Automobile caliper and brake piston thereof

Abstract

The application discloses a kind of automobile caliper and its brake pistons, wherein the automobile caliper includes caliper body and brake pad, the brake piston is arranged between the caliper body and the brake pad, the brake piston includes: piston body, the piston body is arranged on the caliper body, and the piston body can reciprocate along the direction towards or away from the brake pad;Heat insulating part is arranged on the piston body, and is configured to be matched with the brake pad;Elastic member, the piston body and the heat insulating part are connected by the elastic member.The automobile caliper and its brake pistons provided by the application can block the transmission of heat to the caliper body and hydraulic oil, have good heat insulation and heat dissipation effect, and have good braking effect.

Description

Technical Field

[0001] This invention relates to the field of automotive braking technology, and in particular to an automotive caliper and its brake piston. Background Technology

[0002] During vehicle braking, the brake piston inside the caliper pushes the friction pads to clamp the brake disc, converting the vehicle's kinetic energy into heat energy through friction, thereby decelerating or parking the vehicle. During braking, the braking components continuously generate heat. Under continuous braking, long downhill slopes, and high-intensity driving conditions, the thermal load on the braking system increases significantly, easily leading to brake fade and affecting braking stability.

[0003] Compared to traditional gasoline vehicles, new energy vehicles are generally equipped with a complete set of three-electric systems, including power batteries, motors, and electronic controls, which significantly increases the vehicle's weight. In addition, new energy vehicles often have the characteristics of quick start and strong instantaneous acceleration. The braking frequency and braking load during daily driving and working conditions are much higher than those of traditional gasoline vehicles, which puts forward higher requirements for the heat dissipation performance and operational stability of the braking system, and significantly increases the pressure on braking heat dissipation.

[0004] During braking, the friction between the friction pads and the brake disc generates a large amount of heat. This heat is conducted to the piston that is in contact with the friction pads. This heat needs to be dissipated in time to reduce the heat transfer to the brake caliper and hydraulic oil. This prevents the hydraulic oil from deteriorating due to increased temperature, which would reduce its viscosity and lubrication performance, thus affecting its service life and braking performance.

[0005] Currently, common brake pistons are typically a one-piece structure. This includes the piston body, with one end open to form the brake pad connection end, and the other end closed to be propelled by hydraulic fluid. To improve heat dissipation, such one-piece pistons usually have air channels at the brake pad connection end. However, while this increases heat dissipation, it doesn't prevent heat from being conducted to the hydraulic fluid and caliper body, which can still affect the lifespan of the hydraulic fluid and the heat dissipation of the caliper body, thus impacting braking performance. Summary of the Invention

[0006] To address the shortcomings of existing technologies, this invention provides an automotive caliper and its brake piston, which can block heat transfer to the caliper body and hydraulic oil, resulting in good braking performance.

[0007] This invention is achieved through the following technical solution:

[0008] A brake piston for an automotive caliper, the caliper comprising a caliper body and brake pads, the brake piston being disposed between the caliper body and the brake pads, the brake piston comprising:

[0009] A piston body is disposed on the caliper body and is reciprocating in a direction toward or away from the brake pad;

[0010] A heat insulation element is disposed on the piston body and configured to mate with the brake pad;

[0011] An elastic element is provided, through which the piston body and the heat insulation element are connected.

[0012] Furthermore, a cavity is formed on the piston body, the cavity having an opening toward the brake pad, the heat insulation member extending at least partially into the cavity from the opening, and the heat insulation member being fixedly connected to the piston body via the elastic member.

[0013] Furthermore, the elastic element is selected as a retaining spring, a first retaining groove is formed on the inner peripheral wall of the cavity, a second retaining groove is formed on the heat insulation element, and the opposite sides of the retaining spring are respectively engaged in the first retaining groove and the second retaining groove.

[0014] Furthermore, the heat insulation component includes a mounting portion, which is accommodated within the cavity, and the second slot is formed on the outer peripheral surface of the mounting portion, with the outer peripheral surface of the second slot fitting against the inner peripheral wall constituting the cavity.

