A dual-shaft permanent magnet tooth brake and a brake control method thereof

Abstract

The application discloses a double-shaft permanent-magnetic tooth type brake and a brake control method thereof, which comprises an A shaft, an A shaft tooth type brake disc, a B shaft, a B shaft tooth type brake disc and a stator assembly, wherein the stator assembly is an annular structure with an axial hollow, and is composed of a slot disc, a permanent magnet, an excitation coil and an iron core from outside to inside; the permanent magnet adsorbs the stator assembly on the B shaft tooth type brake disc to brake the B shaft, and meanwhile, the stator assembly is released from braking with the A shaft tooth type brake disc; the excitation coil is wound on the iron core, and generates an electromagnetic magnetic circuit opposite to the direction of the permanent magnet when electrified, so as to adsorb the stator assembly A on the A shaft tooth type brake disc to brake the A shaft, and meanwhile, the stator assembly is released from braking with the B shaft tooth type brake disc; the application can realize single-brake to selectively brake two shafts, completely eliminates the safety hazard of simultaneous braking of the two shafts, and meets the use requirements of multi-shaft brake integration, light weight, high safety and high torque.

Description

Technical Field

[0001] This invention relates to the field of robot joint braking technology, and in particular to a dual-axis permanent magnet gear brake and its braking control method. Background Technology

[0002] With the rapid development of high-end emerging industries such as humanoid robots, low-altitude aircraft, and autonomous driving, various intelligent sports equipment and automated devices are placing extremely high demands on the functional integration, structural compactness, lightweighting, and braking reliability of braking devices. At the same time, the core needs of multi-axis linkage control, precise attitude locking, and safety redundancy protection are becoming increasingly prominent. The multi-axis transmission systems of such equipment require corresponding braking mechanisms to achieve independent, precise, and stable braking and locking of each axis, ensuring stable equipment operation and safe operation. However, traditional braking structures are no longer suitable for the development trends of lightweighting, miniaturization, high torque, and high integration in high-end equipment.

[0003] Currently, the common braking solution for dual-shaft transmission equipment adopts an assembly mode of dual brakes independently matched to dual shafts. That is, each transmission shaft is equipped with an independent brake, and the braking and unlocking control of each shaft is realized by a controller.

[0004] As requested by the customer, in some working scenarios, selective braking of one of the two axes (A-axis and B-axis) is required, but the traditional assembly structure mentioned above has the following drawbacks: (1) In the field of robot braking, there is no brake that can achieve selective driving of two axes. To achieve selective driving of A and B axes, two brakes must be equipped to drive A and B axes separately. This not only increases the purchase cost of brakes, but also requires a large space for the assembly of dual brakes, which is not convenient for the design of other structural components. This greatly increases the production and manufacturing cost and assembly time of the equipment, while also increasing the overall weight of the equipment and affecting the equipment's endurance, load and movement flexibility.

[0005] (2) The scheme of independently controlling two axes with dual brakes has hidden dangers of control logic redundancy and timing mismatch. When the equipment control system synchronously drives and switches the braking state of the two axes, it is very easy for the braking timing of the two axes to be disordered, falsely triggered, or even for the two axes to brake simultaneously. This will not only cause the transmission structure to jam and wear to be aggravated, but in severe cases, it will also lead to loss of control of the equipment posture and transmission failure. It cannot meet the safety redundancy design requirements of high-end intelligent equipment for braking safety, stability, and prevention of false braking.

[0006] (3) Traditional electromagnetic brakes mostly adopt friction braking structure, which has limited braking torque and low magnetic circuit utilization. They cannot achieve high torque braking output in a compact volume, and have poor braking accuracy and load-bearing capacity, making them difficult to adapt to multi-axis heavy load and high-precision attitude locking operation scenarios.

[0007] In summary, the industry urgently needs an integrated, lightweight, highly reliable, and high-torque dual-axis braking structure to address the shortcomings of existing technologies and meet the multi-axis braking control needs of emerging high-end equipment such as humanoid robots, low-altitude aircraft, and autonomous vehicles. Summary of the Invention

[0008] The purpose of this invention is to provide a dual-axis permanent magnet gear brake and its braking control method. It cleverly utilizes the principles of energized braking and permanent magnet de-energized braking, and develops a dual-axis brake with high torque, lightweight and small size by using gear braking. With a single brake, it can achieve braking of axis B and non-braking of axis A when power is off, and non-braking of axis B and braking of axis A when power is on.

