Off-line verification device and verification method for holding brake motor

Abstract

The application relates to an off-line verification device and method for a band-type brake motor, which comprises a base, a positioning mechanism, a transmission mechanism and a driving source. The base is provided with a through hole for the motor shaft of the band-type brake motor. The positioning mechanism is arranged on the base and used for guiding the body of the band-type brake motor to be aligned relative to the base and locking the position of the body relative to the base along the axial direction of the motor shaft. The transmission mechanism comprises a transmission part, a bearing and a locking part. The locking part is used for locking the transmission part and the motor shaft. The first direction is perpendicular to the axial direction. The output end of the driving source is connected to the transmission part. The driving source is used for applying a rotary torque around the axial direction to the transmission part.

Description

Technical Field

[0001] This application relates to the field of motor braking performance testing technology, and in particular to an offline calibration device and calibration method for a brake motor. Background Technology

[0002] Brake motors, also known as brake motors or brake motors, are widely used in equipment that needs to prevent inertial rotation when power is cut off due to their automatic braking capability. In nuclear power plant circulating water filtration systems, the drive motor for the rotating filter screen uses this structure to ensure that the screen does not continue to rotate due to water flow impact or inertia after operation stops. These brake motors require periodic torque calibration to confirm that their braking capacity meets design requirements.

[0003] During offline maintenance of the brake motor, the standard practice on site is to temporarily screw a long bolt into the top of the motor shaft, using the hexagonal shape of the bolt head as the force point, and then tighten it with a torque wrench.

[0004] However, the brake motor uses an end-cap mounting method, and the motor body is cylindrical, lacking a traditional mounting base. When the motor is removed from the equipment for offline calibration, the circular body is difficult to secure, typically requiring two people: one uses a wooden block to support the motor's heat sink as a counterforce point, while the other operates a torque wrench. This calibration method is not only difficult and inefficient, but also carries the risk of the motor slipping and falling, damaging the heat sink, and the accuracy of the calibration results is difficult to guarantee. Summary of the Invention

[0005] Therefore, it is necessary to provide an offline calibration device and method for brake motors to address the problems of unreliable fixing of the motor body, easy slippage, and easy seizing or even damage to the motor shaft head due to reliance on shaft end bolts for force transmission during the calibration process.

[0006] This application provides an offline calibration device for a brake motor, the offline calibration device for the brake motor comprising:

[0007] The base has a through hole through which the motor shaft of the brake motor passes;

[0008] A positioning mechanism, disposed on the base, is used to guide the body of the brake motor to align with the base and lock the position of the body relative to the base along the motor shaft axis.

[0009] The transmission mechanism includes a transmission component, a bearing, and a locking component. The transmission component is rotatably connected to the base via the shaft, and the locking component is used to lock the transmission component and the motor shaft.

[0010] A drive source, the output end of which is connected to the transmission component, is used to apply a rotational torque about the axis to the transmission component.

[0011] In one embodiment, the base includes an abutment plate with the through hole, the abutment plate being used to abut against the end face of the body;

[0012] The positioning mechanism includes:

[0013] A guide rod is provided on the abutment plate. The guide rod is used to pass through the mounting hole on the end cover of the machine body to guide the machine body to align with the abutment plate. The guide rod is provided with an insertion hole.

[0014] A locking pin is used to insert into the insertion hole and abut against the side of the end cover away from the abutment plate after the end cover is fitted onto the guide rod.

[0015] In one embodiment, one end of the transmission member is provided with a connecting hole extending along the axial direction;

[0016] The locking element is a spring key, which is located on the wall of the connecting hole and can extend and retract in a first direction. When the motor shaft is inserted into the connecting hole, the spring key extends out and engages with the keyway of the motor shaft. The first direction is perpendicular to the axial direction.

[0017] In one embodiment, the spring key includes a connecting portion and a guide portion arranged along a first direction. The connecting portion is connected to the wall of the connecting hole, and the guide portion has an inverted trapezoidal cross-section along the first direction. One end of the guide portion away from the connecting portion can be inserted into the keyway. The first direction is perpendicular to the axial direction.

[0018] In one embodiment, the transmission member has a positioning mark at one end near the brake motor, the positioning mark corresponding to the position of the spring key, and the positioning mark is used to guide the spring key to align with the keyway on the motor shaft during alignment.

[0019] This application also provides a verification method based on the offline verification device for a brake motor according to any one of the above claims, the offline verification method for the brake motor comprising:

[0020] The motor shaft of the brake motor is passed through the through hole, and the body of the brake motor is guided by the positioning mechanism so that the body and the base are aligned and locked.