[0015] Furthermore, a plurality of through first heat dissipation holes are formed on the inner peripheral wall of the cavity, and a plurality of second heat dissipation holes are formed on the mounting part, each corresponding to one of the plurality of first heat dissipation holes, with the second heat dissipation holes exposed from their corresponding first heat dissipation holes.

[0016] Furthermore, the plurality of the first heat dissipation holes are evenly spaced along the circumference of the brake piston.

[0017] Furthermore, the heat insulation component also includes an abutting portion connected to the mounting portion, the abutting portion abutting against the brake pad, and a plurality of third heat dissipation holes are formed on the abutting portion.

[0018] Furthermore, the plurality of the third heat dissipation holes are arranged at uniform intervals around the circumference of the heat insulation member.

[0019] Furthermore, the heat insulation component also includes a partition wall disposed between the mounting portion and the abutting portion, and the partition wall blocks the opening.

[0020] Furthermore, a compression groove is formed on the side of the piston body opposite to the heat insulation member, and the compression groove is configured to contain hydraulic oil.

[0021] Furthermore, the heat insulation component is made of titanium alloy.

[0022] Furthermore, a guide slope is formed on the inner peripheral wall of the cavity, and the guide slope is configured to guide the mounting part.

[0023] The present invention also provides an automotive caliper, comprising the brake piston described in any of the preceding claims.

[0024] Compared with the prior art, the advantages of this invention are:

[0025] 1. The piston body and the heat insulation component are set up in a separate nested assembly structure, which realizes efficient heat insulation and heat resistance. It effectively prevents the high temperature heat generated by the brake pads from being transferred to the caliper body and internal hydraulic oil through the piston, avoiding high temperature deterioration and vaporization failure of the hydraulic oil and thermal deformation of the caliper structure, thus ensuring the continuous braking performance of the caliper.

[0026] 2. By setting a flexible open snap ring bidirectional snap-fit ​​limiting structure, reliable axial limiting and fixing of the piston body and the heat insulation component is achieved, effectively preventing the parts from falling off due to high-frequency vibration and hydraulic shock. The assembly structure is simple, the disassembly and assembly are convenient, and the production cost is low.

[0027] 3. By setting a partition wall between the mounting part and the contact part, a heat dissipation chamber is constructed, which increases the airflow heat dissipation contact area, improves the heat dissipation effect of the heat insulation component and brake pad, and can prevent dust, mud, and water vapor from entering the cavity, preventing the heat dissipation holes from being blocked and the piston from rusting. Attached Figure Description

[0028] Figure 1 This is a schematic diagram of the structure of a brake piston according to an embodiment of the present invention;

[0029] Figure 2 This is a perspective sectional view of a brake piston according to an embodiment of the present invention;

[0030] Figure 3 This is a cross-sectional view of a brake piston according to an embodiment of the present invention;

[0031] Figure 4 This is an explosion diagram of a brake piston according to an embodiment of the present invention;

[0032] Figure 5 This is a schematic diagram of the structure of a heat insulation component according to an embodiment of the present invention;

[0033] Figure 6 This is a schematic diagram of the thermal insulation component according to another embodiment of the present invention.

[0034] Figure 7 for Figure 3 Enlarged view of section A.

[0035] Explanation of reference numerals in the attached drawings: 1. Piston body; 2. Heat insulation component; 3. Elastic component; 100. Cavity; 101. Opening; 100a. Inner peripheral wall; 103. First slot; 105. Guide slope; 104. First heat dissipation hole; 106. Extrusion groove; 200. Mounting part; 200a. Outer peripheral surface; 203. Second slot; 201. Abutting part; 201a. Outer end face; 205. Third heat dissipation hole; 202. Partition wall; 204. Second heat dissipation hole; 206. Groove; 400. Heat dissipation chamber. Detailed Implementation

[0036] The following detailed, non-limiting description of the invention's technical solutions, in conjunction with preferred embodiments and accompanying drawings, is provided. In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the invention, and should not be construed as limiting the invention.

