Tubular motor and brake assembly therefor

Abstract

The application discloses a tubular motor and a brake assembly thereof, and relates to the technical field of tubular motors. The brake assembly comprises a brake inner shell body fixedly arranged in the tubular motor; a roller cage coaxially arranged in the brake inner shell body, and the roller cage is rotationally connected with the brake inner shell body; a plurality of wedge-shaped grooves are annularly arranged on the side of the roller cage, the circumferential width of the wedge-shaped grooves gradually decreases along the radial direction of the roller cage; each wedge-shaped groove movably arranges a roller; a power output shaft is connected to the other end of the roller cage, and the power output shaft is used for connecting an external load; at least part of the power output shaft is in a polygonal structure and extends into the interior of the roller cage, and the edge of the polygonal structure is in abutment with the roller. The technical scheme provided by the application can improve the self-locking braking reliability of the brake assembly.

Description

Technical Field

[0001] This invention relates to the field of tubular motor technology, and particularly to a tubular motor and its braking assembly. Background Technology

[0002] Tubular motors are widely used in electrical equipment such as furniture, home appliances, and automotive electric modules due to their compact structure and easy installation. Typically, tubular motors are equipped with a braking assembly, which ensures reliable power output during normal operation and provides good self-locking braking capability in the event of power failure or shutdown to prevent uncontrolled reverse rotation under external loads, thus ensuring the safety and reliability of the electrical equipment.

[0003] In existing technologies, the most common braking solution for braking components in tubular motors is the torsion spring braking technology. Its core relies on the radial clamping / releasing of the load output shaft surface by the torsion spring to achieve power transmission and braking switching. However, the aforementioned torsion spring braking solution has the following technical drawbacks: insufficient self-locking braking reliability; the clamping force of the torsion spring depends on the frictional force of the shaft surface, and when the load torque fluctuates, the shaft surface wears, or is contaminated with oil, the frictional force decreases significantly, making self-locking failure highly likely and posing a safety hazard.

[0004] For the reasons mentioned above, there is an urgent need for a braking component with high self-locking braking reliability to ensure that the tubular motor maintains a self-locking state when subjected to external torque loads, and to prevent uncontrolled reversal of the external load.

[0005] It should be noted that the above content is only used to help understand the technical solution of the present invention, and does not represent an admission that the above content is prior art. Summary of the Invention

[0006] The main objective of this invention is to provide a tubular motor and its braking assembly, which aims to improve the self-locking braking reliability of the braking assembly, so as to ensure that the tubular motor maintains a self-locking state when subjected to external torque loads and avoid uncontrolled reversal of the external load.

[0007] To achieve the above objectives, the present invention proposes a braking assembly for use in a tubular motor; Specifically, the braking assembly includes: The brake inner housing is fixed inside the tubular motor; A roller cage is coaxially disposed inside the brake inner housing and is rotatably connected to the brake inner housing; the side of the roller cage is provided with a plurality of through-hole wedge-shaped grooves, the circumferential width of the wedge-shaped grooves gradually decreasing along the radial direction away from the roller cage; each wedge-shaped groove is movably disposed with a roller; A power input shaft is connected to one end of the roller cage, and the power input shaft is used to connect to the rotary drive assembly; A power output shaft is connected to the other end of the roller cage, the power output shaft being used to connect an external load; wherein at least a portion of the power output shaft is polygonal in shape and extends into the interior of the roller cage, the edges of the polygonal structure abutting against the rollers; When the rotary drive assembly drives the roller cage to rotate in the forward direction, the roller is guided by the inclined side of the wedge groove to move to the wide end position of the wedge groove. At this time, there is a radial clearance between the roller and the brake inner housing. The roller rotates with the roller cage and drives the power output shaft to rotate synchronously in the forward direction. When the rotary drive assembly stops driving and the external load applies a reverse torque to the power output shaft, the roller is pushed by the polygonal structure to the narrow end of the wedge groove. At this time, the roller and the brake inner housing are in compressive contact, so that the polygonal structure, the roller and the brake inner housing form an integrated rigid constraint, locking the reverse rotation of the power output shaft.

[0008] In one embodiment, the polygonal structure is configured as a hexagonal structure, with each edge of the polygonal structure abutting against the corresponding roller. In the forward transmission state, the roller drives the power output shaft to rotate synchronously by the contact friction with the edge of the polygonal structure.

[0009] In one embodiment, a spline structure is provided at one end of the power input shaft facing the roller cage, and the roller cage is provided with a corresponding spline mounting groove, wherein the spline structure is fitted and connected to the spline mounting groove.

