A yawing gear ring and steering brake mechanism for a wind turbine

Abstract

The application discloses a yaw gear ring and steering brake mechanism of a wind driven generator, which comprises a tower body, a tower cabin and a yaw bearing connecting the two, a driving part and a brake part are installed on the tower cabin, the driving part is engaged with the yaw gear ring of the yaw bearing to drive; the brake part comprises: an installation cavity sleeve, a limiting bolt is arranged in the installation cavity sleeve in the axial direction, a friction disc and a magnetic suction disc are arranged at the bottom of the limiting bolt; a shaft rod is arranged in the installation cavity sleeve, a brake disc is arranged at the top of the shaft rod, a brake gear engaged with the yaw gear ring is arranged at the bottom of the shaft rod, heat generated by braking is controlled in the installation cavity sleeve, safety is improved, and a through type active heat dissipation air duct composed of a spray hole, a heat dissipation fin, a through hole of a sliding disc and a through hole of a friction disc is used to realize direct forced convection cooling of a brake friction pair, solve the heat recession problem, and high-speed airflow carries friction debris to be discharged through an arc-shaped guide channel, so that secondary accumulation of the debris in the cavity and abrasive wear are avoided.

Description

Technical Field

[0001] This invention relates to the field of wind power generation equipment technology, and more specifically, to a yaw gear ring and steering braking mechanism for a wind turbine generator. Background Technology

[0002] During operation, wind turbine generators require a yaw system to adjust the nacelle angle in real time to ensure the rotor is always aligned with the wind direction, thereby maximizing wind energy capture efficiency. The yaw system typically includes a yaw bearing, a yaw drive motor, and a yaw brake. The yaw brake locks the nacelle position after the generator has aligned with the wind, preventing unintended rotation under wind loads, and provides necessary damping torque during yaw to eliminate gear backlash impacts.

[0003] Existing wind turbine yaw braking mechanisms mostly employ hydraulic caliper brakes or electromagnetic friction brakes. However, in actual long-term operation, existing technologies have the following significant drawbacks: Poor heat dissipation and chip removal performance. Traditional brakes directly clamp and brake the yaw gear ring, and are mostly closed or semi-closed structures. The large amount of heat generated by the friction between the brake pads and the brake disc on the yaw gear ring is difficult to dissipate quickly, which easily leads to thermal fade of the brake material and a decrease in braking torque. At the same time, high temperature can also cause safety hazards. In addition, the debris generated by friction accumulates in the brake structure, which not only aggravates the wear of components, but may also jam moving parts. Moreover, maintenance personnel cannot visually judge the degree of internal wear, making maintenance difficult.

[0004] Therefore, there is an urgent need to develop a new type of wind turbine yaw gear ring and steering braking mechanism to solve the aforementioned technical problems of poor heat dissipation and chip removal. Summary of the Invention

[0005] The purpose of this invention is to provide a yaw gear ring and steering braking mechanism for a wind turbine, aiming to solve the technical problems of low heat dissipation efficiency and difficult chip removal in existing yaw braking mechanisms.

[0006] To achieve the above objectives, the present invention provides the following technical solution: A yaw gear ring and steering braking mechanism for a wind turbine includes a tower body, a tower nacelle, and a yaw bearing connecting the two. A drive component and a braking component are mounted on the tower nacelle. The drive component meshes with the yaw gear ring of the yaw bearing for transmission. The braking component includes: a mounting cavity sleeve with an axially extending limit bolt inside, and a friction disc and a magnetic suction disc at its bottom; a shaft passing through the mounting cavity sleeve, with a brake disc located within the cavity at its top and a brake gear meshing with the yaw gear ring at its bottom; and a sliding disc slidably mounted on the limit bolt, with a brake pad at its bottom and a heat sink and a ring at its top. The sliding disc has a groove that cooperates with the limiting bolt to restrict circumferential rotation; a hydraulic rod is installed on the top of the mounting cavity and drives the sliding disc to move axially, so that the brake pad presses against the brake disc and the brake disc presses against the friction disc; the magnetic chuck is configured to apply axial magnetic attraction force to the brake gear; the active heat dissipation assembly includes nozzles on the ring and air supply pipes extending out of the mounting cavity, with the nozzles facing the heat dissipation fins; the friction disc, sliding disc, and brake disc all have through holes, which together with the nozzles form a through heat dissipation duct.