[0037] like Figures 1 to 7 As shown, an embodiment of the present invention provides a brake piston for an automotive caliper, which has good heat dissipation and insulation effects, and is suitable for heavy-load and high-heat-dissipation operating conditions of new energy vehicles. The automotive caliper includes a caliper body and brake pads, and the brake piston is assembled between the caliper body and the brake pads, serving as the core component for brake clamping and pressure transmission. Compared with the prior art, the brake piston provided in this application has excellent heat insulation and insulation properties, efficient heat dissipation, and structural stability. It can effectively prevent the high-temperature heat generated by the brake pads during braking from being transferred to the caliper body and internal hydraulic oil, avoiding high-temperature deterioration of the hydraulic oil and thermal deformation of the caliper structure, thus meeting the increasingly demanding heat dissipation requirements.

[0038] Specifically, refer to Figures 1 to 4The brake piston provided in this embodiment includes a piston body 1 and a heat insulation component 2. A piston mounting chamber is formed on the caliper body, and the piston body 1 is slidably mounted on the piston mounting chamber, which is connected to the vehicle's hydraulic circuit. The piston body 1 can reciprocate in a direction toward or away from the brake pads under the hydraulic drive of the hydraulic oil, achieving extension and retraction through hydraulic drive, thereby clamping and releasing the brake pads and completing the vehicle braking and release operations. The heat insulation component 2 is located on the side of the piston body 1 near the brake pads and is connected to the piston body 1 through an elastic component 3. When the piston body 1 extends, the heat insulation component 2 engages with the brake pads and pushes the brake pads to move, achieving stable transmission of braking pressure. Compared to the integrated piston structure in the prior art, the placement of the heat insulation component 2 and the separate structure of the piston body 1 and the heat insulation component 2 can effectively block heat conduction to the piston body 1, hydraulic oil, and caliper body, preventing high-temperature vaporization and deterioration of the hydraulic oil, and ensuring the continuous braking performance of the vehicle caliper.

[0039] Furthermore, in this embodiment, a cavity 100 is formed on the piston body 1, and the cavity 100 has an opening 101 facing the brake pad, providing installation space for the heat insulation component 2. Specifically, the heat insulation component 2 extends at least partially into the cavity 100 through the opening 101 and is fixedly connected to the piston body 1 by an elastic member 3, forming an embedded nested assembly structure. This nested assembly structure can effectively reduce the overall axial dimension of the brake piston, optimize the overall caliper layout, and improve the coaxiality of the connection between the piston body 1 and the heat insulation component 2, ensuring the smoothness of the brake extension and retraction movement and avoiding problems such as brake noise and uneven wear caused by movement deviation.

[0040] Preferably, in this embodiment, the elastic element 3 is selected as an elastic open retaining spring. Specifically, an annular first retaining groove 103 is formed on the inner peripheral wall 100a constituting the cavity 100, and the first retaining groove 103 is arranged circumferentially around the cavity 100; correspondingly, an annular second retaining groove 203 is formed on the heat insulation element 2. The inner and outer opposite sides of the elastic element 3 are respectively engaged in the first retaining groove 103 and the second retaining groove 203. Through the bidirectional engagement and limiting of the elastic element 3, the axial limiting and fixing of the piston body 1 and the heat insulation element 2 is achieved, effectively preventing the heat insulation element 2 from falling off the piston body 1 due to high-frequency vibration and hydraulic impact during vehicle braking, significantly improving the reliability of the structural assembly. At the same time, the bidirectional engagement and limiting structure using a retaining spring makes the assembly structure simple and reliable, easy to assemble and disassemble, and has low production costs.

[0041] Furthermore, combined Figures 2 to 6The heat insulation component 2 is integrally formed and includes a mounting portion 200 and an abutment portion 201. The mounting portion 200 has a ring-shaped structure and is integrally housed within the cavity 100 of the piston body 1. A second slot 203 is formed around the outer peripheral surface 200a of the mounting portion 200, and the outer peripheral surface 200a of the second slot 203 fits against the inner peripheral wall 100a constituting the cavity 100, achieving radial positioning and fixation of the piston body 1 and the heat insulation component 2. Preferably, the mounting portion 200 is slightly interference-fitted into the cavity 100 to completely eliminate radial wobble gaps in the heat insulation component 2, further improving the uniformity and accuracy of braking pressure transmission, and simultaneously enhancing assembly stability.

