Energy-saving dual-speed motor braking device

Abstract

The application relates to the technical field of braking devices, in particular to an energy-saving double-speed motor braking device which is in transmission connection with a main shaft and comprises a brake disc, a double clutch transmission device, a brake pad, a transmission disc, a speed reducer and a rotating speed detector. The brake disc is arranged at the end of the main shaft, and the double clutch transmission device is arranged, the first mounting part and the second mounting part which are respectively located at the two ends of the brake disc are used to independently control the actions of the brake pad and the transmission disc, the brake pad is used to actively slow down the main shaft when the main shaft rotates at high speed, the main shaft torque is transmitted to the speed reducer through the transmission disc to generate electricity and recover when the rotating speed is reduced to a preset threshold, meanwhile, the speed reducer can reversely drive the main shaft to rotate at low speed when needed, so that the technical problem that the existing braking device cannot simultaneously realize braking energy recovery and low-speed driving of the main shaft is solved.

Description

Technical Field

[0001] This invention relates to the field of braking device technology, specifically to an energy-saving dual-speed motor braking device. Background Technology

[0002] In textile machinery (such as ribbon weaving machines) and other equipment driven by large motors at high speeds, braking systems are typically required to quickly brake the main shaft in case of interruptions to normal operation (such as power outages, malfunctions, or emergency shutdowns), ensuring the safety of equipment and personnel. Existing braking systems usually employ an electromagnet-controlled braking structure: when energized, the electromagnet attracts the brake pads, separating them from the brake disc on the main shaft, allowing the main shaft to rotate freely; when de-energized, the electromagnet releases, and the brake pads, under the action of springs, press against the brake disc, achieving main shaft braking.

[0003] However, the existing structure described above has the following shortcomings in practical applications. First, it has a limited function, only capable of emergency braking, and cannot meet the needs of low-speed spindle operation during equipment debugging, repair, or maintenance. Debugging still requires manual cranking or additional auxiliary drive devices, making operation inconvenient and inefficient. Second, it results in significant energy waste. Even after power failure, the spindle retains considerable rotational inertia, and its kinetic energy is directly converted into heat through friction between the brake pads and brake disc, which cannot be recovered and reused, contradicting the trend of energy conservation and emission reduction.

[0004] Therefore, how to design a braking device that can achieve rapid spindle braking, recover braking energy, and meet the needs of low-speed spindle adjustment has become a technical problem that urgently needs to be solved in this field. Summary of the Invention

[0005] To address the problems existing in the prior art, an energy-saving dual-speed motor braking device is provided. By setting a brake disc at the end of the main shaft and configuring a duplex clutch transmission, the first mounting part and the second mounting part located at both ends of the brake disc independently control the movement of the brake pads and the transmission disc. When the main shaft rotates at high speed, the brake pads actively decelerate the spindle. After the speed drops to a preset threshold, the transmission disc transmits the main shaft torque to the geared motor for power recovery. At the same time, the geared motor can also reverse drive the main shaft to achieve low-speed rotation when needed, thereby solving the technical problem that existing braking devices cannot simultaneously achieve braking energy recovery and low-speed drive of the main shaft.

[0006] To address the problems of existing technologies, the present invention provides an energy-saving dual-speed motor braking device, which is connected to the main shaft drive and includes: a brake disc, coaxially disposed at the end of the main shaft; and a duplex clutch transmission, coaxially disposed with the brake disc, having a first mounting portion and a second mounting portion located at both ends of the brake disc, wherein the first mounting portion and the second mounting portion can move independently toward the brake disc to realize clutch control for braking and torque transmission respectively. A brake pad, coaxially mounted on the first mounting portion of the duplex clutch transmission, is used to cooperate with the brake disc to generate braking torque. A transmission disc, coaxially mounted on the second mounting portion of the duplex clutch transmission, is used to transmit torque when it abuts against the brake disc. A geared motor is located on the outside of the duplex clutch transmission, and its working shaft is connected to the transmission disc. A speed detector is located inside the duplex clutch transmission to detect the spindle speed. In braking mode, the first mounting portion of the duplex clutch transmission drives the brake pad to move toward and press against the brake disc, actively decelerating the spindle. When the spindle speed decreases to a preset threshold, the second mounting portion of the duplex clutch transmission drives the transmission disc to move toward and abut against the brake disc, transmitting the spindle torque to the geared motor for power generation. In low-speed drive mode, the geared motor drives the brake disc and the spindle to rotate at low speed via the transmission disc.

