Electromagnetic brake

Abstract

The utility model comprises a rotor, a brake disc, a friction ring and a stator which are sequentially arranged in the axial direction. The rotor disc and the stator form a shell of the electromagnetic brake and also serve as a radiator. The outer section of a transmission shaft pipe of the rotor is connected with a rotating mechanism of equipment, the inner section of the transmission shaft pipe is inserted into an axis hole of the brake disc, and the transmission shaft pipe is driven by a transmission mechanism of the equipment to drive the brake disc to rotate. Under the action of the reset spring, the brake disc is in a state of being tightly attached to the rotor disc. And the friction ring and the electromagnet are embedded in the stator. The electromagnetic force generated after the electromagnet is electrified attracts the brake disc to move axially, so that the brake disc is pressed on the friction ring, and the friction force between the brake disc and the friction ring slows down the brake disc to achieve braking. When the electromagnet loses power and loses electromagnetic force, the brake disc returns to the initial position and is separated from the friction ring under the action of the reset spring, and therefore braking is relieved. The magnetic force of the electromagnet is controlled by controlling the current of the electromagnet, so that the required braking force can be obtained.

Description

TECHNICAL FIELD

[0001] The utility model relates to the brake technical field, concretely relates to a kind of electromagnetic brake. BACKGROUND

[0002] The electromagnetic brake has the advantages of compact structure, simple operation, fast response, long service life, reliable use, easy to realize remote control, etc. Therefore, the electromagnetic brake becomes an ideal automated execution element in modern industry, and is widely used in the machinery of metallurgy, construction, chemical industry, food, machine tool, stage, elevator, ship, packaging and other industries.

[0003] The mainstream electromagnetic brake at present is power-off brake, and its basic principle is that the electromagnet of the electromagnetic brake is connected with rated current, generates electromagnetic force, attracts armature, makes armature and brake disc separate, and transmission shaft is normally operated with brake disc. When the electromagnet is powered off, the electromagnet immediately loses electromagnetic force, and the armature is tightly pressed on the brake disc under the action of brake spring, and the friction force between the armature and the brake disc makes the transmission shaft stop quickly to realize braking. The mainstream power-off brake electromagnet brake has the following shortcomings: the electromagnetic brake must be continuously powered when the equipment is normally working, and a large amount of electric energy is consumed. At the same time, the electromagnet is continuously powered for a long time, which will generate a lot of heat and become a hidden danger. Brake disc and friction plate are in the brake, and the heat dissipation effect is poor. The electromagnet loses power and loses electromagnetic force immediately, which leads to the power-off brake electromagnetic brake to brake immediately with the maximum braking force, so the huge impact force is a major hidden danger to the equipment (especially the high-speed running equipment). There is no self-detection system, and it cannot detect whether it can work normally in advance. CONTENT OF THE UTILITY MODEL

[0004] In view of the above shortcomings of the prior art, the utility model provides a novel electromagnetic brake, which starts braking when powered on, has the advantages of simple structure, good heat dissipation effect, saving electric energy, self-detection, compensation adjustment after wear to ensure that the braking effect does not decrease, etc.

[0005] In order to realize the above purpose, the following technical scheme is proposed:

[0006] The electromagnetic brake comprises a rotor, a brake disc, a friction ring and a stator arranged axially in sequence. The rotor and the stator constitute the shell of the electromagnetic brake and simultaneously serve as the heat sink of the electromagnetic brake. The outer section of the transmission shaft tube of the rotor is connected to the transmission mechanism of the controlled device, the inner section of the transmission shaft tube is inserted into the brake disc shaft hole, and the transmission shaft tube rotates under the drive of the transmission mechanism of the controlled device, thereby driving the brake disc to rotate; the reset column is inserted into the reset spring, then passes through the rotor disc and is fixed on the brake disc; under the action of the reset spring, the brake disc is in close contact with the rotor disc; the friction ring and the electromagnet are embedded in the stator. After the electromagnet is powered on, the electromagnetic force generated by the electromagnet attracts the armature ring to move axially, drives the brake ring to move and makes the brake ring press on the friction ring, the friction force between the brake ring and the friction ring makes the brake disc decelerate, thereby the transmission mechanism of the controlled device is decelerated to realize braking. When the electromagnet loses the electromagnetic force after losing power, the brake disc returns to the initial position under the action of the reset spring and is separated from the friction ring, thereby the braking is released. The current size of the electromagnet of the electromagnetic brake is controlled by the controller, the electromagnetic force size of the electromagnet is controlled by controlling the current size of the electromagnet, thereby the required size of the braking force can be obtained.

