Brake, motor and assembling method

Abstract

The invention provides a brake, a motor and an assembling method. The brake comprises a rear end cover, a main friction plate, an auxiliary friction plate, an armature and an adjusting plate. The armature and the auxiliary friction plate are arranged on the two sides of the main friction plate respectively, and the auxiliary friction plate is installed in the rear end cover. When the armature is attracted, a gap is formed between the main friction plate and the armature, the adjusting plate is installed in the gap, the end face of the main friction plate makes contact with the end face of the auxiliary friction plate, the installation position, located in the rear end cover, of the auxiliary friction plate is obtained, the adjusting plate is taken out of the gap, and the auxiliary friction plate is connected with the rear end cover. According to the invention, after the armature is attracted, a gap is formed between the armature and the main friction plate, the mounting position of the adjusting sheet is right in the gap, and the distance between the main friction plate and the armature can be accurately controlled by inserting the adjusting sheet into the gap.

Description

Technical Field

[0001] The present invention belongs to the technical field of motors, and in particular relates to a brake, a motor and an assembly method. Background Art

[0002] The electromagnetic brake is an important basic component that switches the brake state between power on and power off. It is mainly used for the safe braking of rotating mechanisms (such as motor devices, etc.). Currently, servo motor brakes are mainly divided into split type and integral type.

[0003] The related art discloses a brake and a motor device using the same. The brake has the advantages of large braking torque, short axial length, and easy assembly. However, the size of the gap between the brake friction plate and the armature requires the dimensional chain tolerance control of related parts, which increases the processing requirements of the parts and increases the cost of the brake. Summary of the Invention

[0004] The present invention provides a brake, a motor and an assembly method, which can solve the technical problem that the size of the gap between the brake friction plate and the armature requires the dimensional chain tolerance control of related parts, which increases the processing requirements of the parts.

[0005] The present invention provides a brake comprising a rear end cover, a main friction plate, an auxiliary friction plate, an armature and an adjusting plate; The armature and the auxiliary friction plate are respectively arranged on both sides of the main friction plate, and the auxiliary friction plate is installed in the rear end cover; When the armature is attracted, there is a gap between the primary friction plate and the armature, the adjusting plate is installed in the gap, the end face of the primary friction plate contacts the end face of the secondary friction plate, and the secondary friction plate is located in the installation position in the rear end cover. The adjusting plate is removed from the gap, and the secondary friction plate is connected to the rear end cover.

[0006] In some embodiments, the thickness of the adjustment plate is adjustable, and the adjustment plate is sandwiched between the main friction plate and the armature.

[0007] In some embodiments, the gap has a value of 0.1 mm ± 0.02.

[0008] In some embodiments, it also includes a rotating shaft and a wheel hub, and the armature, the main friction plate and the secondary friction plate are arranged in sequence along the axial direction of the rotating shaft; the wheel hub is installed on the rotating shaft, and in the circumferential direction of the wheel hub, the main friction plate is formed connected with the wheel hub.

[0009] In some embodiments, the main friction plate is provided with a mounting through hole, the wheel hub is mounted in the mounting through hole, the mounting through hole is in a non-circular geometric shape, and the outer contour of the wheel hub is adapted to the mounting through hole.

[0010] In some embodiments, the mounting through hole is polygonal, and the primary friction plate is movably disposed along the axial direction of the rotating shaft.

[0011] In some embodiments, a first anti-wear part is provided on the end face of the armature facing the main friction plate, and a second anti-wear part is provided on the end face of the secondary friction plate facing the main friction plate. When the armature is not attracted, the side of the first anti-wear part facing away from the armature contacts the end face of the main friction plate, and the side of the second anti-wear part facing away from the secondary friction plate contacts the end face of the main friction plate.

[0012] In some embodiments, the first anti-wear part and the second anti-wear part are both sealing rings, the end surface of the armature facing the main friction plate is provided with a first annular groove, and the first anti-wear part is installed in the first annular groove; the end surface of the secondary friction plate facing the main friction plate is provided with a second annular groove, and the second anti-wear part is installed in the second annular groove.

[0013] In some embodiments, the rear end cover is provided with an installation cavity, and the auxiliary friction plate is adjustably arranged in the installation cavity. When the auxiliary friction plate is located at the installation position in the rear end cover, the auxiliary friction plate is welded or glued to the rear end cover.

[0014] In some embodiments, a stator core and a spring are further included, one end of the spring is installed in the mounting hole of the stator core, and the other end of the spring is connected to the armature. The power on and off of the stator core is used to adjust the release of the spring elasticity.

[0015] A motor comprises a brake, wherein the brake is the above-mentioned brake.

[0016] An assembly method is provided for assembling the above-mentioned brake, comprising: The auxiliary friction plate is interference-fitted in the rear end cover, and when the brake is energized, the armature is attracted, and a gap is formed between the primary friction plate and the armature; The adjusting plate is installed in the gap, the end face of the primary friction plate contacts the end face of the secondary friction plate, and the primary friction plate pushes the secondary friction plate to move, so that the secondary friction plate moves to the installation position in the rear end cover, and then the rear end cover is removed, the adjusting plate is removed from the gap, and then the rear end cover is reinstalled, and the secondary friction plate is connected to the rear end cover.

