Electromagnetic brake

Abstract

The motor is composed of a rotor, a brake disc, a friction ring and a stator which are sequentially arranged in the axial direction. The rotor disc and the stator form a shell of the electromagnetic brake and also serve as a radiator. The outer section of a transmission shaft pipe of the rotor is connected with a rotating mechanism of equipment, the inner section of the transmission shaft pipe is inserted into an axis hole of the brake disc, and the transmission shaft pipe is driven by a transmission mechanism of the equipment to drive the brake disc to rotate. Under the action of the reset spring, the brake disc is in a state of being tightly attached to the rotor disc. And the friction ring and the electromagnet are embedded in the stator. The electromagnetic force generated after the electromagnet is electrified attracts the brake disc to move axially, so that the brake disc is pressed on the friction ring, and the friction force between the brake disc and the friction ring slows down the brake disc to achieve braking. When the electromagnet loses power and loses electromagnetic force, the brake disc returns to the initial position and is separated from the friction ring under the action of the reset spring, and therefore braking is relieved. The magnetic force of the electromagnet is controlled by controlling the current of the electromagnet, so that the required braking force can be obtained.

Description

Technical Field

[0001] The invention relates to the technical field of braking, and in particular to an electromagnetic brake. Background Art

[0002] Electromagnetic brakes have the advantages of compact structure, simple operation, fast response, long life, reliable use, easy to achieve remote control, etc. Therefore, electromagnetic brakes have become an ideal automatic actuator in modern industry and are widely used in machinery in metallurgy, construction, chemical industry, food, machine tools, stage, elevator, ship, packaging and other industries.

[0003] At present, the mainstream electromagnetic brake is power-off braking. Its basic principle is that after the electromagnet of the electromagnetic brake is connected to the rated current, the electromagnetic force generated attracts the armature, so that the armature is separated from the brake disc, and the transmission shaft operates normally with the brake disc; when the electromagnet is powered off, the electromagnet immediately loses the electromagnetic force, and the armature is tightly pressed on the brake disc under the action of the brake spring. The friction between the armature and the brake disc makes the transmission shaft stop quickly and achieve braking. The current mainstream power-off braking electromagnet brake has the following disadvantages: when the equipment is working normally, the electromagnetic brake must be continuously powered, consuming a lot of electricity; at the same time, the electromagnet is continuously powered for a long time, which will generate a lot of heat and become a hidden danger; the brake disc and friction plate are inside the brake, and the heat dissipation effect is poor; the electromagnet loses power immediately and loses electromagnetic force, causing the power-off braking electromagnetic brake to brake immediately with the maximum braking force. Therefore, the huge impact force generated is a major hidden danger to the equipment (especially the high-speed running equipment); there is no self-test system, and it is impossible to detect whether it can work normally in advance. Summary of the invention

[0004] In view of the above-mentioned deficiencies in the prior art, the present invention provides a new electromagnetic brake, which starts braking when power is turned on and has the advantages of simple structure, good heat dissipation effect, energy saving, self-detection, and compensatory adjustment after wear to ensure that the braking effect is not reduced.

[0005] In order to achieve the above purpose, the following technical solutions are proposed: An electromagnetic brake comprises a rotor, a brake disc, a friction ring and a stator which are arranged axially in sequence. The rotor and the stator constitute the outer shell of the electromagnetic brake and also serve as the heat sink of the electromagnetic brake. The outer section of the transmission shaft tube of the rotor is connected to the rotating mechanism of the equipment, and the inner section of the transmission shaft tube is inserted into the axial center hole of the brake disc. The transmission shaft tube rotates under the drive of the transmission mechanism of the equipment, thereby driving the brake disc to rotate; the reset column is inserted into the reset spring and passes through the rotor disc to be fixed on the brake disc; under the action of the reset spring, the brake disc is in a state of being close to the rotor disc; the friction ring and the electromagnet are embedded in the stator. The electromagnetic force generated by the electromagnet after being energized attracts the armature ring to move axially, drives the brake ring to move and presses the brake ring on the friction ring, and the friction force between the brake ring and the friction ring decelerates the brake disc, thereby decelerating the transmission mechanism of the equipment to achieve braking. When the electromagnet loses power and loses electromagnetic force, the brake disc returns to the initial position under the action of the reset spring and disengages from the friction ring, thereby releasing the brake. The magnitude of the current of the electromagnet of the electromagnetic brake is controlled by a controller. The magnitude of the magnetic force of the electromagnet is controlled by controlling the magnitude of the current of the electromagnet, thereby obtaining a required magnitude of braking force.

