulting in an inert oxide layer on the surface that effectively blocks acids and alkalis, achieving over 3 million cycles. Attached Figure Description

[0016] Figure 1 This is a front-view stereoscopic structural diagram of the present invention.

[0017] Figure 2 This is a schematic diagram of the three-dimensional appearance structure of the present invention from a rear-view or upward-view perspective.

[0018] Figure 3 This is a schematic diagram of the right-side appearance structure of the present invention.

[0019] Figure 4 This is a front sectional view of the internal structure of the present invention.

[0020] Figure 5 This is a schematic diagram of the internal structure of the present invention, viewed from the right side.

[0021] Figure 6 This is a top-view cross-sectional schematic diagram of the internal structure of the present invention.

[0022] Figure 7 For the present invention Figure 4 Enlarged structural diagram at point A in the middle.

[0023] Figure 8 For the present invention Figure 4 Enlarged structural diagram at point B.

[0024] Figure 9 For the present invention Figure 4 Enlarged structural diagram at point C.

[0025] In the diagram: 1. Cylinder block; 2. Brake pad; 3. Ventilation hole; 4. External heat dissipation fins; 5. Retaining ring; 6. Dustproof rubber sleeve; 7. Adhesive mounting ring; 8. Mounting hole; 9. Sealing mounting groove; 10. Sealing ring one; 11. Sealing ring two; 12. Magnetostrictive displacement mounting ring; 13. Return spring; 14. Mounting flange; 15. Mounting seat; 16. Pressure seat; 17. Outer ring; 18. Piston limiting ring; 19. High-strength conical column; 20. Internal heat dissipation fins; 21. Isolation plate; 22. Conical cylinder; 23. Integrated piezoelectric pressure sensor; 24. Internal partition plate; 25. Reinforcing wing plate; 26. Magnetostrictive displacement magnetic ring; 27. Conical filler; 28. Magnetostrictive waveguide wire; 29. ​​Retaining ring; 30. Limiting conical ring. Detailed Implementation

[0026] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0027] Please see Figures 1-9This invention provides a technical solution: a high-performance piston in a braking system, comprising a cylinder body 1, a brake pad 2 fixedly mounted at one end of the cylinder body 1, a plurality of ventilation holes 3 opened inside the cylinder body 1 at one end, a plurality of external heat dissipation fins 4 fixedly mounted on the outer side of the cylinder body 1 at one end, an outer ring 17 fixedly mounted on the outer side of the cylinder body 1 away from the ventilation holes 3, a return spring 13 fixedly mounted on the outer side of the outer ring 17, a mounting flange 14 fixedly mounted on the other end of the return spring 13, a fixing ring 5 fixedly sleeved on the outer side of the cylinder body 1 away from the outer ring 17, a dustproof rubber sleeve 6 fixedly mounted on the outer side of the fixing ring 5, a rubber mounting ring 7 fixedly mounted on the outer side of the dustproof rubber sleeve 6, a plurality of mounting holes 8 opened inside the rubber mounting ring 7, a plurality of sealing mounting grooves 9 opened on the outer side of the cylinder body 1, a sealing ring 10 installed inside the sealing mounting groove 9, a sealing ring 2 installed inside the sealing mounting groove 9, a piston limiting ring 18 fixedly sleeved on the outer side of the cylinder body 1 away from the outer ring 17, and a piston limiting ring 18 fixedly sleeved on the inner wall of the cylinder body 1 at one end. A high-strength conical column 19 is fixedly installed. Several internal heat dissipation fins 20 are fixedly installed on the inner wall of the cylinder body 1. An isolation plate 21 is fixedly installed at the end of the high-strength conical column 19 away from the cylinder body 1. A conical cylinder 22 is fixedly installed on the other side of the isolation plate 21. Several reinforcing wing plates 25 are fixedly installed on the outer side of the conical cylinder 22. An integrated piezoelectric pressure sensor 23 is fixedly installed on the inner wall of one end of the conical cylinder 22. An inner partition 24 is fixedly installed on one side of the integrated piezoelectric pressure sensor 23. The other side of the inner partition 24 is flexible. A conical filler 27 is movably installed. A pressure seat 16 is fixedly installed at one end of the conical filler 27 away from the inner partition 24. An installation seat 15 is fixedly installed on the outside of the pressure seat 16. A limiting cone ring 30 is fixedly sleeved on the outside of the pressure seat 16. A fixing ring 29 is sleeved on the outside of the limiting cone ring 30. A magnetostrictive magnetic ring 26 is fixedly installed inside the cylinder body 1. A magnetostrictive installation ring 12 is movably sleeved on the outside of the cylinder body 1. A magnetostrictive waveguide wire 28 is installed on the inside of the magnetostrictive installation ring 12.