[0007] Preferably, the duplex clutch transmission includes: a housing, with the end of the main shaft extending into the housing; a hydraulic transmission assembly coaxially disposed within the housing, having a drive cylinder and a first mounting cylinder and a second mounting cylinder hydraulically connected to the drive cylinder, the drive cylinder having a magnetic ring disposed on its outer periphery, the drive cylinder being slidably disposed within the housing along its axial direction, the end of the first mounting cylinder forming the first mounting portion, and the end of the second mounting cylinder forming the second mounting portion; a first electromagnetic assembly and a second electromagnetic assembly, both disposed within the housing and located at both ends of the magnetic ring, for attracting the drive cylinder to move along its axial direction towards the corresponding end, thereby driving the first mounting cylinder or the second mounting cylinder closer to the brake disc.

[0008] Preferably, the hydraulic transmission assembly further includes an inner housing disposed within the outer casing. The inner housing has a first sliding cavity, a second sliding cavity, a first mating cavity, and a second mating cavity. Both ends of the drive cylinder extend into the first sliding cavity and the second sliding cavity, respectively, to form a first pressure cavity and a second pressure cavity with their inner walls. One end of the first mounting cylinder extends into the first mating cavity to form a first conduction cavity with its inner wall. The first pressure cavity and the first conduction cavity are connected and filled with oil. One end of the second mounting cylinder extends into the second mating cavity to form a second conduction cavity with its inner wall. The second pressure cavity and the second conduction cavity are connected and filled with oil.

[0009] Preferably, the effective interaction area between the driving cylinder and the first pressure chamber is smaller than the effective interaction area between the first mounting cylinder and the first conduction chamber, and the effective interaction area between the driving cylinder and the second pressure chamber is smaller than the effective interaction area between the second mounting cylinder and the second conduction chamber.

[0010] Preferably, the drive cylinder is further fitted with a first elastic element and a second elastic element, the first elastic element being located between the edge of the first sliding cavity port and the magnetic ring, and the second elastic element being located between the edge of the second sliding cavity port and the magnetic ring.

[0011] Preferably, a fixing ring is provided at one end of the inner housing facing the brake disc, a first connecting ring is provided at one end of the first mounting cylinder facing the brake disc, the brake pad is provided at one end of the first connecting ring facing the brake disc, and a positioning post is provided at one end of the first connecting ring facing the fixing ring, which passes through the fixing ring and slides with it.

[0012] Preferably, a second connecting ring is provided at one end of the second mounting cylinder facing the brake disc, and a movable disc is provided at one end of the second connecting ring facing the brake disc, which is rotatably connected to the movable disc. The movable disc is driven by the geared motor, and the drive disc is located at one end of the movable disc facing the brake disc.

[0013] Preferably, the outer casing is provided with a transmission cylinder rotatably connected to the main shaft at one end, one end of the transmission cylinder is connected to the geared motor, and the other end of the transmission cylinder is provided with a sliding shaft coaxially splinedly connected to it, and the sliding shaft is coaxially fixedly connected to the movable disk.

[0014] Preferably, the inner shell includes two annular end plates, a middle cylinder and two outer cylinders of the same diameter, which are coaxially arranged from the inside to the outside between the two end plates. The inner circumferences of the two outer cylinders and the outer circumferences of the middle cylinder respectively form a first sliding cavity and a second sliding cavity. The inner ports of the two annular end plates extend relative to each other to form two inner cylinders with a diameter smaller than that of the middle cylinder. The outer circumferences of the two inner cylinders and the inner circumferences of the middle cylinder respectively form a first mating cavity and a second mating cavity.

[0015] Preferably, the two ends of the middle cylinder are respectively provided with a first connection port and a second connection port distributed along its circumference. The first connection port connects the first pressure chamber and the first conduction chamber, and the second connection port connects the second pressure chamber and the second conduction chamber.

[0016] The advantages of this application compared to the prior art are: This application utilizes independent clutch control of a dual-clutch transmission to perform braking deceleration and energy recovery in stages. At high speeds, friction braking is used for rapid deceleration, while at low speeds, the system switches to power generation and energy recovery. This ensures timely braking while achieving partial energy recovery and utilization, avoiding the waste of converting all kinetic energy into heat energy as in traditional braking methods. The same geared motor has both power generation and motoring functions. It can act as a generator to recover energy during braking and as a motor to drive the main shaft at low speed during commissioning, achieving functional reuse, simplifying the device structure, and reducing costs.

