All-electric brake main wheel

Abstract

The utility model provides an all-electric brake main wheel, and relates to the technical field of mechanical design. The all-electric brake main wheel comprises a hub, a brake assembly and a driving device, wherein the hub is used for assembling a tire; the brake assembly is sleeved with the hub and comprises a brake shell and a brake disc, the brake shell comprises a supporting ring and a flange, the brake disc comprises a pressing disc, a movable disc and a pressure bearing disc, the pressure bearing disc abuts against the flange, and the movable disc is located between the pressing disc and the pressure bearing disc; the pressing disc and the pressure-bearing disc are both connected with the supporting ring, and the movable disc is connected with the hub; the driving device comprises an electric actuator and a mounting seat, and the mounting seat is connected with the supporting ring; the electric actuator is arranged on the mounting base and comprises a motor and a lead screw assembly, the lead screw assembly comprises a lead screw and a lead screw nut arranged on the periphery of the lead screw in a sleeving mode, and the lead screw assembly is located on the side, away from the pressure bearing disc, of the pressing disc; the motor can drive the lead screw to rotate, and in the rotating process of the lead screw, the lead screw nut penetrates through the mounting base and moves in the axial direction of the supporting ring so as to apply braking force to the pressing disc.

Description

Technical Field

[0001] The present disclosure relates to the technical field of mechanical design, and in particular to a full-electric brake main wheel. Background Art

[0002] With the rapid advancement of technology, the market demand for small and medium-sized drones is growing. These drones are known for their lightness and flexibility, and as a result, the demand for lighter and smaller brake systems is also trending. Traditional hydraulic brake systems, which include numerous components such as hydraulic pipes, pumps, and valves, are not only heavy and bulky, but also highly complex, making them inadequate for the practical application needs of small and medium-sized drones.

[0003] It should be noted that the information disclosed in the above background technology section is only used to enhance the understanding of the background of the present disclosure, and therefore may include information that does not constitute prior art known to ordinary technicians in the field. Utility Model Content

[0004] The present disclosure provides a fully electric brake main wheel, which can reduce the weight and volume of the brake system and improve the safety of the brake system.

[0005] According to one aspect of the present disclosure, there is provided a full-electric brake main wheel, comprising:

[0006] Wheel hub, used to assemble tires;

[0007] A brake assembly is sleeved in the wheel hub and includes a brake housing and a brake disc sleeved on the outer circumference of the brake housing, the brake housing includes a support ring and a flange located at one end of the support ring, the brake disc includes a pressure disc, a movable disc and a pressure disc distributed along the axial direction of the support ring, the pressure disc abuts against the flange, and the movable disc is located between the pressure disc and the pressure disc; the pressure disc and the pressure disc are both connected to the support ring, the movable disc is connected to the wheel hub and can rotate with the wheel hub, and the pressure disc and the pressure disc do not rotate with the wheel hub;

[0008] The driving device includes an electric actuator and a mounting seat, and the mounting seat is connected to the end of the support ring away from the flange; the electric actuator is arranged on the mounting seat and includes a motor and a screw assembly, and the screw assembly includes a screw extending along the axial direction of the support ring and a screw nut sleeved on the outer circumference of the screw, and the screw assembly is located on the side of the pressure plate away from the pressure plate; the motor can drive the screw to rotate, and during the rotation of the screw, the screw nut passes through the mounting seat and moves along the axial direction of the support ring to apply braking force to the pressure plate.

[0009] In an exemplary embodiment of the present disclosure, there are multiple movable discs, and the brake disc further includes a static disc, which is located between two adjacent movable discs.

[0010] In an exemplary embodiment of the present disclosure, there are three movable discs, namely, a first movable disc, a second movable disc, and a third movable disc; there are two static discs, namely, a first static disc and a second static disc; the first movable disc is located between the pressure disc and the first static disc; the second movable disc is located between the first static disc and the second static disc, and the third movable disc is located between the second static disc and the pressure disc.

[0011] In an exemplary embodiment of the present disclosure, the all-electric brake main wheel further includes:

[0012] The thermal insulation pad includes a connecting portion and an abutting portion that are connected to each other. In the radial direction of the support ring, the area of ​​the abutting portion is larger than the area of ​​the end face of the screw nut close to the pressure plate. The connecting portion extends deep into the screw nut and is connected to the inner wall of the screw nut. The connecting portion is interference fit with the inner circumferential surface of the screw nut, and the abutting portion is located at the end of the screw nut close to the pressure plate.

[0013] In an exemplary embodiment of the present disclosure, a first mounting groove is provided on the connecting portion, the first mounting groove is annularly surrounding the outer circumference of the connecting portion, a second mounting groove is provided on the inner circumference of the lead screw nut, the second mounting groove is annularly surrounding the inner circumference of the lead screw nut; in the radial direction of the lead screw nut, the second mounting groove and the first mounting groove are arranged opposite each other; the all-electric brake main wheel further includes:

[0014] A retaining ring is embedded in the first mounting groove and the second mounting groove to connect the thermal insulation pad and the lead screw nut through the retaining ring.

[0015] In an exemplary embodiment of the present disclosure, the electric actuator also includes an actuator base, the actuator base includes a screw assembly accommodating cavity, a motor accommodating cavity and a gear assembly accommodating cavity, the screw assembly is arranged in the screw assembly accommodating cavity; the motor is arranged in the motor accommodating cavity, and a gear assembly is provided in the gear assembly accommodating cavity, the gear assembly includes a support rod and a primary gear and a secondary gear located on the support rod, the motor is provided with a rotating gear, and the rotating gear is engaged with the primary gear; the screw is provided with a parallel gear, and the parallel gear is engaged with the secondary gear.