[0017] The present invention provides a brake, a motor, and an assembly method, which have the following beneficial effects: In the present invention, when the armature is engaged, a gap is formed between the armature and the primary friction plate. The adjustment plate is installed precisely in this gap. By inserting the adjustment plate into this gap, the distance between the primary friction plate and the armature can be precisely controlled. The thickness and shape of the adjustment plate are configured so that the gap between the primary friction plate and the armature is adjusted to a suitable range during the adjustment process. This suitable gap prevents unnecessary wear between the armature and the primary friction plate, thereby extending the service life of the brake. During the insertion of the adjustment plate into the gap, the adjustment plate pushes the primary friction plate to move axially. This movement is achieved through contact between the adjustment plate and the primary friction plate, ensuring that the primary friction plate can be precisely moved to the desired position. Because the end surfaces of the primary and secondary friction plates are in contact, the movement of the primary friction plate drives the secondary friction plate to move along with it. By pushing the primary friction plate, the adjustment plate indirectly adjusts the position of the secondary friction plate, enabling it to be precisely moved to the predetermined installation position in the rear end cover. The use of adjustment plates allows for precise adjustment of the positions of the primary and secondary friction plates during assembly, ensuring that the contact and clearance between them meet the specified settings. This precise adjustment is crucial to brake performance, as the braking effect and reliability of the brake depend on the precise fit of these components. The use of adjustment plates avoids excessively high demands on component machining accuracy. Traditional brake assembly requires strict control of component dimensional chain tolerances to ensure clearance accuracy. However, the use of adjustment plates in this embodiment makes the assembly process more flexible, reduces reliance on component machining accuracy, and thus reduces brake manufacturing costs. Furthermore, when the adjustment plate is fully inserted into the gap, the secondary friction plate moves to its predetermined installation position in the rear end cap. At this point, the adjustment plate can be removed from the gap, and the secondary friction plate, now positioned, can be directly fixed to the rear end cap. This arrangement makes the assembly process more efficient, reducing assembly steps and time. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] To more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for the embodiments or the description of the prior art. Obviously, the drawings described below are merely exemplary, and those skilled in the art can, without inventive effort, derive other implementation drawings based on the provided drawings.

[0019] Figure 1 It is a schematic diagram of a brake in the prior art; Figure 2 Schematic diagram of the size chain of the brake in the prior art; Figure 3is a schematic diagram of a brake according to an embodiment of the present invention; Figure 4 Schematic diagram of the assembly of the main friction plate, armature and auxiliary friction plate according to an embodiment of the present invention; Figure 5 is a schematic diagram of an adjustment sheet according to an embodiment of the present invention; Figure 6 This is an enlarged view of the details of the first and second wear-proof parts according to an embodiment of the present invention.

[0020] Figures: 1-rear end cover; 101-installation chamber; 2-main friction plate; 3-secondary friction plate; 301-second annular groove; 4-armature; 401-first annular groove; 5-adjusting plate; 6-rotating shaft; 7-wheel hub; 8-stator core; 10-spring; 11-first anti-wear part; 12-second anti-wear part. DETAILED DESCRIPTION

[0021] The following will be combined with the accompanying drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, rather than all the embodiments. The following description of at least one exemplary embodiment is actually only illustrative and is in no way intended to limit the present invention and its application or use. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0022] In the description of the present invention, it should be understood that the directions or positional relationships indicated by directional words such as "front, back, up, down, left, right", "horizontal, vertical, perpendicular, horizontal" and "top, bottom" are usually based on the directions or positional relationships shown in the accompanying drawings. They are only for the convenience of describing the present invention and simplifying the description. Unless otherwise specified, these directional words do not indicate or imply that the device or element referred to must have a specific direction or be constructed and operated in a specific direction. Therefore, they cannot be understood as limiting the scope of protection of the present invention; the directional words "inside and outside" refer to the inside and outside relative to the outline of each component itself.

[0023] For ease of description, spatially relative terms such as "on," "above," "on the upper surface of," and "upper" may be used herein to describe the spatial positional relationship of a device or feature to other devices or features as shown in the figures. It should be understood that spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if a device in a drawing is inverted, a device described as "above" or "on top of" the other devices or features would then be positioned "below" or "beneath" the other devices or features.

[0024] See also Figures 3 to 5 As shown, according to an embodiment of the present invention, a brake is provided, which includes a rear end cover 1, a main friction plate 2, a secondary friction plate 3, an armature 4 and an adjusting plate 5; the armature 4 and the secondary friction plate 3 are respectively arranged on both sides of the main friction plate 2, and the secondary friction plate 3 is installed in the rear end cover 1; when the armature 4 is attracted, there is a gap between the main friction plate 2 and the armature 4, and the adjusting plate 5 is installed in the gap, the end face of the main friction plate 2 contacts the end face of the secondary friction plate 3, and the secondary friction plate 3 is located in the installation position in the rear end cover 1, the adjusting plate 5 is removed from the gap, and the secondary friction plate 3 is connected to the rear end cover 1.