[0021] The transmission component and the motor shaft are locked together by the locking element;

[0022] Start the drive source and apply rotational torque to the transmission component;

[0023] When the rotational torque reaches the preset torque value, it is determined whether the brake motor has slipped.

[0024] In one embodiment, the driving source is a motor;

[0025] Applying a rotational torque to the transmission component until the rotational torque reaches a preset torque value includes:

[0026] The rotational torque is applied at a first loading rate to 80% of the target torque value;

[0027] The rotational torque is applied from 80% to the preset torque value at a second loading rate;

[0028] Wherein, the first loading rate is greater than the second loading rate, and the total loading time is within 18-20 seconds.

[0029] In one embodiment, when the rotational torque reaches the preset torque value, the output of the motor is controlled to maintain the preset torque value unchanged for a first preset time.

[0030] During the first preset time period, monitor whether the brake motor slips;

[0031] If slippage occurs within the first preset time period, the braking torque of the brake motor is determined to be unqualified.

[0032] In one embodiment, monitoring whether the brake motor slips includes:

[0033] Monitor the current of the motor;

[0034] When the decrease in current exceeds a preset threshold and the duration exceeds a second preset time, it is determined that the brake motor has slipped.

[0035] In one embodiment, the step further includes:

[0036] The motor is controlled to gradually increase the output rotational torque according to a step function. The target rotational torque for each step is Tn = T0 + n × ΔT, where T0 is the initial rotational torque, ΔT is the preset step increment, and n is the step number.

[0037] Each step is maintained for a third preset time;

[0038] During the third preset time period for each step, monitor whether the brake motor slips;

[0039] When slippage is detected, the last stable rotational torque value before slippage occurs is recorded as the actual maximum braking torque of the brake motor.

[0040] The aforementioned offline calibration device for brake motors, through a positioning mechanism, guides the brake motor body to quickly align with the base and locks the position of the body relative to the base along the motor shaft axis. This solves the problems of traditional calibration, such as the difficulty in fixing the circular body and the need for multiple people to hold the heat sink in place, which can easily lead to slippage. A transmission mechanism allows the transmission component to rotate flexibly relative to the base with the support of bearings. A locking component secures the transmission component and motor shaft, eliminating the need for threaded holes and temporary bolts at the shaft end as force points, thus avoiding the risk of damage to the motor shaft or even motor failure due to bolt seizure or breakage, as is common in traditional solutions. By connecting the output of the drive source to the transmission component and applying a rotational torque around the axis, a torque input is provided for the calibration process. This allows for the determination of whether the brake motor slips under a preset torque and the assessment of whether the brake torque is qualified. Attached Figure Description

[0041] Figure 1 This is a first-view structural schematic diagram of the offline calibration device for brake motors provided in an embodiment of this application.

[0042] Figure 2 This is a second-view structural schematic diagram of the offline calibration device for brake motors provided in an embodiment of this application.

[0043] Figure 3 This is a cross-sectional view of the offline calibration device for the brake motor provided in an embodiment of this application.

[0044] Figure 4 A cross-sectional view of the transmission mechanism provided in an embodiment of this application.

[0045] Figure 5 A cross-sectional view of the transmission component provided in an embodiment of this application.

[0046] Figure 6 This is a schematic diagram of the transmission component provided in an embodiment of this application.

[0047] Figure 7 A flowchart of the offline verification method for brake motors provided in this application embodiment.

[0048] Figure label:

[0049] 100. Base; 110. Abutment plate; 120. Bottom plate;

[0050] 200. Positioning mechanism; 210. Guide rod; 220. Locking pin;

[0051] 300. Transmission mechanism; 310. Transmission component; 311. Connecting hole; 312. Shoulder; 320. Bearing; 330. Bushing; 340. Spring key; 341. Connecting part; 342. Guide part; 343. Mounting cover; 350. Plug; 360. Bushing mounting seat;

[0052] 400. Driver source; 410. Driver source mounting bracket;

[0053] 500, Brake motor; 510, Motor shaft; 511, Keyway; 520, End cover. Detailed Implementation

[0054] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0055] In the description of this application, it should be understood that if terms such as "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" appear, these terms indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0056] Furthermore, where the terms "first" and "second" appear, these terms are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, where the term "multiple" appears, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0057] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0058] In this application, unless otherwise expressly specified and limited, the use of descriptions such as "above" or "below" the second feature indicates that the first and second features are in direct contact or indirect contact via an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. Similarly, "below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0059] It should be noted that if an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. If an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. If so, the terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used in this application are for illustrative purposes only and do not represent the only possible implementation.