[0017] The combination of a speed detector and a duplex clutch transmission enables automatic switching of braking modes without manual intervention, providing a timely response. During braking, most of the kinetic energy is consumed first, followed by power generation at a lower speed, effectively avoiding the impact of direct high-speed power generation on the motor and electronic components, thus improving system reliability and lifespan. This device integrates high-speed braking, energy recovery, and low-speed drive functions on the same spindle, meeting the multi-state operation requirements of textile machinery and other equipment, and enhancing the overall performance and energy efficiency of the equipment. Attached Figure Description

[0018] Figure 1 This is a perspective view of an energy-saving dual-speed motor braking device according to the present invention.

[0019] Figure 2 This is a perspective sectional view of an energy-saving dual-speed motor braking device according to the present invention.

[0020] Figure 3 This is a cross-sectional view of an energy-saving dual-speed motor braking device according to the present invention.

[0021] Figure 4 yes Figure 3 A magnified view of part A.

[0022] Figure 5 yes Figure 3 A magnified view of section B.

[0023] Figure 6 This is a partial exploded perspective view of an energy-saving dual-speed motor braking device according to the present invention.

[0024] Figure 7 This is an exploded perspective view of the duplex clutch transmission in an energy-saving dual-speed motor braking device of the present invention.

[0025] Figure 8 This is an exploded perspective view of the inner housing of an energy-saving dual-speed motor braking device according to the present invention.

[0026] Figure 9 This is an exploded perspective view of the brake disc, brake pads, and transmission disc in an energy-saving dual-speed motor braking device of the present invention.

[0027] Figure 10 This is an exploded perspective view of the transmission disc and the second mounting cylinder in an energy-saving dual-speed motor braking device of the present invention.

[0028] The diagram is labeled as follows: 1. Main shaft; 2. Brake disc; 3. Dual-clutch transmission; 31. Outer shell; 311. Transmission cylinder; 312. Sliding shaft; 321. Drive cylinder; 3211. Magnetic ring; 322. First mounting cylinder; 3221. First connecting ring; 3222. Positioning pin; 323. Second mounting cylinder; 3231. Second connecting ring; 3232. Movable disc; 324. Inner shell; 3241. First pressure chamber; 3242. Second pressure chamber. Cavity; 3243, First conducting cavity; 3244, Second conducting cavity; 3245, Fixing ring; 325, Annular end plate; 3251, Inner cylinder; 326, Middle cylinder; 3261, First connecting port; 3262, Second connecting port; 327, Outer cylinder; 328, First elastic element; 329, Second elastic element; 33, First electromagnetic assembly; 34, Second electromagnetic assembly; 4, Brake pad; 5, Transmission disc; 6, Gear motor; 7, Speed ​​detector. Detailed Implementation

[0029] To further understand the features, technical means, and specific objectives and functions achieved by the present invention, the present invention will be described in further detail below with reference to the accompanying drawings and specific embodiments.

[0030] like Figures 1 to 5 As shown, an energy-saving dual-speed motor braking device is driven and connected to a main shaft 1, including a brake disc 2, a duplex clutch transmission 3, brake pads 4, a transmission disc 5, a geared motor 6, and a speed detector 7. The brake disc 2 is coaxially mounted at the end of the main shaft 1, serving as a common interface for braking and torque transmission. The duplex clutch transmission 3 is coaxially mounted with the brake disc 2, having a first mounting portion and a second mounting portion located at both ends of the brake disc 2. Both the first and second mounting portions can move independently toward the brake disc 2, used to respectively realize clutch control for braking and torque transmission. The brake pads 4 are coaxially mounted on the first mounting portion of the duplex clutch transmission 3, used to cooperate with the brake disc 2 to generate braking torque. The transmission disc 5 is coaxially mounted on the second mounting portion of the duplex clutch transmission 3, used to transmit torque when in contact with the brake disc 2. The geared motor 6 is located on the outside of the duplex clutch transmission 3, and its working shaft is driven and connected to the transmission disc 5. The speed detector 7 is located inside the duplex clutch transmission 3, used to detect the speed of the main shaft 1.