[0006] The rotor can be divided into two main parts, the rotor disc and the transmission shaft tube, according to the structural characteristics and functions. The rotor disc and the transmission shaft tube are an integrated structure. The outer wall of the transmission shaft tube is a regular hexagon (or other regular polygon) and the inner hole is a circle. The bearing located in the transmission shaft tube fixes the rotor on the fixed shaft, and the bearing also makes the friction between the rotor and the fixed shaft very small. According to the function and position of the transmission shaft tube, it can be divided into the inner section of the transmission shaft tube and the outer section of the transmission shaft tube. The inner section of the transmission shaft tube is inserted into the axial hole of the brake disc and drives the brake disc to rotate when rotating. The inner section of the transmission shaft tube has an appropriate length and supports the plane thrust bearing of the stator to rotate. The length of the inner section of the transmission shaft tube determines the distance between the brake disc and the friction ring, so that the distance between the brake ring and the friction ring and the distance between the armature ring and the electromagnet are kept within the optimal distance range required to achieve braking (because the attraction of the electromagnet to the armature decreases rapidly with the increase of the distance between the two, therefore, in order to obtain the same magnitude of electromagnetic force, even a small increase in the distance between the electromagnet and the armature will result in the required electric force. The power of the magnet increases exponentially, which leads to a sharp increase in energy consumption, the manufacturing cost of the electromagnet, and the space occupied by the electromagnet. If the distance between the brake disc and the friction ring is too small, it is easy to cause the brake disc and the friction ring to be unable to separate when the brake is released. Therefore, the distance between the brake ring and the friction ring and the distance between the armature ring and the electromagnet should not be too long or too short. When not braking, the electromagnet and the armature and the brake ring and the friction ring usually maintain an optimal distance of 0.3-0.5 mm. ); The function of the outer section of the transmission shaft tube is to be connected to the transmission mechanism of the equipment and rotated by the transmission mechanism of the equipment. There are multiple ribs evenly distributed on the inner wall of the rotor disc. When the rotor rotates with the equipment, the ribs can stir the air in the electromagnetic brake, so that the air flows quickly, thereby enhancing the heat dissipation performance. There are three or more reset column mounting holes evenly distributed in annular intervals near the transmission shaft tube on the rotor disc. The distance from the reset column mounting hole to the axis center line is the same as the distance from the reset column fixing screw hole of the brake disc to the axis center line and the distance from the electromagnet iron core to the axis center line. The surface of the reset post and the inner wall surface of the reset post mounting hole on the rotor disk are smooth, and there is an appropriate gap between the two, so that the reset post can move freely in the reset post mounting hole. A reset post protective cover is also installed on the outer wall of the rotor disk. The reset spring and the reset post partly extend out of the outer wall of the rotor disk. The reset post protective cover is used to cover all the reset posts, which can prevent the reset post from catching foreign objects during the rotation of the rotor disk and causing failure. In the non-braking state, the reset spring is in a certain degree of compression state. Therefore, when not braking, under the action of the reset spring, the brake disc is in a state of close contact with the rotor disc.The inner section of the rotor's transmission shaft tube is in close contact with the brake disc. The heat generated by the friction between the brake ring and the friction ring during braking can be quickly transferred to the rotor disc and the stator through the inner section of the transmission shaft tube. The rotor disc, the stator and the brake disc are all made of metal materials with good heat transfer performance. Therefore, the heat generated by the friction between the brake disc and the friction ring during braking can be quickly dissipated through the rotor and the stator. Therefore, the overall heat dissipation effect of the electromagnetic brake is very good.

[0007] The brake disc is an integrated structure, which can be divided into two main parts, the armature ring and the brake ring, from the inside to the outside according to its function and position. The inner ring of the brake disc is the armature ring. In order to increase the attraction of the electromagnet to the armature ring, the thickness of the armature ring is appropriately thickened to make the mass of the armature ring as large as possible. There is a regular hexagonal axial hole in the center of the armature ring. The size of the axial hole matches the size of the inner section of the transmission shaft tube of the rotor, and the inner section of the transmission shaft tube can just pass through the axial hole of the armature ring. The inner surface of the axial hole of the armature ring and the outer surface of the inner section of the transmission shaft tube are very smooth, so that the friction resistance of the brake disc when moving axially on the inner section of the transmission shaft tube is very small. At the same time, the armature ring and the inner section of the transmission shaft tube have a relatively close contact, so that the heat generated by the friction between the brake ring and the friction ring can be quickly transferred to the inner section of the transmission shaft tube through the armature ring. There is a screw hole for fixing the reset column on the side of the armature ring facing the rotor. The reset column fixing screw hole does not penetrate the armature ring, but its depth is sufficient to stably fix the reset column. The number and position of the reset column fixing screw holes are consistent with the number and position of the reset column mounting holes on the rotor disk. The reset column is a screw structure with a thread at one end, and the length of the threaded part matches the depth of the reset column fixing screw hole; the other end has a nut, which can prevent the reset spring from slipping off from one end of the reset column nut after the reset spring is inserted into the reset column. After the reset spring is inserted into the reset column, the threaded end of the reset column is passed through the reset column mounting hole of the rotor disk and screwed into the reset column fixing screw hole on the armature ring to fix it on the brake disc. The reset spring is stuck between the rotor disk and the reset column nut, and the original length of the reset spring is slightly longer than the reset column. Therefore, when not braking, the reset spring is in a certain degree of compression state. Under the action of the reset spring, the brake disc is in a state of close contact with the rotor disc. The outer ring of the brake disc is the brake ring. The electromagnetic force generated by the electromagnet after power is turned on attracts the armature ring to move axially and drives the brake ring to move axially, so that the brake ring is pressed on the friction ring. The friction between the brake ring and the friction ring decelerates the brake disc to achieve braking. The distance between the armature ring and the electromagnet is slightly larger than the distance between the brake ring and the friction ring, so as to avoid the problem that after a little wear, when the brake is started, the armature ring has already been tightly attached to the iron core of the electromagnet, but the brake ring has not yet contacted the friction ring and cannot achieve braking. In order to save materials, the connection between the brake ring and the armature ring can be appropriately thinner.

[0008] The friction ring is a thicker circular ring structure and is embedded in the stator. The width of the friction ring is consistent with the width of the brake ring. The surface of the friction ring that contacts and rubs with the brake ring is flat, and three or more protrusion structures are evenly distributed on the side facing the stator, so that after the friction ring is embedded in the stator, it will not slide when rubbing with the brake ring. The protrusion structure of the friction ring also makes the contact area between the friction ring and the stator larger, and the heat generated during braking can be better and quickly transferred to the stator, so that the heat dissipation effect is better. There are also three or more compensation adjustment screws between the protrusion structures of the friction ring, which are used to adjust the position of the friction ring in the direction of the brake disc after the brake disc and the friction ring are severely worn due to long-term use, so that the distance between the brake ring and the friction ring is kept within the optimal distance range required for braking. A group of probes for detecting whether the electromagnetic brake is invalid is embedded in the center of each protrusion structure of the friction ring, and each group of probes includes two small metal rods with good electrical conductivity and wear resistance consistent with the wear resistance of the friction ring. The two small metal rods of the probe are installed in an insulating sleeve and insulated from each other. The thickness of the insulating sleeve wall is appropriate and made of a material with a certain elasticity, such as silicone, rubber and other materials. The surface of the small metal rod is very rough, so that the small metal rod cannot slide in the insulating sleeve. The rear end of each small metal rod is connected to a small spring, and the other end of the spring is connected to a wire, which is connected to the brake controller. The two small metal rods connected to the wire are equivalent to a normally open switch. When the brake is started, the brake disc presses on the probe and the probe is turned on; when the brake is released, the brake disc leaves the probe and the probe is disconnected. Therefore, the controller can determine whether the electromagnetic brake fails by judging the on-off state of the probe. If the small metal rod is directly connected to the wire, the small metal rod will often move slightly during use, and it is easy to cause the small metal rod to be disconnected from the wire due to metal fatigue. Therefore, the method of connecting a small spring between the small metal rod and the wire can solve this problem.