[0060] Torque verification has long faced two main challenges:

[0061] First, there is a lack of suitable stress points on the motor shaft. The motor shaft of a brake motor is typically designed as a smooth shaft with a keyway, lacking a flat surface, sharp edges, or keyway on the shaft surface for direct torque application and connection to the load. The common practice in the field is to temporarily screw a long bolt into the top of the motor shaft, using the hexagonal head of the bolt as a stress point, and then tighten it with a torque wrench. However, this solution has drawbacks: because the required torque is large, and the fit between the bolt and the screw hole on the shaft end is prone to locking due to corrosion or clearance issues, once the bolt seizes or even breaks inside the shaft hole, removal is extremely difficult, often resulting in damage to the motor shaft and rendering the brake motor unusable.

[0062] Secondly, even if the issue of the stress point on the shaft is resolved, securing the motor body remains difficult. The brake motor uses an end-cap mounting method, and the motor body is cylindrical, lacking a traditional mounting base. When the motor is removed from the equipment for offline calibration, the circular body is difficult to secure, typically requiring two people: one uses a wooden block to support the motor's heat sink as a counterforce point, while the other operates a torque wrench. This calibration method is not only difficult and inefficient, but also carries the risk of the motor slipping and falling, damaging the heat sink, and the accuracy of the calibration results is difficult to guarantee.

[0063] This application provides an offline calibration device for a brake motor, such as... Figures 1 to 3As shown, the offline calibration device for the brake motor includes a base 100, a positioning mechanism 200, a transmission mechanism 300, and a drive source 400. The base 100 has a through hole through which the motor shaft 510 of the brake motor 500 passes. The positioning mechanism 200 is mounted on the base 100 and is used to guide the body of the brake motor 500 to align with the base 100 and lock the position of the body relative to the base 100 along the axial direction of the motor shaft 510. The transmission mechanism 300 includes a transmission component 310, a bearing 320, and a locking component. The transmission component 310 is rotatably connected to the base 100 through the bearing 320, and the locking component is used to lock the transmission component 310 and the motor shaft 510. The output end of the drive source 400 is connected to the transmission component 310, and the drive source 400 is used to apply a rotational torque about the axial direction to the transmission component 310.

[0064] The aforementioned offline calibration device for the brake motor, through the positioning mechanism 200, guides the body of the brake motor 500 to quickly align with the base 100 and locks the position of the body relative to the base 100 along the axial direction of the motor shaft 510. This solves the problems of difficulty in fixing the circular body and the need for multiple people to hold the heat sink in traditional calibration, which can easily lead to slippage. Through the transmission mechanism 300, the transmission component 310 can rotate flexibly relative to the base 100 with the support of the bearing 320. Through the locking component, the transmission component 310 and the motor shaft 510 are locked together, eliminating the need to rely on the threaded hole at the shaft end and temporary bolts as force points. This avoids the risk of damage to the motor shaft 510 head or even motor failure due to bolt seizure or breakage, as is common in traditional solutions. By connecting the output end of the drive source 400 to the transmission component 310 and applying a rotational torque around the axial direction to the transmission component 310 from the drive source 400, torque input is provided for the calibration process. This allows for the determination of whether the brake motor 500 slips under a preset torque and the evaluation of whether the brake torque is qualified.

[0065] In one embodiment, such as Figures 1 to 3 As shown, the base 100 includes an abutment plate 110 with a through hole, which is used to abut against the end face of the machine body. The positioning mechanism 200 includes a guide rod 210 and a locking pin 220. The guide rod 210 is disposed on the abutment plate 110 and is used to pass through the mounting hole on the end cover 520 of the machine body to guide the machine body to align with the abutment plate 110. The guide rod 210 has an insertion hole. The locking pin 220 is used to insert into the insertion hole and abut against the side of the end cover 520 away from the abutment plate 110 after the end cover 520 is fitted with the guide rod 210.

[0066] By providing a through hole for the motor shaft 510 to pass through on the abutment plate 110 of the base 100, and by abutting the abutment plate 110 against the end face of the body, the body of the brake motor 500 can form a surface contact with the abutment plate 110 using the end face as a positioning reference surface. This provides a limiting surface for the axial positioning of the body and prevents the body from moving axially. By providing a guide rod 210 on the abutment plate 110 and using the guide rod 210 to pass through the mounting hole on the end cover 520 of the body, the existing mounting hole on the motor end cover 520 serves as a guiding fit structure. This allows for rapid alignment of the body relative to the abutment plate 110 without any modification to the motor. The process of the guide rod 210 passing through the mounting hole simultaneously constrains the displacement and rotation of the body, ensuring the coaxiality of the motor shaft 510 and the through hole.

