Yaw brake and single-compression-column brake reconstruction method of wind generating set

Abstract

The invention discloses a yaw brake of a wind generating set and a reconstruction method of a single-compression-column brake, and belongs to the field of new energy equipment, and the yaw brake comprises a cabin, a brake disc, a plurality of caliper brake units and a connecting piece. The brake disc is arranged on the cabin inner ring. The caliper brake unit is used for generating braking force between the caliper brake unit and the brake disc. The connecting pieces are used for connecting the caliper brake units in series to form a whole structure. The multiple split type caliper brake units are connected in series through the connecting pieces to form a rigid overall structure, and the single-point supporting mode of a traditional split type brake is changed. The brake units connected in series form an annular distributed supporting frame, alternating loads are dispersed to a plurality of contact points, local stress concentration caused by single-point supporting is avoided, and the risk of sealing failure of the hydraulic cylinder body is reduced. The integral design reduces the probability of bolt loosening caused by vibration, and reduces the risk of fatigue fracture of the bolt.

Description

Technical Field

[0001] The invention belongs to the field of new energy equipment, and in particular relates to a reconstruction method of a yaw brake and a single pressure column brake of a wind turbine generator set. Background Art

[0002] As the core subsystem to ensure the safe operation of the wind turbine, the yaw brake system of the wind turbine has the dual functions of accurately controlling the yaw positioning of the wind turbine and stable braking. During the operation of the wind turbine, after the yaw drive system drives the nacelle to perform active yaw operation, the yaw brake system needs to provide sufficient dynamic braking torque to achieve reliable braking and parking of the turbine. The current mainstream hydraulic brakes mainly adopt two technical routes: single-pressure brakes and caliper brakes.

[0003] Traditional single-pressure brakes use a single-cylinder hydraulic drive structure, and their braking torque output is limited by the design parameters of a single piston column. Actual operation data shows that single-pressure brakes generally have the technical defect of insufficient braking torque margin. When encountering extreme wind conditions or frequent yaw movements, it is easy to cause serious faults such as excessive yaw system slip displacement and yaw gear ring tooth failure. What is more serious is that when the single-pressure brake adopts the end friction braking method, its piston column pushes the brake pad to continuously contact the end face of the yaw bearing. Even under normal braking conditions, the friction and wear rate between the brake pad and the bearing end face is extremely proportional to the number of yaw movements, resulting in a significant reduction in the average service life of the yaw bearing.

[0004] The caliper brake uses the two end surfaces of the brake disc as the working surface. The hydraulic system pushes the friction plates on the two ends of the brake caliper to rub against the brake disc, thereby generating a braking friction torque to complete braking. The patent with announcement number CN216078054U discloses a yaw brake system for a wind turbine, in which the upper hydraulic brake caliper and the lower hydraulic brake caliper are installed on the yaw brake disc relative to each other up and down. The upper and lower yaw brake calipers adopt an integrated structural design with a stable friction coefficient, which can effectively ensure the yaw braking force. However, the caliper brake in this braking system is installed in the form of a split unit, and the single-point support structure causes the hydraulic cylinder body to be subjected to alternating load impact for a long time. Frequent hydraulic shocks during operation can easily cause cylinder seal failure, resulting in hydraulic oil leakage and cylinder explosion accidents. At the same time, its connecting bolts are prone to fatigue fracture under the action of non-uniform loads. Summary of the invention

[0005] The object of the present invention is to provide a yaw brake and a single-pressure column brake reconstruction method for a wind turbine generator set to solve the problems raised in the above-mentioned prior art.

[0006] A yaw brake for a wind turbine generator set is provided, comprising: cabin; a brake disc, which is arranged in an inner ring of the nacelle; A plurality of caliper brake units, wherein the caliper brake units are used to generate braking force with a brake disc; A connecting piece is used to connect a plurality of caliper brake units in series to form a structural whole.

[0007] As a further embodiment of the present invention: the connecting member comprises a connecting block, and the connecting block connects in series a plurality of caliper brake units at the same end in the axial direction of the brake disc in the circumferential direction of the brake disc.

[0008] The ends of multiple caliper brake units on the same side are connected in series in the circumferential direction of the brake disc using a connecting block to form a continuous rigid connection arranged in the circumferential direction, which constrains the displacement freedom of each caliper brake unit at both ends of the brake disc axis. The overall structural rigidity after series connection is improved, which suppresses the deviation and vibration of the caliper brake unit caused by yaw impact and reduces the risk of eccentric wear of the friction pad.