[0010] In one embodiment, each of the spline mounting slots has a gasket groove on both the left and right sides, and a gasket is provided in the gasket groove. The gasket has an outward convex structure, and the outward convex portion of the gasket extends into the spline mounting slot.

[0011] In one embodiment, the brake assembly includes a first bearing member and a second bearing member, and a roller cage is disposed between the first bearing member and the second bearing member; wherein, the first bearing member is installed between the power input shaft and the brake inner housing, and the second bearing member is installed between the power output shaft and the brake inner housing.

[0012] In one embodiment, the brake assembly includes a brake housing, which is fixed inside the tubular motor and coaxially sleeved on the outer periphery of the inner brake housing. The inner side of the brake housing is provided with a plurality of limiting protrusions extending axially along the brake housing. The outer side of the inner brake housing is provided with a plurality of limiting grooves, with the limiting protrusions corresponding to and interlocking with the limiting grooves.

[0013] To achieve the above objectives, the present invention proposes a tubular motor, the tubular motor comprising a motor housing, wherein a rotary drive assembly, a first reduction transmission assembly, a brake assembly, and a load mounting assembly are sequentially arranged inside the motor housing, wherein the brake assembly is a brake assembly as described in any of the above claims.

[0014] In one embodiment, a second reduction gear assembly is further provided between the brake assembly and the power output end; the first reduction gear assembly and / or the second reduction gear assembly are formed by combining one or more planetary gear modules; In one embodiment, adjacent components are connected to each other via a coupling.

[0015] In one embodiment, the rotary drive assembly is fixedly fitted with damping pad rings on both sides along its axial direction; and / or, the load mounting assembly is fixedly fitted with one or more of the damping pad rings along its axial direction; the damping pad rings are made of silicone material and are interference-fitted with the motor housing.

[0016] In one embodiment, the outer side of the damping pad ring is provided with a plurality of annularly arranged sound-insulating protrusions, and the plurality of sound-insulating protrusions are spaced apart along the axial direction of the damping pad ring; wherein the free end of the sound-insulating protrusion is provided with a sharp angle.

[0017] The technical solution of this invention adopts the wedge self-locking principle between the roller component, the wedge groove, and the brake inner housing. When an external load applies a reverse torque to the power output shaft, the polygonal structure pushes the roller component along the wedge groove to its narrow end, causing the roller component to form a squeezing contact with the brake inner housing. This makes the polygonal structure, the roller component, and the brake inner housing form an integrated rigid constraint. The greater the reverse torque, the tighter the wedge, forming a positive feedback self-reinforcing effect. Even under harsh conditions such as load fluctuations, contact surface wear, or oil contamination, it can still maintain stable and reliable self-locking, thereby improving the self-locking braking reliability of the brake assembly. This ensures that the tubular motor maintains a self-locking state when subjected to external torque loads, preventing uncontrolled reverse rotation of the external load. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a schematic diagram of the overall structure of an embodiment of the tubular motor provided by the present invention; Figure 2 An exploded view of the overall structure of an embodiment of the tubular motor provided by the present invention; Figure 3 An exploded view of an embodiment of the brake assembly provided by the present invention; Figure 4 This is a schematic diagram of the internal structure of an embodiment of the brake assembly provided by the present invention; Figure 5 A schematic diagram of one embodiment of the brake assembly provided by the present invention (hiding the brake outer shell and the brake inner shell). Figure 6 A second schematic diagram of a brake assembly embodiment provided by the present invention (hiding the brake outer shell and the brake inner shell). Figure 7 This is a schematic diagram of the overall structure of another embodiment of the tubular motor provided by the present invention.

[0020] Figure 8 For the appendix Figure 2 A magnified view of part A.

[0021] Explanation of reference numerals in the attached figures: 100. Brake assembly; 110. Brake inner housing; 111. Limiting groove; 120. Roller cage; 121. Wedge groove; 122. Spline mounting groove; 123. Shim groove; 124. Shim piece; 130. Roller piece; 140. Power input shaft; 141. Spline structure; 150. Power output shaft; 151. Polygonal structure; 160. First bearing piece; 170. Second bearing piece; 180. Brake housing; 181. Limiting protrusion; 200. Rotary drive assembly; 300. Motor housing; 400. First reduction gear assembly; 410. Planetary gear module; 500. Load mounting assembly; 510. Mounting collar; 520. Load mounting shaft; 600. Second reduction gear assembly; 700. Coupling; 800. Vibration damping pad ring; 810. Sound insulation protrusion; The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0022] The technical solutions of this invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only a portion of the embodiments of this invention, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0023] It should be noted that if the embodiments of the present invention involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indicators will also change accordingly.