[0016] In an exemplary embodiment of the present disclosure, the inner wall of the screw assembly accommodating cavity is provided with a positioning groove extending axially, and a convex key is provided on the outer peripheral surface of the end of the screw nut away from the clamping plate. The convex key is clamped in the positioning groove, and when the screw nut moves axially, the convex key moves along the positioning groove.

[0017] In an exemplary embodiment of the present disclosure, a convex strip is provided on the outer peripheral surface of the support ring, and the convex strip extends in the axial direction; a first recess is provided on the inner periphery of the pressure plate, a second recess is provided on the inner periphery of the pressure plate, and a third recess is provided on the inner periphery of the static plate. The first recess, the second recess and the third recess all extend in the axial direction, and the convex strip can be simultaneously clamped in the first recess, the second recess and the third recess.

[0018] In an exemplary embodiment of the present disclosure, the number of the convex strips is multiple, the number of the first recesses, the second recesses and the third recesses are all multiple, and the number of the convex strips is equal to the number of the first recesses, the number of the second recesses and the number of the third recesses; each of the convex strips is respectively clamped in a different first recess, a different second recess and a different third recess.

[0019] In an exemplary embodiment of the present disclosure, the mounting seat is detachably connected to the supporting ring.

[0020] In the fully electric brake main wheel disclosed herein, when the vehicle needs to brake, the motor drives the leadscrew to rotate, which drives the leadscrew nut through the mounting seat and pushes the pressure plate toward the bearing plate, thereby clamping the dynamic plate. Because the dynamic plate is connected to the wheel hub, when the dynamic plate is clamped, the rotation of the wheel hub is also hindered, thereby achieving a braking effect. By using electric actuators to replace traditional hydraulic components (such as hydraulic pipes, pumps, valves, etc.), the disclosed system significantly reduces weight, helping to improve the flight efficiency and endurance of the drone; at the same time, it avoids potential risks such as hydraulic leakage and pressure instability, helping to improve the flight safety of the drone. The fully electric brake system has a relatively simple structure, making the system easier to install, debug, and maintain. Precise control through the motor and leadscrew assembly reduces the complexity and potential failure points of the hydraulic system, thereby improving overall reliability. In addition, due to the fully electric brake system's light weight, small size, and flexible control, it is more easily adapted to small and medium-sized drones of different models and specifications.

[0021] It is to be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The accompanying drawings are incorporated into and constitute a part of the specification, illustrate embodiments consistent with the present disclosure, and together with the specification, are used to explain the principles of the present disclosure. Obviously, the drawings described below are only some embodiments of the present disclosure, and those skilled in the art can derive other drawings based on these drawings without inventive effort.

[0023] Figure 1 Schematic diagram of the assembly state of the wheel hub and the drive device in the embodiment of the present disclosure.

[0024] Figure 2 2 is a cross-sectional view of the brake device and the drive device in the embodiment of the present disclosure.

[0025] Figure 3 It is a cross-sectional view of the assembled state of the wheel hub and the brake assembly in the embodiment of the present disclosure.

[0026] Figure 4 Schematic diagram of a brake housing in an embodiment of the present disclosure.

[0027] Figure 5 Schematic diagram of the total brake disc according to an embodiment of the present disclosure.

[0028] Figure 6 Schematic diagram of the first recess, the second recess, and the third recess in the embodiment of the present disclosure.

[0029] Figure 7 Schematic diagram of the assembly of the screw assembly and the gear assembly in the embodiment of the present disclosure.

[0030] Figure 8 Schematic diagram of a motor in an embodiment of the present disclosure.

[0031] Figure 9 Schematic diagram of the first mounting slot and the second mounting slot in an embodiment of the present disclosure.

[0032] In the figure: 1. wheel hub; 2. brake assembly; 21. brake housing; 211. support ring; 2111. rib; 212. flange; 22. brake disc; 221. pressure disc; 2211. first recess; 222. moving disc; 223. pressure disc; 2231. second recess; 224. stationary disc; 2241. third recess; 3. drive unit; 31. electric actuator; 311. motor; 3111. rotating gear; 3112. pin; 3113. motor rod; 312. screw assembly; 3121. Lead screw; 3122. Lead screw nut; 3123. Parallel gear; 3124. Key; 313. Second mounting groove; 32. Mounting seat; 33. Actuator base; 3311. Positioning groove; 4. Thermal insulation pad; 41. Connecting portion; 411. First mounting groove; 42. Abutting portion; 5. Retaining ring; 6. Gear assembly; 61. Support rod; 62. Primary gear; 63. Secondary gear; 7. Deep groove ball bearing; 8. Thrust ball bearing; 9. Force sensor; 10. Copper pad; 11. Sealing ring. DETAILED DESCRIPTION

[0033] Example embodiments will now be described more fully with reference to the accompanying drawings. However, example embodiments can be implemented in many forms and should not be construed as limited to the embodiments set forth herein; rather, these embodiments are provided so that this disclosure will be thorough and complete and will fully convey the concepts of the example embodiments to those skilled in the art. Like reference numerals in the figures represent like or similar structures, and thus their detailed description will be omitted.

