Brake motor structure

Abstract

This application relates to the field of motor structure technology, and more particularly to a brake motor structure, comprising: a housing, the housing including an inner shell and an outer shell, wherein a plurality of connecting members are evenly distributed circumferentially on the inner wall of the outer shell, the inner shell is integrally connected to the outer shell through the connecting members, one end face of the outer shell is higher than the end face of the inner shell, and a concave mounting cavity is formed between the two end faces; a rear end cover, installed in the mounting cavity and fixedly connected to the end face of the inner shell, wherein a braking cavity is formed inside the rear end cover, and a braking component is provided in the braking cavity, the mounting axis of the braking component being collinear with the axis of the housing. Compared with the prior art, this application eliminates the inherent weakness of multi-part splicing in split design through integrated housing design, while also reducing the number of additional parts and process steps, thereby enhancing the overall structural stability, ensuring operational reliability, and significantly reducing the overall manufacturing cost.

Description

Technical Field

[0001] This application relates to the field of motor structure technology, and in particular to a brake motor structure. Background Technology

[0002] Currently, in the field of air-cooled servo motor brake models in China, the mainstream design is a split structure. These models are mainly divided into two common structural forms: inner and outer shell splicing type and front and rear shell splicing type, depending on the different ways of splicing the housing.

[0003] In this type of split-type air-cooled servo motor brake, the housing is composed of an independent inner shell and an outer shell (or a front shell and a rear shell), and the shells need to be connected and fixed through a specific assembly process.

[0004] However, the aforementioned split-structure design has a core technical problem: because the casing is assembled from multiple independent parts rather than being a single integrated unit, the overall structural rigidity is insufficient. During long-term operation, the connections between components are prone to loosening due to vibration, stress, and other factors, resulting in poor overall structural stability and affecting the reliability of motor operation. At the same time, the split design with multiple parts not only increases the number of components but also requires additional processes for casing assembly and rear cover assembly, significantly increasing the overall component procurement and manufacturing costs. This makes it difficult to balance the long-term stability of the motor with the economic efficiency of production applications. Utility Model Content

[0005] This application provides a brake motor structure to solve the technical problem that existing air-cooled servo motors cannot balance the stability of long-term motor operation with the economy of production applications.

[0006] This application proposes a brake motor structure, comprising: a housing, the housing including an inner shell and an outer shell, a plurality of connectors evenly distributed circumferentially on the inner wall of the outer shell, the inner shell being integrally connected to the outer shell through the connectors, one end face of the outer shell being higher than the end face of the inner shell, and a recessed mounting cavity being formed between the two end faces; a rear end cover, installed in the mounting cavity and fixedly connected to the end face of the inner shell, a braking cavity being formed inside the rear end cover, a braking assembly being provided in the braking cavity, and the mounting axis of the braking assembly being collinear with the axis of the housing.

[0007] Furthermore, a heat dissipation duct is formed between two adjacent connectors, and the heat dissipation duct is disposed along the inner wall of the outer casing.

[0008] Furthermore, a stator core cavity is formed inside the inner shell, and a motor shaft is provided inside the stator core cavity. One end of the motor shaft is the output end, and the other end is rotatably connected to the braking assembly.

[0009] Furthermore, the braking assembly includes a brake and an encoder. The brake is mounted on the lower end face of the rear end cover and sleeved on the motor shaft. The encoder is mounted between the brake and the upper end face of the rear end cover and sleeved on the end of the motor shaft.

[0010] Furthermore, both the end face of the inner shell and the lower end face of the rear end cover are provided with a plurality of mounting holes, and the inner shell and the mounting holes on the rear end cover are connected by fasteners to fix the inner shell and the rear end cover in place.

[0011] Furthermore, a sealing cover plate is provided on the upper end face of the rear end cover, and a sealing element is provided between the sealing cover plate and the rear end cover.

[0012] Furthermore, a fan cover is provided outside the sealing cover plate. The fan cover is fixedly connected to the outer shell. A heat dissipation cavity is formed between the fan cover plate and the sealing cover plate. A cooling fan is installed in the heat dissipation cavity and is fixedly installed on the sealing cover plate.

[0013] Furthermore, a junction box is fixedly connected to the top of the housing, and a wire-passing hole is provided at the bottom of the junction box corresponding to the top of the housing. The wire-passing hole communicates with the stator core cavity, and the cables of the encoder, the brake, and the cooling fan are all passed into the junction box through the wire-passing hole.

