Brake disc connecting structure, brake device and railway vehicle

Abstract

The invention relates to the technical field of rail transit, in particular to a brake disc connecting structure, a full-disc type brake device and a rail vehicle. In the brake disc connecting structure, a brake disc comprises a plurality of brake movable discs and a plurality of brake movable discs which are arranged at intervals, a core shaft is suitable for being connected with a braked power shaft, the core shaft is arranged at the axis of the brake disc in a penetrating mode, the core shaft is fixedly connected with all the brake movable discs and can synchronously rotate, and all the brake discs can enable the core shaft to brake the power shaft through mutual extrusion. Wherein a center plate is arranged in the mandrel, one end of the center plate is connected with the inner wall of the mandrel, and the other end of the center plate is connected with a braked power shaft. The brake disc connecting structure is simple in overall structure and easy to disassemble and assemble, so that the later maintenance cost is reduced; moreover, the brake disc connecting structure utilizes the center plate in the mandrel to realize internal heat dissipation of the mandrel, so that the internal heat transfer path of the mandrel is prolonged, the influence of dynamic heat energy on the motor bearing is effectively reduced, the service life of the motor bearing is prolonged, and the use safety of the motor bearing is improved.

Description

Technical Field

[0001] The present invention relates to the field of rail transportation technology, and in particular to a brake disc connection structure, a full-disc brake device, and a rail vehicle. Background Art

[0002] As demands for ride comfort and vehicle energy efficiency increase, the need for lightweight rail vehicle bogies is growing. In traditional EMU or subway bogies, the basic braking system typically utilizes pneumatic clamps and brake discs. Brake discs, a critical component of high-speed trains, generally come in two types: axle-mounted brake discs (abbreviated as "axle discs") and wheel-mounted brake discs (abbreviated as "wheel discs").

[0003] Existing single bogies typically require four calipers and four brake discs. Due to the heavy weight of the calipers and brake discs, the bogie is too heavy, which in turn leads to excessive energy consumption and excessive unsprung weight during operation.

[0004] Moreover, during the braking process of the existing brake device, the kinetic heat energy between the clamp and the brake disc is too high, which will have an adverse effect on the motor bearings, easily causing damage to the bearings and deterioration of the motor operating state. Summary of the Invention

[0005] The present invention provides a brake disc connection structure to solve the defect of the existing brake device that during the braking process, the kinetic heat energy between the clamp and the brake disc is too high, which will have an adverse effect on the motor bearing, easily cause the bearing to be damaged, and the motor operating state to deteriorate.

[0006] The present invention also provides a full-disc brake device.

[0007] The present invention also provides a rail vehicle.

[0008] The present invention provides a brake disc connection structure, comprising:

[0009] The brake disc comprises a plurality of brake dynamic discs and a plurality of brake static discs arranged at intervals;

[0010] A core shaft, adapted to connect to a braked power shaft, the core shaft being passed through the axis of the brake disc, the core shaft being fixedly connected to all the brake discs and being able to rotate synchronously, and all the brake discs being able to cause the core shaft to brake the power shaft by squeezing each other;

[0011] Wherein, a web is installed in the core shaft, one end of the web is connected to the inner wall of the core shaft, and the other end of the web is connected to the braked power shaft.

[0012] According to a brake disc connection structure provided by the present invention, the core shaft includes:

[0013] A first shaft body is provided at the axis of the brake disc, and the first shaft body is fixedly connected to all the brake discs and can rotate synchronously;

[0014] a second shaft body, coaxially disposed at one end of the first shaft body, wherein the outer diameter of the second shaft body is smaller than the inner diameter of the first shaft body;

[0015] The web is arranged in a trumpet shape inside the first shaft, and is connected between the inner wall of the first shaft and the second shaft.

[0016] According to a brake disc connection structure provided by the present invention, outwardly extending convex key portions are uniformly distributed on the outside of the first shaft, and the convex key portions are suitable for engaging with the inner groove portion of the brake rotor disc.

[0017] According to a brake disc connection structure provided by the present invention, end face teeth are configured on the end face of the second shaft body away from the first shaft body.

[0018] According to a brake disc connection structure provided by the present invention, the brake stator includes a stator body, the center of the stator body is configured with a stator shaft hole suitable for being inserted outside the core shaft; the outer edge of the stator body is configured with outer grooves at intervals, and the outer grooves are suitable for being clamped on the brake housing.

