Multi-disc wet brake for inner curve hydraulic motor

Abstract

The multi-disc wet brake for the inner curve hydraulic motor comprises a shell and a brake chamber arranged in the shell, a rotor connecting shaft, a brake piston and an elastic brake mechanism are sequentially arranged in the brake chamber from front to back, the brake piston is movably arranged at the rear end of the rotor connecting shaft in the axial direction, and the elastic brake mechanism is arranged at the rear end of the brake piston. The elastic braking mechanism elastically abuts against the rear end of the braking piston forwards, the front end of the braking cavity contracts inwards to form an annular step face, and a plurality of outer friction plates, a plurality of inner friction plates and a braking gasket are arranged between the annular step face and the braking piston. The outer friction plates and the inner friction plates are distributed at intervals in a staggered mode from front to back in the axial direction and movably arranged between the rotor connecting shaft and the inner wall of the shell, the brake piston elastically abuts against the outer friction plate located at the rearmost end, and the brake gasket is arranged between the annular step face and the outer friction plate located at the foremost end in a pressed mode. According to the utility model, the braking torque can be conveniently adjusted.

Description

Technical Field

[0001] The utility model relates to the technical field of brakes, and more specifically, to a multi-disc wet brake for an inner curve hydraulic motor. Background Art

[0002] With the rapid development of the construction machinery field, the requirements for braking systems have also increased accordingly. Especially under special working conditions such as underground vehicles and offshore platforms, there are more stringent requirements for the explosion-proof, waterproof, thermal stability, reliability, etc. of brakes. Although traditional drum brakes and dry disc brakes have certain advantages in applications, they have deficiencies in heat dissipation, braking response speed, maintenance convenience, and braking torque stability. Especially in high-frequency braking and high-wear environments, their performance is difficult to meet the high standards of modern construction machinery.

[0003] Currently, wet multi-disc brakes have been widely used in construction machinery, hoisting equipment, etc. due to their excellent stable working performance, low maintenance frequency, and extended service life. These brakes can be divided into three types according to their functions and principles: basic type, pressure-loss type, and multi-functional type. Among them, the basic type has a potential safety hazard that braking failure may be caused when the engine or pipeline is abnormal; although the multi-functional type has good braking characteristics, it is not ideal due to its complex system and high cost; while the pressure-loss type has excellent performance, but it also has defects such as the spring pre-tightening force cannot be adjusted, the gap enlarges and cannot be adjusted after the brake pads are worn, and it is difficult to release the brake after locking.

[0004] Therefore, a new type of brake is needed to overcome the above technical problems, not only to solve the problems of heat dissipation, response speed, maintenance convenience, and braking torque adjustment, but also to ensure stable reliability in various environments. Summary of the Utility Model

[0005] The purpose of the utility model is to overcome at least one defect in the prior art and provide a multi-disc wet brake for an inner curve hydraulic motor that can adjust the pre-tightening force of the braking spring.

[0006] To solve the above problems, the present utility model provides a multi-disc wet brake for an internal curve hydraulic motor, which includes a housing and a brake chamber arranged inside the housing. Inside the brake chamber, a rotor connecting shaft, a brake piston, and an elastic braking mechanism are sequentially arranged from front to back. The brake piston is axially movably arranged at the rear end of the rotor connecting shaft, and the elastic braking mechanism elastically abuts against the rear end of the brake piston forward. The outer peripheral wall of the brake piston is in sealing cooperation with the chamber wall of the brake chamber. A hydraulic oil port is arranged on the chamber wall of the brake chamber on the front side of the brake piston. The front end of the brake chamber contracts inward to form an annular step surface. A plurality of outer friction plates, a plurality of inner friction plates, and a brake gasket are arranged between the annular step surface and the brake piston. The outer friction plates and the inner friction plates are alternately and spaced apart axially from front to back and are movably arranged between the rotor connecting shaft and the inner wall of the housing. The brake piston elastically abuts against the outer friction plate at the rearmost end, and the brake gasket is tightly pressed between the annular step surface and the outer friction plate at the foremost end.