[0042] Preferably, a guide slope 105 is formed on the inner peripheral wall 100a constituting the cavity 100. The guide slope 105 is an annular conical structure that smoothly transitions inward from the opening 101 end of the cavity 100. When assembling the mounting part 200 of the heat insulation component 2, the guide slope 105 guides the mounting part 200 into the cavity 100 quickly, achieving precise alignment, avoiding jamming or misalignment during assembly, reducing assembly difficulty, improving assembly efficiency and product yield, and adapting to the needs of industrialized mass production.

[0043] It should be noted that, referring to Figure 7 Along the axial direction of the piston body 1, the second dimension H2 of the second groove 203 is approximately the same as the thickness of the elastic element 3. During installation, the elastic element 3 is first fully accommodated within the first groove 103. When the mounting part 200 is assembled in place, the elastic element 3 returns to its original shape, with the inner ring portion engaging in the second groove 203 and the outer ring portion engaging in the first groove 103, thus achieving axial positioning and fixation of the mounting part 200 and the piston body 1. Preferably, the first dimension H1 of the first groove 103 is larger than the second dimension H2 of the second groove 203, which increases the distance between the upper edge of the second groove 203 and the opening 101 of the cavity 100, thereby reducing assembly resistance and further improving assembly efficiency.

[0044] Furthermore, the abutment portion 201 is connected to the end of the mounting portion 200 facing the brake pad, and the outer diameter of the abutment portion 201 is larger than the outer diameter of the mounting portion 200, forming a stepped structure. This prevents the heat insulation component 2 from being completely squeezed into the cavity 100 in the event of failure of the elastic component 3 fixing structure, thus ensuring the braking effect of the brake piston in the event of failure of the elastic component 3 fixing structure. The outer end face 201a of the abutment portion 201 is a flat abutment surface, which directly abuts against the brake pad, ensuring uniform transmission of braking pressure and avoiding local stress concentration that could damage the brake pad. At the same time, in order to improve and reduce heat generation, the abutment portion 201 is also designed as a ring structure, so that the outer end face 201a of the abutment portion 201 is a ring surface. The ring surface can reduce the braking friction contact area, reduce frictional heat generation, and reduce the braking thermal load from the source.

[0045] Furthermore, to address the problem of excessively high operating temperature and poor heat dissipation of the brake piston during long-term operation, this embodiment incorporates a multi-layered heat dissipation structure. Specifically, the contact portion 201 is provided with multiple third heat dissipation holes 205. During vehicle braking, airflow can pass through the third heat dissipation holes 205, achieving heat dissipation for the contact portion 201. Preferably, the multiple third heat dissipation holes 205 are evenly spaced around the circumference of the heat insulation component 2. The circumferentially distributed third heat dissipation holes 205 form a through-flow airflow channel. During vehicle driving and braking, airflow can quickly pass through the relative third heat dissipation holes 205 and penetrate the contact portion 201, directly carrying away the frictional heat generated between the brake pads and the contact portion 201, significantly improving the surface heat dissipation efficiency of the heat insulation component 2, effectively alleviating the problem of heat accumulation, and suppressing brake fade.

[0046] Preferably, the heat insulation component 2 further includes a partition wall 202, which is disposed between the mounting portion 200 and the abutment portion 201. During braking, a heat dissipation chamber 400 is formed between the partition wall 202, the annular abutment portion 201, and the brake pad. Airflow can enter the heat dissipation chamber 400 through the third heat dissipation hole 205 and then flow out from the third heat dissipation hole 205 on the opposite side. In this process, the airflow not only contacts the abutment portion 201 but also the partition wall 202 and the brake pad. This increases the basic heat dissipation area of ​​the airflow and the heat insulation component 2, improving the heat dissipation effect of the heat insulation component 2. It also increases the contact time between the airflow and the brake pad, improving the heat dissipation effect on the brake pad.