[0007] The rotor can be divided into two main parts, rotor disc and transmission shaft tube, according to structural features and functions. The rotor disc and transmission shaft tube are integrated structure. The outer wall of the transmission shaft tube is regular hexagon (or other regular polygon), and the inner hole is circular. The bearing in the transmission shaft tube fixes the rotor on the fixed shaft, and also makes the friction between the rotor and the fixed shaft very small. According to the function and position of the transmission shaft tube, it can be divided into inner transmission shaft tube and outer transmission shaft tube. The inner transmission shaft tube is inserted into the brake disc shaft hole and drives the brake disc to rotate when rotating. The length of the inner transmission shaft tube is appropriate, and the top plane thrust bearing rotates. The length of the inner transmission shaft tube determines the distance between the brake disc and the friction ring, so that the distance between the brake ring and the friction ring and the distance between the armature ring and the electromagnet are kept within the optimal distance range required for braking (since the attraction between the electromagnet and the armature decreases rapidly with the increase of the distance between them, in order to obtain the same size of electromagnetic force, even a small increase in the distance between the electromagnet and the armature will cause the required power of the electromagnet to increase exponentially, thus the energy consumption and the cost of electromagnet manufacturing and the space occupied by the electromagnet will increase sharply; If the distance between the brake disc and the friction ring is too small, it is easy to cause the brake disc and the friction ring to be unable to separate when the brake is released. Therefore, the distance between the brake ring and the friction ring and the distance between the armature ring and the electromagnet cannot be too long or too short. When not braking, the optimal distance between the electromagnet and the armature and the brake ring and the friction ring is usually 0.3-0.5mm). The function of the outer transmission shaft tube is to connect with the transmission mechanism of the controlled device, and to rotate with the transmission mechanism of the controlled device. The inner wall of the rotor disc is uniformly distributed with multiple ribs. During the rotation of the rotor with the device, the ribs can stir the air in the electromagnetic dynamic brake, making the air flow quickly, thereby enhancing the heat dissipation performance. There are 3 or more reset column mounting holes evenly distributed in the annular space near the transmission shaft tube on the rotor disc. The distance from the reset column mounting hole to the shaft center line is the same as the distance from the reset column fixing hole of the brake disc to the shaft center line and the distance from the electromagnet core to the shaft center line. The surface of the reset column and the inner wall surface of the reset column mounting hole on the rotor disc are smooth, and there is a proper gap between them, so that the reset column can move freely in the reset column mounting hole. The reset spring and a part of the reset column protrude out of the outer wall of the rotor disc, and all the reset columns are covered with the reset column protection cover, which can avoid the failure of the reset column caused by hanging foreign matter during the rotation of the rotor disc. In the non-braking state, the reset spring is in a certain degree of compression, so that the brake disc is in close contact with the rotor disc under the action of the reset spring when not braking.The transmission shaft tube inner section of the rotor has close contact with the brake disc, and the heat generated by the friction between the brake ring and the friction ring during braking can be quickly transmitted to the rotor disc and the stator through the transmission shaft tube inner section. The rotor disc, the stator and the brake disc are all made of metal materials with good heat transfer performance, so the heat generated by the friction between the brake disc and the friction ring during braking can be quickly dissipated through the rotor and the stator. Therefore, the overall heat dissipation effect of the electromagnetic brake is very good.

[0008] The brake disc is an integrated structure, and can be divided into two main parts, i.e. the armature ring and the brake ring, from inside to outside according to its function and position. The inner ring of the brake disc is the armature ring, and the thickness of the armature ring is appropriately thickened to increase the attraction of the electromagnet to the armature ring, so that the mass of the armature ring is as large as possible. The armature ring has a hexagonal shaft hole in the center, and the size of the shaft hole is matched with the size of the transmission shaft tube inner section of the rotor, so that the transmission shaft tube inner section can pass through the shaft hole of the armature ring. The inner surface of the shaft hole of the armature ring and the outer surface of the transmission shaft tube inner section are very smooth, so that the friction resistance of the brake disc is very small when moving axially on the transmission shaft tube inner section. At the same time, the armature ring has close contact with the transmission shaft tube inner section, so that the heat generated by the friction between the brake ring and the friction ring can be quickly transmitted to the transmission shaft tube inner section through the armature ring. The side of the armature ring facing the rotor has screw holes for fixing the reset column, and the reset column fixing screw holes do not penetrate the armature ring, but the depth is sufficient to stably fix the reset column. The number and position of the reset column fixing screw holes are consistent with the number and position of the reset column mounting holes on the rotor disc. The reset column is a screw structure, one end of which has a thread, and the length of the threaded part is matched with the depth of the reset column fixing screw hole; the other end has a nut, which can prevent the reset spring from slipping out of the reset column nut end after being inserted into the reset column. After the reset spring is inserted into the reset column, the threaded end of the reset column is inserted through the reset column mounting hole of the rotor disc and screwed into the reset column fixing screw hole of the armature ring to be fixed on the brake disc. The reset spring is clamped between the rotor disc and the nut of the reset column, and the original length of the reset spring is slightly longer than that of the reset column, so that the reset spring is in a certain degree of compression state when not braking. Under the action of the reset spring, the brake disc is in close contact with the rotor disc. The outer ring of the brake disc is the brake ring, and the electromagnetic force generated by the electromagnet after being electrified attracts the armature ring to move axially to drive the brake ring to move axially, so that the brake ring is pressed on the friction ring. The friction between the brake ring and the friction ring makes the brake disc decelerate to achieve braking. The distance between the armature ring and the electromagnet is slightly larger than the distance between the brake ring and the friction ring, so as to avoid the problem that after slight wear, the armature ring is in close contact with the core of the electromagnet, and the brake ring does not contact the friction ring to achieve braking. In order to save materials, the connecting part between the brake ring and the armature ring can be appropriately thin.

[0009] The friction ring is a thick circular ring structure, and is embedded in the stator. The width of the friction ring is consistent with the width of the brake ring. The surface of the friction ring in contact with the brake ring is flat, while the surface facing the stator is evenly distributed with 3 or more protruding structures, so that the friction ring does not slip when in contact with the brake ring after being embedded in the stator. The protruding structures of the friction ring also increase the contact area between the friction ring and the stator, allowing the heat generated during braking to be better and faster transferred to the stator, resulting in better heat dissipation. There are also 3 or more compensation adjustment screws between the protruding structures of the friction ring, which are used to adjust the position of the friction ring towards the brake disc after long-term use causes serious wear of the brake disc and the friction ring, so that the distance between the brake ring and the friction ring remains within the optimal distance range required for braking. A set of probes for detecting whether the electromagnetic brake has failed is embedded in the center of each protruding structure of the friction ring. Each set of probes contains two small metal rods with good electrical conductivity, consistent wear resistance with the friction ring. The two small metal rods of the probe are installed in an insulating sleeve and are insulated from each other. The thickness of the insulating sleeve is appropriate, and is made of a material with a certain elasticity, such as silicone, rubber, etc. The surface of the small metal rod is rough, so that the small metal rod cannot slide in the insulating sleeve. The back end of each small metal rod is connected to a small spring, and the other end of the spring is connected to a wire, which is connected to the brake controller. The two small metal rods connected to the wire are equivalent to a normally open switch. When the brake is started, the brake disc presses on the probe, and the probe is turned on. When the brake is released, the brake disc moves away from the probe, and the probe is turned off. Therefore, the controller can determine whether the electromagnetic brake has failed by determining the on-off state of the probe. If the small metal rod is directly connected to the wire, the small metal rod will often move with a small amplitude during use, which can easily cause the small metal rod to disconnect from the wire due to metal fatigue. Therefore, connecting a small spring between the small metal rod and the wire can solve this problem.