[0034] Although relative terms such as "upper" and "lower" are used in this specification to describe the relationship of one illustrated component to another, these terms are used herein for convenience only, such as in accordance with the orientation of the illustrations in the accompanying drawings. It will be understood that if the illustrated device were flipped upside down, the component described as "upper" would become the component "lower." When a structure is referred to as "on" another structure, this may mean that the structure is integrally formed with the other structure, that the structure is "directly" disposed on the other structure, or that the structure is "indirectly" disposed on the other structure via the other structure.

[0035] The terms "a," "an," "the," and "said" are used to indicate the presence of one or more elements / components; the terms "including" and "having" are used to indicate an open-ended inclusiveness and mean that additional elements / components / etc. may be present in addition to the listed elements / components / etc. The terms "first," "second," and "third" are used merely as labels and do not limit the quantity of their objects.

[0036] The embodiment of the present disclosure provides a full electric brake main wheel, such as Figure 1 and Figure 2As shown, the all-electric brake main wheel may include a wheel hub 1, a brake assembly 2 and a drive device 3, wherein:

[0037] The wheel hub 1 is used to assemble the tire;

[0038] The brake assembly 2 is sleeved in the wheel hub 1 and includes a brake housing 21 and a brake disc 22 sleeved on the outer circumference of the brake housing 21. The brake housing 21 includes a support ring 211 and a flange 212 located at one end of the support ring 211. The brake disc 22 includes a pressure disc 221, a movable disc 222 and a pressure disc 223 distributed along the axial direction of the support ring 211. The pressure disc 223 abuts against the flange 212, and the movable disc 222 is located between the pressure disc 221 and the pressure disc 223. The pressure disc 221 and the pressure disc 223 are both connected to the support ring 211, and the movable disc 222 is connected to the wheel hub 1 and can rotate with the wheel hub 1. The pressure disc 221 and the pressure disc 223 do not rotate with the wheel hub 1.

[0039] The driving device 3 includes an electric actuator 31 and a mounting seat 32, and the mounting seat 32 is connected to the end of the support ring 211 away from the flange 212; the electric actuator 31 is arranged on the mounting seat 32, and includes a motor and a screw assembly, the screw assembly includes a screw 3121 extending axially along the support ring 211 and a screw nut 3122 sleeved on the outer periphery of the screw 3121, and the screw assembly is located on the side of the clamping plate 221 away from the pressure plate 223; the motor can drive the screw 3121 to rotate, and during the rotation of the screw 3121, the screw nut 3122 passes through the mounting seat 32 and moves axially along the support ring 211 to apply braking force to the clamping plate 221.

[0040] The all-electric brake main wheel disclosed in the present invention significantly reduces the weight of the system by replacing traditional hydraulic components (such as hydraulic pipes, pumps, valves, etc.) with an electric actuator 31, which helps to improve the flight efficiency and endurance of the UAV; at the same time, it avoids potential risks such as hydraulic leakage and pressure instability, which helps to improve the flight safety of the UAV. The all-electric brake system has a relatively simple structure, making the installation, commissioning and maintenance of the system more convenient. Precise control through motors and screw assemblies reduces the complexity and potential failure points of the hydraulic system, thereby improving overall reliability. In addition, because the all-electric brake system is light in weight, small in size, and flexible in control, it is easier to adapt to small and medium-sized UAVs of different models and specifications.

[0041] The wheel hub 1 is an important component of the drone and is primarily used to assemble the tire. It serves as the foundation for tire installation, providing the necessary support to prevent the tire from falling off or deforming under the weight and various forces of driving.

[0042] The brake assembly 2 can be mounted inside the wheel hub 1 and connected to the wheel hub 1. The brake assembly 2 can provide braking force for the wheel hub 1 to achieve braking. Figure 2 、 Figure 3 and Figure 4 As shown, the brake assembly 2 may include a brake housing 21 and a brake disc 22 mounted on the outer circumference of the brake housing 21. In some embodiments of the present disclosure, the brake housing 21 may include a support ring 211 and a flange 212 located at one end of the support ring 211. For example, the support ring 211 may be cylindrical and have an open end. The inner diameter of the support ring 211 matches the outer diameter of the wheel hub 1 to ensure that the brake housing 21 can be mounted on the wheel hub 1.

[0043] The flange 212 may be connected to the edge of the open end of the support ring 211. For example, the flange 212 may extend radially outward from the open end and may surround the outer periphery of the open end. Both the support ring 211 and the flange 212 may be made of a relatively rigid material. To ensure the structural strength of the brake housing 21, the flange 212 and the support ring 211 may be integrally formed, and the support ring 211 and the flange 212 may be simultaneously formed through an integral molding process.

[0044] In some embodiments of the present disclosure, the outer circumference of the support ring 211 can serve as a reference surface for mounting the brake disc 22, providing stable support for the brake disc 22 through the support ring 211. The flange 212 is located at one end of the support ring 211 and has an outer diameter slightly larger than the support ring 211, forming a protruding edge.