[0009] As a further embodiment of the present invention: the connecting block is an arc-shaped plate structure.

[0010] The arc-shaped plate-shaped connection block matches the annular structure of the brake disc, and multiple caliper brake units can be evenly and equidistantly distributed along the brake disc ring to form a continuous series structure. The arc-shaped load transfer path of the connection block avoids stress mutations at right-angle connections. This series connection structure reduces the force gradient and stress concentration problems of the caliper brake units caused by differences in contact area and connection point distribution between different caliper brake units and the connection block. The arc-shaped design of the connection block adapts to the inner ring space of the cabin, reducing the risk of structural interference.

[0011] As a further embodiment of the present invention: the inner ring of the nacelle is provided with a chassis, and the connecting block serves as a structural transition between the caliper brake unit and the chassis.

[0012] The connecting block serves as a transition structure between the caliper brake unit and the cabin chassis, with one end connected to the brake unit and the other end fixed to the chassis. The transition structure transfers the braking force of the caliper brake unit from the brake unit to the load-bearing area of ​​the chassis, forming a closed-loop force transmission path.

[0013] As a further embodiment of the present invention: the connecting member further includes a transition member, and the transition member is arranged between the connecting block and the base frame.

[0014] As a structural transition piece, the connecting block is mainly used to transmit geometric positioning information, and is not directly connected to the chassis to bear the interactive load. The adapter forms a structural transition between the connecting block and the chassis through a direct connection with the chassis, becoming the core channel for the transmission of braking force.

[0015] As a further embodiment of the present invention: the adapter comprises an upper receiving plate and a lower receiving plate, and the upper receiving plate and the lower receiving plate are respectively located on two sides of the base and connected by bolts.

[0016] The upper and lower bearing plates form a clamping structure to increase the contact area and resist the shear force generated by the braking force. The double-plate design makes the bolts symmetrical in force, avoiding loosening caused by uneven pre-tightening force on one side.

[0017] As a further embodiment of the present invention: the adapter includes a bridge plate, the bridge plate has at least one mating end, the mating end is mated with the through hole flange on the base frame, and the mating end has an arc-shaped flange plate extending along the edge of the through hole of the through hole flange.

[0018] The bridge plate serves as a transition structure between the connection block and the chassis, transferring the braking force from the caliper brake unit to the chassis, improving the force transmission continuity between the connection block and the chassis, and reducing structural deformation under dynamic impact. The curved surface fitting design of the arc flange plate makes the braking force evenly distributed along the annular edge of the through-hole flange, and disperses the local load of the through-hole flange through the arc flange plate. The through-hole flange is prone to stress concentration due to its open hole structure. The arc flange plate covers the edge of the through hole, and reduces the peak stress around the hole by increasing the structural thickness and the curved surface load transfer path.

[0019] As a further embodiment of the present invention: the bridge plate continuously extends between two adjacent through-hole flanges and cooperates with the corresponding through-hole flanges through two arc-shaped flange plates respectively.

[0020] The bridge plate spans across multiple through-hole flanges to form a structure similar to a continuous beam, dispersing the braking force to adjacent through-hole flange nodes and reducing the independent force of a single through-hole flange. Multiple through-hole flanges are connected by a continuous bridge plate to achieve cross-point transfer of loads and avoid overloading of local through-hole flanges. In addition, the bridge plate, as an additional support beam, can enhance the bending resistance of the ring structure of the chassis and reduce the vibration of the cabin caused by yaw impact.

[0021] Another aspect of the present invention provides a method for reconstructing a single-pressure column brake of a wind turbine generator set, comprising the following steps: S1. Remove the single-pressure column brake from the engine room; S2, connecting a plurality of caliper brake units in series to form a structural whole and then cooperating with the nacelle; A yaw brake having the above structure is formed.

[0022] By removing the original single pressure brake, the series-connected caliper brake unit is installed as a whole to the original interface of the cabin to achieve brake system upgrade and structural compatibility.

[0023] As a further embodiment of the present invention: a plurality of caliper brake units connected in series are integrated and bolted to the original single pressure column brake installation holes on the cabin.

