Integrated dry-type multi-disc friction braking device

Abstract

The invention relates to a braking device, in particular to an integrated dry type multi-disc friction braking device which aims at solving the problems that an existing marine gearbox braking device is small in braking torque and does not have the function of autonomously controlling braking time, the integrated dry type multi-disc friction braking device comprises a braking device body and a control valve block, and the braking device body comprises a braking static end and a braking operation end. The braking operation end is connected with a gearbox transmission shaft system, synchronously operates along with the transmission shaft system and is arranged on the braking static end, and a plurality of friction discs of the braking operation end and a plurality of dual discs of the braking static end are arranged in a staggered mode. The control valve block controls friction clamping and separation between the multiple friction discs at the brake operation end and the multiple dual discs at the brake static end. The invention is used in the field of gearbox transmission.

Description

Technical Field

[0001] The present invention relates to a braking device, in particular to an integrated dry multi-disc friction braking device. The present invention is used in the field of gearbox transmission. Background Art

[0002] The brakes currently used in marine gearboxes are typically hydraulically controlled caliper disc brakes. This type of brake is a single-disc brake, and its operating principle is as follows: the hydraulic oil simultaneously pushes the left and right pistons to move axially. The left and right friction discs, under the action of the pistons, respectively press the brake discs, which then slow down and stop under the action of the friction torque. The advantage of hydraulically controlled caliper disc brakes is their simple structure. However, since this type of brake has only two friction pairs, and the effective area of ​​the friction pairs only reaches about 1 / 3 of the brake disc, the braking torque of this type of brake is relatively small. It is only suitable for braking or locking the shaft of a marine gearbox under low-speed conditions, and cannot be used for braking or power switching under high-speed conditions. It is necessary to provide a braking device that can generate a larger braking torque and is suitable for dynamic braking under high-speed conditions. Summary of the Invention

[0003] The purpose of the present invention is to solve the problems of low braking torque and lack of autonomous braking time in existing marine gearbox brake devices, and to provide an integrated dry multi-disc friction brake device.

[0004] The technical solution of the present invention is:

[0005] An integrated dry multi-disc friction brake device includes a brake device body and a control valve block. The brake device body includes a brake static end and a brake operating end. The brake operating end is connected to the gearbox transmission shaft system and operates synchronously with the transmission shaft system. The brake operating end is arranged on the brake static end. The multiple friction discs of the brake operating end and the multiple paired discs of the brake static end are arranged in an alternating manner. The control valve block controls the friction clamping and separation between the multiple friction discs of the brake operating end and the multiple paired discs of the brake static end.

[0006] Furthermore, the brake stationary end includes an adapter flange, a gear ring, an end plate, a piston and a working cylinder;

[0007] One end of the gear ring is installed on the adapter flange, the end plate, multiple friction discs and piston are installed in the gear ring in sequence, and the working cylinder is installed on the other end of the gear ring. The piston moves axially in the working cylinder. The cavity between the piston and the working cylinder is the working chamber. The gear ring is provided with an internal spline that cooperates with the external splines on the multiple friction discs, and the friction discs can move axially along the spline.

[0008] Further, it also includes a power source;

[0009] The power source is communicated with the working chamber and provides pressure for the working chamber. The control valve block controls the power of the power source to enter the working chamber.

[0010] Furthermore, the braking operation end includes a speed sensor, a coupling and a transmission shaft;

[0011] Multiple dual discs are installed on the drive shaft, and the speed sensor is used to monitor the speed of the drive shaft during braking. The drive shaft is provided with an external spline that cooperates with the internal splines on the multiple dual discs, and the dual discs can move axially along the spline.

[0012] Furthermore, the transmission shaft is arranged in the ring gear, the multiple friction discs of the ring gear and the multiple dual discs on the transmission shaft are staggered, and the speed sensor housing is fixedly installed on the working cylinder.

[0013] Furthermore, the brake stationary end further comprises a plurality of outer segmented springs, a plurality of return springs and a plurality of return bolts;

[0014] An external segmented spring is provided between two adjacent friction discs to ensure the distance between the two adjacent friction discs in the disengaged state. Multiple reset bolts are radially installed on the piston. A reset bolt is inserted on each reset spring. The reset bolt passes through the working cylinder and is threadedly connected to the piston.

