Gap-adjustment-free permanent magnet brake

Abstract

The utility model discloses a clearance-adjustment-free permanent magnet brake and relates to the technical field of permanent magnet brakes, the clearance-adjustment-free permanent magnet brake comprises a permanent magnet unit and a brake unit which are connected through a bearing, and when the permanent magnet unit is powered on, a clearance exists between the brake unit and the permanent magnet unit in the central axis direction of the bearing. At the moment, the brake unit can rotate around the central axis of the bearing; when the permanent magnet unit is powered off, the brake unit is magnetically connected with the permanent magnet unit, and the brake unit cannot rotate around the central axis of the bearing. The permanent magnet unit and the brake unit are assembled together through the bearing, so that the whole brake is made into a whole and is not in a scattered state, a customer can conveniently install the brake, and the gap (namely the gap between the outer magnet and the armature) of the brake does not need to be adjusted during installation.

Description

Technical Field

[0001] This utility model relates to the field of permanent magnet brake technology, and more specifically, to a permanent magnet brake that does not require gap adjustment. Background Technology

[0002] The permanent magnet brake is a new type of adjustable constant torque output device. Its output shaft and body are connected by a magnetic pair, providing a stable braking torque on the output shaft. Tension can be preset and precisely controlled, ensuring stable and reliable tension. It features a simple structure, long service life, and convenient installation and adjustment.

[0003] The core working principle of a permanent magnet brake is to achieve braking through the magnetic field generated by a permanent magnet, and to release the brake by using a reverse electromagnetic field to counteract the permanent magnet effect when energized. Specifically: when energized, a DC voltage is applied to the electromagnetic coil, generating an electromagnetic field with the opposite polarity to the permanent magnet, which counteracts the force of the permanent magnet, causing the armature to separate from the friction surface and releasing the brake. There is no residual torque during the release process, and the segmented spring design ensures wear-free axial movement; when de-energized, the permanent magnet generates a constant magnetic field, attracting the armature to contact the friction surface, and forming a braking torque through friction to keep the shaft stationary or for emergency braking. In this state, no external power supply is required, making it safe and reliable, and suitable for positioning, holding, and emergency stopping scenarios.

[0004] However, conventional permanent magnet brakes are disassembled (many related parts are not fixed together), making installation troublesome for users, who need to adjust the brake gap during installation. Utility Model Content

[0005] The purpose of this invention is to overcome the shortcomings of the prior art and provide a permanent magnet brake that does not require gap adjustment.

[0006] The objective of this utility model is achieved through the following technical solution:

[0007] A clearance-free permanent magnet brake includes a permanent magnet unit and a braking unit connected by a bearing. When the permanent magnet unit is energized, there is a gap between the braking unit and the permanent magnet unit in the direction of the central axis of the bearing. At this time, the braking unit can rotate around the central axis of the bearing. When the permanent magnet unit is de-energized, the braking unit and the permanent magnet unit are magnetically connected. At this time, the braking unit cannot rotate around the central axis of the bearing.

[0008] Furthermore, in this utility model, the permanent magnet unit includes an inner magnet with a flange structure, and a permanent magnet, an outer magnet, and a coil sequentially mounted on the inner magnet. The inner magnet includes an integrally formed first ring and a first sleeve, with the inner wall of the first sleeve fixedly connected to the outer ring of the bearing. The outer magnet has a ring structure, and both the outer magnet and the coil are mounted on the outer side wall of the first sleeve. The permanent magnet is located between the outer magnet and the first ring. When the coil is energized, there is a gap between the braking unit and the end face of the outer magnet away from the first ring.

[0009] Furthermore, in this utility model, a retainer is provided on the outer wall of the first sleeve, the retainer is located between the outer magnet and the first ring, and a plurality of permanent magnets are arranged in a circumferential array on the retainer, the plurality of permanent magnets being distributed in a circumferential array about the central axis of the first sleeve.

[0010] Furthermore, in this utility model, the braking unit includes a flange and a disc spring and an armature mounted on the flange. The flange includes an integrally formed second ring and a second sleeve. The outer wall of the second sleeve is fixedly connected to the inner ring of the bearing. The armature has a ring structure. The armature and the disc spring are mounted on the second ring by rivets. The disc spring is located between the second ring and the armature. The armature is located between the disc spring and the outer magnet. When the coil is energized, the disc spring causes the armature to separate from the outer magnet away from the end face of the first ring.