[0067] By providing an insertion hole on the guide rod 210 and a locking pin 220, after the end cover 520 is fitted onto the guide rod 210, the locking pin 220 is inserted into the insertion hole and abuts against the side of the end cover 520 away from the abutment plate 110 (i.e., the locking pin 220 abuts against the back of the end cover 520), so that the locking pin 220 and the abutment plate 110 respectively apply clamping force from both sides of the end cover 520 along the axial direction, thus firmly locking the machine body onto the base 100.

[0068] In one embodiment, such as Figure 1 and Figure 2 As shown, the base 100 includes a base plate 120, an abutment plate 110 is disposed on the base plate 120, and the base plate 120 is disposed on the mounting platform.

[0069] In one specific embodiment, such as Figures 1 to 3 As shown, multiple guide rods 210 are provided, arranged circumferentially around the through hole, and the positions of the multiple guide rods 210 correspond one-to-one with the positions of the mounting holes on the end cover 520 of the machine body. By setting multiple guide rods 210 to simultaneously pass through the corresponding mounting holes on the end cover 520, the circumferential and radial positions of the machine body relative to the abutment plate 110 are constrained from multiple directions, improving alignment accuracy and locking uniformity, and avoiding skewing caused by uneven force on a single guide rod 210.

[0070] In one specific embodiment, such as Figures 1 to 3 As shown, there are multiple locking pins 220, and each locking pin 220 corresponds to a guide rod 210. Each guide rod 210 is provided with a corresponding locking pin 220, so that the back of the end cap 520 at each guide rod 210 is subjected to an independent locking force, thereby pressing the machine body more evenly and firmly onto the abutment plate 110, preventing the machine body from making slight movements or tilting when subjected to rotational torque due to insufficient local locking force.

[0071] In one specific embodiment, the locking pin 220 is a ball-head locking pin or a latch.

[0072] In one specific embodiment, such as Figures 1 to 4 As shown, the transmission mechanism 300 also includes a bushing 330, a transmission component 310, a bearing 320, and the bushing 330 are sequentially sleeved from the inside to the outside along a first direction, and a locking component is provided on the transmission component 310. The bushing 330 is fixed on the base 100, and the transmission component 310 rotates relative to the bushing 330 through the bearing 320, with the first direction perpendicular to the axial direction.

[0073] In one specific embodiment, such as Figures 1 to 4 As shown, the transmission mechanism 300 also includes a bushing mounting base 360, and the bushing 330 is mounted on the base plate 120 through the bushing mounting base 360.

[0074] In one specific embodiment, such as Figures 1 to 4 As shown, the transmission mechanism 300 also includes a plug 350, which is sleeved on the transmission component 310, connected to the bearing 320, and located on the side of the bearing 320 away from the brake motor 500. The plug 350 is used to axially limit the bearing 320, preventing the bearing 320 from moving axially or falling off the transmission component 310 during operation. At the same time, the plug 350 can also prevent external dust and impurities from entering the bearing 320, thus extending the service life of the bearing 320.

[0075] In one specific embodiment, such as Figures 1 to 4 As shown, the outer circumferential surface of the transmission component 310 has a shoulder 312, and bearings 320 are provided on both sides of the shoulder 312 along the axial direction. By providing bearings 320 on both sides of the shoulder 312, the transmission component 310 can maintain a stable rotational posture regardless of the direction of the rotational torque applied by the drive source 400, thereby improving the smoothness of the operation of the transmission mechanism 300.

[0076] In one embodiment, such as Figures 4 to 6 As shown, one end of the transmission component 310 is provided with a connecting hole 311 extending axially; the locking component is a spring key 340, which is located on the wall of the connecting hole 311 and can extend and retract in a first direction. When the motor shaft 510 is inserted into the connecting hole 311, the spring key 340 extends out and engages with the keyway 511 of the motor shaft 510. By providing a connecting hole 311 extending axially at one end of the transmission component 310, the connecting hole 311 is used to accommodate the motor shaft 510, providing space for the coaxial insertion and engagement between the motor shaft 510 and the transmission component 310.

[0077] By setting the locking element as a spring key 340 and placing it on the wall of the connecting hole 311, the spring key 340 remains extended when the motor shaft 510 is not inserted. During the insertion of the motor shaft 510, it automatically retracts due to pressure from the shaft surface, avoiding the motor shaft 510 without manual intervention and preventing jamming or scratches caused by hard interference. When the motor shaft 510 continues to extend to the predetermined position within the connecting hole 311, the spring key 340 automatically extends under its own elastic force and engages in the original keyway 511 of the motor shaft 510, achieving automatic circumferential locking between the transmission component 310 and the motor shaft 510. The entire process only requires inserting the motor shaft 510 into place, eliminating the need for additional alignment or manual tightening, thus simplifying the installation process.

