Direct current motor brake protection device

Abstract

The utility model provides a direct current motor brake protection device which comprises a fixing frame, an inner cavity of the fixing frame is symmetrically connected with mounting plates, the mounting plates are movably connected with a transmission shaft through bearings, one end of the inner cavity of the fixing frame is symmetrically connected with hydraulic rods, telescopic rods of the hydraulic rods are fixedly connected with a main fixing plate, and the surface of the main fixing plate is symmetrically connected with main brake plates. The other end of the inner cavity of the fixing frame is symmetrically connected with auxiliary guide rods, the two ends of each auxiliary guide rod are sleeved with springs, an auxiliary fixing plate is slidably connected with the auxiliary guide rods through correspondingly-formed auxiliary guide holes, meanwhile, the side, close to the transmission shaft, of the auxiliary fixing plate is fixedly connected with an auxiliary brake plate, and the other side of the auxiliary fixing plate is fixedly connected with a fixing rope. Through cooperation of the hydraulic rod, the main brake plate, the auxiliary brake plate, the electromagnet and the transmission shaft, the brake protection device is internally provided with a double-brake protection structure, emergency braking can be conducted on the transmission shaft and the direct current motor under the power failure condition, and therefore the braking safety of the brake motor is enhanced.

Description

Technical Field

[0001] The utility model relates to the technical field of motor braking, in particular to a DC motor braking protection device. Background Art

[0002] Common braking protection methods for DC motors mainly include reverse connection braking, dynamic braking, and mechanical braking, etc. Among them, reverse connection braking: when the motor is powered off, a power supply opposite to the normal operating power supply is applied to the motor power supply through a control method, so that the rotation direction of the motor rotor is opposite to the rotation direction of the motor rotating magnetic field, thereby generating a braking torque and accelerating the deceleration of the motor; Dynamic braking is also known as counter-excitation braking, which is one of the most commonly used braking methods for DC motors. Its principle is opposite to the principle of generating electromotive force during previous normal operation. By changing the power supply polarity and operating direction of the motor, the motor generates an electromotive force in the opposite direction, thereby braking the motor; Mechanical braking is a traditional DC motor braking method, which is realized by braking the output shaft of the motor through a mechanical braking device. However, most of the common braking protection methods for DC motors need to be powered on to perform corresponding braking protection. However, when the DC motor and its attached components are powered off accidentally, the common braking protection methods for DC motors are extremely prone to failure problems, so that the DC motor cannot perform emergency braking in an emergency. Moreover, most of the existing DC motors have only one braking protection method, resulting in an imperfect braking protection effect for the DC motor, lacking a backup braking structure, and leading to a low fault tolerance rate for the braking protection device of the DC motor. Content of the Utility Model

[0003] In order to overcome the defects existing in the prior art, a DC motor braking protection device is provided herein to solve the problems raised in the above background art.

[0004] To achieve the above object, a DC motor braking protection device is provided, including: a fixed frame, symmetric mounting plates are connected inside the fixed frame cavity, the mounting plates are movably connected to a transmission shaft through bearings, and hydraulic rods are symmetrically connected to one end inside the fixed frame cavity. The telescopic rod of the hydraulic rod is fixedly connected to a main fixing plate. Main braking plates are symmetrically connected to the surface of the main fixing plate. And auxiliary guide rods are symmetrically connected to the other end inside the fixed frame cavity. Springs are sleeved at both ends of the auxiliary guide rods. And an auxiliary fixing plate is slidably connected to the auxiliary guide rods through correspondingly opened auxiliary guide holes. At the same time, an auxiliary braking plate is fixedly connected to the side of the auxiliary fixing plate close to the transmission shaft, and a fixing rope is fixedly connected to the other side of the auxiliary fixing plate. The fixing rope is fixedly connected to an auxiliary moving plate through a guiding component. The auxiliary moving plate is fixedly connected to both ends of an electromagnet. The electromagnet is fixedly connected to the bottom inside the fixed frame cavity.

[0005] Preferably, the fixed frame has a square tube structure. At one end of the inner cavity of the fixed frame, two groups of main guide rods are symmetrically connected, and at the other end of the inner cavity of the fixed frame, four groups of secondary guide rods are symmetrically connected. Both the main guide rods and the secondary guide rods have a cylindrical structure.

