Yaw brake for a wind turbine and method for reconstructing a single-pressure-column brake

Abstract

The present invention discloses a yaw brake for a wind turbine generator and a reconstruction method for a single-pressure-column brake, belonging to the field of new energy equipment, which includes a nacelle, a brake disc, a plurality of caliper brake units and connecting pieces. The brake disc is arranged on the inner ring of the nacelle. The caliper brake units are used to generate braking force with the brake disc. The connecting pieces are used to connect the plurality of caliper brake units in series to form an integral structure. By connecting the plurality of split caliper brake units in series through the connecting pieces to form a rigid integral structure, the single-point support mode of the traditional split brake is changed. The series-connected brake units form an annular distributed support frame, which disperses the alternating load to multiple contact points, avoiding local stress concentration caused by single-point support and reducing the risk of seal failure of the hydraulic cylinder body. The integral design reduces the probability of bolt loosening caused by vibration and reduces the risk of bolt fatigue fracture.

Description

Technical Field

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

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

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

[0004] The caliper brake uses the two end faces of the brake disc as the working surfaces. The hydraulic system pushes the two end friction pads on the brake caliper to rub against the brake disc, thereby generating a braking frictional torque to complete the braking. The patent with the publication number CN216078054U discloses a yaw braking system for a wind turbine. The upper hydraulic brake caliper and the lower hydraulic brake caliper are installed opposite to each other on the yaw brake disc. The upper and lower yaw brake calipers adopt an integrated structure 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 bear the impact of alternating loads for a long time. Frequent hydraulic shocks during operation are likely to cause the seal of the cylinder body to fail, 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 uneven loads. Summary of the Invention

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

[0006] Provide a yaw brake for a wind turbine generator, including:

[0007] Nacelle;

[0008] A brake disc, which is arranged inside the cabin ring;

[0009] A plurality of caliper brake units, which are used to generate braking force with the brake disc;

[0010] A connecting member, which is used to connect a plurality of caliper brake units in series to form an integral structure.

[0011] As a further embodiment of the present invention: The connecting member includes a connecting block, and the connecting block connects a plurality of caliper brake units in series at the same end in the axial direction of the brake disc in the circumferential direction of the brake disc.

[0012] Using the connecting block to connect the same-side ends of a plurality of caliper brake units in series in the circumferential direction of the brake disc to form a continuous rigid connection arranged along the circumference, restricting the displacement freedom degrees at both ends of each caliper brake unit in the axial direction of the brake disc. The overall stiffness of the series-connected structure is improved, suppressing the offset and vibration of the caliper brake units caused by yaw impact, and reducing the risk of uneven wear of the friction pads.

[0013] As a further embodiment of the present invention: The connecting block is in an arc-shaped plate structure.

[0014] The arc-shaped plate connecting block matches the annular structure of the brake disc, and can evenly distribute a plurality of caliper brake units along the circumference of the brake disc at equal intervals and form a continuous series-connected structure. The arc surface load transfer path of the connecting block avoids stress mutation at the right-angle connection. This series-connected structure reduces the problems of force gradient and stress concentration of the caliper brake units caused by the difference in the contact area between different caliper brake units and the connecting block and the difference in the distribution of connection points. The arc-shaped design of the connecting block adapts to the space inside the cabin ring, reducing the risk of structural interference.

[0015] As a further embodiment of the present invention: A chassis is arranged inside the cabin ring, and the connecting block serves as a structural transition between the caliper brake unit and the chassis.

[0016] 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 bearing area of the chassis, forming a closed-loop force transmission path.

[0017] As a further embodiment of the present invention: The connecting member further includes an adapter, and the adapter is arranged between the connecting block and the chassis.

[0018] The connecting block serves as a structural transition member, mainly used to transfer geometric positioning information, and does not directly connect to the chassis to bear interaction loads. The adapter forms a structural transition between the connecting block and the chassis through direct connection with the chassis, becoming the core channel for braking force transmission.

[0019] 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.

[0020] 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.

[0021] 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.

[0022] 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.

