Novel brake and hub motor

Abstract

The present application belongs to the technical field of mechanical braking and provides a novel brake and a hub motor. The novel brake comprises: a brake stator, an armature, a main coil, an elastic component, N friction discs, N movable plates and assembly parts, wherein the N movable plates and the N friction discs are alternately arranged, the N-th movable plate and the N-th friction disc are adjacently arranged, the N-th friction disc abuts against a limiting step, and N is an integer larger than or equal to 1. The peripheral size of the N friction discs is larger than the peripheral size of the N movable plates, the peripheries of the N friction discs all being provided with fitting parts, and the fitting parts being configured to fit a braking part. The N friction discs and the N movable plates are all sleeved on the periphery of the brake stator, so that the total thickness of the novel brake is greatly reduced. The friction discs no longer fit a brake axle by means of a central hole, but fit the braking part by means of the fitting parts arranged on the peripheries, so that the novel brake can be applied to a wider range of application scenarios, and the sizes of the brake stator and the armature can be designed more freely, thus reducing the overall size of the novel brake.

Description

New brakes and wheel hub motors

[0001] This patent application claims priority to Chinese patent applications No. CN202311331256.6 and No. CN202311331146.X filed on October 16, 2023. The disclosures of the prior applications are incorporated herein by reference in their entirety. Technical Field

[0002] The present application belongs to the field of mechanical brake technology, and specifically relates to a new type of brake and wheel hub motor. Background Art

[0003] The brake primarily relies on the coordination of structures such as the stator, coil, armature, friction disc, and elastic parts to achieve its braking effect. When the coil is energized, a magnetic field is generated around the coil, and the gap between the stator and armature generates a magnetic force that attracts each other. In the brake's structural components, the stator, armature, and friction disc are generally stacked. Each of the stator, armature, and friction disc has an axial center hole of a preset size. Typically, the axial center hole of the friction disc is engaged with the brake shaft via a bushing. The center hole of the brake is limited by the size of the bushing and the brake shaft. When braking is not required, the friction disc rotates with the brake shaft. When braking is required, the friction disc limits the rotation of the brake shaft. Therefore, when designing the size of the brake, it is necessary to design it based on the size of the brake shaft and bushing.

[0004] When traditional brakes are applied to some equipment with larger overall structural dimensions, for example, taking hub motors as an example, in order to achieve a braking cooperation relationship between the friction disc and the rotor of the hub motor, there are usually two structural methods. One structural method is to design the brake size to be larger, and insert the shaft sleeve and the brake shaft in sequence through the large-sized center hole of the friction disc, so that the friction disc and the rotor of the hub motor can achieve a braking relationship. However, this will result in a larger overall volume and heavier weight; the other structural method is to maintain the original size of the brake, and achieve a braking relationship between the friction disc and the rotor of the hub motor by matching the corresponding transmission structure, but it will also result in a larger overall volume and a more complex structure.

[0005] Therefore, the application scenarios of traditional brakes are limited, which easily leads to a larger overall size. Technical issues

[0006] The purpose of this application is to provide a new type of brake and hub motor, aiming to solve the technical problem that the application scenarios of traditional brakes are limited and easily lead to a large overall volume. Technical Solutions

[0007] To achieve the above objectives, the technical solution adopted in this application is:

[0008] In a first aspect, the present application provides a novel brake, comprising: a brake stator having a first end face and a second end face in an axial direction, the first end face being provided with a first groove and a second groove, the outer periphery of the brake stator being provided with a limiting step, the limiting step forming a limiting space on the outer periphery of the brake stator facing the second end face; an armature arranged adjacent to the first end face; a main coil arranged in the first groove; an elastic member arranged in the second groove; N friction discs, all of which are annular structures, are all sleeved on the outer periphery of the brake stator and are all located in the limiting space; N movable plates, all of which are annular structures, are all sleeved on the outer periphery of the brake stator and are all located in the limiting space, wherein the N movable plates are arranged alternately with the N friction discs, the Nth movable plate is arranged adjacent to the Nth friction disc, and the Nth friction disc abuts against the limiting step, where N is an integer greater than or equal to 1; and an assembly member fixedly connected to the armature and the first movable plate, the first movable plate being the movable plate farthest from the limiting step;

[0009] In which, the main coil generates a magnetic field when energized, causing the armature to overcome the elastic force of the elastic part and move toward the brake stator, and the armature drives the first movable plate to move away from the N friction discs, releasing the N friction discs; the outer circumference dimensions of the N friction discs are all larger than the outer circumference dimensions of the N movable plates, and the outer circumferences of the N friction discs all have a mating portion, and the mating portion is configured to adapt to the braking portion of the target device.

[0010] In some possible implementations, the mating portion includes a mating protrusion extending radially; or, the mating portion includes multiple mating protrusions extending radially, and a mating groove is formed between two adjacent mating protrusions; or, the mating portion is a plurality of mating grooves or a plurality of mating holes; when N is greater than 1, the shapes of the N mating portions are different, the same, or not completely the same.

[0011] In some possible implementations, one or more movable plates among the N movable plates have a positioning protrusion on their inner periphery, the outer periphery of the brake stator has a positioning groove adapted to the positioning protrusion, and the assembly part is slidably disposed in the brake stator.

[0012] In some possible implementations, N is greater than 1, the N movable plates all have positioning protrusions, the positioning protrusions of the first movable plate and the positioning protrusions of the remaining movable plates are staggered in the circumferential direction of the brake stator, and there is a preset distance between the assembly part and the positioning protrusions of the remaining movable plates.

[0013] In some possible implementations, the positioning groove corresponding to the positioning protrusion of the first movable plate is defined as a first positioning groove, and the positioning grooves corresponding to the positioning protrusions of the remaining movable plates are defined as second positioning grooves, and both the first positioning groove and the second positioning groove extend from the second end surface to the first end surface, and the axial depth of the first positioning groove is less than the axial depth of the second positioning groove.

[0014] In some possible implementations, N is greater than 1, and the N movable plates all have positioning protrusions. The positioning protrusion of the first movable plate is aligned with the positioning protrusions of the remaining movable plates in the circumferential direction of the brake stator, and the projections of the positioning protrusions of the remaining movable plates in the axial direction are located inside the projection of the positioning protrusion of the first movable plate in the axial direction. There is a preset spacing between the assembly part and the positioning protrusions of the remaining movable plates.

[0015] In some possible implementations, the surface of the positioning protrusion includes a first arc surface, and the surface of the positioning groove includes a second arc surface adapted to the first arc surface.

[0016] In some possible implementations, the first end surface is further provided with a third groove, and the third groove is provided on the inner side or the outer side of the first groove. The novel brake further includes a secondary coil provided in the third groove.

[0017] In some possible implementations, the novel brake further includes a mounting member, wherein the mounting member and the assembly member are independent of each other, the mounting member is adapted to the brake stator, and a locking end of the mounting member selectively extends from the first end face or the second end face.

[0018] In some possible implementations, the new brake also includes a protective structure, which encloses the target device to form a sealed space, the armature, the N friction discs and the N movable plates are located in the sealed space, and the protective structure is at least partially covered on the braking part of the target device.

[0019] In some possible implementations, the novel brake further includes a manual release assembly, which is a rotating member adapted to the brake stator and the armature to control the distance between the brake stator and the armature to release the friction disc.

[0020] In some possible implementations, the new brake also includes a manual release assembly, which includes a release handle, a release connector and a release elastic member. The release connector is slidably inserted into the release handle and is locked in the brake stator or the target device. The release elastic member is sleeved on the release connector and is located between the release handle and the brake stator. The release handle controls the distance between the brake stator and the armature when squeezing or moving away from the armature.

[0021] In some possible implementations, the novel brake further includes a manual release assembly, which includes a release handle, a release connector, an action block, and a release elastic member. The manual release assembly is located at the armature end, the armature is provided with a limiting slot, the release handle is provided with a release connection hole, the release connector is slidably passed through the release connection hole and is fixed in the brake stator, the release elastic member is sleeved on the release connector and is located between the release handle and the brake stator, the action block is provided on the release handle and slides out of or into the limiting slot when the release handle rotates to control the distance between the brake stator and the armature; or,

[0022] The manual release assembly is located at the stator end, the stator is provided with a limiting slot, the release handle is provided with a release connection hole, the release connector is slidably passed through the release connection hole and is fixed in the armature or the first movable plate, the release elastic member is sleeved on the release connector and is located between the release handle and the head of the release connector, the action block is provided on the release handle and slides out of or into the limiting slot when the release handle rotates to control the distance between the brake stator and the armature.

[0023] In some possible implementations, the new brake also includes a manual release assembly, which includes a release handle, a driving screw and a driven screw. When the release handle approaches or moves away from the brake stator, the driven screw selectively adapts to the armature or the first movable plate to control the distance between the brake stator and the armature.

[0024] In some possible implementations, the novel brake further includes a manual release assembly, which is a wedge block. The wedge block can act between the armature and the target device to control the distance between the brake stator and the armature by squeezing the armature.

[0025] In a second aspect, the present application further provides a hub motor, comprising: a housing, which is a hollow structure with an opening at one end; a main shaft, rotatably connected to the housing and extending from the housing; a motor stator, wound around the main shaft and fixedly connected to the main shaft; an armature winding, wound around the motor stator and fixedly connected to the motor stator; a magnetic steel winding, wound around the inner wall of the housing and fixedly connected to the inner wall of the housing, and the magnetic steel winding and the armature winding are radially spaced apart; an end cover, which covers the opening, is wound around the main shaft, and is rotatably connected to the main shaft; a brake part, which is wound around the main shaft and extends in the axial direction, and is optionally arranged inside the housing. wall or outer wall, the inner wall or outer wall of the end cover, and the braking part and the housing or the end cover form a braking cavity; and a new type of brake, which is located on the same side as the braking part, including a braking stator, a main coil arranged on the braking stator, an elastic member arranged on the braking stator, an armature arranged adjacent to the braking stator, and a friction disc, the friction disc is at least partially located in the braking cavity, the outer periphery of the friction disc has a matching part, the matching part is adapted to the braking part, so that the housing, the magnetic steel winding and the end cover are braked, and the radial dimension of the matching part is greater than the outer diameter dimension of the armature; wherein the friction disc is sleeved on the outer periphery of the braking stator.

[0026] In some possible implementations, the friction disc is sleeved on the outer periphery of the brake stator, the outer periphery of the brake stator is a cylindrical surface parallel to the axial direction, the friction disc has N, N is an integer greater than or equal to 1, the new brake also includes an outer movable plate and (N-1) intermediate movable plates, each of the intermediate movable plates is located between two adjacent friction discs; the brake stator has a first end face and a second end face in the axial direction, the armature is arranged adjacent to the first end face, the outer periphery of the brake stator is adjacent to the first end face and has a limiting step, the limiting step forms a limiting space facing the second end face on the outer periphery of the brake stator; the outer movable plate, the intermediate movable plate and the friction disc are all located in the limiting space, the outer movable plate is arranged adjacent to the second end face, the outer movable plate and the armature are fixedly connected by an assembly part, and the friction disc and the intermediate movable plate are located between the outer movable plate and the limiting step.

[0027] In some possible implementations, the braking portion is located on the inner wall of the housing or the inner wall of the end cover, the motor stator forms a accommodating cavity around the main shaft, the braking portion is at least partially located in the accommodating cavity, and the new brake is at least partially located in the accommodating cavity.

[0028] In some possible implementations, the motor stator includes: a mounting portion fixed to the main shaft, the brake stator being sleeved on the mounting portion; an extension portion connected to the mounting portion, located on the outer periphery of the mounting portion, and having a heat dissipation hole; and a support portion connected to the extension portion, located on the outer periphery of the extension portion; wherein the axial size of the mounting portion is larger than the axial size of the extension portion, the axial size of the support portion is larger than the axial size of the extension portion, and the mounting portion, the extension portion and the support portion form the accommodating cavity.

[0029] In some possible implementations, the novel brake further includes a mounting member, wherein a locking end of the mounting member extends from either side of the novel brake in the axial direction, and the locking end is locked with the extension portion.

[0030] In some possible implementations, the new brake further includes a support member, which is sleeved on the mounting member, one end of the support member in the axial direction abuts against the extension portion, and the other end abuts against the brake stator, so that the new brake and the motor stator are spaced apart.

[0031] In some possible implementations, the central hole of the brake stator is fixed to the main shaft or the motor stator.

[0032] In some possible implementations, the braking portion includes a sub-fixing portion and a sub-braking portion connected to each other, the sub-fixing portion extends in the axial direction, the sub-fixing portion is arranged around the main shaft and fixed to the outer shell or the end cover, the sub-braking portion extends from the sub-fixing portion and extends in the radial direction, the sub-braking portion is arranged around the main shaft and adapted to the mating portion.

[0033] In some possible implementations, the braking portion includes a plurality of columns arranged around the main shaft, the plurality of columns extending in the axial direction and adapted to the matching portion to drive the friction disk to rotate together. Beneficial effects

[0034] The novel brake provided by the present application has at least the following technical effects: Compared with the conventional technology, in the novel brake provided by the present application, N friction discs and N movable plates are all sleeved on the outer periphery of the brake stator. The thickness of the novel brake depends only on the thickness of the brake stator and the thickness of the armature, which greatly reduces the total thickness of the novel brake. The friction disc is no longer adapted to the shaft sleeve and the brake shaft through the center hole, but is directly adapted to the brake part of the target device through the mating part provided on the outer periphery, so that the novel brake can be applied to a wider range of application scenarios, the size of the brake stator and the armature can be designed more freely, and the overall volume of the novel brake can be further reduced by reducing the inner and outer diameters of the brake stator. When the center hole size of the brake stator is smaller, the inner diameter of the main coil can be smaller, and then the outer diameter of the main coil can be reduced, and the inner and outer diameters of the brake stator can be reduced. When the coil thickness, coil resistance and coil current remain unchanged, a main coil with more turns can be obtained, which can increase the ampere-turns under the same power, increase the magnetic force and increase the braking torque. At the same time, compared with the conventional technology in which the friction disc of the brake is located inside the stator or stacked with the stator, the friction of the friction disc is reduced. The outer diameter of the friction zone is smaller than that of the stator. The friction disc of the novel brake provided by this application is sleeved around the outer circumference of the brake stator. This increases the outer diameter of the friction disc within the friction zone without increasing the thickness of the novel brake, thereby increasing the braking torque and inner diameter of the friction disc. This also reduces the mass of the friction disc, reduces its impact on the total inertia of the target device, and improves the start-stop sensitivity of the target device. Braking effectiveness is maintained without increasing the thickness of the novel brake. The movable plate has lower precision than the friction disc, resulting in lower production costs. The friction disc rubs against the movable plate, not the armature. Therefore, only the movable plate needs to be replaced for long-term use, which is inexpensive. Furthermore, dust generated in the friction zone where the friction disc and movable plate meet is less likely to enter the interior of the novel brake, preventing dust-induced failure of internal components. The radial dimension of the mating portion is larger than that of the friction zone. During production, the geometric and positional tolerances of the plane in which the friction zone lies relative to the central axis are more easily controlled, making it easier to process and manufacture, and achieving a higher yield rate. When the mating portion is subjected to force, the stress and strain generated are reduced, thereby extending the service life of the friction disc.

[0035] The hub motor provided by the present application has at least the following technical effects: Compared with the conventional technology, in the hub motor provided by the present application, the housing, main shaft, motor stator, armature winding, magnetic steel winding, end cover, brake part and new brake are rationally arranged in space, and the braking part is provided on the housing or end cover, and the matching part is provided on the outer peripheral contour of the friction disc. The braking of the housing, magnetic steel winding and end cover can be achieved through the matching relationship between the matching part and the braking part, so that the friction disc is no longer adapted to the shaft sleeve and the housing, end cover, etc. through the center hole, and the center hole size of the brake stator and armature of the new brake can be designed more freely, so that the brake stator and armature are The diameter of the center hole can be smaller, and there is no need to configure a shaft sleeve. The shape of the center hole can be more diversified. When the diameter of the center hole of the brake stator is smaller, the main coil of the new brake can be expanded radially toward the center hole, and the inner and outer diameters of the main coil can be smaller. When the inner and outer diameters of the main coil are reduced, more turns of the main coil can be obtained under the condition that the coil thickness, coil resistance and coil current remain unchanged. The larger the ampere-turns, the stronger the magnetic field, the easier the coil power is to control, the coil energy will also increase, thereby increasing the magnetic force and the braking torque. This makes the volume of the new brake easier to control and more compact, making the overall volume of the hub motor smaller. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the embodiments or descriptions of the prior art. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0037] FIG1 is a schematic diagram of the three-dimensional structure of a novel brake provided in one embodiment of the present application;

[0038] FIG2 is a bottom view of the novel brake shown in FIG1 ;

[0039] FIG3 is a schematic top view of the novel brake shown in FIG1 ;

[0040] FIG4 is a schematic cross-sectional view of the novel brake shown in FIG3 along section AA;

[0041] FIG5 is a schematic cross-sectional view of the novel brake shown in FIG3 along section BB;

[0042] FIG6 is a schematic diagram of the three-dimensional structure of the brake stator in the novel brake shown in FIG1 ;

[0043] FIG7 is a schematic diagram of the three-dimensional structure of the brake stator in the novel brake shown in FIG1 from another angle;

[0044] FIG8 is a schematic diagram of the exploded structure of the novel brake shown in FIG1 ;

[0045] FIG9 is a schematic structural diagram of a novel brake provided in another embodiment of the present application;

[0046] FIG10 is a schematic cross-sectional view of the novel brake shown in FIG9 along section CC;

[0047] FIG11 is a schematic structural diagram of a novel brake provided in another embodiment of the present application;

[0048] FIG12 is a schematic cross-sectional view of the novel brake shown in FIG11 along section DD;

[0049] FIG13 is a schematic diagram of the three-dimensional structure of the movable plate in the novel brake shown in FIG11;

[0050] FIG14 is a schematic structural diagram of a novel brake provided in another embodiment of the present application;

[0051] FIG15 is a schematic cross-sectional view of the novel brake shown in FIG14 along section EE;

[0052] FIG16 is a schematic cross-sectional view of the novel brake shown in FIG14 along section FF;

[0053] FIG17 is a schematic diagram of the exploded structure of the novel brake shown in FIG14 ;

[0054] FIG18 is a schematic diagram of the three-dimensional structure of the brake stator in the novel brake shown in FIG14;

[0055] FIG19 is a schematic structural diagram of a novel brake provided in another embodiment of the present application;

[0056] FIG20 is a schematic cross-sectional view of the novel brake shown in FIG19 along section GG;