[0007] Furthermore, the slide groove and the limiting bolt form an anti-rotation guide pair, configured to restrict the circumferential rotation of the sliding disc during braking, so that the hydraulic rod only bears axial load.

[0008] Furthermore, the magnetic attraction force setting of the magnetic chuck is less than the minimum braking thrust of the hydraulic rod. Under braking conditions, the pressure applied by the hydraulic rod overcomes the attraction of the magnetic chuck to the brake gear, thereby achieving contact and pressing between the brake pad and the brake disc.

[0009] Furthermore, the brake disc has several arc-shaped openings on its outer periphery, which are configured as guide channels that allow gas and friction debris to pass through.

[0010] Furthermore, the air supply pipe is configured to connect to an external air pump. The gas generated by the external air pump is transported to the inside of the ring through the air supply pipe, ejected from the nozzle and flow through the through holes on the heat sink, the sliding disc and the brake pad, and finally discharged to the outside of the brake component through the through holes on the friction disc.

[0011] Furthermore, the magnetic chuck is also configured to attract ferromagnetic friction debris generated during braking, so as to indicate the wear condition by the amount of accumulated debris.

[0012] Furthermore, it also includes an upper cavity sleeve and a top cover, wherein the upper cavity sleeve is detachably fixed to the top of the mounting cavity sleeve by the limiting bolt, and the top cover is sealed to the top of the upper cavity sleeve.

[0013] Furthermore, the hydraulic rod is installed inside the top cover, and the air supply pipe is sealed through the top cover.

[0014] Furthermore, the heat sink is a finned structure made of a high thermal conductivity metal material and is fixedly connected to the sliding disk.

[0015] Furthermore, the limiting bolt is axially disposed along the mounting cavity sleeve, and the groove is a groove structure that matches the cross-sectional shape of the limiting bolt.

[0016] In summary, the present invention has the following beneficial technical effects: This invention uses an independently designed braking component to brake the yaw gear ring via a braking gear, unlike existing technologies that directly clamp and brake the yaw gear ring. This design controls the heat generated during braking within the mounting cavity, improving safety. Furthermore, a through-type active cooling airflow channel, consisting of nozzles, heat sinks, sliding disc through-holes, and friction disc through-holes, achieves direct forced convection cooling of the braking friction pair, solving the problem of heat fade. Simultaneously, high-speed airflow carries friction debris and directs its discharge through an arc-shaped guide channel, preventing secondary accumulation of debris and abrasive wear within the cavity, significantly extending the service life of the braking assembly.

[0017] This invention utilizes the property of magnetic chucks to attract ferromagnetic wear debris, converting the accumulated debris into a visual wear indicator signal. On-site maintenance personnel can directly observe the debris accumulation on the surface of the magnetic chuck through the tower cabin observation window or a simple open-cover inspection method. The wear degree of brake pads and brake discs can be accurately judged by the accumulated debris. Visual and disassembly-free monitoring of brake wear status can be achieved without the need for complete disassembly of the braking mechanism or professional testing instruments. Attached Figure Description

[0018] The disclosure of this invention is illustrated with reference to the accompanying drawings. It should be understood that the drawings are for illustrative purposes only and are not intended to limit the scope of protection of this invention. In the drawings, the same reference numerals are used to refer to the same parts.

[0019] in: Figure 1 This is a schematic diagram of the overall structure of the present invention; Figure 2 This is a schematic diagram of the invention excluding the tower body structure; Figure 3 This is a schematic diagram of the cross-sectional structure of the tower compartment of the present invention; Figure 4 This is a schematic diagram of the driving component, braking component, and braking component structure of the present invention; Figure 5 This is a schematic diagram of the external structure of the braking component of the present invention; Figure 6 This is a schematic diagram of the internal structure of the braking component of the present invention; Figure 7 This is an exploded structural diagram of the braking component of the present invention; Figure 8 This is a cross-sectional exploded structural diagram of the brake component of the present invention; Figure 9 This is a partial structural diagram of the sliding disk of the present invention; Figure 10 This is a schematic diagram of the exploded structure of the yaw bearing of the present invention.