[0015] Furthermore, the brake operation end further includes an inner segmented spring;

[0016] An inner segmented spring is provided between two adjacent pairs of disks to ensure the distance between the adjacent pairs of disks in a disengaged state.

[0017] Furthermore, the brake stationary end also includes multiple sets of temperature sensors and pressure sensors;

[0018] Multiple groups of temperature sensors for collecting temperature during the braking process are installed on each friction disc, and pressure sensors for collecting pressure in the working chamber during the braking process are installed on the working cylinder.

[0019] Furthermore, the control valve block includes a solenoid valve a, a pressure reducing valve and a solenoid valve b;

[0020] The power source is connected to the working chamber through the pressure reducing valve, solenoid valve a, and the working cylinder inlet of the working cylinder. The pressure of the power source is adjusted by the pressure reducing valve.

[0021] The working cylinder is discharged through the solenoid valve b to control the outlet of the working cylinder.

[0022] Furthermore, the braking stationary end further includes a housing,

[0023] A shell for receiving the wear debris generated by the friction disc is mounted on the outside of the adapter flange and the gear ring.

[0024] Compared with the prior art, the present invention has the following effects:

[0025] 1. The present invention relates to an integrated dry multi-disc friction brake device. Based on the friction braking principle, it can generate a large braking torque and is suitable for dynamic braking under high-speed conditions. It can quickly realize power switching, shutdown and static shaft locking of the transmission system. It also has the function of real-time monitoring of various signals such as speed, pressure, and temperature during the braking process, facilitating independent control of braking torque / braking time. It has the characteristics of compact structure, precise control, and comprehensive functions.

[0026] 2. The present invention provides an integrated dry multi-disc friction brake device with large braking torque, compact structure, precise braking torque control, and multiple signal acquisition functions. It can quickly achieve high-speed braking, power switching and static shaft locking of the gearbox transmission system, which is conducive to the integration, automation and intelligence of marine gearboxes. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 It is a schematic diagram of an integrated dry multi-disc friction brake device in a braking state;

[0028] Figure 2 It is a schematic diagram of an integrated dry multi-disc friction brake device in a disengaged state;

[0029] Figure 3 It is a schematic diagram of the control state of the brake control valve block of an integrated dry multi-disc friction brake device under braking conditions;

[0030] Figure 4 The present invention is a schematic diagram of the control state of a brake control valve block of an integrated dry multi-disc friction brake device during the braking release process. DETAILED DESCRIPTION

[0031] To make the objectives, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions of the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Generally, the components of the embodiments of the present invention described and shown in the drawings herein can be arranged and designed in various different configurations.

[0032] Specific implementation method 1: Combination Figure 1 and Figure 2The present embodiment is described. This embodiment is an integrated dry multi-disc friction brake device, which includes a brake device body and a control valve block 500. The brake device body includes a brake static end and a brake operating end. The brake static end is connected to the gearbox housing and always maintains an angular static state. The brake operating end is connected to the gearbox transmission shaft system and operates synchronously with the transmission shaft system. The brake operating end is arranged on the brake static end. The multiple friction discs 150 of the brake operating end and the multiple dual discs 320 of the brake static end are arranged in an alternating manner. The control valve block 500 controls the friction clamping and separation between the multiple friction discs 150 of the brake operating end and the multiple dual discs 320 of the brake static end.

[0033] The control valve block 500 controls the external power to press the multiple friction plates 150 and multiple dual plates 320 arranged in an interlaced manner against each other. The adjacent friction pairs are compressed and generate friction torque. Under the action of the friction torque, the dual plates 320 are rapidly decelerated, that is, the gearbox transmission shaft system is rapidly decelerated.

[0034] Figure 1 In the integrated dry multi-disc friction brake device, the braking state is achieved. Power source 600 enters working chamber 170, and piston 160, driven by power source 600, moves axially until multiple friction discs 150 and multiple mating discs 320 are pressed against each other. Adjacent friction pairs are compressed and generate friction torque. This friction torque rapidly decelerates the mating discs 320 and drive shaft 310, effectively decelerating the gearbox drive shaft system. During this deceleration process, speed sensor 230 monitors the deceleration of the rotating shaft system and determines in real time whether the deceleration rate meets the required speed. Temperature sensor 210 monitors the temperature of the friction discs, and pressure sensor 250 monitors the pressure within working chamber 170.