[0007] Compared with the prior art, the beneficial effects of the present utility model are as follows: First, by simply adjusting the thickness of the brake gasket or adjusting the number of inner and outer friction plates, the braking torque can be flexibly changed, enabling the brake to adapt to and efficiently perform the braking tasks of motors with different displacements, enhancing the applicability and flexibility of the product; Second, for the inevitable wear problem of the friction plates during long-term use, users can adopt various methods to restore the braking effect, such as replacing new friction plates, selecting a brake gasket with a larger thickness, or increasing the number of friction plates to compensate for the increased gap caused by wear. These adjustment methods can quickly and accurately compensate for the gap, ensuring the continuous stability of the braking performance of the brake and effectively extending the service life of the brake; Finally, the specially designed brake piston and brake gasket are in direct contact with the outer friction plate, rather than the inner friction plate, reducing the wear of the inner friction plate due to frictional resistance during continuous rotation with the rotor connecting shaft. While protecting the inner friction plate, the durability of the brake is effectively enhanced, and its life is significantly extended.

[0008] As an improvement, the chamber wall of the brake chamber is provided with a first spline axially distributed, and the outer ring of the outer friction plate meshes with the first spline. The rotor connecting shaft is provided with a second spline axially distributed, and the inner ring of the inner friction plate meshes with the second spline. After applying this structure, while the outer friction plate moves back and forth on the first spline, the outer friction plate is circumferentially fixed relative to the chamber wall of the brake chamber. While the inner friction plate moves back and forth on the second spline, the inner friction plate is circumferentially fixed relative to the rotor connecting shaft. With this structure, the inner friction plate rotates with the rotor connecting shaft, and the rotor connecting shaft is braked and released by the mutual extrusion and separation of the inner and outer friction plates. This design of spline connection improves the stability and reliability of the braking system, reduces the wear of components, improves the accuracy and life of braking, and makes the braking operation more stable and effective.

[0009] Specifically, the elastic braking mechanism includes a spring mounting seat and a disc spring. The spring mounting seat is fixedly arranged with a forward protrusion on the inner side of the rear end of the housing. The disc spring is sleeved on the spring mounting seat, and the disc spring is pressed and arranged between the inner side of the rear end of the housing and the rear end of the braking piston. This design can ensure that when the hydraulic system loses pressure, the disc spring can quickly apply an elastic force to the braking piston, forcing the friction plate to be combined with the rotor connecting shaft to produce a braking effect. Compared with conventional elastic braking mechanisms such as springs or compression springs, the disc spring has higher stability and durability due to its unique structural design. The disc spring can also provide a more uniform and reliable pre-tightening force, better adapting to the working environment of high-frequency vibration and cyclic load, reducing the performance decline caused by elastic fatigue. This optimized design significantly improves the response speed and service life of the entire braking system, thus ensuring the long-term reliable operation of the brake. In addition, the disc spring can be used individually or in series. When multiple disc springs are used in series, in cooperation with the braking gasket, by selecting the appropriate number of disc springs, the braking torque can be adjusted to the required size.

[0010] As an improvement, the axial cross-section of the braking piston is in an arched structure. The arched part of the braking piston bulges towards the direction of the rotor connecting shaft. The outer periphery of the braking piston is pressed and arranged between the disc spring and the outermost friction plate. This structural optimization scheme, while enhancing the overall structural strength of the braking piston, realizes the balanced dispersion of pressure during force application, significantly enhancing the contact consistency between the friction plate and the rotating component, effectively reducing the wear or deformation caused by local high pressure, and greatly extending the actual service life of the friction plate. At the same time, the flexibility of the arched structure endows it with a buffering function throughout the braking process, smoothly modulating the braking force, reducing sudden impacts or vibrations, bringing a smoother and safer experience to the braking process, and significantly enhancing the driver's control feeling.