[0009] To achieve the above objectives, the technical solution adopted by the present invention is: a dual-axis permanent magnet gear brake, comprising an A-axis, an A-axis gear brake disc, a B-axis, a B-axis gear brake disc, and a stator assembly. The stator assembly is an axially hollow ring structure, consisting of a slotted disc, a permanent magnet, an excitation coil, and an iron core from the outside to the inside. The stator assembly is provided with leaf springs and bushings for installation and connection with the mechanical parts to be installed. The stator assembly is located between the A-axis gear brake disc and the B-axis gear brake disc, and a braking clearance is provided between the stator assembly and both the A-axis gear brake disc and the B-axis gear brake disc. The permanent magnet is disposed on the upper end face of the stator assembly, and the permanent magnet force of the permanent magnet attracts the stator assembly to the B-axis gear brake disc for B-axis braking, while the stator assembly and the A-axis gear brake disc are released from braking. The excitation coil is wound on the iron core. When energized, it generates an electromagnetic circuit in the opposite direction to the permanent magnet, which cancels the permanent magnet force of the permanent magnet and attracts the stator assembly A to the A-axis gear brake disc for A-axis braking. At the same time, the stator assembly and the B-axis gear brake disc are released from braking.

[0010] Preferably, the upper and lower end faces of the grooved disk are provided with brake teeth that match the A-axis gear brake disc and the B-axis gear brake disc. The A-axis is fixed on the A-axis gear brake disc and is braked by the A-axis gear brake disc engaging with the brake teeth at the lower end of the grooved disk. The B-axis is fixed on the B-axis gear brake disc and is braked by the B-axis gear brake disc engaging with the brake teeth at the upper end of the grooved disk.

[0011] Preferably, the lower end face of the iron core is provided with a conical groove, and the A-axis gear brake disc is provided with a conical boss that matches the conical groove, and a wedge-shaped magnetic surface is formed between the conical groove and the conical boss.

[0012] Preferably, the axial gap Sc between the wedge-shaped magnetic surfaces is greater than the braking gap between the stator assembly and the A-axis gear brake disc and the B-axis gear brake disc.

[0013] Preferably, the upper end face of the iron core is provided with a ring-shaped positioning boss, and the B-axis gear brake disc is provided with a ring-shaped limiting groove that matches the ring-shaped positioning boss.

[0014] Preferably, a coil mounting groove is provided between the slot and the iron core, and the excitation coil is wound in the coil mounting groove and sealed with epoxy resin after winding.

[0015] Preferably, the leaf spring is a single annular leaf spring, which is disposed on the outer diameter of the stator assembly. The outer wall of the slot is provided with a lug for mounting the leaf spring, and the bushing is fixed on the leaf spring.

[0016] A braking control method for a dual-axis permanent magnet gear brake, characterized in that: the stator assembly is initially assembled at the absolute zero position, a braking gap Sa is formed between the stator assembly and the A-axis gear brake disc, and a braking gap Sb is formed between the stator assembly and the B-axis gear brake disc; When the excitation coil is de-energized, there is no electromagnetic output from the excitation coil. The stator assembly moves toward the B-axis gear brake disc under the permanent magnet attraction of the permanent magnet. After eliminating the brake gap Sb, the B-axis is de-energized and braked through gear meshing. At this time, the stator assembly and the A-axis gear brake disc maintain an air magnetic gap, and the A-axis is in a completely released braking state. When the excitation coil is energized, a reverse electromagnetic circuit is generated that is opposite to the direction of the permanent magnet's magnetic field. The attraction force of the permanent magnet is canceled out, and the stator assembly moves toward the A-axis toothed brake disc under the action of electromagnetic force. The wedge-shaped magnetic surface preferentially conducts the magnetic circuit and cooperates with the brake teeth to complete the engagement and realize the A-axis is energized and braked. At this time, the stator assembly disengages from the B-axis toothed brake disc and maintains the air magnetic isolation gap. The B-axis is in the released braking state. By switching the magnetic circuit state by turning the excitation coil on and off, a single stator component is controlled to selectively adhere to the A-axis gear brake disc or the B-axis gear brake disc in the axial direction, so as to realize the independent alternating braking of the two axes A and B by a single brake, and ensure that the A-axis and B-axis will never brake at the same time during the operation.