[0009] The stator is a barrel-shaped structure, which can be divided into two parts, the stator barrel and the stator bottom, according to its structural characteristics. The stator also serves as the shell and heat sink of the electromagnetic brake. There is an axial hole in the center of the bottom of the stator, and there is a small shaft sleeve on the outside of the stator bottom facing the axial hole. The shaft sleeve and the stator are an integrated structure, and there are screw holes on the shaft sleeve. The stator can be fixed to the fixed shaft by using the corresponding size of the stator fixing screw through the screw hole. A proper notch can be made on the fixed shaft corresponding to the position of the stator fixing screw, so that the stator can be fixed on the fixed shaft more stably. A plane thrust bearing is embedded around the axial hole of the inner wall of the stator bottom, and the inner ring hole of the plane thrust bearing coincides with the axial hole of the stator. The inner ring hole of the plane thrust bearing is consistent in size with the axial hole of the stator and the inner hole of the transmission shaft tube of the rotor. The size of the plane thrust bearing is consistent with the size of the inner section of the transmission shaft tube of the rotor. The inner section of the rotor transmission shaft tube supports the plane thrust bearing. Due to the effect of the plane thrust bearing, the friction force of the inner section of the rotor transmission shaft tube when supporting the plane thrust bearing is very small. Multiple electromagnets are evenly embedded around the plane thrust bearing. There is an annular friction ring installation groove at the position corresponding to the friction ring on the outer ring of the inner wall of the bottom of the stator, which is used to install the friction ring, and there is a matching hole in the friction ring installation groove at the position corresponding to the friction ring protrusion structure, and there is a compensation adjustment screw installation hole corresponding to the position of the compensation adjustment screw on the friction ring, so that the friction ring can be just tightly embedded in the inner wall of the stator bottom; there is also a compensation adjustment nut in the compensation adjustment screw installation hole, and the compensation adjustment nut can be divided into two parts: a compensation adjustment nut tube and a compensation adjustment nut cap. The outer diameter of the compensation adjustment nut tube matches the inner diameter of the supplementary adjustment screw installation hole, and the length, inner diameter size and thread specification of the compensation adjustment nut tube match the length, size and thread specification of the compensation adjustment screw. The compensation adjustment nut tube is screwed onto the compensation adjustment screw in the compensation adjustment screw mounting hole, while the compensation adjustment nut cap is exposed from the outer wall of the stator bottom, and the compensation adjustment nut cap is slightly larger than the compensation adjustment screw mounting hole. There is a slot or a cross slot in the center of the outer surface of the compensation adjustment nut cap, surrounded by ratchets; a ratchet is installed at symmetrical positions on both sides of the ratchet. This structure ensures that the compensation adjustment nut can only rotate in one direction, that is, when the compensation adjustment nut is rotated, the friction ring can only move toward the brake ring. The compensation adjustment screw mounting hole on the outer wall of the stator bottom is covered with a compensation adjustment nut fixing cover, which is shaped like a top hat. The crown of the compensation adjustment nut fixing cover covers the compensation adjustment nut cap and the ratchet. The lower edge of the compensation adjustment nut fixing cover is fixed on the stator, and the height of the internal cavity of the crown of the compensation adjustment nut fixing cover matches the height of the compensation adjustment nut cap. Therefore, the top of the crown of the compensation adjustment nut fixing cover just presses the compensation adjustment nut cap, thereby preventing the compensation adjustment nut from moving outward.There is a compensation adjustment hole in the middle of the compensation adjustment nut fixing cover. Through this compensation adjustment hole, a slotted screwdriver or a cross screwdriver of corresponding size can be inserted into the slotted slot or cross slot of the compensation adjustment nut and rotated to move the compensation adjustment screw to adjust the position of the friction ring. There is a scale around the small hole. When making compensation adjustments, the rotation angle of the compensation adjustment nut can be observed so that each compensation adjustment nut can be rotated by the same angle to ensure that each compensation adjustment screw moves the same distance, which makes the friction ring move in parallel as a whole and ensures that the friction surface of the friction ring is parallel to that of the brake ring. There are also three transparent observation windows on the stator barrel wall, with scales (very fine scale lines) on the observation windows for observing and checking the gap size between the brake ring and the friction ring.

[0010] The beneficial effects of the present invention are:

[0011] 1. Good heat dissipation effect: The heat generated by the friction between the brake ring and the friction ring during braking can be dissipated through the stator and the rotor at the same time. The friction ring is embedded in the stator, and the heat on the friction ring can be directly dissipated through the stator; the heat on the brake ring can be transferred to the transmission shaft tube through the armature ring, and then transferred to the rotor disk and the stator by the transmission shaft tube, and then dissipated to the outside by the rotor disk and the stator; at the same time, the ribs on the rotor disk stir the air flow, accelerate the heat generated by the friction between the brake ring and the friction ring, and transfer it to the stator and the rotor disk through the flowing air, and then dissipate to the outside by the stator and the rotor disk, so that the overall heat dissipation effect is very good.

[0012] 2. Energy saving: The electromagnetic brake consumes electric energy only when performing braking, and does not consume electric energy during the entire working period of normal operation of the equipment. Therefore, it saves more electric energy than the traditional power-off braking electromagnetic brake.

[0013] 3. With self-check function, better safety: the electromagnetic brake is equipped with a self-check probe. Before the equipment starts to operate, the controller can first start the self-check function to detect whether the electromagnetic brake has failed. After starting the self-check function, the controller can determine whether the electromagnetic brake can work normally by analyzing the state of the probe, thereby avoiding the problem of brake failure and inability to brake in time after the equipment is running normally. Therefore, it is safer.