[0028] The working principle of the above technical solution is as follows: In use, the magnetostrictive displacement mounting ring 12 is installed in the preset circular hole slot of the caliper cylinder, the cylinder body 1 is fitted into the caliper cylinder hole, and the mounting flange 14 is installed in the mounting position inside the caliper cylinder hole. The mounting base 15 is connected to the output end of the electric telescopic column inside the caliper, and the brake pad 2 is installed on the inner side of the caliper cover, so that the piston limit ring 18 is placed in the limit groove inside the caliper cylinder hole. The mounting ring 7 and the mounting hole 8 are installed in the mounting position of the caliper cover, and the ventilation hole 3, the outer heat dissipation fin plate 4 and the fixed... Ring 5 is placed on the outside of the caliper cylinder bore. When in use, the ECU directly controls the motor inside the caliper. The motor pushes the mounting seat 15 through the transmission structure and squeezes the conical filler 27 through the pressure seat 16, which is then transmitted to the conical cylinder 22. The conical cylinder 22 then transmits the material to the high-strength conical column 19 and the cylinder 1, thereby moving the cylinder 1 and the brake pad 2 to press the brake pad. After release, the return spring 13 pulls the cylinder 1 to provide force assistance. The whole is made of high-strength aluminum alloy, which has high strength and reduces a certain weight, and has good wear resistance and long service life.

[0029] In another implementation scheme, such as Figures 1-9 As shown, the ventilation holes 3 and the external heat dissipation fins 4 are evenly distributed in a circular pattern on the outer side of the cylinder 1 near the brake pad 2, and the ventilation holes 3 and the external heat dissipation fins 4 are evenly distributed in a circular pattern at one end of the cylinder 1.

[0030] When the vehicle brakes, the resulting airflow enters the interior of one end of the cylinder block 1 through the ventilation hole 3 for ventilation. The external heat dissipation fins 4 expand the contact surface of the cylinder block 1 as an aluminum alloy material for heat dissipation. Combined with the ventilation effect of the ventilation hole 3, the heat dissipation effect is increased. Furthermore, the internal heat dissipation fins 20 inside the cylinder block 1, while acting as ribs to increase the internal structural strength, also increase the contact surface with the airflow, thereby enhancing the heat dissipation effect. The ventilation hole 3 and the external heat dissipation fins 4 can increase the contact area between the piston and the air, accelerating the dissipation of heat during braking and reducing the surface temperature by 15%-20%.

[0031] In another implementation scheme, such as Figures 1-9 As shown, the mounting holes 8 are evenly distributed in a circular pattern inside the adhesive mounting ring 7, and the fixing ring 5 is located on one side of the ventilation hole 3 and the outer heat dissipation fin plate 4.

[0032] Mounting hole 8 allows the rubber mounting ring 7 to be installed in the auxiliary position of the piston mounting via the mounting structure. The dustproof rubber sleeve 6 is pulled up and expanded. The dustproof rubber sleeve 6 covers and protects the gap between the cylinder body 1 and the caliper cylinder bore by covering the edge of the joint, preventing dust and debris from adhering to the outside of the cylinder body 1, thus providing protection and increasing the relative stability of the structure. In addition, the fixing ring 5 and the dustproof rubber sleeve 6 block the airflow at the location of the ventilation hole 3 and the external heat dissipation fin 4, thereby stabilizing the overall effect and facilitating separation.

[0033] In another implementation scheme, such as Figures 1-9 As shown, the sealing mounting groove 9 is linearly and evenly distributed on the outside of the cylinder body 1, the sealing ring 10 is located on the side adjacent to the fixed ring 5, the piston limiting ring 18 is located on the opposite side of the fixed ring 5 and the sealing ring 10, and the sealing ring 2 11 is located on one side of the sealing ring 10.