[0017] Preferably, the maximum travel distance S of the stator assembly is the sum of the braking gap Sa and the braking gap Sb. When the stator assembly is at the absolute zero position, the braking gap Sa and the braking gap Sb are equal. The air magnetic isolation gap is 0.25-0.9 times the maximum travel distance S of the stator assembly.

[0018] Preferably, the axial gap Sc of the wedge-shaped magnetic surface is greater than the maximum travel distance S of the stator assembly, and is 1.1-1.3 times the maximum travel distance S of the stator assembly.

[0019] Compared with existing technologies, the advantages of this invention are as follows: This invention can achieve dual-axis selective braking control with a single brake, completely eliminating the safety hazards of simultaneous dual-axis braking, significantly simplifying the component structure, reducing equipment weight and manufacturing costs, and reducing installation space; at the same time, it adopts toothed meshing braking to replace traditional friction braking, and optimizes the magnetic circuit structure with wedge-shaped magnetic surfaces and reasonably matches each braking gap, effectively improving the magnetic circuit utilization and braking meshing accuracy, achieving high-torque stable braking under small volume and lightweight conditions; combined with the ring positioning structure and the integral leaf spring reset structure, it ensures smooth switching of the brake to and from braking, accurate positioning, high reliability, and long service life, which can fully meet the needs of high-end fields such as humanoid robots, low-altitude aircraft, and autonomous driving for multi-axis braking integration, lightweight, high safety, and high torque. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the overall structure of the present invention; Figure 2 This is a cross-sectional structural diagram of the present invention; Figure 3 This is a schematic diagram of the exploded structure of the present invention; Figure 4 This is a schematic diagram of the upper end face structure of the stator assembly of the present invention; Figure 5 This is a schematic diagram of the lower end face structure of the stator assembly of the present invention; Figure 6 This is a schematic diagram of the structure of the iron core of the present invention; Figure 7 This is a schematic diagram of the structure of the B-axis gear brake disc of the present invention; Figure 8 This is a schematic diagram of the A-axis gear brake disc of the present invention.

[0021] In the diagram: 1. Bushing; 2. Leaf spring; 3. Groove disc; 4. Permanent magnet; 5. A-axis geared brake disc; 51. Conical boss; 6. A-axis; 7. Wedge-shaped magnetic surface; 8. B-axis; 9. Screw; 10. B-axis geared brake disc; 101. Annular limiting groove; 11. Iron core; 110. Annular positioning boss; 111. Conical groove; 12. Excitation coil; 13. Braking clearance; 14. Support lug; 15. Braking tooth. Detailed Implementation

[0022] Example 1: The present invention will be further described below: I. Overall Structural Design and Its Principles A dual-axis permanent magnet gear brake, see [link / reference] Figures 1 to 8 It consists of A-axis 6, A-axis geared brake disc 5, B-axis 8, B-axis geared brake disc 10, and stator assembly. The A-axis gear brake disc 5 (magnetic material, such as No. 10 steel) and the A-axis 6 (non-magnetic material) are connected together by screws 9, and are called the A-axis assembly; The B-axis 8 (non-magnetic material) and the B-axis gear brake disc 10 (magnetic material, such as No. 10 steel) are connected together by screws 9, and are called the B-axis assembly. The stator assembly is an axially hollow ring structure, consisting of a slotted plate 3, a permanent magnet 4, an excitation coil 12, and an iron core 11 from the outside to the inside. The slotted plate 3, the permanent magnet 4, the excitation coil 12, and the iron core 11 are bonded together with glue and encapsulated with epoxy resin to form a whole stator assembly. The stator assembly is provided with leaf springs 2 and bushings 1 for mounting connection with the mechanical parts to be installed. The leaf springs 2 are used to fix the stator assembly to the mounting surface of the customer's mechanical parts using bushings 1 and screws 9.

[0023] Absolute Zero Position: When the deformation of leaf spring 2 is not considered, that is, when leaf spring 2 is not subjected to the forces of axis A6 and axis B8, this is called the absolute zero position.

[0024] The stator assembly is located between the A-axis geared brake disc 5 and the B-axis geared brake disc 10, with a braking gap 13 between it and both. The permanent magnet 4 is disposed on the upper end face of the stator assembly, and the permanent magnet 4 attracts the stator assembly to the B-axis geared brake disc 10 for braking of the B-axis 8. At the same time, the stator assembly is released from braking between it and the A-axis geared brake disc 5. The excitation coil 12 is wound on the iron core 11. When energized, it generates an electromagnetic circuit opposite to that of the permanent magnet 4, which cancels the permanent magnet 4 and attracts the stator assembly A to the A-axis geared brake disc for braking of the A-axis 6. At the same time, the stator assembly is released from braking between it and the B-axis geared brake disc 10.