[0019] According to a brake disc connection structure provided by the present invention, a plurality of through holes are constructed on the stator disc body, and the through holes include at least one of a first hole and a second hole. The first hole is arranged to penetrate the stator disc body axially, and the second hole is arranged to penetrate the stator disc body radially.

[0020] According to a brake disc connection structure provided by the present invention, the brake disc comprises:

[0021] A rigid disc body, with a movable disc shaft hole in the center, a plurality of inner teeth extending from the movable disc shaft hole toward the axis, and inner grooves formed between adjacent inner teeth, the inner grooves being adapted to be clamped onto the outside of the core shaft;

[0022] Two groups of friction discs are respectively attached to the front and back sides of the rigid disc.

[0023] According to a brake disc connection structure provided by the present invention, the friction disc body includes a plurality of friction blocks, each of which is evenly distributed on the surface of the rigid disc body, and an oil discharge groove is left between adjacent friction blocks.

[0024] According to a brake disc connection structure provided by the present invention, the oil discharge groove is arranged along the radial direction of the rigid disc body.

[0025] The present invention also provides a full-disc brake device, comprising:

[0026] The brake disc connection structure as described above;

[0027] The brake housing is constructed with an open accommodating cavity, wherein the accommodating cavity is suitable for accommodating the brake disc of the brake disc connecting structure, and the brake housing is connected to all the brake static discs of the brake disc and forms a circumferential limit for the static disc;

[0028] The actuating disc is connected to the brake housing and is located at the opening of the accommodating cavity, and the actuating disc can push the brake disc.

[0029] The present invention also provides a rail vehicle, comprising the brake disc connection structure as described above; or, comprising the full-disc brake device as described above.

[0030] The present invention provides a brake disc connection structure, which specifically includes a brake disc and a core shaft. The brake disc includes a plurality of brake dynamic discs and a plurality of brake static discs arranged at intervals; the core shaft is suitable for connecting to a braked power shaft, and the core shaft is passed through the axis of the brake disc. The core shaft is fixedly connected to all brake dynamic discs and can rotate synchronously, and the extrusion friction braking between the brake dynamic disc and the brake static disc is utilized to achieve full-disc braking of the power shaft by the core shaft. A web is installed in the core shaft, one end of the web is connected to the inner wall of the core shaft, and the other end of the web is connected to the braked power shaft. The overall structure of the brake disc connection structure is simple and easy to disassemble and assemble, thereby reducing the cost of subsequent maintenance; and the brake disc connection structure utilizes the web inside the core shaft to achieve internal heat dissipation of the core shaft, extending the internal heat transfer path of the core shaft, effectively reducing the impact of kinetic heat energy on the motor bearings, and improving the service life and safety of the motor bearings.

[0031] The present invention also provides a full-disc brake device, specifically comprising the brake disc connection structure described above, a brake housing, and an actuator disc. The brake housing has an open accommodating cavity adapted to accommodate the brake disc of the brake disc connection structure. Furthermore, the brake housing connects all the brake discs of the brake disc and circumferentially limits the discs, preventing relative rotation between the brake housing and the discs in the circumferential direction. This allows the brake housing to participate in the output of braking force during the braking process, reliably bearing the axial force and circumferential torque of the brake discs. The actuator disc is connected to the brake housing and is capable of pushing against the brake disc. When the full-disc brake device is in a braking state, the actuator disc pushes against the brake disc to perform disc-type compression braking, while the static disc compresses the actuator disc, thereby outputting braking force to the rotating spindle. During this process, the brake housing is capable of bearing the axial force and circumferential torque of the brake discs. Furthermore, by providing the aforementioned brake housing, the full-disc brake device possesses all the advantages of the aforementioned brake housing, and the details will not be elaborated upon here.