[0024] Furthermore, it should be noted that the descriptions involving "first," "second," etc., in this invention are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature. Additionally, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, such a combination of technical solutions should be considered non-existent and not within the scope of protection claimed by this invention.

[0025] In existing technologies, the most common braking solution for braking components in tubular motors is the torsion spring braking technology. Its core relies on the radial clamping / releasing of the load output shaft surface by the torsion spring to achieve power transmission and braking switching. However, the aforementioned torsion spring braking solution has the following technical drawbacks: insufficient self-locking braking reliability; the clamping force of the torsion spring depends on the frictional force of the shaft surface, and when the load torque fluctuates, the shaft surface wears, or is contaminated with oil, the frictional force decreases significantly, making self-locking failure highly likely and posing a safety hazard.

[0026] To address the aforementioned technical problems, this invention proposes a braking assembly for a tubular motor.

[0027] Please see Figures 1 to 4 In this embodiment, the tubular motor is applied to a tubular motor; Specifically, the brake assembly 100 includes: The brake inner housing 110 is fixed inside the tubular motor; A roller cage 120 is coaxially disposed inside the brake inner housing 110, and the roller cage 120 is rotatably connected to the brake inner housing 110. A plurality of through-hole wedge-shaped grooves 121 are arranged in a ring on the side of the roller cage 120. The circumferential width of the wedge-shaped grooves 121 gradually decreases in the radial direction away from the roller cage 120 (that is, the end of the wedge-shaped groove 121 near the shaft core of the roller cage 120 is the wide end position of the wedge-shaped groove 121, and the end of the wedge-shaped groove 121 away from the shaft core is the narrow end position of the wedge-shaped groove 121). A roller 130 is movably disposed in each wedge-shaped groove 121. The power input shaft 140 is connected to one end of the roller cage 120 and is used to connect the rotary drive assembly 200 (e.g., a DC brushed motor or a DC brushless motor). A power output shaft 150 is connected to the other end of a roller cage 120. The power output shaft 150 is used to connect an external load (not shown in the figure). At least a portion of the power output shaft 150 is a polygonal structure 151 and extends into the interior of the roller cage 120. The edges of the polygonal structure 151 abut against the roller 130. When the rotary drive assembly 200 drives the roller cage 120 to rotate in the forward direction, the roller 130 is guided by the inclined side of the wedge groove 121 to move to the wide end position of the wedge groove 121. At this time, there is a radial gap between the roller 130 and the brake inner housing 110. The roller 130 rotates with the roller cage 120 and drives the power output shaft 150 to rotate synchronously in the forward direction. Understandably, when the rotary drive assembly 200 outputs positive torque to the power input shaft 140, the power input shaft 140 drives the roller cage 120 to rotate in the same direction. At this time, the roller 130, which is disposed in the wedge groove 121 of the roller cage, rotates with the roller cage 120 and is guided and constrained by the inclined side of the wedge groove 121 (i.e., the side wall of the wedge groove 121 with a gradually changing width), and thus generates a radial displacement relative to the roller cage 120. Specifically, it moves towards the wide end position of the wedge groove 121. After the roller 130 moves to the wide end position, its outer edge forms a certain distance with the inner wall of the fixed brake inner housing 110. The radial clearance means that the two no longer maintain a contact and compression state. At the same time, although the roller 130 and the edge of the polygonal structure 151 of the power output shaft 150 are in contact but not in a wedge-tight contact, the roller 130 is in a free rolling state and hardly generates any resistance to the relative movement between the roller cage 120 and the power output shaft 150. As the roller cage 120 continues to rotate forward, the roller 130 drives the power output shaft 150 to rotate synchronously forward at the wide end of the wedge groove 121 through the contact friction with the edge of the polygonal structure 151, thereby realizing the smooth transmission of power from the rotary drive assembly 200 to the external load.

[0028] When the rotary drive assembly 200 stops driving and the external load applies a reverse torque to the power output shaft 150, the roller 130 is pushed by the polygonal structure 151 to the narrow end of the wedge groove 121. At this time, the roller 130 and the brake inner housing 110 are in compressive contact, so that the polygonal structure 151, the roller 130 and the brake inner housing 110 form an integrated rigid constraint, locking the reverse rotation of the power output shaft 150.