[0020] Figures 1-10 Explanation of reference numerals in the attached drawings: 1. Tower body; 2. Tower compartment; 3. Drive component; 4. Braking component; 401. Mounting cavity sleeve; 4011. Limit bolt; 4012. Friction disc; 4013. Magnetic chuck; 402. Upper cavity sleeve; 403. Top cover; 4031. Hydraulic rod; 5. Yaw bearing; 501. Yaw gear ring; 502. Inner shaft ring; 6. Sliding disc; 61. Slide groove; 62. Brake pad; 63. Heat sink; 7. Shaft; 71. Brake disc; 72. Brake gear; 8. Ring sleeve; 81. Nozzle; 82. Air supply pipe.

[0021] It should be noted that the accompanying drawings are for illustrative purposes only and are not intended to limit the actual appearance or precise dimensions of the product. When there is a discrepancy between the structure shown in the drawings and the textual description, the textual description shall prevail. If the textual description itself is ambiguous, it should be reasonably interpreted in conjunction with the common understanding of those skilled in the art and the purpose of the invention. Furthermore, components not marked in all the accompanying drawings do not mean they are non-existent or unnecessary; they are omitted solely for clarity of illustration. Detailed Implementation

[0022] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments. It should be emphasized that the following embodiments are for illustrative purposes only and are not intended to limit the scope of protection of the invention. Any equivalent substitutions, material changes, dimensional adjustments, or changes in the sequence of steps made by those skilled in the art under the guidance of the inventive concept should be covered within the scope of protection of the present invention. Furthermore, the structures shown in the accompanying drawings are merely schematic and not strictly drawn to scale. The actual dimensions, shapes, and relative positions of the components can be adjusted within a reasonable range according to engineering requirements without affecting the implementation of the technical solution of the present invention.

[0023] The present invention will be further described below with reference to the accompanying drawings and specific embodiments: Example 1 like Figures 1 to 4 As shown, this embodiment represents the most basic and core overall structure of the invention, constructing the fundamental functional architecture of the wind turbine's yaw gear ring and steering braking mechanism. This mechanism is assembled between the tower body 1 and the nacelle 2 of the wind turbine generator set. The tower body 1 serves as a fixed support base, while the nacelle 2 can rotate horizontally relative to the tower body 1 to align with the wind. Rotational support between the tower body 1 and the nacelle 2 is achieved through a large rotary yaw bearing 5. Figure 10As shown, the yaw bearing 5 includes a yaw gear ring 501 located on the outer ring and an inner shaft ring 502 located on the inner ring, serving as the reference meshing component for the yaw transmission and braking of the entire machine.

[0024] like Figure 3 and Figure 4 As shown, a yaw drive 3 and a brake 4 for the core braking protection of this invention are fixedly installed at the bottom frame position of the tower nacelle 2. The drive 3 is preferably a yaw reduction motor, whose output drive gear is normally meshed with the yaw gear ring 501 to provide the active driving force for the tower nacelle 2 to rotate in the wind, so as to realize the unit's automatic yaw action to track the wind direction. like Figures 1 to 4 As shown, the brake component 4 is independently arranged on the side of the drive component 3, serving as an independent brake execution unit. It engages and brakes the yaw gear ring 501, thereby achieving yaw positioning locking and damping buffer functions.

[0025] like Figures 5 to 9 As shown, in this embodiment, the brake component 4 is an integrally integrated cavity brake structure, which mainly consists of a mounting cavity sleeve 401, a shaft 7, a sliding disc 6, a hydraulic rod 4031, and an active heat dissipation component to form an overall functional system.

