Friction assembly and brake

Abstract

The utility model provides a friction assembly and a brake, the friction assembly comprises a support plate, the support plate is provided with a plurality of accommodating grooves, the accommodating grooves penetrate through the support plate along the axis direction of the support plate, and the width of the accommodating grooves in the centrifugal direction has a decreasing trend; the multiple friction blocks are located in the multiple containing grooves correspondingly, the thickness of the friction blocks in the axial direction is larger than that of the containing grooves in the axial direction, and the width of the friction blocks in the centrifugal direction has a decreasing trend; a fit clearance is formed between the friction block and the containing groove and close to the peripheral edge of the supporting plate in the centrifugal direction, the fit clearance synchronously changes along with the position change of the friction block, the fit clearance is larger than zero all the time in the change, and when the fit clearance is the minimum value, the fit clearance is smaller than the friction block in the peripheral direction of the supporting plate. The two side walls of the friction block abut against the two side walls of the containing groove. The supporting plate can be directly fixed to the transmission shaft, lagging rotation cannot be generated between the supporting plate and the transmission shaft, and collision noise is reduced.

Description

Technical Field

[0001] The utility model belongs to the technical field of mechanical brakes, and in particular relates to a friction component and a brake. Background Art

[0002] The brake mainly relies on the coordination of structures such as stator, coil, armature, friction disc, and elastic parts to play a braking role. When the coil is energized, a magnetic field will be generated around the coil, and the gap between the stator and armature will generate a magnetic force that attracts each other.

[0003] A conventional friction disc is connected to the drive shaft of the braked device via a sleeve. Specifically, the inner ring of the sleeve is connected to the drive shaft, while the outer ring of the sleeve is connected to the friction disc. During braking, the sleeve applies pressure to the friction disc, which in turn brakes the drive shaft. Because the friction disc moves axially during braking, a clearance fit is typically used between the friction disc and sleeve.

[0004] In the released state, when the transmission shaft drives the friction disc to rotate through the sleeve, the friction disc rotates laggingly relative to the sleeve, causing collision between the two and emitting collision noise, resulting in a poor user experience and greater noise pollution. Utility Model Content

[0005] The purpose of the utility model is to provide a friction assembly and a brake, which aims to solve the technical problem that in the process of the transmission shaft driving the friction disc to rotate through the shaft sleeve, the friction disc rotates lagging relative to the shaft sleeve, resulting in collision between the two, emitting collision noise, resulting in poor user experience and greater noise pollution.

[0006] In order to achieve the above purpose, the technical solution adopted by the utility model is:

[0007] In a first aspect, the present invention provides a friction assembly, comprising: a support plate, the support plate having a plurality of receiving grooves, the receiving grooves extending through the support plate along an axial direction of the support plate, the width of the receiving grooves decreasing in a centrifugal direction; and a plurality of friction blocks respectively located in the plurality of receiving grooves, the thickness of the friction blocks in the axial direction being greater than the thickness of the receiving grooves in the axial direction, the width of the friction blocks decreasing in a centrifugal direction;

[0008] Among them, near the outer peripheral edge of the support plate, there is a fitting gap between the friction block and the receiving groove in the centrifugal direction, and the fitting gap changes synchronously with the position change of the friction block, and the fitting gap is always greater than zero during the change. When the fitting gap is the minimum value, in the circumferential direction, the two side walls of the friction block abut against the two side walls of the receiving groove.

[0009] In combination with the first aspect, in some possible implementations, an elastic member is provided in the receiving groove, and the elastic member abuts against one end of the friction block, where the end is close to the inner peripheral edge of the support plate.

[0010] In combination with the first aspect, in some possible implementations, the support plate is further provided with a limiting groove connected to the receiving groove, the elastic member is partially located in the limiting groove, and the elastic member is partially located in the receiving groove; a guide member is provided in the limiting groove, the elastic member is configured as an annular structure, the elastic member is sleeved on the guide member, and the guide member is entirely accommodated in the space of the limiting groove.

[0011] In combination with the first aspect, in some possible implementations, the support plate is further provided with a snap-in groove separated from the receiving groove, the elastic member is configured as a sheet-like structure, the elastic member is partially snap-into the snap-in groove, and the elastic member is partially located in the receiving groove.

[0012] In combination with the first aspect, in some possible implementations, the support plate has a mounting portion fixed to a transmission shaft of the braked device, and the mounting portion is located on an inner ring or an outer ring of the support plate.

[0013] In combination with the first aspect, in some possible implementations, the friction assembly also includes a clutch plate, the clutch plate is provided with a plurality of partition grooves extending along its radial direction, the openings of the partition grooves extend to the outer peripheral edge of the clutch plate, and the partition grooves penetrate the clutch plate along the axial direction of the clutch plate, so that the clutch plate is formed with a plurality of active plates distributed around its axial direction, and the two adjacent active plates are in a connected relationship or a non-connected relationship; the clutch plate is arranged adjacent to the support plate, the friction block is located within the circumferential coverage range of the active plate, and the friction block is configured to abut against the active plate.