[0024] The integration of multiple caliper brake units directly uses the original single pressure brake chassis mounting holes for installation, matching the interface differences between the new and old systems to achieve non-destructive transformation. The original single pressure brake holes have passed the structural strength verification, and direct reuse can ensure the load-bearing safety after the connector is installed. There is no need to reposition the drilling holes, and the caliper brake unit and chassis can be installed directly using the original holes, shortening the transformation cycle.

[0025] Compared with the prior art, the present invention has the following beneficial effects: 1. The caliper brake adopts the form of double-sided multi-cylinder braking, and the braking surface is the upper and lower surfaces of the brake disc. The braking effect can be significantly improved compared to the single-pressure brake. The brake disc is used instead of the yaw bearing to bear the braking force. Compared with the yaw bearing, the brake disc is a lower-value component. By replacing it in pieces, the yaw braking torque can be increased at a lower cost to prevent damage to large components of the yaw system caused by insufficient braking torque. At the same time, after the torque is increased by the yaw brake, the yaw bearing is no longer involved in the yaw braking, so the service life of the yaw bearing can be greatly improved.

[0026] 2. By connecting multiple split caliper brake units in series through connectors to form a rigid overall structure, the single-point support mode of the traditional split brake is changed. The series-connected brake units form a ring-shaped distributed support frame, which disperses the alternating load to multiple contact points, avoids local stress concentration caused by single-point support, and reduces the risk of hydraulic cylinder seal failure. The integrated design reduces the probability of bolt loosening caused by vibration and reduces the risk of bolt fatigue fracture. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] In order to more clearly illustrate the embodiments of the present drawings or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present drawings. For ordinary technicians in this field, other drawings can be obtained based on the structures shown in these drawings without paying any creative work.

[0028] Figure 1 A schematic diagram of the overall structure of the yaw brake provided by the present invention; Figure 2 A partial structural schematic diagram of the yaw brake provided by the present invention; Figure 3 The figure is a diagram showing the coordination between the caliper brake unit and the nacelle; Figure 4 This is one of the matching state diagrams of the caliper brake unit and the connecting piece; Figure 5 The second diagram is the matching state diagram of the caliper brake unit and the connecting piece; Figure 6 A partial diagram of the combined structure of the brake disc provided by the present invention; Figure 7 A unit structure diagram of the brake disc provided by the present invention; Figure 8 It is the matching state diagram of the connecting piece and the base frame; Fig. 9 Reconstruct the front hole layout for the chassis and yaw bearing.

[0029] In the figure: 1, cabin; 11, chassis; 12, through-hole flange; 2, brake disc; 3, caliper brake unit; 4, connecting piece; 41, connecting block; 42, adapter; 421, upper supporting plate; 422, lower supporting plate; 423, bridge plate; 424, arc-shaped flange plate; 425, first flange plate; 426, column. DETAILED DESCRIPTION

[0030] In order to make the purpose, technical scheme and advantages of the present invention more clearly understood, the present invention is described and illustrated below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention. Based on the embodiments provided by the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work belong to the scope of protection of the present invention.

[0031] Obviously, the drawings described below are only some examples or embodiments of the present invention. For ordinary technicians in this field, the present invention can also be applied to other similar scenarios based on these drawings without creative work. In addition, it can also be understood that although the efforts made in this development process may be complicated and lengthy, for ordinary technicians in this field related to the content disclosed by the present invention, some changes in design, manufacturing or production based on the technical content disclosed by the present invention are just conventional technical means, and should not be understood as insufficient content disclosed by the present invention.

[0032] However, unnecessary detailed descriptions may be omitted. For example, detailed descriptions of well-known matters and repeated descriptions of substantially the same structures may be omitted. This is to avoid the following description from becoming unnecessarily lengthy and to facilitate understanding by those skilled in the art. In addition, the drawings and the following description are provided to enable those skilled in the art to fully understand the present invention and are not intended to limit the subject matter described in the claims.

[0033] See also Figure 1-Figure 2As shown, the yaw brake of the wind turbine generator set in the embodiment of the present invention comprises a nacelle 1, a brake disc 2, a plurality of caliper brake units 3 and a connector 4. The brake disc 2 is arranged on the inner ring of the nacelle 1. The caliper brake unit 3 is used to generate a braking force with the brake disc 2. The connector 4 is used to connect the plurality of caliper brake units 3 in series to form a structural whole.