[0029] Understandably, when the rotary drive assembly 200 stops driving (e.g., power failure or shutdown) and an external load applies a reverse torque to the power output shaft 150 in the opposite direction to the forward output direction, this reverse torque is transmitted through the polygonal structure 151 of the power output shaft 150 to the roller 130 abutting against its edge. Since the polygonal structure 151 tends to rotate in the opposite direction with the power output shaft 150, its edge applies a reverse pushing force to the roller 130. This pushing force overcomes the free state of the roller 130 at the wide end position, forcing the roller 130 to slide along the wedge groove 121 from the wide end to the narrow end. As the roller 130 gradually moves towards the narrow end position, the radial width of the wedge groove 121 continuously narrows, and the radial clearance between the roller 130 and the fixed inner wall of the brake inner housing 110 also gradually decreases. When roller 130 reaches the narrow end position, its outer edge changes from a clearance fit to an interference fit with the inner wall of the brake inner housing 110, generating a large contact pressure and static friction. At the same time, one side of roller 130 is limited and fixed by the narrow end side wall of wedge groove 121, and the other side is pressed against the edge of polygonal structure 151. This locks the polygonal structure 151 of power output shaft 150, roller 130 and fixed brake inner housing 110 into a rigid integral constraint structure, completely eliminating any rotational freedom of power output shaft 150 relative to brake inner housing 110. This makes power output shaft 150 firmly locked at the current angle and unable to rotate in the opposite direction. The greater the reverse torque, the tighter roller 130 weds into the narrow end, and the stronger the locking force, thus achieving stable and reliable instantaneous self-locking braking.

[0030] The technical solution of this invention adopts the wedge self-locking principle between the roller 130, the wedge groove 121, and the brake inner housing 110. When an external load applies a reverse torque to the power output shaft 150, the polygonal structure 151 abuts against and pushes the roller 130 to move along the wedge groove 121 to its narrow end position, so that the roller 130 and the brake inner housing 110 form a squeezing contact. In this way, the polygonal structure 151, the roller 130, and the brake inner housing 110 form an integrated rigid constraint. The greater the reverse torque, the tighter the wedge, forming a positive feedback self-reinforcing effect. Even under harsh working conditions such as load fluctuation, contact surface wear, or oil contamination, it can still maintain stable and reliable self-locking, thereby improving the self-locking braking reliability of the brake assembly 100, ensuring that the tubular motor maintains a self-locking state when subjected to external torque load, and avoiding uncontrolled reverse rotation of the external load.

[0031] As a preferred embodiment of the above, the polygonal structure 151 is configured as a hexagonal structure, with each edge of the polygonal structure 151 abutting against the corresponding roller 130. In the forward transmission state, the roller 130 drives the power output shaft 150 to rotate synchronously by the contact friction with the edge of the polygonal structure 151. With this configuration, the hexagonal structure has both good symmetry and suitable edge angles, and its number of edges is moderate. This ensures that there is sufficient contact surface to transmit friction and drive the power output shaft 150 to rotate synchronously during forward transmission, and also ensures that each edge can effectively abut and push the roller 130 when subjected to reverse force, allowing it to slide smoothly towards the narrow end of the wedge groove 121. At the same time, the hexagonal structure and multiple rollers 130 are uniformly matched circumferentially to form a multi-point symmetrical force system, so that the power output shaft 150 is subjected to balanced force during transmission and braking, avoiding local wear or deformation caused by eccentric loads, and further improving the transmission smoothness and self-locking reliability of the brake assembly 100.

[0032] As a preferred embodiment of the above embodiments, refer to Figures 5 to 6 A spline structure 141 is provided at one end of the power input shaft 140 facing the roller cage 120, and a corresponding spline mounting groove 122 is provided on the roller cage 120. The spline structure 141 and the spline mounting groove 122 are fitted together. This configuration achieves a coaxial fixed connection between the power input shaft 140 and the roller cage 120 through the fitting connection between the spline structure 141 at the end of the power input shaft 140 and the corresponding spline mounting groove 122 on the roller cage 120. The spline structure 141 transmits torque through the simultaneous contact of multiple tooth surfaces, resulting in a large load-bearing capacity and uniform force distribution. This effectively transmits the large torque impact generated when the rotary drive assembly 200 starts without slippage or breakage. Furthermore, the spline fit has excellent self-aligning performance, ensuring that the power input shaft 140 and the roller cage 120 always maintain good coaxiality, avoiding rotational imbalance and additional vibration caused by eccentricity.