[0014] In combination with the first aspect, in some possible implementations, the plurality of action plates are evenly distributed around the axis of the clutch plate, the plurality of friction blocks are evenly distributed around the axis of the support plate, and the number of the action plates is greater than the number of the friction blocks.

[0015] In combination with the first aspect, in some possible implementations, the number of the active plates and the number of the friction blocks are prime numbers to each other.

[0016] In a second aspect, the present invention further provides a brake, comprising: a friction assembly as described in any of the above implementations and a stator assembly adapted to the friction assembly.

[0017] In combination with the second aspect, in some possible implementations, the friction assembly includes: the support plate, a plurality of the friction blocks and a clutch plate; the stator assembly includes: a stator having a first end face and a second end face in the axial direction, the first end face being provided with a first groove and a second groove independent of each other; a coil disposed in the first groove; a brake spring disposed in the second groove; and a tail plate connected to the stator via an assembly part; wherein the tail plate, the support plate, the clutch plate and the stator are arranged adjacent to each other in sequence.

[0018] In combination with the second aspect, in some possible implementations, the support plate has a mounting portion fixed to a transmission shaft of the braked device, and the mounting portion is located on an inner ring or an outer ring of the support plate.

[0019] In combination with the second aspect, in some possible implementations, the clutch plate is provided with a plurality of partition grooves extending along its radial direction, the openings of the partition grooves extend to the outer peripheral edge of the clutch plate, and the partition grooves penetrate the clutch plate along the axial direction of the clutch plate, so that the clutch plate is formed with a plurality of action plates distributed around its axial direction, and the two adjacent action plates are in a connected relationship or a non-connected relationship; the friction block and the brake spring are located within the circumferential coverage range of the action plate; the plurality of action plates are evenly distributed around the axial direction of the clutch plate, and the plurality of friction blocks are evenly distributed around the axial direction of the support plate, and the number of the action plates is greater than the number of the friction blocks, and the number of the action plates and the number of the friction blocks are prime numbers to each other.

[0020] The friction assembly and brake provided by the present invention have at least the following technical effects compared to the prior art: the above technical solution provides a friction assembly, which includes a support plate and a plurality of friction blocks, the support plate having a plurality of receiving grooves for receiving the friction blocks. Compared with the traditional friction disc structure, the support plate can be directly fixed to the drive shaft, and there is no hysteresis between the two, which reduces collision noise and improves the user experience. Moreover, the cost of replacing the friction blocks is lower than that of replacing the entire friction disc. The width of the receiving grooves and the friction blocks in the centrifugal direction both tends to decrease. Under the action of centrifugal force, the friction blocks move outward. Based on the tapered design of the receiving grooves and the friction blocks, the fitting clearance gradually decreases, which can form adaptive pressure regulation and avoid excessive friction or slipping. When the fitting clearance is minimum, the two side walls of the friction blocks abut the two side walls of the receiving grooves, which can ensure the synchronous rotation of the friction blocks and the support plate, limit the displacement of the friction blocks in the circumferential direction, prevent uneven wear and vibration, and improve the stability of the friction assembly. Moreover, because the fitting clearance is always greater than zero, the collision noise and collision wear between the friction blocks and the support plate can be greatly reduced. In addition, since there is always a matching gap between the friction block and the receiving groove, airflow, debris, sundries, etc. can pass through, reducing the accumulation of friction heat and reducing the obstruction to the friction block. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0022] Figure 1 A schematic structural diagram of a friction assembly provided in one embodiment of the present utility model;

[0023] Figure 2 for Figure 1 A partially enlarged schematic diagram of structure A is shown;

[0024] Figure 3 for Figure 1 Another structural schematic diagram of the friction assembly shown;

[0025] Figure 4 for Figure 1 Another structural schematic diagram of the friction assembly shown;

[0026] Figure 5 A schematic structural diagram of a friction assembly provided in another embodiment of the present invention;

[0027] Figure 6 for Figure 5The structure B shown is a partially enlarged schematic diagram when a guide member is provided;

[0028] Figure 7 A schematic structural diagram of a friction assembly provided in yet another embodiment of the present invention;

[0029] Figure 8 for Figure 7 Another structural schematic diagram of the friction assembly shown;

[0030] Figure 9 for Figure 7 A schematic structural diagram of the support plate in the friction assembly shown;

[0031] Figure 10 for Figure 7 A schematic structural diagram of the elastic member in the friction assembly shown;

[0032] Figure 11 A schematic structural diagram of a friction assembly provided in yet another embodiment of the present invention;

[0033] Figure 12 A schematic structural diagram of a friction block provided in one embodiment of the present utility model;

[0034] Figure 13 A schematic structural diagram of a friction block provided in another embodiment of the present invention;

[0035] Figure 14 A schematic structural diagram of a friction block provided in yet another embodiment of the present invention;

[0036] Figure 15 A schematic structural diagram of a friction block provided in yet another embodiment of the present invention;