[0034] The nacelle 1 is the main bearing structure, and is fixed to the outer ring of the yaw bearing by multiple sets of bolts. The inner ring of the yaw bearing is fixed to the tower top flange by multiple sets of bolts. The inner ring of the yaw bearing has a gear ring structure, which meshes with the gear of the generator set. The brake disc 2 is installed on the inner ring of the nacelle 1, and is bolted to the inner ring of the yaw bearing through the tower top flange, which is used to transmit braking force to the yaw bearing. Multiple caliper brake units 3 are evenly distributed along the circumference of the brake disc 2. Each caliper brake unit 3 includes a hydraulic cylinder, a friction plate and a brake caliper, which is used to clamp the end faces of the brake disc 2 on both sides to generate braking force. The connector 4 is used to connect multiple caliper brake units 3 in series as a rigid whole, so that multiple caliper brake units 3 form an integral group to provide braking force, and multiple integral groups are distributed along the circumference of the brake disc 2.

[0035] In a specific embodiment, two to four caliper brake units 3 are connected in series to form an integral group. Excessive number of a single group may cause the caliper brake unit 3 to interfere with other components and may cause the caliper brake unit 3 to be distributed at the hole structure on the chassis 11. In the case of a limited number of caliper brake units 3, the overall brake groups on the brake disc 2 are too dispersed, the brake load distribution is low in uniformity, and the brake disc 2 generates a significant eccentric load.

[0036] Among them, see Figure 6 and Figure 7 As shown, the brake disc 2 is a split structure, and multiple split parts are combined to form an annular disc body. A splicing groove is set between the connecting parts of two adjacent split parts, and a bolt through hole is reserved in the splicing groove. The splicing groove is connected by a connecting piece to connect multiple split parts to form a whole, which is easy to install.

[0037] In one embodiment, the connector 4 is connected in series with each caliper brake unit 3 along the circumferential direction of the brake disc 2, and the series connection position is located on the radial side wall of each caliper brake unit 3 on the brake disc 2 toward the axis. Although each caliper brake unit 3 has sufficient series installation space in the radial direction toward the axis, the series connection position lacks a degree of freedom limiting structure on the jaw side of the caliper brake unit 3, which makes the connector 4 prone to structural damage due to the lack of sufficient section inertia moment when it is subjected to the bending moment generated by yaw braking.

[0038] In one embodiment, see Figure 3-Figure 5As shown, the connecting member 4 includes a connecting block 41, and the connecting block 41 connects multiple caliper brake units 3 in series at the same end of the axial direction of the brake disc 2 in the circumferential direction of the brake disc 2. The connecting block 41 can constrain one end of each caliper brake unit 3 or both ends. When the two ends are constrained, a spatial truss effect is formed, and displacement coordination is achieved through circumferential continuous constraints, which suppresses the axial swing of the caliper brake unit 3 under yaw impact and eliminates the relative slip between adjacent units. The braking force transmission path is changed from discrete points to continuous rings, and the contact pressure fluctuation between the friction plate and the brake disc 2 is reduced.

[0039] Specifically, see Figure 5 and Figure 8 As shown, the connecting block 41 is an arc-shaped plate-like structure. The radius of curvature of the arc-shaped connecting block 41 matches the annular structure of the brake disc 2. The arc-shaped connecting block 41 is connected to the flange surface of each caliper brake unit 3 by bolts to form a smoothly transitioned load transfer interface. The arc-shaped structure follows the principle of minimum potential energy and naturally forms a uniform stress distribution when subjected to circumferential tension. The bending stiffness of the arc-shaped plate effectively resists the tangential shear force generated when the brake disc 2 rotates, avoiding stress mutations at right-angle connections. Therefore, this structure reduces the peak bending stress at the connection node between the connecting block 41 and each caliper brake unit 3, and slows down the fatigue crack growth rate around the bolt hole. The spatial adaptability of the arc-shaped plate allows multiple units to be closely arranged in a limited cabin 1 space, reducing the risk of structural interference.

[0040] See also Figure 1 As shown, the base frame 11 is a part of the original structure of the cabin 1 and a basic component of the internal annular frame of the cabin 1. It is usually formed by welding or bolting high-strength steel to the cabin 1 as a whole, and provides standardized installation interfaces (such as bolt holes and locating pins) on the surface, constituting the installation base of the equipment in the cabin 1 or providing avoidance space for some structures, such as for fixing yaw brakes, yaw drive motors, sensors and other equipment.