[0045] like Figure 2 and Figure 5As shown, the brake disc 22 may include at least a pressure disc 221, a movable disc 222, and a pressure disc 223. The pressure disc 221, the movable disc 222, and the pressure disc 223 may all be disc-shaped and may be sleeved on the outer periphery of the support ring 211. In the axial direction of the support ring 211, the pressure disc 221 and the pressure disc 223 may be respectively located on the upper and lower sides of the movable disc 222 (i.e., the movable disc 222 is located between the pressure disc 221 and the pressure disc 223). The pressure disc 221 and the pressure disc 223 may both be connected to the support ring 211, and the movable disc 222 may be connected to the wheel hub 1. During the rotation of the wheel hub 1, the movable disc 222 may rotate with the wheel hub 1, while the pressure disc 221 and the pressure disc 223 do not rotate with the wheel hub 1, i.e., the pressure disc 221 and the pressure disc 223 are stationary relative to the wheel hub 1. The pressure plate 221, rotating plate 222, and pressure plate 223 can all be made of high-strength, high-wear-resistant materials to ensure they can withstand the tremendous pressure and friction during braking. For example, the pressure plate 221, rotating plate 222, and pressure plate 223 can all be made of carbon fiber-reinforced carbon or silicon carbide dual-matrix materials. After the pressure plate 221, rotating plate 222, and pressure plate 223 are mounted on the outer periphery of the support ring 211, the pressure plate 223 abuts against the flange 212, providing an abutment surface for the pressure plate 223 in the brake disc 22, ensuring that the brake disc 22 does not fall off or shift during braking. When the vehicle brakes, the drive device 3 pushes the pressure plate 221 toward the pressure plate 223, thereby clamping the rotating plate 222. Because the rotating plate 222 is connected to the wheel hub 1, when the rotating plate 222 is clamped, the rotation of the wheel hub 1 is also hindered, thereby achieving a braking effect. During the above process, the pressure plate 223 will bear the huge pressure from the compression plate 221 and transmit this pressure to the brake housing 21 through the flange 212. Since the flange 212 and the support ring 211 are integrally formed, this transmission process can ensure the overall stability of the brake disc 22 and the braking effect.

[0046] In some embodiments of the present disclosure, the rotor disc 222 and the wheel hub 1 may be connected using a key connection, a spline connection, or a bolt connection. These connection methods ensure that the rotor disc 222 rotates with the wheel hub 1 while also being able to withstand significant torque and friction during braking. Furthermore, to enhance the stability and reliability of the connection, a special lubricant or a sealing gasket may be applied between the rotor disc 222 and the wheel hub 1 to reduce friction and wear and prevent moisture and impurities from entering the connection 41.

[0047] In an exemplary embodiment of the present disclosure, the number of the moving disks 222 may be multiple. For example, the number of the moving disks 222 may be 2 to 5. For example, the number of the moving disks 222 may be 2, 3, 4 or 5. Figure 2 and Figure 5As shown, when there are multiple moving discs 222, the brake disc 22 may further include a static disc 224. The static disc 224 may be connected to the support ring 211 and does not rotate with the wheel hub 1. The static disc 224 may be located between two adjacent moving discs 222. For example, when there are two moving discs 222, the static disc 224 may be one, and the two moving discs 222 may be defined as a first moving disc 222 and a second moving disc 222, respectively. The first moving disc 222 is located between the pressure disc 221 and the static disc 224, and the second moving disc 222 is located between the static disc 224 and the pressure disc 223. That is, the pressure disc 221, the first moving disc 222, the static disc 224, the second moving disc 222, and the pressure disc 223 are distributed in sequence. When there are three movable discs 222, there can be two static discs 224. The three movable discs 222 can be defined as a first movable disc 222, a second movable disc 222, and a third movable disc 222, respectively. Furthermore, the two static discs 224 can be defined as a first static disc 224 and a second static disc 224, respectively. The first movable disc 222 is located between the pressure disc 221 and the first static disc 224; the second movable disc 222 is located between the first static disc 224 and the second static disc 224; and the third movable disc 222 is located between the second static disc 224 and the pressure disc 223. In this embodiment, by staggering the multiple static discs 224 and the multiple movable discs 222, the friction area during braking is effectively increased and the braking force is dispersed, thereby improving braking force and braking stability. Furthermore, the multi-disc design helps optimize heat dissipation, extend brake life, and enhance the brake system's adaptability to various operating conditions.

[0048] In an exemplary embodiment of the present disclosure, please continue to refer to Figure 4 As shown, the outer circumference of the support ring 211 is provided with a protrusion 2111, which can extend along the axial direction of the support ring 211. The support ring 211 can be a one-piece structure, and its material can be a high-strength, wear-resistant metal material, for example, stainless steel or a special alloy, to ensure its stable performance during long-term use. The design of the protrusion 2111 not only enhances the structural strength of the support ring 211, but also provides an interface for its coordinated action with other components (for example, the pressure plate 221, the pressure plate 223 and / or the static plate 224).

[0049] like Figure 6As shown, the inner circumference of the pressure plate 221 is provided with a first recess 2211. The first recess 2211 may extend along the axial direction of the pressure plate 221 and may mate with the protrusion 2111 on the support ring 211. For example, the shape of the first recess 2211 may mate with the shape of the protrusion 2111, so that the protrusion 2111 can be retained within the first recess 2211. That is, the pressure plate 221 and the support ring 211 can be connected by the first recess 2211 and the protrusion 2111. At the same time, the protrusion 2111 can limit the pressure plate 221 to prevent rotation. The inner circumference of the pressure plate 223 is provided with a second recess 2231. The second recess 2231 may extend along the axial direction of the pressure plate 223 and mate with the protrusion 2111 on the support ring 211. For example, the shape of the second recess 2231 can match the shape of the ridge 2111, so that the ridge 2111 can be clamped in the second recess 2231, that is, the pressure plate 223 can be connected to the support ring 211 through the second recess 2231 and the ridge 2111. At the same time, the pressure plate 223 can be limited by the ridge 2111 to prevent the pressure plate 223 from rotating.