[0035] Figure 2 In the disengaged state, the integrated dry multi-disc friction brake device has no power source in working chamber 170. Piston 160 returns to its original position under the action of return spring 190 and return bolt 200. The friction discs 150 remain equally spaced apart due to the action of outer leaf spring 155, and the paired discs 320 also remain equally spaced apart due to the action of inner leaf spring 325. At this point, the friction discs and paired discs are separated and non-contacting, allowing the paired discs and drive shaft 310 to freely rotate along with the gearbox transmission shaft system.

[0036] like Figure 1 and Figure 2 The brake stationary end shown includes an adapter flange 110, a ring gear 130, an end plate 140, a piston 160, and a working cylinder 180;

[0037] One end of the ring gear 130 is mounted on the adapter flange 110. An end plate 140, multiple friction discs 150, and a piston 160 are sequentially mounted within the ring gear 130. A working cylinder 180 is mounted on the other end of the ring gear 130. The piston 160 moves axially within the working cylinder 180. The cavity between the piston 160 and the working cylinder 180 is the working chamber 170. The ring gear 130 is provided with internal splines that mate with the external splines on the multiple friction discs 150, allowing the friction discs 150 to move axially along the splines. The angular velocity is zero. The end plate 140 is designed to withstand the axial load and deformation during braking. The working cylinder 180 is provided with a cylinder inlet 181 and a cylinder outlet 182. Both cylinder inlet 181 and cylinder outlet 182 are connected to the control valve block 500, respectively, for the entry and exit of the power source 600 from the working cylinder 180.

[0038] The piston 160 moves toward the friction disc 150 and compresses the adjacent friction disc 150 to move. The gear box housing or other fixed end is fixedly connected to the adapter flange 110.

[0039] like Figure 3 and Figure 4 As shown, it also includes a power source 600;

[0040] The power source 600 is in communication with the working chamber 170 and provides pressure to the working chamber 170 . The control valve block 500 controls the power of the power source 600 to enter the working chamber 170 .

[0041] The power of the power source 600 enters the working chamber 170 , increasing the pressure in the working chamber 170 . The increased pressure in the working chamber 170 causes the piston 160 to squeeze the friction disc 150 .

[0042] like Figure 1 and Figure 2 As shown, the brake operation end includes a speed sensor 230, a coupling 240 and a transmission shaft 310;

[0043] Multiple dual disks 320 are installed on the transmission shaft 310, and the speed sensor 230 is used to monitor the speed of the transmission shaft 310 during braking. The transmission shaft 310 is provided with external splines that cooperate with the internal splines on the multiple dual disks 320, and the dual disks 320 can move along the axial direction of the splines.

[0044] The speed sensor 230 can be used to monitor the speed change of the transmission shaft 310 during the braking process, thereby reflecting the braking time.

[0045] like Figure 1 and Figure 2 As shown, the transmission shaft 310 is arranged in the ring gear 130 , the multiple friction discs 150 of the ring gear 130 and the multiple dual discs 320 on the transmission shaft 310 are staggered, and the housing of the speed sensor 230 is fixedly installed on the working cylinder 180 .

[0046] When the piston 160 moves toward the friction plate 150, the piston 160 pushes the friction plate 150 to move toward the dual plate 320 and squeezes the dual plate 320, thereby increasing the friction force between the friction plate 150 and the dual plate 320. The adjacent friction pairs generate a friction torque, and the dual plate 320 quickly decelerates / locks the shaft under the action of the friction torque.

[0047] like Figure 1 and Figure 2 As shown, the brake static end further includes a plurality of outer segmented springs 155, a plurality of return springs 190 and a plurality of return bolts 200;

[0048] An external leaf spring 155 is provided between two adjacent friction discs 150 to ensure the distance between the two adjacent friction discs 150 in the disengaged state. A plurality of reset bolts 200 are radially installed on the piston 160. A reset bolt 200 is inserted on each reset spring 190. The reset bolt 200 passes through the working cylinder 180 and is threadedly connected to the piston 160.

[0049] In the disengaged state, the distance between two adjacent friction discs 150 is equal, the return spring 190 is located between the working cylinder 180 and the return bolt 200, and a plurality of evenly distributed countersunk holes are processed on the outer end surface of the working cylinder 180 for installing the return spring 190 and the return bolt 200. When there is no pressure on one side of the piston 160, the return spring 190 returns the piston 160 to its original position.