[0011] As an improvement, the outer friction plate is a steel friction plate, and the inner friction plate is a paper-based friction plate. The steel outer friction plate has the characteristics of extremely strong wear resistance and can withstand high heat loads and mechanical loads, ensuring the reliability and stability of the braking system under high-load conditions. The paper-based inner friction plate has flexibility and an appropriate friction coefficient, providing a stable and effective braking force, and having good energy absorption characteristics, which helps to absorb vibrations and reduce noise. This material combination optimizes the stability and comfort of the braking performance, and at the same time, through the synergistic effect of the two materials, extends the service life of the friction plate, reduces the replacement frequency, and lowers the maintenance cost. Description of the Drawings

[0012] Figure 1 is the overall structural schematic diagram of the present utility model;

[0013] Figure 2 is the cross-sectional view of the present utility model.

[0014] Description of the reference numerals in the drawings:

[0015] 1. Housing; 11. First spline; 12. Annular stepped surface; 2. Brake chamber; 20. Hydraulic oil port; 21. Outer friction plate; 3. Rotor connecting shaft; 31. Inner friction plate; 32. Second spline; 4. Brake piston; 5. Brake gasket; 61. Spring mounting seat; 62. Disc spring. Detailed implementation manners

[0016] To make the above objects, features and advantages of the present utility model more obvious and understandable, the following detailed description will be given to the specific embodiments of the present utility model with reference to the drawings.

[0017] As Figure 1 and Figure 2 shown, in the present utility model, the multi-disc wet brake for an internal curve hydraulic motor includes a housing 1 and a brake chamber 2 provided in the housing 1. A rotor connecting shaft 3, a brake piston 4 and an elastic braking mechanism are sequentially arranged in the brake chamber 2 from front to back. The brake piston 4 is axially movably arranged at the rear end of the rotor connecting shaft 3. The elastic braking mechanism elastically abuts against the rear end of the brake piston 4 forward. The outer peripheral wall of the brake piston 4 is in sealing cooperation with the wall of the brake chamber 2. A hydraulic oil port 20 is provided on the wall of the brake chamber 2 on the front side of the brake piston 4. The front end of the brake chamber 2 contracts inward to form an annular stepped surface 12. A plurality of outer friction plates 21, a plurality of inner friction plates 31 and a brake gasket 5 are arranged between the annular stepped surface 12 and the brake piston 4. The outer friction plates 21 and the inner friction plates 31 are alternately and spaced apart axially from front to back and are movably arranged between the rotor connecting shaft 3 and the inner wall of the housing 1. The brake piston 4 elastically abuts against the outer friction plate 21 at the rearmost end. The brake gasket 5 is tightly pressed between the annular stepped surface 12 and the outer friction plate 21 at the foremost end.

[0018] By simply adjusting the thickness of the brake gasket 5 or adjusting the number of the inner and outer friction plates 21, the present utility model can flexibly change the magnitude of the braking torque, enabling the brake to adapt to and efficiently perform the braking tasks of motors with different displacements, enhancing the applicability and flexibility of the product. Secondly, for the inevitable wear problem of the friction plates during long-term use, users can take various ways to restore the braking effect, such as replacing new friction plates, selecting a brake gasket 5 with a larger thickness, or increasing the number of friction plates to compensate for the increased gap caused by wear. These adjustment methods can quickly and accurately compensate for the gap, ensuring the continuous and stable braking performance of the brake and effectively extending the service life of the brake. Finally, the specially designed brake piston 4 and brake gasket 5 are in direct contact with the outer friction plate 21 instead of the inner friction plate 31, reducing the wear of the inner friction plate 31 due to the frictional resistance during continuous rotation with the rotor connecting shaft 3. While protecting the inner friction plate 31, the durability of the brake is effectively enhanced and its life is significantly extended.