[0006] Preferably, the main fixing plate has a square structure. At both ends of the main fixing plate close to the transmission shaft, two groups of main brake plates are symmetrically connected. Both groups of main brake plates have a concave-shaped structure, and the groove of the main brake plate has a curved surface structure. At the same time, the main fastening layer fixedly connected in the groove of the main brake plate has a fan-shaped ring structure.

[0007] Preferably, at the positions corresponding to the main guide rods on the lower surface of the main fixing plate, two groups of main moving plates are correspondingly connected. Both groups of main moving plates have a rectangular structure, and at the positions corresponding to the main guide rods at the lower ends of the main moving plates, main guide holes are correspondingly opened.

[0008] Preferably, the secondary fixing plate has a rectangular structure. At the four corners of the secondary fixing plate, four groups of secondary guide holes are correspondingly opened at the positions corresponding to the secondary guide rods. The secondary brake plate fixedly connected to the surface of the secondary fixing plate has a concave-shaped structure, the groove of the secondary brake plate has a curved surface structure, and at the same time, the secondary fastening layer fixedly connected in the groove of the secondary brake plate has an Ω-shaped structure.

[0009] Preferably, at the positions corresponding to both ends of the electromagnet at the bottom of the inner cavity of the fixed frame, four groups of guide plates are correspondingly connected. All four groups of guide plates have a rectangular structure. The end faces at both ends of the guide plate have an L-shaped structure, and the bent part of the guide plate is slidably connected in the grooves opened at both ends of the secondary moving plate. At the same time, the secondary moving plate as a whole has an I-shaped structure.

[0010] Preferably, a friction sleeve is sleeved on the surface of the transmission shaft at the position corresponding to the main brake plate. The friction sleeve has a cylindrical structure. Along the circumference, a plurality of convex blocks are fixedly connected at equal intervals at the position of the transmission shaft corresponding to the secondary brake plate. The convex blocks have a hemispherical structure. At the same time, the guide assembly has a C-shaped structure, and the bent parts at both ends of the guide assembly are movably connected to two groups of roller shafts through bearings.

[0011] Compared with the prior art, the beneficial effects of the present utility model are as follows: Through the cooperation of the fixed frame, the hydraulic rod, the main fixing plate and the main brake plate, the braking protection device can actively brake and protect the DC motor and the transmission shaft. And through the cooperation of the secondary guide rods, the secondary fixing plate, the secondary brake plate, the fixing rope, the guide assembly, the secondary moving plate and the electromagnet, the braking protection device can emergently brake and protect the transmission shaft and the DC motor when there is an accidental power failure, ensuring that the DC motor can achieve the braking effect under different conditions. Thus, through the double braking protection structure, the fault tolerance rate of the braking protection structure and the perfection and safety of braking the DC motor under different conditions are effectively improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Figure 1It is a front view schematic diagram of an embodiment of the utility model.

[0013] Figure 2 It is a rear view schematic diagram of an embodiment of the utility model.

[0014] Figure 3 It is a side view schematic diagram of an embodiment of the utility model.

[0015] Figure 4 It is a top view schematic diagram of an embodiment of the utility model.

[0016] Figure 5 It is a connection schematic diagram of the auxiliary moving plate and the guide plate of an embodiment of the utility model.

[0017] In the figure: 1, fixed frame; 2, mounting plate; 3, main guide rod; 4, main moving plate; 5, hydraulic rod; 6, main fixing plate; 7, main braking plate; 8, transmission shaft; 9, fixing rope; 10, auxiliary fixing plate; 11, auxiliary guide rod; 12, convex block; 13, electromagnet; 14, auxiliary moving plate; 15, guide plate; 16, auxiliary braking plate; 17, guide assembly. Specific embodiments