[0037] Figure 16 A schematic structural diagram of a clutch plate provided in one embodiment of the present utility model;

[0038] Figure 17 A schematic structural diagram of a clutch plate provided in another embodiment of the present invention;

[0039] Figure 18 A schematic structural diagram of a brake provided in one embodiment of the present utility model;

[0040] Figure 19 for Figure 18 The schematic diagram of the structure of the brake shown is when the tail plate is omitted;

[0041] Figure 20 for Figure 18 a perspective cutaway view of the brake shown;

[0042] Figure 21A schematic structural diagram of a brake provided in another embodiment of the present invention when the tail plate and the support plate are omitted;

[0043] Figure 22 for Figure 21 The brake shown is a schematic structural diagram when the tail plate, support plate and friction block are omitted.

[0044] Description of reference numerals:

[0045] 1. Friction assembly, 10. Support plate, 11. Receiving groove, 12. Limiting groove, 13. Clamping groove, 14. Mounting part, 20. Friction block, 21. Friction surface, 22. Fillet, 23. Arc surface, CD, centrifugal direction, FC, fitting clearance, 30. Elastic part, 40. Guide part, 50. Clutch plate, 51. Partition groove, 52. Action plate, 53. Avoidance port, 54. Locking hole, 2. Brake, 60. Stator assembly, 61. Stator, 611. First end face, 612. Second end face, 613. First groove, 614. Second groove, 62. Coil, 63. Brake spring, 64. Tail plate, 65. Assembly part, 66. Mounting part. DETAILED DESCRIPTION

[0046] In order to make the technical problems, technical solutions and beneficial effects to be solved by the present invention more clearly understood, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0047] It should be noted that when an element is referred to as being "fixed to," "fixed to," "connected to," "connected to," "disposed to," "provided to," or "fixed to" another element, an intermediate element may or may not be present. Furthermore, when an element is referred to as being "connected to" or "connected to" another element, this can be interpreted as meaning a mechanical connection, an electrical connection, a communication connection, or the like, based on the common understanding of those skilled in the art. As used herein, "plurality" refers to two or more; "several" refers to one or more.

[0048] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs.

[0049] Please also refer to Figures 1 to 22 , the friction assembly and brake provided by the embodiment of the present invention are now described.

[0050] See also Figures 1 to 15The embodiment of the present invention provides a friction assembly 1, comprising: a support plate 10, the support plate 10 is provided with a plurality of receiving grooves 11, the receiving grooves 11 penetrate the support plate 10 along the axial direction of the support plate 10, and the width of the receiving grooves 11 in the centrifugal direction CD has a decreasing trend; and a plurality of friction blocks 20 are respectively located in the plurality of receiving grooves 11, the thickness of the friction blocks 20 in the axial direction is greater than the thickness of the receiving grooves 11 in the axial direction, and the width of the friction blocks 20 in the centrifugal direction CD has a decreasing trend; wherein, near the outer peripheral edge of the support plate 10, there is a fitting clearance FC between the friction blocks 20 and the receiving grooves 11 in the centrifugal direction CD, the fitting clearance FC changes synchronously with the position change of the friction blocks 20, and the fitting clearance FC is always greater than zero during the change, and when the fitting clearance FC is at the minimum value, in the circumferential direction of the support plate 10, the two side walls of the friction blocks 20 abut against the two side walls of the receiving grooves 11.

[0051] Specifically, the material of the support plate 10 is preferably metal material, and the material of the friction block 20 is preferably friction material, specifically a polymer ternary composite material, which is composed of three major categories: polymer binder (resin and rubber), reinforcing fiber and friction performance regulator, and other compounding agents are added, and it is made through a series of production and processing.

[0052] The support plate 10 has a plurality of receiving grooves 11, and a friction block 20 is embedded in each receiving groove 11. Figure 3 and Figure 4 As shown, the thickness of the friction block 20 in the axial direction is greater than the thickness of the receiving groove 11 in the axial direction, so that the friction block 20 can abut the clutch plate 50, the tail plate 64, the movable plate, etc. to achieve braking, as shown in FIG. Figure 2 As shown, a clearance FC is defined between the friction block 20 and the receiving groove 11 in the centrifugal direction CD. This clearance FC changes synchronously with the position of the friction block 20, and remains greater than zero throughout the change. It is understood that when the friction block 20 is in the released state, it rotates synchronously with the support plate 10, and the clearance FC is at its minimum value. When the friction block 20 is in the braking state, the friction block 20 and the support plate 10 change from a previously rotating state to a braking state, and the position of the friction block 20 relative to the support plate 10 may change. At this point, the clearance FC also changes adaptively. This clearance FC reduces collision noise between the friction block 20 and the support plate 10, reduces collision wear on the friction block 20, and increases its service life.

