Highly integrated electric cylinder

Abstract

The utility model discloses a highly integrated electric cylinder which comprises an executing mechanism, a driving mechanism, a speed reducing mechanism, a braking mechanism and an integrated rotating shaft, the integrated rotating shaft is sleeved with the driving mechanism, the braking mechanism is connected with one end of the integrated rotating shaft, the speed reducing mechanism is connected with the other end of the integrated rotating shaft, and the braking mechanism is connected with the other end of the integrated rotating shaft. The driving mechanism is located between the speed reducing mechanism and the braking mechanism, and the speed reducing mechanism is connected with the executing mechanism. The driving mechanism and the speed reducing mechanism are integrated through the integrated rotating shaft, the transmission efficiency is improved, the shaft length is shortened, torque transmission stress is more concentrated, and the torque transmission effect is better. In addition, the rotating shaft can be supported by fewer bearings, so that the stability can be ensured, and the problem of over-positioning caused by redundant bearings can be solved.

Description

Technical Field

[0001] The present application relates to the technical field of drive equipment, and in particular to a highly integrated electric cylinder. Background Art

[0002] An electric cylinder is a mechanical mechanism that can convert the rotary motion of a motor into linear motion. It consists of a motor (power source), a reducer (transmission mechanism) and a linear module (actuator). At present, in the existing electric cylinder structure, the motor shaft and the reducer shaft are transmitted through a coupling, and bearings are provided at both ends of the motor shaft and the reducer shaft to improve the coaxiality and transmission stability between the motor shaft and the reducer shaft. The existing electric cylinder structure has at least the following disadvantages:

[0003] 1. The setting of multiple sets of bearings in the motor and reducer (at least four sets of bearings are required in the existing technology) will cause the problem of over-positioning. If they are not concentric during assembly, it will easily increase the load, affect the service life of the bearings, and reduce the transmission efficiency;

[0004] 2. The motor shaft and the reducer shaft are connected by a coupling. There must be a gap between the coupling and the motor shaft and the reducer shaft. After a long time of use, the gap will become larger, which will affect the overall accuracy of the electric cylinder and reduce the transmission efficiency.

[0005] 3. The motor shaft and the reducer shaft are connected in series, resulting in a longer overall length of the two shafts and poor torque transmission effect. Generally speaking, the torque transmission effect will be better when the shaft length is shorter, because when the shaft length is shorter, the shear stress distribution inside the shaft material is relatively concentrated, which can more effectively transmit torque; while when the shaft length is longer, the shear stress distribution is relatively dispersed, and the torque transmission effect will be relatively poor. Utility Model Content

[0006] The utility model aims to solve one of the problems in the prior art.

[0007] To this end, the utility model provides a highly integrated electric cylinder.

[0008] The technical solution adopted by the utility model to solve its technical problems is:

[0009] A highly integrated electric cylinder comprises: an actuator, a driving mechanism, a reduction mechanism, a braking mechanism and an integrated rotating shaft, wherein the driving mechanism is sleeved on the integrated rotating shaft, the braking mechanism is connected to one end of the integrated rotating shaft, the reduction mechanism is connected to the other end of the integrated rotating shaft, the driving mechanism is located between the reduction mechanism and the braking mechanism, and the reduction mechanism is connected to the actuator.

[0010] By adopting the above technical solution, the driving mechanism and the reduction mechanism are integrated together using an integrated rotating shaft. There is no need to set a coupling between the driving mechanism and the reduction mechanism, thereby eliminating the rotational clearance, which is beneficial to improving the transmission efficiency and shortening the overall shaft length of the integrated rotating shaft. The shear stress distribution inside the rotating shaft material will be relatively more concentrated, which can more effectively transmit torque to improve the accuracy of the electric cylinder.

[0011] Furthermore, a first bearing is provided on a side of the deceleration mechanism close to the driving mechanism, and a second bearing is provided on a side of the braking mechanism close to the driving mechanism. Both the first bearing and the second bearing are sleeved on an integrated rotating shaft.