[0010] The stator is a barrel structure, and can be divided into a stator cylinder and a stator bottom according to its structural features. The stator simultaneously serves as a housing of the electromagnetic brake and a heat sink. A shaft hole is formed in the center of the bottom of the stator. A small shaft sleeve pipe is outwardly formed outside the stator bottom and opposite to the shaft hole. The shaft sleeve pipe is an integral structure with the stator. A screw hole is formed in the shaft sleeve pipe. A stator fixing screw with a corresponding size is used to fix the stator to a fixing shaft. A proper gap is formed in the fixing shaft at a position corresponding to the stator fixing screw, so that the stator can be more stably fixed to the fixing shaft. A plane thrust bearing is embedded around the shaft hole in the inner wall of the stator bottom. The inner hole of the plane thrust bearing coincides with the shaft hole of the stator, and the size of the inner hole of the plane thrust bearing is consistent with the size of the shaft hole of the stator and the inner hole of the transmission shaft pipe of the rotor. The size of the plane thrust bearing is consistent with the size of the inner section of the transmission shaft pipe of the rotor. The inner section of the transmission shaft pipe of the rotor abuts against the plane thrust bearing. Due to the effect of the plane thrust bearing, the friction force of the inner section of the transmission shaft pipe of the rotor against the plane thrust bearing is very small when the inner section of the transmission shaft pipe of the rotor rotates. A plurality of electromagnets are uniformly embedded around the plane thrust bearing. The stator bottom inner wall has an annular friction ring mounting groove at a position corresponding to the friction ring. The friction ring mounting groove is used to mount the friction ring. The friction ring mounting groove has a matching shape of a recess corresponding to a convex structure of the friction ring. The friction ring mounting groove has a compensation adjusting screw mounting hole corresponding to a compensation adjusting screw of the friction ring, so that the friction ring can be closely embedded in the stator bottom inner wall. The compensation adjusting screw mounting hole has a compensation adjusting nut. The compensation adjusting nut can be divided into a compensation adjusting nut pipe and a compensation adjusting nut cap. The outer diameter of the compensation adjusting nut pipe matches the inner diameter of the compensation adjusting screw mounting hole. The length, size and thread specification of the compensation adjusting nut pipe match the length, size and thread specification of the compensation adjusting screw. The compensation adjusting nut cap is exposed to the outer wall of the stator bottom. The compensation adjusting nut cap is slightly larger than the compensation adjusting screw mounting hole. The compensation adjusting nut cap has a slot or a cross slot in the center of the outer surface. The compensation adjusting nut cap has a ratchet around the slot or the cross slot. A pawl is mounted on each side of the ratchet. This structure ensures that the compensation adjusting nut can only rotate in one direction, i.e., the friction ring can only move towards the brake ring when the compensation adjusting nut is rotated. A compensation adjusting nut fixing cover is mounted on the compensation adjusting screw mounting hole of the stator bottom outer wall. The compensation adjusting nut fixing cover is shaped like a top hat. The crown of the compensation adjusting nut fixing cover covers the compensation adjusting nut cap and the ratchet. The lower edge of the compensation adjusting nut fixing cover is fixed to the stator. The height of the inner cavity of the crown of the compensation adjusting nut fixing cover matches the height of the compensation adjusting nut cap. Therefore, the crown of the compensation adjusting nut fixing cover tightly presses the compensation adjusting nut cap, so that the compensation adjusting nut can be prevented from moving outward.The compensation adjusting nut is fixed in the middle of the cover, and a size of a slot screwdriver or a cross screwdriver can be inserted into the slot or the cross slot of the compensation adjusting nut through the compensation adjusting hole to rotate, so that the compensation adjusting screw rod moves to adjust the position of the friction ring; the small hole is provided with a scale, and when the compensation adjustment is performed, the angle of rotation of the compensation adjusting nut can be observed to rotate each compensation adjusting nut by the same angle, so that the distance of movement of each compensation adjusting screw rod is the same, so that the friction ring moves in parallel as a whole, and the friction surface of the friction ring and the brake ring is parallel.

[0011] The utility model discloses the beneficial effect is.

[0012] 1. Good heat dissipation effect: the heat generated by the friction between the brake ring and the friction ring during braking can be dissipated through the stator and the rotor, wherein the friction ring is embedded in the stator, and the heat on the friction ring can be directly dissipated through the stator; the heat on the brake ring can be transmitted to the transmission shaft tube through the armature ring, and then transmitted to the rotor disc and the stator through the transmission shaft tube, and the rotor disc and the stator then dissipate heat to the outside; at the same time, the ribs on the rotor disc agitate air flow, accelerating the transmission of the heat generated by the friction between the brake ring and the friction ring to the stator and the rotor disc through the flowing air, and then dissipating the heat to the outside through the stator and the rotor disc, so that the overall heat dissipation effect is very good.

[0013] 2. Energy saving: the electromagnetic brake only consumes electric energy when braking, and does not consume electric energy during the entire operation of the device, so it is more energy-saving than the traditional loss-of-power braking electromagnetic brake.

[0014] 3. With self-checking function, better safety: the electromagnetic brake has a self-checking probe, and before the device starts to operate, the controller can first start the self-checking function to detect whether the electromagnetic brake is invalid, and after starting the self-checking function, the controller can judge whether the electromagnetic brake can work normally by analyzing the state of the probe, so that the problem of brake failure after the device normally operates and cannot brake in time can be avoided, and therefore the safety is better.

[0015] 4. Compensation adjustment: after long-term use and wear, compensation adjustment can be performed to ensure that the braking effect does not decrease. BRIEF DESCRIPTION OF DRAWINGS

[0016] Figure 1 It is a longitudinal cutting projection schematic view of the utility model.