[0014] Furthermore, the junction box is equipped with a power terminal, a fan terminal, and a shared terminal for both the thermal sensor and the brake. The power terminal connects to the motor power cable, the fan terminal connects to the cable of the cooling fan, and the shared terminal for both the thermal sensor and the brake connects to the cables of both the encoder and the brake.

[0015] Furthermore, the junction box is made of thermosetting material and has custom-designed inserts inside.

[0016] The technical solutions provided in this application have the following advantages compared with the prior art:

[0017] Compared with existing technologies, the brake motor structure in this application eliminates the inherent weaknesses of multi-component splicing in split designs through an integrated housing design. That is, it does not rely on detachable connectors such as bolts and clips, and there is no risk of component separation due to aging of connectors or loosening due to vibration. Furthermore, the integrated connectors further strengthen the connection between the inner and outer shells, making the housing a rigid frame with significantly improved vibration and deformation resistance. The motor is less prone to component loosening during long-term operation, enhancing the overall structural stability and ensuring operational reliability. At the same time, the integrated housing also reduces the number of additional parts and process steps, resulting in a significant reduction in the overall component and manufacturing costs of the machine. Attached Figure Description

[0018] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0019] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] One or more embodiments are illustrated by way of example with reference numerals in the accompanying drawings. These illustrations do not constitute a limitation on the embodiments. Elements with the same reference numerals in the drawings are denoted as similar elements. Unless otherwise stated, the figures in the drawings are not to be limited by scale.

[0021] Figure 1 This is a schematic diagram of a brake motor structure provided in an embodiment of this application;

[0022] Figure 2 for Figure 1 A cross-sectional view;

[0023] Figure 3 for Figure 1 Schematic diagram of the structure without the fan cover;

[0024] Figure 4 for Figure 1 Schematic diagram of the middle casing;

[0025] Figure 5 for Figure 1 Schematic diagram of the middle and rear end caps;

[0026] Figure 6 for Figure 1 A schematic diagram of the internal structure of the junction box.

[0027] Explanation of reference numerals in the attached figures:

[0028] 1. Housing; 11. Outer shell; 12. Inner shell; 121. Stator core cavity; 13. Connecting parts; 131. Heat dissipation duct; 14. Mounting cavity; 15. Motor shaft;

[0029] 2. Rear end cover; 21. Brake chamber; 22. Brake assembly; 221. Brake; 222. Encoder; 23. Mounting hole; 24. Fastener; 25. Sealing cover plate;

[0030] 3. Fan cover; 31. Heat dissipation cavity; 32. Cooling fan;

[0031] 4. Junction box; 41. Wiring hole; 42. Power terminal; 43. Fan terminal; 44. Common terminal for thermal sensing and braking. Detailed Implementation

[0032] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0033] The following disclosure provides numerous different embodiments or examples for implementing various structures of this application. To simplify the disclosure, specific examples of components and arrangements are described below. These are merely examples and are not intended to limit the scope of this application. Furthermore, reference numerals and / or letters may be repeated in different examples. Such repetition is for simplification and clarity and does not in itself indicate a relationship between the various embodiments and / or arrangements discussed.

[0034] For ease of description, spatial relative terms may be used in the text to describe the relative positional relationship or movement of one element or feature relative to another element or feature, as shown in the figure. These relative terms include, for example, "inside," "outside," "middle," "outer," "below," "below," "above," "front," "back," etc. Such spatial relative terms are intended to include different orientations of the device in use or operation, other than those depicted in the figure. For example, if the device in the figure undergoes a positional flip, orientation change, or movement change, these directional indications will change accordingly. For instance, an element described as "below other elements or features" or "below other elements or features" will subsequently be oriented "above other elements or features" or "above other elements or features." Therefore, the example term "below" can include both upper and lower orientations. The device may be otherwise oriented (rotated 90 degrees or in other directions), and the spatial relative descriptors used in the text will be interpreted accordingly.

