A high-power dual-brake motor resistant to high temperatures

Abstract

This invention belongs to the field of motor technology, specifically relating to a high-power, high-temperature resistant dual-brake motor. It includes a motor body and a braking body, with the braking body mounted on the motor body. The braking body includes a housing, a coil, and a brake frame, both connected within the housing. A first braking assembly and a second braking assembly are connected to the brake frame. The first braking assembly includes brake pads, and the second braking assembly includes a gear mechanism. The coil is electrically connected to the motor body, and the motor shaft rotates in contact with the inner wall of the housing. The coil is energized and de-energized, engaging or disengaging with the armature on the brake frame to drive the brake frame to rotate. The rotation of the brake frame drives the brake pads to apply initial braking to the motor shaft and the gear mechanism to apply secondary braking to the motor shaft. This allows for two braking maneuvers on the motor shaft, improving safety during use.

Description

Technical Field

[0001] This invention belongs to the field of motor technology, specifically relating to a high-power dual-brake motor resistant to high temperatures. Background Technology

[0002] A dual-brake motor typically refers to a motor with two braking methods: spring brakes and electromagnetic brakes. These two methods can be equipped on the same motor to provide different braking characteristics to meet different application requirements. A spring brake motor has a spring brake device installed on the motor shaft. When the motor is de-energized, the spring force acts on the braking component, fixing the motor shaft and achieving a braking effect. An electromagnetic brake motor, on the other hand, has an electromagnetic brake device installed on the motor shaft. This device includes an electromagnet and a brake pad. When the electromagnet is energized, it generates magnetic force that attracts the brake pad, causing friction between the brake pad and the motor shaft, thus achieving braking.

[0003] A prior art motor braking device, described in CN106972691B, includes a motor, a coupling that surrounds the motor shaft, and a base plate, brake pads, an armature block, and an electromagnet sequentially fitted onto the coupling from the direction closest to the motor to the direction furthest away from the motor. The brake pads are interference-fitted with the coupling, while the base plate, armature block, and electromagnet are clearance-fitted with the coupling. The base plate and electromagnet are fixedly connected by a connecting rod, and the armature block slides freely along the connecting rod. A spring is provided between the armature block and the electromagnet. The motor braking device also includes a brake lever, a brake pressure pad, a pull cable, and a sensor. The brake pressure pad includes a pressure pad body, a first pressure pad, and a second pressure pad. In the event of a power outage, the pull cable drives the brake pressure pad to rotate, and the second pressure pad presses the armature block towards the electromagnet. At this time, the armature block and brake pad are in a loosened state, and the motor braking device releases the brake.

[0004] However, when the motor operates in a high-temperature environment, overheating can cause thermal decay of the brake pad friction material, reducing the brake pad's frictional force. Alternatively, wear and tear on the brake pads over time can increase braking distance and weaken braking force. Under heavy load, the load may continue to rotate due to inertia after power is cut off. If the brake pads fail to stop the motor shaft in time, a safety accident may occur. Current motor technologies typically rely on a single braking method, lacking alternative methods for rapid stopping when braking fails. Therefore, to improve equipment safety, a high-power, high-temperature resistant dual-brake motor is proposed. Summary of the Invention

[0005] To address the aforementioned problems in the prior art, this invention provides a high-power dual-brake motor that is resistant to high temperatures.

[0006] The objective of this invention can be achieved through the following technical solutions:

[0007] This invention discloses a high-power dual-brake motor resistant to high temperatures, comprising a motor body and a braking body. The braking body is disposed on the motor body and includes a housing, a coil, and a brake frame. The coil and the brake frame are both connected within the housing. A first braking assembly and a second braking assembly are connected to the brake frame. The first braking assembly includes brake pads, and the second braking assembly includes a gear mechanism. The coil is electrically connected to the motor body, and the motor shaft rotates in contact with the inner wall of the housing. The coil is energized and de-energized, and engages or disengages with the armature on the brake frame to drive the brake frame to rotate. The rotation of the brake frame drives the brake pads to apply initial braking to the motor shaft and the gear mechanism to apply secondary braking to the motor shaft.