[0014] 4. Compensation adjustment: After long-term use and wear, compensation adjustment can be performed to ensure that the braking effect does not decrease. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 It is a longitudinal projection schematic diagram of the present invention.

[0016] Figure 2 The structural decomposition diagram of the present invention is shown in FIG. Figure 1 .

[0017] Figure 3The structural decomposition diagram of the present invention is shown in FIG. Figure 2 ,and Figure 2 Different perspective.

[0018] Figure 4 It is a top perspective schematic diagram of the compensation adjustment nut cover of the present invention.

[0019] In the figure: 10. rotor, 11. rotor disk, 12. transmission shaft tube, 13. rib, 14. reset column mounting hole, 15. reset column, 16. reset spring, 17. reset column protection cover, 18. rotor bearing, 20. brake disk, 21. brake ring, 22. armature ring, 23. reset column fixing screw hole, 24. brake disk axial hole, 30. friction ring, 31. compensation adjustment screw, 32. friction ring protrusion structure, 33. probe, 40. fixed , 41. stator bottom, 42. stator barrel, 43. electromagnet, 44. electromagnet core, 45. plane thrust bearing, 46. observation window, 47. compensation adjustment nut tube, 48. compensation adjustment nut fixing cover, 49. compensation adjustment hole, 50. ratchet, 51. stator fixing screw, 52. compensation adjustment screw mounting hole, 53. friction ring mounting groove, 54. compensation adjustment nut cap, 55. scale, 56. shaft sleeve, 60. fixed shaft.

[0020] The realization of the purpose, functional features and advantages of the present invention will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0021] It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention. Any modification, equivalent substitution, improvement, variation, etc. made by a person of ordinary skill in the art within the scope of the principles and purposes of the present invention shall fall within the protection scope of the present invention.

[0022] Figure 1 It is a longitudinal projection schematic diagram of the present invention, Figure 2 , Figure 3 It is a schematic diagram of the structural decomposition of the present invention. Figure 1 , Figure 2 , Figure 3 As shown, an electromagnetic brake mainly includes four main parts, namely, a rotor 10, a brake disc 20, a friction ring 30, and a stator 40, which are arranged in sequence in the axial direction. The rotor 10 and the stator 40 constitute the housing of the electromagnetic brake and also serve as the heat sink of the electromagnetic brake.

[0023] like Figure 1 , Figure 2 , Figure 3As shown, the rotor can be divided into two parts according to structure and function, namely, a rotor disk 11 and a transmission shaft tube 12. The rotor disk 11 and the transmission shaft tube 12 are an integrated structure. The outer wall of the transmission shaft tube 12 is a regular hexagon, and the inner hole is a circle. The rotor bearing 18 in the transmission shaft tube 12 fixes the rotor 10 on the fixed shaft 60. The rotor bearing 18 also makes the friction between the rotor 10 and the fixed shaft 60 very small. According to the different functions and positions of the transmission shaft tube 12, it can be divided into an inner section of the transmission shaft tube 12 and an outer section of the transmission shaft tube 12. The inner section of the transmission shaft tube 12 is inserted into the brake disc axial hole 24 and drives the brake disc 20 to rotate when it rotates. The length of the inner section of the transmission shaft tube 12 determines the distance between the rotor disc 11 and the friction ring 30, and the brake disc 20 is close to the rotor disc 11 under the action of the return spring 16. Therefore, the length of the inner section of the transmission shaft tube 12 also determines the distance between the brake ring 21 and the friction ring 30 of the brake disc 20, so that the distance between the brake ring 21 and the friction ring 30 and the distance between the armature ring 22 and the electromagnet 43 are maintained within the optimal distance range required to achieve braking, such as the distance between the armature ring 22 and the electromagnet core 44 is 0.5 mm, and the distance between the brake ring 21 and the friction ring 30 is 0.3 mm, or other better distances; the function of the outer section of the transmission shaft tube 12 is to be connected to the transmission mechanism of the equipment, and rotate under the drive of the transmission mechanism of the equipment, and the rotor 10 also rotates accordingly. There are multiple ribs 13 evenly distributed on the inner wall of the rotor disk 11. When the rotor 10 rotates with the equipment, the ribs 13 can stir the air in the electromagnetic brake, allowing the air to flow quickly, thereby enhancing the heat dissipation performance. There are three or more reset column mounting holes 14 evenly distributed at annular intervals on the rotor disk 11 near the drive shaft tube 12. The distance from the reset column mounting hole 14 to the axis centerline is the same as the distance from the reset column fixing screw hole 23 of the brake disk 20 to the axis centerline and the distance from the electromagnet core 44 to the axis centerline. The surface of the reset column 15 and the inner wall surface of the reset column mounting hole 14 are smooth, and an appropriate gap is left between the two, so that the reset column 15 can move freely in the reset column mounting hole 14. A reset column protective cover 17 is also installed on the outer wall of the rotor disk 11. Figure 1As shown, the reset spring 16 and a part of the reset column 15 extend outward from the rotor disk, and the reset column protective cover 17 is used to cover all the reset columns 15, so as to prevent the reset column 15 from catching foreign objects and causing failure during the rotation of the rotor disk 11. In the non-braking state, the reset spring 16 is in a certain degree of compression state. Therefore, when not braking, under the action of the reset spring 16, the brake disc 20 is in a state of close contact with the rotor disk 11. The inner section of the transmission shaft tube 12 of the rotor 10 is in close contact with the brake disc 20. When braking, the heat generated by the friction between the brake ring 21 and the friction ring 30 can be quickly transferred to the rotor disk 11 and the stator 40 through the inner section of the transmission shaft tube 12. The rotor disk 11, the stator 40 and the brake disc 20 are all made of hard metal materials with good heat transfer performance. Therefore, when braking, the heat generated by the friction of the brake disc 20 can be quickly dissipated through the rotor 10 and the stator 40, and the heat dissipation effect is better.