[0031] During operation, when the spindle 1 needs braking, the first mounting part of the duplex clutch transmission 3 drives the brake pad 4 to move towards and press against the brake disc 2, actively decelerating the spindle 1 and converting its kinetic energy into frictional heat energy for consumption, causing its speed to drop rapidly. The speed detector 7 monitors the spindle 1 speed in real time. When the spindle 1 speed drops to a preset safety threshold, the second mounting part of the duplex clutch transmission 3 drives the transmission disc 5 to move towards and abut against the brake disc 2. At this time, the spindle 1 is already at a low speed, and the remaining torque of the spindle 1 is transmitted to the geared motor 6 through the transmission disc 5, driving the geared motor 6 to rotate and generate electricity, converting mechanical energy into electrical energy for recovery and storage. When the equipment needs to be debugged at low speed, the second electromagnetic component 34 is first energized to attract the drive cylinder 321, and the second mounting cylinder 323 is driven by hydraulic transmission to move the transmission disc 5 toward the brake disc 2 and abut it; then the geared motor 6 is made to work in reverse as a motor, and the torque is transmitted to the brake disc 2 through the transmission cylinder 311, the sliding shaft 312, the movable disc 3232, and the transmission disc 5, driving the main shaft 1 to rotate at low speed, so as to meet the low-speed operation requirements during debugging, inspection or maintenance.

[0032] Among them, the speed detector 7 can be a Hall effect speed sensor. By setting a multi-pole magnetic ring at the end of the brake disc 2 or the spindle 1, and cooperating with the Hall sensor fixed to the housing 31 of the duplex clutch transmission 3, the speed of the spindle 1 can be detected in real time in a non-contact manner. This solution has the advantages of being resistant to oil and dust, flexible installation, and easy for the controller to process the output pulse signal. It can meet the speed threshold judgment requirements for switching between braking mode and power generation mode.

[0033] like Figures 3 to 7 As shown, the duplex clutch transmission 3 includes: a housing 31, with the end of the main shaft 1 extending into the housing; a hydraulic transmission assembly, coaxially disposed within the housing, having a drive cylinder 321 and a first mounting cylinder 322 and a second mounting cylinder 323 hydraulically connected to the drive cylinder 321; a magnetic ring 3211 is disposed on the outer periphery of the drive cylinder 321; the drive cylinder 321 is slidably disposed within the housing along its axial direction; the end of the first mounting cylinder 322 constitutes the first mounting portion; and the end of the second mounting cylinder 323 constitutes the second mounting portion; a first electromagnetic assembly 33 and a second electromagnetic assembly 34, both disposed within the housing 31 and located at both ends of the magnetic ring 3211, for attracting the drive cylinder 321 to move along its axial direction toward the corresponding end, thereby driving the first mounting cylinder 322 or the second mounting cylinder 323 closer to the brake disc 2.

[0034] When braking is required, the first electromagnetic component 33 is energized to generate magnetic force, attracting the magnetic ring 3211 on the drive cylinder 321, causing the drive cylinder 321 to move towards the first electromagnetic component 33. The drive cylinder 321 transmits the displacement to the first mounting cylinder 322 via hydraulic transmission, pushing the first mounting cylinder 322 and the brake pad 4 mounted thereon towards and pressing against the brake disc 2, achieving friction braking. When the spindle speed 1 drops to a preset threshold, the first electromagnetic component 33 is de-energized, and the second electromagnetic component 34 is energized, attracting the drive cylinder 321 to move in the opposite direction. The drive cylinder 321, via hydraulic transmission, pushes the second mounting cylinder 323 and the transmission disc 5 towards and abuts against the brake disc 2, transmitting the torque of the spindle 1 to the geared motor 6 for power generation and recovery. The hydraulic transmission method ensures that braking and transmission forces are transmitted evenly, avoiding the impact and jamming that may occur with rigid mechanical connections.

[0035] The displacement of the drive cylinder 321 is transmitted to the first mounting cylinder 322 and the second mounting cylinder 323 via hydraulic transmission. The transmission is smooth and the force is transmitted evenly, avoiding the action jamming caused by mechanical backlash or uneven load. The hydraulic transmission component has certain buffering and vibration absorption characteristics, which can reduce impact, reduce mechanical noise, and extend the service life of the brake pads 4 and the brake disc 2 when the brake pads 4 press against the brake disc 2.

[0036] like Figures 3 to 5 As shown, the hydraulic transmission assembly further includes an inner housing 324 disposed in the outer housing 31. The inner housing 324 has a first sliding cavity, a second sliding cavity, a first mating cavity, and a second mating cavity. The two ends of the drive cylinder 321 extend into the first sliding cavity and the second sliding cavity respectively to form a first pressure cavity 3241 and a second pressure cavity 3242 with their inner walls. One end of the first mounting cylinder 322 extends into the first mating cavity to form a first conduction cavity 3243 with its inner wall. The first pressure cavity 3241 and the first conduction cavity 3243 are connected and filled with oil. One end of the second mounting cylinder 323 extends into the second mating cavity to form a second conduction cavity 3244 with its inner wall. The second pressure cavity and the second conduction cavity 3244 are connected and filled with oil.