[0008] Furthermore, the brake frame is provided with a first swing frame, the two ends of the first swing frame are rotatably connected to the brake frame and the brake pad respectively, one end of the brake pad is rotatably connected to the housing, and a first spring is connected between the first swing frame and the brake frame. The first spring straightens and expands the brake frame and the first swing frame to push the brake pad to fit against the motor shaft for braking.

[0009] Furthermore, there are two sets of the first swing frame and brake pads, with the two sets of the first swing frame and brake pads symmetrically arranged on both sides of the brake frame. The rotation of the brake frame is used to drive the two sets of the swing frame to symmetrically support the two brake pads and engage with the motor shaft for braking.

[0010] Furthermore, the second braking assembly also includes a second swing frame, with its two ends rotatably connected to the brake frame and the gear mechanism, respectively. The center of the second swing frame is rotatably mounted on the housing, and the rotation of the swing frame drives the gear mechanism to engage with the inner wall of the motor shaft for braking.

[0011] Furthermore, the three connection points of the second swing frame form a triangular structure.

[0012] Furthermore, the gear mechanism includes a first gear and a second gear, which are fixedly connected by a connecting piece. The first gear is rotatably mounted at the end of the second swing frame, and the motor shaft meshes with and rotates with the first gear to drive the second gear to mesh with and be fixed to the motor shaft.

[0013] Furthermore, a second spring is connected between the second gear and the second swing frame, and the second spring is used to reset the gear mechanism.

[0014] Furthermore, the first swing frame is connected to the brake frame on the side near the top of the housing, and the second swing frame is disposed on the brake frame on the side near the bottom of the housing.

[0015] Furthermore, a through hole is provided at the center of the housing, a main shaft is provided at the center of the motor shaft, and an annular vertical wall is provided on the outer side of the motor shaft. The main shaft is rotatably fitted with the inner wall of the through hole, and the annular vertical wall is rotatably fitted with the inner wall of the housing.

[0016] Furthermore, the inner wall of the annular vertical wall is an arc-shaped plane on the side near the top of the shell, and the annular vertical wall is provided with teeth on the side near the bottom of the shell.

[0017] The beneficial effects of this invention are as follows:

[0018] The motor body is braked twice by the braking body. When the coil is energized, the magnetic force generated by the coil attracts the armature, causing the brake frame to deflect at a certain angle. Under the deflection of the brake frame, the first braking component pushes the brake pads outward to abut against the motor shaft for initial braking. When the braking of the first braking component fails, the second braking component can delay the braking action after engaging with the inner wall of the motor shaft. The brake pads will generate braking force immediately after contacting the motor shaft, while the gear mechanism will generate braking force after contacting the motor shaft. The gear mechanism will only generate braking action when the braking effect generated by the brake pads fails.

[0019] The first gear and the second gear on the gear mechanism are connected in a fixed manner via a connecting piece. The first gear can rotate based on the second swing frame. The first gear and the second gear are fixedly connected, meaning that the first gear and the second gear remain relatively stationary. When the first gear abuts and meshes with the motor shaft, the first gear will abut and rotate synchronously with the motor shaft. When only the first gear abuts with the motor shaft, no secondary braking will occur. When the motor shaft is braked by the first braking component, the meshing rotation of the first gear and the motor shaft will not produce a braking effect. Only when the first braking component has not completed braking will the motor shaft continue to rotate. The rotation of the motor shaft will drive the first gear to continue rotating. The rotation of the first gear will drive the second gear to move towards the direction closer to the motor shaft until the second gear abuts with the motor shaft. Since the second gear is fixed on the connecting piece, when the second gear meshes with the inner wall of the motor shaft, the motor shaft will immediately be braked, achieving secondary braking of the motor shaft. Attached Figure Description

[0020] To facilitate understanding by those skilled in the art, the present invention will be further described below with reference to the accompanying drawings.