[0053] The support plate 10 can be configured as an annular structure, having a mounting portion 14 fixed to the drive shaft of the braked device. The mounting portion 14 can be directly fixed to the drive shaft of the braked device, or fixed to the drive shaft of the braked device through a bushing. Since the support plate 10 is fixedly connected to the drive shaft, the support plate 10 can rotate with the drive shaft, and the support plate 10 will not move axially relative to the drive shaft, which can effectively reduce the noise of the brake 2. The friction block 20 has a lower manufacturing cost than the entire friction disc. The support plate 10 is made of metal, and the shape of the center hole or the outer ring of the support plate 10 can be changed by machining, which can be adapted to different drive shafts. Traditional friction discs are made of molds, and the mold needs to be re-opened after the shape of the center hole or the outer ring is changed, which has a high manufacturing cost.

[0054] There are multiple friction blocks 20, and there is no limit to the number. The multiple friction blocks 20 can be evenly distributed or unevenly distributed, and the shapes of the multiple friction blocks 20 can be completely the same or not completely the same. Figures 11 to 15 As shown, for example, the axial projection of the friction block 20 can be regular, such as a trapezoid, circle, arc, or arch, or irregular, without limitation, as long as the width of the friction block 20 in the centrifugal direction CD tends to decrease. Accordingly, the axial projection of the receiving groove 11 can be the same as or different from the axial projection of the friction block 20.

[0055] like Figure 12 As shown, in order to prevent the friction block 20 from getting stuck with the receiving groove 11, the edges of the friction block 20 can be rounded 22. Figure 15 As shown, in order to ensure that the friction block 20 can fully contact the clutch plate 50, the tail plate 64 or the movable plate even when it is worn, an arcuate surface 23 can be provided on the friction surface 21 of the friction block 20.

[0056] The circumference of the receiving groove 11 may be coated with grease, sprayed with shock-absorbing paint, or covered with elastic material, so as to reduce the collision noise between the friction block 20 and the receiving groove 11 .

[0057] It can be understood that the width of the friction block 20 in the centrifugal direction CD is the width of the friction block 20 in the direction away from the rotation axis. Figure 1 As shown, the width of the friction block 20 in the centrifugal direction CD has a decreasing trend, and the decreasing trend can be gradually reduced. However, in some special designs, such as Figure 11 As shown, it may also be increased first and then decreased, reflecting that the friction block 20 has a tendency to become increasingly wedged near the outer peripheral edge of the support plate 10 .

[0058] Because the widths of the friction block 20 and the receiving groove 11 in the centrifugal direction CD both tend to decrease, during high-speed rotation of the friction assembly 1, the friction block 20 is moved away from the rotation axis by the centrifugal force, thereby abutting against the two side walls of the receiving groove 11. This allows the friction block 20 to rotate synchronously with the support plate 10, thereby avoiding collision noise between the friction block 20 and the support plate 10. When the coil 62 is de-energized and the brake 2 is applied, the friction block 20 is squeezed by the clutch plate 50 or the movable plate, and the resultant force on the friction block 20 causes it to move away from the rotation axis, while still abutting against the two side walls of the receiving groove 11.

[0059] The friction assembly 1 provided by the embodiment of the present invention has at least the following technical effects compared with the prior art: the above technical solution provides a friction assembly 1, which includes a support plate 10 and a plurality of friction blocks 20. The support plate 10 is provided with a plurality of receiving grooves 11 for accommodating the friction blocks 20. Compared with the traditional friction disc structure, the support plate 10 can be directly fixed to the drive shaft, and no lagging rotation will be generated between the two, thereby reducing collision noise, improving the user experience, and the cost of replacing the friction blocks 20 is lower than the cost of replacing the entire friction disc. The widths of the receiving groove 11 and the friction block 20 in the centrifugal direction CD both tend to decrease. Under the action of centrifugal force, the friction block 20 moves outward. Due to the tapered design of the receiving groove 11 and the friction block 20, the fit clearance FC gradually decreases, enabling adaptive pressure regulation to prevent excessive friction or slippage. When the fit clearance FC is minimum, the two sidewalls of the friction block 20 abut against the two sidewalls of the receiving groove 11, ensuring the synchronous rotation of the friction block 20 and the support plate 10. This limits the circumferential displacement of the friction block 20, prevents eccentric wear and vibration, and improves the stability of the friction assembly 1. Furthermore, because the fit clearance FC is always greater than zero, the collision noise and wear between the friction block 20 and the support plate 10 can be greatly reduced. Furthermore, because the fit clearance FC is always maintained between the friction block 20 and the receiving groove 11, it allows airflow, debris, and other debris to pass through, reducing the accumulation of frictional heat and reducing the blockage of the friction block 20.

[0060] The specific structure of the friction assembly 1 is described below by way of example, but is not limited to the following embodiments.

[0061] See also Figures 5 to 10As shown, in some embodiments, an elastic member 30 is provided in the receiving groove 11. The elastic member 30 abuts against one end of the friction block 20, which is close to the inner peripheral edge of the support plate 10. Specifically, the elastic member 30 can abut between the friction block 20 and the receiving groove 11, close to the inner peripheral edge of the support plate 10, and can provide an elastic preload force away from the center of the support plate 10 to the friction block 20, that is, provide an elastic preload force in the centrifugal direction CD to the friction block 20. In other words, the elastic member 30 has an elastic preload force that pushes the friction block 20 to move in the outer peripheral direction.