[0011] Furthermore, in this utility model, the retainer is a circular ring structure, with one side of the retainer abutting against the first circular ring and the other side abutting against the outer magnet.

[0012] The beneficial effects of this utility model are:

[0013] This utility model provides a permanent magnet brake that does not require gap adjustment. By using bearings to assemble the permanent magnet unit and the braking unit together, the entire brake is made into a whole and is not in a scattered state. This makes it convenient for customers to install, and there is no need to adjust the gap of the brake (i.e., the gap between the outer magnet and the armature) during installation. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the structure of an embodiment of the present utility model;

[0015] Figure 2 for Figure 1 The main view;

[0016] Figure 3 for Figure 2 A sectional view of section AA in the middle.

[0017] In the diagram: 101-Bearing; 201-Inner magnet; 202-Permanent magnet; 203-Outer magnet; 204-Coil; 205-Cage; 301-Flange; 302-Disc spring; 303-Armature. Detailed Implementation

[0018] The technical solution of this utility model will be clearly and completely described below with reference to the embodiments. Obviously, the described embodiments are only some embodiments of this utility model, and not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0019] Please see Figures 1-3 This utility model provides a technical solution:

[0020] A clearance-free permanent magnet brake includes a permanent magnet unit and a braking unit connected by a bearing 101. When the permanent magnet unit is energized, a gap exists between the braking unit and the permanent magnet unit in the direction of the central axis of the bearing 101. Figure 3 (The value of L in the text), at this time the braking unit can rotate around the central axis of bearing 101; when the permanent magnet unit is de-energized, the braking unit and the permanent magnet unit are magnetically connected, at this time the braking unit cannot rotate around the central axis of bearing 101.

[0021] Specifically, in this embodiment, the permanent magnet unit includes an inner magnet 201 with a flange structure, and a permanent magnet 202, an outer magnet 203, and a coil 204 sequentially mounted on the inner magnet 201. The inner magnet 201 is specifically composed of a first ring and a first sleeve, which are integrally formed. During assembly, the inner wall of the first sleeve is fixedly connected to the outer ring of the bearing 101. The outer magnet 203 has a ring structure, and both the outer magnet 203 and the coil 204 are mounted on the outer side wall of the first sleeve. During installation, the permanent magnet 202 is located between the outer magnet 203 and the first ring. To facilitate the installation of the permanent magnet 202, in this embodiment, a retainer 205 with a ring structure is installed on the outer side wall of the first sleeve. The retainer 205 is located between the outer magnet 203 and the first ring, and six permanent magnets 202 are arranged in a circumferential array on the retainer 205. The six permanent magnets 202 are distributed in a circumferential array about the central axis of the first sleeve. When the coil 204 is energized, there is a gap between the braking unit and the end face of the outer magnet 203 away from the first ring.

[0022] Specifically, refer to Figure 3In this embodiment, the braking unit includes a flange 301 and a disc spring 302 and an armature 303 mounted on the flange 301. The flange 301 includes an integrally formed second ring and a second sleeve. The outer wall of the second sleeve is fixedly connected to the inner ring of the bearing 101. The armature 303 is a ring structure. The armature 303 and the disc spring 302 are mounted on the second ring by rivets. During installation, the disc spring 302 must be positioned between the second ring and the armature 303, and the armature 303 must be positioned between the disc spring 302 and the outer magnet 203. When the coil 204 is energized, the disc spring 302 causes the armature 303 to separate from the end face of the outer magnet 203 away from the first ring.

[0023] from Figure 3 From the perspective of [the device], during installation, the armature 303 is mounted on the right side of the second ring using several rivets. After installation, the armature 303 can move a certain distance along the central axis of the first ring. An annular groove is provided on the right side of the second ring to accommodate the disc spring 302. The disc spring 302 is installed by placing it in the annular groove and then fixing it to the left side of the armature 303 using three rivets.

[0024] In addition, from Figure 3 From the perspective of the camera, in this embodiment, after the brake is assembled, the right side of the retainer 205 abuts against the first ring, and its left side abuts against the right end face of the outer magnet 203.

[0025] In actual design, the gap L between the external magnet 203 and the armature 303 is usually 0.15±0.05mm.

