A brake that facilitates the detection of friction pad wear.

Abstract

This utility model relates to the field of brake technology and provides a brake that facilitates the detection of friction pad wear. It includes a stator, armature, rotor, and flange arranged sequentially. The flange is fixedly connected to the stator. Friction pads are provided on both sides of the rotor. The brake also includes a displacement sensor, a push plate, and several push rods. The push rods are slidably mounted on the stator. The push plate is located at the end of the stator away from the armature. One end of each push rod is connected to the armature, and the other end is connected to the push plate. The displacement sensor is fixed at the end of the stator away from the armature, and its probe abuts against the push plate. This utility model can monitor the wear of the friction pads in real time, rather than triggering an alarm when the wear reaches its limit. This facilitates the prediction of friction trends, allowing for the development of planned maintenance schemes and avoiding emergency shutdowns for maintenance only when the friction pads are worn to their limit.

Description

Technical Field

[0001] This utility model relates to the field of brake technology, and more specifically, to a brake that facilitates the detection of friction pad wear. Background Technology

[0002] In the automotive, construction machinery, and rail transportation industries, brakes are core safety components, and their performance directly determines the operational safety and reliability of the equipment. Currently, the braking function of commonly used power-off electromagnetic brakes is mainly achieved through the relative friction between the friction pads and the armature. However, with repeated friction during long-term braking, the friction pads inevitably wear down. When the wear of the friction pads reaches a critical threshold, it leads to a significant decrease in braking efficiency (such as increased braking distance and insufficient braking force). Therefore, accurate detection of friction pad wear is crucial.

[0003] Currently, the industry primarily uses traditional mechanical triggering technology for detecting brake friction pad wear, with limit switch detection being the most widely used. The principle is that when the friction pad wears to a preset value (corresponding to the friction pad's wear limit), the limit switch is triggered. This detection method is essentially a "threshold-triggered" detection, only outputting an alarm signal when the friction pad wear reaches the preset limit. Before reaching the wear limit, the specific amount of wear cannot be measured, preventing equipment maintenance personnel from predicting wear trends and developing planned maintenance schemes. They can only conduct emergency shutdowns for repairs after an alarm is triggered, affecting normal equipment operating efficiency and potentially causing production losses due to sudden shutdowns. Utility Model Content

[0004] The purpose of this invention is to provide a brake that facilitates the detection of friction pad wear, thereby overcoming the aforementioned deficiencies of the prior art.

[0005] This utility model is achieved through the following technical solution: A brake for easy detection of friction plate wear includes a stator, an armature, a rotor, and a flange arranged in sequence. The flange is fixedly connected to the stator. Friction plates are provided on both sides of the rotor. The brake also includes a displacement sensor, a push plate, and several push rods. The push rods are slidably mounted on the stator. The push plate is located at the end of the stator away from the armature. One end of the push rod is connected to the armature, and the other end is connected to the push plate. The displacement sensor is fixed at the end of the stator away from the armature, and its probe abuts against the push plate.

[0006] Optionally, the brake further includes a limiting ring and several return springs, the push plate abuts against the push rod, the limiting ring is fixedly connected to the side of the stator away from the armature, and the return springs are press-fitted between the push plate and the limiting ring.

[0007] Optionally, one side of the push plate is provided with a limiting groove for accommodating the end of the push rod, and the other side of the push plate and the limiting ring are provided with a spring groove for accommodating the reset spring.

[0008] Optionally, a sealing cover is connected to the end of the stator away from the armature, and the displacement sensor is installed inside the sealing cover, with the signal line of the displacement sensor passing through the side wall of the sealing cover.

[0009] Optionally, a sealing plug is provided between the signal line and the sealing cover.

[0010] Optionally, one end of the flange is open to form a receiving groove, the armature and the rotor are located inside the receiving groove, and the open end of the flange abuts against the stator.

[0011] Optionally, the flange, the stator, and the sealing cover are connected as a whole by connecting screws.

[0012] Optionally, a guide sleeve is fitted onto the connecting screw, and the armature is provided with a guide opening that mates with the guide sleeve.

[0013] Optionally, a sealing ring is provided between the flange and the stator contact surface, and a sealing ring is also provided between the sealing cover and the stator contact surface.

[0014] Optionally, the push rod and the armature are connected by a thread.