[0057] FIG21 is a schematic cross-sectional view of the novel brake shown in FIG19 along section HH;

[0058] FIG22 is a schematic diagram of the three-dimensional structure of the brake stator in the novel brake shown in FIG19;

[0059] FIG23 is a schematic structural diagram of a novel brake provided in another embodiment of the present application;

[0060] FIG24 is a schematic cross-sectional view of the novel brake shown in FIG23 along section II;

[0061] FIG25 is a schematic cross-sectional view of the novel brake shown in FIG23 along section JJ;

[0062] FIG26 is a schematic structural diagram of a novel brake with a manual release assembly provided in Example 1 of the present application;

[0063] FIG27 is a schematic cross-sectional view of the novel brake shown in FIG26 along section KK;

[0064] FIG28 is a schematic cross-sectional view of section K′-K′ of another embodiment of the novel brake with a manual release assembly provided in Example 1 of the present application;

[0065] FIG29 is a schematic structural diagram of a novel brake with a manual release assembly provided in Example 2 of the present application;

[0066] FIG30 is a schematic cross-sectional view of the novel brake shown in FIG29 along section LL;

[0067] FIG31 is a schematic structural diagram of a novel brake with a manual release assembly provided in Example 3 of the present application;

[0068] FIG32 is a schematic cross-sectional view of the novel brake shown in FIG31 along section MM;

[0069] FIG33 is a schematic structural diagram of a novel brake with a manual release assembly provided in Example 4 of the present application;

[0070] FIG34 is a schematic cross-sectional view of the novel brake shown in FIG33 along section NN;

[0071] FIG35 is a schematic structural diagram of a novel brake with a manual release assembly provided in Example 5 of the present application;

[0072] FIG36 is a schematic cross-sectional view of the novel brake shown in FIG35 along section OO;

[0073] FIG37 is a partial enlarged schematic diagram of the structure F1 shown in FIG36 ;

[0074] FIG38 is a schematic cross-sectional view of the novel brake shown in FIG35 along section PP;

[0075] FIG39 is a partial enlarged schematic diagram of the structure F2 shown in FIG38 ;

[0076] FIG40 is a schematic structural diagram of a novel brake with a manual release assembly provided in Example 6 of the present application;

[0077] FIG41 is a schematic cross-sectional view of the novel brake shown in FIG40 along section QQ;

[0078] FIG42 is a schematic structural diagram of a novel brake with a manual release assembly provided in Example 7 of the present application;

[0079] FIG43 is a schematic cross-sectional view of the novel brake shown in FIG42 along section RR;

[0080] FIG44 is a schematic structural diagram of a novel brake with a manual release assembly provided in Example 8 of the present application;

[0081] FIG45 is a schematic cross-sectional view of the novel brake shown in FIG44 along section SS;

[0082] FIG46 is a schematic structural diagram of a novel brake with a manual release assembly provided in Example 9 of the present application;

[0083] FIG47 is a schematic cross-sectional view of the novel brake shown in FIG46 along section TT;

[0084] FIG48 is a schematic structural diagram of a novel brake with a manual release assembly provided in Example 10 of the present application;

[0085] FIG49 is a schematic cross-sectional view of the novel brake shown in FIG48 along section UU;

[0086] FIG50 is a cross-sectional schematic diagram of a hub motor provided in one embodiment of the present application;

[0087] FIG51 is a schematic three-dimensional cross-sectional view of the in-wheel motor shown in FIG50 ;

[0088] FIG52 is a schematic diagram showing the cooperation between the braking portion and the cooperation portion of the in-wheel motor shown in FIG50 ;

[0089] Figure 53 is a schematic structural diagram of the motor stator of the hub motor shown in Figure 50.

[0090] Description of reference numerals:

[0091] 1-New brake, 10-Brake stator, 11-First end face, 111-First groove, 112-Second groove, 113-Third groove, 114-Inner magnetic pole face, 115-Outer magnetic pole face, 116-Intermediate magnetic pole face, 12-Second end face, 13-Limiting step, 131-Limiting space, 14-Positioning groove, 141-First positioning groove, 142-Second positioning groove, 20-Armature, 21-Limiting groove, 30-Main coil, 40-Elastic part, 50-Friction disc, 51-Matching part, 511-Matching groove, 512-Matching protrusion, 60-Movable plate, 601- Outer movable plate, 602-middle movable plate, 61-positioning protrusion, 70-assembly part, 71-assembly screw, 72-guide column, 80-secondary coil, 90-mounting part, 100-manual release assembly, 101-rotating handwheel, 1011-operating part, 1012-rotating part, 102-release screw, 103-release handle, 1031-force applying part, 1032-releasing part, 1033-bending part, 1034-connecting hole, 104-release connecting part, 105-release elastic part, 106-active screw, 107-action block, 108-driven screw, 109-gasket;

[0092] 2-target device, 210-housing, 220-main shaft, 230-motor stator, 231-mounting portion, 232-extension portion, 2321-heat dissipation hole, 233-support portion, 234-accommodation cavity, 240-armature winding, 250-magnetic steel winding, 260-end cover, 270-braking portion, 271-sub-fixing portion, 272-sub-braking portion, 273-braking cavity, 281-first bearing, 282-second bearing. Modes for Carrying Out the Invention

[0093] In order to make the technical problems, technical solutions and beneficial effects to be solved by this application more clearly understood, this application is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application.

[0094] It should be noted that when an element is referred to as being "fixed to," "fixed to," "connected to," "connected to," "disposed to," "provided to," or "fixed to" another element, an intermediate element may or may not be present. Furthermore, when an element is referred to as being "connected to" or "connected to" another element, this can be interpreted as meaning a mechanical connection, an electrical connection, a communication connection, or the like, based on the common understanding of those skilled in the art. As used herein, "plurality" refers to two or more; "several" refers to one or more.

[0095] Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs.

[0096] Please refer to Figures 1 to 49 together, and the new brake 1 provided in the embodiment of the present application will now be described.

[0097] Referring to Figures 1 to 8, the present invention provides a novel brake 1, comprising: a brake stator 10 having a first end face 11 and a second end face 12 in the axial direction, the first end face 11 being provided with a first groove 111 and a second groove 112, the outer periphery of the brake stator 10 having a limiting step 13, the limiting step 13 forming a limiting space 131 on the outer periphery of the brake stator 10 toward the second end face 12; an armature 20, disposed adjacent to the first end face 11; a main coil 30, disposed in the first groove 111; an elastic member 40, disposed in the second groove 112; N friction discs 50, all of which are annular. Structure, all of which are sleeved on the outer periphery of the brake stator 10 and are all located in the limit space 131; N movable plates 60, all of which are annular structures, all of which are sleeved on the outer periphery of the brake stator 10 and are all located in the limit space 131, wherein the N movable plates 60 and the N friction discs 50 are alternately arranged, the Nth movable plate 60 and the Nth friction disc 50 are adjacent to each other, the Nth friction disc 50 abuts against the limit step 13, N is an integer greater than or equal to 1; and an assembly part 70, which is fixedly connected to the armature 20 and the first movable plate 60, and the first movable plate 60 is the movable plate farthest from the limit step 13. It can be defined, as shown in Figures 15 and 16, that the N movable panels 60 include an outer movable panel 601 and (N-1) middle movable panels 602, the first movable panel 60 is defined as the outer movable panel 601, and the remaining movable panels 60 are defined as (N-1) middle movable panels 602. In other drawings, when there is only the first movable panel 60, it can also be marked as the outer movable panel 601.

[0098] When energized, the main coil 30 generates a magnetic field, causing the armature 20 to overcome the elastic force of the elastic member 40 and move toward the brake stator 10. The armature 20 also drives the first movable plate 60 to move away from the N friction discs 50, releasing the N friction discs 50. The outer circumference of the N friction discs 50 is larger than that of the N movable plates 60, and each of the N friction discs 50 has a mating portion 51 on its periphery. The mating portion 51 is configured to mate with the brake portion of the target device 2, rotate with the brake portion, and move axially relative to the brake portion. For example, when the target device 2 is the in-wheel motor shown in Figures 50 to 53, the mating portion 51 mates with the brake portion 270.

[0099] Specifically, the brake stator 10 can be an annular structure, i.e., having a central hole around the central axis. The brake stator 10 has a first end face 11 and a second end face 12 arranged opposite each other in the axial direction. The first end face 11 defines a first groove 111 for mounting the main coil 30. The first end face 11 is divided into an inner magnetic pole face 114 and an outer magnetic pole face 115. In the radial direction, the inner magnetic pole face 114 is located on the inner side of the main coil 30, and the outer magnetic pole face 115 is located on the outer side of the main coil 30.

[0100] The armature 20 can be an annular structure, that is, it has a central hole around the central axis. The armature 20 is fixed to the first movable plate 60 by one or more assembly parts 70. The armature 20 is arranged adjacent to the first end face 11, and a corresponding surface is formed in the area corresponding to the opening of the first groove 111. The corresponding surface and the first groove 111 form an installation space for accommodating the main coil 30. The shape of the installation space and the shape of the main coil 30 can be adjusted and matched according to actual design requirements. For example, the cross-sectional shape of the installation space can be a regular or irregular shape such as a rectangle, a right-angled trapezoid, an isosceles trapezoid, a common trapezoid, a pentagon, a hexagon, etc. Correspondingly, the cross-sectional shape of the main coil 30 can also be a regular or irregular shape such as a rectangle, a right-angled trapezoid, an isosceles trapezoid, a common trapezoid, a pentagon, a hexagon, etc. Of course, the cross-sectional shape of the main coil 30 can also be different from the cross-sectional shape of the installation space, and there is no limitation on this. In order to improve the uniformity and consistency of the magnetic induction intensity inside and outside the main coil 30 , the axial width of the installation space may be set to increase in a direction away from the axis of the brake stator 10 .

[0101] The first end surface 11 also defines a second groove 112 for accommodating an elastic member 40. The elastic member 40 is used to provide an axial elastic force to pull the armature 20 away from the brake stator 10. The number of elastic members 40 and the number of second grooves 112 are the same. There can be one or more elastic members 40 and second grooves 112. Multiple elastic members 40 and multiple second grooves 112 are evenly distributed around the central axis of the brake stator 10. The second groove 112 can be located on the inner magnetic pole surface 114 or on the outer magnetic pole surface 115, without limitation. The width of the inner magnetic pole surface 114 can increase toward the center hole, making the inner magnetic pole magnetic circuit less susceptible to saturation and providing a stronger magnetic force. When the elastic member 40 is located within the coverage area of ​​the inner magnetic pole surface 114, the width of the inner magnetic pole surface 114 can be increased toward the center hole, thereby maintaining the magnetic force. The distribution of the multiple elastic members 40 and multiple second grooves 112 around the central axis of the brake stator 10 can also be non-uniform.

[0102] It is understood that the brake stator 10 may also be referred to as a housing, casing, yoke, yoke core, or other common technical terms in the art. The brake stator 10 itself is non-magnetic. When the main coil 30 is energized, the brake stator 10 becomes magnetized and magnetic. When the main coil 30 is de-energized, the magnetism of the brake stator 10 disappears. The novel brake 1 primarily relies on the coordination of the brake stator 10, main coil 30, armature 20, friction disc 50, elastic member 40, and movable plate 60 to achieve its braking function. When the main coil 30 is energized, a magnetic field is generated around the main coil 30, and the gap between the brake stator 10 and the armature 20 generates a mutually attractive magnetic force.

[0103] Please refer to Figures 40 to 43 and Figures 46 to 49, which illustrate schematic diagrams of the novel brake 1 when installed on a target device 2. The target device 2 includes a mounting surface and a braking portion. The braking portion is rotatable relative to the mounting surface and can drive the friction disc 50 to rotate together. There are N friction discs 50 and movable plates 60, each with N being an integer greater than or equal to 1. That is, in some embodiments, as shown in Figures 1 to 13, there is one friction disc 50 and one movable plate 60. One side of the friction disc 50 contacts the movable plate 60, and the other side contacts the limiting step 13. The movable plate 60 is fixedly connected to the armature 20 via an assembly member 70. After installation on the target device 2, the mounting member 90 is locked within the mounting surface. The friction disc 50 is structurally adapted to the braking portion (not shown) of the target device 2 via the mating portion 51. When the target device 2 is not required to be braked, the main coil 30 generates a magnetic field when energized, causing the armature 20 to overcome the elastic force of the elastic member 40 and move toward the brake. When the stator 10 moves in the direction of the armature 20, the armature 20 simultaneously drives the movable plate 60 away from the N friction discs 50, thereby releasing the pressure of the movable plate 60 on the friction discs 50. The friction discs 50 rotate together with the target device 2 through the mating portion 51. When the target device 2 needs to be braked, the main coil 30 is de-energized. Under the elastic force of the elastic member 40, the armature 20 moves away from the braking stator 10, simultaneously driving the movable plate 60 toward the first end face 11, thereby achieving the compression of the movable plate 60 against the friction disc 50. The two end faces of the friction disc 50 respectively frictionally brake against the movable plate 60 and the limiting step 13. The friction disc 50 prevents the rotation of the target device 2 through the mating portion 51. The diameter of the outer circumference of the braking stator 10 corresponding to the hole in the friction disc 50 is equal to the diameter of the outer circumference of the braking stator 10 corresponding to the hole in the movable plate 60. Optionally, the diameter of the outer circumference of the braking stator 10 corresponding to the hole in the friction disc 50 can be larger than the diameter of the outer circumference of the braking stator 10 corresponding to the hole in the first movable plate 60.

[0104] In some other embodiments, as shown in Figures 14 to 25, there are multiple friction discs 50 and movable plates 60, and the multiple friction discs 50 and the multiple movable plates 60 are alternately arranged. One side of the Nth friction disc 50 contacts the Nth movable plate 60, and the other side contacts the limit step 13. The first movable plate 60 is the movable plate 60 farthest from the armature 20. The first movable plate 60 is fixedly connected to the armature 20 by an assembly part 70, and the remaining movable plates 60 have no connection relationship with the armature 20. The N friction discs 50 and the remaining movable plates 60 are alternately arranged between the first movable plate 60 and the limit step 13. After the new brake 1 is installed on the target device 2, the N friction discs 50 are adapted to the braking structure of the target device 2 through their respective matching parts 51. When there is no need to brake the target device 2, the main coil 30 generates a magnetic field when energized, so that the armature 20 overcomes the elastic force of the elastic member 40 and moves toward the braking stator 10. The armature 20 simultaneously drives the first movable plate 60 to move away from the N friction discs 50, increasing the distance between the first movable plate 60 and the limiting step 13, thereby releasing the pressure of the N movable plates 60 on the N friction discs 50, and the N friction discs 50 rotate together with the target device 2 through the N matching parts 51; when it is necessary to brake the target device 2, the main coil 30 is de-energized, and under the elastic force of the elastic member 40, the armature 20 It moves in the direction away from the brake stator 10, and at the same time drives the first movable plate 60 to move in the direction close to the first end face 11, reducing the distance between the first movable plate 60 and the limiting step 13, and the clamping force is transmitted to each friction disc 50 and the remaining movable plates 60 through the first movable plate 60, thereby realizing the clamping of N friction discs 50 by N movable plates 60, and the two end surfaces of the friction disc 50 are friction-braked with the movable plate 60 or the limiting step 13, and the N friction discs 50 prevent the rotation of the target device 2 through N mating parts 51.

[0105] In this embodiment, when there is only one friction disc 50 and movable plate 60, the friction disc 50 relies on the movable plate 60 and the limiting step 13 to achieve a clamping effect. When there are multiple friction discs 50 and movable plates 60, multiple friction discs 50 rely on adjacent movable plates 60 and limiting steps 13 to achieve a clamping effect, and the braking effect is achieved by double-sided friction of the friction disc 50.

[0106] It should be noted that the outer circumferential size of the friction disc 50 is larger than the outer circumferential size of the movable plate 60. With such an arrangement, the friction area where the friction disc 50 contacts the movable plate 60 is located on the inner side of the mating portion 51. The outer diameter of the friction area depends on the outer diameter of the movable plate 60 and the outer diameter of the limiting step 13. The stress and strain of the mating portion 51 when subjected to force will be smaller, which can increase the service life of the friction disc 50. During the production process of the friction disc 50, it is easier to control the form and position tolerances of the plane where the friction area is located relative to the center axis, making it easier to process and manufacture, and easier to obtain a higher pass rate.

[0107] In this embodiment, the friction disc 50 is adapted to the brake portion of the target device 2 via a mating portion 51 on its outer periphery. This configuration allows the center hole diameters of the brake stator 10 and armature 20 to be smaller, no longer limited by the size of the brake shaft of the target device 2, and without the need for a sleeve. This allows for a more diverse shape of the center hole. When the center hole diameter of the brake stator 10 is smaller, the main coil 30 can be radially expanded toward the center hole, and both the inner and outer diameters of the main coil 30 can be smaller. When both the inner and outer diameters of the main coil 30 are reduced, a greater number of turns of the main coil 30 can be obtained while maintaining the same coil thickness, coil resistance, and coil current. A greater number of ampere-turns results in a stronger magnetic field, easier coil power control, and increased coil energy.

[0108] The novel brake 1 provided in the embodiment of the present application has at least the following technical effects: Compared with the conventional technology, the novel brake 1 provided in the embodiment of the present application, N friction discs 50 and N movable plates 60 are all sleeved on the outer periphery of the brake stator 10, and the thickness of the novel brake 1 depends only on the thickness of the brake stator 10 and the thickness of the armature 20, which greatly reduces the total thickness of the novel brake 1. The friction disc 50 is no longer adapted to the shaft sleeve and the brake shaft through the center hole, but is adapted to the brake part of the target device 2 through the matching part 51 provided on the outer periphery, so that the novel brake 1 can be applied to a wider range of application scenarios. , the size of the brake stator 10 and the armature 20 can be designed more freely, and the overall volume of the new brake 1 can be further reduced by reducing the inner and outer diameters of the brake stator 10. When the center hole size of the brake stator 10 is smaller, the inner diameter of the main coil 30 can be smaller, and then the outer diameter of the main coil 30 can be reduced. By reducing the inner and outer diameters of the brake stator 10, more turns of the main coil 30 can be obtained under the condition that the coil thickness, coil resistance and coil current remain unchanged, which can increase the ampere-turns under the same power, increase the magnetic force, and increase the braking torque. At the same time, compared with the traditional technology, the embodiment of the present application provides The new brake 1 provided has a larger outer diameter in the friction area of ​​the friction disc 50, thereby increasing the friction area and the friction radius, thereby increasing the torque of the new brake 1. The friction radius depends on the inner and outer diameters of the friction area and is proportional to the torque of the new brake 1. It can also make the mass of the friction disc 50 smaller, reduce the impact on the total inertia of the target device 2, and improve the start-stop sensitivity of the target device 2. The braking effect is guaranteed without increasing the thickness of the new brake 1. The movable plate 60 has lower precision than the friction disc 50 and lower production cost. The friction disc 50 rubs against the movable plate 60 but not against the armature 20. For long-term use, it is only necessary to replace the movable plate 60, and the cost of replacement is low. In addition, the dust generated in the friction area where the friction disc 50 and the movable plate 60 contact each other is not easy to fall into the interior of the new brake 1, avoiding failure of internal components caused by dust. The radial dimension of the matching portion 51 is larger than the radial dimension of the friction area. During the production process, it is easier to control the form and position tolerances of the plane where the friction area is located relative to the center axis, easier to process and manufacture, and easier to obtain a higher pass rate. When the matching portion 51 is subjected to force, the stress and strain generated are smaller, which can increase the service life of the friction disc 50.