[0037] When the first electromagnetic component 33 attracts the drive cylinder 321 to one end, the drive cylinder 321 compresses the hydraulic oil in the first pressure chamber 3241. The high-pressure oil enters the first transmission chamber 3243 through the connecting channel, pushing the first mounting cylinder 322 and the brake pad 4 towards the brake disc 2, thus achieving braking. When the second electromagnetic component 34 attracts the drive cylinder 321 to the other end, the drive cylinder 321 compresses the hydraulic oil in the second pressure chamber 3242. The high-pressure oil enters the second transmission chamber 3244, pushing the second mounting cylinder 323 and the transmission disc 5 towards the brake disc 2, thus achieving torque transmission. Since the first pressure chamber 3241 and the first transmission chamber 3243, and the second pressure chamber 3242 and the second transmission chamber 3244 respectively form closed hydraulic circuits, the pressure loss is small and the response speed is fast.

[0038] The two ends of the drive cylinder 321 engage with the first sliding cavity and the second sliding cavity respectively, forming a double-acting hydraulic drive structure. Regardless of which end the drive cylinder 321 moves to, it can generate effective hydraulic pressure to drive the corresponding first mounting cylinder 322 or second mounting cylinder 323 to move. The first pressure cavity 3241 and the first transmission cavity 3243, and the second pressure cavity 3242 and the second transmission cavity 3244 respectively form closed hydraulic circuits. The hydraulic oil circulates in their respective circuits without interfering with each other, ensuring the independence and reliability of switching between braking and transmission modes.

[0039] like Figure 4 and Figure 5 As shown, the effective working area of ​​the driving cylinder 321 and the first pressure chamber 3241 is smaller than the effective working area of ​​the first mounting cylinder 322 and the first conduction chamber 3243, and the effective working area of ​​the driving cylinder 321 and the second pressure chamber 3242 is smaller than the effective working area of ​​the second mounting cylinder 323 and the second conduction chamber 3244.

[0040] When the first electromagnetic component 33 attracts the drive cylinder 321 to move, the drive cylinder 321 applies pressure to the hydraulic oil in the first pressure chamber 3241. Because the effective working area of ​​the drive cylinder 321 is relatively small, it generates higher oil pressure under the same electromagnetic force. This high-pressure oil enters the first transmission chamber 3243 through the connecting channel and acts on the first mounting cylinder 322, which has a larger effective working area, thereby outputting an amplified thrust to push the brake pads 4 to press against the brake disc 2 with greater pressure. Similarly, when the second electromagnetic component 34 is activated, the pressure applied by the drive cylinder 321 to the second pressure chamber 3242 is hydraulically amplified, pushing the second mounting cylinder 323 and the transmission disc 5 to press against the brake disc 2 with increased pressure, ensuring the reliability of torque transmission.

[0041] By utilizing area differences to amplify hydraulic force, a smaller electromagnetic attraction force can generate a larger braking pressure or clamping force, reducing the power consumption and heat generation of the electromagnetic components and extending their service life. Under the same braking force requirements, smaller, lower-power electromagnetic components can be selected, reducing the radial and axial dimensions of the device and facilitating installation in space-constrained textile machinery. The force amplification factor can be flexibly designed by adjusting the area ratio; a larger area ratio results in a higher amplification factor, which can be optimized according to actual braking needs and motor torque requirements.

[0042] like Figure 4 and Figure 5 As shown, the drive cylinder 321 is also fitted with a first elastic element 328 and a second elastic element 329. The first elastic element 328 is located between the edge of the first sliding cavity port and the magnetic ring 3211, and the second elastic element 329 is located between the edge of the second sliding cavity port and the magnetic ring 3211.