[0012] By adopting the above technical solution, the driving mechanism is arranged between the reduction mechanism and the braking mechanism. After the driving shaft and the reducer shaft are integrated, it is only necessary to set bearings at the rotating shaft positions on both sides of the driving mechanism for support to maintain the overall balance of the rotating shaft; that is, the integrated rotating shaft as a whole only needs two bearings for support to ensure the stability of the driving shaft. At the same time, the over-positioning problem caused by redundant bearings is eliminated, thereby increasing the service life of the bearings.

[0013] Further, the driving mechanism includes a driving housing, the reduction mechanism includes a reduction housing, the reduction housing is connected to one side of the driving housing, and the first bearing is arranged on a side of the reduction housing close to the driving housing.

[0014] Furthermore, the braking mechanism comprises a braking housing, the braking housing is connected to the other side of the driving housing, and the second bearing is arranged on a side of the braking housing close to the driving housing.

[0015] Furthermore, the driving housing, the reduction housing and the brake housing are of an integrated structure or a split assembly structure.

[0016] Furthermore, the drive housing is provided with a through opening for the integrated rotating shaft to pass through, the drive housing is provided with a first limiting surface, and the integrated rotating shaft is provided with a first step surface, and the first limiting surface and the first step surface are respectively abutted against two opposite ends of the first bearing.

[0017] Furthermore, the brake housing is also provided with a through opening for the integral rotating shaft to pass through, the brake housing is provided with a second limiting surface, the integral rotating shaft is provided with a second step surface, and the second limiting surface and the second step surface are respectively abutted against opposite ends of the second bearing.

[0018] Furthermore, the driving mechanism further comprises: a rotor assembly and a stator assembly, wherein the stator assembly is connected to the inner wall of the driving housing, the rotor assembly is sleeved on the integrated rotating shaft, and the rotor assembly and the stator assembly can rotate relative to each other.

[0019] Furthermore, the deceleration mechanism includes: a transmission assembly, and the integrated rotating shaft and the actuator are transmission-connected via the transmission assembly.

[0020] Furthermore, the transmission assembly includes: a first transmission member and a second transmission member, the first transmission member is connected to the integrated rotating shaft, the second transmission member is connected to the first transmission member, and the first transmission member is located on a side of the second transmission member close to the driving mechanism.

[0021] Further, the transmission assembly includes: a first transmission member and a second transmission member, the first transmission member is connected to the integrated rotating shaft, the second transmission member is connected to the first transmission member, and the first transmission member is located on a side of the second transmission member away from the driving mechanism.

[0022] Furthermore, the transmission assembly further comprises: an output transmission member, the output transmission member is transmission-connected to the second transmission member, and the output transmission member is transmission-connected to the actuator.

[0023] Furthermore, the speed reduction mechanism includes a rear cover, a third bearing is arranged in the rear cover, and the integrated rotating shaft is connected to the third bearing.

[0024] Furthermore, the braking mechanism further includes: a brake assembly, and the brake assembly is connected to one end of the integrated rotating shaft.

[0025] Furthermore, the braking mechanism further includes: a brake, and the brake is connected to one end of the integrated rotating shaft.

[0026] Furthermore, the actuator includes: an output shaft and a cylinder body, the output shaft is movably arranged in the cylinder body, and the output transmission member is connected to the output shaft.

[0027] Furthermore, the actuator also includes: an actuator nut and a piston rod, the actuator nut and the piston rod are movably connected to the cylinder body along the axial direction of the output shaft, the actuator nut is threadedly connected to the output shaft, and the piston rod is connected to the actuator nut.

[0028] The beneficial effect of the utility model is that an integrated rotating shaft (i.e., the motor shaft and the reducer shaft are integrated) is used to realize direct transmission between the driving mechanism and the reduction mechanism. There is no need to set a coupling between the driving mechanism and the reduction mechanism, thereby eliminating the rotational clearance. The coupling can be omitted and the length of the integrated rotating shaft can be shortened. The shear stress distribution inside the rotating shaft material is relatively more concentrated, and the torque transmission stress effect is better, which can more effectively improve the working accuracy of the electric cylinder and improve the transmission efficiency.