[0025] Its structural principle is as follows: Structural principle: The stator assembly is installed at absolute zero position, and the leaf spring 2 is not under force at this time. Both the A-axis assembly and the B-axis assembly have braking gaps 13Sa and Sb with the stator assembly, and Sa equals Sb. The positions of the A-axis assembly and the B-axis assembly are fixed by dimensional chain calculation. During subsequent operation, the axial direction of the A-axis assembly and the B-axis assembly will not be displaced. The stator assembly is connected to the mechanical component mounting surface of the client through the leaf spring 2. At this time, the stator assembly can be understood as a "moving element" that can move axially. There are braking teeth 15 on both sides of the stator assembly. The stator assembly moves back and forth under the action of electromagnetic force through the leaf spring 2, which can realize the selective switching braking with the A-axis assembly or the B-axis assembly respectively.

[0026] The dual-axis brake designed based on the above principle eliminates the need for two separate brakes to brake the A-axis assembly or the B-axis assembly. This not only effectively reduces the number of brakes required and saves equipment costs, but also greatly reduces the installation space for brakes inside the robot. Furthermore, when the robot control system drives A-axis 6 and B-axis 8, there will never be a situation where A-axis 6 and B-axis 8 brake simultaneously.

[0027] Its workflow is as follows: Braking of the A-axis assembly: A-axis 6 uses energized braking. The wedge-shaped magnetic surface increases the magnetic area of ​​the magnetic circuit, which is beneficial to the overall electromagnetic performance. When the excitation coil 12 is energized, it generates a magnetic field opposite to that of the permanent magnet 4, i.e., negative excitation. Under the action of the electromagnetic force of the coil, the stator assembly moves closer to the A-axis assembly and is attracted to it. The teeth between the meshing areas of A-axis 6 can be locked together to brake, without the need for a large attraction force to brake by friction. When the excitation coil 12 is de-energized, the electromagnetic force disappears. Under the action of the leaf spring 2, the stator assembly springs away and moves away from the A-axis assembly, thus releasing the braking of A-axis 6. B-axis assembly braking: B-axis 8 uses power-off braking. Through magnetic circuit design, when the excitation coil 12 is de-energized, under the action of the leaf spring 2, the stator assembly approaches the B-axis assembly and engages with the B-axis gear brake disc 10 through the magnetic force of the permanent magnet 4. When the excitation coil 12 is energized, since it is a negative excitation, the permanent magnet force is canceled out, the B-axis assembly is not subject to magnetic force, and under the action of the leaf spring 2, the stator assembly moves away from the B-axis assembly, and the braking of B-axis 8 is released.

[0028] II. Structural design of tray 3, see [link / reference] Figures 4 to 8 : Existing brake technology generally adopts an independent friction braking structure, which relies on friction for braking. This has disadvantages such as low torque, easy slippage, high wear, and short life.

[0029] The upper and lower end faces of the grooved disc 3 of the present invention are provided with brake teeth 15 that match the A-axis gear brake disc 5 and the B-axis gear brake disc 10. The A-axis 6 is fixed on the A-axis gear brake disc 5 and is braked by the A-axis gear brake disc 5 engaging with the brake teeth 15 at the lower end of the grooved disc 3. The B-axis 8 is fixed on the B-axis gear brake disc 10 and is braked by the B-axis gear brake disc 10 engaging with the brake teeth 15 at the upper end of the grooved disc 3. The fixing connection method includes, but is not limited to, screws 9, riveting, welding or interference fit.

[0030] The design of slot 3 enables the stator assembly to have bidirectional toothed engagement braking capability, forming a bidirectional selective toothed engagement braking structure in conjunction with the A and B dual-axis brake discs. Compared with traditional friction braking, toothed rigid engagement can achieve slip-free, high-torque locking, significantly improving braking stiffness and load-bearing capacity; realizing bidirectional braking switching of a single component is an important structural foundation for the single-device control of dual axes and lightweight integration in this project.