[0041] The connecting block 41 serves as an intermediate transition structure, with one end fixed to the chassis 11 and the other end directly connected to the caliper brake unit 3. The braking force is transmitted from the friction pad to the connecting block 41 through the housing of the caliper brake unit 3, and then transmitted to the main structure of the cabin 1 through the chassis 11. After the geometric adaptation of the connecting block 41 as a transition structure, the concentrated load of the braking force at each point is converted into a distributed load. Moreover, after replacing the single-pressure brake originally installed on the chassis 11 with a multi-point distribution with the integral series structure, the stress concentration phenomenon at the original installation point of the chassis 11 is alleviated, avoiding connection failure caused by local plastic deformation.

[0042] For further information, see Figure 1 , Figure 4 and Figure 5As shown, the connector 4 also includes an adapter 42, which is disposed between the connector block 41 and the chassis 11. The adapter 42 serves as a mechanical adapter between the connector block 41 and the chassis 11, one end of which is precisely connected to the single-pressure brake installation hole on the original chassis 11 by bolts, and the other end is rigidly fixed to the connector block 41 by a flange surface. The through-hole array on the adapter 42 is precisely matched with the original hole position of the chassis 11, and the bearing capacity of the original hole position is utilized to avoid weakening the strength of the chassis 11 by the new hole opening. The high rigidity characteristics of the adapter 42 block the direct moment transmission between the connector block 41 and the chassis 11, and avoid distortion of the connector block 41 due to direct force.

[0043] When reconstructing the single-pressure brake, the matching of the through-hole array of the adapter 42 and the original hole positions of the chassis 11 can retain the original structural integrity of the chassis 11, and the strength of the chassis 11 does not need to be recalculated during the reconstruction process.

[0044] Specifically, see Figure 3-Figure 5 , Fig. 9 As shown, the adapter 42 includes an upper receiving plate 421 and a lower receiving plate 422. The upper receiving plate 421 and the lower receiving plate 422 cooperate with the chassis 11 in a clamping manner to form a symmetrical force transmission interface. During braking, the braking force is transmitted to the adapter 42 through the connecting block 41, and the upper receiving plate 421 and the lower receiving plate 422 provide pull-out resistance and shear force through bolts. The static friction force generated by the normal pressure of the contact surface is used to transmit the shear load to prevent the bolts from being directly sheared.

[0045] In a specific embodiment, after the single-pressure brake is reconstructed, the original chassis 11 is separately provided with a single-pressure brake through-mounting hole relative to the bearing end surface of the inner ring of the yaw bearing. Since the reconstructed caliper brake unit 3 no longer directly provides braking force to the inner ring of the yaw bearing, the installation position of the caliper brake unit 3 avoids the installation hole. In order to avoid the problem of partial stress concentration and strength weakening in this area caused by the retention of the original single-pressure brake installation hole, the upper receiving plate 421 or the lower receiving plate 422 has a column 426 that forms an integral structure with the first flange plate 425 in addition to the first flange plate 425 with a distributed bolt hole array. During installation, the column 426 penetrates the original installation hole of the single-pressure brake as a whole and the shape is adapted, and then the upper receiving plate 421 and the lower receiving plate 422 are connected by bolts, so that the weakened part of the structure that is not reused during reconstruction is reinforced to ensure the overall structural integrity of the nacelle 1. In addition, the column 426 forms a limiting structure after penetrating the chassis 11, which can further enhance the connection strength and stability of the reconstructed yaw brake.

[0046] In a further embodiment, the upper receiving plate 421 cooperates with the connecting block 41, and the column 426 is integrally formed with the first flange plate 425 of the lower receiving plate 422. With the contact surface between the upper receiving plate 421 and the lower receiving plate 422 as the boundary, since the torque transmission arm formed by the connection of the caliper brake unit 3, the connecting block 41 and the upper receiving plate 421 is relatively large, the column 426 is integrally formed on the lower receiving plate 422, increasing the resistance arm of the lower receiving plate 422, reducing the bending moment and shear force borne by the bolts between the upper receiving plate 421 and the lower receiving plate 422, and improving the structural bearing capacity.