[0015] The technical solution of this utility model has at least the following advantages and beneficial effects: In this utility model, through the joint action of the push plate, push rod and displacement sensor, after the friction plate wears, the amount of pressure exerted by the push plate on the probe of the displacement sensor decreases. The amount of decrease is the amount of wear of the friction plate, that is, the amount of wear of the friction plate can be monitored in real time, instead of alarming when the wear reaches the limit. This makes it easier to predict the friction trend and formulate a planned maintenance plan, avoiding emergency shutdown maintenance when the friction plate wears to the limit. Attached Figure Description

[0016] Figure 1 A schematic diagram of the structure of a brake that facilitates the detection of friction pad wear, provided by this utility model; Figure 2 for Figure 1 Enlarged view of point A in the image; Reference numerals: 1-Stator, 101-Yoke, 102-Coil, 2-Armature, 3-Rotor, 4-Flange, 5-Displacement sensor, 6-Push plate, 7-Push rod, 8-Reset spring, 9-Limit ring, 10-Sealing plug, 11-Sealing cover, 12-Connecting screw, 13-Guide sleeve. Detailed Implementation

[0017] refer to Figure 1 and Figure 2 A brake for easy detection of friction plate wear includes a stator 1, an armature 2, a rotor 3, and a flange 4 arranged sequentially. The flange 4 is fixedly connected to the stator 1, and friction plates are provided on both sides of the rotor 3. Those skilled in the art should understand that the stator 1 is composed of a magnetic yoke 101 and a coil 102 (hereinafter, "stator 1" refers to the magnetic yoke 101 unless otherwise specified). A pressure spring (not shown) should also be provided between the stator 1 and the armature 2. The pressure spring can be installed in a blind hole (not shown) on the stator 1 near the armature 2. In practical applications, under the action of the pressure spring, the armature 2 presses against the rotor 3, forming a brake; under the action of the coil 102, the stator 1 attracts the armature 2, causing the armature 2 to move away from the rotor 3, thereby releasing the brake.

[0018] Based on the above, the brake in this embodiment further includes a displacement sensor 5, a push plate 6, and several push rods 7. The push rods 7 are slidably mounted on the stator 1. The push plate 6 is located at the end of the stator 1 away from the armature 2. One end of the push rod 7 is connected to the armature 2, and the other end is connected to the push plate 6. The displacement sensor 5 is fixed at the end of the stator 1 away from the armature 2, and its probe abuts against the push plate 6. Those skilled in the art should know that the displacement sensor 5 in this embodiment adopts contact measurement. Its working principle is that the probe (also called a probe, probe head, probe rod, etc., which is elastically installed and can generate displacement when pressed, and can reset after contact with the pressed state) generates a corresponding mechanical displacement as the object moves. The conversion mechanism inside the sensor converts the displacement into an electrical signal to realize the direct mapping of "displacement-electrical signal". Conventional conversion methods can include resistive, differential, capacitive, inductive, etc.

[0019] In practical applications, through the combined action of push plate 6, push rod 7 and displacement sensor 5, after the friction plate wears, the amount of pressure exerted by push plate 6 on the probe of displacement sensor 5 decreases. The amount of decrease is the amount of wear of the friction plate. This means that the amount of wear of the friction plate can be monitored in real time, rather than alarming when the wear reaches the limit. This makes it easier to predict the friction trend and formulate a planned maintenance plan, avoiding emergency shutdown maintenance when the friction plate wears to the limit.

[0020] It is easy to understand that a sufficient gap should be left between the push plate 6 and the stator 1 to ensure that there is still a gap between the push plate 6 and the stator 1 when the friction pads are worn to their limit, even in the braked state. Whether in the braking or unlocked state, the probe of the displacement sensor 5 is always compressed. Based on this, the wear amount is calculated as follows: for example, when the brake is first used (i.e., the friction pads are not worn), the displacement data measured by the displacement sensor 5 in the braking state is x; when the friction pads are in a certain wear state, the displacement data measured by the displacement sensor 5 is y; the wear amount of the friction pads in the current state is then xy.

[0021] In this embodiment, the push rod 7 and the armature 2 are connected by a thread. The push rod 7 and the push plate 6 are connected as follows: the brake also includes a limiting ring 9 and several return springs 8. Based on this, a groove is provided at the end of the stator 1 away from the armature 2. The push plate 6 is inside the groove, and the push plate 6 abuts against the push rod 7 (i.e., only contacts, not fixes). The limiting ring 9 is fixedly connected to the side of the stator 1 away from the armature 2. The connection method is not limited; for example, it can be connected to the stator 1 by bonding, screw connection, etc. The return springs 8 are pressed between the push plate 6 and the limiting ring 9. In practical applications, several push rods 7 are evenly spaced along the circumference of the stator 1. For example, if six push rods 7 are provided, the return springs 8 are also provided at the coaxial positions corresponding to each push rod 7. Since the push rods 7 only contact each other, the return springs 8 can help the push plate 6 maintain its relative position with the push rods 7 when the brake is applied. In other embodiments, the push rod 7 and the push plate 6 can of course be connected in other ways, such as providing nuts on both sides of the push plate 6 to connect with the push rod 7.