[0078] In one embodiment, such as Figures 4 to 6 As shown, the spring key 340 includes a connecting portion 341 and a guide portion 342 arranged along a first direction. The connecting portion 341 is connected to the wall of the connecting hole 311, and the guide portion 342 has an inverted trapezoidal cross-section along the first direction. The end of the guide portion 342 opposite to the connecting portion 341 can be inserted into the keyway 511. Connecting the connecting portion 341 to the wall of the connecting hole 311 ensures the connection between the spring key 340 and the transmission component 310, preventing the spring key 340 from loosening or falling off during repeated extension and retraction. By setting the cross-section of the guide portion 342 along the first direction to an inverted trapezoidal structure, i.e., the side of the guide portion 342 facing the insertion direction of the motor shaft 510 has a gradually narrowing slope, when the motor shaft 510 contacts the slope of the guide portion 342 during insertion, the axial insertion force can be converted into a component force compressing the spring key 340 along the first direction, thereby allowing the spring key 340 to retract smoothly and avoiding jamming or excessive wear caused by right-angle collisions.

[0079] Meanwhile, the guide portion 342 of the inverted trapezoidal structure can be inserted into the keyway 511 at one end away from the connecting portion 341 (i.e. the narrower end). After being inserted, it can form surface contact or line contact with the groove wall of the keyway 511, which improves the rigidity of circumferential locking and the smoothness of torque transmission.

[0080] In one embodiment, such as Figures 4 to 6 As shown, the transmission component 310 is provided with a mounting groove communicating with the connecting hole 311; the spring key 340 also includes a mounting cover 343, which is embedded in the mounting groove and connected to the connecting part 341. The mounting cover 343 is used to fix the connecting part 341 of the spring key 340 in the mounting groove, which facilitates the assembly, disassembly and replacement of the spring key 340. At the same time, the structure of the mounting cover 343 embedded in the mounting groove makes the spring key 340 flush with the outer surface of the transmission component 310, avoiding interference from the protruding structure to the installation or rotation.

[0081] It is understandable that the spring key 340 is only used to bear the circumferential rotational torque and does not bear the axial fixing force; the axial fixing of the brake motor 500 body is borne by the guide rod 210 and the locking pin 220.

[0082] In one embodiment, the drive source 400 is a wrench. The wrench, as the drive source 400, has a simple structure, low cost, and requires no power supply or control system.

[0083] In one embodiment, such as Figures 1 to 3 As shown, the drive source 400 is a motor, which is mounted on the base 100, and the motor shaft 510 is connected to the transmission component 310. The motor, as the drive source 400, realizes the automation of torque loading. The applied rotational torque can be precisely adjusted by controlling the output current or speed of the motor.

[0084] In one specific embodiment, such as Figures 1 to 3 As shown, it also includes a drive source mounting base 410. When the drive source 400 is a motor, the motor is mounted on the base plate 120 through the drive source mounting base 410.

[0085] In one specific embodiment, the motor shaft 510 is connected to the end of the transmission component 310 away from the brake motor 500 via a coupling.

[0086] In one embodiment, a positioning mark is provided at the end of the transmission member 310 and / or the bushing 330 near the brake motor 500. The positioning mark corresponds to the position of the spring key 340 and is used to guide the spring key 340 to align with the keyway 511 on the motor shaft 510 during alignment. By providing a positioning mark at the end of the transmission member 310 and / or the bushing 330 near the brake motor 500 and aligning the positioning mark with the position of the spring key 340, the operator can visually determine the circumferential position of the spring key 340 by observing the orientation of the positioning mark before inserting the motor shaft 510 into the connecting hole 311. Since the keyway 511 on the motor shaft 510 usually has a specific circumferential orientation, the operator can pre-rotate the transmission component 310 or the bushing 330 before insertion according to the guidance of the positioning mark, so that the orientation of the spring key 340 is roughly aligned with the orientation of the keyway 511 on the motor shaft 510. As a result, the spring key 340 can slide into the keyway 511 more quickly during the insertion of the motor shaft 510, reducing the situation where the spring key 340 cannot automatically lock in due to excessive orientation deviation and requires repeated insertion and removal adjustments.