[0050] Please continue to see Figure 6 As shown, when the brake disc 22 further includes a stator disc 224, a third recess 2241 may be provided on the inner circumference of the stator disc 224. The third recess 2241 may extend axially along the stator disc 224 and may mate with the protrusion 2111 on the support ring 211. For example, the shape of the third recess 2241 may mate with the shape of the protrusion 2111, so that the protrusion 2111 can be retained within the third recess 2241. That is, the stator disc 224 can be connected to the support ring 211 via the third recess 2241 and the protrusion 2111. At the same time, the protrusion 2111 can limit the stator disc 224 to prevent it from rotating. It should be noted that the shapes and sizes of the first recess 2211, the second recess 2231 and the third recess 2241 can be the same; in the axial direction of the support ring 211, the central axis of the first recess 2211, the central axis of the second recess 2231 and the central axis of the third recess 2241 can be located on the same straight line extending along the axial direction of the support ring 211, and the protrusion 2111 can be simultaneously clamped in the first recess 2211, the second recess 2231 and the third recess 2241 located on the same straight line.

[0051] In an exemplary embodiment of the present disclosure, the number of ridges 2111 may be multiple, and the multiple ridges 2111 may be evenly spaced along the circumference of the support ring 211. For example, the number of ridges 2111 may be 3 to 12, for example, it may be 3, 6, 9 or 12. Of course, the number of ridges 2111 may also be other, which are not listed here one by one. Correspondingly, the number of first recesses 2211, second recesses 2231 and third recesses 2241 may also be multiple, and the multiple first recesses 2211 may be evenly and spaced along the circumference of the pressure plate 221, and the multiple second recesses 2231 may be evenly and spaced along the circumference of the pressure plate 223. The number of ridges 2111 is equal to the number of first recesses 2211, the number of second recesses 2231 and the number of third recesses 2241. When a first recess 2211 is aligned with a second recess 2231, the other first recesses 2211 are also aligned with the other second recesses 2231 one by one; when a second recess 2231 is aligned with a third recess 2241, the other second recesses 2231 are also aligned with the other third recesses 2241 one by one.

[0052] Each ridge 2111 can be respectively engaged in a different first recess 2211, a different second recess 2231, and a different third recess 2241. The combination of multiple ridges 2111 and multiple first recesses 2211 not only increases the friction between the pressure plate 221 and the support ring 211 through physical engagement, but also disperses stress through multiple points of contact, avoiding material wear or deformation caused by excessive force at a single point. This stable connection effectively prevents the pressure plate 221 from rotating or deflecting due to uneven force during braking, thereby ensuring uniform transmission of braking force and improving braking accuracy and response speed. The combination of multiple ridges 2111 and multiple second recesses 2231 not only enhances the structural rigidity of the pressure plate 223, but also effectively prevents any slight rotation during high-pressure braking. This design reduces energy loss caused by instability of the pressure plate 223, ensures effective conversion of braking force, and improves braking efficiency. The combination of multiple protrusions 2111 and multiple third recesses 2241 secures the stator disc 224 in its intended position, ensuring it remains stationary even under extreme braking conditions. This not only prevents braking deviation caused by displacement of the stator disc 224, but also further enhances the durability and safety of the entire braking system.

[0053] Please continue to see Figure 1 and Figure 2As shown, the drive device 3 may include an electric actuator 31 and a mounting seat 32. The mounting seat 32 may be connected to the end of the flange 212 in the support ring 211 away from the support ring 211. For example, the mounting seat 32 may be detachably connected to the end of the flange 212 in the support ring 211 away from the support ring 211. For example, the mounting seat 32 may be provided with a plurality of mounting holes, each of which may be provided with an internal thread; and the support ring 211 may be provided with a plurality of assembly holes, each of which may also be provided with an internal thread. The number of mounting holes and assembly holes is equal, and when the support ring 211 and the flange 212 are assembled, each mounting hole is distributed correspondingly to each assembly hole. Screws may be passed through each mounting hole and each assembly hole one by one, and connected to the mounting hole and the assembly hole by thread. Turning the screws can detachably connect the support ring 211 to the flange 212.

[0054] The electric actuator 31 can be mounted on the mounting base 32. For example, it can be located on a side of the mounting base 32 away from the brake assembly 2 for easy maintenance and repair. Figure 7 and Figure 8 As shown, the electric actuator 31 may include a motor 311 and a screw assembly 312, wherein the screw assembly 312 includes a screw 3121 extending axially along the support ring 211 and a screw nut 3122 sleeved around the outer periphery of the screw 3121. The screw assembly 312 is located on the side of the pressure plate 221 away from the pressure plate 223. The motor 311 may be a brushless DC motor 311. The motor 311 can drive the screw 3121 to rotate. During the rotation of the screw 3121, the screw nut 3122 passes through the mounting seat 32 and moves axially along the support ring 211 to apply a braking force to the pressure plate 221. For example, when the motor 311 is started, it can drive the screw 3121 to rotate, and the screw nut 3122, due to the action of the thread, can move linearly along the axial direction of the support ring 211 while the screw 3121 rotates. During this process, the lead screw nut 3122 passes through the reserved hole or guide groove on the mounting base 32 to ensure the accuracy of its movement path. As the lead screw nut 3122 moves, it gradually approaches and eventually contacts the clamping plate 221, and the brake assembly 2 is braked by the continuously applied pressure.