[0062] This elastic preload ensures that the friction block 20 can still provide force in the initial centrifugal direction CD even when rotating at low speeds or when the centrifugal force is insufficient, ensuring that the friction block 20 always abuts the two sidewalls of the receiving groove 11, thereby ensuring the synchronous rotation of the friction block 20 and the support plate 10, minimizing the collision noise between the friction block 20 and the support plate 10, and improving the response speed of the braking process. In addition, the elastic member 30 can absorb impact loads, reduce the rigid collision between the friction block 20 and the receiving groove 11, and extend the service life of the friction block 20. The elastic member 30 can also prevent the friction block 20 from getting stuck, wearing unevenly, or excessively moving, and its self-adjusting properties reduce the need for manual adjustment. At the same time, because the elastic member 30 can push the friction block 20 toward the periphery, it can compensate for the increase in the gap between the friction block 20 and the receiving groove 11 caused by wear, maintaining the contact pressure between the friction block 20 and the support plate 10.

[0063] Among them, Figure 5 and Figure 6 As shown, in some specific embodiments, the support plate 10 is further provided with a limiting groove 12 connected to the receiving groove 11, the elastic member 30 is partially located in the limiting groove 12, and the elastic member 30 is partially located in the receiving groove 11; a guide member 40 is provided in the limiting groove 12, the elastic member 30 is configured as an annular structure, the elastic member 30 is sleeved on the guide member 40, and the guide member 40 is entirely accommodated in the space of the limiting groove 12.

[0064] Specifically, the elastic member 30 can be a ring-shaped structure such as a coil spring or an elastic ring, and the guide member 40 can be a strip-shaped structure such as a columnar or rod-shaped structure. The elastic member 30 is arranged in a sleeve manner on the outer periphery of the guide member 40, which can limit the radial displacement of the elastic member 30 and prevent the elastic member 30 from bending laterally due to centrifugal force or vibration, ensuring that the elastic force is always transmitted to the friction block 20, and the guide member 40 is only located in the space of the limiting groove 12 and will not invade the space of the receiving groove 11, which can ensure the freedom of movement of the friction block 20 and does not interfere with the movement position of the friction block 20 in the receiving groove 11.

[0065] In addition, if Figures 7 to 10As shown, in some other embodiments, the support plate 10 is further provided with a snap-in groove 13 separated from the receiving groove 11, and the elastic member 30 is configured as a sheet structure, the elastic member 30 is partially snap-into the snap-in groove 13, and the elastic member 30 is partially located in the receiving groove 11.

[0066] Specifically, the engaging groove 13 is closer to the inner peripheral edge of the support plate 10 than the receiving groove 11. A portion of the elastic member 30 is engaged within the engaging groove 13, limiting the engagement of the elastic member 30. The remaining portion of the elastic member 30 is located within the receiving groove 11, thereby forming an abutment relationship with the friction block 20. To ensure uniform force on the friction block 20, the elastic member 30 adopts a symmetrical, curved sheet structure. The elastic member 30 is engaged within the engaging groove 13 by virtue of its own structural bend, and has the same shape at both axial ends of the support plate 10.

[0067] Of course, in other embodiments, the engaging groove 13 may not be provided, and the elastic member 30 may be fixed in the groove wall of the receiving groove 11 , and no specific limitation is made to this.

[0068] See also Figure 1 、 Figure 5 、 Figure 7 and Figure 11 As shown, in some embodiments, the support plate 10 has a mounting portion 14 for securing to the drive shaft of the braked device. The mounting portion 14 is located on the inner or outer ring of the support plate 10. Specifically, when the mounting portion 14 is located on the inner ring of the support plate 10, the mounting portion 14 may be a hole structure, a keyway structure, etc., and secured to the drive shaft through threaded connections, clamping, riveting, gluing, welding, etc. When the mounting portion 14 is located on the outer ring of the support plate 10, the mounting portion 14 may be a flange structure, a connecting ear structure, a toothed structure, etc., and secured to the drive shaft through clamps, threaded connections, clamping, riveting, gluing, welding, etc.

[0069] In this embodiment, the support plate 10 can be selected according to the type of brake 2. For example, when the brake 2 is applied to a hub-type structure, a support plate 10 with the mounting portion 14 arranged on the outer ring of the support plate 10 can be used. When the brake 2 is applied to an ordinary shaft-type structure, a support plate 10 with the mounting portion 14 arranged on the inner ring of the support plate 10 can be used.