[0033] Furthermore, each spline mounting groove 122 has a shim groove 123 on both its left and right sides. A shim 124 is accommodated in the shim groove 123. The shim 124 has an outwardly convex structure, and the outwardly convex portion of the shim 124 extends into the spline mounting groove 122. With this arrangement, by accommodating the outwardly convex shim 124 in the shim groove 123 on both sides of the spline mounting groove 122 and extending the outwardly convex portion of the shim 124 into the spline mounting groove 122, effective pre-tightening and axial positioning of the spline connection are achieved. Understandably, the gasket 124 is machined or formed into a convex structure (such as an arc-shaped spring), with its main body accommodated and fixed in the gasket groove 123, while the convex raised portion protrudes and extends into the internal space of the spline mounting groove 122. When the spline structure 141 at the end of the power input shaft 140 is inserted into the spline mounting groove 122, the side of the spline structure 141 will squeeze these convex portions, causing the gasket 124 to undergo elastic compression deformation, thereby applying a continuous elastic preload between the spline structure 141 and the spline mounting groove 122. In this way, on the one hand, the elastic preload of the shim 124 can effectively eliminate the unavoidable axial and circumferential fit clearances during the spline engagement process, ensuring that the spline structure 141 and the spline mounting groove 122 always maintain a tight fit, preventing the tubular motor from moving, impacting, and causing abnormal noise at the spline connection when frequently switching between forward and reverse directions; on the other hand, the elastic buffering effect of the shim 124 can absorb the instantaneous impact load generated during transmission, reducing the direct impact wear on the tooth surface of the spline structure 141 and extending the service life of the device; furthermore, even if the tooth surface of the spline structure 141 experiences slight wear after long-term use, the elastic restoring force of the shim 124 can still automatically compensate for the newly added clearance, ensuring that the spline connection always maintains a clearance-free fit, thereby guaranteeing the long-term stable transmission accuracy and consistent self-locking response of the brake assembly 100.

[0034] As a preferred embodiment of the above, the brake assembly 100 includes a first bearing member 160 and a second bearing member 170, with a roller retainer 120 sandwiched between the first bearing member 160 and the second bearing member 170. The first bearing member 160 is installed between the power input shaft 140 and the brake inner housing 110, and the second bearing member 170 is installed between the power output shaft 150 and the brake inner housing 110. With this configuration, the brake assembly 100 independently comprises the first bearing member 160 and the second bearing member 170. The first bearing member 160 is fitted into the annular space between the outer periphery of the power input shaft 140 and the inner wall of the brake inner housing 110, and the second bearing member 170 is fitted into the annular space between the outer periphery of the power output shaft 150 and the inner wall of the brake inner housing 110. The roller retainer 120 is axially clamped and positioned between the first bearing member 160 and the second bearing member 170, meaning that the two bearing members support and limit the roller retainer 120 from both axial ends. In this way, firstly, the first bearing component 160 and the second bearing component 170 respectively form rotational support points between the power input shaft 140 and the power output shaft 150 and the stationary brake inner housing 110, ensuring the coaxiality of the power input shaft 140, the roller cage 120, and the power output shaft 150 relative to the brake inner housing 110, preventing radial runout or axial movement of the roller cage 120 during high-speed rotation, thereby ensuring that the movement trajectory of the roller component 130 in the wedge groove 121 is accurate and controllable, and that the reliability and consistency of the self-locking response are not affected by positional deviation; secondly, the bearing components effectively The sliding friction between the power input shaft 140, the power output shaft 150 and the brake inner housing 110 is converted into rolling friction, which greatly reduces rotational resistance, power loss and heat generation, and improves transmission efficiency. Furthermore, the layout of the roller cage 120 clamped from both ends by the dual bearing components ensures that the roller cage 120 is precisely limited in the axial direction. This prevents the roller component 130 from dislodging from the effective working area of ​​the wedge groove 121 due to axial movement, and also prevents additional stress from over-positioning. The overall rigidity is enhanced, which is beneficial for maintaining the structural stability and deformation resistance of the brake assembly 100 under high load conditions.