[0050] like Figure 1 and Figure 2 As shown, the brake operation end also includes an inner segmented spring 325;

[0051] An inner leaf spring 325 is installed between adjacent pairs of discs 320 to maintain the spacing between them when disengaged. In this state, the spacing between adjacent pairs of discs 320 is equal. Each pair of discs 320 remains separated by the inner leaf spring 325. At this point, the friction discs 150 and the inner leaf spring 325 are separated and non-contacting, allowing the pairs of discs 320 and the drive shaft 310 to freely rotate along the gearbox transmission shaft system.

[0052] like Figure 1-Figure 4 As shown, the brake stationary end also includes multiple sets of temperature sensors 210 and pressure sensors 250;

[0053] Each friction disc 150 is equipped with multiple temperature sensors 210 for collecting temperature data during braking. These sensors monitor temperature changes during braking, ensuring the disc's service life and system safety. The working cylinder 180 is equipped with a pressure sensor 250 for collecting pressure within the working chamber 170 during braking.

[0054] like Figure 1-Figure 4 As shown, the control valve block 500 includes a solenoid valve a501, a pressure reducing valve 502 and a solenoid valve b503;

[0055] The power source 600 is connected to the working chamber 170 through the pressure reducing valve 502, the solenoid valve a501, and the working cylinder inlet 181 of the working cylinder 180. The pressure of the power source 600 is regulated by the pressure reducing valve 502.

[0056] The working cylinder 180 controls the opening of the working cylinder outlet 182 through the solenoid valve b503.

[0057] When a dynamic braking / static shaft lock command is issued, solenoid valve a501 in control valve block 500 is energized and solenoid valve b503 is de-energized, allowing power source 600 to enter the system. The initial braking pressure of power source 600 is adjusted by pressure reducing valve 502. If braking time is prolonged or the braking torque does not reach the target value during use, pressure reducing valve 502 can be adjusted to appropriately increase the braking pressure, thereby increasing the braking torque and shortening the braking time. If the braking torque far exceeds the target / design value during braking, solenoid valve b503 can be opened by jogging to appropriately reduce the pressure in working chamber 170, thereby reducing the braking torque and extending the service life of the friction disc.

[0058] When the release command is issued, the solenoid valve a501 in the control valve block 500 is de-energized and the solenoid valve b503 is energized, and the power source 600 is discharged from the cylinder outlet 182 .

[0059] like Figure 1 As shown, the brake stationary end further includes a housing 120,

[0060] The adapter flange 110 and the gear ring 130 are externally covered with a housing 120 for receiving the wear debris generated by the friction disc, thereby preventing the wear debris from contaminating the surrounding environment.

[0061] How it works

[0062] The present invention is located at the end of the gearbox drive shaft, which is fixedly connected to the brake drive shaft. The drive shaft 310 is splined to multiple pairs of discs 320, with internal leaf springs 325 located between adjacent pairs of discs 320. The adapter flange 110 is in turn fixedly connected to the brake's ring gear 130, which is splined to multiple friction discs 150. External leaf springs 155 are also located between adjacent friction discs 150. The brake internally houses a working cylinder 180, a piston 160, and a return spring 190. It is also equipped with multiple signal acquisition components, including a temperature sensor 210, a pressure sensor 250, and a speed sensor 230. Externally, the brake is equipped with a control valve block 500 and a power source 600. When the brake receives a braking signal, the power source 600 enters the working cylinder 180 through the control valve block 500, pushing the piston 160 to move axially until all the friction discs 150 and the dual discs 320 are pressed tightly. Under the action of the friction torque, the friction discs 150 drive the dual discs 320 and the gearbox transmission shaft 310 to slow down and stop and keep locked, thereby realizing the braking and shaft locking functions of the gearbox transmission shaft system.

[0063] During the braking process, the gearbox data acquisition module collects real-time information about the drive shaft speed, brake pressure, and friction disc temperature, and controls the braking torque based on braking requirements. If the braking time is too long (i.e., the braking torque does not reach the target value), the braking pressure can be increased to increase the braking torque, thereby increasing the braking speed. If the braking speed is too fast, the braking pressure can be reduced to appropriately reduce the braking torque and extend the life of the friction disc. If the friction disc temperature exceeds the allowable value during braking, the brakes should be released immediately to ensure system safety.