[0031] III. Core 11 structural design, see [link / reference] Figure 6 : (1) A tapered groove 111 is provided on the lower end face of the iron core 11, and a tapered boss 51 matching the tapered groove 111 is provided on the A-axis gear brake disc 5. A wedge-shaped magnetic surface 7 is formed between the tapered groove 111 and the tapered boss 51.

[0032] This invention features a conical groove 111 at the lower end of the iron core 11, which, in conjunction with a conical boss 51 on the A-axis geared brake disc 5, forms a wedge-shaped magnetic surface 7. This wedge-shaped surface effectively increases the magnetic field area, optimizes the distribution of magnetic lines of force, and reduces magnetic reluctance. The electromagnetic attraction force of the excitation coil 12 after energization allows it to adhere to the A-axis geared brake disc 5, solving the industry pain point of insufficient electromagnetic braking force in small-volume brakes. Simultaneously, the conical concave-convex structure provides automatic centering guidance, enabling automatic centering during stator adsorption and contact, avoiding axial offset, tooth meshing misalignment, and uneven wear, thus improving braking stability and meshing accuracy. This represents a significant improvement over traditional planar magnetic circuit structures.

[0033] (2) The axial gap Sc between the wedge-shaped magnetic surfaces 7 is greater than the braking gap 13 between the stator assembly and the A-axis gear brake disc 5 and the B-axis gear brake disc 10. Through the differential design of the gap size, the engagement braking is fully ensured, and defects such as incomplete engagement and insufficient braking force can be avoided.

[0034] (3) The upper end face of the iron core 11 is provided with a ring-shaped positioning boss 110, and the B-axis gear brake disc 10 is provided with a ring-shaped limiting groove 101 that matches the ring-shaped positioning boss 110, forming a radial positioning limiting structure. During the permanent magnet de-energized braking adsorption process, the stator and the B-axis gear brake disc 10 can be accurately radially positioned, limiting radial movement and eccentric offset, ensuring uniform meshing of the brake teeth 15 in the circumference, and reducing wear and vibration noise; at the same time, the ring-shaped concave-convex limiting structure can assist axial alignment, improve the coaxiality of the stator reciprocating motion, and have higher structural stability under long-term operation, effectively improving the overall service life and working condition adaptability of the brake, which is an important improvement on the structural stability of the permanent magnet brake end.

[0035] IV. Installation design of excitation coil 12, see [link / reference] Figure 5 : A coil mounting slot is provided between the slotted tray 3 and the iron core 11. The excitation coil 12 is wound inside the coil mounting slot and then sealed with epoxy resin. This achieves built-in integrated winding of the excitation coil 12, combined with overall sealing and curing with epoxy resin, preventing vibration displacement and loosening. The epoxy resin potting seal provides multiple protections, including insulation, dustproofing, moisture-proofing, and vibration damping, improving electrical safety and operational stability under harsh conditions. At the same time, the built-in slot arrangement greatly compresses axial and radial space, reducing the overall volume and making it suitable for lightweight and miniaturized designs.

[0036] V. Installation design of leaf spring 2: The leaf spring 2 is a single, annular leaf spring 2, disposed on the outer diameter of the stator assembly. The outer wall of the slotted plate 3 is provided with lugs 14 for mounting the leaf spring 2, and the bushing 1 is fixed to the leaf spring 2. The leaf spring 2 is integrated into the outer diameter of the slotted plate 3 via the lugs 14. The annular single leaf spring 2 can achieve uniform circumferential force distribution, ensuring balanced force distribution and smooth reset of the stator assembly during axial reciprocating motion, without skewness or jamming. This guarantees the stator's precise return to absolute zero position and ensures that the initial gap on both sides remains uniform, thus avoiding dual-axis braking interference and gap offset faults from the structural root. Simultaneously, the integrated annular leaf spring 2 has a compact structure, simple assembly, and fewer parts, significantly reducing the overall weight and space occupied. It is perfectly suited for lightweight, high-precision, and small-space installation scenarios such as humanoid robots and low-altitude aircraft, exhibiting outstanding integration advantages and practical value compared to traditional distributed elastic reset structures.