[0017] Figure 2 It is a structure decomposition schematic of the utility model Figure 1 .

[0018] Figure 3 The structure decomposition schematic diagram of the present utility model Figure 2 , and Figure 2 The viewing angle is different.

[0019] Figure 4 The overhead perspective schematic diagram of the compensation adjusting nut cover of the present utility model.

[0020] In the figure: 10. rotor, 11. rotor disc, 12. transmission shaft tube, 13. rib, 14. reset column mounting hole, 15. reset column, 16. reset spring, 17. reset column protection cover, 18. rotor bearing, 20. brake disc, 21. brake ring, 22. armature ring, 23. reset column fixed screw hole, 24. brake disc shaft hole, 30. friction ring, 31. compensation adjusting screw, 32. friction ring convex structure, 33. probe, 40. stator, 41. stator bottom, 42. stator cylinder, 43. electromagnet, 44. electromagnet core, 45. plane thrust bearing, 46. observation window, 47. compensation adjusting nut tube, 48. compensation adjusting nut fixed cover, 49. compensation adjusting hole, 50. pawl, 51. stator fixed screw, 52. compensation adjusting screw mounting hole, 53. friction ring mounting groove, 54. compensation adjusting nut cap, 55. scale, 56. shaft sleeve tube, 60. fixed shaft.

[0021] The present utility model aims to realize the function features and advantages, which will be further explained in combination with embodiments and with reference to the drawings. DETAILED DESCRIPTION

[0022] It should be understood that the specific embodiments described herein are merely intended to explain and illustrate the present utility model, and are not intended to limit the present utility model. Any modification, equivalent replacement, improvement, transformation, etc. made by the ordinary skilled person within the scope of the principles and purposes of the present utility model shall fall within the protection scope of the present utility model.

[0023] Figure 1 The longitudinal cutting projection schematic diagram of the present utility model, Figure 2 , Figure 3 The structure decomposition schematic diagram of the present utility model. As Figure 1 , Figure 2 , Figure 3 shown, an electromagnetic brake mainly comprises four major parts of rotor 10, brake disc 20, friction ring 30 and stator 40 arranged axially in sequence. The rotor 10 and the stator 40 constitute the electromagnetic brake shell, and simultaneously serve as the radiator of the electromagnetic brake.

[0024] As Figure 1 , Figure 2 , Figure 3As shown, the rotor can be divided into two parts, rotor disc 11 and transmission shaft tube 12 in structure and function, and the rotor disc 11 and transmission shaft tube 12 are integrated structure. The outer wall of transmission shaft tube 12 is regular hexagon, and the inner hole is circular. The rotor bearing 18 in transmission shaft tube 12 fixes the rotor 10 on the fixed shaft 60, and the rotor bearing 18 also makes the friction between the rotor 10 and the fixed shaft 60 very small. According to the function and position of the transmission shaft tube 12, it can be divided into the inner section of the transmission shaft tube 12 and the outer section of the transmission shaft tube 12. The inner section of the transmission shaft tube 12 is inserted into the brake disc shaft hole 24 and drives the brake disc 20 to rotate when rotating. The length of the inner section of the transmission shaft tube 12 determines the distance between the rotor disc 11 and the friction ring 30, and the brake disc 20 is tightly attached to the rotor disc 11 under the action of the return spring 16. Therefore, the length of the inner section of the transmission shaft tube 12 also determines the distance between the brake ring 21 of the brake disc 20 and the friction ring 30, so that the distance between the brake ring 21 and the friction ring 30 and the distance between the armature ring 22 and the electromagnet 43 are kept within the optimal distance range required for braking, such as the distance between the armature ring 22 and the electromagnet core 44 is 0.5mm, the distance between the brake ring 21 and the friction ring 30 is 0.3mm, or other more optimal distance; The outer section of the transmission shaft tube 12 is connected with the transmission mechanism of the controlled equipment, and rotates under the driving of the transmission mechanism of the controlled equipment, and the rotor 10 also rotates. The inner wall of the rotor disc 11 is uniformly distributed with multiple ribs 13, which can stir the air in the electromagnetic dynamic brake during the rotation of the rotor 10 with the equipment, so that the air flows quickly, thereby enhancing the heat dissipation performance. There are 3 or more return column mounting holes 14 evenly distributed in the annular space near the transmission shaft tube 12 on the rotor disc 11. The distance from the return column mounting hole 14 to the axis and the distance from the return column fixing hole 23 of the brake disc 20 to the axis and the distance from the electromagnet core 44 to the axis are the same. The surface of the return column 15 and the inner wall surface of the return column mounting hole 14 are smooth, and there is a proper gap between them, so that the return column 15 can move freely in the return column mounting hole 14. The return column protection cover 17 is also installed on the outer wall of the rotor disc 11. As Figure 1As shown, the reset spring 16 and a part of the reset column 15 extend outside the rotor disc, and all the reset columns 15 are covered by the reset column protection cover 17, so that the reset columns 15 can not be damaged by foreign matters during rotation of the rotor disc 11. In the non-braking state, the reset spring 16 is in a compressed state, and therefore, under the action of the reset spring 16, the brake disc 20 is in close contact with the rotor disc 11. The inner section of the transmission shaft tube 12 of the rotor 10 is in close contact with the brake disc 20, and the heat generated by the friction between the brake ring 21 and the friction ring 30 can be quickly transferred to the rotor disc 11 and the stator 40 through the inner section of the transmission shaft tube 12. The rotor disc 11, the stator 40 and the brake disc 20 are all made of hard metal materials with good heat conduction performance, and therefore, the heat generated by the friction of the brake disc 20 during braking can be quickly dissipated through the rotor 10 and the stator 40, and the heat dissipation effect is better.