[0026] The mounting sleeve 401 serves as the external load-bearing base for this braking component. It is integrally cast from high-strength cast steel, exhibiting high structural rigidity and strong resistance to deformation. It can withstand the impact and alternating loads generated by braking friction over extended periods, making it suitable for harsh outdoor operating conditions of wind turbine units. Inside the mounting sleeve 401, a high-strength alloy steel limit bolt 4011 is fixedly installed along the central axial direction. The limit bolt 4011 adopts an axially vertical arrangement and serves as the guide and limit reference for the sliding disc 6. A ring-shaped friction disc 4012 is fixedly embedded in the inner bottom plane of the mounting sleeve 401. The friction disc 4012 is made of a high-wear-resistant friction alloy, possessing characteristics such as high temperature resistance, resistance to thermal fading, and a stable friction coefficient, serving as the fixed friction base for the braking friction pair. A ring-shaped magnetic chuck 4013 is fixedly installed at the bottom of the mounting sleeve 401. The magnetic chuck 4013 is a permanent magnet adsorption structure with its magnetic field direction pointing downwards along the vertical axis, generating a uniform and stable axial magnetic attraction force on the corresponding braking gear 72 below.

[0027] like Figure 7 and Figure 8As shown, shaft 7 is a vertically coaxial transmission connection shaft, which is coaxially inserted into the central cavity of mounting sleeve 401. Shaft 7 can rotate freely and float slightly axially relative to mounting sleeve 401. The upper end of shaft 7 is located inside the cavity of mounting sleeve 401, and a brake disc 71 is coaxially fixedly mounted thereon. The brake disc 71 is an intermediate friction bearing disc that can rotate synchronously with shaft 7. The lower end of shaft 7 extends downward outside mounting sleeve 401, and a brake gear 72 is fixedly mounted on the shaft end by a flat key and a locking nut. The brake gear 72 maintains precise meshing with the yaw gear ring 501 of yaw bearing 5, realizing the linkage matching between brake component 4 and the entire machine yaw transmission system.

[0028] like Figure 6 and Figure 7 As shown, the sliding disc 6 is an annular disc-shaped sliding functional component, which is slidably sleeved on the outside of the rod body of the limiting bolt 4011. The middle part of the limiting bolt 4011 is a smooth surface, with threads only at the end, allowing the sliding disc 6 to slide precisely vertically along the limiting bolt 4011. A sheet-shaped brake pad 62 is fixedly fitted to the bottom end face of the sliding disc 6. The brake pad 62 is made of a high-friction coefficient wear-resistant braking material, forming an upper friction pair with the upper end face of the brake disc 71; as Figure 9 As shown, an array of high thermal conductivity heat sinks 63 are fixedly mounted on the top end face of the sliding disk 6 to quickly absorb the heat generated by braking friction and improve heat exchange efficiency; a ring-shaped sleeve 8 is also fixedly mounted on the top surface of the sliding disk 6 for integrating the jet cooling structure. A sliding groove 61 is formed on the outer periphery of the sliding disk 6, and the sliding groove 61 is precisely matched with the outer periphery of the limiting bolt 4011 to achieve sliding assembly and structural limiting cooperation.

[0029] This structure, through the rigid circumferential limiting structure of the sliding groove 61 and the limiting bolt 4011, completely transfers the entire circumferential reaction torque generated by braking to the rigid cavity structure of the high-strength limiting bolt 4011 and the mounting sleeve 401. The shear torque is borne by the mechanical rigid structure, isolating the circumferential load from being transmitted to the hydraulic rod 4031. Throughout the entire process of braking, damping, and locking, the sliding disc 6 can only move vertically along the limiting bolt 4011, and cannot rotate, deflect, or tilt at all. This ensures that the piston rod end face of the top hydraulic rod 4031 always bears only a pure axial compressive load in the vertical direction, without any lateral shear load, bending load, or torsional load. This structural design thoroughly optimizes the stress state of the hydraulic actuator from the perspective of mechanical principles, completely avoiding the defects of traditional yaw brake hydraulic rods caused by long-term shearing, such as piston rod bending, seal wear, internal oil leakage, unstable braking pressure, and frequent maintenance and replacement. It significantly improves the operational reliability and service life of the hydraulic braking system, effectively reduces the frequency and cost of on-site operation and maintenance in wind farms, and is suitable for the stringent operating requirements of offshore wind power with high load, high fatigue, and high reliability.