[0055] In addition, please continue to see Figure 2 As shown, the entire electric actuator 31 system is also equipped with a force sensor 9 and a feedback control mechanism to monitor the braking force and braking status in real time, ensuring safe and efficient braking. By adjusting the speed and direction of the motor 311, the application and release of braking force can be precisely controlled to meet the braking requirements under different operating conditions. This ensures driving safety while also improving driving comfort and vehicle handling performance.

[0056] Please continue to see Figure 2As shown, the electric actuator 31 also includes an actuator base 33, which is the structural foundation of the entire electric actuator 31. The actuator base 33 is made of high-strength materials to ensure structural stability when subjected to various forces and vibrations. Multiple cavities are designed inside the actuator base 33 to effectively isolate and protect different components. For example, the actuator base 33 includes a cavity for the screw assembly, a cavity for the motor, and a cavity for the gear assembly. The cavity for the screw assembly is vertically continuous and can be used to accommodate the screw assembly 312. The size and shape of this cavity are precisely calculated to ensure that the screw 3121 can move smoothly in a straight line while reducing friction and wear.

[0057] The motor accommodating cavity is used to install the motor 311. The motor accommodating cavity not only provides enough space for the motor 311, but also takes into account the heat dissipation problem of the motor 311, ensuring that the motor 311 will not overheat when running for a long time.

[0058] The gear assembly cavity can be used to install the gear assembly 6, please continue to see Figure 7 As shown, the gear assembly 6 may include one or more support rods 61, and a primary gear 62 and a secondary gear 63 mounted on the support rods 61 (i.e., the gear assembly 6 uses a two-stage duplex gear). These gears are precision-machined to ensure accurate meshing between them, and the accuracy of the primary gear 62 and the secondary gear 63 is below level 7, and the transmission efficiency of the primary gear 62 and the secondary gear 63 is above 90%.

[0059] Please continue to see Figure 8 As shown, the motor 311 is provided with a rotating gear 3111, which is interference fit with the motor rod 3113 and is fixed with a pin 3112. The rotating gear 3111 is directly engaged with the first-stage gear 62. Through the design of the gear ratio, the increase or decrease of the rotation speed or the change of the torque can be achieved. The second-stage gear 63 is engaged with the parallel gear 3123 on the screw 3121, and further transmits power to the screw 3121 to drive the screw 3121 to rotate. During the rotation of the screw 3121, the screw nut 3122 thereon can be driven to move linearly in a direction parallel to the axial direction of the screw 3121, thereby applying a braking force to the brake disc 22. It should be noted that the parallel gear 3123 and the screw 3121 can be an integrated structure. The transmission efficiency of the parallel gear 3123 is relatively high, and two-stage transmission can be achieved while the screw 3121 rotates. In the present disclosure, parallel gears 3123 are used to replace the traditional reducer (6 pairs of gears inside), which has smaller internal friction and higher deceleration efficiency.

[0060] When the motor 311 drive controller disconnects the motor 311 in response to a brake release command, the reverse thrust of the brake disc 22 overcomes the total frictional resistance of the actuator system, forcing the lead screw nut 3122 to reverse axial motion. This causes the ball screw 3121 to reverse the motor 311, reducing the pressure between the brake disc 22 and the brake release. Similarly, if the motor 311 suddenly fails and loses power during braking, the reverse thrust of the brake disc 22 drives the lead screw 3121 to reverse, preventing the tire from locking.

[0061] In an exemplary embodiment of the present disclosure, 61803 radial contact ball bearings (deep groove ball bearings 7) (axial clearance 0.031-0.047) are installed on the outer periphery of the screw 3121 in an interference fit manner. The outer ring of the deep groove ball bearing 7 and the actuator base 33 also have a small interference fit or transition fit to ensure that there is no up and down movement during the entire braking process, that is, the inner ring of the bearing and the screw 3121 are relatively stationary, and the outer ring of the bearing and the actuator base 33 are relatively stationary. The use of radial deep groove ball bearings 7 in the present disclosure can ensure that the overall axial force transmission of the screw 3121 is correct and that part of the axial force is not absorbed by the bearing. Please continue to refer to Figure 2 As shown, the lead screw 3121 has an end surface located on the side of the parallel gear 3123 away from the lead screw nut 3122. This end surface is used to accommodate an axial deep groove ball bearing 7. A force sensor 9 is mounted on the thrust ball bearing 8. One end of the force sensor 9 is in contact with the thrust ball bearing 8, and a copper washer 10 is located on the end away from the thrust ball bearing 8. This copper washer 10 limits the force sensor 9 to prevent displacement due to force. The thrust ball bearing 8 and deep groove ball bearing 7 work together to ensure accurate transmission of the braking axial thrust to the force sensor 9. The force sensor 9 utilizes internal strain gauges to achieve a linear relationship between force and deformation. This means that the maximum deformation of the force sensor 9 under all braking conditions must be within the axial clearance of the deep groove ball bearing 7. Due to the linear relationship of the thrust sensor 9, the maximum axial deformation at maximum force is ≤ 25 μm, leaving a safety margin to ensure accurate display of the braking force value. During installation, the copper washer 10 is used to adjust the force sensor 9 to a preload of 100 N, thereby eliminating any play in the entire dimensional chain.