[0064] When the brake receives the release signal, all the power in the working cylinder 180 is discharged to the atmosphere or the oil pan through the control solenoid valve b503. 601 is the oil pan or muffler. When the power source 600 is a high-pressure gas source, it should be discharged to the atmosphere through the muffler. When the power source 600 is hydraulic oil, the working cylinder outlet 182 is discharged to the oil pan.

[0065] The piston 160 returns to its original position under the action of the return spring 190, and the pairs of discs 320 and the friction disc 150 are separated in pairs under the action of the leaf spring, and the brake is in a disengaged state. At this time, the gearbox transmission shaft system can operate freely without being affected by the brake.

[0066] Figure 1In the integrated dry multi-disc friction brake device, the braking state is achieved. Power source 600 enters working chamber 170, and piston 160, driven by power source 600, moves axially until multiple friction discs 150 and multiple mating discs 320 are pressed against each other. Adjacent friction pairs are compressed and generate friction torque. This friction torque rapidly decelerates the mating discs and drive shaft 310, effectively decelerating the gearbox drive shaft system. During this deceleration process, speed sensor 230 monitors the deceleration of the rotating shaft system and determines in real time whether the deceleration rate meets the required speed. Temperature sensor 210 monitors the temperature of the friction discs, and pressure sensor 250 monitors the pressure within working chamber 170.

[0067] Figure 2 In the figure, the integrated dry multi-disc friction brake device is in the disengaged state. There is no power source 600 in working chamber 170. Piston 160 returns to its original position under the action of return spring 190 and return bolt 200. The friction discs 150 remain equally spaced apart due to the action of outer leaf spring 155. The paired discs 320 also remain equally spaced apart due to the action of inner leaf spring 325. At this point, the friction discs 150 and paired discs 320 are separated and non-contacting, allowing the paired discs and drive shaft 310 to freely rotate along with the gearbox transmission shaft system.

[0068] Figure 3 、 Figure 4 The control states of the brake control valve block of the integrated dry multi-disc friction brake device under braking and during the braking process are respectively shown. The specific control process of the patent of this invention is as follows:

[0069] When the ship control system has no instruction to the gearbox brake device, all valve blocks in the control valve block 500 are in a power-off state;

[0070] When the ship's control system issues a dynamic braking / static shaft lock command to the gearbox, solenoid valve a 501 in the control valve block 500 is energized and solenoid valve b 503 is de-energized. Power source 600 enters the working chamber 170 through the brake cylinder inlet 181, braking the gearbox shafting. The initial braking pressure is regulated by pressure reducing valve 502, and the pressure within the working chamber 170 is monitored by pressure sensor 250. If the braking time is prolonged or the braking torque does not reach the target value during use, the pressure reducing valve can be adjusted to increase the braking pressure, thereby increasing the braking torque and shortening the braking time. If the braking torque far exceeds the target / design value during braking, solenoid valve b 503 can be opened by jogging to reduce the pressure within the working chamber, thereby reducing the braking torque and extending the service life of the friction disc.

[0071] When the ship's control system issues a release command to the gearbox, or when temperature sensor 210 detects that the friction disc temperature exceeds the allowable value during braking, solenoid valve a 501 in control valve block 500 is immediately de-energized and solenoid valve b 503 is energized to ensure system safety. Power source 600 is discharged from brake cylinder outlet 182. If power source 600 is a high-pressure gas source, it is discharged to the atmosphere through a muffler. If hydraulic oil is used, cylinder outlet 182 discharges to the oil pan. When pressure sensor 250 detects zero pressure in working chamber 170, solenoid valve b is de-energized, disengaging the brake system.

[0072] Note that the above are only preferred embodiments of the present invention and the technical principles employed. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described herein, and that various obvious changes, readjustments, and substitutions can be made by those skilled in the art without departing from the scope of protection of the present invention. Therefore, although the present invention has been described in detail through the above embodiments, the present invention is not limited to the above embodiments and may include many other equivalent embodiments without departing from the concept of the present invention. The scope of the present invention is determined by the scope of the appended claims.