[0037] VI. A dual-axis permanent magnet gear braking control method, A dual-axis permanent magnet gear brake control method, wherein the stator assembly is initially assembled at the absolute zero position, a braking gap Sa is formed between the stator assembly and the A-axis gear brake disc 5, and a braking gap Sb is formed between the stator assembly and the B-axis gear brake disc 10. When the excitation coil 12 is de-energized, the excitation coil 12 has no electromagnetic circuit output. The stator assembly moves toward the B-axis gear brake disc 10 under the permanent magnet attraction of the permanent magnet 4. After eliminating the brake gap Sb, the B-axis 8 is de-energized and braked through gear meshing. At this time, the stator assembly and the A-axis gear brake disc 5 maintain an air magnetic gap, and the A-axis 6 is in a completely released braking state. When the excitation coil 12 is energized, a reverse electromagnetic circuit is generated that is opposite to the magnetic field direction of the permanent magnet 4. The attraction force of the permanent magnet 4 is canceled out. Under the action of electromagnetic force, the stator assembly moves toward the A-axis toothed brake disc 5. The wedge-shaped magnetic surface 7 preferentially conducts the magnetic circuit and cooperates with the brake teeth 15 to complete the engagement and realize the A-axis 6 is energized and braked. At this time, the stator assembly disengages from the B-axis toothed brake disc 10 and maintains the air magnetic isolation gap. The B-axis 8 is in the released braking state. By switching the magnetic circuit state by turning the excitation coil 12 on and off, the single stator component is controlled to selectively adsorb and attach to the A-axis gear brake disc 5 or the B-axis gear brake disc 10, so as to realize the independent alternating braking of the two axes A-axis 6 and B-axis 8 by a single brake, and ensure that A-axis 6 and B-axis 8 will not brake at the same time during the operation.

[0038] As a preferred embodiment, the maximum travel distance S of the stator assembly is the sum of the braking gap Sa and the braking gap Sb. When the stator assembly is at the absolute zero position, the braking gap Sa and the braking gap Sb are equal. The air magnetic isolation gap is 0.25-0.9 times the maximum travel distance S of the stator assembly, forming an effective air magnetic isolation gap.

[0039] The axial gap Sc of the wedge-shaped magnetic surface is greater than the maximum stroke distance S of the stator assembly, and is 1.1-1.3 times the maximum stroke distance S of the stator assembly, which can ensure that the brake teeth 15 can complete the meshing.

[0040] Electrical logic coordination gap physical limitation: When energized, the stator assembly is attracted to axis A6, and the electromagnetic force maintains the attraction, preventing it from being pulled towards axis B8 by the residual permanent magnet force; after de-energization, the permanent magnet force of leaf spring 2 and permanent magnet 4 attracts and brakes axis B8. The absolute zero position refers to the absolute position of the stator assembly without considering the deformation of leaf spring 2. However, in actual operation, when the excitation coil 12 is de-energized, due to the large braking gap Sb, the attraction force of permanent magnet 4 is small and cannot attract the stator assembly from the absolute zero position. Therefore, a deformation force needs to be applied to the stator assembly through leaf spring 2 to make the stator assembly slightly closer to axis B. The magnetic force of permanent magnet 4 increases, overcoming the elastic force of leaf spring 2, and pulling the stator assembly towards axis B, thus achieving the attraction and braking of axis B by permanent magnet 4.

[0041] The present invention provides a detailed description of a dual-axis permanent magnet gear brake and its braking control method. Specific examples have been used to illustrate the principle and implementation of the invention. The description of the above embodiments is only for the purpose of helping to understand the method and core idea of ​​the invention. At the same time, for those skilled in the art, based on the idea of ​​the invention, there will be changes in the specific implementation and application scope. Modifications and improvements to the invention are possible without exceeding the concept and scope specified in the appended claims. Therefore, the content of this specification should not be construed as a limitation of the invention.

Claims

1. A dual-axis permanent magnet gear brake, characterized in that: It consists of the A-axis, the A-axis geared brake disc, the B-axis, the B-axis geared brake disc, and the stator assembly. The stator assembly is an axially hollow ring structure, consisting of a slotted disc, a permanent magnet, an excitation coil, and an iron core from the outside to the inside. The stator assembly is provided with leaf springs and bushings for installation and connection with the mechanical parts to be installed. The stator assembly is located between the A-axis gear brake disc and the B-axis gear brake disc, and a braking clearance is provided between the stator assembly and both the A-axis gear brake disc and the B-axis gear brake disc. The permanent magnet is disposed on the upper end face of the stator assembly, and the permanent magnet force of the permanent magnet attracts the stator assembly to the B-axis gear brake disc for B-axis braking, while the stator assembly and the A-axis gear brake disc are released from braking. The excitation coil is wound on the iron core. When energized, it generates an electromagnetic circuit in the opposite direction to the permanent magnet, which cancels the permanent magnet force of the permanent magnet and attracts the stator assembly A to the A-axis gear brake disc for A-axis braking. At the same time, the stator assembly and the B-axis gear brake disc are released from braking.