[0087] This application also provides a verification method for an offline verification device for a brake motor based on any of the above-mentioned claims, such as... Figure 7 As shown, the offline verification method for the brake motor includes:

[0088] Pass the motor shaft 510 of the brake motor 500 through the through hole, and guide the body of the brake motor 500 through the positioning mechanism 200 so that the body and the base 100 are aligned and locked;

[0089] Lock the transmission member 310 and the motor shaft 510 through the locking member;

[0090] Start the drive source 400 and apply a rotational torque to the transmission member 310;

[0091] When the rotational torque reaches the preset torque value, determine whether the brake motor 500 slips.

[0092] The above-mentioned off-line verification method for the brake motor first passes the motor shaft 510 of the brake motor 500 through the through hole, and uses the positioning mechanism 200 to guide the body and the base 100 to be aligned and locked. The base 100 and the positioning mechanism 200 of the calibration device are used to achieve the rapid positioning and firm locking of the body of the brake motor 500, and solve the unreliable problem that manual pressing or a simple tool is needed to hold the body in the traditional method. Then, the transmission member 310 and the motor shaft 510 are circumferentially locked through the locking member, and a force transmission path without relative rotation is established from the transmission member 310 to the motor shaft 510. Since the locking member utilizes existing structures such as the keyway 511 on the motor shaft 510 and does not rely on temporary bolts at the shaft end, the risk of shaft head damage caused by bolt jamming or fracture is avoided. Next, start the drive source 400 to apply a rotational torque to the transmission member 310 and continuously load until the rotational torque reaches the preset torque value. Finally, determine whether the brake motor 500 slips under the preset torque value: if there is no slip, it is determined that the brake torque is qualified; if there is slip, it is determined that it is unqualified. Compared with the existing method that requires multiple people to cooperate and has potential safety hazards, the verification method of this application can be completed by one person, and is safe and reliable, improving the efficiency and accuracy of verification.

[0093] It should be noted that slip refers to the unexpected relative rotation of the motor shaft 510 relative to the body of the brake motor 500 when the brake motor 500 is in the braking state. When the rotational torque applied by the drive source 400 to the transmission member 310 exceeds the actual maximum braking torque of the brake motor 500, the motor shaft 510 starts to rotate, that is, slip occurs. The slip phenomenon indicates that the braking force of the brake motor 500 is insufficient and cannot meet the safety operation requirements of the equipment.

[0094] In one embodiment, as Figure 7 shown, the drive source 400 is a motor; applying a rotational torque to the transmission member 310 until the rotational torque reaches the preset torque value includes:

[0095] Load the rotational torque to 80% of the target torque value at the first loading rate;

[0096] The rotational torque is applied from 80% to the preset torque value at a second loading rate;

[0097] The first loading rate is greater than the second loading rate, and the total loading time is within 18-20 seconds.

[0098] By specifically configuring the drive source 400 as a motor, automated and precise control of torque loading was achieved. During the process of applying rotational torque to the transmission component 310 until the preset torque value is reached, a two-stage loading strategy is adopted: first, the rotational torque is rapidly loaded to 80% of the target torque value at a relatively high first loading rate, allowing most of the loading process to be completed in a short time. This improves verification efficiency while simulating the process of the brake motor 500 rapidly establishing braking force during startup in actual working conditions. Then, the rotational torque is slowly loaded from 80% to the preset torque value at a lower second loading rate. This not only avoids torque overshoot due to inertial impact when loading to the target value at high speed but also simulates the gradual overcoming of residual inertia during deceleration of the brake. By setting the first loading rate to be greater than the second loading rate and controlling the total loading time within 18-20 seconds, the loading process fully simulates the dynamic characteristics of actual working conditions (combining rapid response and stable maintenance) while avoiding the impact of excessive loading time on maintenance efficiency.

[0099] In one specific embodiment, the first loading rate ranges from 2 to 5 N·m / s, and the second loading rate ranges from 0.5 to 1 N·m / s. Taking the CFI system brake torque standard of 32-40 N·m as an example, the intermediate value of 36 N·m is taken as the target torque: in the first stage, the torque is loaded to 28.8 N·m in about 9.6 seconds at a rate of about 3 N·m / s; in the second stage, the torque is loaded from 28.8 N·m to 36 N·m in about 9 seconds at a rate of about 0.8 N·m / s, with a total loading time of about 18.6 seconds. This not only meets the requirements of actual working condition simulation but also ensures verification efficiency.

[0100] In one embodiment, such as Figure 7 As shown, when the rotational torque reaches the preset torque value, the output of the control motor is kept constant at the preset torque value for a first preset time.

[0101] Within the first preset time period, monitor whether the brake motor 500 slips;

[0102] If slippage occurs within the first preset time, the braking torque of the brake motor 500 is deemed unqualified.