[0035] To address the technical challenge of balancing long-term stability and economic viability in production applications with existing air-cooled servo motor technologies, this application employs an integrated housing design. This eliminates the inherent weaknesses of multi-component splicing in split designs, as it eliminates the need for detachable connectors such as bolts and clips, thus avoiding the risk of component separation due to aging or vibration. Furthermore, the integrated connectors further strengthen the connection between the inner and outer shells, creating a rigid frame that significantly improves vibration and deformation resistance. This reduces the likelihood of loose connections during long-term motor operation, enhancing overall structural stability and ensuring operational reliability. Simultaneously, the integrated housing reduces the number of additional parts and manufacturing steps, significantly lowering the overall component and manufacturing costs of the machine.

[0036] Please see Figures 1 to 6 This application proposes a brake motor structure, including: a housing 1, which includes an inner shell 12 and an outer shell 11. A plurality of connectors 13 are evenly distributed circumferentially on the inner wall of the outer shell 11. The inner shell 12 is integrally connected to the outer shell 11 through the connectors 13. One end face of the outer shell 11 is higher than the end face of the inner shell 12, and a concave mounting cavity 14 is formed between the two end faces; a rear end cover 2, which is installed in the mounting cavity 14 and fixedly connected to the end face of the inner shell 12. A braking cavity 21 is formed inside the rear end cover 2. A braking assembly 22 is provided in the braking cavity 21. The mounting axis of the braking assembly 22 is collinear with the axis of the housing 1.

[0037] Specifically, the housing 1 is composed of an inner shell 12 and an outer shell 11. The two are connected in one piece by connectors 13 that are evenly distributed circumferentially on the inner wall of the outer shell 11 (e.g., formed in one piece by casting or injection molding). The connectors 13 are evenly spaced along the circumferential direction of the inner wall of the outer shell 11, and their two ends are fixedly connected to the inner wall of the outer shell 11 and the outer wall of the inner shell 12, respectively, so that the inner shell 12 and the outer shell 11 are coaxially arranged and maintain a preset distance. The height of one end face (axial end) of the outer shell 11 is higher than the corresponding end face of the inner shell 12. The height difference between the two forms a concave mounting cavity 14. The inner wall of the mounting cavity 14 is formed by the inner side of the end face of the outer shell 11, the end of the connector 13, and the outer side of the end face of the inner shell 12. The rear end cover 2 is a cover structure adapted to the shape of the mounting cavity 14. Its outer periphery coincides with the outer periphery of the inner shell 12. It is fixed to the end face of the inner shell 12 by a fixed connection method (such as bolt locking or snap-fit), so that the rear end cover 2 is stably assembled in the mounting cavity 14. The interior of the rear end cover 2 is recessed along the axial direction to form a braking cavity 21. The braking assembly 22 is housed in the braking cavity 21, and the mounting axis of the braking assembly 22 coincides with the axis of the housing 1. The collinear setting is achieved by the structural positioning of the rear end cover 2 and the reference constraint of the inner shell 12.

[0038] Compared to a split structure, this embodiment significantly improves the overall structural rigidity and deformation resistance of the housing 1, effectively dispersing the vibration load during motor operation and reducing local stress concentration. The circumferentially uniform distribution of the connecting parts 13 makes the force on the inner shell 12 and the outer shell 11 more balanced, ensuring the structural stability of the housing 1 during long-term use. The height difference between the end faces of the outer shell 11 and the inner shell 12 forms a concave mounting cavity 14, providing a precise mounting positioning reference for the rear cover 2, making the assembly of the rear cover 2 more convenient and with higher positional accuracy, reducing assembly errors. The fixed connection between the end faces of the rear cover 2 and the inner shell 12 further strengthens the stability of the overall structure and avoids the risk of loosening. The mounting axis of the braking assembly 22 is collinear with the axis of the housing 1, ensuring that the braking assembly 22 is subjected to uniform force during operation, reducing problems such as brake jamming and uneven wear caused by axis misalignment, and improving the stability and reliability of the braking effect. At the same time, the collinear design makes the power transmission path of the braking assembly 22 more direct, optimizing the braking response efficiency. The overall structure, through the integrated housing 1 and precise positioning design, simplifies the assembly process while taking into account structural strength and braking accuracy, thus improving the overall performance of the brake motor.

[0039] Furthermore, in this embodiment, the connector 13 can be a columnar or elongated support rib extending radially along the outer shell 11, with one end fixed to the inner wall of the outer shell 11 and the other end fixed to the outer wall of the inner shell 12; alternatively, it can be an annular connecting platform, which is annular and has notches spaced circumferentially, with the outer ring surface fixed to the inner wall of the outer shell 11 and the inner ring surface fixed to the outer wall of the inner shell 12; or a flat rib, which is fan-shaped and radially arranged, with its two sides fixed to the inner wall of the outer shell 11 and the outer wall of the inner shell 12, respectively. Through the different shapes of the connector 13 described above, the inner shell 12 and the outer shell 11 can form an inseparable integrated structure.