2. The dual-axis permanent magnet gear brake according to claim 1, characterized in that: The upper and lower end faces of the grooved disc are provided with brake teeth that match the A-axis gear brake disc and the B-axis gear brake disc. The A-axis is fixed on the A-axis gear brake disc and is braked by the A-axis gear brake disc engaging with the brake teeth at the lower end of the grooved disc. The B-axis is fixed on the B-axis gear brake disc and is braked by the B-axis gear brake disc engaging with the brake teeth at the upper end of the grooved disc.

3. A dual-axis permanent magnet gear brake according to claim 1, characterized in that: The lower end face of the iron core is provided with a conical groove, and the A-axis gear brake disc is provided with a conical boss that matches the conical groove. A wedge-shaped magnetic surface is formed between the conical groove and the conical boss.

4. A dual-axis permanent magnet gear brake according to claim 3, characterized in that: The axial gap Sc between the wedge-shaped magnetic surfaces is greater than the braking gap between the stator assembly and the A-axis gear brake disc and the B-axis gear brake disc.

5. A dual-axis permanent magnet gear brake according to claim 1, characterized in that: The upper end face of the iron core is provided with a ring-shaped positioning boss, and the B-axis gear brake disc is provided with a ring-shaped limiting groove that matches the ring-shaped positioning boss.

6. A dual-axis permanent magnet gear brake according to claim 1, characterized in that: A coil mounting slot is provided between the slotted plate and the iron core. The excitation coil is wound in the coil mounting slot and then sealed with epoxy resin.

7. A dual-axis permanent magnet gear brake according to claim 1, characterized in that: The leaf spring is a single, annular leaf spring, which is disposed on the outer diameter of the stator assembly. The outer wall of the slot is provided with lugs for mounting the leaf spring, and the bushing is fixed to the leaf spring.

8. The braking control method for a dual-axis permanent magnet gear brake according to claim 1, characterized in that: The stator assembly is initially assembled at the absolute zero position, and a braking gap Sa is formed between the stator assembly and the A-axis gear brake disc, and a braking gap Sb is formed between the stator assembly and the B-axis gear brake disc. When the excitation coil is de-energized, there is no electromagnetic output from the excitation coil. The stator assembly moves toward the B-axis gear brake disc under the permanent magnet attraction of the permanent magnet. After eliminating the brake gap Sb, the B-axis is de-energized and braked through gear meshing. At this time, the stator assembly and the A-axis gear brake disc maintain an air magnetic gap, and the A-axis is in a completely released braking state. When the excitation coil is energized, a reverse electromagnetic circuit is generated that is opposite to the direction of the permanent magnet's magnetic field. The attraction force of the permanent magnet is canceled out, and the stator assembly moves toward the A-axis toothed brake disc under the action of electromagnetic force. The wedge-shaped magnetic surface preferentially conducts the magnetic circuit and cooperates with the brake teeth to complete the engagement and realize the A-axis is energized and braked. At this time, the stator assembly disengages from the B-axis toothed brake disc and maintains the air magnetic isolation gap. The B-axis is in the released braking state. By switching the magnetic circuit state by turning the excitation coil on and off, a single stator component is controlled to selectively adhere to the A-axis gear brake disc or the B-axis gear brake disc in the axial direction, so as to realize the independent alternating braking of the two axes A and B by a single brake, and ensure that the A-axis and B-axis will never brake at the same time during the operation.

9. The braking control method for a dual-axis permanent magnet gear brake according to claim 8, characterized in that: The maximum travel distance S of the stator assembly is the sum of the braking gap Sa and the braking gap Sb. When the stator assembly is at the absolute zero position, the braking gap Sa and the braking gap Sb are equal. The air magnetic isolation gap is 0.25-0.9 times the maximum travel distance S of the stator assembly.

10. The braking control method for a dual-axis permanent magnet gear brake according to claim 9, characterized in that: The axial gap Sc of the wedge-shaped magnetic surface is greater than the maximum travel distance S of the stator assembly, and is 1.1-1.3 times the maximum travel distance S of the stator assembly.

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