[0024] like Figure 1 , Figure 2 , Figure 3As shown, the brake disc 20 is an integrated structure, which can be divided into two main parts, the armature ring 22 and the brake ring 21, from the inside to the outside according to its function and position. The inner ring of the brake disc 20 is the armature ring 22. In order to increase the attraction of the electromagnet 43 to the armature ring 22, the thickness of the armature ring 22 is appropriately thickened to make the mass of the armature ring 22 as large as possible. There is a regular hexagonal brake disc axial center hole 24 in the center of the armature ring 22. The size of the brake disc axial center hole 24 matches the size of the inner section of the transmission shaft tube 12 of the rotor 10. The inner section of the transmission shaft tube 12 can just pass through the brake disc axial center hole 24. As the equipment drives the transmission shaft tube to rotate, the inner section of the transmission shaft tube 12 also drives the brake disc 20 to rotate together. The inner surface of the brake disc axial center hole 24 and the outer surface of the inner section of the transmission shaft tube 12 are very smooth, so that the friction resistance of the brake disc 20 when moving axially on the inner section of the transmission shaft tube 12 is very small. At the same time, the armature ring 22 is in close contact with the inner section of the transmission shaft tube 12, so that the heat generated by the friction between the brake ring 21 and the friction ring 30 can be quickly transferred to the inner section of the transmission shaft tube 12 through the armature ring 22. The armature ring 22 has a reset column fixing screw hole 23 for fixing the reset column 15 on the side facing the rotor 10. The reset column fixing screw hole 23 does not penetrate the armature ring 22, but its depth is sufficient to stably fix the reset column 15. The number and position of the reset column fixing screw hole 23 are consistent with the number and position of the reset column mounting hole 14 on the rotor disk 11. The reset column 15 is a screw structure with a thread at one end. The length of the threaded part of the reset column 15 matches the depth of the reset column fixing screw hole 23, and the other end is provided with a nut. The nut can prevent the reset spring 16 from slipping off from the end with the nut after the reset column 15 is inserted. After the reset spring 16 is inserted into the reset column 15, the threaded end of the reset column 15 is passed through the reset column mounting hole of the rotor disk 11 and screwed into the reset column fixing screw hole 23 of the armature ring 22 to be fixed on the brake disc 20. The size of the reset column mounting hole 14 of the rotor disc 11 just allows the reset column 15 to pass through, while the reset spring 16 cannot pass through. Therefore, the reset spring 16 is stuck between the nut of the reset column 15 and the rotor disc 11. The original length of the reset spring 16 is slightly longer than the reset column 15. Therefore, when not braking, the reset spring 16 is in a certain degree of compression state. The reset spring 16 applies an outward force to the reset column 15, and the reset column 15 pulls the brake disc 20, so that the brake disc 20 is in a state of close contact with the rotor disc 11. The outer ring of the brake disc 20 is the brake ring 21. When the brake is started, the electromagnetic force generated by the electromagnet 43 attracts the armature ring 22 to move axially and drives the brake ring 21 to move axially, so that the brake ring 21 is pressed on the friction ring 30. The friction force between the brake ring 21 and the friction ring 30 decelerates the brake disc 20 to achieve braking.The larger the current of the electromagnet 43 is, the larger the electromagnetic force generated is, so that the pressure of the brake ring 21 on the friction ring 30 is also larger. Therefore, the pressure between the brake ring 21 and the friction ring 30 changes with the current of the electromagnet 43, and the braking force obtained also changes synchronously, that is, the larger the current is, the larger the braking force obtained is; the smaller the current is, the smaller the braking force obtained is. The distance between the armature ring 22 and the electromagnet is slightly larger than the distance between the brake ring 21 and the friction ring 30, thereby avoiding the problem that the armature ring 22 is already close to the electromagnet core 44 when the brake ring 21 is not in contact with the friction ring 30 and the brake cannot be achieved after long-term use and wear. In order to save materials, the connecting part between the brake ring 21 and the armature ring 22 can be appropriately thinner.

[0025] like Figure 1 , Figure 2 , Figure 3As shown, the friction ring 30 is a thicker circular ring structure, and the thickness of the friction ring 30 is an important factor in determining the life of the electromagnetic brake. The friction ring 30 is embedded in the stator 40, and its width is consistent with the width of the brake ring 21. The surface of the side of the friction ring 30 that contacts and rubs against the brake ring 21 is flat, and three or more friction ring protrusion structures 32 are evenly distributed at intervals on the side facing the stator 40, so that after the friction ring 30 is embedded in the stator 40, it will not slide when rubbing against the brake ring 21. The friction ring protrusion structure 32 also makes the contact area between the friction ring 30 and the stator 40 larger, and the heat generated during braking can be better and quickly transferred to the stator 40, so that the heat dissipation effect is better; even after long-term use, the brake ring 21 and the friction ring 30 are severely worn and compensated for, although the top of the friction ring protrusion structure 32 no longer contacts the stator, the four sides of the friction ring protrusion structure 32 are still in close contact with the stator 40, and still maintain good heat transfer performance. There are also three or more compensating adjustment screws 31 between the friction ring protrusion structures 32, which are used to adjust the position of the friction ring 30 towards the brake disc 20 after the brake ring 21 and the friction ring 30 are seriously worn due to long-term use, so that the distance between the brake ring 21 and the friction ring 30 is kept within the optimal distance range required for achieving braking, ensuring that the braking effect will not decrease after the brake ring 21 and the friction ring 30 are worn due to long-term use. A group of probes 33 for detecting whether the electromagnetic brake is invalid is embedded in the center of each friction ring protrusion structure 32 of the friction ring 30, and each group of probes 33 includes two small metal rods with good electrical conductivity and wear resistance that is basically consistent with the wear resistance of the friction ring 30. The two small metal rods of the probe 33 are installed in an insulating sleeve and insulated and isolated from each other. The thickness of the insulating sleeve wall is appropriate and made of a material with a certain elasticity, such as silicone, rubber and other materials. The surface of the small metal rod is very rough, so that the small metal rod cannot slide in the insulating sleeve. The rear end of each small metal rod is connected to a small section of spring, and the other end of the spring is connected to a wire, which is connected to the brake controller. The two small metal rods connected with the wires are equivalent to a normally open switch. When the brake is started, the electromagnet 43 generates electromagnetic force to attract the armature ring 22 of the brake disc 20 to move, and the armature ring 22 drives the brake ring 21 to press onto the friction ring 30, and the two metal rods of the probe 33 contact the brake ring 21. The brake ring 21 with good conductivity makes the two metal rods of the probe 33 connected.Before formal operation, the brake controller starts self-checking and transmits rated current to all electromagnets. Whether the electromagnetic brake fails can be determined by judging whether the probes 33 are on or off: after starting the self-checking, if each group of probes 33 is in the on state, it means that the braking is effective; after starting the self-checking, if all probes 33 are in the off state, it means that the braking function fails and needs maintenance; after starting the self-checking, if some probes 33 are disconnected and some probes 33 are connected, it means that the surface of the brake ring 21 or the friction ring 30 is uneven or the surfaces of the two are not parallel, and maintenance or adjustment is required; if the probes 33 are still in the on state after power failure, it means that the electromagnetic brake has been in the braking state and needs maintenance. Since the wear resistance of the probe 33 and the brake ring 21 are basically the same, the degree of wear under the same conditions is the same. However, since the small metal rod of the probe 33 is installed in an insulating sleeve with a certain elasticity, when the brake ring 21 presses on the friction ring 30, the small metal rod will retreat slightly, so that the pressure between the small metal rod and the brake ring 21 is slightly smaller than the pressure between the friction ring 30 and the brake ring 21. The degree of wear of the small metal rod caused by long-term use is slightly smaller than the degree of wear of the friction ring 30. However, due to the limited thickness and elasticity of the insulating sleeve, the degree of retreat of the small metal rod is limited, so that the small metal rod can only remain slightly higher or flat than the friction surface of the friction ring 30, but will not protrude too high from the friction surface of the friction ring 30, ensuring that when the brake ring 21 contacts the friction ring 30, the probe 33 will definitely detect it, and there will be no situation where the brake ring 21 contacts the probe 33 before the brake is started, resulting in misjudgment. If the small metal rod is directly connected to the wire, the small metal rod will often move slightly during use, which can easily cause the small metal rod and the wire to become disconnected due to metal fatigue. Therefore, a method of connecting a small spring between the small metal rod and the wire is used to solve this problem.