[0047] Furthermore, the partition wall 202 blocks the opening 101. To ensure the heat dissipation effect of the piston body 1, multiple through-holes 104 are formed on the inner peripheral wall 100a constituting the cavity 100. The multiple first heat dissipation holes 104 are evenly spaced in a ring along the circumference of the brake piston, with consistent hole diameter and uniform distribution. At the same time, the mounting part 200 of the heat insulation component 2 has corresponding second heat dissipation holes 204 in number and position. After the mounting part 200 is assembled, the second heat dissipation holes 204 are exposed from the corresponding first heat dissipation holes 104, that is, the second heat dissipation holes 204 are connected to the corresponding first heat dissipation holes 104, so that the inside of the cavity 100 and the outside air form a convection channel, which can quickly dissipate the heat generated during the piston operation to the outside, avoid heat accumulation inside the cavity 100, and comprehensively improve the overall heat dissipation capacity of the brake piston.

[0048] It is worth noting that the aforementioned first heat dissipation hole 104, second heat dissipation hole 204, and third heat dissipation hole 205 can also effectively reduce the overall weight of the brake piston. See Figure 3 for details. Figure 5 and Figure 6The mounting section 200 also has an annular groove 206, and the second heat dissipation hole 204 is formed on the bottom wall of the groove 206. The groove 206 reduces the overall weight of the brake piston, which is in line with the lightweight design concept of new energy vehicles, reduces the energy consumption of the whole vehicle, and increases the driving range. On the other hand, it allows multiple second heat dissipation holes 204 to be connected through the groove 206, which greatly improves the airflow efficiency and heat exchange uniformity, avoids local heat dissipation dead zones, and thus improves the heat dissipation effect.

[0049] In addition, the partition wall 202 can effectively prevent external dust, mud, and water vapor from entering the cavity 100 through the opening 101, avoiding the accumulation of impurities that could cause blockage of the first heat dissipation hole 104 and the second heat dissipation hole 204, and corrosion of the internal structure of the piston body 1, thus achieving both protection and improved heat dissipation.

[0050] Optionally, a compression groove 106 is formed on the side of the piston body 1 away from the heat insulation member 2. The compression groove 106 is a circular groove structure used to accommodate hydraulic oil. The compression groove 106 allows the piston to reserve a hydraulic oil flow cavity in the contracted state, reducing the hydraulic oil inlet resistance, making the hydraulic oil supply smoother and the pressure response faster.

[0051] In a preferred embodiment, the heat insulation component 2 is integrally manufactured from titanium alloy. Titanium alloy possesses high strength, high wear resistance, high temperature resistance, and corrosion resistance, resulting in lighter weight, improved vehicle handling, and the ability to withstand high braking temperatures and long-term frictional wear, thus exhibiting stronger structural stability and suitability for high-frequency, high-intensity braking conditions. Furthermore, it reduces heat transfer from the heat insulation component 2 to the piston body 1. The piston body 1 can be made of traditional brake piston material, or alternatively, titanium alloy.

[0052] This embodiment also provides an automotive caliper that includes the brake piston described above. It has the advantages of stable assembly, excellent heat dissipation performance, and long service life, which can effectively improve the overall braking performance and driving safety of the vehicle.

[0053] The automotive caliper and its brake piston provided in this application achieve efficient heat insulation and resistance through a separate nested assembly structure of the piston body and the heat insulation component. This effectively prevents the high-temperature heat generated by the brake pads from being transferred to the caliper body and internal hydraulic oil through the piston, avoiding high-temperature deterioration and vaporization failure of the hydraulic oil and thermal deformation of the caliper structure, thus ensuring the continuous braking performance of the caliper. Furthermore, a resilient open-spring bidirectional locking and limiting structure ensures reliable axial positioning and fixation of the piston body and the heat insulation component, effectively preventing component detachment caused by high-frequency vibration and hydraulic shock. The assembly structure is simple, easy to assemble and disassemble, and has low production costs. Simultaneously, a partition wall between the mounting part and the contact part creates a heat dissipation chamber, increasing the airflow heat dissipation contact area and improving the heat dissipation effect of the heat insulation component and brake pads. It also prevents dust, mud, and moisture from entering the chamber, preventing blockage of the heat dissipation holes and internal corrosion of the piston.