[0018] Refer to Figures 1 to 5 As shown, the utility model provides a DC motor braking protection device, including: a fixed frame 1, symmetrically connected mounting plates 2 in the inner cavity of the fixed frame 1, the mounting plates 2 are movably connected to the transmission shaft 8 through bearings, and one end of the inner cavity of the fixed frame 1 is symmetrically connected with hydraulic rods 5, the telescopic rods of the hydraulic rods 5 are fixedly connected to the main fixing plate 6, the surfaces of the main fixing plate 6 are symmetrically connected with main braking plates 7, and the other end of the inner cavity of the fixed frame 1 is symmetrically connected with auxiliary guide rods 11, springs are sleeved at both ends of the auxiliary guide rods 11, and the auxiliary fixing plate 10 is slidably connected to the auxiliary guide rods 11 through correspondingly opened auxiliary guide holes. At the same time, one side of the auxiliary fixing plate 10 close to the transmission shaft 8 is fixedly connected with an auxiliary braking plate 16, the other side of the auxiliary fixing plate 10 is fixedly connected with a fixing rope 9, and the fixing rope 9 is fixedly connected to the auxiliary moving plate 14 through a guide assembly 17, the auxiliary moving plate 14 is fixedly connected to both ends of the electromagnet 13, and the electromagnet 13 is fixedly connected to the bottom of the inner cavity of the fixed frame 1.

[0019] In this embodiment, the output shaft of the DC motor is fixedly connected to the transmission shaft 8 through a coupling. Subsequently, the output shaft of the DC motor can rotate and stop synchronously with the transmission shaft 8 of the braking protection device. Therefore, when the DC motor needs to be braked, the switch of the hydraulic rod 5 is activated, and the telescopic rod of the hydraulic rod 5 pushes the main fixed plate 6 to move, so that the main fixed plate 6 can push the main brake plate 7 to abut against the surface of the transmission shaft 8, thereby realizing the braking treatment of the transmission shaft 8. When the DC motor and its attached components suddenly lose power, the electromagnet 13 inside the braking protection device will stop adsorbing and fixing the secondary moving plate 14 due to power failure. Therefore, the electromagnet 13 can no longer apply a force to the secondary fixed plate 10 through the secondary moving plate 14 and the fixing rope 9. Thus, the secondary fixed plate 10 will quickly reset under the action of the compressed spring. Subsequently, the secondary fixed plate 10 will push the secondary brake plate 16 to abut against the surface of the transmission shaft 8. Through the cooperation of the secondary fastening layer on the surface of the secondary brake plate 16 and the convex block 12 on the surface of the transmission shaft 8, the braking effect of the secondary brake plate 16 on the transmission shaft 8 can be effectively enhanced, thereby ensuring that the DC motor and the transmission shaft 8 will perform rapid braking in the event of a power failure, enhancing the safety and practicality of the braking protection device, and ensuring that the braking protection device has a high error tolerance.

[0020] As a preferred embodiment, the fixed frame 1 has a square tube structure. At one end of the inner cavity of the fixed frame 1, two groups of main guide rods 3 are symmetrically connected, and at the other end of the inner cavity of the fixed frame 1, four groups of secondary guide rods 11 are symmetrically connected. Both the main guide rods 3 and the secondary guide rods 11 have a cylindrical structure.

[0021] In this embodiment, as Figure 1 , Figure 2 and Figure 3 , the arrangement of the main guide rods 3 and the secondary guide rods 11 enables the main fixed plate 6 and the secondary fixed plate 10 to move stably within the fixed frame 1, thereby ensuring that both the main brake plate 7 and the secondary brake plate 16 can accurately abut against the surface of the transmission shaft 8, thus realizing the braking effect of the transmission shaft 8.

[0022] As a preferred embodiment, the main fixed plate 6 has a square structure. At both ends of the side of the main fixed plate 6 close to the transmission shaft 8, two groups of main brake plates 7 are symmetrically connected. Both groups of main brake plates 7 have a concave structure, and the groove of the main brake plate 7 has a curved surface structure. At the same time, the main fastening layer fixedly connected in the groove of the main brake plate 7 has a sector ring structure.

[0023] In this embodiment, as Figure 1 , Figure 3 and Figure 4 , the main fastening layer is made of soft rubber material, which can assist in enhancing the braking effect of the main brake plate 7 on the transmission shaft 8. Moreover, the curved surface structures of the main brake plate 7 and the main fastening layer can effectively increase the contact area between the main brake plate 7 and the transmission shaft 8, ensuring that the transmission shaft 8 can be smoothly braked.

[0024] As a preferred embodiment, two sets of main moving plates 4 are correspondingly connected to the position of the lower surface of the main fixing plate 6 relative to the main guide rod 3. Both sets of main moving plates 4 are rectangular structures, and main guide holes are correspondingly opened at the positions of the lower ends of the main moving plates 4 relative to the main guide rod 3.