[0026] like Figure 1 , Figure 2 , Figure 3As shown, the stator 40 is a barrel-shaped structure, which can be divided into two parts, namely, a stator bottom 41 and a stator barrel 42, according to the structural characteristics. The stator 40 also serves as the shell and heat sink of the electromagnetic brake. There is an axial hole in the center of the stator bottom 41. On the outside of the stator bottom 41, there is a small shaft sleeve 56 facing the axial hole. The shaft sleeve 56 and the stator 40 are an integral structure. The inner hole of the shaft sleeve 56 is consistent with the size of the axial hole and is aligned. There is a screw hole on the shaft sleeve 56. The stator 40 can be fixed to the fixed shaft 60 using a stator fixing screw 51 of a corresponding size by using the screw hole. An appropriate notch or concave hole can be set on the fixed shaft 60 corresponding to the position of the stator fixing screw 51, so that the stator 40 can be fixed more firmly. A plane thrust bearing 45 is embedded in the inner wall of the stator bottom 41 close to the axial hole. The inner ring hole of the plane thrust bearing 45 coincides with the axial hole of the stator 40, and the inner ring hole of the plane thrust bearing 45 is consistent in size with the axial hole of the stator and the inner hole of the transmission shaft tube. The size of the plane thrust bearing 45 is consistent with the size of the inner section of the rotor transmission shaft tube 12. The inner section of the transmission shaft tube 12 supports the plane thrust bearing 45. Due to the action of the plane thrust bearing 45, the friction resistance of the transmission shaft tube 12 when it rotates against the plane thrust bearing 45 is very small. Three or more electromagnets 43 are evenly embedded around the plane thrust bearing 45. There is an annular friction ring installation groove 53 at the position of the inner wall of the stator bottom 41 corresponding to the friction ring 30, which is used to install the friction ring 30, and there is a matching hole in the friction ring installation groove 53 at the position corresponding to the friction ring protrusion structure 32, and there is also a compensation adjustment screw installation hole 52 at the position corresponding to the compensation adjustment screw 31 on the friction ring 30, so that the friction ring 30 can be just tightly embedded in the inner wall of the stator bottom. A compensation adjustment nut is also installed in the compensation adjustment screw installation hole 52. The compensation adjustment nut can be divided into two parts: a compensation adjustment nut tube 47 and a compensation adjustment nut cap 54. The outer diameter of the compensation adjustment nut tube 47 matches the inner diameter of the supplementary screw installation hole, and the length, inner diameter size, and thread specifications of the compensation adjustment nut tube 47 match the length, size, and thread specifications of the compensation adjustment screw 31 of the friction ring 30.The compensating adjustment nut tube 47 is screwed onto the compensating adjustment screw 31 in the compensating adjustment screw mounting hole 52, and the compensating adjustment nut cap 54 is exposed from the outer wall of the stator bottom 41, and the compensating adjustment nut cap 54 is slightly larger than the compensating adjustment screw mounting hole 52, and the center of the outer surface of the compensating adjustment nut cap has a slot or a cross slot, and the outer ring of the compensating adjustment nut cap 54 is a ratchet; a pawl 50 is installed at each symmetrical position on both sides of the ratchet, and the direction of the ratchet and the pawl 50 and the thread direction of the compensating adjustment screw 31 make the compensating adjustment nut can only rotate in one direction, that is, when the compensating adjustment nut is rotated, only the friction ring 31 can be rotated. 0 moves in the direction of the brake ring 21; the compensating adjustment screw mounting hole 52 on the outer wall of the stator bottom 41 is covered with a compensating adjustment nut fixing cover 48, which is solid and strong, and its appearance is like a top hat, with its lower edge fixed on the stator, and the crown of the compensating adjustment nut fixing cover 48 covers the compensating adjustment nut cap 54 and the pawl 50, and the height of the internal space of the crown of the compensating adjustment nut fixing cover 48 is consistent with the height of the compensating adjustment nut cap. Therefore, the top of the crown of the compensating adjustment nut fixing cover 48 is just pressed on the compensating adjustment nut cap 54, which can prevent the compensating adjustment nut from moving outward. There is a compensation adjustment hole 49 in the middle of the compensation adjustment nut fixing cover 48. Through the compensation adjustment hole 49, a slotted screwdriver or a cross screwdriver of corresponding size can be inserted into the slotted slot or the cross slot of the compensation adjustment nut cap 54 and rotated to adjust the position of the friction ring 30. There is a scale 55 around the compensation adjustment hole 49. When making compensation adjustments, the rotation angle of the compensation adjustment nut can be observed. Each compensation adjustment nut rotates the same scale corresponding to the scale 55 to ensure parallel movement of the friction ring 30. There are also three transparent observation windows 46 on the stator barrel wall. There are scale scales on the observation windows 46. The scale scale has very fine scale lines, which are used to check the gap size between the brake ring 21 and the friction ring 30.