[0043] When the first electromagnetic component 33 is energized, it attracts the drive cylinder 321 to move to one end. The drive cylinder 321 compresses the first elastic element 328, while the second elastic element 329 remains in a natural or stretched state. After the first electromagnetic component 33 is de-energized, the first elastic element 328 releases its elastic potential energy, pushing the drive cylinder 321 and the magnetic ring 3211 back to the center position. Similarly, when the second electromagnetic component 34 is energized, it attracts the drive cylinder 321 to move to the other end. The drive cylinder 321 compresses the second elastic element 329, and after de-energization, the second elastic element 329 pushes the drive cylinder 321 back to its center position. In the non-working state, the first elastic element 328 and the second elastic element 329 work together to keep the drive cylinder 321 in a balanced, intermediate position. At this time, both the first mounting cylinder 322 and the second mounting cylinder 323 remain separated from the brake disc 2.

[0044] like Figure 4 and Figure 8 As shown, a fixing ring 3245 is provided at one end of the inner housing 324 facing the brake disc 2, a first connecting ring 3221 is provided at one end of the first mounting cylinder 322 facing the brake disc 2, the brake pad 4 is provided at one end of the first connecting ring 3221 facing the brake disc 2, and a positioning pin 3222 is provided at one end of the first connecting ring 3221 facing the fixing ring 3245, which penetrates the fixing ring 3245 and slides with it.

[0045] When hydraulic oil pushes the first mounting cylinder 322 towards the brake disc 2, the first connecting ring 3221 moves synchronously with the first mounting cylinder 322, causing the brake pads 4 to move closer to the brake disc 2. During the movement, the positioning pin 3222 slides along the guide hole of the fixing ring 3245, constraining the movement direction of the first connecting ring 3221 and the first mounting cylinder 322, ensuring that their axes remain perpendicular to the brake disc 2, so that the brake pads 4 can be uniformly fitted in an attitude parallel to the end face of the brake disc 2. The sliding cooperation between the positioning pin 3222 and the fixing ring 3245 provides precise guidance for the axial movement of the first mounting cylinder 322, effectively preventing the brake pads 4 from deviating or tilting during the pressing process, ensuring full fit between the brake pads 4 and the brake disc 2, and improving the consistency and reliability of the braking effect.

[0046] like Figure 3 , Figure 5 and Figure 9 As shown, a second connecting ring 3231 is provided at one end of the second mounting cylinder 323 facing the brake disc 2, and a movable disc 3232 is provided at one end of the second connecting ring 3231 facing the brake disc 2 and rotatably connected thereto. The movable disc 3232 is connected to the reduction motor 6 for transmission, and the transmission disc 5 is provided at one end of the movable disc 3232 facing the brake disc 2.

[0047] When the second electromagnetic component 34 actuates, causing the second mounting cylinder 323 to move towards the brake disc 2, the second connecting ring 3231 drives the movable disc 3232 and the transmission disc 5 to synchronously approach the brake disc 2. In torque transmission mode, the transmission disc 5 abuts against the brake disc 2, and the main shaft 1 drives the brake disc 2 to rotate, transmitting torque to the geared motor 6 for power generation via the transmission disc 5 and the movable disc 3232. In low-speed drive mode, the torque output by the geared motor 6 is transmitted to the brake disc 2 via the movable disc 3232 and the transmission disc 5, driving the main shaft 1 to rotate at low speed. The rotational connection between the movable disc 3232 and the second connecting ring 3231 allows the movable disc 3232 to rotate freely while moving axially with the second mounting cylinder 323, separating the rotational motion between the transmission disc 5 and the brake disc 2 from the axial stationary motion of the second mounting cylinder 323. The rotating connection design between the movable disc 3232 and the second connecting ring 3231 allows the transmission disc 5 to rotate synchronously with the brake disc 2 after pressing the brake disc 2, while the second mounting cylinder 323 remains stationary. This avoids the second mounting cylinder 323 and the hydraulic transmission components from being subjected to rotational friction, thereby reducing unnecessary energy loss and mechanical wear.

[0048] like Figure 3 and Figure 10As shown, the outer casing 31 is provided with a transmission cylinder 311 rotatably connected to the main shaft 1 at one end. One end of the transmission cylinder 311 is connected to the geared motor 6. The other end of the transmission cylinder 311 is provided with a sliding shaft 312 coaxially splinedly connected to it. The sliding shaft 312 is coaxially fixedly connected to the movable disk 3232.