[0021] Figure 1This is a schematic diagram of the main structure of the present invention;

[0022] Figure 2 This is a schematic diagram of the structure of the present invention in its unbraked state;

[0023] Figure 3 This is a schematic diagram of the braking state of the present invention;

[0024] Explanation of reference numerals in the attached drawings: 1. Motor body; 11. Motor shaft; 2. Braking body; 201. Brake pad; 202. First swing frame; 203. First spring; 204. Housing; 205. Brake frame; 206. Armature; 207. Coil; 208. Second swing frame; 209. Second spring; 210. Second gear; 211. First gear. Detailed Implementation

[0025] To further illustrate the technical means and effects of the present invention in achieving its intended purpose, the following detailed description of the specific implementation methods, structures, features, and effects of the present invention, in conjunction with the accompanying drawings and preferred embodiments, is provided.

[0026] like Figure 1-3 As shown, the present invention discloses a high-power dual-brake motor with high temperature resistance, comprising a motor body 1 and a braking body 2. The braking body 2 is disposed on the motor body 1 and includes a housing 204, a coil 207, and a brake frame 205. The coil 207 and the brake frame 205 are both connected inside the housing 204. A first braking component and a second braking component are connected to the brake frame 205. The first braking component includes a brake pad 201, and the second braking component includes a gear mechanism. The coil 207 is electrically connected to the motor body 1. The motor shaft 11 rotates and fits against the inner wall of the housing 204. The coil 207 is energized and de-energized and attracts or separates from the armature 206 on the brake frame 205 to drive the brake frame 205 to rotate. The rotation of the brake frame 205 is used to drive the brake pad 201 to brake the motor shaft 11 for the first time and the gear mechanism to brake the motor shaft 11 for the second time.

[0027] When the motor operates in a high-temperature environment, overheating can cause thermal decay of the friction material in the brake pads 201, reducing their frictional force. Alternatively, wear and tear on the brake pads 201 over prolonged use can increase braking distance and weaken braking force. Furthermore, under heavy load, the load may continue to rotate due to inertia after power failure. If the brake pads 201 fail to stop the motor shaft 11 in time, a safety accident may occur. Currently, motors typically rely on a single braking method, lacking alternative methods to quickly stop the motor when braking fails.

[0028] To improve the safety of the motor under heavy load conditions, a braking body 2 applies two braking actions to the motor body 1. Specifically, the braking body 2 is detachably connected to the outer casing of the motor body 1. A coil 207 inside the casing is electrically connected to the motor body 1. When the motor body 1 is energized, the coil 207 is also energized synchronously; when the motor body 1 is de-energized, the coil 207 is also de-energized synchronously. An armature 206 extends outward from the brake frame 205. When the coil 207 is energized, the magnetic force generated by the coil 207 attracts the armature 206, causing the brake frame 205 to deflect at a certain angle. Under the deflection of the brake frame 205, the first braking component on the brake frame 205 pushes the brake pad 201 outward until it comes into contact with the motor shaft 11, providing initial braking for the motor shaft 11. If the first braking component works normally, the motor shaft 11 stops rotating. However, if the first braking component fails, since a second braking component is also connected to the brake frame 205, the brake frame 205... When deflected, the second braking component also rotates synchronously. After engaging with the inner wall of the motor shaft 11, the second braking component can delay the execution of braking action through its structure. That is, when the coil 207 is energized, the brake frame 205 deflects, causing the brake pad 201 on the first braking component and the gear mechanism on the second braking component to contact the motor shaft 11 synchronously. The brake pad 201 will generate braking force immediately after contacting the motor shaft 11, while the gear mechanism will generate braking force after contacting the motor shaft 11 with a delay. Only when the braking effect generated by the brake pad 201 fails will the gear mechanism generate braking effect.

[0029] As in this embodiment, the motor is used in large mixers or large crushers. Since operating large mixers or large crushers is relatively dangerous, every year operators are injured or killed due to misoperation while operating mixers or crushers. When an operator falls into the equipment due to operational error, it is necessary to stop the equipment immediately. Such equipment generally has an automatic braking device. If the automatic braking device fails after activation, and the equipment rotates for several revolutions, the operator's survival probability is low. Therefore, it is necessary to perform secondary braking to stop the equipment when it continues to rotate for no more than one revolution. Thus, secondary braking can improve the safety of motor use.