[0040] like Figure 4 As shown, a heat dissipation duct 131 is formed between two adjacent connectors 13, and the heat dissipation duct 131 is arranged to penetrate along the inner wall of the outer shell 11.

[0041] Specifically, the connectors 13 are evenly arranged along the circumference of the inner wall of the outer shell 11, and the number is set to 8-12 (12 in this embodiment, and the specific number can be set according to the actual situation in other embodiments). Since the outer shell 11 is rectangular and the inner shell 12 is circular in this embodiment, the 12 connectors 13 will form an approximately equal-angled ring distribution when viewed from the circumferential direction around the axis of the inner shell 12. Although the outer shell 11 is rectangular, through the fine arrangement of 3 connectors 13 on each wall, the connection points of the 12 connectors 13 on the inner shell 12 will be evenly distributed along the circumference of the circular inner shell 12 (the included angle between two adjacent connectors 13 on the circumference is close to 30°). Finally, the rectangular outer shell 11 forms a uniform circumferential support for the circular inner shell 12 through the 12 connectors 13. In addition, the outer walls of every two adjacent connectors 13, the inner wall of the outer casing 11, and the outer wall of the inner casing 12 together form a strip-shaped heat dissipation duct 131. The heat dissipation duct 131 is arranged along the axial direction (length direction of the casing 1) of the inner wall of the outer casing 11, that is, it extends from one end of the casing 1 to the other end, forming a channel structure with open ends and a through middle, so that the airflow can pass freely along the axial direction of the duct.

[0042] By designing the connectors 13, this embodiment can strengthen the connection rigidity between the inner shell 12 and the outer shell 11 through the uniform distribution of multiple connectors 13, avoiding the problems of local stress concentration and structural deformation caused by too few connectors 13, and also avoiding the narrow space of adjacent air ducts and obstructed airflow caused by too many connectors 13, thus achieving a balance between structural strength and air duct space. The heat dissipation air duct 131 formed between adjacent connectors 13 runs through the inner wall of the outer shell 11, which can build an airflow channel between the inside and outside of the housing 1, so that the heat generated by the motor during operation can be quickly discharged through the air convection in the air duct, effectively improving the overall heat dissipation efficiency and avoiding the motor performance degradation or shortened life due to heat accumulation. At the same time, the heat dissipation air duct 131 is formed by the natural gap between the connectors 13, eliminating the need to open independent heat dissipation holes on the housing 1, simplifying the processing technology of the housing 1 while ensuring the heat dissipation effect. Moreover, the air duct is evenly distributed along the inner wall of the outer shell 11, which can make the heat dissipation of each area of ​​the housing 1 more balanced and reduce the risk of local overheating.

[0043] like Figure 2 As shown, a stator core cavity 121 is formed inside the inner shell 12, and a motor shaft 15 is provided inside the stator core cavity 121. One end of the motor shaft 15 is the output end, and the other end is rotatably connected to the braking assembly 22.

[0044] Specifically, a hollow stator core cavity 121 is formed axially inside the inner shell 12. This cavity is coaxially arranged with the inner shell 12, and its inner wall is adapted to the installation requirements of the stator core. The motor shaft 15 passes through the stator core cavity 121, extends along the axial direction of the inner shell 12, and remains coaxial with the stator core cavity 121. One end of the motor shaft 15 is the output end, extending out of the inner shell 12 away from the rear end cover 2, for outputting power externally; the other end of the motor shaft 15 extends towards the rear end cover 2, passes through the corresponding end face of the inner shell 12, and forms a rotatable connection with the brake assembly 22 in the brake cavity 21. In this structure, the stator core cavity 121 provides precise axial positioning for the motor shaft 15, ensuring the coaxiality of the motor shaft 15 and the inner shell 12, and reducing eccentric vibration during operation; the two ends of the motor shaft 15 are respectively connected to the output end and the brake assembly 22, forming a complete transmission link of "power output-brake control", ensuring the coordination of power transmission and braking action.