[0049] When the second mounting cylinder 323 pushes the movable disc 3232 and the transmission disc 5 towards the brake disc 2, the sliding shaft 312 moves axially synchronously with the movable disc 3232. The spline connection ensures that the sliding shaft 312 maintains a circumferential transmission relationship with the transmission cylinder 311 throughout the movement. In torque transmission mode, the rotational torque of the brake disc 2 is transmitted sequentially through the transmission disc 5, the movable disc 3232, the sliding shaft 312, and the transmission cylinder 311 to the geared motor 6 for power generation. In low-speed drive mode, the output torque of the geared motor 6 is transmitted sequentially through the transmission cylinder 311, the sliding shaft 312, the movable disc 3232, and the transmission disc 5 to the brake disc 2, driving the main shaft 1 to rotate at low speed. The spline connection ensures that the sliding shaft 312 can transmit torque while moving axially, with low resistance and smooth transmission. The spline connection achieves a long-distance axial sliding fit between the sliding shaft 312 and the transmission cylinder 311, maintaining reliable torque transmission throughout the axial movement of the movable disc 3232, without needing to adjust the transmission connection when the position of the movable disc 3232 changes.

[0050] like Figure 4 and Figure 5 As shown, the inner shell 324 includes two annular end plates 325, a middle cylinder 326 and two outer cylinders 327 of the same diameter, which are coaxially arranged from the inside to the outside between the two end plates. The inner circumferences of the two outer cylinders 327 and the outer circumferences of the middle cylinder 326 respectively form a first sliding cavity and a second sliding cavity. The inner ports of the two annular end plates 325 extend relative to each other to form two inner cylinders 3251 with a diameter smaller than that of the middle cylinder 326. The outer circumferences of the two inner cylinders 3251 and the inner circumferences of the middle cylinder 326 respectively form a first mating cavity and a second mating cavity.

[0051] The two ends of the drive cylinder 321 slide within the first sliding cavity and the second sliding cavity, respectively. The first mounting cylinder 322 and the second mounting cylinder 323 slide within the first mating cavity and the second mating cavity, respectively. The middle cylinder 326 serves as a common isolation wall between the inner and outer chambers, separating the sliding cavity from the mating cavity while ensuring the coaxiality of the inner and outer chambers. Two end plates connect the middle cylinder 326, the outer cylinder 327, and the inner cylinder 3251 into a whole, forming a compact integrated inner shell 324.

[0052] like Figure 4 and Figure 5As shown, the two ends of the middle cylinder 326 are respectively provided with a first connection port 3261 and a second connection port 3262 distributed along its circumference. The first connection port 3261 connects the first pressure chamber 3241 and the first conduction chamber 3243, and the second connection port 3262 connects the second pressure chamber 3242 and the second conduction chamber 3244.

[0053] When the drive cylinder 321 moves to one end and compresses the first pressure chamber 3241, high-pressure hydraulic oil enters the first transmission chamber 3243 through the first connection port 3261, pushing the first mounting cylinder 322 and the brake pad 4 towards the brake disc 2. When the drive cylinder 321 moves to the other end and compresses the second pressure chamber 3242, high-pressure hydraulic oil enters the second transmission chamber 3244 through the second connection port 3262, pushing the second mounting cylinder 323 and the transmission disc 5 towards the brake disc 2. The first connection port 3261 and the second connection port 3262 are both located on the middle cylinder 326, at both ends of the middle cylinder 326, and are directly connected to the corresponding pressure chamber and transmission chamber.

[0054] The above embodiments only illustrate one or more implementations of the present invention, and their descriptions are relatively specific and detailed, but they should not be construed as limiting the scope of protection of the present invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these all fall within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the appended claims.

Claims

1. An energy-saving dual-speed motor braking device, which is connected to the main shaft drive, characterized in that, include: A brake disc is coaxially disposed at the end of the main shaft; A dual-clutch transmission is coaxially arranged with the brake disc and has a first mounting part and a second mounting part located at both ends of the brake disc. The first mounting part and the second mounting part can move independently toward the brake disc to realize clutch control for braking and torque transmission, respectively. Brake pads are coaxially mounted on the first mounting part of the duplex clutch transmission and are used to cooperate with the brake disc to generate braking torque. A transmission disc is coaxially mounted on the second mounting portion of the duplex clutch transmission and is used to transmit torque when it comes into contact with the brake disc; A geared motor is located on the outside of the duplex clutch transmission, and its working shaft is connected to the transmission disc. A speed detector is installed inside the duplex clutch transmission to detect the spindle speed; In braking mode, the first mounting part of the duplex clutch transmission drives the brake pads to move toward and press against the brake disc, actively decelerating the spindle; when the spindle speed drops to a preset threshold, the second mounting part of the duplex clutch transmission drives the transmission disc to move toward and abut against the brake disc, transmitting the torque of the spindle to the geared motor for power generation; in low-speed drive mode, the geared motor drives the brake disc and the spindle to rotate at low speed through the transmission disc.