[0035] As a preferred embodiment of the above embodiments, refer to Figure 4The brake assembly 100 includes a brake housing 180, which is fixed inside the tubular motor and coaxially sleeved on the outer periphery of the inner brake housing 110. The inner side of the brake housing 180 is provided with a plurality of limiting protrusions 181 extending axially along the brake housing 180. The outer side of the inner brake housing 110 is provided with a plurality of limiting grooves 111, with the limiting protrusions 181 corresponding to and engaging with the limiting grooves 111. This configuration, by coaxially sleeved on the outer periphery of the inner brake housing 110 and utilizing the engaging connection between the limiting protrusions 181 on the inner side of the brake housing 180 and the limiting grooves 111 on the outer side of the inner brake housing 110, achieves circumferential fixation between the inner brake housing 110 and the brake housing 180. The method of fastening by interlocking the limiting protrusion 181 and the limiting groove 111 achieves reliable circumferential positioning without the need for additional fasteners, resulting in a simple structure and saving assembly space. Simultaneously, the axially extending limiting protrusion 181 and limiting groove 111 have long mating surfaces and large contact areas, enabling them to withstand significant braking reaction torque without slippage or deformation. This ensures that the brake inner housing 110 remains fixed under high locking torque conditions, providing a stable and reliable fixed support foundation for the wedge-shaped self-locking of the roller component 130. In other embodiments, the limiting protrusion 181 may be disposed on the brake inner housing 110, and the limiting groove 111 on the brake outer housing 180; these embodiments should also be within the scope of protection of this application.

[0036] This invention proposes a tubular motor, with reference to Figures 1 to 2 The tubular motor includes a motor housing 300. Inside the motor housing 300, a rotary drive assembly 200, a first reduction transmission assembly 400, a brake assembly 100, and a load mounting assembly 500 are sequentially arranged. The brake assembly 100 is as described in any of the above embodiments. For the specific structure of the brake assembly 100, please refer to the above embodiments. Since this tubular motor adopts all the technical solutions of all the above embodiments, it possesses at least all the beneficial effects brought about by the technical solutions of the above embodiments, and will not be elaborated further here.

[0037] The rotary drive assembly 200 is the power source for the tubular motor, providing initial rotary driving force for the entire transmission chain. Specifically, the rotary drive assembly 200 typically employs a DC brushed motor or a DC brushless motor, with its drive output end coupled to the input end of the first reduction gear assembly 400 via a coupling 700 or a direct connection. When energized, it outputs a positive rotational torque, which is reduced and amplified by the first reduction gear assembly 400 and then transmitted to the power input shaft 140 of the brake assembly 100, thereby driving the roller cage 120 to rotate positively. This torque is then transmitted via the power output shaft 150 to the load mounting assembly 500 to drive the external load.

[0038] The load mounting assembly 500 is an end effector module in the tubular motor used to transmit the decelerated and braked power to an external load and achieve reliable installation. Specifically, the load mounting assembly 500 is located at the power output end of the tubular motor. Its core components are the mounting collar 510 and the load mounting shaft 520. One end of the load mounting shaft 520 is connected to the power output shaft 150 of the brake assembly 100 via a coupling 700 to receive rotational power. The other end extends to the outside of the motor housing 300 and is provided with a mounting interface (e.g., a D-shaped flat end, a splined end, or a threaded connection structure) for connecting an external load, thereby outputting rotational motion to an external load such as a curtain roller or a roller shutter shaft. The mounting collar 510 and the load mounting shaft 520 are rotatably connected via bearings. The mounting collar 510 is used to fix the load mounting assembly 500 to the motor housing 300 so that the load mounting assembly 500 is installed in the motor housing 300.

[0039] As a preferred embodiment of the above embodiments, refer to Figure 7 A second reduction gear assembly 600 is also provided between the brake assembly 100 and the power output end. This configuration, by adding the second reduction gear assembly 600 after the brake assembly 100, forms a two-stage reduction system with the first reduction gear assembly 400, which can achieve a larger overall reduction ratio. This results in a lower output speed and a higher output torque with the same motor input speed, meeting the application requirements of high torque drive scenarios such as heavy-duty roller shutters, large-size sunshades, or electric tailgates for automobiles. Secondly, since the second reduction gear assembly 600 is located after the brake assembly 100, the brake assembly 100 locks the intermediate shaft after being reduced by the second reduction gear assembly 600, rather than the final output shaft. This makes the braking torque borne by the brake assembly 100 relatively small (only a fraction of the final output torque), allowing for a smaller brake assembly 100 structure while ensuring reliable locking, which is beneficial for optimizing the axial length and cost of the entire machine.