[0109] The structure of the fitting portion 51 is described below with examples, but is not limited to the following embodiments.

[0110] Referring to Figures 1 to 5 and 8 , in some embodiments, the mating portion 51 includes a single mating protrusion extending radially; alternatively, the mating portion 51 includes multiple mating protrusions 512 extending radially, with mating grooves 511 formed between adjacent mating protrusions 512; alternatively, the mating portion 51 comprises multiple mating grooves or multiple mating holes. When N is greater than 1, the shapes of the mating portions 51 of the N friction discs 50 are generally identical, but may also be different or non-identical. It should be understood that the term "extending radially" refers to the mating protrusions 512 extending radially.

[0111] When the matching portion 51 includes a matching protrusion, the matching protrusion can be regarded as a key, and the braking portion of the target device 2 can be a key groove adapted to the key.

[0112] When the mating portion 51 includes multiple mating protrusions 512, mating grooves 511 are formed between adjacent mating protrusions 512, and the multiple mating grooves 511 and the multiple mating protrusions 512 are alternately arranged. When braking the target device 2 is not required, the N movable plates 60 have a certain axial movement distance. Correspondingly, the N friction discs 50 should also have a certain axial movement distance to ensure that each friction disc 50 can be pressed by the movable plate 60. To this end, the mating grooves 511 and mating protrusions 512 included in the mating portion 51 extend radially, ensuring that the friction discs 50 have axial freedom. This allows the N movable plates 60 to more reliably press the N friction discs 50.

[0113] The cross-sectional shapes of the mating grooves 511 and mating protrusions 512 are not specifically limited and can be regular or irregular shapes, such as tooth shapes, sawtooth shapes, rectangles, arcs, polygons, or key shapes. Furthermore, within the same mating portion 51, the shapes of multiple mating grooves 511 and multiple mating protrusions 512 can be identical or different. When N is greater than 1, the N mating portions 51 in the N friction discs 50 are generally identical, but can also be different, or partially identical and partially different, without limitation.

[0114] When the matching portion 51 is a plurality of matching grooves or a plurality of matching holes, the braking portion of the target device 2 may include a plurality of columns adapted to the matching grooves or matching holes, and the columns drive the friction disk 50 to rotate through the matching grooves or matching holes.

[0115] The following describes the matching relationship between the N movable plates 60 and the brake stator 10 , but is not limited to the following embodiments.

[0116] Referring to Figures 1 to 17 , in some embodiments, one or more of the N movable plates 60 have positioning protrusions 61 on their inner circumferences, and the brake stator 10 has positioning grooves 14 on its outer circumference that mate with the positioning protrusions 61. An assembly member 70 is slidably disposed within the brake stator 10, connecting the armature 20 and the first movable plate 60. The assembly member 70 is freely movable within the sliding hole of the brake stator 10. It is understood that each movable plate 60 may have one or more positioning protrusions 61, and the multiple positioning protrusions 61 and the multiple positioning grooves 14 are evenly distributed relative to the central axis to ensure uniform force distribution across the various components of the novel brake 1 and consistent displacement of the armature 20. The first movable plate 60 may or may not have positioning protrusions 61. Since the assembly member 70 connects the first movable plate 60 and the armature 20, it also serves to limit the position of the first movable plate 60. In order to facilitate the distinction of the positioning grooves 14 at different positions, the positioning groove 14 corresponding to the positioning protrusion 61 of the first movable plate 60 is defined as the first positioning groove 141 , and the positioning grooves 14 corresponding to the positioning protrusions 61 of the remaining movable plates 60 are defined as the second positioning groove 142 .

[0117] A detailed explanation will be given using the example of the first movable plate 60 also having a positioning protrusion 61. Since the assembly member 70 is connected to the armature 20 and the first movable plate 60 and slidably penetrates the brake stator 10, the positioning protrusion 61 of the first movable plate 60 defines an assembly hole, and the brake stator 10 defines a sliding hole. The assembly member 70 can move axially within the sliding hole of the brake stator 10, thus limiting the rotational position of the armature 20 and the first movable plate 60 and guiding them during axial movement.

[0118] The cooperation between the positioning protrusions 61 and the positioning grooves 14 can ensure that the remaining movable plates 60 will not rotate, and at the same time, can ensure a certain guiding effect on the movable plates 60 when they move in the axial direction. Because the multiple positioning protrusions 61 are matched with the multiple positioning grooves 14, and because the friction disc 50 is sleeved on the outer periphery of the brake stator 10, when the assembly part 70 is slidably inserted into the brake stator 10 from the positioning protrusions 61 of the first movable plate 60, the friction disc 50 is sleeved on the outer periphery of the brake stator 10. There is no spatial interference between the assembly part 70 and the friction disc 50, and the size of the friction area formed by the friction disc 50 and the movable plate 60 is not limited. The outer diameter of the friction area of ​​the friction disc 50 can be increased to increase the torque of the new brake 1, and the installation position and installation method of the assembly part 70 are more flexible.

[0119] It should be noted that when N is equal to 1, the movable plate 60 has multiple positioning protrusions 61, the brake stator 10 has multiple first positioning grooves 14 that match the positioning protrusions 61, the thickness of the friction disc 50 is greater than the distance from the limiting step 13 to the bottom of the first positioning groove 141, and the axial depth of the first positioning groove 141 is greater than the thickness of the first movable plate 60. When N is greater than 1, the shapes of the positioning protrusions 61 of the first movable plate 60 and the remaining movable plates 60 can be the same or different. The shapes of the positioning protrusions 61 of the remaining movable plates 60 are generally the same or different, and this is not specifically limited. The total thickness of the N friction discs 50 and the (N-1) remaining movable plates 60 is greater than the distance from the limiting step 13 to the bottom of the first positioning groove 141. The first movable plate 60 is disposed adjacent to the first friction disc 50, and the first friction disc 50 protrudes from the bottom of the first positioning groove 141, thereby ensuring that the first movable plate 60 can contact the first friction disc 50.

[0120] In some embodiments, the positioning protrusions 61 of the multiple remaining movable plates 60 have different shapes, the positioning protrusions 61 of the remaining movable plates 60 closer to the limiting step 13 have smaller areas, the projections of the positioning protrusions 61 of the remaining movable plates 60 close to the limiting step 13 are located inside the axial projections of the positioning protrusions 61 of the remaining movable plates 60 away from the limiting step 13, and the corresponding brake stator 10 has multiple second positioning grooves 142 in a stepped shape.

[0121] In some specific embodiments, as shown in Figures 14 to 18, when N is greater than 1, each of the N movable plates 60 has a positioning protrusion 61. A detailed description will be given using the example of each movable plate 60 having multiple positioning protrusions 61. The multiple positioning protrusions 61 of the first movable plate 60 are offset from the multiple positioning protrusions 61 of the remaining movable plates 60 in the circumferential direction of the brake stator 10. The multiple positioning protrusions 61 of the remaining movable plates 60 are positioned in the same circumferential direction of the brake stator 10, i.e., the multiple positioning protrusions 61 of the first movable plate 60 and the multiple positioning protrusions 61 of the remaining movable plates 60 do not overlap in the axial direction. A predetermined spacing is provided between the multiple assembly parts 70 and the multiple positioning protrusions 61 of the remaining movable plates 60, thereby preventing interference with the multiple positioning protrusions 61 of the remaining movable plates 60.

[0122] In some specific embodiments, if space permits, the circumferential positions of the positioning protrusions 61 of different movable plates 60 relative to the brake stator 10 are different, that is, the positioning protrusions 61 of each movable plate 60 are staggered.

[0123] The assembly part 70 is passed through the positioning protrusion 61 of the first movable plate 60, and there is no spatial interference between the assembly part 70 and the positioning protrusions 61 of the remaining movable plates 60, that is, there is a preset distance between the assembly part 70 and the positioning protrusions 61 of the remaining movable plates 60 to ensure that the assembly part 70 only realizes the fixed connection relationship between the first movable plate 60 and the armature 20, and prevents spatial interference between the assembly part 70 and the remaining movable plates 60.

[0124] In order to ensure that each movable plate 60 has a more sufficient moving distance in the axial direction, the positioning groove 14 corresponding to the positioning protrusion 61 of the first movable plate 60 is defined as the first positioning groove 141, and the positioning grooves 14 corresponding to the positioning protrusions 61 of the remaining movable plates 60 are defined as the second positioning groove 142. The positioning protrusions 61 of the remaining movable plates 60 are arranged in the second positioning groove 142. The first positioning groove 141 and the second positioning groove 142 both extend from the second end face 12 to the first end face 11, and the axial depth of the first positioning groove 141 is less than the axial depth of the second positioning groove 142. The axial depth of the first positioning groove 141 is greater than the thickness of the first movable plate 60. The total thickness of N friction discs 50 and (N-1) remaining movable plates 60 is greater than the distance from the limiting step 13 to the bottom of the first positioning groove 141. The first friction disc 50 is arranged to protrude from the bottom of the first positioning groove 141, thereby ensuring that the first movable plate 60 can contact the adjacent friction disc 50.

[0125] In other words, all positioning grooves 14 are recessed from the second end surface 12 toward the first end surface 11, ensuring an appropriate axial movement distance for the remaining movable plates 60. The axial depth of all positioning grooves 14 is designed based on the axial position of the multiple movable plates 60 when pressing against the multiple friction discs 50. By using assembly members 70 of different lengths, the axial clearance between the armature 20 and the brake stator 10 can be adjusted.

[0126] Of course, in other embodiments, when N is greater than 1, the multiple positioning protrusions 61 of the first movable plate 60 and the multiple positioning protrusions 61 of the remaining movable plates 60 may also be aligned in the circumferential direction of the brake stator 10, and the multiple assembly parts 70 may be slidably inserted into the multiple positioning protrusions 61 of the remaining movable plates 60. The axial projections of the positioning protrusions 61 of the remaining movable plates 60 are located inside the axial projections of the positioning protrusions 61 of the first movable plate 60, and a predetermined spacing exists between the assembly parts 70 and the positioning protrusions 61 of the remaining movable plates 60. It is understood that when the positioning protrusions 61 of all movable plates 60 are aligned in the circumferential direction of the brake stator 10, the shapes of the positioning protrusions 61 of different movable plates 60 may be the same or different, and correspondingly, may share the same positioning groove 14 or may have multiple non-shared stepped positioning grooves 14.

[0127] In this embodiment, in order to ensure that the assembly part 70 is not affected by the space of the remaining movable plates 60, the assembly part 70 needs to be slidably inserted into the positioning protrusions 61 of the remaining movable plates 60 to ensure that the assembly part 70 only realizes the fixed connection relationship between the first movable plate 60 and the armature 20, and prevents the assembly part 70 from interfering with the space of the remaining movable plates 60.

[0128] Referring to Figures 6 to 8, 13, 17, and 18, in some embodiments, the surface of each positioning protrusion 61 includes a first curved surface, and the surface of each positioning groove 14 includes a second curved surface that matches the first curved surface. In this embodiment, the number of first curved surfaces can be one or more, and the multiple first curved surfaces are smoothly connected to each other, and the multiple second curved surfaces are smoothly connected to each other. This can ensure smooth axial movement of the remaining movable plates 60, reduce scratches and damage during movement, and also facilitate foolproof assembly of the new brake 1, allowing the operator to directly and accurately complete the correct operation without expending attention, experience, or professional knowledge, thus facilitating installation.

[0129] The offset setting and alignment setting mentioned in the above embodiments are based on the center line instead of the overall outline.

[0130] In addition to the above embodiments, the novel brake 1 may also have other structural improvements, which are illustrated below with examples.

[0131] Referring to Figures 19 to 25 , in some embodiments, the first end surface 11 further defines at least one third groove 113, located either inside or outside the first groove 111. The novel brake 1 also includes a secondary coil 80 disposed within the third groove 113. In this embodiment, the secondary coil 80 can be located inside or outside the primary coil 30. The number and location of the third grooves 113 are determined by the number and location of the secondary coils 80. The novel brake 1 includes the primary coil 30 and the secondary coil 80. The first end surface 11 is divided into an inner magnetic pole face 114, an intermediate magnetic pole face 116, and an outer magnetic pole face 115. The inner magnetic pole face 114 is located around the inner circumference, the outer magnetic pole face 115 is located around the outer circumference, and the intermediate magnetic pole face 116 is located between two adjacent coils. The number of intermediate magnetic pole faces 116 varies adaptively depending on the number of secondary coils 80. As shown in Figures 19 to 22, there is one auxiliary coil 80, and the auxiliary coil 80 is arranged outside the main coil 30. As shown in Figures 23 to 25, there are two auxiliary coils 80, and both auxiliary coils 80 are arranged outside the main coil 30. The outermost auxiliary coil 80 is arranged within the range where the limiting step 13 is located. In this case, the limiting step 13 has a larger axial thickness.

[0132] The main coil 30 and the auxiliary coil 80 can be connected in series, with power on and off controlled by a control switch. In this case, since the new brake 1 requires a high voltage for adsorption and a low voltage for retention, in order to reduce energy consumption and reduce the heat generation of the new brake 1, a control switch capable of adjusting the voltage is required. The main coil 30 and the auxiliary coil 80 can also be connected in parallel, with power on and off controlled by different control switches. In this case, in order to achieve the effect of high voltage adsorption and low voltage retention, the main coil 30 and the auxiliary coil 80 can be energized simultaneously when adsorption is required, and when retention is required, the main coil 30 can be energized and the auxiliary coil 80 can be de-energized, or the main coil 30 can be de-energized and the auxiliary coil 80 can be energized. There is no need to configure a control switch capable of adjusting the voltage, which can reduce the manufacturing cost of the new brake 1.

[0133] In this embodiment, the coexistence of the main coil 30 and the auxiliary coil 80 can increase the magnetic force, and can achieve high torque under the same outer diameter and thickness conditions of the new brake 1, thereby increasing the application scenarios of the new brake 1.

[0134] Referring to Figures 1 to 49, in some embodiments, the novel brake 1 further includes a mounting member 90. The mounting member 90 and the assembly member 70 are independent of each other. The mounting member 90 is adapted to the brake stator 10, avoids the armature 20, and slides with the brake stator 10, with the locking end of the mounting member 90 selectively extending from the first end face 11 or the second end face 12. It will be understood that both the brake stator 10 and the armature 20 are provided with mounting holes, and the number of mounting members 90 can be one or more. In this embodiment, the novel brake 1 is fixedly connected to the target device 2 via the locking end of the mounting member 90. In other embodiments, the novel brake 1 can also be fixedly connected to the target device 2 via bonding, clamping, welding, or other methods. Furthermore, a fixing structure adapted for the target device 2 can be provided in the center hole of the brake stator 10. Therefore, the mounting member 90 is not required, but is merely a preferred method.

[0135] The following is an example of how the mounting member 90 and the assembly member 70 are arranged, but is not limited to the following embodiments.

[0136] In some embodiments, when the novel brake 1 includes only the main coil 30, the mounting member 90 can be positioned within the range covered by the inner magnetic pole surface 114 or the range covered by the outer magnetic pole surface 115; the assembly member 70 can be positioned within the range covered by the inner magnetic pole surface 114 or the range covered by the outer magnetic pole surface 115. The mounting member 90 and the assembly member 70 can be located within the same range or within different ranges, and when the assembly member 70 changes position, the positioning protrusion 61 of the first movable plate 60 must also adaptively change position and shape. As shown in Figures 1 to 8, the mounting member 90 is positioned within the range covered by the inner magnetic pole surface 114, and the assembly member 70 is positioned within the range covered by the outer magnetic pole surface 115. As shown in Figures 9 and 10, both the mounting member 90 and the assembly member 70 are positioned within the range covered by the outer magnetic pole surface 115. As shown in FIG. 11 to FIG. 13 , the mounting member 90 is disposed within the range covered by the outer magnetic pole surface 115 , and the assembly member 70 is disposed within the range covered by the inner magnetic pole surface 114 .

[0137] In other embodiments, when the novel brake 1 includes a primary coil 30 and a secondary coil 80, the mounting member 90 can be disposed within the range covered by the inner magnetic pole surface 114, the range covered by the intermediate magnetic pole surface 116, or the range covered by the outer magnetic pole surface 115; the assembly member 70 can be disposed within the range covered by the inner magnetic pole surface 114, the range covered by the intermediate magnetic pole surface 116, or the range covered by the outer magnetic pole surface 115. The mounting member 90 and the assembly member 70 can be located within the same range or within different ranges, and when the assembly member 70 changes position, the positioning protrusion 61 of the first movable plate 60 also needs to adaptively change position and shape.

[0138] In addition, the mounting member 90 and the assembly member 70 may not be arranged within the range covered by the magnetic pole surface. For example, a step extending in the radial direction is provided at the edge of the center hole of the brake stator 10, and the mounting member 90 and the assembly member 70 are arranged on the step.

[0139] Based on the above embodiment, a mounting member 90 is adapted to the brake stator 10 and is used to secure the novel brake 1 to the target device 2 to be braked. The mounting member 90 may specifically be a screw, bolt, stud, weldment, clamp, pin, rivet, expansion member, tie band, or other structure, without limitation. The connection portion of the mounting member 90 may be secured with pre-applied glue, self-locking threads, gaskets, nylon rings or blocks, retaining washers, partial thread breakage, or a mounting member 90 with a flange surface to prevent loosening of the mounting member 90.