[0025] As Figure 1 , Figure 2 , Figure 3As shown, the brake disc 20 is an integrated structure, which can be divided into two main parts, the armature ring 22 and the brake ring 21, from inside to outside according to their functions and positions. The inner ring of the brake disc 20 is the armature ring 22. In order to increase the attraction force of the electromagnet 43 on the armature ring 22, the thickness of the armature ring 22 is appropriately thickened, so that the mass of the armature ring 22 is as large as possible. The armature ring 22 has a central hexagonal brake disc shaft hole 24. The size of the brake disc shaft hole 24 matches the size of the inner section of the transmission shaft tube 12 of the rotor 10. The inner section of the transmission shaft tube 12 can just pass through the brake disc shaft hole 24. As the equipment drives the transmission shaft tube to rotate, the inner section of the transmission shaft tube 12 also drives the brake disc 20 to rotate. The inner surface of the brake disc shaft hole 24 and the outer surface of the inner section of the transmission shaft tube 12 are very smooth, so that the frictional resistance of the brake disc 20 moving axially on the inner section of the transmission shaft tube 12 is very small. At the same time, the armature ring 22 is in close contact with the inner section of the transmission shaft tube 12, so that the heat generated by the friction between the brake ring 21 and the friction ring 30 can be quickly transmitted to the inner section of the transmission shaft tube 12 through the armature ring 22. The armature ring 22 has reset column fixing screw holes 23 on the side facing the rotor 10, which fix the reset column 15. The reset column fixing screw holes 23 do not penetrate the armature ring 22, but their depth is sufficient to stably fix the reset column 15. The number and position of the reset column fixing screw holes 23 are consistent with the number and position of the reset column mounting holes 14 on the rotor disc 11. The reset column 15 is a screw structure, one end of which has a thread, and the other end has a nut. The length of the threaded part of the reset column 15 matches the depth of the reset column fixing screw holes 23. The nut can prevent the reset spring 16 from slipping out of the reset column 15 after being inserted into the reset column 15. After the reset spring 16 is inserted into the reset column 15, the threaded end of the reset column 15 is inserted through the reset column mounting holes of the rotor disc 11 and screwed into the reset column fixing screw holes 23 of the armature ring 22 to fix the brake disc 20. The size of the reset column mounting holes 14 of the rotor disc 11 just allows the reset column 15 to pass through, but the reset spring 16 cannot pass through. Therefore, the reset spring 16 is clamped between the nut of the reset column 15 and the rotor disc 11. The original length of the reset spring 16 is slightly longer than that of the reset column 15. Therefore, when not braking, the reset spring 16 is in a state of compression to a certain extent, and the reset spring 16 exerts an outward force on the reset column 15, which pulls the brake disc 20 to make the brake disc 20 tightly adhere to the rotor disc 11. The outer ring of the brake disc 20 is the brake ring 21. When starting braking, the electromagnetic force generated by the energization of the electromagnet 43 attracts the armature ring 22 to move axially and drives the brake ring 21 to move axially, so that the brake ring 21 is pressed on the friction ring 30. The friction between the brake ring 21 and the friction ring 30 makes the brake disc 20 decelerate to achieve braking.The greater the current of the electromagnet 43, the greater the electromagnetic force generated, so that the pressure of the brake ring 21 on the friction ring 30 is also greater, and thus the pressure between the brake ring 21 and the friction ring 30 changes with the size of the current of the electromagnet 43, and the braking force obtained also changes synchronously, that is, the greater the current, the greater the braking force obtained; the smaller the current, the smaller the braking force obtained. The distance between the armature ring 22 and the electromagnet is slightly larger than the distance between the brake ring 21 and the friction ring 30, so as to avoid the problem that after long-time use and wear, the armature ring 22 has already tightly adheres to the electromagnet core 44 when starting to brake, while the brake ring 21 has not contacted the friction ring 30 and cannot realize braking. In order to save materials, the connecting part between the brake ring 21 and the armature ring 22 can be appropriately thinner.

[0026] As Figure 1 , Figure 2 , Figure 3As shown, the friction ring 30 is a thick circular ring structure, the thickness of the friction ring 30 is an important factor in determining the life of the electromagnetic brake. The friction ring 30 is embedded in the stator 40, the width of the friction ring 30 is consistent with the width of the brake ring 21, the surface of the friction ring 30 is smooth on the side that is in contact with the brake ring 21 and generates friction, and the side facing the stator 40 is evenly spaced with 3 or more friction ring protruding structures 32, so that when the friction ring 30 is embedded in the stator 40, it will not slip when in contact with the brake ring 21. The friction ring protruding structure 32 also makes the contact area between the friction ring 30 and the stator 40 larger, so that the heat generated during braking can be better and faster transmitted to the stator 40, resulting in better heat dissipation effect; even after a long time of use, the brake ring 21 and the friction ring 30 are severely worn and need to be adjusted, the top of the friction ring protruding structure 32 is no longer in contact with the stator, but the four sides of the friction ring protruding structure 32 are still in close contact with the stator 40, still maintaining good heat transfer performance. There are also 3 or more compensation adjustment screws 31 between the friction ring protruding structures 32, which are used to adjust the position of the friction ring 30 towards the brake disc 20 after a long time of use, so that the distance between the brake ring 21 and the friction ring 30 remains within the optimal distance range required for braking, ensuring that the braking effect will not decrease after a long time of use. In the center of each friction ring protruding structure 32 of the friction ring 30, a set of probes 33 for detecting whether the electromagnetic brake has failed is embedded, each set of probes 33 contains two small metal rods with good conductivity, wear resistance and wear resistance similar to that of the friction ring 30. The two small metal rods of the probe 33 are installed in an insulating sleeve and are insulated from each other, the thickness of the insulating sleeve is appropriate, and the material with certain elasticity is used, such as silicone, rubber and other materials, the surface of the small metal rod is rough, so that the small metal rod cannot slide in the insulating sleeve. The back end of each small metal rod is connected to a small spring, and the other end of the spring is connected to a wire, which is connected to the brake controller. The two small metal rods connected to the wire are equivalent to a normally open switch. When the brake is started, the electromagnet 43 generates an electromagnetic force after being electrified to attract the armature ring 22 of the brake disc 20 to move, the armature ring 22 drives the brake ring 21 to press on the friction ring 30, the two metal rods of the probe 33 are in contact with the brake ring 21, and the good conductivity of the brake ring 21 makes the two metal rods of the probe 33 connected.Before formal work, the brake controller starts self-check, sends rated current to all electromagnets, and judges whether the electromagnetic brake is invalid by judging the on-off state of the probe 33: after starting the self-check, if each group of probes 33 is in the on state, it means that the brake is effective; after starting the self-check, if all probes 33 are in the off state, it means that the brake function is invalid and needs to be repaired; after starting the self-check, if part of the probes 33 are off and part of the probes 33 are on, it means that the surface of the brake ring 21 or the friction ring 30 is uneven or the surfaces of the two are not parallel, and needs to be repaired or adjusted; if the probe 33 is still in the on state after power off, it means that the electromagnetic brake has been in the braking state all the time, and needs to be repaired. Because the wear resistance of the probe 33 and the brake ring 21 is basically the same, the degree of wear under the same conditions is the same, but because the small metal rod of the probe 33 is installed in the insulating sleeve with a certain elasticity, when the brake ring 21 is pressed on the friction ring 30, the small metal rod will slightly retract backward, so that the pressure between the small metal rod and the brake ring 21 is slightly smaller than the pressure between the friction ring 30 and the brake ring 21. The degree of wear of the small metal rod is slightly smaller than that of the friction ring 30 due to long-term use. However, because the thickness of the insulating sleeve is limited, the elasticity is also limited, so the degree of retraction of the small metal rod is limited, so that the small metal rod can only keep slightly higher or level with the friction surface of the friction ring 30, but it will not protrude too high from the friction surface of the friction ring 30, ensuring that when the brake ring 21 contacts the friction ring 30, the probe 33 can always detect it and will not appear the situation that the brake ring 21 contacts the probe 33 before starting the brake, resulting in misjudgment. If the small metal rod is directly connected to the wire, the small metal rod will often move with a small amplitude during use, which can easily cause the small metal rod and the wire to be disconnected due to metal fatigue, so a small spring is connected between the small metal rod and the wire to solve this problem.

