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

Abstract

The application discloses a double-shaft double-spring 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 sequentially composed of a slot disc, a permanent magnet, an excitation coil and an iron core from outside to inside; the permanent magnet adsorbs the B shaft tooth type brake disc on the stator assembly to brake the B shaft, and meanwhile, the brake between the stator assembly and the A shaft tooth type brake disc is released through a leaf spring A; the excitation coil is installed in the stator assembly, and generates an electromagnetic magnetic circuit opposite to the direction of the permanent magnet when electrified, so as to adsorb the A shaft tooth type brake disc on the stator assembly A to brake the A shaft, and meanwhile, the brake between the stator assembly and the B shaft tooth type brake disc is released through a leaf spring B. The application can realize single-brake dual-shaft selective brake control, completely eliminate the safety hidden danger of double-shaft simultaneous brake, and meet 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, dual-spring 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, dual-spring 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 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, dual-spring 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 annular 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 located between the A-axis geared brake disc and the B-axis geared brake disc, and a braking gap is provided between the stator assembly and both the A-axis geared brake disc and the B-axis geared brake disc. The upper end face of the B-axis geared brake disc is provided with a leaf spring B and a bushing for installation and connection with the mechanical parts to be installed, and the lower end face of the A-axis geared brake disc is provided with a leaf spring A connected to the A-axis. 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 B-axis gear brake disc to the stator assembly for B-axis braking, while the leaf spring A releases the braking between the stator assembly and the A-axis gear brake disc. The excitation coil is installed inside the stator assembly. When energized, it generates an electromagnetic circuit opposite to that of the permanent magnet, which cancels out the permanent magnet force of the permanent magnet and attracts the A-axis gear brake disc to the stator assembly A for A-axis braking. At the same time, the braking between the stator assembly and the B-axis gear brake disc is released through the leaf spring B.

[0010] Preferably, 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 fixedly connected to the lower end face of the A-axis gear brake disc via a leaf spring A. The upper end of the A-axis gear brake disc engages with the brake teeth at the lower end of the grooved disc for braking. The B-axis is fixed to the B-axis gear brake disc and engages with the brake teeth at the upper end of the grooved disc for braking.

[0011] Preferably, the lower end face of the iron core is provided with a conical boss, and the A-axis gear brake disc is provided with a conical groove that matches the conical boss, 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 slot is provided between the slotted plate and the iron core, and the excitation wire is installed in the coil mounting slot.

[0015] Preferably, the outer wall of the slot has lugs for fixing the stator assembly.

[0016] Preferably, the stator assembly is fixed, 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 B-axis gear brake disc moves toward the stator assembly under the permanent magnet attraction of the permanent magnet. After eliminating the braking gap Sb, the B-axis is de-energized and braked through gear meshing. At this time, the leaf spring B is under force, the leaf spring A returns to a state of no force, and the A-axis gear brake disc maintains an air magnetic gap with the stator assembly under the action of the leaf spring A. The A-axis is in a state of complete release from braking. 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. The gear brake disc on shaft A moves toward the stator assembly 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 energized braking of shaft A. At this time, leaf spring A is in a state of force, leaf spring B returns to a state of no force, and the gear brake disc on shaft B maintains an air magnetic gap with the stator assembly under the action of leaf spring B. Shaft B is in a state of complete release of braking. 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 schematic diagram of the exploded structure of the present invention; Figure 3 This is a cross-sectional structural diagram 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 assembly of the present invention; Figure 8 This is a front structural diagram of the A-axis gear brake disc of the present invention; Figure 9 This is a schematic diagram of the back structure of the A-axis gear brake disc of the present invention.

[0021] In the diagram: 1. Bushing; 2. Leaf spring B; 3. Groove disc; 4. Permanent magnet; 5. A-axis geared brake disc; 51. Conical groove; 6. A-axis; 7. Wedge-shaped magnetic surface; 8. B-axis; 9. Leaf spring A; 10. B-axis geared brake disc; 101. Annular limiting groove; 11. Iron core; 110. Annular positioning boss; 111. Conical boss; 12. Excitation coil; 13. Braking gap; 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, dual-spring permanent magnet gear brake, see [link / reference] Figures 1 to 9 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) is connected to the A-axis 6 (non-magnetic material) as a whole through the leaf spring A9, which is called the A-axis assembly. The A-axis assembly is connected to the mechanical parts that need to be braked. The B-axis 8 (non-magnetic material), leaf spring B2, bushing 1, and B-axis gear brake disc 10 (magnetic material, such as No. 10 steel) are connected by screws into a whole, called the B-axis assembly. The B-axis assembly is connected to the mechanical parts that need to be braked. The stator assembly is an axially hollow annular 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 glued together to form the stator assembly. The outer wall of the slotted plate 3 has lugs 14 for fixing the stator assembly, which can be used to fix the stator assembly inside the device housing.