[0023] 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.

[0024] 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.

[0025] 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:

[0026] S1. Remove the single-pressure column brake from the engine room;

[0027] S2, connecting a plurality of caliper brake units in series to form a structural whole and then cooperating with the nacelle;

[0028] A yaw brake having the above structure is formed.

[0029] 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.

[0030] As a further embodiment of the present invention: Multiple integrated caliper brake units after being connected in series are bolted to the original single-pressure column brake mounting holes on the nacelle.

[0031] The multiple integrated caliper brake units are directly installed by using the mounting holes of the base frame of the original single-pressure brake, matching the interface differences between the old and new systems to achieve lossless transformation. The hole positions of the original single-pressure brake have passed the structural strength verification, and direct reuse can ensure the bearing safety after the installation of the connecting parts. There is no need to reposition and drill holes, and the installation of the caliper brake unit and the base frame is directly completed using the original hole positions, shortening the transformation cycle.

[0032] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0033] 1. The caliper brake adopts a double-sided multi-cylinder braking form, and the braking surfaces are the upper and lower surfaces of the brake disc. The braking effect can be significantly improved compared with the single-pressure brake. The brake disc is used to bear the braking force instead of the yaw bearing. The brake disc is a component with a lower value compared to the yaw bearing. By replacing the brake disc piece by piece, the yaw braking torque can be increased at a lower cost, preventing damage to large components of the yaw system caused by insufficient braking torque. At the same time, after the yaw braking torque is increased through this yaw brake, the yaw bearing no longer participates in yaw braking, so the service life of the yaw bearing can be greatly improved.

[0034] 2. By connecting multiple split caliper brake units in series through connectors to form a rigid integral structure, the single-point support mode of the traditional split brake is changed. The brake units after being connected in series form an annular distributed support frame, dispersing the alternating load to multiple contact points, avoiding local stress concentration caused by single-point support, and reducing the risk of seal failure of the hydraulic cylinder body. The integral design reduces the probability of bolt loosening caused by vibration and reduces the risk of bolt fatigue fracture. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] In order to more clearly illustrate the technical solutions in the embodiments or the prior art of the present drawings, the following will briefly introduce the drawings required to be used in the description of the embodiments or the prior art. Obviously, the following-described drawings are only some embodiments of the present drawings. For those of ordinary skill in the art, other drawings can be obtained based on the structures shown in these drawings without creative efforts.

[0036] Figure 1 It is a schematic diagram of the overall structure of the yaw brake provided by the present invention;

[0037] Figure 2 It is a schematic diagram of a partial structure of the yaw brake provided by the present invention;

[0038] Figure 3 It is a mating state diagram of the caliper brake unit and the nacelle;

[0039] Figure 4 One of the fitting state diagrams of the clamp brake unit and the connecting piece;

[0040] Figure 5 Another fitting state diagram of the clamp brake unit and the connecting piece;

[0041] Figure 6 Partial view of the combined structure of the brake disc provided by the present invention;

[0042] Figure 7 Unit structure diagram of the brake disc provided by the present invention;

[0043] Figure 8 Fitting state diagram of the connecting piece and the chassis;

[0044] Figure 9 Hole position layout diagram of the chassis and the yaw bearing before reconstruction.

[0045] In the figure: 1, nacelle; 11, chassis; 12, through-hole flange; 2, brake disc; 3, clamp brake unit; 4, connecting piece; 41, connecting block; 42, adapter; 421, upper receiving plate; 422, lower receiving plate; 423, bridge plate; 424, arc-shaped flange plate; 425, first flange plate; 426, column body. Detailed implementation manners

[0046] In order to make the objectives, technical solutions and advantages of the present invention clearer and more understandable, the present invention will be described and explained below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention. Based on the embodiments provided by the present invention, all other embodiments obtained by those of ordinary skill in the art without making creative efforts fall within the scope of protection of the present invention.