[0025] In this embodiment, as shown in Figure 1 and Figure 3 , the sizes of the main guide holes and the main guide rod 3 are adapted to each other, thereby being able to assist in enhancing the stability of the main moving plate 4 and the main fixing plate 6 when moving inside the fixed frame 1.

[0026] As a preferred embodiment, the auxiliary fixing plate 10 is rectangular in structure. Four sets of auxiliary guide holes are correspondingly opened at the positions of the four corners of the auxiliary fixing plate 10 relative to the auxiliary guide rod 11. The auxiliary braking plate 16 fixedly connected to the surface of the auxiliary fixing plate 10 is concave in structure, the groove of the auxiliary braking plate 16 is arc-shaped, and the auxiliary fastening layer fixedly connected in the groove of the auxiliary braking plate 16 is Ω-shaped.

[0027] In this embodiment, as shown in Figure 2 , Figure 3 and Figure 4 , the auxiliary fastening layer is made of soft rubber material, and the arc-shaped structures at both ends of the auxiliary fastening layer can effectively reduce the problem of jamming between the auxiliary fastening layer and the convex block 12, ensuring that the convex block 12 can move to the inner side of the auxiliary fastening layer as the transmission shaft 8 rotates, so as to achieve the braking effect of the auxiliary braking plate 16 on the transmission shaft 8. The sizes of the auxiliary guide holes and the auxiliary guide rod 11 are adapted to each other, and can assist in enhancing the stability of the auxiliary fixing plate 10 when moving.

[0028] As a preferred embodiment, four sets of guide plates 15 are correspondingly connected to the positions of the bottom of the inner cavity of the fixed frame 1 relative to both ends of the electromagnet 13. All four sets of guide plates 15 are rectangular structures, the end faces at both ends of the guide plates 15 are L-shaped, and the bent portions of the guide plates 15 are slidably connected to the grooves opened at both ends of the auxiliary moving plate 14. At the same time, the auxiliary moving plate 14 is integrally I-shaped.

[0029] In this embodiment, as shown in Figure 2 , Figure 3 and Figure 4 , the sizes of the bent portions of the guide plates 15 and the grooves opened in the auxiliary moving plate 14 are adapted to each other, thereby being able to assist in enhancing the stability of the auxiliary moving plate 14 when moving at the bottom of the inner cavity of the fixed frame 1, avoiding the problem that the auxiliary moving plate 14 moves randomly in the inner cavity of the fixed frame 1, and ensuring the safety of the braking protection device.

[0030] As a preferred embodiment, a friction sleeve is sleeved on the surface of the transmission shaft 8 relative to the main brake plate 7. The friction sleeve has a cylindrical structure, and a plurality of convex blocks 12 are fixedly connected at equal intervals in the circumferential direction on the surface of the transmission shaft 8 relative to the secondary brake plate 16. The convex blocks 12 have a hemispherical structure. At the same time, the guiding assembly 17 has a U-shaped structure, and the bent portions at both ends of the guiding assembly 17 are movably connected to two roller shafts through bearings.

[0031] In this embodiment, as Figure 1 , Figure 2 and Figure 3 , the outer side surface of the friction sleeve is a rough surface, which can assist in enhancing the braking effect of the main brake plate 7 on the transmission shaft 8. The setting of the convex blocks 12 can assist in enhancing the frictional resistance between the secondary brake plate 16 and the transmission shaft 8, thereby enhancing the braking effect of the secondary brake plate 16 on the transmission shaft 8. At the same time, the circuit between the electromagnet 13 and the hydraulic rod 5 is in series. Therefore, when the hydraulic rod 5 is powered off and cannot be used due to an accidental failure, the electromagnet 13 can be powered off synchronously, so that the braking protection device can perform corresponding braking treatments on the transmission shaft 8 and the DC motor under different circumstances.

[0032] The DC motor braking protection device of the present utility model, through the cooperation of the hydraulic rod 5, the main brake plate 7, the secondary brake plate 16, the electromagnet 13 and the transmission shaft 8, enables the braking protection device to have a dual braking protection structure inside, and can perform emergency braking on the transmission shaft 8 and the DC motor in the case of power failure, improving the braking fault tolerance rate of the DC motor during use, thereby enhancing the safety of the braking of the braking motor.