[0030] Specifically, in one embodiment, a first swing frame 202 is provided on the brake frame 205. The two ends of the first swing frame 202 are rotatably connected to the brake frame 205 and the brake pad 201, respectively. One end of the brake pad 201 is rotatably connected to the housing 204. A first spring 203 is connected between the first swing frame 202 and the brake frame 205. The first spring 203 straightens and expands the brake frame 205 and the first swing frame 202 to push the brake pad 201 to fit against the motor shaft 11 for braking.

[0031] like Figure 2As shown, the first swing frame 202 has a Y-shaped structure. The first spring 203 is connected to the brake frame 205 through a branch structure on the first swing frame 202. That is, without external force, the first spring 203 will pull the first swing frame 202 straight, so that the first swing frame 202 and the brake frame 205 are in a taut state. That is, the total length of the brake frame 205 radius plus the first swing frame 202 and the brake pad 201 is greater than the length of the inner radius of the housing 204. Therefore, when the motor body 1 is in the starting state, the coil 207 is energized. After the armature 206 is attracted, the brake frame 205 is deflected, causing the brake pad 201 to be pulled back by the first swing frame 202, so that the brake pad 201 is separated from the motor shaft 11. After the motor body 1 is de-energized, the coil 207 is de-energized and separated from the armature 206. The brake frame 205 is deflected under the tension of the first spring 203, so that the angle between the brake frame 205 and the first swing frame 202 becomes larger. Then the total length of the brake frame 205 and the first swing frame 202 becomes longer, and the brake pad 201 is pushed to abut against the motor shaft 11 for braking.

[0032] In order to increase the thrust of the brake frame 205 on the brake pad 201 after the coil 207 is de-energized, and to make the braking effect of the brake pad 201 on the motor shaft 11 stronger, in one embodiment, there are two sets of first swing frame 202 and brake pad 201. The two sets of first swing frame 202 and brake pad 201 are symmetrically arranged on both sides of the brake frame 205. The rotation of the brake frame 205 is used to drive the two sets of swing frames to symmetrically support the two brake pads 201 to fit and brake against the motor shaft 11.

[0033] In addition to increasing the number of first swing frames 202 and brake pads 201 to improve the braking effect on the motor shaft 11, since the two sets of first swing frames 202 and brake pads 201 are not symmetrically arranged, when the two sets of first braking components brake simultaneously, they will synchronously generate an outward pushing force. When the two sets of brake pads 201 simultaneously abut against the motor shaft 11, they will also support each other, thus improving the braking effect on the motor shaft 11.

[0034] In the above embodiments, braking is performed by a second braking component after the first braking component fails. Since the second braking component needs to delay its action relative to the first braking component, in order to achieve the effect of delayed action of the second braking component, in one embodiment, the second braking component further includes a second swing frame 208. The two ends of the second swing frame 208 are rotatably connected to the brake frame 205 and the gear mechanism, respectively. The center of the second swing frame 208 is rotatably mounted on the housing 204. The rotation of the swing frame drives the gear mechanism to engage with the inner wall of the motor shaft 11 for braking. The three connection points of the second swing frame 208 form a triangular structure.

[0035] The first swing frame 202 is rotatably connected inside the housing 204, and its other end is rotatably connected to the brake frame 205. When the brake frame 205 deflects, it will cause the other end of the first swing frame 202 to deflect as well. Simultaneously, when the armature 206 on the brake frame 205 attracts the coil 207, the gear mechanism at the end of the second swing frame 208 needs to separate from the motor shaft 11. When the coil 207 separates from the brake frame 205, the gear mechanism at the end of the second swing frame 208 engages with the motor shaft 11 for braking. Therefore, the second swing frame 208 needs to have an obtuse angle structure. The connection of the second swing frame 208 to the housing 204... The contact point is not collinear with the connection points on the brake frame 205 and the gear mechanism. Furthermore, since the brake frame 205 pushes the first swing frame 202 from an inclined state to a vertical state, while the brake frame 205 pushes the second swing frame 208 by rotating it around its outer center point, at the same deflection angle of the brake frame 205, the distance the first swing frame 202 pushes the brake pad 201 outward is longer than the distance the second swing frame 208 pushes the gear mechanism outward. Therefore, the second brake assembly produces braking action later than the first brake assembly. If the brake pad 201 gradually thins after prolonged use, the braking effect decreases, and the gear mechanism of the second brake assembly will then produce braking action, serving as a safety measure and improving operational safety.