[0027] As Figure 1 , Figure 2 , Figure 3As shown, the stator 40 is a barrel structure, which can be divided into two parts, the stator bottom 41 and the stator cylinder 42 according to structural features. The stator 40 simultaneously serves as the housing of the electromagnetic brake and the heat sink. The stator bottom 41 has an axial hole in the center. On the outside of the stator bottom 41, there is a small shaft sleeve 56 outwardly opposite to the axial hole. The shaft sleeve 56 is an integral structure with the stator 40, the inner hole of the shaft sleeve 56 is consistent with the axial hole and is aligned, and the shaft sleeve 56 has a screw hole. Using the screw hole, a stator fixing screw 51 of a corresponding size can be used to fix the stator 40 to the fixed shaft 60. A suitable gap or recess can be provided on the fixed shaft 60 corresponding to the position of the stator fixing screw 51, so that the stator 40 can be more stably fixed. A flat thrust bearing 45 is embedded in the inner wall of the stator bottom 41 next to the axial hole. The inner ring hole of the flat thrust bearing 45 coincides with the axial hole of the stator 40, and the inner ring hole of the flat thrust bearing 45 is consistent with the axial hole of the stator and the inner hole of the transmission shaft tube. The size of the flat thrust bearing 45 is consistent with the size of the inner segment of the transmission shaft tube 12. The transmission shaft tube 12 abuts against the flat thrust bearing 45, and due to the effect of the flat thrust bearing 45, the frictional resistance of the transmission shaft tube 12 when rotating against the flat thrust bearing 45 is very small. Three or more electromagnets 43 are evenly embedded around the flat thrust bearing 45. The stator bottom 41 has an annular friction ring mounting groove 53 on the inner wall corresponding to the position of the friction ring 30, which is used to install the friction ring 30. The friction ring mounting groove 53 has a recess corresponding to the matching shape of the friction ring protruding structure 32, and the compensation adjusting screw mounting hole 52 corresponding to the compensation adjusting screw 31 of the friction ring 30 is provided, so that the friction ring 30 can be tightly embedded in the inner wall of the stator bottom. A compensation adjusting nut is also installed in the compensation adjusting screw mounting hole 52. The compensation adjusting nut can be divided into two parts, the compensation adjusting nut tube 47 and the compensation adjusting nut cap 54. The outer diameter of the compensation adjusting nut tube 47 matches the inner diameter of the compensation adjusting screw mounting hole, and the length, size and thread specification of the compensation adjusting nut tube 47 match the length, size and thread specification of the compensation adjusting screw 31 of the friction ring 30.The compensation adjusting nut tube 47 is screwed on the compensation adjusting screw rod 31 in the compensation adjusting screw mounting hole 52, and the compensation adjusting nut cap 54 is exposed outside the outer wall of the stator bottom 41. The compensation adjusting nut cap 54 is slightly larger than the compensation adjusting screw mounting hole 52, and the outer surface of the compensation adjusting nut cap has a T-shaped slot or a cross-shaped slot in the center. The outer ring of the compensation adjusting nut cap 54 is a ratchet. Two pawls 50 are symmetrically installed on both sides of the ratchet. The directions of the ratchet and the pawls 50 and the thread direction of the compensation adjusting screw rod 31 make the compensation adjusting nut only rotate in one direction, that is, when the compensation adjusting nut is rotated, the friction ring 30 can only move towards the brake ring 21. The compensation adjusting screw mounting hole 52 on the outer wall of the stator bottom 41 is covered and installed with the compensation adjusting nut fixing cover 48. The compensation adjusting nut fixing cover 48 is firm and solid, and its shape is like a top hat. The lower edge is fixed on the stator, and the crown of the compensation adjusting nut fixing cover 48 covers the compensation adjusting nut cap 54 and the pawls 50. The internal space height of the crown of the compensation adjusting nut fixing cover 48 is consistent with the height of the compensation adjusting nut cap, so the top of the crown of the compensation adjusting nut fixing cover 48 is just pressed on the compensation adjusting nut cap 54, which can prevent the compensation adjusting nut from moving outward. The compensation adjusting nut fixing cover 48 has a compensation adjusting hole 49 in the middle. A T-shaped screwdriver or a cross-shaped screwdriver of a corresponding size can be inserted into the T-shaped slot or the cross-shaped slot of the compensation adjusting nut cap 54 to rotate, that is, the position of the friction ring 30 can be adjusted. The compensation adjusting hole 49 has a scale table 55 around it. When the compensation is adjusted, the angle of rotation of the compensation adjusting nut can be observed, and the same scale of the scale table 55 corresponding to each compensation adjusting nut can ensure the parallel movement of the friction ring 30. There are three transparent observation windows 46 on the stator cylinder wall. The observation windows 46 have a scale ruler with very fine scale lines, which are used to check the gap size between the brake ring 21 and the friction ring 30.