[0047] Obviously, the accompanying drawings in the following description are only some examples or embodiments of the present invention. For those of ordinary skill in the art, without making creative efforts, the present invention can also be applied to other similar scenarios based on these drawings. In addition, it can also be understood that although the efforts made in this development process may be complex and lengthy, for those of ordinary skill in the art related to the content disclosed by the present invention, some design, manufacturing or production changes made based on the technical content disclosed by the present invention are only conventional technical means and should not be understood that the content disclosed by the present invention is insufficient.

[0048] However, there may be cases where unnecessary detailed descriptions are omitted. For example, there are cases where detailed descriptions of well-known matters are omitted and repeated descriptions of actually identical structures are omitted. This is to prevent the following descriptions from becoming unnecessarily lengthy and to facilitate the understanding of those skilled in the art. In addition, the accompanying drawings and the following descriptions are provided to enable those skilled in the art to fully understand the present invention and are not intended to limit the subject matter recited in the claims.

[0049] Please refer to Figures 1-2 As shown, the yaw brake of the wind turbine generator set in the embodiment of the present invention includes a nacelle 1, a brake disc 2, a plurality of caliper brake units 3, and a connecting member 4. The brake disc 2 is disposed inside the nacelle 1. The caliper brake units 3 are used to generate braking force with the brake disc 2. The connecting member 4 is used to connect the plurality of caliper brake units 3 in series to form a structural whole.

[0050] The nacelle 1 serves as the main bearing structure and is fixedly connected to the outer ring of the yaw bearing through multiple groups of bolts. The inner ring of the yaw bearing is fixedly connected to the tower top flange by multiple groups of bolts. The inner ring of the yaw bearing has a gear ring structure and meshes with the gear of the generator set. The brake disc 2 is installed inside the nacelle 1 and is bolted to the inner ring of the yaw bearing through the tower top flange, and is used to transmit braking force to the yaw bearing. The plurality of caliper brake units 3 are evenly distributed circumferentially along the brake disc 2. Each caliper brake unit 3 includes a hydraulic cylinder, a friction plate, and a brake caliper, and is used to clamp both end faces of the brake disc 2 to generate braking force. The connecting member 4 is used to connect the plurality of caliper brake units 3 in series into a rigid whole, so that the plurality of caliper brake units 3 form an integral group to provide braking force, and the plurality of integral groups are distributed circumferentially along the brake disc 2.

[0051] In a specific embodiment, two to four caliper brake units 3 are connected in series to form an integral group. If the number of units in a single group is too large, it will cause the caliper brake units 3 to easily interfere with other components and be easily distributed at the hole structures on the chassis 11. In the case where the designed number of caliper brake units 3 is limited, it also causes the integral groups of brakes on the brake disc 2 to be too scattered, the uniformity of the braking load distribution is low, and significant eccentric loads are generated on the brake disc 2.

[0052] Among them, please refer to Figure 6 and Figure 7 As shown, the brake disc 2 is a split structure, and a plurality of split parts are combined to form an annular disc body. A splicing groove is provided between the connecting parts of two adjacent split parts, and bolt through holes are reserved in the splicing groove. The splicing groove is connected by a connecting piece to connect the plurality of split parts to form a whole, which is convenient for installation.

[0053] 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.

[0054] In one embodiment, see Figures 3-5 As 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.

[0055] 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.

[0056] 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.

[0057] The connecting block 41 serves as an intermediate transition structure. One end is fixed to the chassis 11, and the other end is directly connected to the caliper brake unit 3. The braking force is transmitted from the friction plate through the housing of the caliper brake unit 3 to the connecting block 41, and then through the chassis 11 to the main structure of the nacelle 1. 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 brakes originally installed on the chassis 11 and distributed at multiple points with this integral series structure, the stress concentration phenomenon at the original installation points of the chassis 11 is alleviated, avoiding connection failure caused by local plastic deformation.