[0047] Specifically, see Figure 8 As shown, the adapter 42 includes a bridge plate 423, which has at least one mating end, which is mated with the through-hole flange 12 on the base frame 11, and has an arc-shaped flange plate 424 extending along the through-hole edge of the through-hole flange 12. The through-hole flange 12 is a through-hole portion on the base frame 11, and has bolt holes reserved along the circumferential direction. It is different from the original single pressure brake installation hole position, and is a structure that provides avoidance space for some transmission components, such as a gear meshing with the gear ring on the yaw bearing. Therefore, the through-hole flange 12 is a structural weak part on the base frame 11.

[0048] The bridge plate 423 covers the annular edge of the through-hole flange 12 through the arc-shaped flange plate 424, and the arc-shaped flange plate 424 contacts the curved edge of the through-hole flange 12 to form a continuous support. Through this arrangement, the curvature of the arc-shaped flange plate 424 matches the edge of the through-hole flange 12, and the contact stress is evenly distributed in the annular direction. When the adapter 42 transmits internal stress to the base frame 11, the concentrated load at the through-hole flange 12 is converted into a distributed load through the arc-shaped contact surface, thereby reducing the stress concentration coefficient at the hole edge.

[0049] Furthermore, the bridge plate 423 extends continuously between two adjacent through-hole flanges 12 and cooperates with the corresponding through-hole flanges 12 through two arc-shaped flange plates 424. A single bridge plate 423 simultaneously connects two adjacent through-hole flanges 12 to form a spanning continuous support structure. The middle section of the bridge plate 423 generates elastic bending deformation under the braking load, distributing the load to the flange nodes on both sides. When there are structural holes in the area on the chassis 11 that cooperates with a group of caliper brake units 3, resulting in the lack of some supporting structures for the group of caliper brake units 3, the bridge plate 423 can provide support as a bridge structure to make up for the problem of insufficient installation blocks of the chassis 11.

[0050] In a specific embodiment, one end of the bottom of the connecting block 41 close to the yaw bearing cooperates with the upper receiving plate 421 , the other end of the bottom of the connecting block 41 cooperates with the bridge plate 423 , and the bottom of the upper receiving plate 421 as a whole cooperates with the lower receiving plate 422 .

[0051] In a specific embodiment, the bottom of the connecting block 41 as a whole cooperates with the upper receiving plate 421 , one end of the bottom of the upper receiving plate 421 close to the yaw bearing cooperates with the lower receiving plate 422 , and the other end of the bottom of the upper receiving plate 421 cooperates with the bridge plate 423 .

[0052] Another aspect of the present invention provides a method for reconstructing a single-pressure column brake of a wind turbine generator set, comprising the following steps: Step 1: Remove the single-pressure column brake from the cabin 1; Step 2: Connect multiple caliper brake units 3 in series to form a structural whole and then match them with the nacelle 1.

[0053] Specifically, in step 2, multiple caliper brake units 3 are connected in series through connectors 4, the inner ring of the nacelle 1 is provided with a base frame 11, and the base frame 11 has holes that match the original single pressure column brake, and the connector 4 and the base frame 11 are bolted through the holes, and the new and old systems are connected by high-strength bolts. The geometric design of the connector 4 compensates for the height difference of the mounting surface of the caliper brake and the original single pressure brake.

[0054] After removing the original single pressure brake, the caliper brake group connected in series is fixed using its original installation holes. The new brake group is installed as an integral module to maintain interface compatibility with the original chassis 11. The modification process does not require the destruction of the main structure of the nacelle 1, which complies with the wind power equipment modification specifications. The overall stiffness of the reconstructed brake group is improved compared to the split installation, and the yaw brake vibration amplitude is reduced.

[0055] Furthermore, during reconstruction, the inner ring end face of the yaw bearing is connected to the brake disc 2, and the braking force is formed between the brake disc 2 and the caliper brake unit 3. Specifically, the inner ring end face of the yaw bearing is bolted to the brake disc 2 through the tower top flange, and the brake disc 2 is used to replace the yaw bearing to bear the braking force. The brake disc 2 is a lower-value component compared to the yaw bearing. The brake disc 2 is a split assembly structure, and a single piece can be replaced separately after wear. By replacing the pieces, the yaw braking torque can be improved at a lower cost without worrying about damage to the core structure of the yaw bearing.