[0023] The upper end face of the B-axis gear brake disc 10 is provided with a leaf spring B2 and a bushing 1 for mounting and connecting with the mechanical component to be installed, for use in connecting with the mechanical component that needs to be braked. The stator assembly is located between the A-axis gear brake disc 5 and the B-axis gear brake disc 10, and a braking gap 13 is left between the stator assembly and both the A-axis gear brake disc 5 and the B-axis gear brake disc 10. The lower end face of the A-axis gear brake disc 5 is provided with a leaf spring A9 for connecting with the A-axis 6.

[0024] The permanent magnet 4 is disposed on the upper end face of the stator assembly, and the permanent magnet 4 attracts the B-axis gear brake disc 10 to the stator assembly for B-axis 8 braking through the permanent magnet force of the permanent magnet 4. At the same time, the leaf spring A9 releases the braking between the stator assembly and the A-axis gear brake disc 5. The excitation coil 12 is installed inside the stator assembly. When energized, it generates an electromagnetic circuit opposite to that of the permanent magnet 4, which cancels the permanent magnet force of the permanent magnet 4 and attracts the A-axis gear brake disc 5 to the stator assembly A for A-axis 6 braking. At the same time, the leaf spring B2 releases the braking between the stator assembly and the B-axis gear brake disc 10.

[0025] Its structural principle is as follows: Structural principle: The stator assembly is fixed and will not displace in the axial direction. Both the A-axis assembly and the B-axis assembly have braking gaps Sa and Sb with the stator assembly, and Sa is equal to Sb. The positions of the A-axis assembly and the B-axis assembly are connected to the mechanical parts that need to be braked by the client. There are braking teeth 15 on both sides of the stator assembly. The A-axis assembly and the B-axis assembly move back and forth under the action of electromagnetic force through leaf springs A9 and B2, which can realize the selective switching braking with either the A-axis assembly or the B-axis assembly.

[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 12, the A-axis assembly moves closer to the stator assembly and engages with it. The teeth between the meshing area lock together to brake, without the need for a large suction force to brake by friction. When the excitation coil 12 is de-energized, the electromagnetic force disappears. Under the action of the leaf spring A9, the A-axis assembly springs away from the stator assembly, thus releasing the braking of A-axis 6. B-axis assembly braking: B-axis 8 adopts power-off braking. Through magnetic circuit design, when the excitation coil 12 is de-energized, the stator assembly is engaged and braked by the magnetic force of the permanent magnet 4 to hold the B-axis gear brake disc 10. 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 B2, the B-axis assembly moves away from the stator assembly, and the braking of B-axis 8 is released.

[0028] II. Structural design of tray 33, see [link / reference] Figures 4 to 6 : 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 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 fixedly connected to the lower end face of the A-axis gear brake disc 5 through a leaf spring A9. The upper end of the A-axis gear brake disc 5 engages with the brake teeth 15 at the lower end of the grooved disc 3 for braking. The B-axis 8 is fixed on the B-axis gear brake disc 10 and engages with the brake teeth 15 at the upper end of the grooved disc 3 for braking.

[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] Figures 6 to 9 : (1) The lower end face of the iron core 11 is provided with a conical boss 111, and the A-axis gear brake disc 5 is provided with a conical groove 51 that matches the conical boss 111. A wedge-shaped magnetic surface 7 is formed between the conical groove 51 and the conical boss 111.

[0032] This invention features a conical protrusion 111 at the lower end of the iron core 11, which, in conjunction with a conical groove 51 on the A-axis 6 brake disc, 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. When the excitation coil 12 is energized, its electromagnetic attraction force can attract the A-axis gear brake disc 5 to the stator assembly, 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 the A-axis 6 brake disc adsorption and contact process. This avoids axial offset, gear misalignment, and uneven wear, improving braking stability and meshing accuracy, representing 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 reciprocating motion of the B-axis gear brake disc 10, 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] Preferably, a mounting slot for the coil 12 is provided between the slotted plate 3 and the iron core 11, and the excitation wire is installed in the mounting slot for the coil 12.

[0036] (4) A mounting slot for the coil 12 is provided between the slotted plate 3 and the iron core 11, and the excitation wire is installed in the mounting slot of the coil 12. The excitation coil 12 is integrated and installed in a built-in manner. The built-in slot arrangement can greatly compress the axial and radial space, reduce the overall volume, and is suitable for lightweight and miniaturized design.