[0140] For example, as shown in Figures 47 and 49, each mounting member 90 includes a support member and a bolt, the brake stator 10 is provided with a countersunk mounting hole, the support member is sleeved on the bolt, the armature 20 is provided with an avoidance space for avoiding the bolt and the support member, the bolt is passed through the mounting hole and locked in the target device 2, and the support member is arranged between the brake stator 10 and the target device 2 through the avoidance space. By adjusting the axial length of the support member, the distance between the new brake 1 and the target device 2 can be adjusted to ensure that the armature 20 has no contact with the mounting member 90 and the target device 2 when moving in the axial direction, and can also play a role in supporting the new brake 1.

[0141] The assembly part 70 is used to connect the armature 20 and the first movable plate 60 together. The brake stator 10 and the remaining movable plates 60 reserve space for the assembly part 70. The assembly part 70 can be provided separately from the armature 20 and the first movable plate 60. The assembly part 70 can specifically be an assembly structure such as a screw, bolt, stud, weldment, clamp, pin, rivet, expansion piece, or tie band. Of course, the assembly part 70 can also be provided integrally with the armature 20 and then fixed to the first movable plate 60. Alternatively, the assembly part 70 can be provided integrally with the first movable plate 60 and then fixed to the armature 20. There is no limitation on this. The connection portion of the assembly part 70 can be prevented from loosening by pre-applying glue, using self-locking threads, inserting gaskets, inserting nylon rings or nylon blocks, inserting retaining washers, destroying part of the threads, or using an assembly part 70 with a flange surface.

[0142] For example, as shown in Figure 4, each assembly part 70 includes two assembly screws 71 and a guide column 72. The first movable plate 60 and the armature 20 have tapered countersunk holes. The two assembly screws 71 are installed in the countersunk holes from opposite directions. The tails of the two assembly screws 71 are threadedly connected to the guide column 72. The guide column 72 is an annular structure. The outer diameter of the guide column 72 is smaller than the diameter of the corresponding through hole on the brake stator 10. Glue is filled between the two assembly screws 71 and the guide column 72 to prevent loosening. The cross-sectional shape of the guide column 72 can be circular, elliptical, polygonal, etc. with a central hole, or it can be an irregular shape, which is not limited here. Correspondingly, the shape of the through hole on the brake stator 10 that adapts to the guide column 72 can be circular, elliptical, polygonal, etc., or it can be an irregular shape, which is not limited here.

[0143] For another example, each assembly part 70 includes an assembly screw and a guide column. The armature 20 has a countersunk hole. The assembly screw is inserted into the countersunk hole. The guide column is sleeved on the outer periphery of the assembly screw. The tail of the assembly screw is threadedly connected to the first movable plate 60. The guide column is an annular structure. The outer diameter of the guide column is smaller than the diameter of the corresponding through hole on the brake stator 10. Glue is filled between the tail of the assembly screw and the first movable plate 60 to prevent loosening.

[0144] In this embodiment, since the friction disc 50 is sleeved on the outer periphery of the brake stator 10, the positioning protrusion 61 of the movable plate 60 cooperates with the positioning groove 14 of the brake stator 10. Therefore, the mounting part 90 and the assembly part 70 will not interfere with the friction disc 50, nor will they limit the size of the friction area formed by the friction disc 50 and the movable plate 60. Compared with the brake of the traditional structure, the outer diameter in the friction area of ​​the friction disc 50 is larger and the braking torque is larger. It is also possible to increase the size of the friction disc 50 by increasing the outer diameter of the brake stator 10 without increasing the thickness of the new brake 1, further increase the inner and outer diameters of the friction disc 50, and increase the torque of the new brake 1. The installation position of the mounting part 90 and the assembly part 70 is more flexible, and the installation space is more abundant. A variety of installation methods can be realized according to the structure of the target device 2, thereby improving the scope of application scenarios.

[0145] In some embodiments, the novel brake 1 may further include a protective structure. The protective structure and the target device 2 enclose a sealed space, within which the armature 20, N friction discs 50, and N movable plates 60 are located. The protective structure at least partially covers the braking portion of the target device 2. The protective structure may specifically be a dust cover, a waterproof cover, a sealing ring, an anti-collision cover, etc., which is disposed on the outside of the novel brake 1 and may at least partially cover the braking portion of the target device 2. This structure can provide protection for the novel brake 1, for example, against oil, dust, water, and collision, thereby improving the protection level and performance, and expanding its application scenarios.

[0146] In some embodiments, the novel brake 1 may further include a reset structure. Specifically, the reset structure may be reset holes formed on the movable plate 60 and the N friction discs 50. The multiple reset holes extend axially through the movable plate 60 and utilize reset pins adapted to the reset holes. By sequentially inserting the reset pins into the multiple reset holes, the friction discs 50 are reset. This reset operation includes centering the friction discs 50 and aligning the mating portions 51 of the multiple friction discs 50, thereby facilitating installation of the novel brake 1. Of course, the reset structure may also be reset marks formed on the movable plate 60 and the N friction discs 50. Aligning the multiple reset marks allows the friction discs 50 to be reset, simplifying the reset operation and improving reset efficiency. The reset structure can determine whether the movable plate 60 and friction discs 50 are fully reset by judging or controlling the degree of alignment of the reset holes or reset marks.

[0147] Referring to Figures 26 to 49 , in some embodiments, the novel brake 1 may further include a manual release assembly 100. The manual release assembly 100 selectively cooperates with the first movable plate 60 and the armature 20 to control the spacing between the armature 20 and the brake stator 10, and the spacing between the first movable plate 60 and the limiting step 13, thereby enabling the first movable plate 60 to move away from and toward the friction disc 50, thereby releasing and tightening the friction disc 50. In this embodiment, the manual release assembly 100 is used in applications requiring manual release, providing additional release methods for the friction disc 50 and improving operational convenience and flexibility.

[0148] The manual release assembly 100 may specifically include a rotating hand wheel 101, a release screw 102, a release handle 103, a wedge block, and the like. The structure of the manual release assembly 100 is described below by way of example, but is not limited to the following embodiments.

[0149] In the first embodiment, as shown in Figures 26 and 27 , the manual release assembly 100 includes a rotating handwheel 101, which includes an operating portion 1011 and a rotating portion 1012 connected to each other. The operating portion 1011 is positioned adjacent to the armature 20. The outer periphery of the rotating portion 1012 has external threads, and the central hole of the brake stator 10 has internal threads. The rotating portion 1012 is threadedly engaged with the internal threads of the brake stator 10 via the external threads. The rotating portion 1012 does not contact the central hole of the armature 20. When the manual release is not in effect, the operating portion 1011 also does not contact the armature 20, thus not affecting the normal engagement and release of the armature 20. The rotating part 1012 can be screwed in and out of the center hole of the brake stator 10. By applying a rotational force to the operating part 1011, the operating part 1011 can be moved axially. The operating part 1011 squeezes or moves away from the armature 20, adjusts the distance between the brake stator 10 and the armature 20, and realizes the release or compression of the friction disk 50.

[0150] The rotation method of the rotary hand wheel 101 is diverse. For example, the operating portion 1011 can be controlled by hand. In this method, the operating portion 1011 can be provided with anti-slip grooves and anti-slip grooves, etc., without limitation. For another example, the operating portion 1011 can be controlled by a fixture. The operating portion 1011 can be provided with a matching hole, and the fixture is inserted into the matching hole to achieve rotation. The matching hole can be a regular or irregular shape such as a circle, a triangle, a polygon, and a keyway. The matching hole can be a blind hole or a through hole. There can be one or more matching holes, without limitation.

[0151] When the handwheel 101 is rotated in, the operating portion 1011 moves axially toward the armature 20, compressing the armature 20 and pushing the armature 20 to overcome the elastic force of the elastic member 40 and move toward the brake stator 10. The first movable plate 60 connected to the armature 20 moves away from the N friction discs 50, and the N friction discs 50 are released and can rotate freely. When the handwheel 101 is rotated out, the operating portion 1011 moves away from the armature 20 and returns to a state of no contact with the armature 20. The armature 20 is rebounded by the elastic force of the elastic member 40, driving the first movable plate 60 and the remaining movable plates 60 to press against the N friction discs 50. The N friction discs 50 are compressed and can no longer rotate freely.

[0152] It is understandable that the shapes of the rotating handwheel 101 are various, and the structures related to the principle of squeezing and releasing the armature 20 by screwing in and out of the thread are all in line with the design concept of the present application.

[0153] Of course, in other embodiments, as shown in FIG28 , the operating portion 1011 can be positioned adjacent to the brake stator 10, the rotating portion 1012 can be positioned without contacting the central hole of the brake stator 10, and the rotating portion 1012 can be threadedly engaged with the armature 20 via external and internal threads. Based on similar operating principles, the operating portion 1011 and the rotating portion 1012 can be used to release and tighten the friction disc 50. For detailed structure, please refer to the description of the first embodiment.

[0154] In a second embodiment, as shown in Figures 29 and 30 , the manual release assembly 100 includes multiple release screws 102. The brake stator 10 has multiple threaded holes in the axial direction, and the armature 20 has multiple smooth holes in the axial direction aligned with the threaded holes. The release screws 102 are inserted into the threaded holes through the smooth holes. The multiple release screws 102, the multiple threaded holes, and the multiple smooth holes are evenly distributed. The release screws 102 are threadedly engaged with the brake stator 10 through the threaded holes, and the release screws 102 are slidably engaged with the armature 20 through the smooth holes. When not manually released, there is no contact between the release screws 102 and the brake stator 10, which does not affect the normal engagement and release of the armature 20. In this embodiment, the screw heads of the release screws 102 are positioned adjacent to the armature 20, i.e., the outer diameter of the screw heads of the release screws 102 is larger than the outer diameter of the smooth holes, so that the screw heads of the release screws 102 can abut against the armature 20. By screwing in and out the release screw 102, the release screw 102 is moved axially, and the screw head of the release screw 102 squeezes or moves away from the armature 20 to adjust the spacing between the brake stator 10 and the armature 20. Of course, there can also be only one release screw 102, threaded hole, and smooth hole.

[0155] When the new brake 1 only includes the main coil 30, the release screw 102 can be set within the range covered by the inner magnetic pole surface 114, or within the range covered by the outer magnetic pole surface 115; when the new brake 1 includes the main coil 30 and the auxiliary coil 80, the release screw 102 can be set within the range covered by the inner magnetic pole surface 114, or within the range covered by the middle magnetic pole surface 116, or within the range covered by the outer magnetic pole surface 115.

[0156] Of course, the release screw 102 may also not be set within the range covered by the magnetic pole surface. For example, a step extending in the radial direction is set at the edge of the center hole of the brake stator 10, the center hole of the armature 20 is reduced (see the center hole structure of the brake stator 10 and the armature 20 in Figure 27), and the release screw 102 is set on the step.

[0157] The release screw 102 can be locked in the brake stator 10, that is, it will not extend from the threaded hole to the second end surface 12 of the brake stator 10. The release screw 102 can also be not locked in the brake stator 10, but can be slidably engaged with the brake stator 10, that is, it can extend from the second end surface 12 of the brake stator 10. In this case, the extended end of the release screw 102 can be used to lock onto the target device 2 to be braked.

[0158] When the release screw 102 is screwed in, the screw head of the release screw 102 compresses the armature 20, pushing the armature 20 to overcome the elastic force of the elastic member 40 and move toward the brake stator 10. The first movable plate 60 connected to the armature 20 moves away from the N friction discs 50, and the N friction discs 50 are released and can rotate freely. When the release screw 102 is unscrewed, the release screw 102 returns to a state without contact with the armature 20. The armature 20 is rebounded by the elastic force of the elastic member 40, driving the first movable plate 60 and the remaining movable plates 60 to press against the N friction discs 50. The N friction discs 50 are compressed and can no longer rotate freely.

[0159] In the structure of the second embodiment described above, the screw head of the release screw 102 is disposed adjacent to the armature 20. Similarly, in other embodiments, the screw head of the release screw 102 may also be disposed adjacent to the brake stator 10. In this case, the brake stator 10 has multiple smooth holes in the axial direction, and the armature 20 has threaded holes in the axial direction aligned with the multiple smooth holes. The release screw 102 is inserted from the smooth holes into the threaded holes. The multiple release screws 102, the multiple threaded holes, and the multiple smooth holes are evenly distributed. The release screw 102 is threadedly engaged with the armature 20 through the threaded holes, and the release screw 102 is slidingly engaged with the brake stator 10 through the smooth holes. It is understood that when the screw head of the release screw 102 is positioned adjacent to the brake stator 10, that is, the outer diameter of the screw head of the release screw 102 is larger than the outer diameter of the smooth hole, the screw head of the release screw 102 can abut against the brake stator 10. By screwing the release screw 102 in and out, the armature 20 moves axially, adjusting the spacing between the brake stator 10 and the armature 20. When not manually released, there is no contact between the screw head of the release screw 102 and the brake stator 10, which does not affect the normal engagement and release of the armature 20. The working principle is similar to that when the screw head of the release screw 102 is positioned adjacent to the armature 20, and will not be further described here. The release screw 102 can also be equivalently replaced by a bolt, rivet, pin, etc., without limitation.

[0160] In the first and second embodiments, the rotating hand wheel 101 and the releasing screw 102 can be regarded as rotating parts adapted to the brake stator 10 and the armature 20 .

[0161] In embodiment three, as shown in Figures 31 and 32, the manual release assembly 100 includes a release handle 103, multiple release connectors 104 and multiple release elastic members 105. The release handle 103 includes a force-applying portion 1031 and a release portion 1032 connected to each other. The shape formed by the force-applying portion 1031 and the release portion 1032 is Y-shaped, V-shaped or similar. The force-applying portion 1031 and the release portion 1032 are bent and form a bending portion 1033. The release portion 1032 is arranged adjacent to the armature 20. The release connector 104 is axially slidably inserted into the release portion 1032 and the armature 20, and the release connector 104 is locked in the brake stator 10. A release elastic member 105 is provided between the release portion 1032 and the brake stator 10. The release elastic member 105 is sleeved on the release connector 104. The armature 20 has an avoidance hole for avoiding the release elastic member 105 and the release connector 104. Multiple release connectors 104 can be provided. For example, two release connectors 104 are provided. The two release connectors 104 are symmetrically distributed. The center line of the two release connectors 104 passes through the center of the new brake 1, so that the force of the manual release assembly 100 on the armature 20 is more uniform.

[0162] The release spring 105 abuts between the release portion 1032 and the bottom of the countersunk hole in the brake stator 10, allowing the release handle 103 to separate from the armature 20 in the absence of external force. The bend 1033 serves as a fulcrum between the force-applying portion 1031 and the release portion 1032. The release handle 103 utilizes the principle of a lever. By applying external force to the force-applying portion 1031, the release portion 1032 squeezes the armature 20, pushing the armature 20 toward the brake stator 10, overcoming the elastic force of the spring 40. The first movable plate 60 connected to the armature 20 moves away from the N friction discs 50, and the N friction discs 50 are released and can rotate freely. For example, when external force is applied to the force-applying part 1031, the force-applying part 1031 approaches the brake stator 10 in the axial direction, causing the release part 1032 to tilt up, and then the bending part 1033 abuts against the armature 20, forming a fulcrum of the lever structure. The bending part 1033 pushes the armature 20 to overcome the elastic force of the elastic part 40 and move toward the direction close to the brake stator 10. The first movable plate 60 connected to the armature 20 moves in the direction away from the N friction discs 50, and the N friction discs 50 are released. For another example, when an external force in the opposite direction is applied to the force-applying part 1031, the force-applying part 1031 moves away from the brake stator 10 in the axial direction, and the release part 1032 abuts against the armature 20 away from the tail of the force-applying part 1031, and the release connecting part 104 forms a fulcrum of the lever structure. The tail of the release part 1032 pushes the armature 20 to overcome the elastic force of the elastic part 40 and move toward the direction close to the brake stator 10. The first movable plate 60 connected to the armature 20 moves in the direction away from the N friction discs 50, and the N friction discs 50 are released.

[0163] In this embodiment, external forces can be applied to the release handle 103 in multiple directions, making its use more flexible and convenient, and achieving the effect of releasing the friction disc 50, thereby broadening the application scenarios of the new brake 1. In addition, in this embodiment, the force-applying portion 1031 must be continuously subjected to external force to maintain the friction disc 50 in the released state. Therefore, a release elastic member 105 is provided between the release portion 1032 and the brake stator 10. When not manually released, the release elastic member 105 prevents the release handle 103 from contacting the armature 20, thereby not affecting the normal engagement and release of the armature 20. When the release handle 103 is subjected to external force, the release elastic member 105 also acts as a buffer, achieving amplitude attenuation during the release process and reducing collision noise between the release handle 103 and the armature 20, and between the armature 20 and the brake stator 10.

[0164] In the structure of the above-mentioned embodiment three, the release connector 104 is locked in the brake stator 10. Of course, in other embodiments, the release connector 104 can also pass through the brake stator 10 and slide with the brake stator 10, that is, extend to the second end face 12 of the brake stator 10. At this time, the extended end of the release connector 104 can be used to lock on the target device 2 that needs to be braked. The other structures and working principles are the same as those of the above-mentioned embodiment three and will not be repeated here.

[0165] In embodiment four, as shown in Figures 33 and 34, the manual release assembly 100 includes a release handle 103, multiple release connectors 104, multiple release elastic members 105 and an active screw 106. The release handle 103 includes a force-applying portion 1031 and a release portion 1032 connected to each other. The shape formed by the force-applying portion 1031 and the release portion 1032 is V-shaped, Y-shaped or similar. The force-applying portion 1031 and the release portion 1032 are bent and form a bending portion 1033. The release portion 1032 is arranged adjacent to the armature 20. The release connector 104 is axially slidably inserted into the release portion 1032, and the release connector 104 is locked in the brake stator 10. A release elastic member 105 is provided between the release portion 1032 and the brake stator 10. The release elastic member 105 is sleeved on the release connector 104. The armature 20 has an avoidance hole for avoiding the release elastic member 105 and the release connector 104. Multiple release connectors 104 can be provided. For example, two release connectors 104 are provided. The two release connectors 104 are symmetrically distributed. The center line of the two release connectors 104 passes through the center of the new brake 1, so that the pulling force of the manual release assembly 100 on the armature 20 is more uniform.

[0166] There are many ways to set the active screw 106, which will now be described with examples.

[0167] Example 1: The active screw 106 is slidably inserted into the force-applying portion 1031 and screwed into the brake stator 10 by threaded engagement. The armature 20 has an avoidance hole for avoiding the active screw 106, and the screw head of the active screw 106 can abut against the end face of the force-applying portion 1031 facing away from the armature 20. When the friction disc 50 needs to be released, the active screw 106 is screwed into the brake stator 10. The screw head of the active screw 106 pushes the force-applying part 1031 axially close to the brake stator 10. The bend 1033 can serve as a fulcrum for the force-applying part 1031 and the release part 1032. Based on the lever principle, the release part 1032 is tilted, and then the bend 1033 abuts the armature 20, pushing the armature 20 to overcome the elastic force of the elastic part 40 and move toward the brake stator 10. The first movable plate 60 connected to the armature 20 moves in the direction away from the N friction discs 50. The N friction discs 50 are released, and the new brake 1 remains in the released state.