[0025] It is worth noting that, in conjunction with Figure 1 and Figure 2 As shown, the gap between the armature 4 and the primary friction plate 2 significantly affects the brake's pull-in voltage and the amount of friction plate wear. A larger gap requires a greater magnetomotive force to engage the armature 4, leading to an increase in the pull-in voltage. A smaller gap exacerbates the wear between the armature 4 and the primary friction plate 2 when the brake is not in operation. Existing brakes have high precision requirements for the axial length h0 from the brake mating surface of the rear end cover 1 to the plane of the secondary friction plate 3, the thickness h1 of the secondary friction plate 3, the thickness h2 of the primary friction plate 2, and the thickness h3 of the armature 4. These dimensions must be strictly controlled to maintain the gap between the primary friction plate 2 and the armature 4 (axial length h0 - thickness h1 of the secondary friction plate 3 - thickness h2 of the primary friction plate 2 - thickness h3 of the armature 4) within 0.1 to 0.2 mm. Conventional solutions limit the gap range, resulting in poor brake consistency and difficult machining due to the high tolerances of various components.

[0026] To solve the above problem, this embodiment first installs the secondary friction plate 3 in the rear end cover 1. At this time, the secondary friction plate 3 can move a certain distance in the rear end cover 1. The installation of the secondary friction plate 3 must ensure that it can move freely in the rear end cover 1 without shaking or tilting, so as to ensure the accuracy of subsequent assembly. The armature 4 is installed on the other side of the primary friction plate 2 to ensure that the armature 4 and the primary friction plate 2 can be normally attracted and released. When the armature 4 is attracted, that is, the armature 4 moves away from the primary friction plate 2, a certain gap is formed between the primary friction plate 2 and the armature 4. When installing the secondary friction plate 3, it is preferred that the secondary friction plate 3 and the primary friction plate 2 are in surface contact, with the end surface of the primary friction plate 2 in contact with the end surface of the secondary friction plate 3. Install the adjusting plate 5 in the gap to adjust the relative position between the primary friction plate 2 and the secondary friction plate 3, and continue to push the adjusting plate 5 to gradually enter the gap. As the adjusting plate 5 enters, the primary friction plate 2 is pushed to move while also pushing the secondary friction plate 3 to move, until the adjusting plate 5 is completely placed in the gap. At this time, the secondary friction plate 3 is moved to the installation position in the rear end cover 1, and the secondary friction plate 3 has moved to the correct position, that is, the size of the gap at this time can prevent air wear between the armature 4 and the primary friction plate 2. Then remove the adjusting plate 5 from the gap, so that when the brake is de-energized, the armature 4 can contact the primary friction plate 2. When the brake is energized, the armature 4 is attracted away from the primary friction plate 2.

[0027] In this embodiment, when the armature 4 is engaged, a gap is formed between the armature 4 and the primary friction plate 2. The adjustment plate 5 is installed precisely in this gap. By inserting the adjustment plate 5 into this gap, the distance between the primary friction plate 2 and the armature 4 can be precisely controlled. The thickness and shape of the adjustment plate 5 ensure that the gap between the primary friction plate 2 and the armature 4 is adjusted to a suitable range during the adjustment process. This suitable gap prevents unnecessary wear between the armature 4 and the primary friction plate 2, thereby extending the service life of the brake. During the insertion of the adjustment plate 5 into the gap, it pushes the primary friction plate 2 axially. This movement is achieved through contact between the adjustment plate 5 and the primary friction plate 2, ensuring that the primary friction plate 2 can be accurately moved to the desired position. Because the end surfaces of the primary friction plate 2 and the secondary friction plate 3 are in contact, the movement of the primary friction plate 2 drives the secondary friction plate 3 to move along with it. By pushing the primary friction plate 2, the adjustment plate 5 indirectly adjusts the position of the secondary friction plate 3, enabling it to be accurately moved to the predetermined installation position in the rear end cover 1. The use of the adjustment plate 5 allows for precise adjustment of the position of the primary friction plate 2 and the secondary friction plate 3 during assembly, ensuring that the contact and clearance between them meet the specified requirements. This precise adjustment is crucial to brake performance, as the braking effect and reliability of the brake depend on the precise fit of these components. The use of the adjustment plate 5 avoids excessively high demands on component machining accuracy. In traditional brake assembly, strict control of component dimensional chain tolerances is required to ensure clearance accuracy. However, the use of the adjustment plate 5 in this embodiment makes the assembly process more flexible, reduces reliance on component machining accuracy, and thus reduces brake manufacturing costs. Furthermore, when the adjustment plate 5 is fully inserted into the gap, the secondary friction plate 3 moves to its predetermined installation position in the rear end cover 1. At this point, the adjustment plate 5 can be removed from the gap. The position of the secondary friction plate 3 is now determined, allowing it to be directly fixed to the rear end cover 1. This arrangement makes the assembly process more efficient, reducing assembly steps and time.

[0028] See also Figures 3 to 5 As shown, the thickness of the adjusting plate 5 is adjustable, and the adjusting plate 5 is sandwiched between the main friction plate 2 and the armature 4 .

[0029] Specifically, the gap size is actually based on the thickness of the adjustment plate 5. The gap size must be sufficient to accommodate the adjustment plate 5. Since the adjustment plate 5 is provided to ensure that there is no or minimal air wear between the armature 4 and the primary friction plate 2 when the armature 4 is attracted, the appropriate thickness of the adjustment plate 5 is pre-selected based on the gap size. By sandwiching the adjustment plate 5 between the primary friction plate 2 and the armature 4, it can directly act on this critical area, thereby achieving precise gap control.