[0029] The driving mechanism is arranged between the speed reduction mechanism and the braking mechanism, and the driving shaft and the speed reducer shaft as a whole only need to be supported by bearings on both sides of the driving shaft to maintain the balance of the integrated rotating shaft as a whole. That is, the integrated rotating shaft as a whole can be stably supported by only two bearings. If there are too many bearings on the shaft body, or there is a problem of over-positioning (during installation, each bearing needs to be positioned and adjusted to ensure the coaxiality of the shaft body. If there is a deviation in the positioning of the bearings, the shaft will wear against the bearings when rotating, resulting in problems such as blockage of the shaft rotation), the integrated rotating shaft of the present application can be supported by fewer bearings, which can improve the over-positioning problem caused by redundant bearings and increase the service life of the bearings.

[0030] Through the design of an integrated rotating shaft, connecting parts such as couplings and motor flanges can be omitted. Connecting parts are easily worn parts. After eliminating connecting parts, not only the cost can be reduced, but also the maintenance of the electric cylinder is more convenient. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] The utility model is further described below in conjunction with the accompanying drawings and embodiments.

[0032] Figure 1 It is a schematic structural diagram of a highly integrated electric cylinder in Example 1 of the utility model.

[0033] Figure 2 It is a structural schematic diagram of the integrated rotating shaft in the utility model.

[0034] Figure 3 It is used to reflect Figure 2 Enlarged view of section A of the first bearing.

[0035] Figure 4 It is used to reflect Figure 2 Enlarged view of part B of the second bearing.

[0036] Figure 5 It is a schematic structural diagram of a highly integrated electric cylinder in Example 2 of the utility model.

[0037] In the figure: 1. actuator; 10. output shaft; 11. cylinder body; 12. bearing seat; 13. piston rod; 14. actuator nut; 15. safety nut; 2. driving mechanism; 20. stator assembly; 21. rotor assembly; 22. driving housing; 23. first bearing; 24. second bearing; 3. reduction mechanism; 31. first transmission member; 32. second transmission member; 33. reduction housing; 330. first limit surface; 34. rear cover; 35. output transmission member; 4. braking mechanism; 40. braking housing; 400. second limit surface; 41. braking assembly; 42. brake; 5. integrated rotating shaft; 50. first step surface; 51. second step surface; 6. third bearing. DETAILED DESCRIPTION

[0038] Now the utility model is further described in detail with reference to the accompanying drawings. These drawings are simplified schematic diagrams, which only illustrate the basic structure of the utility model in a schematic manner, and therefore only show the components related to the utility model.

[0039] In the description of the present utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present utility model. In addition, features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the present utility model, unless otherwise specified, "multiple" means two or more.

[0040] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installation", "connection" and "connection" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0041] Embodiment 1

[0042] like Figure 1-Figure 4 As shown, a highly integrated electric cylinder includes an actuator 1, a driving mechanism 2, a speed reduction mechanism 3, a brake mechanism 4 and an integrated rotating shaft 5. The speed reduction mechanism 3 is arranged between the driving mechanism 2 and the actuator 1, and is used to adjust the rotation speed output by the driving mechanism 2. The brake mechanism 4 is connected to the driving mechanism 2 and is used to brake the driving mechanism 2. The driving mechanism 2 is located between the speed reduction mechanism 3 and the brake mechanism 4, and the speed reduction mechanism 3 is connected to the actuator 1. Among them, the driving mechanism 2 is sleeved on the integrated rotating shaft 5, the brake mechanism 4 is connected to one end of the integrated rotating shaft 5, and the speed reduction mechanism 3 is connected to the other end of the integrated rotating shaft 5.