[0168] When the release state needs to be released, the active screw 106 is screwed out of the brake stator 10 for a certain number of turns. Under the action of the release elastic member 105, the release portion 1032 will separate from the armature 20 at the bend 1033. The armature 20 is bounced up by the elastic force of the elastic member 40, driving the first movable plate 60 to press N friction discs 50 and the remaining movable plates 60. The N friction discs 50 are pressed, and the new brake 1 maintains the braking state.

[0169] In Example 2, the active screw 106 is slidably inserted into the force-applying portion 1031 and threadedly engaged with the brake stator 10. An abutment is fixedly mounted on the active screw 106. The force-applying portion 1031 is fixed between the screw head of the active screw 106 and the abutment. The abutment is specifically a nut, a retaining spring, or the like. The armature 20 has a clearance hole for the active screw 106, and the abutment can abut the end surface of the force-applying portion 1031 near the armature 20. When the friction disc 50 needs to be released, the active screw 106 is screwed out of the brake stator 10 for a certain number of turns. The active screw 106 drives the force-applying part 1031 to move axially away from the brake stator 10, and the connecting member 104 is released to form a fulcrum of the lever structure, causing the release part 1032 to move away from the tail of the force-applying part 1031 and abut against the armature 20, pushing the armature 20 to overcome the elastic force of the elastic member 40 and move toward the brake stator 10. The first movable plate 60 connected to the armature 20 moves in the direction away from the N friction discs 50, and the N friction discs 50 are released, and the new brake 1 remains in the released state.

[0170] The above examples 1 and 2 can both release the friction disc 50 by screwing in or out the active screw 106, and can maintain the released state under the locking action of the active screw 106, making the usage more flexible and convenient, and broadening the application scenarios of the new brake 1.

[0171] In Example 3, the active screw 106 is screwed into the brake stator 10 by means of threaded fitting, and the armature 20 has an avoidance hole for avoiding the active screw 106. Unlike Examples 1 and 2, the screw head of the active screw 106 can be located between the force-applying portion 1031 and the armature 20, and the force-applying portion 1031 has a through hole in the axial direction corresponding to the screw head of the active screw 106. The active screw 106 can be screwed in or out through the through hole using a wrench, a screwdriver, etc. When the friction disc 50 needs to be released, the active screw 106 is screwed out of the brake stator 10 by a certain number of turns. Since the screw head of the active screw 106 abuts against the end face of the force-applying part 1031 close to the armature 20, the force-applying part 1031 will be lifted up when the active screw 106 is screwed out, driving the force-applying part 1031 to move axially away from the brake stator 10, and the fulcrum of the lever structure formed by the release connecting member 104 is released, causing the tail of the release part 1032 to abut against the armature 20 away from the force-applying part 1031, pushing the armature 20 to overcome the elastic force of the elastic member 40 and move toward the brake stator 10. The first movable plate 60 connected to the armature 20 moves in the direction away from the N friction discs 50, and the N friction discs 50 are released, and the new brake 1 remains in the released state.

[0172] Example 4 differs from Examples 1, 2, and 3 above. The active screw 106 is threadedly engaged with the force-applying portion 1031. The active screw 106 no longer penetrates the brake stator 10 or the armature 20. Instead, the tail of the active screw 106 can abut the first end face 11 of the brake stator 10, clearing the armature 20. When the active screw 106 is screwed in, the length of the screw threaded into the force-applying portion 1031 increases, increasing the distance between the armature 20 and the force-applying portion 1031. The force-applying portion 1031 moves axially away from the brake stator 10, releasing the connector 104 to form the fulcrum of the lever structure. The tail of the release portion 1032, away from the force-applying portion 1031, abuts the armature 20, pushing the armature 20 toward the brake stator 10, overcoming the elastic force of the elastic member 40 and releasing the N friction discs 50. When the active screw 106 is removed, the N friction discs 50 are released.

[0173] The above examples 1 to 4 can all achieve the release effect of the active screw 106. Of course, based on the above examples, those skilled in the art can also make other structural improvements, which also fall within the scope of protection of this application.

[0174] In the fifth embodiment, as shown in Figures 35 to 39 , a manual release assembly 100 is disposed at the armature end of the novel brake 1 . The manual release assembly 100 includes a release handle 103, multiple release connectors 104, and multiple action blocks 107. The release handle 103 includes a force-applying portion 1031 and a release portion 1032. The force-applying portion 1031 can be in the form of an elongated strip or sheet, while the release portion 1032 can be in the form of a ring. The release portion 1032 defines connection holes 1034 evenly distributed around the axis. The connection holes 1034 are waist-shaped or semi-waist-shaped, i.e., the connection holes 1034 are non-circular and have a certain extended length. The release connectors 104 are slidably inserted into the connection holes 1034 and locked within the brake stator 10. The armature 20 has a clearance hole for the release connectors 104. The release connectors 104 can control the distance between the release portion 1032 and the brake stator 10. The force-applying part 1031 and the release part 1032 are integrally connected or separately arranged. When the force-applying part 1031 and the release part 1032 are separately arranged, there is a mutually adaptive matching structure between the force-applying part 1031 and the release part 1032. Normally, the force-applying part 1031 is separated from the new brake 1. When the friction disc 50 needs to be released, the force-applying part 1031 is matched with the release part 1032, and the force-applying part 1031 is rotated to release the friction disc 50.

[0175] The action block 107 is arranged on the release part 1032, and the armature 20 is provided with a limiting groove 21. The action block 107 can be accommodated in the limiting groove 21. When the force-applying part 1031 drives the release part 1032 to rotate around the central axis relative to the new brake 1, the release connecting piece 104 and the new brake 1 are relatively stationary. The connecting hole 1034 is used to limit the maximum rotation angle of the release handle 103. The action block 107 is synchronously rotated into or out of the limiting groove 21, so that the armature 20 is away from the brake stator 10 or close to the brake stator 10, thereby realizing the braking and release of the new brake 1.

[0176] When the novel brake 1 is in the braking state, the action block 107 is located in the limiting slot 21, and the armature 20 is moved away from the brake stator 10 under the elastic force of the elastic member 40. When the friction discs 50 need to be released, an external force is applied to the force-applying portion 1031, causing the release portion 1032 to rotate, which in turn drives the action block 107 out of the limiting slot 21, increasing the distance between the release portion 1032 and the armature 20. Because the release connector 104 limits the distance between the release portion 1032 and the brake stator 10, the action block 107 can only push the armature 20 to overcome the elastic force of the elastic member 40 and move toward the brake stator 10. The first movable plate 60 connected to the armature 20 moves away from the N friction discs 50, and the N friction discs 50 are released, and the novel brake 1 is released from the braking state.

[0177] In this embodiment, by adjusting the position of the limiting groove 21 and the matching position of the release connector 104 and the connection hole 1034, a release mode of clockwise rotation, counterclockwise rotation, or both clockwise and counterclockwise rotation can be achieved. For example, when the new brake 1 is in the braking state, when the axial projection of the release connector 104 is located in the middle of the connection hole 1034, the action block 107 is located in the limiting groove 21. At this time, whether the release handle 103 is rotated clockwise or counterclockwise, the action block 107 can be rotated out of the limiting groove 21 to release the friction disc 50. When the release handle 103 is rotated until the release connector 104 is located in the middle of the connection hole 1034, the braking state is restored and the friction disc 50 can no longer rotate freely.

[0178] The release connector 104 may be a screw, bolt, or the like. The head of the release connector 104 abuts the end surface of the release portion 1032 facing away from the armature 20. The release connector 104 may also be provided with a release spring 105, which abuts between the release portion 1032 and the bottom of the countersunk hole of the brake stator 10. To reduce mechanical wear between the release portion 1032 and the armature 20, a gasket 109 may be provided between the release spring 105 and the release portion 1032. The action block 107 may have a block-like, spherical, or cylindrical structure, without limitation. The action block 107 interacts with the armature 20 through its flat, inclined, or curved surfaces, thereby causing the armature 20 to move axially closer to or further from the brake stator 10. Therefore, any action block 107 having a flat, inclined, or curved surface, etc., is intended to be within the scope of protection of this application.

[0179] In this embodiment, the axial movement distance of the release handle 103 depends on the thickness of the action block 107. Therefore, the operator does not need to consider the lifting stroke of the manual release assembly 100 when operating the manual release assembly 100, and the release handle 103 has no bending setting, which can reduce the axial thickness of the release handle 103, thereby reducing the overall thickness of the new brake 1, so that the new brake 1 can be easily operated, more suitable for narrow spaces, and broaden the application scenarios.

[0180] Of course, in other embodiments, the limiting groove 21 and the action block 107 may not be provided. Instead, a wedge-shaped block with an inclined or curved surface may be inserted between the release portion 1032 and the armature 20. The wedge-shaped block compresses the armature 20, bringing the armature 20 closer to the brake stator 10, thereby releasing the friction disc 50. The friction disc 50 is tightened by pulling out the wedge-shaped block. The maximum axial thickness of the wedge-shaped block inserted between the release portion 1032 and the armature 20 is equal to the maximum distance between the release portion 1032 and the armature 20. The wedge-shaped block may be slidably connected to the brake stator 10 or the release handle 103, or it may be a separate tool.

[0181] In the sixth embodiment, as shown in Figures 40 and 41 , unlike the fifth embodiment, a manual release assembly 100 is provided at the stator end of the novel brake 1. The manual release assembly 100 includes a release handle 103, a plurality of release connectors 104, and a plurality of action blocks 107. The release handle 103 includes a force-applying portion 1031 and a release portion 1032. The force-applying portion 1031 may be in the form of an elongated strip or sheet, and the release portion 1032 may be in the form of a ring. The release portion 1032 is provided with connection holes 1034 evenly distributed around the axis. The connection holes 1034 are waist-shaped or semi-waist-shaped holes, that is, the connection holes 1034 are non-circular in shape and have a certain extended length. The release connectors 104 are slidably disposed in the connection holes 1034, and slidably pass through the brake stator 10 and are locked within the armature 20. The force-applying part 1031 and the release part 1032 are integrally connected or separately arranged. When the force-applying part 1031 and the release part 1032 are separately arranged, there is a mutually adaptive matching structure between the force-applying part 1031 and the release part 1032. Normally, the force-applying part 1031 is separated from the new brake 1. When the friction disc 50 needs to be released, the force-applying part 1031 is matched with the release part 1032, and the force-applying part 1031 is rotated to release the friction disc 50.

[0182] The action block 107 is disposed on the release portion 1032. The brake stator 10 defines a limiting slot 21, within which the action block 107 can be received. The release connector 104 is further sheathed with a release elastic member 105, which abuts between the release portion 1032 and the head of the release connector 104. The release elastic member 105 is used to provide an elastic force that forces the release portion 1032 toward the brake stator 10. When the force-applying portion 1031 drives the release portion 1032 to rotate relative to the novel brake 1 about the central axis, the release connector 104 and the novel brake 1 remain relatively stationary. The connection hole 1034 is used to limit the maximum rotation angle of the release handle 103. The action block 107 synchronously rotates into or out of the limiting slot 21, thereby moving the armature 20 away from or toward the brake stator 10, thereby achieving braking and releasing of the novel brake 1.

[0183] When the novel brake 1 is in the braking state, the action block 107 is located within the limiting slot 21, the N movable plates 60 compress the N friction discs 50, and the armature 20 moves away from the brake stator 10 under the elastic force of the elastic member 40. When the friction discs 50 need to be released, an external force is applied to the force-applying portion 1031, causing the release portion 1032 to rotate, which in turn drives the action block 107 out of the limiting slot 21, increasing the distance between the release portion 1032 and the brake stator 10. The release elastic member 105 between the head of the release link 104 and the release portion 1032 is compressed, and the release portion 1032 drives the head of the release link 104 away from the brake stator 10. Since the release link 104 is fixedly connected to the armature 20, the release link 104 drives the armature 20 toward the brake stator 10. The armature 20 then drives the first movable plate 60 away from the N friction discs 50, releasing the N friction discs 50 and releasing the novel brake 1.

[0184] In this embodiment, by adjusting the position of the limiting groove 21 and the matching position of the release connector 104 and the connection hole 1034, a release mode of clockwise rotation, counterclockwise rotation, or both clockwise and counterclockwise rotation can be achieved. For example, when the new brake 1 is in the braking state, when the axial projection of the release connector 104 is located in the middle of the connection hole 1034, the action block 107 is located in the limiting groove 21. At this time, whether the release handle 103 is rotated clockwise or counterclockwise, the action block 107 can be rotated out of the limiting groove 21 to release the friction disc 50. When the release handle 103 is rotated until the release connector 104 is located in the middle of the connection hole 1034, the braking state is restored and the friction disc 50 can no longer rotate freely.

[0185] The release connector 104 may be a screw, bolt, or the like. To reduce mechanical wear between the release portion 1032 and the brake stator 10, a gasket 109 may be provided between the release elastic member 105 and the release portion 1032. The action block 107 may be in a block, spherical, or cylindrical shape, without limitation. The action block 107 interacts with the brake stator 10 through its flat, inclined, or curved surfaces, thereby causing the armature 20 to move axially closer to or further from the brake stator 10. Therefore, any action block 107 having a flat, inclined, or curved surface, etc., is intended to fall within the scope of protection of this application.

[0186] In this embodiment, the axial movement distance of the release handle 103 depends on the thickness of the action block 107. Therefore, the operator does not need to consider the lifting stroke of the manual release assembly 100 when operating the manual release assembly 100, and the release handle 103 has no bending setting, which can reduce the axial thickness of the release handle 103, thereby reducing the overall thickness of the new brake 1, so that the new brake 1 can be easily operated, more suitable for narrow spaces, and broaden the application scenarios.

[0187] In other embodiments, the manual release assembly 100 is located on the second end face 12 of the brake stator 10, and the release connector 104 is locked on the first movable plate 60 after passing through the release portion 1032, and the release connector 104 is provided with a release elastic member 105. Since the release connector 104 is fixedly connected to the first movable plate 60, the release connector 104 and the first movable plate 60 will not change the matching relationship in theory when no rotational force is applied to the release connector 104. The release connector 104 can pull the first movable plate 60, thereby releasing the friction disc 50.

[0188] Of course, in other embodiments, the limiting groove 21 and the action block 107 may not be provided. Instead, a wedge-shaped block with an inclined or curved surface may be inserted between the release portion 1032 and the brake stator 10 to bring the armature 20 closer to the brake stator 10, thereby releasing the friction disc 50. The wedge-shaped block can be inserted between the release portion 1032 and the brake stator 10 to a maximum axial thickness equal to the maximum distance between the release portion 1032 and the brake stator 10. The wedge-shaped block may be slidably connected to the brake stator 10 or the release handle 103, or it may be a separate tool.

[0189] In other embodiments, the force-applying portion 1031 may be omitted, and a wedge-shaped block with an inclined or curved surface may be inserted directly between the release portion 1032 and the brake stator 10. The release portion 1032 drives the armature 20 toward the brake stator 10, and the armature 20 drives the first movable plate 60 away from the friction disk 50, thereby releasing the friction disk 50. The friction disk 50 is tightened by pulling out the wedge-shaped block. The maximum axial thickness of the wedge-shaped block inserted between the release portion 1032 and the brake stator 10 is equal to the maximum distance between the release portion 1032 and the brake stator 10.

[0190] In embodiment seven, as shown in Figures 42 and 43, the manual release assembly 100 is arranged at the stator end, and the manual release assembly 100 includes a release handle 103, an active screw 106 and a driven screw 108. The release handle 103 includes a force-applying portion 1031 and a release portion 1032 connected to each other. The shape formed by the force-applying portion 1031 and the release portion 1032 is V-shaped or similar. The force-applying portion 1031 and the release portion 1032 are bent and form a bend 1033; the driven screw 108 slides through the release portion 1032 and the brake stator 10 in turn, and is threadedly connected to the armature 20. The driven screw 108 is sleeved with a release elastic member 105, and the release elastic member 105 abuts between the release portion 1032 and the bottom of the countersunk hole of the brake stator 10. Multiple follower screws 108 can be provided. For example, two follower screws 108 are provided. The two follower screws 108 are symmetrically distributed. The center line of the two follower screws 108 passes through the center of the new brake 1, so that the pulling force of the manual release component 100 on the armature 20 is more uniform.

[0191] Since the driven screw 108 and the armature 20 are in a threaded fit, in theory, the fit between the driven screw 108 and the armature 20 will not change unless a rotational force is applied to the driven screw 108. When the driving screw 106 drives the driven screw 108 to move in the axial direction, the driven screw 108 can pull the armature 20. Since the driven screw 108 is sleeved with a release elastic member 105, when not manually released, the release elastic member 105 prevents the release handle 103 from contacting the armature 20, thereby not affecting the normal engagement and release of the armature 20. When the release handle 103 is subjected to external force, the release elastic member 105 also has a buffering effect, achieving amplitude attenuation during the release process and reducing the collision noise between the release handle 103 and the brake stator 10.

[0192] There are many ways to set the active screw 106, which will now be described with examples.

[0193] In Example 1, the active screw 106 passes through the force-applying portion 1031 and is screwed into the brake stator 10 from the second end face 12 of the brake stator 10 , and is threadedly engaged with the brake stator 10 . The screw head of the active screw 106 abuts against the end face of the force-applying portion 1031 facing away from the brake stator 10 . When the friction disc 50 needs to be released, the active screw 106 is screwed into the brake stator 10. The active screw 106 drives the force-applying part 1031 to approach the brake stator 10. The bend 1033 can serve as a fulcrum for the force-applying part 1031 and the release part 1032. Based on the principle of leverage, the release part 1032 is pulled up, driving the driven screw 108 away from the brake stator 10. At the same time, the driven screw 108 pulls the armature 20, so that the armature 20 overcomes the elastic force of the elastic part 40 and moves toward the brake stator 10. The armature 20 drives the first movable plate 60 connected to it to move in the direction away from the N friction discs 50. The N friction discs 50 are released, and the new brake 1 remains in the released state.

[0194] When the release state needs to be released, the active screw 106 is unscrewed from the brake stator 10, the lever principle fails, the elastic force of the elastic member 40 is used to bounce the armature 20 up, and the N movable plates 60 press the N friction discs 50 to play a braking role.