[0027] Figure 4 This is a top perspective view of the compensation adjustment nut fixing cover. Figure 4As shown, the lower edge of the compensation adjustment nut fixing cover 48 is fixed on the stator, and the crown of the compensation adjustment nut fixing cover 48 covers the compensation adjustment nut cap 54 and the pawl 50, and the top of the compensation adjustment nut fixing cover 48 presses on the compensation adjustment nut cap 54 to prevent the compensation adjustment nut from moving outward. A compensation adjustment hole 49 is provided at the center of the top of the compensation adjustment nut fixing cover 48, and the compensation adjustment hole 49 is directly opposite to the center of the compensation adjustment nut cap 54, and the center of the compensation adjustment nut cap 54 has a slot or a cross slot; use a slotted screwdriver or a cross screwdriver of corresponding size to insert the slot or the cross slot of the compensation adjustment nut cap 54 and rotate it, so that the compensation adjustment screw 31 can be moved, thereby adjusting the position of the friction ring 30. There is a scale 55 around the compensation adjustment hole 49 at the top center of the compensation adjustment nut fixing cover 48. When performing compensation adjustment, observe the scale number of each compensation adjustment nut cap 54 corresponding to the rotation of the scale 55, so that the scale number of each compensation adjustment nut cap 54 is consistent, which can ensure the overall translation of the friction ring 30; since the specifications of each compensation adjustment screw 31 and each compensation adjustment nut are the same, that is, the pitch of the thread of the compensation adjustment screw 31 and the compensation adjustment nut are the same, therefore, when each compensation adjustment nut is rotated by the same angle (that is, the scale 55 corresponding to the compensation adjustment nut fixing cover 48 is rotated by the same scale), the compensation adjustment screw 31 will move the same distance, so that the friction ring 30 moves in parallel as a whole, thereby ensuring that the friction surface of the friction ring 30 remains parallel to the friction surface of the brake ring 21.

[0028] The compensating adjustment nut cap 54 is slightly larger than the compensating adjustment screw mounting hole 52, and the edge of the compensating adjustment nut cap is a ratchet. There is a ratchet 50 at each symmetrical position on both sides of the compensating adjustment nut cap 54. Figure 4 As shown, the directions of the ratchet and the pawl 50 allow the compensating adjustment nut to rotate in only one direction, that is, when the compensating adjustment nut is rotated, the friction ring 30 can only move toward the brake ring 21. If, during the adjustment process, some compensating adjustment nuts are accidentally rotated too much, while other compensating adjustment nuts are rotated less, resulting in the friction surface of the friction ring 30 being not parallel to the friction surface of the brake ring 21, the compensating adjustment nut fixing cover 48 can be removed, the pawl 50 can be opened, the compensating adjustment nut can be rotated in the opposite direction to the bottom, and then the pawl 50 can be released to restore the initial state, and the compensating adjustment nut fixing cover 48 can be reinstalled, and the compensating adjustment nuts can be rotated again in sequence by the same angle.

[0029] It should be noted that when the friction ring is worn too much, the armature ring of the rotating brake disc will directly contact the electromagnet core during braking and make abnormal noises, indicating that the brake ring and friction ring are worn so severely that braking is impossible and compensatory adjustments must be made.

[0030] It should be noted that the pitch of the threads of the compensating adjustment screw and the compensating adjustment nut should be as small as possible, and the number of ratchets should be as large as possible, so that when the compensating adjustment nut rotates through one tooth during adjustment, the screw advances a distance that must be much less than 0.1 mm to ensure the accuracy of the compensating adjustment.

[0031] It should be noted that a dust cover can be provided between the stator and the rotor disk. The dust cover is a mature product and will not be described in detail.

[0032] It should be noted that the electromagnet has a braking start current value because the attraction of the electromagnet to the armature must be greater than the pulling force of the return spring on the brake disc to move the brake disc. When the current of the electromagnet is greater than this starting current, the brake disc will move and the brake ring will press on the friction ring to generate friction and achieve braking. When the current is less than the braking start current, the magnetic force generated by the electromagnet cannot move the brake disc, so there is no braking force.

[0033] It should be noted that Figure 1 This is a longitudinal projection diagram, that is, first obtain the longitudinal section diagram, and then project the important components that are not in the longitudinal section diagram. Figure 1 There is a certain difference between the positional relationship between some components and the actual positional relationship. For example, the probe and the compensation adjustment screw are basically on the same circumference, that is, the distance between the probe and the compensation adjustment screw and the axis is the same. However, when the longitudinal section is obtained with the compensation adjustment screw directly above the longitudinal section, and the probe is projected on it, the position of the probe must be below the compensation adjustment screw. Figure 1 It is not possible to show both components in the same position at the same time, so the friction ring protrusion structure is not shown in the position of the compensating adjustment screw.

[0034] It should be noted that in order to make the drawings more concise and clear, some details that do not affect the description of the structural principle of the electromagnetic brake are not drawn in the drawings, such as the threads on the screw that fixes the reset column protective cover, the threads of the reset column, the wires of the probe, etc.

[0035] It should be noted that the materials and relevant technical indicators of the brake ring and friction ring must meet the requirements of relevant national standards.

[0036] It should be noted that the electromagnetic brake works under the control of a controller, which not only controls the on-off of the current of the electromagnetic brake, but also controls the magnitude of the current so as to obtain a desired braking force.