[0043] In this embodiment, the integrated rotating shaft 5 integrates the driving mechanism 2 and the reduction mechanism 3. The integrated rotating shaft 5 serves as the driving shaft in the driving mechanism 2 and the reducer shaft in the reduction mechanism 3, so that the driving shaft and the reducer shaft do not need to be connected through a coupling. The driving mechanism 2 and the reduction mechanism 3 are directly transmitted through the integrated rotating shaft 5, thereby eliminating the transmission gap and improving the transmission efficiency. It can also shorten the overall shaft length of the rotating shaft, and the shear stress distribution inside the shaft material is relatively more concentrated, which can more effectively improve the working accuracy of the electric cylinder. In addition, the design of the integrated rotating shaft 5 can eliminate the need for connecting components such as couplings and motor flanges between the driving mechanism 2 and the reduction mechanism 3, which can significantly reduce costs. Moreover, with fewer parts, maintenance is also more convenient.

[0044] Specifically, a first bearing 23 is provided on the side of the speed reduction mechanism 3 close to the driving mechanism 2, and a second bearing 24 is provided on the side of the brake mechanism 4 close to the driving mechanism 2. The first bearing 23 and the second bearing 24 are both sleeved on the integrated rotating shaft 5. The first bearing 24 and the second bearing 23 are respectively located at both ends of the driving mechanism 2. Since the driving mechanism 2 is the power source for the shaft rotation, the first bearing 24 and the second bearing 23 are arranged at both ends of the driving mechanism 2. On the one hand, the rotation of the integrated rotating shaft 5 can be made more stable, and on the other hand, the support of the integrated rotating shaft 5 can be made more balanced.

[0045] For example, the driving mechanism 2 includes a driving housing 22, the speed reduction mechanism 3 includes a speed reduction housing 33, and the braking mechanism 4 includes a braking housing 40. The speed reduction housing 33 and the braking housing 40 are respectively connected to opposite sides of the driving housing 22. The first bearing 23 is installed in the side wall opening of the speed reduction housing 33 facing the driving housing 22, and the second bearing 24 is installed in the side wall opening of the braking housing 40 facing the driving housing 22. The integrated rotating shaft 5 coaxially penetrates the first bearing 23 and the second bearing 24. The integrated rotating shaft 5 is rotatably connected to the speed reduction housing 33 through the first bearing 23, and the integrated rotating shaft 5 is rotatably connected to the braking housing 40 through the second bearing 24. For example, the driving housing 33, the speed reduction housing 33, and the braking housing 40 can adopt an integrated structure or a split assembly structure.

[0046] It should be noted that, refer to Figure 3 and Figure 4The driving housing 33 is provided with a first limiting surface 330, and the integrated rotating shaft 5 is provided with a first step surface 50, and the first limiting surface 330 and the first step surface 50 are respectively in contact with the opposite ends of the first bearing 23. The brake housing 40 is provided with a second limiting surface 400, and the integrated rotating shaft 5 is provided with a second step surface 51, and the second limiting surface 400 and the second step surface 51 are respectively in contact with the opposite ends of the second bearing 24. The first limiting surface 330 and the first step surface 50 can limit the axial movement of the first bearing 23 (the axial direction here refers to the axial direction of the integrated rotating shaft 5), and the second limiting surface 400 and the second step surface 51 can limit the axial movement of the second bearing 24, thereby ensuring that the integrated rotating shaft 5 will not deviate axially during the rotation process.

[0047] For example, the driving mechanism 2 further includes a stator assembly 20 and a rotor assembly 21, wherein the stator assembly 20 is fixedly connected in the driving housing 22, and the rotor assembly 21 is coaxially connected to the integrated rotating shaft 5, and the rotor assembly 21 and the integrated rotating shaft 5 penetrate the stator assembly 20. The first bearing 23 and the second bearing 24 are respectively arranged at both ends of the driving mechanism 2 to support the integrated rotating shaft 5. When the driving mechanism 2 is powered on, the integrated rotating shaft 5 can be driven to rotate under the interaction between the stator assembly 20 and the rotor assembly 21. This embodiment makes the internal structure of the driving mechanism 2 simpler through structural improvement.