[0195] Example 2: Based on Example 1, an abutment member is provided on the active screw 106. This abutment member fixes the force-applying portion 1031 between the screw head of the active screw 106 and the abutment member. The abutment member is specifically a nut, a retaining spring, etc. In this embodiment, since the active screw 106 and the force-applying portion 1031 move synchronously, when the active screw 106 is unscrewed, the force-applying portion 1031 drives the release portion 1032 axially away from the brake stator 10. The release portion 1032 pulls the armature 20 to overcome the elastic force of the elastic member 40 and move toward the brake stator 10. The first movable plate 60 connected to the armature 20 moves away from the N friction discs 50, and the N friction discs 50 are released, thereby achieving the effect of releasing the friction discs 50. That is, when the active screw 106 is screwed in, the friction disc 50 can be released by utilizing the lever principle, and when the active screw 106 is screwed out, the friction disc 50 is released by utilizing the synchronization between the active screw 106 and the force applying portion 1031. This arrangement makes the manual release more flexible and convenient, broadening the application scenarios of the new brake 1.

[0196] Example 3. Different from Examples 1 and 2, the screw head of the active screw 106 can be located between the force-applying portion 1031 and the brake stator 10. The force-applying portion 1031 has a through hole in the axial direction corresponding to the screw head of the active screw 106. The active screw 106 can be screwed in or out through the through hole using a wrench, screwdriver, etc. When the friction disc 50 needs to be released, the active screw 106 is screwed out of the brake stator 10 by a certain number of turns. Since the screw head of the active screw 106 abuts against the end face of the force-applying portion 1031 close to the brake stator 10, the force-applying portion 1031 is lifted when the active screw 106 is screwed out, driving the force-applying portion 1031 and the release portion 1032 away from the brake stator 10, pulling the armature 20 to overcome the elastic force of the elastic member 40 and move toward the brake stator 10. The first movable plate 60 connected to the armature 20 moves in the direction away from the N friction discs 50, so that the N movable plates 60 no longer squeeze the N friction discs 50.

[0197] Example 4 differs from Examples 1, 2, and 3 in that the active screw 106 is threadedly engaged with the force-applying portion 1031. The active screw 106 no longer threads into the brake stator 10. Instead, the tail of the active screw 106 can abut the second end surface 12 of the brake stator 10. When the active screw 106 is screwed in, the length of the screw threaded into the force-applying portion 1031 increases, increasing the distance between the brake stator 10 and the force-applying portion 1031. The force-applying portion 1031 moves axially away from the brake stator 10, and consequently, the release portion 1032 moves away from the brake stator 10. This drives the armature 20 to overcome the elastic force of the elastic member 40 and move closer to the brake stator 10, freeing the N movable plates 60 from compressing the N friction discs 50. When the active screw 106 is removed, the friction discs 50 are released.

[0198] The above examples 1 to 4 can all achieve the release effect of the active screw 106. Of course, based on the above examples, those skilled in the art can also make other structural improvements, which also fall within the scope of protection of this application.

[0199] In the eighth embodiment, as shown in Figures 44 and 45, the manual release assembly 100 is arranged at the stator end. Unlike the seventh embodiment, the manual release assembly 100 includes a release handle 103, a driving screw 106, a driven screw 108 and a release connector 104. The arrangement of the release handle 103 and the driving screw 106 is the same as that of the seventh embodiment and will not be repeated here. The driven screw 108 slides through the release portion 1032 and is fixedly connected to the first movable plate 60. Since the driven screw 108 is fixedly connected to the first movable plate 60, when no rotational force is applied to the driven screw 108, In theory, the matching relationship between the driven screw 108 and the first movable plate 60 will not change. The driven screw 108 can pull the first movable plate 60, thereby releasing the friction disk 50 and driving the first movable plate 60 to pull the armature 20. When not manually released, there is no contact between the release portion 1032 and the driven screw 108, which does not affect the normal engagement and release of the armature 20. The release connector 104 slides through the release portion 1032 and locks within the brake stator 10. The release connector 104 is equipped with a release elastic member 105. The function of the release elastic member 105 can refer to the above embodiment. Multiple driven screws 108 can be provided. For example, two driven screws 108 are provided, and the two driven screws 108 are symmetrically distributed. The center line of the two driven screws 108 passes through the center of the new brake 1.

[0200] When the friction disc 50 needs to be released, the active screw 106 is screwed into the brake stator 10. The active screw 106 drives the force-applying portion 1031 toward the brake stator 10. The bend 1033 serves as a fulcrum between the force-applying portion 1031 and the release portion 1032. Based on the principle of leverage, the release portion 1032 is pulled up, driving the driven screw 108 away from the brake stator 10. Simultaneously, the driven screw 108 pulls up the first movable plate 60, releasing the friction disc 50. When the released state needs to be released, the active screw 106 is unscrewed from the brake stator 10. The lever principle is invalidated, and the elastic force of the elastic member 40 is used to bounce the armature 20. The armature 20 drives the first movable plate 60 to press against the friction disc 50, thereby achieving a braking effect.

[0201] Of course, the setting method of the active screw 106 can also adopt the methods of Example 2, Example 3 and Example 4 in Example 7. The main difference lies in the way in which the driven screw 108 drives the movable plate 60. Those skilled in the art can obtain the specific implementation method of this embodiment based on Example 7, which will not be repeated here.

[0202] In embodiment nine, as shown in Figures 46 and 47, the manual release assembly 100 is arranged at the stator end, and the manual release assembly 100 includes a release handle 103, an active screw 106 and a driven screw 108. The release handle 103 includes a force-applying portion 1031 and a release portion 1032 connected to each other, and the force-applying portion 1031 and the release portion 1032 are bent between each other. The force-applying portion 1031 and the release portion 1032 form a lever structure, and the bending point 1033 between the force-applying portion 1031 and the release portion 1032 constitutes the fulcrum of the lever structure; the active screw 106 slides through the force-applying portion 1031 and is threadedly connected to the first movable plate 60, and the driven screw 108 slides through the release portion 1032 and is threadedly connected to the first movable plate 60.

[0203] For example, the shape formed by the force-applying portion 1031 and the release portion 1032 is V-shaped or similar, with one active screw 106 and two driven screws 108. The active screw 106 and the two driven screws 108 are evenly distributed on the new brake 1, and the center line is an equilateral triangle. The release portion 1032 is axially symmetrical about the force-applying portion 1031. In the direction of the axis of symmetry, the distance from the active screw 106 to the bending portion 1033 is a first distance, and the distance from the driven screw 108 to the bending portion 1033 is a second distance. The first distance is twice the second distance, so that the pulling force of the active screw 106 and the driven screw 108 on the first movable plate 60 can be the same, the first movable plate 60 is subjected to more uniform force, and the gap between the armature 20 and the brake stator 10 is more uniform, thereby ensuring the reliability of braking and releasing the friction disc 50, reducing the adverse effects on the structural strength of the release handle 103, and improving the service life of the release handle 103.

[0204] Because the driven screw 108 and the first movable plate 60 are in a threaded engagement, theoretically, the engagement between the driven screw 108 and the first movable plate 60 remains unchanged unless a rotational force is applied to the driven screw 108. The driven screw 108 can thus pull the first movable plate 60. To release the friction disc 50, the driving screw 106 is screwed into the first movable plate 60. This reduces the distance between the force-applying portion 1031 and the first movable plate 60, causing the driving screw 106 to pull the first movable plate 60 away from the friction disc 50. Simultaneously, the bend 1033 abuts the brake stator 10, forming a fulcrum for the lever structure. The force-applying portion 1031 is pressed downward, while the release portion 1032 is lifted upward. Together, the driving screw 106 and the driven screw 108 drive the first movable plate 60 away from the friction disc 50. To release the released state, the driving screw 106 is unscrewed.

[0205] In this embodiment, a release elastic member 105 can be provided between the screw head of the driven screw 108 and the release portion 1032, and the release elastic member 105 can be specifically a rubber ring, a spring, a shrapnel, etc. When it is not manually released, the release elastic member 105 is used to ensure that the release handle 103 has no contact with the active screw 106 and the driven screw 108, and does not affect the normal attraction and release of the armature 20. The buffering effect of the release elastic member 105 is used to achieve amplitude attenuation during the release process, thereby reducing the collision noise between the release handle 103 and the movable plate 60, and between the release handle 103 and the brake stator 10.

[0206] In embodiment ten, as shown in Figures 48 and 49, the manual release assembly 100 is arranged at the stator end, and the manual release assembly 100 includes a release handle 103, an active screw 106 and a driven screw 108. The release handle 103 includes a force-applying part 1031 and a release part 1032 connected to each other, and the force-applying part 1031 and the release part 1032 are bent between them. The force-applying part 1031 and the release part 1032 form a lever structure, and the bending part 1033 between the force-applying part 1031 and the release part 1032 constitutes the fulcrum of the lever structure; the active screw 106 slides through the force-applying part 1031 and the brake stator 10, and is threadedly connected to the armature 20, and the driven screw 108 slides through the release part 1032 and the brake stator 10, and is threadedly connected to the armature 20.

[0207] For example, the shape formed by the force-applying portion 1031 and the releasing portion 1032 is V-shaped or similar, there is one active screw 106, and there are two driven screws 108. The active screw 106 and the two driven screws 108 are evenly distributed on the new brake 1, and the center line is an equilateral triangle. The releasing portion 1032 is axially symmetrical about the force-applying portion 1031. In the direction of the axis of symmetry, the distance from the active screw 106 to the bending part 1033 is a first distance, and the distance from the driven screw 108 to the bending part 1033 is a second distance. The first distance is twice the second distance, so that the pulling force of the active screw 106 and the driven screw 108 on the armature 20 can be the same, thereby making the gap between the armature 20 and the brake stator 10 more uniform, thereby ensuring the reliability of braking and releasing the friction disc 50, reducing the adverse effects on the structural strength of the release handle 103, and improving the service life of the release handle 103.

[0208] Because the driven screw 108 and the armature 20 are threaded together, theoretically, the driven screw 108 and the armature 20 remain in the same mating relationship unless a rotational force is applied to the driven screw 108. The driven screw 108 can then pull the armature 20. To release the friction disc 50, the driving screw 106 is screwed in. This reduces the distance between the force-applying portion 1031 and the armature 20, causing the driving screw 106 to pull the armature 20 toward the brake stator 10. Simultaneously, the bend 1033 abuts the brake stator 10, forming a fulcrum for the lever structure. The force-applying portion 1031 is pressed downward, while the release portion 1032 is lifted upward. Together, the driving screw 106 and the driven screw 108 drive the armature 20 toward the brake stator 10. To release the released state, the driving screw 106 is simply unscrewed.

[0209] In this embodiment, a release elastic member 105 sleeved on the driven screw 108 can be provided between the screw head of the driven screw 108 and the release portion 1032. The release elastic member 105 can specifically be a rubber ring, a spring, a shrapnel, etc. The release elastic member 105 has a supporting effect, so that the screw head of the driven screw 108 and the release portion 1032 are not in contact when the active screw 106 is not subjected to external force. When the active screw 106 is subjected to external force, the release elastic member 105 also has a buffering effect to achieve amplitude attenuation during the release process, thereby reducing the collision noise between the release handle 103 and the driven screw 108.

[0210] The above embodiments list various specific implementations of the manual release assembly 100. Of course, in other embodiments, the manual release assembly 100 may also adopt other specific structures, which is not limited to this.

[0211] In traditional technology, in-wheel hub motors typically integrate the powertrain, transmission, and braking systems. These can be used in mobile devices such as vehicles, wheelchairs, and intelligent robots, offering advantages such as a simplified overall structure, complex drive capabilities, and reduced weight. The braking system used in in-wheel hub motors typically features a brake with an inner rotor structure. This refers to a brake comprising a stator, armature, friction disc, coil, and elastic member. The friction disc has an axial center hole that mates with the brake shaft. For example, in a power-off brake, when the coil is energized, a magnetic force is generated, attracting the armature to the stator, releasing the friction disc and allowing it to rotate synchronously with the brake shaft. When the coil is de-energized, the magnetic force disappears, and the elastic member resets the armature, suppressing the friction disc and preventing it from rotating synchronously with the brake shaft, achieving a braking effect. In this type of brake, the center hole of the friction disc mates with the brake shaft via a sleeve, resulting in a brake with an inner rotor structure. However, this type of brake requires a complex transmission mechanism and therefore requires a larger installation space, making the overall size of the hub motor larger.

[0212] To this end, based on the embodiment of the above-mentioned new brake 1, the new brake 1 of the present application is applied to the target device 2 of the hub motor. The embodiment contents of the above-mentioned new brake 1 can all be applied to the hub motor. The structural features not described in detail below can refer to the embodiment contents of the above-mentioned new brake 1. Please refer to Figures 50 to 53 together. The hub motor provided by the embodiment of the present application is now explained.

[0213] Please refer to Figures 50 to 53. The embodiment of the present application provides a hub motor, including: a housing 210, which is a hollow structure with an opening at one end; a main shaft 220, which is rotatably connected to the housing 210 and extends from the housing 210; a motor stator 230, which is wound around the main shaft 220 and fixedly connected to the main shaft 220; an armature winding 240, which is wound around the motor stator 230 and fixedly connected to the motor stator 230; a magnetic steel winding 250, which is wound around the inner wall of the housing 210. , fixedly connected to the inner wall of the housing 210, and the magnetic steel winding 250 and the armature winding 240 are spaced apart in the radial direction; the end cover 260 is provided at the opening, is wound around the main shaft 220, and is rotatably connected to the main shaft 220; the brake part 270 is wound around the main shaft 220 and extends in the axial direction, and is selectively provided on the inner wall or outer wall of the housing 210, the inner wall or outer wall of the end cover 260, and the brake part 270 and the housing 210 or the end cover 260 form a brake cavity 273; the new brake 1 (i.e. The new brake 1 in the above embodiment is located on the same side as the braking part 270, and includes a brake stator 10 (i.e., the brake stator 10 of the new brake 1 in the above embodiment), a main coil 30 provided on the brake stator 10 (i.e., the main coil 30 of the new brake 1 in the above embodiment), an elastic member 40 provided on the brake stator 10 (i.e., the elastic member 40 of the new brake 1 in the above embodiment), an armature 20 provided adjacent to the brake stator 10 (i.e., the armature 20 of the new brake 1 in the above embodiment), and a friction disc 50 (i.e., the friction disc 50 of the new brake 1 in the above embodiment). The friction disc 50 is at least partially located in the brake chamber 273. The outer periphery of the friction disc 50 has a mating portion 51, which is adapted to the brake part 270 to enable the housing 210, the magnetic steel winding 250 and the end cover 260 to brake. The radial dimension of the mating portion 51 is greater than the outer diameter of the armature 20. The friction disc 50 is sleeved on the outer periphery of the brake stator 10.

[0214] It should be noted that the new brake 1 mainly relies on the coordination of structures such as the brake stator 10, the main coil 30, the armature 20, the friction disc 50, and the elastic part 40 to achieve the braking effect. When the main coil 30 is energized, a magnetic field will be generated on the periphery of the main coil 30, and the gap between the brake stator 10 and the armature 20 will generate a magnetic force that attracts each other.

[0215] Specifically, the in-wheel motor includes a stator unit and a rotor unit. The stator unit includes a main shaft 220, a motor stator 230, and an armature winding 240. The rotor unit includes a housing 210, a magnetic winding 250, and an end cap 260. The magnetic winding 250 includes a plurality of magnetic steel sheets, which are arranged at intervals on the inner sidewall of the housing 210. The inner sidewall of the housing 210 is parallel to the axis of the main shaft 220. The magnetic winding 250 corresponds to the position of the armature winding 240, and there is a radial spacing between the magnetic winding 250 and the armature winding 240. When the armature winding 240 is energized, the armature winding 240 generates a rotating magnetic field according to the AC voltage. This magnetic field interacts with the magnetic field generated by the magnetic steel winding 250 and generates a tangential electromagnetic traction force, driving the rotor unit to rotate. At the same time, in the non-braking state, the rotor unit drives the friction disk 50 of the new brake 1 to rotate synchronously through the braking part 270. In the braking state, the magnetic force of the new brake 1 disappears, and the friction disk 50 is directly or indirectly pressed by the armature 20. The friction disk 50 and the rotor unit cannot rotate, thereby achieving a braking effect on the rotor unit.

[0216] It should be noted that in the embodiment of the present application, the brake portion 270 can be disposed within the cavity structure formed by the housing 210 and the end cap 260. Specifically, it can be disposed on the inner wall of the housing 210 facing the end cap 260, or on the inner wall of the end cap 260. In this case, the novel brake 1 is also disposed within the cavity structure formed by the housing 210 and the end cap 260. Alternatively, the brake portion 270 can be disposed outside the cavity structure formed by the housing 210 and the end cap 260. Specifically, it can be disposed on the outer wall of the housing 210 facing away from the end cap 260, or on the outer wall of the end cap 260. In this case, the novel brake 1 is also disposed outside the cavity structure formed by the housing 210 and the end cap 260. The main shaft 220 is rotatably connected to the housing 210 and the end cap 260 via a first bearing 281 and a second bearing 282, respectively.

[0217] When the brake portion 270 is disposed on the housing 210, the brake portion 270 and the housing 210 can be integrally formed to form a one-piece structure. Alternatively, the brake portion 270 and the housing 210 can be separately formed and then fixed together by welding, riveting, threading, or snapping. Similarly, when the brake portion 270 is disposed on the end cap 260, the brake portion 270 and the end cap 260 can be integrally formed to form a one-piece structure. Alternatively, the brake portion 270 and the end cap 260 can be separately formed and then fixed together by welding, riveting, threading, or snapping. The housing 210 and the end cap 260 are fixed together by welding, riveting, threading, or snapping.

[0218] In the embodiments of the present application, the novel brake 1 may include various components depending on the overall size of the in-wheel motor, without limitation. As long as the outer circumference of the friction disc 50 of the novel brake 1 includes a mating portion 51, the rotor unit can be braked through the mating portion 51 and the braking portion 270. The outer circumference of the friction disc 50 may be understood as the outer circumferential surface, which is parallel to the axial direction.