[0070] See also Figure 16 、 Figure 17 、 Figure 21 and Figure 22In some embodiments, the friction assembly 1 further includes a clutch plate 50, which is provided with a plurality of partition grooves 51 extending radially thereof, the openings of the partition grooves 51 extending to the outer peripheral edge of the clutch plate 50, and the partition grooves 51 penetrate the clutch plate 50 along the axial direction of the clutch plate 50, so that the clutch plate 50 is formed with a plurality of action plates 52 distributed around the axial direction thereof, and two adjacent action plates 52 are in a connected relationship or a non-connected relationship; the clutch plate 50 is arranged adjacent to the support plate 10, and the friction block 20 is located within the circumferential coverage range of the action plate 52, and the friction block 20 is configured to abut against the action plate 52.

[0071] Specifically, multiple partition grooves 51 make the clutch plate 50 extend radially from the center outward, and the openings of the partition grooves 51 pass through to the outer peripheral edge of the clutch plate 50, forming a "petal-like" structure or a "comb-like" structure. In addition, if the opening of the partition groove 51 does not extend to the inner peripheral edge of the clutch plate 50, the two adjacent active plates 52 are in a connected relationship. If the opening of the partition groove 51 also extends to the inner peripheral edge of the clutch plate 50, the two adjacent active plates 52 are in a non-connected relationship, that is, the two adjacent active plates 52 are completely separated.

[0072] In this embodiment, the clutch plate 50 has a certain flexibility compared to the traditional rigid structure, so that the multiple action plates 52 can produce a certain elastic deformation when abutting against the multiple friction blocks 20, so that the abutting combination of the action plate 52 and the friction block 20 can achieve multi-point distributed contact. Even if the friction block 20 or the action plate 52 is worn, the action plate 52 can maintain the squeezing of the friction block 20, thereby ensuring a more uniform friction effect. In addition, due to the design of the partition groove 51, the accumulation of metal powder in the friction area can also be reduced, thereby improving the service life of the friction component 1.

[0073] For example, multiple active plates 52 are evenly distributed around the axis of the clutch plate 50, and multiple friction blocks 20 are evenly distributed around the axis of the support plate 10, with the number of active plates 52 exceeding the number of friction blocks 20. This arrangement creates an asymmetric, uniform circumferential distribution, enabling dynamic, staggered contact and preventing excessive frictional heat at fixed locations. This allows frictional heat and wear to be dispersed across more active plates 52, preventing excessive wear in localized areas. By leveraging the intermittent contact feature, noise during braking can be reduced. Furthermore, this prevents all friction blocks 20 from being simultaneously stuck in the partition grooves 51, ensuring that a certain number of friction blocks 20 are always able to rub against the clutch plate 50, achieving a braking effect.

[0074] For example, the number of active plates 52 and the number of friction blocks 20 are prime to each other. This arrangement can form an asymmetric uniform layout in the circumferential direction, avoiding periodic resonance during braking, further improving the stability and reliability of the braking process, and avoiding production accidents and product quality problems caused by unstable braking.

[0075] Of course, in other embodiments, the distribution of multiple active plates 52 and multiple friction blocks 20 can also be designed in other ways. For example, the number of active plates 52 can be equal to the number of friction blocks 20. For another example, the number of friction blocks 20 can also be greater than the number of active plates 52. For another example, the active plates 52 and friction blocks 20 can be distributed unevenly, etc., and there is no specific restriction on this.

[0076] In addition, if Figure 16 、 Figure 17 、 Figure 21 and Figure 22 As shown, the clutch plate 50 is also provided with an avoidance opening 53 for avoiding the assembly part 65 or the installation part 66, and a locking hole 54 for locking the action plate 52 during transportation. The locking hole 54 can be provided with a positioning pin to lock the action plate 52 during transportation to prevent it from shaking and deforming, and the positioning pin can be removed when assembled to the braked equipment.

[0077] See also Figures 18 to 22 The present invention also provides a brake 2 comprising a friction assembly 1 according to any of the above implementations and a stator assembly 60 adapted to the friction assembly 1. The brake 2 may include a single friction assembly 1 or multiple friction assemblies 1. By designing different friction assemblies 1 and stator assemblies 60, the friction assembly 1 and stator assemblies 60 can form a stacked brake structure or a nested brake structure. For example, the support plate 10 and friction block 20 may be disposed on the inner or outer periphery of the stator 61.

[0078] Specifically, the support plate 10 has a mounting portion 14 fixed to the drive shaft of the braked device. The mounting portion 14 is located on the inner or outer ring of the support plate 10. Those skilled in the art can select the support plate 10 based on the type of brake 2. For example, when the brake 2 is applied to a hub structure, a support plate 10 with the mounting portion 14 located on the outer ring of the support plate 10 can be used, and correspondingly, the assembly parts 65 are spaced apart on the inner ring of the support plate 10. When the brake 2 is applied to a conventional shaft structure, a support plate 10 with the mounting portion 14 located on the inner ring of the support plate 10 can be used, and correspondingly, the assembly parts 65 are spaced apart on the outer ring of the support plate 10.

[0079] The brake 2 provided in the embodiment of the present invention adopts the friction assembly 1 described in any of the above embodiments, and the technical effects of the two are the same, which will not be described again here.

[0080] The specific structure and matching relationship between the friction assembly 1 and the stator assembly 60 are described below by way of example, but are not limited to the following embodiments.