[0030] In this embodiment, by selecting adjustment plates 5 of varying thicknesses, the gap between the primary friction plate 2 and the armature 4 can be precisely controlled to ensure that the gap meets the desired setting. Different application scenarios may require different gap values. The adjustable thickness of the adjustment plates 5 allows for flexible adaptation to various operating conditions, enabling the brake to be adjusted according to actual needs. Furthermore, the arrangement of the adjustment plates 5 makes replacement very convenient. If gap adjustment is required, simply replace the adjustment plates 5 with a different thickness, eliminating the need for complex disassembly and reassembly. During assembly, the appropriate thickness of the adjustment plates 5 can be selected based on the actual measured gap size. The gap adjustment can be completed by simply inserting the adjustment plates 5, eliminating the need for complex measuring and adjustment tools. This greatly simplifies the assembly process. If the brake requires gap adjustment during use, fine-tuning can be achieved by replacing the adjustment plates 5 with different thicknesses without disassembling the entire brake. This arrangement facilitates brake maintenance and adjustment. Because the thickness of the adjustment plates 5 is adjustable, the machining precision requirements for the primary friction plate 2 and the armature 4 can be appropriately reduced, making component processing easier and reducing manufacturing costs.

[0031] See also Figures 3 to 5 As shown, the gap value is 0.1mm±0.02.

[0032] In this embodiment, the clearance range is limited to 0.1 mm ± 0.02 mm, meaning the actual clearance should be between 0.08 mm and 0.12 mm. This ensures that the brake meets specified performance requirements in both energized and de-energized states. By controlling the clearance within this precise range, unnecessary idle wear between the armature 4 and the main friction plate 2 can be effectively prevented. If the clearance is too large, significant idle travel may occur between the armature 4 and the main friction plate 2, resulting in prolonged braking response time and even slippage during braking. If the clearance is too small, friction between the armature 4 and the main friction plate 2 may increase, leading to increased wear. When the brake is de-energized, the armature 4 and the main friction plate 2 must quickly engage to achieve braking. A precise clearance ensures closer contact between the armature 4 and the main friction plate 2, thereby increasing braking torque and ensuring quick and effective braking. While the clearance range is relatively precise, the 0.1 mm ± 0.02 mm range still provides flexibility to adapt to different operating environments and conditions. For example, under varying temperature, humidity, or load conditions, the brake's clearance may vary slightly due to factors such as thermal expansion. This range ensures the brake continues to function properly despite these variations. In actual production, part dimensions may vary in size. By controlling the clearance within a range of 0.1mm±0.02mm, the clearance can be adjusted during assembly by selecting an adjustment plate 5 of appropriate thickness, thereby accommodating parts of varying sizes and improving the brake's versatility and compatibility.

[0033] See also Figures 3 to 5 As shown, it also includes a rotating shaft 6 and a wheel hub 7. Along the axial direction of the rotating shaft, the armature 4, the main friction plate 2 and the auxiliary friction plate 3 are arranged in sequence; the wheel hub 7 is installed on the rotating shaft 6, and in the circumferential direction of the wheel hub 7, the main friction plate 2 is formed connected with the wheel hub 7.

[0034] Specifically, the shaft 6 is installed into the brake support structure, ensuring that the shaft 6 can rotate freely and its axial position is fixed. The hub 7 is installed onto the shaft 6, ensuring that the hub 7 and the shaft 6 are tightly fitted and can rotate synchronously. The hub 7 must be installed to ensure that it is fixed to the shaft 6 in the circumferential direction, usually achieved by a key connection or other mechanical connection method. The main friction plate 2 is installed onto the hub 7, ensuring that the main friction plate 2 and the hub 7 are connected in the circumferential direction. The installation position of the main friction plate 2 must ensure that it can cooperate with the armature 4 and the secondary friction plate 3 to form effective braking contact. The secondary friction plate 3 is installed into the rear end cover 1, ensuring that the secondary friction plate 3 can move a certain distance axially in the rear end cover 1. The secondary friction plate 3 must be installed to ensure that it can move freely in the rear end cover 1 without shaking or tilting to ensure the accuracy of subsequent assembly. The end face of the secondary friction plate 3 must contact the end face of the main friction plate 2 to form a surface contact state. Install the armature 4 on the other side of the main friction plate 2, ensuring that the armature 4 and the main friction plate 2 can be normally attracted and released. When the armature 4 is attracted, a gap will be formed between the main friction plate 2 and the armature 4. Insert the adjusting plate 5 into this gap. The thickness of the adjusting plate 5 should be selected according to the actual measured gap size to ensure that the gap value is within the range of 0.1mm±0.02mm. Push the adjusting plate 5 gradually into the gap. As the adjusting plate 5 enters, the main friction plate 2 will be pushed, and at the same time, the main friction plate 2 will drive the secondary friction plate 3 to move axially until the adjusting plate 5 is completely placed in the gap. At this time, the secondary friction plate 3 will move to the predetermined installation position in the rear end cover 1. The gap between the main friction plate 2 and the armature 4 is adjusted to the appropriate range to prevent air wear between the armature 4 and the main friction plate 2. Since the rear end cover 1 will interfere with the removal of the adjusting plate 5, first remove the rear end cover 1, and then remove the adjusting plate 5 from the gap. At this time, the secondary friction plate 3 has moved to the correct position, and the gap between the primary friction plate 2 and the armature 4 has also been adjusted. The secondary friction plate 3 is fixedly connected to the rear end cover 1.