[0048] The driving mechanism 2 is arranged between the speed reduction mechanism 3 and the braking mechanism 4, and the integrated rotating shaft 5 as a whole only needs to be supported by bearings on both sides of the driving shaft part, that is, the balance of the rotating shaft as a whole can be maintained, that is, the integrated rotating shaft 5 as a whole can be stably supported by only two bearings. If there are too many bearings on the shaft body, or there is a problem of over-positioning (during installation, each bearing needs to be positioned and adjusted to ensure the coaxiality of the shaft body. If there is a deviation in the bearing positioning, the shaft will wear against the bearing during rotation, resulting in problems such as blockage of the shaft rotation), the integrated rotating shaft 5 of the present application can be supported by fewer bearings, which can improve the over-positioning problem caused by excess bearings and increase the service life of the bearings.

[0049] The reduction housing 33 is detachably connected with a rear cover 34. The rear cover 34 is connected to the reduction housing 33 to form an accommodating chamber. The reduction mechanism 3 also includes a transmission assembly, which is located in the accommodating chamber. The transmission assembly includes a first transmission member 31, a second transmission member 32 and an output transmission member 35. The first transmission member 31 is connected to the integrated rotating shaft 5, and the first transmission member 31 and the output transmission member 35 are connected to each other through the second transmission member 32. The output transmission member 35 is connected to the actuator 35. For example, the actuator 1 includes an output shaft 10, and the output transmission member 35 is connected to the output shaft 10.

[0050] It should be noted that the transmission assembly is used to reduce the rotation speed of the output of the drive mechanism. In practical applications, the form of the transmission assembly can be adaptively changed according to the positional relationship between the integrated rotating shaft 5 and the output shaft 10. For example, when the integrated rotating shaft 5 and the output shaft 10 are parallel to each other (but not coaxial), the first transmission member 31, the second transmission member 32, and the output transmission member 35 can be spur gears; when the integrated rotating shaft 5 and the output shaft 10 are arranged perpendicular to each other, the first transmission member 31, the second transmission member 32, and the output transmission member 35 can have bevel gears; when the integrated rotating shaft 5 and the output shaft 10 are arranged coaxially, the transmission assembly can be in the form of a planetary gear set. Of course, in practical applications, the number of transmission members included in the transmission assembly can be set according to the required reduction ratio.

[0051] For example, in this embodiment, the first transmission member 31 is coaxially connected to the portion of the integrated rotating shaft 5 located in the reduction housing 33, the second transmission member 32 is rotatably connected in the reduction housing 33, the output transmission member 35 is coaxially connected to the output shaft 10, the first transmission member 31 is meshed with the second transmission member 32, the second transmission member 32 is meshed with the output transmission member 35, and the first transmission member 31 is located on the side of the second transmission member 32 close to the drive mechanism 2. Since the first transmission member 31 is coaxially connected to the integrated rotating shaft 5, the first transmission member 31 is arranged on the side of the second transmission member 32 close to the drive mechanism 2, so that the cantilever between the first transmission member 31 and the first bearing 23 can be made shorter, and the stability of the transmission can be further improved.

[0052] For example, the actuator 1 also includes a cylinder body 11, a bearing seat 12, a piston rod 13, an actuator nut 14 and a safety nut 15. One end of the cylinder body 11 is connected to the reduction housing 33 through the bearing seat 12, and the output shaft 10 is rotatably connected in the cylinder body 11. The output shaft 10 passes through one end of the cylinder body 11 and the bearing seat 12 and extends into the reduction housing 33. The output shaft 10 and the bearing seat 12 are rotatably connected through a bearing, and the bearing can be a tapered roller bearing; the actuator nut 14 is threadedly connected to the output shaft 10, and the safety nut 15 is sleeved on the output shaft 10. The actuator nut 14 and the safety nut 15 are both slidably connected in the cylinder body 11 along the axial direction of the cylinder body 11, and the actuator nut 14 and the safety nut 15 are fixedly connected. The piston rod 13 is sleeved on the output shaft 10 and connected to the actuator nut 15, and the piston rod 13 passes through the cylinder mouth end of the cylinder body 11.

[0053] When the driving mechanism 2 drives the integrated rotating shaft 5 to rotate, the output shaft 10 (such as a screw) can be driven to rotate through the transmission assembly, and the output shaft 10 then drives the actuator nut 14 to move along the axial direction of the output shaft 10, thereby realizing the extension and retraction of the piston rod 13. When the actuator nut 14 operates normally, the safety nut 15 does not work (that is, it will not hinder the normal operation of the actuator 1). When the output shaft 10 fails, the safety nut 15 will engage with the output shaft 10 to improve safety.