[0034] The sealing mounting groove 9 provides mounting positions for sealing ring 10 and sealing ring 11, and seals the mounting positions inside the cylinder body 1 and the caliper cylinder bore. The core function of the seal inside the cylinder bore of the wire-controlled caliper is to ensure stable pressure, prevent contamination intrusion, and ensure smooth piston movement, directly determining the braking force accuracy, response speed, and service life of the wire-controlled braking system. Furthermore, in conventional hydraulic control systems, the specific application of this solution requires the removal of the pressure seat 16, the conical filler 27, and the limiting cone ring 30. In products adapted for hydraulic transmission, the removal of these structures allows the hydraulic oil to directly contact the inner side of the conical cylinder 22 and the inner partition 24. This direct transmission of hydraulic oil fully utilizes the strength of the conical surface, further reducing structural weight and ensuring that these two models can adapt to more vehicle models. They can be applied in specific adaptation structures for both wire-controlled and hydraulic control systems, increasing structural adaptability. The installation and arrangement requirements of sealing ring 10 and sealing ring 11 within the sealing mounting groove 9 can accommodate and satisfy both application methods.

[0035] In another implementation scheme, such as Figures 1-9 As shown, the high-strength conical column 19 and the integrated piezoelectric pressure sensor 23 are both located at the center of the cylinder 1. The inner heat dissipation fins 20 are evenly distributed in a circular pattern on the inner wall of the cylinder 1. The inner heat dissipation fins 20 are fixedly inserted through the isolation plate 21 and extend to the outer side of the reinforcing wing plate 25. The reinforcing wing plate 25 is fixedly installed on the opposite sides of the cylinder 1 and the conical cylinder 22. The reinforcing wing plate 25 is evenly distributed in a circular pattern on the opposite sides of the cylinder 1 and the conical cylinder 22.

[0036] The high-strength conical column 19 and conical cylinder 22 increase the stability of the structure and ensure the stability of the force in the connection and conduction. The inner heat dissipation fin plate 20 plays the role of internal heat dissipation and conducts internal heat to the inside of the ventilation slot, thereby increasing the heat dissipation effect. It can also strengthen the inner wall of the cylinder 1 by adding ribs. The reinforcing wing plate 25 increases the relative stability of the structure on the opposite sides of the cylinder 1 and the conical cylinder 22, and provides structural support for the isolation plate 21 and the inner heat dissipation fin plate 20, achieving a balance between structural strength and mass.

[0037] In another implementation scheme, such as Figures 1-9As shown, the conical cylinder 22 is conical in shape and has a stepped cross-section. The conical filler 27 is movably fitted inside the conical cylinder 22. The outer side of the fixing ring 29 is fixedly installed on the opposite side of the cylinder body 1 and the outer ring 17. The end of the conical cylinder 22 away from the high-strength conical column 19 is fixedly installed on one side of the fixing ring 29. The limiting conical ring 30 is a conical ring, and the specifications and dimensions of the limiting conical ring 30 are compatible with the specifications and dimensions of the fixing ring 29. The pressure seat 16 is fitted inside the outer ring 17. The return spring 13, mounting flange 14, mounting seat 15, pressure seat 16, outer ring 17, conical cylinder 22, conical filler 27 and cylinder body 1 are all concentric circles.