[0035] In this embodiment, the primary friction plate 2 is integrally connected to the wheel hub 7, allowing the brake to directly act on the wheel hub 7. This direct connection ensures rapid transmission of braking force to the wheel hub 7. Torque transmission occurs between the wheel hub 7 and the primary friction plate 2, improving braking efficiency. The tight connection between the primary friction plate 2 and the wheel hub 7 ensures uniform friction distribution during braking, preventing local overload or slippage, thereby enhancing braking reliability and stability. By sequentially arranging the armature 4, primary friction plate 2, and secondary friction plate 3 along the axial direction of the rotating shaft 6, the brake structure becomes more compact, reducing inertia delay during braking. The armature 4 can rapidly engage and release during power-on and power-off, achieving rapid braking and release, significantly shortening the brake's response time. The integral connection between the primary friction plate 2 and the wheel hub 7 and the use of the adjustment plate 5 enable precise control of the braking clearance, ensuring rapid and accurate engagement and separation between the armature 4 and the primary friction plate 2 during braking, further optimizing the brake's dynamic performance.

[0036] See also Figures 3 to 5 As shown, the main friction plate 2 is provided with a mounting through hole, and the wheel hub 7 is mounted in the mounting through hole. The mounting through hole is in a non-circular geometric shape, and the outer contour of the wheel hub 7 is adapted to the mounting through hole.

[0037] In this embodiment, the non-circular mounting through hole is adapted to the outer contour of the wheel hub 7, which can ensure that there is no relative movement between the main friction plate 2 and the wheel hub 7 in the circumferential direction. This arrangement achieves circumferential fixation of the main friction plate 2 and the wheel hub 7 through shape matching, so that the main friction plate 2 can rotate synchronously with the wheel hub 7, thereby effectively transmitting the braking torque during braking. Since there is no relative rotation between the main friction plate 2 and the wheel hub 7, the brake can directly transmit the braking torque to the wheel hub 7 during braking, avoiding the loss of braking torque due to slipping or idling, thereby improving the braking efficiency. By adapting the non-circular mounting through-hole to the outer contour of the wheel hub 7, the connection between the main friction plate 2 and the wheel hub 7 does not require additional fixing devices (such as screws, keys or rivets). This arrangement simplifies the assembly process, reduces assembly steps and time, and improves production efficiency. The non-circular mounting through-hole and the outer contour of the wheel hub 7 can be quickly aligned to ensure that the main friction plate 2 can be accurately installed in the predetermined position during assembly, reducing assembly errors. Circumferential fixation is achieved through form fitting, reducing friction between the main friction plate 2 and the wheel hub 7, thereby reducing wear. This arrangement extends the service life of the brake and improves its reliability.

[0038] See also Figures 3 to 5 As shown, the mounting through hole is polygonal, and the main friction plate 2 is movably arranged along the axial direction of the rotating shaft 6.

[0039] In this embodiment, the mounting holes are square in shape, corresponding to the square outer contour of the wheel hub 7. The square mounting holes match the square outer contour of the wheel hub 7, ensuring that there is no relative circumferential movement between the main friction plate 2 and the wheel hub 7. This form fit allows the main friction plate 2 to rotate synchronously with the wheel hub 7, effectively transmitting braking torque during braking. Since there is no circumferential relative movement between the main friction plate 2 and the wheel hub 7, the brake can directly transmit braking torque to the wheel hub 7 during braking, avoiding braking torque loss due to slippage or idling, thereby improving braking efficiency. The main friction plate 2 is movable along the axial direction of the rotating shaft 6, allowing for flexible adjustment of its position during assembly and maintenance. For example, when installing the adjustment plate 5, the main friction plate 2 can be easily moved to ensure the gap is adjusted properly. If the main friction plate 2 or the wheel hub 7 needs to be replaced, the square mounting holes matching the outer contour of the wheel hub 7 simplify the replacement process, reducing maintenance time and cost.

[0040] See also Figures 3 to 6 As shown, the end face of the armature 4 facing the main friction plate 2 is provided with a first anti-wear member 11, and the end face of the secondary friction plate 3 facing the main friction plate 2 is provided with a second anti-wear member 12. When the armature 4 is not engaged, the side of the first anti-wear member 11 facing away from the armature 4 contacts the end face of the main friction plate 2, and the side of the second anti-wear member 12 facing away from the secondary friction plate 3 contacts the end face of the main friction plate 2. It is worth noting that when installing the adjustment plate 5, the first anti-wear member 11 does not affect the installation accuracy. The anti-wear member itself has a certain elasticity, or the adjustment plate 5 does not need to be fully inserted into the gap between the main friction plate 2 and the armature 4, that is, the installation position of the adjustment plate 5 can avoid the first anti-wear member 11. In addition, the contact between the first anti-wear member 11 and the second anti-wear member 12 does not rub the main friction plate 2, thereby affecting the rotation of the main friction plate 2.

[0041] In this embodiment, when the armature 4 is not engaged, the first and second anti-wear members 11 and 12 respectively contact the end faces of the primary friction plate 2, alleviating direct collision and vibration between the armature 4, the secondary friction plate 3, and the primary friction plate 2, thereby reducing brake operating noise and improving user comfort. In the non-braking state, i.e., high-speed rotation, the primary friction plate 2 is in direct contact with the anti-wear members, with a certain gap between the secondary friction plate 3 and the armature 4. This eliminates the problem of air wear between the primary friction plate 2, the secondary friction plate 3, and the armature 4, and improves the life of the friction plates.