[0054] For example, the brake mechanism 4 includes a brake assembly 41, which is connected to one end of the integrated rotating shaft 5. Of course, in other embodiments, the brake mechanism 4 also includes a brake 42, which is connected to one end of the integrated rotating shaft 5, and the brake 42 and the brake assembly 41 are located at the same end of the integrated rotating shaft 5. The brake assembly 41 can brake the integrated rotating shaft 5. When the brake 42 is in effect, the rotation speed of the integrated rotating shaft 5 can be reduced, and the brake 42 can be a centrifugal brake, an electromagnetic brake, etc.

[0055] Embodiment 2

[0056] like Figure 5 As shown, the difference from Embodiment 1 is that, in this embodiment, the first transmission member 31 is arranged on the side of the second transmission member 32 away from the driving mechanism 2, the rear cover 34 is provided with a third bearing 6, and the integrated shaft 5 is connected to the third bearing 6. In this way, the stability of the integrated shaft 5 during rotation can be further improved.

[0057] In summary, the utility model improves the structure of the electric cylinder and integrates the drive mechanism 1 and the reduction mechanism 2 with an integrated rotating shaft 5. No coupling is required between the drive mechanism 1 and the reduction mechanism 2, so direct transmission between the drive mechanism 1 and the reduction mechanism 2 can be achieved, eliminating the rotational gap, which is beneficial to improving the transmission efficiency. The overall shaft length of the integrated rotating shaft can also be shortened, and the shear stress distribution inside the rotating shaft material will be relatively more concentrated, which can more effectively transmit torque to improve the accuracy of the electric cylinder.

[0058] The drive mechanism 1 is arranged between the speed reduction mechanism 3 and the brake mechanism 4. The drive shaft and the speed reducer shaft as a whole only need to be supported by bearings on the shaft parts on both sides of the drive mechanism to maintain the balance of the shaft as a whole. The integrated shaft of the present application can be supported by fewer bearings, which can improve the over-positioning problem caused by redundant bearings and increase the service life of the bearings.

[0059] By designing the integrated rotating shaft 5, connecting parts such as couplings and motor flanges can be omitted. The connecting parts are easily worn parts. After omitting the connecting parts, not only the cost can be reduced, but also the maintenance of the electric cylinder is more convenient.

[0060] Based on the above ideal embodiments of the utility model, the relevant staff can make various changes and modifications without departing from the technical concept of the utility model through the above description. The technical scope of the utility model is not limited to the content of the specification, and its technical scope must be determined according to the scope of the claims.

Claims

1. A highly integrated electric cylinder, characterized in that: include: An actuator (1), a driving mechanism (2), a speed reduction mechanism (3), a braking mechanism (4) and an integrated rotating shaft (5), wherein the driving mechanism (2) is sleeved on the integrated rotating shaft (5), the braking mechanism (4) is connected to one end of the integrated rotating shaft (5), the speed reduction mechanism (3) is connected to the other end of the integrated rotating shaft (5), the driving mechanism (2) is located between the speed reduction mechanism (3) and the braking mechanism (4), and the speed reduction mechanism (3) is connected to the actuator (1).

2. The highly integrated electric cylinder according to claim 1, characterized in that: A first bearing (23) is provided on the side of the speed reduction mechanism (3) close to the driving mechanism (2), and a second bearing (24) is provided on the side of the braking mechanism (4) close to the driving mechanism (2). The first bearing (23) and the second bearing (24) are both sleeved on the integrated rotating shaft (5).

3. The highly integrated electric cylinder according to claim 2, characterized in that: The driving mechanism (2) comprises a driving housing (22), the reduction mechanism (3) comprises a reduction housing (33), the reduction housing (33) is connected to one side of the driving housing (22), and the first bearing (23) is arranged on a side of the reduction housing (33) close to the driving housing (22).