[0062] When the brake system generates axial thrust, this force is transmitted to the force sensor 9 via the thrust ball bearing 8. The design of the thrust ball bearing 8 ensures axial force transmission, minimizing interference from lateral forces. During this process, the deep groove ball bearing 7 ensures radial alignment of the shaft, reducing shaft deflection and vibration, and improving the stability and precision of the mechanical system. Furthermore, the deep groove ball bearing 7 can withstand radial loads, effectively distributing and transmitting these loads and ensuring the stability and reliability of the mechanical system.

[0063] In an exemplary embodiment of the present disclosure, please continue to refer to Figure 2As shown, the inner wall of the space containing the lead screw 3121 can be provided with a positioning groove 3311. The positioning groove 3311 can be strip-shaped and extend axially. The positioning groove 3311 can be in the form of a blind path. Its length meets the maximum brake clearance and is less than the stroke of the lead screw pair to prevent the lead screw nut 3122 from moving beyond the stroke, thereby preventing the circulating balls inside the lead screw pair from leaking out and causing the lead screw to fail. A key 3124 can be provided on the outer circumferential surface of the end of the lead screw nut 3122 away from the pressure plate 221. The key 3124 can be fixed in the positioning groove 3311. When the lead screw nut 3122 moves axially, the key 3124 moves synchronously along the positioning groove 3311. In the above process, the directionality of the screw nut 3122 during movement is ensured by the cooperation between the positioning groove 3311 and the key 3124, which prevents the screw nut 3122 from rotating with the screw 3121. It also effectively prevents radial deviation caused by external force or vibration, thereby improving the stability and accuracy of the entire transmission system.

[0064] In an exemplary embodiment of the present disclosure, a sealing groove is further provided on the inner wall of the screw 3121 accommodation space, and the sealing groove can surround the inner wall of the screw 3121 accommodation space in a direction perpendicular to the screw nut 3122. Figure 2 As shown, a sealing ring 11 may be provided in the sealing groove, and the top surface of the sealing ring 11 is in contact with the lead screw nut 3122. The sealing ring 11 can be used to seal the lead screw nut 3122 and the actuator base 33 to prevent water and impurities from entering the interior of the actuator, thereby improving the overall reliability and waterproofness of the actuator.

[0065] In an exemplary embodiment of the present disclosure, Figure 2 and Figure 9 As shown, the all-electric brake main wheel disclosed in the present invention also includes a thermal insulation pad 4, which may include a connecting portion 41 and an abutting portion 42 that are interconnected. The connecting portion 41 and the abutting portion 42 may both be block-shaped, and the connecting portion 41 and the abutting portion 42 may be an integrated structure. The connecting portion 41 may penetrate into the interior of the screw nut 3122 and form a close contact with its inner circumference. By adopting an interference fit, the connecting portion 41 not only provides a firm mechanical connection, but also ensures that the thermal insulation pad 4 is stably fixed in the screw nut 3122 to prevent loosening under vibration or external force. The abutting portion 42 is located at one end of the screw nut 3122 close to the clamping plate 221, and its area is designed to be larger than the area of ​​the end face of the screw nut 3122, which can increase the contact area between the screw 3121 and the clamping plate 221. At the same time, the thermal insulation pad 4 also blocks the heat generated by the brake disc 22 during braking, reducing the amount of heat that enters the lead screw nut 3122 through heat conduction, thereby protecting the material properties of the lead screw 3121 and the lead screw nut 3122 from damage and maintaining their dimensional stability and operating accuracy. The thermal insulation pad 4 can be made of a material with high thermal resistance and low thermal conductivity, such as ceramic fiber, graphite composite material, high-temperature plastic, etc.

[0066] In some embodiments of the present disclosure, please continue to refer to Figure 9 As shown, the connecting portion 41 may be provided with a first mounting groove 411. The first mounting groove 411 may be a groove-like structure that is recessed inward along the outer circumference of the connecting portion 41 and may be annularly encircling the outer circumference of the connecting portion 41. A second mounting groove 313 may be provided on the inner circumference of the lead screw nut 3122. The second mounting groove 313 may be a groove-like structure that is recessed into the lead screw nut 3122 along the inner circumference of the lead screw nut 3122 and may be annularly encircling the inner circumference of the lead screw nut 3122. In the radial direction of the lead screw nut 3122, the second mounting groove 313 and the first mounting groove 411 may be arranged opposite each other, and the opening of the first mounting groove 411 may be aligned with the opening of the second mounting groove 313, thereby forming a hole-shaped accommodating space.

[0067] Please continue to see Figure 2 As shown, the all-electric brake main wheel disclosed in the present invention also includes a retaining ring 5, which can be embedded in the first mounting groove 411 and the second mounting groove 313, and the thermal insulation pad 4 can be connected to the screw nut 3122 through the retaining ring 5. The material of the retaining ring 5 can be a high-strength, wear-resistant metal or non-metallic material to ensure the stability of the connection. After the retaining ring 5 is embedded in the first mounting groove 411 and the second mounting groove 313, the thermal insulation pad 4 and the screw nut 3122 can be tightly connected together, which can effectively prevent the thermal insulation pad 4 from axial or radial movement in the screw nut 3122. Compared with traditional threaded connections or fastener connections, the design of the retaining ring 5 greatly simplifies the assembly and disassembly process. The connection can be completed by simply embedding the retaining ring 5 in the aligned mounting grooves without the need for additional tools or complicated operating steps. Similarly, when disassembly is required, the retaining ring 5 can be simply removed from the mounting groove.