[0054] The above embodiments merely illustrate several implementation methods of the present invention, and their descriptions are relatively specific and detailed, but they should not be construed as limiting the scope of the present invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these all fall within the protection scope of the present invention. Therefore, the protection scope of this patent should be determined by the appended claims.

Claims

1. A brake piston for an automotive caliper, the caliper comprising a caliper body and brake pads, the brake piston being disposed between the caliper body and the brake pads, characterized in that, The brake piston includes: Piston body (1), the piston body (1) is disposed on the caliper body, and the piston body (1) can reciprocate in a direction toward or away from the brake pad; A heat insulation element (2) is disposed on the piston body (1) and configured to mate with the brake pad; The piston body (1) and the heat insulation element (2) are connected by the elastic element (3).

2. The brake piston according to claim 1, characterized in that, A cavity (100) is formed on the piston body (1), the cavity (100) has an opening (101) facing the brake pad, the heat insulation member (2) extends at least partially into the cavity (100) from the opening (101), and the heat insulation member (2) is fixedly connected to the piston body (1) by the elastic member (3).

3. The brake piston according to claim 2, characterized in that, The elastic element (3) is selected as a retaining spring. A first retaining groove (103) is formed on the inner peripheral wall (100a) of the cavity (100), and a second retaining groove (203) is formed on the heat insulation element (2). The opposite sides of the retaining spring (3) are respectively engaged in the first retaining groove (103) and the second retaining groove (203).

4. The brake piston according to claim 3, characterized in that, The heat insulation component (2) includes a mounting portion (200) which is housed within the cavity (100). A second slot (203) is formed on the outer peripheral surface (200a) of the mounting portion (200), and the outer peripheral surface (200a) of the second slot (203) is in contact with the inner peripheral wall (100a) constituting the cavity (100).

5. The brake piston according to claim 4, characterized in that, A plurality of through first heat dissipation holes (104) are formed on the inner peripheral wall (100a) constituting the cavity (100), and a plurality of second heat dissipation holes (204) corresponding one-to-one with the plurality of first heat dissipation holes (104) are formed on the mounting part (200), and the second heat dissipation holes (204) are exposed from the corresponding first heat dissipation holes (104).

6. The brake piston according to claim 5, characterized in that, The first heat dissipation holes (104) are evenly spaced along the circumference of the brake piston.

7. The brake piston according to claim 4, characterized in that, The heat insulation component (2) also includes an abutment portion (201) connected to the mounting portion (200), the abutment portion (201) abutting against the brake pad, and a plurality of third heat dissipation holes (205) formed on the abutment portion (201).

8. The brake piston according to claim 7, characterized in that, The plurality of the third heat dissipation holes (205) are arranged at uniform intervals around the heat insulation member (2) in the circumferential direction.

9. The brake piston according to claim 7, characterized in that, The heat insulation component (2) further includes a partition wall (202) disposed between the mounting portion (200) and the abutment portion (201), and the partition wall (202) blocks the opening (101).

10. The brake piston according to claim 1, characterized in that, The piston body (1) has a compression groove (106) formed on the side opposite to the heat insulation member (2), and the compression groove (106) is configured to contain hydraulic oil.

11. The brake piston according to claim 1, characterized in that, The heat insulation component (2) is made of titanium alloy.

12. The brake piston according to claim 4, characterized in that, A guide slope (105) is formed on the inner peripheral wall (100a) constituting the cavity (100), and the guide slope (105) is configured to guide the mounting part (200).

13. An automotive caliper, characterized in that, Includes the brake piston as described in any one of claims 1-12.

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