[0036] Furthermore, the gear mechanism includes a first gear 211 and a second gear 210. The first gear 211 and the second gear 210 are fixedly connected by a connecting piece. The first gear 211 is rotatably disposed at the end of the second swing frame 208. The motor shaft 11 meshes with the first gear 211 and rotates to drive the second gear 210 to mesh with and be fixed to the motor shaft 11.

[0037] The gear mechanism consists of a first gear 211 and a second gear 210. The first gear 211 can rotate based on the second swing frame 208, and the first gear 211 and the second gear 210 are fixedly connected by a connecting piece, meaning that the first gear 211 and the second gear 210 remain relatively stationary. When the first gear 211 abuts and meshes with the motor shaft 11, the first gear 211 will abut against the motor shaft 11 and rotate synchronously. Therefore, when only the first gear 211 abuts against the motor shaft 11, no secondary braking will occur. After the motor shaft 11 is braked by the first braking assembly, the first gear... The meshing rotation of 211 with the motor shaft 11 does not produce a braking effect. Only when the first braking component has not completed braking will the motor shaft 11 continue to rotate. The rotation of the motor shaft 11 will drive the first gear 211 to continue rotating. The rotation of the first gear 211 will drive the second gear 210 to move towards the motor shaft 11 until the second gear 210 abuts against the motor shaft 11. Since the second gear 210 is fixed on the connecting piece, when the second gear 210 meshes with the inner wall of the motor shaft 11, the motor shaft 11 will immediately brake, realizing secondary braking of the motor shaft 11.

[0038] Since the motor body 1 can continue to be used after maintenance and parts replacement following secondary braking, or can still be used normally after cooling, the second braking component needs to be able to reset after secondary braking. To achieve this function, in one embodiment, a second spring 209 is connected between the second gear 210 and the second swing frame 208. The second spring 209 is used for gear mechanism reset. After the motor body 1 comes to a stop through secondary braking, the second gear 210 can be pulled back by the elastic force of the second spring 209 connected to the second gear 210, thus completing the reset. At the same time, since the second spring 209 has a large pulling force on the second gear 210, the reverse pulling force provided by the second spring 209 can provide a certain buffering effect after the second gear 210 meshes with the motor shaft 11.

[0039] Since the brake pad 201, the first gear 211 and the second gear 210 need to abut or mesh with the motor shaft 11 to form a braking effect, and the abutment surfaces required by the brake pad 201, the first gear 211 and the second gear 210 are different, in order to generate sufficient braking effect, in one embodiment, the first swing frame 202 is connected to the brake frame 205 near the top of the housing 204, and the second swing frame 208 is disposed on the brake frame 205 near the bottom of the housing 204;

[0040] Since the first swing frame 202 and the second swing frame 208 are at different height positions, the brake pad 201, the first gear 211 and the second gear 210 are also at different height positions. Different contact surface shapes can be set at different heights on the inner wall of the motor shaft 11 for contact braking with different structures.

[0041] Specifically, in one embodiment, a through hole is provided at the center of the housing 204, a main shaft is provided at the center of the motor shaft 11, and an annular vertical wall is provided on the outer side of the motor shaft 11. The main shaft is rotatably engaged with the inner wall of the through hole, and the annular vertical wall is rotatably engaged with the inner wall of the housing 204. The inner wall of the annular vertical wall is an arc-shaped plane near the top of the housing 204, and teeth are provided on the side of the annular vertical wall near the bottom of the housing 204. The brake pad 201 generates a braking effect by abutting against the arc-shaped plane on the annular vertical wall, while the first gear 211 and the second gear 210 mesh with the teeth on the annular vertical wall to generate a braking effect. The main shaft at the center of the motor shaft 11 extends out of the housing 204 for transmission connection with an external load.