[0032] The present invention further provides a rail vehicle comprising the brake housing described above; or comprising the full-disc brake device described above. By providing the brake housing described above, the rail vehicle provides the full-disc brake device with all the advantages of the brake housing described above, and the details are omitted here. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] In order to more clearly illustrate the technical solutions in the present invention or the prior art, a brief introduction is given below to the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0034] Figure 1 is a cross-sectional view of the brake disc connection structure provided by the present invention;

[0035] Figure 2 It is a structural schematic diagram of the core shaft provided by the present invention;

[0036] Figure 3 is a cross-sectional view of the core shaft provided by the present invention;

[0037] Figure 4 It is a structural schematic diagram of the brake static disc provided by the present invention;

[0038] Figure 5 This is a schematic structural diagram of the brake disc provided by the present invention;

[0039] Figure 6 is a cross-sectional view of the full-disc brake device provided by the present invention;

[0040] Figure 7 It is a schematic exploded view of the structure of the full-disc brake device provided by the present invention.

[0041] Reference numerals:

[0042] 100, brake housing;

[0043] 210, brake stator; 211, stator body; 212, outer edge; 213, outer groove; 214, stator shaft hole; 215, first hole; 216, second hole;

[0044] 220, brake disc; 221, rigid disc body; 222, friction disc body; 223, friction block; 224, inner tooth portion; 225, inner groove portion; 226, oil discharge groove; 227, brake disc shaft hole;

[0045] 300, actuator disc; 310, actuator;

[0046] 400, core shaft; 410, first shaft body; 411, first chamber; 412, second chamber; 413, third chamber; 420, key portion; 430, web; 440: second shaft body; 450, end face gear; 460, connecting hole;

[0047] 500. Connecting bolts. DETAILED DESCRIPTION

[0048] To make the objectives, technical solutions, and advantages of the present invention more clear, the technical solutions of the present invention will be clearly and completely described below in conjunction with the accompanying drawings. Obviously, the embodiments described are only some of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts shall fall within the scope of protection of the present invention.

[0049] The following combination Figures 1 to 7 The present invention describes a brake disc connection structure, a full-disc brake device equipped with the brake disc connection structure, and a railway vehicle.

[0050] like Figure 1 As shown, the brake disc connection structure features a simple overall structure and is easy to assemble and disassemble, thereby reducing subsequent maintenance costs. Specifically, the brake disc connection structure comprises a brake disc and a core shaft 400. The core shaft 400 is adapted to connect to the power shaft being braked and is positioned through the center of the brake disc. The brake disc comprises a plurality of spaced-apart brake discs 220 and a plurality of static brake discs 210. The static brake discs 210 remain stationary relative to the brake discs 220; the core shaft 400 is fixedly connected to all of the brake discs 220 and can rotate synchronously with them. This brake disc connection structure utilizes the mutual compression between the spaced-apart brake discs 220 and the static brake discs 210 to generate disc friction braking. The static brake discs 210 bear the circumferential braking torque, while the brake discs 220 transmit the braking torque to the core shaft 400, thereby achieving full disc braking of the power shaft by the core shaft 400.

[0051] In this embodiment, Figure 2 and Figure 3 As shown, a web 430 is mounted within the core shaft 400. One end of the web 430 is connected to the inner wall of the core shaft 400, and the other end of the web 430 is connected to the braked power shaft. This brake disc connection structure utilizes the web 430 within the core shaft 400 to dissipate heat within the core shaft 400, extending the internal heat transfer path of the core shaft 400, effectively reducing the impact of kinetic heat energy on the motor bearings, and improving the service life and safety of the motor bearings.

[0052] In this embodiment, Figure 2 and Figure 3As shown, the core shaft 400 includes a first shaft 410, a second shaft and the above-mentioned web 430. The first shaft 410 is arranged at the axis of the brake disc. The first shaft 410 is fixedly connected to all the brake discs 220 and can rotate synchronously to achieve reliable transmission of braking torque between the brake discs 220 and the first shaft 410. The second shaft is coaxially arranged at one end of the first shaft 410 and is suitable for connecting to the power shaft to be braked, such as Figure 1 and Figure 6 As shown, the second shaft is connected to the power shaft of the motor to transmit the braking torque of the first shaft 410 to the motor shaft and bearings. The outer diameter of the second shaft in this embodiment is smaller than the inner diameter of the first shaft 410, so as to match the end face size of the power shaft of the motor, and the braking torque is reliably amplified by utilizing the difference in the inner diameter size of the first shaft 410 and the second shaft. The web 430 is arranged in a trumpet shape in the first shaft 410, and the web 430 is connected between the inner wall of the first shaft 410 and the second shaft. On the one hand, the web 430 can reliably transmit the braking torque between the first shaft 410 and the second shaft, and on the other hand, it can extend the internal heat transfer path of the core shaft 400, effectively reduce the influence of kinetic heat energy on the motor bearings, and improve the service life and safety of the motor bearings.