[0019] As shown Figure 2 in the figure, the chamber wall of the brake chamber 2 is provided with a first spline 11 axially distributed. The outer ring of the outer friction plate 21 has a gear structure, and the outer ring of the outer friction plate 21 meshes with the first spline 11. The rotor connecting shaft 3 is provided with a second spline 32 axially distributed. The inner ring of the inner friction plate 31 has a gear structure, and the inner ring of the inner friction plate 31 meshes with the second spline 32. After applying this structure, while the outer friction plate 21 moves back and forth on the first spline 11, the outer friction plate 21 is circumferentially fixed relative to the chamber wall of the brake chamber 2. While the inner friction plate 31 moves back and forth on the second spline 32, the inner friction plate 31 is circumferentially fixed relative to the rotor connecting shaft 3. With this structure, the inner friction plate 31 rotates with the rotor connecting shaft 3, and the rotor connecting shaft 3 is braked and released by the mutual extrusion and separation of the inner and outer friction plates 21. This design of spline connection improves the stability and reliability of the braking system, reduces the wear of components, improves the accuracy and service life of braking, and makes the braking operation more stable and effective.

[0020] As shown Figure 2 in the figure, the elastic braking mechanism includes a spring mounting seat 61 and a disc spring 62. The spring mounting seat 61 is fixedly and convexly arranged on the inner side of the rear end of the housing 1. The disc spring 62 is sleeved on the spring mounting seat 61, and the disc spring 62 is pressed and arranged between the inner side of the rear end of the housing 1 and the rear end of the brake piston 4. This design can ensure that when the hydraulic system loses pressure, the disc spring 62 can quickly apply an elastic force to the brake piston 4 to force the friction plate to be combined with the rotor connecting shaft 3 to generate a braking effect. Compared with conventional elastic braking mechanisms such as springs or compression springs, the disc spring 62 has higher stability and durability due to its unique structural design. The disc spring 62 can also provide a more uniform and reliable pre-tightening force, is more suitable for working environments with high-frequency vibration and cyclic loads, and reduces the performance decline caused by elastic fatigue. This optimized design significantly improves the response speed and service life of the entire braking system, thereby ensuring the long-term reliable operation of the brake. In addition, the disc spring 62 can be used individually or in series. When multiple disc springs 62 are used in series, in cooperation with the brake pad 5, by selecting the appropriate number of disc springs 62, the braking torque can be adjusted to the required size.

[0021] In the initial state, the braking chamber 2 is not filled with hydraulic oil. At this time, the disc spring 62 maintains a compressed state, applying an elastic force forward on the rear end of the braking piston 4, pressing the braking piston 4 tightly against the outer friction plate 21 at the rear end. Meanwhile, multiple outer friction plates 21, multiple inner friction plates 31, and the braking gasket 5 are sequentially pressed against the annular step surface 12 of the braking chamber 2, making the clearance between the outer friction plate 21, the inner friction plate 31, and the braking gasket 5 zero. Due to the connection structure between the inner friction plate 31 and the rotor connecting shaft 3 and the connection structure between the outer friction plate 21 and the housing 1, the brake achieves a braking state that prevents the rotor connecting shaft 3 from rotating; once hydraulic oil is filled into the braking chamber 2, the oil pressure is transmitted to the braking piston 4 at the rear end of the rotor connecting shaft 3, applying pressure to it, pushing the piston to compress the disc spring 62, releasing the pressure on the fixed braking gasket 5, outer friction plate 21, and inner friction plate 31, enabling them to regain a clearance, which allows the rotor connecting shaft 3 to resume movement and regain the rotation function; when the hydraulic motor stops working and stops supplying hydraulic oil to the braking chamber 2, the brake returns to the initial state, achieving the parking brake or emergency brake function to ensure the safety of parking.

[0022] As Figure 2 shown, the axial cross-section of the braking piston 4 is in an arched structure. The arched part of the braking piston 4 bulges towards the direction of the rotor connecting shaft 3. The outer periphery of the braking piston 4 is tightly pressed between the disc spring 62 and the outermost outer friction plate 21. This structural optimization scheme, while enhancing the overall structural strength of the braking piston 4, realizes the balanced dispersion of pressure during force application, significantly enhances the contact consistency between the friction plates and the rotating components, effectively reduces the wear or deformation caused by local high pressure, and greatly extends the actual service life of the friction plates. At the same time, the flexibility of the arched structure endows it with a buffering function throughout the braking process, smoothly modulating the braking force, reducing sudden impacts or vibrations, bringing a smoother and safer experience to the braking process, and significantly enhancing the driver's handling feeling.