[0103] If no slippage occurs within the first preset time, the braking torque of the brake motor 500 is deemed to be qualified.

[0104] Once the rotational torque reaches the preset torque value, the motor output is controlled to maintain this preset torque value for a first preset time, achieving peak hold verification that traditional manual torque wrenches cannot accomplish. During this first preset time, the brake motor 500 needs to continuously withstand a constant braking torque test, simulating the scenario in actual working conditions where the brake needs to maintain a braking state for a long time after the equipment stops without slipping, thus more comprehensively verifying the long-term stability of the brake under continuous load.

[0105] By continuously monitoring whether the brake motor 500 slips within a first preset time period, and stipulating that if slippage occurs within this time period, the brake torque is deemed unqualified, it is possible to screen out those brake motors 500 that can withstand peak torque for a short time but cannot maintain braking capability continuously. This avoids the safety hazard of the equipment gradually shifting after shutdown due to the brake motor 500 slowly slipping under continuous load.

[0106] In one specific embodiment, the first preset time range is 5 seconds to 10 seconds, which is selected according to the maintenance requirements of the equipment.

[0107] In one embodiment, such as Figure 7 As shown, monitoring whether the brake motor 500 slips includes:

[0108] Monitor the motor current;

[0109] When the current drop exceeds a preset threshold and the duration exceeds a second preset time, it is determined that the brake motor 500 has slipped.

[0110] The slippage of the brake motor 500 is indirectly determined by monitoring the motor current. When the motor outputs a constant torque, its current is proportional to the output torque. During the verification process, if the brake motor 500 brakes reliably and the motor shaft 510 is stationary, the control system needs to output a stable current to maintain the set torque. At this time, the current value of the motor (drive source 400) remains constant. If the brake motor 500 slips, the motor shaft 510 starts to rotate, the load torque decreases, and the control system automatically reduces the output current to maintain the set target torque, causing the current value of the motor (drive source 400) to drop. By monitoring the magnitude of the current drop and setting a condition that the drop exceeds a preset threshold and the duration of the drop exceeds a second preset time, slippage is determined to have occurred. This dual condition eliminates false judgments caused by accidental current fluctuations due to electrical noise or instantaneous disturbances, improving the accuracy and anti-interference capability of slippage detection.

[0111] In one specific embodiment, the preset threshold is 5%, and the second preset time can be 0.5 seconds. It is understood that the preset threshold and the second preset time can also be other values, specifically selected according to the equipment's maintenance requirements.

[0112] In one specific embodiment, the motor (drive source 400) is a servo motor, which adopts vector control technology. Its output torque is proportional to the motor current, specifically T=Kt×I, where T is the output torque of the servo motor in Newton-meters (N·m); Kt is the torque constant of the motor in Newton-meters per ampere (N·m / A).

[0113] In one embodiment, the verification method of this application can also verify the actual maximum braking torque of the brake motor 500, and the specific steps are as follows:

[0114] The control motor gradually increases the output rotational torque according to a step function. The target rotational torque for each step is Tn = T0 + n × ΔT, where T0 is the initial rotational torque, ΔT is the preset step increment, and n is the step number.

[0115] Each step is maintained for a third preset time;

[0116] During the third preset time interval of each step, monitor whether the brake motor 500 slips;

[0117] When slippage is detected, the last stable rotational torque value before slippage occurs is recorded as the actual maximum braking torque of the brake motor 500.

[0118] The control motor gradually increases its output torque according to a step function. The target torque for each step increases according to the rule Tn = T0 + n × ΔT. This equal-step increase makes the torque loading process clear and easy to control, and the step increment can be flexibly set according to the accuracy requirements of the brake motor 500 under test. Each step is maintained for a third preset time. During the third preset time of each step, the brake motor 500 is continuously monitored for slippage. When slippage is detected, the last stable torque value before slippage occurs is recorded as the actual maximum braking torque of the brake motor 500. This step not only provides a qualitative conclusion of pass / fail but also provides accurate limit torque values, providing data support for equipment condition assessment, maintenance strategy formulation, and remaining life prediction.

[0119] In one specific embodiment, the initial rotational torque T0 is set to 50% of the lower limit of the standard braking torque of the brake motor 500, the preset step increment ΔT ranges from 1 N·m to 3 N·m, and the third preset time ranges from 3 seconds to 5 seconds.

[0120] The verification method of this application also includes: during the verification process, recording in real time the curve of rotational torque changing with time, the loading rate, the torque fluctuation during the peak holding period, and the torque value corresponding to the limit slip point.