[0030] like Figure 6 and Figure 7 As shown, the hydraulic rod 4031 is vertically installed on the top cover 403 at the center of the mounting cavity sleeve 401. The telescopic piston rod of the hydraulic rod 4031 is vertically downward and faces the upper end face of the sliding disc 6, serving as the active power source for braking and clamping. When the braking command is issued and the hydraulic system is pressurized, the piston rod of the hydraulic rod 4031 extends downward, axially driving the sliding disc 6 to move vertically downward along the limit bolt 4011, so that the brake pad 62 at the bottom of the sliding disc 6 is tightly pressed against the upper end face of the brake disc 71. At the same time, the brake disc 71 is pressed downward by the pressure transmission to the friction disc 4012 at the bottom, so that the upper and lower end faces of the brake disc 71 simultaneously form double-sided friction braking resistance, thereby locking the rotational movement of the shaft rod 7 and the brake gear 72. Through gear meshing, the yaw gear ring 501 is locked, and finally the yaw braking positioning of the tower compartment 2 is achieved. During this process, since the air supply pipe 82 is a flexible hose, it will not interfere with the movement of the sliding disc 6.

[0031] In this embodiment, the magnetic chuck 4013 functions to continuously apply an upward axial magnetic attraction force to the brake gear 72 in the non-braking state, reducing the friction between the brake disc 71 and the friction disc 4012 during non-braking periods and extending the service life of the brake disc 71. This invention innovatively sets up an active heat dissipation component, which consists of a ring 8, nozzles 81 arranged in an array on the sidewalls of the ring 8, and an outwardly extending air supply pipe 82. The nozzles 81 are directed towards the heat sink 63, ensuring that the high-pressure airflow directly impacts the surface of the heat sink 63 fins. Simultaneously, the friction disc 4012, the sliding disc 6, and the brake disc 71 all have uniformly distributed axially penetrating through holes. During operation, these holes, together with the nozzles 81, the inner cavity of the ring 8, and the air supply pipe 82, form a fully continuous forced cooling airflow from top to bottom. This allows the heat generated by braking friction to be quickly and forcibly carried out of the cavity by the high-speed airflow, fundamentally solving the defects of poor heat dissipation and severe heat fade in traditional yaw brakes with a closed structure.

[0032] Example 2 Please see Figure 8 and Figure 9Based on Embodiment 1, this embodiment further enhances heat dissipation and debris removal capabilities by uniformly opening several sets of arc-shaped notches, i.e., arc-shaped opening structures, on the outer annular wall of the disc-shaped brake disc 71. These arc-shaped openings are evenly arrayed along the circumference of the brake disc 71, ensuring uniform and seamless circumferential airflow and debris flow. Traditional brake discs employ a closed, fully circular structure, making it easy for metal debris and dust generated by friction to accumulate inside the friction pair gaps, preventing their discharge. Long-term accumulation leads to abrasive wear, accelerating the wear rate of the brake pads and disc, while also blocking the heat dissipation vents and hindering airflow, further deteriorating the heat dissipation effect. The outer arc-shaped openings in this embodiment are specifically designed as radial flow channels that allow high-speed cooling airflow and friction debris to pass smoothly. During the ventilation process of the heat dissipation duct, the axial airflow from top to bottom can form a radial flow channel through the arc-shaped openings, creating a composite flow field of axial penetration and radial diversion within the cavity, significantly improving the air replacement efficiency inside the cavity. Meanwhile, the fine metal wear debris and friction dust generated during braking friction can be quickly diffused and discharged outwards through the arc opening with the high-speed airflow, avoiding debris retention, accumulation, and jamming in the contact surface of the friction pair and inside the through hole. This effectively prevents abrasive wear and channel blockage, continuously ensuring the smooth flow of heat dissipation air ducts and the cleanliness of the working surface of the friction pair, and significantly improving the long-term operational stability and durability of the braking components.