[0058] Further, please refer to Figure 1 、 Figure 4 and Figure 5 As shown, the connecting member 4 further includes an adapter 42, which is arranged between the connecting block 41 and the chassis 11. The adapter 42 serves as a mechanical adapter between the connecting block 41 and the chassis 11. One end is accurately docked with the single-pressure brake mounting hole position on the original chassis 11 through bolts, and the other end is rigidly fixed to the connecting block 41 through a flange surface. The through-hole array on the adapter 42 is precisely matched with the original hole position of the chassis 11, making use of the load-bearing capacity of the original hole position to avoid weakening the strength of the chassis 11 due to newly opened holes. The high stiffness characteristic of the adapter 42 blocks the direct moment transmission between the connecting block 41 and the chassis 11, avoiding the torsional deformation of the connecting block 41 caused by direct force.

[0059] When reconstructing the single-pressure brake, the matching of the through-hole array of the adapter 42 with the original hole position of the chassis 11 can retain the original structural integrity of the chassis 11, and there is no need to recheck the strength of the chassis 11 during the transformation process.

[0060] Specifically, please refer to Figures 3-5 、 Figure 9 As shown, the adapter 42 includes an upper bearing plate 421 and a lower bearing plate 422. The upper bearing plate 421 and the lower bearing plate 422 cooperate with the chassis 11 in a clamping manner to form a symmetric force transmission interface. During braking, the braking force is transmitted from the connecting block 41 to the adapter 42, and the upper bearing plate 421 and the lower bearing plate 422 provide anti-pulling force 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, avoiding direct shear on the bolts.

[0061] 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.

[0062] 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.

[0063] 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.

[0064] 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.

[0065] Furthermore, the bridge plate 423 continuously extends between two adjacent through-hole flanges 12 and is respectively fitted with the corresponding through-hole flanges 12 through two arc-shaped flange plates 424. A single bridge plate 423 connects two adjacent through-hole flanges 12 simultaneously, forming a spanning continuous support structure. The middle section of the bridge plate 423 undergoes elastic bending deformation under braking loads, distributing the loads to the flange nodes on both sides. When there are structural holes in the area of the underframe 11 that cooperates with a certain group of caliper brake units 3, resulting in a lack of partial support structure for this group of caliper brake units 3, the bridge plate 423 can provide support as a bridge structure to make up for the insufficient installation area of the underframe 11.

[0066] In a specific embodiment, one end of the bottom of the connection block 41 near the yaw bearing is fitted with the upper bearing plate 421, the other end of the bottom of the connection block 41 is fitted with the bridge plate 423, and the entire bottom of the upper bearing plate 421 is fitted with the lower bearing plate 422.

[0067] In a specific embodiment, the entire bottom of the connection block 41 is fitted with the upper bearing plate 421, one end of the bottom of the upper bearing plate 421 near the yaw bearing is fitted with the lower bearing plate 422, and the other end of the bottom of the upper bearing plate 421 is fitted with the bridge plate 423.

[0068] On the other hand, the present invention also provides a method for reconstructing a single-pressure-column brake of a wind turbine generator set, including the following steps:

[0069] Step 1: Remove the single-pressure-column brake from the nacelle 1;

[0070] Step 2: Connect multiple caliper brake units 3 in series to form a structural whole and then cooperate with the nacelle 1.

[0071] Specifically, in Step 2, the multiple caliper brake units 3 are connected in series through the connecting piece 4. The inner ring of the nacelle 1 is provided with an underframe 11, and the underframe 11 has hole positions that cooperate with the original single-pressure-column brake. The connecting piece 4 is bolted to the underframe 11 through these hole positions, and the connection between the old and new systems is realized through high-strength bolts. The geometric design of the connecting piece 4 compensates for the height difference between the installation surfaces of the caliper brake and the original single-pressure brake.

[0072] After removing the original single-pressure brake, use its original installation hole positions to fix the series-connected caliper brake group. The new brake group is installed as an overall module, maintaining the interface compatibility with the original underframe 11. The main structure of the nacelle 1 does not need to be damaged during the transformation process, which conforms to the transformation specifications of wind power equipment. After reconstruction, the overall stiffness of the brake group is improved compared with the split installation, and the yaw braking vibration amplitude is reduced.