[0026] Working principle:

[0027] For example, when using this brake to brake the motor's output shaft, the inner magnet 201 is mounted on the end face of the motor where the output shaft is mounted, and the inner wall of the second sleeve is fixedly connected to the motor's output shaft. When braking the motor's output shaft is not required, the coil 204 is energized. At this time, the armature 303 does not engage with the left end face of the outer magnet 203, and the spring force of the disc spring 302 causes the armature 303 to move to the left until the disc spring 302 reaches a balanced state. At this time, the gap between the armature 303 and the outer magnet 203 is a fixed value. Therefore, when the motor is working, the braking unit will rotate synchronously under the drive of the motor's output shaft.

[0028] from Figure 3From the perspective of the motor, when the output shaft of the motor needs to be braked, the coil 204 is de-energized. The magnetic force of the permanent magnet unit acts on the armature 303, "pulling" the armature 303 to move to the right until the armature 303 is attracted to the outer magnet 203. At this time, the braking unit and the permanent magnet unit form a whole. Since the inner magnet 201 is fixedly mounted on the motor, the braking unit can no longer rotate around the central axis of the bearing 101. Therefore, the output shaft of the motor connected to the flange 301 can no longer rotate, thus completing the braking process. During this process, the disc spring 302 will deform.

[0029] The above description is merely a preferred embodiment of this utility model. It should be understood that this utility model is not limited to the forms disclosed herein and should not be construed as excluding other embodiments. It can be used in various other combinations, modifications, and environments, and can be altered within the scope of the concept described herein through the above teachings or related technologies or knowledge. Modifications and variations made by those skilled in the art that do not depart from the spirit and scope of this utility model should be protected within the scope of the appended claims.

Claims

1. A permanent magnet brake that does not require gap adjustment, characterized in that: The device includes a permanent magnet unit and a braking unit connected by a bearing (101). When the permanent magnet unit is energized, there is a gap between the braking unit and the permanent magnet unit in the direction of the central axis of the bearing (101). At this time, the braking unit can rotate around the central axis of the bearing (101). When the permanent magnet unit is de-energized, the braking unit and the permanent magnet unit are magnetically connected. At this time, the braking unit cannot rotate around the central axis of the bearing (101).

2. The permanent magnet brake without gap adjustment according to claim 1, characterized in that: The permanent magnet unit includes an inner magnet (201) with a flange structure, and a permanent magnet (202), an outer magnet (203), and a coil (204) sequentially mounted on the inner magnet (201). The inner magnet (201) includes an integrally formed first ring and a first sleeve. The inner wall of the first sleeve is fixedly connected to the outer ring of the bearing (101). The outer magnet (203) has a ring structure. The outer magnet (203) and the coil (204) are both mounted on the outer wall of the first sleeve. The permanent magnet (202) is located between the outer magnet (203) and the first ring. When the coil (204) is energized, there is a gap between the braking unit and the end face of the outer magnet (203) away from the first ring.

3. A permanent magnet brake without gap adjustment according to claim 2, characterized in that: A retainer (205) is provided on the outer side wall of the first sleeve. The retainer (205) is located between the outer magnet (203) and the first ring. A plurality of permanent magnets (202) are arranged in a circumferential array on the retainer (205). The plurality of permanent magnets (202) are arranged in a circumferential array about the central axis of the first sleeve.

4. A permanent magnet brake without gap adjustment according to claim 2 or 3, characterized in that: The braking unit includes a flange (301) and a disc spring (302) and an armature (303) mounted on the flange (301). The flange (301) includes an integrally formed second ring and a second sleeve. The outer wall of the second sleeve is fixedly connected to the inner ring of the bearing (101). The armature (303) is a ring structure. The armature (303) and the disc spring (302) are mounted on the second ring by rivets. The disc spring (302) is located between the second ring and the armature (303). The armature (303) is located between the disc spring (302) and the outer magnet (203). When the coil (204) is energized, the disc spring (302) causes the armature (303) to separate from the outer magnet (203) away from the end face of the first ring.

5. A permanent magnet brake without gap adjustment according to claim 3, characterized in that: The retainer (205) is a ring structure. One side of the retainer (205) abuts against the first ring, and the other side abuts against the outer magnet (203).

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