[0053] In this embodiment, Figure 2 and Figure 3 As shown, the first shaft 410 is uniformly provided with outwardly extending convex key portions 420. The convex key portions 420 are adapted to engage with the inner groove portion 225 of the brake rotor 220 to ensure that relative slippage does not occur between the brake rotor 220 and the core shaft 400 during braking, thereby improving braking safety.

[0054] In some embodiments, such as Figure 2 and Figure 3 As shown, the outer edge 212 of each convex key portion 420 outside the first shaft body 410 is configured with an inwardly concave heat dissipation and weight reduction groove.

[0055] In some embodiments, such as Figure 2 and Figure 3 As shown, each cam portion 420 outside the first shaft body 410 is arranged along the axial direction of the first shaft body 410, and correspondingly, each heat dissipation and weight reduction groove is arranged along the axial direction of the first shaft body 410, so as to produce an axial heat dissipation and ventilation effect of the core shaft 400, and improve the axial heat transfer effect of the core shaft 400, further improve the heat dissipation capacity, and improve the weight reduction effect of the core shaft 400.

[0056] In this embodiment, Figure 2 and Figure 3As shown, the end face of the second shaft body away from the first shaft body 410 is constructed with end face teeth 450 suitable for matching the end structure of the braked power shaft, so as to avoid relative slippage between the second shaft body and the power shaft during braking, thereby having a more efficient and safer force transmission effect, and improving the reliability and safety of the transmission of the braking torque.

[0057] In some embodiments, such as Figure 3 As shown, a connecting hole 460 is provided at the axis center of the second shaft body of the core shaft 400. Figure 7 As shown, in the full-disc brake device, the core shaft 400 is fixedly connected to the braked power shaft by passing a connecting bolt through the connecting hole 460 of the second shaft body of the core shaft 400; and the end face teeth 450 between the core shaft 400 and the braked power shaft are matched to achieve reliable transmission of the braking force between the core shaft 400 and the power shaft.

[0058] In this embodiment, Figure 7 As shown, the brake disc assembly comprises a plurality of rotor discs 220 and a plurality of static discs 210. All rotor discs 220 and static discs 210 are spaced apart and arranged within the housing 100. Furthermore, all rotor discs 220 and static discs 210 are coaxially arranged with and sleeved onto the core shaft 400. This brake disc connection ensures a compact overall structure and minimizes space usage, enabling full-disc braking with minimal space.

[0059] In some embodiments, such as Figure 7 As shown, the outermost and innermost sides of the entire brake disc are both provided with brake static discs 210 , so as to utilize the brake static disc 210 in a stationary state to bear the braking force applied by the actuating disc 300 , thereby improving braking safety.

[0060] In this embodiment, Figure 4 As shown, the brake disc 210 includes a disc body 211. The center of the disc body 211 is configured with a disc axial hole 214 adapted to fit over the core shaft 400. This ensures that the core shaft 400 and the disc axial hole 214 are coaxially arranged. This ensures that during braking, a coaxial braking torque is generated between the core shaft 400, the brake disc 220, and the brake disc 210. This ensures reliable transmission of braking force and torque, prevents collisions between components, and improves safety. The outer edge 212 of the disc body 211 is configured with outer grooves 213 at intervals. These grooves 213 are adapted to be snapped onto the brake housing 100, allowing the brake housing 100 to bear the braking torque and axial force for the disc 210, further improving braking safety.

[0061] In this embodiment, in order to achieve reasonable weight reduction and improve the heat dissipation and ventilation capacity of the brake static disc 210, as shown in FIG. Figure 4As shown, a plurality of through holes are formed on the stator body 211 , including a first hole 215 extending axially through the stator body 211 and a second hole 216 extending radially through the stator body 211 .

[0062] In some embodiments, only a plurality of the aforementioned first holes 215 are configured on the stator body 211 ; or, only a plurality of the aforementioned second holes 216 are configured on the stator body 211 .