[0033] Please see Figure 8 This embodiment fully defines the airflow circulation path and self-cleaning mechanism of the active heat dissipation component. The air supply pipe 82, installed on the outside of the ring 8, extends outward and seals through the mounting cavity 401. The end is used to connect to the onboard high-pressure air pump of the wind turbine or an independent external air pump in the field to provide a continuous and stable high-pressure air source for the braking heat dissipation system. After braking ends or under braking high temperature warning conditions, the external air pump starts working. High-pressure dry gas is continuously delivered into the sealed inner cavity of the top ring 8 through the air supply pipe 82. The air supply pipe 82 is a flexible hose. After the air pressure inside the ring 8 increases, the high-pressure gas is sprayed downward at high speed through multiple sets of nozzles 81 evenly arranged on the side wall. The high-pressure airflow directly impacts the surface of the heat sink 63 fins arranged below, performing the first stage of forced convection cooling on the high-temperature heat sink 63 and the upper surface of the sliding disk 6, quickly removing the surface high temperature accumulated during braking. Subsequently, the high-speed airflow continues to flow downwards, passing through the through holes on the surface of the sliding disc 6, the through holes of the brake pad 62, and the through holes of the brake disc 71 in sequence, forming a continuous axial airflow stream. When the airflow flows through the contact surface of the friction pair, it can quickly carry away the core high temperature of the friction interface, while carrying away the fine wear debris generated by friction. The debris is radially diverted through the arc opening on the outer periphery of the brake disc 71, and finally discharged downwards through the through holes of the bottom friction disc 4012 to the outside of the mounting cavity sleeve 401, completing the entire process of heat dissipation, purging, and debris removal.

[0034] Please see Figure 8This embodiment innovatively achieves a visual inspection function for brake wear. The magnetic chuck 4013 can simultaneously perform the dual functions of magnetic attraction and debris collection monitoring. During long-term braking and damping, the brake pads 62, brake discs 71, and friction discs 4012 continuously generate trace amounts of ferromagnetic metal debris and friction dust through mutual friction. These debris have ferromagnetic adsorption properties. The bottom magnetic chuck 4013 continuously generates a stable permanent magnetic field, which can directionally attract and collect all suspended, scattered, and blown-off ferromagnetic wear debris in the cavity, ensuring that all wear debris is uniformly accumulated and adsorbed on the surface and surrounding area of ​​the magnetic chuck 4013, preventing it from scattering and accumulating in other parts of the cavity. As the braking duration increases, the thickness, density, and area of ​​debris accumulation on the surface of the magnetic chuck 4013 will increase simultaneously, and the amount of accumulated debris is positively correlated with the overall wear of the brake friction pair. On-site maintenance personnel can visually observe the debris accumulation on the surface of the magnetic chuck 4013 through the observation window in the tower compartment or by simply opening the cover for inspection. The accumulated debris volume allows for precise assessment of the wear degree of the brake pads and discs, achieving visualized and non-disassembly-based monitoring of brake wear without the need for complete disassembly of the braking mechanism or specialized testing instruments. This structural innovation transforms passive maintenance into proactive predictive maintenance, accurately predicting the wear life of components and arranging spare parts replacement and maintenance work in advance. This effectively avoids safety hazards such as brake slippage, insufficient braking torque, and yaw positioning failure caused by excessive brake wear, significantly reducing unit operation and maintenance risks and costs.

[0035] To improve the ease of equipment assembly and maintenance, this embodiment adopts a split modular cavity structure design. The braking component 4 is assembled from a lower mounting cavity sleeve 401, a middle upper cavity sleeve 402, and a top cover 403. This design abandons the traditional one-piece welded cavity structure, offering advantages such as convenient disassembly and assembly, easy maintenance, simple processing and molding, and modular replacement. The upper cavity sleeve 402 is located at the top opening of the mounting cavity sleeve 401. The upper cavity sleeve 402 is detachably fixed via a through-type limiting bolt 4011, which penetrates both the mounting cavity sleeve 401 and the upper cavity sleeve 402, achieving precise coaxial positioning and rigid locking of the upper and lower cavities, ensuring the overall structural strength and coaxiality accuracy of the cavity. The top cover 403 seals the top opening of the upper cavity sleeve 402 and is secured with bolts, achieving a top seal against dust, water, and oil / gas intrusion, ensuring long-term clean and stable operation of the internal sliding, friction, and magnetic structures. This modular, split-structure design allows for quick disassembly and replacement of the internal components, including the sliding disc, heat sink, brake pads, brake disc, and magnetic assemblies, by removing the top cover and upper cavity sleeve. This eliminates the need to disassemble the entire brake unit or the yaw transmission structure, significantly reducing the difficulty of on-site maintenance, parts replacement, and cavity cleaning. It is suitable for high-altitude, confined, and challenging operating scenarios for wind turbines, and significantly improves the maintainability of the equipment.