Claims

1. An integrated dry multi-disc friction brake device, characterized by: The invention comprises a braking device body and a control valve block (500). The braking device body comprises a braking static end and a braking operating end. The braking operating end is connected to a gearbox transmission shaft system and operates synchronously with the transmission shaft system. The braking operating end is arranged on the braking static end. The multiple friction discs (150) of the braking operating end and the multiple dual discs (320) of the braking static end are arranged in a staggered manner. The control valve block (500) controls the friction clamping and separation between the multiple friction discs (150) of the braking operating end and the multiple dual discs (320) of the braking static end.

2. The integrated dry multi-disc friction brake device according to claim 1, characterized in that: The brake stationary end includes an adapter flange (110), a gear ring (130), an end plate (140), a piston (160) and a working cylinder (180); One end of the gear ring (130) is mounted on the adapter flange (110), the end plate (140), a plurality of friction discs (150) and a piston (160) are sequentially mounted in the gear ring (130), the working cylinder (180) is mounted on the other end of the gear ring (130), the piston (160) moves axially in the working cylinder (180), the cavity between the piston (160) and the working cylinder (180) is a working cavity (170), the gear ring (130) is provided with an internal spline that cooperates with an external spline on the plurality of friction discs (150), and the friction discs (150) can move axially along the spline.

3. The integrated dry multi-disc friction brake device according to claim 2, characterized in that: It also includes a power source (600); The power source (600) is in communication with the working chamber (170) and provides pressure to the working chamber (170), and the control valve block (500) controls the power of the power source (600) to enter the working chamber (170).

4. The integrated dry multi-disc friction brake device according to claim 1, characterized in that: The braking operation end includes a rotation speed sensor (230), a coupling (240) and a transmission shaft (310); A plurality of dual disks (320) are mounted on a transmission shaft (310), a rotation speed sensor (230) is used to monitor the rotation speed of the transmission shaft (310) during braking, an external spline is provided on the transmission shaft (310) and cooperates with the internal splines on the plurality of dual disks (320), and the dual disks (320) can move axially along the spline.

5. The integrated dry multi-disc friction brake device according to claim 2 or 4, characterized in that: The transmission shaft (310) is arranged in the ring gear (130), the multiple friction discs (150) of the ring gear (130) and the multiple dual discs (320) on the transmission shaft (310) are arranged in an alternating manner, and the housing of the rotation speed sensor (230) is fixedly mounted on the working cylinder (180).

6. The integrated dry multi-disc friction brake device according to claim 2, characterized in that: The braking stationary end further includes a plurality of outer segmented springs (155), a plurality of return springs (190) and a plurality of return bolts (200); An outer segmented spring (155) is provided between two adjacent friction discs (150) for ensuring the spacing between the two adjacent friction discs (150) in a disengaged state. A plurality of reset bolts (200) are radially mounted on the piston (160). A reset bolt (200) is inserted into each reset spring (190). The reset bolt (200) passes through the working cylinder (180) and is threadedly connected to the piston (160).

7. The integrated dry multi-disc friction brake device according to claim 2, characterized in that: The brake operation end also includes an inner segmented spring (325); An inner segmented spring (325) is provided between two adjacent dual disks (320) for ensuring the spacing between the adjacent dual disks (320) in a disengaged state.

8. The integrated dry multi-disc friction brake device according to claim 2, characterized in that: The brake stationary end further includes multiple sets of temperature sensors (210) and pressure sensors (250); Multiple groups of temperature sensors (210) for collecting temperature during the braking process are installed on each friction disc (150), and a pressure sensor (250) for collecting pressure in the working chamber (170) during the braking process is installed on the working cylinder (180).

9. The integrated dry multi-disc friction brake device according to claim 3, characterized in that: The control valve block (500) includes a solenoid valve a (501), a pressure reducing valve (502) and a solenoid valve b (503); The power source (600) is connected to the working chamber (170) through the pressure reducing valve (502), the solenoid valve a (501), and the working cylinder inlet (181) of the working cylinder (180). The pressure of the power source (600) is regulated by the pressure reducing valve (502). The working cylinder (180) controls the opening of the working cylinder outlet (182) through the solenoid valve b (503).

10. The integrated dry multi-disc friction brake device according to claim 2, characterized in that: The brake stationary end further includes a housing (120), A housing (120) for receiving wear debris generated by the friction disc is sheathed outside the adapter flange (110) and the gear ring (130).

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