[0063] In this embodiment, Figure 5 As shown, the brake rotor 220 includes a rigid disc body 221 and two sets of friction disc bodies 222. One end face of the rigid disc body 221 is considered the front face, while the other end face of the rigid disc body 221 is considered the back face. The friction disc bodies 222 are attached to both the front and back faces of the rigid disc body 221, creating a sandwich structure for the brake rotor 220.

[0064] In this embodiment, Figure 5 As shown, a movable disc shaft hole 227 is constructed in the center of the rigid disc body 221 to ensure that the core shaft 400 and the movable disc shaft hole 227 are coaxially arranged. This ensures that the core shaft 400, the brake movable disc 220, and the brake static disc 210 generate a coaxial braking torque during braking. This ensures the reliable transmission of braking force and braking torque, avoids collisions between components, and improves safety. The movable disc shaft hole 227 has a plurality of internal teeth 224 extending toward the axis. Inner grooves 225 are constructed between adjacent internal teeth 224. The inner grooves 225 are assembled and connected to the convex key portion 420 of the outer edge 212 of the first shaft body 410 of the core shaft 400 to prevent slippage between the core shaft 400 and the brake movable disc 220 during braking, thereby improving braking safety.

[0065] In this embodiment, Figure 5 As shown, the friction disc 222 includes a plurality of friction blocks 223. Each friction block 223 is evenly distributed on the surface of the rigid disc 221, with oil discharge grooves 226 between adjacent friction blocks 223. The oil discharge grooves 226 are preferably arranged radially along the rigid disc 221 to quickly drain the oil from the spindle 400 during train operation.

[0066] The present invention also provides a full disc brake device, such as Figure 3 and Figure 4As shown. The full-disc brake device includes the brake disc connection structure described above, a brake housing 100, and an actuating disc 300. Specifically, the full-disc brake device includes the brake housing 100, a brake disc, a core shaft 400, and an actuating disc 300. The brake disc includes a plurality of brake rotor discs 220 and a plurality of brake static discs 210 arranged at intervals. The core shaft 400 is adapted to be connected to the axial end of the braked power shaft. The core shaft 400 passes through the axis of the brake disc and is connected to the braked power shaft end. In addition, the core shaft 400 is fixedly connected to all brake rotor discs 220. When the brake device is in the unbraking state, the core shaft 400 rotates with the power shaft, driving the brake rotor discs 220 to rotate. The brake housing 100 is mounted outside the brake disc, that is, the brake static disc 210 and the brake rotor disc 220 are both located within the accommodating cavity of the brake housing 100, so that the brake housing 100 can provide reliable protection for all brake discs. Furthermore, the brake housing 100 connects all the brake discs 210 and circumferentially constrains the discs 210, preventing relative rotation between the brake housing 100 and the discs 210. However, the discs 210 can slide radially along the reinforcing ribs of the brake housing 100, allowing the discs 210 and the brake housing 100 to remain stationary relative to the brake discs 220. The actuator disc 300 is connected to the brake housing 100. When the brake device is in operation, the actuator disc 300 pushes against the brake disc 200, causing the brake discs 220 and the brake discs 210 to overlap and squeeze, generating friction braking. This causes the brake disc 220 to stop rotating the core shaft 400, thereby braking the braked power shaft.

[0067] When the full-disc brake device is in the braking state, the actuator disc 300 pushes the brake disc to perform disc squeeze braking, while the stator disc 210 squeezes the rotor disc 220, thereby applying braking force to the rotating spindle 400. During this process, the brake housing 100 can withstand the axial force and circumferential torque of the brake disc. Furthermore, the provision of the brake housing 100 enables the full-disc brake device to possess all the advantages of the aforementioned brake housing 100, and the details will not be repeated here.

[0068] Based on the specific structures of the brake housing 100 and the all-disc brake device described above, embodiments of the present invention further provide a rail vehicle including the brake housing 100 described above, or including the all-disc brake device described above. By incorporating the brake housing 100 described above, the all-disc brake device in this rail vehicle possesses all the advantages of the brake housing 100 described above, and the details are omitted here.

[0069] In the description of the embodiments of the present invention, it should be noted that the terms "center", "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing the embodiments of the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operate in a specific orientation, and therefore should not be understood as limiting the embodiments of the present invention. In addition, the terms "first", "second", and "third" are used for descriptive purposes only and should not be understood as indicating or implying relative importance.