[0073] Furthermore, during reconstruction, the end face of the inner ring of the yaw bearing is connected to the brake disc 2, and braking force is formed between the brake disc 2 and the caliper brake unit 3. Specifically, the end face of the inner ring of the yaw bearing is bolted to the brake disc 2 through the tower top flange. The brake disc 2 is used to bear the braking force instead of the yaw bearing. The brake disc 2 is a component with a lower value compared to the yaw bearing. The brake disc 2 is of a split assembly structure, and can be replaced individually after a single piece is worn. By replacing the pieces separately, the yaw braking torque can be increased at a lower cost without worrying about damage to the core structure of the yaw bearing.

[0074] This reconstruction method installs a yaw braking torque boosting device at the installation position of the original single-pressure brake in the nacelle 1 without changing the original nacelle 1. The original multiple single-pressure brakes were installed at the chassis 11 of the nacelle 1 and acted on the end face of the inner ring of the yaw bearing. The single-pressure brake uses a single piston press column to act on the brake pads. After pressurization, the brake pads press on the end face of the inner ring of the yaw bearing to complete braking. After long-term operation, the end face of the inner ring of the yaw bearing wears, resulting in damage to the yaw bearing, and then causing huge cost losses due to the replacement of the yaw bearing.

[0075] Since the single-pressure brake is a single-cylinder brake, single-sided braking results in a small overall braking torque, and the original multiple groups of single-pressure brakes cannot meet the normal braking of the unit, causing serious damage to large components of the yaw system. The caliper brake uses a double-sided multi-cylinder braking form, and the braking surfaces are 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 braking, and the yaw bearing no longer participates in yaw braking, so the service life of the yaw bearing can be greatly improved.

[0076] It should be noted that the present invention is not limited to the above embodiments. The above embodiments are only examples. Embodiments having the same constitution and the same effect as the technical idea within the technical solution scope of the present invention are all included in the technical scope of the present invention. In addition, within the scope not departing from the gist of the present invention, various modifications that can be conceived by those skilled in the art to the embodiments, and other ways constructed by combining some constituent elements of the embodiments are also included in the scope of the present invention.

Claims

1. A yaw brake for a wind turbine generator, characterized in that, Comprising: A nacelle (1), with a chassis (11) provided on the inner ring of the nacelle (1); A brake disc (2), which is arranged on the inner ring of the nacelle (1); A plurality of caliper brake units (3), which are used to generate braking force with the brake disc (2); A connecting member (4), which is used to connect a plurality of caliper brake units (3) in series to form an integral structure. The connecting member (4) includes a connecting block (41) and an adapter (42). 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). The connecting block (41) serves as a structural transition between the caliper brake unit (3) and the chassis (11), and the adapter (42) is arranged between the connecting block (41) and the chassis (11); The adapter (42) includes a bridge plate (423), and the bridge plate (423) has at least one mating end, which mates with a through-hole flange (12) on the chassis (11). The mating end has an arc-shaped flange plate (424) extending along the edge of the through-hole of the through-hole flange (12).

2. The yaw brake of a wind turbine according to claim 1, wherein, The connecting block (41) has an arc-shaped plate structure.

3. The yaw brake of a wind turbine according to claim 1, characterized in that, 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) are respectively located on both sides of the chassis (11) and are connected by bolts.

4. The yaw brake of a wind turbine according to claim 1, characterized in that, The bridge plate (423) continuously extends between two adjacent through-hole flanges (12) and is respectively mated with the corresponding through-hole flanges (12) through two arc-shaped flange plates (424).

5. A reconstruction method for a single-pressure-column brake of a wind turbine, characterized in that, Including the following steps: S1. Remove the single-pressure-column brake from the nacelle (1); S2. Connect a plurality of caliper brake units (3) in series to form an integral structure and then mate it with the nacelle (1); Form the yaw brake as described in any one of claims 1 to 4.

6. A method for reconstructing a single-pressure-column brake of a wind turbine according to claim 5, characterized in that, The integral formed by a plurality of caliper brake units (3) connected in series is bolted to the original single-pressure-column brake mounting hole positions on the nacelle (1).

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