[0042] See also Figure 6As shown, the first anti-wear part 11 and the second anti-wear part 12 are both sealing rings, the end surface of the armature 4 facing the main friction plate 2 is provided with a first annular groove 401, and the first anti-wear part 11 is installed in the first annular groove 401; the end surface of the secondary friction plate 3 facing the main friction plate 2 is provided with a second annular groove 301, and the second anti-wear part 12 is installed in the second annular groove 301.

[0043] In this embodiment, the annular groove provides a stable installation position for the sealing ring, so that the sealing ring can remain stable when the equipment is running and will not shift or deform due to vibration or impact, thereby ensuring a long-term and stable sealing effect between the main friction plate 2 and the armature 4 and the auxiliary friction plate 3.

[0044] In this embodiment, an adjustment plate 5, a first wear-proof member 11, and a second wear-proof member 12 are provided. The adjustment plate 5 is used to precisely adjust the gap between the main friction plate and the armature, ensuring proper operation of the brake during both power-on and power-off conditions. By selecting an adjustment plate 5 of appropriate thickness, the gap can be controlled within a set range, preventing wear between the armature and the main friction plate. The adjustment plate 5 makes gap adjustment more flexible and convenient during assembly, reducing reliance on component machining accuracy, simplifying assembly steps, and improving production efficiency. When the armature is not engaged, the first wear-proof member 11 and the second wear-proof member 12 respectively contact the end faces of the main friction plate 2, mitigating direct impact and vibration between the armature 4 and the secondary friction plate 3, thereby reducing brake operating noise and improving user comfort. In the non-braking state (e.g., during high-speed rotation), the main friction plate 2 directly contacts the wear-proof member, while maintaining a certain gap between the secondary friction plate 3 and the armature 4. This arrangement effectively eliminates the problem of wear between the main friction plate 2, the secondary friction plate 3, and the armature 4, extending the service life of the friction plates. Adjustment plate 5 precisely controls clearance, ensuring proper brake operation; anti-wear components reduce noise, vibration, and wear, improving user comfort and component life. Together, these two components ensure stable and efficient brake operation under all operating conditions, enhancing overall performance and reliability. Adjustment plate 5 simplifies clearance adjustment during assembly, while the installation of anti-wear components further improves assembly precision, ensuring that the clearances between components meet specified requirements. This improved assembly efficiency simultaneously ensures brake assembly quality.

[0045] See also Figures 3 to 5 As shown, the rear end cover 1 is provided with a mounting chamber 101 , and the auxiliary friction plate 3 is adjustably arranged in the mounting chamber 101 . When the auxiliary friction plate 3 is located at the mounting position in the rear end cover 1 , the auxiliary friction plate 3 is welded or glued to the rear end cover 1 .

[0046] Specifically, the wheel hub 7 is mounted on the rotating shaft 6, ensuring that the wheel hub 7 and the rotating shaft 6 are tightly fitted and can rotate synchronously. The outer contour of the wheel hub 7 is adapted to the mounting hole of the primary friction plate 2, and the square outer contour of the wheel hub 7 should be aligned with the square mounting hole of the primary friction plate 2. The secondary friction plate 3 is mounted in the mounting chamber 101 of the rear end cover 1. The secondary friction plate 3 can move a certain distance axially in the mounting chamber 101 to facilitate subsequent position adjustment. The armature 4 is mounted on the other side of the primary friction plate 2, ensuring that the armature 4 and the primary friction plate 2 can be normally engaged and released. The mounting position of the armature 4 needs to be precisely controlled to form an appropriate brake clearance during subsequent adjustment. When the secondary friction plate 3 is in its mounting position in the rear end cover 1, spot welding or circumferential welding along the secondary friction plate 3 is used.

[0047] In this embodiment, the position of the secondary friction plate 3 within the mounting chamber 101 is adjustable. This means that the position of the secondary friction plate 3 can be adjusted as needed during assembly to ensure that the clearance and fit accuracy between the secondary friction plate 3 and other components, such as the primary friction plate 2 and the armature 4, meet the required requirements. This adjustability provides flexibility during assembly, accommodating parts of varying sizes or assembly errors. After the secondary friction plate 3 is adjusted to the predetermined mounting position, it is secured to the rear end cover 1 by welding, ensuring the stability of the position of the secondary friction plate 3 during operation. Welding is a reliable fixing method that provides sufficient strength and stability to prevent the secondary friction plate 3 from shifting or loosening during brake operation. Welding the secondary friction plate 3 can improve the overall structural stability of the brake, reduce vibration and noise during operation, and improve the smooth operation of the brake. If the position of the secondary friction plate 3 needs to be adjusted, it can be adjusted before welding, making on-site adjustment of the brake more convenient. This arrangement allows for flexible adjustment of the position of the secondary friction plate 3 according to actual operating conditions.

[0048] See also Figures 3 to 5 As shown, it also includes a stator core 8 and a spring 10. One end of the spring 10 is installed in the mounting hole of the stator core 8, and the other end of the spring 10 is connected to the armature 4. The power on and off of the stator core 8 is used to adjust the elastic release of the spring 10.