[0022] Furthermore, in this embodiment, one side of the push plate 6 is provided with a limiting groove that accommodates the end of the push rod 7, and the other side of the push plate 6 and the limiting ring 9 are provided with a spring groove that accommodates the reset spring 8. The limiting groove restricts the relative radial position of the push rod 7 and the push plate 6, and the spring groove ensures the radial position of the spring and avoids large offset between the spring and the push plate 6.

[0023] A sealing cover 11 is connected to the end of the stator 1 away from the armature 2. The displacement sensor 5 is installed inside the sealing cover 11, and the signal line of the displacement sensor 5 passes through the side wall of the sealing cover 11. The sealing cover 11 can improve the protection of the brake. Furthermore, a sealing plug 10 is provided between the signal line and the sealing cover 11. The sealing plug 10 is fixed to the sealing cover 11 by means of bonding, interference fit, etc.

[0024] In this embodiment, one end of the flange 4 is open to form a receiving groove, and the armature 2 and rotor 3 are located inside the receiving groove. The open end of the flange 4 abuts against the stator 1. This arrangement, together with the sealing cover 11, further improves the protection of the brake. On this basis, a sealing ring is provided between the contact surfaces of the flange 4 and the stator 1, and a sealing ring is also provided between the contact surfaces of the sealing cover 11 and the stator 1 to ensure the sealing effect of the contact surfaces.

[0025] Flange 4, stator 1, and sealing cover 11 are connected as a whole by connecting screws 12, that is, the three are connected together by connecting screws 12. Based on this, a guide sleeve 13 is fitted onto the connecting screw 12, and the armature 2 has a guide opening that mates with the guide sleeve 13. The guide sleeve 13 serves as a guide for the armature 2. In practical applications, one end of the guide sleeve 13 abuts against the flange 4, and the other end abuts against the stator 1, restricting the axial movement of the guide sleeve 13 and preventing abnormal noise caused by the guide sleeve 13 moving during brake use. Alternatively, in this embodiment, the guide opening is a notch located on the edge of the armature 2. In other embodiments, the guide opening can also be in other forms, such as a through hole that mates with the guide sleeve 13.

[0026] The above are merely preferred embodiments of this utility model and are not intended to limit the scope of this utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A brake for easy detection of friction pad wear, comprising a stator, an armature, a rotor, and a flange arranged sequentially, the flange being fixedly connected to the stator, and friction pads provided on both sides of the rotor, characterized in that, It also includes a displacement sensor, a push plate and several push rods. The push rods are slidably mounted on the stator. The push plate is located at the end of the stator away from the armature. One end of the push rod is connected to the armature and the other end is connected to the push plate. The displacement sensor is fixed at the end of the stator away from the armature and its probe abuts against the push plate.

2. The brake according to claim 1, which facilitates the detection of friction pad wear, is characterized in that, The brake also includes a limiting ring and several return springs. The push plate abuts against the push rod, the limiting ring is fixedly connected to the side of the stator away from the armature, and the return springs are pressed between the push plate and the limiting ring.

3. The brake for facilitating the detection of friction pad wear according to claim 2, characterized in that, One side of the push plate is provided with a limiting groove to accommodate the end of the push rod, and the other side of the push plate and the limiting ring are provided with a spring groove to accommodate the reset spring.

4. The brake according to claim 1, which facilitates the detection of friction pad wear, is characterized in that, The stator is connected to a sealing cover at the end away from the armature, and the displacement sensor is installed inside the sealing cover, with the signal line of the displacement sensor passing through the side wall of the sealing cover.

5. The brake according to claim 4, which facilitates the detection of friction pad wear, is characterized in that, A sealing plug is provided between the signal line and the sealing cover.

6. The brake according to claim 4, which facilitates the detection of friction pad wear, is characterized in that, One end of the flange is open to form a receiving groove, the armature and the rotor are located inside the receiving groove, and the open end of the flange abuts against the stator.

7. The brake according to claim 6, which facilitates the detection of friction pad wear, is characterized in that, The flange, the stator, and the sealing cap are connected as a whole by connecting screws.

8. The brake according to claim 7, which facilitates the detection of friction pad wear, is characterized in that, A guide sleeve is fitted onto the connecting screw, and the armature is provided with a guide opening that mates with the guide sleeve.

9. The brake according to claim 7, which facilitates the detection of friction pad wear, is characterized in that, A sealing ring is provided between the flange and the stator contact surface, and a sealing ring is also provided between the sealing cover and the stator contact surface.

10. The brake according to claim 1, which facilitates the detection of friction pad wear, is characterized in that, The push rod and the armature are connected by a thread.

Images