[0028] Figure 4 The compensation adjusting nut fixing cover is a top view perspective view. As Figure 4As shown, the compensation adjusting nut fixing cover 48 is fixed to the stator at the lower edge, and the crown of the compensation adjusting nut fixing cover 48 covers the compensation adjusting nut cap 54 and the pawl 50, and the top thereof is pressed on the compensation adjusting nut cap 54 to prevent the compensation adjusting nut from moving outward. The compensation adjusting hole 49 is in the center of the top of the compensation adjusting nut fixing cover 48, and the compensation adjusting hole 49 is opposite the center of the compensation adjusting nut cap 54, and the center of the compensation adjusting nut cap 54 has a slot or a cross slot; a slot screwdriver or a cross screwdriver of a corresponding size is inserted into the slot or the cross slot of the compensation adjusting nut cap 54 and rotated to move the compensation adjusting screw rod 31, so as to adjust the position of the friction ring 30. The compensation adjusting hole 49 in the center of the top of the compensation adjusting nut fixing cover 48 has a scale table 55 around it, and when the compensation adjustment is performed, the scale number corresponding to the rotation of each compensation adjusting nut cap 54 on the scale table 55 is observed, so that the scale number corresponding to the rotation of each compensation adjusting nut cap 54 is consistent, which can ensure the overall translation of the friction ring 30; since the specifications of each compensation adjusting screw rod 31 and each compensation adjusting nut are the same, that is, the pitches of the threads of the compensation adjusting screw rod 31 and the compensation adjusting nut are the same, when each compensation adjusting nut is rotated by the same angle (that is, the same scale of the scale table 55 of the compensation adjusting nut fixing cover 48 is rotated), the compensation adjusting screw rod 31 will move by the same distance, so that the friction ring 30 moves in parallel as a whole, thereby ensuring that the friction surface of the friction ring 30 and the friction surface of the brake ring 21 remain parallel.

[0029] The compensation adjusting nut cap 54 is slightly larger than the compensation adjusting screw mounting hole 52, and the edge of the compensation adjusting nut cap is a ratchet. There is one pawl 50 on each side of the compensation adjusting nut cap 54. Figure 4 As shown, the direction of the ratchet and the pawl 50 is such that the compensation adjusting nut can only rotate in one direction, that is, when the compensation adjusting nut is rotated, only the friction ring 30 can be moved towards the brake ring 21. If during the adjustment process, some compensation adjusting nuts are rotated by too much angle and some compensation adjusting nuts are rotated by too little angle, resulting in that the friction surface of the friction ring 30 and the friction surface of the brake ring 21 are not parallel, the compensation adjusting nut fixing cover 48 can be removed, the pawl 50 can be pried open, the compensation adjusting nut can be rotated in the opposite direction to the bottom, then the pawl 50 can be released to return to the initial state, the compensation adjusting nut fixing cover 48 can be reinstalled, and the compensation adjusting nut can be rotated by the same angle again.

[0030] It should be noted that when the friction ring is worn too much, the armature ring of the rotating brake disc directly contacts the electromagnetic iron core during braking, which emits an abnormal sound, indicating that the brake ring and the friction ring are worn too much to the extent that they cannot be braked, and compensation adjustment must be performed.

[0031] It should be noted that the pitch of the thread of the compensation adjusting screw and the compensation adjusting nut is as small as possible, and the number of the ratchet teeth is as many as possible, so that when adjusting, the compensation adjusting nut rotates through one tooth, and the screw advances a distance much smaller than 0.1 mm, ensuring the accuracy of the compensation adjustment.

[0032] It should be noted that a dust cover is also provided between the stator and the rotor disc, which is a mature product and will not be described in detail.

[0033] It should be noted that the attraction of the electromagnet to the armature needs to be greater than the pulling force of the return spring to the brake disc in order to move the brake disc, therefore, the electromagnet has a brake starting current value, when the current of the electromagnet is greater than the starting current, the brake disc moves to make the brake ring press on the friction ring to generate a friction force to achieve braking. When the current is less than the brake starting current, the magnetic force generated by the electromagnet cannot move the brake disc, so there is no braking force.

[0034] It should be noted that, Figure 1 It is a longitudinal cut projection diagram, that is, the longitudinal cut diagram is obtained first, and then the important components not in the longitudinal cut diagram are projected. Therefore, Figure 1 The position relationship between the components in the middle part and the real position relationship has certain differences, for example, the probe and the compensation adjusting screw are basically on the same circumference, that is, the distance from the probe and the compensation adjusting screw to the axis is the same, but when the longitudinal cut diagram is obtained above the compensation adjusting screw, and the probe is projected, the position of the probe must be below the compensation adjusting screw. At the same time, in Figure 1 two components cannot be displayed at the same position in the longitudinal cut diagram, therefore, the position of the compensation adjusting screw is not shown with the convex structure of the friction ring.

[0035] It should be noted that in order to make the drawings more concise and clear, some details in the drawings that do not affect the explanation of the structure principle of the electromagnetic brake are not drawn, such as the threads on the screw rod for fixing the return column protection cover, the threads of the return column, the wires of the probe, etc.

[0036] It should be noted that the materials and related technical indicators of the brake ring and the friction ring need to meet the requirements of the relevant national standards.