Claims

1. A DC motor braking protection device, comprising: Fixed frame (1), characterized in that: mounting plates (2) are symmetrically connected inside the fixed frame (1), the mounting plates (2) are movably connected to the transmission shaft (8) through bearings, and hydraulic rods (5) are symmetrically connected to one end inside the fixed frame (1), the telescopic rods of the hydraulic rods (5) are fixedly connected to the main fixing plate (6), the main braking plates (7) are symmetrically connected to the surface of the main fixing plate (6), and auxiliary guide rods (11) are symmetrically connected to the other end inside the fixed frame (1), springs are sleeved at both ends of the auxiliary guide rods (11), and the auxiliary fixing plate (10) is slidably connected to the auxiliary guide rods (11) through correspondingly opened auxiliary guide holes. At the same time, an auxiliary braking plate (16) is fixedly connected to one side of the auxiliary fixing plate (10) close to the transmission shaft (8), a fixing rope (9) is fixedly connected to the other side of the auxiliary fixing plate (10), and the fixing rope (9) is fixedly connected to the auxiliary moving plate (14) through a guiding assembly (17), the auxiliary moving plate (14) is fixedly connected to both ends of the electromagnet (13), and the electromagnet (13) is fixedly connected to the bottom inside the fixed frame (1).

2. The DC motor braking protection device according to claim 1, characterized in that, The fixed frame (1) has a square tube structure, two groups of main guide rods (3) are symmetrically connected to one end inside the fixed frame (1), four groups of auxiliary guide rods (11) are symmetrically connected to the other end inside the fixed frame (1), and both the main guide rods (3) and the auxiliary guide rods (11) have a cylindrical structure.

3. The DC motor braking protection device according to claim 1, characterized in that, The main fixing plate (6) has a square structure, two groups of main braking plates (7) are symmetrically connected to both ends of the side of the main fixing plate (6) close to the transmission shaft (8), and both groups of main braking plates (7) have a concave structure, the groove of the main braking plate (7) has an arc-shaped structure, and at the same time, the main fastening layer fixedly connected inside the groove of the main braking plate (7) has a fan-shaped ring structure.

4. A DC motor braking protection device according to claim 1, characterized in that, Two groups of main moving plates (4) are correspondingly connected to the positions of the lower surface of the main fixing plate (6) relative to the main guide rods (3), both groups of main moving plates (4) have a rectangular structure, and main guide holes are correspondingly opened at the positions of the lower ends of the main moving plates (4) relative to the main guide rods (3).

5. A DC motor braking protection device according to claim 1, characterized in that, The auxiliary fixing plate (10) has a rectangular structure, four groups of auxiliary guide holes are correspondingly opened at the positions of the four corners of the auxiliary fixing plate (10) relative to the auxiliary guide rods (11), and the auxiliary braking plate (16) fixedly connected to the surface of the auxiliary fixing plate (10) has a concave structure, the groove of the auxiliary braking plate (16) has an arc-shaped structure, and at the same time, the auxiliary fastening layer fixedly connected inside the groove of the auxiliary braking plate (16) has an Ω-shaped structure.

6. The direct current motor braking protection device according to claim 1, wherein, Four groups of guide plates (15) are correspondingly connected to the positions of the bottom inside the fixed frame (1) relative to both ends of the electromagnet (13), and all four groups of guide plates (15) have a rectangular structure, the end faces at both ends of the guide plates (15) have an L-shaped structure, and the bent parts of the guide plates (15) are slidably connected to the grooves opened at both ends of the auxiliary moving plate (14), and at the same time, the auxiliary moving plate (14) as a whole has an I-shaped structure.

7. A DC motor braking protection device according to claim 1, characterized in that, A friction sleeve is sleeved on the surface of the transmission shaft (8) relative to the position of the main brake plate (7). The friction sleeve has a cylindrical structure, and a plurality of groups of bumps (12) are fixedly connected at equal intervals in the circumferential direction on the surface of the transmission shaft (8) relative to the position of the auxiliary brake plate (16). The bumps (12) have a hemispherical structure. At the same time, the guiding component (17) has a U-shaped structure, and the bent parts at both ends of the guiding component (17) are movably connected to two sets of roller shafts through bearings.

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