[0038] The pressure seat 16 and the conical filler 27 transmit force on the inner side of the conical cylinder 22, stabilizing the structural stress. The fixing ring 29 stabilizes the stress structure at one end of the conical cylinder 22. The pushing and pulling action is stabilized by the limiting effect of the limiting conical ring 30 and the fixing ring 29. Through the combination of the conical filler 27 and the conical cylinder 22, the stepped cross-section can reduce the amount of material used and the weight by 10%-15% while maintaining the pressure bearing strength of the inner side of the piston, avoiding deformation under high load. In addition, the mounting flange 14 applies operating performance through the return spring 13. The spring force coefficient of the return spring 13 is balanced with the piston load and does not offset the core braking force. The spring force must be much smaller than the piston's braking thrust (usually 5%-15% of the braking thrust) to avoid the spring force offsetting the braking force or causing insufficient braking. For example, if the piston braking thrust of a drive-by-wire caliper is about 5000N, the spring assist needs to be controlled between 250-750N. This can assist the piston in returning to its original position or pre-tightening without affecting the clamping force during braking. Linear springs are preferred to ensure stable and controllable assist effect. If "segmented assist" is required, variable diameter or variable pitch springs can be used, but the piston motion curve needs to be calibrated and matched through the ECU. The compression and extension strokes of the spring must be greater than or equal to the maximum working stroke of the piston, with a safety margin of 5%-10% to prevent the spring from being "locked up" and failing when the piston reaches its limit. For example, if the maximum working stroke of the piston is 15mm, the spring stroke must be greater than or equal to 16.5mm. Pre-compression is required during installation, with a design depth of 5%-10%. Installation dimensions must be compatible with the piston and cylinder bore mounting space, leaving a clearance to prevent scratches. For normal operating conditions, piano wire is suitable for temperatures below 200 degrees Celsius. For high-performance applications, high-temperature alloy wire such as Inconel 718 should be used, with the outer surface treated with galvanizing, nickel plating, or phosphating to enhance corrosion resistance. It is also necessary to avoid "negative synergy" between the spring, piston, and caliper, such as avoiding the synchronization of the spring's natural frequency and the piston's vibration frequency. Laboratory calibration of various parameters should be conducted to determine the appropriate installation and usage methods for different pistons and operating conditions.

[0039] In another implementation scheme, such as Figures 1-9As shown, the cross-section of the magnetostrictive mounting ring 12 is trapezoidal. The position of the magnetostrictive mounting ring 12 corresponds to the position of the magnetostrictive magnetic ring 26. The magnetostrictive magnetic ring 26 is located on the opposite side of the conical cylinder 22 and the cylinder body 1. The magnetostrictive mounting ring 12 is installed in the preset circular hole of the caliper cylinder by a fixed method.

[0040] A permanent magnetostrictive displacement magnetic ring 26 is embedded inside the piston, and a magnetostrictive waveguide wire 28 is installed parallel to it within the caliper cylinder bore. When a current pulse passes through the waveguide wire, a magnetic field is generated, which interacts with the magnetic field of the piston magnetic ring to produce a "torsional wave." By detecting the propagation time of the torsional wave, the piston displacement is calculated. This method has the advantages of being non-contact, with no physical contact between the magnetic ring and the waveguide wire, no wear, and a service life consistent with the piston. It offers high precision with a displacement resolution of up to 0.001 mm, enabling precise control of the gap between the brake pads and the brake disc. The waveguide wire can withstand temperatures up to 350°C and hydraulic oil contamination, requires no complex seals, and is adaptable to various applications. The harsh working environment of the piston, combined with the integrated piezoelectric pressure sensor 23, utilizes the "piezoelectric effect" of piezoelectric crystals such as quartz and piezoelectric ceramics. When the crystal is squeezed by the pressure transmitted by the piston, it generates a charge signal proportional to the pressure. This signal is converted into a measurable voltage signal by a charge amplifier. It has the advantages of fast response speed, good shock resistance, robust crystal structure, high resistance to high-frequency vibration of the reciprocating motion of the braking piston, and high signal stability. It can transmit the displacement and pressure signals of the cylinder 1, increasing the stability of the piston and signal feedback, and expanding the range of applications for position detection and pressure detection of the cylinder 1.

[0041] In another implementation scheme, such as Figures 1-9 As shown, both the cylinder body 1 and the high-strength cone column 19 are made of high-strength aluminum alloy. The cone-shaped filler 27 is also made of aluminum alloy, and the surface of the aluminum alloy has an oxide coating. This oxide coating is one of two processes: micro-arc oxidation and hard anodizing. The roughness of the outer wall of the cylinder body 1 is in the range of Ra0.1-0.4μm.