[0045] like Figure 2 As shown, the braking assembly 22 includes a brake 221 and an encoder 222. The brake 221 is mounted on the lower end face of the rear end cover 2 and sleeved on the motor shaft 15. The encoder 222 is mounted between the brake 221 and the upper end face of the rear end cover 2 and sleeved on the end of the motor shaft 15.

[0046] Specifically, the braking assembly 22 consists of a brake 221 and an encoder 222. The brake 221 has a ring-shaped structure, and its end face is fixedly connected to the lower end face of the rear cover 2 (the end face near the inner shell 12). Its central hole is fitted around the outer periphery of the motor shaft 15, forming a fitting fit with the motor shaft 15. The encoder 222 also has a ring-shaped structure and is installed on the side of the brake 221 away from the inner shell 12. One side of the encoder 222 is in contact with the end face of the brake 221, and the other side is opposite to the upper end face of the rear cover 2 (the end face away from the inner shell 12). The central hole of the encoder 222 is fitted around the end of the motor shaft 15 (the end of the motor shaft 15 near the end of the rear cover 2), forming a coaxial fit with the motor shaft 15. The brake 221 and encoder 222 are arranged sequentially along the motor shaft 15, forming a compact structure that makes full use of the space of the brake cavity 21 inside the rear cover 2. Both are fitted onto the motor shaft 15, ensuring coaxiality with the motor shaft 15 and improving braking accuracy and encoding detection accuracy. At the same time, this layout allows the brake 221 to act directly on the motor shaft 15, and the encoder 222 to detect the shaft end status in real time, achieving coordination between braking and status monitoring and enhancing operational reliability.

[0047] like Figure 3-5 As shown, the end face of the inner shell 12 and the lower end face of the rear cover 2 are provided with a number of mounting holes 23. The inner shell 12 and the mounting holes 23 on the rear cover 2 are connected by fasteners 24 so that the inner shell 12 and the rear cover 2 are fixedly connected.

[0048] Specifically, the end face of the inner shell 12 is provided with a number of mounting holes 23 at intervals along the circumferential direction. The diameter and spacing of each mounting hole 23 are the same. The lower end face of the rear cover 2 is provided with a number of mounting holes 23 along the circumferential direction corresponding to the position of the mounting holes 23 on the end face of the inner shell 12. The number and diameter of the mounting holes 23 on the rear cover 2 are completely matched with the mounting holes 23 on the inner shell 12. Fasteners 24 (such as bolts, screws, etc.) pass through the mounting holes 23 on the rear cover 2 and the mounting holes 23 on the inner shell 12 in sequence. The inner shell 12 and the rear cover 2 are tightly fixed by means of threaded engagement or snap locking, so that the two form a relatively static and stable structure. Among them, the circumferentially distributed mounting holes 23 ensure that the fasteners 24 are evenly stressed, avoiding local stress concentration when the inner shell 12 is connected to the rear end cover 2, and reducing the risk of structural deformation; the mounting holes 23 are precisely aligned, ensuring that the inner shell 12 and the rear end cover 2 are quickly aligned during assembly, improving assembly efficiency; the fasteners 24 are rigidly connected through the mounting holes 23, ensuring a stable connection between the two, preventing loosening due to vibration during motor operation, and enhancing the overall structural reliability.

[0049] like Figure 2-3 As shown, a sealing cover plate 25 is provided on the upper end face of the rear end cover 2, and a sealing element (not shown in the figure) is also provided between the sealing cover plate 25 and the rear end cover 2.

[0050] Specifically, the sealing cover 25 is a circular plate structure adapted to the shape of the upper surface of the rear cover 2, with its edge corresponding to the edge of the upper surface of the rear cover 2. It is fixedly connected (e.g., bolted or snap-fitted) and covers the upper surface of the rear cover 2. The sealing element is an annular structure sandwiched between the sealing cover 25 and the mating surface of the upper surface of the rear cover 2. One side of the sealing element is in close contact with the inner wall of the sealing cover 25, and the other side is in close contact with the surface of the upper surface of the rear cover 2, forming a circumferentially closed sealing fit. The sealing cover 25 and the sealing element cooperate to form a closed protective structure, preventing external dust, moisture and other impurities from entering the braking chamber 21, protecting the internal braking assembly 22 and encoder 222. The sealing element enhances the sealing performance of the mating surface, prevents leakage from gaps, improves the cleanliness and stability of the operating environment of the braking assembly 22, and extends its service life.