[0037] IV. Braking Control Methods A dual-axis permanent magnet gear brake control method, wherein the stator assembly is fixed, 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, there is no electromagnetic output from the excitation coil 12. The B-axis gear brake disc 10 moves toward the stator assembly under the permanent magnet attraction of the permanent magnet 4. After eliminating the braking gap Sb, the B-axis 8 is de-energized and braked through gear meshing. At this time, the leaf spring B2 is under force, the leaf spring A9 returns to the unforced state, and the A-axis gear brake disc 5 maintains an air magnetic gap with the stator assembly under the action of the leaf spring A9. 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. The A-axis gear brake disc 5 moves toward the stator assembly under the action of electromagnetic force. 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 energization and braking of the A-axis 6. At this time, the leaf spring A9 is in a state of force, the leaf spring B2 returns to a state of no force, and the B-axis gear brake disc 10 maintains an air magnetic gap with the stator assembly under the action of the leaf spring B2. The B-axis 8 is in a state of complete release of braking. 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, and the air magnetic isolation gap is 0.25-0.9 times the maximum travel distance S of the stator assembly, thus 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 limit: When energized, the A-axis 6 is attracted and braked, and the electromagnetic force maintains the attraction, preventing it from being pulled towards the B-axis 8 by the residual permanent magnet force; after power failure, the B-axis 8 is attracted and braked by the permanent magnet force; leaf spring B2 is responsible for resetting the B-axis assembly to the starting position when the excitation coil 12 is energized, and leaf spring A9 is responsible for resetting the A-axis assembly to the starting position when the excitation coil 12 is de-energized.

[0041] The present invention provides a detailed description of a dual-axis, dual-spring 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, dual-spring 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 annular 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 located between the A-axis geared brake disc and the B-axis geared brake disc, and a braking gap is provided between the stator assembly and both the A-axis geared brake disc and the B-axis geared brake disc. The upper end face of the B-axis geared brake disc is provided with a leaf spring B and a bushing for installation and connection with the mechanical parts to be installed, and the lower end face of the A-axis geared brake disc is provided with a leaf spring A connected to the A-axis. 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 B-axis gear brake disc to the stator assembly for B-axis braking, while the leaf spring A releases the braking between the stator assembly and the A-axis gear brake disc. The excitation coil is installed inside the stator assembly. When energized, it generates an electromagnetic circuit opposite to that of the permanent magnet, which cancels out the permanent magnet force of the permanent magnet and attracts the A-axis gear brake disc to the stator assembly A for A-axis braking. At the same time, the braking between the stator assembly and the B-axis gear brake disc is released through the leaf spring B.

2. The dual-axis, dual-spring 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 fixedly connected to the lower end face of the A-axis gear brake disc through a leaf spring A. The upper end of the A-axis gear brake disc engages with the brake teeth at the lower end of the grooved disc for braking. The B-axis is fixed on the B-axis gear brake disc and engages with the brake teeth at the upper end of the grooved disc for braking.

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

4. A dual-axis, dual-spring 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, dual-spring 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, dual-spring 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, and the excitation wire is installed in the coil mounting slot.

7. A dual-axis, dual-spring permanent magnet gear brake according to claim 1, characterized in that: The outer wall of the slot has lugs for fixing the stator assembly.

8. The braking control method for a dual-axis, dual-spring permanent magnet gear brake according to claim 1, characterized in that: The stator assembly is fixed in place, and a braking gap Sa is formed between the stator assembly and the gear brake disc of shaft A, and a braking gap Sb is formed between the stator assembly and the gear brake disc of shaft B. When the excitation coil is de-energized, there is no electromagnetic output from the excitation coil. The B-axis gear brake disc moves toward the stator assembly under the permanent magnet attraction of the permanent magnet. After eliminating the braking gap Sb, the B-axis is de-energized and braked through gear meshing. At this time, the leaf spring B is under force, the leaf spring A returns to a state of no force, and the A-axis gear brake disc maintains an air magnetic gap with the stator assembly under the action of the leaf spring A. The A-axis is in a state of complete release from braking. 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. The gear brake disc on shaft A moves toward the stator assembly 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 energized braking of shaft A. At this time, leaf spring A is in a state of force, leaf spring B returns to a state of no force, and the gear brake disc on shaft B maintains an air magnetic gap with the stator assembly under the action of leaf spring B. Shaft B is in a state of complete release of braking. 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, dual-spring 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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