[0056] The reconstruction method is to install the yaw braking torque boosting device using the installation position of the single-pressure brake of the original nacelle 1 without changing the original nacelle 1. The original multiple single-pressure brakes are installed at the chassis 11 of the nacelle 1 to act on the inner ring end face of the yaw bearing. The single-pressure brake uses a single piston pressure column to act on the brake pad. After the pressure is applied, the brake pad is pressed on the inner ring end face of the yaw bearing to complete the braking. After long-term operation, the inner ring end face of the yaw bearing is worn, resulting in damage to the yaw bearing, which in turn leads to huge cost losses caused by replacing the yaw bearing.

[0057] Since the single-pressure brake is a single-cylinder brake, the overall braking torque is small due to the single-sided braking. The original design of multiple sets of single-pressure brakes cannot meet the normal braking of the unit and cause serious damage to large components of the yaw system. The caliper brake adopts the form of double-sided multi-cylinder braking, and the braking surface is the upper and lower surfaces of the brake disc 2. The braking effect can be greatly improved compared to the single-pressure brake. At the same time, after using the yaw braking torque boosting device, the brake disc 2 directly participates in the braking, and the yaw bearing no longer participates in the yaw braking, so the service life of the yaw bearing can be greatly improved.

[0058] It should be noted that the present invention is not limited to the above-mentioned embodiments. The above-mentioned embodiments are only examples, and the embodiments having the same structure as the technical idea and exerting the same effect within the scope of the technical solution of the present invention are all included in the technical scope of the present invention. In addition, without departing from the scope of the main purpose of the present invention, various modifications that can be thought of by those skilled in the art to the embodiments and other methods of combining some of the constituent elements in the embodiments are also included in the scope of the present invention.

Claims

1. A yaw brake for a wind turbine generator set, characterized in that: include: Engine room (1); A brake disc (2) arranged on an inner ring of the nacelle (1); A plurality of caliper brake units (3), wherein the caliper brake units (3) are used to generate a braking force with the brake disc (2); A connecting member (4) is used to connect a plurality of caliper brake units (3) in series to form a structural whole.

2. The yaw brake of a wind turbine generator set according to claim 1, characterized in that: The connecting member (4) comprises a connecting block (41), wherein the connecting block (41) connects a plurality of caliper brake units (3) in series at the same end in the axial direction of the brake disc (2) in the circumferential direction of the brake disc (2).

3. The yaw brake of a wind turbine generator set according to claim 2, characterized in that: The connecting block (41) is an arc-shaped plate structure.

4. The yaw brake of a wind turbine generator set according to claim 2, characterized in that: The inner ring of the nacelle (1) is provided with a base frame (11), and the connecting block (41) serves as a structural transition between the caliper brake unit (3) and the base frame (11).

5. The yaw brake of a wind turbine generator set according to claim 4, characterized in that: The connecting member (4) further comprises an adapter (42), wherein the adapter (42) is arranged between the connecting block (41) and the base frame (11).

6. The yaw brake of a wind turbine generator set according to claim 5, characterized in that: The adapter (42) comprises an upper receiving plate (421) and a lower receiving plate (422), wherein the upper receiving plate (421) and the lower receiving plate (422) are respectively located on two sides of the base frame (11) and are connected by bolts.

7. The yaw brake of a wind turbine generator set according to claim 5, characterized in that: The adapter (42) comprises a bridge plate (423), wherein the bridge plate (423) has at least one mating end, wherein the mating end is mated with a through-hole flange (12) on the base frame (11), and wherein the mating end has an arc-shaped flange plate (424) extending along the edge of the through-hole of the through-hole flange (12).

8. The yaw brake of a wind turbine generator set according to claim 7, characterized in that: The bridge plate (423) extends continuously between two adjacent through-hole flanges (12) and cooperates with the corresponding through-hole flanges (12) via two arc-shaped flange plates (424).

9. A method for reconfiguring a single-pressure column brake of a wind turbine generator set, characterized in that: The following steps are involved: S1. Remove the single-pressure column brake from the engine room (1); S2, connecting a plurality of caliper brake units (3) in series to form a structural whole and then cooperating with the nacelle (1); A yaw brake as claimed in any one of claims 1 to 8 is formed.

10. A single-pressure column brake reconstruction method for a wind turbine generator set according to claim 9, characterized in that: The plurality of caliper brake units (3) connected in series are integrated and bolted to the original single pressure column brake installation hole on the cabin (1).

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