[0051] It is understood that the sealing element in this embodiment is an O-ring, but it can also be a rubber flat gasket, a lip seal, or a foam gasket, etc. The specific design can be made according to the actual situation, and is not limited here.

[0052] like Figure 2 As shown, a fan cover 3 is also provided outside the sealing cover 25. The fan cover 3 is fixedly connected to the outer shell 11. A heat dissipation cavity 31 is formed between the fan cover 3 and the sealing cover 25. A cooling fan 32 is installed in the heat dissipation cavity 31 and is fixedly installed on the sealing cover 25.

[0053] In practical applications, the fan cover 3 is a cover structure adapted to the shape of the sealing cover 25 and the outer shell 11. Its edges are fixed to the outer wall of the outer shell 11 through fixed connections (such as bolt locking and snap-fit ​​engagement), and the whole cover is placed on the outside of the sealing cover 25. A hollow heat dissipation cavity 31 is formed between the inner wall of the fan cover 3 and the outer wall of the sealing cover 25. The size of the heat dissipation cavity 31 is adapted to the installation requirements of the cooling fan 32. The cooling fan 32 is housed in the heat dissipation cavity 31 and is fixedly installed on the outer surface of the sealing cover 25 by means of brackets or direct bonding. At the same time, the side of the fan cover 3 away from the sealing cover 25 is set with a circular grille to form an airflow channel in the heat dissipation cavity 31. The air outlet / inlet direction of the fan is adapted to the airflow channel in the heat dissipation cavity 31. This structure provides an independent working space for the cooling fan 32 through the heat dissipation cavity 31 formed between the fan cover 3 and the sealing cover 25. With the cooling fan 32 accelerating the airflow circulation, the heat generated by the braking component 22 and the motor operation is efficiently removed, improving the overall heat dissipation efficiency of the machine.

[0054] like Figure 2 and Figure 6 As shown, a junction box 4 is fixedly connected to the top of the housing 1. A wire hole 41 is provided at the bottom of the junction box 4 corresponding to the top of the housing 1. The wire hole 41 is connected to the stator core cavity 121. The cables of the encoder 222, the brake 221 and the cooling fan 32 are all passed into the junction box 4 through the wire hole 41.

[0055] Specifically, the junction box 4 is installed on the top of the housing 1 by a fixed connection (such as bolt locking or welding). Corresponding positions on the bottom of the junction box 4 and the top of the housing 1 have through-holes 41. The diameter and position of the two through-holes 41 are perfectly matched, forming a channel connecting the interior of the junction box 4 and the interior of the housing 1. This channel is connected to the stator core cavity 121 of the inner shell 12. The cables of the encoder 222, brake 221, and cooling fan 32 extend from their respective installation positions to the vicinity of the stator core cavity 121, and then pass through the through-holes 41 into the junction box 4, achieving centralized cable management. The through-holes 41 connect the stator core cavity 121 and the junction box 4, providing a unified wiring channel for multiple component cables and avoiding messy cable distribution. The junction box 4 centrally stores the cables, protecting them from external impacts and interference from impurities, reducing the risk of cable damage. The orderly wiring method reduces tangling and pulling between cables, ensuring stable signal transmission and facilitating subsequent inspection and maintenance.

[0056] like Figure 6As shown, the junction box 4 contains a power terminal 42, a fan terminal 43, and a shared terminal 44 for both the thermal sensor and brake. The power terminal 42 connects to the motor power cable, the fan terminal 43 connects to the cable of the cooling fan 32, and the shared terminal 44 connects to the cables of both the encoder 222 and the brake 221.

[0057] Specifically, the junction box 4 has three terminals with different functions: a power terminal 42, a fan terminal 43, and a shared terminal 44 for both thermal sensing and braking. The spacing between each terminal is adapted to the wiring operation requirements, and each terminal has a cable fixing and conductive connection structure. The power terminal 42 is used to connect motor power-related cables, the fan terminal 43 is used to connect the cooling fan 32 cable, and the shared terminal 44 for both thermal sensing and braking connects the thermal detection cable of the encoder 222 and the control cable of the brake 221, realizing centralized access for both types of cables. The three types of terminals have clear functional classifications, which can quickly distinguish the connection objects of different cables, avoid wiring confusion, and improve wiring accuracy. The shared terminal 44 for both thermal sensing and braking integrates the connection requirements of the two types of cables, reduces the number of terminals, optimizes the internal space utilization of the junction box 4, and balances functional integration with a simple layout.