4. The highly integrated electric cylinder according to claim 3, characterized in that: The brake mechanism (4) comprises a brake housing (40), the brake housing (40) is connected to the other side of the drive housing (22), and the second bearing (24) is arranged on a side of the brake housing (40) close to the drive housing (22).

5. The highly integrated electric cylinder according to claim 4, characterized in that: The driving housing (22), the deceleration housing (33) and the braking housing (40) are of an integrated structure or a split assembly structure.

6. The highly integrated electric cylinder according to claim 3, characterized in that: The drive housing (22) is provided with a through opening for the integrated rotating shaft (5) to pass through, the reduction housing (33) is provided with a first limiting surface (330), and the integrated rotating shaft (5) is provided with a first step surface (50), and the first limiting surface (330) and the first step surface (50) are respectively in contact with opposite ends of the first bearing (23).

7. The highly integrated electric cylinder according to claim 4, characterized in that: The brake housing (40) is provided with a through opening for the integral rotating shaft (5) to pass through, the brake housing (40) is provided with a second limiting surface (400), and the integral rotating shaft (5) is provided with a second step surface (51), and the second limiting surface (400) and the second step surface (51) are respectively in contact with opposite ends of the second bearing (24).

8. The highly integrated electric cylinder according to claim 3, characterized in that: The driving mechanism (2) further comprises: a rotor assembly (21) and a stator assembly (20); the stator assembly (20) is connected to the inner wall of the driving housing (22); the rotor assembly (21) is sleeved on the integrated rotating shaft (5); and the rotor assembly (21) and the stator assembly (20) are capable of relative rotation.

9. The highly integrated electric cylinder according to claim 1, characterized in that: The speed reduction mechanism (3) comprises a transmission assembly, and the integrated rotating shaft (5) and the actuator (1) are connected in transmission via the transmission assembly.

10. The highly integrated electric cylinder according to claim 9, characterized in that: The transmission assembly comprises: a first transmission member (31) and a second transmission member (32), wherein the first transmission member (31) is connected to the integrated rotating shaft (5), and the second transmission member (32) is connected to the first transmission member (31), and the first transmission member (31) is located on a side of the second transmission member (32) close to the driving mechanism (2).

11. The highly integrated electric cylinder according to claim 9, characterized in that: The transmission assembly comprises: a first transmission member (31) and a second transmission member (32), wherein the first transmission member (31) is connected to the integrated rotating shaft (5), and the second transmission member (32) is connected to the first transmission member (31), and the first transmission member (31) is located on a side of the second transmission member (32) away from the driving mechanism (2).

12. The highly integrated electric cylinder according to claim 10 or 11, characterized in that: The transmission assembly further comprises: an output transmission member (35), the output transmission member (35) being transmission-connected to the second transmission member (32), and the output transmission member (35) being transmission-connected to the actuator (1).

13. The highly integrated electric cylinder according to claim 11, characterized in that: The speed reduction mechanism (3) comprises a rear cover (34), a third bearing (6) is provided on the rear cover (34), and the integrated rotating shaft (5) is connected to the third bearing (6).

14. The highly integrated electric cylinder according to claim 1, characterized in that: The braking mechanism (4) comprises a braking assembly (41), wherein the braking assembly (41) is connected to one end of the integrated rotating shaft (5).

15. The highly integrated electric cylinder according to claim 14, characterized in that: The braking mechanism (4) further comprises: a brake (42), wherein the brake (42) is connected to one end of the integrated rotating shaft (5).

16. The highly integrated electric cylinder according to claim 12, characterized in that: The actuator (1) comprises: an output shaft (10) and a cylinder body (11); the output shaft (10) is movably arranged in the cylinder body (11); and the output transmission member (35) is connected to the output shaft (10).

17. The highly integrated electric cylinder according to claim 16, characterized in that: The actuator (1) further comprises: an actuator nut (14) and a piston rod (13); the actuator nut (14) and the piston rod (13) are movably connected to the cylinder body (11) along the axial direction of the output shaft (10); the actuator nut (14) is threadedly connected to the output shaft (10); and the piston rod (13) is connected to the actuator nut (14).

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