[0037] It should be noted that the electromagnetic brake works under the control of the controller, and the controller not only controls the on-off of the current of the electromagnetic brake, but also controls the current size, so as to obtain the required size of the braking force.

Claims

1. An electromagnetic brake, comprising a rotor, a brake disc, a friction ring, a stator arranged axially in sequence, characterized in that: the rotor can be divided into two main parts, a rotor disc and a transmission shaft tube, the rotor disc has reset column mounting holes, a reset column protection cover is installed on the outer wall, and the inner wall has ribs; the inner section of the transmission shaft tube passes through the brake disc shaft hole and drives the brake disc to rotate, and the outer section of the transmission shaft tube is connected with the transmission mechanism of the controlled equipment; the brake disc can be divided into two main parts, a brake ring and an armature ring, when not braking, under the action of the reset spring, the brake disc is in close contact with the rotor disc; the friction ring is a thick circular ring, one side facing the brake disc is flat, the other side embedded in the stator has a protruding structure and a compensation adjusting screw, and a probe is also embedded in the protruding structure; the stator is a barrel-shaped structure, which can be divided into a stator cylinder and a stator bottom, the inner ring of the inner wall of the stator bottom is embedded with a plane thrust bearing, the periphery of the plane thrust bearing is embedded with three or more electromagnets, and the outer ring of the inner wall of the stator bottom has a friction ring mounting groove for embedding the friction ring; a compensation adjusting nut fixing cover is fixed on the compensation adjusting screw mounting hole of the outer wall of the stator bottom; the rotor and the stator constitute the shell of the electromagnetic brake and also serve as a heat sink.

2. The electromagnetic brake of claim 1, wherein, The rotor is an integrated structure, which is fixed on the fixed shaft through a bearing, and can be divided into two main parts, a rotor disc and a transmission shaft tube according to the structural characteristics of the rotor; the outer wall of the transmission shaft tube is a regular hexagon, and the inner hole is circular; the outer section of the transmission shaft tube is connected with the transmission mechanism of the controlled equipment, and is driven to rotate by the transmission mechanism of the controlled equipment; the inner section of the transmission shaft tube passes through the brake disc shaft hole and rests on the plane thrust bearing of the stator to rotate and drive the brake disc to rotate; the length of the inner section of the transmission shaft tube determines the distance between the brake ring and the friction ring, ensuring that the distance is within the required distance range for braking; the inner wall of the rotor disc is evenly distributed with multiple ribs; 3 or more reset column mounting holes are evenly distributed in annular intervals on the rotor disc near the transmission shaft tube; the size of the reset column mounting hole is just large enough to allow the reset column to pass through, but not the reset spring; a reset column protection cover is installed on the outer wall of the rotor disc.

3. The electromagnetic brake of claim 1, wherein, The brake disc is an integrated structure, which can be divided into two main parts, an armature ring and a brake ring from inside to outside according to its function and position; the inner ring of the brake disc is the armature ring, the center of which is a regular hexagonal shaft hole, the inner section of the transmission shaft tube of the rotor can pass through the shaft hole, and the inner wall of the shaft hole and the outer wall of the transmission shaft tube are very smooth; the side of the armature ring facing the rotor has screw holes for fixing reset columns, which are used to fix the reset columns; the number and position of the reset column fixing screw holes correspond to the reset column mounting holes on the rotor disc; the reset column is a screw structure, which is inserted into the reset spring, then passes through the reset column mounting hole on the rotor and is fixed in the reset column fixing screw hole of the brake disc; the outer ring of the brake disc is the brake ring, the electromagnetic force generated by the energization of the electromagnet attracts the armature ring to move axially, drives the brake ring to move axially and makes the brake ring press on the friction ring, and the friction force between the brake ring and the friction ring makes the brake disc decelerate to realize braking.

4. The electromagnetic brake of claim 1 wherein, The friction ring is a thick circular ring structure, the width is consistent with the brake ring; the surface of the friction ring in contact with the brake ring is flat, the other surface is evenly distributed with 3 or more convex structures and compensation adjusting screws; each convex structure of the friction ring is also embedded with a probe for detecting whether the electromagnetic brake is failed.

5. The electromagnetic brake of claim 1 wherein, The stator is a barrel structure, which can be divided into a stator cylinder and a stator bottom; the stator cylinder wall is evenly distributed with 3 transparent observation windows in a ring shape, so as to observe the distance between the brake disc and the friction ring at any time; the center of the stator bottom has a shaft hole; the outer wall of the stator bottom opposite to the shaft hole has a small shaft sleeve pipe, the shaft sleeve pipe has a screw hole, and the stator can be fixed on the fixed shaft by using the stator fixing screw; the inner wall of the stator bottom is embedded with a plane thrust bearing outside the shaft hole; the plane thrust bearing is consistent in size with the inner segment of the transmission shaft pipe, and the inner hole of the plane thrust bearing is coincided with the shaft hole of the stator; the plane thrust bearing is evenly embedded with 3 or more electromagnets around; the stator bottom inner wall has a friction ring installation groove corresponding to the position of the friction ring; the friction ring installation groove has corresponding recesses and compensation adjusting screw installation holes corresponding to the convex structures and compensation adjusting screws of the friction ring, so that the friction ring can be closely embedded in the stator; the compensation adjusting nut can be divided into a compensation adjusting nut pipe and a compensation adjusting nut cap; the compensation adjusting nut is screwed on the compensation adjusting screw in the compensation adjusting screw installation hole, the compensation adjusting nut cap is exposed outside the stator bottom, the compensation adjusting nut cap is slightly larger than the compensation adjusting screw installation hole, has a slot or a cross slot in the middle, has a ratchet around, and has a pawl on both sides of the ratchet; the ratchet and the pawl make the compensation adjusting nut only rotate in one direction; the compensation adjusting nut fixed cover has a height matching the height of the compensation adjusting nut cap, and the compensation adjusting nut fixed cover is fixed on the stator to press the compensation adjusting nut cap, so as to prevent the compensation adjusting nut from moving outward.

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