[0070] In the description of the embodiments of the present invention, it should be noted that, unless otherwise specified or limited, the terms "connected" and "connection" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, or integral connections; mechanical connections, electrical connections; and direct connections or indirect connections through an intermediary. Those skilled in the art will understand the specific meanings of the above terms in the embodiments of the present invention based on the specific circumstances.

[0071] In the embodiments of the present invention, unless otherwise expressly specified or limited, a first feature being "above" or "below" a second feature may mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediate medium. Furthermore, a first feature being "above," "above," or "above" a second feature may mean that the first feature is directly above or diagonally above the second feature, or simply means that the first feature is at a higher level than the second feature. A first feature being "below," "below," or "below" a second feature may mean that the first feature is directly below or diagonally below the second feature, or simply means that the first feature is at a lower level than the second feature.

[0072] In the description of this specification, the reference terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" mean that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the embodiment of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine different embodiments or examples described in this specification and features of different embodiments or examples without contradiction.

[0073] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the various embodiments of the present invention.

Claims

1. A brake disc connection structure, characterized in that: include: The brake disc comprises a plurality of brake dynamic discs and a plurality of brake static discs arranged at intervals; A mandrel, suitable for connecting the braked power shaft, the mandrel is arranged at the axis of the brake disc, the mandrel is fixedly connected to all the brake discs and can rotate synchronously, and all the brake discs can make the mandrel brake the power shaft by squeezing each other; Wherein, a web is installed in the core shaft, one end of the web is connected to the inner wall of the core shaft, and the other end of the web is connected to the braked power shaft.

2. The brake disc connection structure according to claim 1, characterized in that: The mandrel comprises: A first shaft body is arranged at the axis of the brake disc, and the first shaft body is fixedly connected to all the brake discs and can rotate synchronously; A second shaft body, coaxially arranged at one end of the first shaft body, wherein the outer diameter of the second shaft body is smaller than the inner diameter of the first shaft body; The web is arranged in a trumpet shape in the first shaft body, and the web is connected between the inner wall of the first shaft body and the second shaft body.

3. The brake disc connection structure according to claim 2, characterized in that: The first shaft body is evenly distributed with outwardly protruding convex key portions, and the convex key portions are suitable for clamping with the inner groove portion of the brake rotor.

4. The brake disc connection structure according to claim 2, characterized in that: The end surface of the second shaft body away from the first shaft body is configured with face gears.

5. The brake disc connection structure according to any one of claims 1 to 4, characterized in that: The brake stator includes a stator body, the center of which is configured with a stator shaft hole suitable for being sleeved outside the core shaft; the outer edge of the stator body is configured with outer grooves at intervals, and the outer grooves are suitable for being clamped on the brake housing.

6. The brake disc connection structure according to claim 5, characterized in that: The stator body is provided with a plurality of through holes, the through holes including at least one of a first hole and a second hole, the first hole being arranged to penetrate the stator body axially, and the second hole being arranged to penetrate the stator body radially.

7. The brake disc connection structure according to any one of claims 1 to 4, characterized in that: The brake disc comprises: A rigid disc body, with a movable disc shaft hole at the center, a plurality of inner teeth extending from the movable disc shaft hole toward the axis, and inner grooves between adjacent inner teeth, the inner grooves being suitable for clamping outside the core shaft; Two groups of friction disc bodies are respectively attached to the front and back sides of the rigid disc body.

8. The brake disc connection structure according to claim 7, characterized in that: The friction disc body comprises a plurality of friction blocks, each of which is evenly distributed on the surface of the rigid disc body, and an oil discharge groove is left between adjacent friction blocks.

9. The brake disc connection structure according to claim 8, characterized in that: The oil unloading groove is arranged along the radial direction of the rigid disc body.

10. A full disc brake device, characterized in that: include: The brake disc connection structure according to any one of claims 1 to 9; The brake housing is constructed with an open accommodating cavity, the accommodating cavity is suitable for accommodating the brake disc of the brake disc connecting structure, and the brake housing is connected to all the brake static discs of the brake disc and forms a circumferential limit for the static disc; The actuating disc is connected to the brake housing and is located at the opening of the accommodating cavity, and the actuating disc can push the brake disc.

11. A rail vehicle, characterized in that: It comprises the brake disc connection structure as claimed in any one of claims 1 to 9; or, it comprises the full disc brake device as claimed in claim 10.

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