[0042] Furthermore, the conical filler 27 is a filling material. When hydraulic transmission is not required, a balance between force and weight reduction is found through aluminum alloy and other materials, including but not limited to aluminum alloys such as aluminum foam, various other types of aluminum alloys, and titanium alloys. It can also be removed according to product signal requirements, and provides a basis for subsequent research and development. To facilitate the adaptation of cylinder 1 and the main body material, A6061 aluminum alloy is used, which can effectively reduce weight by 30%, achieving lightweight, high strength, high market share, and low price as the primary material. The high-strength conical column 19 uses A6082 aluminum alloy, which has higher strength. The size of the high-strength conical column 19 is expanded within the pressure range. When the pressure is high, the size and area of ​​the high-strength conical column 19 are increased to ensure that the product specifications can withstand the force in the required scenario. In addition, low friction requires ensuring that the coefficient of friction is ≤0.08. Overly smooth surface Ra<0.1μm: → actual contact area increases → molecular adsorption force increases → μ abnormally increases, such as the stick-slip effect of mirror glass. Excessive surface roughness Ra > 1.6 μm: → Micro-protrusion interlocking → Grooving effect dominates → μ increases but wear increases dramatically. Optimal roughness Ra 0.2~0.8 μm: → Moderate load-bearing by micro-protrusions → Shear force dominates friction → μ is stable and wear is minimal. Considering the need for zero leakage on the piston surface, the piston roughness is controlled at Ra 0.1~0.4 μm. The lifespan of a car is 300,000 km / 15 years, equivalent to the piston needing to withstand more than 3 million braking cycles. Therefore, a wear-resistant coating is needed on the piston surface. There are two coating processes for aluminum alloy surfaces: micro-arc oxidation and hard anodizing. Due to the complexity of the process and the high cost of equipment, micro-arc oxidation costs approximately 2-3 times more than hard anodizing. Hard anodizing has a high degree of standardization and is suitable for mass production. Therefore, hard anodizing is chosen. To ensure wear resistance, the anodized layer thickness is increased to over 20 μm and the hardness to HV350 or higher. Brake fluid has strong corrosive properties. Because the piston reciprocates within the brake fluid, it requires strong corrosion resistance. Sealing the piston enhances its corrosion resistance, ensuring it remains rust-free for 500 hours. Compared to traditional vacuum-assisted hydraulic braking systems, the One-Box braking system offers significant improvements in electrification adaptability, energy recovery efficiency, response speed, and intelligent expansion. Furthermore, the 6061 aluminum alloy piston has a thermal conductivity more than three times that of traditional cast iron pistons, allowing continuous braking temperature rise to be kept below 120°C. The aluminum alloy piston is also 63% lighter than cast iron pistons, contributing to energy efficiency in new energy vehicles. In terms of braking system response time, cast iron requires 200ms, while the aluminum alloy piston responds in less than 150ms, improving safety. Regarding corrosion resistance, cast iron pistons are prone to electrochemical corrosion, resulting in a fatigue life of only 2 million cycles, while aluminum alloy pistons, after hard anodizing, have an inert oxide layer that effectively blocks acids and alkalis, achieving over 3 million cycles.

[0043] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A high-performance piston in a braking system, comprising a cylinder (1), characterized in that: Several ventilation holes (3) are provided inside one end of the cylinder (1). Several external heat dissipation fins (4) are fixedly installed on the outer side of one end of the cylinder (1). An outer ring (17) is fixedly installed on the outer side of the cylinder (1) away from the ventilation holes (3). A piston limiting ring (18) is fixedly sleeved on the outer side of the cylinder (1) away from the outer ring (17). A high-strength conical column (19) is fixedly installed on the inner wall of one end of the cylinder (1). Several internal heat dissipation fins (20) are fixedly installed on the inner wall of the cylinder (1). An isolation plate (21) is fixedly installed on the end of the high-strength conical column (19) away from the cylinder (1). A conical cylinder (22) is fixedly installed on the other side of the isolation plate (21). Several reinforcing wing plates (25) are fixedly installed on the outer side of the conical cylinder (22). An integrated piezoelectric pressure sensor (23) is fixedly installed on the inner wall of one end of the conical cylinder (22). An inner partition (24) is fixedly installed on one side of the integrated piezoelectric pressure sensor (23). A conical filler (27) is movably installed on the other side of the inner partition (24). A pressure seat (16) is fixedly installed on the end of the conical filler (27) away from the inner partition (24). A limiting cone ring (30) is fixedly sleeved on the outside of the pressure seat (16). A fixing ring (29) is sleeved on the outside of the limiting cone ring (30). A magnetostrictive magnetic ring (26) is fixedly installed inside the cylinder (1). A magnetostrictive mounting ring (12) is movably sleeved on the outside of the cylinder (1). A magnetostrictive waveguide wire (28) is installed on the inside of the magnetostrictive mounting ring (12).