Claims

1. An electromagnetic brake, comprising a rotor, a brake disc, a friction ring, and a stator arranged in sequence axially, characterized in that: The rotor can be divided into two main parts: a rotor disc and a transmission shaft tube. The rotor disc is provided with a reset column mounting hole, a reset column protection cover is installed on the outer wall, and ribs are provided on the inner wall. The inner section of the transmission shaft tube passes through the axial center hole of the brake disc and drives the brake disc to rotate, and the outer section of the transmission shaft tube is connected to the transmission mechanism of the equipment. The brake disc can be divided into two main parts: a brake ring and an armature ring. When not braking, under the action of a return spring, the brake disc is in a state of being in close contact with the rotor disc; The friction ring is a relatively thick circular ring, with a flat surface facing the brake disc, and a protruding structure and a compensating adjustment screw on the surface embedded in the stator, and a probe is also embedded in the protruding structure; The stator is a barrel-shaped structure, which can be divided into a stator barrel and a stator bottom. The inner ring of the inner wall of the stator bottom is embedded with a plane thrust bearing, and three or more electromagnets are embedded on the periphery of the plane thrust bearing. The outer ring of the inner wall of the stator bottom has a friction ring mounting groove for the friction ring to be embedded; a compensation adjustment nut fixing cover is fixed to the compensation adjustment screw mounting hole on the outer wall of the stator bottom; The rotor and the stator constitute the electromagnetic brake housing and also serve as a heat sink.

2. The electromagnetic brake according to claim 1, characterized in that: The rotor is an integrated structure, fixed on a fixed shaft by bearings, and can be divided into two main parts, a rotor disk and a transmission shaft tube, according to the structural characteristics of the rotor; the outer wall of the transmission shaft tube is a regular hexagon, and the inner hole is a circle; the outer section of the transmission shaft tube is connected to the equipment transmission mechanism, and is driven to rotate by the equipment transmission mechanism, and the inner section of the transmission shaft tube passes through the axial hole of the brake disc to support the plane thrust bearing of the stator to rotate, and drives the brake disc to rotate; the length of the inner section of the transmission shaft tube determines the distance between the brake ring and the friction ring, ensuring that this distance is within the distance range required to achieve braking; a plurality of ribs are evenly distributed on the inner wall of the rotor disk; 3 or more reset column mounting holes are evenly distributed at annular intervals at appropriate places on the rotor disk near the transmission shaft tube, and the size of the reset column mounting hole is just enough to allow the reset column to pass through, but not the reset spring; a reset column protective cover is installed on the outer wall of the rotor disk.

3. The electromagnetic brake according to claim 1, characterized in that: The brake disc is an integrated structure, and can be divided into two main parts, an armature ring and a brake ring, from the inside to the outside according to its function and position; the inner ring of the brake disc is the armature ring, and its center is a regular hexagonal axial hole, and the inner section of the rotor's transmission shaft tube can just pass through the axial hole, and the inner wall of the axial hole and the outer wall of the transmission shaft tube are very smooth; the armature ring has a screw hole for fixing the reset column on the side facing the rotor, which is used to fix the reset column, and the number and position of the reset column fixing screw hole correspond to the reset column mounting hole on the rotor disc; the reset column is a screw structure, and after the reset spring is inserted, it passes through the reset column mounting hole on the rotor and is fixed in the reset column fixing screw hole of the brake disc; the outer ring of the brake disc is the brake ring, and the electromagnetic force generated by the electromagnet when it is energized attracts the armature ring to move axially, drives the brake ring to move axially and presses the brake ring on the friction ring, and the friction between the brake ring and the friction ring decelerates the brake disc to achieve braking.

4. The electromagnetic brake according to claim 1, characterized in that: The friction ring is a thicker circular ring structure with the same width as the brake ring; the surface of the friction ring in contact with the brake ring is flat, and three or more protrusion structures and compensation adjustment screws are evenly distributed on the other side; each protrusion structure of the friction ring is also embedded with a probe for detecting whether the electromagnetic brake has failed.

5. The electromagnetic brake according to claim 1, characterized in that: The stator is a barrel-shaped structure and can be divided into two parts: a stator barrel and a stator bottom. Three transparent observation windows are evenly distributed at annular intervals on the wall of the stator barrel so as to observe the distance between the brake disc and the friction ring at any time. There is an axial hole in the center of the stator bottom. There is a small section of shaft sleeve on the outer wall of the stator bottom facing the axial hole, and there are screw holes on the shaft sleeve. The stator can be fixed on the fixed shaft using stator fixing screws. A plane thrust bearing is embedded in the outer ring of the axial hole on the inner wall of the stator bottom. The size of the plane thrust bearing is consistent with the size of the inner section of the transmission shaft tube, and the inner ring hole of the plane thrust bearing coincides with the stator axial hole. Three or more electromagnets are evenly embedded around the plane thrust bearing. There is a friction ring installation groove at the position where the friction ring is installed on the outer ring of the inner wall of the stator bottom, and the convex structure and compensation structure corresponding to the friction ring in the friction ring installation groove are provided. The adjusting screw has corresponding recessed holes and compensation adjusting screw mounting holes, so that the friction ring can be just and tightly embedded in the stator; the compensation adjusting nut can be divided into a supplementary adjusting nut tube and a compensation adjusting nut cap; the compensation adjusting nut is screwed onto the compensation adjusting screw in the compensation adjusting nut mounting hole, and the compensation adjusting nut cap is exposed from the outer wall of the bottom of the stator. The compensation adjusting nut cap is slightly larger than the compensation adjusting screw mounting hole, with a slot or a cross slot in the middle and ratchets around it. There is a pawl at each symmetrical position on both sides of the ratchet, and the ratchets and pawls make the compensation adjusting nut rotate only in one direction; the height of the internal cavity of the compensation adjusting nut fixing cover matches the height of the compensation adjusting nut cap. After the compensation adjusting nut fixing cover is fixed on the stator, it just presses the compensation adjusting nut cap to prevent the compensation adjusting nut from moving outward.

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