[0068] In an exemplary embodiment of the present disclosure, the depth of the first mounting groove 411 can be greater than the diameter of the retaining ring 5 to ensure smooth installation. To reduce the difficulty of actuator repair, the interference fit between the diameter of the cylindrical surface at the rear of the thermal insulation pad 4 and the retaining ring 5 during removal can be precisely determined to ensure normal use of the thermal insulation pad 4 while allowing manual removal of the actuator.

[0069] Those skilled in the art will readily appreciate other embodiments of the present disclosure after considering the specification and practicing the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of the present disclosure that follow the general principles of the present disclosure and include common knowledge or customary techniques in the art not disclosed herein. The description and examples are to be considered as exemplary only, with the true scope and spirit of the present disclosure being indicated by the appended claims.

Claims

1. A fully electric brake main wheel, characterized in that: include: Wheel hub, used to assemble tires; A brake assembly is sleeved in the wheel hub and includes a brake housing and a brake disc sleeved on the outer circumference of the brake housing, the brake housing includes a support ring and a flange located at one end of the support ring, the brake disc includes a pressure disc, a movable disc and a pressure disc distributed along the axial direction of the support ring, the pressure disc abuts against the flange, and the movable disc is located between the pressure disc and the pressure disc; the pressure disc and the pressure disc are both connected to the support ring, the movable disc is connected to the wheel hub and can rotate with the wheel hub, and the pressure disc and the pressure disc do not rotate with the wheel hub; The driving device includes an electric actuator and a mounting seat, and the mounting seat is connected to the end of the support ring away from the flange; the electric actuator is arranged on the mounting seat and includes a motor and a screw assembly, and the screw assembly includes a screw extending along the axial direction of the support ring and a screw nut sleeved on the outer circumference of the screw, and the screw assembly is located on the side of the pressure plate away from the pressure plate; the motor can drive the screw to rotate, and during the rotation of the screw, the screw nut passes through the mounting seat and moves along the axial direction of the support ring to apply braking force to the pressure plate.

2. The all-electric brake main wheel according to claim 1, characterized in that: There are multiple movable discs, and the brake disc further includes a static disc, which is located between two adjacent movable discs.

3. The all-electric brake main wheel according to claim 2, characterized in that: There are three movable discs, namely the first movable disc, the second movable disc and the third movable disc; there are two static discs, namely the first static disc and the second static disc; the first movable disc is located between the pressure disc and the first static disc; the second movable disc is located between the first static disc and the second static disc, and the third movable disc is located between the second static disc and the pressure disc.

4. The all-electric brake main wheel according to claim 1, characterized in that: The all-electric brake main wheel also includes: The thermal insulation pad includes a connecting portion and an abutting portion that are connected to each other. In the radial direction of the support ring, the area of ​​the abutting portion is larger than the area of ​​the end face of the screw nut close to the pressure plate. The connecting portion extends deep into the screw nut and is connected to the inner wall of the screw nut. The connecting portion is interference fit with the inner circumferential surface of the screw nut, and the abutting portion is located at the end of the screw nut close to the pressure plate.

5. The all-electric brake main wheel according to claim 4, characterized in that: The connecting portion is provided with a first mounting groove, which is annularly surrounding the outer circumference of the connecting portion. The inner circumference of the lead screw nut is provided with a second mounting groove, which is annularly surrounding the inner circumference of the lead screw nut. In the radial direction of the lead screw nut, the second mounting groove and the first mounting groove are arranged opposite each other. The all-electric brake main wheel also includes: A retaining ring is embedded in the first mounting groove and the second mounting groove to connect the thermal insulation pad and the lead screw nut through the retaining ring.

6. The all-electric brake main wheel according to claim 1, characterized in that: The electric actuator also includes an actuator base, which includes a screw assembly accommodating cavity, a motor accommodating cavity and a gear assembly accommodating cavity. The screw assembly is arranged in the screw assembly accommodating cavity; the motor is arranged in the motor accommodating cavity, and a gear assembly is provided in the gear assembly accommodating cavity. The gear assembly includes a support rod and a primary gear and a secondary gear located on the support rod. The motor is provided with a rotating gear, and the rotating gear is engaged with the primary gear; the screw is provided with a parallel gear, and the parallel gear is engaged with the secondary gear.

7. The all-electric brake main wheel according to claim 6, characterized in that: The inner wall of the screw assembly accommodating cavity is provided with a positioning groove extending axially, and a convex key is provided on the outer peripheral surface of the end of the screw nut away from the clamping plate. The convex key is clamped in the positioning groove, and when the screw nut moves axially, the convex key moves along the positioning groove.

8. The all-electric brake main wheel according to claim 2, characterized in that: A convex strip is provided on the outer circumferential surface of the support ring, and the convex strip extends in the axial direction; a first recess is provided on the inner circumference of the pressure plate, a second recess is provided on the inner circumference of the pressure plate, and a third recess is provided on the inner circumference of the static plate. The first recess, the second recess and the third recess all extend in the axial direction, and the convex strip can be simultaneously clamped in the first recess, the second recess and the third recess.

9. The all-electric brake main wheel according to claim 8, characterized in that: The number of the convex strips is multiple, the number of the first recesses, the second recesses and the third recesses are all multiple, and the number of the convex strips is equal to the number of the first recesses, the number of the second recesses and the number of the third recesses; each of the convex strips is respectively clamped in a different first recess, a different second recess and a different third recess.

10. The all-electric brake main wheel according to claim 8, characterized in that: The mounting seat is detachably connected to the supporting ring.

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