[0042] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention in any way. Although the present invention has been disclosed above with reference to preferred embodiments, it is not intended to limit the present invention. Any person skilled in the art can make some modifications or alterations to the above-disclosed technical content to create equivalent embodiments without departing from the scope of the present invention. Any simple modifications, equivalent changes and alterations made to the above embodiments based on the technical essence of the present invention without departing from the scope of the present invention shall still fall within the scope of the present invention.

Claims

1. A high temperature resistant, high power dual brake motor, characterized in that: The application relates to a motor brake, which comprises a motor body and a brake body arranged on the motor body, wherein the brake body comprises a shell, a coil and a brake frame, the coil and the brake frame are connected in the shell, the brake frame is connected with a first brake assembly and a second brake assembly, the first brake assembly comprises brake pads, the second brake assembly comprises a gear mechanism, the coil is electrically connected with the motor body, a motor rotating shaft is rotationally attached to the inner wall of the shell, the coil is switched on and off to attract or separate the armature on the brake frame for driving the brake frame to rotate, the brake frame rotates to drive the brake pads to initially brake the motor rotating shaft and the gear mechanism to secondarily brake the motor rotating shaft. The second brake assembly further comprises a second swing frame, the two ends of the second swing frame are rotationally connected with the brake frame and the gear mechanism respectively, the center of the second swing frame is rotationally arranged on the shell, and the swing frame drives the gear mechanism to mesh with the inner wall of the motor rotating shaft through the second swing frame. The gear mechanism comprises a first gear and a second gear, the first gear and the second gear are fixedly connected through a connecting sheet, the first gear is rotationally arranged at the end of the second swing frame, the motor rotating shaft meshes with the first gear and rotates to drive the second gear to mesh with the motor rotating shaft. The second swing frame is an obtuse angle structure, the connecting points of the second swing frame on the shell, the brake frame and the gear mechanism are not collinear, the brake frame pushes the first swing frame to push the first swing frame from an inclined state to a vertical state, and the brake frame pushes the second swing frame to rotate based on the center point outside the brake frame.

2. A high temperature resistant, high power dual brake motor as claimed in claim 1, wherein: The brake frame is provided with a first swing frame, the two ends of the first swing frame are rotationally connected with the brake frame and the brake pad respectively, one end of the brake pad is rotationally connected in the shell, a first spring is connected between the first swing frame and the brake frame, and the first spring straightens and expands the brake frame and the first swing frame to push the brake pad to mesh with the motor rotating shaft for braking.

3. A high temperature resistant, high power dual brake motor as claimed in claim 2, wherein: The first swing frame and the brake pad have two groups, the two groups of the first swing frame and the brake pad are symmetrically arranged on the two sides of the brake frame, and the brake frame rotates to drive the two groups of the swing frame to symmetrically support the two brake pads to mesh with the motor rotating shaft for braking.

4. A high temperature resistant, high power dual brake motor as claimed in claim 1, wherein: The three connecting points of the second swing frame form a triangular structure.

5. A high temperature resistant, high power dual brake motor as claimed in claim 1, wherein: A second spring is connected between the second gear and the second swing frame, and the second spring is used for resetting the gear mechanism.

6. A high temperature resistant, high power dual brake motor as claimed in claim 1, wherein: The first swing frame is connected to the brake frame close to the top side of the shell, and the second swing frame is arranged on the brake frame close to the bottom side of the shell.

7. A high temperature resistant, high power dual brake motor as claimed in claim 6, wherein: A through hole is formed in the center of the shell, a main shaft is arranged in the center of the motor rotating shaft, an annular vertical wall is arranged outside the motor rotating shaft, the main shaft is rotationally attached to the inner wall of the through hole, and the annular vertical wall is rotationally attached to the inner wall of the shell.

8. A high temperature resistant, high power dual brake motor as claimed in claim 7, wherein: The inner wall of the annular vertical wall close to the top side of the shell is a circular arc plane, and the annular vertical wall close to the bottom side of the shell is provided with teeth.

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