[0049] Specifically, when the brake is de-energized, spring 10 is preloaded, its elastic force acting on armature 4, pushing it toward primary friction plate 2. Because primary friction plate 2 is connected to wheel hub 7, the contact between armature 4 and primary friction plate 2 generates a braking torque, thereby achieving the braking function. Secondary friction plate 3 is welded to a predetermined position within mounting chamber 101 of rear end cover 1, ensuring its coordinated operation with primary friction plate 2 during braking. When power is applied to stator core 8, a magnetic field is generated, attracting armature 4 toward stator core 8. At this point, the elastic force of spring 10 is overcome, causing armature 4 to separate from primary friction plate 2. As armature 4 is engaged, spring 10 is further compressed, storing elastic energy. After armature 4 separates from primary friction plate 2, the braking torque disappears, allowing wheel hub 7 and shaft 6 to rotate freely, and the brake is released.

[0050] In this embodiment, when power is off, the elastic force of spring 10 rapidly pushes armature 4 into contact with primary friction plate 2, generating braking torque and achieving rapid braking. The elastic properties of spring 10 ensure that the brake responds extremely quickly, providing stable braking force. When power is on, the magnetic field generated by stator core 8 attracts armature 4, overcoming the elastic force of spring 10 and separating armature 4 from primary friction plate 2, resulting in rapid brake release. This arrangement ensures rapid brake response and release when power is on. Adjustment plate 5 is used to precisely adjust the gap between primary friction plate 2 and armature 4. During brake assembly, inserting adjustment plate 5 allows the gap between primary friction plate 2 and armature 4 to be adjusted to the desired setting range. Precise adjustment of this gap is crucial for the proper functioning of spring 10. One end of spring 10 is connected to stator core 8, and the other end is connected to armature 4. When spring 10 is preloaded, its elastic force pushes armature 4 into contact with primary friction plate 2. The use of the adjusting plate 5 ensures the accuracy of this contact process, so that the spring 10 can quickly push the armature 4 to contact the main friction plate 2 when the power is off, thereby achieving rapid braking; when the power is on, the magnetic field generated by the stator core 8 attracts the armature 4, overcomes the elastic force of the spring 10, and separates the armature 4 from the main friction plate 2. The precise adjustment of the adjusting plate 5 ensures the smooth progress of this separation process, avoiding excessive compression or insufficient release of the spring 10 due to excessively large or too small a gap.

[0051] As a specific embodiment, the rear end cover 1 is generally made of aluminum alloy, which has slightly inferior friction properties to steel. Direct friction between the rear end cover 1 and the primary friction plate 2 results in a relatively low friction coefficient. Therefore, a secondary friction plate 3 made of steel is installed on the rear end cover 1 to increase the friction coefficient and thus the braking torque. A step is machined on the rear end cover 1, and its inner cavity creates an interference fit with the secondary friction plate 3. The secondary friction plate 3 can be made of steel with a higher friction coefficient, and a reticulated texture is ground onto its surface to increase the friction torque.

[0052] A motor comprises a brake, which is the brake mentioned above.

[0053] An assembly method is provided for assembling the above-mentioned brake, and the assembly method comprises: The auxiliary friction plate 3 is interference-fitted into the rear end cover 1 and is pressed into the cavity of the rear end cover 1 by cold pressing. Note that the auxiliary friction plate 3 cannot be pressed into place in one step during this process, and a distance of about 1 / 3 must be left; The positioning pin is pressed into the hole reserved for the brake, and the spring 10 is placed in the spring 10 hole corresponding to the stator core 8. The brake is energized, the armature 4 is attracted, and there is a gap between the main friction plate 2 and the armature 4; Under the action of a large external force, the rear end cover 1 is pressed tightly against the stop of the stator core 8 to ensure that there is no gap at the stop of the stator core 8, and the adjusting plate 5 is installed in the gap. The end face of the main friction plate 2 contacts the end face of the auxiliary friction plate 3. At the same time, the main friction plate 2 pushes the auxiliary friction plate 3 to move, so that the auxiliary friction plate 3 moves to the installation position in the rear end cover 1. Then, the rear end cover 1 is removed, the adjusting plate 5 is removed from the gap, and the rear end cover 1 is reinstalled, and the auxiliary friction plate 3 is welded to the rear end cover 1; then the rear end cover 1 and the auxiliary friction plate 3 are installed on the brake as a component, and the screws are tightened to complete the assembly.

[0054] In this embodiment, the secondary friction plate 3 is installed in the rear end cover 1 by interference fit. This assembly method ensures the stability and position accuracy of the secondary friction plate 3 in the rear end cover 1. The interference fit can prevent the secondary friction plate 3 from loosening or shifting during operation. When the brake is energized, the armature 4 is attracted, and a gap is formed between the main friction plate 2 and the armature 4. The size of this gap is precisely controlled by the adjusting plate 5. The adjusting plate 5 is installed in the gap between the main friction plate 2 and the armature 4. By pushing the main friction plate 2, its end face contacts the end face of the secondary friction plate 3. This method ensures the correct contact between the main friction plate 2 and the secondary friction plate 3, and at the same time pushes the secondary friction plate 3 to move to the predetermined installation position in the rear end cover 1. The push of the adjustment plate 5 allows the secondary friction plate 3 to be precisely moved to the predetermined installation position in the rear end cover 1. This movement ensures that the secondary friction plate 3 can work in conjunction with the primary friction plate 2 during brake operation to provide stable braking torque. After the secondary friction plate 3 is moved into position, the rear end cover 1 is removed, the adjustment plate 5 is removed from the gap, the rear end cover 1 is reinstalled, and the secondary friction plate 3 is welded to the rear end cover 1. This operation ensures the stability of the position of the secondary friction plate 3 during operation and prevents it from shifting or loosening. The precise thickness and shape of the adjustment plate 5 enable the gap between the primary friction plate 2 and the armature 4 to be precisely controlled, thereby improving assembly accuracy. This precise gap adjustment is crucial to the performance of the brake because it directly affects the braking effect and response speed of the brake.