[0058] In an optional embodiment, the junction box 4 is made of a thermosetting material and has custom inserts inside.

[0059] Specifically, the junction box 4 is made of thermosetting materials (such as phenolic resin, epoxy resin, etc.) through molding or injection molding. After curing, the material forms an irreversible rigid structure. The pre-installed custom inserts inside are made of metal (such as copper, alloy, etc.). The shape, number, and position of the inserts are customized according to the installation requirements of the wiring terminals (such as threaded connecting posts, conductive plates, etc.). Thermosetting materials have excellent insulation, heat resistance, and deformation resistance, ensuring stable insulation of the junction box 4 in the high-temperature environment of motor operation and avoiding the risk of leakage. The custom inserts enhance the connection strength between the junction box 4 and the wiring terminals, preventing damage to the box body due to force during wiring, and improving the reliability of conductive contact.

[0060] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0061] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0062] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0063] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0064] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature being directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature being directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0065] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. The illustrative expressions of the above terms in this specification should not be construed as necessarily referring to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. In addition, those skilled in the art can combine and integrate the different embodiments or examples described in this specification.

[0066] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Since these modifications and variations fall within the scope of the claims and their equivalents, this application also intends to include these modifications and variations.

[0067] The above description describes specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this application, and these modifications or substitutions should all be covered within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A brake motor structure, characterized in that, include: The housing includes an inner shell and an outer shell. A plurality of connectors are evenly distributed circumferentially on the inner wall of the outer shell. The inner shell is integrally connected to the outer shell through the connectors. One end face of the outer shell is higher than the end face of the inner shell, and a concave mounting cavity is formed between the two end faces. The rear end cover is installed in the mounting cavity and fixedly connected to the end face of the inner shell. A braking cavity is formed inside the rear end cover, and a braking assembly is provided inside the braking cavity. The mounting axis of the braking assembly is collinear with the axis of the housing.

2. The brake motor structure of claim 1, wherein, A heat dissipation duct is formed between two adjacent connectors, and the heat dissipation duct is arranged to penetrate along the inner wall of the outer casing.

3. The brake motor structure of claim 1, wherein, The inner shell has a stator core cavity, and a motor shaft is provided in the stator core cavity. One end of the motor shaft is the output end, and the other end is rotatably connected to the braking assembly.

4. The brake motor structure according to claim 3, wherein The braking assembly includes a brake and an encoder. The brake is mounted on the lower end face of the rear end cover and sleeved on the motor shaft. The encoder is mounted between the brake and the upper end face of the rear end cover and sleeved on the end of the motor shaft.

5. The brake motor structure of claim 4, wherein, The inner shell and the lower end face of the rear end cover are provided with a plurality of mounting holes around their perimeters. The inner shell and the mounting holes on the rear end cover are connected by fasteners to fix the inner shell and the rear end cover in place.

6. The brake motor structure of claim 5, wherein, A sealing cover plate is provided on the upper end face of the rear end cover, and a sealing element is provided between the sealing cover plate and the rear end cover.

7. The brake motor structure of claim 6, wherein, A fan cover is also provided outside the sealing cover plate. The fan cover is fixedly connected to the outer shell. A heat dissipation cavity is formed between the fan cover plate and the sealing cover plate. A heat dissipation fan is installed in the heat dissipation cavity and is fixedly installed on the sealing cover plate.

8. The brake motor structure according to claim 7, characterized in that, A junction box is fixedly connected to the top of the housing. A wire-passing hole is provided at the bottom of the junction box corresponding to the top of the housing. The wire-passing hole communicates with the stator core cavity. The cables of the encoder, the brake and the cooling fan are all passed into the junction box through the wire-passing hole.

9. The brake motor structure according to claim 8, characterized in that, The junction box contains a power terminal, a fan terminal, and a shared terminal for both the thermal sensor and the brake. The power terminal connects to the motor power cable, the fan terminal connects to the cable of the cooling fan, and the shared terminal for both the thermal sensor and the brake connects to the cables of both the encoder and the brake.

10. The brake motor structure according to claim 9, characterized in that, The junction box is made of thermosetting material and has custom-made inserts inside.

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