[0081] Take the stacked brake structure as an example, Figures 18 to 22 As shown, specifically, the friction assembly 1 includes: a support plate 10, a plurality of friction blocks 20 and a clutch plate 50; the stator assembly 60 includes: a stator 61, having an axial first end face 611 and a second end face 612, the first end face 611 being provided with a first groove 613 and a second groove 614 independent of each other; a coil 62, disposed in the first groove 613; a brake spring 63, disposed in the second groove 614; and a tail plate 64, connected to the stator 61 through an assembly part 65; wherein the tail plate 64, the support plate 10, the clutch plate 50 and the stator 61 are arranged adjacent to each other in sequence.

[0082] The stator 61 can also be called a shell, a casing, a yoke, a yoke core, or other commonly used technical terms in this field. The stator 61 is a cylindrical structure and may or may not have a center hole. The stator 61 has a first end face 611 and a second end face 612 that are oppositely arranged in the axial direction. The first end face 611 is provided with a first groove 613 for installing the coil 62 and a second groove 614 for accommodating the brake spring 63. The number of the coil 62, the brake spring 63, the first groove 613 and the second groove 614 can be one or more. The tail plate 64 is fixedly connected to the stator 61 by a number of assembly parts 65. In addition, by arranging a number of mounting parts 66 on the stator 61 or the tail plate 64, the brake 2 can be assembled on the braked equipment.

[0083] The stator 61 itself is non-magnetic. When the coil 62 is energized, the stator 61 becomes magnetized and magnetic. When the coil 62 is de-energized, the stator 61 loses its magnetism. When the coil 62 is energized, a magnetic field is generated around the coil 62, and the gap between the stator 61 and the clutch plate 50 generates a mutually attractive magnetic force, causing the clutch plate 50 and the stator 61 to engage, allowing the support plate 10 and the friction block 20 to rotate freely, entering a released state. When the coil 62 is de-energized, the clutch plate 50, under the action of the brake spring 63, compresses the friction block 20, forcing it between the clutch plate 50 and the tail plate 64, preventing it from rotating freely and entering a braked state.

[0084] Among them, for example, Figure 16 、 Figure 17 、 Figure 21 and Figure 22As shown, the clutch plate 50 is provided with a plurality of partition grooves 51 extending along its radial direction, the openings of the partition grooves 51 extend to the outer peripheral edge of the clutch plate 50, and the partition grooves 51 penetrate the clutch plate 50 along the axial direction of the clutch plate 50, so that the clutch plate 50 is formed with a plurality of action plates 52 distributed around its axial direction, and the two adjacent action plates 52 are in a connected relationship or a non-connected relationship; the friction blocks 20 and the brake springs 63 are located within the circumferential coverage range of the action plates 52, and each action plate 52 covers one or more brake springs 63; the plurality of action plates 52 are evenly distributed around the axial direction of the clutch plate 50, and the plurality of friction blocks 20 are evenly distributed around the axial direction of the support plate 10, and the number of action plates 52 is greater than the number of friction blocks 20, and the number of action plates 52 and the number of friction blocks 20 are prime numbers to each other.

[0085] Specifically, multiple partition grooves 51 make the clutch plate 50 extend radially from the center outward, and the openings of the partition grooves 51 pass through to the outer peripheral edge of the clutch plate 50, forming a "petal-like" structure or a "comb-like" structure. In addition, if the opening of the partition groove 51 does not extend to the inner peripheral edge of the clutch plate 50, the two adjacent action plates 52 are in a connected relationship. If the opening of the partition groove 51 also extends to the inner peripheral edge of the clutch plate 50, the two adjacent action plates 52 are in a non-connected relationship, that is, the two adjacent action plates 52 are completely separated. In order to avoid the non-connected action plates 52 from tilting during braking, the brake spring 63 can be set within the rotation stroke coverage range of the friction block 20.

[0086] In this embodiment, the clutch plate 50 has a certain flexibility compared to the traditional rigid structure, so that the multiple action plates 52 can produce a certain elastic deformation when abutting against the multiple friction blocks 20, so that the abutting combination of the action plate 52 and the friction block 20 can achieve multi-point distributed contact. Even if the friction block 20 or the action plate 52 is worn, the action plate 52 can maintain the squeezing of the friction block 20, thereby ensuring a more uniform friction effect. In addition, due to the design of the partition groove 51, the accumulation of metal powder in the friction area can also be reduced, thereby improving the service life of the friction component 1.

[0087] This arrangement creates an asymmetrical, uniform circumferential distribution, enabling dynamic, staggered contact and preventing excessive frictional heat at fixed locations. This allows frictional heat and wear to be distributed to more active plates 52, preventing excessive wear in localized areas. The intermittent contact reduces noise during braking and prevents periodic resonance, further improving the stability and reliability of the braking process and reducing production accidents and product quality issues caused by unstable braking. Furthermore, it prevents all friction blocks 20 from being simultaneously stuck in the partition grooves 51, ensuring that a certain number of friction blocks 20 are always able to rub against the clutch plate 50 to achieve a braking effect.