[0055] It is easy for those skilled in the art to understand that, under the premise of no conflict, the above-mentioned advantageous methods can be freely combined and superimposed.

[0056] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention shall be included within the scope of protection of the present invention. The above are merely preferred embodiments of the present invention. It should be noted that those skilled in the art may make various improvements and variations without departing from the technical principles of the present invention, and such improvements and variations shall also be considered within the scope of protection of the present invention.

Claims

1. A brake, characterized in that: include: A rear end cover (1), a main friction plate (2), a secondary friction plate (3), an armature (4), and an adjustment plate (5); The armature (4) and the auxiliary friction plate (3) are respectively arranged on both sides of the main friction plate (2), and the auxiliary friction plate (3) is installed in the rear end cover (1); When the armature (4) is attracted, a gap is formed between the primary friction plate (2) and the armature (4), the regulating plate (5) is installed in the gap, the end face of the primary friction plate (2) contacts the end face of the secondary friction plate (3), and the secondary friction plate (3) is positioned in the rear end cover (1). The regulating plate (5) is removed from the gap, and the secondary friction plate (3) is connected to the rear end cover (1).

2. The brake according to claim 1, characterized in that The thickness of the adjustment plate (5) is adjustable, and the adjustment plate (5) is sandwiched between the main friction plate (2) and the armature (4).

3. The brake according to claim 1, characterized in that The value of the gap is 0.1 mm ± 0.

02.

4. The brake according to claim 1, wherein: The invention also includes a rotating shaft (6) and a wheel hub (7), wherein the armature (4), the main friction plate (2) and the auxiliary friction plate (3) are arranged in sequence along the axial direction of the rotating shaft (6); the wheel hub (7) is mounted on the rotating shaft (6), and in the circumferential direction of the wheel hub (7), the main friction plate (2) and the wheel hub (7) are connected in a form-fitting manner; the main friction plate (2) is provided with a mounting through hole, and the wheel hub (7) is mounted in the mounting through hole, wherein the mounting through hole has a non-circular geometric shape, and the outer contour of the wheel hub (7) is adapted to the mounting through hole.

5. The brake according to claim 1, wherein: The end surface of the armature (4) facing the primary friction plate (2) is provided with a first anti-wear member (11), and the end surface of the secondary friction plate (3) facing the primary friction plate (2) is provided with a second anti-wear member (12). When the armature (4) is not attracted, the side of the first anti-wear member (11) facing away from the armature (4) contacts the end surface of the primary friction plate (2), and the side of the second anti-wear member (12) facing away from the secondary friction plate (3) contacts the end surface of the primary friction plate (2).

6. The brake according to claim 5, characterized in that The first anti-wear member (11) and the second anti-wear member (12) are both sealing rings; a first annular groove (401) is provided on the end surface of the armature (4) facing the primary friction plate (2); and the first anti-wear member (11) is installed in the first annular groove (401); a second annular groove (301) is provided on the end surface of the secondary friction plate (3) facing the primary friction plate (2); and the second anti-wear member (12) is installed in the second annular groove (301).

7. The brake according to claim 1, characterized in that The rear end cover (1) is provided with a mounting chamber (101), and the auxiliary friction plate (3) is adjustably arranged in the mounting chamber (101). When the auxiliary friction plate (3) is located at the mounting position in the rear end cover (1), the auxiliary friction plate (3) is welded or glued to the rear end cover (1).

8. The brake according to claim 1, wherein: It also includes a stator core (8) and a spring (10), one end of the spring (10) is installed in a mounting hole of the stator core (8), and the other end of the spring (10) is connected to the armature (4). The power on and off of the stator core (8) is used to adjust the release of the elasticity of the spring (10).

9. A motor, characterized in that: The invention comprises a brake, wherein the brake is the brake according to any one of claims 1 to 8.

10. An assembly method, characterized in that: The assembly method is used to assemble the brake according to any one of claims 1 to 8, and the assembly method comprises: The auxiliary friction plate (3) is interference-fitted in the rear end cover (1), the brake is energized, the armature (4) is attracted, and a gap is formed between the main friction plate (2) and the armature (4); The adjusting plate (5) is installed in the gap, the end surface of the main friction plate (2) contacts the end surface of the auxiliary friction plate (3), and the main friction plate (2) pushes the auxiliary friction plate (3) to move, so that the auxiliary friction plate (3) moves to the installation position in the rear end cover (1), and then the rear end cover (1) is removed, the adjusting plate (5) is removed from the gap, and the rear end cover (1) is reinstalled, and the auxiliary friction plate (3) is connected to the rear end cover (1).

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