[0219] The hub motor provided by the embodiment of the present application has at least the following technical effects: compared with the conventional technology, the hub motor provided by the embodiment of the present application has a reasonable spatial layout of the housing 210, the main shaft 220, the motor stator 230, the armature winding 240, the magnetic steel winding 250, the end cover 260, the braking part 270 and the new brake 1. By arranging the braking part 270 on the housing 210 or the end cover 260 and arranging the matching part 51 on the outer peripheral contour of the friction disc 50, the braking of the housing 210, the magnetic steel winding 250 and the end cover 260 can be achieved through the adaptation relationship between the matching part 51 and the braking part 270, so that the friction disc 50 is no longer adapted to the shaft sleeve and the housing 210, the end cover 260, etc. through the center hole, and the manufacturing method of the new brake 1 can be designed more freely. The size of the center hole of the moving stator 10 and the armature 20 allows the center hole diameter of the brake stator 10 and the armature 20 to be smaller, and there is no need to configure a shaft sleeve. The shape of the center hole can be more diverse. When the center hole diameter of the brake stator 10 is smaller, the main coil 30 of the new brake 1 can be expanded radially toward the center hole, and the inner and outer diameters of the main coil 30 can be smaller. When the inner and outer diameters of the main coil 30 are reduced, more turns of the main coil 30 can be obtained under the condition that the coil thickness, coil resistance and coil current remain unchanged. The larger the ampere-turns, the stronger the magnetic field, the easier it is to control the coil power, and the coil energy will also increase, thereby increasing the magnetic force and the braking torque. This makes the volume of the new brake 1 easier to control and more miniaturized, making the overall volume of the hub motor smaller.

[0220] In the embodiment of the present application, the braking portion 270 and the matching portion 51 may include multiple adaptation modes, which are illustrated below with examples, but are not limited to the following embodiments.

[0221] Please refer to Figure 52. In some embodiments, the braking portion 270 includes a sub-fixing portion 271 and a sub-braking portion 272 connected to each other. The sub-fixing portion 271 extends in the axial direction and is an annular structure. The sub-fixing portion 271 is arranged around the main shaft 220 and fixed to the outer shell 210 or the end cover 260. The sub-fixing portion 271, the sub-braking portion 272 and the outer shell 210 or the end cover 260 are enclosed to form a braking cavity 273. The sub-braking portion 272 extends from the sub-fixing portion 271 and extends in the radial direction. The sub-braking portion 272 is arranged around the main shaft 220 and is adapted to the mating portion 51.

[0222] In this embodiment, the sub-fixing portion 271 can be an annular body that encloses the brake cavity 273. The annular body is arranged in a surrounding manner and is fixed to the outer shell 210 or the end cover 260 by one-piece molding, welding, riveting, threaded connection, clamping, etc., which can provide the new brake 1 with more sufficient axial accommodation space.

[0223] The sub-fixing portion 271 can also be a plurality of columnar bodies that enclose the brake cavity 273. The columnar bodies can specifically be regular or irregular shapes such as prisms and cylinders. The plurality of columnar bodies are arranged at intervals and arranged in a circle. They are fixed to the outer shell 210 or the end cover 260 by one-piece molding, welding, riveting, threaded connection, snap connection, etc., which can provide the new brake 1 with more sufficient accommodation space in the axial direction. At the same time, it can also reduce the weight of the brake part 270, thereby reducing the weight of the entire hub motor.

[0224] The sub-fixing portion 271 can also be a grid body that encloses the brake cavity 273. The grid body can specifically be a regular or irregular shape such as a triangle, rectangle, diamond, circle, etc. The grid body is arranged in a surrounding manner and is fixed to the shell 210 or the end cover 260 by one-piece molding, welding, riveting, threaded connection, snap connection, etc., which can provide the new brake 1 with more sufficient axial accommodation space. At the same time, it can also reduce the weight of the brake part 270, thereby reducing the weight of the entire hub motor.

[0225] Of course, the sub-fixing portion 271 may also be in other shapes, which is not limited to this.

[0226] In this embodiment, the sub-braking portion 272 can be a plurality of first convex-concave bodies arranged around the inner ring of the sub-fixing portion 271. Correspondingly, the matching portion 51 is a plurality of adapted second convex-concave bodies. Through the adaptation relationship between the first convex-concave bodies and the second convex-concave bodies, the braking portion 270 and the matching portion 51 can rotate synchronously around the axis, and the matching portion 51 can also prevent the braking portion 270 from rotating around the axis. At the same time, according to the number and position distribution of the friction disks 50, the matching portion 51 can produce the same or different axial displacements relative to the braking portion 270.

[0227] The cross-sectional shapes of the first and second concave-convex structures are not specifically limited and may be regular or irregular shapes, such as tooth-shaped, sawtooth-shaped, rectangular, arc-shaped, polygonal, or key-shaped. Each first concave-convex structure includes a first concave portion and a first convex portion connected to each other and extending radially, and each second concave-convex structure includes a second convex portion and a second concave portion connected to each other and extending radially. For each friction disk 50, the shapes of the multiple second concave-convex structures are generally identical, but may also be different or non-identical. Accordingly, the multiple first concave-convex structures are also adaptively varied. When multiple friction disks 50 are provided, the shapes of the second concave-convex structures of different friction disks 50 are generally identical, but may also be different or non-identical, without limitation.

[0228] By setting the first convex-concave body as a first recess and a first protrusion extending radially, and setting the second convex-concave body as a second protrusion and a second recess extending radially, it is possible to ensure that the friction disk 50 has axial freedom, thereby more reliably achieving the compression and release of the friction disk 50.

[0229] In other embodiments, the braking portion 270 may be a plurality of columns disposed around the main shaft 220. The plurality of columns extend axially and mate with the mating portion 51, driving the friction disc 50 to rotate together. The plurality of columns enclose a braking cavity 273. The columns may be regular or irregular shapes, such as prisms or cylinders. The plurality of columns are spaced apart and arranged in a circle, and secured to the housing 210 or the end cap 260 by integral molding, welding, riveting, threading, or snap-fitting. In this case, the mating portion 51 may also be configured to include a plurality of cylindrical openings that mate with the columns. The cylindrical openings may be cylindrical holes or cylindrical slots. The mating relationship between the columns and the cylindrical openings allows the braking portion 270 and the mating portion 51 to rotate synchronously about the axis, or the mating portion 51 may prevent the braking portion 270 from rotating about the axis. Furthermore, depending on the number and position distribution of the friction discs 50, the mating portion 51 may generate the same or different axial displacements relative to the braking portion 270.

[0230] Of course, in other embodiments, the braking portion 270 may also adopt other structural forms, which is not limited to this.

[0231] In order to reduce the overall size of the hub motor and achieve the lightweight and miniaturization of the hub motor, please refer to Figures 50 to 53. In some embodiments, the motor stator 230 is formed with a accommodating cavity 234 around the main shaft 220, and the braking part 270 is located on the inner wall of the shell 210 or the inner wall of the end cover 260. The braking part 270 is at least partially located in the accommodating cavity 234, and the new brake 1 is at least partially located in the accommodating cavity 234.

[0232] In this embodiment, the motor stator 230 is configured to have a accommodating cavity 234 arranged around the main shaft 220, and the new brake 1 is arranged around the main shaft 220 and is partially or entirely located in the accommodating cavity 234. In order to achieve the adaptation relationship between the matching portion 51 and the braking portion 270, the braking portion 270 is also partially located in the accommodating cavity 234. That is to say, the mechanical structure of the electric transmission is integrated into the interior of the hub motor, which simplifies the mechanical structure of the electric transmission, reduces the axial and radial dimensions of the hub motor, and reduces the overall volume of the hub motor. The space of the cavity structure formed by the shell 210 and the end cover 260 is more fully utilized, making the overall structure and spatial distribution more compact, improving the power density and energy transmission efficiency of the hub motor, and improving the output torque, dynamic response speed and control accuracy. In addition, the working environment of the new brake 1 is not affected by pollutants such as oil and dust, and has higher reliability, lower failure rate, and more convenient maintenance and repair.

[0233] In some embodiments, a gap is formed between the inner wall of the accommodating cavity 234 formed by the motor stator 230 and the surface profile of the braking portion 270. Specifically, the surface profile of the braking portion 270 includes an axial outer wall surface and a radial end surface adjacent to the novel brake 1. A radial gap is formed between the axial outer wall surface and the axial inner wall of the accommodating cavity 234, and an axial gap is formed between the radial end surface and the radial inner wall of the accommodating cavity 234.

[0234] That is to say, there is no contact between the surface contour of the braking part 270 and the inner wall of the accommodating cavity 234 formed by the motor stator 230. During the rotation of the braking part 270, there is no interference between the braking part 270 and the motor stator 230. The motor stator 230 has no adverse effect on the rotation process of the braking part 270, which can avoid mechanical damage between the braking part 270 and the motor stator 230, and also provide a larger safety space for possible shaking and collision during the rotation process.

[0235] It can be understood that in order to reduce the radial dimension of the motor stator 230, or to increase the radial dimension of the braking part 270, a first track can be set on the axial inner wall of the motor stator 230, and a second track can be set on the axial outer wall of the braking part 270. Through the non-contact adaptation relationship between the first track and the second track, the interference-free rotation action of the braking part 270 relative to the motor stator 230 is achieved.

[0236] When the braking portion 270 and the new brake 1 are located inside the cavity structure formed by the housing 210 and the end cover 260, please refer to Figures 50 to 53. In some embodiments, the motor stator 230 includes: a mounting portion 231, fixed to the main shaft 220, and the brake stator 10 is sleeved on the mounting portion 231; an extension portion 232, connected to the mounting portion 231, located on the outer periphery of the mounting portion 231, and having a heat dissipation hole 2321; and a support portion 233, connected to the extension portion 232, located on the outer periphery of the extension portion 232; wherein the armature winding 240 is wound on the support portion 233, the axial size of the mounting portion 231 is larger than the axial size of the extension portion 232, the axial size of the support portion 233 is larger than the axial size of the extension portion 232, and the mounting portion 231, the extension portion 232 and the support portion 233 form a accommodating cavity 234.

[0237] Specifically, the mounting portion 231 and the main shaft 220 are in a tight fit relationship, for example, it can be an interference fit relationship, or it can be a tight fit relationship achieved through fasteners, such as screws, rivets, pins, keyways, splines, etc., as long as it can be ensured that there is no relative rotation relationship between the mounting portion 231 and the main shaft 220.

[0238] Depending on the type of the new brake 1, the brake stator 10, armature 20 and other structures of the new brake 1 are directly mounted on the mounting portion 231, and the friction disc 50 and other structures can be directly or indirectly mounted on the mounting portion 231. There is no relative rotation relationship between the brake stator 10 and the mounting portion 231, and the center hole of the armature 20 has no contact with the brake stator 10, thereby not affecting the normal attraction and release of the armature 20.

[0239] In this embodiment, the provision of the mounting portion 231 increases the contact area between the motor stator 230 and the main shaft 220, ensuring the reliability of the fixing between the motor stator 230 and the main shaft 220. It also increases the structural strength of the motor stator 230 and improves the service life of the motor stator 230. By adjusting the radial dimension of the extension portion 232, it can be adapted to a brake 1 and a brake portion 270 of a predetermined radial dimension. By adjusting the axial dimension of the support portion 233, it can be adapted to a new brake 1 and a brake portion 270 of a predetermined axial dimension.

[0240] In some embodiments, the end surface of the novel brake 1 distal from the braking portion 270 is adjacent to the inner wall of the extension portion 232, forming a receiving cavity 234. In this embodiment, the novel brake 1 may include a mounting member 90, which is mounted to the extension portion 232. The mounting member 90 extends from either axial side of the novel brake 1, with locking ends thereof locking with the extension portion 232. The mounting member 90 may be a bolt, screw, pin, rivet, or the like. Of course, the novel brake 1 may also be mounted to the extension portion 232 by bonding, welding, or clamping, without limitation. By securing the novel brake 1 to the inner wall of the extension portion 232, the vibration of the novel brake 1 during operation can be reduced, as can the impact and friction generated during operation, thereby minimizing mechanical damage to the novel brake 1. Furthermore, the combined axial thickness of the novel brake 1 and the motor stator 230 can be reduced, thereby minimizing the overall volume of the in-wheel motor by maximally containing the novel brake 1 within the receiving cavity 234.

[0241] The novel brake 1 may further include a support member, which is sleeved onto the mounting member 90. One axial end of the support member abuts the extension portion 232, and the other end abuts the brake stator 10, thereby spacing the novel brake 1 and the motor stator 230. Specifically, depending on the installation orientation of the novel brake 1, the support member may abut the first end face 11 or the second end face 12 of the brake stator 10. By replacing support members of different lengths to adjust the installation position of the novel brake 1, the support member ensures full contact between the mating portion 51 and the braking portion 270, ensuring a secure installation position.

[0242] In this embodiment, the new brake 1 can be mounted to the extension portion 232 without the mounting member 90, and can simply be positioned in close contact with the inner wall of the extension portion 232. For example, the new brake 1 can be positioned in close contact with the inner wall of the extension portion 232 via the brake stator 10. There is no connection between the brake stator 10 and the extension portion 232, but rather the brake stator 10 can be fixedly connected to the mounting portion 231 to achieve the installation effect of the new brake 1. The brake stator 10 and the mounting portion 231 can be fixed by fasteners, bonding, welding, clamping, key slots, interference fit, or the like.

[0243] The above-mentioned bonding methods of the novel brake 1 can make the axial thickness of the motor stator 230 smaller, so that the novel brake 1 can be entirely accommodated in the accommodating cavity 234 as much as possible, thereby reducing the overall volume of the hub motor.

[0244] In some of these embodiments, as shown in FIG. 53, a plurality of heat dissipation holes 2321 are axially formed in the extension portion 232. Since heat is generated during the operation of the rotor unit and the operation of the new brake 1, in order to avoid heat accumulation, heat dissipation holes 2321 can be formed in the extension portion 232 to achieve heat transfer and dissipation. At the same time, the mounting portion 231, the extension portion 232, and the support portion 233 can all be made of materials with better heat dissipation properties to improve the heat dissipation effect of the hub motor.

[0245] In addition, in some embodiments, the mounting portion 231, the extension portion 232, and the support portion 233 can form a "C" - shaped cross - sectional shape. In some other embodiments, as shown in FIG. 53, the mounting portion 231, the extension portion 232, and the support portion 233 can form an "I" - shaped cross - sectional shape. Of course, other similar shapes are also possible.

[0246] In the embodiments of the present application, the new brake 1 can have various structural forms. Hereinafter, when the new brake 1 is disposed inside the hub motor, the adaptation relationship with the motor stator 230 and the brake portion 270 will be exemplified, but it is not limited to the following embodiments.

[0247] Combined with the above - mentioned embodiments of the new brake 1, please refer to FIGS. 4 to 7 and FIGS. 15 to 18. In some embodiments, the friction disc 50 is sleeved on the outer periphery of the brake stator 10. The outer periphery of the brake stator 10 is a cylindrical surface parallel to the axial direction. There are N friction discs 50, where N is an integer greater than or equal to 1. The new brake 1 further includes an outer movable plate 601 and (N - 1) intermediate movable plates 602. Each intermediate movable plate 602 is located between two adjacent friction discs 50; the brake stator 10 has a first end face 11 and a second end face 12 in the axial direction. The armature 20 is disposed adjacent to the first end face 11. The outer periphery of the brake stator 10 adjacent to the first end face 11 has a limiting step 13. The limiting step 13 makes the outer periphery of the brake stator 10 form a limiting space facing the second end face 12; the outer movable plate 601, the intermediate movable plates 602, and the friction discs 50 are all located in the limiting space. The outer movable plate 601 is disposed adjacent to the second end face 12. The outer movable plate 601 and the armature 20 are fixedly connected by a fitting 70. The friction discs 50 and the intermediate movable plates 602 are located between the outer movable plate 601 and the limiting step 13. Among them, the outer movable plate 601 and the (N - 1) intermediate movable plates 602 constitute the N movable plates 60 of the new brake 1, and the outer movable plate 601 is the movable plate farthest from the limiting step 13.

[0248] Specifically, the brake stator 10 may also be referred to as a housing, a casing, a yoke, a yoke core, or other commonly used technical terms in the art. The first end surface 11 defines a first groove 111 (i.e., the first groove 111 of the novel brake 1 in the aforementioned embodiment) and a second groove 112 (i.e., the second groove 112 of the novel brake 1 in the aforementioned embodiment), which are independent of each other. When the coil includes only the main coil 30, the main coil 30 is disposed within the first groove 111. When the coil includes the main coil 30 and the secondary coil 80, the first end surface 11 further defines a third groove 113. The main coil 30 is disposed within the first groove 111, and the secondary coil 80 is disposed within the third groove 113. The number of main coils 30 and first grooves 111 is the same, which may be one or more. The number of secondary coils 80 and third grooves 113 is the same, which may be zero or one or more. The elastic member 40 is disposed within the second groove 112. The number of elastic members 40 and second grooves 112 is the same, which may be one or more. The new brake 1 mainly relies on the coordination of structures such as the brake stator 10, the main coil 30, the armature 20, the friction disc 50, and the elastic part 40 to achieve the braking effect. When the main coil 30 is energized, a magnetic field will be generated on the periphery of the main coil 30, and the gap between the brake stator 10 and the armature 20 will generate a magnetic force that attracts each other.

[0249] When N is 1, as shown in Figures 4 and 5, there is one friction disc 50, one outer movable plate 601, and the number of intermediate movable plates 602 is zero. One end face of the friction disc 50 is arranged adjacent to the outer movable plate 601, and the other end face is arranged adjacent to the limiting step 13. The outer movable plate 601 is fixedly connected to the armature 20 through the assembly part 70. When braking is not required, the main coil 30 generates a magnetic field when energized, causing the armature 20 to overcome the elastic force of the elastic member 40 and move toward the direction close to the first end face 11. At the same time, the armature 20 drives the outer movable plate 601 to move in the direction away from the first end face 11, thereby releasing the pressure of the outer movable plate 601 on the friction disc 50, and the friction disc 50 rotates together through the cooperation of the matching portion 51 and the braking portion 270; when braking is required, the main coil 30 is de-energized, and under the elastic force of the elastic member 40, the armature 20 moves in the direction away from the first end face 11, while driving the outer movable plate 601 to move in the direction close to the first end face 11, thereby achieving the pressure of the outer movable plate 601 on the friction disc 50, and the two end faces of the friction disc 50 respectively friction-brake with the outer movable plate 601 and the limiting step 13, and the friction disc 50 brakes the wheel hub motor through the cooperation of the matching portion 51 and the braking portion 270.