[0040] Furthermore, the first reduction transmission assembly 400 and / or the second reduction transmission assembly 600 are formed by combining one or more planetary gear modules 410. With this configuration, the first reduction transmission assembly 400 and the second reduction transmission assembly 600 can each independently adopt a structure composed of one or more planetary gear modules 410 connected in series. Each planetary gear module 410 consists of a sun gear, planet gears, a planet carrier, and an internal gear ring. The power output from the motor is input through the sun gear and output through the meshing transmission between the planet gears and the internal gear ring, thus achieving a single-stage reduction. When a larger reduction ratio is required, multiple planetary gear modules 410 can be arranged in series along the axial direction, so that the output end of the previous stage becomes the input end of the next stage, thereby obtaining a multiplied reduction ratio with a compact axial dimension. That is, the meaning of "combination of one or more planetary gear modules 410" is that the number of planetary gear modules 410 can be flexibly configured according to the actual torque and speed ratio requirements. In this embodiment, the first reduction transmission assembly 400 adopts a two-stage planetary gear module 410, and the second reduction transmission assembly 600 adopts a one-stage planetary gear module 410.

[0041] As a preferred embodiment of the above, adjacent components are connected to each other via couplings 700. With this configuration, in the axial transmission chain of the tubular motor, any two adjacent independent functional components (e.g., between the first reduction transmission component 400 and the brake component 100, and between the second reduction transmission component 600 and the load mounting component 500) are connected via couplings 700. That is, torque transmission between components is achieved by axially coupling the output end of the preceding component to the input end of the following component using independent coupling elements 700. In this way, couplings 700 can compensate for unavoidable axial installation errors and coaxiality deviations during assembly, allowing for certain angular and radial offset tolerances between adjacent components. This reduces the requirements for the machining accuracy of the component housings and the overall assembly alignment accuracy, significantly improving production yield and assembly efficiency.

[0042] As a preferred embodiment of the above embodiments, refer to Figure 2The rotary drive assembly 200 is fixedly fitted with damping pad rings 800 on both sides along its axial direction; and / or, the load mounting assembly 500 is fixedly fitted with one or more damping pad rings 800 along its axial direction; the damping pad rings 800 are made of silicone material and are interference-fitted with the motor housing 300. With this configuration, the damping pad rings 800, made of silicone material with excellent elasticity and damping properties, are fixedly fitted with an interference fit on the outer sides of both axial ends of the rotary drive assembly 200 and / or on the outer periphery of the load mounting assembly 500 (specifically, the mounting ring 510). Through the interference-fit contact between the damping pad rings and the inner wall of the motor housing 300, the direct rigid connection between the rotary drive assembly 200 or the load mounting assembly 500 and the rigid motor housing 300 is transformed into an elastic isolation connection. In this way, the rotary drive assembly 200 will generate electromagnetic and mechanical vibrations during operation. After the damping pads 800 are respectively fitted at both ends of the motor axis, the vibration energy is first absorbed and damped by the silicone material in the transmission path, and cannot be directly transmitted to the motor housing 300 through rigid contact, effectively preventing the vibration from radiating to the outside of the whole machine and significantly reducing the operating noise. Secondly, the damping pads 800 fitted at the load mounting assembly 500 can isolate the vibration generated by the external load end due to load fluctuation, start-stop impact or running shaking and transmit it to the inside of the motor in the reverse direction, avoiding external vibration from interfering with the smooth operation of the internal transmission components. Thirdly, the interference fit ensures that there is no relative sliding or movement between the damping pads 800 and the motor housing 300, which not only avoids secondary friction noise caused by loosening, but also ensures the precise positioning of the damping pads 800 in the axial direction, so that they are always fixed in the predetermined damping position without displacement.

[0043] Further, refer to Figure 8 The outer side of the damping pad ring 800 is provided with several annularly arranged sound-insulating protrusions 810, which are spaced apart along the axial direction of the damping pad ring 800; the free ends of the sound-insulating protrusions 810 are set with sharp angles. This arrangement creates multiple annular sealing barriers at the interference fit interface between the damping pad ring 800 and the motor housing 300, effectively blocking the transmission of vibration energy to the housing through the solid conduction path, thus acting as an acoustic bridge. The spaced-apart sound-insulating protrusions 810 increase the contact damping between the damping pad ring 800 and the motor housing 300, providing good absorption and attenuation of vibration noise across a wide frequency range. Simultaneously, the sharp-angled structure undergoes localized elastic deformation under pressure, further enhancing the adhesion between the damping pad ring 800 and the housing, preventing loosening of the fit due to material creep after long-term use, thereby maintaining excellent vibration damping and noise reduction performance.

[0044] It should be noted that other aspects of the tubular motor and its braking assembly disclosed in this invention are prior art and will not be described in detail here.