[0036] Regarding the top assembly and sealing structure of the brake component 4, this embodiment adopts a top-mounted hydraulic installation and sealed pipeline layout. The hydraulic rod 4031 is fixedly installed at the inner center of the top cover 403, ensuring precise assembly positioning and centered force. This guarantees a uniform and vertically downward output of axial clamping force, without off-center loading or tilting, further improving the stability of brake clamping. Simultaneously, the outward-extending air supply pipe 82 penetrates the pre-reserved perforation position of the top cover 403 using a sealed through-hole method. The perforation position is equipped with a dedicated sealing gasket and sealing sleeve, achieving complete sealing between the pipeline and the top cover. This prevents external moisture, dust, and oil from entering the cavity through pipeline gaps, while also preventing leakage of internal high-pressure airflow, ensuring the air pressure stability and heat dissipation efficiency of the cooling duct. The top-mounted hydraulic assembly and sealed pipeline layout result in a neat overall structure, excellent sealing performance, and a high level of protection. It effectively adapts to harsh wind power conditions such as outdoor sandstorms, rain, snow, high humidity, and salt spray corrosion, significantly improving the overall protection performance and service life of the braking mechanism.

[0037] like Figure 9 As shown, this embodiment features specific optimizations to the heat dissipation structure's materials and form. The heat sink 63 is integrally formed from high thermal conductivity metal materials such as aluminum alloy or copper alloy, possessing advantages such as fast heat conduction speed, low specific heat capacity, rapid heat absorption and dissipation response, light weight, and corrosion resistance, far superior to the heat exchange effect of ordinary carbon steel. The heat sink 63 is designed with a radially uniformly distributed finned structure, with multiple sets of fins arranged in a ring array, greatly expanding the convective heat exchange area with the high-pressure airflow and significantly improving heat exchange efficiency. The heat sink 63 is firmly fixed to the top surface of the sliding disk 6 through welding, bolt fastening, or integral casting, with a tight and gapless connection. This allows for rapid transfer of frictional heat accumulated during the operation of the sliding disk 6 and brake pad 62 to the fin surface, which is then carried away by forced convection through high-speed jet airflow. This achieves rapid heat removal and dissipation from the friction pair, eliminating braking heat accumulation and thermal decay problems from both material and structural dimensions, and continuously ensuring stable and reliable braking torque.

[0038] In summary, this embodiment achieves nine core optimization effects on the basis of the basic structure: hydraulic pure axial force protection, magnetic backlash elimination and vibration prevention, forced convection active heat dissipation, airflow self-cleaning and chip removal, visual wear monitoring of accumulated debris, modular rapid maintenance, high protection sealing, efficient heat conduction and heat exchange, and precise guidance throughout the process. It systematically solves various industry pain points of existing wind turbine yaw braking mechanisms, with a rigorous structure, excellent performance, wide adaptability to working conditions, and outstanding industrialization value.

[0039] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention. In particular, open-ended terms such as "comprising" and "having" used in the claims should be interpreted as non-exclusive inclusion; functional expressions such as "configured as" and "used for" should be understood to cover all known or future-developed technical means capable of achieving the function, and not limited to the specific structures explicitly described in the specification.