[0250] When N is greater than 1, as shown in Figures 15 and 16, there are multiple friction discs 50, one outer movable plate 601, and (N-1) middle movable plates 602, specifically one or more, one end face of the Nth friction disc 50 is adjacent to the (N-1)th middle movable plate 602, and the other end face is adjacent to the limiting step 13, the outer movable plate 601 is the movable plate farthest from the armature 20, the outer movable plate 601 is fixedly connected to the armature 20 by the assembly part 70, and there is no connection relationship between the middle movable plate 602 and the armature 20, and an middle movable plate 602 is provided between each adjacent friction disc 50, and all friction discs 50 and all middle movable plates 602 are arranged between the outer movable plate 601 and the limiting step 13.

[0251] When braking is not required, the main coil 30 generates a magnetic field when energized, causing the armature 20 to overcome the elastic force of the elastic member 40 and move toward the first end face 11. At the same time, the armature 20 drives the outer movable plate 601 to move away from the first end face 11, increasing the distance between the outer movable plate 601 and the limiting step 13, thereby releasing the pressure of the outer movable plate 601 and the middle movable plate 602 on the multiple friction discs 50, and the multiple friction discs 50 rotate together through the cooperation of the multiple matching parts 51 and the braking part 270; when braking is required, the main coil 30 is de-energized, and under the elastic force of the elastic member 40, the armature 20 moves away from the first end face. The outer movable plate 601 moves in the direction of the end face 11, and at the same time drives the outer movable plate 601 to move in the direction close to the first end face 11, reducing the distance between the outer movable plate 601 and the limiting step 13, and the clamping force is transmitted from the outer movable plate 601 to all the friction discs 50 and all the intermediate movable plates 602, thereby realizing the clamping of the outer movable plate 601 and the intermediate movable plate 602 on multiple friction discs 50, and the two end faces of each friction disc 50 are respectively friction-braked with the corresponding outer movable plate 601, the intermediate movable plate 602 and the limiting step 13, and the multiple friction discs 50 achieve braking of the wheel hub motor through the cooperation of multiple matching parts 51 and the braking part 270.

[0252] To achieve the desired positioning of the intermediate movable plates 602, as shown in Figures 17 and 18, the inner periphery of each intermediate movable plate 602 has several positioning protrusions, and the outer periphery of the brake stator 10 has positioning grooves 14 that mate with the positioning protrusions. The positioning protrusions of different intermediate movable plates 602 can be completely, partially, or partially overlapped on the first end surface 11. The shape and position of the positioning grooves 14 are designed accordingly based on the shape and position of the positioning protrusions. The arrangement of the positioning protrusions and positioning grooves 14 prevents the intermediate movable plates 602 from rotating, leaving them with only axial freedom. The outer movable plates 601 can be positioned using an assembly 70. Alternatively, positioning protrusions can be provided on the inner periphery of the outer movable plates 601. The assembly 70 can be slidably inserted through the positioning protrusions of the outer movable plates 601 into the brake stator 10 and fixedly connected to the armature 20.

[0253] As shown in Figures 26 to 49, the new brake 1 can also include a manual release assembly 100. The manual release assembly 100 acts directly or indirectly on the armature 20 to control the distance between the armature 20 and the brake stator 10, and the distance between the outer movable plate 601 and the limit step 13, so as to achieve the distance and approach of the armature 20 relative to the brake stator 10, and the distance and approach of the outer movable plate 601 relative to the friction disc 50, thereby achieving the release and compression of the friction disc 50. The manual release assembly 100 is used in application scenarios that require manual release to increase the release method for the friction disc 50 and improve the convenience and flexibility of operation. The manual release assembly 100 can specifically be a rotating handwheel, a release screw, a release handle, a wedge block, and other structures.

[0254] In this embodiment, compared with the conventional technology, N friction discs 50, an outer movable plate 601, and (N-1) intermediate movable plates 602 are all sleeved on the outer periphery of the brake stator 10. The thickness of the novel brake 1 depends only on the thickness of the brake stator 10 and the thickness of the armature 20. Compared with the stacked arrangement of the friction disc 50 and the brake stator 10, the outer diameter of the friction disc 50 in the friction area can be increased without increasing the thickness of the novel brake 1, thereby increasing the braking torque. The mass of the friction disc 50 can also be made smaller, reducing the impact on the total inertia of the hub motor, improving the start-stop sensitivity of the hub motor, and ensuring the braking effect. Since the movable plate 60 has a lower precision than the friction disc 50, The production cost of the movable plate 60 is lower, and the friction disc 50 rubs against the movable plate 60 but not against the armature 20. Therefore, during long-term use, only the movable plate 60 needs to be replaced. In addition, the dust generated in the friction area where the friction disc 50 and the movable plate 60 contact is not easy to fall into the interior of the new brake 1, reducing the failure of internal components. The radial dimension of the matching portion 51 is larger than the radial dimension of the friction area of ​​the friction disc 50. During the production process, it is easier to control the form and position tolerances of the plane where the friction area is located relative to the central axis, easier to process and manufacture, and easier to obtain a higher pass rate. When the matching portion 51 is subjected to force, the stress and strain generated are smaller, which can increase the service life of the friction disc 50.

[0255] In this embodiment, the brake stator 10 has a central hole, through which it is wound around the mounting portion 231, and the second end face 12 of the brake stator 10 is arranged close to the inner wall of the extension portion 232. The brake stator 10 can achieve a fastening relationship between the brake stator 10 and the main shaft 220 or the motor stator 230 through the fastening relationship between the central hole and the mounting portion 231, or through the fastening relationship between the second end face 12 and the extension portion 232, or through the fastening relationship between other parts of the brake stator 10 and the main shaft 220, the mounting portion 231, the extension portion 232 or the support portion 233.

[0256] For example, the brake stator 10 can be interference-fitted with the mounting portion 231 through the center hole, or can be key-connected to the mounting portion 231 by providing a keyway in the center hole. For another example, the brake stator 10 can be bonded or welded to the extension portion 232 through the second end surface 12. In another example, the brake stator 10 can be connected to the extension portion 232 and the support portion 233 through a mounting member 90. The mounting member 90 can be a screw, bolt, pin, rivet, etc. Furthermore, the mounting member 90 does not spatially interfere with the main coil 30, elastic member 40, armature 20, friction disc 50, outer movable plate 601, and middle movable plate 602, thereby ensuring the functional integrity and interference-free operation of each component.

[0257] In addition, the installation direction of the new brake 1 can also be changed, that is, the armature 20 is arranged adjacent to the extension portion 232. In order to provide a certain axial movement space for the armature 20, the mounting member 90 can be extended from this end of the armature 20 and locked in the extension portion 232. A support member is provided on the mounting member 90, and the support member avoids the armature 20. The support member is locked in the extension portion 232. The two ends of the support member respectively abut the first end face 11 and the extension portion 232, so that there is a distance between the armature 20 and the extension portion 232.

[0258] In this embodiment, by designing the motor stator 230 to have the shape of a accommodating cavity 234, the brake stator 10 is arranged to fit the inner wall of the accommodating cavity 234, and the braking part 270 is partially located in the accommodating cavity 234, it can greatly increase the space utilization rate, make more full use of the spatial structure of the motor stator 230, and realize the lightweight and thinness of the hub motor.

[0259] There may be multiple auxiliary coils 80 in the above embodiment, and the main coil 30 and the auxiliary coil 80 may be connected in series or in parallel, so that a variety of power-on modes can be realized, thereby adjusting the magnetic force in the new brake 1 and increasing the application scenarios of the new brake 1.

[0260] In the above embodiment, the brake stator 10 is arranged in close contact with the extension portion 232. In other embodiments, if sufficient space can be reserved between the extension portion 232 and the new brake 1, the friction disc 50 can be arranged on the side close to the extension portion 232, and the brake stator 10 can be arranged on the side away from the extension portion 232.

[0261] Of course, in other embodiments, when the new brake 1 is arranged outside the hub motor, the same structure as the new brake 1 in the above embodiment can also be adopted. The main difference is that there is no spatial relationship between the new brake 1 and the motor stator 230. The new brake 1 can be mounted on the main shaft 220, or it can be installed on other fixed surfaces outside the hub motor without being mounted on the main shaft 220. The structure of the new brake 1 itself does not change and will not be repeated here.

[0262] In the above embodiment of the hub motor, for the parts not described in detail about the novel brake 1 , reference may be made to the above embodiment of the novel brake 1 .

[0263] It can be understood that the various parts in the above embodiments can be freely combined or deleted to form different combination embodiments. The specific contents of each combination embodiment will not be repeated here. After this description, it can be considered that the specification has recorded each combination embodiment and can support different combination embodiments.

[0264] The above description is only a preferred embodiment of the present application and is not intended to limit the present application. Any modifications, equivalent replacements and improvements made within the spirit and principles of the present application should be included in the scope of protection of the present application.

Claims

1. A new type of brake, characterized in that: include: The brake stator has a first end face and a second end face in the axial direction, the first end face is provided with a first groove and a second groove, the outer periphery of the brake stator has a limiting step, and the limiting step enables the outer periphery of the brake stator to form a limiting space toward the second end face; an armature disposed adjacent to the first end surface; A main coil is disposed in the first groove; an elastic member, disposed in the second groove; N friction discs, all of which are annular structures, are sleeved on the outer circumference of the brake stator, and are located in the limiting space; N movable plates, all of which are annular structures, are sleeved on the outer periphery of the brake stator, and are located in the limiting space, wherein the N movable plates and the N friction discs are alternately arranged, the Nth movable plate is adjacent to the Nth friction disc, the Nth friction disc abuts against the limiting step, and N is an integer greater than or equal to 1; and An assembly part, fixedly connected to the armature and the first movable plate, wherein the first movable plate is the movable plate farthest from the limiting step; Wherein, the main coil generates a magnetic field when energized, so that the armature overcomes the elastic force of the elastic member and moves toward the direction close to the brake stator, and the armature drives the first movable plate to move away from the N friction discs, thereby releasing the N friction discs; The outer circumferences of the N friction discs are all larger than the outer circumferences of the N movable plates, and the outer circumferences of the N friction discs are all provided with matching portions, and the matching portions are configured to match with the braking portions of the target equipment.

2. The novel brake according to claim 1 is characterized in that: The matching portion includes a matching protrusion extending in the radial direction; or, the matching portion includes a plurality of matching protrusions extending in the radial direction, and a matching groove is formed between two adjacent matching protrusions; or, the matching portion is a plurality of matching grooves or a plurality of matching holes; When N is greater than 1, the shapes of the N matching parts are all different, all the same, or not all the same.

3. The novel brake according to claim 1 is characterized in that: The inner periphery of one or more movable plates among the N movable plates has a positioning protrusion, the outer periphery of the brake stator has a positioning groove matched with the positioning protrusion, and the assembly part is slidably arranged in the brake stator.

4. The novel brake according to claim 3 is characterized in that: N is greater than 1, the N movable plates all have positioning protrusions, the positioning protrusion of the first movable plate and the positioning protrusions of the remaining movable plates are staggered in the circumferential direction of the brake stator, and there is a preset distance between the assembly part and the positioning protrusions of the remaining movable plates.

5. The novel brake according to claim 4 is characterized in that: The positioning groove corresponding to the positioning protrusion of the first movable plate is defined as the first positioning groove, and the positioning grooves corresponding to the positioning protrusions of the remaining movable plates are defined as the second positioning groove, the first positioning groove and the second positioning groove both extend from the second end surface to the first end surface, and the axial depth of the first positioning groove is less than the axial depth of the second positioning groove.

6. The novel brake according to claim 3 is characterized in that: N is greater than 1, and the N movable plates all have positioning protrusions. The positioning protrusion of the first movable plate is aligned with the positioning protrusions of the remaining movable plates in the circumferential direction of the brake stator, and the projections of the positioning protrusions of the remaining movable plates in the axial direction are located inside the projection of the positioning protrusion of the first movable plate in the axial direction. There is a preset spacing between the assembly and the positioning protrusions of the remaining movable plates.

7. The novel brake according to claim 3 is characterized in that: The surface of the positioning protrusion includes a first arc surface, and the surface of the positioning groove includes a second arc surface matched with the first arc surface.

8. The novel brake according to claim 1 is characterized in that: The first end surface is also provided with a third groove, and the third groove is arranged on the inner side or the outer side of the first groove. The novel brake also includes a secondary coil arranged in the third groove.

9. The novel brake according to claim 1 is characterized in that: The novel brake further comprises a mounting member, wherein the mounting member and the assembly member are independent of each other, the mounting member is adapted to the brake stator, and a locking end of the mounting member is selectively extended from the first end surface or the second end surface.

10. The novel brake according to claim 1 is characterized in that: The novel brake also includes a protective structure, which encloses the target device to form a sealed space, the armature, the N friction discs and the N movable plates are located in the sealed space, and the protective structure is at least partially covered on the brake part of the target device.

11. The novel brake according to claim 1 is characterized in that: The novel brake also includes a manual release component, which is a rotating component. The rotating component is adapted to the brake stator and the armature to control the distance between the brake stator and the armature to achieve the release of the friction disc.

12. The novel brake according to claim 1, characterized in that: The novel brake also includes a manual release assembly, which includes a release handle, a release connector and a release elastic member. The release connector is slidably inserted into the release handle and is locked in the brake stator or the target device. The release elastic member is sleeved on the release connector and is located between the release handle and the brake stator. The release handle controls the distance between the brake stator and the armature when squeezing or moving away from the armature.

13. The novel brake according to claim 1, characterized in that: The novel brake also includes a manual release component, which includes a release handle, a release connector, an action block, and a release elastic component. The manual release component is located at the armature end, the armature is provided with a limit slot, the release handle is provided with a release connection hole, the release connector is slidably inserted into the release connection hole and fixed in the brake stator, the release elastic component is sleeved on the release connector and is located between the release handle and the brake stator, the action block is provided on the release handle and slides out of or into the limit slot when the release handle rotates to control the distance between the brake stator and the armature; or, The manual release assembly is located at the stator end, the brake stator is provided with a limiting slot, the release handle is provided with a release connecting hole, the release connecting piece is slidably passed through the release connecting hole and is fixed in the armature or the first movable plate, the release elastic piece is sleeved on the release connecting piece and is located between the release handle and the head of the release connecting piece, the action block is provided on the release handle and slides out of or into the limiting slot when the release handle rotates to control the distance between the brake stator and the armature.

14. The novel brake according to claim 1, characterized in that: The novel brake also includes a manual release assembly, which includes a release handle, a driving screw and a driven screw. When the release handle is moved closer to or farther away from the brake stator, the driven screw selectively adapts to the armature or the first movable plate to control the distance between the brake stator and the armature.

15. The novel brake according to claim 1, characterized in that: The novel brake further comprises a manual release assembly, which is a wedge block. The wedge block can act between the armature and the target device to control the distance between the brake stator and the armature by squeezing the armature.

16. A hub motor, characterized in that: include: The housing is a hollow structure with an opening at one end; A main shaft is rotatably connected to the housing and extends from the housing; A motor stator, wound around the main shaft and fixedly connected to the main shaft; An armature winding is wound around the motor stator and fixedly connected to the motor stator; A magnetic steel winding is wound around the inner wall of the housing, fixedly connected to the inner wall of the housing, and spaced apart from the armature winding in the radial direction; An end cover, which covers the opening, is arranged around the main shaft, and is rotatably connected to the main shaft; a brake portion, which is disposed around the main shaft and extends in the axial direction, and is selectively disposed on the inner wall or outer wall of the housing, or the inner wall or outer wall of the end cover, and the brake portion and the housing or the end cover form a brake cavity; and A novel brake, located on the same side as the braking part, comprises a braking stator, a main coil arranged on the braking stator, an elastic member arranged on the braking stator, an armature arranged adjacent to the braking stator, and a friction disc, wherein the friction disc is at least partially located in the braking chamber, the outer periphery of the friction disc has a matching portion, the matching portion is adapted to the braking part, so that the housing, the magnetic steel winding and the end cover are braked, and the radial dimension of the matching portion is greater than the outer diameter dimension of the armature; The friction disc is sleeved on the outer periphery of the brake stator, the outer periphery of the brake stator is a cylindrical surface parallel to the axial direction, the friction disc has N, N is an integer greater than or equal to 1, and the novel brake also includes an outer movable Plate and N-1 intermediate movable plates, each of the intermediate movable plates is located between two adjacent friction plates; The brake stator has a first end face and a second end face in the axial direction, the armature is arranged adjacent to the first end face, and the outer periphery of the brake stator is adjacent to the first end face and has a limiting step, and the limiting step enables the outer periphery of the brake stator to form a limiting space facing the second end face; The outer movable plate, the middle movable plate and the friction plate are all located in the limiting space. The outer movable plate is arranged adjacent to the second end face. The outer movable plate is fixedly connected to the armature through an assembly part. The friction plate and the middle movable plate are located between the outer movable plate and the limiting step.

17. The wheel hub motor according to claim 16, characterized in that: The braking part is located on the inner wall of the shell or the inner wall of the end cover, the motor stator forms a receiving cavity around the main shaft, the braking part is at least partially located in the receiving cavity, and the new brake is at least partially located in the receiving cavity.

18. The wheel hub motor according to claim 17, characterized in that: The motor stator comprises: A mounting portion, fixed to the main shaft, the brake stator sleeve being arranged on the mounting portion; an extension portion, connected to the mounting portion, located at the periphery of the mounting portion, and having a heat dissipation hole; and A supporting portion, connected to the extending portion and located at the periphery of the extending portion; The axial dimension of the mounting portion is larger than the axial dimension of the extending portion, the axial dimension of the supporting portion is larger than the axial dimension of the extending portion, and the mounting portion, the extending portion and the supporting portion form the accommodating cavity.

19. The wheel hub motor according to claim 18, characterized in that: The novel brake further comprises a mounting member, wherein a locking end of the mounting member extends from either side of the novel brake in the axial direction, and the locking end is locked with the extending portion.

20. The wheel hub motor according to claim 19, characterized in that: The novel brake also includes a support member, which is sleeved on the mounting member. One end of the support member in the axial direction abuts against the extension portion, and the other end abuts against the brake stator, so that the novel brake and the motor stator are spaced apart.

21. The wheel hub motor according to claim 16, characterized in that: The center hole of the brake stator is fixed to the main shaft or the motor stator.

22. The wheel hub motor according to claim 16, characterized in that: The braking portion includes a sub-fixing portion and a sub-braking portion connected to each other, the sub-fixing portion extending in the axial direction, the sub-fixing portion being arranged around the main shaft and fixed to the outer shell or the end cover, the sub-braking portion extending from the sub-fixing portion and extending in the radial direction, the sub-braking portion being arranged around the main shaft and adapted to the matching portion.

23. The wheel hub motor according to claim 16, characterized in that: The braking part includes a plurality of columns arranged around the main shaft. The plurality of columns extend in the axial direction and are adapted to the matching part to drive the friction disk to rotate together.

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