[0088] In addition, if Figure 16 、 Figure 17 、 Figure 21 and Figure 22 As shown, the clutch plate 50 is also provided with an avoidance opening 53 for avoiding the assembly part 65 or the installation part 66, and a locking hole 54 for locking the action plate 52 during transportation. The locking hole 54 can be provided with a positioning pin to lock the action plate 52 during transportation to prevent it from shaking and deforming, and the positioning pin can be removed when assembled to the braked equipment.

[0089] It can be understood that the various parts in the above embodiments can be freely combined or deleted to form different combination embodiments. The specific contents of each combination embodiment will not be repeated here. After this description, it can be considered that the specification has recorded each combination embodiment and can support different combination embodiments.

[0090] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent replacements and improvements made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A friction assembly, characterized in that: include: A support plate, wherein the support plate is provided with a plurality of receiving grooves, the receiving grooves penetrating the support plate along the axis direction of the support plate, and the width of the receiving grooves in the centrifugal direction tends to decrease; as well as A plurality of friction blocks are respectively located in the plurality of receiving grooves, wherein the thickness of the friction blocks in the axial direction is greater than the thickness of the receiving grooves in the axial direction, and the width of the friction blocks in the centrifugal direction tends to decrease; Among them, near the outer peripheral edge of the support plate, there is a fitting gap between the friction block and the receiving groove in the centrifugal direction, and the fitting gap changes synchronously with the position change of the friction block, and the fitting gap is always greater than zero during the change. When the fitting gap is the minimum value, in the circumferential direction of the support plate, the two side walls of the friction block abut against the two side walls of the receiving groove.

2. The friction assembly according to claim 1, characterized in that: An elastic member is provided in the receiving groove, and the elastic member abuts against one end of the friction block, where the end is close to the inner peripheral edge of the support plate.

3. The friction assembly according to claim 2, characterized in that: The support plate is also provided with a limiting groove connected to the receiving groove, and the elastic member is partially located in the receiving groove; a guide member is provided in the limiting groove, the elastic member is configured as a ring structure, the elastic member is sleeved on the guide member, and the guide member is entirely accommodated in the space of the limiting groove.

4. The friction assembly according to claim 2, characterized in that: The support plate is further provided with a clamping groove separated from the receiving groove. The elastic member is configured as a sheet structure. The elastic member is partially clamped in the clamping groove, and the elastic member is partially located in the receiving groove.

5. The friction assembly according to any one of claims 1 to 4, characterized in that: The clutch plate further comprises a clutch plate, wherein the clutch plate is provided with a plurality of partition grooves extending in a radial direction thereof, the openings of the partition grooves extending to the outer peripheral edge of the clutch plate, and the partition grooves penetrate the clutch plate along the axial direction of the clutch plate, so that the clutch plate is formed with a plurality of action pieces distributed around the axial direction thereof, and adjacent two action pieces are in a connected relationship or a non-connected relationship; The clutch plate is disposed adjacent to the support plate. The friction block is located within the circumferential coverage of the operating plate, and the friction block is configured to abut against the operating plate.

6. The friction assembly according to claim 5, characterized in that: The plurality of action plates are evenly distributed around the axis of the clutch plate, the plurality of friction blocks are evenly distributed around the axis of the support plate, and the number of the action plates is greater than the number of the friction blocks.

7. A brake, characterized in that: include: The friction assembly according to any one of claims 1 to 6, and a stator assembly adapted to the friction assembly.

8. The brake according to claim 7, characterized in that The friction assembly includes: the support plate, a plurality of friction blocks and a clutch plate; The stator assembly comprises: The stator has a first end face and a second end face in the axial direction, wherein the first end face is provided with a first groove and a second groove which are independent of each other; a coil disposed in the first groove; a brake spring disposed in the second groove; and a tail plate connected to the stator via an assembly part; Wherein, the tail plate, the support plate, the clutch plate and the stator are arranged adjacent to each other in sequence.

9. The brake according to claim 7, characterized in that The support plate has a mounting portion fixed to the transmission shaft of the braked device, and the mounting portion is located on the inner ring or the outer ring of the support plate.

10. The brake according to claim 8, characterized in that The clutch plate is provided with a plurality of partition grooves extending in a radial direction thereof, the openings of the partition grooves extending to the outer peripheral edge of the clutch plate, and the partition grooves penetrate the clutch plate along the axial direction of the clutch plate, so that the clutch plate is formed with a plurality of action plates distributed around the axial direction thereof, and two adjacent action plates are in a connected relationship or a non-connected relationship; the friction block and the brake spring are located within the circumferential coverage of the action plates; The plurality of action plates are evenly distributed around the axis of the clutch plate, and the plurality of friction blocks are evenly distributed around the axis of the support plate. The number of the action plates is greater than the number of the friction blocks, and the number of the action plates and the number of the friction blocks are prime numbers to each other.

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