[0023] Furthermore, the outer friction plate 21 is a steel friction plate, and the inner friction plate 31 is a paper-based friction plate. The steel outer friction plate 21 has the characteristics of extremely high wear resistance and can withstand high thermal loads and mechanical loads, ensuring the reliability and stability of the braking system under high-load conditions. The paper-based inner friction plate 31 has flexibility and an appropriate friction coefficient, providing stable and effective braking force, and has good energy absorption characteristics, which helps to absorb vibrations and reduce noise. This material combination optimizes the stability and comfort of the braking performance, and at the same time, through the synergistic effect of the two materials, extends the service life of the friction plates, reduces the replacement frequency, and lowers the maintenance cost.

[0024] During use, the outer friction plate 21 and the inner friction plate 31 are always immersed in the hydraulic oil, which can prevent the friction plates from burning due to excessive temperature.

[0025] Although the present disclosure is disclosed as above, the scope of protection of the present disclosure is not limited thereto. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present disclosure, and these changes and modifications will all fall within the scope of protection of the present utility model.

Claims

1. A multi-disc wet brake for an inner curve hydraulic motor, comprising a housing (1) and a brake chamber (2) arranged in the housing (1), wherein a rotor connecting shaft (3), a brake piston (4) and an elastic brake mechanism are arranged in sequence from front to back in the brake chamber (2), wherein the brake piston (4) is arranged at the rear end of the rotor connecting shaft (3) so as to be movable in the axial direction, wherein the elastic brake mechanism elastically abuts against the rear end of the brake piston (4) in a forward direction, wherein the outer peripheral wall of the brake piston (4) is sealed with the cavity wall of the brake chamber (2), and a hydraulic oil port (20) is arranged on the cavity wall of the brake chamber (2) at the front side of the brake piston (4), wherein the brake chamber (2) is characterized in that: The front end of the brake chamber (2) shrinks inward to form an annular step surface (12), and a plurality of outer friction plates (21), a plurality of inner friction plates (31) and a brake pad (5) are arranged between the annular step surface (12) and the brake piston (4). The outer friction plates (21) and the inner friction plates (31) are staggered and spaced from front to back along the axial direction and are movably arranged between the rotor connecting shaft (3) and the inner wall of the housing (1). The brake piston (4) is elastically abutted against the outer friction plate (21) at the rear end, and the brake pad (5) is pressed between the annular step surface (12) and the outer friction plate (21) at the front end.

2. The multi-disc wet brake for an inner curve hydraulic motor according to claim 1, characterized in that: The wall of the brake chamber (2) is provided with an axially distributed first spline (11), the outer ring of the outer friction plate (21) is meshed with the first spline (11), and the rotor connecting shaft (3) is provided with an axially distributed second spline (32), the inner ring of the inner friction plate (31) is meshed with the second spline (32).

3. The multi-disc wet brake for an inner curve hydraulic motor according to claim 2, characterized in that: The elastic brake mechanism comprises a spring mounting seat (61) and a disc spring (62); the spring mounting seat (61) is fixedly protruding forward and arranged on the inner side of the rear end of the housing (1); the disc spring (62) is sleeved on the spring mounting seat (61); and the disc spring (62) is pressed and arranged between the inner side of the rear end of the housing (1) and the rear end of the brake piston (4).

4. The multi-disc wet brake for an inner curve hydraulic motor according to claim 3, characterized in that: The axial cross-section of the brake piston (4) is in an arched structure, the back of the arch of the brake piston (4) bulges in the direction of the rotor connecting shaft (3), and the outer periphery of the brake piston (4) is pressed and arranged between the disc spring (62) and the outer friction plate (21) located at the rear end.

5. The multi-disc wet brake for an inner curve hydraulic motor according to claim 4, characterized in that: The outer friction plate (21) is a steel friction plate, and the inner friction plate (31) is a paper-based friction plate.

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