2. A high-performance piston in a braking system according to claim 1, characterized in that: A brake pad (2) is fixedly installed at one end of the cylinder (1). Ventilation holes (3) and external heat dissipation fins (4) are evenly distributed in a circle on the outer side of the cylinder (1) near the brake pad (2). Ventilation holes (3) and external heat dissipation fins (4) are evenly distributed in a circle at one end of the cylinder (1).

3. A high-performance piston in a braking system according to claim 1, characterized in that: A fixing ring (5) is fixedly sleeved on the outer side of the cylinder (1) away from the outer ring (17). A dustproof rubber sleeve (6) is fixedly installed on the outer side of the fixing ring (5). A rubber mounting ring (7) is fixedly installed on the outer side of the dustproof rubber sleeve (6). Several mounting holes (8) are opened inside the rubber mounting ring (7). The mounting holes (8) are evenly distributed in a circle inside the rubber mounting ring (7). The fixing ring (5) is located on one side of the ventilation hole (3) and the outer heat dissipation fin plate (4).

4. A high-performance piston in a braking system according to claim 3, characterized in that: Several sealing mounting grooves (9) are provided on the outer side of the cylinder body (1). A sealing ring one (10) is installed inside the sealing mounting groove (9), and a sealing ring two (11) is installed inside the sealing mounting groove (9). The sealing mounting grooves (9) are linearly and evenly distributed on the outer side of the cylinder body (1). The sealing ring one (10) is located on the side adjacent to the fixed ring (5). The piston limiting ring (18) is located on the opposite side of the fixed ring (5) and the sealing ring one (10). The sealing ring two (11) is located on one side of the sealing ring one (10).

5. A high-performance piston in a braking system according to claim 1, characterized in that: The high-strength conical column (19) and the integrated piezoelectric pressure sensor (23) are both located at the center of the cylinder (1). The inner heat dissipation fins (20) are evenly distributed in a circle on the inner wall of the cylinder (1). The inner heat dissipation fins (20) are fixedly inserted through the isolation plate (21) and extend to the outside of the reinforcing wing plate (25). The reinforcing wing plate (25) is fixedly installed on the opposite side of the cylinder (1) and the conical cylinder (22). The reinforcing wing plate (25) is evenly distributed in a circle on the opposite side of the cylinder (1) and the conical cylinder (22).

6. A high-performance piston in a braking system according to claim 1, characterized in that: A return spring (13) is fixedly installed on the outer side of the outer ring (17), and a mounting flange (14) is fixedly installed on the other end of the return spring (13). A mounting seat (15) is fixedly installed on the outer side of the pressure seat (16). The conical cylinder (22) is conical and has a stepped cross-section. The conical filler (27) is movably fitted inside the conical cylinder (22). The outer side of the fixing ring (29) is fixedly installed on the opposite side of the cylinder body (1) and the outer ring (17). One end away from the high-strength cone (19) is fixedly installed on one side of the fixed ring (29). The limiting cone (30) is a conical ring, and the size of the limiting cone (30) is compatible with the size of the fixed ring (29). The pressure seat (16) is sleeved on the inner side of the outer ring (17). The return spring (13), mounting flange (14), mounting seat (15), pressure seat (16), outer ring (17), conical cylinder (22), conical filler (27) and cylinder body (1) are all concentric circles.

7. A high-performance piston in a braking system according to claim 1, characterized in that: The cross-section of the magnetostrictive mounting ring (12) is trapezoidal. The position of the magnetostrictive mounting ring (12) corresponds to the position of the magnetostrictive magnetic ring (26). The magnetostrictive magnetic ring (26) is located on the opposite side of the conical cylinder (22) and the cylinder body (1). The magnetostrictive mounting ring (12) is installed in the preset circular hole of the caliper cylinder by a fixed method.

8. A high-performance piston in a braking system according to claim 1, characterized in that: The cylinder (1) and the high-strength cone (19) are both made of high-strength aluminum alloy. The cone filler (27) is made of aluminum alloy and the surface of the aluminum alloy has an oxide coating. The oxide coating is one of two processes: micro-arc oxidation and hard anodizing. The roughness of the outer wall of the cylinder (1) is in the range of Ra0.1-0.4μm.

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