[0045] The above are merely optional embodiments of the present invention and do not limit the patent scope of the present invention. Any application of the present invention directly or indirectly in other related technical fields is included within the patent protection scope of the present invention.

Claims

1. A braking assembly applied to a tubular motor; characterized in that, The braking assembly includes: The brake inner housing is fixed inside the tubular motor; A roller cage is coaxially disposed inside the brake inner housing and is rotatably connected to the brake inner housing; the side of the roller cage is provided with a plurality of through-hole wedge-shaped grooves, the circumferential width of the wedge-shaped grooves gradually decreasing along the radial direction away from the roller cage; each wedge-shaped groove is movably disposed with a roller; A power input shaft is connected to one end of the roller cage, and the power input shaft is used to connect to the rotary drive assembly; A power output shaft is connected to the other end of the roller cage, the power output shaft being used to connect an external load; wherein at least a portion of the power output shaft is polygonal in shape and extends into the interior of the roller cage, the edges of the polygonal structure abutting against the rollers; When the rotary drive assembly drives the roller cage to rotate in the forward direction, the roller is guided by the inclined side of the wedge groove to move to the wide end position of the wedge groove. At this time, there is a radial clearance between the roller and the brake inner housing. The roller rotates with the roller cage and drives the power output shaft to rotate synchronously in the forward direction. When the rotary drive assembly stops driving and the external load applies a reverse torque to the power output shaft, the roller is pushed by the polygonal structure to the narrow end of the wedge groove. At this time, the roller and the brake inner housing are in compressive contact, so that the polygonal structure, the roller and the brake inner housing form an integrated rigid constraint, locking the reverse rotation of the power output shaft.

2. The braking assembly as described in claim 1, characterized in that: The polygonal structure is configured as a hexagonal structure, and each edge of the polygonal structure abuts against the corresponding roller. In the forward transmission state, the roller drives the power output shaft to rotate synchronously by means of the contact friction with the edge of the polygonal structure.

3. The braking assembly as described in claim 1, characterized in that: The power input shaft has a spline structure at one end facing the roller cage, and the roller cage has a corresponding spline mounting groove, with the spline structure fitting into the spline mounting groove.

4. The brake assembly as described in claim 3, characterized in that: Each of the spline mounting slots has a gasket groove on both the left and right sides. A gasket is provided in the gasket groove. The gasket has an outward convex structure and the outward convex part of the gasket extends into the spline mounting slot.

5. The brake assembly as claimed in claim 1, characterized in that: The brake assembly includes a first bearing and a second bearing, with a roller cage sandwiched between the first bearing and the second bearing; wherein the first bearing is installed between the power input shaft and the brake inner housing, and the second bearing is installed between the power output shaft and the brake inner housing.

6. The braking assembly according to any one of claims 1 to 5, characterized in that: The brake assembly includes a brake housing, which is fixed inside the tubular motor and coaxially sleeved on the outer periphery of the inner brake housing. The inner side of the brake housing is provided with a plurality of limiting protrusions in an annular shape, and the limiting protrusions extend along the axial direction of the brake housing; the outer side of the brake inner housing is provided with a plurality of limiting grooves in an annular shape, and the limiting protrusions and the limiting grooves are correspondingly provided and mutually fitted and connected.

7. A tubular motor, characterized in that: The tubular motor includes a motor housing, and inside the motor housing are sequentially arranged a rotary drive assembly, a first reduction transmission assembly, a brake assembly, and a load mounting assembly, wherein the brake assembly is the brake assembly as described in any one of claims 1 to 6.

8. The tubular motor as described in claim 7, characterized in that: A second reduction gear assembly is also provided between the brake assembly and the power output end; the first reduction gear assembly and / or the second reduction gear assembly are formed by combining one or more planetary gear modules; And / or, adjacent components are connected to each other by a coupling.

9. The tubular motor as described in claim 7, characterized in that: The rotary drive assembly is fixedly fitted with shock-absorbing pad rings on both sides along its axial direction; and / or, the load mounting assembly is fixedly fitted with one or more of the aforementioned shock-absorbing pad rings along its axial direction; the shock-absorbing pad rings are made of silicone material, and the shock-absorbing pad rings are interference-fitted with the motor housing.

10. The tubular motor as described in claim 9, characterized in that: The outer side of the shock-absorbing pad ring is provided with a plurality of ring-shaped sound-insulating protrusions, and the plurality of sound-insulating protrusions are spaced apart along the axial direction of the shock-absorbing pad ring; wherein the free end of the sound-insulating protrusion is set with a sharp angle.

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