Claims

1. A yaw gear ring and steering braking mechanism for a wind turbine, comprising a tower body (1), a tower nacelle (2), and a yaw bearing (5) connecting the two, wherein a drive component (3) and a brake component (4) are installed on the tower nacelle (2), and the drive component (3) meshes with the yaw gear ring (501) of the yaw bearing (5) for transmission; characterized in that, The braking element (4) includes: The mounting cavity sleeve (401) has a limiting bolt (4011) along the axial direction inside, and a friction disc (4012) and a magnetic chuck (4013) at the bottom. The shaft (7) passes through the mounting cavity sleeve (401), with a brake disc (71) located in the cavity at its top and a brake gear (72) meshing with the yaw gear ring (501) at its bottom. The sliding disc (6) is slidably sleeved on the limiting bolt (4011). It has a brake pad (62) at the bottom and a heat sink (63) and a ring (8) at the top. The sliding disc (6) has a groove (61) that cooperates with the limiting bolt (4011) to restrict circumferential rotation. A hydraulic rod (4031) is mounted on the top of the mounting cavity sleeve (401) and drives the sliding disc (6) to move axially, so that the brake pad (62) presses against the brake disc (71) and the brake disc (71) presses against the friction disc (4012); the magnetic chuck (4013) is configured to apply an axial magnetic attraction force to the brake gear (72); The active heat dissipation component includes a nozzle (81) on the ring (8) and an air supply pipe (82) extending out of the mounting cavity (401). The nozzle (81) is positioned facing the heat sink (63). The friction disc (4012), the sliding disc (6) and the brake disc (71) are all provided with through holes, which together with the nozzle (81) form a through heat dissipation air duct.

2. The wind turbine yaw gear ring and steering braking mechanism according to claim 1, characterized in that, The slide groove (61) and the limiting bolt (4011) form an anti-rotation guide pair, configured to restrict the circumferential rotation of the sliding disc (6) during braking, so that the hydraulic rod (4031) only bears axial load.

3. The wind turbine yaw gear ring and steering braking mechanism according to claim 1, characterized in that, The magnetic attraction force setting value of the magnetic chuck (4013) is less than the minimum braking thrust of the hydraulic rod (4031). Under braking conditions, the pressure applied by the hydraulic rod (4031) overcomes the attraction force of the magnetic chuck (4013) on the brake gear (72), thereby achieving contact and pressing between the brake pad (62) and the brake disc (71).

4. The wind turbine yaw gear ring and steering braking mechanism according to claim 1, characterized in that, The brake disc (71) has several arc-shaped openings on its outer periphery, which are configured as guide channels that allow gas and friction debris to pass through.

5. The wind turbine yaw gear ring and steering braking mechanism according to claim 1, characterized in that, The air supply pipe (82) is configured to connect to an external air pump. The gas generated by the external air pump is transported through the air supply pipe (82) to the inside of the ring (8), sprayed out from the nozzle (81) and flows through the through holes on the heat sink (63), the sliding disc (6) and the brake pad (62), and finally discharged from the outside of the brake component (4) through the through holes on the friction disc (4012).

6. The wind turbine yaw gear ring and steering braking mechanism according to claim 1, characterized in that, The magnetic chuck (4013) is also configured to attract ferromagnetic friction debris generated by braking, so as to indicate the wear condition by the amount of accumulated debris.

7. The wind turbine yaw gear ring and steering braking mechanism according to claim 1, characterized in that, It also includes an upper cavity sleeve (402) and a top cover (403), wherein the upper cavity sleeve (402) is detachably fixed to the top of the mounting cavity sleeve (401) by the limiting bolt (4011), and the top cover (403) is sealed on the top of the upper cavity sleeve (402).

8. The wind turbine yaw gear ring and steering braking mechanism according to claim 7, characterized in that, The hydraulic rod (4031) is installed inside the top cover (403), and the air supply pipe (82) is sealed through the top cover (403).

9. The wind turbine yaw gear ring and steering braking mechanism according to claim 1, characterized in that, The heat sink (63) is a finned structure made of a high thermal conductivity metal material and is fixedly connected to the sliding disk (6).

10. The wind turbine yaw gear ring and steering braking mechanism according to claim 1, characterized in that, The limiting bolt (4011) is axially inserted through the mounting cavity sleeve (401), and the sliding groove (61) is a groove structure that matches the cross-sectional shape of the limiting bolt (4011).

Images