[0121] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0122] The above embodiments merely illustrate several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. An offline calibration device for a brake motor, characterized in that, The offline calibration device for the brake motor includes: The base (100) has a through hole through which the motor shaft (510) of the brake motor (500) passes; A positioning mechanism (200) is provided on the base (100) for guiding the body of the brake motor (500) to align with the base (100) and locking the position of the body relative to the base (100) along the axial direction of the motor shaft (510). The transmission mechanism (300) includes a transmission component (310), a bearing (320), and a locking component. The transmission component (310) is rotatably connected to the base (100) via the bearing (320), and the locking component is used to lock the transmission component (310) and the motor shaft (510). A drive source (400) is provided, the output of which is connected to the transmission member (310), and the drive source (400) is used to apply a rotational torque about the axis to the transmission member (310).

2. The offline calibration device for a brake motor according to claim 1, characterized in that, The base (100) includes an abutment plate (110) with a through hole, and the abutment plate (110) is used to abut against the end face of the body; The positioning mechanism (200) includes: A guide rod (210) is provided on the abutment plate (110). The guide rod (210) is used to pass through the mounting hole on the end cover (520) of the machine body to guide the machine body to align with the abutment plate (110). The guide rod (210) is provided with an insertion hole. A locking pin (220) is used to insert into the insertion hole and abut against the side of the end cap (520) away from the abutment plate (110) after the end cap (520) is fitted onto the guide rod (210).

3. The offline calibration device for a brake motor according to claim 1, characterized in that, One end of the transmission component (310) is provided with a connecting hole (311) extending along the axial direction; The locking element is a spring key (340), which is located on the wall of the connecting hole (311) and can extend and retract in a first direction. When the motor shaft (510) is inserted into the connecting hole (311), the spring key (340) extends out and engages with the keyway (511) of the motor shaft (510). The first direction is perpendicular to the axial direction.

4. The offline calibration device for a brake motor according to claim 3, characterized in that, The spring key (340) includes a connecting portion (341) and a guide portion (342) arranged along a first direction. The connecting portion (341) is connected to the wall of the connecting hole (311). The guide portion (342) has an inverted trapezoidal cross section along the first direction. One end of the guide portion (342) away from the connecting portion (341) can be inserted into the keyway (511). The first direction is perpendicular to the axial direction.

5. The offline calibration device for a brake motor according to claim 3, characterized in that, The transmission component (310) has a positioning mark at one end near the brake motor (500). The positioning mark corresponds to the position of the spring key (340). The positioning mark is used to guide the spring key (340) to align with the keyway (511) on the motor shaft (510) during alignment.

6. A verification method based on the offline verification device for a brake motor according to any one of claims 1-5, characterized in that, The offline verification method for the brake motor includes: The motor shaft (510) of the brake motor (500) is passed through the through hole, and the body of the brake motor (500) is guided by the positioning mechanism (200) so that the body and the base (100) are aligned and locked. The transmission member (310) and the motor shaft (510) are locked by the locking member; The drive source (400) is activated to apply rotational torque to the transmission component (310); When the rotational torque reaches the preset torque value, it is determined whether the brake motor (500) has slipped.

7. The offline verification method for a brake motor according to claim 6, characterized in that, The drive source (400) is a motor; Applying a rotational torque to the transmission member (310) until the rotational torque reaches a preset torque value includes: The rotational torque is applied at a first loading rate to 80% of the target torque value; The rotational torque is applied from 80% to the preset torque value at a second loading rate; Wherein, the first loading rate is greater than the second loading rate, and the total loading time is within 18-20 seconds.

8. The offline verification method for a brake motor according to claim 7, characterized in that, Once the rotational torque reaches the preset torque value, the output of the motor is controlled to maintain the preset torque value unchanged for a first preset time. During the first preset time period, monitor whether the brake motor (500) slips; If slippage occurs within the first preset time, the braking torque of the brake motor (500) is determined to be unqualified.

9. The offline verification method for a brake motor according to claim 8, characterized in that, The monitoring of whether the brake motor (500) slips includes: Monitor the current of the motor; When the decrease in current exceeds a preset threshold and the duration exceeds a second preset time, it is determined that the brake motor (500) has slipped.

10. The offline verification method for a brake motor according to claim 8, characterized in that, It also includes the following steps: The motor is controlled to gradually increase the output rotational torque according to a step function. The target rotational torque for each step is Tn = T0 + n × ΔT, where T0 is the initial rotational torque, ΔT is the preset step increment, and n is the step number. Each step is maintained for a third preset time; During the third preset time period for each step, monitor whether the brake motor (500) slips; When slippage is detected, the last stable rotational torque value before slippage occurs is recorded as the actual maximum braking torque of the brake motor (500).

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