2. The energy-saving dual-speed motor braking device according to claim 1, characterized in that, The duplex clutch transmission includes: The outer casing, with the end of the spindle extending into the outer casing; A hydraulic transmission assembly is coaxially disposed within the housing. It has a drive cylinder and a first mounting cylinder and a second mounting cylinder that are hydraulically connected to the drive cylinder. A magnetic ring is provided on the outer periphery of the drive cylinder. The drive cylinder is slidably disposed within the housing along its axial direction. The end of the first mounting cylinder constitutes the first mounting portion, and the end of the second mounting cylinder constitutes the second mounting portion. The first electromagnetic component and the second electromagnetic component are both disposed in the outer casing and located at both ends of the magnetic ring, and are used to attract the drive cylinder to move along its axial direction to the corresponding end, so as to drive the first mounting cylinder or the second mounting cylinder to approach the brake disc.

3. The energy-saving dual-speed motor braking device according to claim 2, characterized in that, The hydraulic transmission assembly further includes an inner housing disposed within the outer casing. The inner housing has a first sliding cavity, a second sliding cavity, a first mating cavity, and a second mating cavity. Both ends of the drive cylinder extend into the first sliding cavity and the second sliding cavity, respectively, to form a first pressure cavity and a second pressure cavity with their inner walls. One end of the first mounting cylinder extends into the first mating cavity to form a first conduction cavity with its inner wall. The first pressure cavity and the first conduction cavity are connected and filled with oil. One end of the second mounting cylinder extends into the second mating cavity to form a second conduction cavity with its inner wall. The second pressure cavity and the second conduction cavity are connected and filled with oil.

4. The energy-saving dual-speed motor braking device according to claim 3, characterized in that, The effective interaction area between the driving cylinder and the first pressure chamber is smaller than the effective interaction area between the first mounting cylinder and the first conduction chamber, and the effective interaction area between the driving cylinder and the second pressure chamber is smaller than the effective interaction area between the second mounting cylinder and the second conduction chamber.

5. An energy-saving dual-speed motor braking device according to claim 3 or 4, characterized in that, The drive cylinder is also fitted with a first elastic element and a second elastic element. The first elastic element is located between the edge of the port of the first sliding cavity and the magnetic ring, and the second elastic element is located between the edge of the port of the second sliding cavity and the magnetic ring.

6. An energy-saving dual-speed motor braking device according to claim 3 or 4, characterized in that, The inner housing has a fixing ring at one end facing the brake disc, the first mounting cylinder has a first connecting ring at one end facing the brake disc, the brake pad is located at the end of the first connecting ring facing the brake disc, and the first connecting ring has a positioning pin that passes through the fixing ring and slides with it at one end facing the fixing ring.

7. An energy-saving dual-speed motor braking device according to claim 3 or 4, characterized in that, The second mounting cylinder has a second connecting ring at one end facing the brake disc, and a movable disc is rotatably connected to the second connecting ring at one end facing the brake disc. The movable disc is driven by the geared motor, and the drive disc is located at the end of the movable disc facing the brake disc.

8. The energy-saving dual-speed motor braking device according to claim 7, characterized in that, The outer casing is provided with a transmission cylinder rotatably connected to one end of the main shaft. One end of the transmission cylinder is connected to the geared motor. The other end of the transmission cylinder is provided with a sliding shaft coaxially splinedly connected to it. The sliding shaft is coaxially fixedly connected to the movable disk.

9. An energy-saving dual-speed motor braking device according to claim 3 or 4, characterized in that, The inner shell includes two annular end plates, a middle cylinder and two outer cylinders of the same diameter, which are coaxially arranged from the inside to the outside between the two end plates. The inner circumferences of the two outer cylinders and the outer circumferences of the middle cylinder respectively form a first sliding cavity and a second sliding cavity. The inner ports of the two annular end plates extend relative to each other to form two inner cylinders with a diameter smaller than that of the middle cylinder. The outer circumferences of the two inner cylinders and the inner circumferences of the middle cylinder respectively form a first mating cavity and a second mating cavity.

10. An energy-saving dual-speed motor braking device according to claim 9, characterized in that, The two ends of the middle cylinder are respectively provided with a first connection port and a second connection port distributed along its circumference. The first connection port connects the first pressure chamber and the first conduction chamber, and the second connection port connects the second pressure chamber and the second conduction chamber.

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